DOCSLIB.ORG

International Federation of Air Traffic Controllers’ Associations

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
International Federation of Air Traffic Controllers’ Associations INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS’ ASSOCIATIONS 48th ANNUAL CONFERENCE - Dubrovnik, 20th to 24th April 2009 Agenda Item: B.5.8 IFATCA 09 WP No. 90 Datalink - Review Policy on Downstream Clearances Presented by TOC Summary With Downstream Clearances, a pilot can contact via data link a second controller further down his route and receive a clearance. This service is currently used by pilots to request oceanic clearances before entering North Atlantic airspace. This paper will review the IFATCA Policy on the use of Downstream Clearances considering their current implementation for oceanic clearance delivery according to the safeguards contained in the ICAO Manual of ATS Data Link Applications. A Policy update is recommended in this working paper. 1. Introduction 1.1 Downstream clearances are a specific additional data link that allows the pilots to exchange data link messages with more than one Air Traffic Services (ATS) unit. In 1997 IFATCA adopted Policy on downstream clearances to highlight the necessary safeguards that must be used for any implementation. These safeguards can be found in the ICAO Doc 9694 Manual of Air Traffic Services Data Link Applications. 1.2 The aim of this working paper is to review IFATCA Policy in the light of recent downstream clearances implementations, and other developments. 2. Discussion 2.1 Data link downstream clearances 2.1.1 Downstream Clearance (DSC) is a data link service included in the Controller-Pilot Data Link Communications (CPDLC) application. CPDLC is the electronic dialogue part of the data link implementations (besides surveillance through automatic position reports), allowing controllers and pilots to compose, send and receive text messages on ground and cockpit interfaces such as the Aircraft Communication Addressing and Reporting System (ACARS) instead of voice messages. 2.1.2 DSC is the CPDLC service that allows the pilot to request and receive an electronic clearance from a distant control unit further down along his route via a second data link, while maintaining the initial data link with the current control unit. 2.1.3 DSC is a controversial service since it allows the pilot to receive two clearances from two different controllers with a possibility that each controller does not know what the other controller is sending to the pilot. This service has not been implemented so far, except in the North Atlantic (NAT) oceanic domain to improve the transmission of B.5.8 / Page 1 of 11 oceanic clearances replacing the traditional voice request with an electronic text clearance. 2.2 Oceanic clearances voice procedure 2.2.1 Delivering oceanic clearances via voice is time and frequency consuming. To enter NAT oceanic airspace, an oceanic clearance is mandatory and must be requested from oceanic control at least 40 minutes before entering oceanic airspace. 2.2.2 Below an example of radio communications for the voice procedure between Shanwick Radio and a pilot requesting an oceanic clearance on the second radio (while remaining in contact with domestic control on the primary radio). PILOT: "Good day Shanwick, Speedbird 123 request oceanic clearance". Shanwick: "Speedbird 123, Good day, go ahead". PILOT: "Speedbird 123 request NAT CHARLIE via 53/15 53/20 54/30 54/40 53/50 HECKK SAINT ANTHONY at Flight Level 350 and Mach .80. Estimating 53/15 at 1943 ZULU". Shanwick: "Speedbird 123, Cleared as filed along NAT CHARLIE to BOSTON at FL350 Mach decimal 80 cross 53/15 not before 1940 ZULU". PILOT: "Speedbird 123 cleared track Charlie FL350 Mach decimal 80 53/15 not before 1940 ZULU". Shanwick: "Speedbird 123 correct continue with domestic, bye bye". PILOT: "Speedbird 123, bye". 