International Civil Aviation Organization

REPORT

ACP-WGF20/Report02 April 2009

AERONAUTICAL COMMUNICATIONS PANEL (ACP)

TWENTIETH MEETING OF WORKING GROUP F

Montreal, Canada 24 March – 02 April 2009

REPORT

1. Introduction

1.1 The meeting was opened by Mr Loftur Jonasson from the ICAO Secretariat, Montreal and Mr. Steve Mitchell, the Rapporteur of Working Group F. Both expressed special thanks to IATA for being to host the meeting in the IATA building. Mr Loftur Jonasson acted as the Secretary of the meeting.

1.2 After the opening of the meeting the agenda was approved by the group. The agenda is contained in Appendix A

1.3 The list of working papers submitted for consideration by Working Group F is contained in Appendix B. The list of participants is in Appendix C.

1.4 The meeting were made aware that Torsten Jacob, formally of the ICAO Secretariat, and his wife Annett are now the proud parents of a baby girl, Emilia, born on 20 March 2009 weighing 2790 grams. The meeting wished to congratulate them on their new arrival and wish them best wishes for the future.

2. Agenda Item 2 – Finalise ICAO position for WRC-11

2.1 Before considering the details of the State letter responses to the draft ICAO position for WRC-11, the meeting agreed that they would only propose changes to the draft position if one had been included in the responses or if it was purely of an editorial nature. WP25 contained the consolidated pack of State letter responses used for updating the draft position. The proposed finalised ICAO position can be found as Appendix D to this report.

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2.2 During the discussion on WRC Agenda Item 1.21, the meeting were made aware of a data link system operating in the 15.4 – 15.7 GHz band by South Africa as part of a multi lateration system. It was explained that it was likely that the data link system would be deployed in other States in the region and that protection was required for its continued use. The meeting agreed that since this was currently a national issue and was outside the ITU Radio Regulation allocations, then it should not be included in the ICAO position for WRC-11. It was agreed by the meeting however that they recommend the ICAO Secretariat should raise the subject with the ICAO Nairobi office in order that the item is adequately addressed in regional preparations for WRC-11. A brief description of the system and its possible future deployment can be found as Appendix E to this report.

2.3 The meeting was also made aware that currently there is no ICAO position for WRC Agenda Item 8.1. This particular agenda item relates to the “Report of the Director of the Radiocommunication Bureau”. It was noted by the meeting that the report will not be available until the CPM and therefore an ICAO position on this particular needs to be considered nearer to WRC.

3. Agenda Item 3 – Review and update of ICAO spectrum Policy Statements

3.1 WP 6 and WP 12 both contained proposals for the ICAO spectrum Policy Statements found in ICAO Frequency Spectrum Handbook. The meeting was informed that these statements are approved by the ICAO Council and that changes will need to be agreed within that body. A comparison flimsy was prepared in order assist the group in identifying necessary changes and considerable discussion took place on the detail of the proposed changes. Appendix F to this report provides the proposed changes to the ICAO spectrum Policy Statements as recommended by WG-F.

3.2 The meeting also agreed that a high level principle statement was needed with the policy statements to cover the general principles to be considered when addressing band sharing. A proposed statement was agreed within the group as this can be found at the beginning of Appendix F.

3.3 The meeting was also aware that there are no policy statements for certain frequency bands that are under consideration at WRC-11 such as Agenda Item 1.12 dealing with the 37 – 38 GHz band and therefore careful monitoring of developments in these bands needs to be undertaken. It was also noted that ITU-R studies under Resolution 421 will need to be monitored with regard, for example, to the AMS(R)S allocation under footnote 5.367 in the band 5 000 – 5 150 MHz.

4. Agenda item 4 – Review and update of volume I of ICAO Frequency SpectrumHandbook

4.1 WP 6, as well as providing suggested updated ICAO spectrum Policy Statements, also contained proposals for an update to radio regulatory text as a result of WRC-07. Rather than consider the proposals in detail in the meeting the Secretariat requested that any comments should be sent him for consideration.

4.2 At the last meeting of WG-F the meeting the agreed on a structure for volume II of the ICAO Frequency Spectrum Handbook. Since this meeting however a number of participants

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have become aware that some of the technical material contained in volume I may be repeated in volume II and therefore WP 20 was an attempt to generate discussion and agreement of a possible way forward in order to avoid duplication.

4.2.1 Following discussion the meeting agreed that the long term goal should be to transfer the technical information in volume I to volume II. Since volume II is still under development, it was agreed that as an interim measure the technical part for each frequency band should be moved to an annex in volume I which could easily be removed a some point in the future. This would leave the main frequency band section of volume I with the Radio Regulations, ICAO Policy Statements and commentary. The meeting was also made aware that handbook is expected to be updated in September 2009.

5. Agenda Item 5 – Development of material for ITU-R meetings

WRC-11 Agenda Item 1.7

A number of WPs were presented covering this particular issue which were considered to address the following:

Liaison statement from ITU-R Working Party 4CMethodology for the calculation of AMS(R)S spectrum requirements

In addition, WP 14 and WP 17 noted that certain AOC services in the COCR, e.g. in a unicast communication mode, may use of spectrum resources inefficiently. For example WXGRAPH, in the satellite to aircraft link, may take up to 80% of the total information volume requirements in that link. It has been pointed out that there could be other means to deliver these applications, e.g. multi-cast or broadcast, which may reduce the information volume requirements drastically. The satellite industry, which works on given requirements, cannot unilaterally impose a solution for the aviation industry and therefore WG-F noted that a solution is necessary from within the aviation industry/experts, specifically in respect to the operational and technical requirements in the COCR.

Furthermore, WP10 presented a contribution to the WP 4C meeting requesting WG-F members to consider appropriate methods to ensure long-term spectrum availability and access for the AMS(R)S communications in existing allocation of 1.5/1.6 GHz bands since this would be more important issue than looking for new allocations.

Liaison statement from ITU-R Working Party 4C

5.1 WP 2 contained a liaison statement from ITU-R Working Party 4C to ICAO regarding input material from ICAO to the methodology and AMS(R)S spectrum requirements underWRC-11 Agenda Item 1.7. Of particular note was the need to address a number of questions asked in this liaison statement.

5.2 WP 8, WP 9 and WP 17 addressed issues directly related to the liaison statement and the meeting agreed that a response to ITU-R Working Party 4C should be drafted. The meeting further agreed that they recommend the proposed draft material contained in Appendix G of this report should form the basis of a response to the liaison statement from ITU-R Working Party 4C.

Methodology for the calculation of AMS(R)S spectrum requirements

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5.3 WP 11, WP 14 and WP 18 proposed changes directly related to the methodology for the calculation of AMS(R)S spectrum requirements. The meeting agreed that an input should be developed to the ITU-R process addressing this issue however it was noted that this needed to be split into two parts i.e. the aeronautical parts and the satellite parts.

5.4 The meeting agreed that any contribution from ICAO to the ITU-R on the methodology for the calculation of AMS(R)S spectrum requirements should be limited to Annex 1, Annex 2 and Annex 6 of the draft document being developed within ITU-R Working Party 4C. Furthermore, the meeting agreed that they recommend the proposed draft material contained in Appendix H of this report should form the basis of an input to ITU-R Working Party 4C regarding the development of the methodology for the calculation AMS(R)S spectrum requirements.

5.5 It was also noted by the meeting the development of material for Annex 3, Annex 4 and Annex 5 of the methodology. Details of this material can be found in IP 6 for information. It is expected that this material will be developed and taken forward by participants in ITU-R Working Party 4C.

WRC-11 Agenda Item 1.4

5.6 WP 3 and IP 4 were presented together. The information contained in IP 4 (5B/130), provided to ITU-R Working Party 5B in October 2008, was an update of work carried out prior to WRC-07 that demand for spectrum for the 5 GHz AM(R)S will exceed the 60 MHz allocated at WRC-07. Based on this information, WP 3 provided details of a proposed update to ITU-R Report M.2120 on the estimate for spectrum for the proposed system. There was support by the meeting for the ongoing work and it was stated that WP 3 will be a US contribution to the next ITU-R Working Party 5 B meeting in May 2009. The author stated that should any clarification be needed on the contents of the document then he was available to answer these.

5.7 WP 4 provided details of a proposed update to ITU-R document 5B/175 Annex 17 with an aim to raising the documents status to a Preliminary Draft New ITU-R Report relating to compatibility between AM(R)S and RNSS in the frequency band 5000 – 5010 MHz. The purpose of the new report would be aimed at showing that compatibility between the two services can be achieved. There was support by the meeting for the ongoing work and the author requested feedback on the proposed PDN Report with an aim to establish the PDN Report at the next meeting of ITU Working Party 5B in May 2009.

5.8 IP 2 and IP 3 provided updated receiver details for the Galileo RNSS system proposed to operate in the frequency band 5010 – 5030 MHz. Both documents were noted by the meeting.

ITU-R Working Party 4C liaison statement to Working Party 5B

5.9 A liaison statement from ITU-R Working Party 4C to ITU-R Working Party 5B requesting characteristics on MLS unwanted emissions in the band 5010 – 5030 MHz and latest information on its deployment, was brought to the attention of the meeting. From a procedural perspective, since it is not possible for the ITU to send a liaison statement to ICAO, Mr Loftur Jonasson from the ICAO Secretariat was made the contact person on this particular in ITU-R Working Party 5B in order to ensure that ICAO were aware that an input was required on this issue.

5.10 In order to highlight the ongoing importance of spectrum for MLS, IP 5 provided the

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meeting with an indication of progress that has been achieved with MLS operations at Heathrow. It was also noted by the meeting that the systems at Heathrow had been certified for Cat III operations during March 2009 by the UK aviation safety regulator. The meeting also noted there it is planned to equip 90 aircraft with MLS receivers.

5.11 The chairman of the ICAO NSP Spectrum Sub Group (SSG) provided the meeting with a verbal update on the progress that had been made in pulling together the material necessary in order to address the ITU-R liaison statements highlighted in section 5.9 of this report. This material can be found within WP 13 and IP 7 to this meeting. The meeting was made aware that timescales for providing a response to the liaison statements was fairly short and therefore the meeting recommended that the response be sent directly to ITU-R Working Party 4C with a copy for information to ITU-R Working Party 5B.

5.12 Using this material the meeting developed a response to the liaison statement which the meeting recommended should form the basis of an ICAO response to ITU-R Working Party 4C. A copy of the proposed response can be found as Appendix H to this report.

Liaison statements to ITU-R Working Party 5B

5.13 The meeting considered a number of liaison statements that had been sent to ITU-R Working Party 5B as contained in WP 21. These were reviewed in the meeting and it was felt that only one liaison statement dealing with Software Defined Radio (SDR) and Cognitive Radio Systems (CRS) required a response from ICAO. It was recommended by the meeting that the material contained in Appendix I to this report should form the basis of an ICAO input into ITU-R working Party 5B.

Wireless Avionics Intra-Communication (WAIC)

5.14 A presentation was made of WP 7 which will be an input into the May 2009 meeting of ITU-R Working Party 5B from the US. During its presentation it was stated that there were likely to be similar inputs to that meeting from other States. The working paper provided details on the different types of uses for WAIC, there possible data rates (low or high), whether they were internal or external to the airframe and what phases of aircraft operation would require each type of use. In the ongoing discussion it was highlighted that there is a need to ensure that radio regulators are clear there is no intention to radiate from these systems directly down to the ground or between aircraft, that the spectrum requirements are not presented in such a way that they would appear to be accumulative, that the use of directional antennas are being considered and that these uses do not necessarily need a single frequency band. The authors stated that should any clarification be needed on the contents of the document then he was available to answer these.

6. Agenda item 6 - Development of material for regional telecommunicationorganization meetings

There were no papers for this agenda item.

7. Agenda Item 7 - Development of volume II of the ICAO Frequency SpectrumHandbook

There were no papers for this agenda item. Please see section 4 for discussion of this topic.

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8. Agenda Item 8 - Interference from non-aeronautical sources

8.1 IP 1 brought to the attention of the meeting a problem that exists between radar systems operating in the frequency band directly above 2700 MHz and WiMax/3G systems being deployed below 2690 MHz. The problem arises due the selectivity of the radar and its ability to reject the fundamental signal of a system operating in an adjacent band out of band transmissions. The meeting noted that work was ongoing in order to resolve this problem and that they would be kept informed of future developments.

9. Agenda Item 9 – Any Other Business

9.1 WP 15 highlighted a particular problem associated with the term “on a high percentage of occasions” as stated in Annex 10 It was stated that this is particularly important with respect to frequency planning as it may affect the way frequency planning is undertaken within a State. One interpretation as contained in Annex 10, Volume V, Attachment A, Para 2 would suggest that “on a high percentage of occasions” should be interpreted as the 95 percentile. During the ensuing discussions it was highlighted that as long as the D/U ratio was being maintained then there should not be a issue but a further comment highlighted the suggestion in ITU-R Recommendation P.528 that different percentile levels should be used for the for the wanted (95%) and unwanted signals (5%). The author requested feedback on how other States addressed this issue and that it would be appreciated if this could reach him by the 21 April 2009 so that contribution could be made to ACP WG-M. In any case, some participants opposed changing the SARPs language as introduction of specific percentage requirements may impact existing airspace planning in some States.

9.2 WP 16 highlighted an issue particular to the UK which had been raised by the UK radio regulator Ofcom to the CAA concerning the co-ordination of Iridium for AMS(R)S use. During its presentation, the UK stated that the only question being raised for discussion by WG-F was whether it was agreed that satellite provision of safety related services could only be made by using AMS(R)S spectrum in a primary allocation. The opinion of the meeting was that this was the case, and this was further supported by Section 4.3.1.1 of ICAO Annex 10 SARPs which clearly states that “an AMS(R)S system shall only operate in frequency bands which are appropriately allocated to AMS(R)S and protected by the ITU Radio Regulations”.

9.2.1 As part of the discussion resulting from the presentation of WP 16 it would appear that Ofcom’s concern relates to whether Iridium had been coordinated under the appropriate ITU-R mechanism for AMS(R)S. The subject of Iridium’s co-ordination generated much discussion, and it was noted that the Iridium co-ordination for AMS(R)S was considered complete in some States. Given that the status of Iridium’s AMS(R)S co-ordination appears to have different interpretations by different radio regulators, the meeting agreed that this was an issue that needed to be addressed directly between individual radio regulators and satellite service providers. The only consideration by ANSPs in this regard is to ensure that the system intended for use has been co-ordinated under the appropriate Article in the Radio Regulations.

9.3 WP 19 was presented by the ICAO NSP SSG chairman in order to highlight areas in which WG-F would have an interest. The report and working papers of the SSG can be found on the NSP website. Of particular note was the work undertaken on MLS characteristics which was addressed under section 5 of this report, the ongoing work with respect to the possible operation of GBAS in the frequency band 117.975 – 137 MHz and the work being undertaken on VDL-4

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compatibility with VOR and GBAS. A question was raised on the availability of the IF77 propagation modelling tool. It was explained that this currently under development and being evaluated. The US agreed to see if the current tool could be further distributed for greater evaluation.

9.5 An indication was given as to where the next WG-F meetings are being considered. The current possibilities are:

Bangkok – Nov/Dec 2009Mexico – March 2010Nairobi or Dakar Autumn 2010

Discussions are still ongoing regarding locations and dates and once these known they will be placed on the ACP website.

