SwiftBroadband Safety Frequency Management Presentation to ICAO ACP Working Group F 17-24 September 2012
Contents 1. Overview of SwiftBroadband Safety Service Performance and Benefits 2. How the SwiftBroadband Safety offering complies with ICAO and ITU requirements on spectrum use 2
1. Overview of SwiftBroadband Safety Service Performance and Benefits
Inmarsat Aviation Safety Services Inmarsat currently supports voice and data safety services in Oceanic airspace to aircraft that are equipped with Classic Aero avionics The Classic Aero service supports both Air Traffic Control (ATC) services and Airline Operational Communications services (AOC), as well as cabin services Provides support for both satellite voice and a FANS (Future Air Navigation System) message data set for ATC communications The ATC and AOC data services are provided over the ACARS (Aircraft Communications Addressing and Reporting System) character-based data protocol The Classic Aero safety services operate within the bands 1545-1555 MHz and 1646.5-1656.5 MHz and are subject to ICAO AMS(R)S SARPs 4
Increased Use of FANS Data Link Forecasts show that air traffic levels are set to increase over the medium and long term FANS air-ground data link is increasing, as it can reduce controller workload and reduce communication errors in ATC voice exchanges Inmarsat has seen aviation data link usage rising consistently since 2000 Global use of Classic Aero data and voice since the year 2000 5
Required Communications Performance (RCP) There are now moves internationally to move to reduced aircraft separations (30NM/30NM) in certain oceanic airspace To achieve reduced oceanic separations, there is a need for a greater frequency of aircraft position reporting, and to ensure a higher datalink service availability: ICAO has specified the FANS data Required Communications Performance (RCP) values in the Global Operational Data Link Document (GOLD) document GOLD RCP 240 Requirements: 0.999 is the minimum for operational safety 0.9999 is the minimum for operational efficiency Data messages to be delivered in 100s (95%) and 120s (99%) over CSP networks 6
SwiftBroadband Oceanic Safety Overview SwiftBroadband has been in service since October 2007, and now has widespread use for non-safety applications Operates on the same platform as Inmarsat s Broadband Global Area Network (BGAN) which also supports land and maritime services Uses Inmarsat s I4 L-Band satellites and Ground Earth Stations The SwiftBroadband Oceanic Safety program enhances Inmarsat s existing SwiftBroadband service to provide a safety service Meeting ICAO GOLD RCP240 Meeting the requirements for support of 30/30 NM operations Meeting the required high service availability and lower message latency Achieving spectrum and cost efficiencies over Classic Aero 7
SwiftBroadband Oceanic Safety Services 2 channels of satcom voice to the cockpit Prioritised ACARS data service to the cockpit Prioritised IP service to the cockpit - designed to pave the way for future cockpit applications such as upload of meteorological data, aircraft performance monitoring, etc Aircraft position reporting service - for location in emergency situations SB Safety Services RCP 240: Efficiency Service availability > 0.9999 RCP 240: Safety Service availability > 0.999 Class 6 (HGA) SB/Classic Class 6 (HGA) SB Only Class 7 (IGA) SB Only Class 4 (E-LGA) SB Only 8
Benefits of the New Service Improved performance over Classic Aero target to meet GOLD RCP240 Provides Priority, Pre-emption and Precedence Priority given to: ATS, AOC, AAC data & voice Ensures comms availability for ATS safety Priority over cabin users of SwiftBroadband and other BGAN users Users with lower priority can be pre-empted Spectrum efficiencies compared to Classic Aero Cost effective At least 30% reduction in ACARS opex costs expected compared to Classic Aero Enabled by ability of the system to share the network with other commercial services, while providing full protection to the safety voice and data services A safety only system would not be commercially viable Equipment cost savings enabled by smaller, lighter, cheaper Class 4 solution New dynamic capability to support FDR applications Triggered streaming of FDR data (per BEA recommendations post AF447) 9
Benefits Summary Overview Better use of spectrum simpler channel structure & channels efficiently shared with other services High throughput available for data link apps Maintains RCP performance Increased Efficiency Cost Savings Savings on usage costs expect ~30% or more reduction in ACARS opex Significant savings on avionics for smaller, lighter Class 4 safety terminal Do More with Less Future Proof 2xVoice & ACARS & Prioritised IP in one channel Lower Channel Powers = Smaller Equipment Extends Safety to I-4 for cockpit services Allows end-users to adopt new features, not available on Classic Aero 10
