1、 ETSI TR 102 631 V1.1.1 (2008-09)Technical Report Electromagnetic compatibilityand Radio spectrum Matters (ERM);System Reference Document;Technical Characteristics for Airborne In-FlightEntertainment Systems operating inthe frequency range 5 150 MHz to 5 875 MHzETSI ETSI TR 102 631 V1.1.1 (2008-09)
2、2 Reference DTR/ERM-017 Keywords aeronautical, digital, LAN, multimedia, multipoint, network, radio, SRDoc ETSI 650 Route des Lucioles F-06921 Sophia Antipolis Cedex - FRANCE Tel.: +33 4 92 94 42 00 Fax: +33 4 93 65 47 16 Siret N 348 623 562 00017 - NAF 742 C Association but non lucratif enregistre
3、la Sous-Prfecture de Grasse (06) N 7803/88 Important notice Individual copies of the present document can be downloaded from: http:/www.etsi.org The present document may be made available in more than one electronic version or in print. In any case of existing or perceived difference in contents bet
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6、or/ETSI_support.asp Copyright Notification No part may be reproduced except as authorized by written permission. The copyright and the foregoing restriction extend to reproduction in all media. European Telecommunications Standards Institute 2008. All rights reserved. DECTTM, PLUGTESTSTM, UMTSTM, TI
7、PHONTM, the TIPHON logo and the ETSI logo are Trade Marks of ETSI registered for the benefit of its Members. 3GPPTM is a Trade Mark of ETSI registered for the benefit of its Members and of the 3GPP Organizational Partners. ETSI ETSI TR 102 631 V1.1.1 (2008-09) 3 Contents Intellectual Property Rights
8、5 Foreword.5 Introduction 5 Status of the System Reference Document.5 1 Scope 6 2 References 6 2.1 Normative references .6 2.2 Informative references7 3 Definitions and abbreviations.8 3.1 Definitions8 3.2 Abbreviations .8 4 Comments on the System Reference Document 8 5 Executive Summary .8 5.1 Back
9、ground Information 8 5.2 Market information.9 5.3 Technical system description .9 5.4 Compatibility Issues.9 6 Current regulations.10 7 Proposed regulations 10 8 Main conclusions11 9 Expected ETSI and ECC actions11 Annex A: Detailed Market Information.12 A.1 Motivation for Wireless IFE.12 A.1.1 Weig
10、ht Comparison12 A.1.2 Maintenance considerations .12 A.2 IFE Use Cases 13 Annex B: Detailed Technical Information.14 B.1 Types of IFE.14 B.2 Details of Wireless IFE Implementation14 B.2.1 Use of Commercial Technologies 14 B.2.2 Transmit Power Requirements .15 B.3 Spectrum Requirements and DFS 15 B.3
11、.1 Spectrum requirements.15 B.3.2 Impact of DFS 16 Annex C: Expected compatibility issues 18 C.1 Existing allocations 18 C.2 Coexistence and sharing issues 18 C.3 Measurements of Aircraft Fuselage Attenuation at 5 GHz performed by Boeing .19 C.4 Measurements of Aircraft Composite Fuselage Attenuatio
12、n at 5 GHz22 Annex D: Proposed new Annex 3 to 70-03.23 ETSI ETSI TR 102 631 V1.1.1 (2008-09) 4 Annex E: Sample list of countries around the world where access to 5 725 MHz to 5 875 MHz by airborne IFE systems is allowed.25 History 26 ETSI ETSI TR 102 631 V1.1.1 (2008-09) 5 Intellectual Property Righ
13、ts 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,
14、 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 (http:/webapp.etsi.org/IPR/home.asp). Pursuant to the ETSI IPR Policy, no investigation, including IPR searches, has been
15、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 Report (TR) has been produced by ETSI Technical C
16、ommittee Electromagnetic compatibility and Radio spectrum Matters (ERM). Introduction The present document discusses wireless airborne In-Flight Entertainment (IFE) equipment, operating in the frequency ranges 5 150 MHz to 5 350 MHz, 5 470 MHz to 5 725 MHz and 5 725 MHz to 5 875 MHz. The wireless di
17、stribution system of IFE uses commercially available IEEE-standardized 802.11a i.3 or, when the standard is ratified, 802.11n i.4 communications technologies. Use of wireless distribution systems in airborne platforms offers significant advantages to operators of aircraft by increasing operational f
18、lexibility while reducing costs. Status of the System Reference Document The present document has been prepared by ETSI BRAN and has been considered during ERM meeting #35. Target version Pre-approval date version V1.1.1 a s m Date Description V1.1.1 0.0.2 6thMarch 2008 Revised version at ERM#34 V1.
