ACP-WGW01/WP-13

International Civil Aviation Organization 04/06/05

WORKING PAPER

AERONAUTICAL COMMUNICATIONS PANEL (ACP)

FIRST MEETING OF THE WORKING GROUP OF THE WHOLE

Montreal, Canada 21 – 29 June 2005

Agenda Item 5: Review of the progress on the development of new communication systems

FEASIBILITY ANALYSIS OF DS-CDMA TECHNIQUES FOR ATC

APPLICATIONS: ‘C’ AND VHF BANDS. A SIMULATION APPROACH

(Presented by E. Esteban)

(Prepared by S. Zazo and I. Pérez )

SUMMARY
In this presentation we gather the most relevant results achieved in our
research line promoted by Aena ( Spanish Airports and Air Navigation) as air
navigation services provider and the Technical University of Madrid (UPM)
and the University of Las Palmas de Gran Canaria ( Canary Islands). Its main
aim has been the development of a software tool that gives us the flexibility of
testing several DS-CDMA standards from UMTS (TDD (Time Division
Duplex), FDD (Frequency Division Duplex)) to IS-95 and CDMA2000 for
different scenarios, under realistic aeronautical channel models for the ‘C’ and
VHF bands. More indeed, we have implemented advanced topics related with
multiple antennas at ground stations and other specific designs trying to cope
with the coexistence of narrow band transmissions in the VHF band. Although
we are in a preliminary stage in our research it seems that UMTS-FDD with
beamforming at ground stations could provide a very attractive proposal for
the ‘C’ band while for the VHF band, IS-95 or CDMA2000 (one carrier)
systems could also be suitable. However, in this latter case, coexistence with
voice channel probably will require the implementation of sectorized
deployments and specific spreading codes with ad hoc desired power spectrum
density to avoid interference with narrow band transmissions.
ACTION
Action by the ACP is in paragraph 7.

(10 pages)
413778456.doc
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1. Introduction
This presentation merges different preliminary results, conclusions and key points developed under the current
activity of the aforementioned Universities conducted by Aena. The main objective of the current work is to asses
the feasibility of using CDMA-like (Code Division Multiplex Access) signals for Air Traffic Control (ATC)
applications.
We will start this note recalling the main objectives and motivations of the present research line and also
describing some related operational concepts in order to have in mind the specific scenarios where our systems have
to apply.
In the preliminary phase, a large effort has been dedicated to review several reports from some
standardization bodies for CDMA [1 - 4] and also Eurocontrol reports regarding the suitability of CDMA standards
for ATC applications [5 – 7].
According to our analysis, some key issues have been addressed remarking which option is the most
appropriate for the two ATC candidate bands: VHF from 118 to 137 MHz and the ‘C’ band from 5090 to 5150 MHz
(in fact the 5030-5090 band is used by the MLS (Microwave Landing System) but maybe in the future it can be
considered also for ATC purposes). In this sense, our conclusion states that IS-95 is suitable for the VHF while
WCDMA-FDD (Wide Band CDMA) is the most appropriate for the C band.
Our concept intends to provide a global point of view regarding a suitable use of the ATC assigned
resources in order to guarantee current and future needs. Deployment should be taken in two steps: fist step will use
a WCDMA system in the C band in the most congested areas as Airports and TMA, improving current services,
allowing some new ones, and providing some relief in the VHF band. In the second step, when the VHF is not so
congested, the IS-95 might be deployed over it. It will coexist with current narrowband systems and progressively
will substitute some of them although in the end, probably some narrow band voice channels will remain in use for
some applications, emergencies…
The main goal of this project is to create a physical layer simulation chain to evaluate the performance of
different proposals for ATC applications. This approach requires two main points: on one hand, a flexible simulator
of the main characteristics of different proposals has to be implemented including the possibility of changing some
key blocks: Doppler correction algorithms, MultiUser Detectors (MUD), multiple transmit or receive antennas... On
the other hand, a channel simulator has to be implemented describing the aeronautical environment for all standard
scenarios: en route, take off and landing, and taxiing.

