Draft CEPT Brief on WRC-07 Agenda Item 1.6

CPG07(2006)23 Annex 3

Draft CEPT Brief on agenda item 1.6

Agenda item 1.6: to consider additional allocations for the aeronautical mobile (R) service in parts of the bands between 108 MHz and 6 GHz, in accordance with Resolution 414 (WRC-03) and, to study current satellite frequency allocations, that will support the modernization of civil aviation telecommunication systems, taking into account Resolution 415 (WRC-03)

Issue This agenda item covers the following issues: 1 to investigate, as a first step, the bands currently available for use by aeronautical systems in the frequency range between 108 MHz and 6 GHz in order to determine whether additional allocations to the aeronautical mobile (R) service are required and can be accommodated in these bands without placing undue constraints to services to which the frequency bands are currently allocated; 2 to further investigate, in case the first step above would not lead to satisfactory results, also the frequency bands currently not available for use by aeronautical systems, subject to not constraining the existing and planned use of such bands, taking account of existing use and future requirements in these bands; 3 to investigate how to accommodate the requirements for aeronautical systems in the bands 112-117.975 MHz, 960-1 164 MHz and 5 030-5 150 MHz.5 091-5 150 MHz. 4 to examine the possibility of broadening the services and applications of the use of current satellite frequency allocations in order to allow the expansion of ICAO CNS/ATM systems that can also support other non-aeronautical telecommunication services; 5 to take appropriate actions, based on the results of the examination specified under 4.

Preliminary CEPT position Resolution 414 (WRC-2003) To support aeronautical mobile (R) service primary allocations in the bands [1126-117.975 MHz], 960-[1164] MHz and [5030[10][5091] - 5150 MHz conditional on satisfactory compatibility verification with [non ICAO-standard deployed systems in service. ICAO will perform sharing studies with ICAO systems and will design the future AM(R)S system in order to be compatible with those ICAO systems. Studies have established the possibility to design new AM(R)S systems to achieve compatibility with existing ICAO systems using the above bands. Furthermore in order to avoid any new AM(R)S system non conforming to ICAO standard which may raise compatibility issue with ARNS it is proposed to limit the new allocation to ICAO systems only.Such use shall be limited to systems that operate in accordance with international aeronautical standards] [Security has been considered as a non-safety service and a Aeronautical Mobile Service (AMS) allocation for aeronautical security transmissions is supported under this resolution.] The bands [1126-117.975 MHz] and 960-[1164] MHz should be preferably used for long range applications and the band [5030[10][5091] -5150 MHz for short range applications around airport. Sharing studies of current aeronautical bands [with non ICAO systems] [have to be presented are - 2 - on-going ] in order to determine their suitability for an AM(R)S and/or AMS allocations. Those studies shall take into account that: [-the band 960 -977 MHz is allocated to the aeronautical radionavigation service and is required for navigational purposes; - not all system operated in this band under the radionavigation service are subject to standard and recommended practices published in Annex10 to the convention on international civil aviation]

[-the band 5010-5030 MHz is allocated to RNSS and new AM(R)S and/or AMS shall not impose constrains on operations or deployment of the RNSS; -the requirements of the MLS shall take precedence over other uses of the band 5 030-5 150 MHz. - the band 5030-5091 MHz is required to satisfy the aeronautical radionavigation service (MLS).]

Resolution 415 (WRC-2003) With respect to issues identified in Resolution 415 CEPT will, if required, support the development of an appropriate ITU-R Recommendation that would detail the necessary technical and operating parameters that should be observed when implementing satellite systems that carry aeronautical communication traffic, noting that non-aeronautical traffic may also be carried over the same system with a view of seeking early implementation benefits. CEPT is not in a position under this agenda item to support proposals for new allocations to AMSS and CEPT considers that no change is necessary to the current provisions relating to aeronautical safety services applicable in L-band MSS spectrum. However CEPT supports, according to Resolution 415, studies on the possibility to broaden the services and applications which may use the current satellite frequency allocations in other bands.

Background

General During the preparations for the WRC-2003, CPG/PT1 developed a proposal for a future agenda item concerning the additional allocations for Aeronautical Mobile(R) service [and associated security requirements] between 108 MHz and 6 GHz. CPG brought this proposal to the WRC-2003, and as an outcome of the Conference Resolution 414 (WRC-2003) was adopted and the item was placed on the provisional agenda for the WRC-2007 under agenda item 1.6. Under this same agenda item WRC-2007 has to study current satellite frequency allocations, that will support the modernization of civil aviation telecommunication systems, taking into account Resolution 415 (WRC-03). Reason for the European proposal at WRC-2003 was (and still is) that a new system in the Aeronautical Mobile (R) Service (AM(R)S) and additional spectrum resource are required to be in place by 2010 in order to overcome expected shortage in spectrum for line-of-sight air-ground communications. This would require a decision by 2007 on the necessary allocations. ICAO is also considering frequency bands, already allocated to aeronautical services, for the introduction of new technologies to support air navigation, including airborne and ground surveillance applications.

Resolution 414 (WRC-03) Resolution 414 (WRC-2003) concerns the ‘consideration of the frequency range between 108 MHz and 6 GHz for new aeronautical applications’. The resolution was drafted during WRC-2003 to - 3 - combine the European (and CITEL) proposal concerning the additional allocation for AM(R)S and the US proposal to review spectrum requirements for new civil aviation systems related to the provision of ground-based navigation and safety communications in and around airports for aircraft on the ground, and consider allocations or regulatory provisions to accommodate such systems, particularly in the band 5 091-5 150 MHz. [Requirements for Unmanned Aerial Vehicles (UAV’s) The use of UAV’s must be considered when designing the functionality of a future AM(R)S system. The requirement in controlled civilian airspaces could be significant due to the fact that the aircraft are unmanned. This places additional and more strenuous constraints on the radio communication bearer(s) and systems used. Following an analysis of the possible expected links the chart below was generated to show, for the controlled civilian airspaces, all the likely links.

