Iridium manual version 1.2



ICAO TECHNICAL MANUAL FOR

IRIDIUM

AERONAUTICAL MOBILE SATELLITE (ROUTE) SERVICE

DRAFT v1.120

1974 May August 2006

|Date & |Change |

|Version | |

|9/20/05 v0.1 |Draft WP-05 submitted for ACP-WGM-IRD-SWG01 |

|11/1/05 v0.2 |Draft WP-02 submitted for ACP-WGM-IRD-SWG02 with input from IRD-SWG01 |

|2/15/06 v0.3 |Draft WP-05 submitted for ACP-WGM-IRD-SWG03 with input from IRD-SWG02 |

|5/17/06 v1.0 |Draft WP-04 submitted for ACP-WGM-IRD-SWG04 with input from IRD-SWG03 |

|5/19/06 v1.1 |Draft with input from ACP-WGM-IRD-SWG04 |

|v1.2 |TJ |

| | |

Table of Contents

MANUAL FOR i

IRIDIUM i

AERONAUTICAL MOBILE SATELLITE (ROUTE) SERVICE i

DRAFT v1.2 i

4 August 2006 i

1 Introduction 1

1.1 Objective 1

1.2 Scope 1

1.3 Background 1

2 Services, user requirements and operational benefits 4

2.1 Operational services 4

2.1.1 General 4

2.1.2 Air traffic services (ATS) 6

2.1.3 Aeronautical operational control (AOC) 7

2.1.4 Non-safety services 7

2.2 User requirements 7

2.2.1 Minimum available throughput 7

2.2.2 Maximum transit delay 8

2.2.3 Priority 8

2.2.4 Reliability/integrity 8

2.2.5 Protection 9

2.2.6 Minimum area of connectivity 9

2.2.7 Cost/benefit 10

2.2.8 Interoperability 10

2.3 Anticipated operational benefits 10

2.3.1 General 10

2.3.2 Benefits on oceanic scenario 10

2.3.3 ADS message handling function 11

2.3.4 Two way data link communications function 11

2.3.5 Digital voice communications 11

2.4 Operational scenarios 12

2.4.1 High air traffic density oceanic areas 12

2.4.2 Low air traffic density oceanic/continental en route areas 12

2.4.3 High air traffic density continental en route areas 13

2.4.4 Terminal areas 13

3 Standardization activities 15

3.1 AMS(R)S system operator specifications 15

3.2 AEEC and ARINC Characteristics 15

3.3 Minimum operational performance standards (MOPS) 16

3.4 Satellite system access approval 16

3.5 Avionics and certification 16

3.5.1 Avionics 16

3.5.2 Airworthiness certification 16

3.5.3 Type acceptance 17

3.5.4 Licensing and permits 17

3.5.5 Service providers 17

4 ICAO Activities 17

4.1 Institutional arrangements 17

4.2 AMS(R) spectrum availability 22

4.3 Standards and Recommended Practices (SARPs) 22

4.4 Future developments 22

5 Iridium Satellite Network 23

5.1 Overview 23

5.2 System Architecture 24

5.2.1 Space Segment 25

5.2.2 Terrestrial Segment 27

5.3 Channel Classifications 28

5.3.1 Overhead Channels 28

5.3.2 Bearer Service Channels 29

5.4 Channel Multiplexing 29

5.4.1 TDMA Frame Structure 30

5.4.2 FDMA Frequency Plan 30

5.4.3 Duplex Channel Band 30

5.4.4 Simplex Channel Band 32

5.5 L-Band (1616-1626.5 MHz) Transmission Characteristics 33

5.5.1 Signal Format 33

5.5.2 Power Control 34

5.6 Call Processing 34

5.6.1 Acquisition 34

5.6.2 Access 36

5.6.3 Registration and Auto-Registration 36

5.6.4 Telephony 37

5.6.5 Handoff 38

5.7 Voice and Data Traffic Channel 39

5.8 Iridium Data Services – RUDICS and SBD 40

5.8.1 Iridium RUDICS Service 40

5.8.2 Iridium SBD Service 42

6 Iridium AMS(R)S system 45

6.1 System overview 45

6.2 System elements 45

6.2.1 Aircraft Earth Station 45

6.2.2 Space segment 45

6.2.3 Ground Earth Station 46

7 iridium AMS(R)S Standardization activities 46

7.1 IRDIUM Air Interface Specifications 46

7.2 AEEC and ARINC Characteristics 46

7.3 Minimum operational performance standards (MOPS) 46

7.4 Satellite system access approval 46

7.5 Avionics and certification 47

7.5.1 Avionics 47

7.5.2 Airworthiness certification 47

7.5.3 Type acceptance 47

7.5.4 Licensing and permits 47

7.5.5 Service providers 47

8 Comparison of AMS(R)S SARPs and expected Iridium performance 47

8.1 RF Characteristics 48

8.1.1 Frequency Bands 48

8.1.2 Emissions 48

8.1.3 Susceptibility 49

8.2 Priority and Preemptive Access 49

8.3 Signal Acquisition and Tracking 50

8.4 Performance Requirements 52

8.4.1 Designated Operational Coverage 52

8.4.2 Failure Notification 52

8.4.3 AES Requirements 53

8.4.4 Packet Data Service Performance 53

