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`SAE TECHNICAL
`PAPER SERIES
`
`The Increasing Role of Communication
`Satellites In Commercial Aircraft Operations
`
`Bill Ruhl and Richard Hobby
`Honeywell, Inc.
`
`-*=For
`C
`~
`
`The Engineering Society
`Advancing Mobility
`
` dsea air and space,
`
`n
`
`a
`
`Aerotech '92
`Aerotech '92
`Anaheim, California
`October 5-8,1992
`
`4 0 0 C O M M O N W E A L T H D R I V E , W A R R E N D A L E , P A 1 5 0 9 6 - 0 0 0 1 U.S.A.
`
`Petitioners' Ex. 1027 - Page 1
`
`

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`Downloaded from SAE International by Justina Sessions, Tuesday, October 27, 2015
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`ISSN 0148-7191
`Copyright 1992 Society of Automotive Engineers, Inc.
`
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`
`Petitioners' Ex. 1027 - Page 2
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`The Increasing Role of Communication
`Satellites In Commercial Aircraft Operations
`Bill Ruhl and Richard Hobby
`Honeywell, Inc.
`
`ABSTRACT
`
`An overview of the aeronautical satell~te communication
`(SATCOM) system is provided to establish the background for
`describing and quantifying airline benefits.
`The drivers are identified that will determine the availability
`of benefits such as air traffic control (ATC) communications,
`navigation improvements, and passenger services through pub-
`lic and private switched telecommunication networks.
`Further identified is the airborne system requirements that
`may be standardized by regulatorybodies to support, later in this
`decade, additional oceanic capacity and reduced oceanic aircraft
`spacing while maintaining or improving the safety and regular-
`ity of flight.
`
`INTRODUCTION
`
`The purpose of this paper is to outline the airline benefits
`that will be available through the increasing role of satellites for
`communication and navigation purposes. The major emphasis
`will be on satellite communication contributions and how they
`will provide aircraft crews with global, high-quality, reliable
`voice (commercial telephone quality) communications and sup-
`port the aeronautical telecommunication data network of the
`future. This communication capability will reduce flight deck
`workload, provide air traffic managers with information neces-
`sary to improve routing over oceanic areas andenable the airlines
`to have worldwide Aircraft Communications Addressing and
`Reporting System (ACARS/AIRCOM) coverage.
`The satellite communication system is the airlines' reliable
`link to the ground; but, to obtain the operational benefits, aircraft
`of the future will have to be equipped with Inertial Reference
`Systems (IRS), Global Positioning Systems (GPS), Flight Man-
`agement Systems (FMS), and a means to provide management
`of the aircraft communications.
`Another benefit to the airlines is the ability of satellite
`communication systems to support the rapid emergence of
`expanded passenger cabin services on a worldwide basis. These
`services include passenger telephone, catalog sales, duty-free
`sales, and facsimile (FAX) communications. In the future,
`airborne satellite communication systems will support passen-
`ger transmission of their personal computer information via the
`worldwide packet switched public data network.
`
`AERONAUTICAL SATELLITE COMMUNICATION
`SYSTEM OVERVIEW
`The following paragraphs provide an overview of the aero-
`nautical communication satellite system, including adescription
`of
`
`- the total communication system
`- aircraft communication services
`- satellite communication avionics
`- airborne system operation
`- avionics subsystem redundancy
`TOTAL COMMUNICATION SYSTEM - The Aviation
`Satellite Communications System (ASCS) has been designed to
`provide worldwide, continuous, multichannel voice and data
`communication capabilities for commercial aircraft. In addition
`to the airborne ASCS avionics, collectively referred to as an
`Aircraft Earth Station (AES), the total communication system
`consists of satellites in geostationary orbit, Ground Earth Sta-
`tions (GESs), and public as well as private voice and data
`terrestrial telecommunication networks. Satellites support L-
`band microwave links to and from aircraft, and provide
`C-band microwave links to and from GESs. The communi-
`cation system configuration is illustrated in Figure 1. The
`commercial air transport AES, in general, will be compliant with
`Aeronautical Radio Incorporated (ARINC) Characteristic 74 1,
`"ASCS," and ARINC Characteristic 746, "Cabin Communica-
`tions System."
