ASPASIA Project Presentation ASPASIA Project Presentation AGCFG4 - - PowerPoint PPT Presentation

SIXTH FRAMEWORK PROGRAMME PRIORITY 4 AERONAUTICS AND SPACE

Aeronautical Surveillance & Planning by Advanced Satellite-Implemented Applications

AGCFG4 and NexSAT9 Meeting Brussels, 13th and 14th September 2007 Antonio Paradell, Atos Origin

ASPASIA Project Presentation ASPASIA Project Presentation

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Index

Overview

Management data Consortium Objectives Work organisation

Methodology

Selection of surveillance applications The Satcom platform Testbeds and Satcom platform

System design

Applications and Scenarios Validation platforms

Satcom architecture Conclusions

Expected achievements Relevance to SESAR

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Overview : Management data

ASPASIA: Aeronautical Surveillance & Planning by Advanced Satellite-Implemented Applications

Start date: March 2006 Duration: 27 months Finish date: June 2008 Total budget: 4.2 M€ Project funded by the European Commission under Priority 4 (Aeronautics and Space), Directorate-General for Energy and Transport, Directorate F. EC contribution: 2.4 M€ The ASPASIA consortium is composed of 11 partners from six different European countries. Project Coordinator: Atos Origin, SAE

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Overview : The ASPASIA Consortium

Atos Origin, SAE Project Manager and WP2 leader Thales Alenia Space France SatCom Manager, WP1 & WP3 leader BAE Systems Testbed designer University of Glasgow Testbed designer SOFREAVIA Testbed designer Skysoft Portugal SatCom architecture and simulator AIRTEL ATN SatCom architecture AENA Aeronautical Manager & WP5 leader Euro Telematik CDTI for testbeds Indra Espacio SatCom architecture INECO WP4 leader

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Overview : Why ASPASIA? Air Traffic Management relies on the CNS paradigm

Communications: AMSS is the current standard, but needs to be updated

Industry initiative: Inmarsat Swift64 (Aero-BGAN) EUROCONTROL initiative: NexSat ESA initiative: Satellite Data Link System (SDLS)

Navigation: Application of satellites is well-known Surveillance: Look at applicability of these satellite systems to Dependent Surveillance

ASPASIA is an initiative that emerges from the SDLS consortium (Alcatel, Airtel, Indra, Skysoft and Atos Origin) Show to the aeronautical community all possible applications of satellite systems. Since Navigation and Communication are already covered, ASPASIA focuses on Surveillance

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Overview : The added value of the Satellite

Global coverage

Provides coverage in oceanic and desert airspace Provides coverage where the deployment of ground infrastructure is too expensive, too complex, or too dangerous Eases the deployment of standard and homogeneous systems Optimum efficiency for broadcast and multicast applications

Complementary system

Provides additional capacity in high density areas Full coverage in oceanic air space May accommodate bandwidth-hungry TIS-B applications, thus freeing bandwidth that can be used, e.g. for air-air ASAS

Backup system

All infrastructures (ground and air) are independent from other systems

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Overview : Project Objectives

Surveillance application framework Testbeds Technological SatCom issues

Assessment of the benefits of SatCom systems for surveillance applications Investigation of new advanced Satellite Communications technology as complementary ADS-B and TIS-B data link in the provision of surveillance applications Validate SatCom requirements for surveillance applications

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Overview : Work Organisation

WP 0: Project Management – Leader: Atos Origin

Deal with all the management and coordination aspects of the project

WP 1: Analysis of requirements – Leader: Alcatel

Elaborate and consolidate the requirements of the selected applications, consolidate the SatCom requirements for surveillance applications, definition of the SatCom simulator, and definition of the validation strategy

WP 2: Design & Implementation – Leader: Atos Origin

Design and implementation of the selected applications and the Satellite simulator platform; outline also the pre-operational architecture of future Satcom system for supporting surveillance applications

WP 3: Test & Validation – Leader: Alcatel

Integrate, test and validate the prototype solution; test results are fed back to the implementation phase (WP 2)

WP 4: Cost benefit analysis – Leader: INECO

Elaborate the Cost Benefit Analysis of using SatCom technology for surveillance applications, in comparison with the use of ground based communications

WP 5: Dissemination – Leader: AENA

Conduct dissemination activities for the project results

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Methodology: Selection of applications