APPENDICES

Appendix A - AgendaAppendix B - List of Working Papers

Appendix C – List of ParticipantsAppendix D – Proposed ICAO Position for WRC-11

Appendix E – Proposed update of ICAO spectrum Policy StatementsAppendix F – Response to ITU-R Working Party 4C liaison statement on AMS(R)S

Appendix G – Proposed input to ITU-R Working Party 4C on the methodology for the calculation of AMS(R)S spectrum requirements

Appendix H - Response to ITU-R Working Party 4C liaison statement on MLSAppendix I – Proposed input to ITU-R Working Party 5B regarding liaison statement on SDR

and CRS

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APPENDIX A

INTERNATIONAL CIVIL AVIATION ORGANIZATION

20TH MEETING OF AERONAUTICAL COMMUNICATION PANEL WORKING GROUP F (WG-F/20)

(Montreal, 24 March – 3 April 2009)

Agenda

1. Opening and working arrangements

2. Finalize ICAO position for WRC-11- review of State letter commentsWP 5

3. Review and update of ICAO spectrum Policy StatementsWP 6, 12

4. Review and update of volume I of ICAO Frequency Spectrum HandbookWP 20

5. Development of material for ITU-R meetingsWP 2, 8, 9, 10, 11, 14, 17, 18, IP 6 (WRC-11 AI 1.7/ AMS(R)S)WP 3, 4, IP 2, 3, 4 (5GHz AM(R)S)WP 7 (WAIC)WP 13, IP 5 (MLS characteristics)WP 21 (5B liaison statements)

6. Development of material for regional telecommunication organizationmeetings

7. Development of volume II of the ICAO Frequency Spectrum Handbook

8. Interference from non-aeronautical sourcesIP 1

9. Any Other BusinessWP 15, 16, 19

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APPENDIX B

List of Working Papers

Working Paper

Source Title Agenda Item

WP1 Rapporteur Draft AgendaWP2 Secretary Liaison Statement to ICAO from

ITU-R WP 4C:Methodology To Derive the AMS(R)S Spectrum Requirements (Wrc-11 Agenda Item 1.7)

5

WP3 Mike Biggs Draft Revision To Report ITU-R M.2120 Initial Estimate of New Aviation AM(R)S Spectrum Requirements

5

WP4 Mike Biggs Initial Considerations on Compatibility Between a Proposed New Aeronautical Mobile (R) Service (A(R)S) System and both Radionavigation Satellite Service (RNSS) Operating in the 5 000-5 010 MHz band and Radio Astronomy in the adjacent 4 990-5 000 MHz band

5

WP5 Secretary Draft ICAO Position for WRC-11 and Replies from States (Rev2)

2

WP6 Secretary Provisional draft updates to the ICAO Spectrum Policy Statements contained in Doc 9718

3

WP7 Radek Zakrzewski, Joe Cramer

Draft revisions to Working Document on Technical Characteristics and Operational Objectives for installed Wireless Avionics Intra-Communications (WAIC)

5

WP8 Geandro Mattos Proposed aviation inputs to estimate required spectrum for AMS(R)S communication

5

WP9 K. Inoguchi & Y. Suzuki An element for the ICAO Paper responding to ITU-R WP 4C Liaison Statement

5

WP10 K. Inoguchi & Y. Suzuki Methods to be considered for the WRC-11, Agenda Item 1.7

5

WP11 K. Inoguchi & Y. Suzuki Proposed modification to Working Document towards the Preliminary Draft New Recommendation ITU-R M.[AMS(R)S Spectrum] （Methodology for the calculation of AMS(R)S spectrum

5

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WP12 John Mettrop Handbook on Radio Spectrum Requirements for Civil Aviation Proposed Changes to Policy Statements

3

WP13 Secretary ITU-R Working Party 4C request for information on MLS unwanted emissions

5

WP14 Madhavendra Richharia Inmarsat's review of ‘Methodology for the Calculation of AMS(R)S Spectrum Requirements’

5

WP15 John Mettrop On a High Percentage of Occasions Definition

9

WP16 John Mettrop Use of Mobile Satellite Allocations for Aeronautical Mobile Satellite (Route) Services

9

WP17 Eric Allaix, Tony Azzarelli, Catherine Morlet, Hugo Gonzales and University of Salzburg

Estimation of Information Volume Requirements for ATM under AI 1.7

5

WP18 Eric Allaix, Tony Azzarelli & Catherine Morlet

Proposed modification to the work related to the ITU-R methodology for estimation of spectrum requirements of satellite systems operating in the AMS(R)S, under AI 1.7.

5

WP19 Felix Butsch Report of the ICAO NSP Spectrum Sub-Group meeting (Rev1)

9

WP20 John Mettrop Proposed Changes to the ICAO Frequency Spectrum Handbook

4

WP21 Rapporteur ITU-R WP-5B Liaison Statements 5

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List of Information Papers

Information Paper

Source Title Agenda Item

IP1 John Mettrop S-Band Radar Receiver Selectivity Issues

8

IP2 Rapporteur (received from European Commission)

A multi-country contribution to ITU-R WP4C, providing an update to the Galileo receiver parameters in the band 5010-5030MHz

5

IP3 John Mettrop Galileo 5 GHz Signal Characteristics

5

IP4 Mike Biggs ITU-R 5B input paper (5B/130), Spectrum requirements of 5 GHz Aeronautical Mobile (R) Service Systems supporting surface applications at airports

5

IP5 John Mettrop Progress on MLS at Heathrow 5IP6 Eric Allaix Annex 8 to ITU-R WP4C

Chairmans report: Working Document towards a preliminary draft new recommendation on AMS(R)S spectrum.

5

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APPENDIX C

List of Participants

Confirmed attendeesSteve Mitchell United Kingdom steve.mitchell@nats.co.ukJohn Mettrop United Kingdom john.mettrop@caa.co.ukTony Azzarelli ESA tony@azzurra-telecom.comAlan Jamieson New Zealand ajamieson@ava.co.nzKatsuya Inoguchi Japan inoguchi-k2sm@mlit.go.jpYoshiyuki Mikuni Japan mikuni-y2bd@mlit.go.jpYoshio Suzuki Japan suzuki@jransa.or.jpEddy D’Amico Australia eddy.damico@AirservicesAustralia.comFelix Butsch Germany Felix.Butsch@dfs.deRadek Zakrzewski USA Radek.Zakrzewski@goodrich.comJohn Taylor Canada john.taylor@tc.gc.caMarcella Ost Canada Marcella.S.Ost@boeing.comSidi Mohamed Ould Sidi Mauritania sidimohamedkhadhir@yahoo.frJean Pierre Kouogueu Cameroon jpkouogueu@hotmail.comPierre Olivier Ntongmo Cameroon ntongmo@yahoo.deKoos Pretorius South Africa PretoriusK@caa.co.zaGeandro Mattos Brazil geandroluiz@uol.com.brEduardo Soares Brazil adjpln@decea.gov.brMike Biggs USA michael.biggs@faa.govBrandon Mitchell USA bmitchell@ntia.doc.govAnil Hariharan USA Anil.Hariharan@losangeles.af.milTom Tycz USA ttycz@G2W2.comJamie Jameson USA James.R.Jameson@aero.orgJoe Cramer USA joseph.cramer@boeing.comWolfgang Frank ITU Wolfgang.Frank@itu.intMadhavendra Richharia Inmarsat madhavendra@ieee.orgChristine Mengelle France christine.mengelle@thalesaleniaspace.co

mEric Allaix France eric.allaix@aviation-civile.gouv.frAlain Frizon France alain.frizon@astrium.eads.netAlain Delrieu France adedel@yahoo.frLoftur Jónasson ICAO ljonasson@icao.intGerlof Osinga Netherlands gerlof.osinga@at-ez.nlLuiz Fernando de Souza Brazil lfsouza@embraer.com.brClaude Pichavant ICCAIA claude.pichavant@airbus.comBernard Gonsalves IATA gonsalvesb@iata.orgKris Hutchison ARINC keh@asri.aeroKelly O’Keefe USA kelly@accesspartnership.comDon Jansky USA don@jansky-barmat.com

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APPENDIX D

DRAFT ICAO POSITION FOR THE INTERNATIONAL TELECOMMUNICATION UNION (ITU)

WORLD RADIOCOMMUNICATION CONFERENCE 2011 (WRC-11)

SUMMARY

This paper reviews the agenda for the ITU WRC-11, discusses points of aeronautical interest and provides the ICAO Position for these agenda items.

The ICAO Position aims at protecting aeronautical spectrum for radio-communication 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-11 and that aviation requirements are met.

CONTENTS1. Introduction

2. Spectrum requirements for international civil aviation

3. Aeronautical aspects on the agenda for WRC-11

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AttachmentAgenda for ITU WRC-11

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1. INTRODUCTION

This paper contains the ICAO Position on issues of interest to international civil aviation to be decided at the 2011 ITU World Radiocommunication Conference (WRC-11). The agenda of the conference is contained in the attachment. The ICAO Position should be considered in conjunction with section 7-II of the Handbook on Radio Frequency Spectrum Requirements for Civil Aviation including Statement of Approved ICAO Policies (Doc 9718) (Civil aviation frequency allocations – ICAO policies and related information). An updated version of this section is available on website http://www.icao.int/anb/panels/acp (see webpage: Repository) which includes the amendments to the Radio Regulations as agreed at WRC-07. Also available at the above-mentioned website are the ITU WRC Resolutions referenced in the ICAO Position.

ICAO supports the working principle as utilized in studies for WRC-07 and reflected in the WRC-07 Conference Preparatory Meeting report material on Agenda Item 1.6. 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.

SPECTRUM REQUIREMENTS FOR INTERNATIONAL CIVIL AVIATION

The 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 22 September to 3 October 2003, 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.

The 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. Article 4.10 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 non-aeronautical 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.

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The demand for access to airspace is continuously increasing. Total world airline scheduled passenger traffic in terms of passenger-kilometres is expected to grow at an average annual rate of 4.6 per cent up to the year 2025 [Ref: “Outlook for Air Transport to the Year 2025 (Circular 313)”]. 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. While it is expected that WRC-11 will be able to address a majority of these requirements, consideration by future conferences (WRC-15 and beyond) will be necessary to fully meet the future aviation requirements.

The draft ICAO Position was developed in 2008 with the assistance of the Aeronautical Communications Panel (ACP) Working Group F (frequency) and was reviewed by the Air Navigation Commission (ANC) at the tenth meeting of its 179th Session on 18 November 2008. Following the review by the ANC, it was submitted to ICAO Contracting States and international organizations for comment. After final review of the ICAO Position and the comments by the ANC on [xx xxxx 2009], it was approved by Council on [xx June 2009]. It is expected that, during the course of the preparatory activities for the WRC-11 further updates to the ICAO Position may become necessary. 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-11 at the national level, in the activities of the regional telecommunication organizations1

and in the relevant meetings of the ITU.

AERONAUTICAL ASPECTS ON THE AGENDA FOR WRC-11

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-11, Agenda Items 1.6, 1.8, 1.10, 1.11, 1.13, 1.16, 1.17, 1.18, 1.20, 1.24, 2, 3, 5, 6, 7, and 8.1 which are therefore not addressed in the position.

1 African Telecommunication Union (ATU), Asia-Pacific Telecommunity (APT), European Conference of Postal and Telecommunications Administrations (CEPT), Inter-American Telecommunication Commission (CITEL), League of Arab States (LAS) and the Regional Commonwealth in the Field of Communications (RCC).

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WRC-11 Agenda Item 1.1

Agenda Item Title:

To consider and take appropriate action on requests from administrations to delete their country footnotes or to have their country name deleted from footnotes, if no longer required, taking into account Resolution 26 (Rev. WRC-07).

Discussion:

Allocations to the aeronautical services are generally made for all ITU Regions and normally on an exclusive basis. These principles reflect the global process of standardization within ICAO for the promotion of safety and to support the global interoperability of radiocommunication and radionavigation equipment used in civil aircraft. In some instances, however, footnotes to the ITU Table of Frequency Allocations allocate spectrum in one or more countries to other radio services in addition or alternatively to the aeronautical service to which the same spectrum is allocated in the body of the table.

The use of country footnote allocations to non-aeronautical services in aeronautical bands is generally not recommended by ICAO, on safety grounds, as such use may result in harmful interference to safety services. Furthermore, this practice generally leads to an inefficient use of available spectrum to aeronautical services, particularly when the radio systems sharing the band have differing technical characteristics. It also may result in undesirable (sub)-regional variations with respect to the technical conditions under which the aeronautical allocations can be used. This can have a serious impact on the safety of aviation.

A number of footnotes in aeronautical bands that should be deleted for safety and efficiency reasons are discussed below:

a) In the bands used for the ICAO standardized non-directional beacons (NDB), (255 -526.5 kHz), Footnote No 5.72 allows for the use of the bands 283.5 - 490 and 510 -526.5 kHz by Norwegian fixed stations located north of 60°. The use of NDBs in these bands is expected to continue for the foreseeable future. Whilst operation of these fixed links has not caused a problem in the past, it would be preferable if the footnote allocation could be removed.

b) In the bands used for the ICAO instrument landing system (ILS), (marker beacons 74.8 - 75.2 MHz; localizer 108 - 112 MHz and glide path 328.6 - 335.4 MHz) and the VHF omnidirectional radio range system (VOR); 108 - 117.975 MHz, Nos. 5.181, 5.197 and 5.259 allow for the introduction of the mobile service on a secondary basis and subject to agreement obtained under No. 9.21 of the Radio Regulations when these bands are no longer required for the aeronautical radionavigation service. The use of both ILS and VOR is expected to continue. In addition, WRC-03, as amended by WRC-07, has introduced No. 5.197A stipulating that the band 108 - 117.975 MHz is also allocated on a primary basis to the aeronautical mobile (R) service, limited to systems operating in accordance with recognized international aeronautical standards. Such use shall be in accordance with Resolution 413 (Rev. WRC-07). The use of the band 108 -

ISSUE 1 17

112 MHz by the aeronautical mobile (R) service shall be limited to systems composed of ground-based transmitters and associated receivers that provide navigational information in support of air navigation functions in accordance with recognized international aeronautical standards. As a result, access to these bands by the mobile service is not feasible, in particular since no acceptable sharing criteria that secure the protection of aeronautical systems have been established to date. Nos. 5.181, 5.197 and 5.259 should now be deleted since they do not represent a realistic expectation for an introduction of the mobile service in these bands.

c) In the band 1 215 - 1 300 MHz, which is used by civil aviation for the provision of radionavigation services through No. 5.331. Footnote No. 5.330 allocates the band in a number of countries to the fixed and mobile service. Given the receiver sensitivity of aeronautical uses of the band, ICAO does not support the continued inclusion of an additional service through country footnotes. ICAO would therefore urge administrations to remove their name from the No. 5.330.

d) In the band 1 559 - 1 610 MHz, which is used for elements of the ICAO global navigation satellite system (GNSS), Nos. 5.362B and 5.362C allow the operation of the fixed service in some countries on a primary basis until 1 January 2010 and on a secondary basis until 1 January 2015. This band is allocated, on a worldwide, primary basis, to the aeronautical radionavigation service (ARNS) and to the radionavigation-satellite service (RNSS). The band already supports operation of two prime elements of the global navigation satellite system (GNSS), i.e. GLObal NAvigation Satellite System (GLONASS) and global positioning system (GPS), the standards for which have been definedadopted into ICAO SARPs. SARPs for other RNSS systems, such as the European Galileo system, are under development. Studies undertaken in preparation for WRC-2000 indicate that a geographical separation distance exceeding line-of-sight (in the order of 400 km) between aircraft using GNSS and stations of the fixed service is required to ensure safe operation of GNSS. This is a very severe restriction, which can prohibit the safe use of GNSS over wide areas around any fixed service installation. To compensate for these restrictions, retention of current terrestrial radionavigation systems by aviation may be needed, leading to inefficient use of available spectrum. More importantly,wWere a fixed service to be introduced into this band then harmful interference situations couldan arise leading to disruption to GNSS, affecting the safety of aircraft in flight. Thus, the WRC-2000 agreement to terminate all use by the fixed service in this band in 2015 still constitutes a severe and unacceptable constraint on the safe and effective use of GNSS in some areas of the world. It is, therefore, recommended that deletion of these allocations be effective from 2011.

e) In the band 4 200 - 4 400 MHz, which is reserved for use by airborne radio altimeters, No. 5.439 allows the operation of the fixed service on a secondary basis in some countries. Radio altimeters are a critical element in aircraft automatic landing systems and serve as a sensor in ground proximity warning systems. Interference from the fixed service has the potential to affect the safety of all weather operations. Deletion of this footnote is recommended.

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ICAO Position:

To support the deletion of No 5.72 as access to these bands by the fixed service could create the potential for harmful interference to important radionavigation systems used by aircraft to navigate especially in the North Sea.

To support deletion of Nos. 5.181, 5.197 and 5.259, as access to these bands by the mobile service is not feasible and could create the potential for harmful interference to important radionavigation systems used by aircraft at final approach and landing as well as the aeronautical mobile service introduced as a result of WRC-03 and 07.

To support deletion of No. 5.330 .as access to the band by the fixed and mobile services could potentially cause harmful interference to services used to support aircraft operations.

To support the deletion of Nos. 5.362B and 5.362C as of 2011 in order to remove harmful interference that can be caused by the fixed service to essential aeronautical radionavigation satellite functions in the band 1 559 - 1 610 MHz and to permit the full utilization of GNSS services to aircraft on a global basis.

To support deletion of No. 5.439 as a measure to protect safety critical operation of radio altimeters in the band 4 200 - 4 400 MHz.

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Note 1.— Administrations indicated in the footnotes mentioned in the ICAO Position above which are urged to remove their country names from these footnotes are as follows:

No. 5.72 Norway

No. 5.181 Egypt, Israel and Syrian Arab Republic

No. 5.197 Pakistan and Syrian Arab Republic

No. 5.259 Egypt, Israel and Syrian Arab Republic

No. 5.330 Angola, Bahrain, Bangladesh, Cameroon, Chad, China, Eritrea, Ethiopia, Guyana, India, Indonesia, Iran (Islamic Republic of), Iraq, Israel, Japan, Jordan, Kuwait, Lebanon, Libyan Arab Jamahiriya, Mozambique, Nepal, Pakistan, the Philippines, Qatar, Saudi Arabia, Somalia, Sudan, Syrian Arab Republic, Togo, United Arab Emirates, and Yemen

No. 5.362B Algeria, Armenia, Azerbaijan, Belarus, Benin, Bulgaria, Democratic People’s Republic of Korea, France, Gabon, Georgia, Germany, Guinea, Guinea-Bissau, Kazakhstan, Kyrgyzstan, Lithuania, Moldova, Nigeria, Pakistan, Poland, Romania, Russian Federation, Senegal, Spain, Swaziland, Tajikistan, Tanzania, Turkmenistan, Uganda, Ukraine, and Uzbekistan

No. 5.362C Chad, Congo, Egypt, Eritrea, Iraq, Israel, Jordan, Malta, Qatar, Somalia, Sudan, Syrian Arab Republic, Togo, and Yemen

No. 5.439 Libyan Arab Jamahiriya and Iran (Islamic Republic of)

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WRC-11 Agenda Item 1.2

Agenda Item Title:

Taking into account the ITU-R studies carried out in accordance with Resolution 951 (Rev. WRC-07), to take appropriate action with a view to enhancing the international regulatory framework.