To UAV UAV Pilot

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r c s r t ( n e S S a u o

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o d d i i e e g A e

e M r n r n V S c n n

l v e l e i i a a o o r h r r o o o f i l C p l p t w w a s r r o u e e w o o n i a V T t t t l d A A r e r I i S e l D D

t t n n A a l l o C a n e n o y n c o H c n n n a V a t t i i R a C o c r a T o o o t i o t t a C o n C n l c i i a l d

y i a a t A o a m t i o o C M C t P D r

r i i d r a a a P V m t m t D t t a t t m m a e o C n g g e e a a m i f i s h h o h h o w t t o C V C C t m t o t v u v u g g r g s s g n c i t i i t i a t i a A u T u T T a e l y l e r i o l y l u i l S F S F S N A U P S A F A A F S P N A S F A Sense Data X Flight Control X System Control X Flight Monitoring X Secondary Surveillance Radar Navigation X UAV ATC ATC Voice & Data X X UAV Pilot Voice & Data Primary Radar Signature Situational Awareness X X Automatic Dependent Surveillance X From Forward View X ATC Voice X ATC Data X Flight Control X System Control X Platform Heath Monitoring UAV Pilot Navigation Info Automatic Collision Avoidance System Situational Awareness (sensors) Flight Plan Automatic Dependent Surveillance ]

Developments in other regions A proposal from the US / CITEL is expected for a suitable radio regulatory provision in order to permit the operation of the Universal Access Transceiver (UAT) systems on the frequency 978 MHz. The possible use of (aeronautical) fixed links on airports in the band 5091-5150 MHz, as suggested by the US, is not supported by Europe, because the general idea is that fixed links are already allowed to operate in other frequency bands and that this is sufficient. Developments in Europe In line with ICAO, in Europe the bands 112-117.975 MHz, 960–1164 MHz and 50915030–5150 MHz will be[were] [are being] studied. Other bands that also will be studied are the VOR band - 4 -

(112-117.975 MHz) and portions of the band 5010–5030 MHz and the band 5030–5091 MHz (the core band for the Microwave Landing System (MLS)).

Time gap between 2008 and the implementation date of a new system The current VHF radiotelephony system operating in the band 117.975-137 MHz is facing increasing difficulties in finding assignable frequencies particularly over central Europe. More and more the outcome of the annual EUROCONTROL / ICAO frequency Block Planning exercises is that, [inde spite of the ongoing] [despite of the ongoing due to the slow] implementation of the VHF 8.33 KHz spacing scheme, it fails to identify any available frequency for an ATC sector which urgently needs the assignment of a new frequency. CEPT recognises the difficulties that aviation is facing by the transfer from a 25 kHz channel spacing to 8.33 kHz spacing. Nevertheless European radio administrations urge their national Civil Aviation Authorities to support a rapid implementation of 8.33 kHz to optimise the use of this frequency band. [The European Commission had issued Eurocontrol with a mandate to develop a draft implementing rule on reduced air-ground voice channel spacing.] Some administrations are of the opinion that a decision for the complete implementation of 8.33 kHz in all classes of airspace in 2009 will likely postpone the point of saturation to 2015. In their view this should be sufficient. Some administrations are of the view that this will happen before 2015. Furthermore, considering the typical timeframe it takes to develop a new aeronautical system (decision on technology, initiation of standards, validation of standards and adoption of standards), it can be expected that the initial implementation for such a system will not to take place before 2016 and a full implementation between 2020 and 2025. This implies that a solution supporting voice requirements for the time gap between 2008 and the implementation date for a significant deployment (at least 50 %) of the new system should be found and that such a gap solution might also need a new frequency allocation at WRC 2007. The way to solve the imminent congestion problem in the VHF band in the transition period between now and when the new AM(R)S system becomes available in circa 2016 is under study in Europe. A number of programmes are underway that will provide temporary alleviation to the VHF communications band for the next decade. Initiatives include: 1) frequency optimisation of the legacy VHF band (from 25 kHz towards a 8.33 kHz channel separation); and 2) improving Air Traffic Service exchange through Data Links.

The band 112-117.975 MHz (the VOR band)

The study conducted indicates that it could be feasible on a pure spectrum management point of view to release to stop using a part of the current ARNS band between 108 - 117.975 MHz for navigation purposes to provide extra spectrum for the VHF AM(R)S. The proposed shifting of system shall not place additional constrains to the broadcasting service in the band below 108 MHz. [Taking into account operational and technical issues, it might be possible to move some existing VHF communications services into a part of the VHF navigation band (108 – 117.975 MHz) thus providing some relief for VHF communications congestion. For example, data link systems could be concentrated in the navigation band using the new allocation.] In any case the existing and future frequency requirements for navigation (VOR and GBAS) systems and possible surveillance applications (VDL Mode 4) should be guaranteed. In order to prevent additional constrains to the broadcasting service any new allocation in this Band shall be subject to Resolution 413. - 5 -

Currently there is no non ICAO systems operating in the band.

