REAL TIME C BAND LINK BUDGET MODEL CALCULATION

Item Type text; Proceedings

Authors Rubio, Pedro; Fernandez, Francisco; Jimenez, Francisco

Publisher International Foundation for Telemetering

Journal International Telemetering Conference Proceedings

Rights Copyright © held by the author; distribution rights International

Foundation for Telemetering

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 REAL TIME C BAND LINK BUDGET MODEL CALCULATION

Pedro Rubio, Francisco Fernandez, Francisco Jimenez

Airbus D&S - Flight Test

1. ABSTRACT

The purpose of this paper is to show the integration of the transmission gain values of a
telemetry transmission antenna according to its relative position and integrate them in the C band
link budget, in order to obtain an accuracy vision of the link.
Once our C band link budget was fully performed to model our link and ready to work in real
time with several received values (GPS position, roll, pitch and yaw) from the aircraft and other
values from the Ground System (azimuth and elevation of the reception telemetry antenna), it
was necessary to avoid a constant value of the transmitter antenna and estimate its values with
better accuracy depending of the relative beam angles between the transmitter antenna and
receiver antenna. Keeping in mind an aircraft is not a static telecommunication system it was
necessary to have a real time value of the transmission gain.
In this paper, we will show how to perform a real time link budget (C band).
Keywords: Telemetry, Link Budget, C band, Real time, Dynamic gain

2. WHY C BAND AND REAL TIME – THE PREVIOUS SITUATION

The new C Band migration involves the change of all telemetry chain and the challenge to cover
the same area than in S Band with the same quality of service. New devices and their different
responses made us to recalculate all telemetry chain, the new coverage and evaluate how all this
could influence us.
The ideal calculation of a Link Budget is a static link where the transmitter and receiver are fixed
and the atmosphere is homogeneous, but aircraft are always moving. Most of the parameters
necessary to this model could be calculated previously, as gains, losses and noises, and are static
through the flight test, but others could vary considerably, especially the transmission gain,
which can vary from less than -33dB to more than +9dB depending of the position of the aircraft.
This was demonstrated at first flight tests where a big variation of the received signal as a
function of the position of both, aircraft and ground antenna was checked. The gaps in the
telemetry during a flight seem to be as a consequence of some shadows of the radiated power or
some gaps in the gain
One solution is the plane flying to the antenna radially; this implies a quasi-constant transmitter
gain. But this also implies dedicated flights and was considered inefficient and not desirable.
Final solution was to develop a real time link budget model, where would be possible to analyze
through a whole campaign the response and behavior of the C Band telemetry system and the
radiated pattern at new band. This solution implied an electromagnetic study that gave as result
3D diagram patterns -at S Band and C- Band and that allowed following the variation of the
received signal and the status of the link, predicting the behavior of the system.

3. C BAND LINK BUDGET

To be able to predict telemetry behaviour and quality of the link it is necessary to validate the
Link Budget Model.
Link budget is a relatively addition of the gains and losses in a radio frequency link. From the
transmitter, through the medium, to the receiver, it accounts each attenuation, gain or distortion
as well as fading or other unexpected effects, and let know the power level at the receiver as well
as the signal to noise ratio.
A link budget can be divided in 3 different sub-systems: transmission, propagation and reception.

Transmission System
Antenna
Antenna

Cable
Tx
transmission
P L G

Propagation system
Antenna
Antenna Atenna
Atenna
Free Space Losses

L
G G

Reception system
Atenna
Atenna
HW Cable
LNA Receiver
commutation transmission

G L G L L

Figure 1. Subsystems
3.1 Transmission System
Usually could be modelled as easy as this 3 elements schema. A Transmitter with a P power, a
transmission line with some losses and an antenna with a gain function of its relative position to
the Ground Station antenna (G(φ,θ)).
3.2 Propagation System
Once the electromagnetic signal has been radiated, it will travel through the space to the receiver
system. In this path it will be strongly attenuated because its quadratic dependence of the
distance and, to a lesser extent, the influence of the atmosphere phenomena (rain, cloud, etc) and

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other parameter like miss match, etc. To calculate first, the basic free space attenuation, Friis
equation is used.
𝐿𝑓𝑠(𝑑𝐵) = 20 · log⁡𝑑(𝑘𝑚) + 20 · log⁡𝑓(𝐺𝐻𝑧) + 92.45
The rest of parameters are accumulated with other through the Fade margin losses. This is a
constant that provides for sufficient system sensitivity to accommodate expected fading, for the
purpose of ensuring that the required quality of service is maintained.
3.3 Receiver System
The receiver system starts with the antenna listening to the transmitted, attenuated and distorted
signal. In addition, the antenna also receives the atmospheric noise. This is not as critical as in
satellite systems, but the aircraft are in the sky and sky noise should be considered.