19、1.1 16thApril 2008 Final draft prepared by TC BRAN V1.1.1 17thJune 2008 Version approved by ERM#35 ETSI ETSI TR 102 631 V1.1.1 (2008-09) 6 1 Scope The present document has been developed in order to provide information on the usage of RLAN equipment to provide wireless distribution of streaming audi
20、o and/or video in airborne platforms. This equipment is proposed to use the license-exempt frequencies 5 150 MHz to 5 875 MHz for this purpose. When operating in the bands 5 150 MHz to 5 350 MHz and 5 470 MHz to 5 725 MHz, the equipment is in line with ECC Decision (04)08 i.6 and comply with the ETS
21、I standard EN 301 893 i.1. Therefore the discussions in the present document are limited to the band 5 725 MHz to 5 875 MHz as an increase in the permitted power for these IFE equipment is required only for that band. It includes necessary information to support the co-operation between ETSI and the
22、 Electronic Communications Committee (ECC) of the European Conference of Post and Telecommunications administrations (CEPT), including: Detailed market information (clause A). Technical information (clause B). Expected compatibility issues (clause C). The present document does not cover equipment co
23、mpliance with relevant civil aviation regulations. In this respect, a wireless IFE system, for its installation and operation on-board an aircraft is subject to additional national or international civil aviation airworthiness certification requirements, for example to EUROCAE ED-14E i.15. 2 Referen
24、ces References are either specific (identified by date of publication and/or edition number or version number) or non-specific. For a specific reference, subsequent revisions do not apply. Non-specific reference may be made only to a complete document or a part thereof and only in the following case
25、s: - if it is accepted that it will be possible to use all future changes of the referenced document for the purposes of the referring document; - for informative references. Referenced documents which are not found to be publicly available in the expected location might be found at http:/docbox.ets
26、i.org/Reference. For online referenced documents, information sufficient to identify and locate the source shall be provided. Preferably, the primary source of the referenced document should be cited, in order to ensure traceability. Furthermore, the reference should, as far as possible, remain vali
27、d for the expected life of the document. The reference shall include the method of access to the referenced document and the full network address, with the same punctuation and use of upper case and lower case letters. NOTE: While any hyperlinks included in this clause were valid at the time of publ
28、ication ETSI cannot guarantee their long term validity. 2.1 Normative references The following referenced documents are indispensable for the application of the present document. For dated references, only the edition cited applies. For non-specific references, the latest edition of the referenced d
29、ocument (including any amendments) applies. Not applicable. ETSI ETSI TR 102 631 V1.1.1 (2008-09) 7 2.2 Informative references The following referenced documents are not essential to the use of the present document but they assist the user with regard to a particular subject area. For non-specific r
30、eferences, the latest version of the referenced document (including any amendments) applies. i.1 ETSI EN 301 893 (V1.4.1): “Broadband Radio Access Networks (BRAN); 5 GHz high performance RLAN; Harmonized EN covering essential requirements of article 3.2 of the R including: less weight, increased rel
31、iability due to fewer connectors, less likelihood of damage since no cables run through the floor or up the seat legs. Additionally, reconfiguring the cabin can be reduced to simply moving the seat, rather than needing to replace all the wiring bundles. Detailed market information is in annex A. 5.3
32、 Technical system description A modern IFE system consists of three fundamental components: the head-end, where the content is stored and the system controller is housed; the passenger display devices, typically one per seat in sophisticated systems; and the distribution system, which carries contro
33、l systems and content throughout the cabin. The content delivery for the current generation of wireless IFE systems depends upon reliable network performance of approximately 1 Mbit/s to each seat-back display to achieve high-quality motion video. Every seat potentially can be watching different con
34、tent (or different locations in the same video stream), thus the network bandwidth ought to be sufficient to support a 1 Mbit/s video stream to every seat in the cabin. Cabins typically range between 130 and 350 seats. Longer-range aircraft, where good IFE is more important, tend to have larger cabi
