GOVERNMENT OF INDIA

OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP SAFDARJANG AIRPORT, NEW DELHI

CIVIL AVIATION REQUIREMENTS

SECTION 9 – AIR SPACE AND
AIR TRAFFIC MANAGEMENT
SERIES 'D' PART VI
ISSUE III, 27TH JULY 2015 EFFECTIVE: FORTHWITH

F. No. AV27088/06/2015-ANS

Subject: Aeronautical Telecommunications – Aeronautical Radio Frequency

Spectrum Utilization

INTRODUCTION

In pursuant to Article 28 of the Convention on International Civil Aviation each contracting

State undertakes to provide in its territory, air navigation facilities to facilitate air navigation
and also adopt and put into operation the appropriate standard systems for
communication procedures, codes, markings, signals etc., in accordance with standards
which may be recommended or established from time to time, pursuant to the Convention.
International Civil Aviation Organization adopts and amends from time to time, as may be
necessary, international standards and recommended practices and procedures for
Aeronautical Telecommunications – Aeronautical Radio Frequency Spectrum Utilization
in Annex 10 Volume V.

This CAR is issued under the provisions of Rule 29C and Rule 133A of the Aircraft Rules,
1937 for the requirements to be followed in respect of Aeronautical Telecommunications
– Aeronautical Radio Frequency Spectrum Utilization.

This CAR is issued in supersession of CAR Section 4 Series D Part VI, Issue I dated 24th
July 2006.

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1. DEFINITIONS

When the following terms are used in this CAR, they have the following meanings:

Alternative means of communication. A means of communication provided with equal

status, and in addition to the primary means.

Double channel simplex. Simplex using two frequency channels, one in each direction.

Duplex. A method in which telecommunication between two stations can take place in
both directions simultaneously.

Frequency channel. A continuous portion of the frequency spectrum appropriate for a

transmission utilizing a specified class of emission.

Note.— The classification of emissions and information relevant to the portion of the
frequency spectrum appropriate for a given type of transmission (bandwidths) are
specified in the Radio Regulations, Article 2 and Appendix 1.

Offset frequency simplex. A variation of single channel simplex wherein

telecommunication between two stations is effected by using in each direction
frequencies that are intentionally slightly different but contained within a portion of the
spectrum allotted for the operation.

Operational control communications. 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.

Primary means of communication. The means of communication to be adopted

normally by aircraft and ground stations as a first choice where alternative means of
communication exist.

Simplex. A method in which telecommunication between two stations takes place in one
direction at a time.

Single channel simplex. Simplex using the same frequency channel in each direction.

VHF digital link (VDL). A constituent mobile subnetwork of the aeronautical

telecommunication network (ATN), operating in the aeronautical mobile VHF frequency
band. In addition, the VDL may provide non-ATN functions such as, for instance, digitized
voice.

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2. Distress Frequencies

2.1 Frequencies for emergency locator transmitters (ELTs) for search and
rescue

2.1.1 Intentionally left blank

2.1.2 Intentionally left blank

2.2 Search and rescue frequencies

2.2.1 Where there is a requirement for the use of high frequencies for search and rescue
scene of action coordination purposes, the frequencies 3 023 kHz and 5 680 kHz shall be
employed.

2.2.2 Where specific frequencies are required for communication between rescue
coordination centres and aircraft engaged in search and rescue operations, they should
be selected regionally from the appropriate aeronautical mobile frequency bands in light
of the nature of the provisions made for the establishment of search and rescue aircraft.

Note.— Where civil commercial aircraft take part in search and rescue operations, they
will normally communicate on the appropriate en-route channels with the flight information
centre associated with the rescue coordination centre concerned.

3. Utilization of Frequencies below 30 MHz

3.1 Method of operations

3.1.1 In the aeronautical mobile service, single channel simplex shall be used in
radiotelephone communications utilizing radio frequencies below 30 MHz in the bands
allocated exclusively to the aeronautical mobile (R) service.

3.1.2 Assignment of single sideband channels

3.1.2.1 Single sideband channels shall be assigned in accordance with CAR

Section 4 Series ‘D’ Part IV, Para 2.4 of Part II (Voice Communication Systems).

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3.1.2.2 For the operational use of the channels, the provisions of 27/19 of the
International Telecommunication Union(ITU)-Radio Regulations.

3.1.2.3 The use of aeronautical mobile (R) frequencies below 30 MHz for
international operations should be coordinated as specified in Appendix 27 of the ITU
Radio Regulations as follows.

