SESAR at World ATM Congress 2016 - Spectrum workshop

8th March 2016, 14.00-15.30

ATM Theatre, World ATM Congress 2016

SESAR and Spectrum

1

#SESAR @WorldATM_now

Agenda14:00 – 14:10 Setting the scene: SESAR solutions and aviation spectrum

Marouan Chida, SESAR JU

14:10 – 14:25 Communication Enablers: Multilink and software defined radiosStéphane Tamalet, Airbus

14:25 – 14:40 Navigation Enablers: GNSS needs and challengesAna Bodero Alonso, ENAIRE

14:40 – 14:55 Surveillance Enablers: Optimisation of surveillance using ADS-B data Stéphane Marche, Honeywell

14:55 – 15:10 Spectrum challenges (from a European and global standpoint)John Mettrop, UK CAA

15:10 – 15:25 How SESAR deals with spectrum Raffi Khatcherian, Eurocontrol

15:25 – 15:30 Conclusions & Q&AMarouan Chida, SESAR JU

WAC 20162

Spectrum Enabling SESAR

Marouan CHIDA

SJU

3


Introduction

1 Context

2 Overview of some CNS developments in SESAR

WAC 20164

Introduction

1 Context


WAC 20165

SESAR Programme Lifecycle

Single European Sky

ATM Master Plan

SESAR Solutions

Sequence of events: moving an ATM

operational improvement from its

definition to its validation/pre-

industrialisation to deployment

Concept & System development, Validation, Delivery

R&I Cycle/Release

SESAR Deployment

WAC 20166

Inn

ova

tio

n p

ipel

ine Phase 1

Phase 2/1

Phase 2/2

Phase 3

Delivery

The SESAR Pipeline

WAC 20167

Introduction

1 Context


WAC 20168

System interoperability with air & ground data sharing

Business & Mission trajectoriesFree Routing

Trajectory Management Framework

Enhanced Ground-based Safety Nets

Enhanced ACAS

Ground-Based Separation

Provision

Airspace Management and AFUA

Enhanced ATFCM Process

Network Operations Planning

User-DrivenPrioritisation Process

Dynamic Airspace Configurations

Integrated Arrival/Departure Management at Airports

Enhanced Arrival & Departure Management in TMA and En Route

ASAS Spacing

Optimised 2D/3D Routes

Approach Procedures with Vertical Guidance

Integrated Surface Management

Airport Operations Management

Enhanced Runway ThroughputEnhanced situational awareness

Pilot EnhancedVision

Low Visibility procedures using GBAS

Airport safety nets

Air Traffic Control Centre

The SESAR Operational Concept

WAC 2016Page 9

Communication

WAC 2016Page 10

Initial 4DOperational Objective:

1. Share and synchronize airborne and ground trajectory.

2. “Flying to Time constraints” to optimize sequences as defined by ATC.

A big potential !

The 4D Trajectory is a basis

for a multitude of services

(separation, situation

awareness, enhanced

prediction, flow and capacity

management….)

Significantly validated

in SESAR

And more to come (PEGASE,

VLD,PCP…)WAC 201611

Surface operations - Taxi Clearance

– Safety improvements (No voice communication misunderstanding )

– Enhanced situational awareness

• Traffic display around the runway

• Indications and alerts for risk of collision or runway incursion

– Navigation efficiency

– Reduction of crew workload

– Consistent presentation of the information to the pilot and to the controller on the Surface Manager

– Continuation on the ground of the Trajectory Management

Taxi clearance can providethe following improvements:

Examples of Taxi clearances displayed on ND

Example of Textual Taxi

clearance received from ATC Ground request menu

WAC 201612

Navigation

WAC 2016Page 13

Ground Based Augmentation System GBAS

Displaced Thresholds

RNP-GLS-Curved Approches

CAT II/III Increase Glide SlopesPrinciple

Applications

WAC 201614

GBAS CAT II/III Validation

Aircraft Integration &

Validation

MMR Development &

Verification

Airbus ThalesToulouse Valence/Paris

CAT IIIb

Flight Tests &

System

Validation

Mainline aircraft

Airborne Development & Verification

Thales DSNAStuttgart Toulouse

Ground Development & Verification

Airport Implementation & Validation

GBAS Site

Prototype I

Ground & System Development

Business Aircraft

9.12 Airborne Development & VerificationIndraNavia DFSNorway Frankfurt

Prototype II

Ground / System Development

Interoperability

Flights

CAT II/IIIa

Flight Tests &

System

Validation

optional

Honeywell Honeywell Aircraft Integration &

Validation

Avionics Receiver

Development & Verification

BrnoBrno

WAC 201615

Augmented Approaches to Land (Demo)

