Portfolio update and roadmap

Transcription

1 Portfolio update and roadmap Dale Irish Head of Aviation Product Management

2 Agenda Product and Service timeline review SwiftBroadband network updates Alphasat Beijing Satellite Access Station (SAS) Russia Satellite Access Station 64E New services in development High-data-rate (HDR) Helicopter SB200evo Safety Services Oceanic Continental

3 Product and service roadmap Some key drivers Growth in SwiftBroadband is a combination of new users and a migration of users from Classic Users that have not migrated from Classic continue to press for more time Aero-H on commercial aircraft that are due to retire in less than 10 years Aero-I primarily on military aircraft, in a time of defence spending caps Swift 64 primarily on military aircraft, where circuit mode cryptography is still in use Other factors: Flight trial and approval timelines for SwiftBroadband Safety (SB-S) Service Recent flight tracking initiatives that leverage existing installations Inmarsat has a number of drivers to encourage service migration to SwiftBroadband Operational efficiencies gained through SwiftBroadband Forecast lifetime of the I-3s Maximising use of I-4s and Alphasat, plus a potential 4 th Ocean Region Planning for the I-6s

4 Inmarsat L-band services roadmap SB Safety network service available for flight tests SB-S network implementation SB-S flight test terminals available FANS evaluation SB Oceanic Safety Operational Service SB-S FANS Approval SwiftBroadband (through the lifetime of the I-4 / Alphasat network) Classic Aero H+ (I-3 and I-4 / Alphasat network) Classic Aero L (I-3 and I-4 / Alphasat network) Classic Aero I (Inmarsat intends to provide 5 year s notice of closure) Swift 64 (Supported at least until end 2018) Classic Aero H (Closure end 2018) Mini-M Aero (Closure end 2016) H Service Sunset Service Provider and Airline consultation process closure extended to end 2018 Aero C (I-3 and I-4 / Alphasat network) Dates shown are subject to change at Inmarsat s discretion

5 Alphasat: Addressing aviation terminal compatibility

6 Alphasat: What is the effect on aviation terminals? Most of the in-service terminals assume a circular coverage footprint as provided by the I-3 and I-4 satellites Terminals employ a complex selection algorithm to determine which of the I-3 or I-4 satellites to use at any given time Priority generally given to Classic Aero for support of safety services Many terminals expect to handover at the mid-point between the satellites As a result of the different coverage patterns and existing satellite selection algorithms, some terminal types are likely to experience service outages during satellite transition Classic Aero services are understood to be subject to the normal brief outage associated with any satellite handover

7 Alphasat: Example routes affected by the reduced coverage

8 Terminal updates Inmarsat is working with manufacturers whose products are affected In many cases an Owner Requirements Table (ORT) change is sufficient, in others a software update is required Where software updates are required the process typically comprises Software development, test and documentation Certification by relevant authorities Software Service Bulletin to be released by Airframe manufacturers Adoption by airline and scheduled deployment Aircraft operators are being advised to refer to Service Information Letters (SILs) as issued by the terminal manufacturers in order to access up-to-date information on the action to be taken, if any, in respect of in-service terminals Inmarsat has now scheduled the transition of Classic Aero, BGAN, FleetBroadband, and SwiftBroadband services to occur in March Inmarsat is not planning to transition any later than this date Aircraft operators are urged to implement these upgrades or configuration changes prior to transition

9 Beijing SAS Regulatory requirement that terminals used in the People s Republic of China (PRC) must transfer voice, data or video images through a domestic ground station. A new national SAS has been deployed by MCN To improve the seamless operation with the Beijing SAS, CN11 functionality enables SwiftBroadband terminals to automatically handover For terminals that do not have CN-11, Inmarsat has created a regional beam that closely conforms to the national boundaries of the PRC This forces de-registration of the aircraft terminal as it enters Chinese airspace When the terminal re-registers it will use the regional beam to register with the Beijing SAS National SAS Service Area Test capability established Regional Beam 13 Regional Beam 8 at Fucino for manufacturer testing Forced deregistration is planned to be introduced on July 15, 2014 RB13 UE registering in overlapping area RB8

10 Russia SAS To facilitate greater market access in Russia a National SAS will be deployed. this SAS will operate on similar principles as Beijing in that it will land traffic for terminals operating in Russia A contract with a local Distribution Partner has been signed for the funding and construction of the Russia SAS Expected service introduction is in Q / Q timeframe

11 National SAS: Cyber security National SAS cyber security program objectives: Ensure the confidentiality, integrity and availability of customer data and services on core Inmarsat-owned/managed BGAN networks Establish capability to identify abnormal, unauthorised or malicious traffic coming from or going to any BGAN National SAS infrastructure Restrict National-SAS traffic to only that which is required for normal operation and support of the national SASs Assure all BGAN customers that any National SAS installation poses no threat to the confidentiality, integrity and availability of their data and services Activities include: Standards compliance Independent testing Firewalls and protocol configuration Network behavioural analysis and anomaly detection/analysis Security incident event management

