system design phase b - antares · levels, including specification of concerned requirements...

TAS-I

All rights reserved © 2010, Thales Alenia Space

SYSTEM DESIGN PHASE B - ANTARES

IRIS PUBLIC EVENT, 10-11 October 2011

Noordwijkerhout, The Netherlands


TAS-I

10/11-10-11

Presentation Content

Iris/ANTARES Major Benefits (G. Raimondo, TAS-I)

ANTARES Industrial Consortium

Overall Activity Description

System (P. Conforto, TAS-I)

Verification Test Bed

Communication Standard (C. Belmonte, IE)

User Terminal General Aviation (D. Ondrey, HON)

User Terminal Civil Aviation (P. Gibson)

Ground Segment (E. Le Ho, TAS-F)

Space Segment (G. Grelli, TAS-I)

Conclusions (G. Raimondo, TAS-I)


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10/11-10-11

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:

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


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10/11-10-11


Low Cost User TerminalA satellite based system designed to minimise the complexity and cost of the airborne terminal (AERO L type) suitable for most aircraft categories

Open Communication StandardCommunication 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


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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.


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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


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Overall System dimensioned for Low Cost Avionics by appropriately optimizing System, Space Segment, Ground Segment, UT and Communication Standard features.


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10/11-10-11

ANTARES Industrial Consortium

The ANTARES Programme is designing a new ATM - Dedicated SatelliteCommunication System. It consists of a new Communication Standard and associated Satellite System Infrastructures, namely: Space Segment, GroundSegment 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.


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10/11-10-11


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


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10/11-10-11


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


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10/11-10-11

ANTARES System


TAS-I

10/11-10-11

ANTARES System

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

SCC/SOC

Co-located or Spaced

Sat 2 Sat S

…Space

Segment

A/G RouterG/G Router

S-PHY

S-DLL

User Terminal Segment

Ground Segment

CommunicationStandard

ATN/IPS

S-DLL

S-PHY

IP

Pilot HMI

(CMU)Application

Control

Management ATN/OSI

CLNP

ATN/IPS

T-DLL

IP

ATN/OSI

CLNP

ATN/IPS

T-DLL

IP

ATN/OSI

CLNP

T-PHY

T-DLL

ATN/IPS

T-DLL

IP

ATN/OSI

CLNP

FDP

Application

Controller HMI

EATM

Satellite Transmission Medium

T-PHY T-PHY T-PHY

Terrestrial Transmission Medium

GES NMC

NCC GES NMC

NCC GES

NMC NCC GES

NMC NCC

…


TAS-I

10/11-10-11

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

Overall system architecture and deployment evolution

Costs

System dimensioning (all elements)


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10/11-10-11

Ground EarthStation Aeronautical

User TerminalEATM

ATC/AOCCentre

Frequency Bands

User link

L band (AMSRS)

Uplink: 1646.5 ÷ 1656.5 MHz

Downlink: 1545 ÷ 1555 MHz

Feeder link

ITU frequencies for FSS

Ku band

Uplink: 14230 ÷ 14250 MHZ

Downlink: 12730 ÷ 12750 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


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Bandwidth Constraints (1/2)

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

1545 MHz 1555 MHz

180 kHz

200 kHz

180 kHz

200 kHz

180 kHz

200 kHz


TAS-I

10/11-10-11

Bandwidth Constraints (2/2)

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).

1646.5 MHz 1656.5 MHz200 kHz

MRLR

LR

50 kHz25kHz

25kHz

50 kHz 50 kHz

MRMR


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ANTARES Service Areas

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.