`AIRCRAFT COMMUNICATION SERVICES - The AES
`will provide data service at rates from 600 to 10,500 bits per
`second (bids), surpassing by several times, the throughput
`capabilities of the present VHF ACARS, which is also limited in
`operation to line-of-sight ground stations. Voice circuits pro-
`vide full-duplex, telephone quality communications capability,
`far surpassing HF radio as presently used in oceanic regions in
`terms of reliability and quality. Circuits may be established to any
`voice or data terminal connected to the worldwide public switched
`telephone network or, through special arrangements, with pri-
`vate networks such as those provided by Societe Internationale
`de Telecommunications Aeronautiques (SITA) and ARINC for
`airline operations. Provisjons are included for voice and data
`communication with ATC, supporting departure clearances by
`data link as well as automatic dependent surveillance reports for
`nonradar position reporting in oceanic regions that will allow
`
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`GEOSTATIONARY
`SATELLITES
`
`-RE-CLEARANCE
`DATALINK APPLICATIONS
`
`-FLIGHT FOLLOWING
`
`416 GHz (INMARSAT)
`11/14 GHz (AMSC)
`
`CABIN VOICE
`CABIN DATA
`
`ACARS/AIRCOM
`-WEATHER DATA
`-PERFORMANCE MONITORING
`AIRCRAFT EARTH
`STATIONS
`
`ACARSIAIRCOM NETWORKS
`
`CABIN VOICE/DATA NETWORKS
`ATC NETWORKS
`GROUND EARTH
`STATION
`
`
`
`Figure 1. Satellite Communications System
`
`more efficient flight paths by permitting safe reductions in
`aircraft separation over oceanic regions and improved routing.
`In addition to serving the flight deck andcabin crew, an AES
`can also provide telephone service for passengers. The airlines
`may limit this service to air-initiated calls only. Telephone
`service includes voice circuits, however, data from specially
`provisioned laptop PC modems and FAX machines can also be
`accommodated for communication between the aircraft and the
`ground. - The AES system configuration is illustrated in Figure 2.
`The system has the flexibility to meet all operational re-
`quirements that vary from airline to airline by incorporating an
`owner's database file with the ability to updatehevise the system
`operation either through a line replaceable unit front connector,
`andlor through a rear connector on aircraft that provide a flight
`deck central software loading capability.
`SATELLITE COMMUNICATION AVIONICS - The two
`primary functions of the AES are to transmit messages to be
`relayed by satellite to a GES and to receive messages that have
`been transmitted by a GES and relayed by satellite. The AES will
`accept data and voice messages from various sources on board
`the aircraft, encode and modulate this information to the appro-
`priate radio frequency carrier frequencies, and transmit these
`carriers towards the satellite. The AES will also receive RF
`signals from satellites, demodulate these signals, perform nec-
`essary decoding of encoded messages, and output data or voice
`for use on board the aircraft.
`Avionics Subsystem - The core multichannel satellite com-
`munication avionics subsystem consists of the following line
`replaceable units:
`- Satellite Data Unit (SDU)
`- Radio Frequency Unit (RFU)
`- High Power Amplifier (HPA)
`
`The SDU and the RFU are a functional doublet per ARINC
`74 1. These two units direct, encodeldecode, and frequency
`translate the data and voice to accommodate effective airlground
`communications via satellite. In addition, the SDU provides the
`overall AES (consisting of antenna and avionics subsystems)
`control/monitoring, and supports three voiceldata flight deck
`channels The RFU provides three more voiceldata channels.
`An IRS, or possibly a flight management system (FMS), or
`automatic dependent surveillance unit (ADSU), provides air-
`craft position (latitude, longitude) and attitude (pitch, roll,
`heading) information to the AES for "open-loop" steering of the
`high gain antenna (HGA). This data is also required by the FMS
`or ADSU for transmission to the FAA for future ATC purposes.
