ETSI TS 102 576 V2.1.1 (2016-02)

Radio access network equipment specification; Mobile Communication On Board Aircraft (MCOBA) systems; Operational requirements and methodology for showing conformance

RTS/MSG-TFES-31

General Information

• Status: Published
• Publication Date: 04-Feb-2016
• Technical Committee: MSG TFES - Task Force for European Standards for IMT-2000
• Current Stage: 12 - Completion
• Due Date: 08-Feb-2016
• Completion Date: 05-Feb-2016

Standards Content (Sample)

ETSI TS 102 576 V2.1.1 (2016-02)






TECHNICAL SPECIFICATION
Radio access network equipment specification;
Mobile Communication On Board Aircraft (MCOBA) systems;
Operational requirements and methodology
for showing conformance

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2 ETSI TS 102 576 V2.1.1 (2016-02)



Reference
RTS/MSG-TFES-31
Keywords
GSM, LTE, MCOBA, radio, UMTS

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3 ETSI TS 102 576 V2.1.1 (2016-02)
Contents
Intellectual Property Rights . 4
Foreword . 4
Modal verbs terminology . 4
Introduction . 4
1 Scope . 5
2 References . 5
2.1 Normative references . 5
2.2 Informative references . 5
3 Definitions, symbols and abbreviations . 6
3.1 Definitions . 6
3.2 Symbols . 6
3.3 Abbreviations . 6
4 Operational requirements . 7
4.1 Considerations for installation of Mobile Communication On Board Aircraft systems . 7
4.2 Maximum E.I.R.P. of the aircraft due to the Mobile Communication On Board Aircraft system . 7
4.3 Derivation of the minimum power level of the NCU at the antenna input (Criterion A) . 8
4.4 Derivation of the permitted maximum power level of the MCOBA system at the antenna input
(Criterion B) . 10
4.5 Derivation of the effective power level due to the UE onboard aircraft (Criterion C) . 10
5 Description of test methodology to derive key parameters . 10
5.1 Cabin coupling loss . 10
5.1.1 General description of test set up . 10
5.1.2 Definition . 11
5.1.3 Test purpose . 11
5.1.4 Test procedure . 11
5.2 Consideration for RF attenuation measurement on aircraft . 13
5.3 Aircraft attenuation in combination with the aircraft antenna system . 14
5.3.1 Test purpose . 14
5.3.2 Methods of measurement . 14
5.3.3 Calculation of combined effective aircraft attenuation and antenna system . 15
5.4 Attenuation of aircraft at window . 16
5.4.1 Test purpose . 16
5.4.2 Methods of measurement . 16
5.4.3 Calculation of aircraft attenuation at the window . 17
Annex A (informative): System Description . 20
A.1 High level System Description . 20
A.2 OBTS . 21
A.3 RF Screening . 21
A.4 Antenna system . 21
A.5 Antenna system installation . 21
Annex B (informative): Bibliography . 22
History . 23


ETSI

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4 ETSI TS 102 576 V2.1.1 (2016-02)
Intellectual Property Rights
IPRs essential or potentially essential to the present document may have been declared to ETSI. The information
pertaining to these essential IPRs, if any, is publicly available for ETSI members and non-members, and can be found
in ETSI SR 000 314: "Intellectual Property Rights (IPRs); Essential, or potentially Essential, IPRs notified to ETSI in
respect of ETSI standards", which is available from the ETSI Secretariat. Latest updates are available on the ETSI Web
server (https://ipr.etsi.org/).
Pursuant to the ETSI IPR Policy, no investigation, including IPR searches, has been carried out by ETSI. No guarantee
can be given as to the existence of other IPRs not referenced in ETSI SR 000 314 (or the updates on the ETSI Web
server) which are, or may be, or may become, essential to the present document.
Foreword
This Technical Specification (TS) has been produced by ETSI Technical Committee Mobile Standards Group (MSG).
Modal verbs terminology
In the present document "shall", "shall not", "should", "should not", "may", "need not", "will", "will not", "can" and
"cannot" are to be interpreted as described in clause 3.2 of the ETSI Drafting Rules (Verbal forms for the expression of
provisions).
"must" and "must not" are NOT allowed in ETSI deliverables except when used in direct citation.
Introduction
The present document defines operational requirements and the methodology for showing conformance to the
operational requirements for a Mobile Communication Onboard Aircraft system (MCOBA) whose essential
requirements are defined in the ETSI EN 302 480 [i.5] to demonstrate conformity to Article 3.2 of the Radio Equipment
Directive [i.1].
The present document provides a methodology in order to derive power values at the antenna output port of the system
which can be used to demonstrate conformance to any E.I.R.P. limits defined outside the aircraft. Given the dependence
of the E.I.R.P. levels outside the aircraft on the specific system implementation, the present document also identifies
testing procedures to determine the value of the key relevant RF parameters of the aircraft.