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10/11-10-11

ECAC Service Area

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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10/11-10-11

Visual Earth Area

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#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #6#6#6

#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #6#6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # #

#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

#6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ##6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #

# # # # # # # # # # # # # # # # # # # # # # # # # # ## # # # # # # # # # # # # # #

Distribution of the real trans-oceanic aircraft trajectories (blue spots)

‐80 ‐79 ‐78 ‐77 ‐76 ‐75 ‐74 ‐73 ‐72 ‐71 ‐70 ‐69 ‐68 ‐67 ‐66 ‐65 ‐64 ‐63 ‐62 ‐61 ‐60 ‐59 ‐58 ‐57 ‐56 ‐55 ‐54 ‐53 ‐52 ‐51 ‐50 ‐49 ‐48 ‐47 ‐46 ‐45 ‐44 ‐43 ‐42 ‐41 ‐40 ‐39 ‐38 ‐37 ‐36 ‐35 ‐34 ‐33 ‐32 ‐31 ‐30 ‐29 ‐28 ‐27 ‐26 ‐25 ‐24 ‐23 ‐22 ‐21 ‐20 ‐19 ‐18 ‐17 ‐16 ‐15 ‐14 ‐13 ‐12 ‐11 ‐10 ‐9 ‐8 ‐7 ‐6 ‐5 ‐4 ‐3 ‐2 ‐1 0 1 2 3 4 5 6 7 8 9 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #80797877767574737271 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#670 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#669 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#668 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#667 #6#6#6#6#6#6#6#6 #6#6#6#6#6#6#6#6#6#666 #6#6#6#6#6#6#6#6#6 #6#6#6#6#6#6#6#665 #6#6#6#6#6#6#6#6#6#6#6#6#6 #6#6#6#6#6#6#664 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 #6#6#6#6#6#6#6#6#663 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#662 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#661 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#660 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#659 #6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#658 #6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#657 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#656 #6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#655 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#654 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#653 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#652 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#651 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#650 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#649 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#648 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#647 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#646 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # #45 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # #44 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # #43 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # #42 #6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # #41 #6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # #40 #6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # #39 #6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # #38 #6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # #37 #6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # #36 #6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # #35 #6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # #34 #6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # # #33 #6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6#6 # # # # # # # # # # # # # # # # # # # # # # # # # # #32 #6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #31 #6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #30 #6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #29 #6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # #28 #6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # #27 #6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #26 #6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #25 #6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #24 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # #23 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #22 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #21 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #20 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #19 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #18 #6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #17 #6#6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #16 #6#6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #15 #6#6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #14 #6#6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #13 #6#6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #12 #6#6#6#6#6#6#6#6#6 #6 #6 #6 #6#6 #6 #6 #6 #6 #6#6#6#6 #6 #6 #6 # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # # #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 # # # # # # # # # # # # # # # # # # # # # # # # # #‐47‐48‐49‐50‐51‐52‐53‐54‐55‐56‐57‐58‐59‐60‐61‐62‐63‐64‐65‐66‐67‐68‐69‐70‐71‐72‐73‐74‐75

Service areas (over visual Earth) defined in ANTARES red and yellows contours)


TAS-I

10/11-10-11

Main User Terminal Requirements (1/2)

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

N2 C1N1 T2 T1


TAS-I

10/11-10-11

Main User Terminal Requirements (2/2)

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


TAS-I

10/11-10-11

Main Ground Segment Requirements

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 scenarioRF 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


TAS-I

10/11-10-11

Voice GW UT Home Agent

Secure TT&C

(Ku band)

Secure TT&C

(Ku band)

Not secure TT&C

(S band)

Not secure TT&C

(S band)

TT&C System

SCC

SOC

Master NMC

Satellite Operator

Space Segment

Active Satellite Redundant SatelliteActive Satellite


T-WAN

SSP

Redundant

WAN SwitchWAN Switch

MN ProxyMN ProxyNCC/GES Combined

AGR

Redundant

MN ProxyMN ProxyNCC/GES Combined(Back-up)

AGR WAN SwitchWAN Switch

EATMSVoice GW UT Home Agent

S-WAN

Centralized System Architecture


TAS-I

10/11-10-11

T-WAN

MN Proxy

SSP1

NMC

Redundant

.....

