2
ATS Functions
2.1
Overview
This section describes the ATS functions and their operational environment
characteristics that are supported by the data link applications defined in this standard.
Air Traffic Services (ATS), as defined in ICAO Annex 11, consist of the Air Traffic
Control (ATC) service, flight information service and alerting service. These services are
provided by Air Traffic Service Units (ATSUs) performing specific ATS services.
Communications, navigation, and surveillance on the ground and in the aircraft support
these ATS services. A State may subsequently utilize this document to classify their
airspace appropriate to their needs.
Figure 2-1:
Notional relationship of ATS, ATS Functions, Communication, Navigation
and Surveillance Capabilities, and Data Communications Services
An ATS Function may be provided operationally when a set of capabilities and
performances defining the CNS/ATM system is present. The capabilities and
performances associated with communication, navigation, surveillance, and air traffic
management (ATM) are not independent to one another but are rather dependent on each
other to support a given ATS Function. For instance, the data link applications specified
in this document support the communication and surveillance elements of the ATS
Functions described in this document. The Navigation and Air Traffic Management
capabilities supporting the same ATS Functions are specified as a “Non-Data Comm
Page 1 of 20
assumptions”. The combination of “Data Communication enablers” and “Non-Data
Comm assumptions” is present to support the ATS Functions considered within this
standard.
The objectives of this section include, but are not limited to capture the relevant
information necessary to:
•
•
•
•
2.2
establish capabilities supporting airspace planning (e.g. increased capacity, efficiency
and separation minima);
establish operational requirements for the provision of data communications services;
establish mitigation strategies and related requirements for hazards identified for the
data communications services; and
establish performance requirements for the data communications services
Operational requirements related to ATS Functions
Table 2-1 provides the operational requirements that relate to the ATS Functions
considered in this SPR. The table also shows for each operational requirement, the
supporting data link applications in the context of the relevant ATS Functions described
in Table 2-3. The operational requirements are used as the basis for determining the
safety and performance requirements for the data link services.
Note: The operational capability and performance requirements were taken from ICAO
Annex 2 and ICAO Doc 4444. Guidance material from ICAO Annex 11, Attachment B,
ICAO Global Operational Data Link Document (GOLD), and ICAO Doc 7030,
Supplemental procedures for the Asia-Pacific Region were used to establish the
requirement for a lateral deviation event report when applying a 30 NM lateral
separation minimum. Other guidance material related to separation minima can be
found at ICAO Doc 9613, ICAO Doc 9869, and ICAO Doc 9689.
Table 2-1:
Operational Requirements
Ref:
Airspace Requirement
Relationship to ATS
Function and
supporting data link
application(s)
OR-1
ANNEX 2, paragraph 3.6.5.1. An aircraft operated as a
controlled flight shall maintain continuous air-ground
voice communication watch on the appropriate
communication channel of, and establish two-way
communication as necessary with, the appropriate air
traffic control unit, except as may be prescribed by the
appropriate ATS authority in respect of aircraft forming
part of aerodrome traffic at a controlled aerodrome.
Voice Communication
Management
Note: The requirement for an aircraft to maintain airground voice communication watch remains in effect
after CPDLC has been established.
Page 2 of 20
Ref:
Airspace Requirement
Relationship to ATS
Function and
supporting data link
application(s)
OR-2
ICAO Doc 4444, paragraph 4.11.1.1. On routes defined
by designated significant points, position reports shall be
made by the aircraft when over, or as soon as possible
after passing, each designated compulsory reporting
point, except as provided in 4.11.1.3. Additional reports
over other points may be requested by the appropriate
ATS unit.
Position Report
CPDLC and ADS-C are
used to send position
reports.
ICAO Doc 4444, paragraph 4.11.1.2. On routes not
defined by designated significant points, position reports
shall be made by the aircraft as soon as possible after the
first half hour of flight and at hourly intervals thereafter,
except as provided in 4.11.1.3. Additional reports at
shorter intervals of time may be requested by the
appropriate ATS unit.
ICAO Doc 4444, paragraph 4.11.1.3. Under conditions
specified by the appropriate ATS authority, flights may
be exempted from the requirement to make position
reports at each designated compulsory reporting point or
interval. In applying this, account should be taken of the
meteorological requirement for the making and reporting
of routine aircraft observations.
ICAO Doc 4444, paragraph 5.4.2.1.6. Time-based
separation applied in accordance with 5.4.2.2 and 5.4.2.4
may be based on position information and estimates
derived from voice reports, CPDLC or ADS-C.