The band 960-[1164] MHz (part of the DME band) Editorial note: There where two proposals presented to the Toulouse meeting and a decision which proposal has to be accepted or worked on, has to be made at the next meeting of PT3. [Proposal 1: Due to current experience it seems that, systems using pulse signal are compatible with DME equipment and that studies on a potential AM(R)S system within the DME band 960-1164 MHz need to be conducted. It has to be noted: - that any additional allocation in the band 960-1215 MHz shall be carefully studied in order to protect, to the maximum extent possible, the spectrum for the use of the JTIDS-MIDS system, [- that compatibility studies have also to be performed with one military tactical telecommunication system, standardised by NATO, and operating within part of the DME band under national frequency clearance agreement between military and civil aviation authorities, - that the continuation of the operation of JTIDS/MIDS in Europe, as mentioned in the European Common Allocation Table, should be guaranteed,] - that any additional allocation in the band 960-1215 MHz shall be carefully studied in order to protect to the maximum extent possible the spectrum for the use of the JTIDS/MIDS system, in order to allow continuation of its operation in Europe, as mentioned in the European Common Allocation Table. Reasons: To align the CEPT background with the military preliminary position for agenda item 1.6 expressed during the last FMSC PWG meeting (March 2006). - that not all system operated in this band under the radionavigation service are subject to standard and recommended practices published in Annex10 to the convention on international civil aviation. - that other systems, such as Universal Access Transceiver (UAT) are planned in this band - the fact that the lower DME band (960-977 MHz) is not extensively used.]

[Proposal 2:  Compatibility studies with ARNS (DME/TACAN) Due to cCurrent experience it seemshows that, systems using pulse signals are compatible with DME/TACAN equipment and that studies on a potential AM(R)S system within the DME band 960-1164 MHz need to be conducted.On the strength of this experience, studies show that it is possible to design new AM(R)S system that will be compatible with current ARNS systems (DME/TACAN). Accordingly ICAO will be in a position to standardize a new AM(R)S system compatible with these systems. Furthermore in order to avoid any new AM(R)S system non conforming to ICAO standard which may raise compatibility issue with ARNS it is proposed to limit the new allocation to ICAO systems only.  Compatibility with JTIDS/MIDS - 6 -

No studies have been performed, and cannot be discussed in ITU-R. However, administrations having interest in this matter, have national frequency clearance agreement in place to ensure that any evolution of the use of the DME band will take into account the protection of the JTIDS/MIDS system. It has to be noted: [- that compatibility studies have also to be performed outside the ITU-R process with one military tactical telecommunication system, standardised by NATO, and operating within part of the DME band under national frequency clearance agreement between military and civil aviation authorities, - that the continuation of the operation of JTIDS/MIDS in Europe, as mentioned in the European Common Allocation Table, should be guaranteed,]  Compatibility with RNSS above 1164 MHz The PDNR ITU-R M [] recommends a maximum tolerable aggregate interference level compatible with RNSS systems receivers protection. Accordingly, a hard limit of XXX is proposed to be implemented in the Radio Regulation for RNSS receiver protection.  Compatibility with mobile service below 960 MHz Studies have been performed to establish compatibility with mobile service systems operating below 960 MHz and lead to the conclusion that there is a need for regulatory provisions in order to ensure the required MS systems operating in the mobile service a protection such as AM(R)S EIRP mask, frequency guard band … This is the object of ongoing studies. It has to be noted: - that other systems, such as Universal Access Transceiver (UAT) are planned in this band - the fact that the lower DME band (960-977 MHz) is not extensively used.]

[The band 5000-5010 MHz To provide the necessary protection to the Radio Astronomy Service operating in the band 4990- 5000 MHz the band 5000-5010 MHz will not be considered. The band 5010-5030 MHz The band 5010-5030 MHz is allocated on a primary basis to the Aeronautical Radionavigation Service (ARNS) and to the aeronautical mobile satellite (route) service (AMS(R)S), under 5.367, making AMS(R)S subject to RR 9.21. The band 5010–5030 MHz is also allocated to the radionavigation-satellite service (space-to-Earth) (space-to- space) on a primary basis, with restrictions given in footnote 5.443B.] Editorial note: there is a need for inclusion of text explaining the NOC for both bands The band 5030-5091 MHz (the core band for MLS)  Compatibility with ARNS (MLS) The channelling requirement for MLS of 200 channels based on capacity studies made by ICAO are in ICAO Annex 10, Volume I, Chapter 3, 3.11.4.1.1. The channelling plan for 200 channels, spaced 300 kHz apart between 5 030 and 5 090.7 MHz, including the pairing with DME, is at Table A in Annex 10, Volume I, Chapter 3. As indicated in the following figure, each airport could be fitted with MLS which necessitates up to 2 MLS channels per runway. When there are for example 2 runways in a particular airport, we could meet up to 4 different MLS channels of 300 KHz. Considering that for the protection of the MLS, the spacing between 2 adjacent channels must be at least 600 KHz (2 channels), each active channel needs 1.5 MHz protection bandwidth. Therefore, in this example a maximum of 4x5=20 - 7 -

MLS channels is occupied by MLS for its protection. As a consequence, in the area of this airport, a spectrum of 54 MHz of the MLS core band (60-4x1.5MHz) could theoretically be used for ground AM(R)S applications.

Potential available frequencies for AM(R)S ground applications

Runway 1 Runway 2 5030 MHz 5090 MHz MLS MLS occupancy occupancy 1.5 MHz 1.5 MHz

Example of MLS frequency usage at a particular airport with 2 runways

 Compatibility with AMS(R)S There is currently no AMS(R)S system operating in this band therefore no characteristics available to perform compatibility studies.