ETSI

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5 ETSI TS 102 576 V2.1.1 (2016-02)
1 Scope
The present document specifies operational requirements and the methodology for showing conformance to the
operational requirements for a Mobile Communication Onboard Aircraft system, which allows communication in the
GSM and LTE (FDD) 1 800 MHz frequency band and the UMTS 2 100 MHz frequency band to ensure, that mobile
terminals will not connect to ground based mobile networks.
The present document further specifies measurement methodologies allowing the definition of the key RF parameters of
the aircraft, which are:
• the aircraft attenuation as observed at the windows;
• the aircraft attenuation in combination of the antenna system as observed at the antenna system feeding point;
• the effective cabin coupling loss within the aircraft cabin.
The present document also provides a way to translate the power level generated by the Mobile Communication
Onboard Aircraft system at the antenna system output port to an E.I.R.P. defined outside the aircraft.
2 References
2.1 Normative references
References are either specific (identified by date of publication and/or edition number or version number) or
non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the
reference document (including any amendments) applies.
Referenced documents which are not found to be publicly available in the expected location might be found at
http://docbox.etsi.org/Reference.
NOTE: While any hyperlinks included in this clause were valid at the time of publication, ETSI cannot guarantee
their long term validity.
The following referenced documents are necessary for the application of the present document.
Not applicable.
2.2 Informative references
References are either specific (identified by date of publication and/or edition number or version number) or
non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the
reference document (including any amendments) applies.
NOTE: While any hyperlinks included in this clause were valid at the time of publication, ETSI cannot guarantee
their long term validity.
The following referenced documents are not necessary for the application of the present document but they assist the
user with regard to a particular subject area.
[i.1] Directive 2014/53/EU of the European Parliament and of the Council of 16 April 2014 on the
harmonisation of the laws of the Member States relating to the making available on the market of
radio equipment and repealing Directive 1999/5/EC(Radio Equipment Directive).
[i.2] Commission Implementing Decision 2013/654/EU of 12 November 2013 amending Decision
2008/294/EC to include additional access technologies and frequency bands for mobile
communications services on aircraft (MCA services).
[i.3] ECC Report 93: "Compatibility between GSM equipment on board aircraft and terrestrial
networks".
[i.4] ECC Report 187: "Compatibility Study between Mobile communication services on board aircraft
(MCA) and ground-based systems".
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6 ETSI TS 102 576 V2.1.1 (2016-02)
[i.5] ETSI EN 302 480 (V2.1.1.): "Electromagnetic compatibility and Radio spectrum Matters (ERM);
Harmonized EN for the Mobile Communication onboard Aircraft systems covering the essential
requirements of Article 3.2 of the Radio Equipment Directive".
3 Definitions, symbols and abbreviations
3.1 Definitions
For the purposes of the present document, the following terms and definitions apply:
aircraft type: common platform of aircraft which possess the same RF characteristics
antenna system type: specific antenna characteristics which are uniquely defined by a set of RF parameters
installation type: precise manner of installation of the dedicated antenna system
Mobile Communication On Board Aircraft system (MCOBA): system comprising the functions provided by the
NCU and the OBTS
network control unit (NCU): component of the Mobile Communication On Board Aircraft system preventing direct
connection of the onboard mobile terminals with mobile networks on the ground by raising the noise floor in the cabin
onboard base transceiver station (OBTS): component of the Mobile Communication On Board Aircraft system
responsible for radio transmission and reception to or from the onboard mobile terminals
3.2 Symbols
For the purposes of the present document, the following symbols apply:
λ wavelength
dB decibel
dBm power in decibel relative to 1 mW
3.3 Abbreviations
For the purposes of the present document, the following abbreviations apply:
ACU Antenna Coupling Units
ASP Additional Screening Power
BTS Base Transceiver station
CCL Cabin Coupling Loss
CDF Cumulative Distribution Function
CDMA Code Division Multiple Access
CW Continuous Wave
E.I.R.P. Effective Isotropic Radiated Power
ECC Electronic Communications Committee
FSL Free Space Loss
GSM Global System for Mobile communications
MCOBA Mobile Communication On Board Aircraft
LTE Long Term Evolution
NCU Network Control Unit
OBTS On board aircraft Base Transceiver System
PG Processing Gain
RED Radio Equipment Directive
RF Radio Frequency
RMS Root Mean Square
UE User Equipment
UMTS Universal Mobile Telecommunications System
WCDMA Wide Code Division Multiple Access
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7 ETSI TS 102 576 V2.1.1 (2016-02)
4 Operational requirements
4.1 Considerations for installation of Mobile Communication On
Board Aircraft systems
The requirements for operation of a MCOBA system in order to comply with defined limits, are highly dependent on
many factors, including the aircraft size and type, its RF isolation characteristics, propagation characteristics within the
cabin and the installation of the MCOBA system.
Considerations to show compliancy will depend on different elements of technical system design and choice of
installation for achieving compliance with the limits, such as:
- Variation of the output power of NCU/ OBTS outside the aircraft depending on the fuselage attenuation.
- Choosing for the NCU/OBTS an appropriate antenna type, number and their placement so as to achieve the
most efficient coverage along the cabin while limiting radiation outside the aircraft.
- Valuating the propagation characteristics inside the cabin, e.g. variation of signal strength due to the layout of
the cabin, and factoring this into the evaluation of emissions radiated outside the aircraft.
Results of measurement campaigns have indicated that the effective attenuation of signals by an aircraft is dependent on
the aircraft type. Furthermore the signal leakage of the OBTS will be subject to the RF variations of different antenna
systems and their various installations. Hence system compliancy tests carried out on aircraft can only be used as
validation for the same combination of the system type and the aircraft type, i.e. validation of antenna system "A" with
aircraft type "X" cannot be used on an aircraft type "Z" or using antenna system "B".
To show conformance with the requirements the methodology described in the following clauses is defined.
Conformance shall be shown with respect to the following three criteria:
a) Minimum power at NCU antenna connector shall be sufficient to inhibit connection to all relevant terrestrial
networks at the height above ground the system is to be operated. The methodology is described in clause 4.3.
b) The far field E.I.R.P. outside the aircraft from the OBTS/NCU shall be low enough to ensure non-interference
with terrestrial UEs. The methodology is described in clause 4.4.
c) The E.I.R.P. outside the aircraft from the UEs shall be low enough to ensure non-interference with terrestrial
base stations. The methodology is described in clause 4.5.
The criteria will be referred to as A, B and C in the remainder of the present document. The system can only be
operated at height above ground for which compliance with all the criteria A, B and C can be shown.
The calculations shown in clauses 4.3, 4.4 and 4.5 contain a number of input parameters which shall be measured or
estimated. The test methodologies to derive these parameters are described in clause 5.
Table 4.1-1: Operational requirements and methodology for showing conformance
Maximum permitted E.I.R.P. Maximum permitted E.I.R.P.
Operational requirements Minimum NCU power
from NCU/OBTS from onboard UE
Aircraft Window Attenuation
Aircraft Attenuation with
Test methodology Aircraft Window Attenuation and
onboard antenna system
Cabin Coupling Loss