2. Motivation and objectives

The motivation of this work is the predictable congestion of the VHF band dedicated mainly to voice DSB-AM
(Double Side Band – Amplitude Modulation) channels which are currently providing Air Traffic Services (ATS) to
the aeronautical community.
Today, the same VHF band additionally has to satisfy increasing demands on non ATC communication
applications. Dedicated parts of the VHF band are used in support of Airline Operational Control (AOC) and data
link communications (ACARS), while a few highest VHF frequency channels have been reserved for the
introduction of VHF Digital Link (VDL) modes 2, 3 and 4 [8].
The long term solution in Europe and other congested regions of the world will have to cover not only
current needs but also advanced ATM (Air Traffic Management) concepts as more autonomous aircraft operation,
4D trajectory negotiation, airborne separation assurance, free flight… Eurocontrol currently investigates possibilities
to use broadband air-ground communications, starting in non VHF parts of the aeronautical radio spectrum. Trials
have been successfully conducted in both the C and the VHF band with a 3G broadband technology similar to
UMTS [3, 4].
Our proposal for the next ATC generation is the combination of these two bands in order to cover current
and future needs including possible passenger internet access. Because of relatively high path losses, the
applicability of the C-band system may remain constrained to the airport / terminal (TMA) environment around 25
Km. WCDMA is probably the most suitable option, mostly considering the FDD option. For the en route scenarios,
where coverage should be much larger, the VHF option will provide the desire performance. In this latter case, IS-95
(1.25 MHz bandwidth instead of 5 MHz as UMTS), is probably the most suitable option because the available
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bandwidth is much narrower in order to coexist with the legacy narrow band transmissions. This problem will
definitely determine the final applicability of the broadband system in this band. CDMA basics can be found in [9].
The main goal of this project is to provide a software tool to cover all the potential candidates features and
all possible aeronautical scenarios. The simulator should be flexible in order to be able to evaluate different
alternatives for the critical modules as Doppler correction algorithms or joint detection techniques. Our aim is to
represent with fidelity the standard to provide representative results but adding the possibility of changing different
procedures when it is recommendable in order to fulfil the aeronautical environment requirements.
This point requires the evaluation and implementation of a realistic channel model representing all the
desirable scenarios: en route, TMA and taxiing. These channels are theoretically derived including Doppler spectrum
and delay profile, assuming very realistic hypothesis based on published measurement results and empirical data [10
– 12].
A final point we want also to analyse is the use of several antennas at the ground station evaluating the
impact of beamforming and spatial diversity in terms of expected performance. It is clear that if advanced CDMA
techniques for terrestrial applications intend to incorporate multiple antennas algorithms in their processing , the
aeronautical proposal must do the same. Techniques we are going to evaluate are the following:
 Transmit beamforming
 Transmit diversity using space time coding
 Receive beamforming
 Receive diversity by optimum combination.
 Combination of beamforming and diversity, transmitting and receiving.
Beamforming techniques intend to radiate energy over desired spatial directions instead of the standard
omnidirectional pattern that radiates uniformly. The main advantage of this approach is twofold: as radiated energy
is concentrated, received SNR (Signal to Noise Ratio) is increased or coverage can be increased (cells become
larger). On the other hand, energy concentration reduces potential interference over other users located in other
spatial directions. As these systems are typically limited by interference, beamforming increases the number of
simultaneous users so increasing the system capacity. Beamforming is not easily applicable in terrestrial scenarios
because users’ locations are not easily known. However, in the aeronautical case, GPS or RADAR surveillance
systems may provide accurate position that facilitates its application.
Diversity is the means mainly used in communication systems to cope with fading effect. Channel fading
limits system performance due to strength variations of the received signal. Typically in CDMA-like signals, some
time diversity is achieved by channel coding and interleaving, but advanced techniques intend also to get spatial
diversity by properly combining uncorrelated signals at several well separated antennas. Diversity combining
increases system performance increasing the BER (Bit Error Rate) curve slope (for high SNR) transforming the
fading channel into a Gaussian channel. Receive diversity is easily accomplished by proper combination, but also
transmit diversity can be achieved using Space-Time codes. The latter provides diversity gain without channel
knowledge at the transmitter side when it is not acceptable to have several antennas at the receiver side.
The application of these techniques, probably combining both effects in order to get both benefits,
considering the use of several antennas just at the ground station and one in the aircraft might be a challenging topic
when applied to the aeronautical scenario.
Obviously, we are going to present in this note just a few results describing the most remarkable results. An
exhaustive report will be written at the end of the study under contract with AENA.

