1
CMR12/8-E
DRAFT
ICAO POSITION FOR THE
INTERNATIONAL TELECOMMUNICATION UNION (ITU)
WORLD RADIOCOMMUNICATION CONFERENCE 2015 (WRC-15)
SUMMARYThis paper reviews the agenda for the ITU WRC-15, discusses points of aeronautical interest and provides the ICAO Position for these agenda items.
The ICAO Position aims at protecting aeronautical spectrum for radiocommunication and radionavigation systems required for current and future safety-of-flight applications. In particular, it stresses that safety considerations dictate that exclusive frequency bands must be allocated to safety critical aeronautical systems and that adequate protection against harmful interference must be ensured.It also includes proposals for new aeronautical allocations to support new aeronautical applications.
Support of the ICAO Position by Contracting States is required to ensure that the position is supported at the WRC-15 and that aviation requirements are met.
CONTENTS
1.Introduction
2.Spectrum requirements for international civil aviation
3.Aeronautical aspects on the agenda for WRC-15
1. INTRODUCTION
1.1This paper contains the ICAO Position on issues of interest to international civil aviation to be decided at the 2015 ITU World Radiocommunication Conference (WRC-15). The agenda of the conference is contained in the attachment. The ICAO Position should be considered in conjunction with section7-II of the Handbook on Radio Frequency Spectrum Requirements for Civil Aviation including Statement of Approved ICAO Policies(Doc9718, 5thEdition-201[X]) (Civil aviation frequency allocations— ICAO policies and related information). Doc9718 is available on website [ (see webpage: Repository)]. Also available at the above-mentioned website are the ITU WRC Resolutions referenced in the ICAO Position.
1.2ICAO supports the working principle as utilized in studies for WRC-07 and reflected in the WRC-07 Conference Preparatory Meeting report material on Agenda Item1.6. In particular that compatibility of ICAO standard systems with “existing or planned aeronautical systems operating in accordance with international aeronautical standards will be ensured by ICAO”. Compatibility of ICAO standard systems with non-ICAO standard systems will be addressed in ITU.
2. SPECTRUM REQUIREMENTS FOR INTERNATIONAL CIVIL AVIATION
2.1The safety of air operation is dependent on the availability of reliable communication and navigation services. The Eleventh Air Navigation Conference (AN-Conf/11), which was held in Montreal, Canada from 22September to 3October2003, noted that States, international organizations and ICAO had embarked on communication, navigation and surveillance/air traffic management (CNS/ATM) systems planning, intended to improve aircraft operations by making use of modern CNS/ATM technologies. The AN-Conf/11 endorsed the global air traffic management operational concept, to be used as guidance for the development of ICAO CNS/ATM related provisions. The planning horizon used for the concept was up to and beyond the year 2025.
2.2The development of new CNS/ATM provisions is highly dependent upon the availability of radio frequency spectrum that can support the high integrity and availability requirements associated with aeronautical safety systems, and demands special conditions to avoid harmful interference to these systems. It was recognized by AN-Conf/11 that currently available spectrum for CNS/ATM systems may need to be supplemented with new allocations to enable the introduction of new systems in aviation while the requirements for spectrum for current systems are to be maintained until a future undetermined period. Article4.10 of the Radio Regulations states that ITU Member States recognize that the safety aspects of radionavigation and other safety services requires special measures to ensure their freedom from harmful interference. These factors need to be taken into consideration in the allocation, assignment and use of frequencies for aeronautical systems. In particular, the sharing of aeronautical safety services with other aeronautical services or nonaeronautical services must be considered with extreme care. Where sharing conditions cannot meet the above requirements, exclusive aeronautical allocations need to be secured to preserve the integrity of aeronautical services.