4.2 Maximum E.I.R.P. of the aircraft due to the Mobile
Communication On Board Aircraft system
It is expected that spectrum regulatory limits imposed on the MCOBA system when installed in the aircraft will be
specified as an E.I.R.P. value defined outside the aircraft. The benefits for a regulatory body using this approach are that
the limits are independent of the aircraft type and technical characteristics, such as size, fuselage construction and its RF
shielding features and they are technology neutral.
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8 ETSI TS 102 576 V2.1.1 (2016-02)
Such limits can be found in the Annex of ECC Commission implementing Decision 2013/654/EU [i.2] which provides
the maximum permitted E.I.R.P. emitted by the NCU/OBTS and UE. These levels are defined outside the aircraft, and
are listed in tables 4.2-1 and 4.2-2 respectively.
Table 4.2-1: Maximum permitted E.I.R.P. outside the aircraft produced by NCU/ OBTS
Maximum E.I.R.P. produced by the NCU/OBTS outside the aircraft in dBm/channel
Height above
460 to 470 MHz 791 to 921 to 1 805 to 2 110 to 2 570 to
ground
821 MHz 960 MHz 1 880 MHz 2 170 MHz 2 690 MHz
(m)
dBm/1,25 MHz dBm/10 MHz dBm/200 kHz dBm/200 kHz dBm/3,84 MHz dBm/4,75 MHz
3 000 -17,0 -0,87 -19,0 -13,0 1,0 1,9
4 000 -14,5 1,63 -16,5 -10,5 3,5 4,4
5 000 -12,6 3,57 -14,5 -8,5 5,4 6,3
6 000 -11,0 5,15 -12,9 -6,9 7,0 7,9
7 000 -9,6 6,49 -11,6 -5,6 8,3 9,3
8 000 -8,5 7,65 -10,5 -4,4 9,5 10,4

