9718 VI 2nd Ed Incl Corr Alltext en

Doc 9718
AN/957
Handbook on Radio
Frequency Spectrum
Requirements for
Civil Aviation
________________________________
Volume I
ICAO spectrum strategy, policy
statements and related information
Second Edition — 2018
All excerpts from the ITU Radio Regulations are presented

against a shaded background and are reproduced in this
handbook with the authorization of the International
Telecommunication Union (ITU) which has the copyright
on this material.
International Civil Aviation Organization

Published in separate English, French, Russian and Spanish editions by the
INTERNATIONAL CIVIL AVIATION ORGANIZATION
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For ordering information and for a complete listing of sales agents

and booksellers, please go to the ICAO website at www.icao.int.
First Edition 2014

Second Edition 2018
Doc 9718, Handbook on Radio Frequency Spectrum Requirements

for Civil Aviation
(Volume I, ICAO spectrum strategy, policy statements and related information)
Order Number: 9718-1
ISBN 978-92-9258-364-4
© ICAO 2018
All rights reserved. No part of this publication may be reproduced, stored in a

retrieval system or transmitted in any form or by any means, without prior
permission in writing from the International Civil Aviation Organization.
AMENDMENTS
Amendments are announced in the supplements to the Products and Services Catalogue; the
Catalogue and its supplements are available on the ICAO website at www.icao.int. The space
below is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS CORRIGENDA
No. Date Entered by No. Date Entered by
1 31/7/18 ICAO
The designations employed and the presentation of the material in this publication
do not imply the expression of any opinion whatsoever on the part of ICAO
concerning the legal status of any country, territory, city or area or of its authorities,
or concerning the delimitation of its frontiers or boundaries.
(iii)
FOREWORD
Historical background
ICAO’s Special Communications/Operations Divisional Meeting held in 1995

(Special COM/OPS/95) noted that the International Telecommunication Union
(ITU) had begun to convene its World Radiocommunication Conferences (WRCs)
every three to four years. While divisional-type ICAO meetings had traditionally
developed positions on WRC agenda items related to aviation, it was evident that it
was not feasible to convene such meetings frequently enough to keep pace with
this schedule of WRCs. The Special COM/OPS/95 meeting recognized the
importance of keeping up with the rapid development in telecommunications and
consequently recommended that a new mechanism be developed to enable civil
aviation to record its agreed requirements for aeronautical radio frequency
spectrum in an adequate and timely manner.
The meeting accordingly recommended that an ICAO radio frequency (RF)

document be developed and maintained (Recommendation 7/1). The Air
Navigation Commission, at its meeting on 19 June 1995 (ANC 139-10), approved
the recommendation for action. Subsequently, ICAO developed this Handbook on
Radio Frequency Spectrum Requirements for Civil Aviation and the first edition
was published in 1998.
Recommendation 7/1 — ICAO radio frequency (RF) policy document on

the aeronautical utilization of the RF spectrum
That ICAO develop and maintain a document (rolling plan) containing policy
statements and other elements relevant to the utilization of the frequency
spectrum with a view to assisting States and ICAO in their preparation for
future ITU world radiocommunication conferences.
Status of the handbook
This handbook contains the ICAO spectrum strategy and policy statements
relevant to the aviation requirements for radio frequency spectrum, as approved
and amended by the ICAO Council.
The handbook is intended to assist States and ICAO in preparing for ITU
conferences. The ICAO Position on matters of interest to aviation on the agenda of
ITU WRC-19 is included in Attachment F. The approach for establishing and
promoting the ICAO Position for future ITU WRCs is in Attachment E.
(v)
Handbook on Radio Frequency
(vi) Spectrum Requirements for Civil Aviation
The material in this handbook is supplementary to the Standards and

Recommended Practices (SARPs) contained in Annex 10 to the Convention on
International Civil Aviation — Aeronautical Telecommunications, which continue
to have precedence and applicability for those aspects covered by their provisions.
Amendments to this handbook will be made on a regular basis so that the material
will represent the latest position on the spectrum requirements for civil aviation.
Towards this end, the recommendations of divisional-type meetings and air
navigation conferences as well as the findings and Recommendations of ICAO
panels and other (e.g. regional) bodies, as approved by the Air Navigation
Commission and Council as appropriate, are expected to be among the main
sources of information. Changes may also be necessary as a result of decisions
taken at ITU WRCs.
Results of ongoing activities in ICAO on spectrum management are available

on the website for the Frequency Spectrum Management Panel (FSMP) at
http://www.icao.int/safety/fmsp. FSMP is undertaking the activities on preparation
and coordination of material, including the development of the draft ICAO
Position, in particular for ITU WRCs, ITU-R study group meetings and meetings
of regional telecommunication organizations.
Organization of the handbook
The handbook consists of two volumes:
Volume I contains the ICAO spectrum strategy and policy statements. It updates
and replaces the material previously contained in the first edition of Doc 9718,
Volume I, published in 2014.
Volume II contains technical material on the utilization of radio frequency

spectrum by aviation.
Volume I is structured as follows:
— Chapter 1 introduces the subject of radio frequency spectrum

management and aspirations.
— Chapter 2 defines the objectives and purpose of the handbook.
— Chapters 3 to 5 describe the institutional aspects and the relationships

between the main participants (ITU, ICAO, national authorities, etc.).
Foreword (vii)
— Chapter 6 contains an overview of the spectrum management process.
— Chapter 7, which is divided into four sections, contains the principal

elements of the handbook. Each frequency band and its uses are described
in detail, together with the approved ICAO policy statements for the civil
aviation spectrum requirements in that band. Also included are relevant
provisions (Regulations), Resolutions and Recommendations which are
contained in the ITU Radio Regulations.
— Chapter 8 contains the ICAO spectrum strategy and vision and addresses
future requirements of frequencies for civil aviation.
— Chapter 9 describes the elements of a framework of rules and

preventative measures for the regulation and control of interference.
— Attachment A provides a selection of relevant ITU definitions.
— Attachment B contains acronyms and abbreviations used in the

handbook.
— Attachment C gives an overview of the regulatory aspects of radio

equipment in aircraft.
— Attachment D addresses the processes and sequence of actions for the

review and updating of the handbook.
— Attachment E contains the ICAO approach for improving support for the
ICAO Position.
— Attachment F contains the ICAO Position for ITU WRC-19, as approved

by the Council on 19 June 2017.
— Attachment G contains technical information and frequency-sharing

criteria.
— Attachment H references relevant ITU Resolutions and Recommendations

which are incorporated in the ITU Radio Regulations.
Action by Member States and ICAO
States are requested to use the material in this policy document, as it is necessary
and opportune, in their national discussions on matters relating to the use of the
(viii) Spectrum Requirements for Civil Aviation
radio frequency spectrum by international civil aviation. In particular, the ICAO

spectrum strategy, the ICAO policy statements and the ICAO Position for ITU
WRCs should be utilized and incorporated in proposals from States for ITU
WRCs, meetings of the ITU-R sector (ITU-R study groups) and meetings of
regional telecommunication organizations as the up-to-date agreement within
ICAO on the reference subject. ICAO observers at these conferences and meetings
may also, as necessary, use the material from the document as the agreed ICAO
policy for international civil aviation purposes.
The texts extracted from ITU material have been reproduced with the prior
authorization of the ITU as copyright holder.
The sole responsibility for the selection of these extracts lies with ICAO alone
and can in no way be attributed to the ITU.
The complete volume(s) of the ITU material from which the texts are
reproduced in this handbook can be obtained from:
International Telecommunication Union (ITU)

Publication Sales
Place des Nations
1211 Geneva 20 (Switzerland)
Telephone: +41 22 730 61 41 (English)
Telephone: +41 22 730 61 42 (French)
Telephone: +41 22 730 61 43 (Spanish)
Fax: + 41 22 730 51 94
E-mail: [email protected] / http://www.itu.int/publications
Note 1.— Although this handbook includes relevant provisions from the ITU
Radio Regulations, these extracts are not complete and the handbook should
therefore be used in conjunction with the full text of the ITU Radio Regulations
and the relevant ITU-R Recommendations.
Note 2.— Throughout this handbook, extracts from the ITU Radio
Regulations are presented against a shaded background.
______________________
TABLE OF CONTENTS
Page
Chapter 1. Introduction........................................................................... 1-1
Chapter 2. Objectives and Purpose......................................................... 2-1
Chapter 3. The International Telecommunication Union........................ 3-1
Chapter 4. The ITU Regulatory Framework for Aeronautical

Radio Services....................................................................................... 4-1
4.1 The ITU Radio Regulations....................................................... 4-1

4.2 Communications........................................................................ 4-2
4.3 Navigation and surveillance....................................................... 4-4
4.4 Relationship between ITU Radio Regulations and
other material and ICAO SARPs............................................... 4-5
4.5 Frequency coordination and registration.................................... 4-6
4.6 ITU standards............................................................................ 4-7
4.7 ITU Resolutions and Recommendations.................................... 4-8
4.8 Radio equipment in aircraft........................................................ 4-8
Chapter 5. ICAO Involvement in Frequency and Spectrum

Planning................................................................................................ 5-1
Chapter 6. Overview of the Spectrum Management Process.................. 6-1
6.1 General aspects of the process................................................... 6-1

6.2 Elements of the technical domain.............................................. 6-4
6.3 The role of technology in spectrum management....................... 6-7
6.4 Aeronautical services................................................................. 6-7
6.5 Spectrum management in the future........................................... 6-8
6.6 Spectrum management summary............................................... 6-10
Chapter 7. Statement of Frequency Allocations, Technical

Details and ICAO Policy....................................................................... 7-1
Section 7-I. List of frequency bands................................................. 7-2

Section 7-II. Civil aviation frequency allocations —
ICAO policy statements and related information............................ 7-11
(ix)
(x) Spectrum Requirements for Civil Aviation
Page
Section 7-III. Radio Regulations and other ITU material of

importance to aeronautical services................................................. 7-168
Section 7-IV. Review of ITU Resolutions
and Recommendations.................................................................... 7-200
Chapter 8. ICAO Spectrum Strategy and Vision.................................... 8-1
8.1 Introduction............................................................................... 8-1

8.2 ICAO spectrum strategy............................................................ 8-1
8.3 Future systems and strategy evolution....................................... 8-13
8.4 Challenges................................................................................. 8-14
8.5 The aviation spectrum long-term vision..................................... 8-15
Chapter 9. Interference Protection Considerations.................................. 9-1
9.1 Introduction............................................................................... 9-1

9.2 Regulatory aspects..................................................................... 9-1
9.3 Management and control of interference.................................... 9-11
9.4 Assessment of protection for aeronautical radio services........... 9-13
9.5 Some special cases..................................................................... 9-18
9.6 General protection limits for aeronautical radio......................... 9-21
Attachment A. Definitions and Terms Used in the

ITU Radio Regulations Relevant to Aviation........................................ A-1
1. Introduction............................................................................... A-1
Attachment B. Acronyms and Abbreviations......................................... B-1
Attachment C. The Regulation of Radio Equipment in Aircraft............. C-1
1. Introduction............................................................................... C-1
2. Background................................................................................ C-1
3. The regulatory framework......................................................... C-2
4. Airworthiness approval and the issue of a
Certificate of Airworthiness....................................................... C-3
5. Summary................................................................................... C-4
Attachment D. Review and Update........................................................ D-1

Table of Contents (xi)
Page
Attachment E. Approach for Establishing and Promoting the

ICAO Position for Future ITU World Radiocommunication
Conferences........................................................................................... E-1
1. Introduction............................................................................... E-1
2. Basis for the ICAO Position....................................................... E-1
3. Development of the ICAO Position........................................... E-1
4. Support for the ICAO Position................................................... E-2
5. New trends in spectrum management........................................ E-3
6. Assembly Resolution A38-6...................................................... E-4
Attachment F. ICAO Position for the International

Telecommunication Union (ITU) World Radiocommunication
Conference 2019 (WRC-19).................................................................. F-1
1. Introduction............................................................................... F-2
2. Regulatory framework............................................................... F-2
3. Spectrum requirements for international civil aviation.............. F-2
4. Aeronautical aspects on the agenda for WRC-19....................... F-4
Appendix to Attachment F. Agenda for WRC-19............................ F-35
Attachment G. Technical Information and Frequency-sharing Criteria. . G-1
1. Introduction............................................................................... G-1
Attachment H. ITU Resolutions and Recommendations......................... H-1
1. Introduction............................................................................... H-1
______________________
Chapter 1
INTRODUCTION
1.1 The radio frequency spectrum is a scarce natural resource with finite

capacity limits and for which demand is constantly increasing. Predictions of future
demand for spectrum indicate a continuing rate of increase for all users and radio
services and facilities that utilize radio waves as the world economies progressively
expand. The competition among all users for the spectrum available is hence
expected to intensify in the years ahead. In this competitive situation, even a user
holding a spectrum allocation will not have an automatic right to retain that radio
frequency spectrum, as a decision by an International Telecommunication Union
(ITU) conference may require that spectrum be removed from any radio service to
meet a superior justified demand for other radio services. Aviation is only one of
many such competitors, albeit with the significant benefit of a worldwide cooperative
forum, namely the International Civil Aviation Organization (ICAO), to coordinate
and support its case.
1.2 Aeronautical services are recognized internationally to be prime users of

radio frequencies without which aircraft operations would not be capable of
meeting the global demand for safe, efficient and cost-effective transport. The
prominent safety-of-life element, present during all phases of an aircraft’s flight, is
accorded special treatment internationally and is granted protection from harmful
interference through agreed measures. Spectrum allocated to aeronautical services
in the main frequency bands is divided into two main functions: air-ground
communications and radionavigation. The gradual introduction of satellite-based
services in accordance with the communications, navigation and surveillance/air
traffic management (CNS/ATM) policies agreed at the Tenth Air Navigation
Conference (1991) and approved by the ICAO Council is progressing.
1.3 Radio frequency spectrum congestion imposes on all users the duty of

spectrum-efficient operation. The process of channel splitting, as employed in
some aeronautical communication and navigation frequency bands, is an example
of technological development helping to achieve spectrum-efficient operation and
meeting future requirements without requiring additional spectrum. Modern
sophisticated systems employing complex modulation techniques are another facet
of efficient spectrum use when transmitting more information within the same
bandwidth. Extending radio services and systems into higher frequency bands is
yet another. These measures need to continue for the foreseeable future.
1-1
1-2 Spectrum Requirements for Civil Aviation
1.4 The process of international competition between expanding radio

services obliges all existing users (i.e. aeronautical and non-aeronautical) to
continually defend and justify the retention of frequency bands or the addition of new
bands to those already allocated to their service, subject to the same conditions as
apply in other services. Civil aviation operations are expanding globally, requiring
more navigation and communication facilities and thus creating additional pressures
on the already stressed and limited spectrum availability. The civil aviation
community must accordingly develop and present, as necessary, its agreed policies
and its quantified and qualified statements of requirement for radio frequency
spectrum so as to ensure the continuing availability of adequate radio spectrum and,
ultimately, the ongoing viability of air navigation services throughout the world.
1.5 Aeronautical systems utilize frequency bands that are attractive to many

users due to their propagation characteristics, their generally worldwide allocations
and resultant benefits in equipment design. Many of these users are global
industries delivering significant economic benefits that are well understood by
governments. The potential revenues for such sectors are often directly
quantifiable in terms of their overall spectrum bandwidth allocation. However,
unlike other spectrum users, the amount of spectrum used by aeronautical safety
systems is not directly related to revenue and thus the quantification of the cost
benefit of aviation spectrum bandwidth can become challenging.
1.6 Competition among spectrum users is becoming more severe and each

ITU/WRC cycle sees increasing demand for new allocations to meet industry and
societal demands for improved communications and new applications. Spectrum
availability is now a key issue, and potentially a critical constraint, to delivering
innovation and growth in all sectors. This has resulted in significant economic
pressure on radio regulators and governments to ensure spectrum can be managed
in a way that can adapt to meeting these changing needs.
1.7 This document contains a balanced and justified presentation of aviation

needs, and it will be made available to all aviation interests involved in the
frequency management process. It will be updated through regular amendments
based on technological developments in communication, navigation and
surveillance systems for aviation and changing operational requirements on the
utilization of these systems. These updates also consider the decisions in the ITU,
including amendments to the ITU Radio Regulations and the development of
relevant ITU-R Recommendations and reports.
______________________
Chapter 2
OBJECTIVES AND PURPOSE
2.1 The ITU is the specialized agency of the United Nations for

telecommunication matters where international agreements are made on the use of
the radio frequency spectrum. At World Radiocommunication Conferences
(WRCs), convened about every four years, changes are made to the ITU Radio
Regulations, including the Table of Frequency Allocations (Article 5 of the ITU
Radio Regulations), on the basis of proposals made by States. This mechanism was
introduced in 1992 in order to better adapt the Table of Frequency Allocations to
rapid technological developments and spectrum requirements for all users of the
radio frequency spectrum.
2.2 A consequence of this process is that a coordinated aeronautical position

(the ICAO Position) must be established for every ITU WRC and finalized well in
advance of the ITU conference itself, in order to be of maximum use to aviation
authorities. The ICAO Position is intended to be used by civil aviation authorities in
their national discussions with the radio regulatory authorities when developing
proposals for submission by their administrations to meetings of regional
telecommunication organizations which prepare regional positions for ITU conferences
as well as to the ITU conferences themselves and to brief the delegations at these
meetings. In addition, it is to be used by aviation experts at these conferences and is
submitted by ICAO to the ITU conferences in the form of an information paper. The
ICAO Position contains the agreed radio frequency allocation requirements for
aeronautical radio services, including the necessary protection from harmful
interference, that are provided to support safety-critical aeronautical communication,
navigation and surveillance systems. The ICAO Position, the ICAO spectrum strategy
and the ICAO policy statements in this handbook are developed by the Air Navigation
Commission, with the assistance of the Frequency Spectrum Management Panel
(FSMP), and approved by the ICAO Council. In developing the ICAO Position, all
ICAO Member States and relevant international organizations are consulted.
2.3 With this background, the prime objectives of this document are:
a) to provide a consolidated and up-to-date statement of agreed spectrum

requirements for aeronautical services and the ICAO policy in the
frequency bands used by international civil aviation for the
communication, navigation and surveillance systems that are to be
provided for air traffic purposes, taking into account all future needs;
2-1
b) to provide a source of reference for relevant ITU regulations, resolutions,

recommendations and associated ITU-Radiocommunication Sector
(ITU-R) material;
c) to provide a convenient record for important frequency management

material, such as the criteria applied in the planning of radio frequency
assignments, and the protection from interference; and
d) to provide background information on the international spectrum

management institutional framework and the main ITU elements.
______________________
Chapter 3
THE INTERNATIONAL
TELECOMMUNICATION UNION
3.1 The ITU was founded in Paris on 17 May 1865 as the International

Telegraph Union and took its present name in 1934 at the International Telegraph
Conference in Madrid. In August 1947, the United Nations recognized the ITU as
a specialized agency in the field of telecommunications, while acknowledging also
that other specialized agencies, such as ICAO, would not be barred from any kind
of work touching upon aeronautical telecommunications including standardization
activities. The recognized competence of the ITU embraces all aspects of
telecommunications, whether by line or by radio transmission, for which it has
authority to set standards for systems, technical parameters and procedures. A
prime and highly important area for aviation concerns the regulation and use of the
radio frequency spectrum for which ITU is the recognized international body. The
agreements made under its auspices for these matters and incorporated in the Final
Acts of World Radiocommunication Conferences (which prior to 1993 were
known as World Administrative Radio Conferences) are accorded treaty status and
have full mandatory force without any possibility for variation in regard to their
scope or their substance except by agreement at a further conference.
3.2 The basic treaty documents of the ITU (the ITU Constitution and the
ITU Convention) may be amended at Plenipotentiary Conferences which are held
every four years. Between these conferences, the Council, with a membership not
exceeding 25 per cent of the total number of members of the Union, performs a
policy and management function. The Council normally meets once per year for a
duration of two weeks. The representation from member administrations to ITU
conferences and meetings is drawn from national telecommunication authorities
representing all the radio services and users in their State. Consequently, policy
and decisions at a national level are matters for these authorities.
3.3 The internationally agreed regulation of the radio frequency spectrum is

provided through the ITU Radio Regulations, parts of which are reviewed at
WRCs. Within the Radio Regulations, the finite useable radio spectrum, from
approximately 8.3 kHz to 275 GHz, is allocated to user services (see Figure 3-3) in
response to their recognized demands, and among three ITU world Regions (see
Figure 3-1) in accordance with the major regional spectrum requirements for these
services in the relevant region. The allocations are contained in Article 5 of the
Radio Regulations; together with other provisions on licensing, interference
3-1
resolution, safety and distress procedures and other aspects, the Radio Regulations
are the treaty requirements to be observed at all times by all radio services.
IT U R e g io n s M a p
C EPT
R C C
C IT E L
ASM G
ATU
APT
R e g io n 3 R e g io n 2 R e g io n 1 R e g io n 3
Approximate coverage of ITU Regions

by regional telecommunication organizations
Figure 3-1. Map of ITU world Regions
3.4 Within ITU Member States, the telecommunication authorities (or

telecommunication administrations) normally control and operate the mechanism
which develops the national proposals for amending the Radio Regulations for
submission to the ITU WRCs. National and international (regional) preparatory
committees function as the coordination medium to which the aviation
requirements, either ICAO coordinated or nationally derived, are presented by the
national aviation authorities for consideration. National policies take into account
all of the competing interests of radio frequency spectrum users to determine the
States’ proposals to the conference. It is essential that aeronautical participation in
these national and regional activities be ensured in order to support and defend
aviation requirements.
3.5 Aviation services are recognized important users of radio spectrum to

create safe and expeditious conditions to support air operations. The aeronautical
mobile (route) service (AM(R)S), the aeronautical radionavigation service (ARNS)
and their satellite service counterparts are important components in the mobile and
radiodetermination families of users (see Figure 3-3) with (normally) exclusive
Chapter 3. The International
Telecommunication Union 3-3
allocations made on a worldwide basis to ensure global harmonization. A summary

overview of the use of spectrum by aviation is in Figure 3-2. Worldwide
allocations enable international standardization of equipment and systems to
support safe and global air traffic. The Radio Regulations are used as the
framework for the relevant ICAO Annexes and the Standards and Recommended
Practices (SARPs) contained therein.
3.6 The Radio Regulations also regulate the prevention and removal of

interference, whether between services, countries or regions, between frequency
assignments, or from other sources of radiation such as industrial or medical
equipment. Particular attention is accorded to services that have a predominant
critical safety-of-life function, such as aeronautical and radionavigation services.
This is reflected in special measures for rapid elimination of interference by national
telecommunication authorities or, in case interference is affecting two or more States,
through bilateral negotiations with authorities in these States. Other special measures
such as the use of radio in distress and emergency situations or for search and rescue
operations, in collaboration with maritime and land services as necessary, are also
given prominent treatment.
3.7 In the radio field, the technical work of the ITU is performed on an
ongoing basis by the ITU Radiocommunication Sector (ITU-R) and the ITU
Radiocommunication study groups (ITU-R SG). The ITU-R study groups support
this technical work through the development of relevant ITU-R Recommendations,
or reports and handbooks. Most aviation related issues are addressed in ITU-R
Study Group 5 which deals with terrestrial services including mobile and
radiodetermination. ITU-R Study Group 4 deals with satellite services including
those used for aeronautical purposes. This work is important to aviation,
particularly in relation to the development of ITU-R Recommendations addressing
compatibility between aeronautical and non-aeronautical services with the view to
preventing harmful interference to aeronautical use of radio frequency spectrum.
In addition, the detailed technical preparations for the WRCs which are undertaken
under the auspices of the Radiocommunication Bureau by the Conference
Preparatory Meeting (CPM) are delegated to these STUDY Groups. The CPM
functions as a permanent body using material developed by the ITU-R study
groups and presented by administrations in developing the CPM Report to the
WRC. The CPM Report provides information on the technical, operational and
regulatory/procedural issues relevant to the WRC agenda items.
3.8 In response to its specialized responsibility and competence in civil

aviation, ICAO has been accorded observer status (“Observer in an advisory
capacity”, see Section 7-III.2) at all conferences and meetings held under ITU
auspices, including ITU-R meetings. This enables ICAO to submit its internationally
agreed statements on telecommunication policies and frequency use and ensures that
the ICAO Position and policy is propagated at these conferences and meetings and,
to the maximum extent possible, to ensure that aeronautical allocations and
frequency use, including future requirements, are safeguarded.
3.9 In order to coordinate frequency use and spectrum requirements within

specific regions of the world, a number of regional bodies have been set up in a
cooperative arrangement between telecommunication administrations. These are:
the European Conference of Postal and Telecommunications Administrations
(CEPT) for Europe, the Asia-Pacific Telecommunity (APT) for the Asia-Pacific
region, the Comisión Interamericana de Telecomunicaciones (CITEL) for the
Americas region, the African Telecommunications Union (ATU) for Africa, the
Regional Commonwealth in the field of Communications (RCC) for Eastern
Europe and Asian countries belonging to ITU Region 1, and the Arab Spectrum
Management Group (ASMG) for the countries in the Middle East and North
Africa. These regional bodies have the capability, where agreed and necessary, to
present commen proposals to ITU conferences, which would include, where
appropriate, proposals addressing aeronautical allocations. A trend is appearing
also where these bodies exercise joint influence on policies to promote their
regional interest, often with a strong commercial motivation.
3.10 The ITU forum is of great importance to civil aviation interests and is

increasing in importance with the emergence of new philosophies on spectrum
sharing between different services and on jointly operated services, such as
mobile-satellite services. In order to secure adequate spectrum for aviation, it is
essential that the aviation position be rational, well considered and well presented
in discussions that are becoming increasingly diverse, complex and commercial in
their character and scope. The ITU, for its part, is expected to give due
consideration to the globally coordinated civil aviation requirements and positions
submitted by ICAO and to act accordingly in order to ensure the continued safety
of the air transport operations worldwide.
Chapter 3. The International
Telecommunication Union 3-5
100 M Hz
100 kH z
200 kH z
300 kH z
400 kH z
600 kH z
800 kH z
10 M Hz
20 M Hz
30 M Hz
40 M Hz
60 M Hz
80 M Hz
1 M Hz
2 M Hz
3 M Hz
4 M Hz
6 M Hz
8 M Hz
3 km
1 km
300 m
100 m
30 m
10 m
3 m
H F A ir - g r o u n d v o ic e / d a t a
A ir - g r o u n d c o m m u n ic a t io n s
N D B /lo c a to r b e a c o n s M a rk e r b e a c o n s
N a v ig a t i o n
F re q u e n c y ra n g e 1 0 0 k H z – 1 0 0 M H z
1 000 M H z
2 000 M H z
3 000 M H z
4 000 M H z
6 000 M H z
8 000 M H z
100 M H z
200 M H z
300 M H z
400 M H z
600 M H z
800 M H z
100 G H z
10 G Hz
20 G Hz
30 G Hz
40 G Hz
60 G Hz
80 G Hz
3 km
1 m
30 cm
10 cm
3 cm
1 cm
3 m m
L S C X Ku K Ka F o r m e r b a n d le t te r s
E P IR B /E L T S a te llite
IR ID IU M c o m m u n ic a t io n s A e ro M A C S
A ir - g r o u n d LDACS M TS AT and U A S te r r e s t r ia l
v o ic e /d a ta In m a rs a t U A S s a t e l li t e A ir - g r o u n d c o m m u n ic a t io n s
L o c a liz e r /
V O R /G B A S G lid e p a th DM E M LS N a v ig a t i o n
L5 GNSS L1 A ir b o r n e D o p p le r r a d a r
A ir b o r n e r a d a r
SSR PSR PSR S u r v e illa n c e
R a d io a ltim e te r A ir b o r n e w e a th e r r a d a r
A S D E ra d a r
F re q u e n c y ra n g e 1 0 0 M H z – 1 0 0 G H z
N o te s :
1 . D r a w in g n o t to s c a le .
2 . N o t a l l r e g i o n a l o r s u b - r e g i o n a l a l lo c a t i o n s a r e s h o w n .
3 . B a n d id e n t if ic a t io n ( e . g . V H F ) a n d b a n d # p e r R a d io R e g u la t io n s .
4 . T h e s a te llit e c o m m u n ic a t io n b a n d s u s e d b y M T S A T a n d I n m a r s a t a r e n o t a llo c a te d t o t h e a e r o n a u t ic a l m o b ile s a te llit e ( R ) s e r v ic e .
Figure 3-2. Overview of spectrum allocation to aeronautical services

Figure 3-3. Radio services
Note.— Allocations are made to services; frequency assignments are made to stations.
______________________
Chapter 4
THE ITU REGULATORY FRAMEWORK

FOR AERONAUTICAL RADIO SERVICES
4.1 THE ITU RADIO REGULATIONS
4.1.1 The ITU Radio Regulations recognize aeronautical mobile and

radionavigation services as separate services within the mobile services family and
the radiodetermination family, respectively (see Figure 3-3). The distress and
safety provisions in Chapter VII (Article 30) and the regulatory and operational
aspects of the aeronautical mobile service in Chapter VIII (dealing with
aeronautical services), as well as various other regulations of the Radio
Regulations, establish aeronautical services as a distinct and important component
within the radio service hierarchy with a high importance being placed on safety
aspects.
4.1.2 For the purpose of allocating spectrum, three regions are defined in

the Radio Regulations as in Figure 3-1. Allocations in the Table of Frequency
Allocations (Article 5 of the Radio Regulations) can be made on a worldwide or
regional basis. Sub-regional or country allocations are normally made through
footnotes to this table. These “footnote” allocations have the same status as
allocations appearing in the Table of Frequency Allocations.
4.1.3 A distinctive designation has been created between aeronautical mobile

services provided for safety and regularity of flight (aeronautical mobile route (R)
services) and those for other (non-safety) purposes (aeronautical mobile off-route
(OR) services) to ensure the necessary protection of air traffic operations (safety and
regularity). The convention employed in the Radio Regulations of according
worldwide exclusive allocations to these services facilitates and promotes the
development of globally agreed system specifications and interoperability as required
in Article 37 of the ICAO Convention on International Civil Aviation. The ICAO
SARPs, notably those in Annex 10, are the practical realization of this requirement.
4.1.4 This section of the handbook identifies elements of the Radio

Regulations which define the context and status of aeronautical services
incorporated in the Radio Regulations. Reference should be made, as appropriate,
to the hierarchical organization of radio services at Figure 3-3 and to the extracts in
Attachment A (definitions and terms used in the Radio Regulations).
4-1
4.2 COMMUNICATIONS
4.2.1 Aeronautical communications services according to Article 44 of the

Radio Regulations are classified into 1 of 10 orders of priority where those in
priority order 1 to 6 are regarded as safety and the remaining 4 non-safety. In
practical terms, this relates to the following:
a) safety communications requiring high integrity and rapid response:
1) safety-related communications carried out by the air traffic services

(ATS) for air traffic control (ATC), flight information and alerting;
and
2) communications carried out by aircraft operators, which also affect

air transport safety, regularity and efficiency (aeronautical operational
control (AOC)); and
b) non-safety related communications:
1) private correspondence of aeronautical operators (aeronautical

administrative communications (AAC)); and
2) public correspondence (aeronautical passenger communications

(APC)).
4.2.2 Allocations in the Table of Frequency Allocations (Article 5 of the

Radio Regulations) are made to the:
a) aeronautical mobile service (AMS) defined in RR 1.32 — this service is

not appropriate for safety-of-life operations and is not considered further
in this handbook;
b) aeronautical mobile (route) service (AM(R)S) defined in RR 1.33 —

with allocated band segments in the frequency range 2 850–22 000 kHz,
and the frequency bands 108–117.975 MHz, 117.975–137 MHz, 960–
1 164 MHz, 5 030–5 091 MHz and 5 091–5 150 MHz;
c) aeronautical mobile (off-route) service (AM(OR)S) defined in

RR 1.34 — this service is not appropriate for safety-of-life operations
and is not considered further in this handbook;
Chapter 4. The ITU Regulatory Framework for
Aeronautical Radio Services 4-3
d) no allocations have been made to the aeronautical mobile-satellite

service (AMSS) defined in RR 1.32 — this service is not appropriate for
safety-of-life operations and is not considered further in this handbook;
instead, the AMSS may operate under the (generic) mobile-satellite
service;
e) aeronautical mobile-satellite (route) service (AMS(R)S) defined in

RR 1.36 in the frequency bands 1 610–1 626.5 MHz and 5 000–
5 150 MHz;
f) aeronautical mobile-satellite (off-route) service (AMS(OR)S) defined in

RR 1.37 — this service is not appropriate for safety-of-life operations
and is not considered further in this handbook.
Note.— For further information see Section 7-II, mobile-satellite bands

1 525–1 559 MHz and 1 626.5–1 660.5 MHz.
4.2.3 All voice and data communications between aircraft and ground

stations, with priority 1 to 6 as defined in RR 44.1, use frequencies from the bands
under b) and e) above. The (R) designation (see RR 43.1) signifies the use along
national and international civil air routes. The (OR) designation (RR 43.2)
signifies uses other than along national or international civil air routes and
typically includes national defence. Public correspondence is not permitted in
bands allocated exclusively to the aeronautical mobile service or the aeronautical
mobile-satellite service.
4.2.4 In the 1 545–1 555 MHz and 1 646.5–1 656.5 MHz bands, the

spectrum requirements of the AMS(R)S (i.e. all aeronautical communications with
priorities between 1 and 6 in Article 44 of the Radio Regulations) shall be given
priority. These categories of messages are the same as those in Annex 10,
Volume II, Chapter 5, 5.1.8 a) to f). These AMS(R)S communications also have
priority and immediate access over any other mobile-satellite communication
operating within a network in these bands (see RR 5.357A and RR 5.362A, as well
as Chapter 7-II (1 525–1 559 MHz and 1 626.5–1 660.5 MHz) on mobile-satellite
bands).
4.2.5 Chapter VIII of the Radio Regulations deals with certain licensing,

regulatory and service operation aspects of the aeronautical mobile service and
applies to all of the aeronautical mobile-satellite services, including the (R) and the
(OR) components. A special mention at RR 35.1 and RR 35.1.1 recognizes the role
which ICAO carries out through the SARPs in Annex 10 by according these
superior status to that of the regulations mentioned in RR 35.1 which they may
replace.
4.2.6 Appendix 27 to the Radio Regulations contains the frequency

allotment plan for the AM(R)S in the HF bands between 2 850 kHz and
22 000 kHz. This appendix contains the plan for HF frequency allotments to major
world air route areas and to regional and domestic air route areas as well as
VOLMET areas. It also includes worldwide frequency allotments, which are for
the use of aircraft operating agencies for AOC, to be assigned in accordance with
RR 27/217.
4.2.7 Article 39 of the Radio Regulations requires the operators of aircraft

to produce, on request, the radio licence for the installations on board an aircraft
and the operator’s certificate. These regulations are in line with Article 30 of the
ICAO Convention.
4.3 NAVIGATION AND SURVEILLANCE
4.3.1 Allocations in the Table of Frequency Allocations (Article 5 of the

Radio Regulations) for navigation and surveillance purposes are made to the:
— radiodetermination-satellite service: defined in RR 1.41. This service is

not appropriate for safety-of-life operations and hence is not considered
further in this handbook;
— radionavigation service: defined in RR 1.42;
— aeronautical radionavigation service: defined in RR 1.46;
— radionavigation-satellite service: defined in RR 1.43;
— aeronautical radionavigation-satellite service: defined in RR 1.47.
4.3.2 The definition for radionavigation services also includes those

systems, such as radar, which contribute to the navigation of aircraft for ATC or
which support other air navigation functions, such as radio altimeters and airborne
weather radar.
4.3.3 Radionavigation services receive specific mention in the definition of

harmful interference at RR 1.169, and in that of a safety service at RR 1.59. Radio
Regulation 4.10 ensures that such harmful interference to radionavigation services
receives the highest priority in measures to control and clear its effects.
4.3.4 Radiodetermination services, the generic service which includes

radionavigation, are the subject of Article 28 of the Radio Regulations. Protection
requirements for the planning of aeronautical radio beacons operating in the low
frequency (LF) and medium frequency (MF) bands are contained in Appendix 12
of the Radio Regulations.
4.3.5 The practice in the aeronautical service of removal of the station

identification to indicate a failure of service is expressly provided for in RR 19.10,
and the requirements for call signs, including the formation of call signs, are
contained in Article 19, Sections III and IV of the Radio Regulations. These call
signs are also used in aviation for the registration of aircraft.
4.4 RELATIONSHIP BETWEEN
ITU RADIO REGULATIONS
AND OTHER MATERIAL AND ICAO SARPS
4.4.1 Under its Constitution and Convention, the ITU is recognized as the

authoritative international body for telecommunications. The Radio Regulations
are the instrument through which this specialization is expressed in internationally
agreed terms for radio matters. These Radio Regulations, as presently constituted,
lay down the agreed apportionment of the radio frequency spectrum to the various
user services, including the aeronautical services. The Radio Regulations also
define maximum radiation limits (e.g. for spurious or unwanted emissions) to
support an interference-free radio environment. When necessary, this material is
supplemented by ITU-R Recommendations. These, together with a broad
regulatory framework covering, in particular, licensing of radio stations, personnel,
provisions for inspection on demand, and procedures for safety, distress, resolving
harmful interference, coordination and notification of frequency assignments,
create the basis for a universal system of order in the use of radio frequencies.
4.4.2 The Radio Regulations have treaty status, and there is an inherent

obligation on States to comply, unless an exception is stated and embodied in the
Final Acts of the Conference which created the regulation. Such statements appear
in the published version of the Final Acts. Aeronautical services are obliged to
operate within the framework established by the Radio Regulations.
4.4.3 The ICAO SARPs in Annex 10 are developed in accordance with

Article 37 of the ICAO Convention for the purpose of ensuring the safety and
regularity of air navigation. In addition to the Radio Regulations, the SARPs
specify interface and performance standards for internationally agreed aeronautical
systems which have been developed by aviation to meet the specific operational
requirements of aeronautical services. ICAO is recognized internationally as the
competent international body to carry out this work and to coordinate a worldwide
policy for the operational use of the specified systems. Furthermore, the ICAO
Annexes contain procedures for regular and emergency communications that are
specifically developed for aviation purposes, taking account of the operational
conditions. These procedures supplement the basic requirements of the Radio
Regulations for procedures in aeronautical communications.
4.4.4 The Radio Regulations and ICAO SARPs together thus form a

complementary set of regulatory provisions without any overlap. The Radio
Regulations must evolve within the general telecommunications environment with
its many and diverse users of the radio frequency spectrum, while the ICAO
SARPs respond to the operational safety aspects of air navigation and are
developed and agreed by aviation within the ICAO organizational framework.
4.5 FREQUENCY COORDINATION
AND REGISTRATION
4.5.1 The coordination and registration of frequency assignments is the

prerogative of the ITU and must be performed in accordance with procedures laid
down in the Radio Regulations. Frequencies are registered in the Master
International Frequency Register (MIFR) maintained at ITU Headquarters in
Geneva. With the increasing practice of the sharing of frequency bands by more
than one service, coordination assumes an increasing importance in ensuring
compatible use.
4.5.2 In exclusive aeronautical bands, actual (day-to-day) coordination of

frequency assignments is being undertaken by ICAO, through the ICAO Regional
Offices. To support this coordination, the ICAO Regional Offices have developed
the necessary procedures, including the relevant frequency assignment planning
criteria. A global frequency assignment plan, based on the frequency assignment
planning in the ICAO Regional Offices, is being developed. Coordination of
frequency assignments is taking place (in most cases) with the national civil
aviation authorities.
4.5.3 This procedure, however, does not dispense with the more general
requirement for the coordination of a frequency assignment within the ITU and the
registration of this frequency assignment in the MIFR, if international protection of
that assignment is necessary. Such coordination and registration needs to take
place through the radio regulator authorities in each country. Although in some
cases aeronautical frequency assignments, notably those in HF and LF/MF bands,
are registered by the countries operating these services, other frequency
assignments, particularly those in bands above 100 MHz, tend to be recorded only
in national registers or in the ICAO Regional Air Navigation Plans. Because of

this, de facto, the ICAO frequency register is the authoritative internationally
agreed (within ICAO) list of coordinated frequency assignments for aviation in the
following frequency bands:
190–535 kHz NDB, locator

108–117.975 MHz ILS localizer, VOR, GBAS, VDL Mode 4
117.975–137 MHz Air-ground voice (DSB/AM), VDL Mode 2 and 4
960–1 215 MHz DME (SSR)
5 030–5 091 MHz MLS
Nevertheless, even for the exclusive aeronautical bands it is considered beneficial

to register the relevant frequency assignments within the ITU in order to obtain the
status of international recognition and assist in protection of aeronautical
applications from other services at future WRCs by declaring actual usage of these
frequency bands. To this end, countries could use the system parameters recorded
in the ICAO frequency register to update the ITU MIFR, as it was encouraged by
the World Radiocommunication Conference, Geneva, 2012 (WRC-12).
4.5.4 Coordination and registration of frequency assignments in the HF

bands (between 2 850 kHz and 22 000 kHz) is only taking place through the ITU.
However, ICAO is considering developing, in parallel, a relevant ICAO list of HF
frequency assignments.
4.5.5 Coordination and registration of frequency assignments for radar

stations and on-board autonomous radionavigation systems is however NOT being
coordinated through ICAO.
Note.— See also Chapter 5.
4.6 ITU STANDARDS
In the case of system and equipment standards, those contained in ICAO Annexes
are obligatory (although a difference is allowable in matters of non-major detail).
On the other hand, ITU standards, as published in ITU-R or ITU-T specification
documents, exist as recommendations only, except for the very few instances
where an ITU-R Recommendation is incorporated in the Radio Regulations,
included in Volume 4 of the Radio Regulations and compliance is mandatory. The
technical characteristics for HF aviation equipment in Appendix 27 of the Radio
Regulations, since they form part of the Radio Regulations, enjoy the same status
as compulsory treaty obligations.
4.7 ITU RESOLUTIONS AND RECOMMENDATIONS
ITU WRC Resolutions, included in Volume 3 and referenced in Volumes 1

(Articles) and 2 (Appendices) of the Radio Regulations using mandatory language,
form part of the Radio Regulations and express a mandatory agreement among all
of the ITU members to follow a particular course of action. ITU
Recommendations, which are also part of the Radio Regulations, have no
mandatory force and usually address matters of limited concern.
4.8 RADIO EQUIPMENT IN AIRCRAFT
Proper regulation and control of the use of radio equipment is important for the
safe operation of the aircraft. Correct operation of equipment in approved
frequency bands and on assigned, operational frequencies must be assured
throughout an aircraft’s flight on national or international journeys. Performance
standards for both telecommunication and air safety requirements are the means
used to achieve conformity with international rules. The processes to achieve this
are explained in detail in Attachment C.
______________________
Chapter 5
ICAO INVOLVEMENT IN FREQUENCY

AND SPECTRUM PLANNING
5.1 ICAO is the United Nations specialized agency with recognized

competence in matters related to aviation safety. Under Article 37 of the
Convention on International Civil Aviation, ICAO is empowered to adopt and
amend international SARPs for all aviation matters including aeronautical
communications systems and air navigation aids. Under Article 37, the highest
practicable degree of uniformity is seen as essential to facilitate and improve the
safety of air navigation. Characteristics for aeronautical radio communication and
navigation systems are laid down in Annex 10 to the ICAO Convention, and the
requirement for interoperability of systems on a global basis demands that
frequency allocations be available worldwide and, preferably, also exclusive.
5.2 ICAO coordinates the input to ITU discussions on aeronautical radio

frequency spectrum matters. In pursuance of this role, ICAO is accorded observer
status at relevant ITU WRCs and also participates at meetings of the ITU-R study
groups, including the Conference Preparatory Meetings (CPMs) which prepare the
technical and regulatory basis for WRCs. The range of this involvement includes
aspects of common system technical standards, maximum levels of tolerable
interference and measures to control and resolve interference incidents, frequency
planning criteria, the preparation of frequency plans, and distress and safety
procedures. The outcome of these discussions normally results in material being
incorporated in the ITU Radio Regulations or in ITU-R Recommendations and
subsequently being applied through national regulation by national
telecommunication authorities.
5.3 Within ICAO, the necessary activity to support these ITU-generated

functions exists at two levels:
a) at the worldwide level, through the work of the Air Navigation

Commission, with the assistance of the FSMP (and communication
divisional meetings or air navigation conferences, as required), to
prepare the coordinated ICAO policies, spectrum estimates and technical
inputs for ITU conferences and ITU-R study groups. The ICAO
spectrum strategy, policy statements and the ICAO Position for WRCs
are approved by the Council; and
5-1
b) at the regional level, by the ICAO Regional Offices, through

coordination of frequency assignment plans with States, using agreed
ICAO planning criteria. This activity is supported by the Regional
Planning and Implementation Groups (PIRGs).
5.4 Aviation representatives are generally included in States’ delegations to

ITU conferences where they have the important role of safeguarding the aviation
position during the conference discussions. States’ cooperation in this supporting
role is an essential factor in securing the aviation requirements.
5.5 The repetitive (now three to four-year) cycle for ITU WRCs means that
the ICAO Position on the conference agenda must be prepared within the same
time frame as national/regional inputs to the conference. This process is described
in Attachment D to this handbook.
5.6 This handbook, which is updated through a rolling system of

amendment action, provides the record of agreed ICAO policies, including the
ICAO spectrum strategy and the ICAO policy statements.
5.7 The relationship between the radio regulatory activities and those of

ICAO and civil aviation authorities (CAAs) is given in Figure 5-1.
5.8 The approach to improve States’ support of the ICAO Position at WRCs

has been approved by the ICAO Council. This approach is in Attachment E.
5.9 The ICAO Position for WRC-19, as approved by the Council, is in

Attachment F.
Chapter 5. ICAO Involvement in
Frequency and Spectrum Planning 5-3
Figure 5-1. Frequency management institutional relationships

______________________
Chapter 6
OVERVIEW OF THE SPECTRUM

MANAGEMENT PROCESS
6.1 GENERAL ASPECTS OF THE PROCESS
6.1.1 Civil aviation use of the radio frequency spectrum accounts for less
than 14 per cent of the total, comparable to maritime use, but considerably less
than other uses such as broadcast or national defence. The spectrum management
process is designed to make the optimum use of this scarce spectrum resource. One
of its main objectives is to create a universally agreed framework in which the
demands for radio frequencies from individual countries are balanced with the
interests of different service users to produce a planned radio environment
incorporating an effective and efficient spectrum use. It has a necessary
international dimension, which must be flexible and responsive to changing
patterns of demand or to new technology, having scope for additional forms of
transmissions and modulation methods.
6.1.2 With new technology, the useable spectrum expands over time,

particularly in the higher frequency region, creating new possibilities and options.
Spectrum expansion has limitations of scale and scope, however. Demand for
spectrum continues to increase at a much faster rate than the frequency availability
created from either extended spectrum boundaries or improved efficient use of the
spectrum that is available (e.g. through reduced channel spacing). In its essentials,
spectrum management combines separate disciplines, such as regulatory and
control measures and technical (frequency assignment) planning, to achieve a
reasonable compromise in dealing with the increasing demand for more spectrum.
The current decade is expected to see this increase in demand rise sharply,
particularly for broadband mobile applications and spectrum management
problems will hence increase in complexity and scale.
6.1.3 In the context of this handbook, the management of the spectrum may
be characterized by four main domains or areas of activity: the regulatory domain,
the technical domain, the licensing domain and the registration domain, which are
described below.
6-1
The regulatory domain
6.1.4 In this domain, the international agreements made within the ITU lay
down a set of principles, rights and procedures, together with an institutional
framework for their effective operation, which create the basis for an orderly
international use of radio frequencies. The mechanism of the ITU (periodic
radiocommunication conferences, the Radio Regulations Board and the
Radiocommunication Bureau) maintains the permanent documents responsive to,
and in line with, modern conditions.
6.1.5 The Radio Regulations, which have treaty status, are the cornerstone
of the process. They contain the internationally agreed Table of Frequency
Allocations and the agreed rules for its implementation, as well as the important
international obligations for the operation of radio stations, licensing and other
control measures for ensuring an effective regime of operation within the
framework of the Radio Regulations.
6.1.6 The Radio Regulations primarily address regulatory aspects; technical

material, usually of a more volatile character, is relegated to the Appendices to the
Radio Regulations or to ITU-R Recommendations. Amendments to the Radio
Regulations can only be made through a WRC, the Final Acts of which are agreed
and signed at the conference, with the instrument of ratification to be deposited
within the given time as specified in the Final Acts themselves. This regulatory
basis, as contained in the ITU Constitution, Convention and Radio Regulations, is
the starting point for the existence of a framework of stable international order and
practical utility which is adhered to by all countries of the world.
The technical domain
6.1.7 In the final analysis, the effective use of the radio frequency spectrum
is dependent on the expert technical planning of the frequency assignments used
by the various services and systems. The main technical tools at the disposal of the
spectrum manager are those in the hierarchical order of allocation planning,
service sharing planning and, at the station level, the planning of assignments to
particular locations.
6.1.8 The processes here are quantitative and exact, requiring careful

examination and agreement between countries and service users. The concepts of
acceptable interference and harmful interference, as contained in the regulatory
rules, must be translated into practical limits and applied to achieve a service
which meets all of its operational requirements. Different services require different
amounts of bandwidth and can tolerate different levels of interference. Also,
Chapter 6. Overview of the
Spectrum Management Process 6-3
propagation conditions vary widely throughout the useable spectrum. Careful

assessment and balancing of these degrees of freedom have to be applied to
achieve optimum results. The ITU-R is the focus for the studies which lead to
refined and workable criteria for sharing among services and for the development
of international and national frequency plans.
6.1.9 Due to safety implications, however, civil aviation is, through ICAO,

developing and planning most of the use of worldwide exclusive aeronautical
frequency bands within its organizational structures, utilizing technical standards
that have been adopted or approved within ICAO.
The licensing domain
6.1.10 Implementation of the basic ITU obligations for certification of system

and personnel, licensing of stations, monitoring the observance of licence conditions
and clearing interference are functions carried out at the national level under national
law. These duties are normally exercised by national telecommunication
administrations, which also provide the spectrum management expertise for national
frequency planning and participate in international discussions on spectrum matters.
Coordination among administrations is the usual mechanism for bilateral and
multilateral discussions. The licensing actions generally also include equipment type
approval against national or other specifications. The parameters checked include
those having an effect on other users, such as frequency stability and spurious
emissions, and system interoperability features. In the case of aviation equipment,
conformity with Annex 10 may also be a licensing condition.
6.1.11 The licensing process is the controlling mechanism for the use and
change of use of frequency bands, or for the exercise of sanctions in the case of
licence infringements. It also provides the opportunity to levy such charges as are
necessary to support the spectrum management and regulation activity or to
control demand.
6.1.12 Article 18 of the Radio Regulations requires that all stations be

licensed by the government having authority over their operations. For aircraft,
dispensations are granted in 18.8 for the specific instance of first delivery, and in
18.11 for wet and dry lease. Article 39 requires the station licence to be available
for inspection on demand at any time. Article 37 addresses operators’ certificates
for personnel in the aeronautical services. These basic telecommunications
requirements have been included in Articles 29, 30 and 32 of the ICAO
Convention.
The registration domain
6.1.13 The registration by countries of their assignments in an

internationally agreed database is fundamental to the ITU principle of prior rights
gained by earlier registration (first come, first served), and the important obligation
not to derogate the protection of existing registered assignments of other countries.
The procedural rules are laid down in the Radio Regulations and the process of
consultation and recording in the Master International Frequency Register (MIFR)
is administered by the Radiocommunication Bureau. A comprehensive procedure
for coordination, especially for space services, is a particular feature of these
important provisions which have been developed and refined over many years.
6.1.14 The MIFR thus serves the dual purpose of a formal record and a
planning guide for new assignments.
6.1.15 The predominant emphasis in all of these processes is that of the

freedom of countries to use frequencies as they wish, provided they do not affect
other existing services and uses of other countries, which have been established in
accordance with the Radio Regulations and registered in the MIFR. In keeping
with these liberal principles, the ITU Convention contains no provisions for
arbitration or for the referral of disputes to international adjudication. The settling
of problems is hence treated as a matter for bilateral or multilateral resolution in
the first instance, calling on informal assistance from the permanent organs of the
ITU should this fail. Cases of failure, however, remain an insignificant proportion
of the millions of operating radio services.
6.1.16 For the role of ICAO in frequency coordination and registration (in

ICAO) see Chapter 4, 4.5, and Chapter 5.
6.2 ELEMENTS OF THE TECHNICAL DOMAIN
6.2.1 The technical planning of frequency assignments is the single most

important element in the use of the spectrum. Advances in technology supporting
more efficient use of the available radio frequency spectrum and in planning
methods enable a more effective and efficient use of radio frequencies.
Frequencies are technically managed and planned in accordance with a
hierarchical process that involves the planning of allocations to radio services, the
determination of sharing conditions (with other services operating in the same or
adjacent frequency bands) co-frequency and the actual frequency assignment
planning.
Planning of frequency allocations
6.2.2 At the highest level is the planning of allocations of frequency bands

to radio services, which are agreed internationally within ITU at WRCs and
incorporated in the Table of Frequency Allocations (Article 5 of the Radio
Regulations (RR); see also Section 7-II). Allocations in the form of frequency
bands are made to “services”, with the choice of grouping of services adopted in
ITU (see Figure 3-3). Allocations are classified as primary or secondary, with the
primary allocation taking precedence at all times over a secondary allocation
should a conflict arise in registration or in implementation (see Section 7-II).
6.2.3 Allocations may be worldwide, as is the case with the majority of

aeronautical services, or made to one or two of the three ITU regions (see
Figure 3-1). Countries may make specific requests for sub-regional or country
allocations, usually coordinated in advance with their neighbours. These
allocations are normally incorporated in footnotes to the Table of Frequency
Allocations.
6.2.4 In addition to the allocations concept, in which frequency bands are

allocated to different radio services, specific ITU WRCs may distribute
frequencies to geographical areas or radio stations, thus establishing frequency
allotment or assignment plans, respectively, and incorporating them in ITU
documents. Examples of such ITU documents are Appendix 27 to the RR
containing a frequency allotment plan for the AM(R)S in HF bands, Appendix 30
to the RR containing a frequency assignment plan for broadcasting-satellite service
or ITU Regional Agreement GE85 containing a frequency assignment plan for
stations of the aeronautical radionavigation service in the MF bands in Region 1. It
is more usual, however, for allocations to provide the basis for regional, area
(sub-regional) or national frequency assignment planning.
6.2.5 Frequency assignment plans for aeronautical communications and

navigation systems (with the exception of the HF bands) are usually developed and
agreed regionally within ICAO, through the ICAO Regional Offices, using the
planning criteria contained in the attachments to ICAO Regional Air Navigation
Plans (see also Chapter 4, 4.5).
Service sharing
6.2.6 Increasing pressure on the spectrum has led to an increased sharing of

frequency bands by compatible primary services to the extent that sharing has
become commonly used. ITU-R studies, which determine the sharing conditions
between different services, may include technical and operational limitations or
procedures for coordination purposes. Sharing between low-signal-level space

services and other services, including on occasion aeronautical services, is often
proposed. The results of the ITU-R studies are normally published in ITU-R
Recommendations or ITU-R Reports.
Planning of frequency assignments
6.2.7 This activity follows on from allocation planning or sharing studies.

Its purpose is to prepare frequency assignment plans between cooperating
countries for their region or area, or by countries for application within national
boundaries, or to identify individual assignments on a case-by-case basis. For
terrestrial services, it employs the dimensions of frequency, distance and time
separation in calculations which would use some or all of the following
parameters:
— location of required service;
— frequency of operation and transmission bandwidth;
— power and directive gain of antenna;
— propagation characteristics;
— protection required by proposed service;
— protection required by other existing services on same or adjacent

frequencies;
— time of day, season or year of operation.
A frequency assignment can be made when each new (or modified) frequency
assignment simultaneously satisfies the protection requirement for each direction
of transmission (the new/modified frequency assignment will not cause harmful
interference to existing frequency assignments and in turn, existing frequency
assignments shall not cause harmful interference to the new/modified frequency
assignment). The task of creating and maintaining a frequency assignment plan for
a region is usually extensive, requiring computer-based tools. Assignments are
made to transmitting stations subject to the requirement to protect the received
signal in a given area (designated operational coverage) from harmful interference.
6.2.8 For space services, Article 9 of the Radio Regulations lays down

comprehensive coordination procedures operated by the Radiocommunication
Bureau. Acceptability is assessed using calculation methods and criteria contained

in agreed ITU-R Recommendations. ICAO is normally not involved in the
coordination of frequency assignments for space services.
6.2.9 Further guidance on frequency assignment planning and other

technical material is in Volume II of this handbook.
6.3 THE ROLE OF TECHNOLOGY IN

SPECTRUM MANAGEMENT
6.3.1 Technology plays a vital role in spectrum management in two ways:
a) it provides automated (computer-based) assistance to the frequency

assignment planning process, facilitating better analysis, performing
more complex or repetitive calculations, maintenance and access to
information and data on frequency use, and many other applications; and
b) through system improvements, it leads to improved utilization of radio

frequency (RF) spectrum.
6.3.2 Modern communication and navigation systems, employing

sophisticated RF modulation techniques, tighter system design parameters and
improved interference rejection circuitry, promote more efficient frequency use
and are now commercially available at economical prices. For example, the actual
spectral occupancy of a single VHF communication channel in the AM(R)S band
has been significantly improved by channel splitting on four occasions in the past
fifty years, which has resulted in the availability of many extra channels in that
band. The use of digital modulation techniques to replace analogue modulations
may provide for another practical system improvement measure which,
coincidentally, may lead to more efficient spectrum use.
6.3.3 Technology improvements remain the best possibility for meeting the

anticipated demand for frequencies in the future.
6.4 AERONAUTICAL SERVICES
6.4.1 Aeronautical services are subject to all of the processes described

above in the same general way as any other radio service. The allocations to the
aeronautical mobile and aeronautical radionavigation services are part of the
common spectrum resource for aviation and are required to be justified on a

continuous basis, requesting additions when necessary and releasing frequencies
which are no longer required.
6.4.2 The areas where the special role of radio in air operations is fully
recognized, as noted above, are:
a) the technical control and management of the exclusive allocations to

aeronautical services is carried out by aeronautical experts, both
internationally and nationally, in a majority of countries. In these
activities, ICAO performs a central coordinating function, providing the
international forum for the review of needs for spectrum, the
development of technical planning standards and the registration of
global use. National aviation experts participate fully in these activities;
b) equipment and system approval by aviation authorities, recognizing that

ground systems must meet operational standards based on safety, and
aircraft equipment must obtain type approval and airworthiness
certification also based on safety requirements under national responsi-
bilities emanating from the ICAO Convention; and
c) cases of interference to aeronautical radio services are treated in the

Radio Regulations as requiring special measures. National telecommuni-
cations administrations are required to take particular care in the
licensing and operation of other services and industrial processes using
radio waves which have the potential to endanger safety-of-life
functions. In cases where harmful interference is experienced, ICAO can
offer assistance in eliminating the interference.
6.5 SPECTRUM MANAGEMENT
IN THE FUTURE
6.5.1 The worldwide demand for frequencies continues to increase, placing

considerable pressures on the spectrum management process. Growth patterns vary
between world regions, with developed economies experiencing expansion in
(generic) mobile communications, both terrestrial and satellite, and in sound and
television broadcasting. Elsewhere, fixed links for point-to-point communications
are important in areas without an extensive ground-based (cable) infrastructure, or
where radio services in large areas with difficult terrain have to be developed.
Bandwidth efficient technologies can provide substantial gains in the amount of
information processed per unit of bandwidth. Attention is also strongly focused on
the release of spectrum no longer needed, or inefficiently used, or where the
service concerned fails to argue the case for retention.

6.5.2 A result of this new trend is that spectrum earmarked for use at some
point in the future, or where no plans exist for use, can no longer be retained,
effectively creating a situation in which it may never be possible to successfully
reinstate a claim. In this process, the aeronautical industry, with its long timescales
for international agreement and coordination, is at a serious disadvantage
compared to other users, particularly to those users where commercial
considerations are prime. Instances of arbitrary forcible release of spectrum to such
commercial services are expected to increase.
6.5.3 Demand is unlikely to be satisfied solely by the application of the

procedures of administrative negotiation and agreement used in the past, in which
majority support at ITU conferences has been the criterion for change. Further,
there are practical limits to the technical sharing of frequencies between services
(i.e. shared allocations) which in the final analysis often merely advances eventual
saturation. Spectrum managers are therefore seeking fresh initiatives to provide
more effective ways of awarding and recovering frequencies.
6.5.4 In some countries, procedures are being introduced in which the

recognition of economic forces would play a controlling role. Spectrum award to
the highest bidder and licensing costs are the parameters in which market forces
will be applied to restrict demand, ration allocations, and affect the speedy return
of frequencies no longer needed. While this is initially applicable to high-profile
services, such as land mobile and broadcasting, and in congested areas, it will in
the longer term affect aeronautical allocations, increasing the cost of licences and
applying pressure to release under-used frequencies. Although there is some
recognition that for any methodology to be completely viable it must take into
account essential social and community services and protect their interests, this
reasoning has not yet been extended to include aviation, which spectrum managers
are coming to regard as just another type of commercial operation, albeit with
some special safety connotations. Spectrum pricing, which is a levy on the use of
radio frequency spectrum, is in some countries being extended to spectrum
allocated to aeronautical services.
6.5.5 Future aeronautical radio services are anticipated to make much

greater use of bandwidth efficient systems through the application of modern
technology for reduction of channel spacing, and increased channel capacity and
digital technology. The overall effect of these technological improvements is to
meet the expected increase in air traffic around the world in the years ahead, which
in some areas is expected to double, and perhaps up to and beyond the year 2030
without any significant increase in spectrum. Introduction of new aeronautical
systems or services may require additional frequency bands to be made available
for aviation.
6.6 SPECTRUM MANAGEMENT SUMMARY
The objective of radio frequency spectrum management is to create a rational,

controlled regime whereby the scarce radio frequency resource is planned in such a
manner as to meet the competing and conflicting demands of all of the radio
services intending to make use of it. It is characterized by an international treaty
agreement within the ITU on the principles and objectives to be adhered to in
pursuance of agreed international policies, which include, in particular, the
following:
a) a complementary set of domains addressing the separate aspects of

allocations, supporting regulations, technical planning, service licensing
and frequency registration, embodied within an enabling set of agreed
Radio Regulations;
b) the application of these agreed principles and measures within national

territories by national telecommunication authorities. This process also
includes the national coordination role for both implementation of
international agreements and for the development of coordinated
national proposals for the purpose of international negotiation and
agreement;
c) the recognition that radio plays a vital role in the safe operation of
aircraft, and the acceptance that aviation, through ICAO, may create
standards for equipment and for frequency plans; and
d) the realization that technical and regulatory measures alone cannot meet
all future demands of radio services for access to scarce frequencies.
Present trends are leading to consideration of other means, including in
particular the restriction of demand through the application of economic
measures, such as administrative pricing and auction of frequency bands
to the highest bidder.
______________________
Chapter 7
STATEMENT OF FREQUENCY ALLOCATIONS,

TECHNICAL DETAILS AND ICAO POLICY
This chapter addresses the main subject matter in detail, structured as follows:
Section 7-I. List of frequency bands.
Section 7-II. Civil aviation frequency allocations — ICAO policy

statements and related information (including a composite statement for each
frequency band):
• allocation table;
• footnotes;
• ICAO policy;
• aviation use; and
• commentary.
Section 7-III. Radio Regulations and other ITU material of importance to

aeronautical services including:
• identification of Regulations of importance to civil aviation; and

• ICAO policy.
Section 7-IV. Review of ITU Resolutions and Recommendations.
7-1
SECTION 7-I. LIST OF FREQUENCY BANDS
Section
7-II
Band Service Aviation use page no.
*130–535 kHz ARNS NDB 7-17
*2 850–22 000 kHz AM(R)S Air-ground communications 7-27
(HF voice and data)
3 023 and 5 680 kHz AM(R)S Search and rescue 7-39
74.8–75.2 MHz ARNS Marker beacon 7-41
*108–117.975 MHz ARNS VOR/ILS localizer/ 7-43
AM(R)S GBAS/VDL Mode 4
*117.975–137 MHz AM(R)S Air-ground and air-air 7-53
communications
(VHF voice and data)
121.5, 123.1 and AM(R)S Emergency frequencies 7-59
243 MHz
328.6–335.4 MHz ARNS ILS glide path 7-61
406–406.1 MHz MSS Search and rescue 7-63
*960–1 164 MHz ARNS/RNSS Air-ground communications/ 7-67
AM(R)S DME/SSR/ACAS/UAT
1 030 and 1 090 MHz ARNS SSR/ACAS/ADSB 7-67
*1 164–1 215 MHz ARNS/RNSS DME/GNSS 7-67
*1 215–1 400 MHz RLS/ GNSS 7-79
RNSS Primary surveillance radar
ARNS
*1 525–1 559 MHz MSS (s-E)** Satellite communications 7-87
*1 610–1 626.5 MHz AMS(R)S Satellite communications 7-97
(s-E, E-s)
*1 626.5–1 660.5 MHz MSS (E-s)** Satellite communications 7-97
*1 559–1 626.5 MHz ARNS/RNSS/ GNSS 7-97
MSS
*2 700–3 300 MHz ARNS/RNS/ Primary surveillance radar 7-109
RLS
31/7/18
Corr.
Chapter 7. Statement of Frequency Allocations,
Technical Details and ICAO Policy 7-3
Section
7-II
Band Service Aviation use page no.
*4 200–4 400 MHz ARNS/ Radio altimeter 7-115
AM(R)S WAIC
*5 000–5 250 MHz ARNS MLS/UAS command 7-119
AM(R)S and non-payload
AMS(R)S communication/airport
surface communication
*5 350–5 470 MHz ARNS Airborne weather radar 7-127
8 750–8 850 MHz ARNS/RLS Airborne Doppler radar 7-129
9 000–9 500 MHz ARNS/RNS Precision approach radar/ 7-131
airborne weather radar/
ASDE
13.25–13.4 GHz ARNS Airborne Doppler radar 7-143
15.4–15.7 GHz ARNS/RLS ASDE/other systems 7-149
24.25–24.65 GHz RNS ASDE 7-159
31.8–33.4 GHz RNS ASDE/airborne radar 7-165
enhanced flight vision
system (EFVS)
AM(R)S: Aeronautical mobile (route) service
AMS(R)S: Aeronautical mobile-satellite (route) service
ARNS: Aeronautical radionavigation service
MSS: Mobile-satellite service
RLS: Radiolocation service
RNS: Radionavigation service
RNSS: Radionavigation-satellite service
* A graphical presentation of the allocations of the aeronautical services, together with

other services and relevant footnotes to which these bands are also allocated, is in
Figures 7-1 to 7-7.
** In the frequency bands 1 545–1 555 MHz and 1 646.5–1 656.5 MHz, priority is
supposed to be given to accommodating the spectrum requirements of the aeronautical
mobile-satellite (R) service providing transmission of messages with priority 1 to 6, as
defined in Article 44 of the Radio Regulations; no allocation to AMS(R)S has been
made in this frequency band.
Figure 7-1. 70–1 606.5 kHz
31/7/18
Corr.
Figure 7-2. 2 400–22 250 kHz
31/7/18
Corr.
Figure 7-3. 100–146 MHz
31/7/18
Corr.
Figure 7-4. 942–1 427 MHz
31/7/18
Corr.
Figure 7-5. 1 452–1 670 MHz

Figure 7-6. 2 500–4 800 MHz

Figure 7-7. 4 800–5 830 MHz
31/7/18
Corr.
SECTION 7-II. CIVIL AVIATION FREQUENCY

ALLOCATIONS — ICAO POLICY STATEMENTS AND
RELATED INFORMATION
(including a composite statement for each frequency band)
The following material is reproduced from Article 5 of the ITU Radio Regulations
to provide necessary information on the regulatory basis of the Table of Frequency
Allocations.
Note 1.— Extracts from the ITU Radio Regulations are presented against a
shaded background.
Note 2.— This edition incorporates the changes to the Radio Regulations
adopted at WRC-15.
ARTICLE 5
FREQUENCY ALLOCATIONS
5.1 In all documents of the Union where the terms allocation, allotment and
assignment are to be used, they shall have the meaning given them in
Nos. 1.16 to 1.18, the terms used in the three working languages being as
follows:
Frequency
French English Spanish
distribution to
Services Attribution Allocation Atribución

(attribuer) (to allocate) (atribuir)
Areas or Allotissement Allotment Adjudicación

countries (allotir) (to allot) (adjudicar)
Stations Assignation Assignment Asignación

(assigner) (to assign) (asignar)
Section I. Regions and areas
5.2 For the allocation of frequencies the world has been divided into three
Regions* as shown on the following map and described in Nos. 5.3 to 5.9.
Note 1.— The map is reproduced in Figure 3-1 of this handbook.
Note 2.— RR Nos. 5.3 to 5.22 are not included in this handbook.
*5.2.1 It should be noted that where the words “regions” or “regional” are
without a capital “R” in these Regulations, they do not relate to the three
Regions here defined for purposes of frequency allocation.
...
Section II. Categories of Services and Allocations
5.23 Primary and secondary services
5.24 1) Where, in a box of the Table in Section IV of this Article, a band is

indicated as allocated to more than one service, either on a worldwide or
Regional basis, such services are listed in the following order:
5.25 a) services the names of which are printed in “capitals” (example:

FIXED); these are called “primary” services;
5.26 b) services the names of which are printed in “normal characters”

(example: Mobile); these are called “secondary” services (see
Nos. 5.28 to 5.31).
5.27 2) Additional remarks shall be printed in normal characters

(example: MOBILE except aeronautical mobile).
5.28 3) Stations of a secondary service:
5.29 a) shall not cause harmful interference to stations of primary

services to which frequencies are already assigned or to which
frequencies may be assigned at a later date;
5.30 b) cannot claim protection from harmful interference from stations of

a primary service to which frequencies are already assigned or
may be assigned at a later date;
5.31 c) can claim protection, however, from harmful interference from

stations of the same or other secondary service(s) to which
frequencies may be assigned at a later date.
5.32 4) Where a band is indicated in a footnote of the Table as allocated

to a service “on a secondary basis” in an area smaller than a Region, or in a
particular country, this is a secondary service (see Nos. 5.28 to 5.31).
5.33 5) Where a band is indicated in a footnote of the Table as allocated

to a service “on a primary basis”, in an area smaller than a Region, or in a
particular country, this is a primary service only in that area or country.
5.34 Additional allocations
5.35 1) Where a band is indicated in a footnote of the Table as “also

allocated” to a service in an area smaller than a Region, or in a particular
country, this is an “additional” allocation, i.e. an allocation which is added in
this area or in this country to the service or services which are indicated in
the Table (see No. 5.36).
5.36 2) If the footnote does not include any restriction on the service or
services concerned apart from the restriction to operate only in a particular
area or country, stations of this service or these services shall have equality
of right to operate with stations of the other primary service or services
indicated in the Table.
5.37 3) If restrictions are imposed on an additional allocation in addition

to the restriction to operate only in a particular area or country, this is
indicated in the footnote of the Table.
5.38 Alternative allocations
5.39 1) Where a band is indicated in a footnote of the Table as

“allocated” to one or more services in an area smaller than a Region, or in a
particular country, this is an “alternative” allocation, i.e. an allocation which
replaces, in this area or in this country, the allocation indicated in the Table
(see No. 5.40).
5.40 2) If the footnote does not include any restriction on stations of the
service or services concerned, apart from the restriction to operate only in a
particular area or country, these stations of such a service or services shall
have an equality of right to operate with stations of the primary service or
services, indicated in the Table, to which the band is allocated in other areas
or countries.
5.41 3) If restrictions are imposed on stations of a service to which an

alternative allocation is made, in addition to the restriction to operate only in
a particular country or area, this is indicated in the footnote.
5.42 Miscellaneous provisions
5.43 1) Where it is indicated in these Regulations that a service or

stations in a service may operate in a specific frequency band subject to not
causing harmful interference to another service or to another station in the
same service, this means also that the service which is subject to not
causing harmful interference cannot claim protection from harmful
interference caused by the other service or other station in the same service.
5.43A 1 bis) Where it is indicated in these Regulations that a service or

claiming protection from another service or from another station in the same
service, this means also that the service which is subject to not claiming
protection shall not cause harmful interference to the other service or other
station in the same service.
5.44 2) Except if otherwise specified in a footnote, the term “fixed

service”, where appearing in Section IV of this Article, does not include
systems using ionospheric scatter propagation.
5.45 Not used.
Section III. Description of the

Table of Frequency Allocations
5.46 1) The heading of the Table in Section IV of this Article includes

three columns, each of which corresponds to one of the Regions (see
No. 5.2). Where an allocation occupies the whole of the width of the Table or
only one or two of the three columns, this is a worldwide allocation or a
Regional allocation, respectively.
5.47 2) The frequency band referred to in each allocation is indicated in

the left-hand top corner of the part of the Table concerned.
5.48 3) Within each of the categories specified in Nos. 5.25 and 5.26,
services are listed in alphabetical order according to the French language.
The order of listing does not indicate relative priority within each category.
5.49 4) In the case where there is a parenthetical addition to an

allocation in the Table, that service allocation is restricted to the type of
operation so indicated.
5.50 5) The footnote references which appear in the Table below the
allocated service or services apply to more than one of the allocated
services, or to the whole of the allocation concerned.
5.51 6) The footnote references which appear to the right of the name of
a service are applicable only to that particular service.
5.52 7) In certain cases, the names of countries appearing in the

footnotes have been simplified in order to shorten the text.
This page intentionally left blank.

