RTCA SC-202 Request for Collaboration

1
RTCA SC-202 Request for Collaboration

• Date 2008-07-15

Presenter
2
Call for a Collaborative Effort

• Identifying issues and developing consensus based
  recommendations to facilitate use of portable
  electronic devices (PEDs) for our mutual customer
  base.

3
What Are Our Objectives

• Collaborate to achieve a clearer understanding
  of
• actual PED spurious emissions (as potential
  sources)
• actual aviation equipment immunity (as potential
  victims)
• aircraft environment and anticipated passenger
  use cases
• Evaluate FCC Part 15 and aviation industry
  emissions limits with respect to actual product
  performance
• Develop consensus-based recommendations to
• Facilitate ubiquitous use of PEDs, T-PEDs
  onaircraft by our common customer base
• Explore practical and mutually-beneficial
  self-regulation of PED emission compatibility
• Develop a common understanding of theevolving
  market for PED use in RF sensitiveenvironments

4
Why SC-202 is asking for help

• The FAA requires electronic equipment installed
  on-board aircraft to
• Be electromagnetically compatible with other
  installed equipment (non-interference)
• Function as intended under any foreseeable
  operating condition (including PED operation)
• Consumer marketing has strong focus on use of
  PEDs anytime, anywhere encouraging and
  expanding use of PED technologies across markets
• Thus, the overlap between our industries

5
Avionics Versus FCC Emission LimitsSimplified
representation of limits curves

• Aviation industry emission limits are used to
  avoid interference with communications
  navigation systems. It should be noted, however,
  that these limits do not address use of PEDs
  inside the passenger cabin.
• The FCC requires PEDs to meet the Part 15 limits
  for out-of-band / spurious emissions.  It must be
  noted, however, that many PEDs perform much
  better than the Part 15 limits.
• Is it possible to collaboratively define
  compatible solutions to facilitate ubiquitous use
  of PEDs on aircraft?

6
Whats Really Happening on Airplanes Today

• Despite Federal regulations, recommended airline
  policies and flight attendant announcements,
  SC-202 recognizes that PDAs, cell phones, and
  other PEDs are left in operation when otherwise
  prohibited
• Device left in checked baggage (therefore
  inaccessible)
• Passengers forget to turn off the device
• Passengers unaware they have a device with
  prohibited functionality
• Passengers deliberately ignore airline policy to
  turn off and stow device
• All contribute to increasing potential for
  airplane system interference

7
Where Were Going for the Future
Increasing market potential for consumer
electronics devices

• PEDs increasingly integrated and multifunctional
• People buying more PEDs
• More people flying
• Increasing interest from airlines in providing
  for passenger use of PEDs
• Wi-Fi connectivity
• In-seat power
• Onboard cell phone systems
• Transmitting medical devices

8
Why Are We Concerned?
AREAS FOR DISCUSSION ON POTENTIAL COMPATIBLE
EMISSIONS SOLUTIONS
9
Why Are We Concerned?
Mobile Phone Transmitting at 1785 MHz Spurious
Emissions 150 kHz to 700 MHz
Boeing D6-16050-4 Limit Plotted Essentially
same as DO-160E except starts at 150 kHz not 2
MHz and includes a notch 2 to 30 MHz. Vertical
Polarity, Mobile Phone Set to Maximum Power
Above PED spurious emissions are well below these
aviation limits
10
Why Are We Concerned?
Mobile Phone Transmitting at 1785 MHz Intentional
Spurious Emissions 700 MHz to 6 GHz
Vertical Polarity, Mobile Phone Set to Maximum
Power
Above PED spurious emissions are well below these
aviation limits
11
Why Are We Concerned?
Laptop Computer with 2.4 GHz Wireless Intentional
Spurious Emissions 150 kHz to 6 GHz
Boeing D6-16050-4 Limit Plotted Essentially
same as DO-160E except starts at 150 kHz not 2
MHz and includes a notch 2 to 30 MHz. Vertical
Polarity, Laptop on Battery Power
Above PED spurious emissions are well below these
aviation limits
12
Why Are We Concerned?
Personal Digital Assistant (PDA) Spurious
Emissions 150 kHz to 6 GHz
Boeing D6-16050-4 Limit Plotted Essentially
same as DO-160E except starts at 150 kHz not 2
MHz and includes a notch 2 to 30 MHz. Vertical
Polarity, WiFi on
Above PED spurious emissions are well below these
aviation limits
13
Why Are We Concerned?
Electronic Game Spurious Emissions 150 kHz to 6
GHz
Boeing D6-16050-4 Limit Plotted Essentially
same as DO-160E except starts at 150 kHz not 2
MHz and includes a notch 2 to 30 MHz. Vertical
Polarity, Playing Game Non-Flt Mode
Above PED spurious emissions are well below these
aviation limits
14
Why Are We Concerned?
MP3-type Music Player Spurious Emissions 150 kHz
to 6 GHz
Boeing D6-16050-4 Limit Plotted Essentially
same as DO-160E except starts at 150 kHz not 2
MHz and includes a notch 2 to 30 MHz. Vertical
Polarity, Music Playing, with Headphones
Above PED spurious emissions are well below these
aviation limits
15
Why Are We Concerned?
Mobile Phone Transmitting at 813 MHz Intentional
Spurious Emissions 700 MHz to 6 GHz
Vertical Polarity, Mobile Phone Set to Maximum
Power
Above PED spurious emissions are located within
aircraft radio receiver bands
16
Why Are We Concerned?
DVD Player Spurious Emissions 150 kHz to 6 GHz
Boeing D6-16050-4 Limit Plotted Essentially
same as DO-160E except starts at 150 kHz not 2
MHz and includes a notch 2 to 30 MHz. Vertical
Polarity, Movie Playing, with Headphones
Above PED spurious emissions are located within
aircraft radio receiver bands
17
Revisiting Our Objectives