35、ns. For a 300-seat aircraft, total network bandwidth then is 300 Mbit/s. Given a wireless IFE system, common design considerations provide approximately 20 Mbit/s per 802.11a channel, leading to a 15-channel availability requirement. The total bandwidth requirements for new larger aircraft will exce
36、ed 300 Mbit/s thus requiring more than 15 channels. Not all 5 GHz channels are available at all times, however, due to the potential for DFS events due to radars within the radio horizon. Thus considerably more than 15 channels need to available for an adaptive IFE system to avoid halting IFE functi
37、onality while avoiding interference into radar systems. Additional technical discussion can be found in clause B. 5.4 Compatibility Issues Although the Airborne In-Flight Entertainment Systems operate over the entire spectrum 5 150 MHz to 5 350 MHz, 5 470 MHz to 5 725 MHz and 5 725 MHz to 5 875 MHz,
38、 compatibility issues addressed in the present document are limited to the band 5 725 MHz to 5 875 MHz. Table 1 below provides an overview of the current users of the 5 725 MHz to 5 875 MHz frequency band, where the increased power limit for airborne RLAN is proposed. ETSI ETSI TR 102 631 V1.1.1 (20
39、08-09) 10Table 1: Current users of the additional desired frequency band Frequency range Possible impacted services Radar (5 725 MHz to 5 850 MHz) FSS (Earth to Space) BFWA RTTT (5 795 MHz to 5 805 and 5 805 MHz to 5 815 MHz) Amateur (5 725 MHz to 5 850 MHz) Generic SRDs 5 725 MHz to 5 855 MHz FS (5
40、 850 MHz to 5 855 MHz) FSS (Earth to Space) BFWA ITS Generic SRDs 5 855 MHz to 5 875 MHz FS Interference from the wireless IFE system with these existing services can be shown to be highly improbable. Aircraft have been shown to have an attenuation factor in the 5 GHz band of 17 dB, which, in the ey
41、es of the CEPT, the EC, the ITU, and many administrations around the world, is an indoor environment. Analysis has shown that, for an airplane in flight, the noise interference power is well below the thermal noise floor, and thus little or no interference can be expected in terrestrial systems. Add
42、itional details and analysis are seen in clause C. 6 Current regulations The 5 GHz band has license-exempt frequencies between 5 150 MHz and 5 875 MHz, which are available to non-specific Short Range Devices and RLANs. The use of the bands 5 150 MHz to 5 350 MHz and 5 470 MHz to 5 725 MHz is regulat
43、ed by annex 3 of CEPT Recommendation 70-03 i.5, the ECC Decision (04)08 i.6 and the EC decisions 2005/513/EC i.7 and 2007/90/EC i.8. The use of the frequency band 5 725 MHz to 5 875 MHz is regulated by annex 1 of CEPT Recommendation 70-03 i.5, however, the output power generic short range devices op
44、erating in this band is limited to a maximum EIRP of 25 mW (+14 dBm). The present document discusses the need to increase the maximum power limit in the 5 725 MHz to 5 875 MHz band for these airborne in-flight entertainment systems to 100 mW EIRP for systems without TPC or to 200 mW EIRP for systems
45、 with TPC. Investigation regarding the availability of the band 5 725 MHz to 5 875 MHz around the world for RLANs has shown that this band is available in many regions and countries with a range of power limits of 100 mW, 1 W and 2 W. Clause E provides a sample list of countries that have been inves
46、tigated. 7 Proposed regulations As the technology used for these IFE systems is based on current RLAN technology, ETSI proposes a similar regulation for the 5 725 MHz to 5 875 MHz band as currently defined for RLANs in the band 5 250 MHz to 5 350 MHz. This would mean that airborne wireless IFE syste
47、ms be permitted to operate within the 5 725 MHz to 5 875 MHz band with a maximum EIRP of 200 mW (+23 dBm) if TPC is used, or 100 mW (+20 dBm) if no TPC is used. Standard IEEE RLAN technologies are proposed for use in airborne applications, thus the channel width of 20 MHz is expected to be used. The
48、 use of 5 725 MHz to 5 875 MHz for inflight applications is proposed to be limited to aircraft altitudes above 3 000 m. ETSI ETSI TR 102 631 V1.1.1 (2008-09) 11Noting that these systems are used on board of aircrafts flying across Europe, ETSI believes that a specific ECC decision is the preferred t
49、ype of deliverable for these IFE systems in the band 5 725 to 5 875 MHz. In addition ETSI also proposes to have an EC decision, or as a minimum an appropriate Sub-Class being developed for these IFE systems. In case the CEPT would decide that, in addition to the above, a revision of Annex 3 of ERC Recommendation 70-03 i.5 would be desirable, clause D of the present document includes a proposal for changes to be made to this Annex. 8 Main conclusions Wireless IFE systems have the potential to reduce costs, improve functionality and passenger ex
