Slide 1 SatCom 101 “Operational and Safety Services” Peter Lemme Moderator 1:45 – 2:30
Slide 2
Agenda
Time Topic Presenter
1:45 Data Communication Peter Lemme, Aircloud
1:50 FANS Todd Ellison, ICG
2:00 North Atlantic Mandate Jo Kremsreiter, AirSatOne
2:10 Inmarsat Safety Services SwiftBroadband
Lars Ringertz, Inmarsat
2:15 Iridium Safety Services Stylian Cocalides, Avionica
2:20 Talking to the pilot or ATC Stylian Cocalides, Avionica
Slide 3
Data Communications
• ACARS
– Aircraft Communication, Addressing and Reporting System
– 1978 Teledyne, ARINC, Piedmont Airlines
• More accurate time reporting enabled flight crews to fly more legs within monthly duty time limits
– 1979 ARINC 724 was adopted
– 1988 ARINC 724B was adopted
Slide 4
Data Communications • Boeing 747-400 (in service 1989)
– Two flight crew members
• no flight engineer
– Nearly every 747-400 included ACARS
• ARINC 724B provisions basic to the airplane
• First ACARS certificated in 1990 – Four suppliers
Slide 5
Early Operational Uses of ACARS
• 1985 FMS data link
– American Airlines B767
• 1989 Pre-departure clearance in US
Slide 6
Satellite Data Communications
• 1987 Inmarsat established aero program • Breakthrough technology
– phased array antennas – digital signal processing
• Airline Electronic Engineering Committee formed the Satellite Subcommittee
• RTCA formed the special committee for Aeronautical Mobile Satellite Service (AMSS)
• ICAO formed the Aeronautical Mobile Satellite Panel (AMSP) – Aeronautical Mobile Communications Panel (AMCP)
Slide 7
Satellite Data Communications
• Inmarsat AERO-L
– Low Gain Antenna
– UAL 747-400 August 1990
• single channel
• low speed ACARS communications 300 bps, throughput less than 100 bps
Slide 8
Satellite Voice Communications
• Malaysia Airlines 747-400, September 1993
– Inmarsat Aero-H
– First type certification
• Supplemental use for ATC communications
Slide 9
Future ??? Air Navigation System FANS
• 1995 FANS-1
– QANTAS, B747-400
– ACARS
– Inmarsat Aero-H
– GPS
– Flight Management System
Slide 12
FANS 1/A Purpose • FANS was developed out of the need for a more efficient and safer means to place
more aircraft in a given airspace and for a more reliable means of long haul communications for pilot to controller communications via a defined data link messaging system (ground to aircraft)
• FANS defines a data link system that:
• Ensures interoperability between all required cockpit avionics involved in the FANS data link messaging
• Increases the safety level of Required Navigation Performance (RNP) of the avionics
• Increases the safety level of the Required Communications Performance (RCP) of the avionics
• Being that this is a data link centric network, voice is not a requirement other than as a back-up if there is an outage
• Two primary functions of data link are, CPDLC and ADS-C
Slide 13
Required Communications Performance (RCP)
GOLD RCP 240 Requirements:
0.999 is the minimum availability for operational safety
0.9999 is the minimum availability for operational efficiency
Data messages to be delivered in 100s (95%) and 120s (99%) over CSP networks
Slide 14
FANS 1/A Equipment Requirements • By definition of the State Regulatory Agencies:
• SatCom is described generically as:
• Inmarsat
Or
• Iridium
• The data link information is communicated off-aircraft through:
– SatCom
Or
– VHF VDL Mode 2
Or
– HF Data Link
Or
– A combination of any three is also acceptable
Slide 15
Equipage for FANS
CMU
FMC
MCDU Printer
Aero
SATCOM VHFDL
GPS
Receiver
Absolutely no difference in the equipage regardless of Satellite
network…
Optional
Inmarsat
and/or
Iridium
Includes
“ATC” Button
Often a
software mod
Slide 16
FANS messaging can be sent via
Iridium
Inmarsat
Aero L, I, H or H+
SwiftBroadband and SB200 (2013+)
SATCOM AND FANS
Slide 17
HOW WILL FANS HELP YOU? FA
NS
OP
ERAT
ION
AL
BEN
EFIT
S More Direct Routing DARP (Dynamic Aircraft Route Planning) and User Preferred Routings are available for FANS equipped airplanes.
More Direct Routing means shorter distance, fuel savings and time savings. Pilots can change routes based on real winds instead of forecasted winds.
No Altitude Loss when Crossing Tracks FANS allows more accurate position reporting, flight crew can control their speed to maintain
separation instead of being forced to change altitude.
More Reliable and Efficient Communications
Communications using CPDLC is clear and reliable. Reduces the response time to a few minutes for altitude change requests allowing the flight crew to take advantage of optimum
altitude reducing fuel burn. Eliminates language barriers.
