EUR FMG Revision of Doc 9718 and Annex 10

Chapter 4Annex 10 — Aeronautical Communications

ACP Working Group F (Frequency)

25th meeting of WG-F, Dakar, Senegal 10 – 14 October 2011

REVISION OF DOC 9718 AND ANNEX 10

(Presented by the ICAO European Frequency Management Group)

1. Introduction
2. In working paper 4 to FMG-15, the secretariat brought the FMG’s attention to the work being carried out in Working Group F of the aeronautical communications panel on RF planning criteria for inclusion in Annex 10 Volume V as well as a proposed new volume of the RF handbook (DOC 9718).
3. Discussions
4. The EUR FMG reviewed the proposals taking into account a number of working papers submitted to the meeting and generated a number of comments which are contained in appendices 1-3 of this document.
5. Appendix 1 contains the EUR FMG’s proposed modifications to the revision proposal received from the secretariat (e.g. the proposed modification contained in the input document were accepted and then track changes used to show the EUR FMG proposed further modifications) and the rationale for the proposal.
6. The EUR FMG reviewed the proposed new text for Annex 10, Volume V, Attachment A but were unable to make proposals for modifications to the text as there were a number of questions/comments that the members of the group of felt needed to be resolved before they would be in a position to review the text in detail. A list of questions and comments that were raised during the EUR FMG meeting are contained in Appendix 2 to this document.
7. Concerning the Draft of DOC-9718, EUR FMG would like to reaffirm the findings previously submitted to ACP WG-F in WP07 to the Cairo meeting and kindly request that ACP WG-F take into account those comments as well as the additional comments provided in Appendix 3 to this document. In particular, the EUR FMG would request that in developing DOC 9718, ACP WG-F also take into account the proposal the EUR FMG have made with respect to Annex 10, volume 5, Chapter 4 with respect to the relationship between the global framework and regional plans and associated planning criteria. The EUR FMG is concerned to ensure that where more precise planning criteria for the determination of separation distances are required in areas of frequency congestion that regional planning criteria can be developed and clearly recognised as those to be applied and take precedence over those contained in the global documentation where appropriate.
8. The FMG remains ready to assist where appropriate and has established a task force to work by correspondence to review in detail the proposed new volume of DOC 9718.
9. Action by the Meeting
10. ACP WG-F is invited to :-

1)Take the proposed text changes to Annex 10, Volume V, Chapter 4 into account when finalising the revision to this chapter.

2)Provide clarification to the EUR FMG on the points raised on Annex 10, Volume V, Attachment A.

3)Takes the proposals contained in appendix 3 into account when updating the new volume of DOC 9718

4)To note that the EUR FMG is prepared to assist further in the development of the new volume of DOC 9718 and has setup a task force for this purpose to be led by the EUR FMG Chairman

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Appendix 1

FMG Comments on

CHAPTER 4.UTILIZATION OF FREQUENCIES ABOVE 30 MHz

Note: Details pertaining to the allocation and use of the frequency band 117.975 – 137 MHz to the aeronautical mobile (R) service and the frequency bands 108 – 117.975 MHz and 960 – 1215 MHz to the aeronautical radionavigation service are in the Radio Regulations of the International Telecommunication Union and in the ICAO Handbook on radio frequency spectrum requirements for civil aviation (Doc. 9718)

Details pertaining to the allocation of spectrum to aeronautical services, including footnoted allocations and restrictions, are contained in both the ITU Radio Regulations of the International Telecommunication Union and the ICAO Handbook on radio frequency spectrum requirements for civil aviation (Doc.9718)

Comment: Agree that there is no need for the historical information, however there is value in providing an overview of the band(s) allocated to aviation and where further detail can be found. This can be achieve by including a general statement as a note under the section heading as shown above and a further reminder with a consequential renumbering of the subsequent section or by modifying the introduction to the existing section 4.1 as shown above

4.1Utilization in the band

117.975 – 137 MHz

Introduction

Section 4.1 deals with Standards and Recommended Practices (SARPs) relating to the use of the band 117.975 – 137 MHz and includes matters pertaining to the selection of particular frequencies for various aeronautical purposes. These SARPs are introduced by the following preface, which sets out the principles upon which the utilization of this frequency band on a worldwide basis, with due regard to economy, is being planned.