3. Operational aspects
In order to design a communication system it is very important to have in mind under which specific circumstances
it is suppose to work and the requirements and constraints it has to fulfil. In this case, this aspect is critical because
we are talking about the next future, probably beyond 2010 when probably most of the needs will be quite different.
A prospective study [8] regarding the operational context for the next future has defined a great evolution in
this field that is going to include several new applications:
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 Enhanced aircraft operations involving the progressive automation and the optimisation of the existing
control process by including measures that lead to improved efficiency on the current operations without
significantly changing the manner in which aircraft are controlled.
 Enhanced airspace organisation and management providing flexible planning of sectors and routes offering
airspace users greater route flexibility and improving the efficiency of air traffic control.
 Progressive delegation of responsibility to pilot as airborne spacing, crossing and passing in the route
airspace, final approach and departure spacing.
 Enhanced Airport surface services. Currently, pilots and vehicles drivers rely on visual aids (lighting,
signage, and markings) to guide them along their assigned routes and to identify intersections and holding
points issued by the controller. Enhanced services are expected to provide a traffic picture supporting low
visibility operations and runway incursions avoidance and traffic management including planning and
delivery of clearances.
 Enhanced services to remote and oceanic areas where current situation is limited by the capacity and
performance of the HF system. Enhanced services will include basic surveillance infrastructure via ADS-B
and also ATS via Future Air Navigation Systems (FANS).

Current ATC system uses the VHF band mostly for voice links, but it is clear that near future requires an
advanced system for ATC applications probably working in both bands. This concept is very important because if an
alternative spectrum is available (the C band), it will also relieve the VHF band congestion. Also, if there is more
spectrum availability, it makes simpler the overlaying deployment in this band with other potential CDMA system.
This progressive implementation in two steps guarantees the ATC feasibility because the use of the C band will
complement the VHF band. First step: after testing the C band capability, some of the communication needs may
move to the C band and also new requirements will be directly implemented there as an initial deployment. Second
step: the above described displacement will liberate some VHF spectrum allowing the implementation of an ‘ad hoc’
CDMA system guarantying their compatibility Further deployment in the C band will also be accomplished. The
final system probably will consider analogical voice in the VHF band, and digital voice and data transmission over
both the VHF and C band through broadband systems. Summarizing, the deployment of the new system may be
scheduled as follows:

Figure 1 Deployment of our proposal. Consecutive steps

Our main point now is to decide which CDMA system is the most suitable for the former steps, regarding
that there are typically three scenarios in the aeronautical environment: en route, arrival and take-off, and taxiing.
The en route scenario typically is applied when the aircraft is airborne and engaged in ground-air or air-air
communications. The arrival / take-off scenario is applied when the aircraft has left its cruising speed and altitude
and is about to land and vice versa, while the taxing scenario is applied when the aircraft is on the ground and
travelling at very slow speed close to the terminal or is parked at the terminal.
It is well known that signal attenuation increases with frequency, so it is clear that the C band is not
recommendable for the en route scenario. It also suffers from strong attenuation due to atmospheric factors as rain,
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ACP-WGW01/WP-13

snow… Link budget analysis carried out by Eurocontrol show that maximum coverage is around 25 Km [5], fitting
quite well with the two latter scenarios representing smaller areas. On the other hand, VHF transmission is over
horizon allowing very large coverage. Typical link budget analysis guarantees coverage up to 300 Km [5], matching
well the en route case. Therefore, our first conclusion is that VHF band will be used for the en route scenario while
the C band must be used only for TMA and Airport surfaces. This split is also quite recommendable because as there
is more available bandwidth in the C band, it may be used during the flight phase where higher communication data
rates are needed between pilots and controllers. Regarding the deployment point of view, it is also appropriate to
have duplicated communication systems (VHF and C bands) during the most critical flight phase in order to double
the flight security. In the VHF band, the compatibility with the new broadband system and the legacy narrowband
systems will be a very challenging point.