Slide 20
NORTH ATLANTIC FANS 1/A DATA LINK MANDATE
PHASE 1:
FL 360
FL 390 Starting February 7, 2013 (3 months away)
2 Core Tracks and altitudes between FL 360 to FL 390 inclusive
Specific Tracks will be tracks with the highest predicted loading on that day
Reference: Nav Canada Aeronautical Information Circular 24/14, FAA Notice to Airmen Sept 20,2012
Slide 21
NORTH ATLANTIC FANS 1/A DATA LINK MANDATE
PHASE 2:
FL 360*
FL 390* Starting February 5, 2015
Reference: Nav Canada Aeronautical Information Circular 24/14, FAA Notice to Airmen Sept 20,2012
* Firm plans and provisions for the implementation of the Feb 2015 phase are not yet
developed however, it is anticipated that specified portions of the NAT MNPS airspace where
carriage and operations of the FANS 1/A or equivalent systems would be mandated will
expand beyond the 2013 plan
Slide 22
NORTH ATLANTIC FANS 1/A DATA LINK MANDATE
Aircraft that are not equipped and operationally approved for FANS 1/A by the dates above will be excluded from FANS routes and will be forced to fly less efficient routes.
More fuel burn
Longer distance to travel
Longer flight time
Some aircraft will have to make an extra fuel stop
Slide 24
Certification for FANS (Data Link) Operation
• Inmarsat Classic Services used for FANS operation since 1995
• SwiftBroadband FANS evaluation to start mid 2013
Slide 25
SwiftBroadband Safety Services
Improved performance over Classic Aero – target to meet GOLD RCP240
Provides Priority, Pre-emption and Precedence
– Support for new cockpit applications via the Prioritised IP/EFB IP links
– Priority given to: ATS, AOC, AAC data & voice – Ensures communications availability for ATS safety • Priority over cabin users of SwiftBroadband and other network 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
• Equipment cost savings enabled by smaller, lighter, cheaper E-LGA (Class 4) solution
Slide 26
SwiftBroadband oceanic safety services
Class 6 (HGA)
SB/Classic
SwiftBroadband safety services
RCP240
0.9999
Class 6 (HGA)
SB only
0.999-0.9999
Class 7 (IGA)
SB only
Class 4 (ELGA)
SB only
One SwiftBroadband aircraft system
• Multi-channel IP data to 432+kbps
• Prioritised voice and data safety services
SwiftBroadband Safety:
• ACARS datalink over SwiftBroadband
• Prioritised IP data to 432kbps
• 2-channels of voice (one CS, one digital voice)
SwiftBroadband Safety gives reduced ACARS operating costs to customers
• Target: > 30 percent OPEX reduction
SwiftBroadband safety provides better performance than Classic Aero
Target: RCP240 requirements
Slide 27
SwiftBroadband Classes
HGA High Gain Antenna
IGA Intermediate Gain Antenna
LGA Low Gain Antenna
SB-Safety Yes Yes Yes
2xVoice, 1xACARS Classic Aero Backup
2xVoice, 1xACARS 2xVoice, 1xACARS (Enhanced LGA)
1xIP Data (432Kbps) 1xIP Data (332Kbps) 1xIP Data (200Kbps)
All in one channel (SIM) and one antenna
Cabin Yes (Multiple) Yes (Multiple) Yes
Background IP Up to 3x 432kbps Up to 3x 332kbps Up to 200kbps
Streaming IP Approx 250kbps (X-Stream)
Up to 128kbps Up to 32kbps
Voice 1xVoice (AMBE+2) 1xVoice (AMBE+2) 1xVoice (AMBE+2)
Slide 28
Satellite & Network Overview
28
Inmarsat
DP1 ACARS Processer + Voice Switch
DP…n ACARS Processer + Voice Switch
MMP-New York Data-2 & Data-3
MMP-Amsterdam Data-2 & Data-3
MSC-Burum Voice – H+
Perth Fucino Paumalu Burum
Santa Paula Aussaguel Perth EIK
ARINC ACARS Processer
SITA ACARS Processer + Voice Switch
Data-2 & Data-3 Data-2 & Data-3
Voice – H/H+/I
PSTN Networ
k
PSTN Network
Slide 30
Certification for FANS (Data Link) Operation
• Iridium Short-Burst Data (SBD) service used for FANS operation since 2009
Slide 31
Iridium Safety Services Iridium
safety services RCP240
0.9999
• Iridium provides ACARS
• Iridium Data Link meets the RCP240 safety
requirements today and in the future
•Two channels of voice available – not a requirement
for Fans Over Iridium (FOI)
•Single or dual element low profile, lightweight fuselage
mounted antenna
• Iridium is available at virtually every OEM
Slide 33
SatCom Voice Guidance Material (SVGM)
• The purpose of the SatCom Voice Guidance Material (SVGM) is to increase safety and reliability
• Terrestrial HF Radio has traditionally been the only approved long haul communications with reliability effected by numerous factors
• Terrestrial VHF communications has traditionally been the approved short haul communication but there are now congestion issues
Slide 34
SatCom – Safety Voice Service
• Two SatCom Safety Voice networks
• Inmarsat
• Iridium
• By the trials end each State Agency can approve the removal of one HF Radio by adding the approved SatCom to the aircraft MEL
– In a nutshell HF voice communications is not going away, but relief is coming
– Same holds true for VHF voice communications
Slide 35
FANS and SatVoice?
• Data Link communications is rapidly becoming the approved method of cockpit to controller communications
• It can’t be said enough, FANS is a data link centric network and does not require voice communications other than as a back-up in the event of a data link outage