SYSTEM DESIGN PHASE B - ANTARES

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SYSTEM DESIGN PHASE B - ANTARES IRIS PUBLIC EVENT, 10-11 October 2011

2 Presentation Content Page 2 Iris/ANTARES Major Benefits ANTARES Industrial Consortium Overall Activity Description System Verification Test Bed Communication Standard User Terminal General Aviation User Terminal Civil Aviation Ground Segment Space Segment Conclusions (G. Raimondo, ) (P. Conforto, ) (C. Belmonte, IE) (D. Ondrey, HON) (P. Gibson) (E. Le Ho, TAS-F) (G. Grelli, ) (G. Raimondo, )

3 Iris/ANTARES: Major Benefits ATM - Committed Satellite Communication System Purposely designed for the services safety of life communication (ATS/AOC) with high reliability and availability performances and in conformity with the imposed requirements as reflected and captured in applicable specifications, namely: Page 3 SRD Requirements COCR Performance Requirements Safety of Life Applications rigorously provisioned by: Extensive and comprehensive RAMS Analyses both at System and Segments levels, including specification of concerned requirements Requested Services Availability through a dedicated and On Purpose S/L Constellation Satisfactory Design Level Allocation (for S/W and H/W) Communication Standard Design to meet Availability and Integrity Requirements

4 Iris/ANTARES: Major Benefits Page 4 Low Cost User Terminal A satellite based system designed to minimise the complexity and cost of the airborne terminal (AERO L type) suitable for most aircraft categories Open Communication Standard Communication Standard fully devoted to the avionics needs: Designed to achieve the performances required by the Single European Sky New Services, in continental and oceanic airspace, minimizing the spectrum usage Specification made available to any interested party worldwide Suitability with all types of aircrafts including rotary-wing Very large networks with high number of aircrafts Interoperability with different S/L Network, e.g. HEO-MEO

5 Iris/ANTARES: Major Benefits Page 5 Optimized Throughput by Efficient Use of Communication Resources Resources Dynamic Assignment Use of Adaptive Waveforms Use of both Centralized and De-Centralized GS Architectures to be selected depending on Service Providers needs. Allow a fully devoted ATM Mission (Primary Mission) by avoiding possible priority conflicts wrt other missions sharing same S/L resources.

6 Iris/ANTARES: Major Benefits Page 6 ATM Traffic Variation Properly Fitted by Accommodating: Varying Traffic Distribution Over Service Area Overall Traffic Growth Satellite Constellation deployment based on incremental traffic needs thus reducing commercial risks Flexible Allocation and Reconfiguration of Frequency Plan Payload Multi-Port Architecture and IF Digital Processing allowing: Power to beams allocation flexibility Frequency plan flexibility to cope with variation of traffic demand

7 Iris/ANTARES: Major Benefits Page 7 Overall System dimensioned for Low Cost Avionics by appropriately optimizing System, Space Segment, Ground Segment, UT and Communication Standard features.

8 ANTARES Industrial Consortium Page 8 The ANTARES Programme is designing a new ATM - Dedicated Satellite Communication System. It consists of a new Communication Standard and associated Satellite System Infrastructures, namely: Space Segment, Ground Segment and User Terminals. The Industrial Team is leaded by THALES ALENIA SPACE (Italy) as Prime Contractor being also in charge of the Overall System and Space Segment, with a Core Team being composed by: INDRA ESPACIO: Communication Standard THALES AVIONICS LTD: User Terminal CA HONEYWELL: User Terminal GA THALES ALENIA SPACE, FRANCE: Ground Segment Eighteen more Lower Level Subcontractors complete the industrial team providing specific accountable expertise in different areas.

9 Overall Activity Description Page 9 The Phase B is spilt in: Phase B1, to analyze requirements and provide options to SESAR. Specific objectives are: Consolidate Mission and System level Requirements with SESAR Perform Design and Specification of the CS Perform Initial Specification and Architectural Design of the VTB Define System Architecture Options Perform Initial Design of SPS and GS Elements for the above Options Perform Initial Design of the UT and develop Proof of Concept Perform Trade-offs among Architecture Options to define System Baseline Design