2.3The demand for access to airspace is continuously increasing.Whilst recognizing the current global economic climate, total world airline scheduled passenger traffic in terms of passenger-kilometres has been predicted to grow at an average annual rate of 4.6per cent up to the year 2025 [Ref:“Outlook for Air Transport to the Year 2025 (Circular313)”]. The continuous increase in air traffic movements as well as the additional requirement for new and emerging applications such as unmanned aircraft systems are placing increased demands on both the aviation regulatory and air traffic management mechanisms. As a result the airspace is becoming more complex and the demand for frequency assignments and hence spectrum allocations is increasing. Whilst some of this demand can be met through the improved spectral efficiency of new radio systems it is inevitable that existing allocations may need to be broadened or additional aviation spectrum allocations sought to meet this demand.
2.4[The draft ICAO Position was developed in 2008 with the assistance of the Aeronautical Communications Panel (ACP) Working GroupF (frequency) and was reviewed by the Air Navigation Commission (ANC) at the tenth meeting of its 179th Session on 18November2008. Following the review by the ANC, it was submitted to ICAOContracting States and international organizations for comment. After final review of the ICAO Position and the comments by the ANC on 5May2009, it was approved by Council on 22June 2009. When the ICAO Position was established, studies were ongoing in the Navigation Systems Panel (NSP) and the ACP, in ITU and in regional telecommunication organizations, in particular on spectrum requirements for unmanned aircraft systems (UAS), sharing of the new AM(R)S allocations (WRC-07) with the existing aeronautical radionavigation service (ARNS) allocations, and on how to ensure continued sufficient access for aeronautical mobile-satellite (route) service (AMS(R)S) in the existing L-band mobile satellite service (MSS) allocations. The ICAO studies were completed by March 2011 and an update to the ICAO Position was reviewed by the ANC on 12May 2011 (187-2) and approved by Council on 15June2011 (193/3). States and international organizations are requested to make use of the ICAO Position, to the maximum extent possible, in their preparatory activities for the WRC-12 at the national level, in the activities of the regional telecommunication organizations[1] and in the relevant meetings of the ITU.]
(comment: Paragraph 2.4 will need to be updated once the ICAO position has been agreed and studies initiated/completed)
3. AERONAUTICAL ASPECTS ON THE AGENDA FOR WRC12
Note 1.— The statement of the ICAO Position on an agenda item is given in a text box at the end of the section addressing the agenda item, after the introductory background material.
Note 2.— No impact on aeronautical services has been identified from WRC-115, Agenda Items1.2, 1.3, 1.8, 1.9, 1.13, 1.14, 1.15, 1.18,3, 5, 6, 7, 9.2, 9.3 and 10 which are therefore not addressed in the position.
WRC-15 Agenda Item 1.1
Agenda Item Title:
To consider additional spectrum allocations to the mobile service on a primary basis and identification of additional frequency bands for International Mobile Telecommunications (IMT) and related regulatory provisions, to facilitate the development of terrestrial mobile broadband applications, in accordance with Resolution [COM6/8] (WRC12);
Discussion:
This agenda item seeks to identify additional spectrum for use by terrestrial mobile communication systems to facilitate the development of terrestrial broadband applications. Whilst the agenda item is not specific about the amount of spectrum or the spectral location of that spectrum the United States and Europe have both declared that they are trying to release at least 500 MHz of spectrum ideally below 5000MHz. Additionally Resolution [COM6/8] (WRC12) identifies a number of frequency band where studies have previously been undertaken all of which are below 5GHz of which two frequency bands are of concern to aviation. It may also be assumed that frequency bands below 100MHz and probably below 400 MHz will also not be of interest due to the cost of implementation, variability in propagation and throughput capacity
A majority of aviation systems used for the assurance of safety of flight operate below 5000MHz and it is therefore essential to ensure that any new allocation to the mobile service does not adversely impact on the operation of these systems. Based on recent experience with the introduction of mobile systems in the frequency band below 2690 MHz and interference to adjacent band radars care needs to be taken not only with any proposal for sharing but also with proposals for the introduction of an allocation in an adjacentband.