4. HOW TO PERFORM A LINK BUDGET [1]

A link budget is modelled as the addition and subtraction of every gains and losses from the
transmitter to the receiver. A global equation that involves all is this:
𝑃𝑟𝑥 = ⁡ 𝑃𝑡𝑥 − 𝐿𝑐𝑎𝑏𝑙𝑒𝑡𝑥 + 𝐺𝑡𝑥 − 𝐿𝐹𝑆 + 𝐺𝑟𝑥 − 𝐿𝑟𝑥 + 𝐺𝐿𝑁𝐴 − 𝐿𝑐𝑎𝑏𝑙𝑒𝑟𝑥 − 𝐿𝑚𝑎𝑟𝑔𝑖𝑛 ⁡⁡(1)

The received power needs to be higher than the receiver’s threshold. Also, is needed that the
signal to noise ratio (SNR) should be enough to accomplish:
𝑆 𝐸𝑏 𝐵𝑖𝑡⁡𝑅𝑎𝑡𝑒 𝐸𝑏 1
𝑆𝑁𝑅 = = · = · ⁡⁡⁡⁡⁡(2)
𝑁 𝑁𝑜 𝐵𝑊 𝑁𝑜 𝜂
Where Eb/No is a parameter of the modulation (FM-PCM) to ensured BER <10-5 and
𝐵𝑊 = 1.16 · 𝑅𝑏. [2]
With these two equations, the model is performed, and the whole chain could be characterized.
Now solving them, it is possible to know the status of the chain related to power and noise, the
margin of the signal, the coverage.

Figure 2. Signal to Noise Graph

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There are two kind of parameter, static and variable:

4.1 Static parameters

Ptx and Ltx are known parameters of our systems.

Grx is the gain of the receiver antenna, as it is pointing to the aircraft; it is always the maximum
antenna gain.

Lrx are the first attenuation after the antenna, given by the hybrid circuit, the selection switches,
connectors, etc. This parameter is critical and should be as low as possible, because its increment
has a big influence in the noise figure.

GLNA. LNA is de Low Noise Amplifier, with high gain and very low noise figure that fix the
noise of the chain. After it, noise increment will not have as influence as before.
LCableRx. Losses in the transmission after the LNA. Cable transmission is the system that connects
the LNA with the receiver. It could be more complex, with different gain or attenuation
elements, but here will be modeled by this way to simplify.
Prx. Power at the receiver is the point where the signal will finally arrive. Here two conditions
should be accomplished. Prx and SNR should be higher than receiver thresholds.
Lmargin are the fade margin losses. They are taking care as a function of the non-considered
parameters.
4.2 Variable parameters
Gtx is the gain of the antenna and it is expressed as a function of φ and θ. After the calculus
explained later, it has a constant value for a distance in a position given. This parameter is
constantly being recalculated.
Lfs is the attenuation in free space, given by equation ¡Error! No se encuentra el origen de la
referencia.). It varies with the distance.
N is the noise of the receiver system and it is conformed with the noise of the antenna and with
the noise addition of every element of the receiver. Friis equation for noise is used to calculate it.

4.3 Noise calculation [2][3]

Considering a typical parabolic diagram, with a main lobe and two secondary lobes, antenna
temperature can be modelled with ‘a’ as the percentage of the lobe and ‘n’ as the noise captured
in this direction.
𝑇𝑎𝑛𝑡 = 𝑎𝑝 · 𝑛𝑝 + 𝑎𝑠1 · 𝑛𝑠1 + 𝑎𝑠2 · 𝑛𝑠2 ⁡⁡⁡(4)
Then, the signal and noise added will pass through the rest of the chain, where both will be
attenuated or amplified and new noise from active and passive elements will be added.

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The power at the end of the chain is calculated as the addition and subtraction of every element.