10 Overall Activity Description Page 10 Phase B Phase B2 devoted to System and Segments consolidation and detailed design leading to Preliminary Design Reviews. Specific objectives are: Complete the design and Specification of the CS Refine System Design and Segment Specifications Detail Design of the Validation System Define the Operational System Develop and Procure the Verification Test Bed Prototype and Test the UT (both CA and CA) Start implementation of the CS Verification Test Campaign

11 Page 11 ANTARES System

12 ANTARES System Page 12 ANTARES system includes Physical elements Space segment Ground segment User terminal Communication standard Comms functionality Comms between system elements With a given level of performance The system is designed so as to Include several architecture options Meet operator requirements for ground segment configuration Space Segment User Terminal Segment Pilot HMI (CMU) Application ATN/ IPS IP S-DLL S-PHY ATN/ OSI CLNP Communication Standard Management Control Satellite Transmission Medium Sat 2 GES NCC GES NCC NMC NMC S-DLL S-PHY Co-located or Spaced SCC/SOC T-DLL T-PHY Sat S Ground Segment A/G Router ATN/ IPS IP T-DLL ATN/ OSI CLNP G/G Router ATN/ IPS IP T-DLL EATM ATN/ OSI CLNP Controller HMI ATN/ IPS IP FDP Application T-DLL T-PHY T-PHY T-PHY Terrestrial Transmission Medium ATN/ OSI CLNP

13 System Design Drivers The following Design Drivers have been identified and considered Communication Standard trade offs results and performance Return link modulation and coding Multiple access Driving overall system performance including link budget System dimensioning (all system elements) Aeronautical channel Physical layer performance and link budget (Low cost) user terminal performance and constraints (including antenna) Space segment dimensioning System service area Coverage Space and ground segments dimensioning Availability requirements Redundancy for all system elements Validation approach Costs Overall system architecture and deployment evolution System dimensioning (all elements) Page 13

Frequency Bands Page 14 User link L band (AMSRS) Uplink: 1646.5 1656.

12730 12750 MHz Selected on the basis of the analysis performed Traded off wrt C, Ka, X bands Potentially

14 Frequency Bands Page 14 User link L band (AMSRS) Uplink: MHz Downlink: MHz Feeder link ITU frequencies for FSS Ku band Uplink: MHZ Downlink: MHz Selected on the basis of the analysis performed Traded off wrt C, Ka, X bands Potentially being traded-off also with possible additional requirements issued in the future by Operators ATC/AOC Centre Aeronautical User Terminal Ground Earth Station EATM

15 Bandwidth Constraints (1/2) Page 15 The overall L band available spectrum for user link is 10 MHz for uplink 10 MHz for downlink L band spectrum allocated with maximum chunks of 200 khz both uplink and downlink Single carrier per chunk on the downlink (forward link) Carrier bandwidth of 180 khz (150 ksps symbol rate) Guard bands of 20 khz 200 khz 200 khz 200 khz 1545 MHz 1555 MHz 180 khz 180 khz 180 khz

16 Bandwidth Constraints (2/2) Page 16 Multiple carriers per chunk on the uplink (return link) Three types of carriers are defined Low Rate (LR) Carrier Carrier bandwidth of 19.2kHz (for 16 ksps symbol rate) Overall bandwidth of 25kHz (including guard bands) Medium Rate (MR) Carrier Carrier bandwidth of 38.4kHz (for 32 ksps symbol rate) Overall bandwidth of 50 khz (including guard bands) High Rate (HR) Carrier Carrier bandwidth of 57.6 khz (for 48 ksps symbol rate) Overall bandwidth of 75 khz (including guard bands) Alternative frequency plan under analysis with increased guard bands To reduce adjacent channel interference and out of band emission 19.2kHz/33kHz (for 16ksps) 38.4kHz/66kHz (for 32ksps) 57.6kHz/99kHz (for 48ksps). 200 khz MHz MHz khz 50 khz 50 khz khz khz L R L R MR MR MR

17 ANTARES Service Areas Page 17 The ANTARES service areas are ECAC area Supported services Air Traffic Services (ATS) Airline Operational Control (AOC) services providing data communications services Voice communications services (fro emergency conditions) Visual Earth area Supported services ADS-C service Voice communication service.