• GNSS Augmentation Systems

– Focus on RNP to xLS technology • GLS: GBAS (Ground Based

Augmentation System) Landing System

• SLS: SBAS (Satellite Based Augmentation System) Landing System

• ILS: Instrument Landing System

Enhanced Flight Vision System (EFVS)Extends the visual segment by providing

Sensor Vision of the runway before natural vision

Synthetic Vision Guidance System (SVGS)Extends the instrument segment by providing

Synthetic Vision and guidance cues

WAC 201616

Surveillance

WAC 2016Page 17

ADS-B

Step 1: ADS-B OutA/C information broadcasted for ground use only: better traffic surveillance at lower cost

ADS-B

ADS-B Receiver

Air Traffic Control

Step 4: ASEPA/C instructed to maintain separation fromanother aircraft during a limited period : safer separation and reduction of air traffic controller workload

ADS-B

ADS-B

Step 2: ATSAW Display of other ADS-B A/C info in the cockpit : better traffic situation awareness enhancing safety

Step 3: ASPA S&MA/C instructedto maintainspacing froma target aircraft :better trafficsequencingenhancingcapacity.

AFR6512A320 M323 +11

90

1st Flight test performed on 27/11/2012

on A320 test A/C

WAC 201618

Airborne Collision Avoidance System evolution

Project aims at defining and assessing feasibility of ACAS evolutions required to support aircraft operations in the future SESAR environment. In this context it addresses (within the updated scope):

– The benefits associated with the implementation of extended hybrid surveillance capability into TCAS II in terms of the reduced use of 1090 MHz frequency;

– Development and validation of surveillance functions for the new generation of ACAS, referred as ACAS X (in particular its active variant ACAS Xa).

– Support of the validation activities of ACAS Xa within the project SESAR 4.8.1.

– Technical validation of ACAS Xa through flight testing in European environment and in cooperation with FAA.

– Performance study of new traffic situation awareness and collision avoidance systems designed for general aviation.

WAC 201619





Enhanced ACAS


Provision








ASAS Spacing








Airport safety nets



WAC 2016Page 20

The session14:00 – 14:10 Setting the scene: SESAR solutions and aviation spectrum






15:10 – 15:25 How SESAR deals with spectrum Raffi khatcherian, Eurocontrol


WAC 201621

Presented byStéphane TAMALET (AIRBUS)

COMMUNICATION:MULTILINK & SOFTWARE DEFINED

RADIOS


COLLABORATIVE NETWORK PLANNING

Needs for a Future Communication Infrastructure

Assumptions

AUTOMATIONHuman operators

concentrate on high value-added

tasks

INTEGRATION OF AIRPORTS

THE 4D TRAJECTORY

PRINCIPLE

THE SYSTEM WIDE

INFORMATION MANAGEMENT

Future ATM concept introduces new ATM servicesthat will be demanding in data exchanges


Assumptions

Air traffic will continue growing

Assumptions


(Europe)

Older Aircraft will be replaced by new more talkative Aircraft


Assumptions

PerformanceParameter

ATN B1ED120 SPR Standard publishedBased on Eurocontrol Generic ACSP Requirements doc.