2.2.3 The drawbacks of this voice procedure are the need for the pilot to use his second radio set while maintaining radio contact on the first set with domestic control. Besides, the oceanic controller has to answer as soon as possible and start a time consuming communication. 2.3 Oceanic clearances DSC potential 2.3.1 The benefits of a DSC oceanic clearance transmitted in text format are obvious: • The pilots maintain only one radio contact (with domestic control) and do not need to contact oceanic control unless the DSC procedure fails or a voice negotiation is necessary. • Upon reception of the DSC request, the oceanic controller has some time to prepare the answer. • The oceanic clearance message elements are unambiguously transmitted and avoid tedious vocal requests and read-backs. • The frequency occupancy is greatly reduced. 2.4 DSC implementations 2.4.1 Gander 2.4.1.1 The Gander Area Control Centre (ACC), located in Gander, Canada, provides air traffic control services over both domestic and oceanic airspace. Picture 1 represents (on the left) “CZQX Domestic” airspace and (in blue) the Gander Oceanic Control Area (OCA). B.5.8 / Page 2 of 11 Picture 1 – Gander oceanic airspace 2.4.1.2 Controllers use the Gander Automated Air Traffic System (GAATS) display: • in domestic airspace with radar and VHF frequencies. • In oceanic airspace, Future Air Navigation Services (FANS) is an ACARS-based onboard data link technology that offers Automatic Dependant Surveillance – Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC) Radio communications are either VHF close to the continent (“clearance” frequency, for instance) or HF over the ocean through flight service stations operators (“Gander Radio” HF frequencies) that collect and relay the voice communications between pilots and controllers. 2.4.1.3 Data link Oceanic Clearance Delivery (OCD) service is provided via digital VHF and satellite to ACARS equipped aircraft via network service providers ARINC and SITA since 1991. 2.4.1.4 The pilot sends a clearance request (Request oceanic Clearance (RCL)) to Gander ACC when the flight is between 90 and 30 minutes away from the oceanic entry point (or 10 minutes prior to start-up if he is departing from an airport less than 45 minutes away from the oceanic entry point). The RCL includes the same information elements as in a voice request. 2.4.1.5 Within 5 minutes, the ground system verifies that it corresponds to an existing flight plan and acknowledges the reception of the request with a datalink message indicating: “if no clearance received within 30 minutes of oceanic entry point revert to voice procedures end of message” (and if this acknowledgement is not received within 5 minutes, the crew should obviously request the clearance via voice). B.5.8 / Page 3 of 11 2.4.1.6 The oceanic clearance process between Gander domestic and Gander oceanic is completely electronic: the oceanic controller receives an electronic estimate from the domestic (containing the requested flight level, Mach number and route). Based on this information, the oceanic controller develops an oceanic clearance and enters it in the GAATS which sends it electronically to the domestic controller. If a reroute has to be issued for an aircraft for the oceanic entry point, manual coordination is done along with the same electronic process. Picture 2 gives an example of a data link oceanic clearance. Picture 2 –example of data link oceanic clearance 2.4.1.7 The flight level contained in the data link oceanic clearance is the “cleared oceanic flight level” (used in case of lost communications procedures) and the aircraft is supposed to reach this level before entering the oceanic area. The current Gander domestic controller has access to the oceanic clearance and is responsible for providing a clearance to reach this level. 