8.4.5 Voice Service Performance 56

8.4.6 Security 57

8.5 System Interfaces 58

9 Implementation guidance 65

9.1 Theory of operation 65

9.2 Services supported 65

9.3 Operation 65

9.4 Avionics 65

9.5 Future services 65

Appendix A: Aircraft Earth Station RF Characteristics 66

Appendix B: ATN overview 70

tbd. 70

Appendix C: ACRONYMS 70

1 Introduction

1.1 Scope 2

1.2 Iridium AMS(R)S 2

1.3 Applicable Documents 3

2 Iridium Satellite Network Overview 5

2.1 System Architecture 5

2.1.1 Space Segment 6

2.1.2 Terrestrial Segment 8

2.2 Channel Classifications 8

2.2.1 Overhead Channels 9

2.2.2 Bearer Service Channels 10

2.3 Channel Multiplexing 10

2.3.1 TDMA Frame Structure 10

2.3.2 FDMA Frequency Plan 11

2.3.3 Duplex Channel Band 11

2.3.4 Simplex Channel Band 13

2.4 L-Band (1616-1626.5 MHz) Transmission Characteristics 14

2.4.1 Signal Format 14

2.4.2 Power Control 15

2.5 Call Processing 15

2.5.1 Acquisition 15

2.5.2 Access 17

2.5.3 Registration and Auto-Registration 17

2.5.4 Telephony 18

2.5.5 Handoff 19

2.6 Voice and Data Traffic Channel 20

2.7 Iridium Data Services – RUDICS and SBD 21

2.7.1 Iridium RUDICS Service 21

2.7.2 Iridium SBD Service 23

3 AMS(R)S SARPs Compliance 25

3.1 RF Characteristics 25

3.1.1 Frequency Bands 25

3.1.2 Emissions 25

3.1.3 Susceptibility 26

3.2 Priority and Preemptive Access 26

3.3 Signal Acquisition and Tracking 27

3.4 Performance Requirements 28

3.4.1 Designated Operational Coverage 28

3.4.2 Failure Notification 28

3.4.3 AES Requirements 29

3.4.4 Packet Data Service Performance 29

3.4.5 Voice Service Performance 31

3.4.6 Security 32

3.5 System Interfaces 33

Appendix A: Aircraft Earth Station RF Characteristics 39

Appendix B: ACRONYMS 43

1 Introduction 1

1.1 Scope 1

1.2 Iridium AMS(R)S 2

1.3 Applicable Documents 3

2 Iridium Communication System Overview 5

2.1 System Architecture 5

2.1.1 Space Segment 6

2.1.2 Terrestrial Segment 8

2.2 Channel Classifications 8

2.2.1 Overhead Channels 9

2.2.2 Bearer Service Channels 10

2.3 Channel Multiplexing 10

2.3.1 TDMA Frame Structure 10

2.3.2 FDMA Frequency Plan 11

2.3.3 Duplex Channel Band 11

2.3.4 Simplex Channel Band 13

2.4 Subscriber Link Transmission Characteristics 14

2.4.1 Signal Format 14

2.4.2 Power Control 15

2.5 Call Processing 15

2.5.1 Acquisition 15

2.5.2 Access 17

2.5.3 Registration and Auto-Registration 17

2.5.4 Telephony 18

2.5.5 Handoff 19

2.6 Voice and Data Traffic Channel 20

2.7 Iridium Data Services – RUDICS and SBD 21

2.7.1 Iridium RUDICS Service 21

2.7.2 Iridium SBD Service 23

3 AMS(R)S SARPs Compliance 25

3.1 RF Characteristics 25

3.1.1 Frequency Bands 25

3.1.2 Emissions 25

3.1.3 Susceptibility 26

3.2 Priority and Preemptive Access 26

3.3 Signal Acquisition and Tracking 27

3.4 Performance Requirements 28

3.4.1 Designated Operational Coverage 28

3.4.2 Failure Notification 28

3.4.3 AES Requirements 29

3.4.4 Packet Data Service Performance 29

3.4.5 Voice Service Performance 31

3.4.6 Security 32

3.5 System Interfaces 34

Appendix A: Aircraft Earth Station RF Characteristics 39

Appendix B: ACRONYMS 43

Introduction

Objective

The objective of this technical manual is to provide guidance to ICAO Contracting States, and to the international civil aviation community, on their consideration of the Iridium Satellite Network as a platform to offer aeronautical mobile satellite (route) service (AMS(R)S).

1 Scope

This manual contains information about aeronautical mobile satellite communications, using the Iridium Satellite Network, including applications, potential benefits, user requirements, system architecture, interoperability and technical characteristics, as well as space, ground and airborne equipment. Information on status of development and ICAO activities is also included.

Chapter 1 of this document describes some potential benefits that can be expected from the use of a satellite communication service for AMS(R)S. In addition, it provides an overview of how Iridium Satellite Network can support AMS(R)S.