ATN B2ED228 SPR Standard publishedBased on most stringent

RCP130/RSP160

ATN B3SESAR 15.2.4 predicted (no standards started)Based on most stringent

RCP60/RSP60

Transaction TimeOne way (sec)

4 - 95% of messages12 – 99.9% of messages

5 - 95% of messages12– 99.9% of messages


Transaction TimeTwo way (sec)

10 - 95% of messages18– 99.9% of messages


Availability -CSP 0.999 0.9995 0.999995(maybe reduced by multi-link)

Availability - Aircraft 0.99 0.999

Integrity 1-10-5 Not specifiedMust be good enough to meet

RCP/RSP

Not specifiedMust be good enough to meet

RCP/RSP

Security Physical protectionUnauthorised access

Not specifiedbut Unauthorised access protection needed, ICAO

requirements

Technical security requirement likely

More stringent Safety and Performance Requirements will apply

on the communication infrastructure

Data will be the primary mode of future operations

Full 4D Business

Trajectories

Initial 4D Traj. &

Airport ServicesInitial Data Link

En-route services

IOC

2018

IOC

2028


Assumptions

At some term, current VDL Mode 2 infrastructure might not be sufficient

to support the increased data traffic, and the more stringent Safety

and Performance requirements


Assumptions

Future ATM concept introduces new ATM services

that will be demanding in data exchanges

Air traffic will continue growing

Older Aircraft will be replaced by new more talkative Aircraft

More stringent Safety and Performance Requirements will apply

on the communication infrastructure

Data will be the primary mode of future operations

(voice only for emergency)

At some term, current VDL Mode 2 infrastructure might not be sufficient

to support the increased data traffic, and the more stringent Safety

and Performance requirements


Conclusions

Better performances will be needed

No single comm. technology meets all requirementsacross all operational flight domains

A Future Communication Infrastructure (FCI) Will be required !

New data communication services will be requiredto enable the key SESAR principles

Use of scarce available spectrum must be optimized

Future Communication Infrastructure

Toulouse, 18+19 November 2014

Existing Systems

Airport surface: AeroMACS

General terrestrial: LDACS

Satellite: Oceanic + Continental

Multilink

Concept

• to move seamlessly between air-ground networks• to meet stringent service availability requirements by

enabling concurrent use of multiple networks

Aircraft already carry many radios

31

Aircraft Control Domain

(ACD)

Airline Information Services Domain(AISD)

Passenger Information and Entertainment Services Domain

(PIESD)

CO

MN

AV

SU

RV

VHF x3 HF x2 SATCOM

INMARSAT

Or IRIDIUM

WIFI

Cellular 3G/3G+

Ku Satcom

Air-to-Ground Cellular

ILS x2 DME x2

XPDR / MODE S / ADS-B x2

GNSS x2

ADF VOR RA x2

Weather Radar

Issue : additional radios imply more penalties

32

Aircraft Control Domain

(ACD)

Airline Information Services Domain(AISD)

Passenger Information and Entertainment Services Domain

(PIESD)

NA

VS

UR

V

ILS x2 DME x2

XPDR / MODE S / ADS-B x2

GNSS x2

ADF VOR RA x2

Weather Radar ADS-B

CO

M VHF x3 HF x2 SATCOM

INMARSAT

Or IRIDIUM

WIFI

Cellular 3G/3G+

Ku Satcom

Air-to-Ground CelullarTerrestrial

LDACSSatellite

IRISAirport Surface

AeroMACSCellular 4G/5G Ka Satcom

Hybrid S-Band Sat / Air-to-Ground

INMARSAT European Comm. System

Additional radios => Penalties: Weight / Volume / Electrical Power / Cooling/ Costs / More sources

of unreliability /obsolescence risk/Spares to be

stored / ...

Solving the « more radios-less penalties » equation

33

Costs, size, weight and power must

be reduced

More radios needed

Use of Software Defined Radios (SDR)

Could help solving this equation

Under Study within project SESAR 9.44:

Project scope

• Investigate the technical and business feasibility, for new on-board flexible radio

architectures and equipment (such as SDR)

• Develop prototypes of candidate solutions and validate.

Partners:AIRBUS (Project Manager)

ALENIA HONEYWELL SELEX

Decommissioning / Rationalisation of

older radios

• Conventional federated radios architectures

Flexible radios architecture principles

PA/LNA

in ceiling

Transceiver in

Avionics bay

Transceiver in

Avionics bay

Antenna

Feeder/Coax

Coax

RF Section

(amplification, filtering, analog

up/down conversion, channel

selection,….)

Baseband

Section

( digital down/up conversion,

modulation/demodulation,

coding/decodong, …)

RF SectionHigh frequencies (carrier) Analog

Baseband SectionLower frequenciesMore and more Digital Signal Processing

DAC ADC

• Advanced distributed radios architectures


RF Section



selection,….)