OR-3
ICAO Doc 4444, paragraph 5.2.2. Degraded aircraft
performance. Whenever, as a result of failure or
degradation of navigation, communications, altimetry,
flight control or other systems, aircraft performance is
degraded below the level required for the airspace in
which it is operating, the flight crew shall advise the ATC
unit concerned without delay. Where the failure or
degradation affects the separation minimum currently
being employed, the controller shall take action to
establish another appropriate type of separation or
separation minimum.
All ATS Functions
CPDLC is used for ATC
communications and
ADS-C is used for
automatic reports and
route conformance
monitoring. When
aircraft is ADS-C
equipped, the flight crew
may rely on ADS-C to
generate all reports, i.e.
flight crew need not be
concerned to generate
reports, and in the event
that ADS-C fails a
degraded operation will
be employed with
indication to flight crew
to manually generate
subsequent reports.
Page 3 of 20
Ref:
Airspace Requirement
Relationship to ATS
Function and
supporting data link
application(s)
OR-4
Annex 11, Attachment B, paragraph 3.4.1.e). For a 30
NM lateral separation, direct controller-pilot voice
communications or controller-pilot data link
communications (CPDLC) shall be maintained.
OR-5
Annex 11, Attachment B, paragraph 3.4.1.e). For a 30
NM lateral separation, an ADS-C system in which an
event contract must be set that includes a lateral deviation
event report whenever a deviation from track centre line
greater than 9.3 km (5 NM) occurs.
Separation Assurance
CPDLC is used for ATC
communications to
intervene when
necessary.
Separation Assurance
ADS-C is used to
automatically generate
reports.
Note: The safety assessment in this standard considers
the potential loss of the lateral deviation event report as
an insignificant contributor to any hazard. Further
safety assessment and appropriate risk mitigation
strategies would need to be put in place for
implementations that rely on the lateral deviation event
report for separation assurance.
OR-6
ICAO Doc 4444, paragraph 5.4.2.6.2.2. Direct
controller-pilot communications shall be maintained
while applying a distance-based separation minima.
Direct controller-pilot communications shall be voice or
CPDLC. The communication criteria necessary for
CPDLC to satisfy the requirement for direct controllerpilot communications shall be established by an
appropriate safety assessment.
OR-7
ICAO Doc 4444, 5.4.2.6.4.3. For aircraft cruising,
climbing or descending on the same track, the following
separation minima may be used:
Separation
minima
93 km (50 NM)
55.5 km (30 NM)
OR-8
RNP
type
Maximum
ADS-C periodic
reporting interval
10
4
4
27 minutes
32 minutes
14 minutes
ICAO Doc 4444, paragraph 5.4.2.6.4.1 (partial).
Separation based on the use of ADS-C shall be applied so
that the distance between the calculated positions of the
aircraft is never less than the prescribed minimum.
Separation Assurance
CPDLC is used for ATC
communications to
intervene when
necessary.
Separation Assurance
CPDLC is used for ATC
communications and
ADS-C is used for
automatic reports and
route conformance
monitoring.
Separation Assurance
ADS-C is used for
automatic reports to
support route
conformance monitoring.
Page 4 of 20
Ref:
Airspace Requirement
Relationship to ATS
Function and
supporting data link
application(s)
OR-9
ICAO Doc 4444, 5.4.2.6.2.2.1. Prior to and during the
application of a distance-based separation minimum, the
controller should determine the adequacy of the available
communication link, considering the time element
required to receive replies from two or more aircraft, and
the overall workload/traffic volume associated with the
application of such minima.
Separation Assurance
CPDLC is used for ATC
communications to
intervene when
necessary.
Note: Whether or not the controller is involved in
determining the adequacy is a local matter.
OR-10
ICAO Doc 4444, paragraph 5.4.2.6.4.3.2. The
communication system provided to enable the application
of the separation minima in 5.4.2.6.4.3 shall allow a
controller, within 4 minutes, to intervene and resolve a
potential conflict by contacting an aircraft using the
normal means of communication. An alternative means
shall be available to allow the controller to intervene and
resolve the conflict within a total time of 10½ minutes,
should the normal means of communication fail.
OR-?
ITP requests and clearances shall be communicated using
direct controller pilot communications. CPDLC is the
preferred means of communication. The ITP requests and
clearances shall be communicated via:
a) a CPDLC message exchange ; or
b) voice
OR-?
ICAO Doc 4444, paragraph 4.4.1.c) An operator shall,
prior to departure ensure that, where the flight is
intended to operate where an RCP type is prescribed, the
aircraft has an appropriate RCP approval, and that all
conditions applying to that approval will be satisfied.
