Sub-working group M-IRIDIUM / 21 August 2006
Working paper
MANUAL FOR
IRIDIUM
AERONAUTICAL MOBILE SATELLITE (ROUTE) SERVICE
DRAFT v1.21
4 August 2006
Comments from the Secretary
21 August 2006
Aeronautical Communications PanelSub-working group M-IRIDIUM / 21 August 2006
Working paper
Date &
Version / Change
9/20/05 v0.1 / Draft WP-05 submitted for ACP-WGM-IRD-SWG01
11/1/05 v0.2 / Draft WP-02 submitted for ACP-WGM-IRD-SWG02 with input from IRD-SWG01
2/15/06 v0.3 / Draft WP-05 submitted for ACP-WGM-IRD-SWG03 with input from IRD-SWG02
5/17/06 v1.0 / Draft WP-04 submitted for ACP-WGM-IRD-SWG04 with input from IRD-SWG03
5/19/06 v1.1 / Draft with input from ACP-WGM-IRD-SWG04
v1.2 / TJ
v 1.21 / RW
Aeronautical Communications Panel
Sub-working group M-IRIDIUM / 21 August 2006
Working paper
Table of Contents
MANUAL FOR i
IRIDIUM i
AERONAUTICAL MOBILE SATELLITE (ROUTE) SERVICE i
DRAFT v1.21 i
4 August 2006 i
Comments from the Secretary i
21 August 2006 i
1 Introduction 1
1.1 Objective 1
1.2 Scope 1
1.3 Background 2
2 Services, user requirements and operational benefits 4
2.1 Operational services 4
2.1.1 General 4
2.1.2 Air traffic services (ATS) 6
2.1.3 Aeronautical operational control communications (AOC) 7
2.1.4 Non-safety services 7
2.2 User requirements 7
2.2.1 Minimum available throughput 8
2.2.2 Maximum transit delay 8
2.2.3 Priority 9
2.2.4 Availability, Reliability and integrity 9
2.2.5 Security and protection 10
2.2.6 Minimum area of connectivity 11
2.2.7 Cost/benefit 11
2.2.8 Interoperability 11
2.3 Operational benefits 12
2.3.1 General 12
2.3.2 Benefits on oceanic scenario 13
2.3.3 ADS message handling function 13
2.3.4 Two way data link communications function 13
2.3.5 Digital voice communications 14
2.4 Operational scenarios 14
2.4.1 High air traffic density oceanic areas 14
2.4.2 Low air traffic density oceanic/continental en route areas 15
2.4.3 High air traffic density continental en route areas 15
2.4.4 Terminal areas 16
3 Standardization activities 16
3.1 AMS(R)S system specifications 16
3.2 AEEC and ARINC Characteristics 17
3.3 Minimum operational performance standards (MOPS) 17
3.4 Satellite system access approval 17
3.5 Avionics and certification 18
3.5.1 Avionics 18
3.5.2 Airworthiness certification 18
3.5.3 Type acceptance 18
3.5.4 Licensing and permits 18
3.5.5 Service providers 19
4 ICAO Activities 19
4.1 Institutional arrangements 19
4.2 AMS(R) spectrum availability 25
4.3 Standards and Recommended Practices (SARPs) 25
4.4 Future developments 25
5 Iridium Satellite Network 25
5.1 Overview 25
5.2 System Architecture 26
5.2.1 Space Segment 28
5.2.2 Terrestrial Segment 30
5.3 Channel Classifications 30
5.3.1 Overhead Channels 31
5.3.2 Bearer Service Channels 32
5.4 Channel Multiplexing 32
5.4.1 TDMA Frame Structure 32
5.4.2 FDMA Frequency Plan 33
5.4.3 Duplex Channel Band 33
5.4.4 Simplex Channel Band 35
5.5 L-Band (1616-1626.5 MHz) Transmission Characteristics 36
5.5.1 Signal Format 36
5.5.2 Power Control 37
5.6 Call Processing 38
5.6.1 Acquisition 38
5.6.2 Access 39
5.6.3 Registration and Auto-Registration 40
5.6.4 Telephony 40
5.6.5 Handoff 42
5.7 Voice and Data Traffic Channel 43
5.8 Iridium Data Services – RUDICS and SBD 44
5.8.1 Iridium RUDICS Service 44
5.8.2 Iridium SBD Service 45
6 Iridium AMS(R)S system 48
6.1 System overview 48
6.2 System elements 48
6.2.1 Aircraft Earth Station 48
6.2.2 Space segment 49
6.2.3 Ground Earth Station 49
7 iridium AMS(R)S Standardization activities 49
7.1 IRDIUM Air Interface Specifications 49
7.2 AEEC and ARINC Characteristics 49
7.3 Minimum operational performance standards (MOPS) 49
7.4 Satellite system access approval 50
7.5 Avionics and certification 50
7.5.1 Avionics 50
7.5.2 Airworthiness certification 50
7.5.3 Type acceptance 50
7.5.4 Licensing and permits 50
7.5.5 Service providers 50
8 Comparison of AMS(R)S SARPs and expected Iridium performance 51
8.1 RF Characteristics 51
8.1.1 Frequency Bands 51
8.1.2 Emissions 51
8.1.3 Susceptibility 52
8.2 Priority and Preemptive Access 52
8.3 Signal Acquisition and Tracking 54
8.4 Performance Requirements 55
8.4.1 Designated Operational Coverage 55
8.4.2 Failure Notification 55
8.4.3 AES Requirements 55
8.4.4 Packet Data Service Performance 55
8.4.5 Voice Service Performance 58
8.4.6 Security 59
8.5 System Interfaces 61
9 Implementation guidance 66
9.1 Theory of operation 66
9.2 Services supported 66
9.3 Operation 66
9.4 Avionics 66
9.5 Future services 66