4. Our proposal for the ‘C’ band

As we have mentioned in the previous sections, a 5 MHz Wide band CDMA could be a suitable option to cover
TMA and Airport areas. As the ‘C’ band is mostly unused in most of the places, there is no expectable congestion in
many years. Our main issue has been the implementation of both TDD and FDD schemes, analyzing advantages and
drawbacks from the point of view of performance vs. complexity. We have been very concerned with the role that
beamforming may play if used at ground stations. Also, we have looked into the analysis of the need of channel’s
time variations tracking taking into account the higher speed in the aeronautical scenario.
Both duplex alternatives have been considered in the standard definition where the duplex in frequency is
mostly focused on high speed large coverage scenarios where the time duplex has been mostly devoted to low speed
and short coverage areas, providing higher data rates.
TDD and FDD are quite different approaches although both are based on the same principle. We will
describe the most significant ones regarding our scenarios from a qualitative point of view.
 The spreading factor is very different, up to 16 for TDD while up to 128 in the FDD. Taking into
account the expectable channel length in this environment where channels may be longer, FDD is more
robust regarding the multipath because the relative length between the symbol time span and the channel
length determines the degree of ISI (Intersymbol Interference). However, on the other hand, lower
spreading factors as those used in the TDD allows the implementation of MUD (MultiUser Detectors) that
are shown to be optimum in a multiuser scenario while for higher spreading factors, only single user
detectors are realistic. In our case, for TDD we have implemented a joint MMSE (Minimum Mean Square
Error) detector as the most representative linear MUD receiver. For the FDD, we have implemented the
matched filter MRC (Maximum Ratio Combining) which is optimum just in the single user case. Clearly, it
will be observed that MRC receivers saturates for medium loads while MMSE is suitable even for high
loads.
 The degree of puncturing and symbol repetition is quite different for both systems, even for both
links. This explains the different results we have found in the AWGN case (Additive White Gaussian
Noise). In this case, FDD outperforms TDD.
 The frame structure is also very different. For TDD, most of the users are time multiplexed (so
they do not interferer among them) while in FDD all users are spread on the whole two frames interval.
That means that for low number of active users (in the two frames interval) TDD users’ behaviours are like
single user while FDD is limited by interference.
ACP-WGW01/WP-13 6

0
Downlink Comparison of FDD and TDD Systems Uplink Comparison of FDD and TDD Systems
0
10 10

-1 -1
10 10

-2 -2
10 10
BER

BER
-3 -3
10 10

-4 -4
10 10

-5 -5
10 10
DL FDD MRC 30 user UL FDD MRC 30 users
DL TDD MMSE 30 user UL TDD MMSE 30 users
-6 -6
10 10
-4 -2 0 2 4 6 8 10 -6 -4 -2 0 2 4 6 8 10
SNR (dB) SNR (dB)

Fig.2 Performance comparison. 30 users.

Figure 2 shows a remarkable result. FDD behaves better because it is less punctured but it is clear that it is
interference limited while TDD is noise limited. It is due to the fact that MMSE is able to cancel most of the
interference while MRC is not. For increasing number of users, this result is more evident.

Downlink Comparison of FDD and TDD Systems 0

Uplink Comparison of FDD and TDD Systems
0
10 10

-1 -1
10 10

-2 -2
10 10
BER

-3
BER

-3
10 10

-4 -4
10 10

-5 -5
10 10
DL FDD MRC 60 user UL FDD MRC 60 users
DL TDD MMSE 60 user UL TDD MMSE 60 user
-6 -6
10 10
-4 -2 0 2 4 6 8 10 -6 -4 -2 0 2 4 6 8 10
SNR (dB) SNR (dB)

Fig.3 Performance comparison. 60 users.

Therefore, if we want to provide service to a high number of users, TDD is more suitable. However, TDD
was designed for low coverage areas where the time advance interval overhead need not to be very large. However,
for larger sizes, relative differences between arrival times of different users might be more considerable and it will
require larger overhead. Having in mind sectors around 25 Km, this overhead is unacceptable.
At this point, it seems that we have got a misconception, the more suitable systems does not apply to the
scenario. However, beamforming (transmit and receive) at ground stations will provide a quite remarkable capability
to cope with this behaviour.
One of the main properties of beamforming is the increase of signal-to-noise ratio (SNR) due to coherent
combination of the signals at different antennas. In this way significant enhancement compared to single antenna
case are introduced in the system. Furthermore, when more users are introduced in the system this technique reduces
the interference by separating them in the space domain and performing spatial filtering in this way. Figure 4 shows
the beamforming effect for uplink disregarding the SNR gain just showing its capability of reducing interference
providing performances quite close to the single user case for any number of active users. This is a remarkable result
because it means that FDD could achieve better performance that TDD with minimum updates from the original
terrestrial standard.
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ACP-WGW01/WP-13

0
Uplink Comparison of FDD and TDD Receive Beamforming
10

-1
10

-2
BER 10

-3
10

-4
10

-5 FDD MRC/BF 1 user

10
FDD MRC/BF 60 users
TDD MMSE/BF 1 user
TDD MMSE/BF 60 users
-6
10
-12 -10 -8 -6 -4 -2 0 2 4
SNR(dB)

Fig.4. Beamforming effect.