`The position/attitude data may be providedfromvarious sources,
`depending upon the type of installations on the aircraft. For
`instance, data may originate from an ARINC 702 Flight Man-
`agement Computer or ARINC 704/73 8 Inertial Reference Units.
`The HPA is responsible for boosting the power of the signals
`received from the SDURFU to the levels required for broadcast.
`If a single voice or data channel is required at a given time,
`a Class C HPA will suffice. Multiple virtual data circuits may be
`supported on a single physical data channel. If, however, mul-
`tiple channels are required simultaneously, a linear HPA will be
`required due to the frequency division multiple access (FDMA)
`system employed wherein multiple channels are provided on
`different carrier frequencies.
`AES Control - The control of the multichannel satellite
`communication system will be provided by a communications
`ARINC 724B Management Unit along with an ARINC 739
`multipurpose control display unit (MCDU) or the audio flight
`deck management system.
`Flight deck control of the AES is avery complex issue, as it
`
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`Figure 2. Aircraft Earth Station
`
`involves integration of Satellite Communications (SATCOM)
`into the existing man-machine interfaces for the crew, modifi-
`cations to emergency procedures, and methods to accommodate
`airline operational control. Discussion of these items is beyond
`the scope ofthis paper, but the industry is pursuing the resolution
`of these issues.
`AIRBORNE SYSTEM OPERATION - Special data ser-
`vices supported by SATCOM will include a means wherein a
`ground-based user can instruct an aircraft to report specified data
`either once or at regular intervals.
`Data reporting will support ATC via, for example, ADS
`messages, and reporting of engineering status information.
`Priority Levels - A range of priorities is required for
`different types of messages traversing the satellite communica-
`tion system. The Inmarsat system is able to accommodate
`virtually any foreseeable precedence requirements because the
`system design internally provides up to 16 levels of priority for
`data transfer.
`The following data link application priority levels are
`derived from Article 5 1 of the International Telecommunica-
`tions Union Radio Regulations.
`Data Link
`Priority
`Level
`(lowest)
`0
`
`- d
`Cate~orv
`Aeronautical Administrative Communications
`(AAC)/Aeronautical Public Correspondence
`(APC) Low
`AACIAPC Normal
`AACIAPC High
`AACIAPC Urgent
`Reserved
`Administered
`Government Messages
`UN Charter Messages
`Air Traffic Services Control (ATSC)
`Aeronautical Operational Control (AOC)
`Flight Regularity Messages
`
`1
`2
`3
`4
`5
`6
`7
`8
`
`ATSCIAOC Meteorological Messages
`ATSCIAOC Flight Safety Messages
`ATSCIAOC Radio Direction Finding
`ATSCIAOC Urgent Communications
`ATSCIAOC Distress Calls and Messages
`Reserved
`Reserved
`
`9
`10
`11
`12
`13
`14
`15
`(highest)
`These priority levels correspond to the levels defined in
`Table 1 and used within the satellite system.
`
`Table 1. AMSS Precedence Structure
`
`Precedence
`Number
`15
`
`14
`13
`
`12
`11
`10
`
`9
`8
`7
`6
`
`5
`
`0-4
`
`Message Category
`Signaling for distresslurgency voice and data; and
`Voice: Flight distresslurgency voice messages
`Data: Distresslurgency data messages
`Signaling for all voice and data, numbers 6-12
`below
`Voice: Flight safety voice messages
`Data: Flight safety data messages
`Voice: Meteorological and flight regularity voice
`messages
`Data: Meteorological data messages
`Data: Flight regularity data messages
`Data: Aeronautical administrative data messages
`Data: NOTAM - Class 1 distributiondata messages
`Signaling for voice and data, numbers 0-4 below
`Voice: All voice messages not included above
`(e.g., APC)
`Data: Precedence number selected according to the
`priority code in the Data Call Request
`NOTES: 1. Precedence numbers are in ascending order
`of priority.
`2. Precedence numbers 6 through 15 apply to
`ATS and AOC communications.