18 ECAC Service Area Page 18 ECAC service area currently considered Currently being refined at SRD level Two sub-areas identified One area mainly including continental parts Services shall by supported One areas oceanic parts, northern islands and Greenland Services should be supported

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# # # # # # # # # # # # # # # # # # 11 #6#6#6#6#6#6#6#6#6# ########################### 10 #6#6#6#6#6#6#6#6# ########################### 9 #6#6#6#6#6#6#6# ########################### 8 #6#6#6#6#6#6# ########################### 7 #6#6#6#6#6# ########################### 6 #6#6# ########################### 5 #6# ############################################### 4 # ############################################### 3 # ############################################### 2 # ############################################### 1 # ############################################### 0 # # # # # # ############################################### 1 ######################################### 2 ######################################### 3 ######################################### 4 ######################################### 5 ######################################### 6 ######################################### 7 ######################################### 8 ######################################### 9 ######################################### 10 ######################################### 11 ######################################### 12 ######################################### 13 ######################################### 14 ######################################### 15 ######################################### 16 ######################################### 17 ######################################### 18 ########################################## 19 ########################################### 20 ############################################ 21 ############################################# 22 ############################################## 23 ############################################### 24 ############################################### 25 ############################################### 26 ############################################### 27 ############################################### 28 # ############################################### 29 # ############################################### 30 # ############################################### 31 # ############################################### 32 ############################################### 33 ############################################### 34 ############################################## 35 ############################################# 36 ############################################ 37 ########################################### 38 ########################################## 39 ######################################## 40 ####################################### 41 ##################################### 42 #################################### 43 ################################## 44 ################################ 45 ############################# 46 ########################## Distribution of the real trans-oceanic aircraft trajectories (blue spots) Service areas (over visual Earth) defined in ANTARES red and yellows contours)

Main User Terminal Requirements (1/2) Page 20 Low cost, low gain and low drag antenna Low mass/volume, no forced air-cooling on-board avionics UT architecture design based on ARINC 741, 761, 781

20 Main User Terminal Requirements (1/2) Page 20 Low cost, low gain and low drag antenna Low mass/volume, no forced air-cooling on-board avionics UT architecture design based on ARINC 741, 761, 781 recommendations Different configuration options for the UT design are envisaged to take into account aircraft installation constrains and operational conditions Radiofrequency and baseband redundancy Single antenna mounted on the top of the fuselage Dual antenna mounted 20 offset w.r.t. zenith above airframe A 45 offset configuration has been investigated as well Two positions identified: N2 and C1 in the picture N1, T1 and T2 position have been investigated as well N1 T2 T1 N2 C1

21 Main User Terminal Requirements (2/2) Page 21 Maximum two carriers to be supported on the forward link Target requirement High Power Amplifier (HPA) power ~30 W at the HPA output Resulting from the thermal analysis assuming Passive cooling 100% duty cycle Taking into account HPA input-output performance and relevant operating point Taking into account tolerancies, uncertainties and margins The final configuration trade-off will based on the outcomes of Link design Visibility analysis

22 Main Ground Segment Requirements Page 22 Two main alternative configurations are envisaged for the ground segment Centralized: single Satellite Service Provider (SSP) scenario Distributed: multiple SSP scenario SSP carrier sharing and no carrier sharing policies are considered for distributed scenario RF requirements EIRP density: 40 dbw/khz Antenna size: 6 m G/T: 32.8 db/k (clear sky) Ground segment architecture shall be robust to the following feared event Failure events GES failure NCC failure Satellite failure Fault free events GES unavailability due to rain event (tropospheric event) NCC unavailability due to rain event (tropospheric event) GES unavailability due to sun outage event NCC unavailability due to sun outage event

23 Centralized System Architecture Page 23 Active Satellite Active Satellite Redundant Satellite User Terminal Segment Space Segment S-WAN Satellite Operator SSP TT&C System Secure TT&C (Ku band) Not secure TT&C (S band) NCC/GES Combined Redundant MN Proxy AGR WAN Switch SCC Redundant T-WAN SOC Master NMC NCC/GES Combined (Back-up) AGR MN Proxy WAN Switch Voice Voice GW GW UT Home UT Home Agent Agent EATMS