Note: A flight plan form based on the model in Appendix
2 should be provided and should be used by operators
and air traffic services units for the purpose of
completing flight plans. Instruction for completing the
flight plan form is given in Appendix 2 of ICAO
Doc 4444.
OR-?
Separation Assurance
CPDLC is used for ATC
communications to
intervene when
necessary.
ITP
Note: CRD and IER
may be used to clear the
execution and detect the
end of the ITP maneuver.
Separation assurance
during the ITP maneuver
does not rely on ATS
Datalink services but on
ADS-B ITP equipment.
All ATS Functions
CPDLC is used for ATC
communications and
ADS-C is used for
automatic reports and
route conformance
monitoring.
OR for OTIS and MET info contained in Annex 3
Page 5 of 20
2.3
Environmental Types and Characteristics
This sub-section defines the airspace environments in which the ATS Functions
considered within this standard is intended to be implemented. These environmental
characteristics are used as the basis for assessing and establishing operational, safety,
performance requirements.
For the purposes of this document, the following four airspace definitions are established:
APT (Airport): The APT airspace consists the airport surface and immediate vicinity
around the airport, typically an area 10 miles in diameter and up to ~5000’ above ground
level (agl).
TMA (Terminal Maneuvering Area): TMA airspace is a volume of controlled airspace set
up at the confluence of airways in the vicinity of one or more major airports to protect
traffic climbing out from and descending into the airports. It is shaped like an upside
down wedding cake, in that the layers gradually get larger. The typical separation
minima in this airspace are 3NM, appropriate vertical and/or visual separation as
required.
ENR-1 (En-route): The ENR-1 airspace is a volume of controlled airspace that encloses
the flight paths above and between airports where air traffic service in TMA is provided.
Jet routes and airways are typically used to traverse the en route airspace structure. The
typical separation minima in this airspace are 3NM, 5NM, appropriate vertical and/or
visual separation as required.
ENR-2 (En-route): The ENR-2 airspace is a volume of controlled airspace that is
characterized by the use of procedural control and the lack of ground based radars. The
airspace is typically characterized by the use of flex tracks and customized trajectories
rather then the use of fixed jet routes and airways. The typical separation minima in this
airspace are 100NM lateral, 100NM longitudinal, 1000ft (RVSM) as required.
Assumptions regarding aircraft capacity, flight duration, the number of aircraft a
controller manages per hour and aircraft equipage rate for the four above airspaces is
reflected in Table 2-2. The purpose behind these assumptions is to quantify the amount
of data messages to characterize controller/flight crew workload which is used for the
safety and performance assessments contained within this SPR.
Table 2-2:
Airspace Environmental Characteristics
APT
TMA
ENR-1
ENR-2
Data
Communication
Equipage (see
Note 2)
75% of aircraft
are equipped with
data
communications.
75% of aircraft
are equipped with
data
communications
75% of aircraft
are equipped with
data
communications
75% of aircraft
are equipped with
data
communications
Aircraft Flight
Duration per
Sector
20.5 minutes
5.5 minutes
11.25 minutes
3-6 hours
Page 6 of 20
Average
Aircraft Count
per Sector
(during busy
hour)
Peak
Instantaneous
Aircraft Count
per Sector (see
Note 3)
Aircraft
Handled per
Sector Hour
APT
TMA
ENR-1
ENR-2
61
16
26
45
27
41
50
175
139
25
(19 Ramp, 31
Ground, and 11
Tower
96
(30 Ramp, 48
Ground, and 18
Tower)
179
Note 1: The information in this table does not imply that all the items are required
to be in the environment. They were used to perform the safety assessments when
considering mitigation strategies. Durations and counts for the airport are for the
entire airport overseen by one controller position.
Note 2: All environments assume a mixture of both equipped and non-equipped
aircraft with regard to data communications capability. The safety and
performance assessments have assumed a 75% data communications equipage
level. Further, for those aircraft that are equipped, there will be differing
capability levels including DO-306/ED-122 and DO-290/ED-120 and capabilities
as defined in this document
Note 3: It is expected that in all domains, based upon an annual traffic demand
growth rate of 3.7% and expected service usage, that the sector aircraft counts will
increase. Some figures are based from the FAA/Eurocontrol Future
Communication Study COCR V 2.0.
