1、 Report ITU-R M.2205(11/2010)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 band5 030-5 091 MHz to support control andnon-payload communications links forunmanned aircraft systemsM SeriesMobile, radiodetermination, amateurand related satell
2、ite servicesii Rep. ITU-R M.2205 Foreword The role of the Radiocommunication Sector is to ensure the rational, equitable, efficient and economical use of the radio-frequency spectrum by all radiocommunication services, including satellite services, and carry out studies without limit of frequency ra
3、nge on the basis of which Recommendations are adopted. The regulatory and policy functions of the Radiocommunication Sector are performed by World and Regional Radiocommunication Conferences and Radiocommunication Assemblies supported by Study Groups. Policy on Intellectual Property Right (IPR) ITU-
4、R policy on IPR is described in the Common Patent Policy for ITU-T/ITU-R/ISO/IEC referenced in Annex 1 of Resolution ITU-R 1. Forms to be used for the submission of patent statements and licensing declarations by patent holders are available from http:/www.itu.int/ITU-R/go/patents/en where the Guide
5、lines for Implementation of the Common Patent Policy for ITU-T/ITU-R/ISO/IEC and the ITU-R patent information database can also be found. Series of ITU-R Reports (Also available online at http:/www.itu.int/publ/R-REP/en) Series Title BO Satellite delivery BR Recording for production, archival and pl
6、ay-out; film for television BS Broadcasting service (sound) BT Broadcasting service (television) F Fixed service M Mobile, radiodetermination, amateur and related satellite services P Radiowave propagation RA Radio astronomy RS Remote sensing systems S Fixed-satellite service SA Space applications a
7、nd meteorology SF Frequency sharing and coordination between fixed-satellite and fixed service systems SM Spectrum management Note: This ITU-R Report was approved in English by the Study Group under the procedure detailed in Resolution ITU-R 1. Electronic Publication Geneva, 2011 ITU 2011 All rights
8、 reserved. No part of this publication may be reproduced, by any means whatsoever, without written permission of ITU. Rep. ITU-R M.2205 1 REPORT ITU-R 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 con
9、trol and non-payload communications links for unmanned aircraft systems (2010) TABLE OF CONTENTS Page 1 Introduction 3 2 Terminology . 4 3 Review of radiocommunication spectrum requirements 5 4 Principles applying to services allocations . 5 5 Criteria for evaluating candidate frequency bands . 7 6
10、Frequency bands under consideration 9 6.1 960-1 164 MHz terrestrial line-of-sight communications 9 6.2 5 030-5 091 MHz satellite communications . 10 7 Conclusions 10 Annex 1 Sharing study for UAS terrestrial line-of-sight communications in the band 960-1 164 MHz . 11 1 960-1 164 MHz allocations 11 2
11、 Existing in-band systems 12 2.1 DME and TACAN 17 2.2 Secondary surveillance radar and TCAS (1 030/1 090 MHz) 20 2.3 JTIDS and MIDS 22 2.4 UAT 22 2.5 Non-ICAO standardized aeronautical radionavigation system 23 2.5.1 Results of compatibility studies between UAS and non-ICAO ARNS stations in the 960-
12、1 164 MHz band 24 3 Potential in-band systems . 28 3.1 L-DACS1 28 2 Rep. ITU-R M.2205 Page 3.2 L-DACS2 29 4 Compatibility with GNSS Systems above 1 164 MHz 30 5 Summary of 960-1164 MHz sub-bands usages 30 6 Possible CNPC system architecture . 31 6.1 Preliminary design considerations 31 6.2 Statistic
13、al considerations 32 6.3 Detailed designs 33 6.3.1 Medium/large UAS system design 33 6.3.2 Small UAS system design 37 7 Conclusion 40 Annex 2 Sharing in the band 5 030-5 091 MHz between the international standard microwave landing system (MLS) and a satellite system of the aeronautical mobile-satell
14、ite (route) service (AMS(R)S) . 41 1 Introduction 41 2 Definition 41 3 Microwave landing system . 41 3.1 General architecture 41 3.2 MLS transmitter 44 3.3 MLS receiver 45 3.4 Protection criteria 47 4 Possible AMS(R)S system . 47 4.1 General architecture 47 4.2 Space segment 48 4.3 UA terminal segme
15、nt 49 4.4 Carrier bandwidth and frequency plan . 50 4.5 Link budgets . 51 5 Coexistence studies 53 5.1 Introduction . 53 5.2 General methodology 54 5.3 Single interferer analysis 55 5.3.1 Satellite to MLS (satellite to UA link, forward) 55 Rep. ITU-R M.2205 3 Page 5.3.2 MLS to UA (satellite to UA li
16、nk, forward) 57 5.3.3 UA to MLS (UA to satellite link, return) . 58 5.3.4 MLS to satellite (UA to satellite link, return) 61 5.4 Aggregation analysis 62 5.4.1 Satellite to MLS (satellite to UA link, forward) 62 5.4.2 MLS to UA (satellite to UA link, forward) 63 5.4.3 UA to MLS study (UA to satellite
17、 link, return) . 65 5.4.4 MLS to satellite (UA to satellite link, return) 67 5.5 Frequency planning constraints determination . 69 5.6 Frequency planning 70 6 Conclusion 72 Annex 3 Glossary 73 Objective Numerous unmanned aircraft (UA) applications have been demonstrated or are planned that will sign