The band 5091-5150 MHz (the extension band for MLS)  Compatibility with ARNS (MLS) It may be possible to use the band 5091-5150 MHz for other services than ARNS, preferably aeronautical, provided that aircraft to be fitted with MLS are equipped with an Flight Management System (FMS) capable of soft-pairing and selecting all the Nav Aids frequencies used for that MLS approach and landing. As 5091-5150 MHz band could be also a candidate band for agenda item 1.5, a link between studies for Agenda 1.5 and those for Agenda 1.6 is therefore needed.  Compatibility with AMS(R)S There is currently no AMS(R)S system operating in this band therefore no characteristics available to perform compatibility studies.

 Compatibility with FSS (up link) [Studies have shown that the impact of AM(R)S future system on FSS satellite receiver is about 0.3 % in Ts/Ts. Recommendation ITU-R S1432 recommends a limit 6% applicable to all other services (ARNS, AMS(R)S, AMS for aeronautical telemetry and security applications) than FSS. A hard limit to protect FSS satellite receiver should be defined in the radio regulation through a footnote or resolution which would also provide the process to ensure that this hard limit is never exceeded under any circumstances.]  Compatibility with AMT Studies are ongoing - 8 -

 Compatibility with security Studies are ongoing

Link between studies for agenda item 1.5 and those for agenda item 1.6 It is also noticed that the agenda item 1.6 generally deals with safety and regularity of flight requirements under an AM(R)S allocation while agenda item 1.5 generally deals with aeronautical telemetry and associated telecommand requirements under an AMS allocation. In specific cases agenda item 1.6 may additionally require AMS allocations (for instance security applications pursuant to considering d) of Res. 414). . CPG PT3 agreed to consider UAV under agenda item 1.5, pending a decision on whether this issue falls under agenda item 1.5, 1.6 or both. Security requirements Resolution 414 considers that new aviation security requirements are currently being defined internationally. In Europe currently a project called “Enhanced ATM Security for Europe’s Single Sky” is on-going. The objective of this project work is to demonstrate the feasibility for enhancing ATM security by making available key security related information in encrypted form to decision- makers. This will necessitate a radio link between ground and the aircraft [and the technology being validated is that adopted for IMT-2000.] [Studies and flight trials have been undertaken to validate the use of adapted1 IMT-2000 standards (W-CDMA and IS-95). Systems conforming to these adapted standards have been investigated in the band 5091-5150 MHz using analysis, simulation and validation through flight trials. The work concluded that adapted IMT-2000 systems operating in this band could well satisfy the infrastructure requirement.] Editorial note: a proposes was made to delete the square brackets above and the note and editorial note blow

[* note: the last part is placed in square brackets, awaiting confirmation of these conclusions. Editorial note: Further text may be added concerning the propagation conditions for the various frequency bands, and the resulting (economic )consequences regarding coverage areas.]

Resolution 415 (WRC-03) Resolution 415 (WRC-03) concerns the ‘study of current satellite frequency allocations that will support the modernization of civil aviation telecommunication systems’. The resolution was drafted during WRC-2003 due to a proposal from Kenya and Uganda concerning for the modernization of communication systems that will allow the developing countries to fully participate in the ICAO programme of developing Communication, Navigation, Surveillance and Air Traffic Management systems (CNS/ATM) to enhance the safety and efficiency of civil aviation. In the work in ITU WP8D, two main issues are identified: a) the use of VSAT systems to overcome shortcomings in terrestrial ground-ground communication systems; and b) the use of (generic) mobile satellite systems that could support aeronautical CNS/ATM communications.

1 For example, Doppler shift compensation - 9 -

With regard to the use of VSAT systems ITU WP8D is investigating the development of an ITU-R Recommendation, Handbook or Report or other agreed documentation. With regard to the use of (generic) mobile satellite systems that could support aeronautical CNS/ATM communications, it should be noted that current satellite systems offering CNS/ATM services operate in L-bands spectrum (1525-1559 MHz/ and 1626.5-1660.5 MHz) which isare allocated on a primary basis to the MSS. Currently, CNS/ATM applications constitute a relatively small part of the MSS spectrum requirements in these bands with a total of about 2x3.5 MHz of spectrum being used for aeronautical services. The spectrum requirements for AMS(R)S are ensured through No. 5.357A which provides priority to accommodating the spectrum requirements of the aeronautical mobile-satellite (R) service providing transmission of messages with priority 1 to 6 in Article 44. To date, the spectrum requirements of CNS/ATM have been met while also giving flexibility to allow for other uses of the spectrum by MSS systems. Bearing in mind: a) that No. 5.357A gives priority to the spectrum requirements of AMS(R)S safety services in [2x10 MHz of L-band parts of the above mentioned] spectrum, and b) the current use by AMS(R)S safety services is significantly less than this, there is no need to modify the existing regulatory provisions applicable to L-band MSS spectrum. There are opposite opinions whether or not proposals for new allocations to AMSS are allowed under this agenda item. During the development of Resolution 415 at WRC-2003 the understanding of this resolution was to examine the possibility of broadening the services and applications of the use of current satellite frequency allocations in order to allow the expansion of ICAO CNS/ATM systems that can also support other non-aeronautical telecommunication services. The possible need of new allocations in satellite frequency bands is therefore not part of this Resolution. This was also recognised by ITU- R Working Party 8D at its first meeting in November 2003. In relation to Resolution 415, CEPT is not in a position, under Agenda Item 1.6, to support proposals for new allocations to AMSS. However CEPT supports, according to Resolution 415, studies on the possibility to broaden the services and applications which may use the current satellite frequency allocations. With regard to the phrase “possibility of broadening the services and applications of the current satellite frequency allocations“ of Res. 415 (WRC-03) the view was expressed by some Administrations that this could make radio services more generic in areas where certain restrictions are put against these radio services (i. e. FSS to be used by radio applications of the [A]MSS). This can be done in the space to Earth direction on a non interference basis and will not cause any interference problems to incumbent services. Hence new radio applications could be implemented to ease the communication needs of the civil aviation. - 10 -