2.4.1.8 When the oceanic clearance is received and possibly printed, the pilot sends a Clearance Acknowledgement (CLA) containing a complete read-back of the elements (he can also be requested in a remark field to read back the clearance via voice). This read-back is checked by the ground system against the issued clearance to uplink a confirmation or cancellation message. 2.4.1.9 Pilots can request an amendment to the oceanic clearance via voice within 200 NM of a Gander clearance delivery frequency station. To amend a clearance, the controller adds a line mentioning “reclearance n°[1 to 9]” and this amendment number is used for acknowledgement. Pilots must also revise via voice their oceanic entry point time by voice if the time deviation exceeds 3 minutes. B.5.8 / Page 4 of 11 2.4.1.10 Various error messages are available in case of service unavailability, early or late request, format error, invalid callsign or flightplan, acknowledgement not received. 2.4.2 Shanwick 2.4.2.1 The Prestwick (UK) Oceanic Area Control Center (OACC) provides ATS within the Shanwick OCA. The Shanwick Automated Air Traffic System (SAATS) is very similar to Gander GAATS and uses the same ADS-C tracks and CPDLC dialogues. HF communications are provided by Shannon (Ireland) Ballygirreen Radio Station (“Shanwick Radio” callsign) operating 20 HF frequency channels. Picture 3 – Shanwick oceanic airspace 2.4.2.2 Shanwick offers the Oceanic Route Clearance Authorisation (ORCA) service to westbound aircraft equipped with ACARS. Clearance request, transmission and acknowledgement are very similar to Gander OCD, including the procedures to revert to voice in case of negotiation request, the revision number included in the clearance text. 2.4.2.3 Picture 4 summarizes the OCD procedure. It represents on the left the satellite or digital VHF networks used by SITA and ARINC to deliver Shanwick ORCA clearances, and on the right the Ground Station relaying the radio communications that are required each time a clearance is not received or acknowledged. B.5.8 / Page 5 of 11 Picture 4 – OCD architecture 2.4.3 Santa Maria 2.4.3.1 Operational trials of OCD in the Santa Maria (Portugal) OCA have started in September 2007. Clearance requests, read-backs and revisions follow the same procedures as in Gander and Shanwick.
Load more

Recommended publications
  • B576/Y722 & Y711
    Operations Notice Number: ON 002/2017 Title: INTERSECTION OF AIRWAYS A593 – B576/Y722 & Y711 (the so-called ‘AKARA Corridor’) Applicable to: Operations in the Southern part of INCHEON FIR Effective date: 06 November 2017 Expiry: Until Further Notice Authorized by: Senior Vice President Safety and Flight Operations (SFO) IATA Contact e-mail: [email protected] This Operational Notice informs and reminds airlines of a unique arrangement over international waters agreed under a 1983 Memorandum of Understanding between China, Japan, Republic of Korea and ICAO for the management of air traffic in the southern part of the current INCHEON Flight Information Region (see attached map). The airspace is commonly referred to as the AKARA Corridor. Instead of responsibility for the control of ALL aircraft operating at the crossing point of air routes A593 and B576/Y722 (position NIRAT) and Y711 (position PONIK) being vested in a single air traffic control unit, it is vested under both the INCHEON Area Control Center (ACC) and the FUKUOKA ACC. Aircraft operating East/West on A593 are controlled by FUKUOKA ACC1 (crossing Y711 at position PONIK and B576/Y722 at position NIRAT). Aircraft operating North/South on B576 and Y711 are under the control of INCHEON ACC. Therefore, crossing traffic is not on the same ATC frequency, nor controlled from the same area control center. Following the implementation of RVSM in the INCHEON FIR in 2005, the allocation of flight levels on B576/Y711 was increased from 6 to 8 flight levels. Coincident with implementation of RVSM in China, levels available on A593 were also increased to include Flight Levels 300 and 310, while FL410 was replaced by FL400.