Band: 130–535 kHz

Service: Aeronautical radionavigation (NDB)
Allocation:
kHz
130–255
Allocation to services
Region 1 Region 2 Region 3
130–135.7 130–135.7 130–135.7
FIXED FIXED FIXED
MARITIME MOBILE MARITIME MOBILE MARITIME MOBILE
RADIONAVIGATION
5.64 5.67 5.64 5.64
135.7–137.8 135.7–137.8 135.7–137.8
FIXED FIXED FIXED
Amateur 5.67A Amateur 5.67A RADIONAVIGATION
Amateur 5.67A
5.64 5.67 5.67B 5.64 5.64 5.67B
137.8–148.5 137.8–160 137.8–160
FIXED FIXED FIXED
RADIONAVIGATION
5.64 5.67
5.64 5.64
148.5–255
BROADCASTING 160–190 160–190
FIXED FIXED
Aeronautical
radionavigation
190–200
AERONAUTICAL RADIONAVIGATION
5.68 5.69 5.70

kHz
255 (200)–405
Allocation to Services
200–275 200–285
AERONAUTICAL AERONAUTICAL
255–283.5
RADIONAVIGATION RADIONAVIGATION
BROADCASTING
Aeronautical mobile Aeronautical mobile
AERONAUTICAL
RADIONAVIGATION 275–285
AERONAUTICAL
RADIONAVIGATION
Aeronautical mobile
Maritime radionavigation
5.70 5.71 (radiobeacons)
283.5–315
AERONAUTICAL 285–315
RADIONAVIGATION AERONAUTICAL RADIONAVIGATION
MARITIME MARITIME RADIONAVIGATION
RADIONAVIGATION (radiobeacons) 5.73
(radiobeacons) 5.73
5.74
315–325 315–325 315–325
AERONAUTICAL MARITIME AERONAUTICAL
RADIONAVIGATION RADIONAVIGATION RADIONAVIGATION
Maritime radionavigation (radiobeacons) 5.73 MARITIME
(radiobeacons) 5.73 Aeronautical RADIONAVIGATION
radionavigation (radiobeacons) 5.73
5.75
325–405 325–335 325–405
AERONAUTICAL AERONAUTICAL AERONAUTICAL
Aeronautical mobile Aeronautical mobile
Maritime radionavigation
(radiobeacons)
335–405
AERONAUTICAL
RADIONAVIGATION
Aeronautical mobile
kHz
405–505
405–415 405–415
RADIONAVIGATION RADIONAVIGATION 5.76
5.76 Aeronautical mobile
415–435 415–472
MARITIME MOBILE MARITIME MOBILE 5.79
5.79 Aeronautical radionavigation 5.80
AERONAUTICAL
RADIONAVIGATION
435–472
MARITIME MOBILE
5.79 5.79A
Aeronautical
radionavigation 5.77
5.82 5.77 5.78 5.82
472-479
MARITIME MOBILE 5.79
Amateur 5.80A
Aeronautical radionavigation 5.77 5.80
5.82 5.80B
479–495 479–495
MARITIME MOBILE MARITIME MOBILE 5.79 5.79A
5.79 5.79A Aeronautical radionavigation 5.80
Aeronautical
radionavigation 5.77
5.82 5.77 5.82
495–505 MARITIME MOBILE
kHz
505–535
505–526.5 505–510 505–526.5
5.79 5.79A 5.84 5.79 5.79 5.79A 5.84
AERONAUTICAL 510–525 AERONAUTICAL
RADIONAVIGATION MARITIME MOBILE RADIONAVIGATION
5.79A 5.84 Aeronautical Mobile
AERONAUTICAL Land Mobile
RADIONAVIGATION
525–535
BROADCASTING 526.5–535
5.86 BROADCASTING
AERONAUTICAL Mobile
RADIONAVIGATION 5.88
Footnotes:
5.64 Only classes A1A or F1B, A2C, A3C, F1C or F3C emissions are
authorized for stations of the fixed service in the bands allocated to this
service between 90 kHz and 160 kHz (148.5 kHz in Region 1) and for
stations of the maritime mobile service in the bands allocated to this service
between 110 kHz and 160 kHz (148.5 kHz in Region 1). Exceptionally, class
J2B or J7B emissions are also authorized in the bands between 110 kHz and
160 kHz (148.5 kHz in Region 1) for stations of the maritime mobile service.
5.67 Additional allocation: in Mongolia, Kyrgyzstan and Turkmenistan, the

band 130–148.5 kHz is also allocated to the radionavigation service on a
secondary basis. Within and between these countries this service shall have
an equal right to operate. (WRC-07)
5.67A Stations in the amateur service using frequencies in the band 135.7–

137.8 kHz shall not exceed a maximum radiated power of 1 W (e.i.r.p.) and
shall not cause harmful interference to stations of the radionavigation service
operating in countries listed in No. 5.67. (WRC-07)
5.67B The use of the band 135.7–137.8 kHz in Algeria, Egypt, Iran (Islamic
Republic of), Iraq, Lebanon, Syrian Arab Republic, Sudan, South Sudan and
Tunisia is limited to the fixed and maritime mobile services. The amateur
service shall not be used in the above-mentioned countries in the band
135.7–137.8 kHz, and this should be taken into account by the countries
authorizing such use. (WRC-12)
5.68 Alternative allocation: in Congo (Rep. of the), the Dem. Rep. of the

Congo and South Africa, the frequency band 160–200 kHz is allocated to the
fixed service on a primary basis. (WRC-15)
5.69 Additional allocation: in Somalia, the band 200–255 kHz is also

allocated to the aeronautical radionavigation service on a primary basis.
5.70 Alternative allocation: in Angola, Botswana, Burundi, the Central

African Rep., Congo (Rep. of the), Ethiopia, Kenya, Lesotho, Madagascar,
Malawi, Mozambique, Namibia, Nigeria, Oman, the Dem. Rep. of the Congo,
South Africa, Swaziland, Tanzania, Chad, Zambia and Zimbabwe, the band
200–283.5 kHz is allocated to the aeronautical radionavigation service on a
primary basis. (WRC-12)
5.71 Alternative allocation: in Tunisia, the band 255–283.5 kHz is allocated

to the broadcasting service on a primary basis.
5.73 The band 285–325 kHz (283.5–325 kHz in Region 1), in the maritime
radionavigation service may be used to transmit supplementary navigational
information using narrow-band techniques, on condition that no harmful
interference is caused to radiobeacon stations operating in the radionavigation
service.
5.74 Additional allocation: in Region 1, the frequency band 285.3–

285.7 kHz is also allocated to the maritime radionavigation service (other
than radiobeacons) on a primary basis.
5.75 Different category of service: in Armenia, Azerbaijan, Belarus, the Russian

Federation, Georgia, Moldova, Kyrgyzstan, Tajikistan, Turkmenistan, Ukraine and
the Black Sea areas of Romania, the allocation of the band 315–325 kHz to the
maritime radionavigation service is on a primary basis under the condition that in
the Baltic Sea area, the assignment of frequencies in this band to new stations in
the maritime or aeronautical radionavigation services shall be subject to prior
consultation between the administrations concerned. (WRC-07)
5.76 The frequency 410 kHz is designated for radio direction-finding in the

maritime radionavigation service. The other radionavigation services to which
the band 405–415 kHz is allocated shall not cause harmful interference to
radio direction-finding in the band 406.5–413.5 kHz.
5.77 Different category of service: in Australia, China, the French Overseas

Communities of Region 3, Korea (Rep. of), India, Iran (Islamic Republic of),
Japan, Pakistan, Papua New Guinea and Sri Lanka, the allocation of the
frequency band 415–495 kHz to the aeronautical radionavigation service is
on a primary basis. In Armenia, Azerbaijan, Belarus, the Russian Federation,
Kazakhstan, Latvia, Uzbekistan and Kyrgyzstan, the allocation of the
frequency band 435-495 kHz to the aeronautical radionavigation service is on
a primary basis. Administrations in all the aforementioned countries shall take
all practical steps necessary to ensure that aeronautical radionavigation
stations in the frequency band 435–495 kHz do not cause interference to
reception by coast stations of transmissions from ship stations on
frequencies designated for ship stations on a worldwide basis. (WRC-12)
5.78 Different category of service: in Cuba, the United States of America

and Mexico, the allocation of the band 415–435 kHz to the aeronautical
radionavigation service is on a primary basis.
5.79 The use of the bands 415–495 kHz and 505–526.5 kHz (505–510 kHz
in Region 2) by the maritime mobile service is limited to radiotelegraphy.
5.79A When establishing coast stations in the NAVTEX service on the

frequencies 490 kHz, 518 kHz and 4 209.5 kHz, administrations are strongly
recommended to coordinate the operating characteristics in accordance with
the procedures of the International Maritime Organization (IMO) (see
Resolution 339 (Rev. WRC-07)). (WRC-07)
5.80 In Region 2, the use of the band 435–495 kHz by the aeronautical
radionavigation service is limited to non-directional beacons not employing
voice transmission.
5.80A The maximum equivalent isotropically radiated power (e.i.r.p.) of

stations in the amateur service using frequencies in the band 472–479 kHz
shall not exceed 1 W. Administrations may increase this limit of e.i.r.p. to 5 W
in portions of their territory which are at a distance of over 800 km from the
borders of Algeria, Saudi Arabia, Azerbaijan, Bahrain, Belarus, China,
Comoros, Djibouti, Egypt, United Arab Emirates, the Russian Federation,
Iran (Islamic Republic of), Iraq, Jordan, Kazakhstan, Kuwait, Lebanon, Libya,
Morocco, Mauritania, Oman, Uzbekistan, Qatar, Syrian Arab Republic,
Kyrgyzstan, Somalia, Sudan, Tunisia, Ukraine and Yemen. In this frequency
band, stations in the amateur service shall not cause harmful interference to,
or claim protection from, stations of the aeronautical radionavigation service.
5.80B The use of the frequency band 472–479 kHz in Algeria, Saudi

Arabia, Azerbaijan, Bahrain, Belarus, China, Comoros, Djibouti, Egypt,
United Arab Emirates, the Russian Federation, Iraq, Jordan, Kazakhstan,
Kuwait, Lebanon, Libya, Mauritania, Oman, Uzbekistan, Qatar, Syrian Arab
Republic, Kyrgyzstan, Somalia, Sudan, Tunisia and Yemen is limited to the
maritime mobile and aeronautical radionavigation services. The amateur
service shall not be used in the above-mentioned countries in this frequency
band, and this should be taken into account by the countries authorizing such
use.
5.82 In the maritime mobile service, the frequency 490 kHz is to be used
exclusively for the transmission by coast stations of navigational and
meteorological warnings and urgent information to ships, by means of
narrow-band direct-printing telegraphy. The conditions for use of the
frequency 490 kHz are prescribed in Articles 31 and 52. In using the
frequency band 415–495 kHz for the aeronautical radionavigation service,
administrations are requested to ensure that no harmful interference is
caused to the frequency 490 kHz. In using the frequency band 472–479 kHz
for the amateur service, administrations shall ensure that no harmful
interference is caused to the frequency 490 kHz. (WRC-12)
5.84 The conditions for the use of the frequency 518 kHz by the maritime
mobile service are prescribed in Articles 31 and 52. (WRC-07)
5.86 In Region 2, in the band 525–535 kHz the carrier power of

broadcasting stations shall not exceed 1 kW during the day and 250 W at
night.
5.87 Additional allocation: in Angola, Botswana, Lesotho, Malawi,

Mozambique, Namibia, Niger and Swaziland, the band 526.5–535 kHz is also
allocated to the mobile service on a secondary basis. (WRC-12)
5.87A Additional allocation: in Uzbekistan, the band 526.5–1 606.5 kHz is

also allocated to the radionavigation service on a primary basis. Such use is
subject to agreement obtained under No. 9.21 with administrations
concerned and limited to ground-based radiobeacons in operation on
27 October 1997 until the end of their lifetime. (WRC-97)
5.88 Additional allocation: in China, the band 526.5–535 kHz is also

allocated to the aeronautical radionavigation service on a secondary basis.
ICAO POLICY
• No change to RR Nos. 5.70, 5.80 and 5.86.

• In regions where the global navigation satellite system (GNSS)
is implemented and non-directional radio beacon (NDB)
assignments are withdrawn from international and national
usage, aviation requirements for spectrum in these bands may be
reduced.
• Until NDBs have been phased out, the current allocations to the
aeronautical radionavigation service must be safeguarded.
On a global basis, the use of NDB beacons is expected to continue in the medium
term and the long term subject to regional or sub-regional requirements. The use in
general is stabilized and may be reduced over time as a result of ongoing GNSS
and RNAV implementation. However, the use of NDB and locator beacons will
continue subject to regional requirements (e.g. to provide a backup network to
GNSS). No (significant) increase in frequency requirements for NDB and locator
beacons is expected; the aeronautical requirements can be met in the currently
available frequency bands. Outer locators which are used in conjunction with the
instrument landing system (ILS) and marker beacons are, in a number of cases,
being replaced with DME. Parts of the bands used for NDB/locator systems are
shared with amateur, broadcasting, maritime radionavigation and maritime mobile
services.
AVIATION USE: These bands support NDBs for short- and medium-range
navigation. NDBs transmit non-directional signals in the low and medium
frequency (LF/MF) bands, normally between 190 kHz and 535 kHz. With
appropriate automatic direction finder (ADF) equipment on board an aircraft, the
pilot can determine the bearing of the station or can “home” on the station. The
ADF receiver tuning range is normally between 190 kHz and 1 750 kHz. NDBs
are mainly used as a non-precision instrument approach aid, either in conjunction
with an ILS (then designated as a “locator”), or to define air routes/airways. NDBs
are extensively deployed at aerodromes for general aviation. Although NDBs are
comparatively inexpensive navigation aids and relatively simple to install and
maintain, bearing information derived from NDBs is not very precise and
lightning, precipitation static, etc., cause intermittent or unreliable signals resulting
in erroneous bearing information and/or large oscillations of the radio compass
needle. NDBs are assigned frequencies on the basis of daytime propagation
conditions. Frequencies used for NDB are prone to night effects, whereby, due to
ionosphere propagation (reflection), significant errors due to the reception of
signals from distant NDBs may occur. This night effect increases with assigned
frequency of operation.
Aeronautical NDBs at coastal locations are also used by the maritime service, and
in the reverse sense, beacons provided for maritime purposes are potentially usable
by aviation.
Frequency scarcity in ITU Region 1 (Europe and Africa) has been a cause for
concern in the past. The 1979 ITU World Administrative Radio Conference
(WARC-79) hence recognized a demand in Europe and Africa and allocated in
ITU Region 1 the frequency band 415–435 kHz to the aeronautical radionavigation
service, shared with the maritime mobile service, at that time on a permitted basis.
An ITU frequency assignment plan for Region 1 was prepared for this band in
1985 giving priority access to the aeronautical radionavigation service (Final Acts
of the Regional Administrative Radio Conference for the planning of the MF
Maritime Mobile and Aeronautical Radionavigation Services (Region 1), Geneva,
1985 refers). At present, the need for NDBs has stabilized and aviation can meet
its requirement from the current allocations. Allocations made on a permitted basis
were removed from the Radio Regulations in WRC-95 and replaced with an
allocation on a primary basis.
Interference from broadcasting in the band 255–283.5 kHz has been reported,
which renders parts of this band unusable in much of Region 1. (This band is not
allocated to the broadcasting service in Regions 2 and 3.)
COMMENTARY: For international purposes, the future air navigation systems

(FANS) scenario foresaw a reduction in the role of NDBs in the future due to, inter
alia, the emergence of GNSS as the future system for a range of navigation
services, including those for oceanic and low-density continental airspace.
At a national level where the majority of NDB services are provided, frequency
demand for NDBs will depend to a large extent on national policies. The last
worldwide ICAO review in 1985 (Appendix C to Agenda Item 8 of the Report of the
Communications/Operations (COM/OPS) Divisional Meeting (1985) (Doc 9464))
considered the retention of NDB allocations essential, including the need for
assignments for national purposes. General aviation use of NDBs is expected for at
least the medium term (2035).
Recent developments include the need to retain NDB systems on a larger scale
to provide backup for GNSS failures in areas where alternative backup systems,
such as VOR/DME or DME-DME navigation, are technically or economically
not practicable.
Footnotes:
Footnotes to the Table of Frequency Allocations of particular importance are:
5.76: Designation of 410 kHz for radio direction finding.

5.80: The prohibition of the use of voice on NDB frequencies in Region 2 in the
band 435–495 kHz.
5.84: Designation of 518 kHz for special use in the maritime mobile service.
More information on the use of spectrum for NDB as well as frequency

assignment planning of these beacons relating to the provisions of Article 28 and
Appendix 12 of the Radio Regulations is in paragraphs 7-III.3.6 and 7-III.4.2 of
this handbook. Attachment G contains technical information and frequency-
sharing criteria for NDB.
Band: 2 850–22 000 kHz

Service: AM(R)S (air-ground communications (HF voice and data))
Allocation: In several sub-bands
kHz
2 850–22 000
2 850–3 025 AERONAUTICAL MOBILE (R)

5.111 5.115
5 450–5 480 5 450–5 480 5 450–5 480

FIXED AERONAUTICAL FIXED
AERONAUTICAL MOBILE (R) AERONAUTICAL
MOBILE (OR) MOBILE (OR)
LAND MOBILE LAND MOBILE

5.111 5.115

5.111
21 850–21 870 FIXED 5.155A
5.155
Footnotes:
5.111 The carrier frequencies 2 182 kHz, 3 023 kHz, 5 680 kHz, 8 364 kHz
and the frequencies 121.5 MHz, 156.525 MHz, 156.8 MHz and 243 MHz
may also be used, in accordance with the procedures in force for terrestrial
radiocommunication services, for search and rescue operations concerning
manned space vehicles. The conditions for the use of the frequencies are
prescribed in Article 31.
The same applies to the frequencies 10 003 kHz, 14 993 kHz and
19 993 kHz, but in each of these cases emissions must be confined in a
band of ±3 kHz about the frequency. (WRC-07)
5.115 The carrier (reference) frequencies 3 023 kHz and 5 680 kHz may
also be used, in accordance with Article 31 by stations of the maritime mobile
service engaged in coordinated search and rescue operations. (WRC-07)
5.155 Additional allocation: in Armenia, Azerbaijan, Belarus, the Russian

Federation, Georgia, Kazakhstan, Moldova, Mongolia, Uzbekistan, Kyrgyzstan,
Slovakia, Tajikistan, Turkmenistan and Ukraine, the band 21 850–21 870 kHz
is also allocated to the aeronautical mobile (R) service on a primary basis.
(WRC-07)
5.155A In Armenia, Azerbaijan, Belarus, the Russian Federation, Georgia,

Kazakhstan, Moldova, Mongolia, Uzbekistan, Kyrgyzstan, Slovakia, Tajikistan,
Turkmenistan and Ukraine, the use of the band 21 850–21 870 kHz by the
fixed service is limited to provision of services related to aircraft flight safety.
(WRC-07)
ICAO POLICY
• Retain the current allocations in the HF bands to the

aeronautical mobile (route) service (AM(R)S) bands and the
provisions of Appendix 27 to the Radio Regulations for the
foreseeable future for HF voice and data.
• Protect the use of the aeronautical HF bands in accordance with
the provisions of Appendix 27.
• No change to RR Nos. 5.111 and 5.115.
• Support the measures and participate in the technical studies
addressed in Resolution 207 (Rev. WRC-15) concerning the
unauthorized use of and interference to frequencies in the bands
allocated to the AM(R)S.
• Consider technical solutions which can be implemented
efficiently without changes to aircraft equipment or disruption
of aeronautical services.
The global aviation HF frequency bands between 2 850 kHz and 22 000 kHz provide
aviation with a means for long-distance (beyond the radio horizon) communications.
HF communications consist of both air-ground voice, and HF data link (HFDL)
communications. Both voice and HFDL enable aircraft to still communicate when
moving outside of VHF coverage (e.g. oceanic, polar or remote areas) or during loss
of satellite communications. Effective HF communication can be maintained up to
thousands of kilometres between a ground station and the aircraft.
The extended range of HF operations is achieved through sky wave propagation,

which uses the ionosphere and the Earth’s surface to effectively “bounce” the
signal beyond normal radio line of sight. As the ionosphere varies depending on
the time of day and solar activity, a single HF ground station may cycle through
multiple aeronautical frequencies from 2 MHz up to 22 MHz throughout the day to
ensure communications.
HF is still required as a means for long-range communications for all aircraft

operating in oceanic or remote regions, and is an integral part of the associated
safety case. HFDL has continued to evolve to support more aeronautical
operational control (AOC) and ATS applications, such as controller-pilot data link
communication (CPDLC) and ADS-C reporting and as of 2017 over 3 000 aircraft
are equipped with HFDL. Consequently, the HF channel capacity required for
contingency planning continues to grow, though future requirements are expected
to be met in the currently available frequency bands.
AVIATION USE: HF voice, HFDL
HF voice is used for both ATS and AOC communications worldwide. Using an
upper single sideband (suppressed carrier) amplitude modulation (USB) for 3 kHz
channels, HF ground stations transmit up to 6 kW of power. Use of the selective
calling (SELCAL) notification system by ground stations reinserts the carrier for
the duration of the SELCAL message to ensure reception by the aircraft.
HFDL also uses 3 kHz USB upper sideband channels, using a half-duplex digital
transmission to communicate between the HF ground station and the aircraft on the
same frequency. Its adaptive modulation rate provides resilience to interference,
while also regularly scanning the other HF frequencies to select the most efficient
channel as the ionosphere conditions change.
Appendix 27 to the Radio Regulations contains the Frequency Allotment Plan and
system parameters and was agreed at the ITU WARC-Aer2 (1978). The ICAO
Communications Divisional Meeting (1976) carried out the ICAO coordination
prior to the ITU conference. The ICAO Communications Divisional Meeting
(1981) agreed to the necessary amendments to Annex 10, which included the
change of modulation specification from double sideband (DSB) to single
sideband (SSB) upper sideband.
The registration of assignments in the ITU Master International Frequency

Register (MIFR) is a mandatory requirement covered by the Radio Regulations
and effected through ITU member administrations (national telecommunication
administrations). Due to the provisions of the Radio Regulations, ICAO cannot
play any role in this registration (see Ref. 27/19 in the section below titled Use of
HF datalink in the HF AM(R)S). However, ICAO encourages all administrations to
maintain accurate and current information in the ITU MIFR to ensure additional
frequency assignments are not constrained by legacy assignments no longer in use.
HF voice frequencies are used for international and domestic services:
 Allotments in the Appendix 27 Plan are made to major world air route
areas (MWARA) for long-distance international services where more
than one country is affected. Regional and domestic air route areas
(RDARA) allotments are made in other cases. Both MWARA and
RDARA voice services provide ATC and other ATS messages within
the relevant flight information region (FIR). The structure of
Appendix 27 conforms to the operational requirement for aeronautical
HF voice communication for the foreseeable future.
 A number of frequencies in the HF bands have been allotted on a

worldwide basis for AOC messages. Known as long-distance operational
control (LDOC), many aircraft operating agencies use these frequencies
intensively and, in many cases, operate their own HF networks to
support LDOC for regularity of flight and aircraft safety purposes.
(RR 27/217).
27/217 4. The world-wide frequency allotments appearing in the Tables

at No. 27/213 and Nos. 27/218 to 27/231, except for carrier (reference)
frequencies 3 023 kHz and 5 680 kHz, are reserved for assignment by
administrations to stations operating under authority granted by the adminis-
tration concerned, for the purpose of serving one or more aircraft operating
agencies. Such assignments are to provide communications between an
appropriate aeronautical station and an aircraft station anywhere in the world
for exercising control over regularity of flight and for safety of aircraft. World-
wide frequencies are not to be assigned by administrations for MWARA,
RDARA and VOLMET purposes. Where the operational area of an aircraft
lies wholly within a RDARA or Sub-RDARA boundary, frequencies allotted to
those RDARAs and Sub-RDARAs shall be used.
Appendix 27 designates the carrier frequencies 3 023 kHz and 5 650 kHz
(RR 27/232 to RR 27/238) for common use on a worldwide basis. RR 27/236
permits these frequencies to be used by other mobile services for air-surface search
and rescue operations. RR Nos. 5.111 and 5.115 (WRC-07) and Appendix 15 of
the Radio Regulations also specify these frequencies for specific distress and
safety purposes (coordinated search and rescue operations). The relevant
provisions of Appendix 27 of the Radio Regulations are reproduced in
Section 7- II — Band 3 023 kHz and 5 680 kHz of this handbook.
Appendix 27 RR 27/19 specifically recognizes the coordination role of ICAO, with

reference to the operational use of frequencies in the Allotment Plan. This activity
is coordinated at regional air navigation meetings where regional requirements and
frequencies for long-range communications are agreed. Such agreements need to
be registered with the ITU MIFR through the national telecommunication
administrations.
Appendix 27 contains provisions for adaptation of the allotment and frequency

assignment procedures. These provisions allow administrations to assign frequencies
which are not identified in the Allotment Plan under the condition that such
frequency assignments will not reduce the protection of frequencies which are in the
Allotment Plan. After proper coordination by the national telecommunication
authorities of such frequency assignments with other administrations, these
frequency assignments can be recorded in the ITU MIFR with the same international
protection as other frequencies. These provisions provide for adequate flexibility in
the regulatory procedures to implement changes in the use of the HF frequency bands
by aviation, including the accommodation of new frequency assignments.
4. Adaptation of allotment procedure
27/20 It is recognized that not all the sharing possibilities have been
exhausted in the allotment Plan contained in this Appendix. Therefore, in
order to satisfy particular operational requirements which are not otherwise
met by this allotment Plan, Administrations may assign frequencies from the
aeronautical mobile (R) bands in areas other than those to which they are
allotted in this Plan. However, the use of the frequencies so assigned must
not reduce the protection to the same frequencies in the areas where they
are allotted by the Plan below that determined by the application of the
procedure defined in Part I, Section II B of this Appendix.
27/21 5. When necessary to satisfy the needs of international air

operations Administrations may adapt the allotment procedure for the
assignment of aeronautical mobile (R) frequencies, which assignments shall
then be the subject of prior agreement between Administrations affected.
27/22 6. The coordination described in No. 27/19 shall be effected where

appropriate and desirable for the efficient utilization of the frequencies in
question, and especially when the procedures of No. 27/21 are unsatisfactory.
27/67 e) That, in accordance with the Radio Regulations, all details of the

assignment(s), including the transmitting antenna characteristics shall be
notified to the Radiocommunication Bureau.
COMMENTARY:
The present policy, in line with the findings of the ICAO Communications/
Meteorology/Operations (COM/MET/OPS) Divisional Meeting (1990), is that no
change be made to the allocation of the bands between 2 MHz and 22 MHz allocated
to the AM(R)S (Appendix A to the report of COM/MET/OPS/90 on Agenda Item 3,
paragraph 2.3 — Future aviation use — refers). Although this policy recognized that
requirements for HF frequency assignments were increasing, over the years few new
frequency assignments have been made. The coverage of polar regions which cannot
be accommodated by satellite systems utilizing geostationary satellites is a
requirement for continued use of HF spectrum even after full implementation of
satellite communication. Additionally, implementation of non-geostationary satellite
systems (e.g. IRIDIUM) may also provide for the missing coverage over polar areas.
Use of HFDL in the HF AM(R)S
Data link on HF frequencies was considered by the Aeronautical Mobile

Communications Panel (AMCP) and the Automatic Dependent Surveillance Panel
(ADSP). A study on this matter, including the development of SARPs for
Annex 10, was completed and relevant SARPs incorporated in Annex 10,
Volume III.
SARPs for HFDL were incorporated in Annex 10, Volume III, in 1999. A global
HFDL network/system (ARINC Global Link) for aviation, operating in accordance
with ICAO SARPs, is currently in operation. HFDL is approved for full Future Air
Navigation Systems (FANS) capability at RCP400.
The existing technical provisions in Appendix 27 permit data modulations, and the
Rules of Procedure relating to this were approved by the ITU Radio Regulations
Board at its meeting in July 1998. The relevant rules are referenced below:
Ref. 27/15:
This provision specifies that the use of channels derived from the
frequencies indicated in No. 27/18 for the various classes of emissions other
than J3E and H2B will be subject to special arrangements by the
administrations concerned and affected. In this connection, and having in
mind the spirit of Resolution 713 (WRC-95), the Board considers as a valid
“special arrangement by the administrations concerned” any formal action by
the International Civil Aviation Organization (ICAO) which results in
Standards and Recommended Practices (SARPs), which are approved by
the ICAO in accordance with its procedures and which are communicated to
the ITU accordingly.
Ref. 27/19:
This provision specifies the role of ICAO in performing voluntary coordination
(“should”) in the operational use of the frequencies. The Board considers
such a coordination as an internal ICAO activity, intended to concluding
operational agreements between the international operators (e.g.
timesharing arrangements). Therefore the Bureau will not take into account
such agreements between operators, unless they are communicated to the
Bureau by their national telecommunications administration.
Ref. 27/58:
This provision lists the permissible classes of emission on the channels of
Appendix 27 and stipulates, amongst other emissions, the possibility of using
“other transmissions such as data transmission, single sideband, suppressed

carrier”. The class of transmission listed against this latter description is JXX
(former designation A9J). In this respect, the Board considers that any SSB
(suppressed carrier) class of emission is authorized on the channels in
Appendix 27 (e.g. J2B, J2D, J7B, J7D, J9B, J9D, etc.), provided that the
following conditions are satisfied:
• the reference frequency of the concerned transmission coincides with a

reference frequency listed in the list of carrier (reference) frequencies
(27/18);
• the occupied bandwidth of other authorized emissions does not exceed

the upper limit of J3E emissions (No. 27/12), i.e. 2 700 Hz;
• the assigned frequency is at a value 1 400 Hz above the carrier

(reference) frequency (27/75).
In frequency assignment planning, it is important to realize that the geographical

disposition of allotments to MWARA and RDARA needs to be adjusted to
accommodate the area of application of the new data services. In accordance with
Appendix 27, RR 27/56, the frequency assignments for data must be made so as
not to cause harmful interference to the allotments in Appendix 27. While some
assignments may be identified using the possibilities covered by RR 27/20 (see
above), the additional requirements for dedicated families for data, as specified by
the AMCP, cannot be met from the present Appendix 27 Allotment Plan without
affecting the provisions (allotments) for HF voice.
On the use of HF data link and to assist in the coordination and registration of
frequency assignments by the ITU, Recommendation ITU-R M.1458 on the Use of
the frequency bands between 2.8 MHz and 22 MHz by the AM(R)S for data
transmission using class of emission J2D provides additional information.
Harmful interference to HF services in certain areas
The increase in harmful interference to air-ground communications (and to

maritime communications) in the HF bands was discussed at ITU World
Radiocommunication Conferences in 1997 and 2000. This problem is prevalent in
some areas in the western part of the South Pacific and is believed to arise from the
use of non-licensed, non-authorized equipment often installed on marine craft. The
ITU discussions have encompassed both administrative measures, i.e. better
control and regulation, and technical measures, which can reduce the effect. The
latter are only regarded with favour in aviation if they can be implemented without
changes to current operational aircraft equipment. Resolution 207 (Rev. WRC-15)

was amended at WRC-03 to draw attention to this threat and to ensure that studies
by ITU-R continue.
Additionally, increasing environmental noise is being seen from unintentional and

intentional radiators in the HF spectrum. New technologies such as Broadband
over Power Lines (BPL) and Wireless Power Transmission (WPT) are being
deployed worldwide into the consumer market with little control over the area of
use, and have a high potential for raising the noise floor of aviation HF ground
receivers. Furthermore, over the horizon HF radars are also a known source of
interference when such use has not been fully coordinated internationally.
Appendix 27 provisions: Appendix 27 can only be amended by a competent

ITU-R WRC where this subject is placed on the agenda. There are currently no
requirements for a review of the Allotment Plan.
Some of the definitions relevant to the use of frequencies from the aeronautical HF
bands, as given in Appendix 27, are presented in the shaded box below.
Definitions
27/1 1. Frequency allotment Plan: A Plan which shows the frequencies to

be used in particular areas without specifying the stations to which the
frequencies are to be assigned.
27/2 2. The terms to express the different methods of frequency

distribution as used in this Appendix have the following meanings:
Services Attribution Allocation Atribución

(attribuer) (to allocate) (atribuir)
Areas Allotissement Allotment Adjudicación

(allotir) (to allot) (adjudicar)
Stations Assignation Assignment Asignación

(assigner) (to assign) (asignar)
27/3 3. A Major World Air Route is a long-distance route, made up of one

or more segments, essentially international in character, extending through
more than one country and requiring long-distance communication facilities.
27/4 4. A Major World Air Route Area (MWARA) is an area embracing a

certain number of Major World Air Routes, which generally follow the same
traffic pattern and are so related geographically that the same frequency
families may logically be applied.
27/5 5. Regional and Domestic Air Routes are all those using the
Aeronautical Mobile (R) Service not covered by the definition of a Major
World Air Route in No. 27/3.
27/6 6. Regional and Domestic Air Route Area (RDARA) is an area

embracing a certain number of the air routes defined in No. 27/5.
27/7 7. A VOLMET Allotment Area is an area encompassing all points

where an HF broadcast facility might be required to operate on a family of
frequencies common to the area.
27/8 8. A VOLMET Reception Area is an area within which aircraft should

be able to receive broadcasts from one or more stations in the associated
VOLMET Allotment Area.
27/9 9. A World-Wide Allotment Area is one in which frequencies are

allotted to provide long-distance communication between an aeronautical
station within that allotment area and aircraft operating anywhere in the
world.
27/10 10. Family of Frequencies in the Aeronautical Mobile (R) Service

contains two or more frequencies selected from different aeronautical mobile
(R) bands and is intended to permit communication at any time within the
authorized area of use (see Nos. 27/213 to 27/231) between aircraft stations
and appropriate aeronautical stations.
Current and future use of HF frequency bands
Current use of the HF frequency bands is still very significant. In the North
Atlantic area, due to air traffic growth, use of HF communications is still a major
component for adequate air traffic control. The NAT SPG (North Atlantic Systems
Planning Group) has taken steps to increase the number of HF frequencies for use
in the NAT region. It is expected that the necessary frequency assignments can be
found within the current HF frequency bands and within the procedures as
specified in Appendix 27 to the Radio Regulations. Similar steps (to increase the
use of HF frequencies) are also being considered in other regions. No amendments
to the Radio Regulations are necessary as the current procedures include some
flexibility for making new assignments and seeking their registration and
protection within the ITU.
It should be noted that SATCOM voice trials conducted in 2007 showed, inter alia,
that it could not be concluded if the existing satellite infrastructure, networks and
telephone links to the radio stations have sufficient capacity to handle the volume
of traffic currently supported by the NAT HF/VHF network. Since then, some
countries have conducted additional studies to allow one HF communication
system to be permanently replaced with a SATVOICE system, with several trials
being implemented in certain FIRs.
Based on the ICAO Global Air Navigation Plan (GANP) fifth edition, the already
employed HF systems are expected to continue operation beyond 2030.

Band: 3 023 kHz and 5 680 kHz

Service: AM(R)S (search and rescue)
Aviation use: The frequencies 3 023 kHz and 5 680 kHz are intended for common
use on a worldwide basis as indicated in Appendix 27.
27/232 1. The carrier (reference) frequencies 3 023 kHz and 5 680 kHz

are intended for common use on a worldwide basis.
27/233 2. The use of these frequencies in any part of the world is

authorized:
2.1 aboard aircraft for:
a) communications with approach and aerodrome control;
b) communication with an aeronautical station when other

frequencies of the station are either unavailable or unknown;
2.2 at aeronautical stations for aerodrome and approach control under

the following conditions:
a) with mean power limited to a value of not more than 20 W in

the antenna circuit;
b) special attention must be given in each case to the type of

antenna used in order to avoid harmful interference;
c) the power of aeronautical stations which use these frequencies

in accordance with the above conditions may be increased to
the extent necessary to meet certain operational requirements
subject to coordination between the administrations directly
concerned and those whose services may be adversely
affected.
27/234 3. Notwithstanding these provisions, the frequency 5 680 kHz

may also be used at aeronautical stations for communication with aircraft
stations when other frequencies of the aeronautical stations are either
unavailable or unknown. However, this use shall be restricted to such areas
and conditions that harmful interference cannot be caused to other
authorized operations of stations in the aeronautical mobile service.
27/235 4. Additional particulars regarding the use of these channels for

the above purposes may be recommended by the meetings of ICAO.
27/236 5. Frequencies 3 023 kHz and 5 680 kHz may also be used by

stations of other mobile services participating in coordinated air-surface
search and rescue operations, including communications between these
stations and participating land stations. Aeronautical stations are authorized
to use these frequencies to establish communications with such stations.
Note.— See also RR Nos. 5.111 and 5.115 under band 2 850–22 000 kHz.
Band: 74.8–75.2 MHz

Service: Aeronautical radionavigation (marker beacon)
Allocation:
MHz
74.8–75.2
74.8–75.2 AERONAUTICAL RADIONAVIGATION
5.180 5.181
Footnotes:
5.180 The frequency 75 MHz is assigned to marker beacons. Adminis-

trations shall refrain from assigning frequencies close to the limits of the
guardband to stations of other services which, because of their power or
geographical position, might cause harmful interference or otherwise place a
constraint on marker beacons.
Every effort should be made to improve further the characteristics of

airborne receivers and to limit the power of transmitting stations close to the
limits 74.8 MHz and 75.2 MHz.
5.181 Additional allocation: in Egypt, Israel and the Syrian Arab Republic,

the band 74.8–75.2 MHz is also allocated to the mobile service on a
secondary basis, subject to agreement obtained under No. 9.21. In order to
ensure that harmful interference is not caused to stations of the aeronautical
radionavigation service, stations of the mobile service shall not be
introduced in the band until it is no longer required for the aeronautical
radionavigation service by any administration which may be identified in the
application of the procedure invoked under No. 9.21. (WRC-03)
ICAO POLICY
• No change to the current allocations.

• No change to RR No. 5.180.
• Deletion of RR No. 5.181.
Marker beacons are used in conjunction with ILS. On a global basis, the frequency
band available for marker beacons satisfies the aeronautical requirements. In a
number of cases, marker beacons (and outer locators) are being replaced with DME.
As long as marker beacons are in operation, the band 74.8–75.2 MHz needs to be
available for these systems.
AVIATION USE: The frequency of 75 MHz is assigned to marker beacons for

use with ILS to define specific points on the approach path. The outer marker is
nominally at 7.5 km from the runway threshold, the middle marker at 1 050 m
from the threshold and, where installed, the inner marker is located just prior to the
threshold. In addition, markers may also be used to mark significant points on air
routes.
COMMENTARY: There is a continuing and essential requirement for this

allocation (see also ILS localizer in band 108–111.975 MHz and ILS glide path in
the band 328.6–335.4 MHz).
ILS will continue to be used for the foreseeable future. Marker beacons are
normally an element of the ILS system.
RR No. 5.181 relating to the future use of this band by the mobile service was
introduced at WARC Mob-87, primarily at the initiative of the European
Conference of Postal and Telecommunications Administrations (CEPT) in the
expectation that from 1995 onwards the ILS system, including the marker beacons,
would be withdrawn from use by international civil aviation due to the firm plans
in ICAO to transfer from ILS to MLS. Eventually, this transition did not take place
and the need for continuing ILS operations (including the marker beacons) was re-
established by ICAO. At WRC-2000, the aviation community was successful in
removing fifteen European and Middle Eastern country names from this footnote.
With the continuing use of ILS systems and markers, this footnote is not only
ineffective but carries the risk of addition of new names at future conferences and
should be deleted in its entirety. Any use of this band by the mobile service is
incompatible with the allocation to the aeronautical radionavigation service.
The names of many countries, initially included in this footnote, have been
deleted, leaving the concerns regarding compatibility and protection of marker
beacons ILS/VOR limited to the three countries currently mentioned in this
footnote.
Band: 108–117.975 MHz

Service: Aeronautical radionavigation (VOR/ILS localizer)
and AM(R)S (GBAS/VDL Mode 4)
Allocation:
MHz
108–117.975
108–117.975 AERONAUTICAL RADIONAVIGATION
5.197 5.197A
Footnotes:
5.197 Additional allocation: in the Syrian Arab Republic, the band 108–

111.975 MHz is also allocated to the mobile service on a secondary basis,
subject to agreement obtained under No. 9.21. In order to ensure that
harmful interference is not caused to stations of the aeronautical
application of the procedures invoked under No. 9.21. (WRC-12)
5.197A Additional allocation: the band 108–117.975 MHz is also allocated

on a primary basis to the aeronautical mobile (R) service, limited to systems
operating in accordance with recognized international aeronautical standards.
Such use shall be in accordance with Resolution 413 (Rev. WRC-12). The
use of the band 108–112 MHz by the aeronautical mobile (R) service shall be
limited to systems composed of ground-based transmitters and associated
receivers that provide navigational information in support of air navigation
functions in accordance with recognized international aeronautical standards.
(WRC-12)
ICAO POLICY
• No change to the current allocation to the aeronautical

radionavigation service and the aeronautical mobile (route)
service (AM(R)S).
• Ensure conformity with Recommendation ITU-R SM.1009-1
regarding compatibility with FM broadcast services in the band
87.5–108 MHz and ILS/VOR as well as with ITU-R
Recommendation M.1841 for GBAS.
On a global basis, the frequency band 108–117.975 MHz is used for ILS
(localizer) and VHF omnidirectional radio range (VOR). Implementation of the
ground-based augmentation system (GBAS) under an allocation to the AM(R)S in
this band has started and will be progressively implemented. Such implementation
is subject to a satisfactory safety case with specific attention to interference into
GNSS signals. In the longer term, GBAS may replace ILS in some areas. The
spectrum vacated by future ILS decommissioning, if any, will be reused for GBAS
systems. Some use of ILS is expected to continue to well beyond 2030.
On a global basis, the future use of VOR systems is expected to decline due to
implementation of GNSS and RNAV. However, a residual number of VOR
systems will continue to be in operation to meet specific requirements beyond
2030. The vacated spectrum, if any, will be reused for AM(R)S.
The frequency band 108–117.975 MHz is expected to meet the aeronautical

requirements for ILS, VOR and GBAS until 2030 and beyond. Rationalization of
GBAS technical characteristics (and frequency assignment planning criteria) may
be necessary, in particular when being implemented in areas where VOR and ILS
operations continue.
The allocation to the AM(R)S in the 112–117.975 MHz band can also be used for
VDL Mode 4. The spectrum requirements for VDL Mode 4 until 2020 are
expected to be minimal (up to a maximum of 2 to 4 channels) and can easily be
implemented in most areas. This frequency band is also considered to
accommodate VHF air-ground voice and data link systems, subject to spectrum
availability.
AVIATION USE: ILS localizer, VOR, GBAS and VDL Mode 4
ILS is one of the ICAO standard, non-visual aids to final approach and landing.
The localizer transmitter, operating on one of the 40 ILS channels within the sub-
band 108–111.975 MHz, emits signals which provide course guidance throughout
the descent path to the runway threshold.
The VOR is the short/medium range navigation aid. The basic navigation guidance
derived from a VOR is a radial line of position (magnetic) with respect to a known
geographic point (the VOR site). The radial line is read in degrees of azimuth from
magnetic North and is technically accurate to within approximately ±3.0 degrees.
The overall system accuracy is approximately ±5.0 degrees. Bearing information
may be used by aircraft to fly toward or away from the station at any azimuth
selected by the pilot. The 180 degrees ambiguity in this indication is resolved by the
provision of a “to/from” indicator in the aircraft avionics. A DME is a useful adjunct
to, and is normally co-located with, a VOR. In such cases, the VOR is referred to as
“VOR/DME”. A DME provides a continuous digital readout of the slant range
distance, in nautical miles, between the aircraft and the DME site. Because of the
defined channel pairing scheme in Annex 10, when using a VOR/DME, the tuning of
the airborne receiver to the VOR will automatically couple the DME receiver to the
associated DME ground station. The VOR/DME is used to provide navigation
guidance on ATS routes and specified tracks. Its accuracy allows ATS routes to be
kept at reasonable widths and permits the application of comparatively small lateral
separation minima between routes, resulting in a more efficient use of the airspace.
The VOR/DME route structure is normally established so as to make it possible for
aircraft to fly from one VOR direct to the next, or along intersecting radials of two
adjacent VORs. Reporting points and/or other significant points are normally
established along radials, either together with a given DME distance from an
associated VOR, or by an intersection of radials from two different VORs. The VOR
can also serve as a landing aid at locations where no precision approach facility is
available.
The GBAS monitors GNSS signals at an aerodrome and broadcasts locally

relevant integrity messages, pseudo-range corrections and approach data via a
VHF data broadcast to aircraft within the range depending upon intended
operations.
The frequency band 112–117.975 MHz is also planned for use by VDL Mode 4, in
accordance with the provisions of the Radio Regulations and Annex 10. Frequency
assignment planning criteria for VDL Mode 4 in this band have been developed in
ICAO.
Use of the frequency band 108–117.975 MHz by the

aeronautical radionavigation service
Note.— Technical details on the use of the frequency band 108–117.975 MHz
by systems operating in the aeronautical radionavigation service (ILS, VOR) and
the aeronautical mobile (R) service (GBAS, VDL Mode 4) is in Volume II of this
handbook, which also includes provisions relating to harmful interference from
FM broadcasting stations.
Figure 7-8 presents an overview of the channelling arrangements and use of the
various aeronautical radionavigation and communication systems in the frequency
band 108–117.975 MHz.
11 2 .0 0 0 M H z
11 7 .9 7 5 M H z
1 0 8 .0 0 0 M H z
IL S - lo c a li z e r
VO R
G BAS
VD L M 4
Figure 7-8. Channelling arrangements and use of systems

in the frequency band 108–117.975 MHz
The sub-band 108–111.975 MHz is shared between ILS localizer and VOR in an
interleaved frequency arrangement (108.1 and 108.15 MHz for ILS, 108, 108.05,
108.2 and 108.25 MHz for VOR, etc.). The channel spacing is either 50 kHz or
100 kHz, depending on regional agreements and requirements.
The sub-band 112–117.975 MHz is used for VOR, with 50 kHz or 100 kHz
channel spacing, depending on regional agreements and requirements.
GBAS is standardized to operate in the band 108–117.975 MHz. GBAS/ILS and

GBAS/VHF COM frequency planning criteria are currently under development.
Until these criteria are defined and included in SARPs, GBAS frequencies should
be selected from the band 112.050–117.900 MHz. The channel spacing for GBAS
is 25 kHz.
VDL Mode 4 is standardized to operate also in the frequency band 112–

117.975 MHz. The channel spacing for VDL Mode 4 is 25 kHz. The expected use
of this band by VDL Mode 4 is limited to a few frequency assignments.
The ILS localizer is frequency paired with the glide path frequencies from the
band 328.6–335.4 MHz (see Figure 7-9) and, where possible, with the microwave
landing system (MLS) from the band 5 030–5 150 MHz. The ILS localizer is also
paired with DME; implementation of DME associated with the ILS is increasingly
replacing the use of marker beacons and the outer locater, mainly for economic
reasons.
VOR is normally associated with DME and is frequency paired. Short-range

airport VOR frequencies are usually taken from the sub-band 108–111.975 MHz.
Note.— The pairing of frequencies for the ILS localizer and the ILS glide
path, as well as for the ILS/VOR with DME, is contained in Annex 10, Volume I.
Interference from FM broadcasting
ILS localizer, VOR, GBAS and VDL Mode 4 receivers are vulnerable to
intermodulation and saturation effects from FM broadcast transmissions from the
band 87–108 MHz. Guidelines for States, when assessing compatibility between
assignments for FM broadcasting and aeronautical radionavigation (ILS/VOR),
have been agreed in the ITU-R (Recommendation ITU-R SM.1009-1 refers).
Recommendation ITU-R M.1841 addresses the issue of the compatibility between
GBAS and FM sound broadcasting. Report ITU-R M.2147 addresses issues
relevant to the compatibility between the ICAO standard VDL Mode 4 air-ground
data link and FM sound broadcasting. The need to secure compatibility from the
introduction of digital sound broadcasting in the frequency band 87–108 MHz has
been addressed in Resolution 413 (Rev. WRC-12).
Note.— Additional information related to the effects of interference from FM

broadcasting on aeronautical use of the band 108–117.975 MHz is contained in
Attachment G and in Volume II of this handbook.
Use of the band 108–117.975 MHz by the aeronautical mobile (R) service
WRC-03 adopted Resolution 413 (which was amended at WRC-07 and again at
WRC-12) to reflect the additional allocation to the AM(R)S as per RR No. 5.197A
(WRC-07) in the band 108–117.975 MHz and to provide for the conditions of
using this band by the AM(R)S.
Resolution 413 (Rev. WRC-12) invites ITU-R to study any compatibility issues
between the broadcasting service and GBAS/VDL Mode 4 that may arise from the
introduction of appropriate digital sound broadcasting systems.
Frequency congestion for ILS and VOR exists in some high-density areas, such as
Western Europe and North America. This applies to ILS and VOR and arises,
partially, from the frequency pairing and the frequency assignment planning
constraints in the DME band (960–1 215 MHz).
The band has been used by aviation since 1947. The channel spacing was reduced
from 200 kHz to 100 kHz in 1963 and from 100 kHz to 50 kHz in 1972 (at the
Seventh Air Navigation Conference).
RR No. 5.197 (WRC-12) was introduced at WARC-87 in anticipation that ILS

would be withdrawn from international service in 1998 and the use of the ILS
localizer would be terminated. At WRC-03 most countries removed their names
from this footnote since ILS will continue operation for the foreseeable future.
COMMENTARY (ILS): The ICAO Special Communications/Operations

Divisional Meeting held in 1995 (Special COM/OPS/95) examined the future of
ILS in the context of transition to MLS and to GNSS as envisaged in the FANS
scenarios. The transition to MLS has effectively been cancelled and the transition
to GNSS/GBAS approach and landing has been much slower than predicted.
Most States indicated an intention to retain ILS in service (report of the Special
COM/OPS/95 meeting on Agenda Item 1, paragraph 1.3.4 refers) for the
foreseeable future. In this regard, it is noted that Annex 10 requires all ILS and
VOR receivers (globally) to comply with the (improved) immunity standards
against interference from FM broadcasts as from 1998.
ILS sustainability was addressed at the Special COM/OPS/95 meeting which

agreed to review the ILS SARPs and guidance material to ensure adequate
provision for ILS beyond the year 2000. Other recommendations have called for
studies and examinations of various scenarios for transition from ILS to either
MLS or GNSS, with important emphasis on the economics of operation.
The introduction of the mobile service, in accordance with the provision of

RR No. 5.197 (WRC-12), is not possible in the foreseeable future. In light of the
above, it is clear that the ILS allocation will be needed for the long term — until
well beyond 2035.
3 2 8 .6
1 0 8 .0 0
1 0 8 .1 0 3 2 9 .1 5
1 0 8 .1 5
3 2 9 .3 0
1 0 8 .3 0 3 2 9 .4 5
1 0 8 .3 5
3 2 9 .6 0
1 0 8 .5 0 3 2 9 .7 5
1 0 8 .5 5
3 2 9 .9 0
Technical Details and ICAO Policy
1 0 8 .7 0 3 3 0 .0 5
1 0 8 .7 5
3 3 0 .2 0
1 0 8 .9 0 3 3 0 .3 5
1 0 8 .9 5
3 3 0 .5 0
1 0 9 .1 0 3 3 0 .6 5
1 0 9 .1 5
3 3 0 .8 0
1 0 9 .3 0 3 3 0 .9 5
1 0 9 .3 5
3 3 1 .1 0
1 0 9 .5 0 3 3 1 .2 5
1 0 9 .5 5
3 3 1 .4 0
1 0 9 .7 0 3 3 1 .5 5
1 0 9 .7 5
3 3 1 .7 0
1 0 9 .9 0 3 3 1 .8 5
1 0 9 .9 5
3 3 2 .0 0
11 0 .1 0 3 3 2 .1 5
1 1 0 .1 5
3 3 2 .3 0
1 1 0 .3 0 3 3 2 .4 5
11 0 .3 5
3 3 2 .6 0
11 0 .5 0 3 3 2 .7 5
1 1 0 .5 5
3 3 2 .9 0
11 0 .7 0 3 3 3 .0 5
1 1 0 .7 5
3 3 3 .2 0
11 0 .9 0 3 3 3 .3 5
1 1 0 .9 5
3 3 3 .5 0
Figure 7-9. Channel pairing between ILS localizer and ILS glide path
1 1 1 .1 0 3 3 3 .6 5
1 1 1 .1 5
3 3 3 .8 0
1 11 .3 0 3 3 3 .9 5
11 1 .3 5
3 3 4 .1 0
11 1 .5 0 3 3 4 .2 5
1 1 1 .5 5
3 3 4 .4 0
1 1 1 .7 0 3 3 4 .5 5
1 11 .7 5
3 3 4 .7 0
1 11 .9 0 3 3 4 .8 5
11 1 .9 5
1 2 0 .0 0 3 3 5 .0 0
3 3 5 .4
7-49
M Hz
COMMENTARY (VOR): The continuing deployment of VOR is dependent on

the progress, development and implementation of GNSS; the aviation community
may continue to require VOR for some time after implementing GNSS. ICAO has
adopted SARPs for GNSS, and will continue, through the NSP, to develop the
measures and principles necessary to evolve towards the use of GNSS as a means
of en-route navigation.
Different world regions will have different emphasis on their need for GNSS in the
near and medium terms, and decisions will be taken at a regional level.
No definite or tentative dates have been agreed for the GNSS programmes. In
addition, safety requires a backup means of en-route navigation if all GNSS
service is temporarily lost. Such backup facilities may include continued use of
VOR/DME, DME/DME or NDB.
COMMENTARY (GBAS): ICAO has identified the band 108–117.975 MHz to

support ground-based augmentation system/VHF data broadcast (GBAS/VDB)
operations. WRC-03 and WRC-07 reviewed this band and introduced an allocation
to the AM(R)S, which in the frequency band 108–112 MHz is limited to ground-
based systems that transmit navigational information in support of air navigation
and surveillance functions. This restriction was introduced to prevent aircraft
systems using this frequency band which may cause interference to FM broadcast
receivers. These systems shall not cause harmful interference to nor claim
protection from international standardized systems operating in the aeronautical
radionavigation service (RR No. 5.197A (WRC-12) refers). This provision
authorizes the operation of, in accordance with ICAO SARPs, GBAS/VDB
systems in the frequency band 108–117.975 MHz.
COMMENTARY (VDL Mode 4): SARPs have also been developed for VDL
Mode 4 which supports surveillance (e.g. ADS-B) and point-to-point
communication applications. This system can also operate in the band 112–
117.975 MHz. Provisions have been made for such use in Annex 10 and the Radio
Regulations (RR No. 5.197A (WRC-12) and Resolution 413 (Rev. WRC-12)
refer). The development of frequency assignment planning criteria for VDL
Mode 4 to secure compatibility with the localizer, VOR and GBAS when
operating in the frequency band 112–117.975 MHz has been completed.
Allocations to other services
RR No. 5.197 (WRC-12) was added by the ITU WARC-87 for mobile services.
The footnote introduced the mobile service in the band 108–111.975 MHz in a
number of countries. Based on present expectations for the use of the band, it is
improbable that this footnote can be considered for implementation for many years
in the country mentioned in the footnote. The footnote is not meaningful in

practical terms and carries the risk that more country names will be added at future
conferences. Hence, it should be deleted in its entirety. Furthermore, it should be
noted that no guidance exists on how RR No. 5.197 (WRC-12) would be applied,
or what essential prior agreements are necessary within aviation for mobile service
operations to commence on any single frequency or within particular sub-bands.
This inexactness compounds the problem, as it leaves room for undesirable
interpretations that could be used to allow entry of the mobile service in the band.
The names of many countries initially included in this footnote have been deleted,
leaving the concerns on compatibility and protection of ILS/VOR limited to the
country that currently remains mentioned in the footnote.
At WRC-12, it was confirmed that all compatibility studies between AM(R)S

systems and analogue broadcasting operating below 108 MHz had been completed.
On the basis of this confirmation, Resolution 413 (Rev. WRC-12) was amended to
recognize access to the frequency band 108–117.975 MHz by AM(R)S systems
under conditions laid out in Resolution 413 (Rev. WRC-12). In summary, these
conditions stipulate:
• AM(R)S systems shall not cause harmful interference to the aeronautical

radionavigation service.
• AM(R)S systems shall meet the FM broadcasting immunity requirements

as per ICAO Annex 10 SARPs.
• GBAS is the only AM(R)S system that may operate in the band 108–
112 MHz.
• Any AM(R)S system operating in the band 108–117.975 MHz shall

meet ICAO SARPs.
Resolution 413 (Rev. WRC-12) continues to call for studies to be undertaken to

assess any compatibility issues with aeronautical radionavigation and
communication systems operating in the band 108–117.975 MHz which are
relevant to the introduction of digital broadcasting below 108 MHz.

Band: 117.975–137 MHz

Service: AM(R)S (air-ground and air-air communications
(VHF voice and data))
Allocation:
MHz
117.975–137
117.975–137 AERONAUTICAL MOBILE (R)
5.111 5.200 5.201 5.202
Footnotes:
5.111 The carrier frequencies 2 182 kHz, 3 023 kHz, 5 680 kHz, 8 364 kHz
and the frequencies 121.5 MHz, 156.525 MHz, 156.8 MHz and 243 MHz
may also be used, in accordance with the procedures in force for terrestrial
radiocommunication services, for search and rescue operations concerning
manned space vehicles. The conditions for the use of the frequencies are
prescribed in Article 31.
The same applies to the frequencies 10 003 kHz, 14 993 kHz and
19 993 kHz, but in each of these cases emissions must be confined in a
band of ±3 kHz about the frequency. (WRC-07)
5.200 In the band 117.975–137 MHz, the frequency 121.5 MHz is the
aeronautical emergency frequency and, where required, the frequency
123.1 MHz is the aeronautical frequency auxiliary to 121.5 MHz. Mobile
stations of the maritime mobile service may communicate on these
frequencies under the conditions laid down in Article 31 for distress and
safety purposes with stations of the aeronautical mobile service. (WRC-07)
5.201 Additional allocation: in Armenia, Azerbaijan, Belarus, Bulgaria,

Estonia, the Russian Federation, Georgia, Hungary, Iran (Islamic Republic of),
Iraq, Japan, Kazakhstan, Moldova, Mongolia, Mozambique, Uzbekistan,
Papua New Guinea, Poland, Kyrgyzstan, Romania, Tajikistan, Turkmenistan
and Ukraine, the frequency band 132–136 MHz is also allocated to the
aeronautical mobile (OR) service on a primary basis. In assigning frequencies
to stations of the aeronautical mobile (OR) service, the administration shall
take account of the frequencies assigned to stations in the aeronautical mobile
(R) service. (WRC-15)
5.202 Additional allocation: in Saudi Arabia, Armenia, Azerbaijan, Belarus,

Bulgaria, the United Arab Emirates, the Russian Federation, Georgia, Iran
(Islamic Republic of), Jordan, Oman, Uzbekistan, Poland, the Syrian Arab
Republic, Kyrgyzstan, Romania, Tajikistan, Turkmenistan and Ukraine, the
frequency band 136–137 MHz is also allocated to the aeronautical
mobile (OR) service on a primary basis. In assigning frequencies to stations
of the aeronautical mobile (OR) service, the administration shall take
account of the frequencies assigned to stations in the aeronautical
mobile (R) service. (WRC-15)
ICAO POLICY
• No change to the allocations to the aeronautical mobile (route)

service in this band.
• No changes to RR No. 5.200.
• No changes to the provisions relating to the use of the
emergency channels 121.5 and 123.1 MHz.
• Promote measures for the deletion of RR Nos. 5.201 and 5.202.
The band 117.975–137 MHz is extensively used for VHF air-ground and air-air
voice communications and VHF air-ground and air-air data. On a global basis, this
band is expected to satisfy the aeronautical communication requirements due to
full implementation of 25 kHz and/or 8.33 kHz channel spacing, where required.
In Europe, however, saturation of this band, using 8.33 kHz channel spacing, is
foreseen around 2020–2025. No plan has been developed yet to accommodate
spectrum requirements beyond 2020 in Europe.
AVIATION USE: The band 117.975–137 MHz is the main communications band
for line-of-sight air-ground voice and data communications and is used at all
airports, for en-route, approach and landing phases of flight and for a variety of
short-range tasks for general aviation and recreational flying activities (e.g. gliders
and balloons). The use of this band is exclusively for air-ground communications
relating to the safety and regularity of flight (ATC and AOC).
The band 118–132 MHz was first allocated to aviation in 1947. The extension of
the band to 136 MHz was made in 1959 and the extension to 137 MHz in 1979.
To satisfy increased demand and to decrease frequency congestion in high-density

traffic areas, the channel width has been reduced on four occasions (from 200 kHz
to 100 kHz in the 1950s, to 50 kHz in the 1960s, to 25 kHz in 1972 (Seventh Air
Navigation Conference) and finally to 8.33 kHz in 1995 (Special COM/OPS/95)).
Frequency assignments and equipment standards may be chosen by regional
agreement to suit local demand patterns. Currently, 25 kHz channel spacing is used
in all regions; in parts of the EUR region 8.33 kHz channel spacing has also been
implemented.
Single channel simplex is the mode of operation. Double sideband amplitude

modulation voice is the major modulation method. Although FANS recommen-
dations envisaged a transition to data in the future in this band for routine
communications, still the main use is for air-ground voice communications. In
cases where future data communications will become predominant, voice
capability will still be required for non-routine communication.
ICAO has allotted the band to national and international services (see Annex 10,
Volume V, Chapter 4, Table 4-1).
The AM(R)S is defined in RR Nos. 1.33 and 43.1 (see Attachment A and 7-III.3.8,
Article 43 of this handbook) as “reserved for communications relating to safety
and regularity of flight between any aircraft and those aeronautical stations and
aeronautical earth stations primarily concerned with flight along national or
international civil air routes”. Public correspondence, as defined in RR No. 1.116,
is prohibited under RR No. 43.4 in the bands allocated exclusively to the
aeronautical mobile service.
Frequencies for AOC use are covered by the Recommendation in Annex 10,
Volume V, Chapter 4, 4.1.6.1.2, which prescribes that frequencies be selected for
this purpose subject to regional agreement. Control of AOC communications
content rests with the national licensing authority in accordance with Annex 10,
Volume II, Chapter 5, 5.1.8.6 and 5.1.8.6.1 together with the note to 5.1.8.6.1.
AOC communications are defined in Annex 10, Volume III, Part I, Chapter 1, as
“communications required for the exercise of authority over the initiation,
continuation, diversion or termination of a flight in the interest of the safety of the
aircraft and the regularity and efficiency of a flight.” AOC is part of the AM(R)S.
Specific requirements for flight operations, including AOC, are contained in
Annex 6.
The frequency 121.5 MHz is the aeronautical emergency frequency (Annex 10,
Volume V, Chapter 4, 4.1.3.1) and is designated in the Radio Regulations
(Chapter II) for general distress and safety and emergency locator transmitter
(ELT) purposes. The frequency 121.5 MHz is no longer monitored by the
International Satellite System for Search and Rescue (COSPAS/SARSAT). Annex

10 requires that ELTs that are carried in compliance with the relevant provisions of
Annex 6 operate on both 121.5 MHz and 406 MHz.
The frequency 123.1 MHz is designated as the frequency auxiliary to 121.5 MHz
(Annex 10, Volume V, Chapter 4, 4.1.3.4, refers). This frequency is to be used as
an auxiliary search and rescue frequency. The Radio Regulations also designate
123.1 MHz for general search and rescue purposes.
Frequency 123.450 MHz is the frequency designated for air-air communications

between aircraft engaged in flights over remote and oceanic areas and while out of
range of VHF ground stations.
To give low-level coverage over a large area, offset carrier operation is employed
in some areas (see Annex 10, Volume III, Attachment to Part II, 1.2). Such
systems, using up to five carriers in one channel, are possible with channel spacing
of at least 25 kHz. Offset carrier systems can also be used with 8.33 kHz channel
spacing, but are limited to two-frequency offset carrier systems.
VHF receivers in the frequency band 117.975–137 MHz are susceptible to

interference from FM broadcast signals in the band 87–108 MHz. Annex 10,
Volume III, Part II, specifies performance requirements to provide protection from
this possibility (see Section 7-III of this handbook). ITU-R SM.1009-1 provides
technical planning guidance. Guidance on applying these performance
requirements is in Volume II of this handbook.
COMMENTARY:
Channel spacing
The Special COM/OPS/95 discussed the shortage of assignable VHF channels

necessary to support the growth in air traffic in the years ahead. This scarcity
situation occurred in 1992 in the core area of Europe and is expected to expand
into other areas or regions with the increase in air traffic.
Note.— The core area in Europe includes Austria, Belgium, Denmark,

France, Germany, Ireland, Luxembourg, Netherlands, Switzerland and the United
Kingdom.
The Special COM/OPS/95 agreed to a near-term improvement by using a VHF

voice system based on 8.33 kHz channel spacing while recognizing that not all
ICAO regions would need to apply this new Standard. Recommendation 6/1 from
this divisional meeting, endorsed by the Air Navigation Commission, called for
SARPs for 8.33 kHz channel spacing DSB-AM to be incorporated in Annex 10

(Appendix B to the report on Agenda Item 6 refers). These SARPs were adopted
by the ICAO Council in 1996. Implementation of 8.33 kHz channel spacing is
subject to regional agreement.
Implementation of 8.33 kHz channel spacing in a limited form, i.e. for upper
airspace services initially, started around 2000 in Europe under the aegis of ICAO,
assisted by the European Organization for the Safety of Air Navigation
(EUROCONTROL) in a coordination/planning role. The mandatory carriage of
8.33 kHz radio equipment was introduced for flights above FL 195 in the ICAO
EUR region in 2007. Further expansion of the use of 8.33 kHz channel spacing to
all airspace is to be completed around 2018 in Europe by EU regulation.
Many other regions can continue to meet their requirements for VHF channels
using 25 kHz channel spacing for some years without the compelling requirement
to convert to 8.33 kHz channel spacing, although in some congested areas
implementation of 8.33 kHz channel spacing may become necessary.
Use of data in air-ground communications
The CNS/ATM concept placed considerable reliance on the use of air-ground data
for pilot/controller exchange of data to supplement the use of voice for certain
categories of messages, primarily for routine communications between pilots and
ATC. SARPs for VDL Mode 2, VDL Mode 3 and VDL Mode 4 have been
incorporated in Annex 10. VDL Mode 2 will become the prime data system for the
immediate future. VDL Mode 4 is, initially, foreseen to be regionally
implemented. Frequency planning guidance material on VDL Mode 2 and VDL
Mode 4 has been developed by the ACP for use in frequency assignment planning.
Band capacity issues
In high-density congested areas such as Europe and North America, the

requirement for VHF channels continues to increase. In regular ATC use under
normal circumstances, the maximum utilization of a channel dedicated to an ATC
sector is around 10 to 20 per cent of the time due to other essential tasks performed
by the controller. The use of air-ground data should enable an improvement in
utilization of the spectrum, which should be beneficial and delay the time point of
spectrum exhaustion. Further expansion of spectrum for short-range, line-of-sight
communications as demand increases will meet problems due to the general
shortage of frequencies in all parts of the radio frequency spectrum. The strategy
and options to deal with this situation require early attention.
Use of the band by other services
The band extensions at 132–136 MHz and 136–137 MHz were agreed to many
years ago in ITU but continue to support other services (such as the AM(OR)S)
which already existed at that time and now operate under footnote provisions (RR
Nos. 5.201 and 5.202). RR Nos. 5.201 and 5.202 relate to the use, for national
purposes, for off-route (OR) services, which was widespread prior to the
agreement in 1959 to release 132–136 MHz for exclusive use by the AM(R)S. In
areas where the (OR) service operates on these frequencies, coordination
procedures agreed to in the past have been satisfactory. With increasing and
intensive use of the frequencies in the band for AM(R)S purposes, it is likely that
this (OR) use may become a problem, in which case it will become essential to
press for a cessation of this use.
Frequencies: 121.5 MHz, 123.1 MHz and 243 MHz (mobile)

Service: AM(R)S
Emergency frequency in mobile service (243 MHz)
The frequency 243 MHz (twice that of the aeronautical emergency frequency
121.5 MHz) is designated by the Radio Regulations (see Annex 10, Volume V,
Chapter 2 — Distress frequencies and RR No. 5.256 (WRC-07)) for use in distress
situations. Survival craft stations using VHF are normally fitted with both
121.5 MHz and 243 MHz.
Footnotes: 5.256.
ICAO POLICY
No change to the provisions in Chapter VII relating to the use of

121.5 MHz, 123.1 MHz and 243 MHz.
AVIATION USE: Emergency frequencies for use in aircraft emergencies and in

ELT (121.5 MHz) and for search-of-scene communication (123.1 MHz).
COMMENTARY: Standards relating to the mandatory carriage of ELTs

operating simultaneously on 121.5 MHz and 406 MHz are contained in Annex 6.
ELT equipment carried to satisfy the requirements of Annex 6 shall operate in
accordance with the provisions of Annex 10, Volume III on the frequencies
121.5 MHz and 406.1 MHz.

