SIXTH FRAMEWORK PROGRAMMEPRIORITY 4AERONAUTICS AND SPACE

Aeronautical Surveillance & Planning byAdvanced Satellite-Implemented Applications

AGCFG4 and NexSAT9 MeetingBrussels, 13th and 14th September 2007

Antonio Paradell, Atos Origin

ASPASIA Project Presentation

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Index

OverviewManagement dataConsortiumObjectivesWork organisation

MethodologySelection of surveillance applicationsThe Satcom platformTestbeds and Satcom platform

System designApplications and ScenariosValidation platforms

Satcom architectureConclusions

Expected achievementsRelevance to SESAR

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Overview:Management data

ASPASIA: Aeronautical Surveillance & Planning byAdvanced Satellite-Implemented ApplicationsStart date: March 2006Duration: 27 monthsFinish date: June 2008Total budget: 4.2 M€

Project funded by the European Commission under Priority 4 (Aeronautics and Space), Directorate-General for Energy and Transport, Directorate F.

EC contribution: 2.4 M€The ASPASIA consortium is composed of 11 partners from six different European countries.

Project Coordinator: Atos Origin, SAE

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Overview:The ASPASIA Consortium

Atos Origin, SAE Project Manager and WP2 leaderThales Alenia Space France SatCom Manager, WP1 & WP3 leaderBAE Systems Testbed designerUniversity of Glasgow Testbed designer SOFREAVIA Testbed designerSkysoft Portugal SatCom architecture and simulatorAIRTEL ATN SatCom architectureAENA Aeronautical Manager & WP5 leaderEuro Telematik CDTI for testbedsIndra Espacio SatCom architectureINECO WP4 leader

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Overview:Why ASPASIA?

Air Traffic Management relies on the CNS paradigmCommunications: AMSS is the current standard, but needs to be updated

Industry initiative: Inmarsat Swift64 (Aero-BGAN)EUROCONTROL initiative: NexSatESA initiative: Satellite Data Link System (SDLS)

Navigation: Application of satellites is well-known

Surveillance: Look at applicability of these satellite systems to Dependent Surveillance

ASPASIA is an initiative that emerges from the SDLS consortium (Alcatel, Airtel, Indra, Skysoft and Atos Origin)Show to the aeronautical community all possible applications of satellite systems. Since Navigation and Communication are already covered, ASPASIA focuses on Surveillance

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Overview:The added value of the Satellite

Global coverageProvides coverage in oceanic and desert airspaceProvides coverage where the deployment of ground infrastructure is too expensive, too complex, or too dangerousEases the deployment of standard and homogeneous systemsOptimum efficiency for broadcast and multicast applications

Complementary systemProvides additional capacity in high density areasFull coverage in oceanic air spaceMay accommodate bandwidth-hungry TIS-B applications, thus freeing bandwidth that can be used, e.g. for air-air ASAS

Backup systemAll infrastructures (ground and air) are independent from other systems

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Overview:Project Objectives

Surveillance application framework

Testbeds

Technological SatCom issues

Assessment of the benefits of SatCom systems for surveillance applications

Investigation of new advanced Satellite Communications technology as complementary ADS-B and TIS-B data link in the provision of surveillance applications

Validate SatCom requirements for surveillance applications

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Overview:Work Organisation

WP 0: Project Management – Leader: Atos OriginDeal with all the management and coordination aspects of the projectWP 1: Analysis of requirements – Leader: AlcatelElaborate and consolidate the requirements of the selected applications, consolidate the SatCom requirements for surveillance applications, definition of the SatCom simulator, and definition of the validation strategyWP 2: Design & Implementation – Leader: Atos OriginDesign and implementation of the selected applications and the Satellite simulator platform; outline also the pre-operational architecture of future Satcom system for supporting surveillance applicationsWP 3: Test & Validation – Leader: AlcatelIntegrate, test and validate the prototype solution; test results are fed back to the implementation phase (WP 2)WP 4: Cost benefit analysis – Leader: INECOElaborate the Cost Benefit Analysis of using SatCom technology for surveillance applications, in comparison with the use of ground based communicationsWP 5: Dissemination – Leader: AENAConduct dissemination activities for the project results

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Methodology:Selection of applications

GS applications AS applications Why?ADS-B-NRAEquipment: ADS-B (Out)Mature requirements