    [Show full text]
  • NAV CANADA and DATA LINK IMPLEMENTATION
    NAV CANADA and DATA LINK IMPLEMENTATION Shelley Bailey NAV CANADA May 2016 – Sint Maarten OPDWLG – Operational Data Link Working Group • 5 members here today representing ANSPs, manufacturers and regulators • Small representation of a multi-disciplinary group made up of such groups as, human factors specialists, regulators, aircraft systems specialists, air carriers, pilots, and controllers. • Make recommendations on operational datalink to the ANC. About NAV CANADA • Private, non-share capital company • 18 million square km of airspace • 2nd largest ANSP in the world • Regulated by Federal Government • 12 million aircraft movements on safety performance annually 3 Our People 4,600 employees across the country • Air Traffic Controllers • Engineering and IM • Flight Service Specialists • Corporate Functions • Electronics Technologists 4 Canadian Airspace Characteristics • Vast distances • Busiest oceanic airspace • Climate varies from polar in the world to temperate • Unique northern airspace operations • Crossroads of global air traffic flows • Stimulus for innovation 5 6 System Progress Investment $2 billion in new technology and facilities since 1996. 7 DATA LINK IN CANADA • OCEANIC SERVICES • DOMESTIC SERVICE • TOWERS 8 Gander Oceanic Controls between 1400-1600 transatlantic flights per day Two primary traffic flows Eastbound – catches the winds of the Jetstream Westbound – avoid the Jetstream winds First data link services to a FANS1/A aircraft was in 2001 Introduced the NAT Data Link Mandate in 2013 Now using 3 data link based
    [Show full text]
  • Aviation Acronyms
    Aviation Acronyms 5010 AIRPORT MASTER RECORD (FAA FORM 5010-1) 7460-1 NOTICE OF PROPOSED CONSTRUCTION OR ALTERATION 7480-1 NOTICE OF LANDING AREA PROPOSAL 99'S NINETY-NINES (WOMEN PILOTS' ASSOCIATION) A/C AIRCRAFT A/DACG ARRIVAL/DEPARTURE AIRFIELD CONTROL GROUP A/FD AIRPORT/FACILITY DIRECTORY A/G AIR - TO - GROUND A/G AIR/GROUND AAA AUTOMATED AIRLIFT ANALYSIS AAAE AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES AAC MIKE MONRONEY AERONAUTICAL CENTER AAI ARRIVAL AIRCRAFT INTERVAL AAIA AIRPORT AND AIRWAY IMPROVEMENT ACT AALPS AUTOMATED AIR LOAD PLANNING SYSTEM AANI AIR AMBULANCE NETWORK AAPA ASSOCIATION OF ASIA-PACIFIC AIRLINES AAR AIRPORT ACCEPTANCE RATE AAS ADVANCED AUTOMATION SYSTEM AASHTO AMERICAN ASSOCIATION OF STATE HIGHWAY & TRANSPORTATION OFFICIALS AC AIRCRAFT COMMANDER AC AIRFRAME CHANGE AC AIRCRAFT AC AIR CONTROLLER AC ADVISORY CIRCULAR AC ASPHALT CONCRETE ACAA AIR CARRIER ACCESS ACT ACAA AIR CARRIER ASSOCIATION OF AMERICA ACAIS AIR CARRIER ACTIVITY INFORMATION SYSTEM ACC AREA CONTROL CENTER ACC AIRPORT CONSULTANTS COUNCIL ACC AIRCRAFT COMMANDER ACC AIR CENTER COMMANDER ACCC AREA CONTROL COMPUTER COMPLEX ACDA APPROACH CONTROL DESCENT AREA ACDO AIR CARRIER DISTRICT OFFICE ACE AVIATION CAREER EDUCATION ACE CENTRAL REGION OF FAA ACF AREA CONTROL FACILITY ACFT AIRCRAFT ACI-NA AIRPORTS COUNCIL INTERNATIONAL - NORTH AMERICA ACID AIRCRAFT IDENTIFICATION ACIP AIRPORT CAPITAL IMPROVEMENT PLANNING ACLS AUTOMATIC CARRIER LANDING SYSTEM ACLT ACTUAL CALCULATED LANDING TIME Page 2 ACMI AIRCRAFT, CREW, MAINTENANCE AND INSURANCE (cargo) ACOE U.S. ARMY
    [Show full text]
  • YPAM QUESTIONNAIRE Translation in English, Prepared by SPOA and Inviting Constructive Comments at [email protected] January 2018
    YPAM QUESTIONNAIRE translation in English, prepared by SPOA and inviting constructive comments at [email protected] January 2018 ~NAVIGATION~ A1.All pilots know that the earth’s magnetic field pulls the needle of a compass and always turns it to the North. They also know this Northerly direction shown by the compass is called… a) The so called magnetic North . b) A point on the earth, a thousand miles south to the North Pole . c) Bathurst Island in the Arctic Ocean . d) All the above. A2.In navigation “Variation” is called… a) The difference(in degrees) between true north and magnetic north. b) The difference(in degrees) between compass heading and magnetic north. c) The difference(in degrees) between true heading and compass heading. d) None of the above. A3.In all aircraft, it is observed the so called Compass Deviation. During maintance there is an effort to reduce this by adjusting magnetic materials. All pilots know that Compass Deviation is: a) The difference(in degrees) between true north and magnetic north. b) The difference(in degrees) between compass heading and magnetic north. c) The difference(in degrees) between true heading and compass heading. d) None of the above. A4. The Magnetic Compass in an YPAM as well as on every other aircraft is… a) The most important air navigation instrument . b) The most primitive air navigation instrument . c) The most sensitive air navigation instrument . d) All of the above are true. A5.The indication of the magnetic compass is affected by the acceleration and deceleration of the aircraft .If an YPAM flying in Greece Eastbound, decelerates , then the compass will indicate : a) Apparent turn to the South.