2.4
Description of ATS Functions
Table 2-3 describes ATS Functions and their associated enablers/assumptions that are
considered within this SPR standard. The first column describes the ATS Functions and
applicable airspaces where the ATS Function is implemented (see Section 2.3). The
second column specifies the enablers associated with the data communication system
used to support the ATS Function. As indicated in Table 2-3, when air traffic services
are predicated on availability, capability, and performance of the data comm
application(s), then the Data Communication enablers in the second column are identified
as “required”. When air traffic services are not predicated on availability, capability,
and performance, then the Data Communication system “may be used” as a means to
support the ATS Function (i.e. ATS Function is supported by the Data Communication
enablers or by some alternative mechanism). The third column identifies assumptions
considered by this standard to support a given ATS Function. The following designators
are used in Table 2-3 to differentiate different data link applications and their support to a
given ATS Function.
Page 7 of 20
CPDLC– CPDLC application as defined in Section 5 and 8 of this standard.
ADS-C – ADS-C application as defined in Section 6 and 8 of this standard.
D-FIS – D-FIS application as defined in Section 7 and 8 of this standard.
When the characteristics of the types or conditions provided in this document are not
appropriate for an implementation, States may need to assess the impact on the
institutional safety assessment results based upon the local conditions.
2.4.1
Integration of data link applications with the aircraft’s Flight Management System
Consideration is given to the integration of ATS data link applications with the Flight
Management System (FMS) on the aircraft.
Note: Integration is independent of architecture decision. ATS data link applications
may be incorporated within the FMS or hosted elsewhere with an interface to the FMS.
2.4.1.1
CPDLC integration with the aircraft’s Flight Management System
The aircraft capability to provide CPDLC integration with the FMS may be required,
recommended or prohibited for a given ATS Function that operationally uses CPDLC.
Table 2-3 identifies those ATS Functions that require CPDLC integration with the
aircraft flight guidance system.
Conditions when CPDLC messages exchanges require CPDLC/FMS integration:
1. a message that contains a [routeClearance] parameter with more than 3 elements (e.g.
ATS Identifier or speed altitude constraint) within route clearance, or
2. a message that contains a [routeClearance] parameter with a waypoint or fix that the
pilot must create by either latitude and longitude, or two place bearings).
3. a message that contains a [routeClearance] parameter and more than one speed or
altitude instruction (as part of the RouteClearance parameter or in a separated
message elements).
Note: When an uplink message contains concatenated message elements, this can result
in a complex task for the flight crew regardless of the content and message elements.
2.4.1.2
ADS-C integration with the aircraft’s Flight Management System
It is assumed that provision of ADS-C capability systematically requires integration with
the FMS to acquire data for generation of ADS-C reports.
Page 8 of 20
2.4.2
ATS Function Table
This SPR supports the following ATS Functions identified in Table 2-3.
Table 2-3:
ATS Function (Page 1 of ?)
ATS Function
Departure Clearances
Data communication enabler
If using data communication:
Airspace characteristics:
Departure clearance, including revisions, refers to a
service for requesting and delivering departure
information and clearance. Flight crew or airline host
submits a departure clearance request before departure
with the completion of the flight plan form specified
in Appendix 2 of ICAO Doc 4444. Once ATC
verifies the data for compliance, a clearance message
is sent including all essential information.
• CPDLC at RCP 400?
(section 5, excluding 5.x.x)
• None
Automation/procedures:
• service requirements
specified in:
• DCL (section 8.6)
Applicable airspace(s): APT
Non-Datacomm assumptions
•
Flight Crew stops aircraft in
movement area if a revised
Departure Clearance is
received and requires time to
review and perform manual
entry.
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Taxi Clearances
If using data communication:
Airspace characteristics:
Taxi clearance refers to a service for requesting and
delivering aircraft movement instructions at an
aerodrome.
• CPDLC at RCP 400?
(section 5, excluding 5.x.x)
• None
Automation/procedures:
Applicable airspace(s): APT
• service requirements
specified in:
• D-Taxi (section 8.7)
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Air Traffic Control Communication (ATC Comm)
If using data communication:
Airspace characteristics:
Air-ground communications supporting advisory and
emergency messages for ATC.
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
Applicable airspace(s): APT
• service requirements
specified in:
• IER (section 8.8)
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Page 9 of 20
ATS Function
Air Traffic Control Communication (ATC Comm)
Data communication enabler
If using data communication:
Airspace characteristics:
Air-ground communications supporting clearances,
pilot requests, report/confirmation requests, advisory,
emergency, excluding route clearances messages for
ATC.
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
Note: This excludes use of route clearance.
• service requirements
specified in:
• CRD (section 8.4),
• IER (section 8.8)
Applicable airspace(s): TMA
Non-Datacomm assumptions
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
Voice
TCAS
Air Traffic Control Communication (ATC Comm)
If using data communication:
Airspace characteristics:
Air-ground communications supporting clearances,
pilot requests, report/confirmation requests, advisory
and emergency messages for ATC.