Chapter 2 contains a generic description of a satellite communication system configuration including ground subnetworks, the Iridium Satellite subnetwork of which the Aircraft Earth Station (AES) is one part, and the aircraft subnetworks.

Chapter 3 is an informative section containing information provided by Iridium Satellite LLC on their compliance with ICAO AMS(R)S SARPs. Appendix A provides information on Iridium specific performance parameters pertaining to minimum operation performance standard for avionics supporting next generation satellite system as specified in RTCA DO-262.

Given that the performance of the future Iridium AMS(R)S system will highly depend on the performance of the underlying Iridium satellite subnetwork, we believe that this technical manual will provide valuable insight as guidance material of the performance of the future Iridium AMS(R)S system.

It is not the objective of this technical manual to serve as a verification report. Once the end-to-end Iridium AMS(R)S is designed, built, and tested, ISLLC, its AMS(R)S service providers, and its avionics manufacturers will submit certification and regulatory type approval material to Civil Aviation Administrator and other regulatory agencies of individual State for Iridium AMS(R)S certification.

Background

The ICAO Aeronautical Communications Panel (ACP) has carried forward the future air navigation systems planning that designated basic architectural concepts for using satellite communications, initially in oceanic and remote environments, and eventually in continental airspace. The progress toward satellite communications for aeronautical safety is realized through the preparation of Standards and Recommended Practices (SARPs) and guidance material by ICAO, and through the interactions of ICAO with other international bodies to assure that resources are coordinated and available.

Acceptance of the applicability of data links to air traffic services (ATS) as largely replacing voice communications has led planners to assure that all elements of system improvement are coordinated and broadly interoperable. The Aeronautical Mobile Satellite (Route) Service (AMS(R)S) provides a crucial part of the planned over all data network, called the aeronautical telecommunications network (ATN) which will provide end to end connectivity among computers used to support aircraft operations, including computers installed in aircraft. This network, developed and planned by ICAO, includes for example VHF data link subnetwork traffic for exchanging data where line of sight communications with aircraft is practical. The ATN is designed to carry packet data, providing rapid, efficient routing of user data related to safety and regularity of flight.

AMS(R)S systems comprises one of the subnetworks of the ATN. Interoperability between the various subnetworks is assured by means of standardized architecture for all elements, based on ICAO SARPs and guidance material.

Increased functional requirements in the flightdeck, together with the ever present needs to improve operational reliability, economy, and improved safety, are driving more and more avionics systems toward all digital implementations. AMS(R)S is a part of this revolution, providing automatic communications for ATS and aeronautical operational communications (AOC) to support reduction of the workload while improving operations.

AES implementation standardization will be assured by standards, co ordinated test plans and procedures under minimum operational performance standards (MOPS) under development by the Radio Technical Commission on Aeronautics (RTCA) and counterpart minimum operational performance specifications (MPS), developed and coordinated by the European Organization for Civil Aviation Electronics (EUROCAE).

Key technologies available only in the last few years at reasonable costs include small and effective aircraft antennae to link with the satellite electronics. While the ground earth stations are the end points for the AMS(R)S, the actual user communications can extend far beyond, going from the aircraft through the ATN to host computers and their terminals, and to voice users through the terrestrial telephone networks.

The sharing concept also may optionally include the AES with voice and data connections through an on board switching system to the cabin. This will permit services that could be attractive to airline passengers while using the same avionics equipment. Safety communications are assured of always having the highest priority, and will be available rapidly when needed.

The communications transactions will be arranged through contracts with the satellite and ground service providers. The avionics will be procured and installed by aircraft owners, while the satellite and ground earth stations initially will be operated commercially. Their services may be offered on various short and long term bases.

The use of satellite telecommunications for aeronautical communication service is an emerging technology. The current aeronautical communication systems are primarily High Frequency (HF), Very High Frequency (VHF) radio links to ground stations. Systems using these radio links have been traditionally known as Aeronautical Mobile Services (AMS) in general. When used in commercial aircraft, the services are identified with the term “Route”, usually by adding “(R)” to the acronym, indicating that the services apply to air traffic in the commercial air routes. The term “Off Route” applies to military aircraft, which do not fly in the commercial air lanes. The term AM(R)S thus refers to aeronautical mobile communications in the commercial air routes. The addition of the term “Satellite” refers to the emerging use of Satellite Communications for aeronautical communications, hence Aeronautical Mobile-Satellite (R) Service, AMS(R)S.

Satellite communications fit into the current radio link infrastructure because they provide services that traditional radio link communications cannot provide reliably. Excluding the possibility of “bouncing” HF signals off of the ionosphere, traditional radio communications are “line of sight” which limits aeronautical communications to a range of approximately 500 km even over “flat” terrain such as the ocean. Currently commercial air carriers are using satellite communications to provide AMS(R)S services in areas not covered by radio communications such as transoceanic flights. The present AMS(R)S technology is dependent on a geosynchronous satellite communications infrastructure which can only be accessed at lower latitudes ( ................
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