A list of the aeronautical systems that operate in the frequency range 400 – 5000 MHz along with a short description of their use and the potential for sharing:-
406–406.1MHz
Emergency Locator TransmitterEmergency locator transmitters, referred to as emergency position-indicating radio beacons in the ITU, when activated transmit a distress signal which can be received by COSPAS/SARSAT and suitably equipped aircraft and vessels and used to facilitate a rescue operation. There has been no recent compatibility studies however Resolution 205 was updated at WRC-12 to call for regulatory, technical and operational studies with a view to identify any required regulatory action that can be identified in the Director’s report to WRC-12.
960–1215 MHz
Distance measuring equipment (DME):DME is the ICAO standard system for the determination of the distance between an aircraft and a ground-based DME beacon within radio line of sight. Whilst there have been no recent studies with respect to co-channel terrestrial mobile systems there has been a study in Europe with respect to adjacent band IMT systems and also a study within ICAO related to the recent introduction of an aeronautical mobile (R) service in the frequency band 960–1164MHz. Both studies showed that any additional sharing would be difficult.
Secondary surveillance radar (SSR): SSR is the ICAO standard system that operates on two frequencies (1030 & 1090 MHz) which is used to identify the position of an aircraft based on an aircrafts response to an interrogation by the SSR. No recent studies have been undertaken with respect to compatibility with terrestrial mobile systems.
Airborne collision avoidance system (ACAS): ACAS is the ICAO standard system operating on the same frequencies as SSR used for the detection and avoidance of airborne conflict situations. No recent studies have been undertaken with respect to compatibility with terrestrial mobile systems.
Universal access transceiver (UAT):UATis an ICAO standardised system operating on 977MHz intended to support automatic dependant surveillance-broadcast as well as ground uplink services such as traffic and flight information services.No recent studies have been undertaken with respect to compatibility with terrestrial mobile systems.
Global navigation satellite systems:The allocation made to the global navigation satellite service at WRC-2000 in the frequency bands 1164–1215 is intended to provide civil precision navigational services for use by industries such as aviation. The only recent studies contained in ITU-R Report ITU-R M. that have been completed were in relation to adjacent band compatibility with an aeronautical mobile (R) service in the frequency band below 1164 MHz.
1215–1300 MHz
Primary radar:This band, especially frequencies above 1260MHz,is extensively used for long-range primary surveillance radar to support air traffic control in the en-route and terminal environments. No recent studies have been undertaken with respect to compatibility with terrestrial mobile systems although, given the similarity between these radars and those operating in the frequency band 2700-2900 MHz means that the results of studies in that band should be applicable.
1525–1660.5 MHz
Aeronautical mobile satellite communication systems: The frequency bands 1545–1555 1646.5– 1656.5MHz are used for the provision of ICAO standardised satellite communication services. A number of recent studies have been undertaken within Europe and United States with respect to the compatibility between terrestrial mobile systems and satellite systems in a frequency range that covers these assignments. Those studies indicated that sharing was not possible.
1559–1626.5 MHz
Global navigation satellite systems:Used by the ICAO standardised satellite navigation systems for navigation in the en-route, terminal and airport environments. A number of recent studies have been undertaken within United States with respect to the compatibility between terrestrial mobile systems operating in an adjacent frequency band and satellite navigation systems. Those studies indicated that sharing was not possible.
2700–3100 MHz
Approach primary radar:This band is extensively primary radar to support air traffic control services at airports especially approach services. There have been a number of studies undertaken within the ITU, Europe and the United States on sharing with terrestrial mobile systems have been undertaken with respect to compatibility with terrestrial mobile systems. The more recent studies have related to the introduction of mobile systems below 2690MHz and compatibility with radars operating above 2700MHz. These studies have shown significant compatibility issue which would suggest that sharing of the frequency band would be impractical.
4200–4400 MHz
Radio altimeters: This frequency band is used by radio altimeters, a key component automated landing and terrain avoidance systems. No recent studies have been undertaken with respect to compatibility with terrestrial mobile systems.
ICAO Position:
To oppose any new allocation to the mobile service in frequency bands allocated to aeronautical services unless compatibility has been demonstrated through agreed studies that will have no impact on aviation use of the relevant frequency band.
To oppose any new allocation to the mobile service in frequency bands adjacent to those allocated to aeronautical services unless compatibility has been demonstrated through agreed studies.
