Use of mobile phones on-board aircraft: status of APT ...



AERONAUTICAL COMMUNICATIONS PANEL (ACP)

16th Meeting of Working Group F

Montreal, Canada

11th – 15th December 2006

Use of mobile phones on-board aircraft: status of AWF studies

Presented by

Alan Jamieson, New Zealand

1.0 Background

The possible use of cellular mobile phones on-board aircraft is a global issue. Debate on this issue in Europe has largely been focussed on the Electronics Communications Committee within the CEPT while in the Asia-Pacific region debate has taken place within the APT Wireless Forum (AWF). The AWF is an approved work programme of the APT and was established to promote a harmonized vision of wireless communications systems and services in the Asia-Pacific region.

This document summarizes the current status of discussions within the AWF on the use of mobile phones on-board aircraft and presents a recommended course of action.

2.0 Current status of AWF discussions

At the direction of the APT Management Committee, the AWF started consideration of this issue at its Interim Meeting, Bangkok, 4 – 5 March 2005, based on an input contribution received from SITA. This document proposed the preparation of a framework leading to an APT Opinion to “establish a harmonised approach to the licensing of the respective Mobile Base Transceiver Stations installed on the aircraft registered in each country, together with free circulation and use of the system, to ensure the provision of an uninterrupted service whilst aircraft cross the borders of various countries.”

The AWF has continued discussions and development of the framework at the 2nd AWF Meeting, Shenzhen, 5 – 8 September 2005, the 2nd AWF Interim Meeting, Kuala Lumpur, 17 – 18 February 2006 and the 3rd AWF Meeting, Hanoi, 27 – 30 September 2006.

At the 3rd AWF Meeting in Hanoi, the framework document came under intense debate. Both SITA/On Air and AeroMobile argued in favour of the proposed framework although it was clear that not all administrations present (especially Japan and Australia) were in support of the revised compromise output document AWF-3/58 attached as Annex 1. Final approval of this draft framework document is to be sought at the 3rd AWF Interim Meeting scheduled for Bangkok, 13 January 2007.

3.0 Comments on the AWF draft framework

Further consideration of the draft framework document as revised at the AWF meeting in Hanoi has led to additional concerns being identified as follows:

a. The proposed framework is selective in referencing only certain parts of the Chicago Convention. For example, Article 30(b) is not mentioned, and while this may be inconvenient to the use of mobile phones on-board aircraft, nevertheless as a part of International aviation law it needs to be addressed.

b. Section 5 of the proposed framework requires certification of equipment by the country of registration of the aircraft. However, it needs to be pointed out that this certification relates to equipment that is installed on-board and does not relate to the use/operation of mobile phones.

c. On the basis of recent discussions in the ECC, it would appear that clauses (j) and (l) of Section 6 of the proposed framework are at variance with International aviation law. Some APT administrations have made it clear that all affected administrations would need to be consulted if aircraft are to operate in their airspace irrespective of the approvals gained in a particular country of registration.

d. Clause 2 of Section 6 of the proposed framework if agreed would cede all approvals to the country of registration. To the contrary, in some APT countries a law change may be required before any use of mobile phones could be permitted on-board aircraft.

3.0 RLANs on-board aircraft

An input contribution from Boeing Australia on the use of RLANs on-board aircraft was also discussed at the 3rd AWF Meeting in Hanoi. Discussion is still at a preliminary stage with a number of issues raised requiring further study. The current status can be seen in the output document AWF-3/56 attached as Annex 2.

4.0 Action

In view that the use of mobile phones on-board aircraft is a global issue, and that an incomplete understanding of the application of the Chicago Convention with respect to International aviation law may be counterproductive, it is recommended that:

a. ICAO prepare a global view on the use of mobile phones on-board aircraft.

b. The ICAO Secretariat prepare an input contribution to the 3rd AWF Interim Meeting to be held in Bangkok, 13 January 2007 to advise APT members of ICAO’s concerns and to explain the relevant aspects of International aviation laws and regulations that apply to the use of mobile phones on-board aircraft.

