RTCA SC-202 Request for Collaboration July 15, 2008 RTCA SC-202 Request for Collaboration Date: 2008-07-15 Presenter:

Call for a Collaborative Effort July 15, 2008 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.

What Are Our Objectives July 15, 2008 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 on aircraft by our common customer base Explore practical and mutually-beneficial self-regulation of PED emission compatibility Develop a common understanding of the evolving market for PED use in RF sensitive environments PED = Portable Electronic Device T-PED = Transmitting Portable Electronic Device The RTCA SC-202 committee has addressed the distinction as follows: The committee was tasked to perform an “…evaluation of the use of portable electronic devices (PEDs) on board civil aircraft with emphasis on intentional transmitters such as devices enabled with cellular technologies, wireless RF network devices, and other wireless-enabled devices such as personal digital assistants (PDAs). This document refers to such PEDs as transmitting PEDs, or “T-PEDs”, as distinct from non-transmitting PEDs, such as compact disk players and calculators. The overall class of PEDs includes both T-PEDs and the traditional non-transmitting PEDs.” (quotes from DO-294B, Executive Summary)

Why SC-202 is asking for help July 15, 2008 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 PED’s anytime, anywhere: encouraging and expanding use of PED technologies across markets Thus, the overlap between our industries

July 15, 2008 Avionics Versus FCC Emission Limits Simplified 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? POTENTIAL COMPATIBLE EMISSIONS SOLUTION? The RTCA “SC-202 T-PED limit” curve shown in blue is representative of the DO-160 emission limits for aviation equipment installed in an airplane. This is not the complete, accurate emissions curve, but shows the general relationship to FCC Part 15 emissions limits shown in red. To provide some examples of why the “SC-202 T-PED limit” curve is shaped as it is: The curve represents the maximum emissions that onboard avionics systems can tolerate and still provide their required performance. Consider the reasons for the two “notches” in the DO-160 line: The lower frequency notch, which runs from around 108 MHz to 137 MHz protects: Aviation radio two-way voice and data communications systems (Pilot communications with air traffic controllers and other essential services such as meteorology and flight control) – Interference with these systems could cause aircrews to miss critical course or altitude change directions and other important communications that can add considerable confusion in already busy cockpits Navigation receivers (Includes both distant radio beacons – weak signals – for enroute airplane navigation and critical instrument landing system receivers used to guide fully automated, “hands off” landings in near zero-zero weather) – Interference with these systems could result in important navigation errors that could reduce safe margins from both terrain and other aircraft. The higher frequency notch runs from around 962 MHz to 1,610 MHz protects a variety of services, including in part: Collision Avoidance system equipment (affectionately known to the crews as the “fish finder.” These sensitive receiver-transmitter systems communicate between aircraft to give pilots accurate positions of possible traffic conflicts and automatically provide collision avoidance guidance when required) – Interference with these systems could cause false avoidance commands, or an absence of a required avoidance command, that might create a hazard another aircraft. Long range air to ground distance measuring equipment with sensitive receivers that provide crews precise position information and also interface with advanced navigation systems that provide both horizontal and vertical enroute navigation guidance – Interference with these systems could result in important navigation errors that could reduce safe margins from both terrain and other aircraft. Several different GPS services and satellite voice communications systems with some of the most sensitive receivers of all due to the great range to the space based transponders. Interference implications are similar to those already discussed.

What’s Really Happening on Airplanes Today July 15, 2008 What’s 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

Where We’re Going for the Future July 15, 2008 Where We’re 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

Why Are We Concerned? July 15, 2008 AREAS FOR DISCUSSION ON POTENTIAL COMPATIBLE EMISSIONS SOLUTIONS

Above PED spurious emissions are well below these aviation limits July 15, 2008 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

Above PED spurious emissions are well below these aviation limits July 15, 2008 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

Above PED spurious emissions are well below these aviation limits July 15, 2008 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

Above PED spurious emissions are well below these aviation limits July 15, 2008 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

Above PED spurious emissions are well below these aviation limits July 15, 2008 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

Above PED spurious emissions are well below these aviation limits July 15, 2008 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

Why Are We Concerned? Mobile Phone Transmitting at 813 MHz July 15, 2008 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

Why Are We Concerned? DVD Player Spurious Emissions 150 kHz to 6 GHz July 15, 2008 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

Revisiting Our Objectives July 15, 2008 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 on aircraft by our common customer base Explore practical and mutually-beneficial self-regulation of PED emission compatibility Develop a common understanding of the evolving market for PED use in RF sensitive environments PED = Portable Electronic Device T-PED = Transmitting Portable Electronic Device The RTCA SC-202 committee has addressed the distinction as follows: The committee was tasked to perform an “…evaluation of the use of portable electronic devices (PEDs) on board civil aircraft with emphasis on intentional transmitters such as devices enabled with cellular technologies, wireless RF network devices, and other wireless-enabled devices such as personal digital assistants (PDAs). This document refers to such PEDs as transmitting PEDs, or “T-PEDs”, as distinct from non-transmitting PEDs, such as compact disk players and calculators. The overall class of PEDs includes both T-PEDs and the traditional non-transmitting PEDs.” (quotes from DO-294B, Executive Summary)

July 15, 2008 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

What Are the Drawbacks? X ? X X ? PEDs qualified for use on aircraft: July 15, 2008 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 ?

What Do We Need to Do Proposed Collaborative Plan: July 15, 2008 What Do We Need to Do Proposed Collaborative Plan: JULY 2008 Draft Consensus Recommendations TBD Meetings with PED Mfrs (teleconferences or other) Joint meetings with full SC-202 Open Review and Comment period Final Report Consensus Recommendations to RTCA dates TBD 7/08 10/08 OCT 2008

11/21/2018

Testing of PEDs Emissions and Impacts July 15, 2008 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

RTCA SC-202 Documented Process & Policy Guidelines July 15, 2008 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. Onboard Systems Airport Neighbor Airplane Factory Crew Devices Passenger Figure 5.C-3 Courtesy RTCA DO-294B BACK

July 15, 2008 Recommendations to Operators > Include Flight Attendant Announcements Figure Courtesy RTCA DO-294B BACK

July 15, 2008 Typical U.S. Airplane RF Environment > 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) ………………………………………………1090 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

July 15, 2008 RF Inside the Airplane: > How PED emissions may interfere with Airplane Systems nav / com receiver unit Emitting device 3. COUPLING TO RECEIVER ANTENNA ( FRONT DOOR ) 2. COUPLING TO UNIT INPUTS THROUGH WIRING ( BACK DOOR ) 1. DIRECT ILLUMINATION OF UNIT Airplane systems may be vulnerable to emissions from PEDs and T-PEDs Front Door Back Door BACK

FAA Regulation NEXT BACK July 15, 2008 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

FCC Regulation Section 22.925 Section 90.423 July 15, 2008 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

Testing of PEDs Emissions and Impacts July 15, 2008 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