27/19 The ICAO co-ordinates radiocommunications of the aeronautical mobile (R)

service with international aeronautical operations and this Organization should be
consulted in all appropriate cases in the operational use of the frequencies in the
Plan.

3.1.2.4 Where international operating requirements for HF communications cannot

be satisfied by the Frequency Allotment Plan to the Radio Regulations, an appropriate
frequency may be assigned by the application of the following provisions (of the ITU-
Radio Regulations):

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 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 The co-ordination 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.

3.1.2.5 The use of classes of emission J7B and J9B shall be subject to the following
provisions (of the ITU-Radio Regulations):

27/12 For radiotelephone emissions the audio frequencies will be limited to

between 300 and 2 700 Hz and the occupied bandwidth of other authorized
emissions will not exceed the upper limit of J3E emissions. In specifying these
limits, however, no restriction in their extension is implied in so far as emissions
other than J3E are concerned, provided that the limits of unwanted emissions are
met.

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27/14 On account of the possibility of interference, a given channel should not be
used in the same allotment area for radiotelephony and data transmissions.

27/15 The use of channels derived from the frequencies indicated in 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 order to avoid
harmful interference which may result from the simultaneous use of the same
channel for several classes of emission.

3.1.3 Assignment of frequencies for aeronautical operational control

communications

3.1.3.1 Worldwide frequencies for aeronautical operational control communications

are required to enable aircraft operating agencies to meet the requirements prescribed in
CAR Section 2 Series ‘O’ Part II. Assignment of these frequencies shall be in accordance
with the following provisions:

27/9 A world-wide allotment area is one in which frequencies are allotted

to provide long distance communications between an aeronautical station within
that allotment area and aircraft operating anywhere in the world.

27/217 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 administration 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 ofaircraft. 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.

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3.2 NDB frequency management

3.2.1 NDB frequency management should take into account the following:

a) the interference protection required at the edge of the rated coverage;

b) the application of the figures shown for typical ADF equipment;

c) the geographical spacings and the respective rated coverages;

d) the possibility of interference from spurious radiation generated by non-

aeronautical sources (e.g. electric power services, power line
communication systems, industrial radiation, etc.).

3.2.2 To alleviate frequency congestion problems at locations where two separate ILS
facilities serve opposite ends of a single runway, the assignment of a common frequency
to both of the outer locators should be permitted, and the assignment of a common
frequency to both of the inner locators should be permitted, provided that:

a) the operational circumstances permit;

b) each locator is assigned a different identification signal; and

c) arrangements are made whereby locators using the same frequency cannot
radiate simultaneously.

4. Utilization of Frequencies above 30 MHz

4.1 Utilization in the frequency band 117.975 – 137.000 MHz

The guidelines regarding selection of particular frequencies for various aeronautical

purposes are as follows:

4.1.1 General allotment of frequency band 117.975 – 137.000 MHz

4.1.1.1 The block allotment of the frequency band 117.975 – 137.000 MHz shall be
as shown in Table 4-1.

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Table 4-1. Allotment table

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Block allotment of Worldwide utilization Remarks

Frequencies (MHz)

a) 118.000 - 121.450 International and Specific international allotments will

inclusive National Aeronautical be determined in the light of regional
Mobile Services agreement. National assignments
are covered by the provisions in
4.1.4.8 and 4.1.4.9.

b) 121.500 Emergency frequency See 4.1.3.1. In order to provide a

guard band for the protection of the
aeronautical emergency frequency,
the nearest assignable frequencies
on either side of 121.500 MHz are
121.450 MHz and 121.550 MHz.

c) 121.550 - 121.9917 International and Reserved for ground movement,

inclusive National Aerodrome pre-flight checking, air traffic
Surface services clearances, and
Communications associated operations.

d) 122.000 - 123.050 National Aeronautical Reserved for national allotments.

inclusive Mobile Services National assignments are covered
by the provisions of 4.1.4.8 and
4.1.4.9.

e) 123.100 Auxiliary frequency See 4.1.3.4. In order to provide a

SAR guard band for the protection of the
aeronautical auxiliary frequency, the
nearest assignable frequencies on
either side of 123.100 MHz are
123.050 MHz and 123.150 MHz.

f) 123.150- 123.6917 National Aeronautical Reserved for national allotments,

inclusive Mobile Services with the exception of 123.450 MHz
which is also used as the an air-to-
air communications channel (see g).
National assignments are covered
by the provisions of 4.1.4.8 and
4.1.4.9.

g) 123.450 Air-to-air Designated for use as provided for

communications in 4.1.3.2.

h) 123.700- 129.6917 International and Specific international allotments will

inclusive National Aeronautical be determined in light of regional
Mobile Services agreement. National assignments
are covered by the provisions in
4.1.4.8 and 4.1.4.9.

