Amss Applications

Introduction 4
1.1 Objective 5
1.2 Concepts 5
1.2.1 CNS-ATM 6
1.2.2 RNAV 7
1.2.3 Free Flight 8
1.2.4 Gate to Gate 9
2 GNSS 10
2.1 Global position constellation 14
2.1.1 Global Position System (GPS) 14
2.1.2 GLONASS 17
2.1.3 Galileo 18
2.2 SBAS 21
2.2.1 WAAS 22
2.2.2 EGNOS 23
2.2.3 MTSAS 25
2.3 GBAS 26
2.3.1 DGPS 26
2.3.1.1 LAAS 28
2.3.2 RTK 28
2.3.3 GRAS 29
2.3.4 VDL 292.3.4.1 VDL Mode 1 30
2.3.4.2 VDL Mode -2 30
2.3.4.3 VDL Mode 3 30
2.3.4.4 VDL Mode 4 31
2.4 ABAS 31
2.4.1 RAIM 32
2.4.1.1 RAIM (FD) 32
2.4.1.2 RAIM (FDE) 33
2.4.2 AAIM 33
3 Communication Systems 34
3.1 INMARSAT 34
3.2 INTELSAT y EUTELSAT 37
3.3 IRIDIUM 39
4 New technologies and developing projects 41
4.1 VSAT 41
4.2 SDLS 44
4.3 MASSAO y Aerofleet projects 45
4.4 OPTIMAL project 48
5Conclussions 50
5.1 Role in CNS/ATM 50
5.2 Gate to gate? 53
5.3 New system beyond 2020 56
5.4 Comparison with the current ATM system 59
6 Acronyms 61
7 Bibliography 64
7.1 webpages 64
7.2 documents (all of them are in internet) 66
8 Appendix 68
8.1 Techniques of modulation 68
8.2 Standards and recommended practices in annexes 1,6 and 11 68
8.3 Data link services defined by ICAO 72Introduction
All forms of aviation need reliable communications, navigation and surveillance systems to enable them to operate safely and efficiently. The primary means of communications for civil aviation is VHF Radio Telephony (RT) and has been so for over 50 years. During that time the basic features have changed little except for the channel spacing which has gradually been reduced toprovide more channels within the available spectrum. The latest reduction to 8.33kHz is probably the last reduction that can be made.
In parallel with the introduction of 8.33kHz channels, the increased use of VHF data links (e.g. Modes 2 and 4) operating in the same band could eventually decrease the amount of voice traffic but only to be replaced with data traffic. In the transition period it islikely that additional channels will be needed to support legacy installations until all aircraft have the appropriate avionics, further increasing the pressure on the VHF band.
Despite the increased number of channels available in the VHF AM(R)S band with 8.33kHz and the increased use of data communications, the growth in traffic is forecast to outstrip the available VHF spectrum by 2015.Therefore new communications systems with scalable growth capabilities (e.g. CDMA type systems) are being considered. Amongst the candidate technologies are satellite systems.
Satellite communications could play an important role in Europe and other parts of the world to provide communications in areas where it is difficult for terrestrial based systems to offer a service. Additionally satellite systemscould provide an alternative communications medium to augment terrestrial systems or to act as a back-up system.
Satellite technology is already being used in support of ATS provision. One example of this is the use of satellite communications to support operational ATS in the Norwegian sector of the North Sea. In this area there are many helicopter flights at low level, many of which are beyondcoverage of radar or VHF radio communications. Helicopter flights in these areas are required to fit ADS-C equipment and their position is monitored by ATC. This system (known as Modified ADS or MADS) uses the INMARSAT Aero-L system compatible with the ICAO AMSS SARPS to enable the transfer of positional information from the helicopters to the ATC centres. The FANS 1/A system also uses satellitecommunications to support ATS primarily in remote and oceanic parts of the world.

1.1 Objective
This project presents the role of the satellite systems in the current and future time in the Air Traffic Management (ATM). It describes different parts of the Aeronautical Mobile Satellite System (AMSS) and others satellite systems which could be part in the new ATM concept , as well as some...