`
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`DATA SERVICE CAPABILITIES
`
`Arcraft Data Interfaces - With the exception of circuit-
`mode data services for such applications as FAX and PC data,
`data services are made available to aircraft avionics applications
`in the form of a standard packet data interface (a "network-layer"
`interface) compliant with the International Organization for
`Standardization (ISO) Standard 8208 for Open Systems Inter-
`connection (OSI). This means the aircraft operator may connect
`data terminal equipment compatible with this international
`standard to the SATCOM SDU. Aircraft currently carry ACARS
`management units that operate only in a connectionless mode
`and do not fully conform to IS0 Standard 8208. The satellite
`system is able to accommodate this ACARS equipment by means
`presently under development by INMARSAT and the Airlines
`Electronic Engineering Committee (AEEC).
`Data Transmission Rate - The transmission rate available
`to the aircraft user depends on the aircraft equipment and, in
`particular, on the antenna gain. It also depends on the capabili-
`ties of the satellite serving a particular region of the Earth and
`the GES being communicated to. Typically, using a satellite of
`the Inmarsat second-generation type, a high-gain steerable
`aircraft antenna (' 12 dB') permits data transmission in the order
`of 4,800 to 10,500 bitls, whereas for low-gain, unsteered anten-
`nas ('0 dB') the rates are 600 to 1200 bitls.
`Establishment of Data Links - Data transmissions may be
`initiated automatically or by a human operator, from the ground
`or from the aircraft. SATCOM avionics may carry several
`packet-data calls quasi-simultaneously, connecting different
`data-terminal equipment on the aircraft to different units on the
`ground. Data messages can be sent through any satellite to a GES
`that has been logged onto by the AES.
`Error Control - As a basic facility, the system provides a
`high level of error control. Techniques used are power level
`Effective Isotropically Radiated Power (EIRP) control, forward
`error-correction coding on the physical transmission channel,
`and an Automatic RepeatlQuery (ARQ) system at the link level.
`The probability of a user receiving data containing undetected
`errors is very low; typically a bit error rate of less than 1 in 10".
`
`VOICE SERVICE CAPABILITIES
`
`Air-to-Ground Communications - For all airborne users,
`the public telephone is used like a normal ofice telephone. An
`international number is called, beginning with the international
`prefix, followedby the country code, and the called number. The
`satellite system automatically sets up the call. The dialing and
`subsequent progress of the call, as perceived by the calling and
`called parties, follows the pattern of a terrestrial call.
`In the case of airline passenger calls, a means of charging
`for the call will be present on the telephone (usually a credit-card
`reader). When a credit card is used, the system transfers relevant
`details of the card to the ground where they are combined with
`recorded details of the call for billing purposes. Authorization
`andvalidity checks on the card may be made either on the aircraft
`or on the ground. For flight deck or cabin use for corporate
`aircraft, charging is done automatically by recording satellite
`usage at the GES. The identity of the aircraft and duration of the
`call are the main parameters for this purpose, and they are
`recorded by monitoring the internal system signals used in
`setting up and clearing down calls.
`
`Ground-to-Air Communications - Ground-to-air calls to
`the flight deck (or to the cabin of non-airline aircraft) are made
`either from a private line or by special arrangement (call
`authentication by the GES) from the public switched network
`connected to the GES. Ground-to-air public correspondence
`calls can be permitted for airline passengers at the discretion of
`the airline. The reasonsfor this option include the effort required
`to locate the called party on the aircraft, inability to identify a
`particular flightlaircraft by a public telephone number, and
`security considerations.
`Voice Call User-Protocols - The system incorporates full
`internal signaling facilities to set up, clear down, and otherwise
`manage voice calls. Built upon these facilities, call procedures
`are being developed to handle the user requirements of special
`applications. Public telephone call protocols are a simple ex-
`ample. In this case, the caller and called party recognize signals
`such as dial tone, busy signal, etc, and act accordingly (start
`dialing, hang up and try again.. .), thereby implementing the
`telephone protocols by their own actions. The SDU provides
`these audible signals to users just as (ground) public telephones
`do, making the system familiar to users. For ATC, AOC, and
`other professional communications, special requirements arise
`which are not found in public telephones such as the need to
`resolve priorities between conflicting calls, to hold channels on
`standby, to broadcast, etc. The development of user-protocols
`(i.e., operational procedures and techniques) for these cases is
`under way by the AEEC, RTCA, and ICAO. The satellite system
`provides internal signaling mechanisms needed to support all
`envisaged voice-call protocols for ATC and AOC use.