Table 4.2-2: Maximum permitted E.I.R.P. outside the aircraft produced by the onboard terminal
Maximum E.I.R.P., defined Maximum E.I.R.P., defined Maximum E.I.R.P., defined
outside the aircraft, outside the aircraft, outside the aircraft,
Height above ground
resulting from the GSM resulting from the LTE resulting from the UMTS
(m)
mobile terminal in mobile terminal in mobile terminal in
dBm/200 kHz dBm/5 MHz dBm/3,84 MHz
GSM 1 800 MHz LTE 1 800 MHz UMTS 2 100 MHz
3 000 -3,3 1,7 3,1
4 000 -1,1 3,9 5,6
5 000 0,5 5 7
6 000 1,8 5 7
7 000 2,9 5 7
8 000 3,8 5 7

4.3 Derivation of the minimum power level of the NCU at the
antenna input (Criterion A)
The minimum power level required will depend on the following parameters:
1) Maximum power level of mobile network from the ground received inside the aircraft cabin P is
max-inside_aircraft
defined as follows:
P = P − A
max_ inside _ aircraft max_ outside _ aircraft aircrafWindowfMHz
Where:
P being the theoretical highest signal strength power values outside the aircraft (and
max-outside_aircraft
defined in table 4.2-1.
A being the effective attenuation to the ground based signals due to the aircraft at the
aircraft windowf MHz
window. The measurement of this parameter is defined in clause 5.4.
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9 ETSI TS 102 576 V2.1.1 (2016-02)
Table 4.3-1: Theoretical maximum power received outside aircraft
from mobile networks on the ground
 Received power per system bandwidth
(dBm/bandwidth)
Technology CDMA GSM UMTS GSM UMTS UMTS
Band 450 MHz 900 MHz 1 800 MHz 2 100
Height (m) MHz
3 000 -70,7 -68,5 -78,5 -76,7 -86,7 -87,6
4 000 -73,0 -70,9 -80,9 -77,6 -89,2 -89,8
5 000 -74,9 -72,7 -82,7 -78,5 -91,1 -91,4
6 000 -76,4 -74,2 -84,3 -79,3 -92,7 -92,7
7 000 -77,7 -75,5 -85,5 -80 -94 -93,8
8 000 -78,8 -76,6 -86,6 -80,6 -95,2 -94,7
9 000 -79,7 -77,6 -87,5 -81,1 -96,2 -95,5
10 000 -80,6 -78,5 -88,4 -81,5 -97,1 -96,2
NOTE: The values have been derived from tables contained in section 8.1.1
from the ECC Compatibility Report 93 [i.3] and ECC Report 187 [i.4].

2) The consideration of additional screening power (ASP ) which is the combination of the screening
technology
margin necessary for controlling additional processing gain (PG) inherent to some cellular technologies and
the C/I or Eb/N0 (signal to noise ratio or energy per bit to power spectral density ratio) value according to the
cellular technology in to provide effective screening of the pilot broadcast signals:
For GSM:
⎛ C ⎞

ASP = −
⎜ ⎟
techno log y
I
⎝ ⎠

For WCDMA/CDMA2000:
Eb
ASP = PG −
techno log y
N 0

Note that the pilot channel for CDMA systems is a fraction of the total channel power.
Table 4.3-2: Processing gain, C/I and Eb/N0
Mobile Processing Delta between Pilot Channel C/I or Eb/N0
Technology gain (dB) and total power (dB)
(see note) (see note)
GSM N/A N/A 4
WCDMA 21 -10 4,3
CDMA 2000 20 -8 2,3
NOTE: Parameters taken from the ECC Compatibility Report 93 [i.3] and ECC
Report 187 [i.4].