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
Note: This excludes use of route clearance.
Applicable airspace(s): ENR-1
• service requirements
specified in:
• CRD (section 8.4),
• IER (section 8.8)
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
Voice
TCAS
Air Traffic Control Communication (ATC Comm)
If using data communication:
Airspace characteristics:
Air-ground communications supporting clearances,
pilot requests, report/confirmation requests, advisory
and emergency messages for ATC.
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
Note: This excludes use of route clearance.
Applicable airspace(s): ENR-2
• service requirements
specified in:
• CRD (section 8.4),
• IER (section 8.8)
•
Deconflicted a minimum of 2
waypoints on the route
• No flight crew position
reporting or revised ETAs
when using ADS-C
• SLOP
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Voice
TCAS
Single Long Range Navigation
System (LRNS)
Page 10 of 20
ATS Function
Air Traffic Control Communication (ATC Comm)
– Simple Route
Air-ground communications supporting route
clearance that contains up to 3 elements (e.g. ATS
Identifier or speed altitude constraint) within route
clearance.
Applicable airspace(s): ENR-1
Data communication enabler
If using data communication:
Airspace characteristics:
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
• service requirements
specified in:
• CRD (section 8.4),
• IER (section 8.8)
Non-Datacomm assumptions
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
Air Traffic Control Communication (ATC Comm)
– Simple Route
Air-ground communications supporting route
clearance that contains up to 3 elements (e.g. ATS
Identifier or speed altitude constraint) within route
clearance.
Applicable airspace(s): ENR-2
Voice
TCAS
If using data communication:
Airspace characteristics:
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
• service requirements
specified in:
• CRD (section 8.4),
• IER (section 8.8)
•
Deconflicted a minimum of 2
waypoints on the route
• No flight crew position
reporting or revised ETAs
when using ADS-C
• SLOP
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Air Traffic Control Communication (ATC Comm)
– Complex Route
This ATS Function requires
the use of:
Air-ground communications supporting route
clearances containing more than 3 elements (e.g. ATS
Identifier or speed altitude constraint) within a route
clearance. Weather Reroute, DARP, UPR, TA are
examples of use when Complex Route Planning will
be applied.
• CPDLC at RCP ???
(section 5)
Applicable airspace(s): ENR-1
• CPDLC integration with
aircraft FMS (section 5.x.x)
• service requirements
specified in:
• CRD (section 8.4)
• IER (section 8.8)
Voice
TCAS
Single Long Range Navigation
System (LRNS)
Airspace characteristics:
• None
Automation/procedures:
•
ATS Interfacility Data
Communication (AIDC)
• Controller support tools
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
Voice
TCAS
Page 11 of 20
ATS Function
Air Traffic Control Communication (ATC Comm)
– Complex Route
Air-ground communications supporting route
clearances containing more than 3 elements (e.g. ATS
Identifier or speed altitude constraint) within a route
clearance. Weather Reroute, DARP, UPR, TA are
examples of use when Complex Route Planning will
be applied.
Applicable airspace(s): ENR-2
Data communication enabler
If using data communication:
• CPDLC at RCP ???
(section 5)
• CPDLC integration with
aircraft FMS (section 5.x.x)
• service requirements
specified in:
• CRD (section 8.4),
Non-Datacomm assumptions
Airspace characteristics:
•
Flex tracks, crossing tracks,
user preferred RNAV routes
for DARP, UPR and TA
operations
Automation/procedures:
•
Deconflicted a minimum of 2
waypoints on the route
• No flight crew position
reporting or revised ETAs
when using ADS-C
• SLOP
• ATS Interfacility Data
Communication (AIDC)
• Controller support tools
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
•
Voice
AOC data link application
integrated with aircraft flight
guidance system to autoload
the airline’s proposed route for
DARP operations
TCAS
Single Long Range Navigation
System (LRNS)
•
RNAV 1 with GPS for TA
operations
•
VNAV for TA operations
•
RNP for TA operations
Page 12 of 20
ATS Function
Position Reporting (PR)
Air-ground communications supporting a report the
flight crew sends when crossing each reporting point
along a route in non-radar airspace operations. The
report includes as a minimum, aircraft identifier,
latitude, longitude, flight level and time for the current
position, and the position and predicted time of the
next waypoint, and the position of the next + 1 way
point.
