Aircraft communication connectivity with non-terrestrial networks

Abstract

A mobile satellite communication (SATCOM) terminal for communication with non-terrestrial network (NTN) satellites. The SATCOM terminal performs operations to adapt signaling transmitted toward one of the NTN satellites operating as a cellular base station to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; mobility management and handover to the one of the NTN satellites; and Doppler shift in the signaling transmitted toward the one of the NTN satellites.

Description

Attorney Docket No. 9910-191WOAIRCRAFT COMMUNICATION CONNECTIVITY WITH NON-TERRESTRIAL NETWORKSFIELD

[0001] The present disclosure relates to aeronautical broadband communication systems including satellite communication systems for aircraft.BACKGROUND

[0002] There is an increasing need for a communication system that can provide high bandwidth and reduced cost in-flight connectivity for commercial aircraft (e.g., widebody, narrowbody and regional aircraft), business jets, etc.

[0003] Satellite-based communication connectivity for aviation has used different segregated systems for cabin connectivity versus cockpit connectivity.

[0004] Cabin aircraft terminals use Ka or Ku Band antennas and proprietary modem waveforms. In sharp contrast, cockpit aircraft terminals use protected narrowband spectrum in HF, VHF, L and C bands, pursuant to regulations, to ensure secure reliable low- latency communication between pilots and air traffic controllers. Inmarsat and Iridium are the only two networks available for satellite-based cockpit connectivity. Some consequences are that cockpit connectivity has high availability but provides low bandwidth at high cost.

[0005] Segregated systems for cabin connectivity and cockpit connectivity have resulted in multiple satellite communication (SATCOM) systems installed on aircraft, especially for extended operations (ETOPS) aircraft which need Long Range Communication Systems (LRCS). Other challenges arising from segregated systems include: non-standardized heterogeneous equipment for the cabin; non-interoperable modem systems; multiple antennas and equipment to be installed in the aircraft; and use of specific L-band for safety services.

[0006] It would be preferable for one communication system to provide services to both the cabin (e.g., Internet, content delivery, communications to passengers and crew) and the cockpit (e.g., aircraft data, flight data, other avionics data, communications for pilots, etc.).Attorney Docket No. 9910-191WOSUMMARY

[0007] Various embodiments of the present disclosure are directed to enabling cellular communications to be performed effectively between a mobile satellite communication (SATCOM) terminal and 5G (and following generations of standards) Non-Terrestrial Network (NTN) infrastructures (satellites with NTN payloads or ground base stations).

[0008] Some embodiments disclosed herein are directed to a SATCOM terminal that includes at least one processor and at least one memory storing instructions executable by the at least one processor to perform operations. The operations include to adapt signaling for traffic flows transmitted toward one of the NTN satellites operating as a cellular base station to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; mobility management and handover to the one of the NTN satellites; and Doppler shift in the signaling transmitted toward the one of the NTN satellites.

[0009] Some other embodiments disclosed herein are directed to a SATCOM terminal that receives cellular protocol communication signaling from wireless access points spaced apart within an aircraft cabin. The wireless access points operate in a transparent mode by retransmitting cellular protocol communication signaling received from electronic devices within the aircraft cabin. The SATCOM terminal adapts waveforms of the cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites. The SATCOM terminal retransmits the adapted waveforms of the cellular protocol communication signaling toward the one of the NTN satellites. The SATCOM terminal may directly adapt the waveforms or may control the wireless access points to adapt the waveforms.

[0010] Other SATCOM terminals and corresponding methods and computer program products according to embodiments will be or become apparent to one with skill in the art upon review of the following drawings and detailed description. It is intended that all such mobile SATCOM terminals and corresponding methods and computer program products be included within this description, be within the scope of the present disclosure, and be protected by the accompanying claims. Moreover, it is intended that all embodimentsAttorney Docket No. 9910-191WO disclosed herein can be implemented separately or combined in any way and / or combination.BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in a constitute a part of this application, illustrate certain non-limiting embodiments of inventive concepts. In the drawings:

[0012] Figure 1 illustrates a broadband communication system based on 5G and beyond standards, which can be configured for providing broadband communication services to terminals on an aircraft in accordance with various embodiments of the present disclosure;

[0013] Figure 2 illustrates some components of a broadband communication system which can be configured for providing broadband communication services to terminals on an aircraft in accordance with various embodiments of the present disclosure;

[0014] Figures 3a, 3b, and 3c illustrate alternative configurations of broadband communication systems which includes a satellite and an aircraft satellite communication terminal configured to provide communications between a core network and a set of passenger electronic devices, cockpit terminals, avionics terminals, etc. in accordance with various embodiments of the present disclosure;

[0015] Figure 4 illustrates a component block diagram of an aircraft communication system, satellites, and ground communication system which are configured to operate in accordance with various embodiments of the present disclosure; and

[0016] Figure 5 illustrates a system in which traffic between ground nodes and aircraft onboard applications and / or hardware components is segregated into different network slices.DETAILED DESCRIPTION

[0017] Inventive concepts will now be described more fully hereinafter with reference to the accompanying drawings, in which examples of embodiments of inventive concepts are shown. Inventive concepts may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, theseAttorney Docket No. 9910-191WO embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of various present inventive concepts to those skilled in the art. It should also be noted that these embodiments are not mutually exclusive. Components from one embodiment may be tacitly assumed to be present or used in another embodiment.

[0018] Some embodiments of the present disclosure are directed to providing a unified communications network for aviation. Some further embodiments of the present disclosure are directed to an aircraft communication system that provides direct communication with mobile user equipment (e.g., smartphone) through Non-Terrestrial Networks (NTN) satellites, which can enable nearly ubiquitous coverage.

[0019] 3GPP standardization activities directed to 5G NTN can be used for development of a unified network infrastructure incorporating both terrestrial and nonterrestrial telecommunication infrastructure. Future 5G NTN satellites will progressively integrate layers of 5G protocols. It has been predicted that up to 65% of satellite communication (SATCOM) traffic will use 5G protocols by 2030.

[0020] Some embodiments are directed to using multiple low Earth orbit (LEO) satellite constellations having electronics and antennas operative to provide 5G communication services to aircraft-based connectivity systems, and which may use the same LEO satellite constellations that provide services for ground-based mobile user equipment.

[0021] Although various embodiments are described herein in the context of providing aircraft-based communication connectivity, these and other embodiments can be used to provide communication connectivity to other types of vehicles, including without limitation, cruise ships, trains, bus transportation, etc. Therefore, although some embodiments are describe an aircraft SATCOM terminal, these embodiments may also be used with other types of mobile SATCOM terminals, such as for ships, trains, buses, etc.

[0022] Some embodiments are directed to an aircraft satellite communication (SATCOM) terminal and associated infrastructure for communicating with the emerging 5G NTN satellites, and adapted based on unique requirements of in-flight communication connectivity. SATCOM terminals and related aircraft components are configured to utilize new network infrastructure that will be deployed for terrestrial user terminals, e.g., 5G mobile phones, but also to adapt the RF signalling and communication protocol to provideAttorney Docket No. 9910-191WO highly reliable connectivity to aircraft passenger terminals, crew and pilot terminals, and avionics (e.g., cockpit avionics, engine control avionics, flight control system avionics, etc.).