`Choice of Aeronautical GES - In addition to serving the
`flight deck and cabin crew, optional voice and data services may
`be provided for passengers. The crew will have the option of
`preempting any circuit at any time it is being used by a passenger.
`They will also be able to seize any circuit on a priority basis as
`soon as it is released by a passenger. A large passenger aircraft
`will necessitate a cabin communication system (CCS) which
`includes a cabin telecom unit and a cabin distribution system to
`switch between a large number of telephones and to provide the
`more sophisticated features of an Integrated Services Digital
`Network.
`Charges for passenger services are billed by the service
`provider against the passenger's credit card.
`AVIONICS SUBSYSTEM REDUNDANCY - Different
`degrees of redundancy can be provided depending on the needs
`of a particular application. At the simple extreme, an aircraft
`may be equipped with a low gain antenna (LGA) and a second
`HPA to back up the primary system which includes an HGA. A
`more complex systemcan consist of dual essential functions; i.e.,
`data, flight deck voice with either a LGA and HGA, or dual
`HGAs. At the extreme, a completely redundant satellite system
`which is capable of independent, simultaneous operation may be
`provided.
`
`AIRLINE BENEFITS
`
`The following paragraphs identifyldescribe the categories
`of airborne communications that will significantly impact air-
`line revenue and costs.
`The Air Traffic Services (ATS) - Advantages and im-
`provements are based on the availability of worldwide
`communications, navigation and surveillance data sent
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`via the airborne SATCOM through the public andfor
`private switched networks. There is consideration for the
`future of transmitting this data from the aircraft directly
`to an ATC GES and then to the controller.
`Airline %erational Control/Administrative Communica-
`tions (AOCJAAC) - SATCOM will expand the existing
`line-of-sight VHF ACARSI AIRCOM systems to a world-
`wide network that can constantly provide aircraft opera-
`tional performance and scheduling information to the
`airline operator.
`Aeronautical Public Corres~ondence (APC) - Through
`satellite airborne communication systems on airline can
`enhance passenger service(s), and increase revenue and
`customer loyalty.
`service enhance-
`AIR TRAFFIC BENEFITS - Air traffic
`ments will offer airlines the opportunity for expansion of routes
`over the oceans in the mid to late 1990s, and reduce operating
`costs in the areas of fuel and time.
`Areas that contribute to these savings are complex and
`require interactive participation by worldwide regulatory au-
`thorities. Other factors include aircraft equipage, standardiza-
`tion of procedures, availability of a worldwide global positioning
`system with integrity monitoring, reporting to the aircraft, and
`implementation of the aeronautical telecommunication net-
`work. A detailed discussion of these contributing areas would
`encompass a paper on its own and are not addressed at this time.
`We have assumed that these capabilities are being made avail-
`able in a timely fashion and therefore, examine the improve-
`ments available to airlines as a result of aircraft being equipped
`with SATCOM.
`Figure 3 illustrates the potential advantages of having
`SATCOM on an aircraft to provide automatic dependent surveil-
`lance information to oceanic controllers. In addition to these
`advantages, the FAA has indicated further improvements can
`potentially be realized if aircraft operating worldwide are equipped
`with GPS and Traffic Alert and Collision Avoidance System
`(TCAS).
`One of the aviation industry s key concerns is that, without
`increasing oceanic capacity, operational growth in this area will
`
`be limited since flight routes are already becoming congested.
`Since this is the fastest growing sector of airline operations, this
`would have a major impact on airline revenue.