List of relevant documents - Recommendation ITU-R S.1432 - Report of the meeting of ITU-R WP8D, November 2003 (Document 8D/49) , page 20 and 21). - Report of the meeting of ITU-R WP8B, September 2004 (Document 8B/98, page 13, and Annex 7). - Report of the meeting of ITU-R WP8D, September 2004 (Document 8D/122, page 12, 13, 17, 25 and 26). - Document PT3 (05) 016 Aeronautical Mobile Spectrum Model. - Document PT3 (05) 029 Propagation Losses in the L band and the C band. - Report of the meeting of ITU-R WP8B, April 2005 (Document 8B/182, page 9, and Annex 7). - Report of the meeting of ITU-R WP8D, April 2005 (Document 8D/205, page 15, and Annex 25). - Document PT3 (05) 017 Brief on applied methodology to calculate AM(R)S bandwidth requirements - Document PT3 (05) 018 Presentation on BW calculation model - Document PT3 (05) 019 AMS and AM(R)S requirements for UAV’s - Document PT3 (05) 067 Civil Aeronautical Security Requirements. - Report of the meeting of ITU-R WP8B, September 2005 (Document 8B/300, page 15, and Annex 18). - Report of the meeting of ITU-R WP8D, September 2005 (Document 8D/274, page 23 and 24, and Annex 12). - European Commission, Radio Spectrum Policy Group, Draft Opinion on WRC-07 Document RSPG 05-103rev.1, dated 17 November 2005. - 8D/TEMP/199(Rev.1) Preliminary Draft CPM text for WRC-07 agenda item 1.6 (Resolution 415 (WRC-03)) - Report of the meeting of ITU-R WP8D, February 2006 (Document 8D/353, page 16 and 17, and Annex 16). - Report of the meeting of ITU-R WP8B, March 2006 (Document 8B/xxx, page xx, and Annex xx). (8B/TEMP/xxx (Rev.x) Preliminary Draft CPM text for WRC-07 agenda item 1.6 (Resolution 414 (WRC-03)) - Document PT3 (06)012 “European Aeronautical Common Position” - ITU-R (Document 8B/429 Working document towards a preliminary draft new Report on AM(R)S sharing feasibility in the 960-1 164 MHz band - -ITU-R (document 8B/240) Civil aeronautical security requirements - - 11 -

Actions to be taken

Summary of studies already completed and to be done

5 030-5 091 MHz

COMPATIBILITIY TRANSMITTERS STUDIES ARNS AMS(R)S AM(R)S/1.6 AMS/AMT

S ARNS 3 1 PDNR ITU-R M [MLS-AMS] R E V

I AMS(R)S 3 1 1.5 E

C (no AMS(R)S characteristics E

R available) AM(R)S/1.6 2 1 1.5 and 1.6 AMS(AMT) 2 1.5 1.5 and 1.6 (no AMS(R)S characteristics available)

1 : Is expected Not needed as they are to be performed by ICAO 2 : Not needed as Footnote 5.444 give the priority to MLS. 3 : Not needed as already done in the RR Completed or not needed Already started

5 091-5 150 MHz

COMPATIBILITY TRANSMITTERS STUDIES ARNS AMS(R)S FSS AM(R)S/1.6 AMS/AS AMS/AMT

S ARNS 3 3 1 1.5 or 1.6 PDNR ITU-R M R

E [MLS-AMS] V

I See if PDNR ITU-

E R M [MLS-AMS] C

E is applicable R AMS(R)S 3 3 1 1.5 or 1.6 1.5 (no AMS(R)S (no AMS(R)S characteristics characteristics available) available) FSS 2 3 Report ITU-R Report ITU-R M Report ITU-R M M [FSS-AMS] [FSS-AMS] [FSS-AMS] See if a PDNR See if a PDNR is See if a PDNR is is needed needed needed AM(R)S/1.6 2 1 1.6 1.5 or 1.6 1.5 AMS/AS 2 1.5 or 1.6 1.5 1.6 1.5 or (no AMS(R)S 1.6 characteristics - 12 -

available) AMS/AMT 2 1.5 1.5 1.6 1.5 or 1.6 (no AMS(R)S characteristics available)

1 : Is expected Not needed as they are to be performed by ICAO 2 : Not needed as Footnote 5.444 give the priority to MLS. 3 : Not needed as already done in the RR Completed or not needed Already started

 To continue and complete the studies to see if part of the bands 112-117.975 MHz, 960 -1024 1164 MHz, 5010-5030 MHz, 5030 -5091 MHz and 5091-5150 MHz could be envisaged for an additional allocation for AM(R)S. As the bands 5030-5091 and 5091-5150 MHz could be also a candidate band for agenda item 1.5, a link between studies for Agenda 1.5 and those for Agenda 1.6 is therefore needed.  To study compatibility between a possible AM(R)S communication system (1.6) and the existing ARNS systems: o -Geographical separation o -Frequency separation o  To study possible solutions for compatibility issues between a possible AM(R)S communication system (1.6) and a possible AMS for Telemetry/Telecommand system (1.5) in the 5030-5091 and 5091-5150 MHz band: o -Geographical separation o -Frequency separation o -  To further study and specify the security requirements and to quantify the spectrum required to fulfil those requirements.