[0023] Some embodiments are configured to use the 5G NTN telecommunication infrastructure with no modifications to the hardware or protocol, other than adapting some configurations. Such configuration adaptations can be performed in the aircraft SATCOM terminal and some other terminals when needed.

[0024] The aircraft SATCOM terminal and other aircraft terminals (e.g., passenger electronic devices (PEDs), cockpit terminals, avionics terminals, etc.) will be served as User Equipments (UEs) in the 3GPP terminology, which communicate with a cellular network node (e.g., gNodeB), which can be deployed on the ground and communicate through a satellite relay, or can be partially or completely integrated in the satellite.

[0025] Figure 1 illustrates a broadband communication system based on 5G and beyond standards, which can be configured for providing broadband communication services to terminals on an aircraft in accordance with various embodiments of the present disclosure.

[0026] Referring to the example system of Figure 1, in the upper illustrated communication pathway a UE communicates via a satellite which relays the communication signaling through a ground gateway to a gNB (also gNodeB or another cellular network node) and a 5G core network or other cellular core network. The RE signalling between the UE and gNB can be performed with transparent payload, e.g., without the RF signalling being down converted to baseband and / or without the UE data traffic being decoded by the satellite.

[0027] In contrast, in the lower illustrated communication pathway another UE communicates via a satellite which is configured as a gNB. The gNB satellite receives and regenerates the payload for transmission through a ground gateway to a gNB and a 5G core network or another cellular core network. In the lower illustrated communication pathway the gNB satellite performs gNB functionality that can include, down-converting converting the RF carrier signal to baseband, detecting and decoding the UE data traffic, performing error correction and processing, encoding the UE data traffic, and upconverting the baseband signal to the RF carrier signal, and transmitting the RF carrier signaling.Attorney Docket No. 9910-191WO

[0028] Deploying an aircraft communication system based on 5G and subsequent generations of NTN communication protocol stacks can provide one or more of the following advantages for aircraft cabin connectivity:• Provide 5G service to PEDS and other terminals in the aircraft;• Create significant flexibility for the connectivity service providers with ability to more freely utilize hardware and software components and services from existing modem suppliers, satellite service providers and antenna manufacturers;• Airline operations can use a common hardware installation to interconnect with different satellite constellations, connectivity service suppliers and satellite service providers; and• Obtain substantial reduction in bandwidth cost, which can be similar to other terrestrial mobile network pricing.

[0029] These systems enable convergence of the cabin and cockpit communications into a single terminal that can provide high bandwidth cabin connectivity services for passenger experience and concurrently provide high bandwidth cockpit connectivity services with low latency and high reliability as required for Air Traffic Management and Airlines Operations.

[0030] These systems can be configured to provide satellite communication capabilities for all aircraft domains:• Aircraft Control Domain (ACD)• Airline Information Services Domain (AISD)• Passenger Entertainment and Network Services Domain (PIESD)

[0031] Advantages that may be provided by one or more of these systems related to the combination of cockpit and cabin Terminal (antenna, modem), can include:• Reduced SWaP (Size Weight and Power) by combining what is presently two terminals into one system terminal;• Reduced antenna footprint on the fuselage and associated antenna aerodynamic drag; and• Significant reduction of bandwidth cost for safety services in particular.Attorney Docket No. 9910-191WO

[0032] It is noted that these embodiments can be used with 5G (and subsequent generations of communication protocols) to support both safety and non-safety services with a satellite infrastructure supporting NTN payload can be also applied to next generation Air-to-G round networks where the only NTN node is the aircraft.

[0033] The 3GPP standardization body has started to standardize 5G NTN concepts in Release 17 focusing on integration of the satellite components in the 5G architecture. Figure 2 illustrates some components of a broadband communication system, e.g., a 5G NTN, which can be configured for providing broadband communication services to terminals on an aircraft in accordance with various embodiments of the present disclosure. The illustrated components are mainly focused on communications between an NTN gNodeB (Base Station) and a UE (e.g., smartphone, computer 5G modem, etc.) or communications between an NTN UE and a conventional gNodeB.

[0034] The communication between a satellite with NTN payload acting as a gNodeB and a UE in an aircraft, e.g., via pathway 200 in Figure 2, have not previously been addressed through the 3GPP standardization body.

[0035] As described above, some embodiments are directed to providing the capability for an aircraft to communicate with an NTN satellite in a similar operational manner as it would communicate with a terrestrial base station (e.g., 5G gNodeB).

[0036] The 5G communication between a satellite and an aircraft can be adapted in accordance with some embodiments to compensate for propagation delay, mobility management and handover, large Doppler shifts and moving cells. The telecommunication infrastructure, including the NTN satellite, is not necessarily modified for the specific inflight connectivity use case and, indeed, can be identical in operation to that used for non- in-flight connectivity. Adaptation of the communications can instead be performed by the aircraft SATCOM terminal or other aircraft equipment as desired to provide high bandwidth reliable connectivity. The main waveform adaptations that the SATCOM terminal in the aircraft will manage can include one or more of:• Timing compensation to adjust timing advance type of parameters according to (e.g., based on determination of) the propagation delay;• Doppler compensation, taking into account the relative speed between the LEO satellite and the aircraft; andAttorney Docket No. 9910-191WO• Cell size may be modified as needed.

[0037] The aircraft antenna can be installed on the fuselage similar to a conventional SATCOM system or may be installed at a different location which can be more optimal depending upon the aircraft and application use case. Such other antenna locations may include on the side of the aircraft and / or on a window of the aircraft which may advantageous enable maintaining of a communication link through a low elevation angle with a LEO 5G NTN constellation.

[0038] These and other embodiments may be configured to enable seamless cooperative operation with the terrestrial networks in order to ensure the best base station will be used to communicate with the aircraft. The base station may, for example, be either an NTN gNodeB (satellite, high altitude platform station (HAPS), drone, ...) or a terrestrial gNodeB for air-to-ground operations and airport surface communications.

[0039] Multicast services can be provided through the overall 5G network and shared between connectivity service providers and ground telecom operators to minimize bandwidth consumption and reduce cost for the multicast services such as Internet protocol television (IPTV).

[0040] At a high level, some embodiments use the same 5G (and subsequent generation networks) to support both safety and non-safety communications (ACD, AISD and PIESD domains).

[0041] The same antenna system can be used to support those services if there are enough common characteristics between the services (e.g., use of the same frequency range). This can minimize the number of antennas on the fuselage. Different antennas, or different apertures belonging to the same antenna system, can also be used if there are different functional and performance requirements.

[0042] Regarding the modem capability, there are multiple design options depending on the architecture solution used to distribute the 5G services in the cabin and cockpit of the aircraft.

[0043] The aircraft SATCOM terminal can serve as a UE (option 1) or as a transparent relay (option 2). The term "UE" is used in a broad sense to include any type of communication terminal, including, without limitation "passenger electronic devices (e.g., smartphones, tablet computers, laptop computers, gaming computers, etc.), cockpitAttorney Docket No. 9910-191WO communication devices, crew communication devices, avionics communication devices, etc.