2. How the SwiftBroadband Safety Offering Complies with ICAO and ITU Requirements on Spectrum Use
Objective The bands 1518-1559 MHz (space-to-earth) and 1626.5-1660.5 / 1668-1675 MHz (Earth-to-space) are allocated to the MSS Inmarsat plans to offer SB Safety service throughout all portions of these MSS allocations that are coordinated for Inmarsat s use Inmarsat is of the view that its intended approach for the operation of the SB Safety service is consistent with ITU regulations and ICAO SARPs We are only requesting approval for SB Safety service, based on the ITU allocations (as required by ICAO) and the specific characteristics of SB Safety service 12
ICAO SARPs Requirements The SB Safety service is an AMS(R)S service and must meet ICAO requirements for its operation ICAO Annex 10 SARPS states: When providing AMS(R)S communications, an AMS(R)S system shall operate only in frequency bands which are appropriately allocated to AMS(R)S and protected by the ITU Radio Regulations. An appropriate allocation is in place since the bands 1518-1559 MHz, 1626.5-1660.5 MHz and 1668-1675 MHz are allocated to MSS, and therefore AMS(R)S on a primary basis SB Safety will be (appropriately) protected since there are 1) a primary allocation, 2) Article 9 coordination process, 3) protection mechanisms built into the SB Safety design These requirements are further discussed in the next few slides 13
Appropriately allocated The ICAO language is specific: it is the ITU Radio Regulations that determine whether the spectrum is appropriately allocated and (appropriately) protected The relevant definitions from the ITU Radio Regulations applicable to the allocation are 1.25 Mobile Satellite Service 1.35 Aeronautical Mobile Satellite Service 1.36 Aeronautical Mobile Satellite (Route) Service The ITU Radio Regulations are clear: the bands 1518-1559 MHz, 1626.5-1660.5 MHz and 1668-1675 MHz are allocated to MSS and therefore AMSS and therefore AMS(R)S on a primary basis. (See Annex 1 for a graphical illustration of the relationships and confirmation from the ITU) 14
(Appropriately) Protected A Primary Allocation is the highest level of protection that ITU gives a service. It provides precedence over any secondary users protection from new allocations or uses the right to coordination with co-primary users Article 9 coordination is the process by which satellite operators assign frequencies to ensure efficient, interference-free use of the allocated spectrum The SB Safety design provides interference protection through rate adaptation and PPP 15
Protection from new uses When new uses are proposed, sharing studies will be conducted to establish if the proposals are compatible with existing use These studies are based on existing and planned systems in the concerned bands if ICAO has authorised systems they will be taken into account All relevant factors should be considered including any required safety margins (typically 6dB for aviation safety) 16
Protection through coordination The purpose of Article 9 coordination is to ensure that satellite systems can operate without mutual interference L-band MSS coordination is managed through multilateral operator meetings, where the spectrum is periodically repartitioned between different systems based on traffic demand C/I requirements are based on the technical needs of the most sensitive service within each partition, including the needs of safety services such as AMS(R)S Channels which will carry AMS(R)S traffic are coordinated exactly the same as channels which will carry only MSS traffic (i.e., no extra performance/safety margins are assumed) The reassignment gives priority of allocation to AMS(R)S within the 2 x 10 MHz bands Article 9 serves as an interference protection mechanism, applicable to all MSS and therefore to AMS(R)S (See Annex 2 for illustration) 17
Protection through SB Safety design Interference into SB Safety is controlled by internal BGAN processes that seek to maximize the user data rate to all users while minimizing the effects of interference BGAN/SwiftBroadband/SB Safety are constant power, adaptive rate systems which is a fundamentally different approach to communications than the Classic constant rate, adaptive power systems 18
