FINAL REPORT - Stakeholders - Ofcom

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• achievement of required data rates and latency times for ATS were expected to require the use of relatively expensive ground based electronically scanning antennae; • alternative data links in the VHF and L-Band appeared to be becoming available. Whereas these reasons are still valid, the study team feel that it may be worth revisiting the possible use of Mode S: • Mode S provides a very secure data link compared with other modes; • the spectrum is available and expected to be capable of supporting the data load; • the system is well standardised and has been demonstrated; • a mandate for Mode S enhanced surveillance would provide a level of equipage that could be upgraded to support data communication on 1030/1090 MHz channels. Implementation of data services on 1030/1090 MHz channels would alleviate the load on the VHF spectrum. 5.8 Replacement Technologies (radio, other or none) 5.8.1 Introduction There are a number of replacement technologies for which there are emerging development plans but for which standardisation and demonstration is immature. Implementation dates and, in some cases, frequency assignments, are very uncertain and probably only possible from 2012 onwards. The identified technologies are: • New satellite services including: • Next Generation Satellite Service (NGSS); • Satellite Data Link Service (SDLS); • Broadband technology; NGSS is used to refer to the LEO/MEO systems such as Iridium and Globalstar whose primary purpose was mass communications market but which initially offered aviation service. ICAO is currently considering none of these systems. SDLS is a long term ESA research programme aim at demonstrating improvements to the current AMSS. During the course of this study EUROCONTROL have commenced work on NexSat which is a proposed L-band satcom solution which includes elements of the SDLS programme. Other companies have shown interest in providing new aeronautical mobile satellite communications systems both in the existing L-band allocation and at other frequencies such as Ka- and Ku-band which do not have an aeronautical allocation. Given the embryonic nature of these systems they have not been discussed in detail. 5.8.2 Establishment of new satellite services This section considers two possible future satellite systems which could carry aeronautical traffic: • the next generation satellite system; • SDLS. Page 166
5.8.2.1 Next Generation Satellite System Next Generation Satellite System is a generic term referring to the potential aeronautical use of a number of emerging satellite system. The principal NGSS are: Iridium, ICO and Globalstar. As ICO and Globalstar no longer have plans to provide an aeronautical service, only Iridium is considered in detail. The nominal Iridium constellation consists of 66 satellites in low earth orbit (485 miles, 780km) connected by inter-satellite links, and supported by a network of gateway earth stations. The system is designed to permit voice or data to reach its destination anywhere on Earth. The relatively short relay distance reduces the delay and enhances the quality of voice transmissions. The constellation has been deployed and in operation since 1998. Each satellite covers an area 4,000 km wide. Iridium is the only system to enable communications from one handset to another without the need to be downlinked through a gateway earth station. The satellites carry out on-board switching of the calls from the handsets. A link is transferred from cell to cell and from satellite to satellite as the spacecraft orbit (approximately one earth revolution per 100 minutes). The gateways are continuously linked to at least two satellites of the constellation. Iridium currently offers an aeronautical voice and data communications service. The characteristics of Iridium are summarised in Table 5-6 below. Parameter Value Notes Service topology Point to Point Data and Voice services ATN compliance No An SNDCF could be developed Frequency band L-band, K-band, Ka- band RF Channels Four frequency subbands User Uplink 1616 – 1626.5 MHz (L- band) User Downlink 1616 – 1626.5 MHz (L- band) Feeder Uplink 29.1 – 29.3 GHz (Ka- band) Feeder Downlink 19.4 – 19.6 GHz (K- band) Inter-satellite 23.18 – 23.38 GHz (K-band) Transmitter power 1400W at source. EIRP is approx -70dBW/MHz. Modulation scheme QPSK Bit rate 2400 bps Voice and data services Channel access method FDMA, TDMA, TDD Frequency availability (allocation status) Dependencies None FCC Allocation No further action required, although frequencies are not restricted to aviation use. Table 5- 6 Characteristics of Iridium Page 167
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Ofcom Contract AY4620 Assessment of
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3.4.7 Possible New Technologies (in
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6.7.4 Regulatory and Standardisatio
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ANNEX 4 List of pertinent ITU Recom
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It is against such socio-economic i
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There appear to be no clear pattern
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General Improvements to the Spectra
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Recommendation 3.22: Ofcom should r
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internationally for decommissioning
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� The study should further ascert
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2 Introduction to Report In these e
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maritime radiodetermination and rad
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interoperability. These provisions
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• Regulation on the interoperabil
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new entrants and new technologies w
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Foperating MHz B-20dB MHz Foperatin
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Foperating MHz B-20dB MHz Foperatin
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different types of objects (aircraf
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Frequency Amplitude Frequency Ampli
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3.2.2.6 Receivers The receiver syst
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Target size (=Radar Cross Section)
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the normal requirement for 360 degr
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management and planning. They also
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3.2.5.7 Emission Masks The ITU and
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• A long term policy to replace m
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conditions, the effect of sporadic
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signals which populate the range ce
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potentially suitable band sharing s
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ecommended for future good manageme
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possible options which would reduce
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It should be noted that a number of
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3.3.3 Technology Description 3.3.3.