Data communication enabler
If using data communication:
• CPDLC or ADS-C
at RSP 400
(section 5, excluding 5.x.x
or 6 respectively)
• If supported with CPDLC,
CPDLC integration with
aircraft FMS (section 5.x.x)
Applicable airspace(s): ENR-2
• service requirements
specified in:
• PR (section 8.9)
Non-Datacomm assumptions
Airspace characteristics:
•
Flex tracks, crossing tracks,
user preferred RNAV routes
(for ENR-2)
Automation/procedures:
•
Deconflicted a minimum of 2
waypoints on the route (for
ENR-2)
• No flight crew position
reporting or revised ETAs
when using ADS-C
• SLOP (for ENR-2)
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Voice
TCAS
Single LRNS (for ENR-2)
Voice Communication Management (VCM)
If using data communication:
Airspace characteristics:
Introduce CPDLC to manage transfer of voice channel
communications in such a manner to ensure the
availability of voice communications.
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• None
Automation/procedures:
Applicable airspace(s): APT, TMA, ENR-1, ENR-2
• service requirements
specified in:
• ACM (section 8.1)
• AMC (section 8.5),
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
Voice
TCAS
Page 13 of 20
ATS Function
Separation Assurance (SA)
Data communication enabler
If using data communication:
Separation Assurance supporting the following
separation minima to eligible aircraft pairs:
• lateral separation ≥ 50 NM
• longitudinal separation ≥ 10-minutes
• CPDLC at RCP 400
(section 5, excluding 5.x.x)
If using data communication, CPDLC is used for ATC
communications and ADS-C is used for route
conformance monitoring to support separation
assurance.
• ADS-C at RSP 400
(section 6)
• service requirements
specified in:
• IER (section 8.8),
Non-Datacomm assumptions
Airspace characteristics:
•
Flex tracks, crossing tracks,
user preferred RNAV routes
Automation/procedures:
•
ANSP deconflicts aircraft a
minimum of 2 waypoints on
the route
• SLOP
Flight plan – ICAO Doc 4444
•
Applicable airspace(s): ENR-2
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Reduced Separation Assurance (SA)
Separation Assurance supporting one of the following
reduced separation minima to eligible aircraft pairs:
• lateral separation at 30 NM
• lateral separation at 25 NM (1/2 degree track
spacing), a.k.a. RLatSM
• longitudinal separation at 50 NM
• longitudinal separation at 30 NM
• longitudinal separation at 5-minute, a.k.a.
RLongSM
CPDLC is used for ATC communications and ADS-C
is used for route conformance monitoring to support
separation assurance.
Applicable airspace(s): ENR-2
This ATS Function requires
the use of:
• CPDLC at RCP 240
(section 5)
• CPDLC integration with
aircraft FMS (section 5.x.x)
• ADS-C at RSP 180
(section 6)
• service requirements
specified in:
• IER (section 8.8),
Voice
TCAS
RNP 10
Airspace characteristics:
•
Flex tracks, crossing tracks,
user preferred RNAV routes
Automation/procedures:
•
ANSP deconflicts aircraft a
minimum of 2 waypoints on
the route
• SLOP
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
•
Voice
TCAS
RNP 10 (for 50 NM long)
RNP 4
Page 14 of 20
ATS Function
Tailored Oceanic Entry
Data communication enabler
If using data communication:
Flight operator schedule oceanic FIR entry window as
part of trajectory planning. This negation occurs prior
to aircraft entry into given FIR, for instance the
aircraft may be in APT, TMA, ENR-1, ENR-2
airspace during this negotiation. Entry times, speed
and altitude are negotiated to create optimal oceanic
profiles.
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• service requirements
specified in:
• DSC (section 8.x),
Non-Datacomm assumptions
Airspace characteristics:
•
Flex tracks, crossing tracks,
user preferred RNAV routes
Automation/procedures:
• None
Flight plan – ICAO Doc 4444
•
Applicable airspace(s): ENR-2
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Climb/Descent Procedure (CDP)
A service to allow a controller to grant an altitude
change request that would climb or descend through
the altitude of an aircraft separated 16 NM or greater
along the same track during the procedure. ATC
communications is used to request the CDP maneuver,
clear the execution and detect the end of the CDP
maneuver. ADS-C is used for route conformance
monitoring to support separation assurance during the
CDP maneuver.
Applicable airspace(s): ENR-2
This ATS Function requires
the use of:
• CPDLC at RCP ???
(section 5, excluding 5.x.x)
• CPDLC integration with
aircraft FMS (section 5.x.x)
• ADS-C at RSP ???