ATSAWEquipment: TIS-BBroadcast nature

ASPA-S&MEquipment: ADS-B (Out and In)En-Route and TMAATSA-ITPEquipment: ADS-B (Out and In)Oceanic airspace

Satom as complementary data linkMore favourable for Satcom use

ADS-B-ADDEquipment: ADS-B (Out)Gate to gate: all airspaces

Satom as complementary data linkLess favourable for Satcom use

ITPEquipment: ADS-B (Out)Satcom enabled

Satcom as main data linkEnable new applications

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Methodology:The Satcom platform

Purpose of the Satcom platform is to Validate and DemonstrateSurveillance over Satellite

Validation takes place through a software framework developed inline with the last evolutions proposed for NGSS, the ASPASIA Satcom Simulator

Demonstration takes place through a real satellite platform, based on Thales 9780 DVB-RCS system

The developed surveillance applications may indistinctively run over either of the two Satcom platforms

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Methodology:Testbeds and SatCom platforms

ASPA

-S&M

ATSA

W / TIS-B

AD

S-B-N

RA

Internetworking and Broadcasting

aspects Satellite stack

SAT emulation

Real Satellite Communication System

Aeronautics Surveillance Environment

AD

S-B-A

DD

ATSA

-ITP

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Scenario 1:ASPA-S&M application

Organisation in chargeBAE SystemsDescriptionThe objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffic between the controllers and the flight crews. The controllers will be provided with a new set of instructions directing, for example, the flight crews to establish and to maintain a given time or distance from a designated aircraft. The flight crews will perform these new tasks using new aircraft functions (e.g. airborne surveillance, display of traffic information, spacing functions with advisories)Satellite considerationsControlled variations in SatCom performance (e.g. availability, latency, update rate) will be introduced to study the effects on the application performance

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Scenario 1:Functional Model

AES1

AES2

S&M

ADS-BSimu

CDTI

Server

Aircraft 2 (follow)Aircraft 1 (leader)

GES

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Scenario 1:Implementation Model

AES1

AES2

S&M

ADS-BSimu

Server

Aircraft 2 (follow)

Aircraft 1 (leader)

GES

BroadcastMulticastServer

GatewayTerminal 1

Terminal 2

CDTI

PC1-BAE PC2-ETG

DVB-RCS 9780

Additional TrafficSimulation (TBC)

1-IF1

1-IF2 1-IF3

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Scenario 2:ADS-B-NRA application

Organisation in chargeUniversity of GlasgowDescriptionThis application enables an ANSP to provide radar-like separation services in non-radar areas, and has no direct impact on the flight crew because ADS-B position reports are transmitted automatically. However, the flight crew may have to accommodate new procedures and rules in the areas of operation of the application, but they will benefit from the improved service from the ANSP. It is likely that the full benefits will only be obtained when all of the aircraft within a given area are suitably equipped.Satellite considerationsSince this is the most mature application, it will be used as a reference to analyse the impact on the application requirements when using a satellite data link. It will be used also to validate SatCom system for surveillance applications, and to derive the minimum SatCom system performance parameters.

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Scenario 2:Functional Model

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Scenario 2:Implementation Model

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Scenario 3:TIS-B/ATSAW application

Organisation in chargeUniversity of GlasgowDescriptionTraffic information system broadcast (TIS-B) collects state vector information on aircraft through ground-based surveillance sensors, reformats the information into "ADS-B-like" formats, and broadcasts these reports on the common ADS-B channel. The TIS-B service is intended to provide ADS-B equipped aircraft with a more complete traffic picture in situations where all other nearby aircraft are not equipped with ADS-B.Satellite considerationsThe broadcast nature of the TIS-B service looks very suitable for the satellite technology. In addition, the use of a satellite data link to provide the TIS-B service would save a large bandwidth in VHF for other ADS-B based applications.

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Scenario 3:Functional Model

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Scenario 3:Implementation Model

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Scenario 4:ADS-B-ADD application

Organisation in chargeSofreaviaDescriptionThis application will provide additional aircraft derived data through ADS-B to be used for ground applications; for example by the ATC ground system for developing or enhancing ATC tools like displays, MTCD, AMAN, DMAN and ground based safety nets. CDM applications will also share the benefits.Satellite considerationsThe specific constraints of a SatCom environment shall be taken into account:

Propagation delay and its effect on the arrivals and departures management.The impact of available data reception from the aircraft since its departure from the origin airport.