[0044] For the first option, the aircraft may be configured with one dedicated UE to communicate with the satellite and in that case, it would be used for both safety and nonsafety services with appropriate segregation means to separate the traffic flows. Also, multiple UEs can be deployed in order to segregate that traffic physically (e.g., use 2 UEs to segregate safety and non-safety services or 3 UEs to segregate the aircraft domains; ACD, AISD, PIESD). Resource management operations take into account that the aircraft SATCOM terminal (identifying as one UE or a defined set of UEs to the terrestrial networks) will provide connectivity service for a significant number of served terminals, including numerous passenger terminals (e.g., PEDs), cockpit UE terminals, crew terminals, avionics terminals, etc. The aircraft SATCOM terminal may therefore operate to identify itself as a UE that is associated with commercial aviation and / or request a bandwidth allocation that is sufficient for the number of users. The amount of bandwidth allocation requested by the aircraft SATCOM terminal may be dynamically updated based on the number of served terminals, such as how many passenger terminals (e.g., PEDs), cockpit terminals, crew terminals, avionics terminals, etc. have established communication links or sessions with the aircraft communication terminal. Alternatively or additionally, the amount of bandwidth allocation requested may be dynamically updated based on an estimate of bandwidth requirements (e.g., estimated amount of data traffic) which will be received from and / or will be provided to the set of served terminals.

[0045] For the second option, the devices of the passenger, crew and pilot would be connected to the Wireless Access Points either using Wireless Area Networks (e.g., WiFi) or directly the cellular link as described above. Depending on the segregation point in the aircraft SATCOM Terminal, specific segregation and security functions shall be implemented. The aircraft SATCOM terminal receives a signal from the NTN satellites, processes the signal to compensate waveform attributes such as Doppler and timing or indicates to the served terminals that they need to perform adaptations on the waveform, e.g., by indicating that they are in an aircraft and / or indicating what adaptations on the waveform should be performed and possibly also indicating parameters to be used for the waveform adaptations.Attorney Docket No. 9910-191WO

[0046] Figures 3a, 3b, and 3c illustrate alternative configurations of broadband communication systems which includes a satellite and an aircraft satellite communication terminal configured to provide communications between a core network and a set of passenger electronic devices, cockpit terminals, avionics terminals, etc. in accordance with various embodiments of the present disclosure.

[0047] Referring initially to Figure 3c, a broadband communication system is illustrated which includes the satellite and the aircraft SATCOM terminal configured to operate as "transparent" signaling relays for communication signaling between a cellular (e.g., 5G) terrestrial network node (gNB) and a set of served terminals (UE / terminal) in accordance with various embodiments of the present disclosure.

[0048] More particularly in the example embodiment of Figure 3c, a UE / terminal is connected through WiFi or cellular (e.g., 5G) wireless communications to the SATCOM terminal. The SATCOM terminal communicates with the ground base station (gNB) through relayed communications via the satellite and ground satellite relay station using the NR Uu radio interface (e.g., 3GPP NR Uu radio interface). The ground base station (gNB) communications through the NG interface (e.g., 3GPP NG interface) with the core network.

[0049] Referring to Figure 3c, a signal is received by the aircraft antenna and transported via RF link or Common Public Radio Interface (CPRI) interface (e.g., Ethernet or fiber optic links) to the wireless access points in the aircraft. The wireless access points can be configured to operate in a transparent mode and retransmit the signal towards the set of served terminals (e.g., PEDs, crew terminals, UEs, etc.) which connect and communicate via cellular (e.g., 3GPP 5G, etc.) protocols using, e.g., 5G cellular encoders, decodes, and transceivers. Alternatively or additionally, the retransmitted signal can be provided to WiFi access points (APs), e.g., spaced apart along a cabin ceiling area, which are configured to provide WiFi access to at least some of the served terminals (e.g., PEDs connected and communicating using WiFi protocols (e.g., IEEE 802.11).

[0050] These and other embodiments may also be used for ACD and AISD communications. For example, using the same antenna as described above, either one UE terminal (modem) would be shared between cockpit and cabin networks using a dataAttorney Docket No. 9910-191WO arbitration function or virtual local area network (VLAN) to segregate the traffic, or a specific UE terminal (modem) can used for cockpit traffic.

[0051] The communication system will be configured to use different "network slices" to segregate traffic flows between safety and non-safety services (or between aircraft domains). In the 5G and beyond terminology, network slicing represents the capability to deploy multiple virtual networks using the same physical network. Each slice is associated with different purposes and can have different performance characteristics and security rules.

[0052] For instance, the network slice dedicated to the safety services can be configured to satisfy the associated requirements for low latency, high availability and high level of security as well. In contrast, the network slice dedicated to cabin connectivity can be more focus on bandwidth optimization. The network slice dedicated to cockpit services can be configured with priority management and push to talk capabilities.

[0053] The intent of network slicing in this context is to deploy slices that will support the performance and security requirements, which are different between the aircraft domains and between type of services.

[0054] For the Aircraft Control Domain (ACD) domain (either only focus on safety services or for the overall ACD domain), the objective of this first slice is to ensure a very high level of availability of the services with priority delivery of packets. The second objective is to minimize latency in order to ensure that the data communication between the pilot and the Air Traffic Control on the ground are conducted in a very efficient manner.

[0055] The latency and availability target can be mapped to the PBCS (Performance Based Communication & Surveillance) criteria defined and monitored by the FAA, which gives acceptable performances to support the different types of Air Traffic Services.

[0056] A 5G network slice category such as URLLC (Ultra-reliable low-latency communications) can be used to support safety services. It is employed to deliver secure communications with ultra-low latency, high reliability and low packet loss.

[0057] For non-safety services (Airline / Aircraft Information Services Domain (AISD), Passenger Information and Entertainment Services Domain (PIESD) and potentially the operational communication in the ACD), one or multiple slices can be deployed for nonAttorney Docket No. 9910-191WO safety services. The objective for the PIESD slice would be to provide a good Quality of Experience to the passengers with limited constrained on latency and security, but the operator would need to reserve enough capacity to meet the throughput target.

[0058] The traffic flows associated with the AISD domain would require a slice with intermediate characteristics. For instance, there would be a requirement for more capacity than with the ACD domain but lower availability, security and latency constraints than for the safety services.

[0059] Referring now to the alternative embodiment shown in Figure 3a, the base station (gNB) is now located in the aircraft which is in contrast to the embodiment of Figure 3c where the base station (gNB) is located on the ground. In Figure 3a, because the base station (gNB) is located in the aircraft, the UE / terminal can communicate with the base station using the NR Uu radio interface (e.g., 3GPP NR Uu radio interface). The aircraft SATCOM terminal, the satellite, and the ground satellite relay station each communicate using the NG radio interface (e.g., 3GPP NG radio interface).