Baseband

Section



coding/decodong, …)



DAC ADC

The analog RF Section and parts of the baseband section are seggregated and located close to the antenna

The remaining stages of the baseband section are implemented with software running on a generic computing platform

A digital bus is used at

the interface

• Advanced distributed radios architectures


RF Section



selection,….)

Baseband

Section



coding/decoding, …)



DAC ADC

Generic

Radio software

Computing platform

Antenna

Feeder/Coax

Digital

link

RF Front

End

• Advanced distributed radios architectures (benefits)


Generic

Radio software

Computing platform

Antenna

Feeder/Coax

Digital

link

RF

Frond

End

Benefits:

• Simplified RF section• Reduced signal amplification• Better Signal/Noise Ratio • Weight/costs savings

• Simplified Aircraft Wiring• Reduction of interference issues• Thinner, lighter, and bundled digital cables• Reduction of installation burden

• Computing platforms can be reused/sharedto host software of different radios

• Platform costs factorization • Weight/size/power reduction with multi-radio

basebands integration,• Flexibility for evolutions (software update)

• Transition from conventional federated architecture

• Toward distributed flexible architecture


Generic

Radio software

Computing platform

Antenna

Coax

RF FrondEnd

1-2x LDACS3x VHF1-2x SATCOM1x AeroMACS2x HF

Possible Evolution of Communications and Surveillance Systems

Universal Main Radio Unit(Hosting multiple radio software)

Integrated Multi-BandAntenna

Remote RF Units

Digital Interconnection(weight reduction)

Long Term Vision of Future Radio and Smart antennas Architectures

1 TCAS-2 XPDR

TCAS / XPDR SMARTAntennas

SW

RF FrondEnd

RF FrondEnd

SW SW

• New data communication services Will be required to enable the key SESAR principles

• Aircraft will have to be equipped with additional radios

• Software Defined Radios technologies may provide flexibility to upgrade Aircraft radios

• Software Defined Radios technologies may ease transition to new spectrum-efficient radio technologies

Conclusions

39

Ana Bodero Alonso, ENAIRE

Navigation: GNSS Needs and Challenges

Agenda

• GNSS Systems for Navigation.

• Current Use of GNSS Signals in Navigation.

• GNSS SESAR Projects.

• Main Threats for GNSS Based Navigation.

• Interference Detection and Reporting in GNSS.

• Mitigation of GNSS Threats.

• GNSS Standards for Repeaters/Jammers.

41

16/03/2015

42

GNSS Systems for Navigation

43

16/03/2015

GPS – Global Positioning System.

Position, navigation and time everywhere with 4 o more satellites in view.


Space Segment 32 satellites

Ground Segment ground stations for monitoring and control

Owner Department of Defense (DoD) (USA)

Service Provider National Executive Committee for Space-Based PTN (USA)

44

16/03/2015

ABAS – Aircraft-based Augmentation System


Space Segment GPS Constellation

Ground Segment Airborne equipment

Owner Airline

Service Provider Airline

45

16/03/2015

SBAS – Satellite Based Augmentation System.

In Europe: EGNOS (European Geostationary Navigation Overlay Service).


Space Segment GPS Constellation + 3 GEO Satellites

Ground Segment world network of stations and centers

Owner European Commission

Service Provider ESSP

46

16/03/2015

GBAS – Ground Based Augmentation System.


Space Segment GPS Constellation

Ground Segment A single station located in the airport

Owner Private

Service Provider National

Current Use of GNSS Signals in Navigation

GNSS systems supporting every phase of flight

48

GNSS signals are continuously used in Europe for Air Navigation in every phase of flight.

There is a need to protect GNSS signals in order to guarantee the correct behaviour of:

Airborne GNSS navigation equipment, especially in the arrival and approach phases of flight.

EGNOS ground infrastructure, needed to build the EGNOS signals.

GBAS installations supporting CAT I precision approach services.

GPS national receivers for GNSS performance monitoring purposes.