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Scenario 4:Functional Model

AES1

Server

Aircraft 1 Aircraft n

GES

ADS-B

Simu

AESn

ADS-B

Simu

AMAN

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Scenario 4:Implementation Model

Scenario

Definition FlightPlans

FMSs

ADS-B message generator

ASTERIX to BSE wrapper

Cat 21 messages

Air TG

Air wrapper

BSE to ASTERIX wrapper

Ground wrapper

SATCOM

BSE messages

BSE messages

ATC/MAESTRO Ground TG

FDPS

FlightPlans

RDPS

FDPS/RDPSData Generator

Cat 30 messages

TP

Scheduler

Cat 21 messages

ADS-B Message Receiver

ATCDisplay

UDP Comms

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Scenario 5:ATSA-ITP application

Organisation in chargeUniversity of GlasgowDescriptionThe ITP procedure enables an aircraft to perform a climb or descent to a requested Flight Level through one intermediate Flight Level that is occupied by a ‘reference aircraft’, using a distance-based ITP longitudinal separation minimum. Flight crew determines if the ITP criteria are met by using the information derived on the flight deck, requests an ITP and, if the controller determines that separation minimum will be met with all other aircraft, the clearance for climb or descent may be given. Satellite considerationsSatellite communications are the most credible and reliable enabler of this application, and with the very important added value of providing full awareness to the ATC of the entire ITP manoeuvre in real time. The potential benefits are enormous in terms of fuel saving and gas emission reduction.

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Scenario 5:Functional Model

Reference a/c

ITP a/c

AES 1

ITP

ADS-B Sim

CDTI

GES

Server

ATC

Other traffic

AES 3

ADS-B Sim

ADS-B Sim

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Scenario 5:Implementation Model

A/C 1

CDTI 1

Flight Plan a/c 1

UDP Comms SAT Comms

A/C 2

CDTI 2

Flight Plan a/c 2

Internal Comms

AES 1

GES 1

SAT

ATC

All Flight Plans

TIS-B service manager

HF radio Ground station

emulator

HF radio Data

transfer function

HF radio Emulator

AES 3

Traffic Generator

Other Traffic Flight Plans

ADS-B out emulator

ADS-B out emulator ADS-B out

emulator

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Validation platforms:Simulator

ComponentsASAS applicationsTraffic generatorsSatellite Link emulator

Aspects to be addressedIdentify future implementation issuesAssess the performance usage of a satellite link for broadcasting applicationsAssess the achieved improvements experienced by:

adding a separate broadcasting service entity that provides the communication services directly to applicationsoptimize data fusion tailoring the protocol to satellite link characteristics

Develop the multicasting mechanisms that can profit as much as possible from the satellite inherent strengthsAnalyse the interworking and interoperability of applications

Air

SatComSimulator

ADS-B-ADDApplication

ATSA-ITPApplication

ADS-B-ADDTraffic Generator

ASPA-S&MApplication

Ground

Air

ASPA-S&MTraffic Generator

ATSA-ITPTraffic Generator

ADS-B-NRAApplication

ADS-B-NRATraffic Generator

Air

SatComSimulator

ADS-B-ADDApplication

ATSA-ITPApplication

ADS-B-ADDTraffic Generator

ASPA-S&MApplication

Ground

Air

ASPA-S&MTraffic Generator

ASPA-S&MTraffic Generator

ATSA-ITPTraffic Generator

ATSA-ITPTraffic Generator

ADS-B-NRAApplication

ADS-B-NRATraffic Generator

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Validation platforms:Real Satellite System

Provided by ThalesGround station located in ToulouseDVB-S2 standard on the forward linkDVB-RCS on the return linkUnder experimentation in the MOWGLY projectBased on a Star topology

AS Applications:ASPA-S&MATSA-ITPATSAW

Traffic Generators

GS Application:ADS-B-NRA

ADS-B-ADD (MAESTRO)

SATELLITEEMULATOR

Features not used in ASPASIA

ALCATEL 9780 DVB-RCS

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Validation platforms:Physical Layer

At physical layer, all SatCom exchanges are performed through standard Ethernet interfaces

SatCom Simulator

BS MachineSLE MachineApplication Machine

External Components

Airborne Side

TIS-B applications

(Sender)

ADS-B applications(Receiver)

Airborne Side

ADS-B applications(Snd & Rcv)

TIS-B applications(Receiver)

AeronauticalNetwork

SpaceNetwork

Dummynet

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Validation platforms:Network Layer

At network layer, communications between the SatCom subsystems and the AES/GES applications will be performed through UDP Sockets

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Validation platforms:Application Layer

Cat21

Cat21/22

AC-Sim

AC-Sim

FMS

S&M

NRA

AC-Sim TIS-B

ADD

SatCOM Simulator

/ Real

Satellite System

AES+GES

Airborne Ground Appl.

