SESAR at World ATM Congress 2016 - Spectrum workshop

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Information about SESAR at World ATM Congress 2016 - Spectrum workshop

Published on March 14, 2016

Author: SESAREuropeanUnion

Source: slideshare.net

1. 8th March 2016, 14.00-15.30 ATM Theatre, World ATM Congress 2016 SESAR and Spectrum 1 #SESAR @WorldATM_now

2. Agenda 14:00 – 14:10 Setting the scene: SESAR solutions and aviation spectrum Marouan Chida, SESAR JU 14:10 – 14:25 Communication Enablers: Multilink and software defined radios Stéphane Tamalet, Airbus 14:25 – 14:40 Navigation Enablers: GNSS needs and challenges Ana 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&A Marouan Chida, SESAR JUWAC 20162

3. Spectrum Enabling SESAR Marouan CHIDA SJU 3 #SESAR @WorldATM_now

4. Introduction 1 Context 2 Overview of some CNS developments in SESAR WAC 20164

5. Introduction 1 Context 2 Overview of some CNS developments in SESAR WAC 20165

6. 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

7. Innovationpipeline Phase 1 Phase 2/1 Phase 2/2 Phase 3 Delivery The SESAR Pipeline WAC 20167

8. Introduction 1 Context 2 Overview of some CNS developments in SESAR WAC 20168

9. System interoperability with air & ground data sharing Business & Mission trajectories Free 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-Driven Prioritisation 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 Throughput Enhanced situational awareness Pilot Enhanced Vision Low Visibility procedures using GBAS Airport safety nets Air Traffic Control Centre The SESAR Operational Concept WAC 2016Page 9

10. Communication WAC 2016Page 10

11. Initial 4D Operational 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

12. 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 provide the following improvements: Examples of Taxi clearances displayed on ND Example of Textual Taxi clearance received from ATC Ground request menu WAC 201612

13. Navigation WAC 2016Page 13

14. Ground Based Augmentation System GBAS Displaced Thresholds RNP-GLS-Curved Approches CAT II/III Increase Glide Slopes Principle Applications WAC 201614

15. 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

16. 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

17. Surveillance WAC 2016Page 17

18. ADS-B Step 1: ADS-B Out A/C information broadcasted for ground use only: better traffic surveillance at lower cost ADS-B ADS-B Receiver Air Traffic Control Step 4: ASEP A/C instructed to maintain separation from another 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&M A/C instructed to maintain spacing from a target aircraft : better traffic sequencing enhancing capacity. AFR6512 A320 M 323 +11 90 1st Flight test performed on 27/11/2012 on A320 test A/C WAC 201618

19. 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

20. System interoperability with air & ground data sharing Business & Mission trajectories Free 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-Driven Prioritisation 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 Throughput Enhanced situational awareness Pilot Enhanced Vision Low Visibility procedures using GBAS Airport safety nets Air Traffic Control Centre The SESAR Operational Concept WAC 2016Page 20

21. The session 14:00 – 14:10 Setting the scene: SESAR solutions and aviation spectrum Marouan Chida, SESAR JU 14:10 – 14:25 Communication Enablers: Multilink and software defined radios Stéphane Tamalet, Airbus 14:25 – 14:40 Navigation Enablers: GNSS needs and challenges Ana 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&A Marouan Chida, SESAR JUWAC 201621

22. Presented by Stéphane TAMALET (AIRBUS) COMMUNICATION: MULTILINK & SOFTWARE DEFINED RADIOS #SESAR @WorldATM_now

23. COLLABORATIVE NETWORK PLANNING Needs for a Future Communication Infrastructure Assumptions AUTOMATION Human 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 services that will be demanding in data exchanges

24. Needs for a Future Communication Infrastructure Assumptions Air traffic will continue growing

25. Assumptions Needs for a Future Communication Infrastructure (Europe) Older Aircraft will be replaced by new more talkative Aircraft

26. Needs for a Future Communication Infrastructure Assumptions Performance Parameter ATN B1 ED120 SPR Standard published Based on Eurocontrol Generic ACSP Requirements doc. ATN B2 ED228 SPR Standard published Based on most stringent RCP130/RSP160 ATN B3 SESAR 15.2.4 predicted (no standards started) Based on most stringent RCP60/RSP60 Transaction Time One way (sec) 4 - 95% of messages 12 – 99.9% of messages 5 - 95% of messages 12– 99.9% of messages 2 - 95% of messages 5 – 99.9% of messages Transaction Time Two way (sec) 10 - 95% of messages 18– 99.9% of messages 4 - 95% of messages 8 – 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 specified Must be good enough to meet RCP/RSP Not specified Must be good enough to meet RCP/RSP Security Physical protection Unauthorised access Not specified but 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 Services Initial Data Link En-route services IOC 2018 IOC 2028

