ASIA-PACIFIC TELECOMMUNITY
The 4th Meeting of the APT Conference Preparatory
Group for WRC-15 (APG15-4)
09 – 14 February 2015, Bangkok, Thailand
Document
APG15-4 /INP-71
09 February 2015
Malaysia
PRELIMINARY VIEWS ON WRC-15 AGENDA ITEMS 1.5, 1.17 & 1.18
Agenda Item 1.5:
to consider the use of frequency bands allocated to the fixed-satellite service not subject
toAppendices 30, 30A and 30B for the control and non-payload communications of
unmannedaircraft systems (UAS) in non-segregated airspaces, in accordance with Resolution
153 (WRC-12).
1. Background
As substantial increase in the application (e.g. scientific research, search and rescue (SAR)
operation, hurricane and tornado tracking, monitoring of volcanic activity, high accuracy terrain
mapping, forest fire detection, coastline monitoring, monitoring of nuclear radiation, volcanoes
earthquake and etc) of Unmanned Aircraft Systems (UAS) is expected over the next decade and
beyond, the seamless flight of unmanned aircraft (UA) within conventional air traffic is
inevitable to ensure the success UA missions. Thus UA would need to fly through nonsegregated airspace during long-distance flights beyond radio line of sight (LOS) of the
controlling station. Thus considering the huge installed capacity and coverage of fixed-satellite
service (FSS), it should be investigated under which condition this FSS capacity can be accessed
by UA for beyond line of sight (BLOS) control and non-payload communication (CNPC). In
context of this agenda item
UAS consist of a:
 Geostationary satellite operated in the FSS band;
 Unmanned Aircraft (UA) : Designates all types of remotely controlled aircraft with a
FSS earth station on board ; and
 Unmanned Aircraft Control Station (UACS) : Facilities (e.g. Earth Station) through
which UA is controlled remotely
The CNPC is referring to the radio links, used to exchange information between the UA and
UACS, which ensure safe, reliable and effective UA flight operation. The functions of UA can
be related to different types of information such as telecommand messages, non-payload
telemetry data, support for navigation aids, air traffic control voice relay, air traffic services data
relay, airborne weather radar downlink data and etc. Further details on UAS applications in nonPage 1 of 7
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segregated airspace can be found in Report ITU-R M.2171.Report ITU-R M.2233 contains
examples of technical characteristics for UA CNPC including fixed-satellite service (FSS)
systems operating in portions of the frequency ranges 10.95-14.5 GHz and 17.3-30.0 GHz.
These examples indicate that it may be possible to operate UAS CNPC links in these bands
while meeting the desired link availability.
The draft CPM report has adopted two primary methods as listed below:
Method A: Use of the fixed satellite service
To enable the use of the FSS for UAS CNPC applications operated in accordance with ICAO
standards and procedures, through a footnote and associated Resolution. The intention being that
compliance with the Resolution would ensure that all required technical, operational, and
regulatory conditions are met. This Method will permit FSS links supporting UAS CNPC to
operate without adverse effects to existing and future FSS networks.
The footnote would only be applied to frequency bands allocated to the FSS not subject to RR
Appendix 30, 30A, or 30B in the frequency ranges 10.95-14.5 GHz, 17.8-20.2 GHz and 27.530 GHz, as appropriate, for which studies have been conducted.
Method B: No change to the Radio Regulation (NOC)
Reasons for No Change:
There are considerable technical, operational and regulatory obstacles for the use of FSS for
UAS CNPC links. Moreover, existing allocations for AMS(R) S as well as AMSS and MSS,
under certain conditions could satisfy the requirements for UAS CNPC in the frequency bands
of these services.
2. Malaysia Preliminary Views
Malaysia supports Method A, provided that the use of frequency bands allocated to the fixedsatellite service (FSS) not subject to Appendices 30, 30A and 30B for the control and nonpayload communications (CNPC) of unmanned aircraft systems (UAS) in non-segregated
airspaces does not impose constraints on the existing primary services in these frequency band
and conform with aviation safety requirement as set by International Civil Aviation
Organization (ICAO).