Discussion:

The growing use of radiocommunications in modern society for applications from mobile communications, through item tracking to surveillance has led to an increase in demand for spectrum. Whilst new and innovate technologies are increasing the efficiency with which these services are provided, demand has still outpaced the efficiencies made.

There is a view within a number of administrations that the current ITU processes for addressing additional spectrum needs are not flexible enough to meet the timescales demanded by industry. Resolution 951 seeks to review the way in which spectrum at the global level is managed with a view to adopting best practices which it is hoped will enable even greater efficiencies to be achieved in the way spectrum is assigned and used.

Aviation is reliant on spectrum being available for the provision of communications, navigation and surveillance functionality. Given the safety criticality of the systems supporting this functionality they are designed to be robust and require an environment that is free from interference.

Resolution 951 potentially offers aviation an opportunity to improve the flexibility with which spectrum allocated to aeronautical services can be used as well as potentially tighten the regulatory provisions that ensure the protection of aviation systems. Conversely it also has the potential to reduce the protection afforded to aviation systems if the appropriate action is not taken to ensure that greater flexibility does not lead to greater risk of interference.

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ICAO Position:

Support new provisions or modifications to existing provisions that improve the flexibility with which spectrum allocated to aeronautical safety services can be used by aviation and/or tighten regulatory provisions that enhance the protection of aviation systems.

Ensure that any other measures taken at WRC-11 under Agenda Item 1.2 do not have an adverse impact on the use or protection of aeronautical systems.

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WRC-11 Agenda Item 1.3

Agenda Item Title:

To consider spectrum requirements and possible regulatory actions, including allocations, in order to support the safe operation of unmanned aircraft systems (UAS), based on the results of ITU-R studies, in accordance with Resolution 421 (WRC-07).

Discussion:

Unmanned aircraft systems (UASs) have proven the ability for an aircraft to be piloted remotely over significant distances, as well as work at shorter ranges either within or out-of-sight of the remote pilot. However, such flights have taken place in segregated airspace, ensuring the safety of both the air vehicle itself as well as other airspace users.

Based on the potential for UASs to operate reliably, a number of commercial applications have been identified from emergency services to high altitude communications platforms. Additionally, applications have been identified where UAS technology could provide a commercial and/or safety benefit by replacing either the pilot or co-pilot onboard a manned aircraft.

As a result, the deployment of UASs is expected to be significant, with a requirement for operation throughout the airspace structure. The current provisions of providing segregated airspace will therefore become impractical and hence a way must be found to allow these aircraft to integrate with the current airspace users in a safe and seamless manner.

This agenda item therefore seeks to identify the spectrum requirements necessary to support the safe operation of UASs in current and future airspace structures. UASs will require high integrity communications link(s) between the unmanned aircraft (UA) and remote control centres capable of relaying the necessary air traffic control messages as well as flight critical aircraft information. In addition, sense and avoid functions may require new sensors on the UA to provide situational awareness.

Command and Control

For UASs to safely integrate with existing airspace users the remote pilot must be able to reliably monitor the status of the UA, pass control instructions to that UA, and also interact with the relevant air traffic controller appropriate to the airspace within which the UA is flying. For UA flying/manoeuvring in a localized area this might be provided by a line-of-sight link. However, for UA flying trans-horizon this may require the use of a combination of a terrestrial radio network or a satellite network.

Relay of Air Traffic Control (ATC) Communications

Safe operation of aircraft manned or unmanned depends on the communication with ATC. The rules of air traffic rely on the fact that the pilot acts according to instructions received from ATC. If the pilot does not sit in the aircraft, this means for the ATC system

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operated today, that a voice channel has to be maintained to relay information from radio in the aircraft to the pilot on ground and back. Early concepts assume that this function could be part of the command and control links if the voice is digitized.

Sense and Avoid

The safe flight operation of UA necessitates advanced techniques to detect and track nearby aircraft, terrain and obstacles to navigation in order to ensure theyse unmanned aircraft avoid these objects in a manner equivalent to that achieved by manned aircraft. These advance techniques may require the use of additional radio systems and hence spectrum. The remote pilot will need to be aware of the environment within which the aircraft is operating and be able to identify the potential threats to the continued safe operation of the aircraft and take the relevant action. Given the scarcity of spectrum, care must be taken to ensure that the spectrum requirements identified to meet such applications are kept to a minimum.

It should be noted that the aeronautical future communications system may be able to prove some capacity to meet the requirements for both command and control (including the relaying of ATC communications) as well as sense and avoid applications but care must be taken when dimensioning both systems to avoid double accounting. A number of existing allocations to the aeronautical mobile satellite (route) service such as the allocation in the frequency range 5 000 - 5 150 MHz might provide some of the capacity required although issues with existing and planned systems will need to be resolved.

Payload

The spectrum requirements to support the functionality of a payload are not critical to the safe operation of that aircraft. Therefore this agenda item whilst recognizing the need for spectrum to support the payload, specifically excludes the allocation of spectrum at WRC-11 under this agenda item for payload applications. However it does call for the development of an ITU-R Report or Recommendation on how to accommodate UAS payload requirements. Therefore ICAO would oppose the use of this agenda item to seek new spectrum allocations to meet payload requirements.

Spectrum for UAS for safety and regularity of flight, and in particular when the UAS operates in civil airspace, needs to be accommodated under an allocation to the aeronautical mobile (R) service, aeronautical mobile satellite (R) service, or the aeronautical radionavigation service, in order to receive the sufficient status and protection from harmful interference.

In addition to the safety communications detailed above, most UAS also need spectrum for the operation of a payload. Agenda Item 1.3 requires no action by WRC-11 on this subject. Therefore ICAO would not support the use of this agenda item to seek new spectrum allocations to meet payload requirements.

Existing AM(R)S, AMS(R)S and ARNS allocations should be examined to check whether they can provide suitable bandwidth before new allocations to these services are considered.

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ICAO Position:

To support, based on the results of studies identified in Resolution 421, any modification to existing allocations, or new allocations required to accommodate UAS operations in non-segregated airspace while maintaining the safety and regularity of flight of all types of aircraft.

Accordingly, to ensure that allocations used, in particular, for UAS command and control, ATC relay and sense and avoid in non-segregated airspace are in the AM(R)S, AMS(R)S and/or ARNS and do not adversely affect existing aeronautical systems

To oppose the use of this agenda item to seek new spectrum allocations to meet payload requirements.

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WRC-11 Agenda Item 1.4

Agenda Item Title:

To consider, based on the results of ITU-R studies, any further regulatory measures to facilitate introduction of new aeronautical mobile (R) service (AM(R)S) systems in the bands 112 -117.975 MHz, 960 - 1 164 MHz and 5 000 - 5 030 MHz in accordance with Resolutions 413 (Rev. WRC-07), 417 (WRC-07) and 420 (WRC-07).

Discussion:

As a result of WRC-07 allocations for the aeronautical mobile (route) service (AM(R)S) were either made or modified to support the aeronautical future communications infrastructure (FCI). In particular, an AM(R)S allocation in the bands 112 - 117.975 MHz was modified, and another was added to the band 960 - 1 164 MHz, in accordance with Resolutions 413 and 417 respectively. The resolutions in part specify regulatory restrictions on the operation of AM(R)S in those bands, including that systems are limited to those meeting ICAO standards. (i.e. “systems operating in accordance with international aeronautical standards”). Compatibility of the AM(R)S with ICAO standardized systems will be addressed in ICAO. Compatibility with in-band and adjacent band non-ICAO systems identified in the resolutions will be addressed in the ITU.

WRC-11, Agenda Item 1.4 allows aviation the opportunity to complete the studies necessary to answer questions raised in Resolutions 413 and 417 and propose to WRC-11 any additional regulatory measures that might be required to facilitate the introduction of new AM(R)S systems in the bands 112 - 117.975 and 960 - 1 164 MHz. Additionally it allows, under Resolution 420, aviation to seek a new allocation to AM(R)S in the frequency band 5 000 - 5 030 MHz for surface applications at airports provided that requirements for that system cannot be satisfied in the 5 091 - 5 150 MHz band, and that it is compatible with RNSS in the 5 000 - 5 030 MHz band and the radio astronomy service (RAS) in the adjacent 4 990 -5 000 MHz band.

ICAO will work with the ITU to provide the relevant data and technical expertise to allow the required compatibility studies between the FCI and non-ICAO standardized systems identified in the resolutions to be undertaken in a timely manner. As agreed, any compatibility issues between ICAO standardized systems will be undertaken within ICAO.

It should be noted that the existing aeronautical mobile satellite (R) service allocation in the 5 000 - 5 030 MHz band may be considered for unmanned aircraft systems as part of WRC-11, Agenda Item 1.3 studies.

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ICAO Position:

To support as required, based on the results of studies identified in Resolution 413, the inclusion in the Radio Regulations of further regulatory measures that will facilitate the introduction of future AM(R)S systems in the band 112 - 117.975 MHz.

To support as required, based on the results of studies identified in Resolution 417, the inclusion in the Radio Regulations of further regulatory measures that will facilitate the introduction of future AM(R)S systems in the band 960 - 1 164 MHz.

If the spectrum requirements for surface applications at airports cannot be fully accommodated within the 5 091 - 5 150 MHz band, and based on the results of successful compatibility studies identified in Resolution 420, support a new allocation to the AM(R)S in the band 5 000 - 5 030 MHz.

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WRC-11 Agenda Item 1.5

Agenda Item Title:

To consider worldwide/regional harmonization of spectrum for electronic news gathering (ENG), taking into account the results of ITU-R studies, in accordance with Resolution 954 (WRC-07).

Discussion:

The use of terrestrial portable radio equipment by services ancillary to broadcasting is an essential element to the way global news coverage meets the public expectation for instant images of internationally news worthy events such as natural disasters. This agenda item seeks to address the spectrum needs associated with such equipment. As the scope of this agenda item is not limited in terms of frequency bands within which studies can take place, except by the practicality of the ENG equipment, aeronautical bands could be targeted.

ICAO Position:

To oppose any allocation that would adversely affect the interests of aviation.

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WRC-11 Agenda Item 1.7

Agenda Item Title:

To consider the results of ITU-R studies in accordance with Resolution 222 (Rev. WRC-07) in order to ensure long-term spectrum availability and access to spectrum necessary to meet requirements for the aeronautical mobile-satellite (R) service, and to take appropriate action on this subject, while retaining unchanged the generic allocation to the mobile-satellite service in the bands 1 525 - 1 559 MHz and 1 626.5 - 1 660.5 MHz.

Discussion:

WRC-07 agreed on Agenda Item 1.7 for WRC-11 to consider the results of ITU-R studies to ensure long-term spectrum availability and access to spectrum necessary to meet the requirements for aeronautical mobile-satellite (R) service (AMS(R)S) in accordance with Resolution 222 (Rev. WRC-07).

In 1995, ICAO standardized the use of the satellite frequencies in the bands 1 525 - 1 559 MHz (space-to-Earth) and 1 626.5 - 1 660.5 MHz (Earth-to-space) as an essential element for the aeronautical safety communication service via satellite communication systems.

Up until 1997 the MSS sub-bands 1 545 - 1 555 MHz (space-to-Earth) and 1 646.5 - 1 656.5 MHz (Earth-to-space) were allocated exclusively to the AMS(R)S for communications relating to safety and regularity of flights.

WRC-97 adopted new generic MSS allocations in the 1 525 - 1 559 MHz and 1 626.5 - 1 660.5 MHz bands. In replacement of the exclusive AMS(R)S allocation it adopted No 5.357A giving priority and protection to AMS(R)S in the MSS sub-bands 1 545 - 1 555 MHz and 1 646.5 - 1 656.5 MHz.

WRC-2000 reviewed the studies called for by WRC-97 and Resolution 222 (WRC-2000) was adopted, indicating (under its resolves) that:

- administrations shall ensure that the spectrum needed for AMS(R)S communications within priority categories 1 to 6 of Article 44 in the bands where No. 5.357A applies is accommodated; and,

- administrations shall ensure that MSS operators carrying non-safety-related traffic yield capacity to accommodate the spectrum requirements for AMS(R)S communications.

Also, in response to Resolution 222 “invites ITU-R”, the ITU-R developed Report M.2073 “Feasibility and practicality of prioritization and real-time pre emptive access between different networks of mobile-satellite service in the bands 1 525 - 1 559 MHz and 1 626.5 - 1 660.5 MHz”. This report identified a number of significant technical, operational and economic issues that would have to be overcome to make prioritization and intersystem real-time pre-emptive access between different networks a reality.

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Accordingly the report concluded, inter alia, that “prioritization and intersystem real-time pre-emptive access between different networks ” is not practical and, without significant advance in technology, it is unlikely to be feasible for technical, operational and economical reasons. As a consequence such an approach cannot be used as an effective method to ensure long-term spectrum availability and protection for the AMS(R)S communications in these bands.

Although No. 5.357A gives priority status for AMS(R)S versus other MSS, in practice the current application of the regulatory conditions governing such priority status does not satisfy spectrum requirements for AMS(R)S. This situation has raised some strong concerns for the civil aviation community.

In addition, since 1997, the allotment of spectrum to mobile-satellite service providers has been organized under the provisions of various regional Memoranda of Understanding (MoU). The allotments agreed under the provisions of these MoUs are not available in the public domain and are not known to ICAO. This makes it virtually impossible for aviation to develop long-term planning for using this spectrum. ICAO has also been informed that the current provisions and procedures for AMS(R)S under these MoUs (which effectively bypass the open coordination process as is normal under the provisions of the ITU) are insufficient to satisfy future demand for AMS(R)S spectrum.

Accordingly, based on all the above, WRC-07 adopted Agenda Item 1.7 for WRC-11 and modified Resolution 222 calling for, in summary:

(a) studies on existing and future spectrum requirements of AMS(R)S;

(b) the assessment of whether the long-term requirements of the AMS(R)S can be met within the existing allocations with respect to No. 5.357A, while retaining unchanged the generic allocation for the mobile-satellite service in the bands 1 525 - 1 559 MHz and 1 626.5 -1 660.5 MHz;

(c) completion of studies to determine the feasibility and practicality of technical or regulatory means in order to ensure adequate access to AMS(R)S spectrum, other than the coordination process (see Resolves 1 of Resolution 222 (Rev. WRC-2007)) or the means considered in Report ITU-R M.2073;

(d) the studies of existing MSS allocations, or identification of new allocations, “only for satisfying” the requirements of the AMS(R)S if these requirements (referred to above in (a) and (b)) cannot be met.

Resolution 222 also invites ICAO to participate in the above studies within the ITU-R.

In this connection, it should be noted that it is extremely important to ensure that allocations under No. 5.357A should incorporate the strengthened regulatory provisions and technical means resulting from the studies called for in (c).

Furthermore, the studies under Agenda Item 1.7 should take into account the number of aircraft already equipped with standardized AMS(R)S technology, the life cycle of the AMS(R)S systems spread over several decades and the technical and operational advantages of using the bands identified in No. 5.357A. Every effort should be made to ensure the long term spectrum availability and access for AMS(R)S in these bands.

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Hence, in the first instance the AMS(R)S spectrum needs under WRC-11, Agenda Item 1.7 should be accommodated in the bands under No. 5.357A and if the long-term needs cannot be satisfied in those bands, then additional spectrum should be made available in other frequency bands.

Resolution 222 contains a number of provisions that clarify the protection of AMS(R)S in the bands 1 525 - 1 559 MHz and 1 626.5 - 1 660.5 MHz. Depending on decisions taken by WRC-11 consequential action may be required to preserve these provisions in the Radio Regulations.

Information note: There are other WRC-11 agenda items, which look at requirements for mobile satellite spectrum, such as Agenda Item 1.3 and Agenda Item 1.25.

ICAO Position:

Taking into account the results of ITU-R studies, support further regulatory provisions to strengthen AMS(R)S access to the bands 1 545 - 1 555 MHz and 1 646.5 -1 656.5 MHz including, if required, changes to No. 5.357A, No. 5.362A and Resolution 222.

If the studies identified by Res. 222 (Rev. WRC-07) indicate that the long term needs of AMS(R)S cannot be satisfied in the bands 1 545 - 1 555 MHz and 1 646.5 - 1 656.5 MHz, then support AMS(R)S in other frequency bands through appropriate regulatory provisions.

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WRC-11 Agenda Item 1.9

Agenda Item Title:

To revise frequencies and channelling arrangements of Appendix 17 to the Radio Regulations, in accordance with Resolution 351 (Rev. WRC-07), in order to implement new digital technologies for the maritime mobile service.