    [Show full text]
  • North Atlantic (NAT) Resources for U.S. Operators
    Version 13.3 NAT Resources for U.S. Operators Reviewed Monthly This resource document consolidates U.S. and International guidance for U.S. operators. Please direct questions regarding NAT operations to your Regional (AXX-220) NextGen Special Emphasis Items Areas of Operation (SAO) Specialist. Contact us via email with Initiatives your questions and comments pertaining to this PDF document. NAT Airspace References Caption describing picture or Com / Nav / Surveillance (CNS) graphic. Inspector Guidance Contact US Video: Track Wise Send Comments New York 50/30/30 Notice NEW! Frequently Asked Questions SAFO 13004 NAT OPS Bulletin 2013-001, Information & Acronyms Guidance for Data Link Oceanic Clearance Delivery in Santa Maria FIR NAT Emphasis Items ● NAT Home ● Emphasis Items ● SLOP ● Contingency References ● Flight Planning NAT EMPHASIS ITEMS Implementation of 50 NM Longitudinal, 30 NM Longitudinal and 30 NM Lateral Separation Minima in the New York Oceanic Control Area (CTA) Flight Information Regional (FIR) (Select current edition and then go to Part 3, Section 2, International Oceanic Airspace Notices) NEW! NAT OPS Bulletin 2012-031: NAT Region Data Link Mandate Failure to comply with ATC clearances in Oceanic Airspace - International NOTAMS (Select current edition and then go to Part 3, Section 2, International Oceanic Airspace Notices) International NOTAMS (Select current edition and then go to Part 3, Section 2, International Oceanic Airspace Notices) SAFO 13004 Errors Associated with Oceanic Clearances NAT Doc 007 North Atlantic Operations and Airspace Manual - Chapter 5: Oceanic ATC Clearances Chapter 8: MNPS Flight Operation and Navigation Procedures Chapter 14: Checklist for Pilots Operating in NAT MNPS Airspace Chapter 15: Guarding Against Complacency Gross Navigation Errors (GNE), Large Height Deviations (LHD) and Erosion of Longitudinal Spacing 1.