Attachments

Annex 1: Document AWF-3/58

Annex 2: Document AWF-3/56

Annex 1

|[pic] |ASIA-PACIFIC TELECOMMUNITY | | |

| |The 3rd Meeting of the APT Wireless Forum |Document |

| | |AWF-3/58 |

| |27 – 30 September 2006, Hanoi, Vietnam SR | |27 September 2006 |

Proposed Framework for the use of mobile phones on board aircraft

By

Special Spectrum Sub Working Group – Onboard Connectivity

The Annex to this document contains the finalized text of the Proposed Framework For The Use Of Mobile Phones On Board Aircrafts. As a result of detailed discussions at the AWF meeting held in February 2006 in Kuala Lumpur, Malaysia, AWF members agreed that the framework document is effectively in final form. The document has also been circulated by the APT Secretariat to all APT member administrations for consideration. The document Proposed Framework For The Use Of Mobile Phones On Board Aircraft is submitted to the AWF meeting for adoption as an AWF Opinion.

OPINION ON THE FRAMEWORK FOR THE USE OF MOBILE PHONES ON BOARD AIRCRAFT

1 INTRODUCTION

There is increasing demand to use mobile communications from wherever the user is located, including the use of mobile phones by passengers on board aircraft throughout the en-route portion of flights. The purpose of this document is to provide a framework to facilitate the operation of systems that enable mobile phone services on board aircraft in the Asia-Pacific Region.

2 SCOPE OF PROPOSED FRAMEWORK

The proposed framework addresses the overall characteristics of the System and the required authorizations. The satellite link between the airborne mobile base transceiver station and ground based terrestrial Mobile Telephone Networks does not form part of this framework. This link will operate in a different frequency range and will be in accordance with ITU regulations and applicable licensing requirements. The framework does not cover the use of mobile phones being connected into ground based Mobile Telephone Networks while aircraft are airborne. The decision to allow passengers to operate mobile phones directly into ground based Mobile Telephone Networks while the aircraft are on the ground will continue to be a matter for the relevant airlines and regulatory authorities. The framework will be available for use between service providers, APT Members, and authorized spectrum managers. It will also need to be implemented in accordance with all relevant national and international laws and regulations.

3 BACKGROUND

It is an objective of the APT Wireless Forum to facilitate new wireless applications and to promote harmonised uses of wireless service. An objective of this framework is to extend these general goals to the air transportation domain.

The airborne mobile transceiver station consists of the equipment necessary to establish a pico-cell on board an aircraft (‘the System’), connected, via a satellite link, to a ground Mobile Telephone Network switching centre.

The System together with the required spectrum used on board an aircraft establishes an interface between the passengers’ mobile phone handsets and the ground based terrestrial Mobile Telephone Networks, providing the full range of services normally provided on a Mobile Telephone Network. To ensure that the mobile phone handsets on board the aircraft do not attempt to register with base transceiver stations that are part of the ground based terrestrial Mobile Telephone Networks, the System includes a control unit requiring the mobile phone handsets to register with it. The System will operate only when the aircraft is not less than 3,000m above ground level. It will not be operated while the aircraft is on the ground or during the take-off and landing phases.

The satellite link between the System and ground based Mobile Telephone Networks does not form part of this framework.

There is a need for a harmonised approach to the free circulation and use of the System to ensure the provision of an uninterrupted service whilst the aircraft cross the borders of various countries and to reduce the regulatory requirements placed on administrations, mobile telephone network operators and aircraft operators.

The equipment used in the System shall conform to established international specifications for the respective network technologies deployed, such as GSM or CDMA except where different parameters are required to meet airworthiness certification demands.