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amplitudes of each antenna (calcula
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separation minima to be achieved du
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summary of the most relevant standa
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Co-ordination of PRF (pulse repetit
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Parameter Value Notes Dependencies
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interconnections, plugs, pin layout
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3.3.8.2 UAT The Universal Access Tr
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Figure 3-12 shows the format and co
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Parameter Value Notes Service topol
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Technology Band/Frequency Informati
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the cost to an already saturated ch
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3.4.2.5 ILS VOR/ILS localizers are
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3.4.3 Technology Descriptions EN-RO
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Figure 3-16 - Current (and future -
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only a standard omni-directional VH
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een switched off. L1 and L2 are the
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landing. He must carry either a rad
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3.4.4.2 Loran-C Loran-C is promoted
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Recent studies in the USA have indi
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Airport GNSS Marker Beacon ILS MLS
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The demand for the L-Band GNSS freq
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Airport GNSS Aggregate EPFD limits
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3.4.6.6 L-Band DME EUROCONTROL’s
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3.4.8.5 VHF VOR VORs are predominan
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to aviation. As discussed in sectio
Page 115 and 116: 3.4.11 Conclusions and Recommendati
Page 117 and 118: Table 3-14: Summary of Developments
Page 119 and 120: Notes: • The costs are not depend
Page 121 and 122: Where technology choices do exist f
Page 123 and 124: The implementation of ADS and up an
Page 125 and 126: Maritime transport has always been
Page 127 and 128: adars operating in their vicinity.
Page 129 and 130: are a concern, however for smaller
Page 131 and 132: Though the amount of shipping traff
Page 133 and 134: 4.2.2.5 Possible New Technologies (
Page 135 and 136: 4.2.3.9 Possible Overall Spectrum E
Page 137 and 138: across the complete radar frequency
Page 139 and 140: 4.3.3.8 Possible Overall Spectrum E
Page 141 and 142: educed frequency allocation would t
Page 143 and 144: A non harmonised frequency band is
Page 145 and 146: 5 Aeronautical Communications Civil
Page 147 and 148: Within this band, 121.5 MHz and 123
Page 149 and 150: 5.3.3 Current data link technology
Page 151 and 152: absolute priority which is required
Page 153 and 154: Note that HF also carries airline o
Page 155 and 156: communication services which could,
Page 157 and 158: The figure below shows the possible
Page 159 and 160: efficient solution (this relates bo
Page 161 and 162: 5.7.2 VHF Communications Digital Li
Page 163 and 164: Parameter Value Notes Channel acces
Page 165: Parameter Value Notes RF Channels M
Page 169 and 170: As the new satellite service will s
Page 171 and 172: only power limited, and so the rang
Page 173 and 174: Parameter Value Notes ATN complianc
Page 175 and 176: Figure 5-2: Boeing Connexion system
Page 177 and 178: and incur additional aerodynamic dr
Page 179 and 180: Encourage move of HF voice to HFDL
Page 181 and 182: An illustrative example of airborne
Page 183 and 184: Illustrative value of spectrum calc
Page 185 and 186: An illustrative calculation of the
Page 187 and 188: A VDL2 channel will provide 10 time
Page 189 and 190: Recommendation 5.4: The decommissio
Page 191 and 192: 6 Maritime Communications 6.1 Intro
Page 193 and 194: following categories are amongst th
Page 195 and 196: navigational information using narr
Page 197 and 198: This standard is used around the wo
Page 199 and 200: No change in this approach is envis
Page 201 and 202: However the situation would be some
Page 203 and 204: interest to broadcasters and manufa
Page 205 and 206: 6.4.1 UK Search and Rescue (SAR) at
Page 207 and 208: 6.5.1.5 Summary As MF and HF automa
Page 209 and 210: • The class of emission, in accor
Page 211 and 212: • 415-526.5 kHz (primary or co-pr
Page 213 and 214: The United Kingdom has closed down
Page 215 and 216: 6.6.8 Allocation Sharing issues In
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in an appropriate manner. Last but
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automatic facsimile and data system
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adio-frequency technology with adva
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6.7.9 Socio-Economic Issues The iss
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The further development of GSM and