Discussion:

Within the frequency range 4 - 10 MHz, various frequency bands are allocated to the aeronautical mobile (R) service and the allotment plan for these frequency bands is in Appendix 27 to the Radio Regulations. Aviation must be satisfied that the introduction by the maritime mobile service of any new modulation techniques, and or changes to the table contained in Appendix 17, must not cause harmful interference to the aeronautical mobile (R) service.

ICAO Position:

Ensure that the introduction by the maritime mobile service of any new modulation techniques, and or changes to the table contained in Appendix 17, does not cause harmful interference to the aeronautical mobile (R) service.

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WRC-11 Agenda Item 1.12

Agenda Item Title:

To protect the primary services in the band 37 - 38 GHz from interference resulting from aeronautical mobile service operations, taking into account the results of ITU-R studies, in accordance with Resolution 754 (WRC-07).

Discussion:

The frequency band 37 - 38 GHz is currently allocated on a primary basis to the fixed, mobile, space research (space-to-Earth) and the fixed-satellite (space-to-Earth) services. Aeronautical mobile services which are not excluded from the mobile service allocation have the potential to cause interference to other systems operating in this band. This agenda item, noting that there are currently no aeronautical systems deployed or planned to be deployed in the band seeks to ensure that the existing systems operating in the band continue to be able to operate without fear of interference from aeronautical mobile systems.

Currently there are studies underway in the ITU-R to identify frequency bands to support a wireless network for use within aircraft. As planned such a system could be implemented in a manner that will be fully compatible with other co-primary users of the band 37 - 38 GHz. Therefore until those studies have shown that the band is not suitable for such a use ICAO opposes excluding the aeronautical mobile service from the existing mobile service allocation in this band. Alternatively technical protection limits for existing co-primary systems should be introduced such that AMS can be developed in a manner that ensures compatibility with those existing systems.

ICAO Position:

To oppose excluding aeronautical use of the existing mobile service allocation in the band 37 - 38 GHz.

To support the use of technical protection limits to ensure that any future AMS system in the band 37 - 38 GHz will be compatible with other co-primary services.

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WRC-11 Agenda Item 1.14

Agenda Item Title:

To consider requirements for new applications in the radiolocation service and review allocations or regulatory provisions for implementation of the radiolocation service in the range 30 - 300 MHz, in accordance with Resolution 611 (WRC-07).

Discussion:

The radiolocation service operating in the VHF frequency range is coming under increased pressure from co-frequency fixed and mobile services. There is therefore a need to allocate spectrum within the frequency range 30 - 300 MHz that can accommodate radars displaced by the fixed and mobile service and also meet emerging requirements for greater resolution and range for various space object detection applications. This agenda item seeks to identify a suitable spectrum allocation in the frequency range 30 - 300 MHz that can support the needs of the radiolocation service.

Aviation operates a number of services in various bands within the frequency range 30 - 300 MHz including the instrument landing system (ILS), VHF omni-directional ranging (VOR) and air-ground communications. It is essential that these systems continue to be afforded the protection that they require to meet the demanding requirements of a safety of life service. In general, ICAO does not support the shared use of spectrum between aeronautical safety services like ARNS, AM(R)S and AMS(R)S and other (non-aeronautical) services. The frequency bands listed below are already heavily used and will continue to be heavily used with the implementation of new aeronautical systems:

74.8 - 75.2 MHz Marker beacons108 - 112 MHz ILS localizers, GBAS, VOR112 - 117.975 VOR, GBAS, GRAS, air-ground communications117.975 - 137 MHz Air-ground communications

In addition, due to the potential for high powered transmitters in the radiolocation service, compatibility studies should consider adjacent aeronautical bands, as well as those that could be impacted by spurious and harmonic emissions.

ISSUE 1 34

ICAO Position:

Oppose, under this agenda item, any change to the allocations in the 74.8 - 75.2 MHz, and/or 108 - 137 MHz bands.

Ensure that any allocation made as a result of this agenda item does not adversely affect the operation of existing and planned aeronautical systems.

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WRC-11 Agenda Item 1.15

Agenda Item Title:

To consider possible allocations in the range 3 - 50 MHz to the radiolocation service for oceanographic radar applications, taking into account the results of ITU-R studies, in accordance with Resolution 612 (WRC-07).

Discussion:

There is an increasing interest, on a global basis, in the operation of high-frequency oceanographic radars for the measurement of coastal sea surface conditions to support environmental, oceanographic, meteorological, climatologically, maritime and disaster mitigation operations. Currently there are no HF radiolocation allocations in which to operate such radars. This agenda seeks to address this shortfall by making a suitable allocation in the frequency band 3 - 50 MHz that can operate in harmony with current services within the stated frequency range.

Within the frequency range 3 - 50 MHz there are a number of allocations to the aeronautical mobile (R) service. These allocations are used to provide long range, over the horizon air traffic control, flight information and operational control services over the oceans and remote areas of the world. Any new allocation must ensure that the protection currently afforded to the aeronautical mobile (R) service is not compromised.

ICAO Position:

Ensure that any allocation made as a result of this agenda item shall not cause harmful interference todoes not adversely affect the operation of existing and planned aeronautical systems that operate in or adjacent to the frequency band 3 - 50 MHz.

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WRC-11 Agenda Item 1.19

Agenda Item Title:

To consider regulatory measures and their relevance, in order to enable the introduction of software-defined radio and cognitive radio systems, based on the results of ITU-R studies, in accordance with Resolution 956 (WRC-07).

Discussion:

The advantages and disadvantages of software-defined and cognitive radio systems for aviation are discussed below:

Software-Defined Radios

Although aviation has a long history with multi-mode radios where several functions (e.g. ILS, DME, MLS, VOR) are combined in a single unit, a software-defined radio system is a radiocommunications system where components that have typically been implemented in hardware (i.e. mixers, filters, amplifiers, modulators/demodulators, detectors. etc.) are instead implemented using software on a computer or other embedded computing devices. This gives the capability for the radio to tune over a large frequency range and use any modulation scheme that can be implemented via software. Once produced a change of frequency or modulation scheme can be achieved through a simple software upload.

The flexibility these radios have means that they offer significant benefits to radio users as changes to the radio system can be achieved in a short space of time without having to purchase new hardware and is being studied as part of the flexible airborne architecture concept. However as a change in radio parameters can be achieved through a software upload, if the regulation of the use of these radios is not sufficiently robust they could be prone to misuse or computer viruses causing them to operate on frequencies that they were not originally intended to. It is therefore essential that the relevant measures are put in place to ensure that a software defined radio cannot operate in an aeronautical band unless certified and installed by a qualified manufacturer and similarly that aeronautical software defined radios cannot unintentionally change characteristics from those for which they have been certified.

Cognitive Radio Systems

Cognitive radio systems are software defined radios that operate by automatically changing their transmission or reception parameters to communicate efficiently avoiding interference with licensed or unlicensed users. This alteration of parameters is based on the active monitoring of several factors in the external and internal radio environment, such as radio frequency spectrum, user behaviour and network state. These systems rely on being able detect all transmitters. Many aeronautical systems however are based on a ground-based transmitter providing a service to airborne receivers. In that case it is very possible for a cognitive radio to be beyond the line-of-sight of the transmitter but still within line-of-sight of the airborne receiver. This can result in interference to that receiver. It is therefore essential to ensure that the correct regulatory provisions are put in place to protect aeronautical services.

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ICAO Position:

To support the inclusion of regulatory measures in the Radio Regulations that preclude the operation of software defined radios in the bands allocated to aeronautical services unless they are intended and have been properly certified for use in an aeronautical application.

To support the inclusion of regulatory measures in the Radio Regulations that preclude the operation of cognitive radio systems in bands allocated to aeronautical services.

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WRC-11 Agenda Item 1.21

Agenda Item Title:

To consider a primary allocation to the radiolocation service in the band 15.4 - 15.7 GHz, taking into account the results of ITU-R studies, in accordance with Resolution 614 (WRC-07).

Discussion:

Radars in the radiolocation service operate on a primary basis worldwide in the band 15.7 - 17.3 GHz. Emerging requirements for increased resolution and range accuracy necessitate wider emission bandwidths. This agenda item seeks to provide adequate spectrum for new radar systems by considering that the band 15.4 - 15.7 GHz be additionally allocated on a primary basis worldwide for the radiolocation service.

This band is used by aeronautical radar systems (ground and airborne) operating under the ARNS allocation. They cater for short-range surveillance and precision functions. In aviation, they find considerable application in precision monitoring, approach and surface detection functions as well as for airborne weather radar (AWR) systems where their shorter wavelength is suitable for the detection of storm clouds. One of the vital safety functions of AWR is to give warning of hazardous weather and ensure safe separation of aircraft from hazardous weather conditions. In most countries the carriage of AWR by aircraft is a mandatory requirement.

These aeronautical radars are to remain in service for many years into the future. The allocation of the radiolocation service in these bands needs to be based upon the results of studies in ITU-R, demonstrating that sharing with the radionavigation service on a primary basis is feasible. These studies should also result in ITU-R regulatory provisions and recommendations where necessary stipulating the conditions of the use of these bands by the radiolocation service. Any allocation to the radiolocation service on a primary basis should be considered with a condition indicating that the radiolocation service shall not cause harmful interference to nor claim protection from the (aeronautical) radionavigation service.

ICAO Position:

Accept the primary allocation of the radiolocation service in the band 15.4 - 15.7 GHz, on the basis of agreed studies showing compatibility which take into account the protection of the use of this band by aviation.

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Any allocation to the radiolocation service in this band shall be made with the condition that no harmful interference is caused to the aeronautical radionavigation service and that no protection is required to the radiolocation service from the aeronautical radionavigation service.

WRC-11 Agenda Item 1.22

Agenda Item Title:

To examine the effect of emissions from short-range devices on radiocommunication services, in accordance with Resolution 953 (WRC-07).

Discussion:

This agenda item seeks to study emissions from short-range devices (SRD)s, in particular radio frequency identification (RFID), inside and outside the frequency bands designated in the radio regulations for industrial, scientific and medical (ISM) applications to ensure adequate protection of radiocommunication services. The scope of Agenda Item 1.22 appears to be very broad which is therefore of concern to aviation as it is not clear whether aeronautical bands will be affected. From the wording of the resolution it is uncertain whether it seeks to find new non-ISM bands for SRDs or to make regulatory provisions to protect other services including aeronautical services from SRDs. Furthermore, in ITU-R the term SRD is largely undefined. For example, Recommendation SM.1538-12, “for the purpose of the Recommendation” defines SRDs as “intended to cover radio transmitters which provide either unidirectional or bidirectional communication and which have low capability of causing interference to other radio equipment”. In Resolution 953 (WRC-07) they are defined as “radio transmitters or receivers, or both, and hence are not considered as ISM applications under No. 1.15”. Neither definition, nor the wording of the agenda item or the resolution, sufficiently constrain the actions that could occur.

The effect of some short range devices on existing radiocommunication systems has been studied by the ITU and various regional radio regulatory bodies. For example, ITU within TG 1/8 has extensively studied the effect of a specific short range device technology, ultra wideband, on existing radiocommunication systems. The conclusion of that study is that without constraints, those short-range devices have the potential to cause harmful interference to certain aviation systems.

SRDs normally operate on a licence exempt basis. Considering the mobility of aircraft and the large “viewing” area to which aircraft are exposed, together with the variability and uncertainty of a significant number of factors (such as SRD emitter density, signal characteristics, activity factors) necessary for the interference analysis of such devices with systems operating within aeronautical safety services, SRD devices should in general not be operated in frequency bands allocated to safety services. In those cases where such use cannot be avoided, administrations should take all steps necessary to ensure that SRD devices do not cause harmful interference to

ISSUE 1 40

the reception by stations operating under a safety service allocation. The level of harmful interference into safety systems needs to be determined on a case-by-case basis in form of a safety analysis. This analysis would assess the use being made of the safety system and demonstrate that the required levels of integrity, reliability, and availability are still maintained under all operational conditions. Factors such as the impact on link budget margins for safety services, and measures to preclude interference from SRD devices that malfunction need to be considered.

Given the safety nature of the services provided by aeronautical systems, the broad scope of the agenda item, and based on studies currently conducted, it is essential that relevant regulatory provisions are included in the Radio Regulations to ensure that short-range devices cannot cause harmful interference to aeronautical systems.

ICAO Position:

Oppose operation of short-range devices in any bands allocated to aeronautical services.

Support the inclusion in the Radio Regulations of appropriate regulatory provisions (see Resolution 953) to ensure that short-range devices, operating outside of aeronautical bands, do not cause harmful interference to aeronautical systems operating in allocated aeronautical bands.

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WRC-11 Agenda Item 1.23

Agenda Item Title:

To consider an allocation of about 15 kHz in parts of the band 415 - 526.5 kHz to the amateur service on a secondary basis, taking into account the need to protect existing services.

Discussion:

Aeronautical non-directional beacons (NDB) operate in parts of the band prescribed for study under this agenda item. Whilst the long-term goal may be to remove NDBs from use, this is unlikely to be achieved in the near future. It is therefore essential to ensure that whatever action is taken under this agenda item does not adversely affect NDB operations.

ICAO Position:

To ensure that any allocation made to the amateur service shall not cause harmful interference tocannot adversely affect the operation of aeronautical systems operating under allocations to the aeronautical radionavigation service.

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WRC-11 Agenda Item 1.25

Agenda Item Title:

To consider possible additional allocations to the mobile-satellite service, in accordance with Resolution 231 (WRC-07).

Discussion:

This agenda item seeks to identify new allocations that can be made to the mobile satellite service in both the Earth-to-space and space-to-Earth directions with particular focus on the frequency range 4 - 16 GHz.

Report M.2077 already indicates a shortfall of spectrum available for the satellite component of IMT, however studies need to be done to identify additional spectrum for MSS systems which are not part of the satellite component of IMT.

It should be noted that WRC-11, Agenda Item 1.7 will include studies for AMS(R)S spectrum requirements, including those which may be required as a result of Agenda Item 1.3. If those requirements for AMS(R)S cannot be satisfied with the existing 1 545 - 1 555 MHz and 1 646.5 - 1 656.5 MHz bands, then it authorizes the study of existing MSS allocations, or identification of new allocations, limited to satisfying those AMS(R)S requirements. As a result, it is not expected that AMS(R)S allocations will be addressed under this agenda item.

Care must be taken however to ensure any regulatory action taken as a part of this agenda item does not impact existing AMS(R)S allocations, or any new allocations that may come as a result of studies under Agenda Item 1.3 or 1.7.

Additionally, work within the ITU-R to address this agenda item has identified a number of frequency bands currently used by the radionavigation service for such systems as radio altimeters, MLS and radars. It is essential that these systems remain fully protected and that no allocations are made that adversely affect their operation.

ICAO Position:

To oppose any allocation that would adversely affect the interests of aviation.

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WRC-11 Agenda Item 4

Agenda Item Title:

In accordance with Resolution 95 (Rev. WRC-03), to review the resolutions and recommendations of previous conferences with a view of possible revision, replacement or abrogation.