Appendix A: Aircraft Earth Station RF Characteristics 67
Appendix B: ATN overview 72
tbd. 72
Appendix C: ACRONYMS 72
73
Aeronautical Communications PanelSub-working group M-IRIDIUM / 21 August 2006
Working paper
1 Introduction
1.1 Objective
The objective of this technical manual is to provide guidance detailed technical specifications and guidance material to ICAO Contracting States, and to the international civil aviation community, on their consideration of the Iridium Satellite Network as a platform to offering aeronautical mobile satellite (route) service (AMS(R)S) communications for the safety and regularity of flight. This manual is to be considered in conjunction with the Standards and Recommended Practices (SARPs) as contained in Annex 10, Volume III, Part I, Chapter 4
1.2 Scope
This manual contains information about aeronautical mobile satellite communications, using the Iridium Satellite Network for air-ground communications for the safety and regularity of flight, including applications, potential benefits, user requirements, system architecture, interoperability and technical characteristics, as well as space, ground and airborne equipment. Information on status of development implementation? of the IRIDIUM system and ICAO activities (institutional arrangements, spectrum availability, SARPs and networking0 is also included.
Chapter 1 of this document describes some potential benefits that can be expected from the use of a satellite communication service for AMS(R)S. In addition, it provides an overview of how the Iridium Satellite Network can supports AMS(R)S.
This chapter may therefore be improved if the following sub-sections are identified:
1.1 Objective
1.2 Scope
1.3 Background
1.4 Benefits (see also Chapter 2 which is addressing operational benefits)
1.5 Support to AMS(R)S by the Iridium satellite network
Chapter 2 contains a generic description of a satellite communication system configuration including ground subnetworks, the Iridium Satellite subnetwork of which the Aircraft Earth Station (AES) is one part, and the aircraft subnetworks.
Chapter 3 is an informative section containing information provided by Iridium Satellite LLC on their compliance with ICAO AMS(R)S SARPs. Appendix A provides information on Iridium specific performance parameters pertaining to minimum operation performance standard for avionics supporting next generation satellite system as specified in RTCA DO-262.
Given that the performance of the future Iridium AMS(R)S system will highly depend on the performance of the underlying Iridium satellite subnetwork, we believe that this technical manual will provide valuable insight as guidance material of the performance of the future Iridium AMS(R)S system.
The Iridium system complies with the provisions of the relevant ICAO SARPs, including those for the aeronautical telecommunication network (ATN) and the information provided in this Manual. In addition, the installed avionics comply with the relevant provisions of RTCA and EUROCAE (identify which, including a reference to the certification process if required) and other regulatory requirements from civil aviation authorities.
It is not the objective of this technical manual to serve as a verification report. Once the end-to-end Iridium AMS(R)S is designed, built, and tested, ISLLC, its AMS(R)S service providers, and its avionics manufacturers will submit certification and regulatory type approval material to Civil Aviation Administrator and other regulatory agencies of individual State for Iridium AMS(R)S certification.
1.3 Background
The ICAO Aeronautical Communications Panel (ACP) has carried forward the future air navigation systems planning that designated basic architectural concepts for using satellite communications, initially in oceanic and remote environments, and eventually in continental airspace. (Can we insert here a reference to the Global Plan which, I believe, is addressing this?) The progress towards satellite communications for aeronautical safety has been is realized through the revision preparation of Standards and Recommended Practices (SARPs) and guidance material by ICAO for the aeronautical mobile satellite (route) service, and through the interactions of ICAO with other international bodies (which?) to assure that (which?)resources (would the following be ok?; “that technical and operational provisions are not being duplicated”) are coordinated and available.