24 Decentralized System Architecture Active Satellite Active Satellite Redundant Satellite Page 24 User Terminal Segment Space Segment S-WAN S-WAN Satellite Operator SSP1 SSP3 TT&C System Secure Not secure TT&C TT&C (Ku band) (S band) Redundant GES 2 MN Proxy AGR WAN Switch GES 5 MN Proxy AGR WAN Switch... Redundant GES 2 MN Proxy AGR WAN Switch GES 5 MN Proxy AGR WAN Switch NCC/GES Combined MN Proxy NCC/GES Combined MN Proxy AGR WAN Switch AGR WAN Switch SCC Redundant T-WAN NMC Redundant T-WAN NMC SOC Master NMC Master NCC (clock reference) NCC/GES Combined (Back-up) MN Proxy AGR WAN Switch NCC/GES Combined (Back-up) MN Proxy AGR WAN Switch Voice GW UT Home Agent EATMS

25 Space Segment Composition and Deployment Strategy Page 25 Space segment composition Based on GEO satellites Multiple satellites in order to meet RAMS requirements Traffic capacity growth Satellite lifetime Satellite mass and volume and launch accommodation Space segment deployment strategy Mission lifetime is equal to 30 years In-orbit satellite EOL is assumed to be 15 years The max storage time for the on-ground spare satellite is assumed to be 10 years Deployment strategy on a 5 years basis Number of in-orbit satellites depending defined on the basis of Space segment RAMS requirements Overall traffic capacity to be served The overall traffic may be served by more than one satellite simultaneously active

26 ANTARES System Interface Page 26 The ANTARES system interconnects the ground based systems at G-Interface and with airborne based systems at A-Interface The G-Interface Represents the interface between Air/Ground Router (AGR) and Ground/Ground Router (GGR) Provides system interoperability with both ATN/IPS and ATN/OSI protocols and voice services This is a standard IPv6 router-to-router interface realized as LAN if the routers are co-located and as WAN if routers are remotely located

27 RAMS (1/2) Page 27 RAMS requirements come from safety requirements The system level RAMS activities are an integral part of the overall ANTARES system performance engineering activities The following main activities have been performed in Phase B1 Requirements capture Review of normative, informative and relevant input documentation (SRD, COCR V2, ED78A, ED120, ED122, ESARRs) Derivation of performance parameters characteristics Integrity, continuity, availability of use, availability of provision (definition, time frame, etc.) Assessment of ANTARES operational scenario SATCOM system for ORP domain, SATCOM + Terrestrial Data Link for ENR/TMA domains Identification of the service performance hazards (e.g. detected / undetected corruption of message) with associated severity and probability of occurrence Apportionment of performance requirements to each segment Preliminary bottom-up assessment through classical space/avionics techniques such as Fault Tree Analysis (FTA ) and Fault Hazard Analysis (FHA)

28 RAMS (2/2) Page 28 The following RAMS activities are foreseen for Phase B2 Assessment of RAMS performance parameters within new technical standards of the avionic domain (e.g. ICAO GOLD) Study of the applicability of EUROCAE ED-153 (guidelines for software safety assurance) to ANTARES system Support to COCR V2 requirements sensitivity analysis (e.g. availability) in terms of architecture and technical solutions Provision of the full set of RAMS analyses (PSSA process): FMECA, FTA, FHA, CCCMA, Preliminary Operational Safety Analysis (including Human Error Analysis), Safety risk analysis, SW AL allocation, useful inputs for the Input to Technical File document (Regulation 552/2004) Update of assumptions, hazards and Safety Objectives, safety analyses results, justification material for risk mitigation strategies application, Safety Requirements Tracking of RAMS assumptions, recommendations (e.g. to FDIR), critical items in a structured and systematic way.

Aircraft Visibility Analyses Objectives Page 29 The aircraft visibility analyses

satellite Contribution to the overall system availability which may be offered

geometrical availability System dimensioning to cope with real flight conditions

29 Aircraft Visibility Analyses Objectives Page 29 The aircraft visibility analyses aim at Evaluating the geometrical availability of the link between aircraft and satellite Contribution to the overall system availability which may be offered to the aviation end-users Identifying solution to increase satellite link geometrical availability System dimensioning to cope with real flight conditions Number of antenna on the aircraft and location Number of satellite simultaneously operating

30 Simulation Model for Visibility Analysis Page 30 Main element of the simulation model Geostationary satellite Its position on the orbital arc can be varied for analyses purpose More than one satellite can be considered for diversity purposes Aircrafts Suitable typologies may be selected from a list of possible model Position of the satellite terminal antenna can be selected Flight Trajectories Instrument Flight Rules (IFR)-based trajectories imported Special trajectories generated Customizable COTS Tools (AGI STK) adopted in simulation