27. Needs for a Future Communication Infrastructure 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

28. Needs for a Future Communication Infrastructure 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

29. Needs for a Future Communication Infrastructure Conclusions Better performances will be needed No single comm. technology meets all requirements across all operational flight domains A Future Communication Infrastructure (FCI) Will be required ! New data communication services will be required to enable the key SESAR principles Use of scarce available spectrum must be optimized

30. 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

31. Aircraft already carry many radios 31 Aircraft Control Domain (ACD) Airline Information Services Domain (AISD) Passenger Information and Entertainment Services Domain (PIESD) COMNAVSURV 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

32. Issue : additional radios imply more penalties 32 Aircraft Control Domain (ACD) Airline Information Services Domain (AISD) Passenger Information and Entertainment Services Domain (PIESD) NAVSURV ILS x2 DME x2 XPDR / MODE S / ADS-B x2 GNSS x2 ADF VOR RA x2 Weather Radar ADS-B COM VHF x3 HF x2 SATCOM INMARSAT Or IRIDIUM WIFI Cellular 3G/3G+ Ku Satcom Air-to-Ground CelullarTerrestrial LDACS Satellite IRIS Airport Surface AeroMACS Cellular 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 / ...

33. 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

34. • 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 Section High frequencies (carrie Analog Baseband Section Lower frequencies More and more Digital Signal Processing DAC ADC

35. • Advanced distributed radios architectures Flexible radios architecture principles RF Section (amplification, filtering, analog up/down conversion, channel selection,….) Baseband Section ( digital down/up conversion, modulation/demodulation, coding/decodong, …) RF Section High frequencies (carrie Analog Baseband Section Lower frequencies More and more Digital Signal Processing 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

36. • Advanced distributed radios architectures Flexible radios architecture principles RF Section (amplification, filtering, analog up/down conversion, channel selection,….) Baseband Section ( digital down/up conversion, modulation/demodulation, coding/decoding, …) RF Section High frequencies (carrie Analog Baseband Section Lower frequencies More and more Digital Signal Processing DAC ADC Generic Radio software Computing platform Antenna Feeder/Coax Digital link RF Front End

37. • Advanced distributed radios architectures (benefits) Flexible radios architecture principles 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/shared to host software of different radios • Platform costs factorization • Weight/size/power reduction with multi-radio basebands integration, • Flexibility for evolutions (software update)

38. • Transition from conventional federated architecture • Toward distributed flexible architecture Flexible radios architecture principles Generic Radio software Computing platform Antenna Coax RF Frond End 1-2x LDACS3x VHF1-2x SATCOM1x AeroMACS 2x HF Possible Evolution of Communications and Surveillance Systems Universal Main Radio Unit (Hosting multiple radio software) Integrated Multi-Band Antenna Remote RF Units Digital Interconnection (weight reduction) Long Term Vision of Future Radio and Smart antennas Architectures 1 TCAS-2 XPDR TCAS / XPDR SMART Antennas SW RF Frond End RF Frond End SW SW

39. • 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

40. Ana Bodero Alonso, ENAIRE Navigation: GNSS Needs and Challenges

41. 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

42. 16/03/2015 42 GNSS Systems for Navigation

43. 43 16/03/2015 GPS – Global Positioning System. Position, navigation and time everywhere with 4 o more satellites in view. GNSS Systems for Navigation 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. 44 16/03/2015 ABAS – Aircraft-based Augmentation System GNSS Systems for Navigation Space Segment GPS Constellation Ground Segment Airborne equipment Owner Airline Service Provider Airline

45. 45 16/03/2015 SBAS – Satellite Based Augmentation System. In Europe: EGNOS (European Geostationary Navigation Overlay Service). GNSS Systems for Navigation Space Segment GPS Constellation + 3 GEO Satellites Ground Segment world network of stations and centers Owner European Commission Service Provider ESSP

46. 46 16/03/2015 GBAS – Ground Based Augmentation System. GNSS Systems for Navigation Space Segment GPS Constellation Ground Segment A single station located in the airport Owner Private Service Provider National

47. Current Use of GNSS Signals in Navigation GNSS systems supporting every phase of flight

48. 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

49. 5.6.3 Approach Procedure with Vertical Guidance (APV) 6.8.5 6.8.8 GBAS operational implementation / 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. 50 Main Threats for GNSS Based Navigation GNSS Signal Threats Ionosphere effects Signal interference Jamming Spoofing

51. • 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 time scale. – 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 an 11-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 Main Threats for GNSS Based Navigation