Acceptance of the applicability of data links to support air traffic services (ATS) as largely replacing voice communications requires has led planners to assurance that all relevant elements of data link network(s) and sub-networks (such as a satellite sub-network) of system improvement are properly coordinated and broadly interoperable. The Aeronautical Mobile Satellite (Route) Service (AMS(R)S) provides a satellite sub-netwrok crucial part of the planned over all data network, called of global the aeronautical telecommunications network (ATN) through which will provide end to end connectivity among end-users, such as air traffic controllers, pilots, aircraft operators and computers used to support aircraft operations, including computers installed in aircraft. The ATN, for which SARPs and guidance material has been This network, developed and planned by ICAO, includes for example VHF data link sub-networks traffic for exchanging data where line of sight communications with aircraft are is practical. The ATN is designed to carry packet data, providing rapid, efficient routing of user data related to safety and regularity of flight. The ATN is currently being transferred into a network supported by internet protocol suite (IPS)standards.
AMS(R)S systems are considered as comprises one of the sub-networks of the ATN. Interoperability with the ATN between the various subnetworks is assured by means of a standardized architecture for all elements of the ATN, based on ICAO SARPs and guidance material.
Benefits
Increased functional requirements in the flightdeck, together with the ever present needs to improve operational reliability, economy, and improved safety aircraft operations, are driving more and more avionics systems toward all digital implementations. AMS(R)S is a part of this revolution, providing, through automatic digital communications, voice and data for use in air traffic systems and for ATS and aeronautical operational control communications (AOC) to support reduction of the human workload while at the same time improving safety and effectiveness of aircraft operations.
Standardized AES implementation is supported standardization will be assured by material standards, co ordinated test plans and procedures under (minimum operational performance standards (MOPS)) developed under development by the Radio Technical Commission on Aeronautics (RTCA) and material and counterpart (minimum operational performance specifications (MPS)), developed and coordinated and by the European Organization for Civil Aviation Electronics (EUROCAE). (should this section move to background?) )
Key technologies, available only since 2000 and in the last few years at reasonable costs, include small and effective aircraft antennae to link with the satellite electronics. While the ground earth stations are the end points of for the AMS(R)S sub-network and the entry point into the ground-based ATN, the actual user communications can extend far beyond, going from the aircraft through the ATN to host computers and their terminals, and to voice users through the terrestrial telephone networks. (This is a difficult concept. This would imply that the pilot needs to call ATC through the PSTN; are direct voice links not an option in the Iridium system? )
The sharing concept of using the satellite network both for safety and regularity functions as well as for public correspondence (passenger communications) also may optionally include the AES with voice and data connections, through an on board switching system, becoming available to the passengers. to the cabin. This will permit airlines to introduce services that could be attractive to airline passengers without the need for additional on-board while using the same avionics equipment. In such a condition, sSafety and regularity of flight communications are assured of always having the highest priority, and are made available immediately will be available rapidly when needed.
Support of satellite networks by operators of the satellite constellation
The communications transactions are will be arranged through contracts with the satellite and ground service providers. (This is not clear. It is assumed that this sentence refers to (legal) contracts between ATC service providers or airline operators with Iridium and NOT technical contracts, necessary to initiate communications. If so, this should be made clear. Maybe to following is of use:
Use of satellite networks needs to be arranged through contracts between the satellite service provider, the airlines and the ATC service provider. These contracts should include ……) The avionics will be procured and installed by aircraft owners, while the Ssatellite and ground earth stations are initially?? will be operated commercially. These ir services may be offered on various short and long term bases(This should, at least, be part of the contract. Also the duration of the availability of a satellite network in general needs to be secured in order to form a basis for investing in the system, in particular the airborne equipment).
2 Services, user requirements and operational benefits
2.1 Operational services
2.1.1 General
Air traffic scenarios in various parts of the world widely differ, and are likely to do so in the future. The gGlobal ATM systems is must therefore be able to deal with diverse air traffic densities and different types of aircraft, with vastly different performances and equipment fit; these variations, however, should must not lead to an undue variety of diversified and potential incompatible(?) avionic and ground segments.
In general, as new communication, navigation and surveillance systems will provide for closer interaction between the ground and airborne systems before and during flight, air traffic management will may allow for a more flexible and efficient use of the airspace and, thus, enhance air traffic safety and capacity.
Aeronautical communication services are classified as:
a) safety and regularity communications (AMS(R)S requiring high integrity and rapid response:
1) safety-related communications carried out by the air traffic services (ATS) for air traffic control (ATC), flight information and alerting; and
2) communications carried out by aircraft operators, which also affect air transport safety, regularity and efficiency (aeronautical operational control communications (AOC)); and
b) non-safety related communications (AMSS):
1) private correspondence of aeronautical operators (aeronautical administrative communications (AAC)); and
2) public correspondence (aeronautical passenger communications (APC)).