The frequency band 117.975–137 MHz is allocated to the aeronautical mobile (R) service in the Radio Regulations of the International Telecommunication Union. Further details pertaining to this allocation are contained in both the Radio Regulations of the International Telecommunication Union and the ICAO Handbook on radio frequency spectrum requirements for civil aviation (Doc.9718)

Preface

The utilization of the frequency band 117.975 – 137 MHz on a worldwide basis with due regard to economy and practicability requires a frequency assignmentplan that will take into account:

Comment: The proposed deletion of frequency assignment is to take into account the fact that a plan encompasses the whole process behind the development of a plan including operational issues such as how to sectorise the airspace. There is a consequential change to the note under section 4.1.1

a)the need for an orderly evolution towards improved operation and the required degree of worldwide standardization;

b)the desirability of providing for an economic transition from present utilization to optimum utilization of the frequencies available, taking into account the maximum possible utilization of existing equipment;

c)the need to provide for coordination between international and national utilization so as to ensure mutual protection from interference;

d)the need for providing a global framework for the integrated co-ordinated development of Regional Plans;

e)the need in certain regions to have more detailed plans and planning criteria which may vary in detail from the global framework but should conform to the general principles of the global framework.

f)Where regions choose to vary from the global framework this must be by regional agreement and detailed in relevant regional documentation which will become the applicable document for planning in that region.

e)the desirability of incorporating in any group of frequencies to be used those now in use for international air services;

f)the need for keeping the total number of frequencies and their grouping in appropriate relation to the airborne equipment known to be widely used by international air services;

g)a requirement for the provision of a single frequency that may be used for emergency purposes on a world-wide basis and, also, in certain regions, for another frequency that may be used as a common frequency for special purposes; and

h)the need for providing sufficient flexibility to allow for the differences in application necessitated by regional conditions.

Comment: Whilst supporting the need for a global framework the FMG are concerned that in certain regions such as the EUR region there is a need to optimize the criteria in order to maximize the number of assignments that can be made and that this may require criteria that varies from the global framework that is contained in Annex 10 or Doc 9718. Additionally the FMG wish to maintain the ability to update it’s planning criteria in line with it’s own timescales and not necessarily wait for an update of Annex 10 or DOC 9718.

4.1.1General allotment of

frequency band 117.975 – 137 MHz

Note.— The frequency assignment plan includes a general Allotment Table that subdivides the complete band 117.975 – 137 MHz, the chief subdivisions being the bands of frequencies allocated to both national and international services., and the bands allocated to national services. Observance of this general subdivision should keep to a minimum the problem of coordinating national and international application.

4.1.1.1The block allotment of the frequency band 117.975 – 137 MHz shall be as shown in Table 4-1.

Table 4-1. Allotment table

Note: regions may decide to create dedicated sub-bands by recording them in the relevant regional documentation.

Comment: The sub-divisions shown in the original table are not necessarily applied on a global basis and reduce the flexibility with which the band can be used. It is therefore proposed to simplify the table thus keeping global applicability and that any regional allotment plans be recorded in the relevant FASID.

Additionally a proposed change in the band reserved for the emergency channel 121.5 MHz is proposed to take account of a previous agreement on changing the bandwidth as a result of the withdrawn of COSPAR SARSAT monitoring of this frequency.

4.1.1.2Recommendation.—In the case of the band 136 – 137 MHz, international applications should be brought into use on a regional basis where and in the manner required.

4.1.2Frequency separation and limits

of assignable frequencies

Note.— In the following text the channel spacing for 8.33kHz channel assignments is defined as 25 kHz divided by 3 which is 8.333 ... kHz.

4.1.2.1The minimum separation between assignable frequencies in the aeronautical mobile (R) service shall be 8.33kHz.

Note.— It is recognized that in some regions or areas 25 kHz channel spacing provides an adequate number of frequencies suitably related to international and national air services and that equipment designed specifically for 25 kHz channel spacing will remain adequate for services operating within such regions or areas. It is further recognized that assignments based on 25 kHz channel spacing as well as 8.33 kHz channel spacing may continue to co-exist within one region or area.

4.1.2.3In the band 117.975 – 137 MHz, the lowest assignable frequency shall be 118.000 MHz and the highest 136.975 MHz.

4.1.2.2Until at least 1 January 2025, DSB-AM equipment specifically designed for 25 kHz channel spacing shall be safeguarded with respect to its suitability for the aeronautical mobile (R) service (AM(R)S) except in those regions or areas where regional agreement permits the use of equipment specifically designed for 8.33 kHz channel spacing or for VDL Mode3 when used for air-ground voice communications.

Comment: Inclusion in SARPs and where appropriate the existence of a handbook should be sufficient evidence that a system is approved by ICAO and available for use either on a global or regional basis. As and when SARPs/handbooks are removed is the evidence that a system is longer supported. Inclusion of these statements therefore appears to be superfluous and reduces flexibility.

4.1.2.2.1Requirements for mandatory carriage of equipment specifically designed for 8.33 kHz channel spacing shall be made on the basis of regional air navigation agreements which specify the airspace of operation and the implementation timescales for the carriage of equipment, including the appropriate lead time.