Secure TT&C

(Ku band)

Not secure TT&C

(S band)

TT&C System

SCC

SOC

Master NMC

Satellite Operator

Space Segment



GES 2

AGR…

WAN Switch

MN ProxyGES 5

AGR WAN Switch

WAN Switch

MN ProxyNCC/GES Combined

AGR

Redundant

MN ProxyNCC/GES Combined(Back-up)

AGR WAN Switch

Master NCC

(clock reference)

S-WAN

T-WAN

MN Proxy

SSP3

NMC

Redundant

GES 2

AGR…

WAN Switch

MN ProxyGES 5

AGR WAN Switch

WAN Switch

MN ProxyNCC/GES Combined

AGR

Redundant

MN ProxyNCC/GES Combined(Back-up)

AGR WAN Switch

S-WAN


T-WAN

MN Proxy

SSP1

NMC

Redundant

.....

Secure TT&C

(Ku band)

Secure TT&C

(Ku band)

Not secure TT&C

(S band)

Not secure TT&C

(S band)

TT&C System

SCC

SOC

Master NMC

Satellite Operator

Space Segment



GES 2

AGR…

WAN Switch

MN ProxyGES 5

AGR WAN Switch



AGR

Redundant



Master NCC

(clock reference)

S-WAN

T-WAN

MN Proxy

SSP3

NMC

Redundant

GES 2

AGR…

WAN Switch

MN ProxyGES 5

AGR WAN Switch



AGR

Redundant



S-WAN


Decentralized System Architecture


TAS-I

10/11-10-11

Space Segment Composition and Deployment Strategy

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


TAS-I

10/11-10-11

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

ANTARES System Interface


TAS-I

10/11-10-11

RAMS (1/2)

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)


TAS-I

10/11-10-11

RAMS (2/2)

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.


TAS-I

10/11-10-11

Aircraft Visibility Analyses Objectives

• 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


TAS-I

10/11-10-11

Simulation Model for Visibility Analysis

• 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


TAS-I

10/11-10-11

Antenna Configurations and Locations

• 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


TAS-I

10/11-10-11

Visibility Analyses Output

• 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


TAS-I

10/11-10-11

Airbus A340 Results

• Total flight duration of 4930101 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/N2 4928652.97 99.9706288 1448.028 47.343

C1 4929029.73 99.9782708 1071.27 41.099

T2 4926843.96 99.9339356 3257.074 60.415

Dual antenna N1/N2

(20deg)4930057.17 99.9991110 43.826 4.201

Dual antenna C1 (20deg) 4929478.28 99.9873691 622.716 12.336

• For the Airbus A340, dual antenna allows to reduce the geometrical link outages occurrences


TAS-I

10/11-10-11

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

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


TAS-I

10/11-10-11

Airbus A340 Results with Single Antenna (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

Example of flight trajectory with maximum duration of single outage and highest cumulative outage:


TAS-I

10/11-10-11

Dassault Falcon 20 Results (1/2)

• Total flight duration of 4930101 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/N2 4929920.108 99.99633087 180.892 35.667

C1 4926252.741 99.92194361 3848.259 67.585

T2 4924973.06 99.989598712 4707.937 106.28

Dual antenna N1/N2(20deg)

4930082.732 99.99962946 18.268 3.973

Dual antenna C1 (20deg) 4929908.927 99.99610408 192.073 67.179

• 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


TAS-I

10/11-10-11

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:

Example 2:


TAS-I

10/11-10-11

Visibility Analyses Conclusions (1/2)

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


TAS-I

10/11-10-11

Visibility Analyses Conclusions (2/2)

Next steps of visibility analysis

Investigate the case for helicopters


TAS-I

10/11-10-11

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

Multidimensional Link Budget (1/2)


TAS-I

10/11-10-11

Multidimensional Link Budget (2/2)

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


TAS-I

10/11-10-11

Example of Link Budget Results (1/2)

• 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

No Banking

O-QPSK 1/4

O-QPSK 1/3

O-QPSK 1/2

O-QPSK 2/3

O-QPSK 1/3

O-QPSK 1/2

O-QPSK 2/3

Single Antenna

Dual Antenna

Legend Modcod Achievable Data rate (kbps)

0 O-QPSK 1/4 8.05 O-QPSK 1/3 10.610 O-QPSK 1/2 16.015 O-QPSK 2/3 21.3


TAS-I

10/11-10-11

Example of Link Budget Results (2/2)

Mid Banking (15°) High Banking (30°)

Single Antenna

Dual A

ntenna


TAS-I

10/11-10-11

Verification Test Bed


TAS-I

10/11-10-11

VTB Overview

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 on- board and ground (EATMN) network elements.


