1. Aeronautical Spectrum Management
A I R T R A F F I C O R G A N I Z A T I O N
ato
Aeronautical Spectrum Management
Aeronautical Spectrum Management Seminar
Nairobi, Kenya
September 2007
Mike Biggs, US FAA
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2. Spectrum Management Functions
Chapter 6 of the ICAO Spectrum Handbook Provides an Overview
Regulatory, Technical, Licensing and Registration Domains
Day-to-Day
Frequency Assignments
Frequency Coordination (e.g., new-system testing)
Radio Frequency Interference (RFI) Investigation/Mitigation
See separate presentation
Longer Term
Analysis of future systems
Both aeronautical and non-aeronautical systems
Spectrum Allocations
Both seeking new, and defense of existing, allocations
World Radiocommunication Conferences and Preparations
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3. Example: FAA Spectrum Engineering Services
Western
Service
Area
Central
Eastern
Tech Center
Atlantic City, NJ
Aeronautical Center
Oklahoma City, OK
Eastern Service Area
Central Service Area
Western Service Area
Director ATC Spectrum Engineering Services (AJW-6)
Manager Spectrum Assignment and Engineering (AJW-63)
Manager Spectrum Planning and International (AJW-64)
Spectrum Chief Systems Engineer (AJW-61)
Technical Operations Service Area
Frequency Management Officers
DoD Military Liaison
Manager Spectrum Business Management (AJW-62)
Manager Spectrum Testing and Engineering Analysis (AJW-65)
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4. Aeronautical Frequency Bands
Amount of Spectrum is Comparable to that Available for Maritime
Much less than that allocated for broadcast and commercial communications
General Recognition that Civil Aviation is a Global Enterprise
ICAO Convention
International Standards for Aviation Equipment (SARPs)
Safety Implications have Historically Resulted in Exclusive Bands
This model is under pressure from commercial interests
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5. E.g., Bands Supporting Aviation
190 – 285 & 285 – 435 & 510 – 535 kHz Non-directional Beacons
,000 kHz HF Communications
74.8 – 75.2 MHz NAVAID (Marker Beacons)
MHz VOR; ILS Localizer
MHz VOR; GBAS (GNSS augmentation)
MHz VHF Air/Ground Communications
& MHz Fixed, Mobile
& MHz UHF Air/Ground Communications (State a/c)
MHz ILS Glide Slope
MHz Fixed, Mobile
& MHz Fixed
MHz NAVAID (TACAN/DME, etc.); GNSS; UAT
1030 & 1090 MHz SSR (ATCRBS; Mode S); ACAS
MHz Air Route Surveillance Radar; GNSS at Ref Stations
MHz Satellite-Based Comm (To Aircraft)
MHz GNSS
MHz Satellite-Based Comm (Iridium, bi-directional)
MHz Satellite-Based Comm (From Aircraft)
MHz Fixed
MHz Airport Surveillance and Weather Radar
MHz Microwave Landing System
MHz Terminal Doppler Weather Radar
MHz Fixed
MHz Surface Detection Radar (ASDE-X)
GHz Microwave Link
GHz Surface Detection Radar (ASDE-3)
GHz Microwave Link
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6. Day-to-Day (Frequency Assignments)
Frequency Assignment Process Can Get Very Complicated. For example in the US:
Aeronautical Facilities
Communication: 14,383 facilities including 2,390 radio sites
Navigation: 11,122 facilities including 1,027 Very High frequency (VHF) Omni directional Range (VOR)
Landing: 1,375 Localizers
Surveillance: 1,882 facilities including 369 radar sites
Air Traffic Control Facilities
Air Route Traffic Control Centers (ARTCC) 21
Terminal Radar Approach Control (TRACON) 30
Air Traffic Control Towers (ATCT) 518
Automated Flight Service Stations (AFSS) 76
Certificated Airports *
Certificated airports serve Air Carrier Operations with aircraft seating more than 9 passengers seats.
37,763 frequency assignments to support these facilities!
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7. FAA NAS Airspace Complexity of Airspace
Atlanta Center Airspace 46 three dimensional cells
Each cell (called sector) has a frequency protected VHF and UHF assignment
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8. Frequency Assignments (cont)
Complex airspace and sheer number of assignments call for structured process
Standardized procedures based on equipment interference masks (e.g., ICAO standards and guidance material)
Standardized models
For more information on how this is accomplished in the United States, the FAA Spectrum Management Regulations and Procedures Manual can be found at:
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9. Day-to-Day (Frequency Coordination)
Example: Determine interference contours for new-system trials. Use simulation models to derive contours which are reflected in Notice to Airmen (NOTAMs)
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10. Longer Term (Analysis of Future Systems)
To the extent possible, ICAO addresses interference immunity of aviation systems during system design
Take into account the spectrum environment
“Build in” resistance to RFI
Case study on Universal Access Transceiver (UAT)
Designed to operate in heavily-congested MHz band
Surveyed all existing users, cataloged signal characteristics
Selected channel that was least-used on worldwide basis
Tailored UAT signal/protocol to not-interfere with existing users
Tailored UAT receiver front-end and signal error-correction to best mitigate operational environment (I.e., maximum protection from narrowband, pulsed signals)
Iterative design – assumptions verified via test and simulation
Analysis of non-aviation systems is required to ensure their implementation will not interfere with aviation systems
Generally concerned with out-of-band and spurious emission levels
E.g., GNSS protection from mobile-satellite handset transmissions.
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11. Longer Term (Spectrum Allocations - 1)
ICAO RF Handbook:
Chapters 5 and 6 deal with ICAO Involvement in Spectrum Planning and Management
Commercial pressures to share bands
E.g., Mobile communications (“IMT advanced”)
Long aviation development time-lines may give the appearance of fallow spectrum
E.g., Microwave Landing System (MLS) band
Generally however, due to safety concerns, very limited potential for sharing aeronautical bands
Failure: Country footnotes allowing fixed service in GNSS band
Success: RNSS in MHz, due mainly to very low RNSS signal levels
Considerable technical effort going into maintaining current aviation spectrum.
ACP WGF provides leadership within ICAO
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12. Longer Term (Spectrum Allocations - 2)
World Radiocommunication Conferences offer opportunities for changes to the International Telecommunicaiton Union (ITU) Table of Frequency Allocations
For example, WRC-07 Agenda Item 1.6 offers potential for new AM(R)S allocations
In order to be effective however, aviation must provide a united front in preparation for, and during, those Conferences. Administrations should be urged to:
provide experts from their civil aviation authorities to fully participate in development of States’ and regional positions, and development of aviation interests at the ITU; and
ensure, to the maximum extent possible, that their delegations to regional conferences, ITU Study Groups and WRCs include representatives of experts from their civil aviation administrations authorities or other aviation officials who are fully prepared to represent aviation interests;
Topic of Secretariat Paper to CIAO 36th Assembly (18-28 Sept, ‘07)
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