Since aeronautical channel is much longer than terrestrial and velocities that aircraft achieve are
significantly higher, Doppler effects may be expected to be more remarkable. This provokes that channel is time
varying and makes the standard acquisition techniques less effective for such an environment. When the receiver
and transmitter are moving relative to each other one of the effects is the Doppler shift of the central frequency. This
change can be tracked by introducing Phase Locked Loop (PLL) circuits and therefore the performance doesn’t need
to degrade much. Another effect named Doppler spread experienced when relative movement between transmitter
and receiver occurs in the multipath environment can break down the performance gradually. This effect can not be
circumvented easily because standard PLL structures can not follow this change rate. It will appear like an extra
error was added. The way to combat it is by introducing adaptive filtering applied to the single or multiuser
detectors that will track those changes. It is very interesting to see how the system behaves in such a dynamic
situation. In order to see this behaviour we tested the performance that exhibits the system when receiver was fixed
to the channel estimation acquired by some of the classical techniques and the channel was considered dynamic. In
this case, we considered perfect channel knowledge since PLL structures can be introduced in order to track Doppler
shift of the central frequency. The remarkable consequence is the point that current channel training strategy is good
enough for both the terrestrial and aeronautical environment. Figure 5 shows some results for the FDD-MRC and
both links supporting this argument.

MRC
0
Receiver Static/Channel Static vs. MRC Receiver Static/Channel Dynamic MRC
0
Receiver Static/Channel Static vs MRC Receiver Static/Channel Dynamic
10 10
UL MRC 1 user static channel
UL MRC 1 user dynamic channel
-1 -1
10 10

-2 -2
10 10
BER

BER

-3 -3
10 10

-4 -4
10 10

-5 DL MRC 1 user static channel -5

10 10
DL MRC 30 users static channel
DL MRC 1 user dynamic channel
DL MRC 30 users dynamic channel
-6 -6
10 10
-6 -4 -2 0 2 4 6 8 10 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4
SNR (dB) SNR (dB)

Fig.5 Performance degradation due to Doppler effect

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5. Our proposal for the VHF band

The use of the VHF band by a CDMA system is a much more challenging topic because this band is currently used
by AM-DBL voice communications (and some digital systems as VDL and ACARS). Any new system must
guarantee an acceptable degradation of existing systems.
Although UMTS could also be applicable in this band, we have selected the use of not so wide band system
in order to make interference with legacy systems tractable. IS-95 (or its multicarrier version in CDMA2000) is a
very mature technology that suits to this larger coverage scenario using 1.25 MHz bandwidth. Although this part of
the analysis is currently being doing, we can state which are the most critical points and the solution we propose.
a) In most areas in core Europe and highly populated areas in the USA, the occupancy of the voice channels is
very high preventing the appearance of wide band gaps where the new system may be deployed. This fact
will enforce the use of a sectorized deployment probably to 60º sectors. Sectorization has been widely used in
terrestrial systems to increase capacity. In this scenario, this is not the main reason but the effective reduce of
potential interferers. The new system may get used of the same infrastructure for deployment just changing
the number of antennas in order to force the desired sectorization, probably different of the narrow band need.
b) Even in this highly sectorized deployment, several channels within the CDMA bandwidth will be used by the
voice transmissions and therefore will be very recommendable to avoid the mutual interference, specially
from the CDMA on the voice communications. In order to do that, we will exploit the well known technique
used in the CDMA transmitters filtering out (known as notch filter) the desired band that it is not wanted to
interfere [13]. From the point of view of the CDMA receiver it is like this filter were part of the transmission
channel and must be taken into account in the MRC detector. The main disadvantage of this technique is that
it lengthens the effective channel response increasing the intersymbol and Multiuser interference. Figure 6
shows on the left side the power spectrum density of an arbitrary code after filtering out a certain frequency
band. On the right, in chip samples, we have the effective channel length providing an idea of the intersymbol
interference that may be created. If several bands have to be avoided, the length increases proportionally,
consequently degrading the CDMA performance.
Impulse response of the Notch filter
Notched Spreading code 0.7