[0060] Referring now to the alternative embodiment shown in Figure 3b, the base station (gNB) is now located in the satellite in contrast to the embodiment of Figure 3c where the base station (gNB) is located on the ground and in contrast to the embodiment of Figure 3a where it is located in the aircraft. In Figure 3b, because the base station (gNB) is located in the satellite, the aircraft SATCOM terminal communicates with the satellite using the NR Uu radio interface (e.g., 3GPP NR Uu radio interface). The satellite communicates with the ground satellite relay station using the NG radio interface (e.g., 3GPP NG radio interface).

[0061] The operations described above regarding Figure 3c, e.g., including using network slices to segregate between aircraft domains etc., can also be applied to control communications in the systems illustrated in the alternative embodiments shown in Figures 3a and 3b.

[0062] Figure 4 illustrates a component block diagram of an aircraft communication system 400, satellites 490, and ground communication system 470 which are configured to operate in accordance with various embodiments of the present disclosure. Although various embodiments are described in the context of the terminal 410 communication through a satellite 490 with a ground node (gateway), in some additional or alterativeAttorney Docket No. 9910-191WO embodiments the terminal 410 is configured to communication directly with the ground node without relay through a satellite (direct air-to-ground communication).

[0063] Referring to Figure 4, the aircraft communication system 400 communicates with the ground communication system 470 using cellular communication technologies, e.g., 3GPP 5G protocols. More particularly, the aircraft communication system 400 includes a satellite communication terminal 410 that transmits and receives signaling through one or more satellite antennas 411 which is relayed by sate llite(s) 490 to and from a radio transceiver base station connected to a NTN satellite gateway 480. The NTN satellite gateway 480 may, without limitation, correspond to a 5G gNodeB or other following generation standard radio transceiver node configured to communicate with satellites. Base station functionality may be implemented in hardware circuits that are located at least partially or wholly on in ground infrastructure, in the NTN satellite, or distributed in both ground infrastructure and the NTN satellite.

[0064] On the aircraft, signals received by the satellite communication terminal 410 through the satellite antenna(s) 411 are transported via RF link or Common Public Radio Interface (CPRI) interface (e.g., Ethernet or fiber optic links) to wireless access points 420. The wireless access points 420 can include cellular transceivers 422 configured to operate in the transparent mode and retransmit the signal towards served terminals (e.g., PEDs 430, display units 432 (e.g., In-Flight Entertainment (IFE) seat display units), cockpit terminals 444, crew terminals 444, avionics terminals 444, etc.) which connect and communicate via cellular (e.g., 3GPP 5G, etc.) protocols using, e.g., 5G cellular encoders, decodes, and transceivers. Similarly, the cellular transceivers can operate in the transport mode to receive and retransmit signals from the served terminals to the satellite communication terminal 410 for transmission through the satellite antenna 411 toward the sate I lite(s) 490 for relay to the NTN satellite gateway 480.

[0065] Alternatively or additionally, the retransmitted signal can be provided to WiFi transceivers, e.g., spaced apart along a cabin ceiling area, which are configured to provide WiFi access to at least some of the served terminals served terminals which connect and communicate using WiFi protocols (e.g., IEEE 802.11).

[0066] As explained above, the satellite communication terminal 410 can serve as a UE (first option described above) or as a transparent relay (second option described above).Attorney Docket No. 9910-191WO

[0067] For the second option, the satellite communication terminal 410 receives a signal from the satel lite(s) 490, processes the signal to compensate waveform attributes such as Doppler and timing or indicates to the cellular transceiver 422 and / or the served terminals that they need to perform adaptations on the waveform, e.g., by indicating that they are in an aircraft and / or indicating what adaptations on the waveform should be performed and possibly also indicating parameters to be used for the waveform adaptations. In some embodiments, the satellite communication terminal 410, the cellular transceiver 422 of the wireless access points 420, and / orthe served terminals can be configured to adapt the signal waveform for one or more of:• Timing compensation to adjust timing advance type of parameters according to (e.g., based on determination of) the propagation delay;• Doppler compensation, taking into account the relative speed between the LEO satellite and the aircraft; and• Cell size may be modified as needed.

[0068] An IFE controller 460 can communicate with ground-based network nodes 484, e.g., content servers (e.g., movies, TV programming, games, e-books, Internet content servers, etc.), through core networks 482 and which may include private networks and public networks (e.g., Internet) and the NTN satellite gateway 480, etc.

[0069] Mobile SATCOM terminal embodiments:

[0070] Various example embodiments which are based on, and fully supported by, the above-description are now described in further detail below.

[0071] Some embodiments of the present disclosure provide a mobile SATCOM terminal 410 for communication with NTN satellites. The NTN satellites may be non- geostationary satellites, such as medium-Earth orbit (MEO) satellites or low-Earth orbit (LEO) satellites. The SATCOM terminal includes at least one processor, and at least one memory storing instructions executable by the at least one processor to perform operations. The operations include to adapt signaling for traffic flows transmitted toward one of the NTN satellites operating as a cellular base station to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; mobilityAttorney Docket No. 9910-191WO management and handover to the one of the NTN satellites; and Doppler shift in the signaling transmitted toward the one of the NTN satellites.

[0072] The SATCOM terminal 410 may adapt the waveform of 3GPP 5G cellular signaling transmitted toward an NTN satellite operating as a 5G gNodeB to compensate for distance and / or movement of the SATCOM terminal 410 relative to the NTN satellite. In a further embodiment, the operations performed by the at least one processor adapt the waveform of 5G cellular signaling transmitted toward the one of the NTN satellites operating as a 5G gNodeB to perform at least one of to: adjust timing advance type of parameters according to the propagation delay in signaling from transmission by the SATCOM terminal to receipt by the 5G gNodeB operation of the one of the NTN satellites; and adjust for effect of Doppler shift based on relative speed between non-geostationary speed of the one of the NTN satellites relative to movement speed of the SATCOM terminal.

[0073] The signaling may be adapted to adjust timing advance of 5G signaling or other cellular signaling transmitted toward the NTN satellite operating as a 5G gNodeB, based on propagation delay and / or Doppler shift.

[0074] In one embodiment, the SATCOM terminal 410 adapts signaling transmitted toward the one of the NTN satellites operating as a cellular base station to adjust timing advance type of parameters according to the propagation delay in signaling from transmission by the SATCOM terminal to receipt by the one of the NTN satellites.

[0075] In another embodiment, the SATCOM terminal 410 adapts signaling transmitted toward the one of the NTN satellites operating as the cellular base station to adjust for effect of Doppler shift based on relative speed between non-geostationary speed of the one of the NTN satellites relative to movement speed of the SATCOM terminal.

[0076] The mobile SATCOM terminal 410 may include user equipment (UE) circuitry for communicating with the cellular base station operating in the NTN satellite. The cellular base station can operate as a 5G gNodeB or other base station. The cellular base station and UE can communicate traffic flows using 5G or other cellular protocol signaling, but which is adapted based on distance and / or relative movement of the mobile SATCOM terminal and the NTN satellite, e.g., non-geostationary satellite such as a medium-EarthAttorney Docket No. 9910-191WO orbit satellite or low-Earth orbit satellite. The UE may communicate with electronic devices in the aircraft cabin through cellular protocol communication signaling, which can be relayed after being adapted toward the NTN satellite.

