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FINAL REPORT - Stakeholders - Ofcom

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Parameter Value Notes<br />

ATN compliance No Current systems being implemented are based<br />

on TCP/IP and are not ATN compliant. The ICAO<br />

ATN Manual contains provisions for previous<br />

Gatelink solutions – but not WACS as considered<br />

here.<br />

Frequency band 2.4 GHz, Other potential systems at 5.2 GHz, 5.8 GHz and<br />

17.1 GHz<br />

RF Channels Single channel<br />

Modulation scheme Frequency Hopping<br />

Spread Spectrum<br />

(FHSS) and Direct<br />

Sequence Spread<br />

Spectrum (DSSS)<br />

Bit rate 2.4 GHz FHSS:<br />

Current systems have a<br />

rate of 1-2 Mbps<br />

2.4 GHz DSSS:<br />

Bit rate on current<br />

systems is 2 Mbps – in<br />

future this may be<br />

increased to 11 Mbps<br />

Other Systems:<br />

5.2 and 5.8 GHz:<br />

Bit rates of up to 20 Mbps are expected<br />

17.1 GHz:<br />

Bit rates of up to 150 Mbps are expected<br />

Channel access method CSMA-CA, TDMA Systems complying with IEEE 802.11a (5 GHz<br />

systems) and 802.11b (2.4 GHz systems) use<br />

Carrier Sense Multiple Access with Collision<br />

Avoidance (CSMA-CA)<br />

Frequency availability<br />

(allocation status)<br />

Dependencies None<br />

Frequencies allocated<br />

worldwide and available<br />

Table 5- 9 Characteristics of Gatelink<br />

HiperLAN systems (5 GHz systems) use Time<br />

Division Multiple Access TDMA<br />

Frequencies at 2.4 GHz are available worldwide<br />

for use by WACS/Gatelink and do not require a<br />

licence.<br />

At 5.2 GHz, there are worldwide frequencies<br />

available which do not require a licence.<br />

At 17.1 GHz, allocation is worldwide but users<br />

require a licence for a particular geographical<br />

area.<br />

5.9.2 Transfer to commercial data links<br />

The increase in requirements for passenger services (IFE etc) drives the provision of new<br />

high data rate links (particularly for uplink services). An opportunity for ATS<br />

communication is to piggy back on top of these services. The advantage is that<br />

passenger services will be commercially driven with separate business cases providing a<br />

low marginal cost route for ATS. The drawbacks include the lack of precedent for sharing<br />

Page 173

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