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or TETRA. Also the integration of G
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• 161.975 and 162.025 ( formerly
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Closer to home the CEPT consultativ
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6.10.3 Operational Requirements The
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for the purposes of distress and ur
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million . A digital or dual mode al
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Inmarsat was the world’s first gl
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carriage requirements for distress
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suppliers of radiocommunications eq
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Authorisations 31 , Article 6 of th
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Increasing convergence between tele
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administrations commit themselves t
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National Regulatory Authority for t
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7.2.3 Public availability of inform
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COUNTRY QUESTION 2.1.1 - National O
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COUNTRY QUESTION 2.1.1 - National O
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Principal Legal Basis (Primary Legi
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7.2.5 Change of Control Rules relat
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FIN Yes Yes No S Yes No No UK No 36
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Among the specific, identifiable co
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and charges. The results for those
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7.2.11 ITU Notification Administrat
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Frequency Management Costs Y A U No
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COUNTRY One-Off Administrative Fees
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Australia Renewal fee £2.69 per as
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COUNTRY Recurring Administrative Fe
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COUNTRY One-Off Spectrum Charges ap
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COUNTRY Recurring Spectrum Charges
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COUNTRY Recurring Spectrum Charges
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limited to vessels registered by th
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potential band sharing services. Im
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Very little use is made of the MF t
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Directive on Marine Equipment, 98/8
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8.6.4 Other AIP Issues In section 7
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ASF Additional Secondary Factor ATC
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ETRA Environment, Transport and Reg
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MF Medium Frequency (300 kHz - 3000
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RTCM Radio Technical Commission for
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ANNEX 2 Mandatory Standards Annex 2
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Band 328.6-335.4 MHz Service Aerona
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Band 1559-1626.5 MHz Service Radion
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Band 5000-5250 MHz Service Aeronaut
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Band 15.4-15.7 GHz Service Aeronaut
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Annex 2-2 Maritime Radiodeterminati
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RTCA MOPS DO 186A - MOPS for airbor
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Annex 2-4 Maritime Communications S
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ETSI STANDARDS DESIGNATION ETSI STA
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Annex 3-2 Maritime Communications E
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MARITIME SATELLITE EQUIPMENT Networ
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ANNEX 4 List of pertinent ITU Recom
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ANNEX 5 Structure of the 4, 6 and 8
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Sub-band structure of the 8 MHz mar
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5.2. receive automatically such inf
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UK Communications Act 2003 (and EC
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Annex 7-3 Aeronautical Communicatio
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Summary of the Functional and Techn
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An economic study to review spectru
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ANNEX 8 Countries in Receipt of Que
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FINAL REPORT - Stakeholders - Ofcom

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