ICAO Position:

Resolutions:

Resolution No. Title Action recommended

18 (Rev WRC-07) Relating to the procedure for identifying and announcing the position of ships and aircraft of States not parties to an armed conflict

No change

20 (Rev. WRC-03) Technical cooperation with developing countries in the field of aeronautical telecommunications

No change

26 (Rev. WRC-07) Footnotes to the Table of Frequency Allocations in Article 5 of the Radio Regulations

No change

27 (Rev. WRC-07) Use of incorporation by reference in the Radio Regulations

No change

28 (Rev. WRC-03) Revision of references to the text of ITU-R recommendations incorporated by reference in the Radio Regulations

No change

63 (Rev. WRC-07) Protection of radiocommunication services against interference caused by radiation from industrial, scientific and medical (ISM) equipment

No change

95 (Rev. WRC-07) General review of the resolutions and recommendations of world administrative radio conferences and world radiocommunication conferences

No change

114 (Rev. WRC-03) Studies on compatibility between new systems of the aeronautical radionavigation service and the fixed-satellite service (Earth-to-space) (limited to feeder links of the non-geostationary mobile-satellite systems in the mobile-satellite service) in the frequency band 5 091 - 5 150 MHz

No change

205 (Rev. MOB-87) Protection of the band 406 - 406.1 MHz allocated to the mobile-satellite service

No change

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Resolution No. Title Action recommended

207 (Rev. WRC-03) Measures to address unauthorized use of and interference to frequencies in the bands allocated to the maritime mobile service and to the aeronautical mobile (R) service

No change

217 (WRC-97) Implementation of wind profiler radars No change

222 (Rev. WRC-07) Use of the bands 1 525 - 1 559 MHz and 1 626.5 - 1 660.5 MHz by the mobile-satellite service

Modify as necessary based on studies carried out under WRC-11, Agenda Item 1.7

225 (Rev .WRC-07) Use of additional frequency bands for the satellite component of IMT-2000

No change

228 (Rev. WRC-03) Studies on frequency related matters for the future development of IMT-2000 and systems beyond IMT-2000 as defined by ITU-R

No change

339 (Rev. WRC-07) Coordination of NAVTEX services No change

354 (WRC-07) Distress and safety radiotelephony procedures for 2 182 kHz

No change

356 (WRC-07) ITU maritime service information registration No change

405 Relating to the use of frequencies of the aeronautical mobile (R) service

No change

413 (WRC-07) Use of the band 108 - 117.975 MHz by aeronautical services

Modify as necessary based on studies carried out under WRC-11, Agenda Item 1.4 and other studies

417 (WRC-07) Use of the band 960 - 1 164 MHz by the aeronautical mobile (R) service

Modify as necessary based on studies carried out under WRC-11, Agenda Item 1.4

418 (WRC-07) Use of the band 5 091 - 5 250 MHz by the aeronautical mobile service for telemetry applications

No change

419 (WRC-07) Considerations for use of the band 5 091 - 5 150 MHz by the aeronautical mobile service for certain aeronautical applications

No change

420 (WRC-07) Consideration of the frequency bands between 5 000 and 5 030 MHz for aeronautical mobile (R) service surface applications at airports

Delete after WRC-11 (WRC-11, Agenda Item 1.4)

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Resolution No. Title Action recommended

421 (WRC-07) Consideration of appropriate regulatory provisions of the operation of unmanned aircraft systems

Delete after WRC-11 (WRC-11, Agenda Item 1.3)

544 (WRC-03) Identification of additional spectrum for the broadcasting service in the HF bands

Delete

608 (WRC-03) Use of the frequency band 1 215 - 1 300 MHz by systems of the radionavigation satellite service

Delete after studies completed

609 (WRC-07) Protection of aeronautical radionavigation systems from the equivalent power flux-density produced by radionavigation satellite service networks and systems in the 1 164 - 1 215 MHz band

No change

610 (WRC-03) Coordination and bilateral resolution of technical compatibility issues for radionavigation satellite networks and systems in the band 1 164 - 1 300 MHz, 1 559 - 1 610 MHz and 5 010 - 5 030 MHz

No change

611 (WRC-07) Use of portion of the VHF band by the radiolocation service

Delete after WRC-11 (WRC-11, Agenda Item 1.14)

612 (WRC-07) Use of the radiolocation service between 3 and 50 MHz to support high-frequency oceanographic radar operations

Delete after WRC-11 (WRC-11, Agenda Item 1.15)

614 (WRC-07) Use of the band 15.4 - 15.7 GHz by the radiolocation service

Delete after WRC-11 (WRC-11, Agenda Item 1.21)

644 (Rev. WRC-07) Telecommunication resources for disaster mitigation and relief operations

No change

705 (MOB-87) Mutual protection of radio services operating in the band 70 - 130 kHz

No change

729 (WRC-07) Use of frequency adaptive systems in the MF and HF bands

Delete after WRC-11

748 (WRC-07) Compatibility between the aeronautical mobile (R) Service and the fixed satellite service (Earth-to-space) in the band 5 091 - 5 150 MHz

No change

754 (WRC-07) Consideration of modification of the aeronautical component of the mobile service allocation in the 37 - 38 GHz band for protection of other primary service in the band

Delete after WRC-11 (WRC-11, Agenda Item 1.12)

805 (WRC-07) Agenda for the 2011 World Radiocommunication Conference

Delete after WRC-11

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Resolution No. Title Action recommended

951 (Rev. WRC-07) Options to improve the international spectrum regulatory framework

Delete after WRC-11

953 (WRC-07) Protection of radiocommunication services from emissions by short range devices

No change

956 (WRC-07) Regulatory measures and their relevance to enable the introduction of software-defined radio and cognitive radio systems

No change

Recommendations:

Recommendation No.

Action recommended

7 (Rev. WRC-97) Adoption of standard forms for ship station and ship earth station licences and aircraft station and aircraft earth station licences

No change

9 Relating to the measures to be taken to prevent the operation of broadcasting stations on board ships or aircraft outside national territories

No change

71 Relating to the standardization of the technical and operational characteristics of radio equipment

No change

75 (WRC-03) Study on the boundary between the out-of-band and spurious domains of primary radars using magnetrons

No change

401 Relating to the efficient use of aeronautical mobile (R) worldwide frequencies

No change

604 (Rev. MOB-87) Future use and characteristics of emergency position-indicating radio beacons (EPIRBs)

No change

606 (MOB-87) The possibility of reducing the band 4 200 - 4 400 MHz by radio altimeters in the aeronautical radionavigation service

Delete

608 (Rev. WRC-07) Guidelines for consultation meetings established in Resolution 609 (WRC-03)

No change

— — — — — — — —

ISSUE 1 47

Attachment

ITU-R RESOLUTION 805 (WRC-07)

Agenda for the 2011 World Radiocommunication Conference

The World Radiocommunication Conference (Geneva, 2007),

considering

a) that, in accordance with No. 118 of the ITU Convention, the general scope of the agenda for a world radiocommunication conference should be established four to six years in advance and a final agenda shall be established by the Council two years before the conference;

b) Article 13 of the ITU Constitution relating to the competence and scheduling of world radiocommunication conferences and Article 7 of the Convention relating to their agendas;

c) the relevant resolutions and recommendations of previous world administrative radio conferences (WARCs) and world radiocommunication conferences (WRCs),

recognizing

a) that this conference has identified a number of urgent issues requiring further examination by WRC-11;

b) that, in preparing this agenda, many items proposed by administrations could not be included and have had to be deferred to future conference agendas,

resolves

to recommend to the Council that a world radiocommunication conference be held in 2011 for a period of four weeks, with the following agenda:

1. on the basis of proposals from administrations, taking account of the results of WRC-07 and the Report of the Conference Preparatory Meeting, and with due regard to the requirements of existing and future services in the bands under consideration, to consider and take appropriate action with respect to the following items:

1.1 to consider and take appropriate action on requests from administrations to delete their country footnotes or to have their country name deleted from footnotes, if no longer required, taking into account Resolution 26 (Rev. WRC-07);

1.2 taking into account the ITU-R studies carried out in accordance with Resolution 951 (Rev. WRC-07), to take appropriate action with a view to enhancing the international regulatory framework;

1.3 to consider spectrum requirements and possible regulatory actions, including allocations, in order to support the safe operation of unmanned aircraft systems (UAS), based on the results of ITU-R studies, in accordance with Resolution 421 (WRC-07);

ISSUE 1 48

1.4 to consider, based on the results of ITU-R studies, any further regulatory measures to facilitate introduction of new aeronautical mobile (R) service (AM(R)S) systems in the bands 112 - 117.975 MHz, 960 - 1 164 MHz and 5 000 - 5 030 MHz in accordance with Resolutions 413 (Rev. WRC-07), 417 (WRC-07) and 420 (WRC-07);

1.5 to consider worldwide/regional harmonization of spectrum for electronic news gathering (ENG), taking into account the results of ITU-R studies, in accordance with Resolution 954 (WRC-07);

1.6 to review No. 5.565 of the Radio Regulations in order to update the spectrum use by the passive services between 275 GHz and 3 000 GHz, in accordance with Resolution 950 (Rev. WRC-07), and to consider possible procedures for free-space optical-links, taking into account the results of ITU-R studies, in accordance with Resolution 955 (WRC-07);

1.7 to consider the results of ITU-R studies in accordance with Resolution 222 (Rev. WRC-07) in order to ensure long-term spectrum availability and access to spectrum necessary to meet requirements for the aeronautical mobile-satellite (R) service, and to take appropriate action on this subject, while retaining unchanged the generic allocation to the mobile-satellite service in the bands 1 525-1 559 MHz and 1 626.5-1 660.5 MHz;

1.8 to consider the progress of ITU-R studies concerning the technical and regulatory issues relative to the fixed service in the bands between 71 GHz and 238 GHz, taking into account Resolutions 731 (WRC-2000) and 732 (WRC-2000);

1.9 to revise frequencies and channelling arrangements of Appendix 17 to the Radio Regulations, in accordance with Resolution 351 (Rev. WRC-07), in order to implement new digital technologies for the maritime mobile service;

1.10 to examine the frequency allocation requirements with regard to operation of safety systems for ships and ports and associated regulatory provisions, in accordance with Resolution 357 (WRC-07);

1.11 to consider a primary allocation to the space research service (Earth-to-space) within the band 22.55-23.15 GHz, taking into account the results of ITU-R studies, in accordance with Resolution 753 (WRC-07);

1.12 to protect the primary services in the band 37-38 GHz from interference resulting from aeronautical mobile service operations, taking into account the results of ITU-R studies, in accordance with Resolution 754 (WRC-07);

1.13 to consider the results of ITU-R studies in accordance with Resolution 551 (WRC-07) and decide on the spectrum usage of the 21.4-22 GHz band for the broadcasting-satellite service and the associated feeder-link bands in Regions 1 and 3;

1.14 to consider requirements for new applications in the radiolocation service and review allocations or regulatory provisions for implementation of the radiolocation service in the range 30-300 MHz, in accordance with Resolution 611 (WRC-07);

1.15 to consider possible allocations in the range 3-50 MHz to the radiolocation service for oceanographic radar applications, taking into account the results of ITU-R studies, in accordance

ISSUE 1 49

with Resolution 612 (WRC-07);

1.16 to consider the needs of passive systems for lightning detection in the meteorological aids service, including the possibility of an allocation in the frequency range below 20 kHz, and to take appropriate action, in accordance with Resolution 671 (WRC-07);

1.17 to consider results of sharing studies between the mobile service and other services in the band 790-862 MHz in Regions 1 and 3, in accordance with Resolution 749 (WRC-07), to ensure the adequate protection of services to which this frequency band is allocated, and take appropriate action;

1.18 to consider extending the existing primary and secondary radiodetermination-satellite service (space-to-Earth) allocations in the band 2 483.5-2 500 MHz in order to make a global primary allocation, and to determine the necessary regulatory provisions based upon the results of ITU-R studies, in accordance with Resolution 613 (WRC-07);

1.19 to consider regulatory measures and their relevance, in order to enable the introduction of software-defined radio and cognitive radio systems, based on the results of ITU-R studies, in accordance with Resolution 956 (WRC-07);

1.20 to consider the results of ITU-R studies and spectrum identification for gateway links for high altitude platform stations (HAPS) in the range 5 850-7 075 MHz in order to support operations in the fixed and mobile services, in accordance with Resolution 734 (Rev. WRC-07);

1.21 to consider a primary allocation to the radiolocation service in the band 15.4-15.7 GHz, taking into account the results of ITU-R studies, in accordance with Resolution 614 (WRC-07);

1.22 to examine the effect of emissions from short-range devices on radiocommunication services, in accordance with Resolution 953 (WRC-07);

1.23 to consider an allocation of about 15 kHz in parts of the band 415-526.5 kHz to the amateur service on a secondary basis, taking into account the need to protect existing services;

1.24 to consider the existing allocation to the meteorological-satellite service in the band 7 750-7 850 MHz with a view to extending this allocation to the band 7 850-7 900 MHz, limited to non-geostationary meteorological satellites in the space-to-Earth direction, in accordance with Resolution 672 (WRC-07);

1.25 to consider possible additional allocations to the mobile-satellite service, in accordance with Resolution 231 (WRC-07);

2. to examine the revised ITU-R Recommendations incorporated by reference in the Radio Regulations communicated by the Radiocommunication Assembly, in accordance with Resolution 28 (Rev. WRC-03), and to decide whether or not to update the corresponding references in the Radio Regulations, in accordance with principles contained in the Annex 1 to Resolution 27 (Rev. WRC-07);

3. to consider such consequential changes and amendments to the Radio Regulations as may be necessitated by the decisions of the conference;

4. in accordance with Resolution 95 (Rev. WRC-07), to review the resolutions and

ISSUE 1 50

recommendations of previous conferences with a view to their possible revision, replacement or abrogation;

5. to review, and take appropriate action on, the Report from the Radiocommunication Assembly submitted in accordance with Nos. 135 and 136 of the Convention;

6. to identify those items requiring urgent action by the Radiocommunication Study Groups in preparation for the next world radiocommunication conference;

7. to consider possible changes in response to Resolution 86 (Rev. Marrakesh, 2002) of the Plenipotentiary Conference: “Advance publication, coordination, notification and recording procedures for frequency assignments pertaining to satellite networks”, in accordance with Resolution 86 (Rev. WRC-07);

8. in accordance with Article 7 of the Convention:

a) to consider and approve the Report of the Director of the Radiocommunication Bureau:

b) on the activities of the Radiocommunication Sector since WRC-07;

c) on any difficulties or inconsistencies encountered in the application of the Radio Regulations; and

d) on action in response to Resolution 80 (Rev. WRC-07).

8.1 to recommend to the Council items for inclusion in the agenda for the next WRC, and to give its views on the preliminary agenda for the subsequent conference and on possible agenda items for future conferences, taking into account Resolution 806 (WRC-07),

resolves further

to activate the Conference Preparatory Meeting and the Special Committee on Regulatory/Procedural Matters,

invites the Council

to finalize the agenda and arrange for the convening of WRC-11, and to initiate as soon as possible the necessary consultations with Member States,

instructs the Director of the Radiocommunication Bureau

to make the necessary arrangements to convene meetings of the Conference Preparatory Meeting and to prepare a report to WRC-11,

instructs the Secretary-General

to communicate this resolution to international and regional organizations concerned.

ISSUE 1 51

— END —

ISSUE 1 52

APPENDIX E

WG-F PROPOSALS FOR SPECTRUM POLICY STATEMENTS

OVERALL PRINCIPLE STATEMENT

WG-F Proposal

New

Oppose any proposal that places undue or unreasonable constraint on aeronautical systems. Insist that any sharing studies carried out for frequency bands used by aviation encompass the total technical, operational and economic aspects of aeronautical system use, including the possible impact on the safety case.

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, with the assistance of ICAO as required.

ISSUE 1 53

90-110 kHz

WG-F ProposalNo change

ICAO POLICY

• Retain the allocation to the radionavigation service and Footnote 5.62.• Support deletion of the fixed service and Footnote 5.64. as envisaged in Resolution

706.

ISSUE 1 54

130-535 kHz

WG-F Proposal

ICAO POLICY

• Until at least 2020, the current allocations to the aeronautical radionavigation service for use by non-directional radio beacons (NDBs) need to be safeguarded.

• National requirements may need to extend this period.• No change to 5.70, 5.80 and 5.86.• In regions where the global navigation satellite system (GNSS) is implemented and

NDB assignments are withdrawn from international and national usage, aviation requirements for spectrum in these bands may be reduced.

Until NDBs have been phased out the current allocations to the aeronautical radionavigation service must be safeguarded noting

Ensure that any allocation made under WRC-11 Agenda Item 1.23 does not cause harmful interference to the operation of aeronautical systems operating under allocations to the aeronautical radionavigation service.

ISSUE 1 55

2 850 – 22 000 kHz

WG-F Proposal

ICAO POLICY

• Retain the current allocations in the HF bands to the aeronautical mobile (route) service (AM(R)S) bands for the foreseeable future for HF voice and data.

• Investigate possibilities for expansion into aeronautical mobile (off-route) service (AM(OR)S) bands or other bands.

• Support measures facilitating the introduction of HF data links in conformity with ICAO SARPs. Provisional estimates of a further expansion of 30 kHz in the bands above 5 MHz for this use have been stated.

• Protect the use of the aeronautical HF bands in accordance with the provisions of Appendix 27. The introduction of non-aeronautical services in these bands cannot be accepted.

• No change to Footnotes 5.111 and 5.115.• Support the measures and participate in the technical studies addressed in Resolution

207 (Rev. WRC-20003) concerning the unauthorized use of and interference to frequencies in the bands allocated to the AM(R)S.

• Consider technical solutions which can be implemented efficiently without changes to aircraft equipment or disruption of aeronautical services.

ISSUE 1 56

74.8-75.2 MHz

WG-F ProposalNo change

ICAO POLICY• No change to the current allocations.• No change to Footnote 5.180.• Deletion of Footnote 5.181.

ISSUE 1 57

ISSUE 1 58

108-117.975 MHz

WG-F Proposal

ICAO POLICY• No change to the current allocation to the aeronautical radionavigation service and the aeronautical mobile (Route) service.• Deletion of Footnote 5.197.• Ensure conformity with ITU-R Recommendation SM.1009 regarding compatibility with FM broadcast services in the band 87.5–108 MHz and ILS/VOR and with ITU-R @@@Recommendation M.1841 for GBAS.Support studies associated with ITU-R Resolution 413 in order to facilitate the use of the frequency band by AM(R)S systems that operate in accordance with international standards.

ISSUE 1 59

117.975 – 137 MHz

WG-F Proposal

ICAO POLICY

• No change to the allocations to the aeronautical mobile (route) service in this band.• No changes to Footnotes 5.199 and 5.200.• No changes to the provisions relating to the use of the emergency channels 121.5 and 123.1 MHz.• Delete Footnote 5.198.• Delete Footnotes 5.203, 5.203A and 5.203B.• Promote measures for the deletion of Footnotes 5.201 and 5.202.