Note.— No changes will be required to aircraft systems or ground systems operating solely in regions not using 8.33kHz channel spacing.

Comment: Previously for ELT’s mandatory carriage was indicated in Annex 6 rather than Annex 10. For consistency purposes mandatory carriage should be indicated in either Annex 6 or Annex 10 but we should be consistent. This is a general comment and should also be considered wherever reference is made to mandatory carriage.

4.1.2.2.2Until at least 1 January 2025, equipment specifically designed for 8.33 kHz channel spacing shall be safeguarded with respect to its suitability for the AM(R)S.

Comment: Inclusion in SARPs and where appropriate the existence of a handbook should be sufficient evidence that a system is approved by ICAO and available for use either on a global or regional basis. As and when SARPs/handbooks are removed is the evidence that a system is longer supported. Inclusion of these statements therefore appears to be superfluous and reduces flexibility.

4.1.2.2.3Requirements for mandatory carriage of equipment specifically designed for VDL Mode 2, VDL Mode 3 and VDL Mode 4 shall be made on the basis of regional air navigation agreements which specify the airspace of operation and the implementation timescales for the carriage of equipment, including the appropriate lead time.

4.1.2.2.3.1The agreement indicated in 4.1.2.2.3 shall provide at least two years’ notice of mandatory carriage of airborne systems.

4.1.2.2.4Until at least 1 January 2025, equipment specifically designed to the VDL Mode 3 and VDL Mode 4 SARPs shall be safeguarded with respect to its suitability for the AM(R)S.

Comment: Inclusion in SARPs and where appropriate the existence of a handbook should be sufficient evidence that a system is approved by ICAO and available for use either on a global or regional basis. As and when SARPs/handbooks are removed is the evidence that a system is longer supported. Inclusion of these statements therefore appears to be superfluous and reduces flexibility.

4.1.2.3In the band 117.975 – 137 MHz, the lowest assignable frequency shall be 118.000 MHz and the highest 136.975 MHz.

4.1.2.4In regions where 25 kHz channel spacing (DSB-AM and VHF digital link (VDL)) and 8.33 kHz DSB-AM channel spacing are in operation, the publication of the assigned frequency or channel of operation shall conform to the channel contained in Table 4-1 (bis).

Note.— Table 4-1 (bis) provides the frequency channel pairing plan which retains the numerical designator of the 25kHz DSB-AM environment and allows unique identification of a 25 kHz VDL and 8.33 kHz channel.

Table 4-1 (bis).Channelling/frequency pairing

4.1.3Frequencies used for particular functions

4.1.3.1Emergency channel

4.1.3.1.1The emergency channel (121.5 MHz) shall be used only for genuine emergency purposes, as broadly out-lined in the following:

a)to provide a clear channel between aircraft in distress or emergency and a ground station when the normal channels are being utilized for other aircraft;

Table 4-1 (bis).Channelling/frequency pairing

b)to provide a VHF communication channel between aircraft and aerodromes, not normally used by international air services, in case of an emergency condition arising;

c)to provide a common VHF communication channel between aircraft, either civil or military, and between such aircraft, and surface services, involved in common search and rescue operations, prior to changing when necessary to the appropriate frequency;

d)to provide air-ground communication with aircraft when airborne equipment failure prevents the use of the regular channels;

e)to provide a channel for the operation of emergency locator transmitters (ELTs), and for communication between survival craft and aircraft engaged in search and rescue operations;

f)to provide a common VHF channel for communication between civil aircraft and intercepting aircraft or intercept control units and between civil or intercepting aircraft and air traffic services units in the event of interception of the civil aircraft.

Note 1.— The use of the frequency 121.5 MHz for the purpose outlined in c) is to be avoided if it interferes in any way with the efficient handling of distress traffic.

Note 2.— The ITU Radio Regulations permit the use of the aeronautical emergency frequency 121.5 MHz by mobile stations of the maritime mobile service, using A3E emission to communicate on this frequency for distress and urgency purposes only with stations of the aeronautical mobile service (RR 5.200 and Appendix 15).

4.1.3.1.2The frequency 121.5 MHz shall be provided at:

a)all area control centres and flight information centres;

b)aerodrome control towers and approach control offices serving international aerodromes and international alternate aerodromes; and

c)any additional location designated by the appropriate ATS authority,

where the provision of that frequency is considered necessary to ensure immediate reception of distress calls or to serve the purposes specified in 4.1.3.1.1.

Note.— Where two or more of the above facilities are collocated, provision of 121.5 MHz at one would meet the requirement.

4.1.3.1.3The frequency 121.5 MHz shall be available to intercept control units where considered necessary for the purpose specified in 4.1.3.1.1 f).