3) The required NCU input power at the antenna port in order to provide the necessary power level at the aircraft
window: i.e. the effective coupling loss within the cabin:
- The measurement of the Cabin coupling loss (CCL) is defined in clause 5.1.
Translation equation for minimum power required equates to:
P f P + ASP + CCL
req max_ inside _ aircraft techno log y

Where:
• P : power required to screen (dBm/ bandwidth).
req
• P : Maximum power received from the ground based network inside the aircraft (dBm/bandwidth)
max_inside_aircraft
the value may be calculated from theoretical principles or directly measured.
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10 ETSI TS 102 576 V2.1.1 (2016-02)
• ASP : additional screening power (dB).
technology
• CCL: cabin coupling loss (dB).
4.4 Derivation of the permitted maximum power level of the
MCOBA system at the antenna input (Criterion B)
The maximum permitted power level will depend on the attenuation due to the aircraft fuselage in combination of the
dedicated antenna.
Translation equation for GSMOBA system power equates to:
e.i.r.p ≥ P − Att
outside in aircraftcab inf MHz+antenna
Where:
• E.I.R.P. : E.I.R.P. defined outside the aircraft (dBm/bandwidth) and values contained in clause 4.2.
outside
• P : MCOBA system power level at the dedicated antenna output port (dBm/bandwidth).
in
• AttaircraftcabinfMHz antenna: effective attenuation (dB) to MCOBA system due to the aircraft and the dedicated
antenna function of the frequency. The measurement of this parameter is defined in clause 5.3.
4.5 Derivation of the effective power level due to the UE
onboard aircraft (Criterion C)
The effective power level outside the aircraft due to the onboard UE will depend on the effective aircraft attenuation at
the window.
Translation equation for equivalent power outside the aircraft:
e.i.r.p. = e.i.r.p. − A
out mob aircraftWindow _ f _ MHz
Where:
• E.I.R.P. : E.I.R.P. defined outside the aircraft (dBm/200 kHz)
out
• E.I.R.P. : onboard mobile E.I.R.P. (0 dBm/200 kHz)
mob
• A : aircraft attenuation (dB) at the window at the desired frequency band
AircraftWindow_f_MHz
5 Description of test methodology to derive key
parameters
5.1 Cabin coupling loss
5.1.1 General description of test set up
Location of the aircraft:
The aircraft should be located in a clear outdoor environment in order to keep the probability of possible corruption of
measurement results due to signal reflections at obstacles outside the aircraft as low as possible.
Measurement locations inside the aircraft:
In principle it is not possible to specify generally accepted measurement locations within the aircraft because of the
large variability in the aircraft cabin layout of different aircrafts. Therefore, the following rules shall provide guidance
for specifying measurement locations for radio coverage testing:
• Coverage shall be tested at least in the forward, mid and aft fuselage section of the aircraft cabin to capture the
longitudinal loss of the antenna system.
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11 ETSI TS 102 576 V2.1.1 (2016-02)
• Measurement locations should be chosen at the windows, on the aisle(s) and along the longitudinal axis of the
aircraft.
Figure 5.1-1 gives an example for the measurement locations in a narrow body aircraft.
x x x
x
x x x x x
x
x x x

Figure 5.1-1: Example of principle aircraft layout for narrow body aircraft type
in standard cabin configuration with example measurement locations
Identification of test frequencies
The frequencies used to conduct the tests are subject to local regulatory authorization. Identification of the frequencies
to be used will depend on the national regulatory Administration in the country where the tests are to take place, and
hence, the selected frequencies may be outside the operating frequency bands of the NCU.
Prerequisites
The following prerequisites shall be fulfilled prior to the start of the measurements within the aircraft cabin:
• Antenna system installed as in its final routing.
• Standard monuments installed (e.g. galley, lavatories, overhead bins).
• Cabin doors locked.
5.1.2 Definition
The cabin coupling loss is defined as the loss that the transmitted signal experiences on its way from the test signal
generator's output connector to a receive location within the aircraft cabin.
5.1.3 Test purpose
This test is to determine the cabin coupling loss parameter (CCL) in selected locations within the aircraft cabin. The
CCL is needed to determine the required NCU output power level.
5.1.4 Test procedure
Equipment required:
• measurement receiver
• reference antenna(s)
NOTE 1: Given the multipath propagation environment within the aircraft cabin, it is recommended to use antennas
with omni-directional characteristics at least in one of the polarization planes (e.g. dipole antennas) in
order to adequately capture signal-fading statistics.
• RF signal generator or NCU
NOTE 2: It might be necessary to use different reference antennas for different frequencies or frequency bands.
Test Sequence:
Option A: The regulatory authorization is given for a CW signal.
Step 1: Connect the RF signal generator's output port to the aircraft antenna system connector.
Step 2: Connect the receive antenna
...