WTIS-B Traffic/ TIS-B Manager

AC-Sim ITP

ATC

MAESTRO W

Traffic Generator

Cat30

BSE- transmission

BSE

Asterix

WCat21

Cat21/22 WTraffic Information / Traffic Information Manager

Cat21/22 W

At application layer,ASTERIX (Eurocontrol standard) format adopted as formatting standard for ground-based informationBSE (NLR proprietary standard) format adopted for air-based ADS-B and TIS-B information

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Satcom Architecture:Mission

Concept: Use Satcom to improve and complement existing ADS-B and TIS-B data links

Satcom to be seen as a component of the future ATM communication system

Potential schemes for surveillance data:From air to air (ADS-B reports)From air to ground (ADS-B reports)From ground to air (TIS-B reports)

Airspaces:TMA (Terminal Manoeuvring Area)ENR (En-Route)ORP (Oceanic, Remote and Polar)AOA (Autonomous Operation Area)

Continental Airspace

Oceanic Airspace

Radar

BROADCAST

TIS-

Bair-airdatalink

air-airdatalink

positionreporting

positionreporting

air-grounddatalink

VHF Range

Radar Range

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Satcom Architecture:Functional scenario

AssistSeparation

ElaborateSurveillance

Data

tactical controlseparation assurance

TIS-B

navigation dataradar & sensors data

flight plans

F1

F2

DistributeSurveillance

Data

ReceiveSurveillance

DataF3

F4

Broadcast TIS-B

[ADS-B]gnd

(Ownship) surveillance data

ADS-B

Broadcast ADS-B

[ADS-B]

TIS-Bpilot:/controller inputs

air domain : generate ADS-B & ownship surveillance dataground domain : generate traffic picture from ADS-B & other sources

air domain : broadcast ADS-Bground domain : generate & broadcast TIS-B

air domain : receive ADS-B & TIS-Bground domain : receive ADS-B

air domain :process surveillance data - generate S&M / ITP assistance objectsdisplay traffic information & assistance objects

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Satcom Architecture:Components and perimeter

ADS-BTransmitFunction

SSRInterogation

Reply

Transmit Aircraft Domain

AircraftSurveillance& SeparationAssistanceProcessing(ASSAP)

CockpitDisplay of

TrafficInformationand Control

Panel (CDTI)

FlightCrew

External DataSources (GNSS)

AirTraffic

Co.

ATCDisplay

ATCProcessing

Ground Domain

TIS-B MessagesADS-B Messages &SSR replies

ADS-B & TIS-BMessages

ADS-BMessages

SSRReplies

OwnshipSurveillance

TransmitProcessing

(STP)AircraftSensors(GNSS)

AircraftSystems

(FMS)

AircraftSensors(GNSS)

AircraftSystems

(FMS)

ADS-B/TIS-BReceiveFunction

Receive Aircraft Domain

OwnshipSurveillance

TransmitProcessing

(STP)

TIS-B via Sat.

ADS-B via Sat.SATCOMSATCOM

ADS-C

ATSU

From Satellite

Air SurveillanceApplications

SATCOMADS-BReceive

Subsystem &other

surveillanceinputs (radar)

SATCOM

TIS-BProcessing

andTransmit

Subsystem

Ground SurveillanceApplications

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Satcom Architecture:Communication services

Service \ Application ASPA-S&M ADS-B-NRA ADS-B-ADD ATSA-ITP ATSAW

Air to Air Unicast Option Option N/A Option

Baseline

Option

Option

Option

Option

Option

Option

Option

N/A

Air to Air Multicast Baseline Option N/A N/A

Air to Air Broadcast Option Option N/A N/A

Air to Ground Unicast Option Option Option N/A

Air to Ground Multicast Baseline Baseline Baseline N/A

Air to Ground Broadcast Option Option Option N/A

Ground to Air Unicast Option N/A N/A Option

Ground to Air Multicast Option N/A N/A Baseline

Ground to Air Broadcast Option N/A N/A Option

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Satcom Architecture:System specifications

