1、 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 TECHNICAL SPECIFICATION ETSI ETSI TS 102 576 V2.1.1 (2016-02)2 Reference RTS/MSG-TFES-31 Keywords G
2、SM, LTE, MCOBA, radio, UMTS 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 la Sous-Prfecture de Grasse (06) N 7803/88 Important notice The present documen
3、t can be downloaded from: http:/www.etsi.org/standards-search The present document may be made available in electronic versions and/or in print. The content of any electronic and/or print versions of the present document shall not be modified without the prior written authorization of ETSI. In case
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6、/People/CommiteeSupportStaff.aspx Copyright Notification No part may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying and microfilm except as authorized by written permission of ETSI. The content of the PDF version shall not be modified without
7、the written authorization of ETSI. The copyright and the foregoing restriction extend to reproduction in all media. European Telecommunications Standards Institute 2016. All rights reserved. DECTTM, PLUGTESTSTM, UMTSTMand the ETSI logo are Trade Marks of ETSI registered for the benefit of its Member
8、s. 3GPPTM and LTE are Trade Marks of ETSI registered for the benefit of its Members and of the 3GPP Organizational Partners. GSM and the GSM logo are Trade Marks registered and owned by the GSM Association. ETSI ETSI TS 102 576 V2.1.1 (2016-02)3 Contents Intellectual Property Rights 4g3Foreword . 4g
9、3Modal verbs terminology 4g3Introduction 4g31 Scope 5g32 References 5g32.1 Normative references . 5g32.2 Informative references 5g33 Definitions, symbols and abbreviations . 6g33.1 Definitions 6g33.2 Symbols 6g33.3 Abbreviations . 6g34 Operational requirements . 7g34.1 Considerations for installatio
10、n of Mobile Communication On Board Aircraft systems . 7g34.2 Maximum E.I.R.P. of the aircraft due to the Mobile Communication On Board Aircraft system . 7g34.3 Derivation of the minimum power level of the NCU at the antenna input (Criterion A) . 8g34.4 Derivation of the permitted maximum power level
11、 of the MCOBA system at the antenna input (Criterion B) . 10g34.5 Derivation of the effective power level due to the UE onboard aircraft (Criterion C) . 10g35 Description of test methodology to derive key parameters 10g35.1 Cabin coupling loss 10g35.1.1 General description of test set up 10g35.1.2 D
12、efinition 11g35.1.3 Test purpose 11g35.1.4 Test procedure 11g35.2 Consideration for RF attenuation measurement on aircraft 13g35.3 Aircraft attenuation in combination with the aircraft antenna system 14g35.3.1 Test purpose 14g35.3.2 Methods of measurement 14g35.3.3 Calculation of combined effective
13、aircraft attenuation and antenna system . 15g35.4 Attenuation of aircraft at window . 16g35.4.1 Test purpose 16g35.4.2 Methods of measurement 16g35.4.3 Calculation of aircraft attenuation at the window . 17g3Annex A (informative): System Description 20g3A.1 High level System Description . 20g3A.2 OB
14、TS 21g3A.3 RF Screening 21g3A.4 Antenna system 21g3A.5 Antenna system installation 21g3Annex B (informative): Bibliography . 22g3History 23g3ETSI ETSI TS 102 576 V2.1.1 (2016-02)4 Intellectual Property Rights IPRs essential or potentially essential to the present document may have been declared to E
15、TSI. 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 avail
16、able 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 0
17、00 314 (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“, “shal
18、l 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
19、 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 conf
20、ormity 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 t
21、he 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 ETSI TS 102 576 V2.1.1 (2016-02)5 1 Scope The present document specifies operational r
22、equirements 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 con
23、nect 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 ob
24、served 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 outsid
25、e 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
26、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 t
27、heir 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 r
28、eferences, 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 follo
29、wing 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 rel
30、ating 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 com
31、munications 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“. ETSI ETSI TS 102 576
32、 V2.1.1 (2016-02)6 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 abbr
33、eviations 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 paramete
34、rs 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 prev
35、enting 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
36、onboard mobile terminals 3.2 Symbols For the purposes of the present document, the following symbols apply: wavelength dB decibeldBm 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 Additio
37、nal Screening PowerBTS 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 comm
38、unications 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 EquipmentUMTS Universal Mobile Telecommunications S
39、ystem WCDMA Wide Code Division Multiple Access ETSI ETSI TS 102 576 V2.1.1 (2016-02)7 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 d
40、ependent 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 instal
41、lation 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 th
42、e 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 h
43、ave 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 aircraf
44、t 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
45、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
46、 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-interfere
47、nce 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 calc
48、ulations 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 Operational requirements Ma
49、ximum permitted E.I.R.P. from NCU/OBTS Maximum permitted E.I.R.P. from onboard UE Minimum NCU power Test methodology Aircraft Attenuation with onboard antenna system Aircraft Window Attenuation Aircraft Window Attenuation and 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