Band: 328.6–335.4 MHz

Service: Aeronautical radionavigation (ILS glide path)
Allocation:
MHz
328.6–335.4
328.6–335.4 AERONAUTICAL RADIONAVIGATION
5.258 5.259
Footnotes:
5.258 The use of the band 328.6–335.4 MHz by the aeronautical

radionavigation service is limited to Instrument Landing Systems (glide
path).
5.259 Additional allocation: in Egypt and the Syrian Arab Republic, the

band 328.6–335.4 MHz is also allocated to the mobile service on a
secondary basis, subject to agreement obtained under No. 9.21. In order to
ensure that harmful interference is not caused to stations of the aeronautical
application of the procedure invoked under No. 9.21. (Rev. WRC-12)
ICAO POLICY
• No change to current allocation to the aeronautical radio-

navigation service.
On a global basis, the frequency band 328.6–335.4 MHz is used for the ILS glide
path, in conjunction with the ILS localizer (see section on 108–117.975 MHz).
This frequency band is expected to meet the aeronautical requirements for ILS
glide path for the long term. In areas where GBAS is implemented to replace ILS
systems, the use of this band for glide path systems may be reduced.
AVIATION USE: The ultra-high frequency (UHF) glide path transmitter,

operating on one of the 40 ILS channels within the frequency band from
328.6 MHz to 335.4 MHz, radiates its signals in the direction of the ILS localizer
front course. The term “glide path” means that portion of the glide slope that
intersects the localizer. The signal provides descent information for navigation
down to the lowest authorized decision height specified in the approved ILS
approach procedure. The glide path projection angle is normally adjusted to
3 degrees above the horizontal plane so that it passes through the middle marker at
about 60 m (200 ft) and the outer marker at about 426 m (1 400 ft) above the
runway elevation. The glide slope is normally usable to a distance of 10 NM.
However, at some locations, use of the glide slope has been authorized beyond this
range. RR No. 5.258 limits the use of this band to ILS glide path. Frequencies are
used at a spacing of 150 kHz (Annex 10, Volume I, Chapter 3, 3.1.6.1) and are
paired with those of the ILS localizer (see Figure 7-8 in the section on 108–
117.975 MHz).
COMMENTARY: ICAO policy for the future need and use of this allocation is
described in detail in the general policy for the use of ILS (see commentary on ILS
localizer at 108–117.975 MHz).
RR No. 5.259 was introduced at WARC-87. This footnote uses the same text
(except for the list of countries) as RR No. 5.197 (WRC-12) for the ILS localizer
and VOR band at 108–117.975 MHz. At WRC-2000, most of the countries listed
removed their names from this footnote. The remaining country names must now
also be deleted to protect ILS glide path services in these areas and to avoid the
possibility of new names being added at a future conference.
Band: 406–406.1 MHz

Service: Mobile-satellite (Earth-to-space) (search and rescue)
Allocation:
MHz
406–406.1
406–406.1 MOBILE-SATELLITE (Earth-to-space)

5.265 5.266 5.267
Footnotes:
5.265 In the frequency band 403–410 MHz, Resolution 205

(Rev. WRC-15) applies. (WRC-15)
5.266 The use of the band 406–406.1 MHz by the mobile-satellite service

is limited to low power satellite emergency position-indicating radiobeacons
(see also Article 31). (WRC-07)
5.267 Any emission capable of causing harmful interference to the

authorized uses of the band 406–406.1 MHz is prohibited.
ICAO POLICY
• No change to the allocation to the band 406–406.1 MHz and

RR Nos. 5.265, 5.266 and 5.267.
• Secure protection of emergency locator transmitters (ELTs)
which are used in aviation in this frequency band.
AVIATION USE: The use of ELTs offers the possibility of dramatically

shortening the time required to alert rescue forces to the distress and to assist in
final “homing” by the rescue team. In the ITU, such beacons are named emergency
position-indicating radio beacons (EPIRBs). ELTs operating in this frequency
band have the capacity to transmit a programmed digital message which contains
information related to the ELT and/or the aircraft on which it is carried. The
COSPAS/SARSAT service, part of the global maritime distress and safety system
(GMDSS) which receives the distress transmissions and relays back to Earth, is a
joint enterprise operated on a multinational basis for the benefit of all users.
SARPs on the use of ELTs operating in the frequency band 406–406.1 MHz are
contained in Annex 10, Volume III, Part II, Chapter 5 and Volume V, Chapter 2.
Carriage requirements for ELT are contained in Annex 6.
COMMENTARY: ICAO participates with the International Maritime

Organization (IMO) and other international bodies in discussions on the global
aspects of search and rescue which encompass the use and deployment of this
frequency.
Recent cases of serious interference from non-emergency sources have caused

concern regarding the effectiveness of COSPAS/SARSAT services. As a result,
WRC-15 decided to reflect the need for providing protection of MSS systems in
the frequency band 406-406.1 MHz taking into account the current and future
deployment of services in adjacent bands. This was accomplished by including
reference to revised Resolution 205 (Rev. WRC-15) for the frequency band 403–
410 MHz in Article 5. The Resolution resolves the following:
1. to request administrations not to make new frequency assignments

within the frequency bands 405.9–406.0 MHz and 406.1–406.2 MHz
under the mobile and fixed services;
2. that administrations take into account frequency drift characteristics of

radiosondes when selecting their operating frequencies above 405 MHz
to avoid transmitting in the 406–406.1 MHz frequency band and take all
practical steps to avoid frequency drifting close to 406 MHz.
COSPAS/SARSAT developed specifications for 406 MHz distress beacons

(COSPAS/SARSAT Doc. C/S T.001 refers) and a frequency management plan for
the band 406–406.1 MHz (see Figure 7-10) (COSPAS/SARSAT Doc. C/S T.012
refers).
ITU-R Recommendation M.633-4, which is incorporated by reference into the

Radio Regulations (Article 34 (WRC-12) refers), contains the transmission
characteristics of a satellite EPIRB system operating through a satellite system in
the 406 MHz band.
406

406.007 Not available
406.010 Not available, Doppler shift limitation

406.022 Reserved for system beacons
406.025 Operational
406.028 Operational
406.031 Reserved, not to be assigned
406.037 Operational
406.040 Operational
406.049 Operational at a future date

406.091 Not available

406.100
SAR processors will be able to receive signals in the band 406.01–406.09 MHz.
With a Doppler shift of ±9 kHz and 1 kHz margin for spreading of beacon carrier
frequencies, the channel plan should not include frequencies below 406.02 MHz
and above 406.08 MHz.
Channels are made available on the basis of one pair of adjacent channels with a
separation between the pair of 12 kHz in order to provide optimum capacity in
both systems using geostationary satellites and low earth-orbiting satellites.
Figure 7-10. COSPAS/SARSAT
frequency management plan (2013)

Band: 960–1 215 MHz

Service: Aeronautical radionavigation/radionavigation satellite
and AM(R)S (DME/SSR/ACAS/GNSS/1090ES/UAT)
Allocation:
MHz
960–1 215
960–1 164 AERONAUTICAL MOBLE (R) 5.327A

AERONAUTICAL RADIONAVIGATION 5.328
5.328AA
1 164–1 215 AERONAUTICAL RADIONAVIGATION 5.328

RADIONAVIGATION-SATELLITE
(space-to-Earth) (space-to-space) 5.328B
5.328A
Footnotes:
5.327A The use of the frequency band 960–1 164 MHz by the aeronautical

mobile (R) service is limited to systems that operate in accordance with
recognized international aeronautical standards. Such use shall be in
accordance with Resolution 417 (Rev. WRC-15). (WRC-15)
5.328 The use of the band 960–1 215 MHz by the aeronautical radio-

navigation service is reserved on a worldwide basis for the operation and
development of airborne electronic aids to air navigation and any directly
associated ground-based facilities.
5.328A Stations in the radionavigation-satellite service in the band 1 164–

1 215 MHz shall operate in accordance with the provision of Resolution 609
(Rev. WRC-07) and shall not claim protection from stations in the
aeronautical radionavigation service in the band 960–1 215 MHz. No. 5.43A
does not apply. The provisions of No. 21.18 shall apply. (WRC-07)
5.328AA The frequency band 1 087.7–1 092.3 MHz is also allocated to the

aeronautical mobile satellite (R) service (Earth-to-space) on a primary basis,
limited to the space station reception of Automatic Dependent Surveillance-
Broadcast (ADS-B) emissions from aircraft transmitters that operate in

accordance with recognized international aeronautical standards. Stations
operating in the aeronautical mobile-satellite (R) service shall not claim
protection from stations operating in the aeronautical radionavigation service.
Resolution 425 (WRC-15) shall apply. (WRC-15)
5.328B The use of the bands 1 164–1 300 MHz, 1 559–1 610 MHz and

5 010–5 030 MHz by systems and networks in the radionavigation-satellite
service for which complete coordination or notification information, as
appropriate, is received by the Radiocommunication Bureau after
1 January 2005 is subject to the provisions of Nos. 9.12, 9.12A and 9.13.
Resolution 610 (WRC-03) shall also apply; however, in the case of
radionavigation-satellite service (space-to-space) networks and systems,
Resolution 610 (WRC-03) shall only apply to transmitting space stations. In
accordance with No. 5.329A, for systems and networks in the
radionavigation-satellite service (space-to-space) in the bands 1 215–
1 300 MHz and 1 559–1 610 MHz, the provisions of Nos. 9.7, 9.12A and
9.13 shall only apply with respect to other systems and networks in the
radionavigation-satellite service (space-to-space). (WRC-07)
See also:
Art. 21/18: Administration operating or planning to operate radionavigation-

satellite service systems or networks in the 1 164-1 215 MHz frequency
band, for which complete coordination or notification information was
received by the Bureau after 2 June 2000, shall, in accordance with resolves
2 of Resolution 609 (Rev. WRC-07), take all necessary steps to ensure that
actual aggregate interference into aeronautical radionavigation service
systems caused by such RNSS systems or networks operating co-frequency
in these frequency bands does not exceed the equivalent power flux-density
level shown in resolves 1 of Resolution 609 (Rev. WRC-07).
ICAO POLICY
• No change to the current allocation to the aeronautical

radionavigation service or to RR No. 5.328 in the band 960–
1 215 MHz.
• No change to RR No. 5.328A.
• No change to the aeronautical mobile (route) service (AM(R)S)
allocation or to RR No. 5.327A in the band 960–1 164 MHz
with the exception of possible changes to remove the
restrictions on the use of the AM(R)S due to non-ICAO
standardized systems from ITU-R Resolution 417 (Rev. WRC-15).
• No change to RR No. 5.328AA
• Support further ITU-R studies relating to Resolution 425
(WRC-15).
On a global basis, the band 960–1 215 MHz is used for DME systems; this use is
expected to continue and increase well beyond 2030. In RNAV procedures, DME-
DME navigation is planned to be one of the major navigation methods as an
element of PBN. The band 960–1 215 MHz is expected to satisfy, on a global
basis, the future requirements for DME, taking into account the protection given to
aeronautical radionavigation (DME) in the ITU Radio Regulations. In some areas,
the frequency band is heavily congested with DME assignments. Rationalization in
this band of frequency assignments to DME stations, including a review of the
technical characteristics of DME, may be necessary.
Two sub-bands of about ±10 MHz around the frequencies 1 030 MHz and
1 090 MHz are reserved for SSR. SSR provides, in addition to secondary
surveillance radar, major functionality for ACAS and automatic dependent
surveillance-broadcast (ADS-B). SSR is expected to continue to be required for
surveillance; the frequency bands used for SSR satisfy, on a global basis, the
aeronautical requirements to well beyond 2030.
The band 1 164–1 215 MHz is also used for GPS/Galileo/Beidou/GLONASS

signals and is planned to be used by SBAS. In accordance with the Radio
Regulations, the use of this band by GNSS systems needs to protect DME from
interference and accept interference from DME. This frequency band is expected
to meet the associated GNSS requirements, on a global basis, well beyond 2030.
The band 960–1 164 MHz is planned to be used for future air-ground (and air-air)
data communications (e.g. LDACS) although achieving compatibility with DME/
SSR may be problematic. Rationalization of DME may assist in providing the

necessary spectrum for the data link system.
The frequency 978 MHz is used for the universal access transceiver (UAT), which
provides for ADS-B and up-linking of data messages.
AVIATION USE: The band 960–1 215 MHz is a prime radionavigation band

which is used intensively, and extensively, to support a number of aviation
systems, for both civil and military purposes. The civil systems are:
Distance measuring equipment (DME): DME is the ICAO standard system for
the determination of the distance between an aircraft and a ground-based DME
beacon within radio line of sight, using pulse techniques and time measurement.
DME/N is the standard system used for en-route and terminal navigation. It can be
co-located with VOR enabling the aircraft’s position to be determined through a
measurement of its bearing and the distance relative to the VOR/DME.
Alternatively, the aircraft’s position can be determined through measurement of
the distances from two or three DMEs and the flight management system
equipment in the aircraft. DME/P is a precision version of DME with enhanced
precision measurement capability which is used in conjunction with MLS to
provide accurate distance to touchdown. TACAN is the military equivalent of
DME which also has a bearing capability and uses the same channel plan as DME.
The channel plan (Annex 10, Volume I, Chapter 3, Table A) employs

discrimination in both pulse length and pulse spacing, generating four possible
modes (X, Y, W and Z) as a means of creating additional channels.
Secondary surveillance radar (SSR): SSR is the ICAO standard system for
secondary surveillance radar. It is used either as a stand-alone system or co-located
and synchronized with primary radar. The ground equipment is an interrogator and
the aircraft equipment is a transponder responding to signals from the interrogator.
SSR employs Mode A for transmitting identification and Mode C for transmitting
pressure-altitude information. Mode S employs selective addressing of the aircraft
and has a limited data link capability. SSR Mode S is a continuing requirement, in
particular in high-density airspace.
All SSR installations operate on 1 030 MHz for the ground-to-air interrogation
signal, and 1 090 MHz for the air-to-ground reply. Extensive use of pulse
repetition frequency (PRF) discrimination and plot plan processing techniques
assists in reducing the number of invalidated responses being processed by the
ground receiving system.
Airborne collision avoidance system (ACAS): ACAS is the ICAO standard

system for detection and avoidance of airborne conflict situations. ACAS aircraft
equipment interrogates Mode A/C and Mode S transponders on aircraft in its
vicinity and listens to the transponder replies. By processing these replies, the
ACAS equipment determines which aircraft represent potential collision threats
and provides appropriate display indication or advisories to the flight crew to avoid
collisions. ACAS operates as a supplementary system to SSR using the same
frequency pair of 1 030 MHz and 1 090 MHz. 1 030 MHz is used for the air-air
interrogation and 1 090 MHz for the air-air reply. The three modes, I, II and III,
provide increased capability at each level of functional implementation. Provision
is made for air-ground communication with ground stations using the Mode S data
link. Diagrams of the use of the frequencies 1 030 MHz and 1 090 MHz by air and
ground elements of SSR and ACAS can be found in Figures 7-11 and 7-12. The
traffic alert and collision avoidance system II (TCAS II) is the only currently
available system capable of meeting the ACAS Mode II requirements, providing
resolution advisories in the vertical sense (direction) telling the pilot how to
regulate or adjust his vertical speed so as to avoid a collision.
1 090 MHz extended squitter (1090ES): 1 090 MHz extended squitter

transmissions from Mode S transponders or other non-transponder devices are
used to broadcast information relating to position of aircraft, aerodrome surface
vehicles, fixed obstacles and/or other related information. The broadcast can be
received by airborne or ground-based receivers and can contain ADS-B and/or
traffic information service-broadcast (TIS-B) messages.
Automatic dependent surveillance — broadcast (ADS-B): ADS-B is an ICAO

standardized cooperative surveillance technology in which a surveillance picture is
built based on either a 1090ES signal triggered by an SSR or ACAS signal or via
the periodic ADS-B broadcast from an aircraft or other obstruction. The signal can
either be used by air traffic control as a supplement/replacement for SSR or by
aircraft to provide situational awareness and allow self-separation. The ADS-B
receivers can be located on the ground, in an aircraft or on a satellite.
Wide area multilateration: Wide area mutilateration systems take advantage of

routine aircraft transmissions at 1 090 MHz by measuring the arrival of that signal
at a number of receiving ground stations. Using the arrival time at the various
ground stations and the geometry of those ground stations the aircraft’s position is
calculated. In areas where there are not enough 1 090 MHz emissions, a
1 030 MHz interrogator can be installed to elicit additional signals.
Universal access transceiver (UAT): ICAO has adopted SARPs and guidance
material for UAT. This system is intended to support ADS-B data transmission as
well as ground uplink services such as TIS-B and flight information service-
broadcast (FIS-B). UAT employs time division multiple access (TDMA) technique
on a single 1 MHz channel at 978 MHz and is dedicated for transmission of airborne
ADS-B reports and for broadcast of ground-based aeronautical information.
L-band data link aeronautical communication system (LDACS): LDACS is

planned to provide for future air-ground data link capacity that cannot be met in
the VHF band with either VDL Mode 2 or VDL Mode 4. In particular, LDACS is
intended to provide data link capacity to support trajectory planning in air traffic
management. Work on the feasibility of implementing LDACS in the frequency
band 960–1 215 MHz is currently (2017) ongoing and initial results show that, at
best, the introduction of LDACS is challenging. In particular, the need to secure
compatibility with the aeronautical radionavigation service (DME and
SSR/ACAS/1090ES/UAT) places significant constraint on LDACS. Currently,
LDACS is being planned to operate in the bands 985.5–1 007.5 MHz (uplink) and
1 048.5–1 071.5 MHz (downlink). Rationalization of the DME band that may
create an exclusive contiguous sub-band for LDACS may be necessary.
The AM(R)S allocation in the 960–1 164 MHz frequency band can be used subject
to the conditions contained in Resolution 417 (Rev. WRC-15). That Resolution
requires that any communication system, with the exception of UAT, introduced
into the frequency band 960–1 164 MHz must be coordinated when intended to
operate within 934 km of a number of States (mainly in eastern Europe) using non-
ICAO standard systems in this band. The Resolution also places a maximum e.i.r.p
limit on the emissions from any AM(R)S system that is based on the frequency
offset from 1 164 MHz and a fixed out-of-band limit above 1 164 MHz for the
protection of the radionavigation-satellite service.
COMMENTARY: The present internationally agreed channel plans for DME

occupy the full 960–1 215 MHz band. The DME channel plan is displayed at
Table A of Annex 10, Volume I, Chapter 3. The arrangement of air-to-ground
interrogations and ground-to-air replies showing the standard 63 MHz separation
and the interleaving of X and Y channels is shown at Figure 7-11. Both X and Y
channels are currently deployed together with 50 kHz VOR/ILS channel spacing in
the higher density areas where the implementation of DME (and TACAN) is
extensive. W and Z channels are intended for use with MLS, employing an
interrogation pulse pair with a different pulse length on the X and Y channels,
respectively. In low-density areas, only DME X channels (paired with 100 kHz
ILS/DME channel spacing) are used.
Some world areas are prone to frequency scarcity. Frequency pairing of DME with
VOR or ILS, triple pairing of DME with ILS and MLS (a necessary operational
technique for air safety or for the transition to MLS where this system is brought
into use), and co-channel TACAN use are factors often creating difficulties in
frequency planning which are not easily overcome.
VOR/DME could be replaced by GNSS or supplemented by the use of area

navigation based on DME/DME. The latter system, where it becomes established,
is likely to extend beyond the year 2030.
SSR and SSR Mode S are the main techniques for surveillance in high traffic
density areas (FANS II/4 refers). SSR Mode S is a tool for air traffic management
mainly in high traffic density continental airspaces.
Carriage of ACAS systems by all aircraft over 5 700 kg or authorized to carry

more than 19 passengers is mandatory globally.
The overall situation in this band is one of a continuing exploitation of current

systems. It can be realistically expected that some important uses of the frequency
band, such as ILS/DME, VOR/DME, DME/DME and SSR Mode S, will continue
as the main ATS tools in high-density airspace and this will extend beyond 2030.
Use of the band for GNSS
The frequencies in the band 1 164–1 215 MHz have been identified as suitable to
support components for the future development of GNSS, in addition to GNSS
components operating on other frequencies. Currently, a main component of
GNSS is operating in the band 1 559–1 610 MHz. Proposed schemes include an
additional frequency for GPS (L5) with higher signal levels and a more robust
interference rejection characteristic at 1 176.45 MHz, and a European initiative
(Galileo) for an independent radionavigation-satellite system operating under civil
auspices. Both systems are considered for recognition in the Navigation Systems
Panel (NSP) as elements of the ICAO GNSS. Also, GLONASS (Russian-based)
and Beidou (China) intend to use this band for a component of their systems.
WRC-2000 adopted RR No. 5.328A which includes an allocation to the

radionavigation-satellite service (RNSS, the ITU terminology for GNSS systems)
in the band 1 164–1 215 MHz. WRC-03 developed detailed regulatory provisions
for the protection of the aeronautical radionavigation service in this band.
Protection of the DME channels 77X to 126X, the use of which can be affected by
this allocation, is to be assured by imposing an equivalent power flux-density limit
of –121.5 dB(W/m2) in any 1 MHz for the space-to-Earth signals produced by all
satellites of all RNSS systems operating in this band, and by a regulatory provision
requiring that RNSS shall not claim protection from the stations of the ARNS.
Protection of aeronautical systems in the 960–1 215 MHz

Frequency band from harmful interference
Potential interference from ultra-wide-band (UWB) devices
Technological advances have resulted in the development of devices used in radar

and communications applications. These emitters known as ultra-wide-band
(UWB) devices radiate over very wide bandwidths, typically several gigahertz.
Devices used in radar applications have many commercial and government uses,
such as radar imaging through walls. Many of the frequency bands subject to UWB
emissions are aeronautical.
Four ITU-R Recommendations (ITU-R SM.1754, 1755, 1756 and 1757) and one
ITU-R report (ITU-R SM.2057) on the impact of UWB technology on
radiocommunication services have been developed.
Considering especially the mobility of aircraft and the large “viewing” area to
which aircraft are exposed, together with the variability and uncertainty of a
significant number of factors (such as UWB emitter density, signal characteristics
and activity factors) necessary for the interference analysis of devices using UWB
technology with systems operating within safety services, UWB devices should in
general not be operated in frequency bands allocated to safety services. In those
cases where such use cannot be avoided, administrations should take all steps
necessary to ensure that UWB devices do not cause harmful interference to the
reception by stations operating under a safety service allocation. The level of
harmful interference to safety systems needs to be determined on a case-by-case
basis in the form of a safety analysis. This analysis would assess the use being
made of the safety system and demonstrate that the required levels of integrity,
reliability and availability are still maintained under all operational conditions.
Factors such as the impact on safety service link budget margins and measures to
preclude interference from UWB devices that malfunction need to be considered.
Potential interference from IMT unwanted emissions
By the decisions of WRC-12 and WRC-15, the frequency bands 694–790 MHz,
790–862 MHz and 1 427–1 518 MHz were identified for international mobile
telecommunications (IMT) on a global or regional basis. Also, in several countries
the band 470-694 MHz was identified for IMT in accordance with relevant
footnotes of the Radio Regulations.
There are global navigation satellite systems operating in frequency bands below
3 GHz which have allocations for RNSS. Frequency bands identified for IMT do
not overlap by their main emission with GNSS frequency bands. However, IMT
can impact on frequency bands of global navigation systems (1 164–1 300 MHz)

by unwanted emissions including out-of-band and spurious emissions. In the GNSS
frequency band 1 164–1 300 MHz, impact of the second harmonic of IMT stations
that use frequency band 470–694 MHz is possible, as well as impact of spurious
emissions from IMT stations that operate in the frequency band 1 427–1 518 MHz.
Current results of theoretical and experimental estimations indicate that the levels
of unwanted emissions of IMT stations that are defined in ITU-R
Recommendations M.2070 and M.2071 are not low enough to provide required
protection level for RNSS receiving earth stations that operate in 1 164–1 300
MHz. Required separation distances are from 42 m to 2 446 m depending on the
type of RNSS receiver, which makes impossible simultaneous application of these
devices in one local spot without additional compatibility measures.
Potential interference from AM(R)S unwanted emissions
Resolution 417 (Rev. WRC-15) provides the criteria to ensure that AM(R)S
systems do not cause harmful interference to RNSS in the frequency band 1 164–
1 215 MHz.
In some countries, the band is also used by national communications systems

(e.g. Joint Tactical Information Distribution System (JTIDS)/Multifunctional
Information Distribution System (MIDS)). Such systems have no internationally
recognized status in the band and therefore are only permitted to operate on a strict
basis of non-interference to the radionavigation systems using the band in
accordance with the ITU allocation (Article 4 of the Radio Regulations refers).
TACAN is a military development providing both the azimuth and distance

components by equipment operating in the band 960–1 215 MHz. Where a TACAN
transponder is co-located with a VOR, the distance measuring component of the
TACAN substitutes for and fulfils any civil requirement for DME. The VOR is then
referred to as “VORTAC”. As with DME, tuning to the VOR will automatically
interlock with the associated TACAN distance measuring element. When used by
civil aircraft, the guidance derived from a VOR/DME and a VORTAC is identical.
Certain airborne TACAN systems function as a standard TACAN interrogator

system (measuring the slant-range distance and relative bearing to a selected
ground station or an airborne TACAN beacon, and computing velocity and time-
to-go to that station) and providing an air-air bearing transmit capability (beacon
mode) used to provide rendezvous capability between aircraft.
Non-ICAO standard aeronautical radionavigation systems
The frequency band 960–1 215 MHz is also used for certain non-ICAO standard
aeronautical radionavigation systems and mainly used in eastern-European
countries. The technical characteristics and protection criteria for these systems are
in ITU-R Recommendation M.2013. Use of the band 960–1 164 MHz by the
aeronautical mobile (R) service (e.g. LDACS) needs to secure protection of these
systems.
In te r r o g a to r
fre q u e n c y /c h a n n e l
p a ir in g D M E channel
Ch. F re q . (M H z ) C HAN NEL 1–63 X, Y C H AN N EL 64–126 X, Y
1 1025 n o t p a ir e d w it h
16 1040 IL S /V O R /M L S c h a n n e l
17 1041
18 1042 IN T E R R O G A T O R
56 1080
59 1083
1025
1042
1080
1087
1093
1094
1040
1084
1088
1103
11 4 8
11 5 0
60 1084
63 1087
64 1088
69 1093
70 1094 A IR -T O -G R O U N D V O R /D M E 1 7 – 5 9 X ,Y V O R /D M E 7 0 – 1 2 6 X ,Y
79 11 0 3 T R A N S M IS S IO N IL S /D M E 1 8 – 5 6 X ,Y
124 11 48
126 1150
G R O U N D -T O -A IR SSR SSR
T R A N S M IS S IO N G R O U N D -T O -A IR A IR -T O -G R O U N D
1 030 M H z 1 090 M H z
V O R /D M E 1 7 – 5 9 X V O R /D M E 7 0 – 1 2 6 Y V O R /D M E 1 7 – 5 9 Y V O R /D M E 7 0 – 1 2 6 X
IL S /D M E 1 8 – 5 6 X IL S /D M E 1 8 – 5 6 Y
1031
1021
1 2 11
962
977
979
1024
1030
1085
1088
1151
1213
1017
1025
1040
1087
1105
11 0 3
11 4 3
11 4 7
11 5 0
11 5 6
11 5 7
11 6 6
TRAN SPO N DER
C H A N N E L 1–63 X C H A N N EL 64–126 Y C H AN N EL 1–63 Y C H AN N EL 64–126 X
Figure 7-11. Channelling DME bank (960–1 215 MHz)

A ir c r a f t 2
Tx In te A / C
ACAS
Rx rro 2 -
ga A C
tio n A A ir c r a f t 1
10 S A /C 1 - A C A S
30
I n te r r o g a t io n 1 0 3 0
Rx Tx
M ode - S A /C 2 - A C A S ACAS
Tx R x
A /C R e p ly 1 0 9 0
Re 1 -
p ly A C
109 A S
0 Rx
I n t e r r o g a tio n 1 0 3 0
M ode A,C, S
M ode - S
M o e p ly 1
Tx
R
S
de 090
C , 30
A,on 10
A,C
e
d ti
M o rro g a
,S
,S
In t e
A , C 90
de y 10
M oR ep l
Tx Rx
G ro u n d
Figure 7-12. Use of frequencies 1 030 MHz and 1 090 MHz

by SSR and ACAS air and ground elements
Band: 1 215–1 400 MHz

Service: Radionavigation/aeronautical radionavigation/
radiolocation/radionavigation-satellite
(RNSS/primary surveillance radar)
Allocation:
MHz
1 215–1 400
1 215–1 240 EARTH EXPLORATION-SATELLITE (active)

RADIOLOCATION
(space-to-Earth) (space-to-space)
5.328B 5.329 5.329A
SPACE RESEARCH (active)
5.330 5.331 5.332

RADIOLOCATION
5.328B 5.329 5.329A
Amateur
5.282 5.330 5.331 5.332 5.335 5.335A
1 300–1 350 RADIOLOCATION
(Earth-to-space)
5.149 5.337A
1 350–1 400 1 350–1 400
FIXED RADIOLOCATION 5.338A
MOBILE
RADIOLOCATION
5.149 5.338 5.338A
5.339 5.149 5.334 5.339
Footnotes:
5.149 In making assignments to stations of other services to which the

bands: ... 1 330–1 400 MHz, ... are allocated, administrations are urged to
take all practicable steps to protect the radio astronomy service from harmful
interference. Emissions from spaceborne or airborne stations can be
particularly serious sources of interference to the radio astronomy service
(see Nos. 4.5 and 4.6 and Article 29). (WRC-07)
5.282 In the bands 435–438 MHz, 1 260–1 270 MHz, 2 400–2 450 MHz,

3 400–3 410 MHz (in Regions 2 and 3 only) and 5 650–5 670 MHz, the
amateur-satellite service may operate subject to not causing harmful
interference to other services operating in accordance with the Table (see
No. 5.43). Administrations authorizing such use shall ensure that any harmful
interference caused by emissions from a station in the amateur-satellite
service is immediately eliminated in accordance with the provisions of
No. 25.11. The use of the bands 1 260–1 270 MHz and 5 650–5 670 MHz by
the amateur-satellite service is limited to the Earth-to-space direction.

1 January 2005 is subject to the application of the provisions of Nos. 9.12,
9.12A and 9.13. Resolution 610 (WRC-03) shall also apply; however, in the
case of radionavigation-satellite service (space-to-space) networks and
systems, Resolution 610 (WRC-03) shall only apply to transmitting space
stations. In accordance with No. 5.329A, for systems and networks in the
radionavigation-satellite service (space-to-space) in the bands 1 215–
1 300 MHz and 1 559–1 610 MHz, the provisions of Nos. 9.7, 9.12, 9.12A
and 9.13 shall only apply with respect to other systems and networks in the
5.329 Use of the radionavigation-satellite service in the band 1 215–

1 300 MHz shall be subject to the condition that no harmful interference is
caused to, and no protection claimed from, the radionavigation service
authorized under No. 5.331. Furthermore, the use of the radionavigation-
satellite service in the band 1 215–1 300 MHz shall be subject to the
condition that no harmful interference is caused to the radiolocation service.
No. 5.43 shall not apply in respect of the radiolocation service. Resolution
608 (WRC-03) shall apply. (WRC-03)
5.329A Use of systems in the radionavigation-satellite service (space-to-

space) operating in the bands 1 215–1 300 MHz and 1 559–1 610 MHz is
not intended to provide safety service applications, and shall not impose any
additional constraints on radionavigation satellite service (space to Earth) or
on other systems or services operating in accordance with the Table of
Frequency Allocations. (WRC-07)
5.330 Additional allocation: in Angola, Saudi Arabia, Bahrain, Bangladesh,

Cameroon, China, Djibouti, Egypt, the United Arab Emirates, Eritrea,
Ethiopia, Guyana, India, Indonesia, Iran (Islamic Republic of), Iraq, Israel,
Japan, Jordan, Kuwait, Nepal, Oman, Pakistan, the Philippines, Qatar, the
Syrian Arab Republic, Somalia, Sudan, South Sudan, Chad, Togo and
Yemen, the band 1 215–1 300 MHz is also allocated to the fixed and mobile
services on a primary basis. (WRC-12)
5.331 Additional allocation: in Algeria, Germany, Saudi Arabia, Australia,

Austria, Bahrain, Belarus, Belgium, Benin, Bosnia and Herzegovina, Brazil,
Burkina Faso, Burundi, Cameroon, China, Korea (Rep. of), Croatia,
Denmark, Egypt, the United Arab Emirates, Estonia, the Russian Federation,
Finland, France, Ghana, Greece, Guinea, Equatorial Guinea, Hungary, India,
Indonesia, Iran (Islamic Republic of), Iraq, Ireland, Israel, Jordan, Kenya,
Kuwait, The Former Yugoslav Republic of Macedonia, Lesotho, Latvia,
Lebanon, Liechtenstein, Lithuania, Luxembourg, Madagascar, Mali,
Mauritania, Montenegro, Nigeria, Norway, Oman, Pakistan, the Netherlands,
Poland, Portugal, Qatar, the Syrian Arab Republic, Dem People’s Republic
of Korea, Slovakia, the United Kingdom, Serbia, Slovenia, Somalia, Sudan,
South Sudan, Sri Lanka, South Africa, Sweden, Switzerland, Thailand, Togo,
Turkey, Venezuela and Viet Nam the band 1 215–1 300 MHz is also
allocated to the radionavigation service on a primary basis. In Canada and
the United States the band 1 240–1 300 MHz is also allocated to the
radionavigation service, and use of the radionavigation service shall be
limited to the aeronautical radionavigation service. (WRC-12)
5.332 In the band 1 215–1 260 MHz, active spaceborne sensors in the Earth
exploration-satellite and space research services shall not cause harmful
interference to, claim protection from, or otherwise impose constraints on
operation or development of the radiolocation service, the radionavigation-
satellite service and other services allocated on a primary basis.

Note by the Secretariat: This Resolution was revised by WRC-15.
5.334 Additional allocation: in Canada and the United States, the band

1 350–1 370 MHz is also allocated to the aeronautical radionavigation
service on a primary basis. (WRC-03)
5.335 In Canada and the United States in the band 1 240–1 300 MHz,
active spaceborne sensors in the Earth exploration-satellite and space
research services shall not cause interference to, claim protection from, or
otherwise impose constraints on operation or development of the
aeronautical radionavigation service.
5.335A In the band 1 260–1 300 MHz, active spaceborne sensors in the

Earth exploration-satellite and space research services shall not cause
harmful interference to, claim protection from, or otherwise impose
constraints on operation or development of the radiolocation service and
other services allocated by footnotes on a primary basis.
5.337 The use of the bands 1 300–1 350 MHz, 2 700–2 900 MHz and

9 000–9 200 MHz by the aeronautical radionavigation service is restricted to
ground-based radars and to associated airborne transponders which
transmit only on frequencies in these bands and only when actuated by
radars operating in the same band.
5.337A The use of the band 1 300–1 350 MHz by Earth stations in the

radionavigation-satellite service and by stations in the radiolocation service
shall not cause harmful interference to, nor constrain the operation and
development, of the aeronautical-radionavigation service.
5.338 In Kyrgyzstan, Slovakia and Turkmenistan, existing installations of

the radionavigation service may continue to operate in the band 1 350–
1 400 MHz. (WRC-12)
5.338A In the frequency bands 1 350–1 400 MHz, 1 427–1 452 MHz,

22.55–23.55 GHz, 30–31.3 GHz, 49.7–50.2 GHz, 50.4–50.9 GHz, 51.4–
52.6 GHz, 81–86 GHz and 92–94 GHz, Resolution 750 (Rev. WRC-15)
applies. (WRC-15)
5.339 The bands 1 370–1 400 MHz, 2 640–2 655 MHz, 4 950–4 990 MHz

and 15.20–15.35 GHz are also allocated to the space research (passive) and
Earth exploration-satellite (passive) services on a secondary basis.
ICAO POLICY
• No change to the status of the allocation to the radionavigation

service in RR Nos. 5.331 and 5.334.
• No change to the provisions of RR Nos. 5.329 and 5.337A
regarding the protection of radar stations from the
radionavigation-satellite service.
• Support further ITU-R studies relating to Resolution 608
(Rev. WRC-15).
On a global basis, the band 1 300–1 350 MHz (and in many countries also the
band 1 215–1 300 MHz) is extensively used for primary surveillance radar, mainly
providing long-range independent non-cooperative airspace surveillance. This use
is expected to continue to be required for the long term.
The use of this band for GNSS signals (GPS L2, GLONASS L2, Galileo E6 and
Beidou B6) is not for civil aircraft applications.
A new development in radar technology is the multi-static primary surveillance

radar (MSPSR). MSPSR may provide more spectrum-efficient use of this band and
better coverage at lower altitudes. However, the implementation of MSPSR is
dependent on the cost and improved spectrum efficiency that can be obtained.
AVIATION USE: These bands are used extensively for 23 cm (L-band) primary
surveillance radar (PSR), for both en-route and terminal surveillance tasks.
Modern systems employing digitized plot extraction often operate on multiple
frequencies and use pulse repetition frequency (PRF) discrimination where up to
four or even six frequencies may be used by a single radar spaced over a band of
100 MHz. For these requirements, the band from around 1 215 to 1 370 MHz (as
for example in RR No. 5.334) must be available. The band is also used extensively
by other users for the long-range detection of aircraft targets. Co-located SSR and
PSR are often employed with combined plot extraction, electronic processing and
display. Electronically generated labels displaying flight number and other data,
i.e. altitude reported from SSR Mode C, are often added to provide a complete
radar data picture.
Twenty-three centimetres is the preferred wavelength for long-range radar where a
sufficiently large antenna can be installed to provide narrow beams in azimuth and
phased arrays for beam switching for multi-purpose mode operation.
COMMENTARY: Under FANS recommendations, the use of PSR is expected, in

the long term, to diminish in both en-route and terminal areas (Agenda Item 7 of
the Report of the Tenth Air Navigation Conference (1991) (Doc 9583) refers). The
recommended replacement system is SSR Mode S or some form of ADS using air-
ground data link. Future possible use of ADS or ADS-B may affect the
requirements for primary or secondary surveillance radar. Primary surveillance
radar with its high-level investment is, however, expected to continue to be utilized
in civil aviation for many years into the future. One of the important features of
PSR is the independent role it plays in the surveillance of airspace, allowing for
the detection of non-cooperating aircraft.
The Communications/Meteorology/Operations (COM/MET/OPS) Divisional Meeting

(1990) (Attachment 4 to Appendix B to the report on Agenda Item 1 refers) reported
the wide use of this band (and also of the band 2 700–2 900 MHz) for en-route and
terminal surveillance. Table 1 in Attachment 4 provides estimates of the use amounting
to 583 radars worldwide. Paragraph 4 proposes the ICAO Position of no change to the
allocation at 1 300–1 350 MHz and adjoining bands.
The conclusion of these considerations was that these bands should be retained and
protected for the foreseeable future for the operation of radar systems.
Use of the band by the radionavigation-satellite service
The band 1 215–1 300 MHz is also used for GLONASS (operates on 14

frequencies spaced at 0.4375 MHz in the band between 1 242.9375 MHz and
1 248.6250 MHz). The frequency 1 227.6 MHz is used for the precise positioning
service (PPS, L2) of GPS, extending the accuracy of GPS. A new signal, GPS
L2C, will soon become available for civil use. Techniques have been developed
for the use of ground stations to correct for ionospheric delays (see also
commentary on GNSS usage of the band 1 559–1 610 MHz).
WRC-2000 introduced an allocation to the RNSS in the frequency bands 1 260–

1 300 MHz for space-to-Earth and space-to-space directions, and 1 300–
1 350 MHz for the Earth-to-space direction. The components in these bands are
not being considered as a part of the ICAO GNSS system.
WRC-03 reviewed the allocation and decided that in the frequency band 1 215–
1 300 MHz the radionavigation-satellite service shall be subject to the condition
that no harmful interference is caused to, and no protection claimed from, the
radionavigation service authorized under RR No. 5.331 (WRC-12). Furthermore,
the use of the radionavigation-satellite service in the frequency band 1 215–
1 300 MHz shall be subject to the condition that no harmful interference is caused
to the radiolocation service. Resolution 608 (Rev. WRC-15) resolves that no
constraints in addition to those in place prior to WRC-2000 shall be placed on
RNSS (space-to-Earth) frequency assignments in the frequency band 1 215–1 260

MHz brought into use before 2 June 2000.
Studies in ITU-R have defined the interference environment that could be

experienced by PSR.
Protection of aeronautical systems in the 1 215–1 300 MHz

frequency band from harmful interference
Technological advances have resulted in the development of devices used in radar

and communications applications. These emitters known as ultra-wide-band
(UWB) devices radiate over very wide bandwidths, typically several gigahertz.
Devices used in radar applications have many commercial and government uses,
such as radar imaging through walls. Many of the frequency bands subject to UWB
emissions are aeronautical.
ITU-R report (ITU-R SM.2057) on the impact of UWB technology on
radiocommunication services have been developed.
telecommunication (IMT) on a global or regional basis. Also, in several countries
the band 470-694 MHz was identified for IMT in accordance with relevant
There are global navigation satellites systems operating in frequency bands below
that use frequency band 470–694 MHz is possible, as well as impact of spurious
emissions from IMT stations that operate in the frequency band 1 427–1 518 MHz.
Bands: Mobile-satellite bands 1 525–1 559 MHz and 1 626.5–1 660.5 MHz

Service: AMS(R)S (satellite communications)
1. Space-to-Earth
MHz
1 525–1 559
1 525–1 530 1 525–1 530 1 525–1 530
SPACE OPERATION SPACE OPERATION SPACE OPERATION
(space-to-Earth) (space-to-Earth) (space-to-Earth)
FIXED MOBILE-SATELLITE FIXED
MOBILE-SATELLITE (space-to-Earth) MOBILE-SATELLITE
(space-to-Earth) 5.208B 5.351A (space-to-Earth)
5.208B 5.351A Earth exploration- 5.208B 5.351A
Earth exploration- satellite Earth exploration-
satellite Fixed satellite
Mobile except Mobile 5.343 Mobile 5.349
aeronautical
mobile 5.349
5.341 5.342 5.350 5.341 5.351 5.352A
5.351 5.352A 5.354 5.341 5.351 5.354 5.354
1 530–1 535 1 530–1 535
SPACE OPERATION SPACE OPERATION (space-to-Earth)
(space-to-Earth) MOBILE-SATELLITE (space-to-Earth)
MOBILE-SATELLITE 5.208B 5.351A 5.353A
(space-to-Earth) Earth exploration-satellite
5.208B 5.351A Fixed
5.353A Mobile 5.343
Earth exploration-
satellite
Fixed
Mobile except
aeronautical mobile
5.341 5.342 5.351
5.354 5.341 5.351 5.354
1 535–1 559 MOBILE-SATELLITE (space-to-Earth)
5.208B 5.341 5.351 5.351A 5.353A
5.354 5.355 5.356 5.357 5.357A 5.359
5.362A
2. Earth-to-space
MHz
1 626.5–1 660.5
1 626.5–1 660 MOBILE-SATELLITE (Earth-to-space) 5.351A

5.341 5.351 5.353A 5.354 5.355 5.357A
5.359 5.362A 5.374 5.375 5.376
1 660–1 660.5 MOBILE-SATELLITE (Earth-to-space) 5.351A

RADIO ASTRONOMY
5.149 5.341 5.351 5.354 5.362A 5.376A
Footnotes:

bands: ... 1 660–1 670 MHz, ... are allocated, administrations are urged to
5.208B In the bands …1 525–1 610 MHz … Resolution 739 (Rev.

WRC-15) applies. (WRC-15)
5.341 In the bands 1 400–1 727 MHz, 101–120 GHz and 197–220 GHz,
passive research is being conducted by some countries in a programme for
the search for intentional emissions of extraterrestrial origin.
5.342 Additional allocation: in Armenia, Azerbaijan, Belarus, the Russian

Federation, Uzbekistan, Kyrgyzstan and Ukraine, the frequency band 1 429–
1 535 MHz is also allocated to the aeronautical mobile service on a primary
basis exclusively for the purposes of aeronautical telemetry within the
national territory. As of 1 April 2007, the use of the band 1 452–1 492 MHz is
subject to agreement between the administrations concerned. (WRC-15)
5.343 In Region 2, the use of the band 1 435–1 535 MHz by the

aeronautical mobile service for telemetry has priority over other uses by the
mobile service.
5.349 Different category of service: in Saudi Arabia, Azerbaijan, Bahrain,

Cameroon, Egypt, France, Iran (Islamic Republic of), Iraq, Israel, Kazakhstan,
Kuwait, The Former Yugoslav Republic of Macedonia, Lebanon, Morocco,
Qatar, Syrian Arab Republic, Kyrgyzstan, Turkmenistan and Yemen, the
allocation of the band 1 525–1 530 MHz to the mobile, except aeronautical
mobile, service is on a primary basis (see No. 5.33). (WRC-07)
5.350 Additional allocation: in Azerbaijan, Kyrgyzstan and Turkmenistan,

the band 1 525–1 530 MHz is also allocated to the aeronautical mobile
service on a primary basis.
5.351 The bands 1 525–1 544 MHz, 1 545–1 559 MHz, 1 626.5–

1 645.5 MHz, 1 646.5–1660.5 MHz shall not be used for feeder links of any
service. In exceptional circumstances, however, an earth station at a
specified fixed point in any of the mobile-satellite services may be authorized
by an administration to communicate via space stations using these bands.
5.351A For the use of the bands 1 518–1 544 MHz, 1 545–1 559 MHz,

1 610–1 645.5 MHz, 1 646.5–1 660.5 MHz, 1 668–1 675 MHz, 1 980–
2 010 MHz, 2 170–2 200 MHz, 2 483.5–2 520 MHz and 2 670–2 690 MHz by
the mobile-satellite service, see Resolutions 212 (Rev. WRC-07) and 225
(Rev. WRC-07). (WRC-07)
5.352A In the frequency band 1 525–1 530 MHz, stations in the mobile-

satellite service, except stations in the maritime mobile-satellite service, shall
not cause harmful interference to, or claim protection from, stations of the
fixed service in Algeria, Saudi Arabia, Egypt, France and French Overseas
Communities of Region 3, Guinea, India, Israel, Italy, Jordan, Kuwait, Mali,
Morocco, Mauritania, Nigeria, Oman, Pakistan, the Philippines, Qatar, Syrian
Arab Republic, Viet Nam and Yemen notified prior to 1 April 1998. (WRC-15)
5.353A In applying the procedures of Section II of Article 9 to the mobile-

satellite service in the bands 1 530–1 544 MHz and 1 626.5–1 645.5 MHz,
priority shall be given to accommodating the spectrum requirements for
distress, urgency and safety communications of the Global Maritime Distress
and Safety System (GMDSS). Maritime mobile-satellite distress, urgency and

Note by the Secretariat.— This Resolution was revised by WRC-15.

31/7/18
Corr.
safety communications shall have priority access and immediate availability

over all other mobile satellite communications operating within a network.
Mobile-satellite systems shall not cause unacceptable interference to, or
claim protection from, distress, urgency and safety communications of the
GMDSS. Account shall be taken of the priority of safety-related
communications in the other mobile-satellite services. (The provisions of
Resolution 222 (Rev. WRC-12) shall apply.) (WRC-12)
5.354 The use of the bands 1 525–1 559 MHz and 1 626.5–1 660.5 MHz

by the mobile-satellite services is subject to coordination under No. 9.11A.
5.355 Additional allocation: in Bahrain, Bangladesh, Congo (Rep of the),

Djibouti, Egypt, Eritrea, Iraq, Israel, Kuwait, Qatar, Syrian Arab Republic,
Somalia, Sudan, South Sudan, Chad, Togo and Yemen, the bands 1 540–
1 559 MHz, 1 610–1 645.5 MHz and 1 646.5–1 660 MHz are also allocated
to the fixed service on a secondary basis. (WRC-12)
5.356 The use of the band 1 544–1 545 MHz by the mobile-satellite

service (space-to-Earth) is limited to distress and safety communications
(see Article 31).
5.357 Transmissions in the band 1 545–1 555 MHz from terrestrial

aeronautical stations directly to aircraft stations, or between aircraft stations,
in the aeronautical mobile (R) service are also authorized when such
transmissions are used to extend or supplement the satellite-to-aircraft links.
5.357A In applying the procedures of Section II of Article 9 to the mobile-

satellite service in the bands 1 545–1 555 MHz and 1 646.5–1 656.5 MHz,
priority shall be given to accommodating the spectrum requirements of the
aeronautical mobile-satellite (R) service providing transmission of messages
with priority 1 to 6 in Article 44. Aeronautical mobile-satellite (R) service
communications with priority 1 to 6 in Article 44 shall have priority access
and immediate availability, by pre-emption if necessary, over all other
mobile-satellite communications operating within a network. Mobile-satellite
systems shall not cause unacceptable interference to, or claim protection
from, aeronautical mobile-satellite (R) service communications with priority
1 to 6 in Article 44. Account shall be taken of the priority of safety-related
communications in the other mobile-satellite services. (The provisions of
Resolution 222 (Rev. WRC-12) shall apply.)
5.359 Additional allocation: In Germany, Saudi Arabia, Armenia,

Azerbaijan, Belarus, Benin, Cameroon, the Russian Federation, France,
Georgia, Guinea, Guinea-Bissau, Jordan, Kazakhstan, Kuwait, Lithuania,

Mauritania, Uganda, Uzbekistan, Pakistan, Poland, the Syrian Arab
Republic, Kyrgyzstan, the Dem. People’s Rep. of Korea, Romania,
Tajikistan, Tunisia, Turkmenistan and Ukraine, the frequency bands 1 550–
to the fixed service on a primary basis. Administrations are urged to make all
practicable efforts to avoid the implementation of new fixed-service stations
in these frequency bands. (WRC-15)
5.362A In the United States, in the bands 1 555–1 559 MHz and 1 656.5–
1660.5 MHz, the aeronautical mobile-satellite (R) service shall have priority
access and immediate availability, by pre-emption if necessary, over all other
mobile-satellite communications operating within a network. Mobile-satellite
systems shall not cause unacceptable interference to, or claim protection
from, aeronautical mobile-satellite (R) service communications with priority 1
to 6 in Article 44. Account shall be taken of the priority of safety-related
communications in the other mobile-satellite services.
5.374 Mobile earth stations in the mobile-satellite service operating in the

bands 1 631.5–1 634.5 MHz and 1 656.5–1 660 MHz shall not cause harmful
interference to stations in the fixed service operating in the countries listed in
No. 5.359.
5.375 The use of the band 1 645.5–1 646.5 MHz by the mobile-satellite

service (Earth-to-space) and for inter-satellite links is limited to distress and
safety communications (see Article 31).
5.376 Transmissions in the band 1 646.5–1 656.5 MHz from aircraft

stations in the aeronautical mobile (R) service directly to terrestrial aero-
nautical stations, or between aircraft stations, are also authorized when such
transmissions are used to extend or supplement the aircraft-to-satellite links.
5.376A Mobile earth stations operating in the band 1 660–1 660.5 MHz

shall not cause harmful interference to stations in the radio astronomy
service.
ICAO POLICY
• If required, modify RR Nos. 5.357A and 5.362A to strengthen

AMS(R)S access to the bands.
• Support the deletion of RR Nos. 5.355 and 5.359.
• Provide support to the procedure to implement RR No. 5.357A
and Resolution 222 (Rev. WRC-12).
• Support the methodology for computing AMS(R)S spectrum
requirements as contained in ITU-R Recommendation M.2091.
In the bands 1 545–1 555 MHz and 1 646.5–1 656.5 MHz (and in the United States
also the bands 1 555–1 559 MHz and 1 656.5–1 660.5 MHz as per RR No. 5.362A),
the provisions in ITU Radio Regulations stipulate that priority shall be given during
the frequency coordination process to the spectrum requirements for the aeronautical
mobile-satellite (R) service. Over a long period of time (prior to WRC-12), these
provisions did not provide for the required access for aeronautical mobile-satellite
(R) communications. In order to secure that the aeronautical requirements for, in
particular, long-distance communications using satellite technology are met, the
relevant radio regulatory provisions in Resolution 222 were amended at WRC-12 as
an attempt to improve and secure, in all cases, access by aviation to those bands.
AVIATION USE: These frequencies are used for air-ground communications

and, in the FANS scenarios, are expected to replace HF as the primary means of
communication over oceanic/remote areas. In continental airspace, satellite
communications may be used as a supplement to VHF. Some aeronautical satellite
communications systems support voice and data for ATC or ADS-C purposes.
AMS(R)S SARPs were adopted by ICAO in 1995.
Also included in the allocation table shown above are the mobile-satellite bands
1 544–1 545 MHz and 1 645.5–1 646.5 MHz which are to be used for any mobile
service for distress and safety communications only.
AMS(R)S will be provided by service providers for both the space segment and
the ground segment. The connection to ATC centres would normally be made by
landline from the ground Earth station.
COMMENTARY: The use of satellites for communications (and navigation) was

recommended as official ICAO policy by the Tenth Air Navigation Conference
(Montreal, 5 to 20 September 1991), as part of the future CNS/ATM systems
recommended by FANS. The Tenth Air Navigation Conference discussions
comprehensively covered all aspects of the subject. The ICAO Council endorsed
the FANS recommendations at the twentieth meeting of its 134th Session on 29–
31 October 1991. The prime use of satellites for communication and navigation
would be in oceanic and continental low-density airspace. The CNS/ATM system
supports voice and data, the latter being a support element for ADS.
At the above-mentioned conference, the role of ICAO in satellite communications

with aircraft was explored (Agenda Item 8 of the Report of the Tenth Air
Navigation Conference (1991) (Doc 9583) refers), and was seen to be basically
that of a facilitator and coordinator. The complexities of the institutional and legal
arrangements and interfaces between the concerned parties, such as air traffic
service provider, space system provider and ground system provider, were
addressed in Agenda Item 4 of the same conference. Appendix A to Agenda Item 4
sets out guidelines and recommendations for study on these aspects.
Generic allocations/access to frequencies
Until 1997, ITU allocations to the AMS(R)S were exclusive and worldwide in
accordance with the definition at RR No. 1.36 and the rules at Chapter VIII for
aeronautical mobile services. The exclusive condition ensured that ICAO SARPs
could be applied, and the system operators would provide a service with the
required integrity and reliability. Frequencies for mobile-satellite use were under
intensive demand for other mobile applications, which led ITU to focus attention
on the relatively unused AMS(R)S allocation.
WRC-97 discussed at great length the introduction of a generic allocation to the

mobile-satellite service which replaced the exclusive allocations to the
aeronautical, land and maritime mobile-satellite services, noting the dissenting
views of the international civil aviation and maritime communities (see
Section 7-III, paragraph 7-III.3.1.4 of this handbook). Frequencies in a generic
allocation may be used for providing service to any class of mobile user (land, sea
or air) and may carry any type of communication (safety, public correspondence,
voice or data). Against the stated policies of ICAO and IMO, the introduction of
generic allocations was approved, together with a new RR No. 5.357A which was
intended to provide a guarantee of future frequency access for aeronautical safety
services. With this new generic allocation to the mobile-satellite service, aircraft
have to share the 10 MHz in the bands 1 545–1 555 MHz and 1 646.5–
1 656.5 MHz with non-aeronautical systems, services and service providers (and
an additional 4 MHz in the bands 1 555–1 559 MHz and 1 656.5–1 660.5 MHz in
the United States).
RR Nos. 5.357A and 5.362A, inserted at WRC-97, provide the mechanism intended
by radio regulatory authorities to compensate for the loss of the exclusive 10–14 MHz
(each direction) of spectrum to the AMS(R)S and assure access in the future. It relied
on cooperation between administrations and satellite system operators and by itself
had no apparent regulatory force. In a situation where there are no spare frequencies
for aeronautical use in the bands quoted in the footnote, with some used for other
(non-aeronautical) mobile-satellite systems, expansion of aeronautical use is only
possible by a release of frequencies from a non-aeronautical user. In effect, there was
no guarantee that such release could be made possible. Two important features of the
footnote are that they address only the 10 MHz (14 MHz in the United States) of
spectrum allocated to the AMS(R)S prior to WARC-92 (as quoted in the footnote) and
that the priorities are Categories 1 to 6 of Article 44 of the Radio Regulations. These
are identical to Annex 10, Volume II, Chapter 5, 5.1.8 (see Section 7-III,
paragraph 7-III.3.8 of this handbook). This excludes public correspondence, a
category which covers passenger and airline administrative communications.
The aviation concern on this point led to Resolution 222 (Rev. WRC-12).
Resolves 3 of the Resolution states that administrations shall ensure that MSS
operators yield capacity to accommodate AMS(R)S requirements, either through
the coordination process described below or through prioritization and real-time
pre-emptive access, where feasible. To give this Resolution a positive regulatory
force, a linked reference has been placed in RR No. 5.357A, which under present
ITU rules gives it the same status as a Radio Regulation. This regulatory formula,
while not fully meeting the ICAO policy calling for a recovery of the exclusive
allocation to the AMS(R)S, is still a considerable improvement on the original.
The current practice of the application of RR No. 5.357A is that all satellite service
providers planning to operate in the bands 1 525–1 559 MHz and 1 626.6–
1 660.5 MHz register the use of the whole band with the ITU. With this registration,
the obligations of the Radio Regulations to internationally coordinate the frequency
assignments are satisfied. However, the actual allotment of portions of this spectrum
to satellite system operators is taking place under the auspices of a Memorandum of
Understanding (MOU) between the concerned satellite system operators and relevant
administrations. Under the MOU, satellite system operators are provided with
spectrum on a yearly basis, using actual and predicted traffic characteristics, and
satisfying their needs as long as these can be accommodated in the available
spectrum. The results of these yearly consultations are not available in the public
domain. ICAO is not invited to become a party to this MOU nor is it informed about
the results. The frequency coordination and assignment process has been factually
taken outside the traditional ITU frequency planning and coordination process. The
secrecy around the results of the activities under the MOU does not give ICAO or the
aviation community the possibility to assess if the aeronautical spectrum
requirements will be met in the longer term. Furthermore, the process under the
MOU does not provide for any alternative measures if it is no longer supported by
administrations or satellite system operators. This creates serious concern about the
practical ability to make frequency spectrum available for aeronautical

communications, when required, which under the MOU has already been assigned to
a particular non-aeronautical satellite system operator.
Spectrum requirements for satellite communications
The amount of spectrum required for civil aviation has been a subject of study since
1971 when the first allocation of 15 MHz in both directions for safety
communications only was made. Later (in 1987), with the realization that safety
communications alone could not justify a satellite system with dedicated frequencies,
and to meet airline needs, the scope was increased to include public correspondence.
The WARC Mob-87 further reduced this exclusive allocation. Finally, WRC-97
concluded on the present 10 MHz (no longer exclusive) quoted in RR No. 5.357A.
The generic allocation permits public correspondence, subject to the priority terms
for Categories 1 to 6 of Article 44 as quoted in the footnote.
ITU-R studies on AMS(R)S — Intersystem real-time pre-emption
To respond to the request by WRC-2000 with regard to Resolution 222 (Rev.

WRC-12), the ITU-R has completed studies begun in 2000 to determine the
feasibility and practicality of prioritization and real-time pre-emptive access
(intersystem real-time pre-emption).
The concept of real-time pre-emption was proposed at WRC-97 as an expedient

mechanism to open the sub-bands 1 545–1 555 and 1 646.5–1 656.5 MHz to
generic MSS.
ITU-R considered various elements, such as characteristics of the aeronautical

safety communications and aeronautical traffic, and applicability of real-time pre-
emption and its practicality and effectiveness. The study also “identified a number
of significant technical, operational and economic issues that would have to be
overcome to make ‘prioritization and intersystem real-time pre-emption’ a reality.”
The results of this study are available from the ITU as Report M.2073 (Feasibility
and practicality of prioritization and real-time pre-emptive access between
different networks of mobile-satellite service in the bands 1 525–1 559 MHz and
1 626.5–1 660.5 MHz).
The study noted that although some mobile-satellite networks currently provide
intra-system pre-emptive access functions, there are no actual MSS systems
providing “prioritization and intersystem real-time pre-emption” functions, and
despite several years of study there are no methods yet developed.
The study further summarized that “prioritization and intersystem real-time pre-
emption” would not necessarily increase the efficiency of spectrum use compared
to the current situation, but it would certainly complicate substantially the

coordination process and network structure. Furthermore, it may not satisfy the
operational and commercial requirements of AMS(R)S communications.
It was concluded that “prioritization and intersystem real-time pre-emption is not

practical and, without significant advance in technology, is unlikely to be feasible
for technical, operational and economical reasons.”
Noting that the conclusions in ITU Report M.2073 identify that intersystem real-
time pre-emption will not be effective to ensure spectrum availability and
protection for AMS(R)S communications, WRC-12 was urged to provide
appropriate regulatory provisions to ensure long-term and stable spectrum
availability for AMS(R)S.
At WRC-12 the issue of recognized access for AMS(R)S systems to the frequency
bands 1 525–1 559 MHz and 1 626.5–1 660.5 MHz was debated. As a result of
that debate, it was agreed that the process for ensuring the enforcement of the
priority access given by RR No. 5.357A should be strengthened in a manner that
also increased transparency within the process.
ITU-R Resolution 222 (Rev. WRC-12) was modified as follows:
• to place an obligation on administrations to ensure that their MSS operators

who are not carrying AMS(R)S traffic yield capacity when a requirement for
AMS(R)S traffic cannot be met otherwise;
• invite ICAO, where appropriate, to comment on the AMS(R)S traffic

requirements;
• add an annex that details the procedure for the implementation of

RR No. 5.357A;
• ensure that an agreed methodology be used for the translation of traffic

requirements into spectrum requirements;
• require notifying administrations to inform the ITU Bureau of the results with
respect to AMS(R)S requirements of any coordination meeting;
• formalize dispute resolution meetings.
WRC-12, noting that there was not an agreed methodology for the translation of
traffic requirements into spectrum requirements, also called for, through ITU-R
Resolution 422, the development of such a methodology.
Band: 1 559–1 626.5 MHz

Service: Aeronautical radionavigation/
radionavigation-satellite (GNSS); AMS(R)S
Allocation:
MHz
1 559–1 613.8
1 559–1 610 AERONAUTICAL RADIONAVIGATION

5.208B 5.328B 5.329A
5.341
1 610–1 610.6 1 610–1 610.6 1 610–1 610.6

MOBILE-SATELLITE MOBILE-SATELLITE MOBILE-SATELLITE
(Earth-to-space) (Earth-to-space) (Earth-to-space)
5.351A 5.351A 5.351A
RADIODETERMINATION- Radiodetermination-
SATELLITE satellite
(Earth-to-space) (Earth-to-space)
5.341 5.355 5.359
5.364 5.366 5.367 5.341 5.364 5.366 5.341 5.355 5.359
5.368 5.369 5.371 5.367 5.368 5.370 5.364 5.366 5.367
5.372 5.372 5.368 5.369 5.372
1 610.6–1 613.8 1 610.6–1 613.8 1 610.6–1 613.8

5.351A 5.351A 5.351A
RADIO ASTRONOMY RADIO ASTRONOMY RADIO ASTRONOMY
RADIODETERMINATION- Radiodetermination-
SATELLITE satellite
(Earth-to-space) (Earth-to-space)
5.149 5.341 5.355 5.149 5.341 5.355
5.359 5.364 5.366 5.149 5.341 5.364 5.359 5.364 5.366
5.367 5.368 5.369 5.366 5.367 5.368 5.367 5.368 5.369
5.371 5.372 5.370 5.372 5.372
MHz
1 613.8–1 626.5
1 613.8–1 626.5 1 613.8–1 626.5 1 613.8–1 626.5

(Earth-to-space) (Earth-to-space) 5.351A (Earth-to-space)
5.351A AERONAUTICAL 5.351A
AERONAUTICAL RADIONAVIGATION AERONAUTICAL
RADIONAVIGATION RADIODETERMINATION- RADIONAVIGATION
Mobile-satellite SATELLITE Mobile-satellite
(space-to-Earth) (Earth-to-space) (space-to-Earth)
5.208B Mobile-satellite 5.208B
(space-to-Earth) 5.208B Radiodetermination-
satellite
(Earth-to-space)
5.341 5.355 5.359 5.341 5.364 5.365 5.341 5.355 5.359
5.364 5.365 5.366 5.366 5.367 5.368 5.364 5.365 5.366
5.367 5.368 5.369 5.370 5.372 5.367 5.368 5.369
5.371 5.372 5.372
Footnotes:

bands: ... 1 610.6–1 613.8 MHz, ... are allocated, administrations are urged
to take all practicable steps to protect the radio astronomy service from
harmful interference. Emissions from spaceborne or airborne stations can be
5.208B In the frequency bands … 1 525–1 610 MHz … Resolution 739

(Rev. WRC-15) applies. (WRC-15)

5 010-5 030 MHz by systems and networks in the radionavigation-satellite

accordance with No. 5.329A, for systems and networks in the
radionavigation-satellite service (space-to-space) in the bands 1 215–1 300
MHz and 1 559–1 610 MHz, the provisions of Nos. 9.7, 9.12, 9.12A and 9.13
shall only apply with respect to other systems and networks in the
5.329A Use of systems in the radionavigation-satellite service (space- to-

space) operating in the bands 1 215–1 300 MHz and 1 559–1 610 MHz is
not intended to provide safety service applications, and shall not impose any
additional constraints on radionavigation-satellite service (space-to-Earth)
systems or on other services operating in accordance with the Table of
Frequency Allocations. (WRC-07)
5.341 In the bands 1 400–1 727 MHz, 101–120 GHz and 197–220 GHz,
passive research is being conducted by some countries in a programme for
the search for intentional emissions of extraterrestrial origin.
5.351A For the use of the bands 1 518–1 544 MHz, 1 545–1 559 MHz,

1 610–1 645.5 MHz, 1 646.5–1 660.5 MHz, 1 668–1 675 MHz, 1 980–2 010
MHz, 2 170–2 200 MHz, 2 483.5–2 520 MHz and 2 670–2 690 MHz by the
mobile-satellite service, see Resolutions 212 (Rev. WRC-07) and
225 (Rev. WRC-07). (WRC-07)
5.355 Additional allocation: in Bahrain, Bangladesh, Congo (Rep. of the),

Djibouti, Egypt, Eritrea, Iraq, Israel, Kuwait, Qatar, Syrian Arab Republic,
Somalia, Sudan, South Sudan, Chad, Togo and Yemen, the bands 1 540–
to the fixed service on a secondary basis. (WRC-12)
5.359 Additional allocation: in Germany, Saudi Arabia, Armenia,

Azerbaijan, Belarus, Benin, Cameroon, the Russian Federation, France,
Georgia, Guinea, Guinea-Bissau, Jordan, Kazakhstan, Kuwait, Lithuania,
Mauritania, Uganda, Uzbekistan, Pakistan, Poland, the Syrian Arab
Republic, Kyrgyzstan, the Dem. People’s Rep. of Korea, Romania,
Tajikistan, Tunisia, Turkmenistan and Ukraine, the frequency bands 1 550–
to the fixed service on a primary basis. Administrations are urged to make all


practicable efforts to avoid the implementation of new fixed-service stations

in these frequency bands. (WRC-15)
5.364 The use of the band 1 610–1 626.5 MHz by the mobile-satellite

service (Earth-to-space) and by the radiodetermination-satellite service
(Earth-to-space) is subject to coordination under No. 9.11A. A mobile earth
station operating in either of the services in this band shall not produce a
peak e.i.r.p. density in excess of –15 dB(W/4 kHz) in the part of the band
used by systems operating in accordance with the provisions of No. 5.366
(to which No. 4.10 applies), unless otherwise agreed by the affected
administrations. In the part of the band where such systems are not
operating, the mean e.i.r.p. density of a mobile earth station shall not exceed
–3 dB(W/4 kHz). Stations of the mobile-satellite service shall not claim
protection from stations in the aeronautical radionavigation service, stations
operating in accordance with the provisions of No. 5.366 and stations in the
fixed service operating in accordance with the provisions of No. 5.359.
Administrations responsible for the coordination of mobile-satellite networks
shall make all practicable efforts to ensure protection of stations operating in
accordance with the provisions of No. 5.366.
5.365 The use of the band 1 613.8–1 626.5 MHz by the mobile-satellite

service (space-to-Earth) is subject to coordination under No. 9.11A.
5.366 The band 1 610–1 626.5 MHz is reserved on a worldwide basis for

the use and development of airborne electronic aids to air navigation and
any directly associated ground-based or satellite-borne facilities. Such
satellite use is subject to agreement obtained under No. 9.21.
5.367 Additional allocation: The frequency band 1 610–1 626.5 MHz is

also allocated to the aeronautical mobile-satellite (R) service on a primary
basis, subject to agreement obtained under No. 9.21. (WRC-12)
5.368 With respect to the radiodetermination-satellite and mobile-satellite

services the provisions of No. 4.10 do not apply in the band 1 610–
1 626.5MHz, with the exception of the aeronautical radionavigation-satellite
service.
5.369 Different category of service: in Angola, Australia, China, Eritrea,

Ethiopia, India, Iran (Islamic Republic of), Israel, Lebanon, Liberia,
Madagascar, Mali, Pakistan, Papua New Guinea, Syrian Arab Republic, the
Dem. Rep. of the Congo, Sudan, South Sudan, Togo and Zambia, the
allocation of the band 1 610–1 626.5 MHz to the radiodetermination-satellite
service (Earth-to-space) is on a primary basis (see No. 5.33) subject to

agreement obtained under No. 9.21 from countries not listed in this
provision. (WRC-12)
5.370 Different category of service: in Venezuela, the allocation to the

radiodetermination-satellite service in the band 1 610–1 626.5 MHz (Earth-
to-space) is on a secondary basis.
5.371 Additional allocation: in Region 1, the bands 1 610–1 626.5 MHz

(Earth-to-space) is also allocated to the radiodetermination-satellite service
on a secondary basis, subject to agreement obtained under No. 9.21.
(WRC-12)
5.372 Harmful interference shall not be caused to stations of the radio

astronomy service using the band 1 610.6–1 613.8 MHz by stations of the
radiodetermination-satellite and mobile-satellite services. (No. 29.13
applies.)
ICAO POLICY
• No change to the allocation to the radionavigation-satellite

service in the band 1 559–1 610 MHz.
• 1 559–1 610 MHz: No change to the use of this band for future
GNSS elements, including GLONASS and GPS which must be
protected.
• No new allocations to be made in the band 1 559–1 610 MHz.
• No change to RR Nos. 5.364, 5.365, 5.366, 5.367 and 5.368.
• Delete RR No. 5.371.
The band 1 559–1 610 MHz is used by GNSS satellite systems as well as by GNSS
satellite augmentation systems and is intensively used for aeronautical
radionavigation applications. GNSS already plays a vital role in RNAV operations,
ADS-B surveillance and the GBAS landing system (GLS). This band is used by
GPS, GLONASS, Beidou, Galileo and is planned to be used by SBAS.
The band 1 559–1 610 MHz is however subject to intentional interference (GNSS
jammers) and unintentional interference (potentially caused by an inadequate
regulatory framework and improper implementation of systems such as pseudolites
and GNSS repeaters). In addition, a proposed use of terrestrial cellular mobile

systems in the (adjacent) band 1 545–1 559 MHz is expected to cause harmful
interference to GNSS receivers. Protection of GNSS signals is of paramount
importance given the variety of GNSS applications for aeronautical navigation and
surveillance.
The frequency band 1 610–1 626.5 MHz is used by IRIDIUM which is a

standardized aeronautical mobile-satellite (R) system.
AVIATION USE: The bands between 1 559 MHz and 1 626.5 MHz are allocated
to the aeronautical radionavigation service and the frequency band 1 559–1 610
MHz is allocated to the radionavigation-satellite service. At WARC-92, the
allocation to the mobile-satellite service (Earth-to-space) in the band 1 610–
1 626.5 MHz was introduced and currently provides the service link (to the mobile
stations) for the Globalstar and the IRIDIUM mobile-satellite systems. The prime
civil aviation interest is in the band 1 559–1 610 MHz which supports the main
frequency components of the GPS, GLONASS, Beidou and Galileo
radionavigation-satellite systems. In addition, in the frequency band 1 610–
1 626.5 MHz IRIDIUM is providing aeronautical mobile (R) satellite
communications in compliance with the relevant ICAO SARPs. The allocations of
the band 1 610–1 626.5 MHz to the aeronautical radionavigation services and the
radiodetermination satellite services are not supporting any civil aeronautical
requirement. The satellites for Globalstar and IRIDIUM operate in a non-
geostationary orbit.
Band 1 559–1 610 MHz: The radionavigation-satellite (space-to-Earth) allocation

of 51 MHz is the main allocation available for GNSS. Other bands identified to
support this main component and provide a more robust system with the possibility
of compensation for ionospheric delay are at 1 164–1 215 MHz and planned for
use by all radionavigation-satellite systems. In accordance with the CNS/ATM
concept, GNSS is foreseen to provide the basis for most civil aviation
radionavigation requirements in the future. Present use of the band includes the
standard positioning service of the GPS system as well as GLONASS. With the
planning and implementation of Galileo and Beidou, signals will be added in the
band 1 559–1 610 MHz in a manner compatible with all users.
Band 1 610–1 626.5 MHz: The IRIDIUM non-geostationary satellite system

provides AMS(R)S in this band in accordance with RR No. 5.367. The IRIDIUM
system provides for AM(R)S communications in accordance with the relevant
SARPs as contained in Annex 10, Volume III, Chapter 4. Information on the
IRIDIUM system and its compliance with ICAO SARPs is contained in the ICAO
Manual on the Aeronautical Mobile Satellite (Route) Service (Doc 9925).
COMMENTARY:
Band 1 610–1 626.5 MHz. The allocations in this frequency band to the

aeronautical radionavigation service and the radiodetermination service are not
supporting requirements for international civil aviation. The allocation to the
mobile-satellite service supports the Globalstar and the IRIDIUM mobile-satellite
communication systems. The allocation to the mobile-satellite service is primary in
the Earth-to-space direction and secondary in the space-to-Earth direction.
However, RR No. 5.367 has allocated the frequency band 1 610–1 626.5 MHz to
the aeronautical mobile-satellite (R) service on a primary basis in both the Earth-
to-space and space-to-Earth directions. IRIDIUM uses this allocation to provide
the service link for the aeronautical mobile (R) communications it provides.
Globalstar and IRIDIUM NGSO MSS systems are intended to provide a (near)
global service of voice and data for commercial purposes to all classes of mobile
users, including personal handset users. The Earth-to-space direction for a mobile-
satellite service is the path between the mobile transmitting terminals, many of
which will be hand-held devices, and the satellite. The potential for interference to
aeronautical GPS and GLONASS receivers by hand-held devices operating in the
Earth-to-space direction is hence high, particularly for mobile terminals operating
on the lower frequencies in the band and especially in the vicinity of airports. This
has led to the development of ITU-R Recommendation M.1343 which provides for
maximum limits of unwanted emissions from these terminals into the GNSS band
(see commentary for that band below).
RR No. 5.367 provides for an additional allocation to the AMS(R)S in the band
1 610–1 626.5 MHz subject to RR No. 9.21, which requires coordination with
other administrations before a registration in the MIFR can be made. The
allocation to the AMS(R)S is on a primary basis in both directions of transmission.
IRIDIUM, which operates in this band, has been validated to conform to the ICAO
AMS(R)S SARPs.
The fixed service is allowed to operate in the band 1 610–1 626.5 MHz under RR
Nos. 5.355 and 5.359. This use conflicts with all the satellite services in the band
and is undesirable.
The use of the band 1 610.6–1 613.8 MHz for aeronautical purposes is constrained
by sharing with the radio astronomy allocation, which has primary status.
RR No. 5.149 limits airborne use of this portion of the band. In practical terms, the
band is of limited use for aviation services, in particular for aviation systems and
services of international standard status.
RR No. 5.366 reserving the band 1 610–1 626.5 MHz for aeronautical purposes
needs to be maintained.
The primary allocation to the radiodetermination-satellite service in Region 2, and

in Region 1 under RR No. 5.371 and, on a secondary basis in Region 3, was made
to accommodate a position-fixing service for general use, which was originally
proposed for use by aviation. This service is only implemented to a limited extent
and has never been recognized internationally as an approved service for aviation
purposes. RR No. 5.364 requires coordination of this service with the MSS. This
system is not being used by international civil aviation.
Band 1 559–1 610 MHz. This band is the main allocation base for RNSS available
for general use. (There are other RNSS systems which operate in other bands only
for special purposes or for national defence purposes.) These systems (GPS,
GLONASS, Beidou and Galileo) share the band in a complex sharing arrangement
which is agreed by the respective service providers. Typically, RNSS requires 20–
30 MHz or so of spectrum depending on the system’s chipping rate and the
accuracy requirement. Signal levels at the Earth’s surface tend to be low,
demanding an interference-free environment. To combat the effects of ionospheric
delay and to provide a system with increased immunity to interference, another
GNSS component, for civil use, in the frequency band 1 164–1 215 MHz has been
accommodated. (See commentary for the DME band at 960–1 215 MHz.)
WRC-2000 added a (space-to-space) service to the (space-to-Earth) allocation to

RNSS on a “no constraint to existing services” basis (see RR No. 5.329A). This
use is for the many operators of space services of all kinds who utilize the GPS
system as a source of accurate timing or for position fixing of the satellites. This
regularizes a practice which has existed for many years but gives the service no
rights over the main class of GNSS user and other allocations.
Global navigation satellite system (GNSS)
GNSS was identified by the FANS Committee as a replacement for many of the
existing terrestrial systems and is a main component of the CNS/ATM concept.
The specifications for the ICAO GNSS presently recognize the GPS and
GLONASS systems, and their augmentations. The required characteristics for
GNSS are incorporated in SARPs. This forms the basis for satellite navigation as
envisaged in the CNS/ATM concept and provides service for both en-route and
airport approach and landing. SARPs and guidance material for GNSS are
included in Annex 10, Volume I, Chapters 2 and 3 and Attachment D, and in the
the Global Navigation Satellite System (GNSS) Manual (Doc 9849).
Proposals for second generation RNSS have appeared, with timescales of

implementation from 2009 onwards. Of note are the additions of a new GPS
frequency (L5) in the DME band, and a European civil operated system (Galileo)
planning to use 1 559–1 610 MHz, and the 1 164–1 215 MHz and 1 260–1 300 MHz
bands. The Russian Federation is also planning to use 1 559–1 610 MHz for
GLONASS. Also, Beidou (China) is considering such improvements. WRC-2000

regularized these proposals with suitable allocations, together with Resolutions
calling for study of protection requirements for existing services such as DME and
SSR. A study by the ICAO NSP is under way to determine the extent to which these
new systems can qualify for incorporation in the formula for GNSS. Further (third
generation) improvements for all radionavigation-satellite systems are ongoing.
Protection of GNSS signals from harmful interference
The protection of GNSS signals from harmful interference is of major concern to

aviation. GNSS signal levels at the aircraft receiver are of very low level (in the
order of –160 dBW) and, despite receiver signal processing having high
interference rejection properties, the system is vulnerable to other in-band signals
and to spurious signals from non-aviation systems operating in adjacent bands.
High power continuous signals in adjacent frequency bands also may cause GNSS
receiver overload, impacting reception of desired GNSS signals. Additionally, the
GNSS antenna placement on the aircraft and how its signal interfaces with other
on-board radio systems require extreme care and careful design to ensure that the
system can deliver the required performance on a continuous basis. The
characteristics and protection of GNSS are addressed in a number of ITU-R
Recommendations (see ITU-R Recommendation M.1903 and Attachment G) and
specific studies have been made of the compatibility of GNSS with other systems
to determine whether sharing is safe. In respect of the total radio environment in
which GPS must operate, the aggregate sum of all interferences is of major
importance. For this reason, aviation has pressed for the inclusion of a safety
margin factor in all assessments for individual interfering systems. ICAO policy
supports a factor of 6 to 10 dB for this feature. General details of some of the
interference scenarios already identified are given below:
Hand-held devices in the band 1 610–1 626.5 MHz

and mobile terminals in the band 1 626.5–1 660.5 MHz
Problems with high levels of spurious emissions from hand-held mobile-satellite

devices operating in the band 1 610–1 626.5 MHz have appeared and are the
subject of European Telecommunication Standards Institute (ETSI) European
Standards and ITU-R Recommendations. This work resulted in the approval of
ITU-R Recommendation M.1343 and the adoption of Standards by ETSI, both of
which recognize the ICAO requirements on the level of protection to be given to
GNSS. Further work on the protection of the band 1 559–1 610 MHz from
spurious emissions from mobile Earth stations operating in the band 1 626.5–
1 660.5 MHz has been completed and resulted in ITU-R Recommendation
M.1480.
Proposal for an allocation to MSS in band 1 559–1 567 MHz
A proposal to WRC-97 to allocate the frequency band between 1 559 MHz and
1 567 MHz to the mobile-satellite service in the space-to-Earth direction, strongly
opposed by aviation interests, was eventually not adopted by that conference. The
proposal was referred through Resolution 220 (WRC-97) to the ITU-R for further
study. The results of this study indicating that sharing is not feasible were included
in the CPM Report to WRC-2000. WRC-2000 accepted these results, and
Resolutions 226 and 227 of that conference, which address the question of
additional spectrum for mobile-satellite services in the bands between 1 GHz and
3 GHz, specifically exclude the band 1 559–1 610 MHz from the study.
Recent technological advances have resulted in the development of devices used in

radar and communications applications. These emitters known as ultra-wide-band
(UWB) devices utilize very narrow pulses, typically less than 1 nanosecond, and
radiate over very wide bandwidths, typically several gigahertz. Devices used in
radar applications have many commercial and government uses, such as radar
imaging through walls.
Developers of UWB devices anticipate extensive marketability due to the varied

use and capabilities of these low power transmitter devices. Manufacturers of these
devices are currently seeking approval to operate UWB systems on an unlicensed
basis. Considering UWB device output power is low enough to operate unlicensed,
their very wide bandwidth emissions would be present within restricted bands.
Many of the restricted bands subject to UWB emissions include aeronautical bands
reserved for safety-of-life services and, in particular, the 1 559–1 610 MHz band
used by GNSS. The aggregate emission levels of UWB devices could interfere
with many aeronautical systems; however, at this early stage of beginning to
understand the potential degradation of aviation safety services, it is believed that
GNSS receivers may be more vulnerable to interference from UWB devices. It
must be realized, however, that many other aeronautical services are potentially at
risk of interference from UWB devices.
In regard to growing concern with development of UWB devices which could

operate as unlicensed applications causing harmful interference to aeronautical
safety-of-life services, ICAO submitted a preliminary draft new question to the
ITU-R Study Group 8 at its meeting in October 2000. Parallel to the concerns raised
by ICAO, State regulatory and telecommunications authorities have undertaken
active study and analysis of UWB emission characteristics and the potential effects
on a variety of aeronautical services. Reports on the results of these ongoing
activities by State authorities are currently available.
ITU-R report on the impact of UWB technology on radiocommunication services
have been developed. The comprehensive results may also be taken into
consideration by ITU-R Study Group 5 to further advance necessary action to ensure
protection of safety-of-life services.
It is recommended that State aviation representatives continue to actively participate

in the ITU-R Study Group activities and provide knowledge of the potential impact
to aeronautical services through liaison with their respective ITU administrations.
telecommunication (IMT) on a global or regional basis. Also, in several countries
the band 470–694 MHz was identified for IMT in accordance with relevant
There are global navigation satellite systems operating in frequency bands below
that use frequency bands 694–790 MHz and 790–862 MHz is possible, as well as
impact of spurious emissions from IMT stations that operate in the frequency band
1 427–1 518 MHz.
Band: 2 700–3 300 MHz

Service: Aeronautical radionavigation/radionavigation/
radiolocation (primary surveillance radar)
Allocation:
MHz
2 700–3 300
Radiolocation
5.423 5.424
2 900–3 100 RADIOLOCATION 5.424A
RADIONAVIGATION 5.426
5.425 5.427
Earth exploration-satellite (active)
Space research (active)
5.149 5.428
Footnotes:

bands: ... 3 260–3 267 MHz ... are allocated, administrations are urged to
(see Nos. 4.5 and 4.6 and Article 29) (WRC-07).

