European Aeronautical Common Position WRC 2012

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1 Ref. Ares(2015) /04/2015 COVERNOTE UAS SPECTRUM POSITION PAPER FOR European Aeronautical Spectrum Frequency Consultation Group (ASFCG) European Aeronautical Common Position WRC 2012 This is an extract of the final draft of the EACP on UAS spectrum requirements for the WRC The common position paper still needs to be endorsed by the ATM Advisory Board.

2 (DRAFT) European Aeronautical Spectrum Frequency Consultation Group (ASFCG) European Aeronautical Common Position WRC 2012 Introduction Aviation uses globally harmonised radio frequency spectrum allocations for communications, navigation and surveillance in order to provide a safe and efficient global transport system. Hence the spectrum used by aviation must be free from harmful interference to guarantee the integrity of its systems. Aviation s spectrum is allocated at periodic World Radio communication Conferences (WRC), the next being in This process ensures that aviation s operations are harmonized and standardized intern ationally, thus supporting safe and regular flight throughout the world. The outcomes of WRCs have treaty status for the signatory States. WRC 12 includes a number of issues of importance to aviation including: Spectrum requirements to support safe oper ation of unmanned aircraft systems in non -segregated airspace. Further regulatory measures to facilitate introduction of new aeronautical mobile route service (AM(R)S) Assurance of long-term spectrum availability and access to spectrum to meet requirements for aeronautical mobile satellite route service AMS(R)S in the 1.5/1.6 GHz band while retaining the generic allocation to mobile -satellite unchanged. Several other agenda items which may also affect aviation to a varying degree will also be addressed. The evolution of aeronautical systems, to support demand growth, is highly dependent upon the availability of radio spectrum. It is therefore essential to ensure that International radio regulation reflects this need. Radio Spectrum vital for European growth The demand for access to airspace is continuously increasing. Total world airline scheduled passenger traffic in terms of passenger -kilometers is expected to grow at an average annual rate of 4.6 per cent up to the year 2025, with European traffic increasing at 4.3 per cent for the same period. [Ref: Outlook for Air

3 Transport to the Year 2025 (Circular 313) ]. It is specifically forecast that there will be 11.5 million Instrument Flight Rule (IFR) movements in the European area in 2016, 22% more than in 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 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 ma y need to be broadened or additional aviation spectrum allocations sought to meet this demand. While it is expected that WRC 12 will be able to address a majority of these requirements, consideration by future conferences (WRC -15 and beyond) will be necess ary to fully meet the future aviation requirements. Singe European Sky (SES) The Single European Sky programme has been established to enhance European aviation s ability to operate more efficiently and cohesively through the introduction of new technologies and processes that will deliver: improved air traffic management; more productive use of the European airspace; reduced delays; reduced emissions. Appropriate radio spectrum is essential to support new SES procedures and systems and realize the efficiency benefits of the programme. Agenda Item 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). Discussion: Unmanned Aircraft Systems ( UAS) enable an Unmanned Aircraft (UA) to be piloted remotely over significant distances, as well as work at shorter ranges either within or out-of-sight of the remote pilot. UAS are meeting a number of national requirements; however their operations are currently limited to segregated airspace where separation from other users can be guaranteed.

4 Whilst there is presently not an extensive market for UAS in civil and commercial applications in Europe since this is dependent on the evolution of a number of factors; it is expected that sales will increase significantly over the next 10 years, stimulated by events such as the 2012 Olympics. In order to allow this technology to be developed further and maximise the potential benefits, UAS will need access to all airspace. Specifically it must be ensured that UAS integrate seamlessly into current ATC procedures and ensure essential levels of safety. UAS will require high integrity communications link(s) between the UA and remote control centres capable of relaying the necessary air traffic control messages as well as command and control data. In addition, sense and avoid functions may require new sensors on the UA to provid e situational awareness. Initial estimates show that UAS will need 34 MHz for terrestrial links between the UA and the control station (CS) and 56 MHz for satellite links. UAS spectrum 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 route service (AM(R) S), aeronautical mobile satellite route service (AMS(R)S) or the aeronautical radionavigation service (ARNS), in order to receive the sufficient status and protection from harmful interference as demanded by safety of life applications. This agenda item therefore seeks to identify the spectrum requirements necessary to support the safe operation of UAS in current and future airspace structures. A number of existing allocations to the aeronautical mobile (route) service and aeronautical mobile satellite (route) service such as the allocation in the frequency ranges MHz and MHz might provide some of the capacity required, although issues with existing and planned systems need to be resolved. Existing AM(R)S, AMS(R)S and ARNS allocations should be examined to check whether they can provide suitable bandwidth without compromising non -UAS aeronautical systems before n ew allocations to these services are considered. 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 t he payload, specifically excludes the allocation of payload spectrum at WRC -12.

5 Command and Control For UAS to safely integrate into non -segregated airspace, the remote pilot must be able to reliably monitor the status of the UA, pass control instruc tions to that UA, and also interact with the relevant air traffic controller. For UASs operating in a localized area this might be provided by a line -of-sight link. However, for UASs intending to operate beyond terrestrial radio line -of-sight may require the use of a combination of a terrestrial radio network and/or a satellite network. Relay of Air Traffic Control (ATC) Communications Safe operation of all aircraft depends on communication with ATC. If the pilot in command is not in the aircraft, this me ans, for the ATC system 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. Sense and Avoid (S&A) UAS will need advanced techniques to detect and track nearby aircraf t, terrain and obstacles to navigation in order to avoid these to the same degree as that achieved by manned aircraft. These advance techniques may require 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 applicati ons are kept to a minimum. ICAO is expecting to develop Standards and Recommended Practices (SARPs) for UAS communications systems. In order to develop SARPs, spectrum for UAS for safety and regularity of flight, and in particular when the UAS operates in civil airspace, spectrum will need to be accommodated under an allocation to the aeronautical mobile (R) service (AM(R)S, aeronautical mobile satellite (R) service AMS(R)S, or the aeronautical radio navigation service ARNS, in order to receive sufficient status and protection from harmful interference. To use an allocation of a relevant parent service (e.g. use of the mobile satellite service MSS for the provision of an aeronautical mobile satellite (R) service) then a footnote is needed. Such a footnote must clearly identify the band being used to provide the aeronautical safety service as well as the appropriate level of priority and pre - emption. Other provisions may also be required. If a new AM(R)S allocation is made in the band MHz, the existing coordination mechanism for AMS(R)S in that band (i.e. No. 9.21) should be

6 reviewed and perhaps replaced. Such a modification may facilitate effective coordination between those services. Coordination with existing ARNS will also need to be considered. EACP Position 1.3: To support, based on the results of studies, any modification to existing allocations or new allocations required to accommodate UAS operations in nonsegregated airspace while maintaining the safety and regularity of flight o f all types of aircraft. In order to ensure and facilitate safe and seamless integration of UA in the European airspace, support the use of aeronautical safety spectrum, (e.g. AM(R)S, AMS(R)S and ARNS). Support the agreed spectrum requirement for terrest rial and satellite safety spectrum (e.g. AM(R)S, AMS(R)S and ARNS) for the provision of ATC relay, C 2 and S&A. To ensure that any new or existing AM(R)S, AMS(R)S and ARNS allocations planned to be used for UAS command and control (C 2 ),, ATC relay and sens e and avoid (S&A) in non-segregated airspace do not adversely affect existing aeronautical systems To oppose any use of this agenda item to seek new spectrum allocations to meet payload requirements.

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