18、ificantly increase the numbers of UA worldwide. With integration of UA into non-segregated airspace, it is essential that adequate spectrum be found to support UA operations. At the 2007 World Radiocommunication Conference (WRC-07), a new agenda item was approved for the WRC-12 to consider the spect
19、rum requirements for unmanned aircraft system (UAS) including the spectrum requirements for command and control and air traffic control (ATC) relay systems. This Report is focused on the study of the AM(R)S allocation in the bands 960-1 164 MHz and of the AMS(R)S allocation in the band 5 030-5 091 M
20、Hz to support CNPC links for UAS. 1 Introduction Significant growth is forecast in the UAS sector of aviation. The current state of the art in UAS design and operation is leading to the rapid development of UAS applications to fill many diverse requirements. The ability of UAs to effectively support
21、 long duration and hazardous missions, are key drivers in the development and deployment of increasing numbers of UAS applications. Though UA have traditionally been used in segregated airspace where separation from other air traffic can be assured, some administrations anticipate broad deployment o
22、f UA in non-segregated airspace shared with manned aircraft. If UA operate in a non-segregated civil airspace, they must be integrated safely and adhere to operational practices that provide an acceptable level of safety comparable to that of a conventional manned aircraft. In some cases, those prac
23、tices will be identical to those of manned aircraft. It should be noted that in certain countries a wide range of frequency bands have been used for control of the UA in segregated airspace for both line-of-sight (LoS) and beyond line-of-sight (BLoS). Currently, many of these bands do not have the s
24、afety aspect required to enable UA flight in non-segregated airspace. 4 Rep. ITU-R M.2205 Thus it is envisioned that UA will operate alongside manned aircraft in non-segregated airspace using methods of control that could make the location of the pilot transparent to air traffic control (ATC) author
25、ities and airspace regulators. Because the pilot is located remotely from the UA, radio frequency (RF) communications links will be required to support, among other things, UA telemetry data, telecommand messages, and the relay of ATC communications. Since this connection will be used to ensure the
26、safety of life and property, reliable communications links and access to appropiate spectrum are required. It is also expected that the characteristics of the information will necessitate user authentication, and interference resilience. As technology advances, it can be expected that more autonomou
27、s flight capability will be incorporated into UA. Even for autonomous UAS operations, RF communications links with the same performance characteristics will be required for emergencies as well as for selected operating conditions. If the spectrum requirements of UAS operations cannot be accommodated
28、 within existing aviation spectrum allocations, additional appropriately allocated spectrum may be necessary to support UAS operations. The goal of airspace access for appropriately equipped UAS requires a level of safety similar to that of an aircraft with a pilot onboard. The safe operation of UAS
29、 outside segregated airspace requires addressing the same issues as manned aircraft, namely integration into the air traffic control system. Because some UAS may not have the same capabilities as manned aircraft to safely and efficiently integrate into non-segregated airspace, they may require commu
30、nications link performance that exceeds that which is required for manned aircraft. In the near term, one critical component of UAS safety is the communication link between the remote pilots control station (UACS) and the UA. Radiocommunication is the primary method for remote control of the unmanne
31、d aircraft. Seamless operation of unmanned and manned aircraft in non-segregated airspace requires high-availability communication links between the UA and the UACS. In addition, radio spectrum is required for various sensor applications that are integral to UAS operations including on-board radar s
32、ystems used to track nearby aircraft, terrain, and obstacles to navigation. The objective of this Report is to study the AM(R)S allocation in the band 960-1 164 MHz and the AMS(R)S allocation in the band 5 030-5 091 MHz1to support control links for UAS in which the control and non-payload communicat
33、ions (CNPC) links of future UAS can operate reliably without causing harmful interference to incumbent services and systems. The technical information given in this paper is not relevant for operational purposes. 2 Terminology Unmanned aircraft (UA) designates all types of remotely controlled aircra
