Portfolio update and roadmap

Dale IrishHead of Aviation Product Management

Agenda

Product and Service timeline reviewSwiftBroadband network updates• Alphasat• Beijing Satellite Access Station (SAS)• Russia Satellite Access Station • 64ENew services in development• High-data-rate (HDR)• Helicopter• SB200evo Safety Services• Oceanic• Continental

Product and service roadmapSome key drivers

Growth in SwiftBroadband is a combination of new users and a migration ofusers 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 4th Ocean Region• Planning for the I-6s

Inmarsat L-band services roadmap

20202018 202120192017 2022 2023

Classic Aero H+ (I-3 and I-4 / Alphasat network)

SwiftBroadband (through the lifetime of the I-4 / Alphasat network)

20142012 201520132011 2016

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) H Service SunsetService Provider and Airline consultation process – closure extended to end 2018

FANS evaluation

SB Safety network service available for flight tests

SB-S network implementation

SB-S FANS Approval

SB Oceanic Safety Operational Service

SB-S flight test terminals available

Mini-M Aero (Closure end 2016)

Dates shown are subject to change at Inmarsat’s discretion

Classic Aero L (I-3 and I-4 / Alphasat network)

Aero C (I-3 and I-4 / Alphasat network)

Alphasat: Addressing aviation terminal compatibility

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

Alphasat: Example routes affected by the reduced coverage

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 2015. 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

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 SASTest capability establishedat Fucino for manufacturertesting

Forced deregistration is planned to be introduced on July 15, 2014

RB13 RB8

Regional Beam 8Regional Beam 13

UE registering in overlapping area

National SAS Service Area

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 Q4 2015 / Q1 2016 timeframe

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

Introduction of a 4th ocean region

Introduction of a 4th ocean region at 64EPlanned at the earliest for Q4 2015

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

Introduction of a 4th 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

Update on SwiftBroadband developments• HDR• Helicopter• SB200evo

SwiftBroadband Fixed wing HDRDrivers

Full channel allocated to user supporting datarates, expected in excess of 650kbit/s

Support both full channel (200kHz) and half-channel (100kHz) operation

Asymmetric services to map with the user’straffic 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 Q4 2014. Commercial Service Introduction (CSI) date will be confirmed according equipment manufacturer schedule

SwiftBroadband rotary wing operation

Builds on the current Swift64 user base

Some SwiftBroadband use forbackground 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

Drivers

Compact equipment Supporting safety services, multi-voice and helicopter operationBlade antenna, with robust operation down to 5-degree elevationSecurity architecture to ensure segregation of cockpit and cabin dataAnticipate 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

SwiftBroadband 200 evolution

Safety Service portfolio

Classic Aero: I-3 and I-4 harmonizationSwiftBroadband SafetyIris

Satellite and network harmonization

InmarsatMMP-New York

Data-2 & Data-3MMP-Amsterdam

Data-2 & Data-3MSC-Burum

Voice – H+

Burum Fucino Paumalu Perth

PSTNNetworkDP1

ACARS Processer + Voice SwitchDP…n

ACARS Processer + Voice Switch

End State: Simplified networks access toI-3 and I-4 Classic Aero and I-4 SwiftBroadband

SwiftBroadband benefitsLow 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 savingsFlight deck communications• Target: reduce ACARS data link message times• Support for VoIPAdvanced 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

Iris PrecursorContinental 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

Multilink architectureATN connectivity via upgraded SwiftBroadband Safety

ATC and AOC trafficvia ISP/CSP

ATC Centre

Airline Opsfor AOC

ACSP/ANSP

VDL Mode 2

Multilink

SAS

The operational objective is to support Air Traffic Management datalink apps at the same performance levels as VDL2

L-band can offer increasedbandwidth for the expectedgrowth in AOC

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 decreasesAircraft flying higher flight levels can benefit from lower fuel consumption, less drag and better engine efficiency

Continuous descent approach removes stack holding prior to landingAnalysis for A320 aircraft using CDA at Heathrow shows that it is possible to save up to 300kg of fuel per approach*

* Source: Helios

Thank you