𝑃𝑅𝑥 (𝑑𝐵) = ∑ 𝐺 − ∑ 𝐿 ⁡⁡(5)

To calculate the noise through the chain, the Friis formulas for noise are used.
𝑓2 − 1 𝑓3 − 1 𝑓4 − 1
𝑓𝑟 = 𝑓1 + + + + ⋯ → 𝐹𝑟 = 10 · lg(𝑓𝑟)⁡(6)
𝑔1 𝑔1 · 𝑔2 𝑔1 · 𝑔2 · 𝑔3
with the noise figure of the receiver and the noise temperature of the antenna, the noise of the
system is known.
4.4 Transmission gain
Gain is a function of phi and theta angles that must be calculated with the orientation and
position of the aircraft and with the ground station position and its antenna.
4.4.1 Antenna pattern [4]
Aircraft is equipped with two dipoles antenna with different polarization. The antenna pattern is
highly modified by the architecture of the aircraft so an electromagnetic study was made to have
the radiated pattern of the aircraft. The result confirmed this difference and allowed to analyse
future problem could be found.
This electromagnetic study gives as a result a new gain as a function of phi and theta angles.

Figure 3. Aircraft pattern

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4.4.2 Ground Station Antenna Angles
The elevation of Ground Station antenna is measured in angles by α, and varies between -90º and
90º, with α = 90º when the antenna points to the sky.
The azimuth of the antenna is measured by β and varies between 0º to 360º, with β = 0 when the antenna looks to
the North.
Z>0 X>0

Y<0 Y>0

X<0
Z>0 X>0

αant Y>0 Y>0

Y<0 Y>0 β'ant

βant

Z<0 X<0
Figure 4. Ground Station antenna angles
The vector between the antenna and the plane will be calculated easily. If the plane will be a point, the angles
between the aircraft and the antenna are modelled as follows:
𝜃𝑎𝑖𝑟𝑐𝑟𝑎𝑓𝑡 = 90 +∝𝑎𝑛𝑡𝑒𝑛𝑛𝑎⁡⁡(7)
∅𝑎𝑖𝑟𝑐𝑟𝑎𝑓𝑡 = 180 − 𝛽𝑎𝑛𝑡𝑒𝑛𝑛𝑎⁡⁡(8) ⁡

Z>0 X>0

Θ=90 + αant
αant X,Y Y>0 Y<0
β'ant
Φ=180 - βant
Z>0 X>0
Z<0 X<0

αant Y>0 Y<0 β'ant Y>0

Y<0

βant

Z<0 X<0

Figure 5. Aircraft to GS angles

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where θ is the elevation and φ the azimuth of the vector from the aircraft to the Ground Station.
Assuming module 1, 𝑟⃗𝑢 (φ, θ).

4.4.3 Aircraft Angles and Rotation Matrix

The position of the aircraft is expressed by a Tait-Bryan rotation. This angles (φ,ψ,θ) are referred
as a rotation around (x,y,z) axis and express the roll, the pitch and the yaw.

Figure 6. Aircraft angles

 Roll: -90<φ<90
 Pitch: -90<θ<90
 Yaw: 0<ψ<360

This angles in a moment ‘t’ allows to position the aircraft in the correct angle respect to the horizontal-north-
oriented (0,0,0) through the rotational Tait-Bryan matrix.

𝑐𝜓 · 𝑐𝜃 (𝑐𝜓 · 𝑠𝜃 · 𝑠𝜑 − 𝑠𝜓 · 𝑐𝜑 ) (𝑐𝜓 · 𝑠𝜃 · 𝑐𝜑 + 𝑠𝜓 · 𝑠𝜑 )
𝑅𝜑,𝜓,𝜃 = ⁡ [𝑠𝜓 · 𝑐𝜃 (𝑠𝜓 · 𝑠𝜃 · 𝑠𝜑 + 𝑐𝜓 · 𝑐𝜑 ) (𝑠𝜓 · 𝑠𝜃 · 𝑐𝜑 − 𝑐𝜓 · 𝑠𝜑 )]⁡⁡(9)
−𝑠𝜃 𝑐𝜃 · 𝑠𝜑 𝑐𝜃 · 𝑐𝜑
where c ≡ cosine y s ≡ sine.