`In the area of voice, the satellite system will enable direct
`pilot-to-controller communication via a near toll quality com-
`munication through the public switched network. The world-
`wide Aeronautical Telecommunications Network (ATN) data
`link system will provide numerous benefits, such as real-time
`issuance of notice to airman (NOTAM), meteorological infor-
`mation, and improvement in safety by effectively extending
`ground radar systems to oceanic areas. Figure 4 illustrates these
`benefits.
`Thus with the future overwater aircraft being equipped with
`satellite communications, GPS, TCAS, and based on our as-
`sumption that the ground infrastructure will be in place, the
`airlines will realize the following benefits:
`Reduced aircraft operating cost - fuelhime
`Increase oceanic capacity, reduced congestion
`Improvement in safety
`Real-time NOTAM, flight plan changes, meteorology
`information
`Direct pilot/controller communication
`Airline Operational Control Benefits - Operational controll
`administrative satellite communication benefits are due to air-
`lines having a real-time, continuous communication link with
`their aircraft on a worldwide basis. This results in the airline
`being able to effectively handle diversion management, perfor-
`mance monitoring and analysis, scheduling, aircraft mainte-
`nance, minimizing ground delays, and generally improving
`aircraft utilization through real-time flight following. Figure 5
`illustrates these advantages.
`To realize full benefits, airlines will have to upgrade their
`ACARS ground computer system to be compatible with ATN
`using the industry standardized communication protocols for
`"data-3 ."
`NOTE: Operational control and administrative communi-
`cation is now supported on a worldwide basis with satellites,
`GESs, and interoperational agreements with service providers
`such as SITA, ARINC using data-2, which is a subset of data-3.
`
`WITHOUT AUTOMATIC
`DEPENDENT
`SURVEILLANCE
`
`WITH AUTOMATIC
`DEPENDENT
`SURVEILLANCE
`
`ANTICIPATED
`= BENEFITS
`
`INCREASED OCEANIC
`CAPACITIES
`REDUCED SPACING
`IMPROVED ROUTING
`
`10 MINUTES
`FLYING TlME
`IN TRAIL
`
`5 MINUTES
`FLYING TlME
`IN TRAIL
`
`60 MILES
`LATERALLY
`
`2,000 FEET
`VERTICALLY
`
`Figure 3. Satellite Communications
`
`Petitioners' Ex. 1027 - Page 7
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`Present Oceanic
`Oceanic Communication
`Using Satellite Systems
`Communications
`
`HF !
`
`VOICE
`
`AVIONICS
`
`EQUIPPED
`
`ATC \
`SITUATION
`DISPLAY
`
`WORKSTATION
`
`Benefits
`tact
`Direct pilot-to-controller con
`Real-time issue of NOTAMs
`A ! Meteorological information
`
`Figure 4. Air Traffic Management
`
`Airline Benefits
`
`Diversion management
`
`Flight following
`
`Performance monitoring
`
`STATIONS
`
`DATANETWORK ii!
`
`i
`i
`i
`
`'
`
`DATANETWORK
`
`!-i
`
`I
`
`7 i
`i
`!
`
`AIR
`TRAFFIC
`
`!
`!
`!
`!
`I
`i
`
`MAINTENANCE,
`
`i
`i
`i
`i i
`i
`
`AIR CARRIER
`
`L .-.-.-.-.-.-.-. 2
`
`Figure 5. Worldwide Administrative Communication
`
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`Public Correspondence Benefits - Aeronautical Public Cor-
`respondence airline benefits are characterized in two ways:
`1. Increased revenue from passenger use of services
`2. Providingpassengers withexpanded services which will
`build customer loyalty and fill seats.
`The SATCOM system's contribution is the ability to provide
`communication services to airline customers on a worldwide
`basis. Services such as telephone, FAX, and PC modem commu-
`nications, allow reservation services, support catalog sales, news
`broadcasts, and duty-free sales. Figure 6 illustrates these advan-
`tages.
`
`Credit card activated automatic
`telephone connections worldwide
`
`Reservation of hotels, cars,
`flights etc. during flight
`
`Facsimile, data communications
`using personal computers
`
`Catalog sales
`
`Figure 6. Passenger Correspondence Revenue
`
`To quantify these passenger communication benefits, avail-
`ability is a key factor:
`Single channel public correspondence is available now.