[0077] In an example embodiment, the mobile SATCOM terminal includes a UE that is configured to receive traffic flows as cellular protocol communication signaling generated by electronic devices in an aircraft cabin. The UE adapts the cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to the one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites. The UE transmits the adapted cellular protocol communication signaling through a satellite antenna toward the one of the NTN satellites.

[0078] The type of modulation coding scheme which is applied to traffic streams for transmission may be adapted based on the type of traffic flow, such as passenger traffic flows versus aircraft safety traffic flows. In an example embodiment, the UE may be further configured to receive passenger traffic flows as cellular protocol communication signaling generated by the passenger electronic devices 430 in the aircraft cabin, to receive aircraft safety traffic flows as cellular protocol communication signaling generated by avionics in the aircraft cabin. The mobile SATCOM terminal 410 may be configured to use a first modulation coding scheme for transmission of the passenger traffic flows toward the one of the NTN satellites. While the mobile SATCOM terminal 410 is using the first modulation coding scheme for transmission of the passenger traffic flows, the mobile SATCOM terminal 410 is controlled to use a second modulation coding scheme for transmission of the aircraft safety traffic flows, wherein the second modulation coding scheme is a higher order than the first modulation coding scheme.

[0079] Example passenger traffic flows may include, without limitation, Internet browsing via web browsers running on the passenger electronic devices communicating with ground content servers, over-the-top (OTT) streaming of videos and / or audio via applications running on the passenger electronic devices and communicating with ground streaming content servers, gaming traffic from gaming applications running on the passenger electronic devices and communicating with ground gaming servers. The passenger traffic flows may alternatively or additionally include traffic generated betweenAttorney Docket No. 9910-191WO seat display units 432 and one or more ground servers, such as live TV servers, movie streaming servers, audio streaming servers, gaming servers, shopping servers, etc.

[0080] Some further embodiments are directed to the mobile SATCOM terminal 410 communicating with passenger electronic devices 430 via cellular transceivers 422 in the wireless access points 420 spaced apart within the aircraft cabin.

[0081] In one embodiment, the mobile SATCOM terminal 410 is configured to receive the cellular protocol communication signaling from cellular transceivers 422 in the wireless access points 420. The wireless access points 420 operate in a transparent mode by retransmitting cellular protocol communication signaling received from the passenger electronic devices 430 toward the mobile SATCOM terminal. The SATCOM terminal may include a wired communication network interface configured to connect to a wired network connected to the wireless access points 420, to receive the retransmitted cellular protocol communication signaling. Alternatively or additionally, the SATCOM terminal may include a wireless communication network interface, e.g., cellular interface, configured to communicate through a cellular communication protocol (e.g., 5G) with the wireless access points 420 to receive the retransmitted (relayed) cellular protocol communication signaling. The mobile SATCOM terminal 410 operates to retransmit the received cellular protocol communication signaling toward the NTN satellite operating as the cellular base station after adapting waveforms of the received cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; and Doppler shift in the signaling transmitted to the one of the NTN satellites.

[0082] Another embodiment is directed to the wireless access points 420 adapting the cellular protocol communication signaling received from the passenger electronic devices 430, instead of the mobile SATCOM terminal 410 performing the adapting as described in the previous embodiment. In this embodiment, the mobile SATCOM terminal 410 can control how the wireless access points 420 adapt the cellular protocol communication signaling from the passenger electronic devices 430 before communicating the adapted cellular protocol communication signaling to the mobile SATCOM terminal 410. An example embodiment thereof includes the mobile SATCOM terminal 410 receiving the cellular protocol communication signaling from the wireless access points 420, andAttorney Docket No. 9910-191WO controlling the wireless access points 420 to adapt the cellular protocol communication signaling received from the passenger electronic devices 430 to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; and Doppler shift in the signaling transmitted to the one of the NTN satellites. The wireless access points 420 send the adapted cellular protocol communication signaling to the mobile SATCOM terminal 410. The mobile SATCOM terminal 410 retransmits the adapted cellular protocol communication signaling from the wireless access points 420 toward the one of the NTN satellites operating as the cellular base station.

[0083] Some other embodiments are directed to the mobile SATCOM terminal including more than one UE, with each UE being used to communicate different assigned types of traffic flows (e.g., passenger traffic flows versus aircraft safety traffic flows) to and from the NTN satellite. The UEs may be incorporated into the same housing as the mobile SATCOM terminal for mounting in the aircraft (e.g., as a line replaceable unit), or may be connected thereto through one or more network interfaces.

[0084] In an example embodiment, the mobile SATCOM terminal 410 includes a first UE having a first UE identity and a second UE having a second UE identity. The first UE is configured to receive passenger traffic flows through cellular protocol communication signaling with passenger electronic devices 430 in the aircraft cabin. The second UE is configured to receive aircraft safety traffic flows through cellular protocol communication signaling with avionics (e.g., cockpit avionics, engine control avionics, flight control system avionics, etc.) in the aircraft cabin. The mobile SATCOM terminal 410 is configured to adapt the cellular protocol communication signaling of the passenger traffic flows and the aircraft safety traffic flows to compensate for at least one of: propagation delay in communications to the one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites. The mobile SATCOM terminal 410 is configured to transmit through a satellite antenna 411 toward the one of the NTN satellites the adapted cellular protocol communication signaling of the passenger traffic flows and an indication of the first UE identity, and to transmit through the satellite antenna toward the one of the NTN satellites the adapted cellular protocol communication signaling of the aircraft safety traffic flows and an indication of the second UE identity.Attorney Docket No. 9910-191WO

[0085] Thus, different UEs of the mobile SATCOM terminal 410 can separately establish and maintain communication links with the NTN satellite, and may be independently controlled to provide different modulation coding schemes, security schemes, etc. Traffic flows between onboard electronics (e.g., passenger electronic devices, crew terminals, avionics, etc.) can be selectively set up and provided through some different UEs based on the type of traffic flow. For example, aircraft safety traffic flows (which have lower bandwidth requirements) can be setup and communicate through one or more UEs that are different than another one or UEs that are used to setup and communicate passenger traffic flows. The UE(s) communicating aircraft safety traffic flows can be configured through the cellular communication protocol to use higher reliability and lower packet loss protocol compared to what is used by the UE(s) communicating passenger traffic flows. Because the bandwidth requirements for handling passenger traffic flows can be substantially higher than for handling the aircraft safety traffic flows, more UE(s) may be allocated in the mobile SATCOM terminal 410 for handling passenger traffic flows.

[0086] Different modulation coding schemes may be used for passenger traffic flows versus aircraft safety traffic flows, to provide higher reliability and lower packet loss for aircraft safety traffic flows.

[0087] When the modulation coding scheme is applied by the mobile SATCOM terminal 410, the mobile SATCOM terminal 410 is configured to use a first modulation coding scheme for transmission of the adapted cellular protocol communication signaling of the passenger traffic flows. While the mobile SATCOM terminal 410 is using the first modulation coding scheme, the mobile SATCOM terminal 410 is controlled to use a second modulation coding scheme for transmission of the adapted cellular protocol communication signaling of the aircraft safety traffic flows, wherein the second modulation coding scheme is a higher order than the first modulation coding scheme.

