Working paper

International Civil Aviation Organization WORKING PAPER

ACP-WGWF/WP-01

1. 
   INTRODUCTION
   
   1. 
      WRC-12 agenda item 1.3 calls for the consideration and possible regulatory actions needed to address the command and control/sense and avoid/air traffic control (ATC) relay needs of Unmanned Aerial Systems (UAS). A study has now been completed that has identified the need for 34 MHz of terrestrial and 56 MHz of satellite spectrum to support these needs, noting that the 56 MHz of satellite spectrum includes both the link between the UAS and the satellite as well as the UAS pilot and the satellite. ...
      
2. 
   discussion
   
   1. 
      Having identified the amount of spectrum required, the next step is to identify the relevant service(s) under which this requirement needs to be accommodated, whether current allocations to that service(s) are sufficient or whether new allocations are required.
      
   2. 
      Currently within Working Party 5B there is a debate as to whether UAS spectrum requirements for command and control/sense and avoid/air traffic control (ATC) relay need a safety service allocation or not. This debate would appear to be driven by a concern from the military that if safety spectrum is required then they will be forced to fit additional systems to their UAS in order to operate in non-segregated airspace.
      
   3. 
      Whether there is a requirement for military UAS systems to fit systems that operate in bands allocated to safety services or not is a debate that needs to be had but is not an issue for the ITU. Therefore in order to clarify the situation and allow a potential loophole that can accommodate whatever the future decision is with respect to military needs, the ITU solution should specify that the solution applied to civil UAS. This would be consistent with the fact that ICAO SARPs exclude State aircraft.
      
   4. 
      In order to address this issue the UK CAA have proposed the attached paper as a UK contribution to ITU WP5B.
      
3. 
   ACTION BY THE MEETING
   
   1. 
      The ACP WGW is invited to:
      

• 
  Review the proposed contribution
  
• 
  Provide any comments that can be taken into consideration in the final document
  

Article I.

Radiocommunication Study Groups
Received:	Document 5B/-E
	April 2010
	English only
United kingdom of Great Britain and Northern Ireland
Working document TOWARDS DRAFT CPM TEXT ON WRC-12 AGENDA ITEM 1.3

1 Introduction

Article II.2 Discussion

For the terrestrial links there appears to be general agreement that the most appropriate allocation would be to the aeronautical mobile (R) service (AM(R)S), however there are some suggestion that a mobile or aeronautical mobile service might also be applicable.

For satellite spectrum the case is less clear. The obvious solution would be an allocation in the aeronautical mobile satellite (R) service (AMS(R)S) to cover the link between the UAS pilot and the satellite. Additionally it has been suggested that other services such as the mobile satellite service, aeronautical mobile satellite service or fixed satellite service could be used.

ICAO in their position to the 2011 World Radiocommunications Conference indicate that any “allocation 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…”. In the commentary to the position they also clearly indicate that the choice of service allocations is to ensure that communications related to UAS operations in non-segregated airspace receives sufficient status and protection from harmful interference. The UK supports the principle that, any spectrum used in support of UAS operations in non-segregated airspace should be in spectrum that is clearly identified for safety of life services and hence afforded the status and protection requested by ICAO.

Whilst in principle any service can be used for the provision of a safety of life service it is generally accepted that the only services regarded as safety of life are those that carry such information on a continuous basis such as AM(R)S, ARNS or AMS(R)S. In order to offer the status and protection requested by ICAO to any other potentially appropriate service would require some additional regulatory provision(s) identifying the spectrum being used to provide such a service and the fact that it should be afforded the status and protection normally associated with a safety of life service. Whilst this would be theoretically feasible existing system operators would be fearful of the potential impact on capacity of any additional provisions and hence it is unlikely to be acceptable.

The UK would therefore suggest that the only solution is use of spectrum allocated to one of the following services AM(R)S, ARNS or AMS(R)S and that a resolution, such as that attached, be adopted clearly identifying that civil UAS systems must operate under spectrum allocated to safety of life services.

Article III.3 Conclusion

• 
  The draft CPM text be amended to include the resolution shown in attachment A that indicates that civil UAS systems must operate in accordance with ICAO SARPs requirements and operate in spectrum allocated to AM(R)S, ARNS or AMS(R)S.
  

Article IV.Considering

1. 
   That Unmanned Aerial Systems (UAS) operate in an integrated manner with manned aircraft
   
2. 
   That the command and control of such systems by a ground pilot is analogous to that exercised by a pilot of a manned aircraft.
   
3. 
   That the provision of sense and avoid data to the ground pilot is analogous to the sensor data provided to a pilot of a manned aircraft.
   
4. 
   That the relay of air traffic control information provides the means of completing the communications link between air traffic control and the UAS pilot
   
5. 
   That the actions of a pilot are regarded as being part of the safety of life system
   
6. 
   That the provision of command and control and sense and avoid links between a UAS and the ground pilot can be regarded as safety of life.
   
7. 
   That when operating a UAS beyond line-of-sight from the pilot all communications will be provided via a satellite link
   

Article V.Recognising

1. 
   That whilst the definition of aeronautical mobile satellite (R) service as given in provision RR 1.33 includes the link between the UAS and the satellite, it does not cover the link between the UAS pilot and the satellite.
   
2. 
   That civil aeronautical radio systems, used for safety and regularity of flight, are internationally standardised through ICAO in spectrum allocated to recognised safety of life services.
   

Article VI.Resolves

1. 
   That terrestrial radio system used for the provision of command and control, sense and avoid as well as air traffic control relay between a ground pilot and a civil UAS shall operate in spectrum allocated to the Aeronautical Mobile (R) Service
   
2. 
   That satellite radio system used for the provision of command and control, sense and avoid as well as air traffic control relay between a ground pilot and a civil UAS shall operate in spectrum allocated to the Aeronautical Mobile Satellite (R) Service.