Current Use of GNSS Signals in Navigation

5.6.3 Approach Procedure with Vertical Guidance (APV)

6.8.5 6.8.8

GBAS operationalimplementation / Enhanced arrival procedures to reduce occupancy time using GBAS

15.3.4 GNSS Baseline study

15.3.6GBAS Cat II/III L1 Approach

15.3.7 Multi GNSS CAT II/III GBAS

49

GNSS SESAR Projects

15.3.4 Task 6 - GNSS Vulnerability Assessment

15.3.6 Task 32.5 - GNSS Repeater Study

(ongoing)

15.3.7 Task ST3.4C – Environment

Interference (ongoing)

50

Main Threats for GNSS Based Navigation

GNSS Signal

Threats

Ionosphere effects

Signal interference

Jamming

Spoofing

• Ionosphere effects:

– Considered as a threat during severe to extreme ionosphere storms.

– Potential loss of GNSS navigation for a contained geographical area and a limited timescale.

– Most vulnerable flight procedures: SBAS/LPV NPA, GBAS precision approach CAT I, II,III. Degradation of position accuracy and loss of receiver lock.

– Severe to extreme ionosphere storms happen statistically one to ten times during an11-year solar cycle.

– Impact on aviation operations happens more often at high and low latitudes.

– Next ionospheric peak predicted around 2023.

– Need to achieve robustness against single frequency loss and loss of constellation.

51


• Signal Interference:

– Considered a risk for all GNSS-based aviation operations.

– GPS aviation receivers susceptible to interference caused by:

• PPD (jammers),

• Industrial/commercial in or out of band emissions,

• PED carried onboard aircraft,

• GNSS repeaters (spoofing).

– Anti-spoofing techniques are normally a military technology, not yet available for civilusers.

– Intentional jamming is relatively easy to achieve.

52


ICAO/NSP (Navigation Systems Panel):

– To improve GNSS availability and performance.

– Global guidelines for GNSS signal supervision.

– Templates for interference reporting.

CEPT/ECC and ETSI:

– To normalize the use of GNSS repeaters for commercialapplications.

– Criteria to evaluate compatibility between aviation andno-aviation services.

16/03/2015

53

Interference Detection and Reporting in GNSS

Interference Detection and Reporting in GNSS

ENAIRE’s case:

• ENAIRE performs since 2013 several activities aimed to detect any signal degradation. Mainlyfocused on jamming events.

• 24h/7d monitoring in 11 different airports, including GNSS performances monitoring andinterference detection capabilities.

• GNSS interference network was established based on two different approaches:– GPS L1 band spectrum monitoring.

• Detected interference features: central frequency, bandwidth, power.– GPS Signal to Noise ratio analysis:

• C/N0 trend analysis of each GPS and EGNOS satellite in an individual manner.• This simple approach has demonstrated that a wide range of jamming events occurred in

different airports.

54

Portable GNSS monitoring

• Ionosphere effects:

– Use of NOTAM (predictive and reactive).

– Other navigation means or back up should be available.

– For GBAS CAT I, ground subsystem is responsible for mitigating iono effect.

– For GBAS CAT II/III mitigation actions are performed both by airborne equipment and ground system.

– With MC/MF GBAS, the use of two different frequencies combined with a better signal structure for the new signals removes completely the ionospheric gradients.

– Future work expected in SESAR 2020 – PJ14.

55

Mitigation for GNSS Threats

• Signal Interference:

– PPD (jammers) affecting GBAS and RIMS -> GNSS receivers away from crowded highways (GBAS siting), illegal in most countries, SW and HW mitigations.

– Detect and identify their origin asap.

– ADS-B as a means of detecting GPS signal losses/corruption.

– MF/MC receivers are a good instrument to minimize jamming impact on aviation. With MC/MF GBAS, the possibility to process and monitor signals from two frequencies independently increases system robustness.

– Anti-spoofing: future authenticating augmentation signals.

– Repeaters: regulation needed including also suitable protection zone.

– Mitigation through improved technologies based on receiver and aircraft integration level.

56

Mitigation for GNSS Threats

57

ECC Recommendation (10)02.

“the use of radio frequencies by GNSS repeaters should be restricted to professional applications

for government associated agencies, and related stakeholders”

GNSS Standards for Repeaters/Jammers

It is convenient to develop specific standards to regulate the use of jammers and repeaters

ECC Recommendation (04)01.