5.423 In the band 2 700–2 900 MHz, ground-based radars used for

meteorological purposes are authorized to operate on a basis of equality with
stations of the aeronautical radionavigation service.
5.424 Additional allocation: in Canada, the band 2 850–2 900 MHz is also

allocated to the maritime radionavigation service, on a primary basis, for use
by shore-based radars.
5.424A In the band 2 900-3 100 MHz, stations in the radiolocation service

shall not cause harmful interference to, nor claim protection from, radar
systems in the radionavigation service. (WRC-03)
5.425 In the band 2 900–3 100 MHz, the use of the shipborne

interrogator-transponder (SIT) system shall be confined to the sub-band
2 930–2 950 MHz.
5.426 The use of the band 2 900–3 100 MHz by the aeronautical

radionavigation service is limited to ground-based radars.
5.427 In the bands 2 900–3 100 MHz and 9 300–9 500 MHz, the response
from radar transponders shall not be capable of being confused with the
response from radar beacons (racons) and shall not cause interference to
ship or aeronautical radars in the radionavigation service, having regard,
however, to No. 4.9.
5.428 Additional allocation: in Azerbaijan, Kyrgyzstan and Turkmenistan,

the frequency band 3 100–3 300 MHz is also allocated to the radionavigation
service on a primary basis. (WRC-15)
ICAO POLICY
• No change to the frequency allocations to the aeronautical

radionavigation service in these bands.
• No change to RR Nos. 5.423, 5.424A, 5.426 and 5.427.
• Oppose any in-band or near-band allocation that would endanger
the operation of radar services.
• Given the pressure on the use of this frequency band from non-
aeronautical sources and in support of the ICAO overall policy
statement:
a) insist that any sharing studies carried out encompass the
total technical and operational aspects of radar use,
including possible impact on the safety case; and
b) oppose any proposal that places undue or unreasonable
economic penalty on radar systems presently in use.
The band 2 700–2 900 MHz, and to a lesser extent the band 2 900–3 300 MHz, is
heavily used for primary surveillance radar (PSR) mainly providing medium range
(to about 60 NM) independent non-cooperative surveillance. These radars typically
provide surveillance in terminal and approach areas around major airports.
The band 2 700–2 900 MHz is also used for meteorological radar. This use is
expected, on a global basis, to extend to well beyond 2030.
Radar stations are subject to interference from out-of-band and fundamental

emissions from cellular mobile systems (e.g. WIMAX) operating in the adjacent
band below 2 700 MHz. This interference can be mitigated in principle by
improving RF selectivity in the radar stations and by reducing the mobile-system
emissions that fall into the radar pass-band.
Another area of interference is by the use of the band 2 700–2 900 MHz for digital
cordless cameras to support electronic news gathering (ENG). In Europe, such use
is permitted by some administrations on the basis of CEPT/ECC
Recommendation (02)09 and ECC Report 6. Digital cordless camera operation on
a frequency within about ±10 MHz of the nominal frequency of the radar station
can cause harmful interference to that PSR up to distances of about 250 NM. Such
use may become globally harmonized. ECC Report 6 is based on an out-of-date
version of ITU-R Recommendation M.1464 and should be revised to take into
account proper protection of radar stations.
The frequency band 2 700–2 900 MHz may also be considered as one of the
candidate bands under WRC-15 Agenda Item 1.1 (IMT — terrestrial mobile
broadband). The use of this band by aviation may also become subject to
“spectrum pricing”. (See also Chapter 8.)
AVIATION USE: These bands are extensively used for PSR (10 cm) for medium-
range, en-route surveillance, and for terminal area and approach monitoring. The
bands are also used by other radionavigation services (particularly maritime) and
radiolocation as well as radars for national purposes on a shared basis. Airborne
use is prohibited under the RR Nos. 5.337 and 5.426. Civil aviation radars tend to
be concentrated in the band 2 700–2 900 MHz, although the use of the band
2 900–3 400 MHz is increasing. The major users in the band 2 900–3 400 MHz are
radionavigation radars for maritime purposes and radiolocation radars for national
defence purposes.
Some countries are reviewing the long-term requirement for PSR. Until about the
mid-seventies, PSR was the prime surveillance technology for air traffic
management to support ATC. During the seventies and the eighties, ATC (SSR)
transponders became increasingly important in supporting both ATC and the
airborne collision avoidance system (ACAS). In the nineties, some countries

adopted the philosophy to use only SSR (no PSR) for en-route flights, but to retain
PSR in terminal areas to detect potential violations of controlled airspace and to
detect aircraft with faulty SSR transponders. However, in the future, some have
suggested using SSR and ADS-B only in busy terminal areas. The cost of
providing PSR may be high but can be considered the extra premium that needs to
be paid in order to secure the required level of surveillance in the interest of safety
and security. However, the consequences of undetected violation of controlled
airspace could be catastrophic.
Ten-centimetre radar technologies and practices date from the 1940s and modern
versions employ the latest radar techniques for plot extraction and display on
formatted synthetic displays. Frequency diversity and pulse compression
techniques are used to extract weak echoes from interference and to improve range
resolution. Multiple frequency operation, commonly using two to four frequencies
separated by 60–100 MHz, is necessary and requires careful frequency planning
and separation of stations. More stable solid state transmitter frequency control is
leading to a more effective use of spectrum than older magnetron systems,
although the latter systems still have many years of useful life.
COMMENTARY: The Report of the Communications/Meteorology/Operations

Divisional Meeting (1990) (Doc 9566) indicated considerable use of the band
2 700–2 900 MHz for surveillance purposes worldwide (Attachment 4 to
Appendix B to the report on Agenda Item 1 refers). Table 1 indicated over 1 200
radars reported in response to an ICAO survey. Some use by meteorological radar
was also reported.
The ICAO Position at paragraph 4 (page 1B-35) of the report was that no change
was made to the allocation at 2 700–2 900 MHz or adjacent bands. This position
recognized the considerable investment made in equipment, the suitability of the
frequency band for the surveillance role and the long useful life of the equipment.
Replacement systems will be required to prove their operational benefit over a
long period of time.
While it is possible that SSR, GNSS and ADS will take over some of the functions
of en-route surveillance, it is premature to derive a timescale for a reduction in the
number of radars or the use of these bands. Airport use is likely to remain for
many years.
S-band marine (shipborne) radar is concentrated at 3 050 ±30 MHz.

Proposals for other allocations in the band 2 700–2 900 MHz
To locate spectrum for the new global terrestrial/satellite multi-purpose

communications service, radio regulators and mobile systems providers have
focused on these radar bands to determine possible sharing with, or release of,
spectrum allocated for use by aeronautical radar systems. At the outset, sharing
does not seem possible since there appears to be a high probability of intolerable
interference to both services. For example, strobing on radar displays and high-
power pulse interference to mobile receivers are considered as highly probable,
and unacceptable, risks. An additional problem is that the terrestrial broadband
spectrum requirements appear to be for overflow purposes in high demand urban
areas, which is the same location requirement as that for airport radar.
The precise use of the band 2 700–2 900 MHz was initially reviewed by ITU-R
WP8B in 1999. Early research indicates that air traffic radars tend to be
concentrated in the 2 700–2 900 MHz band, but this is not yet considered a
conclusive result. Any suggestion of compressing the band into a smaller spectrum
segment must be carefully examined to determine whether there is sufficient
capacity and what are the economics of such spectrum re-farming.
Any decision on changes to the allocations in these bands, whether by reduction or

by sharing, can only be taken after a full examination of current and future use.
Present indications are that these radars will continue for the long term, and their
numbers may increase as airport congestion becomes an even greater problem than
it is now. Most use of 10 cm radars is at airports, and these are installed following
a national decision to provide an independent surveillance support to the air traffic
services at the airport. Increase in airport movements and congestion on runways
at many major airports necessitates the provision of more effective monitoring of
the airspace. Primary surveillance radar has the benefit that it does not require the
carriage of equipment in the aircraft and it ensures comprehensive monitoring of
all aircraft in the airspace.
Intensive studies are continuing in Europe to establish the possibility of an

allocation to non-aeronautical users in this band. These studies include co-
frequency and off-frequency sharing, and the efficient use of the band by radars.
All sharing with mobile users is viewed with extreme concern due to the difficulty
of tracing sources of interference, as well as the roaming and largely uncontrolled
character of mobile use.
The firm ICAO policy is to insist on a full and comprehensive study programme,
including not only the technical parameters for a compatible and safe operation of
radar, but also the operational and financial implications of sharing frequencies with
a use — such as that by mobile users — which is not amenable to effective control.
ITU-R studies
An intensive study has been carried out by ITU-R to document the characteristics
and protection requirements of radars operating in these bands. It is difficult to
carry out a comprehensive review of this kind because of the confidential nature of
those systems used for national defence. Furthermore, ITU-R work has
concentrated on PPI-type display radars, often used in maritime operations, and
less work has been carried out on the modern plot extracted type systems now in
extensive use in civil aviation.
Results indicate that co-frequency sharing is not practicable or feasible, requiring too
large a geographic separation between radar stations and other users. Refinement and
extrapolation to define the separation required at offset frequencies is expected to
continue. Agreements on propagation models and protection ratios also require study
and documentation.
At WRC-12 and WRC-15, one of the agenda items sought to identify additional
spectrum that could be allocated to International Mobile Telecommunications/
mobile broadband. The frequency band 2 700–2 900 MHz was specifically
mentioned as a band of interest.
A number of studies were conducted and all of those studies indicated that co-
frequency operation would not be feasible between the mobile service and radar
stations in the frequency band 2 700–2 900 MHz. Adjacent-frequency sharing
would require removal of radars from certain frequencies and institution of
frequency guardbands and geographic separations.
Band: 4 200–4 400 MHz

Service: Aeronautical radionavigation (radio altimeter)
Allocation:
MHz
4 200–4 400
4 200–4 400 AERONAUTICAL MOBILE (R) 5.436

5.437 5.439 5.440
Footnotes:
5.436 Use of the frequency band 4 200–4 400 MHz by stations in the

aeronautical mobile (R) service is reserved exclusively for wireless avionics
intra-communication systems that operate in accordance with recognized
international aeronautical standards. Such use shall be in accordance with
Resolution 424 (WRC-15). (WRC-15)
5.4.37 Passive sensing in the Earth exploration-satellite and space

research services may be authorized in the frequency band 4 200–
4 400 MHz on a secondary basis. (WRC-15)
5.438 Use of the frequency band 4 200–4 400 MHz by the aeronautical

radionavigation service is reserved exclusively for radio altimeters installed
on board aircraft and for the associated transponders on the ground.
(WRC-15)
5.439 Additional allocation: in Iran (Islamic Republic of), the band 4 200–

4 400 MHz is also allocated to the fixed service on a secondary basis.
(WRC-12)
5.440 The standard frequency and time signal-satellite service may be

authorized to use the frequency 4 202 MHz for space-to-Earth transmissions
and the frequency 6 427 MHz for Earth-to-space transmissions. Such
transmissions shall be confined within the limits of ±2 MHz of these
frequencies, subject to agreement obtained under No. 9.21.
ICAO POLICY
• No change to the allocation to the radionavigation service in the

light of the continuing requirement for radio altimeters to
operate in this band and of the results of ITU-R studies
indicating that 200 MHz is required to meet the stringent
operational requirements for accuracy and integrity for radio
altimeters.
• No change to RR No. 5.438 which could constrain the operation
of radio altimeters.
• Oppose any in-band or near-band allocation that would endanger
the operation of the aeronautical radionavigation service or
aeronautical mobile (R) service.
• Delete RR No. 5.439.
The whole of the band 4 200–4 400 MHz is globally used for radio altimeters on
board aircraft. Radio altimeters provide an essential safety-of-life function for all
phases of flight, including the final stages of landing where the aircraft has to be
manoeuvred into the flare position or attitude. Use of this band for radio altimeters
is expected to continue for the long term. In addition, WRC-15 added an
aeronautical mobile (R) service allocation limited to use for wireless avionics
intra-communications (WAIC) systems.
The frequency band 4 200–4 400 MHz may also be considered as a potential

candidate band for the “spectrum release” activities. In addition, the use of this
band by aviation may also become subject to “spectrum pricing”. (See Chapter 8
Section 8.2, ICAO Spectrum Strategy.)
AVIATION USE: The band is used extensively for airborne radio altimeters (also
called radar altimeters) (see RR No. 5.438), which have a vital task during all
phases of flight, including being a prime component in automated landing for flare
guidance, and as the sensor component in ground proximity warning systems. The
basic function of radio altimeters is to measure the aircraft’s absolute height above
ground level. Considerable studies have been undertaken to identify the need for a
200 MHz-wide band for this system (see CCIR Report BL/8, Düsseldorf 1990).
These studies show that the full band is required to meet the accuracy and integrity
requirements of radio altimeters. As noted, these radio altimeters are operational
during all phases of flight.
In addition, WRC-15 added an aeronautical mobile (R) service allocation limited

to use for WAIC systems. These systems will be used in aircraft to connect safety-
critical systems and sensors, enabling new functions and providing weight-
reduction opportunities for fulfilling current functions.

Band: 5 000–5 250 MHz

Service: Aeronautical radionavigation (MLS),
aeronautical mobile (R) (airport communications,
terrestrial UAS) and aeronautical mobile-satellite (R) (UAS)
Allocation:
MHz
5 000–5 250
5 000-5 010 AERONAUTICAL MOBILE-SATELLITE (R) 5.443AA

RADIONAVIGATION-SATELLITE (Earth-to-space)
5 010-5 030 AERONAUTICAL MOBILE-SATELLITE (R) 5.443AA

5.328B 5.443B
5 030–5 091 AERONAUTICAL MOBILE (R) 5.443C

AERONAUTICAL MOBILE-SATELLITE (R) 5.443D
5.444
5 091–5 150 FIXED-SATELLITE (Earth-to-space) 5.444A

AERONAUTICAL MOBILE 5.444B
AERONAUTICAL MOBILE-SATELLITE (R) 5.443AA
5.444
5 150–5 250 FIXED-SATELLITE (Earth-to-space) 5.447A

MOBILE except aeronautical mobile 5.446A 5.446B
5.446 5.446C 5.447 5.447B 5.447C
Footnotes:


accordance with No. 5.329A, for systems and networks in the radionavigation-
satellite service (space-to-space) in the bands 1 215–1 300 MHz and 1 559–
1 610 MHz, the provisions of Nos. 9.7, 9.12, 9.12A and 9.13 shall only apply
with respect to other systems and networks in the radionavigation-satellite
service (space-to-space). (WRC-07)
5.443AA In the frequency bands 5 000–5 030 MHz and 5 091–5 150 MHz,

the aeronautical mobile-satellite (R) service is subject to agreement obtained
under No. 9.21. The use of these bands by the aeronautical mobile-
satellite (R) service is limited to internationally standardized aeronautical
systems.
5.443B In order not to cause harmful interference to the microwave landing

system operating above 5 030 MHz, the aggregate power flux-density
produced at the Earth’s surface in the frequency band 5 030–5 150 MHz by
all the space stations within any radionavigation-satellite service system
(space-to-Earth) operating in the frequency band 5 010–5 030 MHz shall not
exceed –124.5 dB (W/m2) in a 150 kHz band. In order not to cause harmful
interference to the radio astronomy service in the frequency band 4 990–
5 000 MHz, radionavigation-satellite service systems operating in the
frequency band 5 010–5 030 MHz shall comply with the limits in the
frequency band 4 990–5 000 MHz defined in Resolution 741 (Rev. WRC-15).
(WRC-15)
5.443C The use of the frequency band 5 030-5 091 MHz by the

aeronautical mobile (R) service is limited to internationally standardized
aeronautical systems. Unwanted emissions from the aeronautical mobile (R)
service in the frequency band 5 030–5 091 MHz shall be limited to protect
RNSS system downlinks in the adjacent 5 010–5 030 MHz band. Until such
time that an appropriate value is established in a relevant ITU-R
Recommendation, the e.i.r.p. density limit of −75 dBW/MHz in the frequency
band 5 010–5 030 MHz for any AM(R)S station unwanted emission should
be used.
5.443D In the frequency band 5 030-5 091 MHz, the aeronautical mobile-

satellite (R) service is subject to coordination under No. 9.11A. The use of

this frequency band by the aeronautical mobile-satellite (R) service is limited
to internationally standardized aeronautical systems.
5.444 The frequency band 5 030–5 150 MHz is to be used for the

operation of the international standard system (microwave landing system)
for precision approach and landing. In the frequency band 5 030–5 091 MHz,
the requirements of this system shall have priority over other uses of this
band. For the use of the frequency band 5 091–5 150, No. 5.444A and
Resolution 114 (Rev. WRC-15) apply. (WRC-15)
5.444A The use of the allocation to the fixed-satellite service (Earth-to-

space) in the frequency band 5 091-5 150 MHz is limited to feeder links of
non-geostationary satellite systems in the mobile-satellite service and is
subject to coordination under No. 9.11A. The use of the frequency band
5 091-5 150 MHz by feeder links of non-geostationary satellite systems in
the mobile-satellite service shall be subject to application of Resolution 114
(Rev. WRC-15). Moreover, to ensure that the aeronautical radionavigation
service is protected from harmful interference, coordination is required for
feeder-link earth stations of the non-geostationary satellite systems in the
mobile-satellite service which are separated by less than 450 km from the
territory of an administration operating ground stations in the aeronautical
radionavigation service. (WRC-15)
5.444B The use of the frequency band 5 091–5 150 MHz by the

aeronautical mobile service is limited to:
— systems operating in the aeronautical mobile (R) service and in

accordance with international aeronautical standards, limited to surface
applications at airports. Such use shall be in accordance with
Resolution 748 (Rev. WRC-15);
— aeronautical telemetry transmissions from aircraft stations (see

No. 1.83) in accordance with Resolution 418 (Rev. WRC-15). (WRC-15)
5.446 Additional allocation: in the countries listed in Nos. 5.369, the

frequency band 5 150–5 216 MHz is also allocated to the
radiodetermination-satellite service (space-to-Earth) on a primary basis,
subject to agreement obtained under No. 9.21. In Region 2 (except Mexico),
the frequency band is also allocated to the radiodetermination-satellite
service (space-to-Earth) on a primary basis. In Regions 1 and 3, except
those countries listed in Nos. 5.369 and Bangladesh, the frequency band is
also allocated to the radiodetermination-satellite service (space-to-Earth) on

a secondary basis. The use by the radiodetermination-satellite service is
limited to feeder links in conjunction with the radiodetermination-satellite
service operating in the frequency bands 1 610–1 626.5 MHz and/or
2 483.5–2 500 MHz. The total power flux-density at the Earth’s surface shall
in no case exceed –159 dB(W/m 2) in any 4 kHz band for all angles of arrival.
(WRC-15)
5.446A The use of the bands 5 150–5 350 MHz and 5 470–5 725 MHz by

the stations in the mobile, except aeronautical mobile, service shall be in
accordance with Resolution 229 (Rev.WRC-12). (WRC-12)
5.446B In the band 5 150–5 250 MHz, stations in the mobile service shall
not claim protection from earth Stations in the fixed-satellite service.
No. 5.43A does not apply to the mobile service with respect to fixed-satellite
service earth stations. (WRC-03)
5.446C Additional allocation: in Region 1 (except in Algeria, Saudi Arabia,

Bahrain, Egypt, United Arab Emirates, Jordan, Kuwait, Lebanon, Morocco,
Oman, Qatar, Syrian Arab Republic, Sudan, South Sudan and Tunisia) and
in Brazil, the band 5 150–5 250 MHz is also allocated to the aeronautical
mobile service on a primary basis, limited to aeronautical telemetry
transmissions from aircraft stations (see No. 1.83), in accordance with
Resolution 418 (Rev. WRC-12). These stations shall not claim protection
from other stations operating in accordance with Article 5. No. 5.43A does
not apply. (WRC 12)
5.447 Additional allocation: in Côte d’Ivoire, Egypt, Israel, Lebanon, the

Syrian Arab Republic and Tunisia, the band 5 150–5 250 MHz is also
allocated to the mobile service, on a primary basis, subject to agreement
obtained under No. 9.21. In this case, the provisions of Resolution 229 (Rev.
WRC-12) do not apply. (WRC-12)
5.447A The allocation to the fixed-satellite service (Earth-to-space) is

limited to feeder links of non-geostationary-satellite systems in the mobile-
satellite service and is subject to coordination under No. 9.11A.
5.447B Additional allocation: the band 5 150–5 216 MHz is also allocated

to the fixed-satellite service (space-to-Earth) on a primary basis. This
allocation is limited to feeder links of non-geostationary-satellite systems in
the mobile-satellite service and is subject to provisions of No. 9.11A. The

Note by the Secretariat: This Resolution was revised by WRC-15.
power flux-density at the Earth’s surface produced by space stations of the

fixed-satellite service operating in the space-to-Earth direction in the band
5 150–5 216 MHz shall in no case exceed –164 dB(W/m2) in any 4 kHz band
for all angles of arrival.
5.447C Administrations responsible for fixed-satellite service networks in the

band 5 150–5 250 MHz operated under Nos. 5.447A and 5.447B shall
coordinate on an equal basis in accordance with No. 9.11A with
administrations responsible for non-geostationary-satellite networks operated
under No. 5.446 and brought into use prior to 17 November 1995. Satellite
networks operated under No. 5.446 brought into use after 17 November 1995
shall not claim protection from, and shall not cause harmful interference to,
stations of the fixed-satellite service operated under Nos. 5.447A and 5.447B.
ICAO POLICY
• No change to RR Nos. 5.444, 5.444A and 5.444B.

• Apply the methodology contained in ITU-R Recommendation
S.1342 on the coordination of microwave landing system (MLS)
with fixed-satellite service (FSS) Earth stations in the band
5 091–5 150 MHz.
• Ensure that in addressing the future use of the frequency band
5 091–5 150 MHz by the FSS, current and intended future use
by aeronautical systems are not adversely impacted.
Priority is given to the microwave landing system (MLS) in the band 5 030–
5 091 MHz. Other applications for using this band (e.g. in the aeronautical
mobile (R) service and aeronautical mobile-satellite (R) service to support
unmanned aircraft) are emerging.
The aeronautical mobile (R) service in the band 5 091–5 150 MHz is reserved for
ICAO-standard airport surface communication systems (AeroMACS). A tuning
range of 5 000–5 150 MHz for AeroMACS is being considered to support either
regional or sub-regional requirements.
The band 5 000–5 030 MHz is also planned for use by the radionavigation-satellite
service.
AVIATION USE: The band 5 000–5 250 MHz was allocated to the ARNS in
1947 in anticipation of a future MLS as a replacement for ILS, and for other
radionavigation uses for which the band would be particularly suited. At that time,
it was estimated that 250 MHz of spectrum was required to support an MLS, and
some of the later candidate systems occupied the full 250 MHz. RR No. 5.367 was
added to allow use of the band for AMS(R)S as an option which could be taken up
at a later date. Following the decision by ICAO, in 1978, to adopt the time
reference scanning beam MLS as the future international standard system, RR
No. 5.444 was added by WARC-79 giving precedence to this system over all other
uses. The scanning beam system required 60 MHz for the initial channel plan, with
the possibility of needing a further 60 MHz later. As of WRC-07, the MLS only
has precedence in the portion 5 030–5 091 MHz, while 5 091–5 150 MHz has also
been allocated to the aeronautical mobile service, limited to AM(R)S surface
applications at airports and aeronautical telemetry. See RR No. 5.444B (WRC-15).
Annex 10, Volume I, Chapter 3, 3.11.4.1.1, was amended to include the

channelling requirement for MLS of 200 channels based on capacity studies made
by the All Weather Operations Panel (AWOP). The channelling plan for 200
channels, spaced 300 kHz apart between 5 030 MHz and 5 090.7 MHz, including
the pairing with DME, is at Table A in Annex 10, Volume I, Chapter 3.
One ICAO region (EUR) has prepared a regional frequency assignment and
implementation plan for MLS based on possible use at airports in the region in the
years ahead. In this work, it was noted that the band 5 030–5 091 MHz could only
support a portion of the foreseeable regional requirements if MLS were to become
the standard for all non-visual needs. The Regional Air Navigation Plans for the
other ICAO regions currently lack provisions for implementation of MLS.
The longer-term requirement for aids to precision approach to support all weather
operations was discussed at the Special COM/OPS/95 meeting under Agenda
Item 3. Recommendation 3/4 identifies some of the options for precision approach,
and Appendix C to Agenda Item 3 provides a statement of the possible MLS
implementation sequence. Under Agenda Item 5 (Appendix A), a strategy for the
introduction of non-visual aids was developed and incorporated in Annex 10.
Appendix B to Agenda Item 5 outlines the ICAO regional considerations for MLS,
which include a progression to MLS for CAT II and III requirements if GNSS is
not available at the time of the ILS replacement.
It should be noted that the total ARNS use of this band will also include systems
for national requirements, civil or military, as well as those for international civil
aviation purposes.
The non-aeronautical uses (for mobile services and for fixed-satellite services) of
the band 5 091–5 250 MHz, allowed by RR Nos. 5.444A, 5.446, 5.446A, 5.446B,
5.447, 5.447A, 5.447B and 5.447C should also be noted.
COMMENTARY: This important radionavigation frequency band has, in recent

years, been the subject of close attention by other ITU radio services seeking
worldwide exclusive spectrum. The very long delay in implementing the new
ICAO standard system (MLS), and the prospect of GNSS offering equivalent
capability, have accelerated this attention and have led to new allocations to non-
aeronautical radionavigation uses for the frequencies in the bands 5 150–
5 250 MHz, 5 091–5 150 MHz and 5 000–5 030 MHz. These were adopted by ITU
conferences in 1987, 1992, 1995, 2003 and 2007.
At WRC-12, a new AM(R)S allocation was added in the frequency band 5 030–
5 091 MHz to support terrestrial, unmanned aircraft (UAS; termed RPAS in
ICAO) command and non-payload communications (termed “C2 Links” in ICAO).
A WRC-12 proposal to allocate the frequency bands 5 000–5 010 and 5 010–

5 030 MHz to the AM(R)S for airport surface communication (i.e., AeroMACS)
was rejected although it was demonstrated that AM(R)S and RNSS links can share
these frequency bands. In order to ensure interoperability, ICAO has standardized
the tuning range for AeroMACS in the ICAO SARPs to include the frequency
band 5 000–5 030 MHz taking into account national/regional radio regulatory
provisions for the use of this band.
An allocation to the AM(R)S in the band 5 091–5 150 MHz (MLS extension

band), limited to airport surface operations was agreed at WRC-07 and updated at
WRC-12. This is a shared allocation with the aeronautical radionavigation service
(MLS), fixed-satellite service (FSS) and aeronautical mobile telemetry (AMT).
AMT is a new allocation made during WRC-07 (see RR No. 5.444B and
Resolution 418 (Rev. WRC-15). The precedence that was given to MLS in this
band over other uses has been removed. For the use of the band by the AM(R)S
and AMT, provisions to protect the FSS (feeder link), which operates in the same
band, were introduced.
The frequency band between 5 150 MHz and 5 250 MHz is shared on a joint
primary basis between the ARNS, the mobile (except aeronautical mobile) and the
FSS. FSS use is specifically for feeder links for NGSO mobile-satellites (see
RR No. 5.447A) in the Earth-to-space direction. In practical terms, the spectrum
between 5 150 MHz and 5 250 MHz can no longer support any international
standard ARNS system.
The band 5 000–5 150 MHz is also allocated to the aeronautical mobile-satellite

service on a primary basis under the provisions of RR Nos. 5.443AA and 5.443D.
Particular consideration is being given to using the 5 030–5 091 MHz portion of
this band for AMS(R)S control links in support of UAS/RPAS.
WRC-2000 approved the new RR No. 5.443A for the RNSS in the band 5 000–
5 010 MHz in the Earth-to-space direction, and RR No. 5.443B for the RNSS in
the band 5 010–5 030 MHz in the space-to-Earth direction. The latter footnote
imposes power flux-density limitations on the space transmissions of the RNSS to
protect MLS in the band 5 030–5 150 MHz and the radio astronomy in the band
below 5 000 MHz. The addition of this RNSS allocation was not opposed by civil
aviation. However, in the interest of protecting MLS, Resolution 603 (WRC-2000)
was agreed, which calls for study of the necessary technical, operational and
regulatory measures necessary for the protection of MLS from the spurious
emissions of the RNSS. For protection of MLS from unwanted emissions from
RNSS Earth stations in the 5 000–5 010 MHz band, the preferred technical
measure is likely to establish a minimum separation distance between these and
MLS facilities, in the same way as applies to the operation of the FSS in the
5 091–5 150 MHz band under ITU-R Rec. S.1342.
Band: 5 350–5 470 MHz

Service: Aeronautical radionavigation (airborne weather and
ground mapping radar)
Allocation:
MHz
5 350–5 470
5 350–5 460 EARTH EXPLORATION-SATELLITE

(active) 5.448B
SPACE RESEARCH (active) 5.448C
RADIOLOCATION 5.448D
5 460–5 470 RADIONAVIGATION 5.449
EARTH EXPLORATION-SATELLITE (active)
RADIOLOCATION 5.448D
5.448B
Footnotes:
5.448B The Earth exploration-satellite (active) service operating in the

band 5 350–5 570 MHz and space research service (active) operating in
the band 5 460–5 470 MHz shall not cause harmful interference to
the aeronautical radionavigation service in the band 5 350-5 460 MHz, the
radionavigation service in the band 5 460–5 470 MHz and the maritime
radionavigation service in the band 5 470–5 570 MHz. (WRC-03)
5.448C The space research service (active) operating in the band 5 350–

5 460 MHz shall not cause harmful interference to nor claim protection from
other services to which this band is allocated.
5.448D In the frequency band 5 350–5 470 MHz, stations in the

radiolocation service shall not cause harmful interference to, nor claim
protection from, radar systems in the aeronautical radionavigation service
operating in accordance with No. 5.449. (WRC-03)

radionavigation service is limited to airborne radars and associated airborne
beacons.
ICAO POLICY
• No change to RR Nos. 5.448B, 5.448C and 5.448D.

• These bands are used extensively, particularly for airborne
weather radar, and are needed for the foreseeable future. No
changes should be made which would restrict this aeronautical
use.
The band 5 350–5 470 MHz is used for airborne weather radar. The airborne
weather radar is a safety-critical instrument assisting pilots in deviating from
potential hazardous weather conditions and detecting wind shear and microbursts.
This use is expected to continue for the long term.
AVIATION USE: The band 5 350–5 470 MHz is used for airborne weather and
ground mapping radar, which is in conformity with RR No. 5.449.
COMMENTARY: Airborne weather radar equipment (a mandatory carriage item

in many countries) supports the safe passage of an aircraft in the vicinity of
turbulent weather conditions. It provides timely warnings of rapidly changing
weather conditions as an aid to in-flight route planning. In addition, such
equipment allows maintaining contact with geographic features, such as
shorelines, as a supplement to navigational orientation. Annex 6, Part I, Chapter 6,
6.11, recommends that aircraft operating in areas with potentially hazardous
weather conditions be equipped with airborne weather radar. The ICAO policy
(Appendix C to the Report of the Communications/Operations (COM/OPS)
Divisional Meeting (1985) (Doc 9464) refers) is to retain the allocation without
changes. One of the uses of airborne weather radar is to avoid penetration of
aircraft into hazardous weather.
WRC-97 added the Earth exploration service on a primary basis. At WRC-03, the
Earth exploration-satellite service was also added, and the radiolocation service
was upgraded to a primary service. These services can operate in this band under
the express condition that they will not cause harmful interference to the
(aeronautical) radionavigation service nor claim protection.
Band: 8 750–8 850 MHz

Service: Aeronautical radionavigation/radiolocation
(airborne Doppler radar)
Allocation:
MHz
8 750–8 850
5.471
Footnotes:

radionavigation service is limited to airborne Doppler navigation aids on a
centre frequency of 8 800 MHz.
5.471 Additional allocation: in Algeria, Germany, Bahrain, Belgium, China,

Egypt, the United Arab Emirates, France, Greece, Indonesia, Iran (Islamic
Republic of), Libya, the Netherlands, Qatar and Sudan, the frequency bands
8 825–8 850 MHz and 9 000–9 200 MHz are also allocated to the maritime
radionavigation service, on a primary basis, for use by shore-based radars
only. (WRC-15)
ICAO POLICY
• No change since the requirement is a continuing one.

The band 8 750–8 850 MHz is extensively used for airborne Doppler radar and
ground mapping radar. These systems are used to determine ground speed, drift
and distance travelled as well as ground mapping. The use of these radar systems
is expected to continue for the long term. The band 8 750–8 850 MHz is shared
with the radiolocation service and the maritime radionavigation service.
AVIATION USE: RR No. 5.470.
Airborne Doppler navigation systems are widely used for specialized applications
such as continuous determination of ground speed and drift angle information of
an aircraft with respect to the ground. The information is derived by measuring the
Doppler shift of signals transmitted from the aircraft in several narrow beams
pointed towards the surface, backscattered by the surface and received by the
Doppler radar receiver.
COMMENTARY: The ICAO policy is a continuing one of no change to the

allocation, as expressed in the Report of the Communications/Operations
(COM/OPS) Divisional Meeting (1985) (Doc 9464), page 8C-11. Hence, the current
allocation to the aeronautical radionavigation service in this band must be retained.
Band: 9 000–9 500 MHz

Service: Aeronautical radionavigation/radionavigation
(precision approach radar, airborne weather radar
and ground mapping radar)
Allocation:
MHz
9 000–9 500

RADIOLOCATION
5.471 5.473A

5.474A 5.474B 5.474C
RADIOLOCATION
MARITIME RADIONAVIGATION 5.472
5.473 5.474 5.474D
9 300–9 500 RADIONAVIGATION
EARTH EXPLORATION-SATELLITE (active)
RADIOLOCATION
5.427 5.474 5.475 5.475A 5.475B 5.476A
Footnotes:

5.427 In the bands 2 900–3 100 MHz and 9 300–9 500 MHz, the response
from radar transponders shall not be capable of being confused with the
response from radar beacons (racons) and shall not cause interference to
ship or aeronautical radars in the radionavigation service, having regard,
however, to No. 4.9.
5.471 Additional allocation: in Algeria, Germany, Bahrain, Belgium, China,

Egypt, the United Arab Emirates, France, Greece, Indonesia, Iran (Islamic
Republic of), Libya, the Netherlands, Qatar and Sudan, the frequency bands
8 825–8 850 MHz and 9 000–9 200 MHz are also allocated to the maritime
radionavigation service, on a primary basis, for use by shore-based radars
only. (WRC-15)
5.472 In the bands 8 850–9 000 MHz and 9 200–9 225 MHz, the maritime
radionavigation service is limited to shore-based radars.
5.473 Additional allocation: in Armenia, Austria, Azerbaijan, Belarus, Cuba,

the Russian Federation, Georgia, Hungary, Mongolia, Uzbekistan, Poland,
Kyrgyzstan, Romania, Tajikistan, Turkmenistan and Ukraine, the bands
8 850–9 000 MHz and 9 200–9 300 MHz are also allocated to the
radionavigation service on a primary basis. (WRC-07)
5.473A In the band 9 000–9 200 MHz, stations operating in the

protection from, systems identified in No. 5.337 operating in the aeronautical
radionavigation service, or radar systems in the maritime radionavigation
service operating in this band on a primary basis in the countries listed in
No. 5.471. (WRC-07)
5.474 In the band 9 200–9 500 MHz, search and rescue transponders

(SART) may be used, having due regard to the appropriate ITU-R
Recommendation (see also Article 31).
5.474A The use of the frequency bands 9 200–9 300 MHz and 9 900–

10 400 MHz by the Earth exploration-satellite service (active) is limited to
systems requiring necessary bandwidth greater than 600 MHz that cannot be
fully accommodated within the frequency band 9 300–9 900 MHz. Such use
is subject to agreement to be obtained under No. 9.21 from Algeria, Saudi
Arabia, Bahrain, Egypt, Indonesia, Iran (Islamic Republic of), Lebanon and
Tunisia. An administration that has not replied under No. 9.52 is considered
as not having agreed to the coordination request. In this case, the notifying
administration of the satellite system operating in the Earth exploration-
satellite service (active) may request the assistance of the Bureau under
Sub-Section IID of Article 9. (WRC-15)
5.474B Stations operating in the Earth exploration-satellite (active) service

shall comply with Recommendation ITU-R RS.2066-0. (WRC-15)
5.474C Stations operating in the Earth exploration-satellite (active) service

shall comply with Recommendation ITU-R RS.2065-0. (WRC-15)
5.474D Stations in the Earth exploration-satellite service (active) shall not

cause harmful interference to, or claim protection from, stations of the
maritime radionavigation and radiolocation services in the frequency band
9 200–9 300 MHz, the radionavigation and radiolocation services in the
frequency band 9 900–10 000 MHz and the radiolocation service in the
frequency band 10.0-10.4 GHz. (WRC-15)

radionavigation service is limited to airborne weather radars and ground-
based radars. In addition, ground-based radar beacons in the aeronautical
radionavigation service are permitted in the band 9 300–9 320 MHz on
condition that harmful interference is not caused to the maritime
radionavigation service. (WRC-07)
5.475A The use of the band 9 300–9 500 MHz by the Earth exploration-

satellite service (active) and the space research service (active) is limited to
systems requiring necessary bandwidth greater than 300 MHz that cannot be
fully accommodated within the 9 500–9 800 MHz band. (WRC 07)
5.475B In the band 9 300–9 500 MHz, stations operating in the

protection from, radars operating in the radionavigation service in conformity
with the Radio Regulations. Ground-based radars used for meteorological
purposes have priority over other radiolocation uses. (WRC-07)
5.476A In the band 9 300–9 800 MHz, stations in the Earth exploration-

satellite service (active) and space research service (active) shall not cause
harmful interference to, nor claim protection from, stations of the
radionavigation and radiolocation services. (WRC 07)
ICAO POLICY
• Oppose any changes to the allocations that could adversely

affect their use by aviation.
• No change to RR Nos. 5.337, 5.427, 5.473A, 5.474, 5.475,
5.475A, 5.475B and 5.476A.
The band 9 000–9 200 MHz is used for ground-based primary surveillance radar
systems including precision approach radar (PAR) and airport surveillance
detection equipment (ASDE). The main purpose of these systems is to provide
surveillance to support precision approach to aircraft and to detect traffic at
airports. This use is expected to continue to well beyond 2030. The use of the band
is shared with the maritime radionavigation service and the radiolocation service.
The band 9 300–9 500 MHz is globally used for airborne weather radar and
ground-based radar. This use is expected to continue to well beyond 2030. The
airborne weather radar is a safety-critical instrument assisting pilots to avoid
The use of this band by the ground-based primary surveillance radar is similar to
the use of the band 9 000–9 200 MHz. This band is shared with the Earth
exploration-satellite service and the space research service.
AVIATION USE: These 3 cm radar bands are used extensively by aeronautical,

maritime (land-based and shipborne) and national defence radar systems. They cater
for shorter range surveillance and precision functions up to a 50 km range. In
aviation, they find considerable application in precision monitoring and approach
functions and in airborne weather radar (AWR) systems where their shorter
wavelength is very suitable for the detection of storm clouds. One of the uses of
AWR is to give warning of hazardous weather. In many countries the carriage of
AWR is a mandatory requirement. AWR supports the safe passage of an aircraft in
the vicinity of turbulent weather conditions. It provides timely warnings of rapidly
changing weather conditions as an aid to in-flight route planning. In addition, such
equipment could support maintaining contact with geographic features, such as
shorelines, as a supplement to navigational orientation. This band is also used for
surface detection radar. Some national uses employ transportable and mobile systems
for national defence purposes.
The sharing of the bands with maritime coast and shipborne radar requires care
and the application of modern technology to alleviate interaction effects.
RR No. 5.475 draws attention to this sharing but does not alter the principle that
both services have equal access rights. It should be noted that AWR is categorized
for aeronautical navigation, i.e. storm warning and avoidance in accordance with
the definition in RR No. 1.10, while meteorological radar for observation and
recordings is in the category radiolocation (see last sentence in RR No. 5.475).
COMMENTARY: The ICAO policy for these radar bands is based upon the
requirement that these radars are likely to remain in service for many years into the
future. Sharing with maritime radar is very manageable and practical because of
the different geographical usage, and coordination between the two services is
good. Sharing with other services in the areas of important operational use is not
feasible.

Band: 10.95–12.75 GHz

Note: The frequency bands 10.95–11.2 GHz (space-to-Earth), 11.45–11.7 GHz
(space-to-Earth), 11.7–12.2 GHz (space-to-Earth) in Region 2, 12.2–12.5 GHz
(space-to-Earth) in Region 3, 12.5–12.75 GHz (space-to-Earth) in Regions 1 and 3
and 19.7–20.2 GHz (space-to-Earth), and in the frequency bands 14-14.47 GHz
(Earth-to-space) and 29.5–30.0 GHz (Earth-to-space) were identified by ITU WRC-15
for usage for command and non-payload communications of UAS (termed RPAS
C2 link in ICAO), subject to being found suitable for meeting the requirements of
ICAO, and completion of the requirements of Resolution 155 (WRC-15)
Service: Fixed satellite service
Allocation:
GHz
10.95–12.75
10.95–11.2 10.95–11.2
FIXED FIXED
FIXED-SATELLITE FIXED-SATELLITE (space-to-Earth) 5.484A
(space-to-Earth) 5.484B
5.484A 5.484B MOBILE except aeronautical mobile
(Earth-to-space) 5.484
MOBILE except
aeronautical mobile
11.2–11.45 11.2–11.45
FIXED FIXED
FIXED-SATELLITE FIXED-SATELLITE (space-to-Earth) 5.441
(space-to-Earth) 5.441 MOBILE except aeronautical mobile
MOBILE except
aeronautical mobile
11.45–11.7 11.45–11.7
FIXED FIXED
FIXED-SATELLITE FIXED-SATELLITE (space-to-Earth) 5.484A
(space-to-Earth) 5.484B
5.484A 5.484B MOBILE except aeronautical mobile
MOBILE except
aeronautical mobile
11.7–12.5 11.7–12.1 11.7–12.2

FIXED FIXED 5.486 FIXED
MOBILE except FIXED-SATELLITE MOBILE except
aeronautical mobile (space-to-Earth) aeronautical mobile
BROADCASTING 5.484A 5.484B BROADCASTING
BROADCASTING- 5.488 BROADCASTING-
SATELLITE 5.492 MOBILE except SATELLITE 5.492
aeronautical mobile
5.485
12.1–12.2
FIXED-SATELLITE
(space-to-Earth)
5.484A 5.484B
5.488
5.485 5.489 5.487 5.487A
12.2–12.7 12.2–12.5
FIXED FIXED
MOBILE except FIXED-SATELLITE
aeronautical mobile (space-to-Earth)
BROADCASTING 5.484B
BROADCASTING- MOBILE except
SATELLITE 5.492 aeronautical mobile
BROADCASTING
5.487 5.487A 5.484A 5.487
12.5–12.75 12.5–12.75
FIXED-SATELLITE FIXED
(space-to-Earth) FIXED-SATELLITE
5.484A 5.484B (space-to-Earth)
(Earth-to-space) 5.484A 5.484B
MOBILE except
aeronautical mobile
BROADCASTING-
5.494 5.495 5.496 5.487A 5.488 5.490 SATELLITE 5.493
Footnotes:
5.441 The use of the bands 4 500–4 800 MHz (space-to-Earth), 6 725–

7 025 MHz (Earth-to-space) by the fixed-satellite service shall be in

accordance with the provisions of Appendix 30B. The use of the bands 10.7–
10.95 GHz (space-to-Earth), 11.2–11.45 GHz (space-to-Earth) and 12.75–
13.25 GHz (Earth-to-space) by geostationary-satellite systems in the fixed-
satellite service shall be in accordance with the provisions of Appendix 30B.
The use of the bands 10.7–10.95 GHz (space-to-Earth), 11.2–11.45 GHz
(space-to-Earth) and 12.75–13.25 GHz (Earth-to-space) by a non-
geostationary-satellite system in the fixed-satellite service is subject to
application of the provisions of No. 9.12 for coordination with other
non-geostationary-satellite systems in the fixed-satellite service.
Non-geostationary-satellite systems in the fixed-satellite service shall not
claim protection from geostationary-satellite networks in the fixed-satellite
service operating in accordance with the Radio Regulations, irrespective of
the dates of receipt by the Bureau of the complete coordination or notification
information, as appropriate, for the non-geostationary-satellite systems in the
fixed-satellite service and of the complete coordination or notification
information, as appropriate, for the geostationary-satellite networks, and
No. 5.43A does not apply. Non-geostationary-satellite systems in the fixed-
satellite service in the above bands shall be operated in such a way that any
unacceptable interference that may occur during their operation shall be
rapidly eliminated. (WRC-2000)
5.484 In Region 1, the use of the band 10.7–11.7 GHz by the fixed-satellite
service (Earth-to-space) is limited to feeder links for the broadcasting-
satellite service.
5.484A The use of the bands 10.95–11.2 GHz (space-to-Earth), 11.45–

11.7 GHz (space-to-Earth), 11.7–12.2 GHz (space-to-Earth) in Region 2, 12.2–
12.75 GHz (space-to-Earth) in Region 3, 12.5–12.75 GHz (space-to-Earth) in
Region 1, 13.75–14.5 GHz (Earth-to-space), 17.8–18.6 GHz (space-to-Earth),
19.7–20.2 GHz (space-to-Earth), 27.5–28.6 GHz (Earth-to-space), 29.5–
30 GHz (Earth-to-space) by a non-geostationary-satellite system in the fixed-
satellite service is subject to application of the provisions of No. 9.12 for
coordination with other non-geostationary-satellite systems in the fixed-satellite
service. Non-geostationary-satellite systems in the fixed-satellite service shall
not claim protection from geostationary-satellite networks in the fixed-satellite
service operating in accordance with the Radio Regulations, irrespective of the
dates of receipt by the Bureau of the complete coordination or notification
unacceptable interference that may occur during their operation shall be rapidly
eliminated. (WRC-2000)
5.484B Resolution 155 (WRC-15) shall apply. (WRC-15)
5.485 In Region 2, in the band 11.7–12.2 GHz, transponders on space

stations in the fixed-satellite service may be used additionally for
transmissions in the broadcasting-satellite service, provided that such
transmissions do not have a maximum e.i.r.p. greater than 53 dBW per
television channel and do not cause greater interference or require more
protection from interference than the coordinated fixed-satellite service
frequency assignments. With respect to the space services, this band shall
be used principally for the fixed-satellite service.
5.487 In the band 11.7–12.5 GHz in Regions 1 and 3, the fixed, fixed-

satellite, mobile, except aeronautical mobile, and broadcasting services, in
accordance with their respective allocations, shall not cause harmful
interference to, or claim protection from, broadcasting-satellite stations
operating in accordance with the Regions 1 and 3 Plan in Appendix 30.
(WRC-03)
5.487A Additional allocation: In Region 1, the band 11.7–12.5 GHz, in

Region 2, the band 12.2–12.7 GHz and, in Region 3, the band 11.7–
12.2 GHz, are also allocated to the fixed-satellite service (space-to-Earth) on
a primary basis, limited to non-geostationary systems and subject to
application of the provisions of No. 9.12 for coordination with other non-
geostationary-satellite systems in the fixed-satellite service. Non-
geostationary-satellite systems in the fixed-satellite service shall not claim
protection from geostationary-satellite networks in the broadcasting-satellite
service operating in accordance with the Radio Regulations, irrespective of
the dates of receipt by the Bureau of the complete coordination or notification
unacceptable interference that may occur during their operation shall be
rapidly eliminated. (WRC-03)
5.488 The use of the band 11.7–12.2 GHz by geostationary-satellite

networks in the fixed-satellite service in Region 2 is subject to application of
the provisions of No. 9.14 for coordination with stations of terrestrial services

in Regions 1, 2 and 3. For the use of the band 12.2–12.7 GHz by the
broadcasting-satellite service in Region 2, see Appendix 30. (WRC-03)
5.489 Additional allocation: In Peru, the band 12.1–12.2 GHz is also

allocated to the fixed service on a primary basis.
5.490 In Region 2, in the band 12.2–12.7 GHz, existing and future

terrestrial radiocommunication services shall not cause harmful interference
to the space services operating in conformity with the broadcasting-satellite
Plan for Region 2 contained in Appendix 30.
5.492 Assignments to stations of the broadcasting-satellite service which

are in conformity with the appropriate regional Plan or included in the
Regions 1 and 3 List in Appendix 30 may also be used for transmissions in
the fixed-satellite service (space-to-Earth), provided that such transmissions
do not cause more interference, or require more protection from interference,
than the broadcasting-satellite service transmissions operating in conformity
with the Plan or the List, as appropriate. (WRC-2000)
5.493 The broadcasting-satellite service in the band 12.5–12.75 GHz in

Region 3 is limited to a power flux-density not exceeding –111 dB
(W/(m227 MHz)) for all conditions and for all methods of modulation at the
edge of the service area. (WRC-97)
5.494 Additional allocation: in Algeria, Saudi Arabia, Bahrain, Cameroon,

the Central African Rep., Congo (Rep. of the), Côte d’Ivoire, Djibouti, Egypt,
the United Arab Emirates, Eritrea, Ethiopia, Gabon, Ghana, Guinea, Iraq,
Israel, Jordan, Kuwait, Lebanon, Libya, Madagascar, Mali, Morocco,
Mongolia, Nigeria, Oman, Qatar, the Syrian Arab Republic, the Dem. Rep. of
the Congo, Somalia, Sudan, South Sudan, Chad, Togo and Yemen, the
frequency band 12.5–12.75 GHz is also allocated to the fixed and mobile,
except aeronautical mobile, services on a primary basis. (WRC-15)
5.495 Additional allocation: in France, Greece, Monaco, Montenegro,

Uganda, Romania and Tunisia, the frequency band 12.5–12.75 GHz is also
allocated to the fixed and mobile, except aeronautical mobile, services on a
secondary basis. (WRC-15)
5.496 Additional allocation: In Austria, Azerbaijan, Kyrgyzstan and

Turkmenistan, the band 12.5–12.75 GHz is also allocated to the fixed service
and the mobile, except aeronautical mobile, service on a primary basis.
However, stations in these services shall not cause harmful interference to

fixed-satellite service earth stations of countries in Region 1 other than those
listed in this footnote. Coordination of these earth stations is not required
with stations of the fixed and mobile services of the countries listed in this
footnote. The power flux-density limit at the Earth’s surface given in
Table 21-4 of Article 21, for the fixed-satellite service shall apply on the
territory of the countries listed in this footnote. (WRC-2000)
ICAO POLICY
• To conduct studies within ICAO to determine if the

implementation of C2 Links in this frequency band is suitable
for meeting the requirements of RPAS.
• To support within the ITU-R the relevant studies of technical,
operational and regulatory aspects in relation to the
implementation of Resolution 155 (WRC-15).
Band: 13.25–13.4 GHz

Service: Aeronautical radionavigation (airborne Doppler radar)
Allocation:
GHz
13.25–13.4
13.25–13.4 EARTH EXPLORATION-SATELLITE (active)

5.498A 5.499
Footnotes:
5.497 The use of the band 13.25–13.4 GHz by the aeronautical

radionavigation service is limited to Doppler navigation aids.
5.498A The Earth exploration-satellite (active) and space research (active)

services operating in the band 13.25–13.4 GHz shall not cause harmful
interference to, or constrain the use and development of, the aeronautical
5.499 Additional allocation: in Bangladesh and India, the band 13.25–

14 GHz is also allocated to the fixed service on a primary basis. In Pakistan,
the band 13.15–13.75 GHz is allocated to the fixed service on a primary
basis. (WRC-12)
ICAO POLICY
• No change to the allocations as there is a continuing aeronautical

requirement for this band.
The band 13.25–13.4 GHz is extensively used for airborne Doppler radar and
ground mapping radar. These systems are used to determine ground speed, drift
and distance travelled as well as ground mapping. The use of these radar systems
is expected to continue for the long term. The band is shared with the Earth
exploration-satellite service and the space research service.
AVIATION USE: RR No. 5.497 limits the use to Doppler navigation aids, which
will continue to be used. Airborne Doppler navigation systems are widely used for
specialized applications such as continuous determination of ground speed and
drift angle information of an aircraft with respect to the ground. The information is
derived by measuring the Doppler shift of signals transmitted from the aircraft in
several narrow beams pointed towards the surface, backscattered by the surface
and received by the Doppler radar receiver.
COMMENTARY: The Communications Divisional Meeting (1978) and the

Report of the Communications/Operations (COM/OPS) Divisional Meeting (1985)
(Doc 9464) (Appendix C to the report on Agenda Item 8 refers) both confirmed the
need to retain this allocation. This requirement was confirmed in 1997.
Band: 14.4–14.47 GHz

(Earth-to-space) and 29.5–30.0 GHz (Earth-to-space) were identified by ITU
WRC-15 for usage for command and non-payload communications of UAS
(termed RPAS C2 link in ICAO), subject to being found suitable for meeting the
requirements of ICAO, and completion of the requirements of Resolution 155
(WRC-15)
Allocation:
GHz
14.4–14.47
14.4–14.47 FIXED
FIXED-SATELLITE (Earth-to-space) 5.457A
5.457B 5.484A 5.484B 5.506 5.506B
MOBILE except aeronautical mobile
Mobile-satellite (Earth-to-space) 5.504B
5.506A 5.509A
Space research (space-to-Earth)
5.504A
Footnotes:
5.457A In the frequency bands 5 925–6 425 MHz and 14–14.5 GHz, earth
stations located on board vessels may communicate with space stations of
the fixed-satellite service. Such use shall be in accordance with
Resolution 902 (WRC-03). In the frequency band 5 925–6 425 MHz, earth
stations located on board vessels and communicating with space stations of
the fixed-satellite service may employ transmit antennas with minimum
diameter of 1.2 m and operate without prior agreement of any administration
if located at least 330 km away from the low-water mark as officially
recognized by the coastal State. All other provisions of Resolution 902
(WRC-03) shall apply. (WRC-15)
5.457B In the frequency bands 5 925–6 425 MHz and 14–14.5 GHz, earth

stations located on board vessels may operate with the characteristics and
under the conditions contained in Resolution 902 (WRC-03) in Algeria,
Saudi Arabia, Bahrain, Comoros, Djibouti, Egypt, United Arab Emirates,
Jordan, Kuwait, Libya, Morocco, Mauritania, Oman, Qatar, the Syrian Arab
Republic, Sudan, Tunisia and Yemen, in the maritime mobile-satellite service
on a secondary basis. Such use shall be in accordance with Resolution 902
(WRC-03). (WRC-15)

19.7–20.2 GHz (space-to-Earth), 27.5–28.6 GHz (Earth-to-space), 29.5–
30 GHz (Earth-to-space) by a non-geostationary-satellite system in the fixed-
satellite service is subject to application of the provisions of No. 9.12 for
coordination with other non-geostationary-satellite systems in the fixed-satellite
service. Non-geostationary-satellite systems in the fixed-satellite service shall
not claim protection from geostationary-satellite networks in the fixed-satellite
service operating in accordance with the Radio Regulations, irrespective of the
dates of receipt by the Bureau of the complete coordination or notification
information, as appropriate, for the geostationary-satellite networks, and No.
5.43A does not apply. Non-geostationary-satellite systems in the fixed-satellite
service in the above bands shall be operated in such a way that any
unacceptable interference that may occur during their operation shall be rapidly
eliminated. (WRC-2000)
5.504A In the band 14–14.5 GHz, aircraft earth stations in the secondary

aeronautical mobile-satellite service may also communicate with space
stations in the fixed-satellite service. The provisions of Nos. 5.29, 5.30 and
5.31 apply. (WRC-03)
5.504B Aircraft earth stations operating in the aeronautical mobile-satellite

service in the frequency band 14–14.5 GHz shall comply with the provisions
of Annex 1, Part C of Recommendation ITU-R M.1643-0, with respect to any
radio astronomy station performing observations in the 14.47–14.5 GHz
frequency band located on the territory of Spain, France, India, Italy, the
United Kingdom and South Africa. (WRC-15)
5.506 The band 14–14.5 GHz may be used, within the fixed-satellite

service (Earth-to-space), for feeder links for the broadcasting-satellite
service, subject to coordination with other networks in the fixed-satellite
service. Such use of feeder links is reserved for countries outside Europe.
5.506A In the band 14–14.5 GHz, ship earth stations with an e.i.r.p. greater
than 21 dBW shall operate under the same conditions as earth stations
located on board vessels, as provided in Resolution 902 (WRC-03). This
footnote shall not apply to ship earth stations for which the complete
Appendix 4 information has been received by the Bureau prior to
5 July 2003. (WRC-03)
5.506B Earth stations located on board vessels communicating with space

stations in the fixed-satellite service may operate in the frequency band 14–
14.5 GHz without the need for prior agreement from Cyprus and Malta, within
the minimum distance given in Resolution 902 (WRC-03) from these
countries. (WRC-15)
5.509A In the frequency band 14.3–14.5 GHz, the power flux-density

produced on the territory of the countries of Saudi Arabia, Bahrain,
Botswana, Cameroon, China, Côte d’Ivoire, Egypt, France, Gabon, Guinea,
India, Iran (Islamic Republic of), Italy, Kuwait, Morocco, Nigeria, Oman, the
Syrian Arab Republic, the United Kingdom, Sri Lanka, Tunisia and Viet Nam
by any aircraft earth station in the aeronautical mobile-satellite service shall
not exceed the limits given in Annex 1, Part B of Recommendation ITU-R
M.1643-0, unless otherwise specifically agreed by the affected
administration(s). The provisions of this footnote in no way derogate the
obligations of the aeronautical mobile-satellite service to operate as a
secondary service in accordance with No. 5.29. (WRC-15)
ICAO POLICY

implementation of C2 Links in this frequency band is suitable

Band: 15.4–15.7 GHz

Service: Aeronautical radionavigation
(ASDE/airborne weather radar, other systems)
Allocation:
GHz
15.4–15.7
15.4–15.43 RADIOLOCATION 5.511E 5.511F
15.43–15.63 FIXED-SATELLITE (Earth-to-space) 5.511A

RADIOLOCATION 5.511E 5.511F
5.511C
15.63–15.7 RADIOLOCATION 5.511E 5.511F
Footnotes:
5.511A Use of the frequency band 15.43–15.63 GHz by the fixed-satellite

service (Earth-to-space) is limited to feeder links of non-geostationary
systems in the mobile-satellite service, subject to coordination under 9.11A.
(WRC-15)
5.511C Stations operating in the aeronautical radionavigation service shall

limit the effective e.i.r.p. in accordance with Recommendation ITU-R S.1340-0.
The minimum coordination distance required to protect the aeronautical
radionavigation stations (No. 4.10 applies) from harmful interference from
feeder-link earth stations and the maximum e.i.r.p. transmitted towards the
local horizontal plane by a feeder-link earth station shall be in accordance
with Recommendation ITU-R S.1340-0. (WRC-15)
5.511E In the frequency band 15.4–5.7 GHz, stations operating in the

radiolocation service shall not cause harmful interference to, or claim protection
from, stations operating in the aeronautical radionavigation service.
5.511F In order to protect the radio astronomy service in the frequency

band 15.35–15.4 GHz, radiolocation stations operating in the frequency band
15.4-15.7 GHz shall not exceed the power flux-density level of
−156 dB(W/m2) in a 50 MHz bandwidth in the frequency band 15.35–
15.4 GHz, at any radio astronomy observatory site for more than 2 per cent
of the time.
ICAO POLICY
• No change to the allocation to the aeronautical radionavigation

service.
• No change to RR Nos. 5.511A and 5.511C which would
introduce further restrictions to aeronautical use of this band.
The band 15.4–15.7 GHz is used for ground-based primary surveillance radar
systems including precision approach radar (PAR) and airport surveillance
detection equipment (ASDE). The main purpose of these systems is to provide
surveillance to support precision approach to aircraft and to detect traffic at
airports. This use is expected to continue to well beyond 2030. The use of the band
is shared with the fixed-satellite service (Earth-to-space and space-to-Earth) and
the radio location service (RLS). No FSS use has been registered with the ITU
within this band.
AVIATION USE: This 20 mm band is used for a variety of civil and military
systems using conventional radionavigation and radar techniques. An important
civil use of this band is for ASDE for operational control of aircraft and vehicle
ground movement at airports. This is an expanding requirement, as congestion at
airports spreads and ground manoeuvring areas begin to saturate. Predictions made
in Europe, for example, indicate a growing problem with surface movement,
already affecting a number of major hubs, with saturation having occurred at major
western European airports. ASDE radar is one preferred solution, and equipment
operating in this frequency band, which offers a good compromise between
antenna size and propagation characteristics, is presently in use at several main
international airports. Typically, in Region 2, the band 15.6–16.6 GHz is used for
ASDE radar.
Another civil use is that of height and obstruction measurement using radar
techniques. This use is presently limited for general application to smaller aircraft
operating into secondary and temporary landing areas. A forecast expansion in this
use for specialized civil (as well as military) use has been predicted.
Both of these civil uses are ongoing for the foreseeable future.
The band 15.5–15.7 GHz is also used for airborne weather and ground mapping
radar. These systems support the safe passage of an aircraft in the vicinity of
turbulent weather conditions. It provides timely warnings of rapidly changing
weather conditions as an aid to in-flight route planning. In addition, such
equipment could support maintaining contact with geographic features, such as
shorelines, as a supplement to navigational orientation.
This band is also available for use by civil or military radionavigation systems
implemented for national purposes. The band offers the possibility for compact
airborne systems which are light in weight and which have small antenna
dimensions. High definition radar and precision landing systems are some
examples of applications.
COMMENTARY:
Discussions and agreements at ITU conferences
WRC-95 discussed and agreed upon an allocation in the band 15.4–15.7 GHz for
the FSS for feeder links to NGSO mobile satellites. The decision was made
without full knowledge of the use made of the band by the ARNS. To identify and
resolve any compatibility problem, Resolutions 116 and 117 were adopted calling
for further study. These studies were undertaken by ITU-R WP4/1 — dealing
mostly with the FSS — which identified a much more extensive use of the band
than had originally been envisaged at CPM-95 and WRC-95. A range of
applications, covering both airborne and ground systems, for both civil and
military aviation purposes was identified. Sharing criteria were developed and are
now fully documented in ITU-R Recommendations S.1340 and S.1341 which also
recommend a partitioning of the band into three sections, which now appear in the
Table of Frequency Allocations. Primarily, this was done to give added protection
to the radio astronomy service in the band below 15.4 GHz and because the bottom
300 kHz and the top 700 kHz were too restrictive to be exploited by the FSS. The
FSS allocation is for both Earth-to-space and space-to-Earth directions.
WRC-97 reviewed the results of studies, adopted the partitioning of the band, and
modified RR Nos. 5.511A and 5.511D to provide a framework of control on the
FSS to protect other services. RR No. 5.511B, which prohibited airborne use in the
15.45–15.65 GHz section, was deleted in line with the agreed ICAO policies.
RR No. 5.511C is a restriction placed on the ARNS to limit the interference to FSS
Earth stations and to impose a coordination distance on the FSS for the protection
of ARNS stations.
WRC-97 also adopted Resolution 123 calling for studies of the protection required
for the radio astronomy service. The Resolution was reviewed at WRC-2000,
which made further changes to the footnotes to make the control more effective,
and was subsequently deleted.
The allocation of the FSS to this band has the potential to significantly affect the
flexible use by aviation systems. At WRC-95, the FSS requirement was stated as
for a “small number of stations”. Despite the failure of one mobile-satellite system
operator (at least) to proceed with an implementation to use the band, aviation has
continued to meet a determined resistance within ITU to limit the allocation to a
more realistic level. A country or regional footnote would be an example of an
appropriate limitation measure.
The sequence of events which has taken place in the discussions on this band is
indicative of the present intense pressure to find spectrum for the new NGSO
services. Towards this purpose, the normal ITU processes of “study then allocate”
have been reversed. Experience shows that it is considerably more difficult to
remove an unjustified allocation once agreed to at a WRC than it is to allocate one
in the first place. While a moderate amount of sharing with downlink space
services is technically possible in this band, as determined by the ITU-R work,
constraining the present use of this band by aviation and future exploitation of the
allocation by aeronautical services and systems is not a satisfactory situation.
ARNS protection and planning implications
The ITU-R Recommendations quoted above have identified and calculated the
sharing criteria necessary for the protection of all of the present ARNS systems
known to use the band. These indicate, among other criteria, the need for
coordination distances of between 310 km (landing and airborne radar measurement
systems) and 600 km for general purpose airborne radar, referenced to the areas of
operation. Coordination with the location of ground Earth stations prior to
implementation is necessary to assess the potential for interference. These limitations
and those of the power flux-density in the space-to-Earth direction create difficulties
in terms of the siting of the FSS Earth station. Concern is expressed on the
practicalities to maintain an exclusion zone around FSS stations for aircraft equipped
with these systems.
The results of sharing studies (see Attachment G) to protect the aeronautical

radionavigation services, which included ASDE and a radar altimeter, have been
found unduly restrictive to the FSS — for example, very large dish sizes at Earth
stations were necessary, and the distance separations from navigation facilities were
large. The use of this band by the FSS appears to be minimal, and a worldwide
allocation to the FSS is hence an inefficient deployment of scarce spectrum. Limited
use in only a few countries in the future should be accommodated by a footnote. A
footnote allocation is reasonable since the ITU-R Recommendation on sharing can be
used as an effective criterion for coordination between countries.
In FSS terms, this band is a supplementary band for feeder link operation for
possible use as a backup or spill-over from the main FSS feeder link bands at
19 and 29 GHz. Resolution 117, recognizing (b), indicates only a small number of
stations, and ITU discussions show a limited interest among FSS operators
(possibly only one country in North America and one in Europe). Provided that the
ARNS has a flexible use of the band, based on an agreed set of clear and safe
technical sharing conditions, there is a manageable sharing situation. As a service
to be shared with the ARNS, the FSS is likely to be disciplined in its operations,
highly stable in its implementation and technical characteristics, and hence be
preferred as a sharing partner if sharing is necessary.
The future outlook for the band
The considerations above are the main elements in defining the aeronautical
position on this matter. The band is in intensive use and will remain so. The short
wavelength of operation permits the deployment of systems on the ground with a
minimum of interference planning. Likewise, airborne use is highly practical and
economical. The pressures on the spectrum are such that all worldwide exclusive
bands above 1 GHz are very suitable for satellite services, and existing users, such
as the ARNS, will continue to be pressured to share or vacate, especially in the
situation where there is a perception of less than full use. This is a highly useful
band for the exploitation of compact airborne radar and radio altimeter systems for
use in civil aviation and needs to be preserved for possible future implementation.
The ICAO policy is based on these principles and aims to coordinate efforts to
preserve future use.

Band: 19.7–20.2 GHz

(Earth-to-space) and 29.5–30.0 GHz (Earth-to-space) were identified by ITU
WRC-15 for usage for command and non-payload communications of UAS
requirements of ICAO, and completion of the requirements of Resolution 155
(WRC-15)
Allocation:
GHz
19.7–20.2
19.7–20.1 19.7–20.1 19.7–20.1

FIXED-SATELLITE FIXED-SATELLITE FIXED-SATELLITE
5.484A 5.484B 5.484A 5.484B 5.484A 5.484B
5.516B 5.527A 5.516B 5.527A 5.516B 5.527A
Mobile-satellite MOBILE-SATELLITE Mobile-satellite
5.524 5.525 5.526
5.524 5.527 5.528 5.529 5.524
20.1–20.2 FIXED-SATELLITE (space-to-Earth) 5.484A

5.484B 5.516B 5.527A
MOBILE-SATELLITE (space-to-Earth) 5.524
5.525 5.526 5.527 5.528
Footnotes:
5.484A The use of the bands 10.95-11.2 GHz (space-to-Earth), 11.45–

19.7-20.2 GHz (space-to-Earth), 27.5–28.6 GHz (Earth-to-space), 29.5–30 GHz
31/7/18
Corr.
(Earth-to-space) by a non-geostationary-satellite system in the fixed-satellite

service is subject to application of the provisions of No. 9.12 for coordination
with other non-geostationary-satellite systems in the fixed-satellite service. Non-
geostationary-satellite systems in the fixed-satellite service shall not claim
protection from geostationary-satellite networks in the fixed-satellite service
operating in accordance with the Radio Regulations, irrespective of the dates of
receipt by the Bureau of the complete coordination or notification information, as
appropriate, for the non-geostationary-satellite systems in the fixed-satellite
service and of the complete coordination or notification information, as
appropriate, for the geostationary-satellite networks, and No. 5.43A does not
apply. Non-geostationary-satellite systems in the fixed-satellite service in the
above bands shall be operated in such a way that any unacceptable
interference that may occur during their operation shall be rapidly eliminated.
(WRC-2000)
5.516B The following bands are identified for use by high-density

applications in the fixed-satellite service:
17.3–17.7 GHz (space-to-Earth) in Region 1,

19.7–20.2 GHz (space-to-Earth) in all Regions,
39.5–40 GHz (space-to-Earth) in Region 1,
40–40.5 GHz (space-to-Earth) in all Regions,
and
27.5–27.82 GHz (Earth-to-space) in Region 1,
28.45–28.94 GHz (Earth-to-space) in all Regions,
28.94–29.1 GHz (Earth-to-space) in Region 2 and 3,
29.46–30 GHz (Earth-to-space) in all Regions,
48.2–50.2 GHz (Earth-to-space) in Region 2.
This identification does not preclude the use of these bands by other fixed-
satellite service applications or by other services to which these bands are
allocated on a co-primary basis and does not establish priority in these Radio
Regulations among users of the bands. Administrations should take this into
account when considering regulatory provisions in relation to these bands.

See Resolution 143 (WRC-03)*. (WRC-03)
5.524 Additional allocation: in Afghanistan, Algeria, Saudi Arabia, Bahrain,

Brunei Darussalam, Cameroon, China, Congo (Rep. of the), Costa Rica,
Egypt, the United Arab Emirates, Gabon, Guatemala, Guinea, India, Iran
(Islamic Republic of), Iraq, Israel, Japan, Jordan, Kuwait, Lebanon, Malaysia,
Mali, Morocco, Mauritania, Nepal, Nigeria, Oman, Pakistan, the Philippines,
Qatar, the Syrian Arab Republic, the Dem. Rep. of the Congo, the Dem.
People’s Rep. of Korea, Singapore, Somalia, Sudan, South Sudan, Chad,
Togo and Tunisia, the frequency band 19.7 –21.2 GHz is also allocated to the
fixed and mobile services on a primary basis. This additional use shall not
impose any limitation on the power flux-density of space stations in the fixed-
satellite service in the frequency band 19.7 –21.2 GHz and of space stations
in the mobile-satellite service in the frequency band 19.7 –20.2 GHz where
the allocation to the mobile-satellite service is on a primary basis in the latter
frequency band. (WRC-15)
5.525 In order to facilitate interregional coordination between networks in

the mobile-satellite and fixed-satellite services, carriers in the mobile-satellite
service that are most susceptible to interference shall, to the extent
practicable, be located in the higher parts of the bands 19.7-20.2 GHz and
29.5-30 GHz.
5.526 In the bands 19.7–20.2 GHz and 29.5–30 GHz in Region 2, and in
the bands 20.1–20.2 GHz and 29.9–30 GHz in Regions 1 and 3, networks
which are both in the fixed-satellite service and in the mobile-satellite service
may include links between earth stations at specified or unspecified points or
while in motion, through one or more satellites for point-to-point and point-to-
multipoint communications.
5.527 In the bands 19.7–20.2 GHz and 29.5–30 GHz, the provisions of
No. 4.10 do not apply with respect to the mobile-satellite service.
5.527A The operation of earth stations in motion communicating with the

FSS is subject to Resolution 156 (WRC-15). (WRC-15)
5.528 The allocation to the mobile-satellite service is intended for use by

networks which use narrow spot-beam antennas and other advanced
technology at the space stations. Administrations operating systems in the
*
* Note by the Secretariat.— This Resolution was revised by WRC-07.
mobile-satellite service in the band 19.7 –20.1 GHz in Region 2 and in the

band 20.1–20.2 GHz shall take all practicable steps to ensure the continued
availability of these bands for administrations operating fixed and mobile
systems in accordance with the provisions of No. 5.524.
5.529 The use of the bands 19.7–20.1 GHz and 29.5–29.9 GHz by the

mobile-satellite service in Region 2 is limited to satellite networks which are
both in the fixed-satellite service and in the mobile-satellite service as
described in No. 5.526.
ICAO POLICY

implementation of C2 links in this frequency band is suitable for
meeting the requirements of RPAS.
Band: 24.25–24.65 GHz

Service: Radionavigation (ASDE)
Allocation: (NOC)
ICAO policy: (NOC)
GHz
24.25–24.65
24.25–24.45 24.25–24.45 24.25–24.45

FIXED RADIONAVIGATION RADIONAVIGATION
FIXED
MOBILE
24.45–24.65 24.45–24.65 24.45–24.65

FIXED INTER-SATELLITE FIXED
INTER-SATELLITE RADIONAVIGATION INTER-SATELLITE
MOBILE
RADIONAVIGATION
5.533 5.533
Footnote:
5.533 The inter-satellite service shall not claim protection from harmful

interference from airport surface detection equipment stations of the
ICAO POLICY
No change to the radionavigation allocations in Region 2 and

Region 3.
AVIATION USE: These bands are used for airport surface detection equipment
(ASDE). The higher frequency provides greater target resolution. RR No. 5.533
should be noted.
COMMENTARY: In 1997, the need to retain this allocation was reconfirmed.

The ASDE requirement assumes greater priority with increasing airport
congestion.
Band: 29.5–30 GHz

(Earth-to-space) and 29.5–30.0 GHz (Earth-to-space) were identified by
ITU WRC-15 for usage for command and non-payload communications of UAS
requirements of ICAO, and completion of the requirements of Resolution 155.
(WRC-15)
Allocation:
GHz
29.5–30
29.5–29.9 29.5–29.9 29.5–29.9

FIXED-SATELLITE FIXED-SATELLITE FIXED-SATELLITE
5.484A 5.484B 5.484A 5.484B 5.484A 5.484B
5.516B 5.527A 5.516B 5.527A 5.516B 5.527A
5.539 5.539 5.539
Earth exploration-satellite MOBILE-SATELLITE Earth exploration-satellite
(Earth-to-space) 5.541 (Earth-to-space) (Earth-to-space) 5.541
Mobile-satellite Earth exploration-satellite Mobile-satellite
(Earth-to-space) (Earth-to-space) 5.541 (Earth-to-space)
5.525 5.526 5.527
5.540 5.542 5.529 5.540 5.540 5.542
29.9–30 FIXED-SATELLITE (Earth-to-space) 5.484A

5.484B 5.516B 5.527A 5.539
Footnotes:

11.7 GHz (space-to-Earth), 11.7–12.2 GHz (space-to-Earth) in Region 2,
12.2–12.75 GHz (space-to-Earth) in Region 3, 12.5–12.75 GHz (space-to-
Earth) in Region 1, 13.75–14.5 GHz (Earth-to-space), 17.8–18.6 GHz
31/7/18
Corr.
(space-to-Earth), 19.7–20.2 GHz (space-to-Earth), 27.5–28.6 GHz (Earth-to-

space), 29.5–30 GHz (Earth-to-space) by a non-geostationary-satellite
system in the fixed-satellite service is subject to application of the provisions
of No. 9.12 for coordination with other non-geostationary-satellite systems in
the fixed-satellite service. Non-geostationary-satellite systems in the fixed-
satellite service shall not claim protection from geostationary-satellite
networks in the fixed-satellite service operating in accordance with the Radio
Regulations, irrespective of the dates of receipt by the Bureau of the
complete coordination or notification information, as appropriate, for the non-
geostationary-satellite systems in the fixed-satellite service and of the
complete coordination or notification information, as appropriate, for the
geostationary-satellite networks, and No. 5.43A does not apply. Non-
geostationary-satellite systems in the fixed-satellite service in the above
bands shall be operated in such a way that any unacceptable interference
that may occur during their operation shall be rapidly eliminated.
(WRC-2000)
5.516B The following bands are identified for use by high-density

applications in the fixed-satellite service:

19.7–20.2 GHz (space-to-Earth) in all Regions,
40–40.5 GHz (space-to-Earth) in all Regions,
and
28.45–28.94 GHz (Earth-to-space) in all Regions,
28.94–29.1 GHz (Earth-to-space) in Region 2 and 3,
29.46–30 GHz (Earth-to-space) in all Regions,
48.2–50.2 GHz (Earth-to-space) in Region 2.
This identification does not preclude the use of these bands by other fixed-
satellite service applications or by other services to which these bands are
allocated on a co-primary basis and does not establish priority in these Radio
Regulations among users of the bands. Administrations should take this into
account when considering regulatory provisions in relation to these bands.
See Resolution 143 (WRC-03) *. (WRC-03)
5.525 In order to facilitate interregional coordination between networks in

the mobile-satellite and fixed-satellite services, carriers in the mobile-satellite
service that are most susceptible to interference shall, to the extent
practicable, be located in the higher parts of the bands 19.7–20.2 GHz and
29.5–30 GHz.
5.526 In the bands 19.7–20.2 GHz and 29.5–30 GHz in Region 2, and in

the bands 20.1–20.2 GHz and 29.9–30 GHz in Regions 1 and 3, networks
which are both in the fixed-satellite service and in the mobile-satellite service
may include links between earth stations at specified or unspecified points or
while in motion, through one or more satellites for point-to-point and point-to-
multipoint communications.
5.527 In the bands 19.7–20.2 GHz and 29.5–30 GHz, the provisions of

No. 4.10 do not apply with respect to the mobile-satellite service.
5.527A The operation of earth stations in motion communicating with the

FSS is subject to Resolution 156 (WRC-15). (WRC-15)
5.529 The use of the bands 19.7–20.1 GHz and 29.–29.9 GHz by the

mobile-satellite service in Region 2 is limited to satellite networks which are
both in the fixed-satellite service and in the mobile-satellite service as
described in No. 5.526.
5.539 The band 27.5–30 GHz may be used by the fixed-satellite service

(Earth-to-space) for the provision of feeder links for the broadcasting-satellite
service.
5.540 Additional allocation: The band 27.501–29.999 GHz is also allocated

to the fixed-satellite service (space-to-Earth) on a secondary basis for beacon
transmissions intended for up-link power control.
5.541 In the band 28.5–30 GHz, the earth exploration-satellite service is

limited to the transfer of data between stations and not to the primary
collection of information by means of active or passive sensors.
*
* Note by the Secretariat.— This Resolution was revised by WRC-07.
5.542 Additional allocation: In Algeria, Saudi Arabia, Bahrain, Brunei

Darussalam, Cameroon, China, Congo (Rep. of the), Egypt, the United Arab
Emirates, Eritrea, Ethiopia, Guinea, India, Iran (Islamic Republic of), Iraq,
Japan, Jordan, Kuwait, Lebanon, Malaysia, Mali, Morocco, Mauritania,
Nepal, Oman, Pakistan, Philippines, Qatar, the Syrian Arab Republic, the
Dem. People’s Rep. of Korea, Somalia, Sudan, South Sudan, Sri Lanka and
Chad, the band 29.5-31 GHz is also allocated to the fixed and mobile
services on a secondary basis. The power limits specified in Nos. 21.3 and
21.5 shall apply. (WRC-12)
ICAO POLICY

implementation of C2 links in this frequency band is suitable
Band: 31.8–33.4 GHz

Service: Radionavigation (ASDE), enhanced flight vision systems
Allocation:
GHz
31.8–33.4
31.8–32 FIXED 5.547A
RADIONAVIGATION
SPACE RESEARCH (deep space) (space-to-Earth)
5.547 5.547B 5.548
32–32.3 FIXED 5.547A
RADIONAVIGATION
SPACE RESEARCH (deep space) (space-to-Earth)
5.547 5.547C 5.548
32.3–33 FIXED 5.547A
INTER-SATELLITE
RADIONAVIGATION
5.547 5.547D 5.548
33–33.4 FIXED 5.547A
RADIONAVIGATION
5.547 5.547E
Footnotes:
5.547 The bands 31.8–33.4 GHz, 37–40 GHz, 40.5–43.5 GHz, 51.4–

52.6 GHz, 55.78–59 GHz and 64–66 GHz are available for high-density
applications in the fixed service (see Resolution 75 (WRC-2000)*).
Administrations should take this into account when considering regulatory
provisions in relation to these bands. Because of the potential deployment of
high-density applications in the fixed-satellite service in the bands 39.5–40
and 40.5–42 GHz (see No. 5.516B), administrations should further take into
account potential constraints to high-density applications in the fixed service,
as appropriate. (WRC-07)
_________________________
* Note by the Secretariat: This Resolution was revised by WRC-12.