WRC-15 Agenda Item 1.4
Agenda Item Title:
To consider possible new allocation to the amateur service on a secondary basis within the band 5250-5450kHz in accordance with Resolution [COM6/12] (WRC12);
Discussion:
The upper adjacent frequency band 5450-5480MHz is allocated on a primary basis to the aeronautical mobile (R) service in Region 2 and the aeronautical mobile (OR) service in Regions 1 and 3. Any allocation made to the amateur service under this adjacent item must be done in such a way as to ensure the protection of adjacent frequency band aeronautical systems operating under the allocation to the aeronautical mobile (R) service.
ICAO Position:
To ensure that any allocation made to the amateur service shall not cause harmful interference to the operation of aeronautical systems operating under the allocation to the aeronautical mobile (R) service in the upper adjacent frequency band 5450-5480MHz.
WRC-15 Agenda Item 1.5
Agenda Item Title:
To consider the use of frequency bands allocated to the fixed-satellite service not subject to Appendices30, 30A and30B for the control and non-payload communications of unmanned aircraft systems (UAS) in non-segregated airspaces, in accordance with Resolution [COM6/13] (WRC12);
Discussion:
The spectrum requirement for unmanned aircraft systems command and non-payload communications in non-segregated airspace was addressed under agenda item 1.3 Resolution 421 of WRC-12. Those studies concluded that there was a need for 36 MHz of terrestrial and 56 MHz of satellite spectrum. The studies also concluded that the currently there was sufficient spectrum allocated to the aeronautical mobile satellite (R) service to meet the 56 MHz requirement, however there was insufficient spectrum currently available to meet the 36 MHz terrestrial requirement. As a result of WRC-12 an additional 61 MHz (5030–5091MHz) of spectrum was allocated to the aeronautical mobile (R) service and the current footnote additional allocation to the aeronautical mobile satellite (R) service in the frequency range 5000 – 5150MHz was made a table allocation. Consideration was given to the use of systems operating under a fixed satellite service allocation but rejected.
This agenda item seeks to further study the possibility of using the fixed satellite service systems to provide the bi-directional links between the ground and the satellite as well as the satellite and the unmanned aircraft for operations in non-segregated airspace.
The provision of air traffic control services requires the use of high integrity, high availability systems. Where those systems rely on the use radiocommunication then those systems are currently required to operate in frequency bands that have been allocated to a recognised safety service (AM(R)S, AMS(R)S, ARNS, ARNSS). The command and non-payload communications systems for unmanned aircraft are regarded as requiring radio links with the same if not great levels of availability/integrity.
Additionally the use of the recognised safety service spectrum means that it is easily identifiable and in being identified allows the use of worst case scenario and the 6dB safety margin with clear justification without opening up similar claims to such consideration by systems that operate under other service definitions which may on occasions carry safety traffic. Furthermore in managing that spectrum the intra-system protection criteria can be tailored to the systems being operated and the operational environment as well ensuring that all assignments are correctly co-ordinated and registered with the appropriate authorities giving a degree of legal status required by safety cases.
Fixed satellite service systems no doubt can be designed to meet the availability/integrity requirements it cannot be guaranteed that they will meet all of the other requirements such as the need to be registered with the appropriate authority (in this case in the master international frequency register) on a protected basis. Additionally how would the need for worst case scenario consideration or the use of the 6dB safety margin be taken into account without either over protecting non-safety systems or un-necessarily impacting on the capacity of thespectrum in which they operate.
Whilst the protection of aeronautical services continues to be predicated on the use of safety of life frequency bands, use of worst case scenarios and the application of a 6dB safety margin ICAO cannot support the use of fixed satellite service systems for the provision of command and non-payload communications systems for unmanned aircraft in non-segregated airspace for aircraft under its jurisdiction. If in the future another method of protecting safety of life systems is developed that could be applied to all aeronautical applications whether they operate in safety or non-safety frequency bands and stand safety case scrutiny, including legal foundation then this issue can be reviewed.