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i) 129.700 - 130.8917 National Aeronautical Reserved for national allotments but
inclusive Mobile Services may be used in whole or in part,
subject to regional agreement, to
meet the requirements mentioned in
4.1.6.1.3.

j) 130.900 - 136.875 International and Specific international allotments will

inclusive National Aeronautical be determined in light of regional
Mobile Services agreement. National assignments
are covered by the provisions in
4.1.4.8 and 4.1.4.9.

k) 136.900 - 136.975 International and Reserved for VHF air-ground data

inclusive National Aeronautical link communications.
Mobile Services

Note 1: Due care shall be taken in the utilization of the band 136 – 137 MHz band because
of the possibility of harmful radio interference from non-aeronautical sources of radio
frequency energy.

4.1.2 Frequency separation and limits of assignable frequencies

Note.— In the following text the channel spacing for 8.33 kHz channel assignments is
defined as 25 kHz divided by 3 which is 8.333 ... kHz.

4.1.2.1 In the frequency band 117.975 - 137.000 MHz, the lowest assignable
frequency shall be 118.000 MHz and the highest 136.975 MHz.

4.1.2.2 The minimum separation between assignable frequencies in the

aeronautical mobile (R) services shall be 8.33 kHz.

4.1.2.3 Requirements for mandatory carriage of equipment specifically designed for

8.33 kHz channel spacing shall be made on the basis of regional air navigation
agreements which specify the airspace of operation and the implementation timescales
for the carriage of equipment, including the appropriate lead time.

Note: No changes will be required to aircraft systems or ground systems operating solely
in regions not using 8.33 kHz channel spacing.

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4.1.2.4 Requirements for mandatory carriage of equipment specifically designed for

VDL Mode 2, VDL Mode 3 and VDL Mode 4 shall be made on the basis of regional air
navigation agreements which specify the airspace of operation and the implementation
timescales for the carriage of equipment, including the appropriate lead time.

4.1.2.4.1 The agreement indicated in 4.1.2.4 shall provide at least two years’ notice
of mandatory carriage of airborne systems.

4.1.2.5 Where 25 kHz channel spacing (DSBAM and VHF digital link (VDL)) and
8.33 kHz DSB-AM channel spacing are in operation, the publication of the assigned
frequency or channel of operation shall conform to the channel contained in Table 4-1
(bis).

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4.1.3 Frequencies used for particular functions

4.1.3.1 Emergency channel

4.1.3.1.1 The emergency channel (121.500 MHz) shall be used only for genuine
emergency purposes, as broadly out-lined in the following:

a) to provide a clear channel between aircraft in distress or emergency and a

ground station when the normal channels are being utilized for other
aircraft;

b) to provide a VHF communication channel between aircraft and aerodromes,

not normally used by international air services, in case of an emergency
condition arising;

c) to provide a common VHF communication channel between aircraft, either

civil or military, and between such aircraft, and surface services, involved in
common search and rescue operations, prior to changing when necessary
to the appropriate frequency;

d) to provide air-ground communication with aircraft when airborne

equipment failure prevents the use of the regular channels;

e) to provide a channel for the operation of emergency locator transmitters

(ELTs), and for communication between survival craft and aircraft
engaged in search and rescue operations;

f) to provide a common VHF channel for communication between civil aircraft

and intercepting aircraft or intercept control units and between civil or
intercepting aircraft and air traffic services units in the event of interception
of the civil aircraft.

Note 1.— The use of the frequency 121.500 MHz for the purpose outlined in c) is to be
avoided if it interferes in any way with the efficient handling of distress traffic.

4.1.3.1.2 The frequency 121.500 MHz shall be provided at:

a) all area control centres and flight information centres;

b) aerodrome control towers and approach control offices serving

international aerodromes and international alternate aerodromes; and

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c) any additional location designated by the appropriate ATS authority,

where the provision of that frequency is considered necessary to ensure immediate

reception of distress calls or to serve the purposes specified in 4.1.3.1.1.

Note: Where two or more of the above facilities are collocated, provision of 121.500 MHz
at one would meet the requirement.

4.1.3.1.3 The frequency 121.500 MHz shall be available to intercept control units
where considered necessary for the purpose specified in 4.1.3.1.1 f).