5.547A Administrations should take practical measures to minimize the

potential interference between stations in the fixed service and airborne
stations in the radionavigation service in the 31.8–33.4 GHz band, taking into
account the operational needs of the airborne radar systems. (WRC-2000)
5.547B Alternative allocation: in the United States, the band 31.8–32 GHz

is allocated to the radionavigation and space research (deep space) (space-
to-Earth) services on a primary basis. (WRC-97)
5.547C Alternative allocation: in the United States, the band 32–32.3 GHz

is allocated to the radionavigation and space research (deep space) (space-
to-Earth) services on a primary basis. (WRC-03)
5.547D Alternative allocation: in the United States, the band 32.3–33 GHz

is allocated to the inter-satellite and radionavigation services on a primary
basis. (WRC-97)
5.547E Alternative allocation: in the United States, the band 33–33.4 GHz

is allocated to the radionavigation service on a primary basis. (WRC-97)
5.548 In designing systems for the inter-satellite service in the band 32.3–
33 GHz, for the radionavigation service in the band 32-33 GHz, and for the
space research service (deep space) in the band 31.8–32.3 GHz,
administrations shall take all necessary measures to prevent harmful
interference between these services, bearing in mind the safety aspects of
the radionavigation service (see Recommendation 707). (WRC-03)
ICAO POLICY
No change to the radionavigation allocations.
The band 31.8–33.4 GHz is used by aviation to support ground-based airport

surface detection equipment (ASDE) radar, mainly to detect traffic at airports. The
band is shared with the mobile, the fixed and the space research service.
The 31.8–33.4 GHz frequency range is also used for embedded systems that
generate navigation information and a video image of the external scene and
provide them to the pilot. The band offers a good compromise between resolution
and atmosphere penetration in bad weather conditions.
AVIATION USE: Use of the band for ground movement radar detection
equipment is reported.
COMMENTARY: The Report of the Communications Divisional Meeting (1978)

(Doc 9239) (Appendix C to the report on Agenda Item 3 refers) reported some use
of these bands for ASDE and for airborne precision approach mapping radar.
————————
SECTION 7-III. RADIO REGULATIONS AND

OTHER ITU MATERIAL OF IMPORTANCE TO
AERONAUTICAL SERVICES
7-III.1 GENERAL
7-III.1.1 The ITU, which is governed by its Constitution and Convention, is

an important forum for aeronautical radio services, and ultimately, for the
continued operation of aviation. The principal areas where the ITU organization
exercises its influence are:
a) the radio frequency bands needed to sustain the radio services; these may
only be obtained through agreements made at ITU World Radiocom-
munication Conferences (WRCs);
b) standardization of systems and equipment with other services, to the

degree necessary, which are often only achievable within the technical
organs of the ITU;
c) problems of radio interference;
d) important regulations relating to frequencies and procedures for distress

and safety communications which also affect the maritime and land
mobile services; these can only be agreed and formalized within a
common international forum; and
e) provisions dealing with licensing of radio stations and personnel.
7-III.1.2 Through the exercise of its authority and competence over the full
telecommunications field, the ITU provides a focus for discussion and agreement.
For example, in the use of satellite navigation and communication services which
usually is multinational, multi-purpose and commercial in character, the full range of
representative interests may only be addressed in a common telecommunications
forum such as the ITU.
7-III.1.3 The ITU Radio Regulations contain authoritative treaty provisions

representing worldwide agreement on the telecommunications matters within the
ITU areas of interest.
7-III.1.4 The ITU deals with all telecommunications matters, both for radio
and for line transmission purposes, and is supported by its technical agencies
ITU-R and ITU-T for study and research in radio and line transmission,
respectively. Their output is normally in the form of Recommendations for
worldwide publication and dissemination. A small proportion of ITU-R
Recommendations are validated to the same treaty status as that in the Radio
Regulations through incorporation of such Recommendations in the RR by means
of a linked reference.
7-III.1.5 Section 7-III-2 below highlights Regulations of special importance

to aviation indicating their context and scope in relation to aeronautical use of the
spectrum.
7-III.2 ITU CONSTITUTION
AND CONVENTION
7-III.2.1 The ITU is governed by the agreements contained in its

Constitution, which defines the objectives, composition and basic structure of the
organization. The ITU Convention lays down the personnel procedures, working
methods and other matters of a procedural character. The present Constitution and
Convention were last amended at the Plenipotentiary Conference in 2010
(Guadalajara, Mexico) (PP-10). Some amendments were introduced as a
consequence of extending participation of Observers and Sector Members of the
ITU-R Sector to WRCs.
7-III.2.2 The need to ensure the safety of life is covered in Article 1 of the

ITU Convention which states that one of the purposes of the Union is to “promote
the adoption of measures for ensuring the safety of life through the cooperation of
telecommunication services”. Additionally, Article 40 of the ITU Constitution on
the priority of telecommunications concerning safety of life states that
“International telecommunication services must give absolute priority to all
telecommunications concerning safety of life at sea, on land, in the air or in outer
space, as well as to epidemiological telecommunications of exceptional urgency of
the World Health Organization”.
7-III.2.3 Of special importance is Article 50 of the Constitution, which

deals with relations with other international organizations, and stipulates that
“In furtherance of complete international coordination on matters affecting
telecommunication, the Union shall cooperate with international organizations
having related interests and activities”.
7-III.2.4 The participation of ICAO in plenipotentiary conferences is

regulated in Article 23 of the Convention, which states:
“...
No. 267 1 The following shall be admitted to plenipotentiary conferences:
No. 269 d) observers of the following organizations, agencies and entities

to participate in an advisory capacity:
...
No. 269D iv) the specialized agencies of the United Nations and the
International Atomic Energy Agency;
…”
7-III.2.5 The participation of ICAO in radiocommunication conferences is

“…
No. 276 1 The following shall be admitted to radiocommunication

conferences:
...
No. 278 b) observers of organizations and agencies referred to in

Nos. 269A to 269D of this Convention, to participate in an
advisory capacity;
…”
7-III-2.6 The participation of ICAO in radiocommunication assemblies is

“…
No. 295 1 The following shall be admitted to the assembly or conference:
…
No. 297 c) observers, to participate in an advisory capacity, from:
No. 297bis i) the organizations and agencies referred to in Nos. 269A to

269D of this Convention;
...”
7-III.2.7 The General Rules of Conferences, Assemblies and Meetings of

the Union state in GR 44 that “... observers that may attend conferences in
accordance with the relevant provisions of the Convention, shall not be entitled to
submit proposals”.
7-III.2.8 The General Rules of Conferences, Assemblies and Meetings of

the Union (GR 61) indicate that “It shall be the duty of the chairman to protect the
right of each delegation to express its opinion freely and fully on the point at
issue”. The Annex to the Constitution defines a delegation as “The totality of the
delegates ... sent by the same Member State”. As a result, the right to express an
opinion freely and fully is granted by the ITU solely to Member States.
7-III.2.9 The application and a peculiar interpretation of the above

provisions at WRC-2000 severely restricted the ability of ICAO to express its view
at WRCs. Later during that conference, the restrictions were partly lifted. Action
taken by ICAO, supported by the IMO, triggered the ITU to revise the role of
observers (including those observers from United Nations specialized Agencies
like ICAO) at their Conferences and Meetings.
7-III.2.10 The Plenipotentiary Conference in 2002 (Marrakech, Morocco)

(PP-02) considered the situation of observers in ITU conferences and meetings.
Particular attention was given to the situation of observers from organizations and
agencies within the United Nations system, several of which play an important role
in relation to the use of the radio frequency spectrum and satellite orbits. It was
recognized that the current provisions of the Constitution, Convention and General
Rules support the furnishing of advice to conferences from these observers on
matters within their competence. It was, however, noted that certain misunder -
standings arose at WRC-2000 that resulted in a departure from the established
practice of previous conferences concerning their participation. There was
agreement at PP-02 that such misunderstandings must be avoided in the future.
7-III.2.11 Therefore, “the Plenipotentiary Conference decided to confirm to

upcoming radiocommunication conferences that observers referred to in Nos. 259
(269A) and 262 (269D) of the Convention may submit to these conferences
information documents relevant to their mandates to be noted by Member States.

These information documents will continue to be distributed to the conference as
per past practice and shall be referenced for information on the relevant daily
agendas. Further, observers referred to in Nos. 259 (269A) and 262 (269D) may,
with the authorization of the Chairman and in accordance with the Rules of
Procedures (i.e. RP 16 and 17) (GR 44), provide advice on points relevant to their
mandates. The information documents and advice shall not include or be treated as
proposals. The right to make proposals, either written or oral, to such conferences
is clearly reserved to Member States.”
7-III.2.12 PP-06 further analysed the role of observers in the ITU and agreed
to various suggested modifications regarding observers to the ITU Convention and
the General Rules, and agreed to plenipotentiary conference Resolution 145 on the
participation of observers in conferences, assemblies and meetings of the Union. The
amendments consolidate the references to observers in the basic texts of the ITU and
set out guidelines for the participation of different observers in various types of ITU
conferences, assemblies and meetings. The resolution also incorporates the decisions
of PP-02 concerning the participation of certain “observers in an advisory capacity”
(including United Nations specialized agencies such as ICAO) in an advisory
capacity in WRCs. The resolution stipulates, inter alia, that observers in an advisory
capacity, such as ICAO:
1) are admitted to participate in plenary meetings;
2) may, if not otherwise decided by the plenary meeting, be admitted to

participate in committees and their subsidiary groups;
3) are entitled to receive all documentation;
4) may submit information documents. These documents shall be clearly

referenced as information documents on the appropriate meeting
agendas;
5) may request the floor in these meetings in order to provide advice or

information on points relevant to their mandates. Such advice shall not
include or be treated as proposals;
6) are to be given the floor by the chairman after the last Member State or
Sector Member on the list of speakers;
7) may be asked by the chairman during the course of a meeting to make a

statement or to provide relevant information in order to assist the
proceedings.
7-III.2.13 Participation of ICAO in the work of the Radiocommunication

Sector (ITU-R) is primarily governed by the provisions in Article 19 of the
Convention on the participation of entities and organizations other than
administrations in the ITU’s activities as well as by Resolution 145 on the
participation of observers in conferences, assemblies and meetings of the Union as
adopted by PP-06.
7-III.2.14 Article 19, subparagraph 6 (No. 236) states that “Any request

from an organization referred to in Nos. 269B to 269D of this Convention to
participate in the work of a Sector shall be sent to the Secretary-General, and the
organization concerned shall be included in the lists referred to in No. 237 below”.
No. 237 indicates that “The Secretary-General shall compile and maintain lists of
all entities and organizations referred to in Nos. 229 to 231 and Nos. 269B to 269D
of this Convention that are authorized to participate in the work of each Sector”.
ICAO, as a specialized agency of the United Nations, is qualified under No. 269D
to be added to this list.
7-III.2.15 Under the provisions of Articles 19, 23, 24 and 25 of the

Convention and Resolution 145 of PP-06, the full participation of ICAO in the
work of the ITU (plenipotentiary conferences, radiocommunication conferences
and assemblies as well as sector meetings), including the submission of
contributions and the full participation in the debate, is secured.
7-III.2.16 Important to note here is that the ITU-R Sector Members are

admitted as observers to radiocommunication conferences on the basis of provision
No. 280 contained in Article 24 of the Convention, thus identifying a different
status between a Sector Member and a specialized agency of the United Nations,
such as ICAO. Pursuant to Annex 3 of Resolution 145 of PP-06, ITU-R Sector
Members at radiocommunication conferences are admitted to attend plenary
meetings and committees, and may be asked by the chairman during the course of
a meeting to provide relevant information in order to assist the proceedings or to
make a statement, but shall not be authorized to participate in the debates.
7-III.3 RADIO REGULATIONS
7-III.3.1 The Radio Regulations are the principal ITU document (with a treaty
status) for radio matters. Parts of the Radio Regulations are discussed, agreed and
embodied in the Final Acts of WRCs. WRCs are now held every four years in a
rolling sequence in which each conference drafts the agenda for the next, and the
provisional agenda for the second sequential WRC. The agenda for a WRC is
approved by the ITU Council. The Radio Regulations lay down the framework for
international spectrum management and contain the Table of Frequency Allocations,

which is effectively the worldwide agreement on the deployment and conditions of
use of all radio frequencies in the radio frequency spectrum. ICAO develops its
material (e.g. SARPs) for radiocommunication and radionavigation systems within the
framework set by the Radio Regulations. This section of the handbook reproduces
Radio Regulations of particular importance to aeronautical services, and presents them
with background comments which highlight their context and significance.
7-III.3.1.1 Chapter I (Articles 1 to 3) —
Terminology and technical characteristics
The three Articles in this chapter contain fundamental material addressing

terminology and technical conditions relating to all of the radio services. The
chapter defines the interpretations to be placed on the terms and definitions used
later in the Regulations to prescribe allocations and their conditions of use. It is
designed as follows:
— Article 1 contains terms and definitions;

— Article 2 deals with nomenclature; and
— Article 3 focuses on the technical characteristics of stations.
7-III.3.1.2
Article 1 — Terms and definitions
The terms and definitions of importance to aeronautical services are in

Attachment A to this handbook. The following should be noted:
a) the hierarchical structure of radio services (see Figure 3-3) which is

repeated in the definitions for stations;
b) the carefully worded definition for radionavigation, in particular the

reference to “obstruction warning”. The latter is interpretable to apply to
primary and secondary radar used for air traffic purposes, airborne
weather radar, radio altimeters, ground proximity warning systems, etc.,
since they support the safe navigation of aircraft;
c) the definition for a safety service (RR 1.59) noting that a service can
temporarily become such during periods when the communications fulfil
the criteria of safeguarding of human life and property. All air traffic
communications and radionavigation used in civil aviation fall under this
classification;
d) the various definitions relating to interference (RR 1.166 to RR 1.169)

noting that interference is only “harmful” when it is serious or where it
endangers the functioning of a radionavigation service or other safety
service;
e) the definition of public correspondence (RR 1.116) which is based on the

concept of availability to the public of the service of transmission. This
definition also appears in the ITU Convention. Air traffic communications
do not fall within the classification of public correspondence;
f) the definition of an administration (RR 1.2) which is broad in scope

covering any national entity in which the responsibility for discharging
ITU obligations is vested. This definition is notable for its imprecision
which constantly leads to problems in interpretation; and
g) the highly important definitions for allocation, allotment and assignment

at RR 1.16, RR 1.17 and RR 1.18, together with the Table at RR 5.1
reproduced below:
Frequency
Term distribution to
Allocation Service
Allotment Area or country
Assignment Station
The first two, “allocation” and “allotment”, are for determination by an ITU
conference. Article 5 contains the agreed allocations for the total spectrum. The
concept of allotment is only applied in a few instances by ITU, of which
Appendix 27, the HF Allotment Plan for the aeronautical mobile (R) service, is a
notable example. The third, “assignment”, is a matter for national administrations
and results in the issue of a licence to an operator to authorize the operation or
reception of a radio station.
7-III.3.1.3 Service merging
The subject of service merging was proposed by the Voluntary Group of Experts
(VGE) in the early nineties (Recommendation 1/7) as a flexible means of allocation
in some circumstances. The ICAO Position, which was developed at the Special
COM/OPS/95, in regard to general application of service merging and in the specific

case of mobile-satellite service (Report of the Special Communications/Operations
Divisional Meeting (1995) (Doc 9650), pages 7B-7 and 7B-22) states:
General statement
“3.2.7.2 ICAO Position
a) The merging of all MOBILE and MOBILE-SATELLITE services under

a generic title is not acceptable. The aeronautical allocations must be
exclusive to satisfy stringent safety, integrity, availability and capacity
requirements. The AM(R)S and AMS(R)S are services with a high
content of safety of life, whereas the other two (maritime and land
mobile) are primarily for public correspondence. (See also section 6.)
b) RADIO NAVIGATION cannot be merged with RADIO LOCATION

under the service designation of RADIO DETERMINATION. RADIO
NAVIGATION is a safety service, and as such requires special measures
for protection against harmful interference, as indicated in RR 953. Such
merging of (aeronautical) radio navigation may result in the loss of it
being recognized as a safety service and the loss of its special status in
regard to interference. Furthermore, aeronautical radionavigation
allocations must be exclusive for the same reasons as for the AM(R)S
and AMS(R)S.”
Generic mobile-satellite allocation
“6.4 ICAO Position
6.4.1 At this point in time the envelope and content of any proposal for
a generic mobile-satellite allocation and its associated safety service
protection mechanism are not of sufficient maturity for general international
application. Many difficulties may be predicted such as the availability of
sufficient frequencies for services with longer evolution timescales and plans,
the problems of establishing levels and regulating interference in a multi-
provider, multinational environment, and in cross border coordination and
control. The intangible benefit of greater flexibility of allocation has not been
sufficiently demonstrated to aviation to permit departure from its present
manageable, highly controlled and predictable situation, in the AMS(R)S
allocations.
6.4.2 The recommendation which flows from the above analysis and

other secondary considerations is that aviation services should not, with the
present lack of clarity, accept the re-designation of the present AMS(R)S

bands to the generic allocation of MSS or any form of dynamic simultaneous
operation with other mobile-satellite services. Further study of technical,
operational and regulatory aspects is necessary before different approaches
can be considered to be acceptable without compromising safety and
regularity of flight.”
ITU Recommendation 34 (WRC-12) also puts forward the idea to allocate

frequency bands to the most broadly defined services for consideration by
administrations (Recommends 1) and calls on ITU-R, in conjunction with ICAO
and IMO, to undertake studies of the possibilities (instructs the Director of the
Radiocommunication Bureau and requests the ITU-R study groups 2).
7-III.3.1.4 Access to AMS(R)S spectrum
WRC-97 agreed to convert all spectrum in the bands 1 525–1 559 MHz and

1 626.5–1 660.5 MHz into an allocation to the mobile-satellite service. These
bands are now available, primarily on a first-come, first-served basis, to all space
system providers and service operators, and with services available to all mobile
users, land, sea or air, as commercially practicable. The sub-bands 1 545–
1 555 MHz and 1 646.5–1 656.5 MHz were originally allocated to the AMS(R)S
on an exclusive basis and were the key elements of the CNS/ATM system in
relation to the implementation of long-distance communications for voice and
data. The strong reservations of international civil aviation were not sufficient to
stop this conversion process for the AMS(R)S allocations at 1 545–1 555 MHz and
1 646.5–1 656.5 MHz, and a new RR No. 5.357A was agreed which was intended
to preserve a measure of assurance that sufficient frequencies for AMS(R)S needs
would be available, as well as the requirement for a dynamic priority for ATC
messages in a common system. In addition, Resolution 218 (WRC-97) requested
ITU-R to study the feasibility of prioritization, real-time pre-emptive access and, if
necessary, the interoperability between the mobile services.
This situation of generic allocations to the mobile-satellite services could have

profound adverse effects on the provision and operation of satellite communi-
cations for ATC purposes in the years ahead. Apart from the practicability of non-
aeronautical satellite systems to give priority to ATC satellite communications in a
multi-user service, it is by no means certain whether aviation’s growing needs for
interference-free communications satisfying the integrity, reliability and
availability requirements in Annex 10 can be met in the long term. Controlled
evaluations and operational trials, with the results discussed in both ICAO and
ITU-R, are necessary prerequisites to providing the short-term guarantees that are
necessary. The aspect of long-term availability of sufficient frequencies is a more
difficult question, which will call for new and corroborated estimates of future
demand for ATC and AOC and an assessment of the available spectrum, taking
into account the predicted total mobile-satellite situation at some point in the
future. Aeronautical public correspondence (AAC and APC) would have access to
the full mobile-satellite allocation available.
It is not probable that the allocation to the generic mobile service, as agreed at
WRC-97, can be easily changed into an exclusive aeronautical allocation, and the
likelihood is that all of the spectrum in the generic mobile-satellite frequency band
(33 MHz in each direction) will be rapidly implemented and shared between many
non-aeronautical space system providers. A new strategy for the future is a priority
subject for discussion, as is the careful monitoring and study of the practical
situation as it enfolds.
7-III.3.1.5 Articles 2 and 3
Article 2: Nomenclature
This Article defines the convention for the description of frequency bands and
other associated information.
Article 3: Technical characteristics of stations
This Article contains important guidelines which have to be observed in the

engineering and design of radio stations. Of particular interest to aviation is RR 3.3
which places an obligation on services to take account of the services in adjacent
bands. The full text of this Regulation is:
3.3 Transmitting and receiving equipment intended to be used in a given

part of the frequency spectrum should be designed to take into account the
technical characteristics of transmitting and receiving equipment likely to be
employed in neighbouring and other parts of the spectrum, provided that all
technically and economically justifiable measures have been taken to reduce
the level of unwanted emissions from the latter transmitting equipment and to
reduce the susceptibility to interference of the latter receiving equipment.
Aircraft receiving equipment is vulnerable to interference over a large geographic

area and the requirement placed on transmitters in this Regulation is a beneficial
statement of good practice. Conversely, aircraft receivers should be designed with
good interference rejection characteristics as a prior condition of seeking emission
control from other radio services. Radio Regulation 3.13 has a similar message
which qualifies RR 3.3 and introduces a proximity condition implying that very
close operation is a special case.
ICAO POLICY ON CHAPTER I
• No changes should be made to the Regulations of importance to

aeronautical services as identified above.
• Service merging of aeronautical radionavigation in the
worldwide allocations where an ICAO standard system operates
with other radiodetermination services is not practicable without
prejudicing the service of the aeronautical system.
• Service merging of aeronautical mobile service allocations with
other services is not possible due to the radically different
operational requirements.
7-III.3.2 Chapter II (Articles 4 to 6) —
Frequencies
7-III.3.2.1 Article 4: Assignment and use of frequencies
This Article contains several very important provisions relating to the deployment
of frequencies. The following are of special interest to aeronautical services.
4.4 Administrations of the Member States shall not assign to a station any

frequency in derogation of either the Table of Frequency Allocations in this
Chapter or the other provisions of these Regulations, except on the express
condition that such a station, when using such a frequency assignment, shall
not cause harmful interference to, and shall not claim protection from harmful
interference caused by, a station operating in accordance with the provisions
of the Constitution, the Convention and these Regulations.
The objective of this Regulation is to prevent registered assignments which are not
in accordance with the Radio Regulations from causing interference to those which
are in conformity. It also has the important secondary purpose of establishing
rights for “non RR-conforming” registrations on a “non-interference” basis, which
then establishes priority rights over those “non-interference” registrations that
come later. It has a highly important conservation role in that it helps to promote
and increase spectrum use. It introduces the fundamental ITU principle that
individual administrations can use the spectrum in any way they wish, provided
interference is not caused to services operating in conformity with the agreements
in the Radio Regulations and which are registered in the Master International
Frequency Register (MIFR).
4.10 Member States recognize that the safety aspects of radionavigation

and other safety services require special measures to ensure their freedom
from harmful interference; it is necessary therefore to take this factor into
account in the assignment and use of frequencies.
This Regulation establishes a long-standing major principle in the use of

frequencies and originates from maritime practices, which were created in their
own right with a set of discrete aeronautical radio services before aviation was
established in ITU. The previous long-standing practice of not sharing
radionavigation allocations with other services, whether primary or secondary, has
been discarded and frequency sharing based on technical criteria is now a
common, although not desirable practice. The principle of “special measures” in
this Regulation still finds application in the action to be taken when interference
occurs. This, together with the other provisions dealing with harmful interference,
ensures that rapid attention is given by administrations when interference to a
safety service takes place. Implicit in the wording of the Regulation is the fact that
radionavigation is a safety service (see RR 1.59).
4.9 No provision of these Regulations prevents the use by a station in

distress, or by a station providing assistance to it, of any means of radio-
communication at its disposal to attract attention, make known the condition
and location of the station in distress, and obtain or provide assistance.
4.16 However, in circumstances involving the safety of life, or the safety of

a ship or aircraft, a land station may communicate with fixed stations or land
stations of another category.
4.22 Any emission capable of causing harmful interference to distress,

alarm, urgency or safety communications on the international distress and
emergency frequencies established for these purposes by these Regulations
is prohibited. Supplementary distress frequencies available on less than a
worldwide basis should be afforded adequate protection.
These Regulations address the situation of distress and safety, and permit and
protect the necessary communications in these circumstances. In ITU, distress and
safety messages have to be given special treatment in the maritime service, which
is characterized by infrequent safety and distress communications on the same
channel as public correspondence. These situations are comparable to that of
emergency messages in the aeronautical service. Aeronautical procedures for
emergency communications, as laid down in Annex 10, Volume II, are the valid
rules for civil aviation.
4.19 In certain cases provided for in Articles 31 and 51, aircraft stations are
authorized to use frequencies in the bands allocated to the maritime mobile
service for the purpose of communicating with stations of that service (see
No. 51.73). (WRC-07)
4.20 Aircraft earth stations are authorized to use frequencies in the bands

allocated to the maritime mobile-satellite service for the purpose of
communicating, via the stations of that service, with the public telegraph and
telephone networks.
These Regulations are principally relevant to the transmission of public

correspondence. The importance of RR 4.20 diminishes with the ITU agreement at
WRC-97 to apply generic type allocations to all mobile-satellite communications.
7-III.3.2.2 Article 5: Frequency allocations
This Article contains the Table of Frequency Allocations and is the component of
the Radio Regulations which receives the constant attention of ITU conferences. It
records the agreed use of the entire useable spectrum by all defined radio services
over the three ITU world regions. It is extensive (occupying well over 100 pages)
and detailed.
Note.— Section 7-II of this handbook addresses the aeronautical aspects of

the Table of Frequency Allocations in detail.
In addition to the material addressed in Section 7-II, the following two Regulations
in Article 5 are important to aviation:
5.43 1) Where it is indicated in these Regulations that a service or

causing harmful interference to another service or to another station in the
same service, this means also that the service which is subject to not
causing harmful interference cannot claim protection from harmful

interference caused by the other service or other station in the same service.
5.43A 1bis) Where it is indicated in these Regulations that a service or

claiming protection from another service or from another station in the same
service, this means also that the service which is subject to not claiming
protection shall not cause harmful interference to the other service or other
station in the same service.
Recent ITU conferences have agreed to the sharing of aeronautical allocations with
other services either in a situation where the added service operates on an equal
primary basis with the existing aviation service, or on a non-interference basis with
the aviation service. However, both services must be protected with respect to any
secondary allocation in the same band. A footnote applying to the added service
usually contains the conditions to be observed. For example, see the band 960–
1 215 MHz where the RNSS is added to the ARNS (DME, SSR, ACAS). Radio
Regulations 5.43 and 5.43A address and clarify these situations, though in certain
situations, 5.43 and/or 5.43A may be exempted through a footnote (e.g. 5.328A,
5.473A, 5.475B and 5.476A). This in effect creates a new category of services that
falls between the categories of primary and secondary.
7-III.3.2.3 Article 6: Special agreements
Article 6 dealing with special agreements is of interest to aviation since some of

the conditions on special agreements may be applied, in particular circumstances,
to the agreements on frequency use coordinated within ICAO (see, for example,
Nos. 6.2 and 6.3).
ICAO POLICY ON CHAPTER II
• Article 4: maintain these Regulations, particularly RR 4.10,

without any change in substance.
• Article 5: see Section 7-II of this handbook.
• Article 6: maintain these Regulations without change.
7-III.3.3 Chapter III (Articles 7 to 14) —

Coordination, notification and recording of
frequency assignments and Plan modifications
7-III.3.3.1 The long-standing ITU procedure of introducing registration of

frequency assignment in a central document (Master International Frequency
Register (MIFR)), so as to obtain prior rights for protection against other
registrations being introduced at a later time (see RR 8.3), is embodied in the terms
and conditions laid down in this chapter. It may be noted that registration, which is
not an absolute requirement, has as its main purpose the establishment of
protection rights by countries for their assignments and is exercised at the
discretion of each ITU member administration. These rights are dependent on a
number of important conditions of which conformity with all of the requirements
of the Regulations is the prime factor. Non-conformity provides no protection
(RR 8.5) except, perhaps, against another non-conforming registration which
appears later.
7-III.3.3.2 With the notable exception of high frequency (HF), non-

directional radio beacon (NDB) and satellite communication (SATCOM),
assignments to aeronautical services, in exclusive aeronautical bands, are normally
coordinated within ICAO and entered in a register maintained under aviation
auspices. This process may be considered to amount to a de facto form of
compliance with the terms of Chapter III, although the consultation is wholly
within aviation and technically does not meet the full ITU registration process
requirement. HF assignments allotted to major world air route areas (MWARA),
regional and domestic air route areas (RDARA) and worldwide use are obtained
from Appendix 27 and are, as well as NDB assignments, normally registered in the
MIFR.
7-III.3.3.3 Recording of frequency assignments that have been coordinated

within ICAO through the Regional Offices with the MIFR represents a very
important element of international regulations. Correct and up-to-date information
in the MIFR may be critically important for frequency management, including the
analysis of occupancy of frequency bands for sharing studies and allocation of
spectrum at WRCs.
ICAO and its Regional Offices also maintain databases of coordinated aeronautical
frequencies in a number of frequency bands allocated to the aeronautical mobile
(R) service and aeronautical radionavigation service. A comparison of the ITU and
ICAO databases has shown that only a small part of frequency assignments
contained in ICAO’s database is recorded in the MIFR. One possible reason for
this situation is that ICAO’s databases are updated by authorized aeronautical
authorities of ICAO Contracting States, which could be different from ITU
administrations notifying frequency assignments to the MIFR.
The Bureau and the ICAO Secretariat made preliminary consultations on the
technical and regulatory feasibility of recording in the MIFR the frequency
assignments contained in the ICAO databases. During these consultations, a
number of technical matters requiring solutions were identified. These matters
include handling differences in format and parameters of the ICAO and ITU
databases, processing of changes in the ICAO database, which is frequently
modified due to changing air traffic requirements, and ways of registration of
aircraft systems which are not associated with ground-based stations. The initial
evaluation of these issues indicates that the data conversion from ICAO to ITU
format is feasible. In addition to the data handling, an urgent need to establish a
regulatory basis for the relevant activities was emphasized.
WRC-12 reviewed the initiative of the ITU and ICAO and concluded, at the
Seventh Plenary Meeting, the following:
“It was suggested that the Bureau should urge administrations, through a
Circular Letter, to notify aeronautical frequency assignments to the MIFR. At
the same time, Committee 4 appreciated previous consultations between the
ICAO Secretariat and the Radiocommunication Bureau on this matter and
expressed the opinion that such consultations should continue with respect to
a possible transfer of ICAO database information to the Bureau.”
These consultations are ongoing, as necessary, with the involvement of the FSMP.
In these consultations, both the technical and the (Radio) Regulatory aspects are
reviewed.
ICAO POLICY ON CHAPTER III
• Maintain these Regulations without change.

• Continue the assessment on aligning the ITU database of
frequency assignments with the ICAO global frequency lists.
7-III.3.4 Chapter IV (Articles 15 and 16) —

Interferences
7-III.3.4.1 This chapter on interferences is important in aeronautical terms.

It prescribes the conditions under which stations must operate to avoid causing
interference, the measures to be applied when interference is detected and the
actions to be taken when a resolution cannot be obtained by normal bilateral
coordinative actions. The necessary actions prescribed contain a strong emphasis
on the importance of removing interference in the case where it occurs to a safety
service (RR 15.36 and RR 15.37), or where distress frequencies are involved
(RR 15.28).
7-III.3.4.2 It is noted that the procedures in the Radio Regulations for

clearing interference have no mandatory force, nor is there any procedure for the
referral of disputes for arbitration. Thus, RR 15.22 mentions “goodwill and mutual
assistance”, and as a final attempt, an administration may request the Radio
Regulations Board to help (RR 15.41, RR 15.42 and Section 1 of Article 13).
7-III.3.4.3 Regulations of particular importance to aeronautical service in

this chapter are reproduced below.
15.8 Special consideration shall be given to avoiding interference on

distress and safety frequencies, those related to distress and safety identified
in Article 31, and those related to safety and regularity of flight identified in
Appendix 27. (WRC-07)
15.28 Recognizing that transmissions on distress and safety frequencies

and frequencies used for the safety and regularity of flight (see Article 31 and
Appendix 27) require absolute international protection and that the
elimination of harmful interference to such transmissions is imperative,
administrations undertake to act immediately when their attention is drawn to
any such harmful interference. (WRC-07)
15.32 If further observations and measurements are necessary to

determine the source and characteristics of and to establish the
responsibility for the harmful interference, the administration having
jurisdiction over the transmitting station whose service is being interfered
with may seek the cooperation of other administrations, particularly of the
administration having jurisdiction over the receiving station experiencing the
interference, or of other organizations.
15.36 When a safety service suffers harmful interference the administration

having jurisdiction over the receiving station experiencing the interference

may also approach directly the administration having jurisdiction over the
interfering station. The same procedure may also be followed in other cases
with the prior approval of the administration having jurisdiction over the
transmitting station whose service is being interfered with.
15.37 An administration receiving a communication to the effect that one of

its stations is causing harmful interference to a safety service shall promptly
investigate the matter and take any necessary remedial action and respond
in a timely manner.
15.40 If there is a specialized international organization for a particular

service, reports of irregularities and of infractions relating to harmful
interference caused or suffered by stations in this service may be addressed
to such organization at the same time as to the administration concerned.
ICAO POLICY ON CHAPTER IV
This chapter contains Regulations of importance to aeronautical

services which provide for the rapid clearance of interference to
these services. No changes of substance should be made, and the
degree of attention accorded to safety services and distress
frequencies should not be lessened.
7-III.3.5 Chapter V (Articles 17 to 20) —

Administrative provisions
7-III.3.5.1 Several administrative provisions contained in Articles 18 and 19

of this chapter are of interest to aviation (action may either involve the
telecommunications or the aviation authority, or both). Radio Regulations 18.8
and 18.11 have been included at the request of aviation to regularize the licensing
of aircraft on delivery from the manufacturer, and aircraft leased to a country other
than the country of registry. Radio Regulation 19.10 is a dispensation from the
normal rule that radio stations must transmit an identification at all times, and
regularizes the ICAO Annex 10 practice with navaids where removal of the
identification is an indication of malfunction. In ITU, the term “radiobeacon” has a
wider significance than in aviation and can include all ground-based navaids. The
most important of these Regulations are reproduced below:
18.8 In the case of a new registration of a ship or aircraft in circumstances

where delay is likely to occur in the issue of a licence by the country in which
it is to be registered, the administration of the country from which the mobile
station or mobile earth station wishes to make its voyage or flight may, at the
request of the operating company, issue a certificate to the effect that the
station complies with these Regulations. This certificate, drawn up in a form
determined by the issuing administration, shall give the particulars
mentioned in No. 18.6 and shall be valid only for the duration of the voyage
or flight to the country in which the registration of the ship or aircraft will be
effected, or for a period of three months, whichever is less.
18.11 In the case of hire, lease or interchange of aircraft, the administration

having authority over the aircraft operator receiving an aircraft under such an
arrangement may, by agreement with the administration of the country in
which the aircraft is registered, issue a licence in conformity with that
specified in No. 18.6 as a temporary substitute for the original licence.
19.10 All operational transmissions by radiobeacons shall carry

identification signals. However, it is recognized that, for radiobeacons and for
certain other radionavigation services that normally carry identification
signals, during periods of malfunction or other non-operational service the
deliberate removal of identification signals is an agreed means of warning
users that the transmissions cannot safely be used for navigational
purposes.
19.16 In transmissions carrying identification signals a station shall be

identified by a call sign, by a maritime mobile service identity or by other
recognized means of identification which may be one or more of the
following: name of station, location of station, operating agency, official
registration mark, flight identification number, selective call number or signal,
selective call identification number or signal, characteristic signal,
characteristic of emission or other clearly distinguishing features readily
recognized internationally.
7-III.3.5.2 Sections III and VII of Article 19 deal with the formation of call
signs in the aeronautical service. The Regulations do not define the distinction
between an identification and a call sign very clearly, and both are transmitted
essentially to provide others with a means of determining the identity of a radio
transmission. The usual interpretation is that identification is primarily required on
transmissions by radio beacons for the purpose of identifying interference sources,
while call signs have the added purpose of facilitating two-way communications.
The greater majority of the requirements laid down in Section III relate to
maritime services, with dispensations (as indicated below) in the case of

aeronautical stations. To a large extent Annex 10 (Volume II) has been aligned
with these Regulations.
Section III — Formation of Call Signs
19.57 Aircraft stations
19.58 — two characters and three letters.
19.77 1) Aeronautical stations
— the name of the airport or geographical name of the place

followed, if necessary, by a suitable word indicating the
function of the station.
19.78 2) Aircraft stations
— a call sign (see No. 19.58), which may be preceded by a word

designating the owner or the type of aircraft; or
— a combination of characters corresponding to the official

registration mark assigned to the aircraft; or
— a word designating the airline, followed by the flight

identification number.
19.79 3) In the exclusive aeronautical mobile frequency bands, aircraft

stations using radiotelephony may use other methods of identification,
after special agreement between governments, and on condition that
they are internationally known.
Section VII — Special Provisions
19.127 1) In the aeronautical mobile service, after communication has

been established by means of the complete call sign, the aircraft station
may use, if confusion is unlikely to arise, an abbreviated call sign or
identification consisting of:
19.128 a) in radiotelegraphy, the first character and last two letters of the
complete call sign (see No. 19.58);
19.129 b) in radiotelephony:
— the first character of the complete call sign; or
— the abbreviation of the name of the owner of the aircraft

(company or individual); or
— the type of aircraft;
followed by the last two letters of the complete call sign (see
No.19.58) or by the last two characters of the registration mark.
19.130 2) The provisions of Nos. 19.127, 19.128 and 19.129 may be

amplified or modified by agreement between administrations concerned.
ICAO POLICY ON CHAPTER V
Chapter V, which addresses identification signals and call signs, is

the basic international document for these matters. Alignment with
Annex 10 is essential and must be maintained either through similar
text or by exemption (e.g. RR 19.10).
7-III.3.6 Chapter VI (Articles 21 to 29) —

Provisions for services and stations
The Articles in this chapter address specific procedures and technical practices for
radio services and stations that are essential for efficient and orderly operation and
for efficient use of spectrum. One of the services of interest to aviation is detailed
below.
Article 28: Radiodetermination services
Section I is general and is oriented towards the maritime service, which has no
international document other than the Radio Regulations in which to prescribe
obligatory requirements.
Section II contains a provision dealing with the aeronautical radionavigation-

satellite service (which has not yet received an allocation in the Table of
Frequency Allocations).
Section III deals with radio direction-finding stations. Such stations are no longer a
standard feature in civil aviation on international services. However, where it

applies, there is a dispensing regulation which permits aviation to use ICAO
agreements as the rule. This is:
28.17 In the aeronautical radionavigation service, the procedure

contemplated for radio direction-finding in this Section is applicable, except
where special procedures are in force as a result of arrangements concluded
between the administrations concerned.
Section IV deals with radio beacons in a general way. Radio Regulations 28.23
and 28.24 include reference to Appendix 12 which designates field strength and
protection requirements for aeronautical radio beacons. The parameters and values
defined in Appendix 12 are those used by ICAO in the frequency assignment
planning for aeronautical NDB. The text of these Regulations is:
28.23 The power radiated by each radiobeacon properly so-called shall be

adjusted to the value necessary to produce the stipulated field strength at the
limit of the range required (see Appendix 12).
28.24 Special rules applicable to aeronautical radiobeacons operating in

the bands between 160 kHz and 535 kHz and to the maritime radio beacons
operating in the bands between 283.5 kHz and 335 kHz are given in
Appendix 12.
ICAO POLICY ON CHAPTER VI
• The provisions in the chapter are necessary as broad principles for

radiodetermination services. They should be maintained and
improved, as necessary, by future amendments based on practical
experience.
• Appendix 12, together with the enabling provisions 28.23 and
28.24, should be maintained unchanged.
7-III.3.7 Chapter VII (Articles 30 to 34) —

Distress and safety communications
Primarily, this chapter addresses the operational use of the global maritime distress
and safety system (GMDSS) intended for ships in distress situations. However,
aircraft are not precluded from using the system. Radio Regulation 30.9 provides
the dispensation for aeronautical radio services to conform to the provisions in
Annex 10 in any case where provisions of the Radio Regulations diverge from
aeronautical practices. Regulations of relevance are:
Article 30 — General provisions
Section III — Aeronautical Provisions
30.8 The procedure specified in this Chapter is obligatory for

communications between stations on board aircraft and stations of the
maritime mobile-satellite service, wherever this service or stations of this
service are specifically mentioned.
30.9 Certain provisions of this Chapter are applicable to the aeronautical

mobile service, except in the case of special arrangements between the
governments concerned.
30.10 Mobile stations of the aeronautical mobile service may communicate,

for distress and safety purposes, with stations of the maritime mobile service
in conformity with the provisions of this Chapter.
30.11 Any station on board an aircraft required by national or international

regulations to communicate for distress, urgency or safety purposes with
stations of the maritime mobile service that comply with the provisions of this
Chapter, shall be capable of transmitting and receiving class J3E emissions
when using the carrier frequency 2 182 kHz, or class J3E emissions when
using the carrier frequency 4 125 kHz, or class G3E emissions when using
the frequency 156.8 MHz and, optionally, the frequency 156.3 MHz.
Article 33: Operational procedures for urgency and safety communications

in the global maritime distress and safety system (GMDSS)
Medical transports are defined in the 1949 Geneva Convention and the definition
is repeated in RR 33.19. They may be aircraft or ships involved in areas of armed
conflict. Section III — Medical transports sets down the special identification
measures, which include the use of secondary surveillance radar (SSR) for aircraft.
ICAO POLICY ON CHAPTER VII
Chapter VII concerns primarily the global maritime distress and

safety system (GMDSS), but affects aircraft indirectly. These
provisions (identified above) should be maintained, or improved as
necessary, based on operational practices.
7-III.3.8 Chapter VIII (Articles 35 to 45) —

Aeronautical services
7-III.3.8.1 This chapter deals exclusively with aeronautical matters and

addresses licensing and regulatory aspects of allocations as well as service
operational matters. These matters are applicable to all aircraft operations, whether
for civil, national defence or governmental purposes. This chapter contains the
following articles (with the type of regulation indicated in brackets):
Article 35 Introduction
Article 36 Authority of the person responsible for the station (operational)
Article 37 Operator’s certificates (licensing)
Article 38 Personnel (licensing)
Article 39 Inspection of stations (licensing)
Article 40 Working hours of stations (operational)
Article 41 Communications with stations in the maritime services (regulatory)
Article 42 Conditions to be observed by stations (regulatory)
Article 43 Special rules relating to the use of frequencies (regulatory)
Article 44 Order of priority of communications (operational)
Article 45: General communication procedure (operational)
Radio Regulation 35.1.1 recognizes, with the exception of Articles 36, 37, 39, 42,
43 and 44.2, the application of ICAO Annexes to civil aircraft provided their
implementation does not cause harmful interference to the radio services of other
countries.
7-III.3.8.2 Particular regulations of interest and importance in Chapter VIII

are:
Article 37: Operator’s certificates
This important Article lays down the requirement for operator’s certificates to be
issued for aircraft personnel in relation to the control and use of the radio as a
transmitting device. The requirement is also reflected in Article 30 (b) of the ICAO
Convention, and the requirements for the air safety aspects are laid down in
Annexes 1 and 10. Several of the provisions in this Article take account of
practices in civil aviation as specified in ICAO Annexes. Of relevance to aviation
are:
— RR 37.1 which requires that every aeronautical radio station be certified by an

“operator holding a certificate issued or recognized by the government to
which the station is subject”. The wording of this Regulation permits the
certificate to be issued by the authority with responsibility for civil aviation.
— RR 37.2 which provides a dispensation for the use of ICAO requirements in lieu
of those in the Regulations in the aspects where ICAO has specified conditions,
qualifications or other relevant material. The text of this Regulation is:
37.2 In order to meet special needs, special agreements between

administrations may fix the conditions to be fulfilled in order to obtain a
radiotelephone operator’s certificate intended to be used in aircraft
radiotelephone stations and aircraft earth stations complying with certain
technical conditions and certain operating conditions. These agreements, if
made, shall be on the condition that harmful interference to international
services shall not result therefrom. These conditions and agreements shall
be mentioned in the certificates issued to such operators.
— RR 37.4 and RR 37.5 which permit administrations to decide if a certificate is

necessary for frequencies above 30 MHz, but not on frequencies assigned for
international use.
— RR 37.14 which permits the issue of a restricted certificate in lieu of a general

certificate where the frequencies used are from exclusive aeronautical bands,
and operation of the equipment requires only the use of simple external
switching devices. This applies to all HF and VHF radio equipment carried in
modern civil aircraft.
Article 42: Conditions to be observed by stations
Of note in this Article is RR 42.4 which prohibits the operation of a broadcasting

service by an aircraft station while over the sea. An associated RR 23.2 prohibits
the establishment and use of broadcasting services outside national territory.
Article 43: Special rules relating to the use of frequencies
This Article lays down conditions of use for aeronautical frequencies.
RR 43.1 is often referred to in an aeronautical mobile and aeronautical mobile-

satellite context in ITU discussions. It distinguishes the civil aviation use of
frequencies from other aircraft uses, notably national defence use (i.e. the (OR)
service). The inclusion of the words “safety and regularity” has been a deliberate
transfer from the ICAO Convention. The service definitions at RR 1.33 and
RR 1.36 were inserted recently to consolidate the concept insofar as the Table of
Frequency Allocations is concerned. RR 43.4 prohibiting public correspondence is
of long-standing and still is applicable to AM(R)S and AM(OR)S. There is no
longer an exclusive allocation to the AMS(R)S.
43.1 Frequencies in any band allocated to the aeronautical mobile (R)

service and the aeronautical mobile-satellite (R) service are reserved for
communications relating to safety and regularity of flight between any aircraft
and those aeronautical stations and aeronautical earth stations primarily
concerned with flight along national or international civil air routes.
RR 43.4 has the objectives of maintaining civil aviation frequencies exclusively for
safety messages, as well as preventing their exploitation for purposes which can lead
to inefficient use of spectrum. It only applies to exclusive bands and is invalid for
satellite services to aircraft operating in the generic mobile-satellite bands.
43.4 Administrations shall not permit public correspondence in the

frequency bands allocated exclusively to the aeronautical mobile service or
to the aeronautical mobile-satellite service.
Article 44: Order of priority of communications
The order of priority of communications in this Article (reproduced below) has been
carefully aligned with that in Annex 10, Volume II, Chapter 5, 5.1.8 for Categories 1
to 6 below. These have been accorded priority over other communications by
footnotes in the Table of Frequency Allocations, particularly in the allocations in the
mobile-satellite bands where other communications, e.g. public correspondence, are

also transmitted on the same channel. RR No. 5.357A places only the priority
Categories 1 to 6 of Article 44 as a condition to be observed by mobile-satellite
service operators in the frequency bands 1 545–1 555 MHz and 1 646.5–1 656.5
MHz which are allocated to the (generic) mobile-satellite service.
44.1 §1. The order of priority for communications1 in the aeronautical

mobile service and the aeronautical mobile-satellite service shall be as
follows, except where impracticable in a fully automated system in which,
nevertheless, Category 1 shall receive priority:
1. Distress calls, distress messages and distress traffic.
2. Communications preceded by the urgency signal.
3. Communications relating to radio direction-finding.
4. Flight safety messages.
5. Meteorological messages.
6. Flight regularity messages.
7. Messages relating to the application of the United Nations Charter.
8. Government messages for which priority has been expressly requested.
9. Service communications relating to the working of the telecommunication

service or to communications previously exchanged.
10. Other aeronautical communications.
44.2 §2. Categories 1 and 2 shall receive priority over all other

communications irrespective of any agreement under the provisions of
No. 35.1.
1
44.1.1 The term communications as used in this Article includes
radiotelegrams, radiotelephone calls and radiotelex calls.
ICAO POLICY ON CHAPTER VIII
• Resolution 713 (WRC-95) calls for study of the operational

provisions in the Radio Regulations. Although not explicitly
stated, the implication that ICAO documents could become the
international agreement on certain operational matters is
present. ICAO policy supports this idea for these Regulations
which relate purely to operational practices.
• Maintain Article 35 except for any consequential amendment.
• Maintain Article 43 without change.
• Maintain the order of priority in Article 44 for Categories 1 to 6
aligned with that in Annex 10.
• Maintain other parts of Chapter VIII without change until the
studies under Resolution 713 (WRC-95) are completed and
discussed.
Annex 10, Volume II, contains the order of priority of communications to be

applied in the aeronautical mobile service (for voice communications). These
priorities are aligned with the priorities as established by the ITU Radio
Regulations in Article 44.
In addition, Annex 10, Volume III, contains a mapping of ATN network priorities
to the mobile sub-network priorities. Essentially, these priorities are also aligned
with those of the Radio Regulations. Some of the (air-ground data link) systems
incorporate a slightly different order of priorities while meeting the general
requirements placed by the Radio Regulations.
Note.— The order of priorities for the aeronautical mobile service do not
apply to the order of priorities in the aeronautical fixed service (AFTN, ATN).
7-III.3.9 Chapter IX (Articles 46 to 58) —

Maritime services
7-III.3.9.1 Articles 46 to 58 provide the regulatory framework for maritime

services in a similar way to that in Chapter VIII for the aeronautical services.
7-III.3.9.2 Aeronautical services receive mention at isolated places within

Chapter IX. The most important are identified below.
Article 51: Conditions to be observed in the maritime services
The provisions in Section III — Stations on board aircraft communicating with

stations of the maritime mobile service and the maritime mobile-satellite service
relate only to the situation where the frequencies used are those allocated to
maritime services.
ICAO POLICY ON CHAPTER IX
Maintain the aeronautical provisions in this chapter without change.
7-III.4 APPENDICES TO THE
RADIO REGULATIONS
7-III.4.1 Comments on Appendices of special significance to aeronautical

services are given below.
7-III.4.2 Appendix 12. Section I —

Aeronautical radiobeacons
The material in this Appendix defines the protection requirements for aeronautical
radio beacons (non-directional beacons and locators). It achieves full Radio
Regulation status through RR 28.24. (Prior to the VGE Report, the Appendix 12
provisions were contained within the main body of the Regulations.)
ICAO POLICY ON APPENDIX 12
No changes should be made to the provisions for aeronautical radio

beacons in this Appendix.
7-III.4.3 Appendix 13. Distress and safety communications

(non-GMDSS) (suppressed at WRC-07;
see Chapter VII of the Radio Regulations)
7-III.4.4 Appendix 16. Documents with which stations
on board ships and aircraft shall be provided
Appendix 16 was amended at WRC-07 to align its provisions with those of

Chapter VII of the Radio Regulations. The section addressing documents with
which stations on board aircraft need to be provided was amended as follows:
Section IV — Stations on board aircraft
These stations shall be provided with:
1. the documents mentioned in items 1 and 2 of Section I;
2. a log, unless administrations have adopted other arrangements for

recording all information which the log should contain;
3. those published documents, in either printed or electronic formats,

containing official information relating to stations which the aircraft
station may use for the execution of its service.
The documents referenced in paragraph 1 are:
— the radio station licence (which is prescribed by Article 18 of the Radio

Regulations)
— the certificates of the operator. These are normally included in the pilot
licence.
Retain without change.

7-III.4.5 Appendix 27. Frequency allotment plan for

the AM(R)S and related information
7-III.4.5.1 Appendix 27 was agreed to at the World Administrative Radio

Conference (WARC) for the Aeronautical Mobile (R) Service in 1978 when the
use of the HF spectrum was converted from double sideband (DSB) to single
sideband (SSB). The main technical provisions have been reproduced in Annex 10,
Volume III, Part II, Chapter 2, 2.4. Appendix 27 is notable as the single case where
aeronautical frequency planning is carried out in the ITU. The registration of HF
frequencies in the MIFR is necessary. There is no established amendment
procedure for Appendix 27, although it is recognized in provision 27/20, that
frequencies not in conformity with the Allotment Plan may be selected and
registered by ITU provided that they do not reduce the protection to the frequency
allotments in the Plan.
7-III.4.5.2 Some frequency management aspects of importance are covered

in Annex 10, Volume V, Chapter 3.
7-III.4.5.3 Of notable importance are the allotments made for aeronautical

operational control (see Annex 10, Volume V, Chapter 3, 3.1.3) and the terms of
No. 27/217 authorizing their use for this purpose. The full text of this important
provision is at Section 7-II of this handbook under the band 2 850–22 000 kHz.
7-III.4.5.4 Appendix 27 is notable also for the recognition given to ICAO for

its coordinating role in the operational use of radio frequencies (see No. 27/19 of the
above-mentioned reference). In this context it has been clarified, however, that the
registration of assignments in the MIFR as a requirement covered by the Radio
Regulations is effected through ITU member administrations (national
telecommunication administrations). Due to these provisions, ICAO cannot play any
role in the registration of Appendix 27 frequencies.
• Appendix 27 may only be amended by an ITU aeronautical

conference or by an agenda item for a WRC to which
aeronautical expertise is specifically invited. The present
Allotment Plan is becoming incapable of meeting requirements,
which appear to exceed the possibilities under provision 27/20.
• ICAO supports any action which could lead to an increase of the
frequency bands for use by the aeronautical mobile (route) service
(AM(R)S) in the bands between 2 850 kHz and 22 000 kHz.
SECTION 7-IV. REVIEW OF ITU RESOLUTIONS

AND RECOMMENDATIONS
A standard item in the agenda of all WRCs is the review of past Resolutions and
Recommendations and decision as to their continuing applicability. The review is
normally made in the closing stages of WRC action and account is taken of the
conference decisions and the new Resolutions and Recommendations agreed at the
conference.
During its WRC preparation, ICAO reviews in accordance with ITU Resolution 95
(WRC-03) Resolutions and Recommendations of previous ITU conferences. The
results are contained in Attachment F of this document.
______________________
Chapter 8
ICAO SPECTRUM STRATEGY AND VISION
8.1 INTRODUCTION
8.1.1 Air transport plays a major role in social and economic development

of communities, regions and the world. The demand for passenger and freight
operations is expanding geographically and growing in response to markets and
demographics. Studies predict very similar patterns of activity in the years ahead,
with air traffic movements expected to increase at an average annual rate of
5 per cent up to the year 2025.
8.1.2 The ICAO spectrum strategy presented in 8.2 is based on the

recognition that adequate and appropriate spectrum availability is essential to
aviation safety and to support efficient aircraft operations. This fundamental
principle has been the long-standing basis for ICAO policy in spectrum matters, as
recognized in Assembly Resolution 38-6 and in Recommendation 1/12 of the
Twelfth Air Navigation Conference.
8.1.3 The ICAO spectrum strategy is consistent with the Fifth Edition of the
ICAO Global Air Navigation Plan (GANP, Doc 9750), and in particular with the
Technology Roadmaps contained in Appendix 5 of the GANP. Future
developments of the plan will be taken into account as part of the strategy update
process, as discussed in 8.3, which addresses future systems and strategy
evolution.
8.1.4 Section 8.4 discusses a number of current and future challenges to

civil aviation’s use of the radio frequency spectrum.
8.1.5 The aviation spectrum long-term vision is detailed in section 8.5.
8.2. ICAO SPECTRUM STRATEGY
8.2.1 Purpose of the ICAO spectrum strategy
8.2.1.1 The safety aspects on the use of radio frequency spectrum by

aviation require spectrum to be available on an exclusive basis or, when shared
with non-aeronautical radio services, with regulatory and technical conditions that
8-1
recognize aeronautical safety requirements. The overall ICAO spectrum policy

includes the ICAO spectrum strategy presented here and the ICAO policy
statements contained in Chapter 7. Both the spectrum strategy and the policy
statements are approved by the ICAO Council.
8.2.1.2 Implementation of the spectrum strategy will enable the

advancement of technological developments and innovation to enhance safe and
efficient global air transport. This is to be achieved through the development of
ICAO SARPs as necessary.
8.2.1.3 The radio frequency spectrum capacity for aviation must be

sufficient to meet the growing needs for aeronautical communication, navigation
and surveillance systems, including any new systems that are being considered in
ICAO to meet future CNS/ATM requirements. This is essential to adequately
support changing trends in air traffic management such as foreseen in the GANP
and the ICAO Regional Plans.
8.2.1.4 Spectrum for aeronautical radiocommunication and radionavigation

(including surveillance) is allocated by the ITU with the recognition of the safety
aspects identified above. The ICAO spectrum policy aims to ensure that
aeronautical spectrum capacity requirements are satisfied during the frequency
allocation process, taking into consideration the trends in future air traffic
management.
8.2.2 Basis for the ICAO spectrum strategy
8.2.2.1 The ICAO spectrum strategy in this chapter has been developed on

the basis of current global and regional plans for implementing CNS systems until
about 2035. It identifies the spectrum necessary for each of the CNS elements and
each relevant frequency band, including specific regional requirements which are
part of the overall ICAO spectrum strategy.
8.2.2.2 It consists of a high-level ICAO spectrum strategy (8.2.3) and of a

set of specific strategy statements for each frequency band (8.2.4). The high-level
strategy is applicable to all frequency bands, and should be regarded as the basis
for the band-by-band strategy statements, and for the relevant ICAO policy
statements contained in Section 7-II.
8.2.2.3 In many cases, aeronautical radiocommunication, radiodetermination

and radionavigation systems currently in use will continue to operate well beyond
2035, either on a global basis or in certain regions. The strategy identifies
requirements for the medium term and until and beyond 2035. Spectrum
requirements identified for the long term indicate that such spectrum is expected to
Chapter 8. ICAO Spectrum Strategy and Vision 8-3
be necessary for an undetermined period, extending to well beyond 2035.

8.2.2.4 The strategy, including the timescale, will be updated on a regular
basis taking into consideration developments in the use of current and new CNS
systems, as reflected in the GANP Technology Roadmaps.
8.2.3 ICAO high-level spectrum strategy
ICAO HIGH-LEVEL SPECTRUM STRATEGY
• To secure the continuing availability of adequate radio frequency spectrum

to support the current and planned aeronautical CNS infrastructure
requirements as laid out in the Global Air Navigation Plan (GANP) and in
the Regional Air Navigation Plans.
• To enable the advancement of technological innovation to maintain and
enhance the safety of the global air transport system as well as increased
efficiency in spectrum utilization.
• To ensure that proposals for new or modified allocations be supported by
sharing studies on the use of frequency bands by aviation and take full
account of the possible impact on the aeronautical safety case; these studies
need to encompass the total technical, operational and economic aspects of
aeronautical system use.
• To conduct ICAO studies on the compatibility of ICAO standard systems
with other existing or planned ICAO standard systems.
• To support the ITU studies on the compatibility of ICAO standard systems
with non-ICAO standard systems.
• To oppose proposals for new or modified allocations that place undue or
unreasonable constraints on the continued use of current aeronautical CNS
systems or affect the safety of aviation.
• To support efficient use of the frequency bands allocated to relevant
aeronautical services by developing globally harmonized terrestrial-system
frequency assignment planning criteria and a global frequency assignment plan
in support of the GANP, while recognizing that the actual use of spectrum by
aviation may vary between different regions where different system
requirements and corresponding spectrum requirements exist.
• To ensure that aeronautical CNS systems, which provide safety-of-life
services to aviation, operate in frequency bands that are properly allocated
for use by aviation, with the objective of operating in spectrum allocated to
an appropriate aeronautical safety service, and suitably protected from
harmful interference that can be caused by other systems using the same or
nearby frequency bands.

8.2.4 ICAO specific band-by-band spectrum strategy for the frequency bands used by civil aviation
ICAO spectrum strategy for aeronautical communication systems (Reference: ICAO Doc 9750, Appendix 5, Roadmaps 1 and 2)
Frequency band Aeronutical use Timescale ICAO spectrum strategy Risk factors Vision statement
2 850–22 000 kHz HF air-ground Long term Secure the continuing availability of the HF Current threats to aviation access in this Initiate an action plan for the long-term
(portions in accordance communications frequency bands 2 850–22 000 kHz which are band include emissions from wireless power replacement of HF communications
with RR Appendix 27 (voice and data) allocated to aeronautical mobile (R) service for transfer, power line communications and capability with SATCOM.
use by air-ground communications on a global cable TV.
basis.
108–117.975 MHz GBAS; Long term Secure the continuing availability of the frequency Current threats to aviation access in this
VDL Mode 4 band 112–117.975 MHz (108–117.975 for GBAS), band include emissions from new digital
which is allocated to the aeronautical mobile (R) modulation types in the FM broadcast band,
service, for use by GBAS and VDL Mode 4 on a power line communications and cable TV.
global basis.
Consider, subject to spectrum availability and

spectrum requirements, the use of this band to
accommodate VHF air-ground communication
systems.
117.975–137 MHz VHF air-ground; Long term Secure the continuing availability of the frequency Current threats to aviation access in this Plan for the long-term replacement of 25
voice, VDL band 117.975–137 MHz, which is allocated to the band include emissions from power line kHz Double-Sideband Amplitude
Mode 2 and VDL aeronautical mobile (R) service, for use by VHF communications and cable TV, and Modulation (DSB-AM) voice
Mode 4 air-ground voice and data link on a global basis. harmonics from industrial, scientific and communications with more spectrum
medical (ISM) systems. efficient systems (e.g. 8.33 kHz DSB-AM).
Monitor progress on the development of the future
air-ground data link and the implementation of The severe congestion being experienced in
8.33 kHz channelization. core Europe could be overcome through the
timely deployment of a future air-ground
Conduct regular capacity analysis of the existing data link (probably operating in L-band).
band and, if necessary develop and evaluate
strategies for a targeted extension of the band.
960–1 164 MHz Air-ground Long term Support the implementation of new systems in the This band is extremely attractive to other
UAT aeronautical mobile (R) service in the frequency (non-aviation) sectors (e.g. programme
LDACS band 960–1 164 MHz (LDACS). making and special events (PMSE)).
1090ES However, because of the large and growing
Secure the continuing availability of the frequency number of aeronautical services operating in
band 960–1 164 MHz, which is allocated to the this band, it is unlikely non-aeronautical
aeronautical mobile (R) service, for use by air- allocations can be accommodated.
ground and air-air data link systems, by ADS-B
via 1 090 MHz extended squitter and UAT.
Implementation of these data links must take place

under the express condition that no interference is
caused to the aeronautical radionavigation service
31/7/18
Corr.
operating in this frequency band (e.g. DME and

SSR).
1 525–1 559 MHz Air-ground Long term Support retention of RR No. 5.357A in order to This band is attractive to other sectors This band is extensively used for
satellite ensure sufficient access on a global basis by the including PMSE and terrestrial broadband aeronautical satellite safety communications
and communications aeronautical mobile-satellite (R) service in the communications. and should be safeguarded against the
(Inmarsat, bands 1 545–1 555 MHz and 1 646.5– potential for interference from terrestrial
1 626.5–1 660.5 MHz MTSAT) 1 656.5 MHz to support the requirements for services.
aeronautical satellite safety communications.
Note.— In these frequency bands, priority

access should be provided for aeronautical safety
communications within a network.
Ensure that any new or existing uses of these

frequency bands will not cause harmful
interference to the use of the bands by the
aeronautical mobile-satellite (R) service.
Note.— In the United States in the bands 1

555–1 559 MHz and 1 656.5–1 660.5 MHz, the
aeronautical mobile-satellite (R) service has
priority and immediate access over other mobile-
satellite communications within a network.
1 610–1 626.5 MHz Air-ground Long term Support the continuing retention of the allocation
satellite to the aeronautical mobile-satellite (R) service
communications (E-s, s-E) in the frequency band 1 610–
(IRIDIUM) 1 626.5 MHz.
Note.— This frequency band has been

allocated to the aeronautical mobile-satellite (R)
service on a primary basis as per RR No. 5.367.
3 400–4 200 MHz VSAT for Long term Support the continuing retention of the allocation This band is attractive to other sectors
aeronautical to the FSS and adequate protection from other co- including international mobile
networks and band and adjacent band services. telecommunications (IMT).
AMS(R)S feeder
links
4 200–4 400 MHz WAIC Long term Secure the continuing availability of the frequency Develop SARPs.
band 4 200–4 400 MHz, which is allocated to the
aeronautical radionavigation service, for use by Identify opportunities to develop new radio
airborne radio altimeters on a global basis. altimeters that are spectrally efficient and
resilient to interference.
5 000–5 150 MHz AeroMACS Long term Secure the continuing availability of the frequency
(5 000–5 030 MHz, band 5 091–5 150 MHz, which is allocated to the
5 030–5 091 MHz, UAS terrestrial aeronautical mobile (R) service, for use by airport
5 091–5 150 MHz) and satellite communications (AeroMACS) on a global basis.
C2/C3
communications Note.— While not in the Radio Regulations,
some States may, on a national basis, allocate the
5 000–5 030 MHz band to the AM(R)S for use by
AeroMACS.
Secure future implementation of the aeronautical

mobile (R) service and the aeronautical mobile-
satellite (R) service in the frequency band 5 030–
5 091 MHz to support air-ground communications
for unmanned aircraft systems while satisfying the
spectrum requirements for MLS.
ICAO spectrum strategy for aeronautical navigation systems (Reference: ICAO Doc 9750, Appendix 5, Roadmap 5)
Frequency band Aeronautical use Timescale ICAO spectrum strategy Risk factors Vision statement
130–535 kHz NDB Global: Secure the continuing availability of the frequency
medium band 130–535 kHz, parts of which are allocated to
term the aeronautical radionavigation service, on a global
basis for use by NDB systems for at least the
Regional: medium term and, in the long term, on a regional
long term basis.
Note.— Long-term use may be required to

support national requirements.
74.8–75.2 MHz Marker beacon Long term Secure the continuing availability of the frequency Current threats to this band include the Consider a plan for the replacement of
band 74.8–75.2 MHz, which is allocated to the increase of man-made noise due to, for marker beacons by DME or other suitable
aeronautical radionavigation service, for use by example, PLC modems producing signal technologies such as GNSS-based distance-
marker beacons on a global basis. components as high as 300 MHz. to-threshold indicators.
108–112 MHz ILS — localizer Secure the continuing availability of the frequency An external threat to this band is Consider long-term (post 2030) replacement
band 108–117.975 MHz, which is allocated to the compatibility with FM broadcasting operating of ILS and protection of GBAS for use up to
aeronautical radionavigation service, for use by in the band 88–108 MHz ( see Resolution 413 Cat III in the band 108–117.950 MHz.
ILS-localizer on a global basis. (Rev. WRC 12)). It has been reported that
FM broadcast transmissions are not in
accordance with the assumptions set out in
the standard compatibility assessment
ICAO spectrum strategy for aeronautical navigation systems (Reference: ICAO Doc 9750, Appendix 5, Roadmap 5)
Frequency band Aeronautical use Timescale ICAO spectrum strategy Risk factors Vision statement
contained in ITU-R SM.1009-1.
328.6–335.4 MHz Glide path Secure the continuing availability of the frequency There are no known threats to this band
band 328.6–335.4 MHz, which is allocated to the from other sectors seeking spectrum access.
aeronautical radionavigation service, for use by However, some States report that the
ILS – glide path on a global basis. increasing levels of man-made noise pose a
threat to ILS deployment. The adjacent
bands are used by military authorities for
fixed and mobile services, including air-
ground communications. There is a small
guard band of around 400 kHz at each end
of the aeronautical allocation.
108–117.975 MHz VOR Long term Secure the continuing availability of the frequency Identical to those for the ILS localizer. Consider long-term (post 2030) removal of
band 108–117.975 MHz, which is allocated to the some VOR and reuse of the frequencies by
aeronautical radionavigation service, for use by GBAS (align with NSP rationalization plan).
VOR on a global basis.
960–1 215 MHz DME Long term Secure the continuing availability of the frequency This band is extremely attractive to other Support studies to determine if there is a
band 960–1 215 MHz, which is allocated to the sectors, particularly IMT. Because of the long-term optimization of the distance
aeronautical radionavigation service, for use by large and growing number of aeronautical measuring function that could release
DME on a global basis. services operating in this band, it is essential spectrum, deliver identical or better
that changes to the existing allocations are performance and provide legacy support for
strongly defended. use in those parts of the world where
DME/VOR will remain, while also being
implementable.
1 559–1 610 MHz — — This band is primarily used to support GNSS Current risks include proposals in some Dual-frequency, multi-constellation
systems. countries for adjacent-band high power equipment should be encouraged.
terrestrial systems, and the proliferation of
This band is also allocated to the aeronautical GNSS jamming systems. These risks are
radionavigation service. No strategy has been compounded by the large and growing
developed for the future use of this band by the number of aeronautical operations
aeronautical radionavigation service. dependent on GNSS signals.
5 030–5 091 MHz MLS Long term Secure the continuing availability of the frequency
band 5 030–5 091 MHz, which is allocated to the
aeronautical radionavigation service, for use by
the microwave landing system (MLS) on a global
basis to meet the spectrum requirements for the
MLS.
Assess, on a regional basis, requirements for the

long-term implementation of MLS to establish the
spectrum requirements for MLS.
ICAO spectrum strategy for Global Navigation Satellite Systems (Reference: ICAO Doc 9750, Appendix 3, Roadmap 5)
Aeronautical Risk factors Vision statement

Frequency band use Time scale ICAO spectrum strategy
1 164–1 215 MHz GNSS Long term Secure the continuing availability of the Concern about increase in numbers of Dual-frequency, multi-constellation
frequency band 1 164–1 215 MHz, which is also DMEs, for example to improve area equipment should be encouraged.
allocated to the radionavigation-satellite service, navigation or as a back-up to GNSS,
for use by GNSS systems on a global basis, impacting GNSS. Contribute to the further strengthening of
taking into consideration the radio regulatory regulatory measures to reduce the risks of
conditions for using this band. In the GNSS frequency band 1 164– interference to GNSS.
1 215 MHz, impact of the second harmonic
of IMT stations that use frequency band
470–694 MHz is possible.
1 559–1 610 MHz GNSS Long term Secure the continuing availability of the There is the ongoing risk of intentional Contribute to the further strengthening of
frequency band 1 559–1 610 MHz, which is interference (e.g. from GPS jammers) and regulatory measures to reduce the risks of
allocated to the aeronautical radionavigation and unintentional interference (e.g. from interference to GNSS.
the radionavigation satellite services, for use by pseudolites and GNSS repeaters).
aeronautical GNSS systems, including Regulatory and enforcement measures may Dual-frequency, multi-constellation
augmentation systems, on a global basis. be necessary to contain these threats. equipment should be encouraged.
Support the development of regulatory measures In the GNSS frequency band 1 559–
to enforce prevention and removal of occurrences 1 610 MHz, impact of the second harmonic
of in-band and out-of-band interference. of IMT stations that use frequency bands
694–790 MHz and 790–862 MHz is
possible, as well as impact of spurious
emissions of IMT stations that use
frequency band 1 427–1 518 MHz.
ICAO spectrum strategy for aeronautical surveillance systems (Reference: ICAO Doc 9750, Appendix 3, Roadmaps 3 and 4)
Frequency Aeronautical
band use Time scale ICAO spectrum strategy Risk factors Vision statement
1 030 MHz SSR Long term Secure the continuing availability of the The popularity of these frequencies, in To facilitate future growth and maintain
1 030 MHz and 1 090 MHz frequencies, which particular 1 090 MHz, make channel system performance, it will become
and are allocated to the aeronautical radionavigation loading management necessary to ensure necessary to more carefully manage the
service, for use by SSR on a global basis. proper operation of SSR equipment. signal-in-space. This will require further
1 090 MHz Introduction of remotely piloted aircraft formal coordinated spectrum and
systems (RPAS) are of particular concern frequency management processes.
if they were to try to use these channels.
1 215–1 350 MHz Primary Long term Secure the continuing availability of the In the future, there is a probability that
surveillance frequency band 1 215–1 350 MHz, which is access to the band will be required by new
radar allocated to the radionavigation and aeronautical technologies that are being developed for
radionavigation service, for use by primary airport approach radar, such as multi-static
surveillance radar on a global basis. primary surveillance radar (MSPSR)
systems. These technologies may deploy
new modulation techniques and high duty-
cycle or continuous transmissions. MSPSR
is being studied for use in terminal areas.
Provision will need to be made for
compatibility studies with PSR.
2 700–2 900 MHz Primary Long term Secure the continuing availability of the This spectrum is attractive to the IMT sector Develop new non-cooperative surveillance
surveillance frequency band 2 700–2 900 MHz, which is for mobile broadband services. techniques that are spectrally efficient and
radar allocated to the aeronautical radionavigation Compatibility studies have shown band resilient to interference.
service, for use by primary surveillance radar on sharing between PSR and mobile services
a global basis. (i.e. long-term evolution (LTE)) not to be
feasible. This is supported by experience of
Where, in adjacent frequency bands, mobile the roll-out of LTE in the band 2 670–
systems are in use (e.g. WIMAX and LTE), 2 690 MHz, which caused harmful
secure protection of radar stations from harmful interference to aeronautical PSRs operating
interference from mobile systems operating in in the band 2 700–3 100 MHz. The 2 700–
adjacent bands. 2 900 MHz frequency band is also being
considered in some countries for video
PMSE.
9 000–9 200 MHz Primary Long term Secure the continuing availability of the
surveillance frequency band 9 000–9 200 MHz, which is
radar allocated to the aeronautical radionavigation
service, for use by ground-based radar systems
on a global basis.
9 300–9 500 MHz Primary Long term Secure the continuing availability of the
surveillance frequency band 9 300–9 500 MHz, which is
radar allocated to the aeronautical radionavigation
service, for use by airborne weather radar and
ground-based radar on a global basis.
15.4–15.7 GHz Primary Long term Secure the continuing availability of the frequency
surveillance band 15.4–15.7 GHz, which is allocated to the
radar aeronautical radionavigation service, for use by
ground-based radar systems on a global basis.
24.25–24.65 GHz Primary Long term Secure the continuing availability of the WRC-19 IMT will consider the possibility
surveillance frequency band 24.25–24.65 GHz, which is of sharing the band.
radar allocated to the radionavigation service, for use
by ground-based radar systems in Region 2 and
3.
31.8–33.4 GHz Primary Long term Secure the continuing availability of the WRC-19 IMT will consider the possibility
surveillance frequency band 31.8–33.4 GHz, which is of sharing the band.
radar allocated to the radionavigation service, for use
by primary surveillance radar to support airport
Enhanced flight surveillance detection equipment (ASDE radar)
vision systems on a global basis. This band is also used for
enhanced flight vision systems (EFVS).
ICAO spectrum strategy for aeronautical airborne (stand-alone) [radar] systems
4 200–4 400 MHz Radio altimeter Long term Secure the continuing availability of the Current risks include potential for IMT Develop SARPs.
frequency band 4 200–4 400 MHz, which is identification in adjoining, or nearby,
allocated to the aeronautical radionavigation frequency bands. Identify opportunities to develop new radio
service, for use by airborne radio altimeters on a altimeters that are spectrally efficient and
global basis. resilient to interference.
5 350–5 470 MHz Airborne Long term Secure the continuing availability of the Seek to develop smaller outline 5 GHz
weather radar frequency band 5 350–5 470 MHz, which is systems that are spectrally efficient, can be
allocated to the aeronautical radionavigation used by all types of aircraft and are
service, for use by airborne weather radar on a resilient to interference.
global basis.
8 750–8 850 MHz Airborne Long term Secure the continuing availability of the Develop Standards and specifications to
Doppler and frequency band 8 750–8 850 MHz, which is support future compatibility and capacity
ground mapping allocated to the aeronautical radionavigation studies.
radar service, for use by airborne Doppler radar and
ground mapping radar on a global basis.
ICAO spectrum strategy for aeronautical airborne (stand-alone) [radar] systems
9 300–9 500 MHz Airborne Long term Secure the continuing availability of the Develop Standards and specifications to
weather radar frequency band 9 300–9 500 MHz, which is support future compatibility and capacity
allocated to the aeronautical radionavigation studies.
service, for use by airborne weather radar and
ground-based radar on a global basis.
13.25–13.4 GHz Airborne Long term Secure the continuing availability of the Develop Standards and specifications to
Doppler and frequency band 13.25–13.4 GHz, which is support future compatibility and capacity
ground mapping allocated to the aeronautical radionavigation studies.
radar service, for use by airborne Doppler radar and
ground mapping radar on a global basis.
8.3 FUTURE SYSTEMS AND