4 SPECTRUM ISSUES

It will frequently be the case that on any one flight an aircraft will travel through the airspace of more than one country with the time spent in the airspace of any individual country being of short duration. Thus a procedure is required to ensure that the spectrum of the System can be used in any national airspace that the aircraft is crossing. In order to enable this, the System will be controlled so as to ensure that there is no interference with Mobile Telephone Networks operating outside the aircraft cabin. It is considered that the use of spectrum utilised on board the aircraft by the System should be in conformity with

(i) The provisions of Article 18 of the ITU Radio Regulations; and

(ii) The provisions of Articles 30(a) and 33 of ICAO’s Convention on International Civil Aviation, commonly referred to as the “Chicago Convention”.

5 AIRWORTHINESS CERTIFICATION

Airworthiness verification of the System will be required and is the separate responsibility of the civil aviation safety and certification authority of the country of registration of the aircraft.

6 PROPOSED FRAMEWORK

The APT members noted the following considerations:

a) That there is increasing demand to use mobile communications from wherever the user is located, including the use of mobile phones by passengers on board aircraft;

b) That it is possible by use of an airborne mobile base transceiver station (the System), to permit the use of mobile phone handsets on board an aircraft during flight. The satellite link between the airborne mobile base transceiver station and ground based terrestrial Mobile Telephone Networks does not form part of this framework.

c) That, the system be designed to ensure that there is no harmful interference with aircraft avionics and navigation systems, Mobile Telephone Networks and other radio communication networks operating outside the aircraft, given that the spectrum power levels and frequency bands used are controlled so as to prevent access by passengers to any terrestrial base transceiver stations of the countries being over flown.

d) That, the System in confining the effect of the spectrum to within the aircraft will therefore also facilitate the sharing of spectrum resulting in more efficient use of spectrum;

e) That the System will operate only when the aircraft is not less than 3,000m above ground level. It will not be operated while the aircraft is on the ground or during the take-off and landing phases;

f) That, notwithstanding the above, this framework does not cover the use of mobile phones being connected directly into ground based Mobile Telephone Networks while aircraft are airborne;

g) That the decision to allow passengers to operate mobile phones directly into ground based Mobile Telephone Networks while the aircraft are on the ground will continue to be a matter for the relevant airlines and regulatory authorities and is outside the scope of this framework;

h) That the System will not be used to provide a safety of life service. Emergency calls arising from an aircraft incident will be responded to in accordance with existing aviation protocols;

i) That the technical characteristics of the System will be in accordance with the relevant established standards and specifications;

j) That for the purposes of this framework the aircraft cabin space is considered to be equivalent to the national territory of the country of registration of the aircraft and the System will only be used within the aircraft;

k) That this framework shall not impede APT member countries from fulfilling their obligations according to their national laws and regulations (including regarding lawful interception and emergency call handling);

l) That, while responsibility for the spectrum utilised by the System is that of the country of registration of the aircraft, the System may be operated within the airspace of other countries, in accordance with Article 18 of the ITU Radio Regulations and Articles 30(a) and 33 of the Chicago Convention;

m) That, notwithstanding the above, the System shall not generate harmful interference to Terrestrial Radiocommunications Networks;

n) That the System will be subject to airworthiness certification by the civil aviation safety and certification authority of the country of registration of the aircraft;

o) That this framework will also need to be implemented in accordance with all relevant national and international laws and regulations.

Taking the above into consideration, and noting the particular provisions in k,n, and o above, provided that the System has all necessary airworthiness certification from the civil aviation safety and certification authority of the country of registration of the aircraft, the APT members are of the opinion that the System may be operated, provided:

1. That spectrum power levels and frequency bands used by the System be controlled to ensure that there is no harmful interference with aircraft avionics and navigation systems, Mobile Telephone Networks and other radio communications networks operating outside the aircraft;

2. That the System operator either holds the required authorization or has been exempted from the need to do so, in each case by the country of registration of the aircraft;

3. That APT member countries are not impeded from fulfilling their obligations according to their national laws and regulations; and