GS applications AS applications Why? ADS-B-NRA Equipment: ADS-B (Out) Mature requirements ATSAW Equipment: TIS-B Broadcast nature ASPA-S&M Equipment: ADS-B (Out and In) En-Route and TMA ATSA-ITP Equipment: ADS-B (Out and In) Oceanic airspace Satom as complementary data link More favourable for Satcom use ADS-B-ADD Equipment: ADS-B (Out) Gate to gate: all airspaces Satom as complementary data link Less favourable for Satcom use ITP Equipment: ADS-B (Out) Satcom enabled Satcom as main data link Enable new applications

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Methodology: The Satcom platform

Purpose of the Satcom platform is to Validate and Demonstrate Surveillance over Satellite

Validation takes place through a software framework developed in line with the last evolutions proposed for NGSS, the ASPASIA Satcom Simulator Demonstration takes place through a real satellite platform, based

• n Thales 9780 DVB-RCS system

The developed surveillance applications may indistinctively run

• ver either of the two Satcom platforms

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Methodology: Testbeds and SatCom platforms

ASPA-S&M ATSAW / TIS-B ADS-B-NRA Internetworking and Broadcasting aspects Satellite stack SAT emulation Real Satellite Communication System Aeronautics Surveillance Environment ADS-B-ADD ATSA-ITP

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Scenario 1: ASPA-S& M application

Organisation in charge

BAE Systems

Description

The objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffic between the controllers and the flight

• crews. The controllers will be provided with a new set of instructions

directing, for example, the flight crews to establish and to maintain a given time or distance from a designated aircraft. The flight crews will perform these new tasks using new aircraft functions (e.g. airborne surveillance, display of traffic information, spacing functions with advisories)

Satellite considerations

Controlled variations in SatCom performance (e.g. availability, latency, update rate) will be introduced to study the effects on the application performance

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Scenario 1: Functional Model

AES 1 AES 2 S&M ADS-B Simu CDTI Server

Aircraft 2 (follow) Aircraft 1 (leader)

GES

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Scenario 1: Implementation Model

AES 1 AES 2 S&M ADS-B Simu Server Aircraft 2 (follow) Aircraft 1 (leader) GES Broadcast Multicast Server Gateway

Terminal 1 Terminal 2

CDTI PC1-BAE PC2-ETG DVB-RCS 9780 Additional Traffic Simulation (TBC)

1-IF1 1-IF2 1-IF3

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Scenario 2: ADS-B-NRA application

Organisation in charge

University of Glasgow

Description

This application enables an ANSP to provide radar-like separation services in non-radar areas, and has no direct impact on the flight crew because ADS-B position reports are transmitted automatically. However, the flight crew may have to accommodate new procedures and rules in the areas of operation of the application, but they will benefit from the improved service from the ANSP. It is likely that the full benefits will only be obtained when all of the aircraft within a given area are suitably equipped.

Satellite considerations

Since this is the most mature application, it will be used as a reference to analyse the impact on the application requirements when using a satellite data link. It will be used also to validate SatCom system for surveillance applications, and to derive the minimum SatCom system performance parameters.

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Scenario 2: Functional Model

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Scenario 2: Implementation Model

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Scenario 3: TIS-B/ATSAW application

Organisation in charge

University of Glasgow

Description

Traffic information system broadcast (TIS-B) collects state vector information on aircraft through ground-based surveillance sensors, reformats the information into "ADS-B-like" formats, and broadcasts these reports on the common ADS-B channel. The TIS-B service is intended to provide ADS-B equipped aircraft with a more complete traffic picture in situations where all other nearby aircraft are not equipped with ADS-B.

Satellite considerations

The broadcast nature of the TIS-B service looks very suitable for the satellite technology. In addition, the use of a satellite data link to provide the TIS-B service would save a large bandwidth in VHF for other ADS-B based applications.

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Scenario 3: Functional Model

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Scenario 3: Implementation Model

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Scenario 4: ADS-B-ADD application

Organisation in charge

Sofreavia

Description

This application will provide additional aircraft derived data through ADS- B to be used for ground applications; for example by the ATC ground system for developing or enhancing ATC tools like displays, MTCD, AMAN, DMAN and ground based safety nets. CDM applications will also share the benefits.