ISSUE 1 60

121.5 MHz, 123.1 MHz and 243 MHz

WG-F Proposal

ICAO POLICYNo change to the provisions in Chapter VII and Appendix 13 relating to the use of 121.5 MHz, 123.1 MHz and 243 MHz.

ISSUE 1 61

328.6 – 335.4 MHz

WG-F ProposalNo change

ICAO POLICY• No change to current allocation to the aeronautical radionavigation service.• No change to Footnote 5.258.• Deletion of Footnote 5.259.

ISSUE 1 62

406-406.1 MHz

WG-F Proposal

ICAO POLICY

• No change to the allocation to the band 406–406.1 MHz and Footnotes Nos. 5.266 and 5.267.• No change to the provisions of RR Appendix 13 relating to the use of the band 406–406.1 MHz.• Secure protection of emergency locator transmitters (ELT) which are used in aviation in this frequency band.

ISSUE 1 63

960 - 1 215 MHz

WG-F Proposal

ICAO POLICY

• No change to the current allocation to the aeronautical radionavigation service or to footnote 5.328 in the band 960–1 215 MHz.• No change to Footnote 5.328 and 5.328A.• Support agreement on any additional regulatory measures in ITU Resolutions and ITU-R Recommendations, which promote the protection of DME.No change to the AM(R)S allocation or to Footnote 5.327A in the band 960-1164 MHz with the exception of possible changes to Resolution 417.To support studies associated with ITU-R Resolution 417 in order to facilitate the use of the frequency band by AM(R)S systems that operate in accordance with recognized international aeronautical standards

ISSUE 1 64

1 215 – 1400 MHz

WG-F Proposal

ICAO POLICY

• No change to the allocation to the radionavigation service in Footnotes 5.331 and 5.334.

• No change to Footnote 5.332.• No change to the provisions of Footnotes 5.329 and 5.337A for protection of radar

stations from the radio- navigation-satellite service • Support further ITU-R studies relatinged to Resolution 608the protection of radiodetermination service systems operating in the 1 215–1 300 MHz band.

ISSUE 1 65

1 525–1 559 MHz and 1 626.5–1 660.5 MHz

WG-F Proposal

ICAO POLICY

• Support the establishment of adequate technical and regulatory procedures to:1. guarantee the availability access to of spectrum in these bands for aeronautical

communications as required; and2. ensure that aeronautical communications in categories 1 to 6 of Article 44 are given

priority and immediate access at all times.• If acceptable procedures cannot be established, recover the exclusive allocation of the

bands 1 545–1 555 MHz and 1 646.5–1 656.5 MHz to the AMS(R)S.• Retain Footnotes 5.357, 5.357A, 5.362A and 5.376If required, modify Footnotes 5.357A

and 5.362A to strengthen AMS(R)S access to the bands.• No change to Footnotes 5.357A 5.357 and 5.376 and Resolution 222 (WRC-2000)

pending the result of studies under Resolution 222 on the feasibility and practicality of prioritization and real-time pre-emptive access between different networks.

• Monitor and review experimental and trial applications of generic-type operations with the objective of assessing their suitability for aeronautical safety services.

• Support the studies in ITU-R Study Group 8 on the sharing between fixed services and AMS(R)S in the bands 1 545–1 555 MHz and 1 646.5–1 656.5 MHz (Footnotes 5.355 and 5.359 refer) with a view to deleting the use of the bands by the fixed service

• Support the deletion of footnotes 5.355 and 5.359.• Support the studies in ITU-R Study Group 8with respect to Resolution 222 (WRC-07)on the provision of distress and safety satellite services in the 1.5 MHz and 1.6 MHz mobile-satellite bands.

ISSUE 1 66

1 559 – 1 626.5 MHz

ISSUE 1 67

WG-F Proposal

ICAO POLICY• No change to the allocation to the radionavigation-satellite service in the band 1 559–1 610 MHz.• 1 559–1 610 MHz: No change to the use of this band for future GNSS elements, including GLONASS and GPS which must be protected.• No new allocations to be made in the band 1 559–1 610 MHz.• No change to Footnotes 5.364, 5.365, 5.366, 5.367 and 5.368.• Delete Footnotes 5.362B and 5.362C from these bands on the grounds that the allocation to the fixed service is not compatible with the safe operation of ICAO GNSS services.• Delete Footnotes 5.363 and 5.371.• Support studies in ITU-R which ensure continued operation and protection of ICAO GNSS.

2 700 – 3 300 MHz

WG-F Proposal

ICAO POLICY

• No change to the frequency allocations to the aeronautical radionavigation service in these bands.

• No change to Footnotes 5.423, 5.424A, 5.426 and 5.427.• Oppose any allocation that would endanger the operation of radar services.• Given the pressure on the use of this frequency band from non aeronautical sources and

in support of the ICAO Overall Principle Statement: 1. Insist that any sharing studies carried out encompass the total technical and operational

aspects of radar use, including possible impact onderogation of the safety case for this usage.

• 2. Oppose any proposal that places undue or unreasonable economic penalty on radar systems presently in use.

• Support an upgrading of the radiolocation service to a primary status on a non-interference basis.

Until studies have shown compatibility of Electronic News Gathering (ENG) with radar systems operating in the frequency band 2700 – 3300 MHz, oppose any allocation which is identified for use by ENG as being considered under ITU-R Resolution 954 in this band.

4 200 – 4 400 MHz

WG-F ProposalNo change.

ICAO POLICY

• No change to the allocation to the radionavigation service in the light of the continuing requirement for radio altimeters to operate in this band and of the results of ITU-R studies indicating that 200 MHz is required to meet the stringent operational requirements for accuracy and integrity for radio altimeters.

• No change to 5.438 which could constrain the operation of radio altimeters.• Delete 5.439.

5 000 – 5 250 MHz

WG-F Proposal

ICAO POLICY

• No change to footnotes 5.444 and 5.444A. If necessary, support changes to footnotes 5.367 and 5.444B in order to facilitate the

implementation of AM(R)S and AMS(R)S systems• Apply the methodology contained in ITU-R Recommendation S.1342 (need to add other

Recs associated with co-ordination in the band) on the coordination of MLS with FSS earth stations in the band 5 091–5 150 MHz.

• Monitor development of future aeronautical systems that could be deployed in the band 5 000–5 250 MHz, with a view to supporting appropriate proposals to WRC-07.

• Delete the allocation to the aeronautical mobile-satellite (R) service in Footnote 5.367 from the band 5 000–5 150 MHz.

To support studies under ITU-R Resolution 420 in order that they can be completed by WRC-11.

5 350 – 5 470 MHz

WG-F Proposal No change

ICAO POLICY

• No change to footnotes 5.448B, 5.448C and 5.448D.• These bands are used extensively, particularly for airborne weather radar, and are needed

for the foreseeable future. No changes should be made which would restrict this aeronautical use.

8 750 – 8850 MHz

WG-F Proposal No change.

ICAO POLICY

• No change since the requirement is a continuing one.• No change to Footnote 5.470.

9 000 – 9 500 MHz

WG-F Proposal

ICAO POLICY

• Oppose anyNo changes to the allocations that couldcan adversely affect their use by aviation use.

• No change to Footnotes 5.337, 5.427, 5.473A, 5.474, 5.475, 5.475A, 5.475B and 5.476A.

13.25 – 13.4 GHz

WG-F ProposalNo change

ICAO POLICY

• No change to the allocations as there is a continuing aeronautical requirement for this band.

• No change to 5.497.

15.4 – 15.7 GHz

WG-F Proposal

ICAO POLICY

• No change to the allocation to the aeronautical radionavigation service. This band is the preferred band for ASDE radar, and extensive use is expected as airport congestion increases and saturation occurs at many major airports at high-density locations in the future. This band must be protected for present and future use by ASDE radar.

• Systems using radar measurement of height and distance also use this band and are expected to be installed on smaller aircraft and helicopters for safe landing at secondary landing areas. These systems also require protection and the capability for ongoing use.

• The addition of the fixed-satellite service as a primary allocation must not prejudice these important aviation applications (ITU-R Recommendations S.1340 and S.1341 refer). Account also needs to be taken of other expected developments in technological aeronautical applications to which this band is particularly suited.

• No change to Footnotes 5.511A, 5.511C and 5.511D which would introduce further restrictions to aeronautical use of this band.

Support studies in relation to ITU-R Resolution 614 regarding the possible primary allocation to the radiolocation service.

24.25 – 24.65 GHz

WG-F ProposalNo change.

ICAO POLICY

No change to the radionavigation allocations in Region 2 and Region 3.

31.8 – 33.4 GHz

WG-F Proposal

ICAO POLICY

No change to the radionavigation allocations, noting in particular the airborne use of these bands for precision approach radar.

APPENDIX F

Radiocommunication Study Groups

Source:

Reference: Document 4C/146Document 4C/xx30 March 2009English only

ICAO

ICAO would like to thank WP4C for having taken into account the proposals made by ICAO on the aviation aspects of the AMS(R)S spectrum assessment methodology being developed by the WP4C2.Also, ICAO recognises that the development of such methodology is complex and that many new concepts are being introduced to describe certain aviation parameters, e.g. airspace, information volume and rate, necessary in the development of such methodology. Hence ICAO has noted the comments and questions from WP4C and a response to these has been provided below in Annex 1 and Annex 2.Additionally, ICAO has worked in the working document toward a preliminary recommendation, and for the relevant parts ICAO is providing comments here given in the attached word document XXX. We also like to note that the changes proposed to the methodology given there, will also affect other parts of the ITU-R document. We rely on the ITU-R experts, when drafting the methodology document, to take into account such proposals.[Editor’s note : reference to 1.3]

2 Annex 8 to Document 4C/146 – Working document towards a Preliminary Draft New Recommendation ITU-R M.[AMS(R)S spectrum] “Methodology for the estimation of the aeronautical mobile-satellite(R) service spectrum requirements”

Annex 1: Answer to Comments and Questions from WP4C1. ICAO is asked to give a thorough description of AMS(R)S communications for which relevant parameters are to be considered in the calculation of spectrum requirement as per the ITU specified priority for providing transmission of messages with priority 1 to 6 in RR Article 44, for which the future aviation requirements are derived, including a description of how the Communications Operating Concept and Requirements (COCR) requirements per flight are split between satellite and terrestrial.

[For information ICAO informs WP4C that the COCR V2 document was approved by the Aeronautical Communication Panel of ICAO.]http://www.icao.int/anb/panels/acp/meetings/acp1/ACP.1.IP.005.1.complete.en.pdf

It is noted that the studies results on the aviation communication requirements, which are attached to this response, have taken into account message priority 1 to 6 of Article 44 of the R.R. ICAO cannot make a distinction of how much traffic goes to terrestrial and satellite. This is an implementation matter which is left to the regional aviation bodies to deal with, and the studies have considered the worst case scenario of the traffic.

2. ICAO is asked to provide the communication needs forecasts on a short, medium and long-term basis.The answer to this question is given in Annex 2.3. Both methodologies described in the working document towards a preliminary draft new recommendation on the calculation of the spectrum requirements (Annex 8 to the last WP4C chairman’s report - Doc. 4C/146) require identification of an assessment area. ICAO is asked to provide as best as it can for each sub-areas making up the assessment area, the number of aircraft contributing to the maximum information throughput. Different amounts of radio spectrum may be required to satisfy the AMS(R)S information throughput in a satellite beam, it can be dependent on the number of aircraft contributing to the information throughput.

The answer to this question is given in Annex 2.

4. How will point to multipoint mode of operation be taken into account and multicast traffic be modelled if it is included in the generation of the aviation communications input? This might need to be modelled on a system specific basis, as the requirements for multicast data will depend (among other things) on the satellite beam size and locations.

“The methodology proposed in the WP4C methodology is applicable independently to any type of communication signals. However, the intention of the methodology in the working document toward a preliminary draft new recommendation is not to specify how to model any type of traffic. Also, it does not attempt to specify implementation of such requirements in any satellite system.The COCR V2 requirements have different category of signals, i.e. multicast, unicast and broadcast services, and the different type of communication modes will produce different information volume requirements. Hence the methodology can be applied separately to each of these communication modes and then the information volume requirements and spectrum requirements can be added combined together afterwards.”

5. How will data priority be applied? (If some data requirements can be treated with lower priority than others, it may be possible to smooth out some of the peaks in traffic requirements, thereby improving spectrum efficiency).

It should be noted that priority applies to the safety communication message not to the data.

ICAO believes the question above refers to the message priority 1 to 6 as stated in Article 44 of the R.R.This question is related to the implementation of the methodology as described in the working document toward a preliminary draft recommendation. This issue has been adressedaddressed in this the recommendation’s annex.Furthermore, the various simulations and estimates of the information volume performed in ICAO have taken into account this aspect.It should be noted that the current satellite systems provide both AMS(R)S and AMSS. The communication requirements addressed in the COCR deal only with those messages supporting safety and regulatory of flights. Any additional communications requirements (e.g. those dealing with aeronautical administrative or passengers communications) have not been included.

6. If using Peak Instantaneous Aircraft Count (PIAC), how will the temporal variation in the peak throughput in each beam be taken into account?

The PIAC would only be estimated for the airspace concerned, and generally satellite beam configuration is not taken into account in its process.Effect of temporal variation between satellite beams should be considered in the design of the satellite beam configuration and operation, e. g. assuming temporal and spatial deviation of the number of aircrafts in sub-area of the airspace.

7. The maximum data rate per aircraft will depend on the MSS system capabilities, as well as the required data throughput to meet the aviation requirement. The methodology will need to be flexible enough to handle different maximum data rates and it may therefore need some modifications.

ICAO agrees, that tThe date data rate per aircraft will depend on the satellite system capabilities, as well as the required data throughput to meet the aviation requirements. The methodology of the WP4C is sufficiently flexible to account for different AES data rates, as detailed in its Annex 3, hence ICAO understands that there may not be a need for modifications.

8. There are currently different Aircraft Earth Stations (AES) available with different data rate capability for the same satellite system. It might be necessary to model some aircraft as having one type of AES and other aircraft as having another type of AES, and for such reason, it may be necessary to have additional information such as the data rate or the number of aircraft for which the Maximum Information Throughput (MIT) or the Required Information Throughput (RIT) have been derived from.

ICAO recognises that there are currently different Aircraft Earth Stations (AES) available with different data rate capability for the same satellite system.The methodology described in the WP4C methodology looks only at the information volume at the network level to be transported by the satellite system. It is then up to the satellite communication system design to consider the transmission of the information volume to meet the specified AMS(R)S requirements, applying criteria suited to the operator (e.g. provision of service through different classes of AES).

Annex 2 to the Letter to WP4C:This annex provides additional details on the airspaces studied by some aviation experts and for some particular airspace, i.e. European airspace, South Atlantic/Brazilian airspace and Asia-Pacific.From the results presented by the experts, the European airspace will be the most demanding in terms of AMS(R)S communication traffic.The following table is a summary of the preliminary studies (performed by several aviation experts) on the aviation communication requirements, expressed in terms of the total Maximum information Information vVolume rate (MIV)(TIVR) requirements in each airspace.

Airspace Year Forward-Link([MIV])

Return-Link([MIV])

Number of a/c contributing to the [MIV]

South Atlantic Ocean near Brazil(Fig. A1.1)

2025 280 kbit in a period of 1 second(voice and data)

120 kbit in a period of 1 second(voice and data)

[10]

Europe/North Atlantic (Fig. A1.2)

2025 4.0 Mbit in a period of 1 second(voice and data)

1.2 Mbit in a period of 1 second (voice and data)

Not available3

(PIAC=5700)

Asia-Pacific(Fig. A1.3)

201520252035

Data / Voice(Mbit in a period

of 1 hour)(Erlang)

110 22298 60680 136

Data / Voice(Mbit in a period

of 1 hour)(Erlang)

110 22298 60

680 136

PIAC4

23006000

14400

The airspace referred to the above tables are given below.

1. Results for South Atlantic Airspace in Fig. A1.1: the results of the studies consider only the airtraffic over the South Atlantic Ocean, i.e. ocean area AO 01 and AO 02, that are controlled by the Civil Aviation Authority of Brazil. These studies were based on a calculation of requirements by extrapolating of 2008 airtraffic to year 2025 and the most demanding AMS(R)S communication requirements given in COCR V2.

2. Results for European Airspace in Fig. A1.2: the results of the studies were based on a simulation approach of the flight movements (based on Eurocontrol forecast analysis of flight movements and their extrapolation to 2025) and the AMS(R)S communication requirements per flight as given in COCR V2.

3. Results for Asia-Pacific Airspace in Fig. A1.3: the results of the studies (in year 2015, 2025 and 2035) were based on the PIAC analysis of air traffic over the Asia-Pacific airspace (based on extrapolation of OAG 2008 flight movements) and AMS(R)S communication requirements based on actual communication statistics, or the COCR V2.

3 The European studies where based on a simulation approach, for which the PIAC is not relevant. What is relevant here is the actual aircraft requesting a communication message to be transmitted. The number of such aircraft was not available at the time when this letter was written, however it will be less than the PIAC value.