Safety Margin BGAN/SB Safety Article 9 coordination is based on the requirements at the highest data rate (about 500 kbps) while SwiftBroadband can adapt the data rate down to about 3 kbps, i.e. a range of more than 20dB To optimize performance, additional coding is applied as the available C/N is reduced Due to various practical constraints, the rate for individual terminals cannot adapt over the full range above. However, typically SB Safety can adapt to accommodate a reduction in C/N of about 9 db This is a de facto safety margin for SwiftBroadband 19
RR Footnote 5.357A In applying the procedures of Section II of Article 9 to the mobile-satellite service in the bands 1 545-1 555 MHz and 1 646.5-1 656.5 MHz, priority shall be given to accommodating the spectrum requirements of the aeronautical mobile-satellite (R) service providing transmission of messages with priority 1 to 6 in Article 44. Aeronautical mobile-satellite (R) service communications with priority 1 to 6 in Article 44 shall have priority access and immediate availability, by pre-emption if necessary, over all other mobile-satellite communications operating within a network. Mobile-satellite systems shall not cause unacceptable interference to, or claim protection from, aeronautical mobile-satellite (R) service communications with priority 1 to 6 in Article 44. Account shall be taken of the priority of safety-related communications in the other mobile-satellite services. (The provisions of Resolution 222 (WRC-12) shall apply.) (WRC-12). We ll look at this phrase by phrase! 20
RR Footnote 5.357A (Part 1) In applying the procedures of Section II of Article 9 to the mobile-satellite service in the bands 1 545-1 555 MHz and 1 646.5-1 656.5 MHz, priority shall be given to accommodating the spectrum requirements of the aeronautical mobile-satellite (R) service providing transmission of messages with priority 1 to 6 in Article 44. 21
Assuring Continued Access Inmarsat currently has coordinated use of frequencies throughout the L-band including frequencies in the 2 x 10 MHz bands. This frequency pool allows Inmarsat to provide BGAN (and therefore SwiftBroadband) services and Inmarsat s other services To use SB Safety globally all aeronautical Earth stations must be capable of tuning to all of the allocated frequencies, as the assignments can change within this range Therefore all SB Safety equipment can access the 2 x 10 MHz bands 22
A safe haven for AMS(R)S Even if the demand for spectrum at L-band from other MSS operators became so great that Inmarsat s spectrum assignments were threatened SB Safety, by virtue of the AMS(R)S offering, could insist on at least a portion of the 2 x 10 MHz bands The first sentence of 5.357A ensures that Inmarsat would receive such an assignment The interference protections would not change from those currently used since the protections are the same throughout the band All users (i.e. ICAO) would retain access to SB Safety, because all AES equipment tunes over the entire band This situation is the intent and rationale for the spectrum priority sentence in 5.357A 23
Assured access (summary) Inmarsat is not proposing to abandon the 2 x 10 MHz bands since all equipment (air, ground, satellite) will be capable of utilizing those bands in the event that an Article 9 coordination would limit Inmarsat s assigned frequencies Inmarsat is proposing that SB Safety service be permitted across the entire MSS band... which is appropriately allocated by ITU definitions and appropriately protected by ITU primary designation, frequency coordination and SB Safety design This full-band operation facilitates the provisioning of the 100+ spot beams and the large increase in user data rate compared to Classic Aero 24
RR Footnote 5.357A (Part 2) Aeronautical mobile-satellite (R) service communications with priority 1 to 6 in Article 44 shall have priority access and immediate availability, by pre-emption if necessary, over all other mobile-satellite communications operating within a network. As discussed above, Inmarsat s SB Safety offering includes priority and pre-emption for AMS(R)S throughout the MSS band 25
RR Footnote 5.357A (Part 3) Mobile-satellite systems shall not cause unacceptable interference to, or claim protection from, aeronautical mobile-satellite (R) service communications with priority 1 to 6 in Article 44. As discussed above, the Article 9 coordination is based on inter-system interference criteria for the most sensitive service provided this is the standard for acceptable interference 26
RR Footnote 5.357A Account shall be taken of the priority of safety-related communications in the other mobile-satellite services. (The provisions of Resolution 222 (WRC-12) shall apply.) (WRC- 12). Not relevant to this discussion 27