 To study how to define ‘security requirements’ and AOC, especially in the light if those requirements have to be considered as a safety service (AM(R)S) or have to be considered as a non-safety service, in which case a secondary AMS allocation would be sufficient.  To provide more accurate the current occupancy / utilisation of the above candidate bands. The results of a study in this regard, presently undertaken by Eurocontrol, are expected to be available in the 1st quarter of 2005 (ref ECC CPG (2004) 031). The outcome of the study will be presented in a Aeronautical Table of Spectrum Allocation and needs to include all the bands currently available for use by aeronautical systems, and needs clearly identification of the current and planned usage of all these bands. - 13 -

 To further study the range limitations of a potential new communication system in the band 50915030 -5150 MHz.  Prepare input for studies within the framework of ITU.  Consider carefully the results of the studies of ITU-R,  Consider carefully the results of the European Aviation Aeronautical Spectrum Frequency Consultation Group,  Consider carefully the results of ICAO and other regions.  Carry out studies in accordance with the requirements of Resolutions 415.  Study the propagation conditions for the various frequency bands, and the resulting (economic) consequences regarding coverage areas. - 14 -

Proposals from outside CEPT

European Union interest Future spectrum needs for aviation (A.I. 1.5,1.6)

The changing needs for spectrum dedicated to aeronautical systems will be debated at the next Conference, notably the requirements of line-of-sight air-ground communications, where the allocated VHF band in Europe might reach saturation by 2008, as well as the spectrum requirements of aeronautical telemetry systems, including for UAVs (Unmanned Aerial Vehicles).

The European Union’s interests in this area will need to be protected (EU Single Sky policy) and the aeronautical sector provided with sufficient spectrum to plan the required capacity growth to overcome congestion, while increasing safety, and at the same time promoting the timely introduction of more spectrum-efficient technologies in this sector2. The formal relationship established between the European Commission and Eurocontrol3, and the creation of the European Aviation Safety Agency4, ought to be employed to help translate policy objectives into technical positions for WRC-07.

The priority should be to make maximum use of spectrum already allocated for aviation, given the increase of efficiency expected by technological development and the difficulties of gaining international agreement to access new bands. It is recognised that the parallel operation of old and new aeronautical systems is unavoidable taking into account the need for global migration to new technologies and the delays that can be expected in developing countries. Opinion 4: Every effort should be made to meet the needs of the aeronautical community at WRC- 07 in order to implement the Single European Sky objective (substantial increase in capacity), taking into account the following:

 priority should be given to making maximum use of spectrum already allocated for aviation, given the increase of efficiency expected by technological development and the difficulties of gaining international agreement to access new bands;

 where consideration has to be given to additional allocations, the potential impact on other services must be considered in the light of the policies and priorities afforded to those services.

 the parallel operation of old and new aeronautical systems, although unavoidable taking into account the need for global migration to new technologies, should be kept to the minimum.

The European Commission will report the opinion to the Council and Parliament. The expectation is that the item WRC-07 will be on the agenda of the RSPG again in October 2006.

2 These requirements are explicitly addressed in recital 17 of Regulation (EC) No 52/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network. 3 Council Decision 11053/02 AVIATION 121 of 17 July 2002. 4 See http://www.easa.eu.int/index.html - 15 -

Regional telecommunication organisations

APT Preliminary views (last update 18 April 2006): With regard to Resolution 414 (WRC-03):

APT Administrations support global allocations to the aeronautical mobile (R) service in the frequency bands 960-1 164 MHz and 5 091-5 150 MHz if shown to meet global CNS/ATM requirements and future trends on the basis of compatibility with the existing services and it cannot operate in existing aeronautical mobile (R) spectrum.

In the 5 091-5 150 MHz band compatibility will be required with FSS Earth-to-space feeder links. Some Administrations in APT has operational feeder links in this band. It is also recognized that there is a need to maintain compatibility with services in adjacent bands. In particular, any allocation changes in the 108-117.975 MHz band must be compatible with terrestrial broadcasting systems and place no additional constraints on the broadcasting service in the band 87- 108 MHz. The frequency band 5 000-5 030 MHz is allocated to RNSS and is either currently used or is to be used by some systems. If this band were to be considered for the provision of AM(R)S services it has to be ensured that it does not place any additional constraint on RNSS systems. In the event that spectrum is made available for use by UAVs, APT Administrations are of the view that appropriate spectrum should also be made available for telecommand purposes to facilitate the safe operation of UAVs,subject to not adversely affecting existing or planned services. One Administration also supports a global allocation to the aeronautical mobile (R) service in the frequency bands 116-117.975 MHz. Another Administration does not support the allocation of the aeronautical mobile (R) service to 960-1 024 MHz due to its extensive use of this band for Distance Measuring Equipment (DME). With regard to Resolution 415 (WRC-03): APT Administrations are of view that 1. existing Fixed Satellite Service (FSS) spacecraft and appropriate earth stations can be used to create, augment or enhance infrastructure to support civil aviation telecommunications services, including non-safety related ICAO CNS/ATM applications.

2. the use of satellite-based facilities in connection with civil aviation applications will contribute to the overall improvement of the aviation communications infrastructure in developing countries and remote areas. However, it should be ensured that these applications are consistent with existing satellite frequency allocations.

3 guidance material in the form of an ITU-R Recommendation or handbook should be prepared detailing the spectrum management issues associated with using VSAT networks for aeronautical telecommunication applications, noting that this spectrum may also support other non-aviation users.

One Administration expressed itstheir support to the allocation of the following bands for the use of the aeronautical mobile-satellite service on a secondary basis: - 16 -

Region 1: 10.7-11.7 GHz and 12.5-12.75 GHz (s-E) Region 2: 10.7-12.2 GHz (s-E) Region 3: 10.7-11.7 GHz and 12.2-12.75 GHz (s-E), as the companion downlink allocation to the existing AMSS uplink allocation in the band 14 14.5 GHz, providing such allocation does not have any adverse impact on existing services in these bands. This allocation is not intended to be used for aeronautical safety-of-life ICAO CNS/ATM communications.