4 The studies over the Asia-Pacific airspace were conducted with the PIAC approach.

Fig. A1.1: South Atlantic Airspace3Airsp ace4

Fig. A1.2: European Airspace5

5 Photo extracted from GoogleEarthTM 2008.

Fig. A1.3: Asia-Pacific Airspace

APPENDIX G

Radiocommunication Study Groups

Received: 27th March 2009

Source: ICAO

Subject: AI 1.7

Document 4C/xx-E27th March 2009English only

ICAO

Proposed aviation inputs to a methodology for estimating spectrum requirements of the

aeronautical mobile-satellite (R) service (WRC-11 Agenda Item 1.7)

Radiocommunication Study Groups

Source: Document 4C/TEMP/47(Rev.1)

Reference: Documents 4C/89, 125, 131, 138

Annex 8 to Document 4C/146-E20 October 2008English only

Annex 8 to Working Party 4C Chairman’s Report

WORKING DOCUMENT TOWARDS A PRELIMINARY DRAFT NEW RECOMMENDATION ITU-R M.[AMS(R)S SPECTRUM]

Methodology for the estimatingon spectrum requirements of within the aeronautical mobile-satellite (R) service spectrum requirements

[Summary]TBD

[Scope]TBD

The ITU Radiocommunication Assembly,

consideringa) that aeronautical mobile satellite (Route) service (AMS(R)S) is an essential element of ICAO Communication Navigation and Surveillance (CNS)/Air Traffic Management (ATM) to provide safety and regularity of flight in civil aviation;b) that AMS(R)S communications for CNS/ATM services are today being provided in the bands 1 545-1 555 MHz and 1 646.5-1 656.5 MHz under footnote No. 5.357A;c) that the International Civil Aviation Organization (ICAO) has adopted Standards and Recommended Practices (SARPs) addressing satellite communications with aircraft in accordance with the Convention on International Civil Aviation;d) that ICAO and other aviation bodies have developed documentation describing the long-term AMS(R)S communication services;

e) that ICAO and other aviation bodies have developed studies and documents for the long-term flight forecast;f) that existing satellite systems provide AMS(R)S communications and that new satellite systems around the world are being developed to support the long-term AMS(R)S communication requirements,

recognizing a) that Resolution 222 (Rev.WRC-07) invited ITU-R to study the existing and future spectrum requirements of the AMS(R)S,

recommends1 that the methodology described in Annex 1 should be used for the estimation of the spectrum requirements of the AMS(R)S communications.

Annex 1

General Introduction to Methodology

In order to estimate the required spectrum for AMS(R)S communications in the framework of Resolution 222 (Rev.WRC-07), the following steps (see figure A1) are envisaged:(a) Estimation of the AMS(R)S communication needs, described in Annex 2;(b) AMS(R)S satellite system characteristics (including techniques for efficient use

of spectrum) necessary for meeting the needs identified in (a);(c) Use of the methodology described in Annex 3 and 4 to derive the AMS(R)S

spectrum requirements by combining the needs identified in (a) with the satellite communication characteristics identified in (b).

The following conditions should be determined prior to the estimation of the spectrum requirements, e.g.:– Target year;– Airspace considered;– Type of satellite system to be considered.

It is noted that the methodology in this document deals only on single satellite system basis covering a given airspaceregion of the world. The use of the methodology is recommended for the estimation of spectrum for AMS(R)S. Furthermore the following methodology applies to the both forward and return links. As there are differences of aviation services and transmission characteristics in each of these links, it is preferable to apply the methodology separately for forward and return links.Annex [5] is provided only for example.Annex [6] is an annex of definitions.

FIGURE A1

Methodology to derive spectrum requirements for AMS(R)S

Annex 2

Aviation AMS(R)S communication needs

Aeronautical AMS(R)S communication needs will depend on the aggregated information volume throughput (i.e. the total aggregated data and voice requirements) for all aircraft in a certain airspace region and over at a given certain time. In order to estimate these communication needs, knowledge of the following is required: • flight movements over the area of interest;• communication needs on a per-aircraft basis.

A2.1 Flight movementsInformation on flight movements is required to evaluate the number of aircraft located within a given area (e.g. airspace) at any given time. The information can be based on the actual air traffic statistics, and/or on forecasts of future traffic over a given certain airspace region. Such statistics are normally compilesd by the relevant aviation authorities, e.g. by ICAO, IATA for worldwide data and by Eurocontrol for the European reagion.

AMS(R)S Satellite System characteristics

AMS(R)S communication

needs

Methodology to derive spectrum requirements for AMS(R)S

Bandwidth Spectrum requirements for AMS(R)S

system

A2.2 Communication needs of a single aircraftThe AMS(R)S communication needs of a single aircraft will in general depend from several factors, such as the airspace scenario, operational concept, air traffic services provided overfor each different aircraft flight phase and position.

Identification and quantitative characterization of these communication needs is a complex matter and has been considered by different aviation bodies. For example, the ICAO Aeronautical Communication Panel (ACP) has recommended as guidance for the assessment of future communication requirements the “Communications Operating Concept and Requirements for the Future Radio System, Version 2 (COCR V2)”, developed by Eurocontrol and FAA. COCR V2 describes in detail the aviation communication services required by of a single aircraft in different each air space domains and flight phases, and is would be a suitable basis for the purpose of the assessment described in this document.

A2.3 Communication needs of multiple aircraftsThe cumulative communication needs over a given airspace area and a given time frame can be obtained by combining the information on flight movements in that area and time frame (section A2.1) with the information on the communication needs of a single aircraft (section A2.2).This Annex describes two methods procedures of performing the combination of the above information. One methodprocedure is based on a simulation approach (See section A2.3.1) and the other on a Peak Instantaneous Aircraft Count (PIAC) approach (See section A2.3.2). The difference between these two methodproceduress occurs at in the level of inputsdata required, i.e. one considers a flight by flight and time iterated communication simulation and the other relies on estimation of the maximum number of aircraft over a given airspace regionin view and the average communication rate information volume per aircraft.The simulation model should ensure that the specified message priority and latency of safety communication messages are taken into consideration when assessing Required Information Volume (RIV) and the Maximum Information Volume (MIV) which will be introduced in the sections below. An example of such an implementation is available in chapter 6 of the COCR; however other implementations scheme that ensure these aviation requirements are also possible.

A2.3.1 Simulation methodprocedureThe simulation methodprocedure relies on the simulation of flight movements over a given airspace region S (see Fig. A2 below) and for each flight the communications needs are simulated based on the COCR V2 requirements. With this approach the following steps are performed:

1. first to determine the required information volume (RIV) over small airspace cells (S; e.g. 1º1º) for a given time interval and for all aircraft present in S; and,

2. secondly over a larger area (e.g. either the airspace S, or the area of a spot beam ) determine the MIV from the RIVs, for the same time interval.

It is then the MIV, as we will see, that drives the spectrum requirements for AMS(R)S.

Figure A2: Definition of airspace region S, unit area S and spot beam area .

Required Information VolumeThroughput (RIVT)Given any airspace area S subdivided into smaller cells S, the “Required Information ThroughputVolume” (RIVT) over the cell S is defined as the required information volumethroughput at time t , aggregated over of all the N aircraft flying within S. and over the time interval T. The RIVT is a function of time, and of the airspace area S,. and the communication requirements for all flight. It can be calculated as follows:

RIVT(t; S) = ∑ (i = 1 .. n) Ri(t; S) (1)where n is the number of aircraft transmitting (for the return link) and receiving (for the forward link) at time t in area S, with n = n(t; S)

Ri(t; S) is the information data throughputvolume (bits or bytes) generated by the ith aircraft at time t.

The individual simulated Ri(t; S) can be easily derived from the COCR V2.In general, n = n(t; S) ≤ NThis can be simplified further by assuming that all the throughputs are at the same channel data rate R (Mbit/s), i.e.:

RIT(t; S) = R ∙ n(t;S) (2)where the data rate R depends only on the AMS(R)S communication needs of a single aircraft. This can be easily derived from the information throughput per aircraft (for example derived from the COCR V2) where the maximum value is selected, thereby ensuring that all of the AMS(R)S communications defined in the information throughput per aircraft are transmitted appropriately when required.Figure A32 below shows how the RITV is derived.

The amount of information generated by using the RIV(t; S) may be too large tohandle, this will depend on the number of S required to represent the airspace. In such cases it may be necessary to consider larger size S, for example in the case of a satellite spot beam coverage, or a cluster of beams. In such case we can use the symbol to represent such airspace and calculate the RIV accordingly, i.e. RIV(t; ).In some cases = S, which is the case where the airspace S is covered by either a single satellite beam, or even a cluster of beams (that cannot reuse frequencies).

Let’s consider that . In the case of a satellite using spot beams, the airspace S can be

split into several spot beam airspaces k such that where K<M and .

Given a very fine granularity of the Sm airspaces, it is possible to derive, by simple integration, the RIV for any larger airspace or S.

Here it is not necessary to go in the detail of the implementation of the simulator for example the consideration of the geometry and the shape used in the calculations.

FIGURE A32

Calculation of the RITRIV over a given airspace area SMaximum Information VolumeThroughput (MIVT)Given a smaller airspace region area s (for example the coverage of a satellite spot beam which has been divided into smaller cells ΔSk) within the area S under study (see Fig. A2), it is possible to calculate the total RIV in this smaller airspace region s , i.e. RIV(t; s), by integrating the

individual RIV(t; ΔSk) functions over such area, i.e.:

RIV(t; s) = ∑k RIV(t; ΔSk) , ΔSk s (2)With this we deriveEditor’s note : For consistency it is desirable to define a criterion for including-excluding unit areasIn the generic airspace , from theis RIV(t; s) irspace region,and thus define above we can define a new parameter called Tthe “Maximum Information VolumeThroughput” (MIVT) is defined as the maximum value of the RIV(t; s)T(t;S) over the time interval of observation, i.e.:

MIVT(Ss) = max(t) RIVT(t;Ss) (3) = R max(t) n(t;S) = R nmax

Where nmax is the maximum over the time period of the n(t; S).Hence the MIVT((sS) represents the maximum peak information volumethroughput requirement (in bits, or bytes) generated in the period T and over area the airspace region sS during the interval for which RIVT has is been derived. This value will in all effect occur at the busiest time within the time interval of interest. Annexe 3 shows that from the The MIVT we can then derive can be used as an input to calculate the overall aviation spectrum needs over f area the given airspace. S, when S is served by a single satellite beam, or a cluster of beams for which frequency reuse is not possible.

It is from the MIT that the spectrum requirements within airspace area S can be derived, and this will be seen in Annex 3 and Annex 4.In general, if area S is the union of two non-overlapping areas S1 and S2, the following relations apply:

RIT(t;S) = RIT(t;S1) + RIT(t;S2) (4)and

MIT(S) ≤ MIT(S1) + MIT(S2) (5)

RIT of unit area Sk

As mentioned above, MIT(S) can be used as an input to calculate the spectrum requirements of an area S entirely contained within a single satellite beam. Similarly, when an area is served by a number of spot beams .with known area s, the respective MIT(s) can be used as inputs to the process that calculates the spectrum requirements seen in Annex 3.When the spot beam architecture is not known a priori and/or when several different beam arrangements are under consideration, it may not be possible to identify which MIT value(s) would be required as input(s) for the spectrum calculation. In such cases, it can be convenient to subdivide S in “small” areas Sk (that are areas significantly smaller than any of the potential spot beams) and calculate RIT (t; Sk) for each of the small areas Sk. (See Figure A3).

Aviation Area (S)

Airspace Unit (S)

Spot beam area ()

Figure A3Area S, unit area S and spot beam area ()

Once the RIT(t; Sk) have been calculated for each of the Sk in the given area S, they can then be used to obtain the MIT for any given spot beam s of interest, as follows:

MIT (s) = max(t) RIT(t;s) (6)where:

RIT(t; s) = ∑k RIT(t; ΔSk) , ΔSk s (7)A2.3.2 PIAC methodprocedure

The information on flight movements iscan be captured in a single parameter, i.e. the PIAC (Peak Instantaneous Aircraft Count), C(S). in the airspace to be considered. It is defined as the maximum, over a specified period, of the instantaneous count of aircraft presented over a given airspace area S, i.e.:

PIAC (S) = max(t) N(t; S) (8)

= Nmax

where N(t;S) is the total number of aircraft flying over airspace S at time tNmax is the maximum of the N(t; S).

The information on flight movements is captured in a single parameter, i.e. the PIAC itself.The information on the communication needs of the aircraft is also captured by a single parameter, i.e. the averaged unit information ratevolume communication throughput r(S) per aircraft in a specified duration and within a given airspace S.From the knowledge of the communications in flight phases (section A2.1), it is possible to derive the averaged unit information volume communication throughput per aircraft r(SR; in bits, bytes or Erlang), over a given region of airspace S, in a specified duration. This is done as follows: if each of the communication profile per flight can be written generically as Rr(t; S), then its time average can be expressed as:

Rr (S) = average(t) rR(t; S) (9)This can be either derived by simulations, or by a statistical approach.Hence, given PIAC(S) and r(S)R, the Maximum Information Throughput VolumePIAC (MITMIVPIAC) is then simply calculated as:

MITMIVPIAC(S) = PIAC(S) · r(S)R (10)[In general, if MITMIVSIM is defined by the MITMIV derived with the simulation approach of section A2.3.1, then it is easy to show that MITMIVPIAC(S) and MITMIVSIM(S) are very similar to each other, to the extent that they might be almost equal.]Estimation of the PIAC and r(S) for AMS(R)S communicationsThe procedures to estimate the MIT PIAC(S) defined above is based on the estimation of the PIAC and the average data rate rR(S), for AMS(R)S communications in a specific airspace (S) and in the year (Y) to be considered.

The above process may be carried out by the following steps. (see Figure A4). Step to1 estimates the PIAC , step 2 estimatesand the average data rate rR(S). Once these two parameters are done then apply Eq. 9 to estimate the MITPIAC.

(1) Estimation of the Peak Instantaneous Aircraft Count (PIAC)This is a basic parameter required for the estimation of the spectrum requirement for the AMS(R)S communications in the specified airspace (such as specified service area or beam cluster zone) and the specified period (i.e. year).This number may be obtained by various methodproceduress, generally for the current time frame. It can be it is derived by using actual statistics and for future time frame derived by detailed investigation and forecasting.

(1a) Obtain Reference PIACThe reference PIAC (Peak Instantaneous Aircraft Count) for scheduled flight in specified airspace S , in the most busybusiest hour, in the reference year (Yr), i.e. Cr(S), can be obtained by investigating airlines timetable database of the year, such as OAG (Official Airlines Guide) and will be referred as

PIACR Cr(S) = PIAC(Yr, S).

(1b) Obtain Total reference PIACIf the total number of flights served in a given airspace S are an aggregate between

scheduled flights (F), non-scheduled flights (NS) and general aviation (GA): Total flights = F + NS + GA = F · (1 + rNS + rGA) (11)The total reference PIAC for year Y and airspace S becomes:

PIACTR = (1 + rNS + rGA) · PIACR (12)(1c) Calculate Target year’s PIACAt the target year Yt, the PIAC for all scheduled flights in specified the airspace S, i.e. PIACt(Y, S), can be obtained by using the total reference PIACTR derived above for the year Yr, the airflight yearly growth rate (gi) of all flights and for the years between Yr and Yt. This will give:

PIACTCt(Y, S) = PIACTR Cr· (1 + g1) · (1 + g2) · ... · (1 + gk) (13)where k = Yt – Yr. In case g = g1 = g2 =... = gk = g, then:

PIACTCt(Y, S) = PIACTR Cr · (1 + g1)k (14)

(1c) Obtain Target Year’s Total PIACIf the total number of flights served in a given airspace S areis an aggregate betweenthe sum of scheduled flights (F), non-scheduled flights (NS) and general aviation (GA), the total target year’s PIAC in the airspace S, i.e. ACtt (S), becomes: Ctt (S) = ax · Cr(S)

where, ax = (F + NS + GA)/F

(1d) PIAC for satellite communicationsThe PIAC relevant for a satellite covering the airspace S is obtained from the total target year’s PIAC multiplying by ratio (rsas) of aircraft using satellite communication (rsas), i.e.: .

PIACs(Y, S) = rs as · PIACT Ctt(S) (15)or using all parameters defined above, the PIAC for consideration in the calculation of the MITMIVPIAC is then equal to:

PIACs(Y, S) = rs as · ax ·(1 + g)k (1 + rNS + rGA) · [ (1 + g1) · (1 + g2) · ... · (1 + gk) ] · PIACRCr (16)

(2) Calculate Estimaete Total averaged unit data rateinformation volume rR(S)To calculate the average data rate as given in Eq. 9, the total information volume needs first to be derived as per the following steps and then from this, the average data rate rR(S) can be calculated as also given below.

(2a) Total Information VolumeTotal Averaged unit iInformation vVolume (TIVR) in specific airspace S to be handled by a satellite system is can be obtained by aggregating the amount of data (kbits or bytes) or voice traffic (Erlangs) over a given period of time Tp (e.g. 1 hour) [and at the peak period of the day and of the busiest day of the year].This value may be obtained by actual communication statistics, or estimated by communication requirements such as from the COCR v2. We need to make also sure that this estimation is relevant for the given year Y.