    [Show full text]
  • Aviation Acronysm
    A 5010 AIRPORT MASTER RECORD (FAA FORM 5010-1) 7460-1 NOTICE OF PROPOSED CONSTRUCTION OR ALTERATION 7480-1 NOTICE OF LANDING AREA PROPOSAL 99'S NINETY-NINES (WOMEN PILOTS' ASSOCIATION) A/DACG ARRIVAL/DEPARTURE AIRFIELD CONTROL GROUP A/FD AIRPORT/FACILITY DIRECTORY A/G AIR - TO - GROUND A/G AIR/GROUND AAA AUTOMATED AIRLIFT ANALYSIS AAAE AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES AAC MIKE MONRONEY AERONAUTICAL CENTER AAI ARRIVAL AIRCRAFT INTERVAL AAIA AIRPORT AND AIRWAY IMPROVEMENT ACT AALPS AUTOMATED AIR LOAD PLANNING SYSTEM AANI AIR AMBULANCE NETWORK AAPA ASSOCIATION OF ASIA-PACIFIC AIRLINES AAR AIRPORT ACCEPTANCE RATE AAS ADVANCED AUTOMATION SYSTEM AASHTO AMERICAN ASSOCIATION OF STATE HIGHWAY & TRANSP OFFICIALS AC A/C ACFT AIRCRAFT - AIRCRAFT COMMANDER - AIRFRAME CHANGE – AIRCRAFT - AIR CONTROLLER - ADVISORY CIRCULAR - ASPHALT CONCRETE ACAA AIR CARRIER ACCESS ACT ACAA AIR CARRIER ASSOCIATION OF AMERICA ACAIS AIR CARRIER ACTIVITY INFORMATION SYSTEM ACC AREA CONTROL CENTER - AIRPORT CONSULTANTS COUNCIL - AIRCRAFT COMMANDER - AIR CENTER COMMANDER ACCC AREA CONTROL COMPUTER COMPLEX ACDA APPROACH CONTROL DESCENT AREA ACDO AIR CARRIER DISTRICT OFFICE ACE AVIATION CAREER EDUCATION ACE CENTRAL REGION OF FAA ACF AREA CONTROL FACILITY ACI-NA AIRPORTS COUNCIL INTERNATIONAL - NORTH AMERICA ACID AIRCRAFT IDENTIFICATION ACIP AIRPORT CAPITAL IMPROVEMENT PLANNING ACLS AUTOMATIC CARRIER LANDING SYSTEM ACLT ACTUAL CALCULATED LANDING TIME ACMI AIRCRAFT, CREW, MAINTENANCE AND INSURANCE (cargo) ACOE U.S. ARMY CORPS OF ENGINEERS AD AIRWORTHINESS DIRECTIVE
    [Show full text]
  • North Atlantic En Route Air Traffic
    AIR TRAFFIC MANAGEMENT Irish Authority Evolves text messages rather than by voice. a SESAR (Single Europe- The Irish Aviation As of March, according to the Sin- an Sky ATM Research) Authority’s Shannon Area as Europe’s ‘Gateway’ gle European Sky ATM Research project will be relocated Control Center near (SESAR) Deployment Manager, 16 to the Shannon ACC. Con- Shannon Airport manages states complied with ground-network trollers there eventually THE SHANNON AREA CONTROL CENTER IS THE INTERFACE air traffic in Irish airspace > requirements of the European Com- will manage movements at reaching into the North mission’s Data Link Services mandate, Shannon Airport, which Atlantic Ocean. > FREE-ROUTE AIRSPACE AND DATA LINK ARE INTRODUCED which air navigation service providers handled 1.86 million pas- (ANSP) were required to meet by Feb- sengers and 25,556 takeoffs ing ANSPs Nav Canada, Bill Carey Ballygirreen, Ireland ruary 2018. and landings last year. Naviair and Italy’s Enav Described as a commercial semi- In 2006, the IAA was a as well as Iridium Com- time line from the past to the and southern oceanic transition areas. state company, the IAA generates most founding member of the Co- munications. UK NATS future runs through the Irish Airspace sections the ACC manages of its revenue by charging airspace us- operation between Air Nav- joined the company in ers for air traffic control (ATC) services A Aviation Authority’s (IAA) serve as the interface between North igation Service Providers BILL CAREY/AW&ST May 2018. North Atlantic Communications Cen- Atlantic oceanic and European domes- and receives no government funding.