0
10
0.6

-2
10 0.5
Natural units

-4
0.4
10
dB

0.3
-6
10
0.2

-8
10
0.1

-10
10 0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0 20 40 60 80 100 120 140
Normalized frequency Time at chip rate

Fig.6 Notch filter in a CDMA system

c) As an alternative to this approach, we have developed a new technique that allows the design of codes with
arbitrary power spectrum densities [14] using the Digital Prolate Functions as basis to construct codes instead
of standard Walsh-Hadamard or pseudo-noise sequences. Figure 7 shows an example of codes designed to
avoid the frequency interval between (0.2, 0.3) and (0.8, 0.9). The main drawback of this approach is that
not all 100% percent of the codes are useful regarding this criteria but it can be selected those with minimum
density power in the prohibited bands. In fact, this is not a real limitation because practical systems are not
allowed more than 50% of the available load due to interference limits.
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ACP-WGW01/WP-13

Spectrum of 4 users with lowest eigenvalues

4

3.5

Normalized Spectrum
2.5

1.5

0.5

0
0 1 2 3 4 5 6 7
Frequency (rad)

Fig.7 Some useful codes for a CDMA spreading

6. Conclusions
This note presents a summary of the key points achieved by the research line carried out by Aena and two Spanish
Universities in order to asses the feasibility of CDMA-like techniques as candidates for the new ATC services. We
propose a two bands deployment, in C band for TMA and airport proximities and VHF for the en route phase. We
have developed a complete set of simulation tools that allows us to recreate every scenario with standard CDMA
implementation (UMTS TDD, UMTS FDD, IS-95, CDMA 2000) and also advanced modules as multiuser detectors,
adaptive detectors, multiple antennas receivers and transmitters. For C band we have selected UMTS-FDD with
beamforming as the most suitable option with minor differences with regard the standard implementation using
MRC receiver and without adaptive modules. For VHF, IS-95 (CDMA2000 one carrier) is probably a reasonable
candidate in combination with further sectorization and specific codes design to minimize interference with existing
narrow voice transmissions. The main advantage of these CDMA-like candidates in front of other options is the fact
that they are based on very mature technology, cheaper manufacturing and with large experience in the terrestrial
environment.

7. Action by the meeting

The ACP WGW is invited to note the information presented in this paper.

------------------------------------------------

8. References

[1] UMTS/FDD Operating at C-Band: Physical Layer Validation Report. European Air Traffic Management
Program, January 2003.
[2] ETSI-TR-101.146, UMTS Terrestrial Radio Access (UTRA). Concept Evaluation.
[3] ETSI-TS-125-101, UMTS User Equipment (UE) radio transmision and reception (FDD)
[4] ETSI-TS-125-102, UMTS User Equipment (UE) radio transmision and reception (TDD)
[5] High Level Feasibility Study of UMTS for Air Traffic Control. CSEM report for Eurocontrol, August 2000.
[6] Study into Modifying the Siemens 3G Testbed for Airborne Trials. EATMP-DIS/COM, August 2002
ACP-WGW01/WP-13 10

[7] Second Airborne Trials with the Siemens 3G Testbed. RMR report no: 72/02/R/265/U, September 2002
[8] Roadmap for the Implementation of Data Link Services in European Air Traffic Management (ATM):
Application Assesment. June 2002
[9] Jhong Sam Lee, Leonard E. Miller, “CDMA Systems Engineering Handbook”, Artech House, 1998.
[10] P. A. Bello, “Characterization of randomly time-variant linear channels” IEEE Trans. Commun. Syst., vol. CS-
11, pp. 360–393, Dec. 1963.
[11] P. Hoeher, “A statistical discrete-time model for the WSSUS multipath channel,” IEEE Trans. Veh. Technol.,
vol. 41, pp. 461–468, Nov. 1992.
[12] E.Haas, “Aeronautical channel modelling”, IEEE Transaction on Vehicular Techology, vol. 51, no. 2, pp. 254 –
264, March 2002.
[13] B. J. Rainbolt, S.L. Miller. The Necessity for and Use of CDMA CDMA Transmitter Filtering in Overlay
Systems. IEEE Journal on Selected Areas in Communications, vol. 16, NO.9, December 1998.
[14] S. Zazo, I. Raos. Minimum Interference Design Between Cochannel DS-CDMA and Narrow Band Systems
using Prolate Bases Spreading Codes. International Conference on Signal Processing Applied to Wireless
Communications, New York, June 2005.

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