Satellite considerations

The specific constraints of a SatCom environment shall be taken into account: Propagation delay and its effect on the arrivals and departures management. The impact of available data reception from the aircraft since its departure from the origin airport.

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Scenario 4: Functional Model

AES 1 Server

Aircraft 1 Aircraft n

GES ADS- B Simu AES n ADS- B Simu AMAN

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Scenario 4: Implementation Model

Scenario Definition Flight Plans FMSs ADS-B message generator ASTERIX to BSE wrapper Cat 21 messages

Ai Air T r TG Air ir w r w rapper apper

BSE to ASTERIX wrapper

Ground w r

• und w rap

apper per SA SATCOM

BSE messages BSE messages

AT ATC/ C/MAES ESTR TRO Ground

• und T

TG

FDPS Flight Plans RDPS FDPS/RDPS Data Generator Cat 30 messages TP Scheduler Cat 21 messages ADS-B Message Receiver ATC Display UDP Comms

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Scenario 5: ATSA-ITP application

Organisation in charge

University of Glasgow

Description

The ITP procedure enables an aircraft to perform a climb or descent to a requested Flight Level through one intermediate Flight Level that is

• ccupied by a ‘reference aircraft’, using a distance-based ITP

longitudinal separation minimum. Flight crew determines if the ITP criteria are met by using the information derived on the flight deck, requests an ITP and, if the controller determines that separation minimum will be met with all other aircraft, the clearance for climb or descent may be given.

Satellite considerations

Satellite communications are the most credible and reliable enabler of this application, and with the very important added value of providing full awareness to the ATC of the entire ITP manoeuvre in real time. The potential benefits are enormous in terms of fuel saving and gas emission reduction.

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Scenario 5: Functional Model

Reference a/c ITP a/c

AES 1 ITP ADS-B Sim CDTI GES Server ATC

Other traffic

AES 3 ADS-B Sim ADS-B Sim

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Scenario 5: Implementation Model

A/C 1 CDTI 1 Flight Plan a/c 1 UDP Comms SAT Comms A/C 2 CDTI 2 Flight Plan a/c 2 Internal Comms AES 1 GES 1 SAT ATC All Flight Plans TIS-B service manager

HF radio Ground station emulator HF radio Data transfer function

HF radio Emulator AES 3 Traffic Generator Other Traffic Flight Plans ADS-B out emulator ADS-B out emulator ADS-B out emulator

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Validation platforms: Simulator

Components

ASAS applications Traffic generators Satellite Link emulator

Aspects to be addressed

Identify future implementation issues Assess the performance usage of a satellite link for broadcasting applications Assess the achieved improvements experienced by: adding a separate broadcasting service entity that provides the communication services directly to applications

• ptimize data fusion tailoring the protocol to satellite link characteristics

Develop the multicasting mechanisms that can profit as much as possible from the satellite inherent strengths Analyse the interworking and interoperability of applications

Air SatCom Simulator ADS-B-ADD Application ATSA-ITP Application ADS-B-ADD Traffic Generator ASPA-S&M Application Ground Air ASPA-S&M Traffic Generator ATSA-ITP Traffic Generator ADS-B-NRA Application ADS-B-NRA Traffic Generator Air SatCom Simulator ADS-B-ADD Application ATSA-ITP Application ADS-B-ADD Traffic Generator ASPA-S&M Application Ground Air ASPA-S&M Traffic Generator ASPA-S&M Traffic Generator ATSA-ITP Traffic Generator ATSA-ITP Traffic Generator ADS-B-NRA Application ADS-B-NRA Traffic Generator

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Validation platforms: Real Satellite System

Provided by Thales Ground station located in Toulouse DVB-S2 standard

• n the forward

link DVB-RCS on the return link Under experimentation in the MOWGLY project Based on a Star topology

AS Applications: ASPA-S&M ATSA-ITP ATSAW Traffic Generators GS Application: ADS-B-NRA ADS-B-ADD (MAESTRO) SATELLITE EMULATOR

Features not used in ASPASIA

ALCATEL 9780 DVB-RCS

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Validation platforms: Physical Layer

At physical layer, all SatCom exchanges are performed through standard Ethernet interfaces

SatCom Simulator BS Machine SLE Machine Application Machine

External Components Airborne Side TIS-B applications (Sender) ADS-B applications (Receiver) Airborne Side ADS-B applications (Snd & Rcv) TIS-B applications (Receiver) Aeronautical Network Space Network Dummynet

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Validation platforms: Netw ork Layer

At network layer, communications between the SatCom subsystems and the AES/GES applications will be performed through UDP Sockets

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Validation platforms: Application Layer

Cat21 Cat21/22

AC-Sim AC-Sim FMS S&M NRA AC-Sim TIS-B ADD

SatCOM Simulator / Real Satellite System AES+GES

Airborne Ground Appl.