[0088] In contrast, when the modulation coding scheme is applied by the UEs (e.g., by the cellulartransceivers 422 in the wireless access points 420), the mobile SATCOM terminal 410 controls the first UE to use a first modulation coding scheme for communications of the passenger traffic flows. While the first UE is using the first modulation coding scheme, the mobile SATCOM terminal 410 controls the second UE toAttorney Docket No. 9910-191WO use a second modulation coding scheme for communications of the aircraft safety traffic flows, wherein the second modulation coding scheme is a higher order than the first modulation coding scheme.

[0089] Some other embodiments are directed to the mobile SATCOM terminal using different network slices to isolate certain types of traffic flows from each other, and enable effective differentiation of control to be applied to different types of traffic flows. For example, one network slice can be configured for use to communicate aircraft safety traffic flows with provide higher reliability and lower packet loss protocol operations, and another network slice can be configured for use to communicate passenger traffic flows with provide more spectrally efficient (higher bandwidth) communications but with associated lower reliability and higher packet loss protocol operations.

[0090] In one embodiment, the mobile SATCOM terminal 410 is configured to receive passenger traffic flows through communications with passenger electronic devices 430 in the aircraft cabin, and to transmit the passenger traffic flows using first network slices to the one of the NTN satellites. The mobile SATCOM terminal 410 is further configured to receive aircraft safety traffic flows through communications with avionics in the aircraft cabin, and to transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices.

[0091] In another embodiment, the mobile SATCOM terminal 410 is configured to receive passenger traffic flows through communications with passenger electronic devices in the aircraft cabin, and transmit the passenger traffic flows using first network slices to the one of the NTN satellites. The mobile SATCOM terminal 410 is further configured to receive aircraft safety traffic flows through communications with avionics in the aircraft cabin and transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices. The mobile SATCOM terminal 410 is further configured to control waveform characteristics of the transmissions in the first network slices using a different process than used to control waveform characteristics of the transmission in the second network slices.Attorney Docket No. 9910-191WO

[0092] For example, the mobile SATCOM terminal 410 may control the transmissions in the second network slices to use a higher order modulation and / or higher coding scheme than used for the first network slices, or vice versa. Alternatively or additionally, the mobile SATCOM terminal 410 may control the transmissions in the second network slices to use different timeslot size and / or different timeslot structure than used for the first network slices. Alternatively or additionally, the mobile SATCOM terminal 410 may control the transmissions in the second network slices to use different bandwidth optimization processes and / or security schemes than used for the first network slices. These operations can be adapted to improve performance, such as latency, availability, data rate, etc., of transmissions in the first network slice relative to the second network slice or vice versa.

[0093] In another embodiment, the mobile SATCOM terminal 410 is configured to receive passenger traffic flows through communications with passenger electronic devices 430 in the aircraft cabin, and to transmit the passenger traffic flows using first network slices to the one of the NTN satellites. The mobile SATCOM terminal 410 is further configured to receive aircraft safety traffic flows through communications with avionics in the aircraft cabin, and to transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices. The mobile SATCOM terminal 410 is configured to apply a higher order security protection scheme to the second network slices relative to the security protection scheme applied to the first network slices.

[0094] In another embodiment, the mobile SATCOM terminal 410 is configured to receive passenger traffic flows through communications with passenger electronic devices 430 in the aircraft cabin, and to transmit the passenger traffic flows using first network slices to the one of the NTN satellites. The mobile SATCOM terminal 410 is further configured to receive aircraft safety traffic flows through communications with avionics in the aircraft cabin, and to transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices. The mobile SATCOM terminal 410 is configured to Ultrareliable low-latency communications (URLLC) for the second network slices and to not perform URLLC for the first network slices.Attorney Docket No. 9910-191WO

[0095] Some other embodiments are directed to more detailed combinations of the above-description.

[0096] In some embodiments, a mobile SATCOM terminal is configured to receive cellular protocol communication signaling from wireless access points spaced apart within an aircraft cabin, the wireless access points operating in a transparent mode by retransmitting cellular protocol communication signaling received from electronic devices within the aircraft cabin. The mobile SATCOM terminal adapts waveforms of the cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites. The mobile SATCOM terminal retransmits the adapted waveforms of the cellular protocol communication signaling toward the one of the NTN satellites.

[0097] In a further embodiment, the cellular protocol communication signaling transports passenger traffic flows generated by passenger electronic devices in the aircraft cabin and transports aircraft safety traffic flows generated by aircraft avionics. The SATCOM terminal is further configured to use a first modulation coding scheme for transmission of the passenger traffic flows toward the one of the NTN satellites. While the mobile SATCOM terminal is using the first modulation coding scheme for transmission of the passenger traffic flows, the mobile SATCOM terminal is controlled to use a second modulation coding scheme for transmission of the aircraft safety traffic flows, wherein the second modulation coding scheme is a higher order than the first modulation coding scheme.

[0098] In a further embodiment, the mobile SATCOM terminal is further configured to transmit the passenger traffic flows using first network slices to the one of the NTN satellites, and transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites. The first network slices are different from the second network slices. The mobile SATCOM terminal applies a higher order modulation and coding scheme to the second network slices relative to the modulation and coding scheme applied to the first network slices.

[0099] Figure 5 illustrates a system in which traffic between ground nodes and aircraft onboard applications and / or hardware components is segregated into different networkAttorney Docket No. 9910-191WO slices. Multiple network slices are set up with characteristics of the traffic transmissions being controlled to provide optimization for each segregated domain. The slices form virtual networks operating for transmission and reception of signaling through a single broadband communication terminal 500 communicating in an air-to-ground communication system and / or satellite communication system. This approach provides a logical segregation between network slices allowing to control and separate the traffic flows between safety and non-safety data exchanges in particular. Communication performance of each of the slices can be optimized for the specific needs of the associated applications and / or services.

[0100] In the non-limiting example of Figure 5, aircraft control related traffic 510 (e.g., Aircraft Control Domain (ACD)) is transmitted to and / or received from an air traffic controller node(s) 540 using Network Slice 1. In contrast, operations related traffic 520 (e.g., ACD traffic and / or Airline Information Services Domain (AISD)) is transmitted to and / or received from airlines and airport operators node(s) 550 using through Network Slice 2. Further segregation is provided by entertainment related traffic 530 (e.g., Passenger Entertainment and Network Services Domain (PIESD), Passenger-Owned Devices Domain (PODD), etc.) is transmitted to and / or received from passenger services node(s) 560 (e.g., Internet) using through Network Slice 2.

[0101] Further Definitions and Embodiments:

[0102] In the above description of various embodiments of present inventive concepts, it is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of present inventive concepts. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which present inventive concepts belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of this specification and the relevant art and will not be interpreted in an idealized or overly formal sense expressly so defined herein.Attorney Docket No. 9910-191WO

[0103] When an element is referred to as being "connected", "coupled", "responsive", or variants thereof to another element, it can be directly connected, coupled, or responsive to the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly connected", "directly coupled", "directly responsive", or variants thereof to another element, there are no intervening elements present. Like numbers refer to like elements throughout. Furthermore, "coupled", "connected", "responsive", or variants thereof as used herein may include wirelessly coupled, connected, or responsive. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. Well-known functions or constructions may not be described in detail for brevity and / or clarity. The term "and / or" includes any and all combinations of one or more of the associated listed items.