12 Introduction of a 4 th ocean region

13 Introduction of a 4 th ocean region at 64E Planned at the earliest for Q4 2015

14 Beijing and Russia are intended to operate on 64E Inmarsat would illuminate the rest of the 64E Ocean Region (OR) from its SASs

15 Introduction of a 4 th ocean region at 64E The I-4 satellite at 64E will be collocated (from a terminal point of view) with I-3 at 64E Classic planned to remain on I-3 until end of life, at which point the Perth Ground Earth Station (GES) will be transitioned to Classic over I-4 Russia and China SAS are expected to operate over this new 64E region Both would operate single-sas Inmarsat would install a new SAS that would control national SASs and would cover the remaining areas outside the national regions This is needed to ensure the global footprint of BGAN coverage to avoid outages on cooperative terminals, those which use classic for pointing A new SwiftBroadband and/or Classic OR will have to be broadcast on Classic bulletin board It is expected that the majority of terminals will need an ORT update so that 64E would be at equal priority to other I-4s Consultation with terminal manufacturers will commence

16 Update on SwiftBroadband developments HDR Helicopter SB200evo

17 SwiftBroadband Fixed wing HDR Drivers Full channel allocated to user supporting data rates, expected in excess of 650kbit/s Support both full channel (200kHz) and half-channel (100kHz) operation Asymmetric services to map with the user s traffic flow Timeline Land version of HDR released in 2013; good uptake with media users RAN 4.0 available globally to support manufacturer testing Flight trials of SwiftBroadband HDR are being scheduled for Q Commercial Service Introduction (CSI) date will be confirmed according equipment manufacturer schedule

18 SwiftBroadband rotary wing operation Builds on the current Swift64 user base Some SwiftBroadband use for background IP connectivity today HDR will enables error-free streaming class services Concept of operation whereby voice and (background) data connectivity is maintained over the duration of the flight and HDR is enabled for mission critical high-bandwidth applications Prototype terminal successfully tested at physical layer level with RAN 4.0 in EMEA with Eurocopter on October 21-23, 2013 Service introduction planned Q4 2014, dependent on equipment manufacturer schedule

19 SwiftBroadband 200 evolution Drivers Compact equipment Supporting safety services, multi-voice and helicopter operation Blade antenna, with robust operation down to 5-degree elevation Security architecture to ensure segregation of cockpit and cabin data Anticipate up to 100 lbs in weight + drag savings Dependencies RAN implementation of Low-data-rate (LDR) bearers will be following manufacturer tests Schedule for commercial service introduction is dependent on equipment manufacturer timescales

20 Safety Service portfolio Classic Aero: I-3 and I-4 harmonization SwiftBroadband Safety Iris

21 Satellite and network harmonization Burum Fucino Paumalu Perth Inmarsat MMP-New York Data-2 & Data-3 MMP-Amsterdam Data-2 & Data-3 MSC-Burum Voice H+ DP1 ACARS Processer + Voice Switch DP n ACARS Processer + Voice Switch PSTN Network End State: Simplified networks access to I-3 and I-4 Classic Aero and I-4 SwiftBroadband

22 SwiftBroadband benefits Low cost terminals 2 MCU SDU size with enhanced Low-gain antenna Opex expected at least 30% less than Classic Aero Anticipate up to 100 lbs in weight + drag savings Flight deck communications Target: reduce ACARS data link message times Support for VoIP Advanced features Aircraft position reporting and tracking Additional to WPR and ADS-C ACARS based messaging Message rate configurable Private network Prioritised IP link Electronic Flight Bag applications Maintains up to 200, 300, or 400 kbps (per antenna type) Low cost + light weight terminals SwiftBroadband Flight Tracking

23 Iris Precursor Continental Safety and i4d In Sept 2013 ESA s Ministerial council approved 14m to further develop SwiftBroadband Safety The goal is to meet the stringent Safety, performance and cost requirements for Air Traffic Management communications in dense continental airspace Inmarsat is leading a consortium that will build on existing air, ground and space infrastructure in a way to minimise cost, schedule and risk Currently being developed in the European context with links to SESAR and participation of Airbus, it is expected that the service will enter pre-operational flight trials in the 2017 timeframe

24 Multilink architecture ATN connectivity via upgraded SwiftBroadband Safety Multilink SAS VDL Mode 2 The operational objective is to support Air Traffic Management datalink apps at the same performance levels as VDL2 ATC and AOC traffic via ISP/CSP L-band can offer increased bandwidth for the expected growth in AOC ATC Centre Airline Ops for AOC ACSP/ANSP

25 Fuel-saving techniques enabled by future satcom datalink Cruise Climb uses automated exchanges between aircraft and ground systems to enable a gradual climb as the weight of the aircraft decreases Aircraft flying higher flight levels can benefit from lower fuel consumption, less drag and better engine efficiency Continuous descent approach removes stack holding prior to landing Analysis for A320 aircraft using CDA at Heathrow shows that it is possible to save up to 300kg of fuel per approach* * Source: Helios

26 Thank you