    [Show full text]
  • Canadian ATC Exam Study Guide
    AIR TRAFFIC CONTROL STUDY GUIDE Foreword This study guide contains information considered necessary for the successful completion of the examination conducted in association with the selection process for Air Cadet candidates of the Air Traffic Control course. This information is not intended for any other purpose. The information in this guide is taken from several publications and was accurate at time of printing. This study guide will not be amended. Excerpts from, "From The Ground Up, 28th Millennium Edition", have been reprinted with the permission of the publisher, Aviation Publishers Co. Limited, and each direct quote will be indicated thus; " . "FTGU and page number. Date of Printing 01 April 2001 TABLE OF CONTENTS DEFINITIONS ABBREVIATIONS Chapter 1 COMMUNICATION PROCEDURES Chapter 2 AIRPORTS Chapter 3 NAVIGATION Chapter 4 NAVIGATION AIDS Chapter 5 CANADIAN AIRSPACE AND AIR TRAFFIC CONTROL Chapter 6 AERODYNAMICS Chapter 7 AIRCRAFT OPERATING SPECIFICATIONS Chapter 8 METEOROLOGY Chapter 9 AERONAUTICAL CHARTS DEFINITIONS As used in this study guide, the following terms have the meanings defined. NOTE: Some definitions have been abridged. AIR TRAFFIC CONTROL The objective of Air Traffic Control is to maintain a safe, orderly and expeditious flow of air traffic under the control of an appropriate unit. AIR TRAFFIC CONTROL CLEARANCE Authorization issued by an ATC unit for an aircraft to proceed within controlled Airspace in accordance with the conditions specified by that unit. AIR TRAFFIC SERVICES The following services are provided by ATC units: a. IFR CONTROL SERVICES 1. Area Control Service Provided by ACC's to IFR and CVFR aircraft. 2. Terminal Control Service Provided by ACC's and TCU's (incl.
    [Show full text]
  • Air Traffic Services
    CIVIL AVIATION REGULATIONS AIR NAVIGATION SERVICES Part 11 Governing AIR TRAFFIC SERVICES CIVIL AVIATION AUTHORITY OF THE PHILIPPINES Old MIA Road, Pasay City1301 Metro Manila INTENTIONALLY LEFT BLANK CAR-ANS PART 11 Republic of the Philippines CIVIL AVIATION REGULATIONS AIR NAVIGATION SERVICES (CAR-ANS) Part 11 Governing AIR TRAFFIC SERVICES EFFECTIVITY Part 11 of the Civil Aviation Regulations - Air Navigation Services is issued under the authority of Republic Act 9497 and shall take effect upon approval by the Board of Directors of the Civil Aviation Authority of the Philippines. 23 September 2019 11-i Issue 4 CAR-ANS PART 11 FOREWORD This Civil Aviation Regulations-Air Navigation Services Part 11 (CAR-ANS Part 11) was formulated in accordance with Republic Act No. 9497 otherwise known as the Civil Aviation Authority Act of 2008 and issued by the Civil Aviation Authority of the Philippines (CAAP), prescribing guidelines, rules and procedures in the provision of air traffic services in order to ensure safety, regularity and efficiency of air navigation within the airspace jurisdiction of the Philippines. This CAR-ANS Part 11 was developed based on the Standards and Recommended Practices prescribed by the International Civil Aviation Organization (ICAO) as contained in Annex 11 which were first adopted by the Council on 18 May 1950 pursuant to the provisions of Article 37 of the Convention of International Civil Aviation (Chicago 1944), and became effective on October 1, 1950. This Civil Aviation Regulations-Air Navigation Services Part 11 provides guidance for air traffic service within the Manila Flight Information Region. The procedures embodied herein are issued by authority of the Director General of the CAAP and will be complied with by all concerned.