One Administration expressed different view that does not support the opening of the issue relating to the secondary 14 GHz uplink allocation to AMSS adopted by WRC-03. Such allocation to the uplink AMSS was done with considerable difficulties at WRC-03 under Agenda Item 1.11 of the Conference. Now that, by a way of consensus, the uplink allocation is made, we do not support any argument that one needs to allocate a secondary downlink at 10-11 GHz to complement the above- mentioned uplink. The agreement reached at WRC-03 for the uplink on 14 GHz, secondary basis, was on the assumption that its associated downlink would operate under RR 4.4

African Group (last update 15 December 2005): No information available.

Arab Group position (last update 15 December 2005): No information available.

CITEL Preliminary views (last update 15 December 2005): Canada: In general, within the ITU-R, Canada intends to participate in the studies relevant to this agenda item. Resolution 414 (WRC-03):

Brazil and the United States:

Brazil and US are of the view that there is a need to maintain compatibility with services in adjacent bands. In particular, any allocation changes in the 108-117.975 MHz band must be compatible with terrestrial broadcasting systems and place no additional constraints on the broadcasting service in the band 87-108 MHz

1. The United States view is that current aviation communication bands are severely congested. In addition, recent experience has shown that evolving technology for navigation and surveillance functions may necessitate allocations that are more encompassing than simply the aeronautical radionavigation service (ARNS). As a result, the United States anticipates supporting the addition of AM(R)S allocations in some frequency bands depending on the results of ITU-R studies.

2. The United States will investigate, as a first step, the bands currently available for use by aeronautical systems in the frequency range between 108 MHz and 6 GHz. Should this investigation not lead to - 17 -

satisfactory results, then the United States will seek to further investigate the frequency bands currently not available for use by aeronautical systems, subject to not constraining the existing and planned use of such bands, taking account of existing use and future requirements in these bands; 3. The United States is of the view that investigation may be necessary to accommodate the requirements for aeronautical systems in the band 5 091-5 150 MHz, including the possibility of fixed service links limited to aeronautical applications at airports. In this regard the United States will seek to ensure that the operations of the existing FSS consistent with 5.444A are taken into account. Resolution 415 (WRC-03): Brazil: Brazil is of the view that any allocation in appropriate portions of the 10/11/12 GHz to correct the existing regulatory anomaly e.g. the lack of a formal downlink (s-E) component for the secondary AMSS (E-s) allocation in the band 14-14.5 GHz should preferentially be placed on a worldwide harmonized basis.

US: 1. Supports the use of the Global Positioning System (GPS) as a constituent element of the GNSS.

2. That existing Fixed Satellite Service (FSS) spacecraft and appropriate earth stations can be used to create, augment or enhance infrastructure to support civil aviation telecommunications services, including non-safety related ICAO CNS/ATM applications.

3. The use of satellite-based facilities in connection with civil aviation applications will contribute to the overall improvement of the aviation communications infrastructure in developing countries and remote areas while at the same time could allow ready access to Internet based services for other purposes. However, since these applications are already consistent with existing satellite frequency allocations and can be supported by existing or planned satellite networks, no action from WRC-07 is required in this respect.

4. That the extension of broadband digital access to aeronautical platforms is a necessary step in the modernization of civil aviation telecommunications systems and that this extension can be facilitated through the Aeronautical Mobile Satellite Service (AMSS) operating in the 14/11/12 GHz bands. There is currently no AMSS downlink allocation and downlink signals operate under RR 4.4 in the 11/12 GHz band. The matching of the secondary AMSS uplink in the 14 GHz band with a secondary downlink allocation in the 11/12 GHz band would aid in the acceptance and standardization of these non-safety applications for aviation use.

Canada Canada is of the view that there is a need for a modification to footnote 5.504A to clarify that aircraft earth stations in the secondary AMSS must not be used for transmission of messages having priority 1 to 6 in Article 44 of the Radio Regulations."

RCC Position (last update 15 December 2005): Resolution 414 In determining the frequency bands for introduction of new systems of the aeronautical mobile (R) service (AMS(R)), first of all, it is necessary to consider the frequency bands already allocated to aeronautical mobile service on a primary basis. - 18 -

Decision on additional use of any frequency band by the systems of aeronautical mobile service should be taken on the basis of the proved requirements, including ICAO requirements, provided that new requirements cannot be satisfied within the framework of existing allocations.

Additional allocations for the aeronautical mobile service of the bands already allocated to the aeronautical services may be supported only in case when the aeronautical systems of the radiodetermination and aeronautical mobile satellite services are not affected or are protected.

The band 5091-5150 MHz may be considered as a “candidate” band for the new allocation to the aeronautical mobile service if sharing with MLS to be provided.

The allocation of the band 1164-1215 MHz to the aeronautical mobile service is not supported, as far as this band is used by the RNSS systems for safety purposes.

Resolution 415 Studies should be based on the ICAO requirements since this agenda item considers the modernization of civil aviation telecommunication systems ICAO CNS/ATM.