W

TIS-B Traffic/ TIS-B Manager AC-Sim

ITP

ATC MAESTRO

W

Traffic Generator

Cat30

BSE- transmission BSE Asterix

W

Cat21 Cat21/22

W

Traffic Information / Traffic Information Manager

Cat21/22

W

At application layer,

ASTERIX (Eurocontrol standard) format adopted as formatting standard for ground-based information BSE (NLR proprietary standard) format adopted for air- based ADS-B and TIS-B information

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Satcom Architecture: Mission

Concept: Use Satcom to improve and complement existing ADS-B and TIS-B data links

Satcom to be seen as a component of the future ATM communication system

Potential schemes for surveillance data:

From air to air (ADS-B reports) From air to ground (ADS-B reports) From ground to air (TIS-B reports)

Airspaces:

TMA (Terminal Manoeuvring Area) ENR (En-Route) ORP (Oceanic, Remote and Polar) AOA (Autonomous Operation Area)

Continental Airspace Oceanic Airspace Radar BROADCAST TIS-B air-air datalink air-air datalink position reporting position reporting air-ground datalink VHF Range Radar Range

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Satcom Architecture: Functional scenario

Assist Separation Elaborate Surveillance Data tactical control separation assurance TIS-B navigation data radar & sensors data flight plans F1 F2 Distribute Surveillance Data Receive Surveillance Data F3 F4 Broadcast TIS-B [ADS-B]gnd (Ownship) surveillance data ADS-B Broadcast ADS-B [ADS-B] TIS-B pilot:/controller inputs air domain : generate ADS-B & ownship surveillance data ground domain : generate traffic picture from ADS-B & other sources air domain : broadcast ADS-B ground domain : generate & broadcast TIS-B air domain : receive ADS-B & TIS-B ground domain : receive ADS-B air domain : process surveillance data - generate S&M / ITP assistance objects display traffic information & assistance objects

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Satcom Architecture: Components and perimeter

ADS-B Transmit Function SSR Interogation Reply

Transmit Aircraft Domain

Aircraft Surveillance & Separation Assistance Processing (ASSAP) Cockpit Display of Traffic Information and Control Panel (CDTI) Flight Crew External Data Sources (GNSS) Air Traffic Co. ATC Display ATC Processing

Ground Domain

TIS-B Messages ADS-B Messages & SSR replies ADS-B & TIS-B Messages ADS-B Messages SSR Replies Ownship Surveillance Transmit Processing (STP) Aircraft Sensors (GNSS) Aircraft Systems (FMS) Aircraft Sensors (GNSS) Aircraft Systems (FMS) ADS-B/TIS-B Receive Function

Receive Aircraft Domain

Ownship Surveillance Transmit Processing (STP) TIS-B via Sat. ADS-B via Sat. SATCOM SATCOM ADS-C ATSU From Satellite Air Surveillance Applications SATCOM ADS-B Receive Subsystem &

• ther

surveillance inputs (radar) SATCOM TIS-B Processing and Transmit Subsystem Ground Surveillance Applications

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Satcom Architecture: Communication services

Service \ Application ASPA-S&M ADS-B-NRA ADS-B-ADD ATSA-ITP ATSAW Air to Air Unicast Option Option N/A Option Baseline Option Option Option Option Option Option Option N/A Air to Air Multicast Baseline Option N/A N/A Air to Air Broadcast Option Option N/A N/A Air to Ground Unicast Option Option Option N/A Air to Ground Multicast Baseline Baseline Baseline N/A Air to Ground Broadcast Option Option Option N/A Ground to Air Unicast Option N/A N/A Option Ground to Air Multicast Option N/A N/A Baseline Ground to Air Broadcast Option N/A N/A Option