Antenna Configurations and Locations Page 31 Several antenna positions and configuration investigated Single antenna Dual Antenna Two antennas mounted at

31 Antenna Configurations and Locations Page 31 Several antenna positions and configuration investigated Single antenna Dual Antenna Two antennas mounted at an angle offset from the top centre line of the fuselage Both 20 and 45 offset investigated Different antenna locations investigated Suitable location in N2

32 Visibility Analyses Output Page 32 Several type of geometrical parameters investigated Visibility and outage events on the satellite link Aircraft antenna field of view obstruction caused by the aircraft body (tail, wing and nose) Link visibility time duration and percentage duration Link outage time duration and percentage duration Maximum link outage time duration Aircraft antenna-to-satellite elevation angles occurrences statistics Aircrafts flight trajectories bank and pitch angles occurrences statistics Statistical distribution of link outage durations and inter-arrival time between them

33 Airbus A340 Results Page 33 Total flight duration of seconds cumulated over 1108 flights Position antenna Cumulated link visibility time duration (sec) Direct path link visibility percentage Cumulated duration of loss direct path (sec) Longest outage duration observed (sec) N1/N C T Dual antenna N1/N2 (20deg) Dual antenna C1 (20deg) For the Airbus A340, dual antenna allows to reduce the geometrical link outages occurrences

Airbus A340 Results with Single Antenna (1/2) The direct path link visibility percentage with a single antenna in C1 presents slightly better results than in N2 In both cases outages occurs at

for the N2 case 173 aircraft affected (out of 1108 analysed) and 278 outages for the C1 case This entails a lower cumulative outage for the C1 case Page 34 Few link outage occurrences with a duration

34 Airbus A340 Results with Single Antenna (1/2) The direct path link visibility percentage with a single antenna in C1 presents slightly better results than in N2 In both cases outages occurs at latitude greater 55 N for few FTs The number of outages for the C1 case are higher with respect to the N2 case but their duration is lower 102 aircraft affected (out of 1108 analysed) and 170 outages for the N2 case 173 aircraft affected (out of 1108 analysed) and 278 outages for the C1 case This entails a lower cumulative outage for the C1 case Page 34 Few link outage occurrences with a duration greater than 20 sec This results seems to depend on the aircraft fuselage features and therefore the choice related to the antenna position has to be re-assessed for each aircraft before deciding location

Airbus A340 Results with Single Antenna (2/2) Page 35 Identification of the aircraft trajectories affected by the maximum outage durations Single antenna located in N1 position Link outages occurs in

35 Airbus A340 Results with Single Antenna (2/2) Page 35 Identification of the aircraft trajectories affected by the maximum outage durations Single antenna located in N1 position Link outages occurs in North European Country (NOR, FIN, SWE, RUS) When the aircraft performs manoeuvres with large pitch and/or roll angles Example of flight trajectory with maximum duration of single outage and highest cumulative outage:

36 Dassault Falcon 20 Results (1/2) Page 36 Total flight duration of seconds cumulated over 1108 flights Position antenna Cumulated link visibility time duration (sec) Direct pat link visibility percentage Cumulated duration of loss direct path (sec) Longest outage duration observed (sec) N1/N C T Dual antenna N1/N2 (20deg) Dual antenna C1 (20deg) For the Dassault Falcon 20, the improvement in terms of geometrical link outages occurrences obtained by using a dual antenna is less evident than the for the Airbus A340 case

37 Dassault Falcon 20 Results (2/2) Identification of the aircraft trajectories affected by the maximum outage durations Single antenna located in N1 position Link outages occurs in North European Country (NOR, FIN, SWE, RUS) When the aircraft performs manoeuvres with large pitch and/or roll angles Examples of flight trajectory One with maximum duration of single outage One with highest cumulative outage Example 1: Page 37 Example 2:

38 Visibility Analyses Conclusions (1/2) Page 38 Dual antenna configuration vs single antenna configuration May improve the geometrical visibility for the larger aircraft (e.g. A340) Mainly flying in the Northern ECAC areas Only in marginal cases may improve geometrical visibility for the smaller aircraft (e.g. Falcon 20) Good geometrical visibility may be obtained also with a single antenna located in N2 The final choice for single or dual antenna configuration shall take into account Achievable antenna radiation pattern Dual antenna pattern provides higher performance (higher gain over higher elevation angle ranges) Improving link budget performance Cost reduction for airborne terminal and complexity of implementation The single antenna configuration presents benefits with respect the dual antenna case