“not allow the placing on the market nor the use of jammers except in the very limited context

of authorized use which may be permitted by a national legislation;”

Stéphane Marche, Honeywell

Surveillance Enablers: Optimisation of surveillance using ADS-B data

58


59

SURVEILLANCE: NEW TECHNIQUES TO OPTIMIZE SPECTRUM USAGE

1090 MHz Frequency : A precious resource

60

TCAS = Traffic Collision Avoidance System• Aircraft exchange position data in

support of anti-collision logics

• Responses transmitted on 1090 MHz

SSR = Secondary Surveillance Radar• Ground surveillance radars periodically

interrogate aircraft

• Responses transmitted on 1090 MHz

1090 MHz: A critical frequency for traffic surveillance

ADS-B = Automatic Dependent Surveillance – Broadcast• Aircraft transmit periodically their position on 1090 MHz

1090 MHz

ADS-B: Automatic Dependent Surveillance Broadcast• Short term: Backward Compatible solutions:

– SESAR Project led by Honeywell with Eurocontrol and Airbus

– Objective: Improve ADS-B message reception in case of congestion

– Defined, prototyped and validated 3 mitigation techniques to increase probability of correct reception

• Long term: Radical link evolutions to reduce spectrum usage

SESAR addresses 1090 MHz Congestion

61

Backward compatible mitigations improve ADS-B reception by ~20%

Project TCAS Evolution

SESAR addresses 1090 MHz Congestion

62

Improved Hybrid Surveillance

To reduce 1090 MHz congestion

TCAS II Improved Hybrid Surveillance

• Implementation of Improved Hybrid Surveillance capability into TCAS II (2013/14)

• First flight tests worldwide in 2014!

• Benefit assessment – significantly reduced 1030/1090 MHz load (2015)

ACAS X – Next generation of ACAS

• Development and validation of surveillance functions of ACAS X (2014/2015)

• Prototype development - support to FAA and EU validation activities (2015/2016)

• Technical validation in Europe (2016)

Collision avoidance for General Aviation

• Operational requirements assumptions for GA in European environment (2013)

• Comparison study of TSAA and ACAS X (2015)

Hybrid and Improved Hybrid

63

Active Surveillance

TCAS

Transponder

Interrogation every 1 or 5 sec

Response on 1090 MHz freq

Own Aircraft Other traffic

TCAS

Transponder

Hybrid Surveillance

Interrogation every 10 or 60 sec

ADS-B

Cross CheckOwn Aircraft Other traffic

TCAS

Transponder

Improved Hybrid Surveillance

Interrogation only in case signal strength > threshold

ADS-B

Use ADS-B Quality

indicatorsOwn Aircraft Other traffic

Validation exercises in SESAR

64

Roof-top testing

2014

RF load reduction simulations

2015

Aug 2014: First flight

test worldwide!Flight testing

• Aug 2014, Oct 2014, Apr 2015

• Toulouse area

System confirmed as functional

Requirements met

Correct surveillance methods

behavior & transitions

RF Load Savings: 71%

Results depend on

the environment

Savings up to 89%

Honeywell Improved Hybrid Surveillance prototype

Complementary flight tests with Honeywell B757

65

2015

Oct 2015

2016

Birmingham -> Helsinki -> Island -> Acores

RF load savings: 83%

19 Jan 2016Cross European Flight

RF load savings: 86.5%

Opportunity flights confirm benefits in various European environments

Conclusion

66

• 1090 MHz frequency load should be monitored

– any congestion would result in serious safety and capacity issues that cannot be fixed immediately

• Improved Hybrid Surveillance benefits validated in SESAR

– > 80% reduction of TCAS use of 1090 MHz frequency

– Probably translates into >40% of 1090 MHZ RF load reduction

• Backward compatible solution

– Utilizes current infrastructure and minimizes additional investment to protect spectrum

1090 MHz

Efficient mitigation solution validated in SESAR

John MettropUK Civil Aviation Authority

Chair Aeronautical Spectrum Frequency Consultation Group &International Telecommunication Union Working Party 5B

SPECTRUM CHALLENGES & WORLD RADIOCOMMUNICATION

CONFERENCE


Radio Regulations

• Intergovernmental treaty governing use of the radio spectrum

– Which frequency band can be used by what service

– Restrictions on use

• Technical

• Geographic

– Co-ordination process

• Managed by the International Telecommunication Union (UN)

• First Published in 1906

• 9 kHz – 1 000 GHz

• Can only be changed by a World Radiocommunication Conference

– Held every 3-4 years

– Agenda agreed by the previous WRC

– Next WRC to be held in 2019

68

What is a WRC?