Approval of SB Safety does not prejudice other cases The adaptive rate interference protection, and the full-band PPP protection are specific to Inmarsat s SwiftBroadband offering and are not reflective of other possible safety service offerings in either the L-Band or other spectrum L-Band is uniquely suited to this specific offering, since no other band has the priority of spectrum access provision of 5.357A, which assures long-term access SB Safety supports priority of spectrum access with the 2 x 10 MHz forming a safe haven for AMS(R)S services 28
Conclusions AMS(R)S has a primary allocation throughout the MSS band, thereby satisfying appropriately allocated requirement The primary allocation, the Article 9 coordination process and the specific SB Safety interference protection mechanisms (rate adaptation and PPP) assure appropriate protection throughout the MSS band Inmarsat s proposed operation of SB Safety respects and facilitates the implementation of all the provisions of 5.357A Approval of SB Safety does not prejudice the assessment of other cases 29
Glossary AAC Airline Administrative Communications ACARS Aircraft Communications Addressing and Reporting System AMS(R)S Aeronautical Mobile Satellite (Route) Service AOC ATC ATS BEA BGAN CSP EFB FANS FDR GOLD Airline Operational Communications Air Traffic Control Air Traffic Services Bureau d'enquêtes et d'analyses Broadband Global Area Network Communication Service Provider Electronic Flight Bag Future Air Navigation System Flight Data Recorder Global Operational Datalink Document ICAO International Civil Aviation Organisation IP Internet Protocol ITU International Telecommunication Union MSS Mobile Satellite Service NM/nm Nautical Miles ORM Operator s Review Meeting PDP Packet Data Protocol RCP Required Communication Performance SARPs Standards and Recommended Practices SNR Signal-to-Noise Ratio SSA Spectrum Sharing Arrangement SVGM Satellite Voice Guidance Material WRC World Radiocommunication Conference 30
ANNEX 1 ITU Service Definitions 31
Parsing the ITU Definitions 1.25 mobile-satellite service: A radiocommunication service: between mobile earth stations and one or more space stations, or between space stations used by this service; or between mobile earth stations by means of one or more space stations. This service may also include feeder links necessary for its operation. MSS (1.25) AMSS (1.35) All Radiocommunications Services 32
Parsing the ITU Definitions 1.35 aeronautical mobile-satellite service: A mobile-satellite service in which mobile earth stations are located on board aircraft; survival craft stations and emergency position-indicating radiobeacon stations may also participate in this service. MSS (1.25) AMSS (1.35) All Radiocommunications Services 33
Parsing the ITU Definitions 1.36 aeronautical mobile-satellite (R)* service: An aeronautical mobile-satelliteservice reserved for communications relating to safety and regularity of flights, primarily along national or international civil air routes. MSS (1.25) AMS(R)S (1.36) AMSS (1.35) All Radiocommunications Services 34
Letter exchange with the ITU ITU/BR: the operation of AMS(R)S is permitted in the above frequency bands allocated to the MSS 35
ANNEX 2 ITU Coordination 36
Illustrative example (1 of 3) For the purpose of illustration, we ll use the 1500 MHz band This discussion is notional, in that the band assignments are for the purpose of explanation only Ext. MSS (space-to-earth) MSS 1518 1525 Priority in Article 9 1559 process for AMS(R)S Inmarsat Other Inmarsat Other Inmarsat Other Inmarsat (Notional) Partitioning after Article 9 Coordination 37
Illustrative example (2 of 3) Current Classic Aero operates in the 2 x 10 MHz bands identified in 5.357A, partially because these bands were the only AMS(R)S bands available before WRC-97 Other Inmarsat commercial services also operate in these bands Classic aero uses global and regional beams MSS (space-to-earth) Priority in Article 9 process for AMS(R)S Inmarsat Other Inmarsat Other Inmarsat Other Inmarsat 1518 1525 1559 AMS(R)S Narrow band channels, low rate packet data, broad spots 38
Illustrative example (3 of 3) Swift Broadband safety services use the BGAN infrastructure and state-of-the-art signal structure, augmented by PPP throughout the band BGAN uses global, regional, and narrow spot beams to provide large increase in user data rates BGAN and therefore SB Safety uses frequencies coordinated for Inmarsat use throughout the L-band MSS (space-to-earth) Priority in Article 9 process for AMS(R)S Inmarsat Other Inmarsat Other Inmarsat Other Inmarsat 1518 1525 1559 Wideband packet channels with shared access; AMS(R)Swith PPP throughout MSS allocation, constant power with adaptive rate 39