(section 6)
• service requirements
specified in:
• CRD (section 8.4
• IER (section 8.8),
Voice
TCAS
Single LRNS
Airspace characteristics:
•
Flex tracks, crossing tracks,
user preferred RNAV routes
Automation/procedures:
•
Deconflicted a minimum of 2
waypoints on the route
• No flight crew position
reporting or revised ETAs
when using ADS-C
• SLOP
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Voice
TCAS
Single LRNS
Page 15 of 20
ATS Function
In Trail Procedure (ITP)
Data communication enabler
If using data communication:
Airspace characteristics:
A service to allow a controller to grant an altitude
change request that would climb or descend through
the altitude of an aircraft separated 15 NM or greater
along the same track during the procedure. ATC
communications is used to request the ITP maneuver,
clear the execution and detect the end of the ITP
maneuver. Separation assurance relies on ADS-B ITP
equipment during the ITP maneuver.
• CPDLC at RCP 400
(section 5, excluding 5.x.x)
• None
Automation/procedures:
• service requirements
specified in:
• CRD (section 8.4).
Non-Datacomm assumptions
• None
Flight plan – ICAO Doc 4444
•
•
Applicable airspace(s): ENR-2
CNS:
•
•
•
•
•
Interval Management Spacing (IM-S)
If using data communication:
A service to apply time or distance based spacing for
aircraft along the same or similar tracks. IM-S is a
means for managing traffic flows and aircraft spacing
through the use of ground tools that assist the
controller in evaluating the traffic picture and
determining appropriate clearances to merge and
space aircraft efficiently and safely along with
airborne tools that allow the flight crew to conform
with the IM-S Clearance to achieve precise interaircraft spacing.
• CPDLC at RCP 400?
(section 5, excluding 5.x.x)
Applicable airspace(s): TMA, ENR-1
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
• service requirements
specified in:
• CRD (section 8.4),
• IER (section 8.8),
• IM (section 8.11).
Voice
TCAS
GPS
ADS-B with ATSA-ITP
Single LRNS
Airspace characteristics:
•
Database waypoints (e.g. Jet
Routes)
Automation/procedures:
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
Voice
GPS
ADS-B with ASPA-FIM
Page 16 of 20
ATS Function
Data communication enabler
4 Dimension Trajectory Based Operations (4D TBO) This ATS Function requires
the use of:
Introduce four-dimensional representation of flight
trajectories for air traffic management. CPDLC is
• CPDLC at RCP ???
used to provide 4D route clearances. ADS-C is used
(section 5)
to provide:
• aircraft position
• CPDLC integration with
• enhanced trajectory definition and prediction
aircraft FMS (section 5.x.x)
• coordination of predicted trajectory and
trajectory constraint
• ADS-C at RSP ???
• conformance monitoring of predicted trajectory
(section 6)
and trajectory constraints
• service requirements
Applicable airspace(s): APT, TMA, ENR-1
specified in:
• CRD (section 8.4),
• IER (section 8.8),
• 4DTRAD (section 8.10)
Non-Datacomm assumptions
Airspace characteristics:
•
Database waypoints (e.g. Jet
Routes)
Automation/procedures:
•
ATS Interfacility Data
Communication (AIDC)
• Controller support tools
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
•
•
•
•
•
•
Voice
TCAS
GPS
ADS-B
RNP-1 (for TMA)
RNP APCH (for APT)
RNAV2 (for ENR-1)
Automatic Terminal Information Service (ATIS)
If using data communication:
Airspace characteristics:
A service to provide essential information in terminal
areas, such as weather, which runways are active,
available approaches, and other information to the
flight crew at a specific airport.
• D-FIS at what performance
(section 7)
• None
Automation/procedures:
Applicable airspace(s): APT, TMA, ENR-1, ENR-2
• service requirements
specified in:
• D-OTIS (section 8.12)
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Notice To Airman (NOTAM)
If using data communication:
Airspace characteristics:
Civil Aviation Authorities to alert flight crews of
hazards such as:
• flight or airspace restrictions
• closed runways
• inoperable radio navigational aids
• D-FIS at what performance
(section 7)
• None
Automation/procedures:
• service requirements
specified in:
• D-OTIS (section 8.12)
• None
Flight plan – ICAO Doc 4444
•
Applicable airspace(s): APT, TMA, ENR-1, ENR-2
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Page 17 of 20
ATS Function
Volume Meteorological (VOLMET)
Data communication enabler
If using data communication:
Airspace characteristics:
Civil Aviation Authorities to provide Terminal
Aerodrome Forecast (TAF), Significant
Meteorological Information (SIGMET) and Aviation
Routing Weather Report (METAR) to flight crews.