39 Visibility Analyses Conclusions (2/2) Page 39 Next steps of visibility analysis Investigate the case for helicopters

40 Multidimensional Link Budget (1/2) Page 40 Remarkable number of cases under analysis Multidimensional link budgets Different frequency reuse configurations Dark sky vs. clear sky conditions Dark sky condition is evaluated for an availability of 99.99% on the forward link 99.95% on the return link Different UT antenna configuration Single antenna Dual antenna 45 offset 20 offset Different carriers rate types and modulation/coding schemes Return link 16, 32, 48 ksps with O-QPSK and FEC (TCC) 1/4, 1/2, 1/3 and 2/3 Forward link 150 ksps using QPSK, 8PSK and 16 APSK and FEC (LDPC) 1/4, 1/2, 1/3 and 2/3

41 Multidimensional Link Budget (2/2) Page 41 Multidimensional link budgets (ctn.d) 4 cases of manoeuvres conditions (related to the banking angle) 0 degree (no banking) 5 degree (low banking) 15 degree (mid banking) 30 degree (high banking) GES pointing strategy and relevant de-pointing losses GES pointing to the centre of the SKBox where the satellite(s) is(are) (co-) located GES specifically pointing each satellite Different GES positions Fucino Darmstadt Tromsoe Different aircraft categories Fixed-wings aircraft Large aircraft represented by A380 Small aircraft represented by Dassault Falcon 100 Rotary-wings aircraft

Example of Link Budget Results (1/2) Page 42 Example of link budget results for ECAC service area Aircraft type: Airbus A380 Single and dual (45 offset) antenna configuration Return link Two aircraft

42 Example of Link Budget Results (1/2) Page 42 Example of link budget results for ECAC service area Aircraft type: Airbus A380 Single and dual (45 offset) antenna configuration Return link Two aircraft manoeuvring cases No banking condition Mid banking condition (15 ) High banking condition (30 ) No frequency re-use GES in Fucino Dark sky Carrier rate: 16ksps Legend Modcod Achievable Data rate (kbps) 0 O-QPSK 1/ O-QPSK 1/ O-QPSK 1/ O-QPSK 2/ O-QPSK 1/4 O-QPSK 1/3 O-QPSK 1/2 O-QPSK 2/3 No Banking O-QPSK 1/3 O-QPSK 1/2 O-QPSK 2/3 Single Antenna Dual Antenna

43 Example of Link Budget Results (2/2) Mid Banking (15 ) High Banking (30 ) Page 43 Dual Antenna Single Antenna

44 Page 44 Verification Test Bed

45 VTB Overview Page 45 The Test Bed will provide the means, within a real-time environment, for testing all features of the Communication Standard in realistic conditions. It comprises: Real-time emulation environments allowing the verification of CS, of the external interfaces and the impacts on upper layers for data and voice services. SDR prototypes of GES, UT and NCC implementing full PHY layer of ANTARES CS. The capability to verify CS features in realistic traffic conditions taking into account also traffic load evolutions. The capability to preliminary assess the system E2E QoS performances taking into account a full stack representation for both ATN/OSI and ATN/IPS and of onboard and ground (EATMN) network elements.

46 VTB Overview Page 46 VTB Development Road-Map Specifications of the VTB design are under consolidation based on the Communication Standard and System Technical Specs Design and Development VTB sub-systems will follow an incremental and modular approach Integration and Verification of the VTB Test campaign execution for Commnication Standard verification (to be completed by mid 2013) The VTB will be made available to SESAR

47 VTB Overview Page 47

48 VTB Overview Page 48 Application Emulator, to provide application (End-user and Server) data sink/sources. Data and voice services will be represented and for both ATN/OSI and ATN/IPS. Application data emulation will take into account realistic data traffic distribution. On-board network: representing networking equipment connecting End-user application to the ANTARES System for both ATN/IPS and ATN/OSI (e.g. by emulating CMU and related dialogues with the AES) UT emulators: emulation of main control and management function of On-Board terminals as well as network adaptation interfaces for either ATN/OSI or IPS Satellite Channel Emulator: representing satellite channel (air channel + payload) propagation effects by means of dynamic scenarios allowing to introduce representative impairments (like packet loss and delay). Ground Segment terminals: GES, NCC and NMC elements and related functions will be emulated as well as interfaces to the network layers. The GS terminals will provide dual stack (IPS and OSI) interfaces to both ANTARES terrestrial network and External ATN network entities (EATMN).