TAS-I

10/11-10-11

VTB Overview

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


TAS-I

10/11-10-11

VTB Overview


TAS-I

10/11-10-11

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).

VTB Overview


TAS-I

10/11-10-11

SPACE SEGMENT


TAS-I

10/11-10-11

Contents

Space Segment (SPS)

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


TAS-I

10/11-10-11

SPS Design Drivers

• 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

Drivers Relevant domains


TAS-I

10/11-10-11

Payload Requirements

User Link Coverage: ECAC Area

User link at L Band:Mobile Forward Link frequency band [1545 MHz ÷ 1555 MHz]Mobile Return Link frequency band [1646.5 MHz ÷ 1656.5 MHz]

EIRP and G/T at L bandFWD single carrier/EIRP: 48.3 dBWRTN G/T requirement: 2.5 dB/°K

Feeder link at Ku Band (Ka Band is also possible)


TAS-I

10/11-10-11

System Architecture Options & SPS Design Options

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)


TAS-I

10/11-10-11

Traffic profile for System Architecture Options

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



High traffic profile




TAS-I

10/11-10-11

Traffic Carriers

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)


TAS-I

10/11-10-11

Payload Design Options

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 beamsAntenna Farm

1 Tx + 1 Rx L band antennas D=3,7*2.5 m rigid trimmed reflector


Flexibility on traffic management and frequency plan

TARGET BASELINE

Load sharing approach:• Same payload as per Medium

traffic profile• Design to 50% Approach in

order to accomplish High traffic profile

Option 2 Architecture

SCPC with HPAs drive in saturation

High Power OMUX

5 spot beams in SFPB configurationAntenna Farm

Two Tx/Rx antennas D=3,7 m rigid reflector

possibility of foldable tips


Remark: requires constraints & predefined frequency plan


TAS-I

10/11-10-11

Baseline Payload Architecture

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)


TAS-I

10/11-10-11

Main Payload Performance

Single carrier EIRP PerformanceOver ECAC Area

MIN value =49.9 dBWMax value=52.85 dBW


TAS-I

10/11-10-11

Baseline Payload Perfomance

G/T PerformanceOver ECAC Area.

MIN value =2.82 dB/KMax value=5.81 dB/K


TAS-I

10/11-10-11

Space Segment Technological Choices

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


TAS-I

10/11-10-11

Space Segment technological Choices: Antenna Farm

• 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 0.878

Clearance .5 m

Feed Spacing 155 mm

Proposed S/C antennas accommodation

N

S

WE

L-Band Tx Antenna D=3.7m x 2.5m

Trimmed reflector

L-Band Rx Antenna D=3.7m x 2.5m

Trimmed reflector

16 elements Tx feed array – apertures arranged in triangular

mesh

12 elements Rx feed array – apertures arranged in triangular

mesh.

P/F


TAS-I

10/11-10-11

L-band Antenna Technologies

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 0.8 – 1.15 . A suitable diplexer can be integrated within each RF chainfor Tx/Rx antennas operation.

L/S band Hi-efficiency feed array technology for multi-beam antennas developed by TAS-I


TAS-I

10/11-10-11

5 Beams – 3.7x2.5m Multi-matrix distributed amplification – 16 Feeds option

Tx Antenna element beams footprint – 5 zones ECAC coverage:

1

2

34

5

6

7

8

9

10

1112

13

14

15

16

6

11

13

162

5

1214

1

4

7

10

3

8

9

15

Matrix D4x4

Tx Antenna 4x4 BTLM architecture and beams association

Frequency plan and power to beam allocation flexibility


TAS-I

10/11-10-11

Summary conclusions

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 ChoicesG/T: Large antenna

EIRP/carrier: High power power handling & DC demand

Flexible payload architecture and IF digital processing


TAS-I

10/11-10-11

Concluding Remarks

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

system design phase b - antares · levels, including specification of concerned requirements...

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