4.1.3.1.4 The emergency channel shall be guarded continuously during the hours of
service of the units at which it is installed.

4.1.3.1.5 The emergency channel shall be guarded on a single channel simplex

operation basis.

4.1.3.1.6 The emergency channel (121.500 MHz) shall be available only with the
characteristics as contained in CAR Section 4 Series ‘D’ Part IV, Para 2 of Part II (Voice
Communication Systems) (25 kHz).

4.1.3.2 Air-to-air communications channel

4.1.3.2.1 An air-to-air VHF communications channel on the frequency of 123.450

MHz shall be designated to enable aircraft engaged in flights over remote and oceanic
areas out of range of VHF ground stations to exchange necessary operational information
and to facilitate the resolution of operational problems.

4.1.3.2.2 In remote and oceanic areas out of range of VHF ground stations, the air-
to-air VHF communications channel on the frequency 123.450 MHz shall be available
only with the characteristics as contained in CAR Section 4 Series ‘D’ Part IV, Para 2 of
Part II (Voice Communication Systems).

4.1.3.3 Common signalling channels for VDL

4.1.3.3.1 Common signalling channel VDL Mode 2. The frequency 136.975 MHz
is reserved on a worldwide basis to provide a common signalling channel (CSC) to the
VHF digital link Mode 2 (VDL Mode 2). This CSC uses the Mode 2 VDL modulation
scheme and carrier sense multiple access (CSMA).

4.1.3.3.2 Common signalling channels VDL Mode 4. In areas where VDL Mode 4 is
implemented, the frequencies 136.925 MHz and 113.250 MHz shall be provided as
common signalling channels (CSC) to the VHF Digital Link Mode 4 (VDL Mode 4). These
CSCs use the VDL Mode 4 modulation scheme.

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4.1.3.4 Auxiliary frequencies for search and rescue operations

4.1.3.4.1 Where a requirement is established for the use of a frequency auxiliary to

121.500 MHz, as described in 4.1.3.1.1 c), the frequency 123.100 MHz shall be used.

4.1.3.4.2 The auxiliary search and rescue channel (123.100 MHz) shall be available
only with the characteristics as contained in CAR Section 4 Series ‘D’ Part IV, Para 2 of
Part II (Voice Communication Systems) (25 kHz).

Note — The ITU Radio Regulations (RR 5.200) permit the use of the aeronautical
auxiliary frequency 123.100 MHz by mobile stations of the maritime mobile service under
the conditions laid down in Article 31 of the Radio Regulations for distress and safety
purposes with stations of the aeronautical mobile service.

4.1.4 Provisions concerning the deployment of VHF frequencies and the avoidance
of harmful interference

Note.— Protection of facilities’ service volumes in this section is meant in the sense of
avoidance of harmful interference.

4.1..4.1 The geographical separation between facilities operating on the same

frequency shall, except where there is an operational requirement for the use of common
frequencies for groups of facilities, be such that the protected service volume of each
facility is separated from the protected service volume of the other facility by a distance
not less than that required to provide a desired to undesired signal ratio of 20 dB or by a
separation distance not less than the sum of the distances to associated radio horizon of
each service volume, whichever is smaller.

4.1.4.2 For areas where frequency assignment congestion is severe or is

anticipated to become severe, the geographical separation between facilities operating
on the same frequency shall, except where there is an operational requirement for the
use of common frequencies for groups of facilities, be such that the protected service
volume of each facility is separated from the protected service volume of the other facility
by a distance not less than that required to provide a desired to undesired signal ratio of
14 dB or by a separation distance not less than the sum of the distances to the associated
radio horizon of each service volume, whichever is smaller. This provision shall be
implemented on the basis of a regional air navigation agreement.

Note 1.— Guidance material relating to the establishment of the minimum separation
distance based on the desired to undesired signal protection ratio of 20 dB or 14 dB and
radio line-of-sight is contained in Part II of the Handbook on Radio Frequency Spectrum
Requirements for Civil Aviation including Statement of Approved ICAO Policies (Doc
9718).

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Note 2.— The application of the minimum separation distance based on the sum of the
radio horizon distance of each facility assumes that it is highly unlikely that two aircraft
will be at the closest points between and at the maximum altitude of the protected service
volume of each facility.

Note 3.— The distance to the radio horizon from a station in an aircraft is normally given
by the formula:
D=K√h

where D = distance in nautical miles;

h = height of the aircraft station above earth;
K = (corresponding to an effective earth’s radius of 4/3 of the
actual radius);
= 2.22 when h is expressed in metres; and
= 1.23 when h is expressed in feet.