• Purpose– To revise the Radio Regulations

– To address any radiocommunication matter of worldwide character

– To review & direct to the activities of the Radiocommunication Bureau

– To determine the agenda for the next WRC

• WRC-15 By the Numbers– Approximately 4100 Registered Delegates

Representing 156 Administrations, 6 UN Agencies & 105 other operating agencies

– 4 Weeks in Length

– Budget of £4.7M (excluding delegate costs)

– Interpretation/Translation into 6 Languages

– 33 Agenda Items• 7 Committee’s, 9 Working groups & 82 other groups• 503 Contributions• 1105 Scheduled meetings ( ≈1500 hours)• Peak day 77 scheduled meetings totalling 98 hours• Longest Plenary: 09:00 25th – 22:00 26th with 3x2 hour breaks

69

Major Results for Aviation from WRC-15

• Global Flight Tracking/ ADS-B via Satellite– Spectrum allocation

– Cannot claim protection from existing systems

• Remotely Piloted Aircraft – Potential frequency bands

– Operate on a non-protected, no interference basis

– Studies to be completed

– No use before 2023

• Wireless Avionics intra-communication

– Allocation in the band used by radio altimeters

– Must protect radio altimeters

• Aviation allocations not affected by IMT outcome

70

Major Aviation Issues for WRC-19

• Opportunities for Aviation

– Global aeronautical distress & safety service

– Spectrum support for space planes

– Review of studies on remotely piloted aircraft

• Potential Risks for Aviation– Mobile Devices

• RLANs at 5GHz

• Mobile phone pico cells above 24 GHz

– Non-geostationary satellites adjacent to radio altimeters

– Intelligent transport systems

• Road

• Rail

71

Who is Involved Regionally for WRC?

72

Inter-American Telecommunication

Commission (35)

European Conference of Postal and Telecommunications Administrations (46)

Asia-Pacific Telecommunity

(35)

African Telecommunications

Union (46)

League of Arab States (22)

North Atlantic Treaty Organization (26)

Caribbean Telecommunications Union

(15)

Regional Commonwealth in

the Field of Communications

(12)

Frequency/Spectrum Management Process

73

Radio Regulations

World Radiocommunication

Conference

Study Groups

Working Parties

Conference Preparatory Meeting

Radiocommunication Assembly

Constitution and Convention of the

International Telecommunication

Union

Plenipotentiary Conference

Convention on International Civil

AviationAssembly

Council

Air Navigation Commission

Secretary General

Frequency Spectrum

Management Panel

Annex 10 Volume V

Handbook on Radio Spectrum Requirements for

Civil Aviation

Volume 1ICAO Spectrum Strategy,

Policy Statements and Related Information

Volume 2Frequency Assignment

Planning Criteria

Regionally Agreed Variations to

Planning Criteria

Regional Planning Rules

Regional Frequency Planning

Regional Aeronautical Frequency

Assignment Register

National Aeronautical Frequency

Management

National Telecommunication

Authority

National Aeronautical Frequency

Assignment Register

National Frequency Planning

National Frequency

Register

Other RadioServices

Regional WRC Preparation

Master International

Frequency Register

Regional Frequency Management

Regional Spectrum Planning

Radiocommunication Bureau

Radiocommunication Bureau

International Telecommunication Union ICAO Global

Regional Telecoms Organisation

ICAO Regional Office/ Aeronautical Regional Organisation

Regional Frequency

Register

Tele

com

mu

nic

atio

n Civ

il Avia

tion

Spectrum Challenges External

• Increasing Demand for Spectrum

• Belief Aviation is an Inefficient Spectrum User– Antiquated systems

– Multiple systems for the same purpose

• Spectrum used by Aviation is Attractive– Good propagation

conditions

– Globally harmonized

• Governmental Pressures for Release

74

Spectrum Challenges Internal

• Belief that Aviation Owns the Spectrum

• How to Modernise the ATM system– Understanding of the long term goal

(2050+)– Globally harmonization– Rationalisation of systems– Removal of redundant systems