STRATEGY EVOLUTION
8.3.1 Growth in air traffic requires new ways of planning and enhanced

ground, airborne and satellite infrastructure in order to reduce ATM costs,
maintain safety, reduce the environmental impact of each flight and enhance the
passenger experience. A process of international discussion and agreement,
normally involving a minimum of five years for operational and technical
finalization of system parameters followed by an adoption process taking several
additional years (as prescribed in the ICAO Convention), is necessary to ensure
that any new systems introduced as part of the infrastructure evolution are
appropriate and safe. Other aeronautical systems not requiring international
agreement to this degree can often be developed and implemented in a shorter
timescale, but still require a minimum of several years to reach maturity and
acceptance. In all these cases, the actual implementation of these systems requires
additional time for implementation (e.g. regional agreement) in aircraft and on the
ground, and a positive business case justifying the commitment of adequate
financial resources.
8.3.2 In general, the standardization and the introduction of new systems

will have to be consistent with the framework laid out in the GANP and may
require updates to one or more of its Technology Roadmaps. This, in turn, may
translate into updates to specific elements of the ICAO band-by-band spectrum
strategy.
8.3.3 The impact on the ICAO spectrum strategy of the introduction of a

new system will depend, inter alia, on which of the three following general
categories the system falls into with respect to its spectrum requirements:
a) aviation systems that can be accommodated in existing allocations, with

necessary footnote modifications, or less commonly, with modification
to the allocation status or description;
b) aviation systems that require additional spectrum allocations for reasons

of compatibility or frequency availability; and
c) other systems with multi-service application capability whose aviation

requirements can be integrated with the other applications, entailing
changes to allocation, modification of band limits or footnotes or, less
commonly, a completely new allocation.
8.3.4 In any case, the allocation of spectrum for new services and systems
in frequency bands already allocated for aeronautical use will have to be consistent
with the high-level ICAO spectrum strategy and will need to take place within the
framework set by the relevant ICAO SARPs for communication, navigation and
surveillance (CNS) systems, as well as other (industry) standards that apply to
current operational systems.
Note.— Requirements for spectrum for meteorological radar and

meteorological satellite systems are addressed by the World Meteorological
Organization (WMO). However, specific requirements for airborne weather radar
systems are included in the ICAO spectrum policy.
8.4 CHALLENGES
8.4.1 For many years, aeronautical radio frequency spectrum has been

targeted for use by non-aeronautical services, in particular to satisfy requirements
for mobile (terrestrial) and mobile-satellite communications. This has, for
example, led to the loss of spectrum that was once allocated exclusively for
aeronautical mobile-satellite communications (1.5/1.6 GHz) and to the
introduction of non-aeronautical services in bands previously allocated for
aeronautical use on an exclusive basis (e.g. the fixed-satellite service in the
frequency band 5 091–5 250 MHz, the non-safety aeronautical mobile service for
telemetry in the frequency band 5 091–5 150 MHz and the radionavigation-
satellite service in the frequency band 5 000–5 030 MHz). This has created the
potential for interference and/or loss of spectrum capacity to satisfy current and
future aeronautical requirements for CNS systems.
8.4.2 There is currently pressure to release significant amounts of spectrum

to support future commercial mobile communications and broadband wireless
applications. Between 500 MHz and 1 200 MHz of bandwidth is being sought,
mainly in the range from 300 MHz to 6 GHz. This range includes frequency bands
used by a large number of safety-critical aeronautical systems, including ILS glide
path, DME, primary and secondary radar, ACAS, AMS(R)S, VSAT aeronautical
networks and radio altimeters.
8.4.3 Another new element that may affect the future availability of radio
frequency spectrum for aviation is the possible introduction of “spectrum pricing”
which may have a significant economic impact on the aviation industry as a whole.
8.4.4 The ICAO spectrum strategy recognizes the challenges outlined above

and provides the framework within which ICAO develops the international civil
aviation position on issues of interest to international civil aviation to be decided at
WRCs, which are the fora where these challenges typically face aviation.
8.5 THE AVIATION SPECTRUM LONG-TERM VISION
8.5.1 The need for a long-term vision
8.5.1.1 The availability of suitable radio spectrum is essential for meeting

the global demand for safe, efficient and cost-effective air transport, particularly
for enabling the provision of CNS. However, spectrum is a scarce and finite
natural resource, and it is clear that aviation spectrum is under a global threat from
other sectors that are seeking additional spectrum allocations. For this reason, it is
vital that the aviation industry demonstrate good governance and efficient use of
spectrum allocated to aeronautical services.
8.5.1.2 Spectrum management is the process of ensuring the availability of

appropriately protected spectrum and the development and regulation of the use of
radio frequencies to support aviation’s operational and technical requirements.
Assignment and use of spectrum is a sovereign issue within a State, and State radio
administrations will remain responsible for spectrum policy and regulation.
8.5.1.3 However, unless aeronautical spectrum management evolves on a

more coordinated basis, there is a risk that demand will continue to increase at a
greater rate than that at which additional spectrum becomes available. Therefore,
to prevent the potential lack of availability of sufficient spectrum becoming a
serious risk, aviation stakeholders will need to work more cooperatively and
proactively in sustaining aeronautical spectrum needs and demonstrating efficiency
in the use of allocated spectrum.
8.5.1.4 The overall aim for the aviation spectrum vision is to secure the
long-term availability of suitable radio spectrum to meet all of ICAO’s future
objectives for aviation through cooperative engagement in the global spectrum
environment.
8.5.1.5 ITU WRC cycles are too short to deliver a strategy to support the
overall long-term spectrum needs of the aviation sector. Currently, typical system
development cycles far exceed this time frame. Although it should be an objective
to reduce development lead times, these will often be in the order of 20 to 25 years
(distinguishing between development/fielding of new systems and transition from
existing systems to new systems, and recognizing that the bands will be in use for
development prior to operational use from concept to initial deployment), and so a
strategy and vision needs to support the entire in-service phase making provision
for traffic growth, incremental development and operational evolution, etc.
Innovative CNS systems may also need to consider integration timescale issues in
relation to conceptual airframe designs.
8.5.2 Long-term vision for the future of aviation spectrum
8.5.2.1 General
8.5.2.1.1 The overall goal for the future of spectrum allocated to

aeronautical services and aeronautical spectrum management is to ensure the
perpetual availability of spectrum through continual improvement in practices and
processes. To achieve this goal, the ICAO spectrum vision focuses on the future
that the aviation sector wishes to create for itself over an extended time frame.
8.5.2.1.2 While recognizing that there must be a strong drive towards

reduced development cycles, the spectrum vision looks beyond those systems
already in development towards the needs of conceptual systems. It should not be
constrained by the timescales and technologies of existing strategic plans but
should be developed on the expectation that existing spectrum allocated to
aeronautical services will be under permanent pressure from other sectors and that
new spectrum for aviation use is unlikely to be made available. This indicates a
need to set out a vision looking forty years hence.
8.5.2.2 Vision statements
8.5.2.2.1 The ICAO spectrum vision is as follows:
a) Establish and maintain an agreed spectrum strategy. Civil aviation shall

have a single, agreed spectrum strategy that is under continual
development, and which is employed to create a sustainable environment
for spectrum-efficient aeronautical systems;
b) Improve collaboration. Enhanced collaboration processes between

aviation stakeholders shall be deployed for identifying, analyzing,
coordinating and promoting aviation’s spectrum needs in a collaborative
manner. Through such collaboration, opportunities to maximize the
effectiveness of existing spectrum allocated to aeronautical services and
opportunities to share spectrum shall be fully explored and understood;
c) Long-term view. Aviation shall take a longer-term view of aeronautical

spectrum requirements, i.e. forty years into the future. This shall not be
constrained by the timescales and technologies of existing strategic
plans;
d) Holistic CNS and spectrum (CNS&S) approach. A holistic CNS&S

approach, taking into account any CNS&S strategy that is subsequently
developed, shall be deployed as follows:
— an inter-disciplinary approach shall be taken to development,

deployment and removal of aeronautical systems;
— development of spectrally efficient CNS systems shall be promoted

to minimize the demand for additional spectrum to support future
aviation growth; and
— withdrawal of obsolete and redundant systems shall be promoted in

compliance with the future deployment programme.
e) Financial decision making. Aviation needs to take into account any

spectrum impact on the financial decision making processes by:
— ensuring cost effective technological evolutions; and
— minimizing the impact and timescales of technological transitions.
8.5.2.3 Details of the spectrum vision
8.5.2.3.1 Realizing a long-term vision requires a strategy and an associated

plan of action to deliver the strategy. Civil aviation needs to adopt a single
spectrum strategy which has been agreed by national representation under
specified collaborative arrangements. This strategy should set out the high-level
principles to be applied in aviation spectrum management, including process
improvements and interactions required to ensure that the necessary spectrum for
current and planned CNS systems is secured and maintained. Such an agreed
strategy should also be under continual development.
8.5.2.3.2 Improved collaboration (though interconnected, there is a need to

keep separate the short-term WRC-driven strategy and the long-term
strategy/vision, and a need to take into account Appendix E of this handbook.)
8.5.2.3.3 The identification of net spectrum requirements entails the

collaboration of a broad range of aviation expertise:
a) strategic policy makers to provide a full understanding of aviation

operational strategic requirements, and what and when particular
capabilities and operational improvements are required;
b) CNS developers to gain a full understanding of system performance

targets;
c) spectrum experts to identify the impact on spectrum requirements

through compatibility and capacity studies. In fact, these studies are
likely to trigger an iterative process between developers and spectrum
experts, and this is a further reason for initiating this interaction at an
early stage.
8.5.2.3.4 Additionally, disparate aviation functions need to be fully

appraised of the bigger picture and not work in isolation. In this way, opportunities
to maximize the effectiveness of existing spectrum allocated to aeronautical
services and opportunities to share spectrum will be fully explored and understood
while assisting the identification and mitigation of risks around potential single
points of failure. These opportunities are generally driven by the system design but
must take into consideration related spectrum issues if they are to be exploited
through deployment.
8.5.2.3.5 Coordination among aeronautical spectrum managers, frequency

managers, CNS policy makers and developers, deployment managers, aviation
economists, etc. to collaborate within an international team will ensure that the
civil aviation position is strengthened in the international arena. Demonstrating to
regulators an efficient and robust spectrum management regime will also help to
seal support in obtaining and retaining future spectrum needs for civil aviation. In
an environment where resource constraints and dilution of critical expertise can
have an adverse impact, improved collaboration within aviation will provide an
direct benefit to the sector.
8.5.2.3.6 Longer-term view
8.5.2.3.6.1 There must be a focus on the future that the aviation sector

wishes to create for itself over the maximum realizable period and harmonized to
deliver the long-term operational needs. This long-term view, by necessity, must
be robust but sufficiently flexible to accommodate the constantly evolving needs
of the sector. While recognizing that there must be a strong drive towards reduced
development cycles, the spectrum vision looks beyond those systems already in
development towards the needs of conceptual systems. This indicates a need to set
out a vision looking forty years hence.
8.5.2.3.6.2 In general, the spectrum vision will be applicable to all new

developments. To the maximum extent possible, it is set out to support spectrum
requirements for conceptual CNS systems beyond the timeline of existing strategic
programmes, such as the GANP and ICAO Regional Plans. As the level of
certainty will be diminished as the time line extends, the ICAO spectrum vision
focuses more on generic principles rather than addressing the needs of specific
equipment types and systems.
8.5.2.3.7 Holistic CNS&S approach
8.5.2.3.7.1 A major element of spectrum management is to provide the

necessary support to the identification and promotion of systematic improvements
designed to deliver greater spectrum flexibility and efficiency. Communications,
navigation and surveillance all require spectrum and often require spectrum with
identical or similar propagation properties. It is not appropriate for dedicated teams
operating in isolation to identify their spectrum needs because their assumptions
and actions may unwittingly impact on other teams’ deliverables. For new
systems, through the application of holistic arrangements, it will be possible to
deliver spectrum efficiency in parallel with meeting the aspirations of CNS
designers. Early identification of frequency band options, system bandwidth
requirements and compatibility criteria will enable the identification and resolution
of spectrum factors external to CNS. In this way, the associated spectrum-related
risks can be mitigated and optimum choices for spectrum efficiency can be
promoted for incorporation into the system design.
8.5.2.3.7.2 Therefore, there is a need for early, effective internal

engagement with all responsible aviation and aerospace parties in the development
of a holistic CNS&S strategy, which does not currently exist. Such a strategy is
key to maximizing spectrum usage and availability, and it will strengthen
aviation’s position when dealing with regulatory authorities.
8.5.2.3.8 Spectrum availability and financial decision making
8.5.2.3.8.1 In understanding the impact of spectrum on revenue, aviation is

in a different position from many other sectors. Many commercial sectors, for
example mobile communications, are able to demonstrate that there is a direct
relationship between available bandwidth and potential revenue.
8.5.2.3.8.2 For aviation safety purposes, the relationship between bandwidth

and revenue is indirect. In general, making available additional spectrum will not
deliver increased revenue, unless it results in increased airspace capacity.
However, failure to make available sufficient spectrum will have a negative impact
on aviation and its global economic revenues.
______________________
Chapter 9
INTERFERENCE PROTECTION
CONSIDERATIONS
9.1 INTRODUCTION
The regulation and control of interference is essential to the safe and efficient
operation of aeronautical radio services. An agreed framework of rules and
preventative measures is thus an essential requirement. This framework is laid
down in the Radio Regulations for observance by ITU members when cross-border
cases of interference arise. National legislation then provides each State with the
regulatory means to effect the discharge of the international obligation within its
territory. This chapter describes the elements in this framework and contains the
following specific sections:
— 9.2 Regulatory aspects
— 9.3 Management and control of interference
— 9.4 Assessment of protection for aeronautical radio services
— 9.5 Some special cases (e.g. VSAT, ISM)
— 9.6 General protection limits for aeronautical radio.
9.2 REGULATORY ASPECTS
The basic definitions of interference

and harmful interference
9.2.1 The international framework of agreements for dealing with

interference to radio services is contained in the ITU Radio Regulations. The
provisions in these Regulations govern the circumstances and the procedures for
seeking clearance action from other ITU administrations when interference occurs.
The basic qualification for claiming protection is “conformity with the Radio
Regulations” which implies that the radio service which is being interfered with is
operating in an agreed frequency band and with characteristics which are specified
in the Regulations, including its Appendices.
9-1
9.2.2 In the Radio Regulations the basic definition of interference is:
1.166 interference: The effect of unwanted energy due to one or a

combination of emissions, radiations, or inductions upon reception in a
radiocommunication system, manifested by any performance degradation,
misinterpretation, or loss of information which could be extracted in the
absence of such unwanted energy.
9.2.3 It is to be noted that interference is defined by the way in which the

interfered system operation is affected. Thus, any performance degradation,
misinterpretation or loss of information which would not occur in its absence
constitutes interference. The definition does not imply that it is measurable in a
quantitative sense, although it may well be in certain instances, but that there has
been an adverse change of some detectable character. The change may be
detectable by primary means, either aurally (voice signals) or visually (radar or
TV), or by measurement (loss of data, inaccurate information, etc.). In some cases,
it may be easier or preferable to instrument and record, or use the changed
condition to give warning or to apply corrective measures. It is assumed also that
interference in the sense employed in the Radio Regulations arises in all cases
from sources outside the receiving system itself.
9.2.4 This basic definition of interference as stated in the Radio Regulations

makes no reference to whether it is acceptable, but merely to the condition of its
existence and its recognition. It is in the category of interference classed as
harmful interference that the concept of unacceptability appears as a qualification
or condition. This is clearly stated in the Radio Regulations as follows:
1.169 harmful interference: Interference which endangers the functioning of

a radionavigation service or of other safety services or seriously degrades,
obstructs, or repeatedly interrupts a radiocommunication service operating in
accordance with Radio Regulations (CS).
9.2.5 This regulation introduces the concept of unacceptability and defines

criteria with which to make the decision. It is notable that the definition has two
quite separate elements, one for radionavigation and safety services, and one for all
other radio services. The former requires only proof of endangerment of the
functioning, but the latter must demonstrate that a serious degradation or
disruption has occurred which is at a higher level of disturbance. Again, as in the
case of interference above, the means of assessment is not prescribed and could be
either subjective or quantitative. It is important to observe that for interference to
be considered harmful, it must be to a service that is operating in accordance with
Chapter 9. Interference Protection Considerations 9-3
the Radio Regulations. In this respect, accordance with the Radio Regulations
means the totality of the Radio Regulations, including the Appendices. A service
which does not operate in accordance with the Radio Regulations cannot claim
protection as a right under the Radio Regulations, although administrations may
often respond positively to the best of their ability. It is to be noted that all aviation
safety services are operating on frequencies according to allocations to the service
concerned, whether the aeronautical mobile (R) service, the aeronautical mobile-
satellite (R) service or the (aeronautical) radionavigation service, and to agreed
characteristics, and are operating in accordance with the Radio Regulations, as
normally specified in Annex 10. This framework recognizes that interference, in
its general sense, is a condition whereby a parameter of a received signal is
affected in some way but not necessarily to the extent of being damaging to the
reception. The interfering service must cease the interference when it creates a
situation in which the operator of the interfered service decides that the service
cannot be used for its intended purpose. The action to be taken is to remove
interference which can include the reduction of radiated power or closing of the
transmitter.
The treatment of harmful interference
9.2.6 Harmful interference is the condition recognized throughout the Radio

Regulations as establishing a case for complaint and for the removal of the sources
causing the problem. Procedures, obligations and rules related to interference are
given detailed attention in Chapter IV of the Radio Regulations. The reporting
and clearance of harmful interference to a radio service is one of the rights
established by a registration in the MIFR and is a right conferred in general terms
in RR 8.1 and RR 8.3. In international terms, it creates an obligation for the
country operating the interfering service to take action. The Regulations do not,
however, carry mandatory force, and negotiation is the only course of action to
resolve difficulties.
9.2.7 Safety services, such as a radionavigation service or an aeronautical

mobile (R) service, or in certain cases the aeronautical mobile-satellite (R) service,
are safety services as defined in:
1.59 safety service: Any radiocommunication service used permanently or

temporarily for the safeguarding of human life and property.
9.2.8 Harmful interference to a safety service always requires urgent

attention, and this is recognized by all ITU administrations. Safety services include
not only the aeronautical services, but also maritime and land mobile services
when the messages have safety-of-life content.
9.2.9 Of particular interest to aeronautical services in this context are the

provisions mentioned at Section 7-III-3.4 of this handbook. Also, the permission to
operate without an identification for the testing of navaids is to be noted as at
RR 15.16. These measures provide a framework of regulatory actions which
ensure that interference judged as harmful is cleared in an effective and
expeditious manner.
Radiation and emission
9.2.10 The above terms are mentioned in the definition of interference, and

it is important to understand their ITU interpretations in discussions on
interference and its effects. Reference to RR 1.137 indicates that “radiation” is the
generic category for any radio wave energy that is propagated either deliberately or
inadvertently. As a subset, RR 1.138 states that “emission” is the case of radiation
produced by a radio transmitting station and only by that source. Thus, radiation
could either be the radio wave energy coming from a local oscillator in a receiver,
or an instrument or machine used in medical or industrial purposes, while emission
is exclusively the radio energy from a transmitting antenna.
Unwanted emissions
9.2.11 Generation of radio energy for RF transmission purposes generally

includes signals other than those required for the efficient transmission and
reception of the necessary information. When radiated, these have the potential to
interfere. In the Radio Regulations, these unwanted emissions are defined as:
1.146 unwanted emissions: Consist of spurious emissions and out-of-band

emissions.
The definitions of these two elements are given below.
1.145 spurious emission: Emission on a frequency or frequencies which

are outside the necessary bandwidth and the level of which may be reduced
without affecting the corresponding transmission of information. Spurious
emissions include harmonic emissions, parasitic emissions, intermodulation
products and frequency conversion products, but exclude out-of-band
emissions.
1.144 out-of-band emission: Emission on a frequency or frequencies

immediately outside the necessary bandwidth which results from the
modulation process, but excluding spurious emissions.
9.2.12 The understanding of these definitions is completed by the definition

of the term “necessary bandwidth”:
1.152 necessary bandwidth: For a given class of emission, the width of the

frequency band which is just sufficient to ensure the transmission of
information at the rate and with the quality required under specified
conditions.
9.2.13 With increased congestion in spectrum utilization, this set of

interlinking Regulations has become a highly important starting point for dealing
with interactions between adjacent services, between services sharing the same
frequency band, and in any other situation of frequency use conflict. A depiction
of these relationships is in Figure 9-1.
9.2.14 The Regulations, in Appendix 3, specify a Table of Maximum

Permitted Spurious Emission Power Levels. These refer to the power supplied to
the antenna transmission line from the transmitter and are “never to be exceeded
values”. It is recognized that more stringent levels may be laid down by
Conference agreement or by special agreement between administrations. For
system performance reasons, ICAO SARPs often specify more stringent levels, in
effect, meeting the spirit of the “special agreement” requirements of the
Regulations.
Permissible interference and accepted interference
9.2.15 The Regulations specify these two further classes of interference:
1.167 permissible interference*: Observed or predicted interference which

complies with quantitative interference and sharing criteria contained in
these Regulations or in ITU-R Recommendations or in special agreements
as provided for in these Regulations.
1.168 accepted interference*: Interference at a higher level than that defined

as permissible interference and which has been agreed upon between two or
more administrations without prejudice to other administrations.
*1.167.1 and 1.168.1 The terms “permissible interference” and “accepted

interference” are used in the coordination of frequency assignments between
administrations.
O u t- o f - b a n d a n d s p u r io u s d o m a in s
U n w a n te d e m is s io n s U n w a n te d e m is s io n s
N e c e s s a ry
b a n d w id th
S p u r io u s d o m a in O u t-o f-b a n d O u t-o f-b a n d S p u rio u s d o m a in
d o m a in d o m a in
F r e q u e n c y o f th e e m is s io n
L im it s o f t h e n e c e s s a r y b a n d w id th
Figure 9-1. Unwanted emissions

9.2.16 These definitions have been developed to provide a basis for

planning, and they highlight the fact that frequency planning is essentially a
process involving the control of interference.
9.2.17 This concept of acceptability, based on quantitative criteria, can only

be a conditional one since it cannot negate the freedom to state a complaint of
harmful interference by a service suffering harmful interference. It would provide,
nevertheless, a basis for review and adjustment of the criteria as a condition for the
agreement to continue. In such a situation, it would be assumed that an
aeronautical safety service would be permitted to continue to operate, with the
prime obligation being on the interfering service to adjust, close down or take
other immediate action to resolve the situation.
Frequency sharing
9.2.18 Assignment planning within a service is the most notable example of

the concept of permissible interference and is the application of an agreed
protection criterion to ensure that the strength of the unwanted signal from a like
facility, or a similar facility in the same service (e.g. voice and data in the VHF
communications band), is the agreed number of decibels below that of the wanted
signal. In these cases, the acceptable performance change is normally minimal and
quite often is a change in the noise floor or the received signal-to-noise ratio. This
is highly important for systems such as VOR or ILS, or navigation systems in
general, where the changes to the received signal are not easily detectable by the
user. All of these quantitative criteria for in-service planning are developed by
ICAO for harmonized worldwide application.
9.2.19 Non-safety-of-life services, willing to share a safety-of-life band,

have to comply with the aviation safety requirements applicable in that band
including certification of radio equipment, software and radio operators, as well as
assumption of liability.
9.2.20 Frequency sharing has recently developed a new context with the

addition of services other than aeronautical services to previously exclusive
aeronautical bands. The criteria for acceptability in these cases are normally
developed by the study groups of ITU-R and embodied in their recommendations.
Bands where this procedure has already been applied are the aeronautical
radionavigation bands at 5 000–5 250 MHz, 9 000–9 500 MHz and 15.4–
15.7 GHz. As the spectrum is increasingly exploited and greater demands appear
for further uses, the principle of sharing of allocations between two compatible
services is likely to become more extensively relied on. In such discussions, the
aviation service justifies its protection requirements. Final decisions are made at
ITU conferences, sometimes against the best advice from the aviation community.
9.2.21 Sharing an allocation between two services normally places

constraints on any future expansion and implementation of both services. This can
ultimately be detrimental to aeronautical services whose expansion rate is slower
than other, more commercially-based services, in effect resulting in a first-come,
first-served situation. As mentioned above, the application of sharing criteria,
whether covered by an ITU-R Recommendation or not, cannot negate the right to
claim protection from harmful interference. Where the service interfered with has
safety-of-life functions, harmful interference would normally require immediate
termination or reduction of power of the interfering service until a permanent
resolution has been found.
Multiple interference inputs
9.2.22 Assessments of interference effects and of acceptable levels tend to

be conducted in isolation from one another. In any given practical situation, the net
effect of many potentially interfering sources must be considered and due
allowance made. An extra margin of at least 3 dB is recommended in general, with
higher values in particular cases where a number of interference sources are known
to exist (for example, see ITU-R Recommendation M.1343).
Aviation safety factor
9.2.23 Aeronautical safety applications are required to have continued

operation through worst case interference, so all factors which contribute to
harmful interference should be considered in analyses involving those applications.
An aviation safety margin is included in order to address the risk that some such
factors cannot be foreseen (for example impacts of differing modulation schemes).
This margin is applied to the system protection criteria to increase the operational
assurances to the required level. Traditionally for aviation systems/scenarios an
aviation safety margin of 6–10 dB is applied. Until established on the basis of
further study on a case-by-case basis, an aviation safety margin of not less than
6 dB should be applied.
Electromagnetic compatibility (EMC)
9.2.24 EMC is defined as the ability of a system to function satisfactorily in

an electromagnetic environment without introducing intolerable electromagnetic
disturbance to any other system in that environment.
9.2.25 Two elements, basically receiver rejection and transmitter unwanted

emissions, are fundamental design parameters in the specification and engineering
of radio systems to operate in their typical operating environment. They are
normally addressed by national legislation, such as FCC Rules in the United States
or ETSI Standards in Europe. In many countries, they are a prerequisite to the

approval of any equipment that generates radio frequency energy as a main
functional source. This includes not only communications and navigation
equipment but also computing equipment, industrial equipment, etc. The limiting
values chosen are normally selected on the basis of best judgement and on the
practical and economic factors applying in particular systems.
9.2.26 A good example of the essential need for EMC is in the case of the
multiple radio systems (and, more recently, the digital control systems) used on
board aircraft. In a modern transport aircraft, these can amount to systems
operating in about 18 different frequency bands, with typically 35 antennas. Great
care in the placement of antennas and in the internal cabling, and severe limitation
of both output power and spurious products is necessary to maintain all installed
systems within performance limits. Provisions addressing this point may be found
in the specifications for airborne equipment produced by RTCA/EUROCAE and
ARINC.
Other important radio regulations
9.2.27 Article 15 of the Radio Regulations lays down procedures and

priorities for the actions to be taken in identifying, reporting and clearing
interference. This material should be referred to for the detailed rules governing
the circumstances, scope for reporting, and actions to be taken. Important
provisions in the Radio Regulations are summarized below.
RR 15.16: Provides, in the aeronautical radionavigation service, for the

removal of identification signals when tests or adjustments are being carried out.
RR 15.36: When the service being interfered with is a safety service, provides
for direct communication to the administration having jurisdiction over the
transmitting station causing the interference.
RR 15.40: Where there is a specialized agency (such as ICAO), reports of

interference may be copied to that agency coincident with notifying the
administration responsible for the station causing the interference.
RRs 15.41 to 15.46: Describe the procedure for the reference of disputes to
the Radiocommunication Bureau. It should be noted that the Bureau has no power
of enforcement, and its actions are solely those of investigation, reporting and
arbitration.
The registration of frequencies
9.2.28 The Master International Frequency Register (MIFR) is held at the

headquarters of the ITU in Geneva and is the document in which administrations
may register their national frequency use. Following a request to the Radio-
communication Bureau, which is charged with the recording process, the
assignment will be checked against the requirements of the Radio Regulations, and
if in compliance, the frequency is recorded with the date of request. Later requests
must protect any assignment with an earlier date. If a request is not in accordance
with the Regulations, an entry may still be made, provided it does not interfere
with a registered service, but the assignment will enjoy no protection from later
registrations meeting the requirements. This is the so-called “non-interference
basis”. In the Radio Regulations, the status of recorded assignments is defined in
Article 8, and the notification procedure followed in the recording process is laid
down in Article 11.
9.2.29 Recorded assignments are the highest category of assignment and

must always be protected. However, administrations normally accept an
interference complaint provided the service is operating in accordance with the
Regulations.
9.2.30 Apart from frequencies used for NDB or HF communications,

aviation assignments are not registered with ITU on a systematic basis, although
administrations may do so if they wish. The ICAO coordination, or the bilateral
coordination in some world areas, has traditionally been accepted as a quasi-
registration process. In these cases, the ICAO Regional Air Navigation Plan
assumes the same role as the MIFR.
Summary of regulatory processes
9.2.31 The protection of aeronautical radio services is an end-to-end

process, covered at all points by agreed technical protection criteria and by
regulatory provisions, all of which are embodied in ITU Regulations, ITU-R
Recommendations and aviation documents. Considerable attention is given in
these to the needs of safety services, of which aeronautical services are examples.
Exercise of the regulatory functions is the responsibility of national
telecommunication administrations which have the necessary powers to license
equipment which conforms to agreed specifications and to take action within their
own jurisdiction, and with other administrations, to clear harmful interference.
Important elements in these processes are:
— the existence of national and international agreements on safe planning

criteria and practices;
— agreed mandatory equipment specifications which embody the necessary

control of unwanted emissions and radiations;
— an assignment planning process which is safely applied and which is

coordinated to the extent necessary with other services and
administrations;
— the efficient and effective monitoring and reporting of interference;
— immediate attention to clearing cases of harmful interference to

aeronautical radio services.
9.3 MANAGEMENT AND CONTROL

OF INTERFERENCE
9.3.1 Interference of all kinds is an ever-present feature of all radio

frequency bands, arising from the transmissions from a multiplicity of different
radio services, increasing in quantity and in power almost daily. The higher power
services, such as broadcasting, radar and some specialized defence systems, have a
potential to cause considerable disruption and must be carefully controlled. In
addition to radio services, there are many other sources of interfering radio energy,
such as industrial and medical machinery, motor vehicles, power transmission
lines and many other electrical and electronic sources. Over cities and industrial
areas particularly, the ambient radio noise can attain quite high levels making the
detection of weak signals difficult, and on occasion impossible, affecting in
particular the reception of radio in aircraft.
9.3.2 The management and control of the interference present in the radio

environment is a highly important supplementary activity to that of the
management of the radio spectrum itself. As with spectrum management, the
overall process is a layered activity with international agreement on fundamentals
in the upper layer, followed by national legislation and enforcing machinery. Good
management and minimization of harmful products also increases the effective
utilization of frequencies.
9.3.3 The basic elements in the process are:
International agreement on the regulatory basis. The elements of the basic

regulatory framework are contained in the Radio Regulations and have been
described above. These define a set of principles and actions which are
designed to provide administrations with agreed understandings for use with
other administrations and internally within their own countries. This activity
is international in character and is centred on the ITU in the first instance.
ITU Regulations are treaty obligations and in respect of interference clearance
are conscientiously followed. Where normal negotiation fails to resolve an
issue, there is scope for reference of problems to the ITU Radio Regulations
Board. However this is not a compulsory arbitration procedure, and in the
unlikely event that this fails, the service suffering the interference may have
to take independent action.
System and equipment standards. Development of standards and

specifications for systems and equipment is the second step in the process.
The standards and specifications must contain essential performance
requirements relating to the maximum permitted levels of unwanted
emissions. Internationally developed standards, such as those in aviation
agreed by ICAO and RTCA or in ITU-R Recommendations, and in Europe
those of Eureka and ETSI, have to incorporate clauses addressing these
aspects. The Spurious Emission Limits at Appendix 3 of the Radio
Regulations are “never to be exceeded” limits and negotiations are often
necessary to analyse individual situations and specify levels below those in
the Regulations. Most Annex 10 SARPs for adjacent channel frequency
planning specify levels that are lower than those in Appendix 3. A recent
example of individual negotiation may be found in the case of mobile-satellite
equipment operating in bands adjacent to that of GNSS with the potential to
interfere with approach and landing of aircraft. In this case, it was necessary
to have agreement in both ITU-R and ETSI.
Licensing of radio services. Within national territory, legislation is necessary

to provide the enforcement powers to manage and control the processes at the
operating level. National telecommunication authorities hold this responsibility
for the licensing of all radio services within their jurisdiction. In this process,
the authority must ensure that the radio system is approved to agreed standards,
that its EMC performance is adequate, and that it operates with characteristics
which are in accordance with international agreements. The national
telecommunication authority remains the regulating body for its operation in
regard to interference with other radio services. The most important
international obligation is to the Radio Regulations and ITU-R
Recommendations; others may be regional standards such as those developed in
Europe by ETSI. In the case of radio for civil aviation safety purposes, both
ground and airborne, other requirements may be applied emanating from ICAO
SARPs, RTCA and EUROCAE specifications, and for airworthiness purposes,
the TSO laid down by the FAA in the United States and the JAA in Europe.
Control and clearance of interference. As with radio licensing, the

responsibility for control and clearance of interference will normally rest with
the national telecommunication authority under the same national legislation
which addresses the detecting, the resolving and, if necessary, the closing
down of sources of interference. This will include, in addition to radio
stations, licensed or unlicensed, any equipment or system capable of radiating
and causing interference. Many industrial, scientific, computer and line
transmission systems have the potential for interference. If the service is a
safety service, action must be taken on an urgent basis. Identification of an
interference source is a difficult and often time-consuming activity. Some
aviation authorities have found it beneficial in effecting a speedy clearance to
assist the national telecommunication authority by local detection actions in
which local knowledge is used to good advantage.
9.4 ASSESSMENT OF PROTECTION
FOR AERONAUTICAL RADIO SERVICES
The nature of interference and its detection
9.4.1 Interference may not result in a change in the receiver output signal.

Particular care is necessary with systems in which the output is neither aural nor
visual, such as digital systems or systems where the output is used to operate
control systems, where interference may not be detected for some time. The task of
assessing the threat posed by other signals so as to make a decision of
acceptability, for example in allocation sharing, must however have a basis which
is logical and amenable to analysis.
9.4.2 For the assessment of compatible sharing with other radio services (a

situation becoming more common), or where the threat is unwanted emissions
from a known non-aviation system, a quantitative criterion has to be stated and
used as a reference for decision making. For this purpose, a maximum interference
threshold limit is normally chosen which has been selected on the basis of
acceptable degradation, taking into account all other environmental conditions. In
the absence of other data, the usual planning ratio for wanted-to-unwanted signals
within the aviation service should be enhanced to give a margin for uncertainties
which cannot be quantified (see 9.2.23).
9.4.3 At higher frequencies in the GHz ranges, and for wide-band low
signal services, the criterion often used is the acceptable increase in the noise floor,
or the noise temperature, of the receiving system. Antenna gains or losses are
included to replicate real-life conditions. The final approach and landing phase is
accepted as being the most important of the safety-critical services. The model
described below is recommended for this analysis.
The concept of a generalized assessment method
9.4.4 Many interference predictions have to be assessed on the basis of

theoretical analysis. An agreed standard model and methodology is used as a basis
for comparing the results of separate analyses and in formulating a conclusion on
acceptability. The need to predict interference will arise in many different
situations and, particularly, in the case where a decision on acceptable sharing of
an allocation by two services is the issue. Real-life conditions are not accurately
predictable, and theoretical analysis will invariably have to be verified under actual
operational conditions before full acceptance is given to any proposal for sharing.
9.4.5 The effects of interference and the particular form of the signal

degradation that it causes are usually dependent on the characteristics of the
interfering signal. Pulsed and continuous-type signals often produce different
results, with one or the other having more objectionable effects, or with more
invasion of the demodulating process. Whenever data relating to the effects of
specific modulations are available, these should be used to provide near realistic
analyses of the interference situation. Tests and experiments should carefully
replicate the actual interference situation as closely as possible, and quantitative
analysis should clearly indicate the relevance of the criteria to the case in question.
Variables
9.4.6 In the minimization of the effects of interference there are four main
areas on which to concentrate efforts to make improvements:
The source of the interfering signals. Control of the source is often the only
practical means of protecting aviation radio services. This can take many
forms depending on the nature of the potentially interfering signal. For radio
transmitters, close control of unwanted emissions is essential, and the use of
only necessary transmitting power to meet the requirements stated in RR 15.2
is also a discipline for operators of stations. Control at source is dependent on
effective measures at a national licensing level, and these measures
themselves should be aligned with standards agreed internationally, either
globally or regionally.
A particular example is that of industrial, scientific and medical (ISM)

equipment which use the heating effect of radio wave energy, are potential
sources of interference, and are required to operate only in designated bands and
exercise control and monitoring in accordance with RR 15.13 (see 9.5 below).
Another recent example is that of mobile-satellite terminals operating in

bands close to GNSS services, for which ITU-R and ETSI standards have
been developed.
Frequency separation. Where the interfering source operates on a discrete

frequency, the provision of a frequency separation, or guard band, between
the source and the receiver may be employed to provide the requisite
protection. In using this, account can be taken of the receiver’s rejection
response to reduce the overall effect.
Distance separation between the interference source and the aviation

receiver. Distance separation to reduce the energy of the potentially
interfering signal to an acceptable level is a standard method of establishing
the protection necessary in many practical applications. It is the method
normally employed in assignment planning, for which purpose agreed
protection and propagation path criteria are used in the calculation. In
coordination between two services, a limiting value of separation, based on
worst-case evaluation beyond which no coordination is required, is often
employed. Another notable example is the analysis of final approach
situations where a typical minimum separation distance between source and
receiver may be chosen and used in calculations to establish the acceptability
of proposed maximum spurious levels. (An ITU-R standard model for
approach and landing has been developed.)
The aviation receiver. Receivers having a good interference rejection

performance are now, in an ever-increasingly crowded spectrum, an essential
requirement. No service user can claim protection until the receiving
equipment employed in that service has been designed and built with full
regard to this requirement. The Radio Regulations in RR 3.3 make mention of
this obligation to take all measures which are economically and technically
justifiable to minimize the effects of transmissions, particularly in adjacent
bands, and RRs 3.12 and 3.13 require that radio receivers should have
adequate performance to minimize the effects of signals outside the occupied
bandwidth. The principle applied is based on the joint responsibility of both
the service that is vulnerable and the potential interferer to share equally the
burden of compatibility. Where the affected service is a safety service, such
as aeronautical radionavigation or communications, the same general
considerations apply, and receivers are expected to be resistant to expected
interferences. An example of this is the case of VOR and ILS receivers
operating adjacent to FM broadcasting.
9.4.7 Consideration of the above four elements leads to the concept of a

“standard model” for use as a tool in theoretical assessments. This is described
below.
The standard model
9.4.8 The source-path-receiver model is a three-element simulation of actual

conditions that is commonly used for assessing on a quantitative basis the
acceptability of specific limits on the production of interfering products. The
analysis may be a single evaluation or an iterative simulation depending on the
data and facilities available. The model is deterministic in its application to the
analysis of aeronautical radio services protection. That is, the receiver
susceptibility mask, the antenna losses or gains, and the propagation path and its
variabilities are all considered at their worst-case limits. From these considerations
the ideal radio frequency interference (RFI) source mask may be estimated and
tested for practical realism. A process of adjustment of the variables, particularly
distance separation, would follow to arrive at agreed standards, which if necessary
may then be embodied in regulatory material.
9.4.9 Important points in the analysis are:
Service volume. The aeronautical protection point and the service volume
chosen must take account of agreed and specified service volumes as stated in
the ICAO Annexes or in other defining documentation. Normally, this would
be the nearest service volume extremity to the interfering source. This is the
case where the source is outside the service volume. Where the source is close
to the receiver, such as during a landing operation, a carefully prepared
scenario should be used. That recommended in ITU-R Recommendation
M.1343 has been prepared by ICAO Panels and may be used in many cases.
Receiver susceptibility. The receiver criterion for acceptable degradation has

to be carefully chosen. It must relate as appropriate to a detected change in a
measurable parameter, or in perceived aural or visual reference, or in increase
in error rate or other relevant characteristic, depending on the form and
content of the receiver output. The receiver must under all conditions, with
and without normal signal input, operate within its standard performance
envelope, including measurement error limits, taking account also the real-life
environment and other known interfering sources, in arriving at the limits for
receiver susceptibility. Unacceptable change to the noise floor may be used as
the datum for systems in the higher frequency bands, for example, in
assessing interference to radar.
Propagation data. The best available propagation data, usually that

documented in CCIR and ITU-R Reports, should be used. Account must be
taken of the variability which applies to all propagation modes, and
particularly where the separation distances are at the limits, near or beyond
the radio horizon, or where seasonal phenomena, such as night effect at

LF/MF, ducting at VHF, or ionosphere conditions at HF, exist. Natural
features or shielding, such as that provided by terrain or by the aircraft body,
may be included if they are permanent features present in all cases of interest.
In many cases, free space attenuation may be used as the reference level in
calculations, especially above 1 GHz and where the distance separation
exceeds 20 km.
Installation conditions. Variables such as antenna system losses, antenna

gain in particular directions, terrain shielding or, in the case of aircraft
installations, the effects of the aircraft body, may be included as variations
from standard scenarios to produce more refined results in particular cases.
Similarly, the interfering source conditions may be treated in the same way as
a means to arrive at practical results.
The institutional processes for protection discussions

and agreements
9.4.10 The ITU Radiocommunication Assembly adopts Recommendations

dealing with all aspects of radio. This includes the interference aspects and sharing
between services. Increasing congestion and sharing of two services on the same
frequency has caused this activity to increase in intensity and depth. As spectrum
congestion spreads, this activity is likely to increase further. Adjacent band
services with a high differential in power levels, such as FM broadcast and mobile-
satellite terminals, are typical real-life problem areas encountered by aviation
services. The strategic siting of services in the Table of Frequency Allocations to
minimize adjacent band problems is no longer practicable because of the pressures
to meet requirements wherever they can be fitted in.
9.4.11 ITU-R Recommendations, resulting from the work of Study Groups,

are the normal means of documenting the conclusions and agreements on technical
bases. While these are generally only voluntary in their application, they are
nevertheless applied conscientiously by administrations and by industry. The
exceptions are a few special category subjects — NDB signal levels is one —
where a linking reference placed in the Radio Regulations gives a
Recommendation the same treaty status as a Regulation.
9.4.12 ITU-R Study Groups 4 and 5 are the most important for aviation and
deal with all mobile services, satellite and terrestrial, and with radionavigation of
all kinds. WP5B and WP4C are the principal subcomponents.
9.5 SOME SPECIAL CASES
Industrial, scientific and medical (ISM) equipment
Definition and description
9.5.1 The definition for ISM applications appears at RR 1.15 and is:
1.15 Industrial, Scientific and Medical (ISM) applications (of radio

frequency energy): Operation of equipment or appliances designed to
generate and use locally radio frequency energy for industrial, scientific,
medical, domestic or similar purposes, excluding applications in the field of
telecommunications.
9.5.2 This definition is intended to include a wide range of equipment in

which the heating effect of RF energy is utilized to perform industrial and medical
processes. High powers can be generated especially for such processes as metal
hardening (e.g. car engine crankshafts), but the application area is local to the RF
head. Measurement standards are often difficult to define, and this is particularly
true in the case of large equipment assembled on site. Electromagnetic screening
measures must be efficient in constraining the escape of energy and effective in
maintaining that level of protection.
Radio Regulations
9.5.3 In the Radio Regulations, ISM does not fall within the definition of a
radio service and is hence not subject to any of the provisions of the Regulations.
Nevertheless, frequencies are designated for ISM use with the condition that radio
services must accept interference if they are operated on the same frequencies. The
text of the Regulation concerned is:
5.150 The following bands:
13 553–13 567 kHz (centre frequency 13 560 kHz),

26 957–27 283 kHz (centre frequency 27 120 kHz),
40.66–40.70 MHz (centre frequency 40.68 MHz),
902–928 MHz in Region 2 (centre frequency 915 MHz),
2 400–2 500 MHz (centre frequency 2 450 MHz),
5 725–5 875 MHz (centre frequency 5 800 MHz), and
24–24.25 GHz (centre frequency 24.125 GHz)
are also designated for industrial, scientific and medical (ISM) applications.
Radiocommunication services operating within these bands must accept
harmful interference which may be caused by these applications. ISM
equipment operating in these bands is subject to the provisions of No. 15.13.
The text of RR 15.13 is:
15.13 9. Administrations shall take all practicable and necessary steps to

ensure that radiation from equipment used for industrial, scientific and
medical applications is minimal and that, outside the bands designated for
use by this equipment, radiation from such equipment is at a level that does
not cause harmful interference to a radiocommunication service and, in
particular, to a radionavigation or any other safety service operating in
accordance with the provisions of these Regulations.
9.5.4 In the above list (RR 5.150), particular attention has to be given to the
frequencies in the 13 MHz and 27 MHz bands, since harmonics of these fall into
both the ILS/VOR and the VHF COM bands with the potential in each case to
affect a number of assignment points within each harmonic spread (as indicated in
Figure 9-2).
1 3 .5 6 7 k H z
1 3 .5 6 7 k H z
1 3 .5 5 3 k H z
1 3 .5 6 7 k H z
IS M F R E Q U E N C IE S
1 0 8 .4 2 4 M H z
1 0 8 .5 3 6 M H z
1 2 1 .9 7 7 M H z
1 2 2 .1 0 9 M H z
1 3 5 .5 3 0 M H z
1 3 5 .6 7 0 M H z
8 th h a r m o n ic 9 t h h a r m o n ic 1 0 th h a r m o n ic
1 3 4 .5 3 0 M H z
1 3 6 .4 1 5 M H z
1 0 9 .1 2 3 M H z
1 0 7 .8 2 8 M H z
4 th h a r m o n ic 5 t h h a r m o n ic
Figure 9-2. ISM frequencies

Control of ISM equipment
9.5.5 International action to agree on standards and conditions for the radio

frequency radiations from ISM equipment takes place under the aegis of the
International Special Committee on Radio Interference (CISPR), which is a
component of the International Electrotechnical Commission (IEC). These
standards are voluntary, and it is the responsibility of national authorities to decide
on the extent and the nature of their national legislation required for the control of
interference from these systems.
ITU-R Recommendations and CISPR publications
9.5.6 ITU-R Recommendation SM-1056 recommends the use of CISPR

Publication 11 as a guide for the application of limits and methods of measurement
for ISM equipment.
Very small aperture terminals (VSAT)
9.5.7 Aviation safety in certain regions of the world has been compromised

by a lack of reliable fixed aeronautical telecommunications infrastructure used for
providing air traffic services/direct speech (ATS/DS) and aeronautical fixed
telecommunications network (AFTN) voice and data services. Service providers
working together with air traffic and navigation services and civil aviation
authorities have introduced C-band very small aperture terminal (VSAT) networks
to resolve the lack of communications. The use of C-band allows for maintaining a
reliable connection in all weather conditions; something that networks operating at
higher frequencies would not support. The basic networks evolved with improving
technology, and are currently used in a number of regions to support all
aeronautical communications services including the extension of VHF aeronautical
mobile, navigation and surveillance. VSAT networks are also used for data links
for the meteorological services. VSAT networks constitute a real infrastructure,
spanning, for example, the entire African continent and beyond. Aviation access to
the entire 3 400–4 200 MHz FSS (space-to-Earth) band and the associated 5 850–
6 725 MHz FSS (Earth-to-space) band (5 725–6 725 MHz in Region 1) is crucial
to ensure the continued growth of traffic while maintaining the required level of
safety in this region.
9.5.8 During WRC-07, the issue was addressed whether the band 3 400–
4 200 MHz should be identified for the international mobile telecommunications
(IMT) on a global basis. After study, global identification was rejected because of
the recognized need to protect FSS communications from harmful interference.
“Opt-in” footnotes were adopted however, in portions of the band in all of the ITU
Regions. In particular, allocations supporting IMT were adopted for eight-one

countries in Region 1 for the band 3 400–3 600 MHz and fourteen countries in
Region 2 for the band 3 400–3 500 MHz. The 3 500–3 600 MHz band has also
been identified for IMT in countries that opt-in in Region 3. At WRC-15, the issue
was revisited, and the band 3 400–3600 MHz was identified for IMT for the
entirety of Regions 1 and 2 and for eleven Region 3 countries, and the band 3 600–
3 700 MHz was identified for IMT in four Region 2 countries. The current
situation is described in RR Nos. 5.430A, 5.431B, 5.432A, 5.432B, 5.433A and
5.434.
9.5.9 Interference cases from IMT into VSAT were experienced after the
WRC-07 decision. Tests indicated that interference was not caused by co-channel
IMT/VSAT assignments, but by the harmonic content in the side lobes of the
radiated IMT signal into the VSAT. As a result, WRC-15 improved technical and
regulatory conditions in order to support existing and future operations of VSAT
within the frequency band 3 400–4 200 MHz as an aid for safe operation of
aircraft. In particular, the conference modified Resolution 154 (Rev. WRC-15) to
underscore the protection needs of existing and planned aeronautical and
meteorological VSAT stations. The modified Resolution also highlights the need
to license the VSAT stations and register them in the MIFR to ensure that they are
visible to all administrations concerned.
9.6 GENERAL PROTECTION LIMITS

FOR AERONAUTICAL RADIO
The limits displayed in Table 9-1 are intended to give general guidance. For
individual analysis, reference should be made to the complete definitive texts in
the authoritative documents. Particular attention in these cases needs to be given to
the specific spectral characteristics of the interfering systems.
These limits can ONLY be applied to assess intra-system interference and

CANNOT be used to assess compatibility between systems with different RF
or spectral characteristics.
Table 9-1. General protection limits
Not to be used for assessing compatibility with dissimilar systems
Intra-system
Minimum planning
signal protection
Use Frequency band dB (uV/m) ratio DB
1 Omega 10–14 kHz
2 NDB 190–850 kHz 37 (1) 15
3 HF communications 2.8–22 MHz 15
4 ILS marker beacon 74.8–75.2 MHz 46 (1) 20
5 ILS localizer 108–112 MHz 40 (1) 20
6 VOR 108–118 MHz 39 (1) 20
7 VHF communications 118–137 MHz 37 (1) 14
8 ILS glide path 328.6–335.4 MHz 52 (1) 20
9 ELT 406 MHz
10 DME 960–1 215 MHz 71 (1) 8
11 SSR 1 030–1 090 MHz
12 Primary radar (23 cm) 1 215–1 350 MHz
13 Satcom (s-E) 1 525–1 559 MHz
14 GPS 1 559–1 610 MHz –160 dBW (2)
15 GLONASS 1 559–1 610 MHz –160 dBW (2)
16 Satcom (E-s) 1 626.5–1 660.5
MHz
17 PSR (10 cm) 2 700–3 300 MHz
18 Radio altimeter 4 200–4 400 MHz
19 MLS 5 030–5 150 MHz 58 20
20 Air weather radar 5 350–5 460 MHz
21 Air weather radar 9 345–9 375 MHz
Intra-system
Minimum planning
signal protection
Use Frequency band dB (uV/m) ratio DB
22 Primary radar (3 cm) 9 000–9 500 MHz
23 Air Doppler 13.25–13.4 GHz
navigation
24 ASDE 15.4–15.7 GHz
25 RSMS 15.4–15.7 GHz
Notes.—
1. Signal levels specified in Annex.
2. At receiver terminals.
______________________
Attachment A
DEFINITIONS AND TERMS USED

IN THE ITU RADIO REGULATIONS
RELEVANT TO AVIATION
1. INTRODUCTION
Article 1 of the Radio Regulations contains all of the definitions used in the Radio
Regulations in relation to their interpretation. Some of the most important
definitions for aeronautical services have been extracted and are reproduced in this
attachment. Reference should be made to the full catalogue of definitions in
Article 1 in cases where there is a need to appreciate their hierarchical structure.
1.1 For the purposes of these Regulations, the following terms shall have
the meanings defined below. These terms and definitions do not, however,
necessarily apply for other purposes. Definitions identical to those contained
in the Annex to the Constitution or the Annex to the Convention of the
International Telecommunication Union (Geneva, 1992) are marked “(CS)” or
“(CV)” respectively.
Note.— If, in the text of a definition below, a term is printed in italics, this
means that the term itself is defined in this Article.
SECTION I — GENERAL TERMS
1.2 administration: Any governmental department or service responsible for

discharging the obligations undertaken in the Constitution of the International
Telecommunication Union, in the Convention of the International
Telecommunication Union and in the Administrative Regulations (CS 1002).
1.3 telecommunication: Any transmission, emission or reception of signs,

signals, writings, images and sounds or intelligence of any nature by wire,
radio, optical or other electromagnetic systems (CS).
1.4 radio: A general term applied to the use of radio waves.
1.6 radiocommunication: Telecommunication by means of radio waves

(CS)(CV).
A-1
A-2 Spectrum Requirements for Civil Aviation
1.7 terrestrial radiocommunication: Any radiocommunication other than

space radiocommunication or radio astronomy.
1.9 radiodetermination: The determination of the position, velocity and/or

other characteristics of an object, or the obtaining of information relating to
these parameters, by means of the propagation properties of radio waves.
1.10 radionavigation: Radiodetermination used for the purposes of

navigation, including obstruction warning.
SECTION II — SPECIFIC TERMS RELATED

TO FREQUENCY MANAGEMENT
1.16 allocation (of a frequency band): Entry in the Table of Frequency

Allocations of a given frequency band for the purpose of its use by one or
more terrestrial or space radiocommunication services or the radio
astronomy service under specified conditions. This term shall also be applied
to the frequency band concerned.
1.17 allotment (of a radio frequency or radio frequency channel): Entry of a

designated frequency channel in an agreed plan, adopted by a competent
conference, for use by one or more administrations for a terrestrial or space
radiocommunication service in one or more identified countries or
geographical areas and under specified conditions.
1.18 assignment (of a radio frequency or radio frequency channel):

Authorization given by an administration for a radio station to use a radio
frequency or radio frequency channel under specified conditions.
SECTION III — RADIO SERVICES
1.19 radiocommunication service: A service as defined in this Section

involving the transmission, emission and/or reception of radio waves for
specific telecommunication purposes.
In these Regulations, unless otherwise stated, any radiocommunication

service relates to terrestrial radiocommunication.
1.20 fixed service: A radiocommunication service between specified fixed

points.
ITU Radio Regulations Relevant to Aviation A-3
1.24 mobile service: A radiocommunication service between mobile and

land stations, or between mobile stations (CV).
1.25 mobile-satellite service: A radiocommunication service:
— between mobile earth stations and one or more space stations, or

between space stations used by this service; or
— between mobile earth stations by means of one or more space

stations.
This service may also include feeder links necessary for its operation.
1.32 aeronautical mobile service: A mobile service between aeronautical

stations and aircraft stations, or between aircraft stations, in which survival
craft stations may participate; emergency position- indicating radiobeacon
stations may also participate in this service on designated distress and
emergency frequencies.
1.33 aeronautical mobile (R)* service: An aeronautical mobile service

reserved for communications relating to safety and regularity of flight,
primarily along national or international civil air routes.
1.35 aeronautical mobile-satellite service: A mobile- satellite service in

which mobile earth stations are located on board aircraft; survival craft
stations and emergency position-indicating radiobeacon stations may also
participate in this service.
1.36 aeronautical mobile-satellite (R)* service: An aeronautical mobile-

satellite service reserved for communications relating to safety and regularity
of flights, primarily along national or international civil air routes.
1.40 radiodetermination service: A radiocommunication service for the

purpose of radiodetermination.
1.42 radionavigation service: A radiodetermination service for the purpose

of radionavigation.
1.43 radionavigation- satellite service: A radiodetermination-satellite

service used for the purpose of radionavigation.
This service may also include feeder links necessary for its operation.
1.46 aeronautical radionavigation service: A radionavigation service

intended for the benefit and for the safe operation of aircraft.
1.47 aeronautical radionavigation-satellite service: A radionavigation-

satellite service in which earth stations are located on board aircraft.
1.59 safety service: Any radiocommunication service used permanently or

temporarily for the safeguarding of human life and property.
* (R): Route
SECTION IV — RADIO STATIONS AND SYSTEMS
1.61 station: One or more transmitters or receivers or a combination of

transmitters and receivers, including the accessory equipment, necessary at
one location for carrying on a radiocommunication service, or the radio
astronomy service.
Each station shall be classified by the service in which it operates

permanently or temporarily.
1.62 terrestrial station: A station effecting terrestrial radiocommunication.
In these Regulations, unless otherwise stated, any station is a terrestrial

station.
1.63 earth station: A station located either on the Earth’s surface or within

the major portion of the Earth’s atmosphere and intended for communication:
— with one or more space stations; or
— with one or more stations of the same kind by means of one or

more reflecting satellites or other objects in space.
1.65 survival craft station: A mobile station in the maritime mobile service

or the aeronautical mobile service intended solely for survival purposes and
located on any lifeboat, life-raft or other survival equipment.
1.66A high altitude platform station: A station located on an object at an

altitude of 20 to 50 km and at a specified, nominal, fixed point relative to the
Earth.
1.67 mobile station: A station in the mobile service intended to be used

while in motion or during halts at unspecified points.
1.68 mobile earth station: An earth station in the mobile-satellite service

intended to be used while in motion or during halts at unspecified points.
1.81 aeronautical station: A land station in the aeronautical mobile service.
In certain instances, an aeronautical station may be located, for example, on

board ship or on a platform at sea.
1.82 aeronautical earth station: An earth station in the fixed- satellite

service, or, in some cases, in the aeronautical mobile- satellite service,
located at a specified fixed point on land to provide a feeder link for the
aeronautical mobile-satellite service.
1.83 aircraft station: A mobile station in the aeronautical mobile service,

other than a survival craft station, located on board an aircraft.
1.84 aircraft earth station: A mobile earth station in the aeronautical

mobile-satellite service located on board an aircraft.
1.87 radionavigation mobile station: A station in the radionavigation service

intended to be used while in motion or during halts at unspecified points.
1.88 radionavigation land station: A station in the radionavigation service

not intended to be used while in motion.
1.92 radiobeacon station: A station in the radionavigation service the

emissions of which are intended to enable a mobile station to determine its
bearing or direction in relation to the radiobeacon station.
1.93 emergency position-indicating radiobeacon station: A station in the

mobile service the emissions of which are intended to facilitate search and
rescue operations.
1.94 satellite emergency position- indicating radiobeacon: An earth station

in the mobile- satellite service the emissions of which are intended to
facilitate search and rescue operations.
1.100 radar: A radiodetermination system based on the comparison of

reference signals with radio signals reflected, or retransmitted, from the
position to be determined.
1.101 primary radar: A radiodetermination system based on the

comparison of reference signals with radio signals reflected from the position
to be determined.
1.102 secondary radar: A radiodetermination system based on the

comparison of reference signals with radio signals retransmitted from the
position to be determined.
1.103 radar beacon (racon): A transmitter-receiver associated with a fixed

navigational mark which, when triggered by a radar, automatically returns a
distinctive signal which can appear on the display of the triggering radar,
providing range, bearing and identification information.
1.104 instrument landing system (ILS): A radionavigation system which

provides aircraft with horizontal and vertical guidance just before and during
landing and, at certain fixed points, indicates the distance to the reference
point of landing.
1.105 instrument landing system localizer: A system of horizontal guidance

embodied in the instrument landing system which indicates the horizontal
deviation of the aircraft from its optimum path of descent along the axis of the
runway.
1.106 instrument landing system glide path: A system of vertical guidance

embodied in the instrument landing system which indicates the vertical
deviation of the aircraft from its optimum path of descent.
1.107 marker beacon: A transmitter in the aeronautical radionavigation

service which radiates vertically a distinctive pattern for providing position
information to aircraft.
1.108 radio altimeter: Radionavigation equipment, on board an aircraft or

spacecraft, used to determine the height of the aircraft or the spacecraft
above the Earth’s surface or another surface.
1.109A adaptive system: A radiocommunication system which varies its

radio characteristics according to channel quality.
SECTION V — OPERATIONAL TERMS
1.116 public correspondence: Any telecommunication which the offices

and stations must, by reason of their being at the disposal of the public,
accept for transmission (CS).
SECTION VI — CHARACTERISTICS OF EMISSIONS AND

RADIO EQUIPMENT
1.137 radiation: The outward flow of energy from any source in the form of
radio waves.
1.138 emission: Radiation produced, or the production of radiation, by a

radio transmitting station.
For example, the energy radiated by the local oscillator of a radio receiver
would not be an emission but a radiation.
1.144 out-of- band emission*: Emission on a frequency or frequencies

immediately outside the necessary bandwidth which results from the
modulation process, but excluding spurious emissions.
1.145 spurious emission*: Emission on a frequency or frequencies which

are outside the necessary bandwidth and the level of which may be reduced
without affecting the corresponding transmission of information. Spurious
emissions include harmonic emissions, parasitic emissions, intermodulation
products and frequency conversion products, but exclude out- of-band
emissions.
1.146 unwanted emissions*: Consist of spurious emissions and out-of-

band emissions.
1.147 assigned frequency band: The frequency band within which the

emission of a station is authorized; the width of the band equals the
necessary bandwidth plus twice the absolute value of the frequency
tolerance. Where space stations are concerned, the assigned frequency
band includes twice the maximum Doppler shift that may occur in relation to
any point of the Earth’s surface.
1.148 assigned frequency: The centre of the frequency band assigned to a

station.
1.153 occupied bandwidth: The width of a frequency band such that, below

the lower and above the upper frequency limits, the mean powers emitted
are each equal to a specified percentage β/2 of the total mean power of a
given emission.
Unless otherwise specified in an ITU-R Recommendation for the appropriate

class of emission, the value of β/2 should be taken as 0.5%.
1.161 equivalent isotropically radiated power (e.i.r.p.): The product of the

power supplied to the antenna and the antenna gain in a given direction
relative to an isotropic antenna (absolute or isotropic gain).
1.162 effective radiated power (e.r.p) (in a given direction): The product of

the power supplied to the antenna and its gain relative to a half- wave dipole
in a given direction.
______________
* The terms associated with the definitions given by Nos. 1.144, 1.145 and
1.146 shall be expressed in the working languages as follows:
Numbers In French In English In Spanish
1.144 Emission hors Out-of-band Emisión fuera

bande emission de banda
1.145 Rayonnement Spurious Emisión no

non essentiel emission esencial
1.146 Rayonnements Unwanted Emisiones no

non désirés emissions deseadas
SECTION VII — FREQUENCY SHARING
1.166 interference: The effect of unwanted energy due to one or a

combination of emissions, radiations, or inductions upon reception in a
radiocommunication system, manifested by any performance degradation,
misinterpretation, or loss of information which could be extracted in the
absence of such unwanted energy.
1.167 permissible interference*: Observed or predicted interference which

complies with quantitative interference and sharing criteria contained in
these Regulations or in ITU-R Recommendations or in special agreements
as provided for in these Regulations.
1.168 accepted interference*: Interference at a higher level than that

defined as permissible interference and which has been agreed upon
between two or more administrations without prejudice to other
administrations.
1.169 harmful interference: interference which endangers the functioning of

a radionavigation service or of other safety services or seriously degrades,
obstructs, or repeatedly interrupts a radiocommunication service operating in
accordance with Radio Regulations (CS).
1.170 protection ratio (R.F.): The minimum value of the wanted-to-

unwanted signal ratio, usually expressed in decibels, at the receiver input,
determined under specified conditions such that a specified reception quality
of the wanted signal is achieved at the receiver output.
______________
* 1.167.1 and 1.168.1 The terms “permissible interference” and “accepted
interference” are used in the coordination of frequency assignments
between administrations.
______________________
Attachment B
ACRONYMS AND ABBREVIATIONS
AAC Aeronautical administrative communications

ACAS Airborne collision avoidance system
ACP Aeronautical Communications Panel (ICAO)
ADF Automatic direction finder
ADS Automatic dependent surveillance
ADS-B Automatic dependent surveillance-broadcast
ADSP Automatic Dependent Surveillance Panel (ICAO)
AEEC Airlines Electronic and Engineering Committee
ALS Aircraft landing system
AM(OR)S Aeronautical mobile (off-route) service (ITU)
AM(R)S Aeronautical mobile (route) service (ITU)
AMS(OR)S Aeronautical mobile-satellite (off-route) service (ITU)
AMS(R)S Aeronautical mobile-satellite (route) service (ITU)
AMSS Aeronautical mobile-satellite service
AMT Aeronautical mobile telemetry
ANC Air Navigation Commission (ICAO)
AOC Aeronautical operational control
APC Aeronautical passenger communications
APT Asia-Pacific Telecommunity
ARINC Aeronautical Radio, Inc.
ARNS Aeronautical radionavigation service (ITU)
AS Aeronautical security
ASDE Airport surface detection equipment
ASMG Arab Spectrum Management Group
ATC Air traffic control
ATM Air traffic management
ATS Air traffic service
ATU African Telecommunications Union
AWOP All Weather Operations Panel (ICAO)
AWR Airborne weather radar
CAT Category (of landing)
CCIR International Radio Consultative Committee
CDMA Code division multiple access
CEPT Conférence Européene des Administrations des Postes
et des Télécommunications
(European Conference of Postal
and Telecommunications Administrations)
B-1
B-2 Spectrum Requirements for Civil Aviation
CISPR International Special Committee on Radio Interference

CITEL Comisión Interamericana de Telecomunicaciones
(Inter-American Telecommunication Commission)
CNS Communications, navigation and surveillance
COSPAS/SARSAT International satellite system for search and rescue
CPM Conference Preparatory Meeting (ITU)
DGNSS Differential global navigation satellite system
DME Distance measuring equipment
DME/N Distance measuring equipment-normal
DME/P Distance measuring equipment-precision
DSB Double sideband
DSB-AM Double sideband-amplitude modulation
EASA European Aviation Safety Agency
EESS Earth exploration-satellite service
e.i.r.p. Equivalent isotropically radiated power
ELT Emergency locator transmitter
EMC Electromagnetic compatibility
EPIRB Emergency position-indicating radio beacon (ITU)
e.r.p. Effective radiated power
ETSI European Telecommunications Standards Institute
EUROCAE European Organization for Civil Aviation Electronics
FAA Federal Aviation Administration
FANS Future air navigation systems
FCC Federal Communications Commission
FDMA Frequency division multiple access
FIS-B Flight information service-broadcast
FM Frequency modulation
FMSG Frequency Management Study Group (ICAO)
(now FSMP)
FSMP Frequency Spectrum Management Panel
(successor of ACP WG/F (frequency))
FSS Fixed-satellite service (ITU)
GBAS Ground-based augmentation system
GLONASS Global orbiting navigation satellite system
GMDSS Global maritime distress and safety system
GNSS Global navigation satellite system
GPS Global positioning system
GPWS Ground proximity warning system
GSO Geostationary orbit
HF High frequency
HFDL High frequency data link
IATA International Air Transport Association
IEC International Electrotechnical Commission
Attachment B. Acronyms and Abbreviations B-3
ILS Instrument landing system

IMO International Maritime Organization
IMT International mobile telecommunications
ISM Industrial, scientific and medical
ITU-R International Telecommunication Union
— Radiocommunication Sector
ITU-T International Telecommunication Union
— Telecommunication Standardization Sector
JAA Joint Aviation Authorities
LADGPS Local area differential global positioning system
LDACS L-band data link aeronautical communication system
LF Low frequency
MASPS Minimum aviation system performance standards
MES Mobile Earth station
MF Medium frequency
MIFR Master International Frequency Register
MLS Microwave landing system
MOPS Minimum operational performance standards
MOU Memorandum of Understanding
MPR Multi-purpose radar
MPS Minimum performance specification
MSPSR Multi-static primary surveillance radar
MSS Mobile-satellite service (ITU)
MWARA Major world air route area (ITU)
NDB Non-directional radio beacon
NGSO Non-geostationary orbit
NM Nautical mile(s)
NSP Navigation Systems Panel (ICAO)
OR Off-route
PAR Precision approach radar
PRF Pulse repetition frequency
PSR Primary surveillance radar
R Route (or en route)
RAS Radio astronomy service (ITU)
RCC Regional Commonwealth in the Field of Communications
RDARA Regional and domestic air route area (ITU)
RDSS Radiodetermination-satellite service (ITU)
RF Radio frequency
RLS Radiolocation service
RNAV Area navigation
RNS Radionavigation service
RNSS Radionavigation-satellite service
RPAS Remotely piloted aircraft systems
B-4 Spectrum Requirements for Civil Aviation
RR Radio Regulations (ITU)

RSMS Radar sensing and measurement system
RTCA RTCA Inc. (Radio Technical Commission for Aeronautics)
SARPs Standards and Recommended Practices
SIT Shipborne interrogator-transponder
SMGCS Surface movement guidance and control system
SRD Short-range device
SSB Single sideband
SSR Secondary surveillance radar
TACAN Tactical air navigation
TIS-B Traffic information service-broadcast
TSO Technical Standard Order
UAS Unmanned aircraft systems
(equivalent ICAO acronym is RPAS)
UAT Universal access transceiver
UHF Ultra-high frequency
UWB Ultra-wideband
VDL Very high frequency digital link
VGE Voluntary Group of Experts (ITU)
VHF Very high frequency
VLF Very low frequency
VOR VHF omnidirectional radio range
VSAT Very small aperture terminal
WAAS Wide area augmentation system
WAIC Wireless avionics intra-communications
WARC World Administrative Radio Conference (ITU)
WP Working Party (ITU)
WRC World Radiocommunication Conference (ITU)
______________________
Attachment C
THE REGULATION OF
RADIO EQUIPMENT IN AIRCRAFT
1. INTRODUCTION
This attachment describes the processes for the regulation of the radio equipment
carried by civil aircraft. It identifies and highlights, in particular, the essential role
of the agreements made in the ITU as they affect the radio systems carried by
aircraft for air navigation. In this examination, it separates the two distinctive and
complementary areas of regulation, the first for telecommunications, and the
second for aviation safety. Compliance with both is necessary before any
international flight can be undertaken. It shows that the constituent parts of these
regulatory processes have some functions arrived at through the process of
international agreements, which are then incorporated into national regulations,
and others (particularly the development of performance standards) which are
developed by voluntary agreement between all interested parties and then adopted
by national law as the basis of the regulation.
2. BACKGROUND
2.1 Modern aircraft are equipped with many radio systems operating in a

possible seventeen different frequency bands ranging from 9 kHz to 15 GHz.
Approximately half of the systems have both transmit and receive functions, and
the remainder are receive only. Three are for primary communications purposes,
and up to twelve are for radionavigation functions, including three which have
integral and complementary data links. In the course of a flight, an aircraft may
traverse territory other than that of its State of Registry and must therefore be
regulated within a systematic framework of internationally agreed rules. These
rules must ensure that the flight is safe for passengers and crew, and free from risk
of damage to persons and property on the ground. As a part of this regulatory
process, the radio installations must conform to agreed performance standards,
must operate in correct frequency bands, must be licensed by appropriate
authorities, and be operated by licensed personnel.
2.2 The regulatory framework to ensure these requirements has, as its basis,

two quite separate international agreements which are implemented at the national
level by two sets of national regulatory bodies. An outline description of the
organizational elements of this framework is given below.
C-1
C-2 Spectrum Requirements for Civil Aviation
3. THE REGULATORY FRAMEWORK
Telecommunications regulation
3.1 ITU World Radiocommunication Conferences agree upon the allocation

of radio frequency bands to be used for aeronautical communications and
radionavigation which are then incorporated in the Radio Regulations as part of
Chapter II, Frequencies. In this chapter, Article 5, Frequency Allocations, contains
the frequency allocation limits, the geographical scope and the status of the
allocation, the sharing with other services, and any special conditions which apply.
Chapter VIII of the Radio Regulations, on Aeronautical Services, deals with
licensing, inspection, infringements, interference and related matters for
aeronautical radio stations. The basic technical parameters for frequency stability,
permitted levels of spurious emissions and other spectrum use parameters are
agreed by ITU-R and embodied in ITU-R Recommendations which are then
incorporated by reference in the main body of the Regulations. Taken together,
these form a body of regulations for use by national telecommunications
authorities to control ground and airborne radio stations in regard to their basic
transmit and receive functioning and their use. The use of radio in an aircraft when
outside its State of Registry must conform to these basic licensing conditions.
Aviation regulation
3.2 The safety aspects of the operation of civil aircraft are governed by the
terms of the Convention on International Civil Aviation (Doc 7300). In the context
of the carriage and operation of radio, Article 30 of the Convention requires an
aircraft on international carriage to carry radio transmitting apparatus only if a
licence to install and operate such equipment has been issued by the appropriate
authorities of the State of Registry. The Convention does not define the national
body to exercise the function, which is normally that body with responsibility for
telecommunications. In addition, Article 31 requires that all of the radio equipment
on board shall be covered by a certificate of airworthiness, invariably issued by the
authority with responsibility for aviation safety. Article 37 calls for the adoption of
international Standards and Recommended Practices (SARPs) dealing with, inter
alia, communications and navigation aids. SARPs normally address all interface
parameters, including radio frequency (RF), performance, coding, etc., to ensure
worldwide interoperability. These provisions form the major part of the
international framework for aviation safety in regard to the radio systems carried
by aircraft. It should be noted that ICAO SARPs are only agreed for systems
which are standardized on a worldwide basis, and hence do not include such self-
contained systems as radio altimeters and airborne weather radar, carried as a
mandatory requirement by many aircraft, and which also meet the certificate of
airworthiness requirements.
Attachment C. The Regulation of
Radio in Aircraft C-3
National regulations
3.3 The respective national authorities for telecommunications and for

aviation in the State of Registry of an aircraft are responsible for ensuring
compliance with the international agreements within their competence and
jurisdiction. It is common for the telecommunications licence to be issued by that
authority only when the aviation safety requirements have been approved and a
certificate of airworthiness has been granted by the aviation authorities. The total
authorization thus embodies the permission to transmit and receive radio signals
(the telecommunications part), and the certification that the systems are
satisfactory for the navigation of the aircraft (the air safety part). Aircraft are
frequently transferred from one country to another on delivery after manufacture
or by wet or dry lease during their lifetime. The country of acceptance may agree
to transfer the certificate of airworthiness with the aircraft as a practical means of
compliance with international agreements. This latter procedure is recognized in
Article 33 of the ICAO Convention and in Article 18 of the Radio Regulations.
4. AIRWORTHINESS APPROVAL AND THE ISSUE