49 Page 49 SPACE SEGMENT

50 Contents Space Segment (SPS) Page 50 SPS Drivers and Main Requirements Coverage, EIRP and G/T Traffic profiles SPS and Payload design options SPS options vs System Architecture options Performances SPS Technological Choices and Challenges Antenna farm High Power Section

51 SPS Design Drivers Page 51 Drivers Relevant domains Low cost user terminal Traffic Profile/Traffic flexiblity Payload design High G/T on board Large antenna at L Band High EIRP demand per carrier HPA & O/ section sizing Flexible architecture to cope with both frequency and power flexibility Satellite sizing Launcher compatibility RAMS requirement

Payload Requirements Page 52 User Link Coverage: ECAC Area User link at L Band: Mobile Forward Link frequency band [1545 MHz 1555 MHz] Mobile Return Link frequency

52 Payload Requirements Page 52 User Link Coverage: ECAC Area User link at L Band: Mobile Forward Link frequency band [1545 MHz 1555 MHz] Mobile Return Link frequency band [ MHz MHz] EIRP and G/T at L band FWD single carrier/eirp: 48.3 dbw RTN G/T requirement: 2.5 db/ K Feeder link at Ku Band (Ka Band is also possible)

53 System Architecture Options & SPS Design Options Page 53 Three Space Segment design options have been studied each of them relevant to different traffic profiles: Low traffic profile Medium Traffic Profile High traffic profile Additional space segment design option for medium traffic profile has been studied with SCPA (Single Carrier Per Amplifier) payload Option to add surveillance service over the visible Earth has been studied on top of all options above (Single Global Beam)

54 Traffic profile for System Architecture Options Page 54 Main Payload requirements Carrier allocations (from Phase B1 currently under revision) Low traffic profile Total L-Band Bandwidth in Forward is 762 KHz Total L-Band Bandwidth in Return is 800 KHz Medium Traffic Profile Total L-Band Bandwidth in Forward is 2200 KHz Total L-Band Bandwidth in Return is 925 KHz High traffic profile Total L-Band Bandwidth in Forward is 4800 KHz Total L-Band Bandwidth in Return is 1850 KHz

55 Traffic Carriers Page 55 The Space Segment supports the following mobile links carriers: Forward link carriers : High Rate Carrier with bandwidth of 180 khz and guard band of 20 khz Return link carriers are divided into three types: Low Rate Carrier carriers with bandwidth (see ANTARES System Slides) Medium Rate Carrier with bandwidth (see ANTARES System Slides) High Rate Carrier carriers with bandwidth (see ANTARES System Slides)

56 Payload Design Options Page 56 Low traffic profile Medium traffic profile High traffic profile Option 1 Architecture: SCPC with HPAs drive in saturation High Power OMUX 5 spot beams in SFPB configuration Antenna Farm: Two L band Tx/Rx antennas D=3,7 m rigid reflector possibility of foldable tips 1 Ku band Tx/Rx antenna Remark: requires predefined frequency plan Architecture Multiport amplifier (MPA) 16 feed array cluster or 12 feed array 5 spot beams Antenna Farm 1 Tx + 1 Rx L band antennas D=3,7*2.5 m rigid trimmed reflector 1 Ku band Tx/Rx antenna Flexibility on traffic management and frequency plan Load sharing approach: Same payload as per Medium traffic profile Design to 50% Approach in order to accomplish High traffic profile TARGET BASELINE Option 2 Architecture SCPC with HPAs drive in saturation High Power OMUX 5 spot beams in SFPB configuration Antenna Farm Two Tx/Rx antennas D=3,7 m rigid reflector possibility of foldable tips 1 Ku band Tx/Rx antenna Remark: requires constraints & predefined frequency plan