[0104] It will be understood that although the terms first, second, third, etc. may be used herein to describe various elements / operations, these elements / operations should not be limited by these terms. These terms are only used to distinguish one element / operation from another element / operation. Thus, a first element / operation in some embodiments could be termed a second element / operation in other embodiments without departing from the teachings of present inventive concepts. The same reference numerals or the same reference designators denote the same or similar elements throughout the specification.

[0105] As used herein, the terms "comprise", "comprising", "comprises", "include", "including", "includes", "have", "has", "having", or variants thereof are open-ended, and include one or more stated features, integers, elements, steps, components or functions but does not preclude the presence or addition of one or more other features, integers, elements, steps, components, functions or groups thereof. Furthermore, as used herein, the common abbreviation "e.g.", which derives from the Latin phrase "exempli gratia," may be used to introduce or specify a general example or examples of a previously mentioned item, and is not intended to be limiting of such item. The common abbreviation "i.e.", which derives from the Latin phrase "id est," may be used to specify a particular item from a more general recitation.Attorney Docket No. 9910-191WO

[0106] Example embodiments are described herein with reference to block diagrams and / or flowchart illustrations of computer-implemented methods, apparatus (systems and / or devices) and / or computer program products. It is understood that a block of the block diagrams and / or flowchart illustrations, and combinations of blocks in the block diagrams and / or flowchart illustrations, can be implemented by computer program instructions that are performed by one or more computer circuits. These computer program instructions may be provided to a processor circuit of a general purpose computer circuit, special purpose computer circuit, and / or other programmable data processing circuit to produce a machine, such that the instructions, which execute via the processor of the computer and / or other programmable data processing apparatus, transform and control transistors, values stored in memory locations, and other hardware components within such circuitry to implement the functions / acts specified in the block diagrams and / or flowchart block or blocks, and thereby create means (functionality) and / or structure for implementing the functions / acts specified in the block diagrams and / or flowchart block(s).

[0107] These computer program instructions may also be stored in a tangible computer-readable medium that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable medium produce an article of manufacture including instructions which implement the functions / acts specified in the block diagrams and / or flowchart block or blocks. Accordingly, embodiments of present inventive concepts may be embodied in hardware and / or in software (including firmware, resident software, microcode, etc.) that runs on a processor such as a digital signal processor, which may collectively be referred to as "circuitry," "a module" or variants thereof.

[0108] It should also be noted that in some alternate implementations, the functions / acts noted in the blocks may occur out of the order noted in the flowcharts. For example, two blocks shown in succession may in fact be executed substantially concurrently or the blocks may sometimes be executed in the reverse order, depending upon the functionality / acts involved. Moreover, the functionality of a given block of the flowcharts and / or block diagrams may be separated into multiple blocks and / or the functionality of two or more blocks of the flowcharts and / or block diagrams may be atAttorney Docket No. 9910-191WO least partially integrated. Finally, other blocks may be added / inserted between the blocks that are illustrated, and / or blocks / operations may be omitted without departing from the scope of inventive concepts. Moreover, although some of the diagrams include arrows on communication paths to show a primary direction of communication, it is to be understood that communication may occur in the opposite direction to the depicted arrows.

[0109] Many variations and modifications can be made to the embodiments without substantially departing from the principles of the present inventive concepts. All such variations and modifications are intended to be included herein within the scope of present inventive concepts. Accordingly, the above disclosed subject matter is to be considered illustrative, and not restrictive, and the appended examples of embodiments are intended to cover all such modifications, enhancements, and other embodiments, which fall within the spirit and scope of present inventive concepts. Thus, to the maximum extent allowed by law, the scope of present inventive concepts is to be determined by the broadest permissible interpretation of the present disclosure including the following examples of embodiments and their equivalents, and shall not be restricted or limited by the foregoing detailed description.

Claims

Attorney Docket No. 9910-191WOClaims:

1. A mobile satellite communication (SATCOM) terminal for communication with nonterrestrial network (NTN) satellites, the SATCOM terminal comprising: at least one processor; and at least one memory storing instructions executable by the at least one processor to perform operations comprising to: adapt signaling for traffic flows transmitted toward one of the NTN satellites operating as a cellular base station to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; mobility management and handover to the one of the NTN satellites; and Doppler shift in the signaling transmitted toward the one of the NTN satellites.

2. The mobile SATCOM terminal of Claim 1, wherein the operations performed by the at least one processor to control the SATCOM terminal to adapt signaling transmitted toward one of the NTN satellites operating as a cellular base station, comprise to: adapt waveform of 5G cellular signaling transmitted toward the one of the NTN satellites operating as a 5G gNodeB to perform at least one of: adjust timing advance type of parameters according to the propagation delay in signaling from transmission by the SATCOM terminal to receipt by the 5G gNodeB operation of the one of the NTN satellites; and adjust for effect of Doppler shift based on relative speed between non- geostationary speed of the one of the NTN satellites relative to movement speed of the SATCOM terminal.

3. The mobile SATCOM terminal of Claim 1, wherein the operations performed by the at least one processor further comprised to: control the SATCOM terminal to adapt signaling transmitted toward the one of the NTN satellites operating as the cellular base station to adjust timing advance type of parameters according to the propagation delay in signaling from transmission by the SATCOM terminal to receipt by the one of the NTN satellites.Attorney Docket No. 9910-191WO4. The mobile SATCOM terminal of Claim 1, wherein the operations performed by the at least one processor further comprised to: control the SATCOM terminal to adapt signaling transmitted toward the one of the NTN satellites operating as the cellular base station to adjust for effect of Doppler shift based on relative speed between non-geostationary speed of the one of the NTN satellites relative to movement speed of the SATCOM terminal.

5. The mobile SATCOM terminal of Claim 1, wherein: the mobile SATCOM terminal comprises a user equipment (UE) configured to: receive traffic flows as cellular protocol communication signaling generated by electronic devices in an aircraft cabin; adapt the cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to the one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites; and transmit the adapted cellular protocol communication signaling through a satellite antenna toward the one of the NTN satellites.

6. The mobile SATCOM terminal of Claim 5, wherein: the UE is further configured to receive passenger traffic flows as cellular protocol communication signaling generated by the passenger electronic devices in the aircraft cabin, to receive aircraft safety traffic flows as cellular protocol communication signaling generated by avionics in the aircraft cabin; and the mobile SATCOM terminal is configured to use a first modulation coding scheme for transmission of the passenger traffic flows toward the one of the NTN satellites, and while the mobile SATCOM terminal is using the first modulation coding scheme for transmission of the passenger traffic flows, the mobile SATCOM terminal is controlled to use a second modulation coding scheme for transmission of the aircraft safety traffic flows, wherein the secondAttorney Docket No. 9910-191WO modulation coding scheme is different than the first modulation coding scheme.