(2b) Calculation of the average data rate r (S)Once the TIV has been estimated, then the average data rate at the busiest time of the day is obtained by:

r (S) = TIV / Tp (kbit/s, or equivalent Erlang in 1 hour) (17)

A2.3.3 Inputs to the calculation of spectrum requirementsEither Each of the two procedures described in sections A2.3.1 and A2.3.2 leads to the calculation of the MIVT and as such they will both adequately characterize the aviation communication needs over any given area of airspace. As such tThey can be used as inputs for the calculation of AMS(R)S spectrum requirements in the airspace area S. It is thus a matter of choice by the interested aviation experts or satellite operator to choose one methodprocedure versus another. Specifically, given area airspace S:(1) with the simulation methodprocedure described in section A2.3.1, the AMS(R)S

communication needs in S could be described as either:

MIVT(S) = max(t) RIVT(t; S) (18)=(3)or:

RIVT(t; ΔSk), ΔSk S (19)

where (18) represents a constant value directly expressing the maximum aggregated information throughput volume in area over S, and (19) consists of a set of time functions expressing the required information throughput volume in each of the ΔSk areas contained within S (see Figure A3), which in Annex 3 methodology can be used in conjunction with information on spot beam architecture to derive maximum information throughputvolume MITMIV(S) for each spot beam.In the case S represent an airspace which is covered by one single satellite beam, then MIV(S) gives the right parameter to determine the spectrum, requirement of the satellite system.In the case the airspace S, is subdivided into sub-areas , and each is covered by a cluster of beams where reuse is not possible, then RIV(t; ) is an appropriate parameter that can potentially offer better spectrum utilisation. Otherwise the MIV() is appropriate. This is an implementation matter looked at in Annex 3.

(2) with the PIAC methodprocedure described in section A2.3.2, communication needs in Si would be described as:

MIVTPIA C(Si) = PIAC(Si) · r(Si)R (20)where Si are all the areas (e.g. airspace, or even a spot beam) for which a PIAC has been calculated.

FIGURE A4

Estimation of Total Information VolumeRate (MIVTPIAC)

As stated above, both methods lead to the same or very similar MIT values and thus, for the same airspace area and satellite system will also lead to the same

spectrum estimation. It is thus a matter of preference to choose one method versus another, which may be driven by the tools available by who is making the

calculations.

Annex 6Definitions and Acronyms

a) Definitions

b) Acronyms definitionsAES Aeronautical Earth Stations

COCR Communications Operating Concept and Requirements for the Future Radio System

CNS Communication Navigation and Surveillance

ATM Air Traffic Management

ICAO International Civil Aviation Organization

FAA Federal Aviation Administration

_______________

Information Volume

Amount of bits, bytes or Erlang, (within a specified time period T) of any AMS(R)S communication messages generated by an application and taking into account all protocol overheads from application down to network layer.

Required Information Volume (RIV)

A function defined over a time interval (e.g. 6 hours) of the total information volume (data in bits or bytes, or voice in Erlang) of the generated AMS(R)S communication messages aggregated (1) over a given period T (e.g. 1 second or 1 hour) and (2) over all the aircraft flying within a specified airspace.

Maximum Information Volume (MIV)

Maximum value of the time function RIV (bits, bytes or Erlang)

MIT Maximum Information Throughput

RIT Required Information Throughput

Peak Instantaneous Aircraft Count (PIAC)

The maximum number of aircrafts at the instance of specified period presented over a given airspace Peak Instantaneous Aircraft Count

Busiest hourThe hour, within a given year, with the highest aviation safety communication traffic requirements in a given airspace.

APPENDIX H

International Civil Aviation Organization

WORKING PAPER

ACP/WGF 20/Flimsy 06 rev22009-03-23

AERONAUTICAL COMMUNICATIONS PANEL (ACP)

20TH MEETING OF THE WORKING GROUP F

Montreal, Canada, 24 March – 3 April 2009

Agenda Item 5: Development of material for ITU-R meetings

UNWANTED EMISSION CHARACTERISTICS IN THE 5 010-5 030 MHz

BAND FROM THE ICAO STANDARD MLS

(Presented by Alain DELRIEU)

SUMMARY

This paper is based on the results of the ICAO NSP Spectrum Sub-group meeting held in Bretigny, France, 17-20 March 2009. Its purpose is to present the elements agreed by this sub-group towards the development of an ICAO proposed response to the ITU/R Working parties 4C and 5B to the liaison statement by ITU WP4C presented to this WGF meeting in ACP/WGF 20/WP13

This paper in its flimsy format rev 2, has been discussed and amended by the WGF meeting at its 20th session, on the basis of the flimsy rev. 1 presentation.

ACTION

The content of this flimsy rev 2 has now been agreed by ACP/WGF to be passed on to the ICAO Secretariat for development of an ICAO contribution to the relevant ITU-R Working Parties.

UNWANTED EMISSION CHARACTERISTICS IN THE 5 010-5 030 MHz

BAND FROM THE INTERNATIONAL CIVIL AVIATION ORGANIZATION

(ICAO) STANDARD MICROWAVE LANDING SYSTEM (MLS)OPERATING IN THE BAND 5 030-5 150 MHz

1. Introduction

This document is the ICAO contribution towards the response to the liaison statement issued by ITU-R under references 5B/138 and 4C/146 Annex 31, the latter dated 28 October 2008. It consists of the following elements:

i) a short descriptive summary of the MLS technical and operating characteristicsii) a summary table of the MLS essential characteristics pertaining to its unwanted

emissions in the adjacent band 5010-5030 MHziii) a list of geographical airports where civil aviation intents to deploy MLS stations for

international civil aviation operations.

2. MLS ground system components and signals

An MLS ground system typically consists minimally, for each direction of use of an airport runway, of a separate approach azimuth and elevation transmitters each with its own antenna, as shown in Fig. 1. Back Azimuth, a number of OCI-(Out-of-Coverage Indication) signals and Flare (not shown) may be not deployed, nor generated.

Fig 1 : MLS system arrangement in azimuth and elevation facilities

All MLS signals generated by MLS ground-components are transmitted on the same MLS-frequency channel in a specified Time Division Multiplex mode. The sequence of transmission is shown in Fig. 2. Azimuth and elevation signals provide a coverage within an azimuth of +40° to -40° TRD (True Runway Direction) and an elevation between 0,9° to 15°. Transmission of azimuth, back azimuth (if installed, denoted BAZ in Fig. 2) and -elevation signals information are preceded by that of a preamble modulated in DPSK (Differential Phase Shift Keying ). It is then followed by CW-signal (Continuous Wave) that is scanned once to and fro between the specified azimuth of +40° to -40° TRD for the azimuth signal and between 0,9° to 15° for the elevation-signal.. In addition there are Out-of –Coverage Indication transmitted as CW.

Fig. 2 :Elements and structure of the MLS-information sequenceNote :The preamble “info” (depicted as the shaded time-slots) is transmitted using DPSK modulation prior to both Azimuth and Elevation angle CW signals, alternatively by both the azimuth and elevation transmitting stations

Fig. 3 here below, extracted from Annex 10, Vol. 1, section 3.11, illustrates the CW angle scanning taking place after data DPSK transmission in a typical MLS sequence. More details on MLS implementation are available in the guidance material section, attachment G to Annex 10, Vol. 1.MLS operates with a 300 kHz channel spacing with each MLS channel paired with other ICAO navigation aids, i.e., ILS/VOR and DME as defined in the Table A of section 3.11. Therein the first and closest channel to the band 5010-5030 MHz is indicated as centred on 5031 MHz.

Fig. 3: Angle scan timing parameters

3. MLS essential characteristics pertaining to its unwanted emissions in the band 5010-5030 MHz

Experience in MLS frequency channel assignment in the band 5030-5091 MHz as well as actual transmit spectra measurements, have shown that CW transmissions used for both angle scans and OCI MLS functions on an adjacent channel do not interfere with the DPSK data and angle scan signals received on a desired MLS channel. Accordingly only DPSK signals transmission account for out-of-band emissions likely to interfere with desired MLS channels in the band 5030-5091 MHz, and beyond , with non aviation systems in adjacent bands, such as the 5010-5030 MHz, referred to in the above mentioned ITU-R liaison statement.

This is the reason why the essential characteristics pertaining to the unwanted MLS emissions assessment are considered in the remainder of this paper to arise only from MLS DPSK transmissions .

Furthermore measured spectra on operating facilities have shown that:a) MLS unwanted emissions are mainly due to out-of-band emissions with no

noticeable spurious emissions ( parasitic emissions, intermodulation and frequency conversion products )

b) the MLS data modulation at the date rate fd =15,625 kHz results in a DPSK data transmitted power spectrum density (PSD) which closely fits that of the theoretical model of the Power Spectral Density of a DPSK modulated signal of

power P:

The power level of Out-Of-Band emissions falling into the bandwidth, Bw, relative to the considered channel transmit level, can then be modelled as spectrum attenuation in dBc decaying

as with f , the frequency offset from the centre frequency of the considered

MLS channel , as long as Bw is much greater than fd . Bw is taken as either 150 kHz, representing a worst case MLS receiver bandwidth or 1 MHz the usual reference bandwidth. for quoting transmit spectrum attenuation values in the 5 GHz spectrum region .

The MLS DPSK data signals are radiated via low gain broad beam antenna patterns of the azimuth and elevation facilities, since they are designed to cover the MLS +/- 62° required coverage in azimuth and 0 to 15 ° degrees in elevation . They are transmitted with a peak antenna gain of approximately 8 dBi within the signals’ respective required coverage volumes .Outside these volumes an antenna gain value of 0 dBi can be assumed. Figure 4 here below illustrates the vertical pattern requirement for the azimuth scan and DPSK data functions, which shows that in a worst case situation this pattern is reduced by only 6 dB with respect to the peak gain, within those MLS required coverage volumes.

Fig. 4: Azimuth antenna vertical pattern at boresight

The following table 1 lists the MLS essential characteristics relevant to the unwanted emission assessment in the adjacent band 5010-5030 MHz, starting with the band edge frequency 5030 MHz, assuming an MLS channel assignment at 5031 MHz .

Item // MLS transmission Unit DPSK data

Az. & El. scans &

OCI Comments MLS transmit power dBm 43 43  

MLS transmit antenna gain  

2 to 8dB in coverage ,

0dBi outside

Narrow beamwidth, high gain Note 1

Modulation   DPSK CW  Longest continuous DPSK data sequence ms 9.3- 15 N/A Note 2Polarization   vertical vertical  Spectrum attenuation variation with freq. Offset "f"  

proportional to f ² N/A Note 3

Spectrum attenuation variation with bandwidth BW  

Inversely proportional

to BW, N/A Note 3Duty cycle   25% N/A Note 4a: Max unwanted emissions PFD at 840 Khz offset dBW/m² -94,5 N/A Note 5b: Additional attenuation at 1 MHz offset dBW/m² 1,5 N/A Note 6c: Increase due to change of ref. Bw from 150 KHz to 1 MHz dB 8,2 N/A Sel-explanatoryd: MLS DPSK antenna. gain drop at 0° elevation within Az and El required coverage volume dB 6,0 N/A

min 6 dB gain drop per figure 4

e: Max unwanted emissions PFD at 5030 MHz within Az and El required coverage volume

dBW/(m². MHz) -93,8 N/A

e = a-b+c-d ; at ground level and 2.32 km away;

Max unwanted emissions PFD at 5030 MHz outside MLS req'd Az and El coverages

dBW/(m². MHz) -95,8 N/A Note 7

Table 1: MLS essential characteristics relevant to unwanted emissions assessment

Notes:1. The 2 to 8 dBi pattern applies within the required MLS coverages of +/-62° in azimuth.

and 0 to 15° in elevation. for DPSK data and CW-modulated OCI signals; 0dBi is assumed outside these coverages. As for the angle scans functions, using the narrow beam patterns on both azimuth. and elevation transmit facilities, the minimum antenna gains vary from 18 to 23 dBi at specified half beamwidths ranging from 3 to 1°.

2. 9.3 ms corresponds to 3 basic MLS words, 15 ms is the worst case associated with 1 basic + 2 auxiliary words transmission . In absence of MLS data word, the longest sequence is 1.8 ms for data preamble associated with angle scan functions, azimuth and elevations.

3. Attenuation is modelled as a function proportional to (fd.Bw / f ²), with fd = 15, 625 KHz4. A typical MLS frame time duration as shown in Fig 2 is about 615 ms,. The total duration

of DPSK transmissions within that frame is 153.5 ms. This results in a duty cycle of (153.5/615)x 100% = 24.9%. In the remainder of the time, there are successively quiescent periods followed by CW transmissions on either the high gain scanning antenna or the low gain patterns for OCI .

5. This is a SARPS -specified limit to be met under either one the two conditions, as referenced in section 3.11.4.1.4 “Radio frequency signal spectrum”:i) at a height of 600 metres above the ground station (i.e. at an elevation of 15 degrees) corresponding to a minimum slant distance of 2.320 km and DPSK highest antenna gain

of 8dBiii) on ground at a minimum distance of 4.8 km within MLS required coverage

6. ….in order to reach the adjacent channel band edge at 5030 MHz from the MLS first channel assignment i.e. 5031 MHz , the lowest assignable frequency as defined in the SARPS.

7. Outside the Az and El required coverage areas the unwanted emission PFD is 2dB lower on account of antenna pattern dropping another 2 dB, in line with the 0dBi antenna pattern assumption.

4. Recent MLS developments

Currently only the civil aviation authorities within Europe have confirmed their intent to deploy MLS;

In 2005 MLS SARPS have been updated , per amendment 81st of the Annex 10 , as the result of developing and achieving certification for airborne equipment with CAT II / III approach and landing capabilities;

More recently, at the end of 2006 and in order to support preparation for ITU WRC-07 on the specific agenda item 1.5 and 1.6 affecting the 5 GHz ARNS band, ICAO requested the European States to verify and confirm their requirements for MLS . This resulted in the identification of 433 requirements, for which frequency planning needs to be done. This number is down considerably on the 800 requirements originally identified in the ICAO ILS/MLS transition plan established at the end of the 1980s. These are intended for use at major airports, open to civil aviation. There are other government usages which have not been accounted for in that number;

In March 2009 a significant MLS development milestone was achieved with airworthiness authorities in Europe granting certification and operations approval for CAT II/III MLS operations at the London/Heathrow airport in UK . And this for the use under routine commercial conditions of certified air-transport aircraft of the Airbus A320 family, suitably equipped with MLS airborne multi-mode receiver capable of ILS and MLS operations;

One airline has recently made public a plan to equip 90 aircraft for operations in Europe in the few coming years.

APPENDIX I

Flimsy 10: Draft ICAO response to liaison from WP1B to WP5B on SDR and CRS (5B/206)

Working Party 1B would like to have the comments of concerned Working Parties on the following:– Whether or not any service under the purview of your working party has

already introduced SDR or plans or expects to introduce SDR, and if so how?Working Party 1B would also like to know if there are any views on the regulatory implications for the introduction of SDR in the services under your purview. The aeronautical community has a long history of operating equipment which could fit under this definition of SDR. In particular, multi-mode radios in which several different functions (e.g., Instrument Landing System and Microwave Landing System) are implemented, and radios which automatically tune their frequency depending on geographic location and on-board data bases, both seem to fit under the current SDR definition.

Working Party 1B would like to have the comments of concerned Working Parties on the following:– Whether or not any service under the purview of your working party plans or

expects to introduce CRS, and if so how?Working Party 1B would also like to know if there are any views on the regulatory implications for the introduction of CRS in the services under your purview. In order to facilitate timely discussions within WP 1B, the following four items are highlighted, and WP 5A views are sought on these items for the radiocommunication services under its purview, taking into account WP 5A is the lead for SDR and CRS in Study Group 5:1) Technical approaches as to how the CRS can improve the efficiency and

flexibility to spectrum usage.2) What are the cognitive capabilities that could facilitate coexistence with

existing systems?3) What are the possible deployment scenarios of CRS?4) What is the relationship between CRS and SDR?Finally, Working Party 1B looks forward to the feedback of concerned Working Parties and believes that it would assist in the studies from a regulatory point of view.

As advised previously, the aeronautical mobile and aeronautical radionavigation services are operated on regional and global scales in many different frequency bands. These services are used extensively for safety of life operations, so any potential implementation of CRS technologies using spectrum in these bands needs careful consideration and could raise serious safety concerns. At this time, without specific details available on systems implementing CRS, ICAO is not in a position to provide its views on the regulatory implications of implementing CRS. ICAO does however note again that complete technical analyses are necessary to determine the potential regulatory implications of any radiocommunication service using SDR or CRS, either within the service or between different radiocommunication services.

Any such studies associated with aeronautical frequency bands should take particular note of the additional protection from interference afforded safety services under RR 4.10.Given the safety nature of aeronautical services, ICAO would like to be kept involved in any decisions with respect to CRS and/or SDR systems which could have the potential to impact frequency bands used by aviation.