## 5 Discussion and Conclusions  
The study performed simulations for different types of receivers of aeronautical and maritime mobile services and different distances between the victim receiver and the coastline. It was observed that the results largely depend on these two parameters. At the same time, the results showed that even for the worst-case set of parameters, the interference levels from deployed 5G NR networks to the victim receivers of aeronautical and maritime mobile services did not exceed the protection criterion levels of interference-to-noise ratio, and thus it is not expected that 5G NR deployment at the coastline areas will have an adverse effect on the operation of the aeronautical and maritime mobile services located in international airspace and international waters. For an AMS receiver with an omnidirectional antenna, the protection criterion is met more than 97% of the time, even in the worst-case scenario when the AMS receiver is located 12 nautical miles from the coastline. For AMS with a directive antenna receiver, the 1/N margin for the worst-case scenario is 6 dB. The study assumed that in practice the AMS receiver would be located much farther from the coastline, and the results show that under this assumption the 1/N margins are more than 14 dB. For MMS with an omnidirectional antenna in the worst-case scenario when the MMS receiver is located 12 nautical miles from the coastline, the margin is 7 dB. For an MMS receiver with a directional antenna, the 1/N margin for the worst-case scenario is 16 dB. The study further assumed that in practice the MMS receivers would be located much farther from the coastline, and the results show that under this assumption the 1/N margins are very significant and equal to more than 90 dB. Such results indicate that active antenna systems allow mitigating the interference and that 5G NR may be used in the bands where previously it was considered that cellular technologies are not compatible with incumbent services. Additionally, it must be taken into account that any interference from 5G NR will have a fluctuating nature due to the many time-varying parameters of the 5G NR radio link as well as the velocity of the victim vessels or aircraft. Our study showed that, compared to deterministic analysis, stochastic simulations using the Monte Carlo methodology are more precise and closer to the real case scenarios. While the Monte Carlo approach might require more computing power and time, it helps to understand the long-term impact of ubiquitously deployed networks on the incumbent services taking into account time-varying parameters and fluctuations of interference in time. It should be noted that the interference-to-noise protection criterion is quite stringent and normally used for scenarios where the wanted signal of the victim system varies and  
Figure 13: 1/N distribution for MMS System 2 with directional antenna: (**a**) cumulative distribution function of 1/N for System 2 MMS receiver and (**b**) probability distribution function of 1/N for System 2 MMS receiver. it is difficult to understand which level of the wanted signal should be considered for the studies. At the same time, in practice, these aeronautical and maritime systems have even higher protection margins if measured using a signal-to-interference ratio. Additionally, since most of the aeronautical and maritime mobile systems have broad tuning ranges, in many cases, there is a possibility to avoid interference tuning to the frequency ranges outside of the 4800-4900 MHz frequency band, and such an approach may be used in case the aircraft or vessel approaches the sovereign border of the state that has deployed 5G NR networks. In general, the obtained results of the constructed scenario of the study and simulation model may be applied to other regions since the interference levels will be relatively similar.