• Collaborate to achieve a clearer understanding
  of
• actual PED spurious emissions (as potential
  sources)
• actual aviation equipment immunity (as potential
  victims)
• aircraft environment and anticipated passenger
  use cases
• Evaluate FCC Part 15 and aviation industry
  emissions limits with respect to actual product
  performance
• Develop consensus-based recommendations to
• Facilitate ubiquitous use of PEDs, T-PEDs
  onaircraft by our common customer base
• Explore practical and mutually-beneficial
  self-regulation of PED emission compatibility
• Develop a common understanding of theevolving
  market for PED use in RF sensitiveenvironments

18
What Are the Benefits?
Qualifying PEDs for use onboard aircraft

• Adds possible marketing value to advertised
  airplane friendly devices
• Gives frequent business travelers an incentive to
  purchase such devices
• Helps to alleviate multi-mode interference
• Makes it easier for airlines to allow these
  devices

19
What Are the Drawbacks?

• PEDs qualified for use on aircraft
• May increase complexity/cost
• Identification of qualified devices
• PEDs not qualified for use on aircraft
• Passenger use disallowed
• Confusing messages to passengers on use

X ?
X X ?
20
What Do We Need to Do
Proposed Collaborative Plan
OCT 2008
21
(No Transcript)
22
Testing of PEDs Emissions and Impacts

• Worked towards completion of evaluating PED use
  on board civil aircraft
• Emphasis on intentional transmitters
• Cellular technologies
• Wireless RF network devices
• Other wireless devices such as PDAs

Impact of seats 767-300
EMI Testing 12/02
Impact of occupants 727-100
RF Behavior 727-100
Equipment loading 747- 400
Validate custom antenna 767-300
Evaluate COTS antennas 767-300
BACK
23
RTCA SC-202 Documented Process Policy
Guidelines

• DO-294B
• Defines and recommends a process by which
  aircraft operators and/or manufacturers may
  assess the risk of interference due to a specific
  T-PED (intentionally transmitting) technology
  within any aircraft type and model.

Figure 5.C-3 Courtesy RTCA DO-294B
BACK
24
Recommendations to Operators gt Include Flight
Attendant Announcements
Figure Courtesy RTCA DO-294B
BACK
25
Typical U.S. Airplane RF Environment gt
Communications and Navigation Systems

• HF Voice / Data Link .2 30
  MHz
• Marker Beacon .75 MHz
• ILS Localizer VHF Data Broadcast
  .... 108 112 MHz
• Omnirange (VOR) ..108 118
  MHz
• VHF Voice Communication .............
  118 137 MHz
• Glide Slope ..329 335
  MHz
• Distance Measuring Equipment (DME) 962
  1213 MHz
• Universal Access Transceiver (UAT)
  .982 MHz
• Mode S and A/C Transponders (Receiver)
  .1030 MHz
• TCAS Interrogator (Receiver) 109
  0 MHz
• GNSS L5/E5.1164-1215MHz
• SATCOM .1530 1559 MHz
• GNSS L1..1559 1610 MHz
• Radio Altimeter ...4200
  4400 MHz
• Microwave Landing System (MLS) .5030
  5090 MHz
• Weather Radar ...5350 5470
  MHz

BACK
26
RF Inside the Airplane gt How PED emissions
may interfere with Airplane Systems

• Airplane systems may be vulnerable to emissions
  from PEDs and T-PEDs
• Front Door
• Back Door

BACK
27
FAA Regulation

• Title 14 of the Code of Federal Regulations (14
  CFR) part 91, section 91.21
• Prohibits the operation of portable electronic
  devices (PEDs) aboard U.S.-registered civil
  aircraft while operating under instrumental
  flight rules (IFR)
• FAA Advisory Circular No 91-21.1B provides
  guidance for compliance with 14CFR91.21.
• The rules permit use of PEDs and other devices
  that the operator of the aircraft has determined
  will not interfere with the safe operation of
  that aircraft.

NEXT
BACK
28
FCC Regulation

• Section 22.925
• Prohibits airborne use of 800 MHz cellular
  telephones on both commercial and private
  aircraft
• Section 90.423
• Restricts use of Specialized Mobile Radio (SMR)
  handsets in certain circumstances while airborne

PREV
BACK
29
Testing of PEDs Emissions and Impacts

• Worked towards completion of evaluating PED use
  on board civil aircraft
• Emphasis on intentional transmitters
• Cellular technologies
• Wireless RF network devices
• Other wireless devices such as PDAs

Impact of seats 767-300
EMI Testing 12/02
Impact of occupants 727-100
RF Behavior 727-100
Equipment loading 747- 400
Validate custom antenna 767-300
Evaluate COTS antennas 767-300
BACK