4. That appropriate compatibility studies that meet the evaluation criteria of each respective APT member are available.

Annex 2

|[pic] |ASIA-PACIFIC TELECOMMUNITY | | |

| |The 3rd Meeting of the APT Wireless Forum |Document |

| | |AWF-3/56 |

| |27 – 30 September 2006, Hanoi, Vietnam SR | |29 September 2006 |

DRAFT APT RECOMMENDATION

HARMONIZATION OF 5 GHz SPECTRUM FOR USE

ON BOARD AIRCRAFT RLANs

Summary

The use of 5 GHz Radio LANs (RLANs), also known as Wireless LAN (WLAN), on board aircraft has the potential to bring numerous benefits to the Asia-Pacific aviation industry. Due to the inherently cross-border nature of air traffic, harmonization of the 5 GHz band is necessary if the aviation industry is to benefit from the potential of this new technology.

The Asia Pacific Telecommunity,

Considering

p) that WRC-03 adopted ITU-R Resolution 229 governing usage of 5 GHz RLANs in the bands 5150-5250 MHz, 5250-5350 MHz, and 5470-5725 MHz;

q) that a common allocation of spectrum by the Administrations in the 5150-5250 MHz, 5250 – 5350 MHz, 5470-5725 MHz and 5725-5825 MHz (ISM) bands will facilitate the harmonised adoption of wireless LAN systems;

r) that the operation on board aircraft in the band 5725-5825 MHz should ensure protection of specific services in Japan and China;

s) that various Administrations have allocated or have plans to allocate spectrum in the 5150-5250 MHz, 5250 – 5350 MHz, 5470-5725 MHz, and 5725-5825 MHz bands for RLANs;

t) that RLAN systems operating in the 5150-5250 MHz, 5250 – 5350 MHz, 5470-5725 MHz, and 5725-5825 MHz bands are readily available;

u) that Administrations commonly regulate wireless LAN devices through a licence-exempt or class licence regulatory framework;

v) that several airlines, including airlines based in the Asia-Pacific region, have already been offering internet connectivity to passengers on board aircraft using wireless systems operating in the 2.4 GHz and 5150-5250 MHz band;

w) that in the near future a number of aircraft manufacturers are planning to install 2.4 and 5 GHz wireless devices on board aircraft;

x) In Europe, CEPT adopted ECC Decision (04)08 and the European Union (with relevance in the European Economic Area) adopted Decision 2005/513/EC, which recognize that the use inside aircraft of 5 GHz Wireless Access Systems/RLAN devices as being indoor.

y) In Europe, CEPT Rec. 70-03 allows the use of the band 5725-5875 MHz for unspecified short-range devices, under which RLAN devices could be used;

z) that in several countries the use of the band 5725-5825 MHz is allowed for use by RLAN devices and that an international organization (CITEL) has recommended technical limits for the deployment of wireless access systems in this band;

aa) that RLAN equipment installed on board aircraft have the potential to greatly increase the efficiency of aircraft operations due to their ability to replace heavy and costly cabling inside aircraft;

ab) that the wireless systems are the key to providing reconfigurability of the cabin interior without the need to re-wire the aircraft;

ac) that wireless systems provide “hot” backup to seat electronic devices when an adjacent data distribution box fails;

ad) that the ubiquitous use of 5 GHz wireless LAN systems on board aircraft could lead to greater efficiency and cost effectiveness for the aviation logistics and supply chain industry;

ae) that the 5 GHz RLAN devices on board aircraft may require certification from the civil aviation authority of the country in which the aircraft is registered; and

af) that the 5 GHz RLAN devices will be restricted to a maximum mean e.i.r.p of 100 mW.

Recommends

1. that the APT members allow the use of 5150-5250 MHz, 5250 – 5350 MHz, and 5470-5725 MHz for use by airborne RLANs consistent with ITU-R Resolution 229 (WRC-03);

2. that the APT members also consider the operation in the band 5725 – 5825 MHz for airborne RLAN applications, while protecting other radio systems operating in this frequency band;

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