OF A CERTIFICATE OF AIRWORTHINESS
4.1 The process of airworthiness approval of the radio in aircraft includes

requiring the assurance of the correct functioning of the equipment after its
installation in the aircraft, which includes its performance as a working
communications or radionavigation system, as well as its compatibility with other
on-board radio and electronic systems. Prior to its installation, the equipment must
have received approval under a Technical Standard Order (TSO) issued by a
responsible body such as the Federal Aviation Administration (FAA) in the United
States or the European Aviation Safety Agency (EASA) in Europe.
4.2 A TSO defines the performance and environmental requirements for the
airborne radio system concerned and is traditionally based on the minimum
performance specifications (MPS) developed in voluntary bodies such as RTCA in
the United States and EUROCAE in Europe. This voluntary collaborative process,
in which all the interested parties (administrators, radio system manufacturers,
aircraft constructors, airlines, etc.) participate, has the advantage of facilitating the
achievement of performance parameters that are realistic and which can be
manufactured at economic cost levels.
4.3 Standardization of aircraft wiring and physical details (form and fit) is

further carried out through the Aeronautical Radio, Inc. (ARINC) Characteristic —
a document developed by the Airlines Electronic and Engineering Committee
C-4 Spectrum Requirements for Civil Aviation
(AEEC), an international body for which ARINC provides the secretarial service.
The ARINC Characteristic also includes all the performance requirements,
sometimes enhanced over those of the TSO, and is the specification that is
generally used for the procurement of radio for commercial aircraft.
4.4 The processes of airworthiness for most aviation radio systems

recognize that some environmental and performance requirements can be relaxed
for aircraft used only for private or pleasure purposes, outside the airspace used by
commercial aviation and on short flights. The telecommunications requirements
remain the same as those for commercial aircraft.
4.5 Airworthiness requirements for radio not used for navigation or air

traffic needs, e.g. passenger telephones, are usually limited to an assurance that it
is not a safety hazard and does not, in any way, affect the correct functioning of the
other radio and electronic systems carried for safety purposes.
5. SUMMARY
The above describes the main regulatory features which apply to the use of radio in
aircraft. They are characterized by:
a) the requirement to observe two sets of international treaty obligations,

ITU and ICAO;
b) the participation of two national regulatory bodies, one for

telecommunications aspects and one for air safety approval
requirements; and
c) a voluntary collaborative process for the preparation of performance

specifications.
______________________
Attachment D
REVIEW AND UPDATE
1. Section 7-II identifies the prime objectives of this document, of which the
most important is that of providing an up-to-date record of ICAO policy on the
provisions in the ITU Radio Regulations for use by ICAO and its Member States.
With ITU WRCs being held, in general, every four years, and numerous ITU-R
preparatory activities and other studies taking place in the intervals, there is
continuous activity in which aviation must actively participate. Appropriate
responses to these activities include:
a) the timely development of the ICAO Position for WRCs; and
b) the development of updates to this handbook, including the relevant policy

statements, in the light of the amendments to the Radio Regulations as
agreed by ITU and the ICAO Position for future conferences.
A practical procedure for update of this handbook, including the policy statements
and the development of the ICAO Position, is outlined below and sequenced to
include the requirements for internal ICAO approval, consultation with States,
divisional meetings when they occur and general publishing and dissemination
requirements.
2. The review and update cycle, based on the four-year interval between
WRCs, is believed to provide the best compromise between the twin goals of
expediency and accuracy. It embodies important milestones such as the approval
of the Air Navigation Commission (ANC) and Council of ICAO and the provision
of advice to Member States in timescales that are achievable and suitable (see
Figure D-1).
3. The sequence of events for the development of the ICAO Position for the
next WRC, as well as necessary amendments to this handbook including the policy
statements, in such a process incorporates the following:
• Review by ICAO of the Final Acts of the most recent WRC, including a
review of the agenda for the next WRC and the preparation of policy
proposals (ICAO Position for the next WRC and revised policy
statements in this handbook by the appropriate ICAO body). In this
process, the focal point for developing proposals in ICAO is the FSMP.
D-1
D-2 Spectrum Requirements for Civil Aviation
Figure D-1. Review and update cycle of the ICAO Position

and the RF handbook
Attachment D. Review and Update D-3
• Update of the technical and regulatory material in this handbook;
• Initial review of the ICAO Position for the next WRC and policy
statements in this handbook by the ANC;
• Issue of State letter with the draft ICAO Position for the next WRC
inviting comments from States and international organizations on the
proposals sent to States and international organizations;
• Final review of States’ comments and consequential updated policy

statements in this handbook by the ANC;
• Approval of the ICAO Position for the next WRC and updated policy
statements by the Council. Shortly before the next WRC, a last review of
any necessary update of the ICAO Position will be undertaken by the
ANC and Council, as required;
• Final discussions and informal briefings on the latest information; and
• Commencement of the next WRC.
______________________
Attachment E
APPROACH FOR ESTABLISHING AND PROMOTING

THE ICAO POSITION FOR FUTURE ITU WORLD
RADIOCOMMUNICATION CONFERENCES
1. INTRODUCTION
This attachment presents a long-term approach for establishing and promoting the
ICAO Position for future ITU World Radiocommunication Conferences (WRCs)
with a view to securing support for the ICAO Position from ITU administrations
and relevant international organizations.
2. BASIS FOR THE ICAO POSITION
2.1 The ICAO Position is developed on the basis of current and future

aviation requirements for radio frequency spectrum, taking into account the
expected growth in air traffic and the development of new technologies.
2.2 The long-term implementation strategy contained in the Global Air

Navigation Plan (Doc 9750) forms the basis for the spectrum requirements.
2.3 The ICAO policy on radio frequency spectrum requirements, as

approved by the Council, is contained in this handbook.
2.4 The framework for the development and support of the ICAO Position
is contained in Assembly Resolution A38-6.
3. DEVELOPMENT OF THE ICAO POSITION
3.1 The ICAO Position for a WRC is established as early as possible after

the agenda for that WRC is established. The position presents the ICAO views on
all agenda items of interest to international civil aviation on the agenda of the
WRC, with particular regard to the impact on safety, regularity and efficiency of
flight. Technical and operational information is provided as required to support the
position.
E-1
E-2 Spectrum Requirements for Civil Aviation
3.2 The focal point on all aspects related to the development of the ICAO
Position for WRCs is the Frequency Spectrum Management Panel (FSMP).
3.3 Throughout the development of the position, proper coordination with

and involvement of the ICAO Regional Offices is required. Their involvement
enables the incorporation of specific regional requirements and helps achieve
improved support at the regional and national level.
3.4 The draft ICAO Position developed by the FSMP is reviewed by the

ANC and sent to States and relevant international organizations for comment. The
comments are reviewed by the ANC, and a consolidated ICAO Position is
submitted by the ANC to the Council for approval.
3.5 After approval by the Council, the ICAO Position is sent to States for
use in the coordination process leading to the development of national positions.
The ICAO Position is also submitted as an information paper to the WRC.
3.6 Following the development of the ICAO Position, consequential

amendments to policy statements contained in this handbook are developed for
approval by the Council.
3.7 Any subsequent developments arising from ICAO and ITU activities in

preparation for the WRC are considered by the Council with a view to updating the
ICAO Position as necessary.
4. SUPPORT FOR THE ICAO POSITION
4.1 Assembly Resolution A38-6 shall be fully implemented so as to secure

support from States for the ICAO Position and ensure that the resources necessary
to support increased participation by ICAO to international and regional spectrum
management activities are made available.
4.2 In addition to being submitted to States (paragraph 3.5 refers), the ICAO
Position is also disseminated, as early as possible, to the regional telecommunication
organizations involved in the development of regional positions for WRCs.
Presentation of the position and follow-up is provided by the relevant ICAO
Regional Offices, with assistance from Headquarters as required.
Attachment E. Approach for Establishing and Promoting the ICAO
Position for Future ITU World Radiocommunication Conferences E-3
4.3 ICAO contributes to WRC preparatory activities conducted by ITU

(meetings of relevant ITU-R Study Groups and ITU Conference Preparatory
Meetings) by submitting additional technical papers supporting the ICAO Position.
4.4 Close coordination and cooperation with other aviation organizations

participating in the conference, such as IATA, need to be maintained. Also,
coordination with other specialized agencies of the UN on issues of common
interest is required to broaden the support for specific elements of the ICAO
Position.
4.5 Regional ICAO coordination meetings to present and discuss the ICAO

Position should be organized as required. These meetings could be held in
conjunction with the meetings of the FMSP.
5. NEW TRENDS IN SPECTRUM MANAGEMENT
5.1 In the application of the strategy outlined above, a number of new trends
influencing the allocation of spectrum today and in the future need to be taken into
account. Such trends, which may affect the availability of adequate and protected
spectrum for aviation, include:
a) the increased role of the private sector in the work of the ITU;
b) the increased economic value of spectrum for certain applications;
c) the increased availability of radio devices that do not require licensing

by radiocommunication authorities; and
d) the increased pressure for sharing spectrum allocated to aeronautical

services with non-aeronautical services.
5.2 The increased role of the private sector in the ITU has had an adverse
impact on the influence of inter-governmental bodies such as ICAO. This situation
was addressed at the 2002 ITU Plenipotentiary Conference (PP-02) with a view to
strengthening the role of ICAO in ITU.
5.3 The economic value of spectrum allocated to certain applications can

exceed by far the economic value of aeronautical applications of the same
spectrum. This has recently been demonstrated by the results of the “spectrum
auctions” conducted in several countries to support future commercial mobile
multimedia systems. This situation requires aviation to identify clearly the need
and economic value of required spectrum in certain bands and to consider

innovative approaches to guarantee the required level of safety-service availability.
5.4 Technical trends such as the ones mentioned in sub-paragraphs 5.1 c)

and d) have the potential of increasing interference levels to aeronautical systems
and must therefore be carefully assessed on a case-by-case basis. A comprehensive
investigation of interference levels and available margins in all aeronautical bands
needs to be conducted urgently.
6. ASSEMBLY RESOLUTION A38-6
The ICAO Assembly approved Resolution A38-6 on the “Support of the ICAO
policy on radio frequency spectrum matters” as follows:
Whereas ICAO is the specialized agency of the United Nations responsible

for the safety, regularity and efficiency of international civil aviation;
Whereas ICAO adopts international Standards and Recommended Practices

(SARPs) for aeronautical communications systems and radio navigation aids;
Whereas the International Telecommunication Union (ITU) is the specialized

agency of the United Nations regulating the use of the radio frequency spectrum;
Whereas the ICAO Position, as approved by the Council, for ITU World
Radiocommunication Conferences (WRCs) is the result of the coordination of
international aviation requirements for radio frequency spectrum;
Whereas a comprehensive frequency spectrum strategy is required by aviation

to support timely availability and appropriate protection of adequate spectrum;
Whereas a sustainable environment for growth and technology development

is required to support safety and operational effectiveness for current and future
operational systems and allow for the transition between present and future
technologies;
Recognizing that the development and the implementation of the

communications, navigation and surveillance/air traffic management (CNS/ATM)
systems and the safety of international civil aviation could be seriously jeopardized
unless requirements for appropriate aviation safety spectrum allocations are
satisfied and protection of those allocations is achieved;
Recognizing that to ensure optimal use of the frequency spectrum allocated to

aviation, efficient frequency management and use of best practices are required;
Recognizing that support from ITU member administrations is required to

ensure that the ICAO Position is supported by the WRC and that aviation
requirements are met;
Considering the urgent need to increase such support due to the growing demand
for spectrum and aggressive competition from commercial telecommunications
services;
Considering the increased level of ITU WRC preparation activities associated

with the growing demand for bandwidth from all users of the radio frequency (RF)
spectrum, as well as the increased importance of the development of regional
positions by regional telecommunication bodies such as APT, ASMG, ATU,
CEPT, CITEL and RCC;*
Considering Recommendations 7/3 and 7/6 of the Special Communications/

Operations Divisional Meeting (1995) (SP COM/OPS/95), Recommendation 5/2
of the 11th Air Navigation Conference (2003) and Recommendation 1/12 of the
12th Air Navigation Conference (2012);
The Assembly:
1. Urges Member States, international organizations and other civil

aviation stakeholders to support firmly the ICAO frequency spectrum strategy and
the ICAO Position at WRCs and in regional and other international activities
conducted in preparation for WRCs, including by the following means:
a) working together to deliver efficient aeronautical frequency management

and “best practices” to demonstrate the effectiveness and relevance of
the aviation industry in spectrum management;
b) supporting ICAO activities relating to the aviation frequency spectrum

strategy and policy through relevant expert group meetings and regional
planning groups;
*
*APT: Asia-Pacific Telecommunity; ASMG: Arab Spectrum
Management Group; ATU: African Telecommunications Union; CEPT:
the European Conference of Postal and Telecommunications
Administrations; CITEL: Comisión Interamericana de
Telecomunicaciones; RCC: Regional Commonwealth in the field of
Communications.
c) undertaking to provide for aviation interests to be fully integrated in the

development of their positions presented to regional telecommunications
fora involved in the preparation of joint proposals to the WRC;
d) including in their proposals to the WRC, to the extent possible, material

consistent with the ICAO Position;
e) supporting the ICAO Position and the ICAO policy statements at ITU
WRCs as approved by Council and incorporated in the Handbook on
Radio Frequency Spectrum Requirements for Civil Aviation (Doc 9718);
f) undertaking to provide civil aviation experts to fully participate in the

development of States’ and regional positions and development of
aviation interests at the ITU; and
g) ensuring, to the maximum extent possible, that their delegations to

regional conferences, ITU study groups and WRCs include experts from
their civil aviation authorities and other civil aviation stakeholders who
are fully prepared to represent aviation interests;
2. Requests the Secretary General to bring to the attention of ITU the

importance of adequate radio frequency spectrum allocation and protection for the
safety of aviation;
3. Instructs the Council and the Secretary General, as a matter of high

priority within the budget adopted by the Assembly, to ensure that the resources
necessary to support the development and implementation of a comprehensive
aviation frequency spectrum strategy as well as increased participation by ICAO in
international and regional spectrum management activities are made available; and
4. Declares that this resolution supersedes Resolution A36-25.
______________________
Attachment F
ICAO POSITION FOR THE INTERNATIONAL

TELECOMMUNICATION UNION (ITU)
WORLD RADIOCOMMUNICATION
CONFERENCE 2019 (WRC-19)
SUMMARY
The ICAO Position aims at protecting aeronautical access to

appropriately protected spectrum for radiocommunication and
radionavigation systems that support current and future safety-of-
flight applications. In particular, it stresses that safety considerations
require that adequate protection against harmful interference must be
ensured.
Support of the ICAO Position by Contracting States is required to

ensure that the position is supported at WRC-19 and that aviation
requirements are met.
CONTENTS
1. INTRODUCTION
2. ICAO AND THE INTERNATIONAL REGULATORY FRAMEWORK
3. SPECTRUM REQUIREMENTS FOR INTERNATIONAL CIVIL AVIATION
4. AERONAUTICAL ASPECTS ON THE AGENDA FOR WRC-19
F-1
F-2 Spectrum Requirements for Civil Aviation
1. INTRODUCTION
1.1 The ICAO Position on issues of interest to international civil aviation to

be addressed at the 2019 ITU World Radiocommunication Conference (WRC-19)
is presented below. The agenda of this conference is contained in this attachment.
The ICAO Position is to be considered in conjunction with Section 7-II and
Chapter 8 of this handbook.
1.2 ICAO supports the working principle within the ITU, as established

during studies for WRC-07, that the compatibility of ICAO standard systems with
existing or planned aeronautical systems operating in accordance with
international aeronautical standards will be ensured by ICAO. Compatibility of
ICAO standard systems with non-ICAO standard aeronautical systems (or non-
aeronautical systems) will be addressed in the ITU.
2. REGULATORY FRAMEWORK
2.1 ICAO is the specialized agency of the United Nations providing for the
international regulatory framework for civil aviation. The Convention on
International Civil Aviation is an international treaty providing required provisions
for the safety of flights over the territories of the 192 ICAO Member States and
over the high seas. It includes measures to facilitate air navigation, including
international Standards and Recommended Practices commonly referred to as
SARPs.
2.2 The ICAO Standards constitute the rule of law through the ICAO
Convention and form a regulatory framework for aviation, covering personnel
licensing, technical requirements for aircraft operations, airworthiness
requirements, aerodromes and systems used for the provision of communications,
navigation and surveillance, as well as other technical and operational
requirements.
3. SPECTRUM REQUIREMENTS FOR

INTERNATIONAL CIVIL AVIATION
3.1 Air transport plays a major role in driving sustainable economic and

social development in hundreds of nations. Since the mid-1970s, air traffic growth
has consistently defied economic recessionary cycles, expanding two-fold once
every fifteen years. The Air Transport Action Group estimated that in 2014, air
Attachment F. ICAO Position for the International Telecommunication
Union (ITU) World Radiocommunication Conference 2019 (WRC-19) F-3
transport directly and indirectly supported the employment of 62.7 million people,
contributing over U.S. $2.7 trillion to the global gross domestic product (GDP),
and carried over 3.3 billion passengers and 50.4 million tonnes of cargo worth U.S.
$6.4 trillion.
3.2 The safety of air operation is dependent on the availability of reliable

communication and navigation services. Current and future communication,
navigation, and surveillance/air traffic management (CNS/ATM) systems are
highly dependent upon the availability of sufficient, suitably protected radio
spectrum that can support the high integrity and availability requirements
associated with aeronautical safety systems. Spectrum requirements for current and
future aeronautical CNS systems are specified in the ICAO Spectrum Strategy (see
Chapter 8 of this handbook), as addressed by the Twelfth Air Navigation
Conference, and as approved by the ICAO Council.
3.3 In support of the safety aspects related to the use of radio frequency
spectrum by aviation, Article 4.10 of the Radio Regulations states, “ITU Member
States recognize that the safety aspects of radionavigation and other safety
services require special measures to ensure their freedom from harmful
interference; it is necessary therefore to take this factor into account in the
assignment and use of frequencies.” In particular, compatibility of aeronautical
safety services with co-band or adjacent band aeronautical non-safety services or
non-aeronautical services must be considered with extreme care in order to
preserve the integrity of the aeronautical safety services.
3.4 The continuous increase in air traffic movements as well as the

additional requirement for accommodating new and emerging applications such as
unmanned aircraft systems (UAS1) is placing an increased demand on both the
aviation regulatory and air traffic management mechanisms. As a result, the
airspace is becoming more complex and the demand for frequency assignments
(and consequential spectrum allocations) is increasing. While some of this demand
can be met through improved spectral efficiency of existing radio systems in
frequency bands currently allocated to aeronautical services, it is inevitable that
these frequency bands may need to be increased or additional aviation spectrum
allocations may need to be agreed upon to meet this demand.
3.5 The ICAO Position for the ITU WRC-19 was initially developed in
2016 with the assistance of the Frequency Spectrum Management Panel (FSMP)
and was reviewed by the Air Navigation Commission at the fourth meeting of its
203rd Session on 24 November 2016. Following the review by the Commission, it
was submitted to ICAO Contracting States and relevant international organizations
1
. UAS is referred to in ICAO as remotely piloted aircraft systems (RPAS).
for comment. After a further review of the ICAO Position in the light of the
comments received by the Commission on 9 May 2017, the ICAO Position was
reviewed and approved by the ICAO Council on 19 June 2017.
3.6 States and international organizations are requested to make use of the

ICAO Position, to the maximum extent possible, in their preparatory activities for
WRC-19 at the national level, in the activities of the regional telecommunication
organizations2 and in the relevant meetings of the ITU.
4. AERONAUTICAL ASPECTS
ON THE AGENDA FOR WRC-19
Note 1.― The statement of the ICAO Position on an agenda item is

given in a text box at the end of the section addressing the agenda item, after the
introductory background material.
Note 2.― WRC-19 Agenda Items 1.10 and 9.1 (Issue 9.1.4) are of
primary interest to aviation and are included in this position.
Note 3.― Aviation should participate in studies regarding WRC-19

Agenda Items 1.7, 1.8, 1.9, 1.11, 1.12, 1.13, 1.14, 1.16, 4, 8 and 9.1 (Issue 9.1.3
and Issue 9.1.6), to ensure there is no undue impact. As a result, they are included
in this position.
Note 4.― No impact on aeronautical services has been identified from

WRC-19 Agenda Items 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.15, 2, 3, 5, 6, 7, 9.1
(Issu 9.1.1, Issue 9.1.2, and Issue 9.1.5), 9.2 and 9.3 which are therefore not
addressed in this position.
2
.African Telecommunications Union (ATU), Arab Spectrum Management Group
(ASMG), Asia-Pacific Telecommunity (APT), European Conference of Postal and
Telecommunications Administrations (CEPT), Inter-American Telecommunication
Commission (CITEL), and the Regional Commonwealth in the Field of
Communications (RCC).
WRC-19
Agenda Item 1.7
Agenda item title:
To study the spectrum needs for telemetry, tracking and command in the
space operation service for non-GSO satellites with short duration missions,
to assess the suitability of existing allocations to the space operation service
and, if necessary, to consider new allocations, in accordance with
Resolution 659 (WRC-15).
Discussion:
Requirements have been identified for non-GSO satellites with short duration
missions. Studies leading up to WRC-15 determined that those requirements
would not necessitate new regulatory regimes, rather they could be addressed as
part of the space operation service (SOS). WRC-19 studies will determine if
existing SOS allocations are sufficient, and if not, will consider new allocations
within the frequency ranges 150.05‒174 MHz and 400.15‒420 MHz. Portions of
these frequency bands are utilized by aviation for systems operating in the fixed
service, for aviation support of maritime search and rescue operations, and for
emergency position indicating radio beacons (EPIRBs) which operate in the
frequency band 406‒406.1 MHz which is monitored globally by satellite
(COSPAS/SARSAT). Protection of EPIRBs from in-band and adjacent band
interference is ensured by several provisions of the ITU Radio Regulations (RR).
In this respect, Article 5 allocates the band 406‒406.1 MHz exclusively to the
mobile-satellite service (Earth-to-space) limited to EPIRBs (see RR No. 5.266).
Appendix 15 to the RR states that any emission capable of causing harmful
interference to distress and safety communications in the band 406‒406.1 MHz is
prohibited (see RR Nos. 5.267 and 4.22). Resolution 205 (Rev. WRC-15) ensures
protection of EPIRBs operating in the band 406‒406.1 MHz from adjacent band
interference by requesting administrations not to make new frequency assignments
to the fixed and mobile service stations in the adjacent bands 405.9‒406.0 MHz
and 406.1‒406.2 MHz.
In addition to concerns about the impact of new frequency allocations on

aeronautical systems, aviation is also currently considering proposals by various
entities for the use of so-called space planes 3 to either act as a relatively cheap
re-useable satellite launch vehicle or to carry tourists who wish to experience space
3
.A space plane is taken to be an aerospace vehicle that operates as an aircraft in Earth’s
atmosphere, as well as a spacecraft when in space.
travel. It is expected that such vehicles will be the precursor to hypersonic travel
that could cut the time taken to travel from Europe to Australia from
approximately 24 hours to 90 minutes.
Such vehicles will need access to spectrum to both monitor the flight progress as
well as interact with air traffic control for clearance through other traffic to both
climb to the cruise altitude as well as to descend into the destination airport. Given
that they intend to operate above the Karman line but sub-orbitally any spectrum
requirement does not naturally fall under either terrestrial or satellite definitions,
the spectrum needed may well either totally or in part be met under a space
operation service allocation. Therefore, ICAO would not want to see any action
taken under this agenda item that would preclude the use of SOS allocations for
space planes should this service be deemed appropriate for such use.
ICAO position:
To oppose consideration of possible allocation to the space

operation service in the frequency range 405.9‒406.2 MHz unless
agreed ITU-R studies have proven aviation use of the EPIRBs
operating in the frequency band 406‒406.1 MHz is protected in
accordance with Resolution 205 (Rev. WRC-15) and
RR No. 5.267.
To oppose any new allocations to the space operations service in

other frequency bands/ranges that could impact aviation systems
unless agreed ITU-R studies have proven sharing and
compatibility with those systems.
To ensure that any change to the regulatory provisions and

spectrum allocations resulting from this agenda item do not
preclude the use of any particular allocations for space planes if
the radiocommunication service is deemed appropriate for such
use.
WRC-19
Agenda Item 1.8
Agenda item title:
To consider possible regulatory actions to support global maritime distress

safety systems (GMDSS) modernization and to support the introduction of
additional satellite systems into the GMDSS, in accordance with
Resolution 359 (Rev. WRC-15).
Discussion:
Search and rescue aircraft and helicopters are an integral part of the global
maritime distress and safety system, providing a rapid search capability that can
effect a rescue or direct surface vessels to the scene of the incident. As such, they
are fitted with appropriate GMDSS radio equipment to facilitate such activities. It
is therefore essential to ensure that any change to the regulatory provisions and
spectrum allocations resulting from this agenda item does not adversely impact on
the capability of search and rescue aircraft to effectively communicate with vessels
during disaster relief operations.
In addition, ICAO requires, inter alia, that satellite systems supporting aeronautical
satellite safety communications (aeronautical mobile-satellite (route) service),
must comply with priority requirements contained in ICAO Standards and
Recommended Practices (SARPs)4. Therefore, if a system which already carries
such communications were to be identified to also carry GMDSS, any resultant
changes to the Radio Regulations should not adversely impact that, or other,
systems’ SARPs compliance.
4
.Annex 10, Volume III, paragraph 4.4.1: “Every aircraft earth station and ground earth
station shall be designed to ensure that messages transmitted in accordance with
Annex 10, Volume II, 5.1.8, including their order of priority, are not delayed by the
transmission and/or reception of other types of messages. If necessary, as a means to
comply with the above requirement, message types not defined in Annex 10, Volume
II, 5.1.8 shall be terminated even without warning, to allow Annex 10, Volume II, 5.1.8
type messages to be transmitted and received.”
ICAO position:

spectrum allocations resulting from this agenda item does not
adversely impact the capability of search and rescue aircraft to
effectively communicate with vessels during disaster relief
operations.
To ensure that any regulatory provisions in response to this

agenda item do not adversely impact SARPs compliance of
aeronautical mobile-satellite (route) service satellite systems.
WRC-19
Agenda Item 1.9
Agenda item title:
To consider, based on the results of ITU-R studies:
1.9.1 regulatory actions within the frequency band 156‒162.05 MHz

for autonomous maritime radio devices to protect the GMDSS
and automatic identifications system (AIS), in accordance with
Resolution 362 (WRC-15);
1.9.2 modifications of the Radio Regulations, including new spectrum

allocations to the maritime mobile-satellite service (Earth-to-
space and space-to-Earth), preferably within the frequency
bands 156.0125‒157.4375 MHz and 160.6125‒162.0375 MHz of
Appendix 18, to enable a new VHF data exchange system
(VDES) satellite component, while ensuring that this
component will not degrade the current terrestrial VDES
components, applications specific messages (ASM) and AIS
operations and not impose any additional constraints on
existing services in these and adjacent frequency bands as stated
in recognizing d) and e) of Resolution 360 (Rev. WRC-15).
Discussion:
Search and rescue aircraft and helicopters are an integral part of the global maritime
distress and safety system (GMDSS), providing a rapid search capability that can
effect a rescue or direct surface vessels to the scene of the incident. As such they are
fitted with appropriate GMDSS radio equipment to facilitate such activities. It is
therefore essential to ensure that any change to the regulatory provisions and
spectrum allocations resulting from this agenda item does not adversely impact on
the capability of search and rescue aircraft to effectively communicate with vessels
ICAO position:

spectrum allocations resulting from this agenda item does not
adversely impact aviation systems, including the capability of
search and rescue aircraft to effectively communicate with vessels
WRC-19
Agenda Item 1.10
Agenda item title:
To consider spectrum needs and regulatory provisions for the introduction

and use of the global aeronautical distress and safety system (GADSS), in
accordance with Resolution 426 (WRC-15).
Discussion:
ICAO, upon the completion of a Special Meeting on Global Flight Tracking of

Aircraft in Montréal, May 2014, forged consensus among its Member States and
the international air transport industry sector that tracking of flights anywhere in
the world was a near-term priority. The meeting concluded that global flight
tracking should be pursued as a matter of urgency and, as a result, two groups were
formed: an ICAO Ad hoc Working Group on Aircraft Tracking which developed a
concept of operations to support future development of a global aeronautical
distress and safety system (GADSS); and an industry-led group within the ICAO
framework called the Aircraft Tracking Task Force (ATTF) that identified near-
term capabilities for normal flight tracking using existing technologies. In
combination, those efforts will address issues such as:
a) aircraft tracking under normal and abnormal conditions;
b) autonomous distress tracking;
c) flight data recovery; and
d) GADSS procedures and information management.
The GADSS concept, as being developed, describes in an evolutionary manner the

execution of actions in the short, medium and long terms with each action resulting
in benefits. While the systems needed have yet to be fully defined, it is anticipated
that there may be a need to change a number of Radio Regulations, for example,
some of those contained in Chapter VII — Distress and Safety Communications
(Articles 30 to 34) and Chapter VIII — Aeronautical Services (Articles 35 to 45),
in order to facilitate the introduction of such systems. As such an agenda item has
been established for WRC-19 that is flexible enough to address any requirement
for such changes.
ICAO has an advisory group developing the concept of operations for GADSS.
This work is to be completed in 2017 and, as it is further developed, a need may be
identified for additional provisions to Article 5, or other articles, in order to
address additional radio spectrum requirements or strengthen current provisions.
ICAO will support studies as called for as part of Resolution 426 (WRC-15) to
identify the additional/modified regulatory provisions required to support GADSS.
Additional information on the development of the ICAO Global Tracking Initiatives

can be found at: http://www.icao.int/safety/globaltracking/Pages/GADSS-
Update.aspx.
ICAO position:
To support studies to identify any regulatory changes required for

the implementation of GADSS in accordance with ICAO
requirements, and action by WRC-19 to integrate those changes
into the Radio Regulations.
WRC-19
Agenda Item 1.11
Agenda item title:
To take necessary actions, as appropriate, to facilitate global or regional

harmonized frequency bands to support railway radiocommunication systems
between train and trackside within existing mobile service allocations, in
Discussion:
Railway transportation systems are evolving, integrating different technologies in

order to facilitate various functions. These can include, for instance, sending
commands, operating control and data transmissions between train and trackside
systems to meet the needs of a high-speed railway environment. Those functions
may not be supported by the current narrowband railway radiocommunication
systems so infrastructure investment will be required. As a result, this agenda item
looks for studies leading to global or regional harmonized frequency bands, to the
extent possible, for the implementation of railway radiocommunication systems
between train and trackside (RSTT) within existing mobile-service allocations.
According to the current ITU-R documents existing RSTT operate in portions of

several frequency ranges, including 140‒150 MHz, 330‒360 MHz, 410‒420 MHz
and 450‒460 MHz, however this list of the bands may be not exhaustive. Taking
into account that the band 328.6‒335.4 MHz is allocated to the aeronautical
radionavigation service on a primary basis limited to ILS glide path and since the
aeronautical mobile service is a subset of the mobile service, aviation should
monitor this agenda item to ensure protection of aeronautical systems/frequency
bands.
ICAO position:
To ensure, on the basis of agreed ITU-R studies, that any

regulatory actions within existing mobile-service bands do not
impact existing aeronautical systems operating in accordance with
the Radio Regulations.
WRC-19
Agenda Item 1.12
Agenda item title:
To consider possible global or regional harmonized frequency bands, to the

maximum extent possible, for the implementation of evolving intelligent
transport systems (ITS) under existing mobile-service allocations, in
Discussion:
Information and communication technologies can be integrated in a vehicle system

to provide intelligent transport systems (ITS) communication applications for the
purpose of improving traffic management and assisting safe driving. Future
vehicular radiocommunication technologies and ITS broadcast systems are
emerging and, while some administrations have harmonized frequency bands for
ITS radiocommunication applications, others have not. Recognizing that
harmonized spectrum and international standards would facilitate worldwide
deployment of ITS radiocommunications and provide for economies of scale in
bringing ITS equipment and services to the public, ITU-R studies will consider
possible global or regional harmonized frequency bands for the implementation of
evolving ITS under existing mobile-service allocations.
The mobile-service frequency bands that are currently being studied or used for
ITS communications applications include 5 725‒5 875 MHz (dedicated short range
communications) and 57‒66 GHz (integrated systems for ITS). The frequency
range 76‒81 GHz is also being studied for ITS, however it is for vehicular
collision avoidance radars.
Since the aeronautical mobile service is a subset of the mobile service, aviation
should monitor this agenda item to ensure protection of aeronautical
systems/frequency bands.
ICAO position:
To ensure, on the basis of agreed ITU-R studies, that any

regulatory actions within existing mobile-service bands do not
impact existing aeronautical systems operating in accordance with
the Radio Regulations.
WRC-19
Agenda Item 1.13
Agenda item title:
To consider identification of frequency bands for the future development of

international mobile telecommunications (IMT), including possible additional
allocations to the mobile service on a primary basis, in accordance with
Resolution 238 (WRC-15).
Discussion:
Resolution 238 (WRC-15) identifies a number of frequency bands/ranges between

24.25 Ghz and 86 GHz that can be considered under this agenda item to be
identified for the terrestrial component of international mobile telecommunication
(IMT) use, namely:
— 24.25‒27.5 GHz, 37‒40.5 GHz, 42.5‒43.5 GHz, 45.5‒47 GHz, 47.2‒

50.2 GHz, 50.4‒52.6 GHz, 66‒76 GHz and 81‒86 GHz, which have
allocations to the mobile service on a primary basis; and
— 31.8‒33.4 GHz, 40.5‒42.5 GHz and 47‒47.2 GHz, which may require

additional allocations to the mobile service on a primary basis.
The frequency band 24.25‒24.65 GHz is used for airport surface detection

equipment (ASDE) in some countries. Additionally, the frequency range 31.8‒
33.4 GHz is identified in this handbook as also being used for ASDE. The higher
frequency ranges give greater resolution; a factor that is gaining greater importance
with the ever increasing density of traffic at airports.
The 31.8‒33.4 GHz frequency range is also used for embedded systems that
generate navigation information and a video image of the external scene and
provide them to the pilot. The band offers a good compromise between resolution
and atmosphere penetration in bad weather conditions.
The frequency range 76‒81 GHz is allocated to the radiolocation service on a

primary basis in all three ITU regions and is planned to be used for non-safety-
critical, advisory applications on the airport surface such as wing-tip radar.
According to Resolution 238 (WRC-15), the frequency range 76‒81 GHz is
excluded from consideration for IMT, however, any new identification for the
terrestrial component of IMT should ensure adjacent band protection of these
aviation applications.
Finally, the frequency bands 43.5‒47 GHz and 66‒71 GHz have allocations to the
radionavigation and/or radionavigation-satellite services. However no aeronautical
systems have currently been identified as operating in those frequency bands.
ICAO position:
To oppose any identification of a frequency band for IMT that

could impact aviation systems, within a new or existing allocation
to the mobile service in the frequency range 24.25 to 86 GHz,
unless agreed ITU-R studies demonstrate no adverse impact to
those systems.
WRC-19
Agenda Item 1.14
Agenda item title:
To consider, on the basis of ITU-R studies in accordance with Resolution 160

(WRC-15), appropriate regulatory actions for high-altitude platform stations
(HAPS), within existing fixed service allocations.
Discussion:
High altitude platform stations (HAPS) are defined in RR No. 1.66A as stations
located on an object at an altitude of 20 to 50 km and at a specified, nominal, fixed
point relative to the Earth. Under this agenda item, the following studies will be
conducted:
a) To review the current RR identifications for HAPS in the bands 6 440‒

6 520 MHz, 6 560‒6 640 MHz, 27.9‒28.2 GHz, 31.0‒31.3 GHz, 47.2‒
47.5 GHz and 47.9‒48.2 GHz and the related WRC Resolutions with a
view to possibly modifying the geographical limitations and conditions
of operation of HAPS in these bands.
b) In order to meet any spectrum needs that could not be satisfied in the
frequency bands indicated in a) above, to study the following bands
already allocated to the fixed service on a primary basis for possible
identification for HAPS:
— on a global level: 38‒39.5 GHz; and
— on a regional level: in Region 2, 21.4‒22 GHz and 24.25‒ 27.5 GHz.
HAPS are designed to deliver various communication services over a wide area
without the need for ground infrastructure. For example, administrations that
currently use VSATs for the provision of aeronautical communication due to the
lack of ground infrastructure may be able to use HAPS as an alternative, possibly
cheaper, means of providing that infrastructure. Additionally, in the future aviation
may wish to incorporate the use of platforms such as HAPS into the global air-
ground communication network. It is therefore important to ensure that any action
taken under this agenda item does not adversely affect the potential use of HAPS
for aeronautical purposes in the future.
An additional concern is the platform on which the HAPS resides. Care must be
taken that radio links used for the HAPS communications service function do not
impact any radio links used for safe operation (e.g. command and control links or
see-and-avoid) of those platforms.
ICAO position:
If agreed ITU-R studies demonstrate there is no adverse impact on

aeronautical systems including those used for the safe operation of
the platform on which the HAPS resides, then support the use of
fixed service allocations for HAPS provided that any regulatory
actions taken within the existing allocations to the fixed service
noted in Resolution 160 (WRC-15) do not constrain the potential
future use of those HAPS fixed links as part of aeronautical
communication systems (e.g. VSAT enhancement).
WRC-19
Agenda Item 1.16
Agenda item title:
To consider issues related to wireless access systems, including radio local

area networks (WAS/RLAN), in the frequency bands between 5 150 MHz and
5 925 MHz, and take the appropriate regulatory actions, including additional
spectrum allocations to the mobile service, in accordance with Resolution 239
(WRC-15).
Discussion:
This agenda item seeks to identify additional spectrum to facilitate the

development of wireless access systems, including radio local area networks
(WAS/RLAN) in the frequency bands between 5 150 MHz and 5 925 MHz. A
number of aviation systems used for the assurance of safety of flight operate in the
three frequency bands identified below. It is essential to ensure that any new
allocation to the mobile service, or changes to existing regulations, does not
adversely impact the operation of these systems.
5 150‒5 250 MHz
The use of WAS/RLAN in this band is currently limited to indoor systems and in
accordance with Resolution 229 (Rev. WRC-12). The intention of the WRC-19
studies is to attempt to show compatibility between incumbent services and outdoor
WAS/RLAN systems, using appropriate mitigation measures. From an aviation
perspective, the frequency band 5 150‒5 250 MHz is also allocated worldwide on a
primary basis to the aeronautical radionavigation service (ARNS), to the fixed-
satellite service (RR No. 5.447A), and in some countries of Region 1 and in Brazil to
the aeronautical mobile service for aeronautical telemetry (RR No. 5.446C). The
frequency band is catalogued in Report ITU-R M.2204 as available for possible use
by UAS sense and avoid collision awareness ARNS systems that are designed to
operate independently of aircraft collision avoidance systems (ACAS) and are
considered to be an autonomous operational safety element for avoidance of other air
traffic in the vicinity. The technical and operating standards for airborne sense and
avoid systems will be available to support any WRC-19 studies.
The frequency band immediately below 5 150 MHz is allocated to the ARNS, the
aeronautical mobile-satellite (R) service and the aeronautical mobile service which
is limited to aeronautical telemetry and to the aeronautical mobile (R) service. The
latter is intended for broadband airport surface communications (i.e. AeroMACS).
5 350‒5 470 MHz
The intention of the studies is to attempt to allocate the frequency range 5 350‒
5 470 MHz to the mobile service with a view to accommodating WAS/RLAN use.
The frequency range 5 350‒5 470 MHz is allocated worldwide on a primary basis

to the ARNS and used on some aircraft for airborne weather radar. Airborne
weather radar is a safety-critical instrument assisting pilots in deviating from
Previous studies performed by ITU-R indicated that sharing in the frequency bands
5 350–5 470 MHz between WAS/RLAN and certain airborne weather radar types
was not feasible if existing WAS/RLAN mitigation measures limited to the
regulatory provisions of Resolution 229 (Rev. WRC-12) were used. Sharing may
only be feasible if additional WAS/RLAN mitigation measures are developed,
studied and implemented. In addition, the autonomous UAS sense and avoid
system described for the 5 150‒5 250 MHz band above is also being designed to
be capable of operating in this frequency band.
5 850‒5 925 MHz
The intention of the studies is to accommodate WAS/RLAN use under the existing
primary mobile service allocation in frequency band 5 850‒5 925 MHz.
Aeronautical mobile telemetry: RR No. 5.457C allows some countries in

Region 2 to use the band 5 925‒6 700 MHz for aeronautical mobile telemetry for
flight testing, however the footnote notes that “any such use does not preclude the
use of this band by other mobile service applications or by other services to which
this band is allocated on a co-primary basis and does not establish priority in the
Radio Regulations”. It should be noted that there is a primary mobile allocation in
all three regions in the 5 850‒5 925 MHz band.
Fixed satellite service (FSS) systems used for aeronautical purposes: The
frequency range 5 850‒5 925 MHz is used by aeronautical VSAT networks for
transmission (E-s) of critical aeronautical and meteorological information.
ICAO position:
To ensure, on the basis of agreed ITU-R studies, that any new

provisions, or changes to existing regulatory provisions, in the
frequency bands/ranges 5 150‒5 250 MHz, 5 350‒5 470 MHz and
5 850‒5 925 MHz do not adversely impact aviation systems.
WRC-19
Agenda Item 4
Agenda item title:
In accordance with Resolution 95 (Rev. WRC-07) to review the resolutions

and recommendations of previous conferences with a view to their possible
revision, replacement or abrogation.
ICAO Position:
Resolutions:
Action
Resolution No. Title recommended
18 (Rev. WRC-15) Relating to the procedure for Modify to reflect
identifying and announcing the position current
of ships and aircraft of States not aeronautical
parties to an armed conflict practice.
20 (Rev. WRC-03) Technical cooperation with developing No change
countries in the field of aeronautical
telecommunications
26 (Rev. WRC-07) Footnotes to the Table of Frequency No change
Allocations in Article 5 of the Radio
Regulations
27 (Rev. WRC-12) Use of incorporation by reference in the No change
Radio Regulations.
28 (Rev. WRC-15) Revision of references to the text of No change
ITU-R Recommendations incorporated
by reference in the Radio Regulations
63 (Rev. WRC-12) Protection of radiocommunication No change
services against interference caused by
radiation from industrial, scientific and
medical (ISM) equipment
Action
76 (Rev. WRC-15) Protection of geostationary fixed- No change
satellite service and geostationary
broadcasting-satellite service networks
from the maximum aggregate
equivalent power flux-density produced
by multiple non-geostationary fixed-
satellite service systems in frequency
bands where equivalent power flux-
density limits have been adopted
95 (Rev. WRC-07) General review of the Resolutions and No change
Recommendations of world
administrative radio conferences and
world radiocommunication conferences
114 (Rev. WRC-15) Compatibility between the aeronautical No change
radionavigation service and the fixed-
satellite service (Earth-to-space)
(limited to feeder links of the non-
geostationary mobile-satellite systems
in the mobile-satellite service) in the
frequency band 5 091–5 150 MHz
140 (Rev. WRC-15) Measures and studies associated with the No change
equivalent power flux-density (epfd)
limits in the frequency band 19.7‒
20.2 GHz
154 (WRC-15) Consideration of technical and No change
regulatory actions in order to support
existing and future operation of fixed-
satellite service earth stations within
the frequency band 3 400–4 200 MHz,
as an aid to the safe operation of
aircraft and reliable distribution of
meteorological information in some
countries in Region 1
Action
155 (WRC-15) Regulatory provisions related to earth Modify as
stations on board unmanned aircraft necessary based
which operate with geostationary- on the results of
satellite networks in the fixed satellite on-going/
service in certain frequency bands not completed studies.
subject to a Plan of Appendices 30,
30A and 30B for the control and non-
payload communications of unmanned
aircraft systems in non-segregated
airspaces
157 (WRC-15) Study of technical and operational Modify as
issues and regulatory provisions for necessary based
new non-geostationary satellite orbit on the results of
systems in the 3 700‒4 200 MHz, studies under
4 500‒4 800 MHz, 5 925‒6 425 MHz WRC-19,
and 6 725‒7 025 MHz frequency bands Agenda Item 9.1,
allocated to the fixed-satellite service Issue 9.1.3.
160 (WRC-15) Facilitating access to broadband Modify or
applications delivered by high-altitude suppress as
platform stations necessary based
on the results of
studies carried out
under WRC-19,
Agenda Item 1.14.
205 (Rev. WRC-15) Protection of the systems operating in No change
the mobile-satellite service in the
frequency band 406–406.1 MHz
207 (Rev. WRC-15) Measures to address unauthorized use No change
of and interference to frequencies in the
frequency bands allocated to the
maritime mobile service and to the
aeronautical mobile (R) service
217 (WRC-97) Implementation of wind profiler radars No change
Action
222 (Rev. WRC-12) Use of the frequency bands 1 525– No change
1 559 MHz and 1 626.5–1 660.5 MHz
by the mobile-satellite service, and
procedures to ensure long-term
spectrum access for the aeronautical
mobile-satellite (R) service
225 (Rev. WRC-12) Use of additional frequency bands for No change
the satellite component of IMT
239 (WRC-15) Studies concerning Wireless Access Modify or
Systems including radio local area suppress as
networks in the frequency bands necessary based
between 5 150 MHz and 5 925 MHz on the results of
studies carried out
under WRC-19,
Agenda Item 1.16.
339 (Rev. WRC-07) Coordination of NAVTEX services No change
354 (WRC-07) Distress and safety radiotelephony No change
procedures for 2 182 kHz
356 (WRC-07) ITU maritime service information No change
registration
360 (Rev. WRC-15) Consideration of regulatory provisions Modify as
and spectrum allocations to the necessary based
maritime mobile-satellite service to on the results of
enable the satellite component of the studies carried out
VHF Data Exchange System and under WRC-19,
enhanced maritime Agenda Item 1.9.1.
radiocommunication
361 (WRC-15) Consideration of regulatory provisions No change
for modernization of the Global
Maritime Distress And Safety System
and related to the implementation of e-
navigation
405 Relating to the use of frequencies of the No change
Action
413 (Rev. WRC-12) Use of the band 108–117.975 MHz by No change
417 (Rev. WRC-15) Use of the frequency band 960– No change
1 164 MHz by the aeronautical mobile
(R) service
418 (Rev. WRC-15) Use of the frequency band 5 091– No change
5 250 MHz by the aeronautical mobile
service for telemetry applications
422 (WRC-12) Development of methodology to Suppress as a
calculate aeronautical mobile-satellite result of the
(R) service spectrum requirements approval of
within the frequency bands 1 545– Recommendation
1 555 MHz (space-to-Earth) and ITU-R M.2091.
1 646.5–1 656.5 MHz (Earth-to-space)
424 (WRC-15) Use Of Wireless Avionics Intra- No change
Communications in the frequency band
4 200‒4 400 MHz
425 (WRC-15) Use of the frequency band 1 087.7‒ Modify as
1 092.3 MHz by the aeronautical necessary to
mobile-satellite (R) service (Earth-to- reflect the results
space) to facilitate global flight of completed
tracking for civil aviation studies.
426 (WRC-15) Studies on spectrum needs and Modify or
regulatory provisions for the suppress as
introduction and use of the Global necessary based
Aeronautical Distress And Safety on the results of
System studies carried out
under WRC-19,
Agenda Item 1.10.
608 (Rev. WRC-15) Use of the frequency band 1 215– Modify as
1 300 MHz by systems of the necessary to
radionavigation-satellite service (space- reflect the results
to-Earth) of completed
studies.
Action
609 (Rev. WRC-07) Protection of aeronautical No change
radionavigation service systems from
the equivalent power flux-density
produced by radionavigation-satellite
service networks and systems in the
1 164–1 215 MHz band
610 (WRC-03) Coordination and bilateral resolution of No change
technical compatibility issues for
radionavigation satellite service
networks and systems in the bands
1 164–1 300 MHz, 1 559–1 610 MHz
and 5 010–5 030 MHz
612 (Rev. WRC-12) Use of the radiolocation service No change
between 3 MHz and 50 MHz to support
oceanographic radar operations
659 (WRC-15) Studies to accommodate requirements Modify or
in the space operation service for non- suppress as
geostationary satellites with short necessary based
missions on the results of
studies carried out
under WRC-19,
Agenda Item 1.7.
705 (Rev. WRC-15) Mutual protection of radio services Modification as
operating in the frequency band 70– necessary to
130 kHz reflect the results
of completed
studies.
729 (Rev. WRC-07) Use of frequency adaptive systems in No change
the MF and HF bands
748 (Rev. WRC-15) Compatibility between the aeronautical No change
mobile (R) service and the fixed-
satellite service (Earth-to-space) in the
Action
762 (WRC-15) Application of power flux-density criteria No change
to assess the potential for harmful
interference under No. 11.32A for
fixed-satellite and broadcasting-satellite
service networks in the 6 GHz and
10/11/12/14 GHz frequency bands not
subject to a Plan
763 (WRC-15) Stations on board sub-orbital vehicles Modify to reflect
the results of
studies under
WRC-19,
Agenda Item 9.1,
Issue 9.1.4.
Recommendations:
Recommendation Action
No. Title recommended
7 (Rev. WRC-97) Adoption of standard forms for ship No change
station and ship earth station licences
and aircraft station and aircraft earth
station licences
9 Relating to the measures to be taken to No change
prevent the operation of broadcasting
stations on board ships or aircraft
outside national territories
71 Relating to the standardization of the No change
technical and operational
characteristics of radio equipment
75 (Rev. WRC-15) Study on the boundary between the out- Consider
of-band and spurious domains of modification and
primary radars using magnetrons expansion to
address the changes
necessary to reflect
current radar
designs.
Recommendation Action
No. Title recommended
401 Relating to the efficient use of No change
aeronautical mobile (R) worldwide
frequencies
608 (Rev. WRC-07) Guidelines for consultation meetings No change
established in Resolution 609
(WRC-03)
WRC-19
Agenda Item 8
Agenda item title:
To consider and take appropriate action on requests from administrations to

delete their country footnotes or to have their country name deleted from
footnotes, if no longer required, taking into account Resolution 26 (Rev. WRC-
07).
Discussion:
Allocations to the aeronautical services are generally made for all ITU Regions
and normally on an exclusive basis. These principles reflect the global process of
standardization within ICAO for the promotion of safety and to support the global
interoperability of radiocommunication and radionavigation equipment used in
civil aircraft. In some instances, however, footnotes to the ITU Table of Frequency
Allocations allocate spectrum in one or more countries to other radio services in
addition or alternatively to the aeronautical service to which the same spectrum is
allocated in the body of the table.
The use of country footnote allocations to non-aeronautical services in aeronautical

bands is generally not recommended by ICAO, on safety grounds, as such use may
result in harmful interference to safety services. Furthermore, this practice
generally leads to an inefficient use of available spectrum to aeronautical services,
particularly when the radio systems sharing the band have differing technical
characteristics. It also may result in undesirable (sub-) regional variations with
respect to the technical conditions under which the aeronautical allocations can be
used. This can have a serious impact on the safety of aviation.
The following footnotes in aeronautical bands should be deleted for safety and
efficiency reasons as discussed below:
a) In the frequency bands used for the ICAO instrument landing system (ILS),
(marker beacons 74.8‒75.2 MHz; localizer 108‒112 MHz and glide path
328.6‒335.4 MHz) and the VHF omnidirectional radio range system (VOR);
108‒117.975 MHz, RR Nos. 5.181, 5.197 and 5.259 allow for the
introduction of the mobile service on a secondary basis and subject to
agreement obtained under RR No. 9.21 when these bands are no longer
required for the aeronautical radionavigation service. The use of both ILS
and VOR is expected to continue. In addition, WRC-03, as amended by
WRC-07, introduced RR No. 5.197A stipulating that the band 108‒
117.975 MHz is also allocated on a primary basis to the aeronautical mobile

(R) service (AM(R)S), limited to systems operating in accordance with
recognized international aeronautical standards. Such use shall be in
accordance with Resolution 413 (Rev. WRC-12). The use of the band 108‒
112 MHz by the AM(R)S shall be limited to systems composed of ground-
based transmitters and associated receivers that provide navigational
information in support of air navigation functions in accordance with
recognized international aeronautical standards. As a result, access to these
bands by the mobile service is not feasible, in particular since no acceptable
sharing criteria that secure the protection of aeronautical systems have been
established to date. RR Nos. 5.181, 5.197 and 5.259 should now be deleted
since they do not represent a realistic expectation for an introduction of the
mobile service in these bands.
b) RR Nos. 5.201 and 5.202 allocate the frequency bands 132‒136 MHz

and 136‒137 MHz in some States to the aeronautical mobile (off-route)
service (AM(OR)S). Since these frequency bands are heavily utilized for
ICAO-standard VHF voice and data communications, those allocations
should be deleted.
c) In the frequency band 1 215‒1 300 MHz which is used by civil aviation

for the provision of radionavigation services through RR No. 5.331.
RR No. 5.330 allocates the band in a number of countries to the fixed and
mobile service. Given the receiver sensitivity of aeronautical uses of the
frequency band, ICAO does not support the continued inclusion of an
additional service through country footnotes. ICAO would therefore urge
administrations to remove their name from the RR No. 5.330.
d) In the frequency bands 1 610.6‒1 613.8 MHz and 1 613.8‒1 626.5 MHz,

which is assigned to the aeronautical radionavigation service, and portions
of which are utilized for the aeronautical mobile-satellite (R) service,
RR No. 5.355 allocates the band on a secondary basis to the fixed service
in a number of countries. Given that this band is allocated to a safety of life
service, ICAO does not support the continued inclusion of an additional
service through country footnotes. ICAO would therefore urge
administrations to remove their name from the RR No. 5.355.
e) In the frequency bands 1 550‒1 559 MHz, 1 610‒1 645.5 MHz and

1 646.5‒1 660 MHz which are assigned to mobile-satellite services,
including in some portions assignment to or use by the aeronautical mobile-
satellite (R) service, RR No. 5.359 also allocates the bands to the fixed
service on a primary basis in a number of countries. Given that portions of
these bands are utilized by a safety-of-life service, ICAO does not support
the continued use of RR No. 5.359 country footnote. ICAO would therefore
urge administrations to remove their name from RR No. 5.359.

f) In the frequency band 4 200‒4 400 MHz, which is reserved for use by
airborne radio altimeters and wireless avionics intra-communications
(WAIC), RR No. 5.439 allows the operation of the fixed service on a
secondary basis in one country. Radio altimeters are a critical element in
aircraft automatic landing systems and serve as a sensor in ground
proximity warning systems. WAIC provides aircraft safety
communications between points on an airframe. Interference from the
fixed service has the potential to affect the safety of both of these
systems. Deletion of this footnote is recommended.
ICAO position:
To support deletion of RR Nos. 5.181, 5.197 and 5.259, as access

to the frequency bands 74.8‒75.2, 108‒112 and 328.6‒335.4 MHz
by the mobile service is not feasible and could create the potential
for harmful interference to important radionavigation systems
used by aircraft at final approach and landing as well as systems
operating in the aeronautical mobile service operating in the
frequency band 108‒112 MHz.
To support deletion of RR Nos. 5.201 and 5.202, as use by the

AM(OR)S of the frequency bands 132‒136 MHz and 136‒
137 MHz in some States may cause harmful interference to
aeronautical safety communications.
To support deletion of RR No. 5.330 as access to the frequency

band 1 215‒1 300 MHz by the fixed and mobile services could
potentially cause harmful interference to services used to support
aircraft operations.

bands 1 610.6‒1 613.8 and 1 613.8‒1 626.5 MHz by the fixed
services could potentially jeopardize aeronautical use of these
frequency bands.

bands 1 550‒1 559 MHz, 1 610‒1 645.5 MHz and 1 646.5‒
1 660 MHz by the fixed services could potentially jeopardize
aeronautical use of those frequency bands.
To support the deletion of RR No. 5.439 to ensure the protection

of the safety critical operation of radio altimeters and WAIC
systems in the frequency band 4 200‒4 400 MHz.

Note 1.— Administrations indicated in the footnotes mentioned in the ICAO
Position above which are urged to remove their country names from these
footnotes are as follows:
No. 5.181 Egypt, Israel and the Syrian Arab Republic.
No. 5.197 Syrian Arab Republic.
No. 5.201 Armenia, Azerbaijan, Belarus, Bulgaria, Estonia, the Russian

Federation, Georgia, Hungary, Iran (Islamic Republic of), Iraq, Japan,
Kazakhstan, Moldova, Mongolia, Mozambique, Uzbekistan, Papua New Guinea,
Poland, Kyrgyzstan, Romania, Tajikistan, Turkmenistan and Ukraine.
No. 5.202 Saudi Arabia, Armenia, Azerbaijan, Belarus, Bulgaria, the United
Arab Emirates, the Russian Federation, Georgia, Iran (Islamic Republic of),
Jordan, Oman, Uzbekistan, Poland, the Syrian Arab Republic, Kyrgyzstan,
Romania, Tajikistan, Turkmenistan and Ukraine.
No. 5.259 Egypt and the Syrian Arab Republic.
No. 5.330 Angola, Saudi Arabia, Bahrain, Bangladesh, Cameroon, China,

Djibouti, Egypt, the United Arab Emirates, Eritrea, Ethiopia, Guyana, India,
Indonesia, Iran (Islamic Republic of), Iraq, Israel, Japan, Jordan, Kuwait, Nepal,
Oman, Pakistan, the Philippines, Qatar, the Syrian Arab Republic, Somalia,
Sudan, South Sudan, Chad, Togo and Yemen.
No. 5.355 Bahrain, Bangladesh, Congo (Rep of the), Djibouti, Egypt, Eritrea,
Iraq, Israel, Kuwait, Qatar, Syrian Arab Republic, Somalia, Sudan, South Sudan,
Chad, Togo and Yemen.
No. 5.359 Germany, Saudi Arabia, Armenia, Azerbaijan, Belarus, Benin,

Cameroon, the Russian Federation, France, Georgia, Guinea, Guinea-Bissau,
Jordan, Kazakhstan, Kuwait, Lithuania, Mauritania, Uganda, Uzbekistan,
Pakistan, Poland, the Syrian Arab Republic, Kyrgyzstan, the Dem. People’s Rep.
of Korea, Romania, Tajikistan, Tunisia, Turkmenistan and Ukraine.
No. 5.439 Iran (Islamic Republic of)
31/7/18
Corr.
WRC-19
Agenda Item 9.1
Agenda item title:
To consider and approve the report of the Director of the

Radiocommunication Bureau, in accordance with Article 7 of the Convention:
On the activities of the Radiocommunication Sector since WRC-15.
Note.― The subdivision of Agenda Item 9.1 into issues, such as 9.1.1 and
9.1.2 was made at the first session of the Conference Preparatory Meeting for
WRC- 19 (CPM19-1) and is summarized in the BR Administrative Circular
CA/226, 23rd December 2015.
Issue 9.1.3:
Resolution 157 (WRC-15) – Study of technical and operational issues and

regulatory provisions for non-geostationary-satellite orbit systems in the
3 700‒4 200 MHz, 4 500‒4 800 MHz, 5 925‒6 425 MHz and 6 725‒7 025 MHz
frequency bands allocated to the fixed-satellite service.
Discussion:
The frequency bands 3 700‒4 200 MHz and 5 925‒6 425 MHz are the main bands
for VSAT transmissions used for aeronautical ground-ground communications,
and parts are also used for feeder links for aviation satellite communications. In
addition, the 3 700‒4 200 MHz frequency band is adjacent to, and the 4 500‒
4 800 MHz band is near to, the frequency band 4 200‒4 400 MHz in which radio
altimeters and wireless avionics intra-communications (WAIC) systems operate.
These systems are critical elements supporting safe operation of the aircraft in all
phases of flight including navigation, automated landing and safety
communications between points on the airframe. Recent study work in the ITU
and ICAO, based on information provided by the manufacturers, has shown in
theory that radio altimeters can be susceptible to possible interference from
systems operating in nearby frequency bands. It is therefore essential to ensure,
through sharing studies, that any new system allowed to operate in an adjacent or
nearby frequency band will not exceed the interference criteria laid down in ITU-R
Recommendation M.2059: Operational and technical characteristics and
protection criteria of radio altimeters utilizing the band 4 200‒4 400 MHz.
ICAO position:
To oppose any new or changes to existing regulatory provisions in

Article 21 of the ITU Radio Regulations for the frequency bands
3 700‒4 200 MHz and 5 925‒6 425 MHz unless it has been
demonstrated through agreed ITU-R studies that there will be no
impact from the potential introduction of new non-geostationary-
satellites on aviation use in those bands.
To oppose introduction of new non-geostationary-satellites in

frequency bands near to the frequency band 4 200‒4 400 MHz unless
aviation use of that band is ensured through agreed ITU-R studies.
Issue 9.1.4:
Resolution 763 (WRC-15) – Stations on board sub-orbital vehicles
Discussion:
Space planes or sub-orbital vehicles have been discussed at a conceptual level for
some time. However, with the advances in technology, the first re-useable space
vehicle that can routinely take off and land on a traditional runway is close to
becoming a reality with a number of companies either close to or actually testing
vehicles. It is expected that such vehicles will be the precursor to hypersonic travel
that could cut the time taken to travel from Europe to Australia from
approximately 24 hours to 90 minutes.
The introduction of such vehicles will bring a number of challenges to the

spectrum and frequency management communities. With respect to spectrum, a
sub-orbital space vehicle will travel at an altitude that takes it beyond 100 km
which is generally taken as the boundary between the Earth’s atmosphere and
space. Hence, stations on board sub-orbital vehicles cannot necessarily be regarded
as terrestrial stations. However, since space planes are not envisaged to establish
an orbital trajectory, stations on board cannot necessarily be considered as space
stations located on a satellite. As a result, it is not clear what radio service(s)
would be appropriate. From a frequency management perspective, planning rules
for stations on board sub-orbital vehicles need to consider that their field of view is
significantly greater than that of an equivalent station on board an aircraft flying at
an altitude around 35 000 ft.
Studies are therefore required to establish a common understanding as to how

stations on board sub-orbital vehicles should be regarded in radio regulatory terms
and whether a new category of service or station needs to be established.

Furthermore, studies are needed to determine what spectrum will be required to
ensure their safe operation, including their passage through the airspace used by
conventional aircraft. Resolution 763 (WRC-15) calls for such studies, and if the
results indicate that additional spectrum and/or other regulatory measures are
required, provides for a possible WRC-23 agenda item.
ICAO position:
To support the studies called for by Resolution 763 (WRC-15) noting

that those studies need to be completed during this study cycle.
If the results of studies indicate that additional spectrum and/or

other regulatory measures are required, seek an agenda item for
WRC-23.
Issue 9.1.6:
Resolution 958 (WRC-15) – Urgent studies required in preparation for the

2019 World Radiocommunication Conference – Wireless power transmission
(WPT) for electric vehicles
Discussion:
Some preliminary work has been conducted by ITU-R Study Group 1 on wireless
power transfer (WPT) and, in particular, the study of the feasibility of WPT in the
low and very low frequency ranges with power limits of up to 100 kW for
charging electric vehicles. Most work, however, has been conducted by external
standards organizations. It is important to note that the new technology has a much
broader bandwidth with more complex modulation mechanisms, potentially
leaking large amounts of power outside the existing bands being proposed for
WPT. As a result, Issue 9.1.6 will need to be monitored to ensure it does not
impact aviation systems.
ICAO position:
To ensure that the protection of aeronautical systems is

appropriately taken into account during the studies called for in
response to Resolution 958 (WRC-15).
————————
Appendix to Attachment F
RESOLUTION 1380
(adopted at the tenth Plenary Meeting of the ITU Council in 2016)
Place, Dates and Agenda of the World Radiocommunication Conference

(WRC-19)
The Council,
noting
that Resolution 809 of the World Radiocommunication Conference (Geneva,

2015):
a) resolved to recommend to the Council that a world radiocommunication

conference be held in 2019 for a maximum period of four weeks;
b) recommended its agenda, and invited the Council to finalize the agenda
and arrange for the convening of WRC-19 and to initiate as soon as
possible the necessary consultation with Member States,
resolves
to convene a World Radiocommunication Conference (WRC-19) in Geneva

(Switzerland) from 28 October to 22 November 2019, preceded by the
Radiocommunication Assembly from 21 to 25 October 2019, with the following
agenda:
1. on the basis of proposals from administrations, taking account of the

results of WRC-15 and the Report of the Conference Preparatory Meeting, and
with due regard to the requirements of existing and future services in the frequency
bands under consideration, to consider and take appropriate action in respect of the
following items:
1.1 to consider an allocation of the frequency band 50‒54 MHz to the

amateur service in Region 1, in accordance with Resolution 658 (WRC-15);
1.2 to consider in-band power limits for earth stations operating in the
mobile-satellite service, meteorological-satellite service and Earth exploration-
satellite service in the frequency bands 401‒403 MHz and 399.9‒400.05 MHz, in
accordance with Resolution 765 (WRC-15);
1.3 to consider possible upgrading of the secondary allocation to the

meteorological-satellite service (space-to-Earth) to primary status and a possible
primary allocation to the Earth exploration-satellite service (space-to-Earth) in the
frequency band 460‒470 MHz, in accordance with Resolution 766 (WRC-15);
1.4 to consider the results of studies in accordance with Resolution 557

(WRC-15), and review, and revise if necessary, the limitations mentioned in
Annex 7 to Appendix 30 (Rev. WRC-15), while ensuring the protection of, and
without imposing additional constraints on, assignments in the Plan and the List
and the future development of the broadcasting-satellite service within the Plan,
and existing and planned fixed-satellite service networks;
1.5 to consider the use of the frequency bands 17.7‒19.7 GHz (space-to-

Earth) and 27.5‒29.5 GHz (Earth-to-space) by earth stations in motion
communicating with geostationary space stations in the fixed-satellite service and
take appropriate action, in accordance with Resolution 158 (WRC-15);
1.6 to consider the development of a regulatory framework for non-GSO FSS

satellite systems that may operate in the frequency bands 37.5‒39.5 GHz (space-to-
Earth), 39.5‒42.5 GHz (space-to-Earth), 47.2‒50.2 GHz (Earth-to-space) and 50.4‒
51.4 GHz (Earth-to-space), in accordance with Resolution 159 (WRC-15);
1.7 to study the spectrum needs for telemetry, tracking and command in the
space operation service for non-GSO satellites with short duration missions, to assess
the suitability of existing allocations to the space operation service and, if necessary,
to consider new allocations, in accordance with Resolution 659 (WRC-15);
1.8 to consider possible regulatory actions to support global maritime

distress safety systems (GMDSS) modernization and to support the introduction of
additional satellite systems into the GMDSS, in accordance with Resolution 359
(Rev. WRC-15);
1.9 to consider, based on the results of ITU-R studies:
1.9.1 regulatory actions within the frequency band 156‒162.05 MHz for

autonomous maritime radio devices to protect the GMDSS and automatic
identifications system (AIS), in accordance with Resolution 362 (WRC-15);
1.9.2 modifications of the Radio Regulations, including new spectrum

allocations to the maritime mobile-satellite service (Earth-to-space and space-to-
Earth), preferably within the frequency bands 156.0125‒157.4375 MHz and
160.6125‒162.0375 MHz of Appendix 18, to enable a new VHF data exchange
system (VDES) satellite component, while ensuring that this component will not
degrade the current terrestrial VDES components, applications specific messages

(ASM) and AIS operations and not impose any additional constraints on existing
services in these and adjacent frequency bands as stated in recognizing d) and e) of
Resolution 360 (Rev. WRC-15);
1.10 to consider spectrum needs and regulatory provisions for the

introduction and use of the global aeronautical distress and safety system
(GADSS), in accordance with Resolution 426 (WRC-15);
1.11 to take necessary actions, as appropriate, to facilitate global or regional

harmonized frequency bands to support railway radiocommunication systems
between train and trackside within existing mobile service allocations, in
1.12 to consider possible global or regional harmonized frequency bands, to

the maximum extent possible, for the implementation of evolving Intelligent
Transport Systems (ITS) under existing mobile service allocations, in accordance
with Resolution 237 (WRC-15);
1.13 to consider identification of frequency bands for the future

development of International Mobile Telecommunications (IMT), including
possible additional allocations to the mobile service on a primary basis, in
1.14 to consider, on the basis of ITU-R studies in accordance with

Resolution 160 (WRC-15), appropriate regulatory actions for high-altitude
platform stations (HAPS), within existing fixed-service allocations;
1.15 to consider identification of frequency bands for use by administrations

for the land-mobile and fixed services applications operating in the frequency
range 275‒450 GHz, in accordance with Resolution 767 (WRC-15);
1.16 to consider issues related to wireless access systems, including radio local
area networks (WAS/RLAN), in the frequency bands between 5 150 MHz and
5 925 MHz, and take the appropriate regulatory actions, including additional spectrum
allocations to the mobile service, in accordance with Resolution 239 (WRC-15);
2. to examine the revised ITU-R Recommendations incorporated by

reference in the Radio Regulations communicated by the Radiocommunication
Assembly, in accordance with Resolution 28 (Rev. WRC-15), and to decide
whether or not to update the corresponding references in the Radio Regulations, in
accordance with the principles contained in Annex 1 to Resolution 27
(Rev. WRC-12);
3. to consider such consequential changes and amendments to the Radio

Regulations as may be necessitated by the decisions of the conference;
4. in accordance with Resolution 95 (Rev. WRC-07), to review the

Resolutions and Recommendations of previous conferences with a view to their
possible revision, replacement or abrogation;
5. to review, and take appropriate action on, the Report from the
Radiocommunication Assembly submitted in accordance with Nos. 135 and 136 of
the Convention;
6. to identify those items requiring urgent action by the radiocommunication

study groups in preparation for the next world radiocommunication conference;
7. to consider possible changes, and other options, in response to

Resolution 86 (Rev. Marrakesh, 2002) of the Plenipotentiary Conference, an
advance publication, coordination, notification and recording procedures for
frequency assignments pertaining to satellite networks, in accordance with
Resolution 86 (Rev. WRC-07), in order to facilitate rational, efficient and
economical use of radio frequencies and any associated orbits, including the
geostationary-satellite orbit;
8. to consider and take appropriate action on requests from administrations

to delete their country footnotes or to have their country name deleted from
footnotes, if no longer required, taking into account Resolution 26 (Rev. WRC-
07);
9. to consider and approve the Report of the Director of the

Radiocommunication Bureau, in accordance with Article 7 of the Convention:
9.1 on the activities of the Radiocommunication Sector since WRC-15;
9.2 on any difficulties or inconsistencies encountered in the application of

the Radio Regulations; and
9.3 on action in response to Resolution 80 (Rev. WRC-07);
10. to recommend to the Council items for inclusion in the agenda for the
next WRC, and to give its views on the preliminary agenda for the subsequent
conference and on possible agenda items for future conferences, in accordance

This agenda item is strictly limited to the Report of the Director on any difficulties or
inconsistencies encountered in the application of the Radio Regulations and the
comments from administrations.
with Article 7 of the Convention.

instructs the Director of the Radiocommunication Bureau
to make the necessary arrangements to convene meetings of the Conference

Preparatory Meeting and to prepare a report to WRC-19,
instructs the Secretary-General
1. to make all the necessary arrangements, in agreement with the Director of
the Radiocommunication Bureau, for the convening of the Conference;
2. to communicate this Resolution to international and regional

organizations concerned.
______________________
Attachment G
TECHNICAL INFORMATION
AND FREQUENCY-SHARING CRITERIA
1. INTRODUCTION
This attachment contains a repository of technical information for the various

frequency bands relevant to aviation. This includes relevant references to other
technical documentation, interference scenarios and frequency-sharing criteria.
Band: 130–535 kHz (selected bands)
Technical Information:

Aviation use: Non-directional beacons, locator beacons
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, paragraphs 3.4 and 3.9
Frequency plan: Regional Plan
Channelization: 1 kHz spacing; in EUR region 0.5 kHz spacing may also be
used
Planning criteria:
Annex 10, Volume V, Chapter 3, paragraph 3.2
Annex 10, Volume I, Attachment C, paragraph 6
Annex 10, Volume V, Attachment B
Air Navigation Plan: European Frequency Management Manual
(EUR Doc. 11), Part 3, Chapter 1 (download from
https://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx
Note.— Reference to planning criteria for other regions to be
added.
RTCA: DO-179, MOPS for ADF equipment (1982)
Eurocae: ED-51, MPS for Airborne ADF Equipment (1983), Amendment #1
(1987)
ARINC characteristic: 712-7, Airborne ADF System (1992)
ITU Res./Rec.:
ITU-R: Rec. P.368: Ground wave propagation curves for frequencies between
10 kHz and 30 MHz
Other material:
• CCIR Report No. 910-1 — Sharing between the maritime mobile service
G-1
G-2 Spectrum Requirements for Civil Aviation
and the aeronautical radionavigation service in the band 415–526.5 kHz.