Such reports can be used to determine what
maneuvers to make to avoid severe storms or
turbulence, as well as which procedures to use for
descent, approach, and landing.
• D-FIS at what performance
(section 7)
• None
Automation/procedures:
• service requirements
specified in:
• D-OTIS (section 8.12)
Non-Datacomm assumptions
• None
Flight plan – ICAO Doc 4444
•
•
Applicable airspace(s): APT, TMA, ENR-1, ENR-2
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Hazardous Weather (HZWX)
If using data communication:
Airspace characteristics:
Civil Aviation Authorities to provide the flight crew
the capability to receive hazardous weather
notifications such as
• Micro Burst
• Wind Shear Warning
• Wake Vortex Report
• Significant Meteorological Report (SIGMET)
• Special Air Report (e.g. urgent PIREPs)
• D-FIS at what performance
(section 7)
• None
Automation/procedures:
• service requirements
specified in:
• D-HZWX (section 8.14)
• None
Flight plan – ICAO Doc 4444
•
•
Applicable airspace(s): APT, TMA, ENR-1, ENR-2
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
Voice
Runway Visual Range (RVR)
If using data communication:
Airspace characteristics:
Civil Aviation Authorities to provide the flight crew
the distance when runway surface markings can be
seen.
• D-FIS at what performance
(section 7)
• None
Automation/procedures:
Applicable airspace(s): APT, TMA, ENR-1, ENR-2
• service requirements
specified in:
• D-RVR (section 8.13)
• None
Flight plan – ICAO Doc 4444
•
•
Identify aircraft equipment and
capabilities (Item 10)
Associate aircraft with flight
plan info
CNS:
•
2.4
Voice
Provision and Use
a)
The ATS provider qualifies and obtains approval of the data link service for
operational use.
b)
The ATS provider notifies operators of data link services using the AIP or NOTAM.
Notification indicates:
1)
ATS facility designation, e.g., 4 character ICAO code;
2)
Technology dependent parameters, as applicable, e.g., DLIC address;
Page 18 of 20
3)
Applications, including for each application; application name, version
interoperability coverage, scheduled service, shutdowns, and information/alert
bulletins;
4)
Differences between national regulations and practices, and related ICAO
SARPs and procedures;
5)
Requirements for use, including procedures for initiation and RCP
Specification(s); where applicable, and
6)
Flight plan form and submission requirements.
Note: Data link services are provided in an environment that is consistent with the
standards set forth in ICAO material as described in Table 2-1 of this document.
Environments that deviate from this ICAO material will need to be assessed by the State
against the criteria set forth in this standard to determine the suitability of the data link
services in such environments.
c)
2.5
The operator obtains information for flight planning and use of data link services
from AIPs/NOTAMs and flight manuals to formulate approved operating
specifications. The operator determines:
1)
aircraft are properly equipped and approved for intended use of the data link
services; and
2)
flight crews are qualified to use the data link services
Flight Plan
Prior to the initiation of data link services with any aircraft, a flight plan is processed.
a)
Operator prepares and submits flight plan per ICAO format. The flight plan
provides relevant data for data link services:
1)
Aircraft identification (Flight Id or Call sign), Field 7; and
2)
Aircraft data link equipment, capabilities, and flight crew qualifications to
operate with these filed capabilities, Field 10 & 18.
3)
24 bit ICAO Address for the Aircraft, Field 18
Note 1: Use of Aircraft registration (Tail Number) or Aircraft Address, Item 18;
Departure aerodrome, Item 13; Estimated off-block time (EOBT), Item 13; and
Destination aerodrome, Item 16, may also be relevant depending on technologies used
for providing the data link services.
b)
ATSU is responsible for the origination of the flight and ATSUs along filed route
receive, process, and accept the flight plan. ATSUs use information from the filed
(accepted) flight plan to:
Page 19 of 20
c)
1)
associate flight data obtained from flight crew/aircraft with the current flight
plan information; and
2)
determine whether or not to provide the data link service based on the
requirements for use per the AIP/NOTAM and the current flight plan.
Flight crew operator executes the aircraft active flight plan when a clearance is
received from the ATSU in control.
Note 2: The aircraft active flight plan data may be different than the current flight plan
data (e.g. due to different data format in the aircraft and on the ground). As a result,
while it is intended that the data be consistent, anomalies may occur which can result in
inadvertent inconsistencies. The severity of the operational effect of the inconsistencies
and appropriate mitigation is provided in the OSA results, as appropriate.
Note 3: ATSUs along the filed route receive the current flight plan via ATS interfacility
data communication (AIDC) or other means as established by States and regional
agreements.
Page 20 of 20