Functional Airspace Blocks

Ground to Air Broadcast/Multicast

Ground-Air Unicast Air-Air Multicast

FAB Core 100 kbps 100 kbps TBDFABs Oceanic 50 kbps 50 kbps TBDFABs Periphery 50 kbps 50 kbps TBD

FAB

Core

FAB

NAT

FAB

MED

FAB

NTH

FAB

CTL

Current FIR UIR Future FABs (illustrative)

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Satcom Architecture:System segments

A

System Management Network

A B

BeamA1 Spot

B1

BeamA2 Beam

B2U

ser S

egm

ent

Spac

eSe

gmen

tG

roun

d Se

gmen

tSu

ppor

tSe

gmen

t

Backup NMSNominal NMS GES 1 GES i

M&C Centre

AES i

Options for a Geostationary space segment:Dedicated ATM mission space segment (MTSAT model)Shared space segment, with dedicated payload to the ATM missionShared payload (Inmarsat model)

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Satcom Architecture:Architecture Options 1 and 2

Air-Ground Supplemental Services (Short Data Service)Benefit from a priori known characteristics of downlink services, such as periodic ADS for optimising the Satcom solutionProvide the capability to collect on a ground server periodically down-linked data from aircraft, avoiding ATN overheadFor example, grabbing the ADS data on the airborne bus and inserting it in pre-allocated Satcom packets

Forward Link Physical Layer for Broadcast ServiceKeep CDMA for the Return LinkReplace the forward CDMA structure by a DVB-S2 type of carrierSome points would still need to be further consolidated:

Capability to operate at “low-rate”Approval of adaptive coding in aeronautical contextFeasibility to operate in AMS(R)S spectrum allocationsAppropriateness of DVB-S2 structure to aeronautical traffic profiles

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Satcom Architecture:Architecture Option 3

Design alternatives to provide Air-to-Air ServicesAir-to-Air over transparent transponder

Meshed topology provided by double hopMeshed topology provided through direct meshed communication from terminal to terminal

Payload must provide transponder on service links rather than feeder linksTerminal shall have the capability to process service and feeder links

Air-to-Air through onboard IF processorPayload provides capability to create RF channels from terminal to terminalTerminal on a dedicated radio-channel without any other competing usersSimple solution, but at the expense of more spectrum resources

Air-to-Air through onboard processorPayload has the capability to demodulate the signals, route the packets, and transmit the packets into the main downlink carrierThe drawback is that the system cannot further accept any standard evolution

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Expected Achievements

SatCom platform for surveillance applicationsSatCom architecture for surveillance applicationsSimulator of SatCom system for surveillance applicationsAdaptation of an existing satellite platform for surveillance applications

Assessment of the benefits of SatCom systems for surveillance applications

Simulation of SatCom impact on surveillance applicationsImplementation of selected test bed applications (ASPA-S&M, ADS-B-NRA, ADS-B-ADD, ATSA-ITP and ATSAW/TIS-B)Analysis of performance of test beds when using SatCom technologyCost-Benefit Analysis of SatCom technology for surveillance applications, compared to other ground-based technologies

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Relevance to SESAR

ASPASIA contribution to some of the Key Performance Areas (KPAs) analysed under SESAR

Key Performance Area ASPASIA potential contribution

Capacity Increase the capacity of the communication systems supporting surveillance functions, at global and regional levels

Cost Effectiveness Our Cost-Benefit Analysis will check the cost effectiveness of the ASPASIA solution

Efficiency / Flexibility / Predictability

The availability of reliable gate-to-gate data in real time can positively contribute to these areas

Interoperability Satellite-based systems, due to their global nature, are excellent candidates to guarantee global interoperability

Safety & Security Satellite-based communication systems do not have any common failure point with regards to ground-based systems

Environmental Enabler for the optimisation of trajectories in oceanic flights,and hence for large fuel savings and gas emission reduction

SIXTH FRAMEWORK PROGRAMMEPRIORITY 4AERONAUTICS AND SPACE

Aeronautical Surveillance & Planning byAdvanced Satellite-Implemented Applications

THANK YOU FOR YOUR ATTENTION!!

For more information, please contact:

Antonio Paradellantonio.paradell@atosorigin.com

or visit our project web site:http://www.aspasia.aero

Atos Origin, SAEDiagonal 210-21808018 Barcelona

Spain