57 Baseline Payload Architecture Page 57 FWD and RTN ATM Payload composed of: - Two large L band Semi-active Antennas Multi-Spot beam elliptical trimmed reflector (1 RX And 1 TX) - 1 Ku band Single beam antenna (TX and RX) - 1 On board transparent digital processor for the FWD and RTN channelisation section - Multi-port amplifier at L Band with parallelized TWTAs - L band LNA assy and receiving BFN - Ku band Receiver - Additional Global and G2G (depending on option)

58 Main Payload Performance Page 58 Single carrier EIRP Performance Over ECAC Area MIN value =49.9 dbw Max value=52.85 dbw

59 Baseline Payload Perfomance Page 59 G/T Performance Over ECAC Area. MIN value =2.82 db/k Max value=5.81 db/k

60 Space Segment Technological Choices Page 60 Space Segment technological decisions Large L Band reflector (3.7 trimmed reflector) driven by L band G/T requirement Inter-beam isolation for frequency re-use MPA amplifier (high power handling) 3/4 4*4 Butler matrix High power amplifier TWTA working at 3 db OBO IF Digital Transparent Processing Flexibility of Carrier Frequency allocation over AMSRS spectrum Channel filtering granularity

61 Space Segment technological Choices: Antenna Farm Page 61 Coverage: 5 spot covering the ECAC service area Antenna system architecture: 2 offset reflector antennas 1Tx + 1Rx fed by a Multi-matrix distributed amplification architecture of reduced complexity: - 12/16 radiating chains connected to 3/4 4x4 Butler Matrices in Tx - low power BFN s directly following LNA s front-end in Rx Antenna technology: lightweight composite (CFRP) reflector with truncated elliptical rim to reduce the size in stowed configuration hi-efficiency compact feed array Antenna Geometrical Parameters Number of Reflectors 2 Reflector Aperture Size 3.7 x 2.5 m Focal Length 3.2 m F/D Clearance.5 m Feed Spacing 155 mm 16 elements Tx feed array apertures arranged in triangular mesh L-Band Tx Antenna D=3.7m x 2.5m Trimmed reflector E N P/F Proposed S/C antennas accommodation S W 12 elements Rx feed array apertures arranged in triangular mesh. L-Band Rx Antenna D=3.7m x 2.5m Trimmed reflector

backed by a polarizer with typical aperture diameter (and feed to feed spacing on the focal plane) in the

62 L-band Antenna Technologies Page 62 L/S band Hi-efficiency feed array technology for multi-beam antennas developed by Each feeding chain is composed of a high efficiency radiator (~100% aperture efficiency ) backed by a polarizer with typical aperture diameter (and feed to feed spacing on the focal plane) in the range of A suitable diplexer can be integrated within each RF chain for Tx/Rx antennas operation.

63 5 Beams 3.7x2.5m Multi-matrix distributed amplification 16 Feeds option Page 63 Tx Antenna element beams footprint 5 zones ECAC coverage: Tx Antenna 4x4 BTLM architecture and beams association Matrix D 4x Frequency plan and power to beam allocation flexibility

64 Summary conclusions Page 64 Space Segment phase B study main outcomes: SPS and payload Design Options vs System Architecture Options Design, architecture, analyses performances, budgets, for each of the options Identification of target platforms and associated compatibility with launchers No load sharing vs load sharing trades and associated constellations Drivers: Low cost user terminal Traffic profile (low, medium, high) Traffic & frequency flexibility RAMS Technolocical Choices G/T: Large antenna EIRP/carrier: High power power handling & DC demand Flexible payload architecture and IF digital processing

65 Concluding Remarks Page 65 The ATM - Dedicated Satellite Communication System is a suitable and viable solution for fulfilling the challenging performances required by the Avionic Community being capable of offering: Compliance to SESAR User Requirements Safety of Life Communication Services Communication Standard fully devoted to the avionics needs reducing UT complexity and spectrum usage ATM Safety of Life Mission defined as Primary in order to avoid priority conflicts Low Avionics Cost which use an Omni Directional Low Gain Antenna Deployment strategy which match the incremental traffic needs thus reducing Commercial Risks

ANTARES System Design Iris Public Event, 4-5 February 2013 University of Salzburg Unipark, Salzsburg

ANTARES System Design Iris Public Event, 4-5 February 2013 University of Salzburg Unipark, Salzsburg 83230917-DOC-TAS-EN-002 Contents 2 SRD requirements and system design Performance requirements and main