Note 4.— In calculating the radio line-of-sight distance between a ground station and an
aircraft station, the distance from the radio horizon of the aircraft station computed from
Note 1 must be added to the distance from the radio horizon of the ground station. In
calculating the latter the same formula is employed, taking for h the height of the ground
station transmitting antenna.

Note 5.— The criteria contained in 4.1.4.1 and 4.4.1.2 are applicable in establishing
minimum geographical separation between VHF facilities, with the object of avoiding co-
channel air-to-air interference. Guidance material relating to the establishment of
separation distances between ground stations and between aircraft and ground stations
for co-channel operations is contained in the ICAO Handbook on Radio Frequency
Spectrum Requirements for Civil Aviation including Statement of Approved ICAO Policies
(Doc 9718).

4.1.4.3 The geographical separation between facilities operating on adjacent

channels shall be such that points at the edge of the protected service volume of each
facility are separated by a distance sufficient to ensure operations free from harmful
interference.

4.1.4.4 The protection height shall be a height above a specified datum associated
with a particular facility, such that below it harmful interference is improbable.

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4.1.4.5 The protection height to be applied to functions or to specific facilities shall
be determined regionally, taking into consideration the following factors:

a) the nature of the service to be provided;

b) the air traffic pattern involved;

c) the distribution of communication traffic;

d) the availability of frequency channels in airborne equipment;

e) probable future developments.

4.1.4.6 Where the protected service volume is less than operationally desirable,
separation between facilities operating on the same frequency should not be less than
that necessary to ensure that an aircraft at the upper edge of the operational service
volume of one facility does not come above the radio horizon with respect to emissions
belonging to the service of adjacent facilities.

Note.— The effect of this recommendation is to establish a geographical separation

distance below which harmful interference is probable.

4.1.4.7 The geographical separation between VHF VOLMET stations shall be

determined regionally and, shall be such that operations free from harmful interference
are secured throughout the protected service volume of each VOLMET station.

4.1.4.8 In the frequency band 117.975 – 137.000 MHz, the frequencies used for
National Aeronautical Mobile Services, unless worldwide or regionally allotted to this
specific purpose, shall be so deployed that no harmful interference is caused to facilities
in the International Aeronautical Mobile Services.

4.1.4.9 The problem of inter-State interference should be resolved by

consultation between the States concerned.

4.1.4.10 The communication coverage provided by a VHF ground transmitter shall,

in order to avoid harmful interference to other stations, be kept to the minimum consistent
with the operational requirement for the function.

4.1.5 Method of operation

4.1.5.1 Single channel simplex operation shall be used in the frequency band
117.975 – 137.000 MHz at all stations providing service for aircraft engaged in
international air navigation.

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4.1.5.2 In addition to the above, the ground-to-air voice channel associated with an
ICAO standard radio navigational aid may be used, subject to regional agreement, for
broadcast or communication purposes or both.

4.1.6 Plan of assignable VHF radio frequencies for use in the international
aeronautical mobile service

4.1.6.1 The frequencies in the band 117.975 – 137.000 MHz for use in the
aeronautical mobile (R) service shall be selected from the lists in 4.1.6.1.2.

4.1.6.1.2 List of assignable frequencies

List A - assignable frequencies in regions or areas where 25 kHz frequency assignments

are deployed

118.000 - 121.450 MHz in 25 kHz steps

121.550 - 123.050 MHz in 25 kHz steps
123.150 - 136.975 MHz in 25 kHz steps

List B - assignable frequencies in regions or areas where 8.33 kHz frequency

assignments are deployed

118.000 - 121.450 MHz in 8.33 kHz steps

121.550 - 123.050 MHz in 8.33 kHz steps
123.150 - 136.475 MHz in 8.33 kHz steps

4.1.6.1.3 Frequencies for operational control communications should be selected

from a dedicated band which is determined regionally.

4.1.6.2 The frequencies that may be allotted for use in the aeronautical mobile (R)
service in a particular region shall be limited to the number determined as being
necessary for operational needs in the region.