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Agenda Item 1.17:
to consider possible spectrum requirements and regulatory actions, including appropriate
aeronautical allocations, to support wireless avionics intra-communications (WAIC), in
accordance with Resolution 423 (WRC-12)
1. Background
Wireless avionics intra communications (WAIC) is based on low power (<10mW) short range
(<100m) radio technology and is expected to improve flight-safety and operational efficiency,
while reducing manufacturing and operational costs. WAIC involves radiocommunication
between two or more points (which are part of a closed, exclusive network required for
operation of the aircraft) on a single aircraft. While WAIC system transmissions may not be
limited to the interior of the aircraft structure, they will not provide air-to-ground, air to satellite,
air-to-air communication, and will only be used for safety related applications. In 2010, ITU-R
Study Group 5 approved Report ITU-R M.2197 - Technical characteristics and operational
objectives for wireless avionics intra-communications (WAIC). This report provides technical
characteristics and operational objectives of WAIC systems for a single aircraft. However no
indication on the required spectrum or candidate bands for WAIC was discussed in this report.
Thus another Report ITU-R M.2283 was developed by WP5B and approved in end of 2013,
which concludes that, the total bandwidth required for WAIC is 145 MHz, with the spectrum
requirement for each application category as follows:




Low data rate inside/internal (LI) applications: 11 MHz
Low data rate outside/external (LO) applications: 40 MHz
High data rate inside/internal (HI) applications: 32 MHz
High data rate outside/external (HO) applications: 62 MHz
With the spectrum requirement of 145 MHz, the possible use of existing AM(R)S allocations is
being evaluated in the current working document PDNR ITU-R M.[WAIC-BANDS] in WP 5B.
Out of the frequency bands assessed, the frequency bands 2 700-2 900 MHz, 4 200-4 400 MHz,
5 350-5 460 MHz were considered for further study. Results of the studies for the frequency
bands 2 700-2 900 MHz and 5 350-5 460 MHz show that sharing between WAIC systems and
existing systems is not feasible. Therefore, these frequency bands were not considered to be a
candidate for WAIC systems.
Studies contained in PDN Report ITU-R M.[WAIC_SHARING_4 200-4 400 MHz] show
compatibility between WAIC systems and incumbent systems in the frequency band 4 2004 400 MHz, provided that suitable measures for outside applications such as the use of
directional antennas and reduced transmit power are undertaken.
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Given the fact that both the radio altimeter and WAIC systems are aeronautical applications and
are also regulated by aviation certification authorities as well as International Civil Avation
Organization (ICAO), additional efforts, including development of standards and certification
guidance material within the aviation community will occur in order to guarantee the safe
operation of WAIC and radio altimeter systems.
The draft CPM report has adopted two primary methods as listed below
Method A
Adds a primary AM(R)S allocation to the frequency band 4 200-4 400 MHz. Relevant footnotes
are modified and new footnotes are added to limit the use to WAIC systems, maintain the status
of passive sensing in the EESS and SRS, and maintain the use of the ARNS.
i. Option 1
a. provides relevant regulatory provisions to satisfy this agenda item
ii. Option 2
a. provides an additional considering
i)that under some limited circumstances, operational measures might be
considered to ensure compatibility between WAIC systems operating in the
band 4 200-4 400 MHz and nearby FSS systems operating below 4 200 MHz
iii. Option 3
a. addition of a resolves, considering and recognizing to Resolution in Option 1
AI_1.17_Option
1.docx
AI_1.17_Option
3.docx
Method B
This method is based on Method A option 3. However instead of referencing a WRC Resolution
in a footnote it uses an ITU-R Recommendation incorporated by reference through the same
footnote.
2. Malaysia Preliminary Views
Malaysia supports Method A that is to add a primary AM(R)S allocation to the frequency band
of 4 200 – 4 400 MHz and support relevant ITU-R studies on WAIC. Malaysia is also of the
view that the introduction of WAIC systems should not cause harmful interference or constraints
to the existing services in the frequency band.