    [Show full text]
  • Pilot/Controller Glossary PILOT/CONTROLLER GLOSSARY
    11/10/16 Pilot/Controller Glossary PILOT/CONTROLLER GLOSSARY PURPOSE a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. Those terms most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System. Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose. b. Because of the international nature of flying, terms used in the Lexicon, published by the International Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical Information Manual (AIM). c. This Glossary will be revised, as necessary, to maintain a common understanding of the system. EXPLANATION OF CHANGES d. Terms Added: CONDITIONS NOT MONITORED DATA LINK AUTOMATIC TERMINAL INFORMATION SERVICE (D−ATIS) [ICAO] ENHANCED FLIGHT VISION SYSTEM (EFVS) ESTIMATED (EST) IRREGULAR SURFACE MODEL AIRCRAFT NORTH ATLANTIC HIGH LEVEL AIRSPACE (NAT HLA) NOT STANDARD (NOT STD) OUT OF SERVICE e. Terms Deleted: MINIMUM NAVIGATION PERFORMANCE SPECIFICATION (MNPS) MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE (MNPSA) f. Terms Modified: CLEARED FOR THE OPTION OPTION APPROACH g. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.
    [Show full text]
  • Terminal Control Center
    Terminal Control Center The inside of the Potomac TRACON. A Terminal Control Center (also known as Terminal Radar Approach CONtrol or TRACON in the United States) is an Air Traffic Control Center usually located within the vicinity of a large airport. Typically, the Terminal Control Center controls aircraft within a 30-50 nautical mile (56 to 93 km) radius of the airport between the surface and 10,000 feet. A Terminal Control Center is sometimes also known as an Approach Control or Departure Control. Terminal Control Center radar facilities Terminal Control Centers normally have their own radar system that allow air traffic controllers to track aircraft. This is typically based on one or more Airport Surveillance Radar(s) (ASR), sweeping once every 6 seconds. These frequent updates help controllers see the result of direction changes quickly. U.S. TRACONs also have the capability to make use of CENRAP (CENter RAdar Presentation) as a backup if their primary system fails. This makes use of en-route surveillance radar used by Air Route Traffic Control Centers (ARTCCs). Expanded separation minimums are normally required when in this mode. Terminal Control Center Control positions Terminal Control Center control positions usually include a radar controller and a coordinator who generally stands behind the radar position. Radar controller The radar controller is responsible for ensuring appropriate separation, and issuing traffic and other local aviation information for aircraft under its control. Additionally, the radar controller is responsible for ensuring all required coordination with other controllers in the tower, Terminal Control Center, or en-route center is completed, making computer required computer entries, and updating the flight progress strips.
    [Show full text]
  • North Atlantic (NAT) Resource Guide for United States Operators
    NAT Resource Guide for United States Operators Flight Technologies and Procedures Division The links within this resource guide are provided as a service to help you easily find pertinent information. The validity of the links is re-checked quarterly. Documents and other information may change between updates. Information provided by non-FAA sites should be considered strictly “for information only.” You should confirm the accuracy of all such non-FAA information against official FAA documentation. Contact us via e-mail with your questions and comments pertaining to this PDF document. Contacts Send Comments Acronyms Use Ctrl+F to search document or if you have Adobe Acrobat, click 3rd Quarter 2021 the Advance Search button Updated Quarterly Click to View Items • Emphasis Items, Page 1 • Emphsis Items, Page 2 • Oceanic Errors • SLOP • Contingency References, Page 1 • Contingency References, Page 2 • Volcanic Ash and Solar Storms • Weather Deviation • Flight Planning • ARINC 424 Coordinate Convention • Current and Planned Implementations Emphasis Items Federal Aviation Administration 2 Emphasis Items, Page 1 • COVID-19 TCAS/ACAS in HLA: International Oceanic Airspace (FAA Website Updates) • See ICAO Doc 7030 Regional Supplementary Pro- • International Notices • FAA Site to lookup Prohibitions, Restrictions and cedures (link to purchase) Notices • There are no additional TCAS/ACAS requirements • NAT Data Link Special Emphasis Items, NAT OPS for operation in the NAT. The global TCAS/ACAS PBCS Operations Bulletin 2017_004_Rev 1 Performance-Based
    [Show full text]