4.2 Utilization in the band 108 - 117.975 MHz

4.2.1 The block allotment of the frequency band 108 - 117.975 MHz shall be as
follows:

- Band 108 - 111.975 MHz:

a) ILS in accordance with 4.2.2 and CAR Section 4 Series ‘D’ Part II
Para 3.1.3;

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b) VOR provided that:

1) no harmful adjacent channel interference is caused to ILS;

2) only frequencies ending in either even tenths or even tenths

plus a twentieth of a megahertz are used.

c) GNSS ground-based augmentation system (GBAS) in accordance

with CAR Section 4 Series ‘D’ Part II Para 3.7.3.5, provided
that no harmful interference is caused to ILS and VOR.

Band 111.975 - 117.975 MHz:

a) VOR;

b) GNSS ground-based augmentation system (GBAS) in accordance

with CAR Section 4 Series ‘D’ Part II Para 3.7.3.5, provided
that no harmful interference is caused to VOR.

4.2.2 For regional assignment planning, the frequencies for ILS facilities shall be
selected in the following order:

a) localizer channels ending in odd tenths of a megahertz and their

associated glide path channels;

b) localizer channels ending in odd tenths plus a twentieth of a

megahertz and their associated glide path channels.

4.2.2.1 ILS channels identified by localizer frequencies ending in an odd tenth plus
one twentieth of a megahertz in the band 108 - 111.975 MHz shall be permitted to be
utilized on the basis of regional agreement when they become applicable in accordance
with the following:

a) for restricted use commencing 1 January 1973;

b) for general use on or after 1 January 1976.

4.2.3 For regional assignment planning, the frequencies for VOR facilities shall
be selected in the following order:

a) frequencies ending in odd tenths of a megahertz in the band 111.975 -

117.975 MHz;

b) frequencies ending in even tenths of a megahertz in the band 111.975 -

117.975 MHz;

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c) frequencies ending in even tenths of a megahertz in the band 108 -

111.975 MHz;

d) frequencies ending in 50 kHz in the band 111.975 - 117.975 MHz, except

as provided in 4.2.3.1;

e) frequencies ending in even tenths plus a twentieth of a megahertz in the

band 108 - 111.975 MHz except as provided in 4.2.3.1.

4.2.3.1 Frequencies for VOR facilities ending in even tenths plus a twentieth of a
megahertz in the band 108 - 111.975 MHz and all frequencies ending in 50 kHz in the
band 111.975 - 117.975 MHz shall be permitted to be utilized on the basis of a regional
agreement when they have become applicable in accordance with the following:

a) in the band 111.975 - 117.975 MHz for restricted use;

b) for general use in the band 111.975 - 117.975 MHz at a date fixed by the
Council but at least one year after the approval of the regional agreement
concerned;

c) for general use in the band 108 - 111.975 MHz at a date fixed by the Council
but giving a period of two years or more after the approval of the regional
agreement concerned.

4.2.4 To protect the operation of airborne equipment during the initial stages of
deploying VORs utilizing 50 kHz channel spacing in an area where the existing facilities
may not fully conform with the CAR Section 4 Series ‘D’ Part II, Para 3, all existing VORs
within interference range of a facility utilizing 50 kHz channel spacing shall be modified to
comply with the provisions of CAR Section 4 Series ‘D’ Part II, Para 3.3.5.7.

4.2.5 Frequency deployment. The geographical separation between facilities

operating on the same and adjacent frequencies shall be determined regionally and shall
be based on the following criteria:

a) the required functional service radii of the facilities;

b) the maximum flight altitude of the aircraft using the facilities;

c) the desirability of keeping the minimum IFR altitude as low as the terrain will
permit.

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4.2.6 To alleviate frequency congestion problems at locations where two
separate ILS facilities serve opposite ends of the same runway or different runways at the
same airport, the assignment of identical ILS localizer and glide path paired frequencies
should be permitted provided that:

a) the operational circumstances permit;

b) each localizer is assigned a different identification signal; and

c) arrangements are made whereby the localizer and glide path not in
operational use cannot radiate.

4.3 Utilization in the band 960 - 1 215 MHz for DME

4.3.1 DME operating channels bearing the suffix “X” or “Y” in Table A, CAR
Section 4 Series ‘D’ Part II, Para 3 shall be chosen on a general basis without restriction.

4.3.2 Intentionally left blank

4.3.3 Intentionally left blank

4.3.3.1 Intentionally left blank

4.3.3.2 Intentionally left blank

4.3.4 Coordination of regional DME channel assignments should be effected

through ICAO.

4.4 Utilization in the band 5 030.4 - 5 150.0 MHz

4.4.1 Intenationally left blank

4.4.2 Intenationally left blank

4.4.3 Intenationally left blank

(M. Sathiyavathy)
Director General of Civil Aviation

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