International organisations

ICAO Position (last update 15 December 2005): Resolution 414 To support global allocations to the aeronautical mobile (R) service in portions of the aeronautical radionavigation service (ARNS) frequency bands between 108 MHz to 6 GHz, if shown by aviation studies that these meet global CNS/ATM requirements. Use of the AM(R)S allocations shall be limited to systems which operate in accordance with recognized international aeronautical (ICAO) standards. Compatibility issues with regard to aeronautical radionavigation systems, operating in accordance with recognized international aeronautical (ICAO) standards will be addressed in ICAO and will be part of the development of relevant Standards and Recommended Practices (SARPs) for the communication systems. Compatibility issues with regard to other services to which the bands are allocated will be addressed in the ITU-R as appropriate. To support an appropriate provision allowing the use of frequency 978 MHz by the UAT system, subject to its standardization by ICAO, as required. No change to the current allocation in the band 5 030 - 5 091 MHz since this band is required to satisfy the requirements of the aeronautical radionavigation service (MLS). No change to the current allocations in the bands 108 - 112 MHz and 328.6 - 335.4 MHz. To support the identification and allocation of suitable spectrum to support the safety service related aspects of UAV operations provided they do not adversely affect existing or planned aeronautical systems. Resolution 415 To support appropriate regulatory measure, preferably in the format of an ITU-R Recommendation attached to the Radio Regulations which recognizes that VSAT networks operating in the fixed satellite service can also be used for aeronautical safety applications. This includes provisions for the necessary priorities for aeronautical telecommunications when aeronautical VSAT networks are also being used to provide non-aeronautical telecommunications. Support, where applicable, the inclusion of an allocation on a secondary basis for the AMSS (space- to-Earth) to provide for the complimentary component of the secondary allocation to AMSS (Earth- - 19 - to-space) in the band 14 - 14.5 GHz. This secondary allocation is not intended to be used for aeronautical safety service ICAO CNS/ATM communications.

IATA Position (last update 15 December 2005): On the CEPT relevant items, the IATA position is in line with the ICAO position.

Preliminary NATO Military Position (last update 9 March 2006):

(a) New allocations for AM(R) service applications must not adversely impact frequency resources supporting essential military requirements. (b) The identification of suitable spectrum related to safety and regularity of flights for unmanned aeronautical vehicles (UAV) is supported. (c) Any additional allocation in the band 960-1215 MHz shall be objected to in order to protect JTIDS-MIDS communications. carefully studied in order to protect, to the maximum extent possible, the spectrum for the use of the JTIDS-MIDS system.

Regional organisations

European Aviation Spectrum Frequency Consultation Group Eurocontrol has worked in close corporation with ICAO, the European Commission, NATO, IATA and the EU member states to create an independent forum for developing a common European aviation policy on radio spectrum. This forum is called the Spectrum Frequency Consultation Group (SFCG) and has been endorsed by all the above organisations to formulate the European Aviation Spectrum Strategy. It has developed a European Aeronautical Common Position (EACP) for WRC-2007 which is being worked in parallel to the IATA and ICAO positions for WRC 2007. The EACP was submitted to CPG07-3 (17 to 20 January 2005). Within the European Aviation Community plans and strategies are being developed to tackle this agenda item 1.6. In particular Eurocontrol has: - adapted the ITU Methodologies for the calculation of spectrum requirements is beinghas been adapted to the Aviation context. The adapted model has been presented to CEPT (PT3 Helsinki April 2005); - analysed the future ATM operational scenario has been reviewed with the objective of identifying associated telecommunication requirements. The adapted model has been presented to CEPT ( CPG PT3 Helsinki April 2005); -completed compatibility studies for some AM(R)S and security systems, aeronautical telemetry and fixed satellite service in the 5091-5150 MHz band. Ongoing work: - evaluation of most up to date communication technologies is being performed and assessed for suitability of use in the aeronautical context; - compatibility studies between ICAO standardised systems will be carried out within ICAO. For compatibility with non standardised ICAO systems, studies will be carried out and results expected to be available in ITU-R. by WRC-2007, with regards existing or planned systems operating under current spectrum allocations, generally ARNS in aeronautical bands and also with systems, mostly non aeronautical, operating in adjacent bands. - 20 -

Preliminary European Aeronautical Common Position (last update 12 April 2006): The Preliminary European Aeronautical Common Position (EACP) for WRC-2007 has been developed by the European Aviation Spectrum Frequency Consultation Group. The EACP was submitted to CPG07-3 (17 to 20 January 2005). With regard to Resolution 414: To support additional global allocations to the Aeronautical Mobile (R) Service to meet CNS/ATM and safety and regularity of flight requirements. To support the outcome of studies that identifies additional bands between 108 MHz to 6 GHz to satisfy long-term global CNS/ATM requirements. To support the use of aeronautical spectrum in the 5GHz band for aviation security-related and other aviation systems subject to no harmful interference to MLS. To support an allocation for AM(R)S in parts of the band 108 – 117.975 MHz providing that all operational, safety and technical issues can be satisfied. To support an allocation for AM(R)S in parts of the band 960 – 1164 MHz, subject to the outcome of studies, to meet the needs of the future ATM operational requirements while avoiding harmful interference to ARNS and military systems. To support an allocation in the band 5091-5150 MHz for UAVs, aviation security-related and other aviation systems subject to no harmful interference to MLS. No change should be made to the current allocation for in the MLS core band 5030-5091 MHz. With regard to Resolution 415: To support appropriate regulatory measures, preferably in the form of an ITU Resolution attached to the Radio Regulations that recognize that VSAT networks operating in the Fixed Satellite Service can also be used for aeronautical safety applications. To support the development of an appropriate ITU-R Recommendation that would detail the necessary technical and operating parameters for implementing satellite systems that carry aeronautical communication traffic, noting that non-aeronautical traffic may also be carried over the same system, with a view of seeking early implementation benefits.

EUMETNET Position (last update 13 April 2006): WMO urges that compatibility with related applications be ensured when new allocations for aeronautical mobile service may affect meteorological bands. EUMETNET would support new allocation for aeronautical mobile service provided that, should meteorological bands be concerned, compatibility with related applications be ensured. (doc 093 EUMETNET)