34、ft. UA control station (UACS): Facility from which a UA is controlled remotely. Sense and avoid (S UACS subsystem; 1Other bands exist, in which operational systems are already in use, which could ensure safe, reliable, and effective UA flight operation. Consequently no studies have been undertaken i
35、n these bands in this Report. Rep. ITU-R M.2205 5 Air traffic control (ATC) communication subsystem (not necessarily relayed through the UA); S Payload subsystem (e.g., video cameras)2. Control and non-payload communications (CNPC): The radio links, used to exchange information between the UA and UA
36、CS, that ensure safe, reliable, and effective UA flight operation. The functions of CNPC can be related to different types of information such as telecommand messages, non-payload telemetry data, support for navigation aids, air traffic control voice relay, air traffic services data relay, S 56 MHz
37、for satellite systems. 4 Principles applying to services allocations Figure 1 illustrates the kinds of terrestrial LoS links in the system. 2UAS payload communications are not covered in this Report. 3Report ITU-R M.2171 Characteristics of unmanned aircraft systems (UAS) and spectrum requirements to
38、 support their safe operation in non-segregated airspace. 6 Rep. ITU-R M.2205 FIGURE 1 Links involved in line-of-sight communications For LoS links: the remote pilot stations satisfy the definition Radio Regulations4(RR) No. 1.81 (aeronautical station); the UA corresponds to definition RR No. 1.83 (
39、aircraft station). Therefore, the aeronautical mobile (route) service (AM(R)S), the aeronautical-mobile service (AMS) and the mobile service (MS) could be considered for links 1 and 2. Figure 2 depicts the various kinds of satellite links in the system. FIGURE 2 Links involved in beyond line-of-sigh
40、t communications via satellite 4All references to the RR are related to the RR Edition of 2008. ATCControl station 1. Remote pilot to UA 2. UA to remote pilot 12 ATC UAControl station (mobile or fixed) or gateway station (to which remote pilots are connected) 14 3 2SatelliteForward link: 1: Remote p
41、ilot to satellite 2: Satellite to UA Return link: 3: UA to satellite 4: Satellite to remote control station Rep. ITU-R M.2205 7 Case 1: Mobile UACS the UA corresponds to definition RR No. 1.84 (aircraft earth station); the satellite corresponds to definition RR No. 1.64 (space station); the mobile U
42、ACS corresponds to definition RR No. 1.68 (mobile earth station). Therefore, from the RR point of view, AMS(R)S, the aeronautical-mobile satellite service (AMSS), and the mobile-satellite service (MSS) for links 2 and 3 could be considered if the allocation is on a primary basis. MSS for links 1 and
43、 4 could also be considered if allocated on a primary basis. In the case of mobile UACS located on the Earths surface, MSS except aeronautical for links 1 and 4 could be considered if the allocation is on a primary basis. Additionally for links 1, 2, 3 and 4, FSS allocations can also be considered i
44、f sharing studies with other services allocated in the bands, have been successfully completed which also require appropriate modifications of the RR taking into account ICAO requirements. Case 2: Fixed UACS the UA corresponds to definition RR No. 1.84 (aircraft earth station); the satellite corresp
45、onds to definition RR No. 1.64 (space station); the fixed UACS corresponds to definition RR No. 1.63 (earth station). Therefore, from the RR point of view, the services AMS(R)S, AMSS and MSS for links 2 and 3 could be considered. For links 1 and 4, the fixed-satellite service (FSS) could be consider
46、ed taking also into account ICAO requirements. Additionally, for links 2 and 3, FSS allocations can also be considered if sharing studies with other services allocated in the bands have been successfully completed which also require appropriate modifications of the RR taking also into account ICAO r
47、equirements. Case 3: Control station providing feeder-link station functions the UA corresponds to definition RR No. 1.84 (aircraft earth station); the satellite corresponds to definition RR No. 1.64 (space station); the UACS corresponds to definition RR No. 1.82 (aeronautical earth station). Theref
48、ore, from the RR point of view, the services AMS(R)S, AMSS and MSS for links 2 and 3 could be considered. The services FSS, AMSS, AMS(R)S for links 1 and 4 could be considered taking also into account ICAO requirements. Additionally, for links 2 and 3, FSS allocations can also be considered if shari
49、ng studies with other services allocated in the bands have been successfully completed which also require appropriate modifications of the RR taking into account ICAO requirements. 5 Criteria for evaluating candidate frequency bands The following criteria have been considered in evaluating frequency bands for UAS operation: Controlled-access spectrum: Each of the potential solutions should be evaluated on whether they will operate in spectrum that has some type of controlled access to enable the limitati