7. The mobile SATCOM terminal of Claim 5, wherein: the mobile SATCOM terminal is configured to receive the cellular protocol communication signaling from wireless access points spaced apart within the aircraft cabin, the wireless access points operating in a transparent mode by retransmitting cellular protocol communication signaling received from passenger electronic devices, the mobile SATCOM terminal retransmitting the received cellular protocol communication signaling toward the one of the NTN satellites operating as the cellular base station after adapting waveforms of the received cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; and Doppler shift in the signaling transmitted to the one of the NTN satellites.

8. The mobile SATCOM terminal of Claim 7, wherein the mobile SATCOM terminal comprises: a wired communication network interface configured to connect to a wired network connected to the wireless access points, wherein the operations performed by the at least one processor further comprise to receive the cellular protocol communication signaling from the wireless access points through the wired communication network interface.

9. The mobile SATCOM terminal of Claim 5, wherein the mobile SATCOM terminal is configured to: receive the cellular protocol communication signaling from wireless access points spaced apart within the aircraft cabin; control the wireless access points to adapt the cellular protocol communication signaling received from the passenger electronic devices to compensate for at least one of: propagation delay in communications to the one of the NTN satellites; and Doppler shift in the signaling transmitted to the one of the NTN satellites, wherein the wireless accessAttorney Docket No. 9910-191WO points send the adapted cellular protocol communication signaling to the mobile SATCOM terminal; and retransmitting the adapted cellular protocol communication signaling from the wireless access points toward the one of the NTN satellites operating as the cellular base station.

10. The mobile SATCOM terminal of Claim 1, wherein: the mobile SATCOM terminal comprises a first user equipment (UE) having a first UE identity and a second UE having a second UE identity; the first UE is configured to receive passenger traffic flows through cellular protocol communication signaling with passenger electronic devices in the aircraft cabin; the second UE is configured to receive aircraft safety traffic flows through cellular protocol communication signaling with avionics in the aircraft cabin; the mobile SATCOM terminal is configured to adapt the cellular protocol communication signaling of the passenger traffic flows and the aircraft safety traffic flows to compensate for at least one of: propagation delay in communications to the one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites; and the mobile SATCOM terminal is configured to transmit through a satellite antenna toward the one of the NTN satellites the adapted cellular protocol communication signaling of the passenger traffic flows and an indication of the first UE identity, and to transmit through the satellite antenna toward the one of the NTN satellites the adapted cellular protocol communication signaling of the aircraft safety traffic flows and an indication of the second UE identity.

11. The mobile SATCOM terminal of Claim 10, wherein: the mobile SATCOM terminal is configured to use a first modulation coding scheme for transmission of the adapted cellular protocol communication signaling of the passenger traffic flows; and while the mobile SATCOM terminal is using the first modulation coding scheme, the mobile SATCOM terminal is controlled to use a second modulation coding scheme forAttorney Docket No. 9910-191WO transmission of the adapted cellular protocol communication signaling of the aircraft safety traffic flows, wherein the second modulation coding scheme is different than the first modulation coding scheme.

12. The mobile SATCOM terminal of Claim 10, wherein: the mobile SATCOM terminal controls the first UE to use a first modulation coding scheme for communications of the passenger traffic flows; and while the first UE is using the first modulation coding scheme, the mobile SATCOM terminal controls the second UE to use a second modulation coding scheme for communications of the aircraft safety traffic flows, wherein the second modulation coding scheme is different than the first modulation coding scheme.

13. The mobile SATCOM terminal of Claim 1, wherein the mobile SATCOM terminal is configured to segregate passenger and aircraft safety traffic flows by: receiving passenger traffic flows through communications with passenger electronic devices in the aircraft cabin; transmitting the passenger traffic flows using first network slices to the one of the NTN satellites; receiving aircraft safety traffic flows through communications with avionics in the aircraft cabin; and transmitting the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices.

14. The mobile SATCOM terminal of Claim 1, wherein the mobile SATCOM terminal is configured to: receive passenger traffic flows through communications with passenger electronic devices in the aircraft cabin; transmit the passenger traffic flows using first network slices to the one of the NTN satellites;Attorney Docket No. 9910-191WO receive aircraft safety traffic flows through communications with avionics in the aircraft cabin; and transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices, and control waveform characteristics of the transmissions in the first network slices using a different process than used to control waveform characteristics of the transmission in the second network slices.

15. The mobile SATCOM terminal of Claim 1, wherein the mobile SATCOM terminal is configured to: receive passenger traffic flows through communications with passenger electronic devices in the aircraft cabin; transmit the passenger traffic flows using first network slices to the one of the NTN satellites; receive aircraft safety traffic flows through communications with avionics in the aircraft cabin; transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices, and wherein the mobile SATCOM terminal is configured to apply a higher order security protection scheme to the second network slices relative to the security protection scheme applied to the first network slices.

16. The mobile SATCOM terminal of Claim 1, wherein the mobile SATCOM terminal is configured to: receive passenger traffic flows through communications with passenger electronic devices in the aircraft cabin; transmit the passenger traffic flows using first network slices to the one of the NTN satellites;Attorney Docket No. 9910-191WO receive aircraft safety traffic flows through communications with avionics in the aircraft cabin; transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices, and wherein the mobile SATCOM terminal is configured to perform Ultra-reliable low- latency communications (URLLC) for the second network slices and to not perform URLLC for the first network slices.

17. A mobile satellite communication (SATCOM) terminal for communication with nonterrestrial network (NTN) satellites, the SATCOM terminal configured to: receive cellular protocol communication signaling from wireless access points spaced apart within an aircraft cabin, the wireless access points operating in a transparent mode by retransmitting cellular protocol communication signaling received from electronic devices within the aircraft cabin; adapt waveforms of the cellular protocol communication signaling to compensate for at least one of: propagation delay in communications to one of the NTN satellites, mobility management and handover to the one of the NTN satellites, and Doppler shift in the signaling transmitted to the one of the NTN satellites; and retransmit the adapted waveforms of the cellular protocol communication signaling toward the one of the NTN satellites.

18. The mobile SATCOM terminal of Claim 17, wherein the cellular protocol communication signaling transports passenger traffic flows generated by passenger electronic devices in the aircraft cabin and transports aircraft safety traffic flows generated by aircraft avionics, wherein the SATCOM terminal is further configured to use a first modulation coding scheme for transmission of the passenger traffic flows toward the one of the NTN satellites, and while the mobile SATCOM terminal is using the first modulation coding scheme for transmission of the passenger traffic flows, the mobile SATCOMAttorney Docket No. 9910-191WO terminal is controlled to use a second modulation coding scheme for transmission of the aircraft safety traffic flows, wherein the second modulation coding scheme is different than the first modulation coding scheme.

19. The mobile SATCOM terminal of Claim 18, wherein the SATCOM terminal is further configured to: transmit the passenger traffic flows using first network slices to the one of the NTN satellites; transmit the aircraft safety traffic flows using second network slices to the one of the NTN satellites, wherein the first network slices are different from the second network slices, and apply a different order modulation and coding scheme to the second network slices relative to the modulation and coding scheme applied to the first network slices.

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