• Integration of New Technologies – Remotely piloted aircraft– Space planes

• How to Make Spectrum an Early Consideration

• Avoiding Own Goals– Placing all our systems in the same

frequency band– Don’t set un-necessary precedents– False promises

• Resources– Experts– Funding for Research – Availability of Information

75

Raffi KhatcherianSenior ATM Expert, Spectrum Manager

EUROCONTROL DPS/POLSESAR WP15.01.06 Spectrum Project Manager

SESAR SPECTRUM STRATEGY AND VISION


Spectrum is like a piece of land allocated for a duly justified purpose and limited duration

77

But when the demand exceeds the offer

78

We forget the invisible

79

Spectrum Aviation CNS Enabler

80

GPS1 GPS2

VHF1

ATC3&4

TCAS Top

SATCOM GEOGatelink

ADF1 ADF2 VHF3 ELT

DME1 ATC 1 & 2

DME2

TCAS bottom

MKRVHF2 R - E

RA1E - R

RA2

VOR 1(2)

HF (1/2)

Loc

Glide

WX Radar 1(2)

LEO

MLS Fw

MLS Backward

Airbus Single Aisle typical Antennas location

• Secure the long-term availability of suitable radio spectrum to meet all of aviation's future objectives through cooperative engagement in the global spectrum environment.

• The Network manager will prepare and coordinate the network strategic spectrum aspects that will be documented in the NOP and NSP

SESAR and NM Spectrum Vision and Strategy

81

• Create a framework which will deliver benefits to aviation and enable the sector to react effectively to external influences in a changing external spectral environment.

The Approach

82

• Aeronautical spectrum allocations will continue to be under significant pressure from other sectors for the foreseeable future.

• New spectrum bands for aviation use are unlikely to be made available.

• The assignment and use of spectrum within a State will remain a sovereign issue and voting rights at ITU World RadiocommunicationConferences will remain only with Member States.

Assumptions

83

• Providing a coordinated overall spectrum strategy employed to create a sustainable environment for spectrum efficient aeronautical systems;

• Deploying improved processes for identifying, analysing, coordinating and promoting aviation's spectrum needs;

• Taking a longer-term view of aeronautical spectrum requirements.

Enhanced aeronautical spectrum management

84

• Providing spectrum expertise for ACNS teams to ensure an inter-discipline approach to development, deployment and removal of outdated aeronautical systems;

• Promoting the development of spectrally efficient ACNS systems to minimise the demand for additional spectrum to support future aviation growth;

• Promoting the withdrawal of obsolete and redundant systems in compliance with the future deployment programme.

Holistic Avionics+CNS&S (ACNS&S) approach

85

• Ensuring cost effective technological evolutions;

• Minimising the impact and timescales of technological transitions.

Financial decision-making processes

86

• SESAR recognised the importance and supported the development of the aviation spectrum vision and long term strategy

• Increased coordination on spectrum issues with different CNS&S panels

• Increasing support to add spectrum into the Global Air Navigation Plan

From SESAR to ICAO

87

CONCLUSION

Marouan CHIDA

SJU

88






Enhanced ACAS


Provision








ASAS Spacing








Airport safety nets



WAC 2016Page 89

The session14:00 – 14:10 Setting the scene: SESAR solutions and aviation spectrum






15:10 – 15:25 How SESAR deals with spectrum Raffi Khatcherian, Eurocontrol


WAC 201690

Conclusion

SESAR is the major ATM transformation programme in Europe

SESAR has developed advanced technological solutionsto improve the performance and efficiency of ATM

Allocation of suitable radio Spectrum is essential

SESAR is coordinating global aviation spectrum needs today and with a view of the future spectrum strategy

WAC 201691

Thank you !

WAC 201692

Thanks for your attention

93

Date post:	22-Jan-2018
Category:	Technology
Upload:	sesar-joint-undertaking
View:	1,107 times
Download:	0 times

SESAR at World ATM Congress 2016 - Spectrum workshop

Technology