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APG15-4/INP-71
Agenda Item 1.18:
to consider a primary allocation to the radiolocation service (RLS) for automotive applications
in the 77.5-78.0 GHz frequency band in accordance with Resolution (WRC-12);
1. Background
The objective of this agenda item is to fill a 500MHz band in the 77.5 to 78 GHz, in order to
achieve global harmonization for Intelligent Transportation System (ITS) Collision Avoidance
Radar operating in the 77 to 81 GHz band, as well as to study other ITS safety related
applications that may benefit from global or regional harmonization.
There has been significant growth in the use of automobile radar systems, and these systems are
expected to become relatively commonplace within a few years because of consumer demand
for increased vehicle safety.
Studies have shown that the use of collision avoidance technology can prevent or lessen the
severity of a significant number of traffic accidents. In certain parts of the world, automotive
radars have successfully operated in this portion of the spectrum, particularly in the frequency
band 76-77 GHz, for many years without mitigation methods or deactivation methods and
without increased reports of interference to licensed services. Currently, the radiolocation
service is allocated globally on primary basis in the frequency bands 76-77.5 GHz, and 78-81
GHz. Obtaining a possible global primary radiolocation allocation in the frequency band 77.5-78
GHz provides for a harmonized, contiguous band for radiolocation service, including collision
avoidance related automotive radar applications in the frequency band 76-81 GHz.
As per the current draft of CPM text, two methods has been proposed to satisfy this agenda item
as shown in Table 1 below.
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Method A
Advantages
Add a primary allocation to
i. provides worldwide harmonization for safety and
the RLS on a worldwide
collision avoidance related automotive radar
basis, limited to automotive
applications in the frequency band 76-81 GHz, which,
applications, between 77.5
if implemented, will very likely result in reduced
GHz and 78 GHz
traffic fatalities and injuries on the road;
ii. provides a broader manufacturing base and increased
volume of equipment (globalization of markets)
resulting in economies of scale and expanded
equipment availability;
iii. the nature of these short range automotive radars along
with the propagation characteristics of the frequency
band 76-81 GHz will facilitate sharing with incumbent
services.
Disadvantage
i.
in some areas, mitigation methods such as appropriate
emission power limits and antenna height limits may
be needed to avoid potential interference to the RAS
operating in the frequency band 77.5-78 GHz. It
should however be noted that there are already primary
allocations to the radiolocation service in the
frequency bands 76-77.5 GHz and 78-81 GHz.
Method B
Advantages
Add a primary allocation to
i. provides worldwide harmonization for radiolocation in
the RLS on a worldwide
the frequency band 76-81 GHz that would enable
basis, supporting automotive
short-range high-resolution radar applications,
radar operations, between
including the safety and collision avoidance related
77.5 GHz and 78 GHz.
automotive radar applications, which, if implemented,
will very likely result in reduced traffic fatalities and
injuries on the road;
ii. provides a broader manufacturing base and increased
volume of equipment (globalization of markets)
resulting in economies of scale and expanded
equipment availability;
iii. the nature of these short-range radars along with the
propagation characteristics of the frequency band 7681 GHz will facilitate sharing with incumbent services;
iv.
would not limit the future development of short-range
high-resolution radar to automotive applications.
Disadvantage
i. in some areas, mitigation methods such as appropriate
emission power limits and antenna height limits may
be needed to avoid potential interference to the RAS
operating in the frequency band 77.5-78 GHz. It
should however be noted that there are already primary
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allocations to the radiolocation service in the
frequency bands 76-77.5 GHz and 78-81 GHz.
Table 1: Methods for AI 1.18
2. Malaysia Preliminary Views
Malaysia supports Method A that suggests primary allocation to the radiolocation service on a
worldwide basis, limited to automotive applications, between 77.5 GHz and 78 GHz.
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