Figure 7. Aircraft rotation

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4.4.4 Gain calculation
The gain of the aircraft, resulted of the electromagnetic study, is expressed as a function of phi
and theta when the aircraft is horizontal-north-oriented. In this case, the unitary vector points to
the Ground Station antenna, so its phi and theta angles are the same than G(φ,θ).
But if it is not, it is necessary to rotate the system to accommodate the angles to the gain matrix
system reference and the gain will be GTurned(φ,θ).
If 𝑝⃗(𝑥, 𝑦, 𝑧) is a point of the aircraft that turned to the (φ,ψ,θ) coordinates by 𝑝⃗𝑡𝑢𝑟𝑛𝑒𝑑 = 𝑝⃗ · 𝑅𝜑,𝜓,𝜃
𝑇
to turn it back: ⁡𝑝⃗ = 𝑝⃗𝑡𝑢𝑟𝑛𝑒𝑑 · 𝑅𝜑,𝜓,𝜃
𝑇
By the same way, if the unitary vector is in the rotated system, 𝑟⃗𝑢 (φ, θ), 𝑟⃗𝑢 𝑡𝑢𝑟𝑛𝑒𝑑 = 𝑟⃗𝑢 · 𝑅𝜑,𝜓,𝜃
these coordinates, φ and θ will give the exact gain in the link budget.

5. REAL TIME CALCULATION

A link budget usually studies a static link, where every variable is known and usually static. But
in this case one of the elements is continuously moving.

Telemetry parameters
GPS position
Orientation: φ, ψ, Θ

Receiver Chain IENA

LNA, receiver, ...

IENA with position

and orientation

SNR

Figure 8. Monitoring system

In this situation, the link must be continuously being recalculated with the parameters of the
aircraft, the Ground Station antenna and the spectrum analyzer. On board, the aircraft will send
through telemetry link the IENA packets related to GPS data, roll, yaw and pitch position of the
aircraft; and Status and Control of the transmitters and multiplexer.

IENA
Status and control

Tx Antenna
Tx Up

Tx Down

Mux
IENA
GPS

Figure 9. Aircraft data caption

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On ground the receiver antenna is controlled by a work station that generates IENA packets with
his elevation and azimuth.
Also on ground, there has been developed several real time software that logs and sends IENA
packets with necessary information:
 Status of the receiver (Signal Strength Meter and rate configured.
 Status of the De-multiplexer (CRC errors).
 Level of the RF Signal received. Spectrum Analyser connected to our LAN and sending
IENA packets with the status of SNR values.
IENA

Atenna
Atenna
PCM IENA IENA
Receiver Demux

Status & CRC & control

Status & AGC Level & control

RF SNR Ch Down & Up

Figure 10. On ground data reception

With all these parameters, a work station continuously monitories the link budget, over Link
Budget tool has been developed to validate the system with a big accuracy.

Figure 11. Link budget software detail

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 6. CONCLUSIONS
With the change of band, the aircraft radiation pattern has changed becoming narrower and
higher.
The Link Budget is a very useful tool, but it needed to be more accurate. The calculus of the
transmission gain as a function of the position has been the key that improves the accuracy of the
system, allowing to know the whole chain and to predict problems with telemetry as a
consequence of the position of the aircraft related to the Ground Antenna.

7. FUTURE USES
This model has confirmed how useful could be to monitor the link budget.
This Link Budget has been reported as a very useful system to check first the validation of the C
Band Telemetry Model and then the telemetry link.
With an electromagnetic study of every model of aircraft to test, this tool will help to follow fight
tests and will make easier the operators activity. They will know if a telemetry problem is caused
by the position of the aircraft or by any other cause.

8. REFERENCES
[1] Transmisión por Radio – Hernando Rábanos – 2003 Editorial Centro de Estudios Ramón
Areces
[2] Appendix A – Telemetry Standard IRIG Standard 106-13
[3] Agilent Fundamentals of RF and Microwave Noise Figure Measurements - Application Note
57-1 - http://cp.literature.agilent.com/litweb/pdf/5952-8255E.pdf
[4] Antenas - Angel Cardama - Univ. Politèc. de Catalunya, 2002
[5] AA Systel Company - http://www.aasystel.com & http://www.group-aa.com
Fundamentos del análisis del Espectro, Christoph Rausher – Rohde&Schwarz - 2003

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