Note.— This report is published in Annex 3 to Volume VIII of the
Report of the XVII Plenary Assembly of the International Radio
Consultative Committee (CCIR) (Düsseldorf, 1990).
• Final Acts of the Regional Administrative Radio Conference for the

planning of the MF Maritime Mobile and Aeronautical Radionavigation
Services (Region 1), Geneva, 1985
INTERFERENCE FROM NON-AERONAUTICAL SOURCES

AND FREQUENCY SHARING BETWEEN NDB
AND MARITIME MOBILE SERVICES IN BANDS
BETWEEN 415 KHZ AND 435 KHZ
The medium frequency bands allocated to aeronautical radionavigation service

between 415 kHz and 495 kHz are used for NDBs in all three ITU regions and
shared with the maritime mobile service. In Region 1, in the band 415–435 kHz,
the sharing is on a joint primary basis. In Regions 2 and 3, in the band 415–
495 kHz (and in Region 1, in the band 435–495 kHz), the aeronautical
radionavigation service is on a secondary basis although in some countries the
aeronautical radionavigation service has a primary status (RR Nos. 5.77 and 5.78).
With careful planning and coordination, acceptable sharing arrangements can be
achieved, facilitated by the geographically different areas of operation of the two
services.
The protection of aeronautical beacons from transmissions of coast and ship

stations of the maritime mobile service can be assured by the application of the
criteria contained in Appendix 12 to the Radio Regulations. Additional guidance
material is contained in Annex 10. Some ICAO regions, notably the European
region, have also agreed to apply supplementary criteria to NDB frequency
assignments in their areas. An overview of the relevant provisions is given below.
ITU Radio Regulations
Appendix 12
Special Rules Applicable to Radiobeacons

Section 1 — Aeronautical Radiobeacons
1) The assignment of frequencies to aeronautical radiobeacons operating

Attachment G. Technical Information and
Frequency-sharing Criteria G-3
in the bands between 160 kHz and 535 kHz shall be based on a
protection ratio against interference of at least 15 dB for each beacon
throughout its service area.
2) The radiated power should be kept to the minimum value necessary to

give the desired field strength at the service range.
3) The daylight service range of radiobeacons referred to in 1) above shall

be based on the following field strengths:
4) Regions 1 and 2
— 70 microvolts per metre for radiobeacons north of 30° N;
— 120 microvolts per metre for radiobeacons between 30° N and 30° S;
— 70 microvolts per metre for radiobeacons south of 30° S.
5) Region 3
— 70 microvolts per metre for radiobeacons north of 40° N;
— 120 microvolts per metre for radiobeacons between 40° N and

50° S;
— 70 microvolts per metre for radiobeacons south of 50° S.
The above provisions have the status of Regulations through the linked reference
at Article 28 (28.23 and 28.24), which specifies the above as special rules which
must be complied with.
ICAO Annex 10
Frequency planning material relevant for NDB assignments is also contained in:
i) Annex 10, Volume I, 3.4 — Specification for non-directional radio

beacon (NDB);
ii) Annex 10, Volume I, Attachment C — Information and material for

guidance in the application of SARPs for ILS, VOR, PAR, 75 MHz
marker beacons (en-route), NDB and DME; and
iii) Annex 10, Volume V, Attachment A — Considerations affecting the

deployment of LF/MF frequencies and the avoidance of harmful

interference.
The planning guidance in Attachment A of Annex 10, Volume V, is related to the
RF-filtering characteristics of ADF receivers used in aircraft. These characteristics
are used for developing adjacent channel NDB planning parameters for
establishing the required separation distance in the case where the NDB and
maritime service frequencies operate on adjacent channels.
Propagation model
Daytime propagation at low frequency and medium frequency are greatly affected
by the conductivity and permittivity characteristics of the ground. Night-time
transmissions from NDBs are prone to ionospheric reflection. This condition does
not generally provide a reliable service and such use is not recommended. The
appropriate ground wave transmission model used for frequency assignment
planning is contained in ITU-R Recommendation P.368. This recommendation
provides ground wave propagation data for frequencies from 10 kHz up to 30
MHz. In the frequency range of interest for NDB, there are separate curves for the
frequencies of 200, 300, 400 and 500 kHz. Separate propagation curves are
provided for sea and for eight different values of ground conductivity and
permittivity, which must be ascertained from local knowledge to enable accurate
application.
CCIR Report 910-1 — Sharing between the maritime mobile service and the
aeronautical radionavigation service in the band 415–526.5 kHz
Parts of the frequency band 415–526.5 kHz are allocated to both the maritime mobile
service and the aeronautical radionavigation service. As a result of differences in
operational use, i.e. frequency planning characteristics, radiated power, etc., the
coexistence of these two radio services in the same bands may present problems.
Particular attention is required with respect to the problems which have their origin in
the power levels used. In general, the coast stations of the maritime mobile service
operate at power levels in the order of 20 to 30 dB higher than short- and medium-
range NDBs. For example, coast station operation at e.r.p. of 10 to 50 Watts is
typical as is ship station operation at 40 Watts e.r.p., whereas an NDB with a range of
50 NM would have an e.r.p. of less than 1 Watt (taking into account the relative
antenna efficiencies which may be as low as 10 to 30 per cent).
This highly important report examines in detail some of the important parameters
to be addressed in any analysis of these situations. The required protection to both
maritime (NAVTEX services on 518 kHz) and NDB is examined for the full range
of conditions of propagation. Two annexes provide detailed analysis for particular
cases: Annex I for protection of NAVTEX services and Annex II for protection of
NDB services.
Band: 2 850–22 000 kHz (selected bands)
Service: AM(R)S
Aviation use: Air-ground communications (HF voice and data)
Annex 10:
SARPs: Annex 10, Volume III, Part II, Chapter 2, 2.4
Frequency plan: Appendix 27 (see ITU below)
Channelization: 3 kHz spacing SSB
Planning criteria: see ITU below
RTCA:
• DO-163, Minimum Performance Standards-Airborne HF Radio
Communications Transmitting and Receiving Equipment Operating
within the Radio-Frequency Range of 1.5 to 30 Megahertz (1976)
• DO-265, Minimum Operational Performance Standards for Aeronautical
Mobile High Frequency Data Link (HFDL) (2000)
• DO-277, Minimum Aviation System Performance Standards (MASPS)
for the High Frequency Data Link Operating in the Aeronautical Mobile
(Route) Service (AM(R)S) (2002)
Eurocae:
ARINC characteristic:
622-4, ATS Data Link Applications Over ACARS Air-Ground Network
634, HF Data Link System Design Guidance Material
635-4, HF Data Link Protocols
714-6, Mark 3 Airborne SELCAL System
719-5, Airborne HF/SSB System
753-3, HF Data Link System
ITU: Appendix 27 to Radio Regulations (Frequency Allotment Plan, Planning
Criteria)
ITU Res./Rec.:
• Res. 207: Measures to address unauthorized use of and interference to
frequencies in the frequency bands allocated to the maritime mobile
service and to the aeronautical mobile (R) service (Rev. WRC-15)
• Res. 405: Relating to the use of frequencies of the aeronautical mobile
(R) service
• Rec. 401: Relating to the efficient use of aeronautical mobile (R)
worldwide frequencies
• Rec. 402: Relating to cooperation in the efficient use of worldwide
frequencies in the aeronautical mobile (R) service
ITU-R: Rec. M.1458: Use of the frequency bands between 2.8 and 22 MHz by the
AM(R)S for data transmission using class of emission J2D
Other material:
• The reports of AMCP/3, AMCP/4, AMCP/5 and ADSP/3 contain ICAO
material relevant to the development of SARPs for HF data link.
• DO-258A, Interoperability Requirements for ATS Applications Using
ARINC 622 Data Communications (2005)
Bands: 3 023 kHz and 5 680 kHz
Service: AM(R)S
Aviation use: Search and rescue frequencies in HF
Annex 10:
SARPs:
Frequency plan: Annex 10, Volume V, Chapter 2, 2.2
Channelization:
Planning criteria:
RTCA: DO-163, Minimum Performance Standards-Airborne HF Radio
Communications Transmitting and Receiving Equipment Operating within the
Radio-Frequency Range of 1.5 to 30 Megahertz (1976), Errata
Eurocae:
ITU Res./Rec.:
• Rec. 401: Relating to the efficient use of aeronautical mobile (R)
worldwide frequencies
• Res. 405: Relating to the use of frequencies of the aeronautical mobile
(R) service
ITU-R:
Other material:
• Radio Regulations, Chapter VII
• Radio Regulations, Appendix 27
Band: 74.8–75.2 MHz

Aviation use: Marker beacon
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, 3.1.7 and 3.6
Frequency plan: Fixed frequency of 75 MHz
Channelization:
Planning criteria: Annex 10, Volume I, Attachment C, Section 5
RTCA: DO-143, MOPS for Airborne Radio Marker Receiving Equipment
Operating on 75 MHz (1970)
Eurocae: 1/WG7/70, MPS for 75 MHz marker beacon receiving equipment
(1970)
ITU Res./Rec.:
ITU-R:
Other material:
Band: 108–117.975 MHz

Aviation use:
VOR (108–117.975 MHz)
ILS localizer (108–111.975 MHz)
GBAS (112.050–117.900 MHz)
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, 3.1 (ILS), 3.3 (VOR), 3.7 (GBAS)
and Volume III, Chapter 6 (VDL Mode 4)
Frequency plan: Annex 10, Volume I, Chapter 3, 3.1.6 (ILS), 3.7.3.5.4.1
(GBAS)
Channelization: 100 kHz/50 kHz spacing for ILS, VOR and 25 kHz for GBAS
Planning criteria:
Annex 10, Volume V, Chapter 4, 4.2
Annex 10, Volume I, Attachment C, 2.6 (ILS)
Annex 10, Volume I, Attachment C, 3.5 (VOR/ILS)
Annex 10, Volume I, Appendix B, 3.6.8.2.2 and Attachment D, 7.2.1
(GBAS)
RTCA:
ILS:
• DO-195, MOPS for Airborne ILS Localizer Receiving Equipment
Operating within the Radio Frequency Range of 108–112 MHz (1986)
VOR:
• DO-180A, MOPS for Airborne Area Navigation Equipment Using a
Single Collocated VOR/DME Sensor Input (1990)
• DO-187, MOPS for Airborne Area Navigation Equipment Using Multi-
Sensor Inputs (1984)
• DO-196, MOPS for Airborne VOR Receiving Equipment Operating
within the Radio Frequency Range of 108–117.95 MHz (1986)
GBAS:
• DO-246C, GNSS Based Precision Approach Local Area Augmentation
System (LAAS) — Signal-in-Space Interface Control Document (ICD)
(2005)
Eurocae:
ILS:
• ED-46B, MOPS for Airborne Localizer Receiving Equipment
• ED-74, MOPS for Combined ILS and MLS Airborne Receiving
Equipment, Amend. 1 (1997)
• ED-88, MOPS for MMR including ILS, MLS, and GPS used for
Supplemental Means of Navigation
VOR:
• ED-22B, MPS for Airborne VOR Receiving Equipment (1988)
VOR:
• ED-27, MOPR for Airborne Area Navigation Systems Based on VOR
and DME as Sensors (1979)
• ED-28, MPS for Airborne Area Navigation Computing Equipment
Based on VOR and DME as Sensors
• ED-52, MPS for Conventional and Doppler VOR Ground Equipment
(1984)
GBAS:
• ED-95, MASPS for GBAS to Support CAT 1 Operations (1999)
• ED-114, MOPS for GBAS Ground Facility to Support CAT 1 Approach
and Landing (2003)
VDL Mode 4:
• ED-108, MOPS for VHF VDL Mode 4 Aircraft Transceiver for ADS-B
(2001)
ILS: 578-4, Airborne ILS Receiver
ILS: 710-10, Mark 2 Airborne ILS Receiver
VOR: 579-2, Airborne VOR Receiver
VOR/ILS: 711-10, Airborne VOR ILS Receiver
ITU Res./Rec.: Res. 413 (Rev. WRC-12): Use of the band 108–117.975 MHz by
the aeronautical mobile (R) service
ITU-R:
• Rec. M.44-1: Signal-to-interference ratios and minimum field strengths
required in the aeronautical mobile (route) service above 30 MHz
• Rec. M.1841: Compatibility between FM sound-broadcasting in the band
of about 87-108 MHz and the aeronautical ground-based augmentation
system (GBAS) in the band about 108-117.975 MHz
• Rec. SM.1009-1: Compatibility between the Sound Broadcasting Service
in the band 87–108 MHz and the Aeronautical Services in the band 108–
137 MHz
Other material:
• Receiver susceptibility to FM broadcast:
— DO-176, FM Broadcast Interference related to Airborne ILS, VOR
and VHF Communications (1981)
— Annex 10, Volume I, Chapter 3, 3.1.4 (ILS)
— Annex 10, Volume I, Attachment C, 2.2.2 (ILS)
— Annex 10, Volume I, Chapter 3, 3.3.8 (VOR)
— Annex 10, Volume I, Attachment C, 3.6.5 (VOR)
— Annex 10, Volume I, Appendix B, 3.6.8.2.2 (GBAS)

— Annex 10, Volume III, Part I, 6.3.5.4 (VDL)
• RTCA DO-117, Standard Adjustment Criteria for Airborne Localizer
and Glide Slope Receivers (1963), Errata
• RTCA DO-217, MASPS for DGNSS Instrument Approach System:
Special Category 1 (SCAT-1) (1993), Change 1 to DO-217 (1994),
Change 2 to DO-217 (1996)
INTERFERENCE FROM NON-AERONAUTICAL

SOURCES AND COMPATIBILITY BETWEEN
ILS/VOR AND FM BROADCASTING
General
The ITU WARC in 1979 allocated the band at 100–108 MHz to broadcasting
services in Region 1. This band was previously allocated in that way only in
Regions 2 and 3. The band is adjacent to the VOR/ILS band at 108–117.975 MHz,
and interference effects have been experienced due to transmissions of broadcast
stations, particularly those operating on frequencies close to the band edge and in
areas where there is a high density of both FM stations and ILS or VOR. In many
countries, FM sound broadcasting services of both low and high power are
operated in this band. In some countries, the broadcast services also include
analogue television transmissions. Compatibility problems due to intermodulation
products, generated by both FM transmitter stations and in ILS/VOR receivers, as
well as overloading of the front end of aircraft ILS/VOR receivers, became
apparent when broadcast stations commenced use of the frequencies in the band
100–108 MHz in the mid-seventies in Region 2. Studies on a suitable planning
methodology initiated by the CCIR (now ITU-R) in a joint aeronautical/
broadcasting group have documented a viable methodology for broadcast and
aeronautical frequency assignment planning with a view to ensuring a safe
situation for air operations.
Any resolution of this problem through planning and coordination automatically

restricts both services. In high-density areas, such as Western Europe and North
America, the full potential of the frequency band for either service cannot be
realized. Both services tend to be at their greatest density in areas of high
population, which places a severe constraint on the full utilization of the potential
of the 40 channels available for use by ILS (see Annex 10, Volume I, 3.1.6). VOR
services are also affected but not to the same critical degree. VHF
communications, because of their greater frequency separation, are also affected,
but to a lesser degree than ILS/VOR.
ITU-R studies
After many studies on the compatibility between ILS/VOR and FM broadcasting

were initiated in ITU, ITU-R approved Recommendation SM.1009-1:
Compatibility between the Sound Broadcasting Service in the band 87–108 MHz
and the Aeronautical Services in the band 108–137 MHz in 1995.
The three annexes of Recommendation SM.1009-1 deal comprehensively with the

subject and are:
Annex 1: Interference mechanism, system parameters and compatibility

assessment criteria;
Annex 2: General assessment method; and
Annex 3: Detailed compatibility assessment and practical verification.
The Recommendation comprehensively covers the treatment of conflict situations

for the four interference modes:
Type A: FM broadcasting-transmitter-generated interference products falling

within the ILS/VOR bands. The two sub-types are:
Type A1: spurious or harmonic intermodulation products generated by

one or more FM transmitters within the aeronautical band; and
Type A2: non-negligible components of the FM broadcasting signal,

operating near the band edge 108 MHz, within the aeronautical
band (affecting only aeronautical frequencies near the
108 MHz band edge).
Type B: ILS/VOR-receiver-generated interference caused by high-level

broadcast signals operating outside the ILS/VOR band. The two
sub-types are:
Type B1: interference that may be generated in the aeronautical receiver

being driven into non-linearity due to high-power broadcasting
signals outside the aeronautical band. The effect on the
receiver resulting in the generation of intermodulation
products in the receiver; and
Type B2: performance degradation due to high-power overload and

desensitization without any frequency relationship.
This Recommendation, with its three detailed annexes, provides the essential
requirements for the identification and analysis of interference situations and for
the coordination between broadcasting and aeronautical interests within a country
or between countries. The criteria and methods have been developed and reviewed
by a group of experts and represent the best available information on the subject.
Furthermore, the Recommendation is recognized by aeronautical and telecom-
munication authorities as the definitive guidance for planning and coordination
purposes.
SARPs on FM-immunity for ILS, VOR, GBAS,

VDL and VHF communications
Since 1984, Annex 10 has incorporated provisions covering the FM-immunity

performance of airborne receivers. These performance requirements are a
considerable improvement compared to those of unmodified receivers. In many
cases, compliance with these SARPs will require equipment replacement. These
SARPs were incorporated to standardize the FM-immunity performance of ILS,
VOR and VHF communication receivers to FM broadcast signals. While the
SARPs were incorporated in the Annex with Amendment No. 65 in 1984,
implementation was not required until 1998, allowing fourteen years for
modification or refit. In some areas of the world, implementation is not necessary
due to the lower level of implementation of both ILS/VOR and FM broadcasting
stations. Implementation of these SARPs took place in Europe by 2001 and is
foreseen in other regions.
The FM-immunity SARPs are contained in:
for ILS: Annex 10, Volume I, Chapter 3, 3.1.4, Interference immunity

performance for ILS localizer receiving systems and
Annex 10, Volume I, Attachment C, 2.2.2, providing guidance
material;
for VOR: Annex 10, Volume I, Chapter 3, 3.3.8, Interference immunity

performance for VOR receiving systems;
for GBAS: Annex 10, Volume I, Appendix B, 3.6.8.2.2;
for VDL: Annex 10, Volume III, Part I, 6.3.5.4 (VDL); and
for VHF Com: Annex 10, Volume III, Part II, 2.3.3, Interference
immunity performance and Annex 10, Volume III, Part II,
Attachment, 1.3.
LEGBAC consultative arrangements
In Europe, the Limited European Group on Broadcasting Aeronautical

Compatibility (LEGBAC) has developed a methodology, including software tools,
to assess compatibility of assignments to FM broadcasting stations and ILS/VOR
assignments. This methodology has been accepted as the European-wide
assessment method. It is compliant with the provisions of the Final Acts of the
1984 ITU Broadcasting Conference, ITU-R Recommendation SM.1009-1 and the
relevant SARPs.
Band: 117.975–137 MHz
Service: AM(R)S
Aviation use: Air-ground and air-air communication (VHF voice and data)
Annex 10:
SARPs: Annex 10, Volume III, Part II, Chapter 2, 2.1, 2.2 and 2.3
Frequency plan: Annex 10, Volume V, Chapter 4, 4.1
Channelization: 25 kHz/8.33 kHz
Planning criteria: Doc 9718, Volume II
RTCA:
• DO-186A, MOPS for airborne radio communications equipment
operating within the radio frequency range 117.975–137 MHz (1995),
Change 1 (1998), Change 2 (2002)
• DO-207, MOPS for Devices that Prevent Blocked Channels Used in
Two-Way Radio Communications Due to Unintentional Transmissions
(1991)
• DO-209, MOPS for Devices that Prevent Blocked Channels Used in
Two-Way Radio Communications Due to Simultaneous Transmissions
(1992), Errata (1992)
• DO-219, MOPS for ATC Two-Way Data Link Communications (1993)
• DO-267A, MASPS for Flight Information Services Broadcast (FIS-B)
Data Link (2004)
• DO-271B, Minimum Operational Performance Standards for Aircraft
VDL Mode 3 Transceiver Operating in the Frequency Range 117.975–
137.000 MHz (2003)
• DO-281, Minimum Operational Performance Standards for Aircraft
VDL Mode 2 Physical, Link and Network Layer (2002)
Eurocae:
• ED-23B, MOPS for Airborne VHF Rx-Tx Operating in 117.975–
136.975 (1995), Amendment #3 (1997)
• ED-67, MOPS for Devices That Prevent Unintentional or Continuous
Transmissions
• ED-92A, MOPS for Airborne VDL Mode 2 Transceiver Operating in the
Frequency Range 118–136.975 MHz (2003)
566A-9, Mark 3 VHF Communications Transceiver
622-4, ATS Data Link Applications Over ACARS Air-Ground Network
631-3, VHF Digital Link Implementation Provisions Functional Description
716-11, Airborne VHF Communications Transceiver
724-9, Mark 2 Aircraft Communications Addressing and Reporting System

(ACARS)
750-4, VHF Data Radio
ITU Res./Rec.:
ITU-R: Rec. SM.1009-1: Compatibility between the sound broadcasting service in
the band 87–108 MHz and the aeronautical services in the band 108–
137 MHz
Other material:
• RTCA DO-165, Initial Report on Civil Aviation Frequency Spectrum
Requirements 1980–2000 (1976)
• RTCA DO-169, VHF Air-Ground Communication Technology and
Spectrum Utilization (1979)
• RTCA DO-176, FM Broadcast Interference Related to Airborne ILS,
VOR and VHF Communications (1981)
• RTCA DO-224B, Signal-in-space MASPS for Advanced VHF Digital
Data Communications Including Compatibility with Digital Voice
Techniques (2000), Change 1 (2001), Change 2 (2002)
• RTCA DO-225, VHF Air-Ground Communications System
Improvements Alternatives Study and Selection of Proposals for Future
Action (1994)
• RTCA DO-264, Guidelines for Approval of the Provision and Use of Air
Traffic Services Supported by Data Communications (2000)
• RTCA DO-284, Next Generation Air/Ground Communication
(NEXCOM) Safety and Performance Requirements (2003)
• RTCA DO-285, Next Generation Air/Ground Communication
(NEXCOM) VDL Mode 3 Interoperability (2003)
• Eurocae ED-78A, Guidelines for the Approval of the Provision and Use
of ATS Supported by Data Communications
• Eurocae ED-85A, Data Link Application System Document (DLASD)
for the “Departure Clearance” Data Link Service
• Eurocae ED-89A, DLASD for the “ATIS” Data-link Service
• Eurocae ED-100A, Interoperability Requirements for ATS Applications
Using ARINC 622 Data Communications
• Eurocae ED-106A, Data Link Application System Document for
“Oceanic Clearance” (OCL) Datalink Service
• Eurocae ED-110A, Interoperability Requirements Standard for ATN
Baseline 1 (Interop ATN B1)
• Eurocae ED-120, Safety and Performance Requirements Standard for
Initial Air Traffic DLS in Continental Airspace
Frequency: 121.5 MHz, 123.1 MHz and 243 MHz
Annex 10:
SARPs: Annex 10, Volume III, Part II, Chapter 5
Frequency plan: Annex 10, Volume V, Chapter 4
Channelization:
Planning criteria:
RTCA: DO-183, MOPS for Emergency Locator Transmitters-Automatic Fixed-
ELT (AF), Automatic Portable-ELT (AP), Automatic Deployable-ELT (AD),
Survival-ELT (S) Operating on 121.5 and 243.0 MHz (1983)
Eurocae: ED-62, MOPS for Aircraft Emergency Locator Transmitters
(121.5/243 MHz and 406 MHz)
ITU Res./Rec.: Res. 18 (WRC-15): Relating to the procedure for identifying and
announcing the position of ships and aircraft of States not parties to an armed
conflict
ITU-R: Rec. M.690-1: Technical characteristics of emergency position- indicating
radio beacons (EPIRBs) operating on the carrier frequencies of 121.5 MHz
and 243 MHz (This ITU-R Recommendation is incorporated by reference in
the Radio Regulations as per Appendix 15 (Table 15-2)
Other material:
• ITU Radio Regulations, Chapter VII
• RTCA DO-154, Recommended Basic Characteristics for Airborne
Radio Homing and Alerting Equipment for Use with ELTs (1973)
• RTCA DO-182, ELT Equipment Installation and Performance (1982)
Band: 328.6–335.4 MHz

Aviation use: ILS glide path
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, 3.1.5
Frequency plan: Annex 10, Volume I, Chapter 3, 3.1.6
Channelization: 300 kHz or 150 kHz spacing
Planning criteria: as for ILS localizer
RTCA: DO-192, MOPS for Airborne ILS Glide Slope Receiving Equipment
Operating within the Radio Frequency Range of 328.6–335.4 MHz (1986)
Eurocae: ED-47B, MOPS for Airborne Glide Path Receiving Equipment
ARINC characteristic: 551, Airborne Glide Slope Receiver — Mark 2
ITU Res./Rec.:
ITU-R:
Other material: RTCA DO-117, Standard Adjustment Criteria for Airborne
Localizer and Glide Slope Receivers (1963), Errata
Band: 406–406.1 MHz
Service: Mobile-satellite (Earth-to-space)

Aviation use: Search and rescue
Annex 10:
SARPs: Annex 6; Annex 10, Volume III, Part II, Chapter 5 and Appendix 1
to Chapter 5; and Annex 10, Volume V, Chapter 2.
RTCA: DO-204, MOPS for 406 MHz Emergency Locator Transmitters (ELT)
(1989), Change 1 (1994), Change 2 (1997), Change 3 (2001)
Eurocae: ED-62, MOPS for Aircraft Emergency Locator Transmitters (121.5/
243 MHz and 406 MHz)
ITU Res./Rec.: Res. 205 (Rev. WRC-15): Protection of the systems operating in
the mobile-satellite service in the frequency band 406–406.1 MHz
ITU-R:
• Rec. M.633-4 Transmission characteristics of a satellite emergency
position-indicating radio beacon (satellite EPIRB) system operating
through a satellite system in the 406 MHz band
• Rec. M.1478 Protection criteria for COSPAS/SARSAT search and
rescue instruments in the band 406–406.1 MHz
• Rep. M.2359 Protection of the 406–406.1 MHz band
Other material:
• COSPAS/SARSAT Doc. C/S T.001; Specifications for COSPAS/
SARSAT 406 MHz distress beacons
• COSPAS/SARSAT Doc. C/S T.012; 406 MHz frequency management
plan
Band: 960–1 215 MHz
Service: Aeronautical radionavigation, aeronautical mobile (R)

Aviation use: DME, LDACS
Annex 10:
SARPs: DME: Annex 10, Volume I, Chapter 3, 3.5
Frequency plan:
DME: Annex 10, Volume I, Chapter 3, Table A
DME: Annex 10, Volume V, Chapter 4, 4.3
Planning criteria:
DME, Annex 10, Volume I, Attachment C, Section 7
EUR ANP COM/3
RTCA:
• DO-152, Minimum Operational Characteristics — Vertical Guidance
Equipment Used in Airborne Volumetric Navigational Systems (1972),
Appendix D (1974)
• DO-180A, MOPS for Airborne Area Navigation Equipment Using a
Single Collocated VOR/DME Sensor Input (1990)
• VOR: DO-187, MOPS for Airborne Area Navigation Equipment Using
Multi-Sensor Inputs (1984)
• DO-189, MOPS for Airborne DME Operating within the Radio
Frequency Range of 960–1 215 MHz (1985)
Eurocae:
• ED-27, MOPR for Airborne Area Navigation Systems Based on VOR
and DME as Sensors (1979)
• ED-28, MPS for Airborne Area Navigation Computing Equipment
Based on VOR and DME as Sensors
• ED-39, MOPR for Airborne Area Navigation Systems Based on Two
DME as Sensors (1984)
• ED-40, MPS for Airborne Computing Equipment for Area Navigation
Systems Using Two DME as Sensors (1984)
• ED-54, MPS for (DME/N and DME/P) Interrogators (airborne
equipment) (1987)
• ED-57, MPS for distance measuring equipment (DME/N and DME/P)
(ground equipment), (1986), Amendment #1 (1992)
ARINC characteristic: 709-8, Airborne DME Supplement 8, 709A-1, Precision
Airborne DME
ITU Res./Rec.:
ITU-R:
• Rec. M.1639: Protection criterion for the aeronautical radionavigation
service with respect to aggregate emissions from space stations in the
radio-navigation-satellite service in the band 1 164–1 215 MHz
• Rec. M.1642: Methodology for assessing the maximum aggregate
equivalent power flux-density at an aeronautical radionavigation service
station from all radionavigation-satellite service systems operating in the
1 164–1 215 MHz band
• Rep. M.2121: Guidelines for AM(R)S sharing studies in the 960–1 164
MHz band
• Rep. M.2205: Results of studies of the AM(R)S allocation in the band
960–1 164 MHz and of the AMS(R)S allocation in the band 5 030–
5 091 MHz to support control and non-payload communications links for
unmanned aircraft systems
• Rep. M.2235: Aeronautical mobile (route) service sharing studies in the
frequency band 960–1 164 MHz
Other material:
Band: 978 MHz
Technical Information (UAT):

Aviation use: ADS-B, TIS-B, FIS-B, Universal Access Transceiver (UAT)
Annex 10:
SARPS: Annex 10, Volume III, Chapter 12
Frequency plan: Single frequency
Channelization: Single frequency
Planning criteria:
RTCA:
• DO-239, MOPS for Traffic Information Service (TIS) Data Link
Communications (1997)
• DO-267A, MASPS for Flight Information Services Broadcast (FIS-B)
Data Link (2004)
• DO-282A, MOPS for Universal Access Transceiver (UAT) Automated
Dependent Surveillance-Broadcast (2004)
• DO-286A, MASPS for Traffic Information Services-Broadcast (TIS-B)
(2005)
Eurocae:
ITU Res./Rec.:
ITU-R: Rep. M.2205: Results of studies of the AM(R)S allocation in the band
Other material: RTCA DO-232, Operations Concepts for Data Link Applications
of Flight Information Services (1996)
Bands: 1 030 MHz and 1 090 MHz
Technical Information (SSR):
Service: Aeronautical radionavigation, aeronautical mobile (R)

Aviation use: SSR/ACAS
Annex 10:
SARPs: Annex 10, Volume IV, Chapters 3 and 4
Frequency plan: Two frequencies: 1 030 MHz for ground-to-air interrogations
and 1 090 MHz for air-to-ground reply
Channelization: N/A
Planning criteria: Coordination of the pulse repetition frequency (PRF) on a
national basis is required for overlapping coverage areas of SSR
RTCA:
• DO-144, Minimum Operational Characteristics-Airborne ATC Trans-
ponder Systems (1970), Change 1
• DO-181C, MOPS for ATCRBS/Mode S Airborne Equipment (2001),
Change 1 (2002)
• DO-185A, Minimum Operational Performance Standards for Traffic
Alert and Collision Avoidance System II (TCAS II) Airborne Equipment
(1997)
• DO-197A, Minimum Operational Performance Standards for an Active
Traffic Alert and Collision Avoidance System I (Active TCAS I) (1994),
Change 1 (1997)
• DO-218B, MOPS for the Mode S Airborne Data Link Processor (2001)
Eurocae:
Mode S:
• MOPS for the Airborne Data Links Processor
• ED-86, Equipment Characteristics for Mode S Transponders with
Extended Interface Functions
• ED-101, MOPS for Mode S Specific Service Applications
• ED-117, MOPS for Mode S Multilateration Systems for Use in
A-SMGCS (2003) [Rx or Tx/Rx]
SSR:
• 1/WG7/71, MPS for Airborne Secondary Surveillance Radar Transponder
Apparatus
• ED-43, MOPR for SSR Transponder and Alticoder
• ED-73B, MOPS for SSR Mode S Transponders (2003)
• ED-115, MOPS for Light Aviation SSR Transponders (2002)
718-4, Mark 3 ATC Transponder (ATCRBS/Mode S)
718A-1, Mark 4 ATC Transponder (ATCRBS/Mode S)
735-2, TCAS; 735A-1 Mark 2 TCAS
ITU Res./Rec.: Res. 18 (Rev. WRC-15): Relating to the procedure for identifying

and announcing the position of ships and aircraft of States not parties to an
armed conflict
960–1 164 MHz and of the AMS(R)S allocation in the band 5 030–5 091
MHz to support control and non-payload communications links for unmanned
aircraft systems
Other material: RTCA DO-184, Traffic Alert and Collision Avoidance System
(TCAS) I Functional Guidelines (1983)
Band: 1 090 MHz
Technical Information (1090ES):
Service: Aeronautical radionavigation, aeronautical mobile (R), aeronautical

mobile-satellite (R)(E-s)
Aviation use: ADS-B, Mode S Extended Squitter
Annex 10:
SARPS:
Annex 10, Volume III, Part II, Appendix to Chapter 5
Annex 10, Volume IV, Chapter 3
Frequency plan: Single frequency
Channelization: Single frequency
Planning criteria:
RTCA:
• DO-242A, Minimum Aviation System Performance Standards for
Automatic Dependent Surveillance Broadcast (ADS-B) (2002)
• DO-260 Change 1, MOPS for 1 090 MHz Extended Squitter Automatic
Dependent Surveillance-Broadcast (ADS-B)
• DO-260A, MOPS for 1 090 MHz Extended Squitter Automatic
Dependent Surveillance-Broadcast (ADS-B) and Traffic Information
Services (TIS-B) (2003)
• DO-260B with Corrigendum 1, MOPS for 1 090 MHz Extended Squitter
Automatic Dependent Surveillance-Broadcast (ADS-B) and Traffic
Information Services (TIS-B)
Eurocae: ED-102, MOPS for 1 090 MHz ADS-B (2000)
ARINC characteristic: 745-2, Automatic Dependent Surveillance
ITU Res./Rec.: Res. 425 (WRC-15): Use of the frequency band 1 087.7–
1 092.3 MHz by the aeronautical mobile-satellite (R) service (Earth-to-space)
to facilitate global flight tracking for civil aviation
Other material:
Band: 1 164–1 215 MHz
Service: Radionavigation-satellite
Aviation use: GNSS
ITU Res./Rec.:
• Res. 223 (Rev. WRC-15): Additional frequency bands identified for
International Mobile Telecommunications
• Res. 224 (Rev. WRC-15): Frequency bands for the terrestrial
component of International Mobile Telecommunications below 1 GHz
• Res. 610 (WRC-03): Coordination and bilateral resolution of technical
compatibility issues for radionavigation-satellite service networks and
systems in the bands 1 164–1 300 MHz, 1 559–1 610 MHz and 5 010–
5 030 MHz
ITU-R:
• Rec. M.1318: Evaluation model for continuous interference from radio
sources other than in the radionavigation-satellite service to the
radionavigation-satellite service systems and networks operating in the
1 164–1 215 MHz, 1 215–1 300 MHz, 1 559–1 610 MHz and 5 010–
5 030 MHz bands
• Rec. M.1787: Description of systems and networks in the
radionavigation-satellite service (space-to-Earth and space-to-space) and
technical characteristics of transmitting space stations operating in the
bands 1 164–1 215 MHz, 1 215–1 300 MHz and 1 559–1 610 MHz
• Rec. M.1831: A coordination methodology for radionavigation-satellite
service inter-system interference estimation
• Rec. M.1901: Guidance on ITU-R Recommendations related to systems
and networks in the radionavigation-satellite service operating in the
frequency bands 1 164–1 215 MHz, 1 215–1 300 MHz, 1 559–
1 610 MHz, 5 00–5 010 MHz and 5 010–5 030 MHz
• Rec. M.1904: Characteristics, performance requirements and protection
criteria for receiving stations of the radionavigation-satellite service
(space-to-space) operating in the frequency bands 1 164–1 215 MHz,
1 215–1 300 MHz and 1 559–1 610 MHz
• Rec. M.1905: Characteristics and protection criteria for receiving earth
stations in the radionavigation-satellite service (space-to-Earth)
operating in the band 1 164–1 215 MHz
• Rec. M.2030: Evaluation method for pulsed interference from relevant
radio sources other than in the radionavigation-satellite service to the
1 164–1 215 MHz, 1 215–1 300 MHz and 1 559–1 610 MHz frequency
bands
• Rep. M.2220: Calculation method to determine aggregate interference

parameters of pulsed RF systems operating in and near the bands 1 164–
1 215 MHz and 1 215–1 300 MHz that may impact radionavigation-
satellite service airborne and ground-based receivers operating in those
frequency bands
PROTECTION OF GNSS IN BAND 1 164–1 215 MHz
Sharing and protection from other radio services
Potential interference from AM(R)S unwanted emissions
Resolution 417 (Rev. WRC-15) provides the criteria in order to ensure that
AM(R)S systems do not cause harmful interference to RNSS in the frequency band
1 164–1 215 MHz.
Protection of GNSS signals from potential interference

of IMT unwanted emissions
Recommendations M.2070 and ITU-R M.2071 are not low enough to provide
required protection level for RNSS receiving earth stations that operate in 1 164–
1 300 MHz. Required separation distances are from 42 m to 2 446 m depending on
the type of RNSS receiver, which makes impossible simultaneous application of
these devices in one local spot without additional compatibility measures.
Band: 1 215–1 400 MHz
Service: Radiolocation/aeronautical radionavigation/radionavigation-satellite

Aviation use: Medium- and long-range surveillance radar
Annex 10:
SARPs:
Frequency plan: Nationally produced
Channelization: Nationally produced
Planning criteria: Nationally produced
RTCA: DO-206, MASPS for Radiodetermination Satellite Service (RDSS) (1990)
Eurocae:
ITU Res./Rec.:
• Res. 608 (Rev. WRC-15): Use of the frequency band 1 215–1 300 MHz
by systems of the radionavigation-satellite service (space-to-Earth)
• Res. 609 (Rev. WRC-07): Protection of aeronautical radionavigation
service systems from the equivalent power flux-density produced by
radionavigation-satellite service networks and systems in the 1 164-
1 215 MHz frequency band
5 030 MHz
ITU-R:
1 164–1 215 MHz, 1 215–1 300 MHz and 1 559–1 610 MHz and 5 010–
5 030 MHz bands
• Rec. M.1463: Characteristics of and protection criteria for radars
operating in the radiodetermination service in the frequency band 1 215–
1 400 MHz
• Rec. M.1584: Methodology for computation of separation distances
between Earth stations of the radionavigation-satellite service (Earth-to-
space) and radars of the radiolocation service and the aeronautical
radionavigation service in the frequency band 1 300–1 350 MHz

frequency bands 1 164–1 215 MHz, 1 215–1 300 MHz and 1 559–
1 610 MHz, 5 000–5 010 MHz and 5 010–5 030 MHz
stations in the radionavigation-satellite service (space-to-Earth)
operating in the band 1 215–1 300 MHz
1 215–1 300 MHz and 1 559–1 610 MHz
bands
• Rep. M.2220: Calculation method to determine aggregate interference
parameters of pulsed RF systems operating in and near the bands 1 164–
1 215 MHz and 1 215–1 300 MHz that may impact radionavigation-
satellite service airborne and ground-based receivers operating in those
frequency bands
• Rep. M.2305: Consideration of aggregate radio frequency interference
event potentials from multiple Earth exploration-satellite service systems
on radionavigation-satellite service receivers operating in the 1 215–
1 300 MHz frequency band
Other material:
Bands: 1 544–1 545 MHz and 1 645.5–1 646.5 MHz
Service: Mobile-satellite
Aviation use: Distress and safety communications (satellite EPIRBs)
Annex 10:
SARPs:
Frequency plan:
Planning criteria:
RTCA:
Eurocae:
ARINC characteristic: 761-2, Second Generation Aviation Satellite Communi-
cations System, Aircraft Installation Provisions
ITU Res./Rec.: Radio Regulations: Article N38/Appendix 15
ITU-R: Rec. M.1731: Protection criteria for COSPAS/SARSAT local user
terminals in the band 1 544–1 545 MHz
Other material:
Bands: 1 525–1 559 MHz and 1 626.5–1 660.5 MHz
Service: AMS(R)S
Aviation use: Satellite communications
Annex 10:
SARPs: Annex 10, Volume III, Part I, Chapter 4
Frequency plan: Prepared by space segment provider
Channelization:
Planning criteria:
RTCA:
• DO-215A, Guidance on Aeronautical Mobile Satellite Service (AMSS)
End-to-End System Performance (1995), Change 1 (1998)
• DO-210D, MOPS for Geosynchronous Orbit Aeronautical Mobile
Satellite Services (AMSS) Avionics (2000), Change 1 (2000), Change 2
(2001)
• DO-270, MASPS for the Aeronautical Mobile-Satellite (R) Service
(AMS(R)S) as Used in Aeronautical Data Links (2001)
• DO-343, MOPS for AMS(R)S data and voice communications
supporting required communications performance (RCP) and required
procedure performance (RSP) in procedural airspace
Eurocae:
741 P1, Aviation Satellite Communications System: Part 1 — Aircraft
Installation Provisions;
741 P2, ASCS: Part 2 — System Design and Equipment Functional
Description;
741 P4, ASCL: Part 4 — Specification and Description Language
781 Mark 3 Aviation Satellite Communications Systems
ITU Res./Rec.: Res. 222 (Rev. WRC-12): Use of the frequency bands 1 525–
1 559 MHz and 1 626.5–1 660.5 MHz by the mobile-satellite service, and
procedures to ensure long-term spectrum access for the aeronautical mobile-
satellite (R) service
ITU-R:
• Rec. M.828-1: Definition of availability for communication circuits in
the mobile-satellite service
• Rec. M.1037: Bit error performance objectives for the AMS(R)S radio
links
• Rec. M.1089: Technical considerations for the coordination of mobile-
satellite systems supporting the AMS(R)S
• Rec. M.1180: Availability of communication circuits in the AMS(R)S
• Rec. M.1233: Technical considerations for sharing satellite network

resources between the MSS (other than AMS(R)S) and AMS(R)S
• Rec. M.1234: Permissible level of interference in a digital channel of a
geostationary satellite network in the AMS(R)S in the bands 1 545–
1 555 MHz and 1 646.5–1 656.5 MHz and its associated feeder links
caused by other networks of this service and the FSS
• Rec. M.2091: Methodology to calculate spectrum requirements within
the frequency bands 1 545–1 555 MHz (space-to-Earth) and 1 646.5–
1 656.5 MHz (Earth-to-space) for aeronautical mobile-satellite (R)
service communications related to the priority categories 1 to 6 of
Article 44 of the Radio Regulations
• Rep. M.2396: Use of mobile-satellite service systems for flight tracking
Other material:
• AMCP/5 Report
• RTCA DO-231, Design Guidelines and Recommended Standards for the
Implementation and Use of AMS(R)S Voice Services in a Data Link
Environment (1996)
• RTCA DO-262, MOPS for Avionics Supporting Next Generation
Satellite Systems (NGSS) (2000), Change 1 (2001)
• ICAO Doc 9925, Manual on the Aeronautical Mobile Satellite (Route)
Service
Band: 1 559–1 626.5 MHz
Service: Radionavigation-satellite/aeronautical radionavigation

Aviation use: GNSS
Annex 10:
SARPs: Annex 10, Volume I, Chapters 2 and 3
Frequency plan: GPS; GLONASS
Channelization:
Planning criteria:
RTCA:
• DO-208, MOPS for Airborne Supplemental Navigation Equipment using
GPS (1991), Change 1 (1993) Errata (1995)
• DO-228, MOPS for GNSS Airborne Antenna Equipment (1999),
Change 1 (2000)
• DO-229C, MOPS for Global Positioning System/Wide Area Augmentation
System Airborne Equipment (2001), Errata (2002)
Note.— DO-235A (not a Standard) is shown below under Other
Material.
• DO-245A, Minimum Aviation System Performance Standards for Local
Area Augmentation System (LAAS) (2004)
• DO-246C, GNSS Based Precision Approach Local Area Augmentation
System (LAAS) — Signal-in-Space Interface Control Document (ICD)
(2005)
• DO-253A, MOPS for GPS Local Area Augmentation System Airborne
Equipment (2001)
• DO-261, NAVSTAR GPS L5 Signal Specification (2000)
Eurocae:
• ED-72A, MOPS for Airborne GPS Receiving Equipment Used for
Supplemental Means of Navigation (1997)
• ED-88, MOPS for MMR including ILS, MLS, and GPS Used for
• ED-97, Interim Technical Performance Statement for EGNOS/WAAS
Airborne Equipment (2000)
743, Airborne GPS Receiver, 743A, GNSS Sensor;
756-3, GNSS Navigation & Landing Unit
760-1, GNSS Navigation Unit (GNU)
ITU Res./Rec.:
• Res. 212 (Rev. WRC-15): Implementation of International Mobile
Telecommunications in the bands 1 885–2 025 MHz and 2 110–
2 200 MHz
• Res. 223 (Rev. WRC-15): Additional frequency bands identified for
International Mobile Telecommunications
• Res. 224 (Rev. WRC-15): Frequency bands for the terrestrial component
of International Mobile Telecommunications below 1 GHz
• Res. 225 (Rev. WRC-12): Use of additional frequency bands for the
satellite component of IMT
5 030 MHz
• Res. 739 (Rev. WRC-15): Compatibility between the radio astronomy
service and the active space services in certain adjacent and nearby
frequency bands
ITU-R:
• Rec. M.823: Technical characteristics for differential transmissions for
GNSS from maritime radio beacons in the frequency band 283.6–
315 MHz in Region 1 and 285–325 MHz in Regions 2 and 3
1 164–1 215 MHz, 1 215–1 300 MHz, 1 559–1 610 MHz and 5 010–
5 030 MHz bands
• Rec. M.1343: Essential technical requirements of mobile Earth stations
for global non-geostationary mobile-satellite service systems in the band
1–3 GHz
• Rec. M.1480: Essential technical requirements of mobile Earth stations of
geostationary mobile-satellite systems that are implementing the Global
mobile personal communications by satellite (GMPCS) – Memorandum of
understanding arranagments in parts of the frequency band 1–3 GHz
1 610 MHz, 5 000–5 010 MHz and 5 010–5 030 MHz
31/7/18
Corr.

stations in the radionavigation-satellite service (space-to-Earth) and
receivers in the aeronautical radionavigation service operating in the
band 1 559–1 610 MHz
1 215–1 300 MHz and 1 559–1 610 MHz
bands
• Rep. M.2396: Use of mobile-satellite service systems for flight tracking
Other material:
• GNSSP and NSP meeting reports
• RTCA DO-235A, Assessment of Radio Frequency Interference Relevant
to the GNSS (2002)
• RTCA DO-292, Assessment of Radio Frequency Interference Relevant
to the GNSS L5/E5A Frequency Band (2004)
PROTECTION OF GNSS IN BAND 1 559–1 610 MHz
The radionavigation-satellite band at 1 559–1 610 MHz supports the operation of

the GNSS which is expected to become the future all-purpose radionavigation
system for aviation operations. GPS and GLONASS, presently in operation, have
been identified as the initial components of the systems that will be used, possibly
with ground augmentation. Both systems are also available for all purposes where
a position fixing facility is required. This includes all mobile navigation needs for
land, sea or air, survey, mineral exploitation, search and rescue, etc.
Very stringent integrity and reliability standards, and other performance

characteristics have been developed by the ICAO NSP (see SARPs for GNSS in
Annex 10, Volume I). Both GPS and GLONASS operate using multiple orbiting
satellites (up to 24 in number) at around 20 000 km above the Earth’s surface.
Each satellite transmits exact orbital parameters (ephemeris data) with its
corresponding highly accurate (atomic source) timing signal. Ground receivers
solve four simultaneous equations for at least three sets of position data using the
receivers’ integral accurate time source to obtain a two-dimensional position. A
minimum of four satellites is required to provide a three-dimensional position. The
two systems use different methods of modulation and transmission, with GPS
using pseudo-random coding transmitted on the same frequency and GLONASS
using frequency division on a discrete frequency for individual satellites.
Brief spectrum details of the occupation of the 1 559–1 610 MHz frequency band,
present and expected, are shown in Figure 7-5. The details of the two systems
presently in operation are:
GPS. The centre frequency is 1 575.42 MHz. The occupied bandwidth is

dependent on the type of receiver, and its tracking process coarse acquisition (C/A)
code requires plus or minus 4 MHz and precision (P) code plus or minus 12 MHz.
GLONASS. GLONASS operates on 14 frequencies spaced at 0.5625 MHz in the

band between 1 598.0625 and 1 605.3750.
GNSS augmentation. Proposals have been made for augmentation systems to

improve GNSS integrity, which may operate in the lower end of the 1 559–
1 610 MHz band. Protection requirements are tentative but early indications are
that they would be similar to the systems already in use.
Aircraft receiving system protection
The performance requirements for the aircraft receiving system in regard to the
projection from interference are contained in:
— Annex 10, Volume I;
— RTCA DO-229C, Minimum Operational Performance Standards for Global

Positioning System/Wide Area Augmentation System (GPS/WAAS) Airborne
Equipment (2001), Errata (2002);
— RTCA DO-228, Minimum Operational Performance Standards for Global

Navigation Satellite Systems (GNSS) Airborne Antenna Equipment (1999),
Change 1 (2000).
The document RTCA DO-235A, Assessment of Radio Frequency Interference

Relevant to the GNSS (2002), addresses the specifics of the interference situation.
This document contains basic material for protection calculations.
The maximum tolerable aggregate interference power levels measured at the

antenna port for aircraft receivers, as contained in Annex 10, Volume I, are:
Tracking Acquisition
GPS
Narrow-band signals –150.5 dBW –156.5 dBW
Wide-band signals –140.5 dBW per 1 MHz –146.5 dBW per 1 MHz
GLONASS
Narrow-band signals –149.0 dBW –155.0 dBW
Wide-band signals –140.0 dBW per 1 MHz –146.0 dBW per 1 MHz
Wide-band signals are 1 MHz and wider, and narrow-band are nominally less
than 700 kHz.
Sharing and protection from other radio services
Fixed links
No published characteristics are available for the fixed links which used to be
operated under Footnotes 5.362B and 5.362C which were suppressed by WRC-15.
Information from other work in connection with these fixed links indicates typical
systems with characteristics as follows:
Frequency: Anywhere in band 1 400–1 660 MHz at a bandwidth

of 600 kHz
Output Power: 1.2 W
Antenna Gain: up to 22 dB
Front/Back: 16 dB
Side Lobe Attenuation: 9 dB min
With these characteristics, unacceptable interference to GNSS services could exist

at distances of 400 km and greater to an aircraft receiver in the main lobe of the
fixed link transmitter. Ground station GNSS monitors used for augmentation may
be affected within 80 km. The numbers, locations and operating frequencies of the
equipment are only known to the licensing national administrations. National
coordination with authorities in the countries concerned is necessary to establish
the sharing possibilities on an individual site basis.
These links have the potential to inhibit GNSS operations over a wide area. The
problem has been recognized internationally. ICAO Policy (Section 1 559–
1 626.5 MHz of this handbook) supports the removal of the GNSS band at 1 559–
1 610 MHz from both footnotes.
ICAO studies
The ICAO NSP has prepared material on the protection of GNSS to be used as
ICAO input documentation to ITU-R and other discussions on this subject. This
material contains the protection requirements for all GNSS and support systems
that are expected to be utilized for aviation purposes.
The protection requirements for GNSS systems as stated by the NSP are:
— minus 137 dBW/m2/MHz (wide-band signals); and
— minus 148 dBW/m2/MHz (narrow-band signals).
Protection of GNSS from the spurious emissions

of mobile Earth stations (MES)
Mobile-satellite terminals in the band 1–3 GHz
The band 1 610–1 626.5 MHz is allocated for use by mobile-satellite terminals for
transmissions in the Earth-to-space direction to satellites in non-geostationary
orbits (NGSO). The mobile terminals may either be fixed to a vehicle or other
mobile unit, or be hand-held. The systems presently proposed may be either of
CDMA (wide-band) or of FDMA (narrow-band) type. These systems generate
unwanted emissions which can interfere with GNSS services in the band 1 559–
1 610 MHz.
GSO mobile-satellite systems operating in other bands between 1 GHz and 3 GHz
and particularly the Earth-to-space band at 1 660–1 660.5 MHz also have the
potential to cause interference. The latter band is also used by AMS(R)S for
transmissions from the aircraft (i.e. from an aeronautical Earth station) to the
satellite. For this situation, special measures have to be applied by aircraft systems
designers to maintain the AMS(R)S signal level at the GNSS antenna below the
agreed protection value.
Any of these mobile terminals may be used in the vicinity of airports, which
creates the need for an international agreement to control the manufacture and use
of, and the cross-border controls relating to, such terminals. The Global Mobile
Personal Communications by Satellite MOU, developed jointly by ITU and the
World Telecommunications Policy Forum 1996, has been raised for signature by
all participating countries as an agreement addressing the import and control of
mobile-satellite equipment.
NGSO MES terminals
Protection of GNSS from NGSO MES is addressed by ITU-R Recommendation

M.1343 (Essential technical requirements of mobile Earth stations for global non-
geostationary mobile-satellite systems in the band 1–3 GHz).
The purpose of this recommendation, approved in 1997, is to provide a common

technical basis to:
a) establish type approval requirements for MES terminals;
b) facilitate the licensing of MES terminal operations;
c) facilitate the development of mutual recognition arrangements of type

approvals of MES terminals; and
d) facilitate the development of mutual recognition arrangements to

facilitate the circulation and the use of MES terminals.
GSO MES terminals
Protection of GNSS from GSO MES is addressed by ITU-R Recommendation

M.1480 (Essential technical requirements of mobile Earth stations of
geostationary mobile-satellite systems that are implementing the Global mobile
personal communications by satellite (GMPCS) – Memorandum of understanding
arranagments in parts of the frequency band 1–3 GHz).
This Recommendation has been developed from a European initiative which was
approved by ITU-R.
The data for the “carrier-on” condition only have been extracted. For the “carrier-
off” condition and all other relevant data, reference should be made to the
Recommendation. The subject is complex and the information presented here is for
general guidance only.
The limits relate to the level of unwanted emissions at the output of the MES in the
frequency bands quoted. The first column is for terminals with antenna gain less
than 8 dBi and e.i.r.p. less than 15 dBW. The measurement bandwidth is 1 MHz
unless indicated otherwise.
31/7/18
Corr.
Frequency range e.i.r.p. limit e.i.r.p. limit
(MHz) (dBW) (dBW)
1 559–1 600 –70 –70
1 600–1 605 –70 –70
1 605–1 612.5 –70 to –58.5 (1) (2)
Notes.—
1. Linear interpolation in dBW versus frequency.
2. Linearly interpreted from –70 dBW in 1 MHz at 1 605 MHz to
–46 dBW at 1 610 MHz. Special conditions are applicable to
GLONASS protection (see Recommendation).
Protection of GNSS signals from potential harmful interference of IMT
Recommendations M.2070 and ITU-R M.2071 are not low enough to provide
required protection level for RNSS receiving Earth stations that operate in 1 559–
1 610 MHz. Required separation distances are from 42 m to 2 446 m depending on
the type of RNSS receiver, which makes impossible simultaneous application of
these devices in one local spot without additional compatibility measures.
Band: 2 700–3 300 MHz

Aviation use: Primary surveillance radar, surveillance radar element of precision
approach radar (PAR) medium-range systems, ground-based weather radar
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, 3.2.4
Frequency plan:
Planning criteria:
RTCA:
Eurocae:
ITU Res./Rec.:
ITU-R:
• Rec. M.629: Use for the RN service of the frequency bands 2 900–
3 100 MHz, 5 470–5 650 MHz, 9 200–9 300 MHz, 9 300– 9 500 MHz
and 9 500–9 800 MHz
• Rec. M.1460: Technical and operational characteristics and protection
criteria of radiodetermination and meteorological radars in the 2 900–
3 100 MHz band
• Rec. M.1461: Procedures for determining the potential for interference
between radars operating in the radiodetermination service and systems
in other services
• Rec. M.1464: Characteristics of and protection criteria for
radionavigation and meteorological radars operating in the frequency
band 2 700–2 900 MHz
• Rec. M.1465: Characteristics of and protection criteria for radars
operating in the radiodetermination service in the frequency band 3 100–
3 700 MHz
Other material:
Band: 4 200–4 400 MHz

Aviation use: Radio altimeters
Annex 10
SARPs:
Frequency plan:
Planning criteria:
RTCA:
• DO-155, Minimum Performance Standards — Airborne Low-range
Radar Altimeters (1974)
• DO-161A, Minimum Performance Standards — Airborne Ground
Proximity Warning Equipment (1976)
Eurocae:
• ED-30, MPS for Airborne Low-Range Radio (Radar) Altimeter
Equipment (1980), Amend. 1 (1980)
• ED-83, Recommendations on Ground Collision Avoidance Systems
594-4, Ground Proximity Warning System (GPWS)
723-3, Ground Proximity Warning System
707-6, Radar Altimeter (RALT) Supplement 6
ITU Res./Rec.: Rec. No. 606 (Mob-87): The possibility of reducing the band
4 200–4 400 MHz used by radio altimeters in the aeronautical radionavigation
service
ITU-R:
• Report [BL/8] (Düsseldorf 1990)
• Question 94/8: Bandwidth required for radio altimeter
Other material:
PROTECTION ASPECTS OF RADIO ALTIMETERS

IN BAND 4 200–4 400 MHz
General
The frequency band at 4 200–4 400 MHz has been allocated to the aeronautical
radionavigation service (ARNS) and is reserved exclusively for radio altimeters by
RR No. 5.438. The radio altimeter, in one of its main applications, performs the
highly important task of providing flare guidance in the last stages of automated
approach to land. Equally critical is its use as an input to ground proximity
warning systems (GPWS) in aircraft, which give a “pull up” warning at a
predetermined altitude and closure rate.
For these applications, a good interference rejection performance is essential.

Integrity standards of the order of one failure in 10 19 operations are not uncommon.
The use of a wide frequency band is an essential feature in effective designs to
achieve high orders of interference rejection and freedom from disruptive effects
due to the high levels of pollution of the radio environment which exist in densely
populated areas.
Studies have determined the necessity for the retention of the existing 200 MHz of
spectrum to meet the exacting requirements of high accuracy with good all-round
performance.
ITU-R studies
CCIR Report 1186 discusses the technical background to meeting the operational
performance required for modern conditions. It concludes that:
“The whole of the band 4 200 to 4 400 MHz currently allocated is required up to at
least the year 2015.”
In coming to this conclusion, Report 1186 reviews the accuracy requirements and
the design features to meet those requirements as laid down in MOPS and MASPS.
The relationship between frequency excursion and accuracy is particularly noted.
Typical performance requirements are contained in ARINC Doc 707-1, Section 3.7
as follows:
— accuracy: within 1.5 ft., or 2 per cent if greater, in the range 20 to

2 500 ft;
— output noise: 0.25 ft;
— output Resolution: 0.125 ft.

Band: 5 000–5 250 MHz
Service: Aeronautical radionavigation, aeronautical mobile (R), aeronautical

mobile-satellite (R), aeronautical mobile (for aeronautical mobile telemetry),
radionavigation-satellite
Aviation use: MLS, RPAS C2, AeroMACS
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, 3.11
Frequency plan: Annex 10, Volume I, Table A
Planning criteria:
Annex 10, Volume V, Chapter 4, 4.4
Annex 10, Volume I, Attachment G, Section 9
RTCA: DO-177, MOPS for MLS airborne receiving equipment (1981), Change 1
& 2 (1986)
Eurocae:
• ED-36, MOPS for MLS Airborne Receiving Equipment
• ED-53A, MOPS for MLS Ground Based Equipment
• ED-74, MOPS for Combined ILS and MLS Airborne Receiving
Equipment, Amend. 1 (1997)
• ED-88, MOPS for MMR including ILS, MLS, and GPS used for
ARINC characteristic: 727-1, Airborne Microwave Landing System
ITU Res./Rec.:
• Res. 418 (Rev. WRC-15): Use of the frequency band 5 091–5 250 MHz
by the aeronautical mobile service for telemetry applications
5 030 MHz
• Res. 748 (Rev. WRC-15): Compatibility between the aeronautical
mobile (R) service and the fixed-satellite service (Earth-to-space) in the
ITU-R:
1 164–1 215 MHz, 1 215–1 300 MHz, 1 559–1 610 MHz and 5 010–
5 030 MHz bands
• Rec. M.1582: Method for determining coordination distances, in the 5

GHz band, between the international standard microwave landing system
stations operating in the aeronautical radionavigation service and stations
of the radionavigation-satellite service (Earth-to-space)
1 610 MHz, 5 000–5 010 MHz and 5 010–5 030 MHz
• Rec. M.1906: Characteristics and protection criteria of receiving space
stations and characteristics of transmitting earth stations in the
radionavigation-satellite service (Earth-to-space) operating in the band
5 000–5 010 MHz
• Rec. M.2031: Characteristics and protection criteria of receiving earth
stations and characteristics of transmitting space stations in the
radionavigation-satellite service (space-to-Earth) operating in the band
5 010–5 030 MHz
• Rec. S.1342: Method for determining coordination distances, in the
5 GHz band, between the international standard microwave landing
system (MLS) in the aeronautical radionavigation service (ARNS) and
non-geostationary mobile-satellite service stations providing feeder
uplink services
• Rep. M.2219: Radionavigation-satellite service applications for the
5 000–5 010 MHz and 5 010–5 030 MHz bands
• Rep. M.2262: Potential interference between the ICAO standard
microwave landing system (MLS) operating above 5 030 MHz and
radionavigation-satellite service (RNSS) systems in the band 5 000–
5 030 MHz
Other material: RTCA DO-226, Guidance Material for Evolving Airborne
Precision Area Navigation Equipment with Emphasis on MLS (1995)
MLS COORDINATION WITH FSS

IN BAND 5 090–5 150 MHz
Protection requirements for MLS (coordination with FSS Earth stations)
The band 5 000–5 250 MHz is allocated to the aeronautical radionavigation service

(ARNS). RR No. 5.444 gives precedence in the band 5 030–5 150 MHz to the
international standard system (microwave landing system) for precision approach
and landing. RR No. 5.444A allocates on a joint primary basis the band 5 091–
5 150 MHz to the FSS (for mobile-satellite feeder links) in the Earth-to-space
direction. This allocation was made by WRC-95. Resolution 114, calling for
studies of the compatibility between these two services, was approved.
The compatibility studies under Resolution 114 were carried out by ITU-R WP4A,
which primarily deals with fixed-satellite systems, and it was found appropriate for
the results of the work obtained in WP4A to be examined by the ICAO AWOP/16
held in 1997. AWOP/16 proposed numerous amendments, most of which were
later adopted at the ITU Radiocommunication Assembly in 1997.
ITU-R Recommendations
The method for the determination of coordination distances between Earth stations
in the mobile-satellite service (feeder links) in the band 5 091–5 150 MHz and
MLS in the band 5 030–5 090 MHz which was agreed in ITU-R is contained in
ITU-R Rec. S.1342 (Method for determining coordination distances, in the 5 GHz
band, between the international standard microwave landing system (MLS) in the
aeronautical radionavigation service (ARNS) and non-geostationary mobile-
satellite service stations providing feeder uplink services).
This Recommendation addresses only the protection of MLS in the band 5 030–
5 090 MHz. This band is displayed at Table A of Annex 10, Volume I, which
specifies 200 channels for MLS installations. The Recommendation recognizes
that the sharing between MLS in the band 5 091–5 150 MHz and the FSS in the
band 5 091–5 250 MHz, and other new ARNS in the band 5 030–5 250 MHz and
FSS in the band 5 091–5 250 MHz remains to be studied. (It should also be noted
that AWOP/16 concluded that co-frequency sharing between the FSS and MLS is
not feasible.) The band 5 091–5 150 MHz is required to satisfy future long-term
requirements.
Band: 5 350–5 470 MHz

Aviation use: Airborne weather radar
Annex 10:
SARPs: Annex 6, Part I, Chapter 6, 6.11
Frequency plan:
Channelization:
Planning criteria:
RTCA:
• DO-173, Minimum Operational Performance Standards for Airborne
Weather and Ground Mapping Pulsed Radars (1980), Corrigendum/
Errata/Change 1
Weather Radar with Forward-Looking Windshear Detection Capability
(1993), Change 1 (1995)
Eurocae:
ARINC characteristic: No. 708A-3, Airborne Weather Radar with Forward
Looking Windshear Detection Capability
ITU Res./Rec.:
ITU-R:
Other material:
Band: 8 750–8 850 MHz

Aviation use: Airborne Doppler radar
Annex 10:
SARPs:
Frequency plan:
Channelization:
Planning criteria:
RTCA:
• DO-158, Minimum Performance Standards-Airborne Doppler Radar
Navigation Equipment (1975)
Errata/Change 1
• DO-220, Minimum Operational Performance Standards (MOPS) for
Airborne Weather Radar with Forward-Looking Windshear Detection
Capability (1993)
Eurocae:
ITU Res./Rec.:
ITU-R:
Other material:
Band: 9 000–9 500 MHz

Aviation use: Primary radar 3 cm short-range applications including precision
approach. Airport surface detection equipment (ASDE)
Annex 10:
SARPs: Annex 10, Volume I, Chapter 3, 3.2
Frequency plan:
Channelization:
Planning criteria:
RTCA: DO-173, Minimum Operational Performance Standards for Airborne
Errata/Change 1
Eurocae: ED-116, MOPS for Surface Movement Radar Sensor Systems for Use in
A-SMGCS
ARINC characteristic: 708A-3, Airborne Weather Radar with Forward Looking
Windshear Detection Capability
ITU Res./Rec.:
ITU-R: Rec. M.629: Use for the radionavigation service of the radio frequency
bands 2 900–3 100 MHz, 5 470–5 650 MHz, 9 200–9 300 MHz, 9 300–
9 500 MHz and 9 500–9 800 MHz
Other material:
Band: 13.25–13.4 GHz

Aviation use: Airborne Doppler radar
Annex 10:
SARPs:
Frequency plan:
Channelization:
Planning criteria:
RTCA:
• DO-158, Minimum Performance Standards-Airborne Doppler Radar
Navigation Equipment (1975)
Errata/Change 1
• DO-220, Minimum Operational Performance Standards (MOPS) for
Airborne Weather Radar with Forward-Looking Windshear Detection
Capability (1993), Change 1 (1995)
Eurocae:
ITU Res./Rec.:
ITU-R: Rec. M.496.3: Limits of power flux-density of radionavigation
transmitters to protect space station receivers in the fixed-satellite service in
the 14 GHz band
Other material:
Band: 15.4–15.7 GHz

Aviation use: Primary radar, particularly airport surface detection equipment
(ASDE)
Annex 10:
SARPs:
Frequency plan:
Channelization:
Planning criteria:
RTCA: DO-173, Minimum Operational Performance Standards for Airborne
Weather and Ground Mapping Pulsed Radars (1980), Corrigendum/Errata/
Change 1
Eurocae: ED-116, MOPS for Surface Movement Radar Sensor Systems for use in
A-SMGCS (2004)
ITU Res./Rec.:
ITU-R:
• Rec. S.1340: Sharing between feeder links for the mobile-satellite
service and the aeronautical radionavigation service in the Earth-to-space
direction in the band 15.4–15.7 GHz
• Rec. S.1341: Sharing between feeder links for the mobile-satellite
service and the aeronautical radionavigation service in the space-to-Earth
direction in the band 15.4–15.7 GHz and the protection of the radio
astronomy service in the band 15.35–15.4 GHz
SHARING IN THE BAND 15.4–15.7 GHz
General
The part of the band at 15.43–15.63 GHz of the aeronautical radionavigation band
15.4–15.7 GHz is shared with the fixed-satellite service (FSS), an allocation which
was made by WRC-95 and later amended by WRC-97 (RR No. 5.511A). The FSS
use is restricted to feeder links for non-geostationary satellites in the mobile-
satellite service. The conditions of use are covered by RR Nos. 5.511A and
5.511C, which place restrictions on both services as part of the protection
requirements.
ITU-R studies
Aeronautical utilization of band
The band is utilized by the ARNS for a variety of systems:
— airport surface detection equipment (ASDE): radar systems used at civil

airports for the control of surface movement;
— Radar sensing and measurement system (RSMS): sensing systems used

in small aircraft and helicopters for height and other low-range
measurement;
— aircraft landing system(s) (ALS): a transportable landing system used for

temporary airfields;
— multi-purpose radar (MPR): an airborne surveillance radar.
Descriptions of these systems are given in Annex A of ITU-R Recommendations

S.1340 and S.1341 (see below).
ITU-R Recommendations
Rec. S.1340: Sharing between feeder links for the mobile-satellite service and the
aeronautical radionavigation service in the Earth-to-space direction in the band
15.4–15.7 GHz
This Recommendation contains the following limitations:
— limits the emissions from ALS and MPR at low angles (paragraph 2.1);
— limits horizontal emission by Earth stations to 54 dB (W/MHz);
— restricts RSMS to band 15.43 to 15.63 GHz;
— establishes coordination distances for the protection of ALS and MPR; and
— urges the limit of 42 dBW on all ARNS stations.
Rec. S.1341: Sharing between feeder links for the mobile-satellite service and the
aeronautical radionavigation service in the space-to-Earth direction in the band
15.4–15.7 GHz and the protection of the radio astronomy service in the band
15.35–15.4 GHz
This Recommendation contains the following limitations:
— limits the power flux-density of the FSS at the Earth’s surface for various
angles of arrival (paragraph 2.1);
— establishes coordination distances for ALS and MPR (paragraph 5);
— limits Earth stations to operate above 5 degrees; and
— makes provision for the protection of the radio astronomy service in the band
15.35–15.4 GHz.
31/7/18
Corr.
Band: 24.25–24.65 GHz
Service: Radionavigation
Aviation use: Primary radar: airport surface detection equipment (ASDE)
Annex 10:
SARPs:
Frequency plan:
Channelization:
Planning criteria:
RTCA:
Eurocae: ED-116, MOPS for Surface Movement Radar Sensor Systems for use in
A-SMGCS (2004)
ITU Res./Rec.:
ITU-R:
Other material:
• ICAO Doc 9830, Advanced Surface Movement Guidance and Control
Systems (A-SMGCS) Manual
• ICAO Doc 9924, Aeronautical Surveillance Manual
Band: 31.8–33.4 GHz
Service: Radionavigation
Aviation use: Airport surface detection equipment (ASDE), enhanced flight vision
systems (EFVS)
Annex 10:
SARPs:
Frequency plan:
Channelization:
Planning criteria:
RTCA:
Eurocae:
ITU Res./Rec.: Rec. No. 707 (WARC-79): Relating to the use of the frequency
band 32–33 GHz shared between the inter-satellite service and the
radionavigation service
ITU-R: Rec. M.1466: Characteristics of and protection criteria for radars
operating in the radionavigation service in the frequency band 31.8–33.4 GHz
Other material:
______________________
Attachment H
ITU RESOLUTIONS AND RECOMMENDATIONS

(as contained in the Radio Regulations)
1. INTRODUCTION
The ITU Resolutions and Recommendations contained in the Radio Regulations

and referenced below are relevant to specific frequency bands used by aviation,
specific aviation safety systems or certain WRC agenda items referenced in the
ICAO Position.
Footnotes/WRC-19
Resolution agenda item Band description
18 (Rev. WRC-15) — Procedure for identifying and
announcing the position of ships
and aircraft of States not parties
to an armed conflict
75 (Rev. WRC-12) 5.547 31.8–32.3 and 37–38 GHz
114 (Rev. WRC-15) 5.444; 5.444A 5 091–5 150 MHz
154 (Rev. WRC-15) — 3 400–4 200 MHz; VSAT
155 (WRC-15) 5.484B FSS bands; regulatory
provisions for RPAS C2 links
(UAS CNPC links)
157 (WRC-15) WRC-19 AI 9.1.3 VSAT; radio altimeters
160 (WRC-15) WRC-19 AI 1.14 Bands above 6 GHz, for high
altitude platform systems (HAPS)
205 (Rev. WRC-15) — 406–406.1 MHz
207 (Rev. WRC-15) — Aeronautical HF bands
215 (Rev. WRC-12) — L-band mobile-satellite/
AMS(R)S spectrum
222 (Rev. WRC-12) 5.353A; 5.357A L-band mobile-satellite/
AMS(R)S spectrum
225 (Rev. WRC-12) 5.351A L-band mobile-satellite; GNSS,
2 700–2 900 MHz
229 (Rev. WRC-12) 5.446A 5 150–5 250 MHz
H-1
H-2 Spectrum Requirements for Civil Aviation
Footnotes/WRC-19
236 (WRC-15) WRC-19 AI 1.11 Any band. Railway
radiocommunications
237 (WRC-15) WRC-19 AI 1.12 Any band. Intelligent transport
systems
238 (WRC-15) WRC-19 AI 1.13 Ranges above 24.25 GHz for
future IMT
239 (WRC-15) WRC-19 AI 1.16 5 150–5 925 MHz, RLAN
359 (Rev. WRC-15) WRC-19 AI 1.8 Maritime MF, HF, VHF and
satellite bands, used by GMDSS
360 (Rev. WRC-15) WRC-19 AI 1.9.2 Maritime VHF bands used by
GMDSS
362 (WRC-15) WRC-19 AI 1.9.1 Maritime VHF bands used by
GMDSS
405 — Aeronautical HF bands
413 (Rev. WRC-12) 5.197A 108–117.975 MHz; AM(R)S
417 (Rev. WRC-15) 5.327A 960–1 164 MHz; AM(R)S
418 (Rev. WRC-15) 5.444B, 5.446C 5 091–5 150 MHz (AMS)
422 (WRC-12) — L-band mobile-satellite/
AMS(R)S spectrum
426 (WRC-15) WRC-19 AI 1.10 GADSS
608 (Rev. WRC-15) 5.329 1 215–1 300 MHz
609 (Rev. WRC-07) 5.328A 1 164–1 215 MHz
610 (WRC-03) 5.328B 1 164–1 300 MHz; 1 559–
1 610 MHz; 5 010–5 030 MHz
659 (WRC-15) WRC-19 AI 1.7 405.9–406.2 MHz
739 (Rev. WRC-15) 5.208B 1 525–1 559 MHz; 1 559–
1 610 MHz
748 (Rev. WRC-15) 5.444B 5 091–5 150 MHz (AMS, FSS)
750 (Rev. WRC-15) 5.338A 1 350–1 400 MHz
763 (WRC-15) WRC-19 AI 9.1.4 Potential frequency bands for
stations on board sub-orbital
vehicles
Attachment H. ITU Resolutions and Recommendations H-3
Footnotes/WRC-19
804 (Rev. WRC-12) — Establishment of WRC Agendas
958 (WRC-15) WRC-19 AI 9.1.6 Wireless power transmission
Recommendation Footnotes Band
206 (Rev. WRC-12) — L-band mobile-satellite/
AMS(R)S spectrum
401 — Aeronautical HF bands
608 (Rev. WRC-07) — 1 164–1 215 MHz
707 5.548 31.8–33 GHz
724 (WRC-07) — Use of VSAT stations
— END —

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Doc 9718

Second Edition — 2018

All excerpts from the ITU Radio Regulations are presented

International Civil Aviation Organization

For ordering information and for a complete listing of sales agents

First Edition 2014

Doc 9718, Handbook on Radio Frequency Spectrum Requirements

All rights reserved. No part of this publication may be reproduced, stored in a

RECORD OF AMENDMENTS AND CORRIGENDA

No. Date Entered by No. Date Entered by

ICAO’s Special Communications/Operations Divisional Meeting held in 1995

The meeting accordingly recommended that an ICAO radio frequency (RF)

Recommendation 7/1 — ICAO radio frequency (RF) policy document on

Status of the handbook

The material in this handbook is supplementary to the Standards and

Results of ongoing activities in ICAO on spectrum management are available

Organization of the handbook

The handbook consists of two volumes:

Volume II contains technical material on the utilization of radio frequency

Volume I is structured as follows:

— Chapter 1 introduces the subject of radio frequency spectrum

— Chapter 2 defines the objectives and purpose of the handbook.

— Chapters 3 to 5 describe the institutional aspects and the relationships

— Chapter 6 contains an overview of the spectrum management process.

— Chapter 7, which is divided into four sections, contains the principal

— Chapter 9 describes the elements of a framework of rules and

— Attachment A provides a selection of relevant ITU definitions.

— Attachment B contains acronyms and abbreviations used in the

— Attachment C gives an overview of the regulatory aspects of radio

— Attachment D addresses the processes and sequence of actions for the

— Attachment F contains the ICAO Position for ITU WRC-19, as approved

— Attachment G contains technical information and frequency-sharing

— Attachment H references relevant ITU Resolutions and Recommendations

Action by Member States and ICAO

radio frequency spectrum by international civil aviation. In particular, the ICAO

International Telecommunication Union (ITU)

Chapter 1. Introduction........................................................................... 1-1

Chapter 2. Objectives and Purpose......................................................... 2-1

Chapter 3. The International Telecommunication Union........................ 3-1

Chapter 4. The ITU Regulatory Framework for Aeronautical

4.1 The ITU Radio Regulations....................................................... 4-1

Chapter 5. ICAO Involvement in Frequency and Spectrum

Chapter 6. Overview of the Spectrum Management Process.................. 6-1

6.1 General aspects of the process................................................... 6-1

Chapter 7. Statement of Frequency Allocations, Technical

Section 7-I. List of frequency bands................................................. 7-2

Section 7-III. Radio Regulations and other ITU material of

Chapter 8. ICAO Spectrum Strategy and Vision.................................... 8-1

8.1 Introduction............................................................................... 8-1

Chapter 9. Interference Protection Considerations.................................. 9-1

9.1 Introduction............................................................................... 9-1

Attachment A. Definitions and Terms Used in the

Attachment B. Acronyms and Abbreviations......................................... B-1

Attachment C. The Regulation of Radio Equipment in Aircraft............. C-1

Attachment D. Review and Update........................................................ D-1

Attachment E. Approach for Establishing and Promoting the

Attachment F. ICAO Position for the International

Appendix to Attachment F. Agenda for WRC-19............................ F-35

Attachment G. Technical Information and Frequency-sharing Criteria. . G-1