`The type of services offered is dependent on the cabin system, the
`number of satellite channels dedicated to the cabin, and devel-
`oping a means to utilize the public switched network for the cabin
`data.
`A future growth capability will be to incorporate a means for
`cabin packet data to be sent directly to the SATCOM Avionics,
`thus eliminating the need to route all data through the ACARSI
`AIRCOM system. To accomplish this goal, there must be a
`coordinated plan developed involving Inmarsat, GES suppliers,
`and service providers.
`
`Air Traffic - Service benefits are in various stages of
`development:
`Satellite voice is available to support flight deck use, but
`there are two industry issues that must be resolved:
`1. Integration of satellite voice control into the aircraft
`flight deck audio systems. It is anticipated aircraft will
`have integrated flight deck voice certified in mid to late
`1993.
`2. The ground infrastructure in place to enable the airline
`crew to communicate directly to the air traffic control-
`lers for oceanic regions. There are tests being initiated
`in 1992 to address this issue. Anticipated timing of this
`capability is very subjective and is dependent on the
`various countries' implementation schedules.
`Automatic dependent surveillance, air traffic data link, and
`aeronautical telecommunication network capability are antici-
`pated to be available in the mid to late 1990s. In this regard there
`are the following issues:
`Ground infrastructure to support the displaying of the
`surveillance information, and enabling controllers to
`contact the aircraft (two-way data link) to manage oceanic
`traffic on a real-time basis.
`GPS has the potential to offer additional benefits to the
`airline, but the timing of this is dependent on:
`- GPS integrity monitor and report capability anticipated
`to be available on the third generation Inmarsat satel-
`lites, that will begin operation in 199411995.
`- The ability to utilize the American GPS and CIS
`Glonass systems to provide improved worldwide cover-
`age and enable GPS to be certified as a sole source
`means of navigation.
`- Coordinated solution to the potential interference be-
`tween multichannel satellite systems, Glonass, and
`GPS. Although a solution has not been agreed upon,
`frequency management appears to be the only practical
`solution to this problem. Frequency management in-
`volves restricting channel assignments to each AES
`within a range, thus increasing the order of the
`intermodulation products and hence reducing their
`power level at the Glonass frequencies.
`Public Correspondence - Cabin public correspondence is
`available through the satellite system now, but is limited
`in the following areas:
`- Telephone service is available, but the number of
`channels that can be dedicated to the phone is presently
`limited. Additional capacity will be available in early
`1993.
`- FAX is planned to be available in 1993.
`- PC modem data availability will be late 1993 or early
`1994.
`Airline Operational Control - The extension of line-of-
`sight VHF ACARSIAIRCOM is now available utilizing
`Inmarsat defined system data-2 at 600 bits. It is antici-
`pated that high- speed data-2 will be available in mid
`1993. Data3 is planned for late 1993 or early 1994.
`SATCOM ReauirementslConstraints - An area of future
`concern to the airline industry is, will the proposed reduced lane1
`aircraft spacing (increased capacity) be accomplished with an
`"essential level system" without imposing onerous availability
`requirements, andlor redundancy of the airborne satellite sys-
`
`Petitioners' Ex. 1027 - Page 9
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`tem, and the associated surveillance equipment? Although this
`question can not be answered at this time, the lowest risk
`approach for the airlines is to ensure that a growth path is
`available that will not penalize the airline, nor require extended
`aircraft downtime. Thus, a logical growth upgrade path is
`required.
`
`Areas to consider are:
`Aircraft antenna provision should accommodate single
`high-gain with a low-gain backup or growth for a second
`HGA.
`Single-channel satellite communication system installa-
`tion with growth space or provision to accommodate
`possible redundancy of avionics to support essential flight
`decWdata functions in the future.
`
`SUMMARY
`
`The airline benefits available from airborne satellite com-
`munications are in the area of air traffic services, airline opera-
`tional control, and public correspondence