8.33 kHz Expansion Programme Bilateral meeting UK / Eurocontrol, LACC Swanwick 6th September 2007 Paul Draper attended this meeting on our behalf. The details are below, but he particularly comments: There is no doubt the authorities intend this to happen and we, in particular, will be affected. However I am hopeful that the proposal I put forward for us needing only 1 such radio (plus a 25kHz backup) will be accepted. There was concern expressed to ensure that users of eg Garmin 430/530 realise the units have to be configured for 8.33 comm useage via the set up pages; it seems there have been problems encountered in pilots not doing so before entering airspace where 8.33 is already in use (above FL195).It is also not clear as yet as to when the requirement will be mandated and there is pressure for a long period of phasing transition and exemptions so that more of the GA fleet will be so equipped via new a/c and general avionics upgrades. I anticipate there will be much resistance from GA not flying IFR and considerable lobbying of the EC is likely but even if amended as to the levels at which it applies those of us who fly airways below FL195 will undoubtedly be the first affected. 1. Peter Alty the Eurocontrol programme manager chaired the meeting and there were 12 attendees mainly from Eurocontrol, CAA, NATS, MOD, NATO. There were just 2 from GA being Martin Robinson of AOPA and me. 2. Currently 8.33 kHz radios are a requirement for Class C airspace down to FL195. Forecast lack of spectrum (difficulties already) coupled with expansion of GAT (CAT and GA) means that steps need to be taken now to resolve the problem. Eurocontrol are looking at the position in UK, France and Germany in particular as being the major congestion areas. A common solution is required to apply across all States. 3. VHF protection areas required are a radius of c280 miles before frequencies can be allocated for use elsewhere. Total frequency assignments are 11,200. 4. General Air Traffic movements are currently 30000+ per day, were 8m per yr in 2000 and forecast to be 16m by 2020 (per SESAR). 5. Some options have been considered to resolve the lack of availability but increasing the spectrum from eg 108 – 137 up to 156 kHz is not readily available. The navband of 112 – 118 may be available in the future but there are problems with it. Post 2020 there may be additional solutions for data and comm transmissions but such timescales cannot be awaited. 6. Implementing 8.33 kHz spacing on the “shoulder” frequencies is only beneficial if all ground equipment is converted and it can also only be done if all a/c are so equipped. 7. Most of GAT CAT a/c are 8.33 kHz equipped and most Member States will be ground equipped by 2009. 8. ICAO has required an implementation plan and has recommended new a/c are so fitted from 1st Jan 2008 and for enroute airspace from 2010, with the remainder of controlled airspace from 2013. The EC Common Transport Committee is considering Implementation Rules and Eurocontrol are revising the current business case for 8.33 kHz expansion below FL195; this meeting is part of the consultation process. 9. Costs for equipping all States with 8.33 mHz are estimated at €770m including the GA fleet costs at €327m. 10. Implementing as in 8 above will effectively mean all aircraft will be affected by the requirement if transits or flight near or into eg TMAs is required. 11. The military are much affected and have considerable concerns. 12. UK NATS wants to implement the requirement in sectors additional to above FL195 IN 2008 (eg. some TMAs). The requirement on NATS to provide LARS in the London TMA area has caused them real problems in frequency allocation. 13. CAA proposes it applies to airspace classes A, B, C, D, E & F, hence G is excluded. It wishes to ensure the efficiency of any solutions and admits there is significant work to be done and accepts there needs to be a global solution. 14. There are considerable problems anticipated where there is a mix of IFR and VFR traffic. However part of the safety case states that 25kHz radios will still be used in all TMAs, CTRs and FIS. It was therefore pointed out that traffic in or close to such areas could continue to make contact. 15. Some GA a/c already have 8.33 kHz capability in that some GPS units (eg Garmin 430/530 and King equivalents) have a built in 8.33 radio. It is however vital they are configured for such use. Icom are introducing an 8.33 handheld unit in 2008 and Filser and others are producing 8.33 units soon. 16. Gliders and higher level VFR traffic present real problems for the system and will have to be 8.33 equipped to cross airways etc. 17. Paragliders, balloonists and microlighters are currently considered to have to provide 8.33kHz in addition to gliders in airspace as mentioned in 15 above. It is accepted there may be equipment issues. 18. It was suggested: a) Eurocontrol commission an independent study to consider alternative solutions to the problem. This would more readily satisfy GA in particular. Eurocontrol noted this but did not seem keen due to the need to progress quickly. b) There may be a funding route for GA in particular via the Common Charging Rules Chapter 2 Article 5.3 which provides for funding for navigation facilities required for safety. It was agreed this would be looked at. c) That for IFR a/c 2 x 8.33kHz radios may not be required and 1 might suffice plus an existing 25 kHz unit as a back up. It is noteworthy Oceanic traffic is only required to have 1 uHf radio. It was agreed this is a possibility and will be seriously considered. d) That the dates for implementation and transition/exceptions should be as late as possible for GA (ie near 2020+) as more of the then existing fleet will have such equipment as standard as new type a/c continue to be introduced. Existing historic, orphan and the like a/c will need special treatment. It was accepted existing non radio a/c could not be affected.
19. It was accepted the major portion of demand increase was from CAT. The CAA and NATS acknowledged no study had been carried out as to the demand and forecast increase in demand from GA. and it was pointed out to Eurocontrol that “the beneficiary should pay principle” should apply and that this was the case in eg Australia who have proposed such on ADS-B. Whilst noted, they were not in a position to comment on such principle. 20. The way forward was proposed by Eurocontrol as: a) Eurocontrol will be revising the business case and in parallel developing an implementation plan. b) Consultation will be continuing until February 2008. c) A report will be forwarded to the EC provisional Council in April 2008. It is then for the EC Transport Minister to decide how to progress. (It is most likely the EC will wish this to be looked at in considerable detail and it will be essential to lobby the EC including via the Single Sky Committee). d) Eurocontrol will be publicising the proposals via GA magazines etc. e) Minutes will be issued and access to the Eurocontrol website dealing with this matter publicised.
21. See www.eurocontrol.int/vhf833/public/standard_page/below_fl195.html for more details of the proposal. PRD 7th September 2007 |