52. • 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 civil users. – Intentional jamming is relatively easy to achieve. 52 Main Threats for GNSS Based Navigation

53. 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 commercial applications. – Criteria to evaluate compatibility between aviation and no-aviation services. 16/03/2015 53 Interference Detection and Reporting in GNSS

54. Interference Detection and Reporting in GNSS ENAIRE’s case: • ENAIRE performs since 2013 several activities aimed to detect any signal degradation. Mainly focused on jamming events. • 24h/7d monitoring in 11 different airports, including GNSS performances monitoring and interference 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

55. • 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

56. • 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. 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;”

58. Stéphane Marche, Honeywell Surveillance Enablers: Optimisation of surveillance using ADS-B data 58 #SESAR @WorldATM_now

59. 59 SURVEILLANCE: NEW TECHNIQUES TO OPTIMIZE SPECTRUM USAGE

60. 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

61. 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%

62. Project TCAS Evolution SESAR addresses 1090 MHz Congestion 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)

63. 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 indicators Own Aircraft Other traffic

64. 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

65. Complementary flight tests with Honeywell B757 65 2015 Oct 2015 2016 Birmingham -> Helsinki -> Island -> Acores RF load savings: 83% 19 Jan 2016 Cross European Flight RF load savings: 86.5% Opportunity flights confirm benefits in various European environments

66. 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

67. John Mettrop UK Civil Aviation Authority Chair Aeronautical Spectrum Frequency Consultation Group & International Telecommunication Union Working Party 5B SPECTRUM CHALLENGES & WORLD RADIOCOMMUNICATION CONFERENCE #SESAR @WorldATM_now

68. 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

69. 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

70. 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

71. 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

72. 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)

73. Frequency/Spectrum Management Process 73 Radio Regulations World Radiocommunication Conference Study Groups Working Parties ConferencePreparatory Meeting Radiocommunication Assembly Constitution and Convention of the International Telecommunication Union Plenipotentiary Conference Convention on International Civil Aviation Assembly Council Air Navigation Commission Secretary General Frequency Spectrum Management Panel Annex 10 Volume V Handbook on Radio Spectrum Requirements for Civil Aviation Volume 1 ICAOSpectrum Strategy, Policy Statements and Related Information Volume 2 Frequency 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 Radio Services Regional WRC Preparation Master International Frequency Register Regional Frequency Management Regional Spectrum Planning Radiocommunication Bureau Radiocommunication Bureau International Telecommunication Union ICAOGlobal Regional Telecoms Organisation ICAO Regional Office/ Aeronautical Regional Organisation Regional Frequency Register Telecommunication CivilAviation

74. 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

75. 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

76. Raffi Khatcherian Senior ATM Expert, Spectrum Manager EUROCONTROL DPS/POL SESAR WP15.01.06 Spectrum Project Manager SESAR SPECTRUM STRATEGY AND VISION #SESAR @WorldATM_now

77. Spectrum is like a piece of land allocated for a duly justified purpose and limited duration 77

78. But when the demand exceeds the offer 78

79. We forget the invisible 79

80. Spectrum Aviation CNS Enabler 80 GPS1 GPS2 VHF1 ATC3&4 TCAS Top SATCOM GEO Gatelink ADF1 ADF2 VHF3 ELT DME1 ATC 1 & 2 DME2 TCAS bottom MKR VHF2 R - E RA1 E - 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

81. • 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

82. • 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

83. • 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 Radiocommunication Conferences will remain only with Member States. Assumptions 83

84. • 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

85. • 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

86. • Ensuring cost effective technological evolutions; • Minimising the impact and timescales of technological transitions. Financial decision-making processes 86

87. • 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

88. CONCLUSION Marouan CHIDA SJU 88 #SESAR @WorldATM_now

89. System interoperability with air & ground data sharing Business & Mission trajectories Free 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-Driven Prioritisation 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 Throughput Enhanced situational awareness Pilot Enhanced Vision Low Visibility procedures using GBAS Airport safety nets Air Traffic Control Centre The SESAR Operational Concept WAC 2016Page 89

90. The session 14:00 – 14:10 Setting the scene: SESAR solutions and aviation spectrum Marouan Chida, SESAR JU 14:10 – 14:25 Communication Enablers: Multilink and software defined radios Stéphane Tamalet, Airbus 14:25 – 14:40 Navigation Enablers: GNSS needs and challenges Ana 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&A Marouan Chida, SESAR JUWAC 201690

91. Conclusion SESAR is the major ATM transformation programme in Europe SESAR has developed advanced technological solutions to 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

92. Thank you ! WAC 201692

93. Thanks for your attention 93

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