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Satcom Architecture: System specifications

Functional Airspace Blocks Ground to Air Broadcast/Multicast Ground-Air Unicast Air-Air Multicast FAB Core 100 kbps 100 kbps TBD FABs Oceanic 50 kbps 50 kbps TBD FABs Periphery 50 kbps 50 kbps TBD

FAB Core FAB NAT FAB MED FAB NTH FAB CTL Current FIR UIR Future FABs (illustrative)

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Satcom Architecture: System segments

A

System Management Network

A B Beam A1 Spot B1 Beam A2 Beam B2 User Segment Space Segment Ground Segment Support Segment Backup NMS Nominal NMS GES 1 GES i M&C Centre AES i

Options for a Geostationary space segment:

Dedicated ATM mission space segment (MTSAT model) Shared space segment, with dedicated payload to the ATM mission Shared payload (Inmarsat model)

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Satcom Architecture: Architecture Options 1 and 2

Air-Ground Supplemental Services (Short Data Service)

Benefit from a priori known characteristics of downlink services, such as periodic ADS for optimising the Satcom solution Provide the capability to collect on a ground server periodically down- linked data from aircraft, avoiding ATN overhead For example, grabbing the ADS data on the airborne bus and inserting it in pre-allocated Satcom packets

Forward Link Physical Layer for Broadcast Service

Keep CDMA for the Return Link Replace the forward CDMA structure by a DVB-S2 type of carrier Some points would still need to be further consolidated: Capability to operate at “low-rate” Approval of adaptive coding in aeronautical context Feasibility to operate in AMS(R)S spectrum allocations Appropriateness of DVB-S2 structure to aeronautical traffic profiles

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Satcom Architecture: Architecture Option 3

Design alternatives to provide Air-to-Air Services

Air-to-Air over transparent transponder

Meshed topology provided by double hop Meshed topology provided through direct meshed communication from terminal to terminal Payload must provide transponder on service links rather than feeder links Terminal shall have the capability to process service and feeder links

Air-to-Air through onboard IF processor

Payload provides capability to create RF channels from terminal to terminal Terminal on a dedicated radio-channel without any other competing users Simple solution, but at the expense of more spectrum resources

Air-to-Air through onboard processor

Payload has the capability to demodulate the signals, route the packets, and transmit the packets into the main downlink carrier The drawback is that the system cannot further accept any standard evolution

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Expected Achievements

SatCom platform for surveillance applications

SatCom architecture for surveillance applications Simulator of SatCom system for surveillance applications Adaptation of an existing satellite platform for surveillance applications

Assessment of the benefits of SatCom systems for surveillance applications

Simulation of SatCom impact on surveillance applications Implementation of selected test bed applications (ASPA-S&M, ADS- B-NRA, ADS-B-ADD, ATSA-ITP and ATSAW/TIS-B) Analysis of performance of test beds when using SatCom technology Cost-Benefit Analysis of SatCom technology for surveillance applications, compared to other ground-based technologies

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Relevance to SESAR

ASPASIA contribution to some of the Key Performance Areas (KPAs) analysed under SESAR

Key Performance Area ASPASIA potential contribution Capacity Increase the capacity of the communication systems supporting surveillance functions, at global and regional levels Cost Effectiveness Our Cost-Benefit Analysis will check the cost effectiveness of the ASPASIA solution Efficiency / Flexibility / Predictability The availability of reliable gate-to-gate data in real time can positively contribute to these areas Interoperability Satellite-based systems, due to their global nature, are excellent candidates to guarantee global interoperability Safety & Security Satellite-based communication systems do not have any common failure point with regards to ground-based systems Environmental Enabler for the optimisation of trajectories in oceanic flights, and hence for large fuel savings and gas emission reduction

SIXTH FRAMEWORK PROGRAMME PRIORITY 4 AERONAUTICS AND SPACE

Aeronautical Surveillance & Planning by Advanced Satellite-Implemented Applications

THANK THANK YO YOU FOR U FOR YO YOUR ATTEN UR ATTENTIO ION!! N!!

For more information, please contact: Antonio Paradell antonio.paradell@atosorigin.com

• r visit our project web site:

http://www.aspasia.aero Atos Origin, SAE Diagonal 210-218 08018 Barcelona Spain