Par 4-6 Page 9 (and 10) to a particular airframe). The airline flight ID entered into the flight management system (FMS)/multipurpose control and display unit (MCDU) must exactly match the aircraft ID in the ATC flight plan.
(2) For operations using variable call signs (e.g., Lifeguard), the operator should verify with equipment manufacturers that this capability is available in the avionics and should obtain guidance for the proper procedures to enter variable call sign codes.
c. Emergency Status.
(1) This ADS-B message element and transponder code alerts ATC that the aircraft is experiencing emergency conditions and indicates the type of emergency. The appropriate emergency code should be entered into the transponder (i.e., 7500, 7600, and 7700). The International Civil Aviation Organization (ICAO) Annex 10, Volume IV emergency codes (general emergency, no communications, and unlawful interference) are required by § 91.227.
(2) ADS-B systems integrated within a transponder will automatically set the applicable emergency status when code 7500, 7600, or 7700 is entered into the transponder.
(3) ADS-B systems not integrated with the transponder or systems with optional emergency codes require the appropriate emergency code to be entered through a separate pilot interface. Flightcrews must ensure that both emergency codes (ADS-B and transponder) are identical.
d. Aircraft’s “IDENT.” The required AFM or POH will provide specific instructions on how the “IDENT” feature will be activated in specific installations, including any installations with multiple “IDENT” features.
Appendix 1 APPENDIX 1. ADS-B OUT OPERATIONS OUTSIDE OF U.S.-DESIGNATED
AIRSPACE
1. Overview. ADS-B provides air traffic control (ATC) with a means of surveillance outside of U.S.-designated airspace, which allows application of reduced separation standards for more efficient use of the airspace. Currently, ADS-B provides surveillance coverage in several regions of the world, including portions of Australia, Canada, and in the Asia-Pacific region. Additional International Civil Aviation Organization (ICAO) regions and Member States are expected to implement ADS-B in their airspace and/or on specific airways and routes in the future.
2. Authorization to Conduct ADS-B OUT Operations Outside of U.S.-Designated Airspace. FAA authorization is required for all U.S. operators to conduct ADS-B OUT operations outside of U.S.-designated airspace. This appendix provides guidance to operators on the process and documentation required when requesting issuance of this authorization.
NOTE: As applicable, authorization under FAA Order 8900.1, Flight Standards Information Management System (FSIMS), Volume 3, Chapter 18, Section 3, Part A Operations Specifications—General, operations specification (OpSpec) A353 and a regional authorization
(e.g., OpSpec B050) may be necessary to conduct ADS-B operations in areas outside of U.S.-designated airspace.
a. Initial Request for Authorization.
(1) U.S. operators seeking to conduct ADS-B OUT operations outside of U.S.-designated airspace must first contact their assigned FAA office to indicate their intent. When making the initial request, the operator should be prepared to provide the following:
(a) Documented compliance of applicable requirements;
(b) The proposed plan to conduct operations under the authorization; and
(c) The identification of the appropriate point(s) of contact (POC) for coordination during the FAA authorization process.
(2) At the time of the operator’s initial request, the FAA will provide the operator with information for obtaining relevant guidance and documents, as well as the proper content and format of the documentation required when submitting the formal request.
b. Required Documentation for Submission of Formal Request.
(1) Documentation Guidance. The following paragraph provides general guidance on the documentation required for submission of a formal request for issuance of this authorization.
At the discretion of the operator’s assigned principal inspector (PI), additional information may be required based on any unique aspects of specific operations.
Appendix 1
(2) Letter of Request for Issuance of Authorization. The operator must submit a letter of request to the assigned PI requesting issuance of the authorization. The letter of request should include statements indicating the following:
(a) Proposed region(s) of operation;
(b) Type of aircraft (make, model, and series (M/M/S)) to be used in the operations;
(c) Description of ADS-B OUT equipment to be used;
(d) Revision of aircraft qualification documents (Airplane Flight Manual (AFM), pilot’s operating handbook (POH), etc.);
(e) Establishment of applicable operational procedures and practices;
(f) Revision of applicable operations manuals and checklists;
(g) Revision of ADS-B OUT system maintenance procedures;
(h) Establishment of periodic maintenance for the ADS-B OUT system;
(i) Revision of minimum equipment list (MEL), if applicable;
(j) Revision of pilot training; and
(k) Revision of dispatcher training, if applicable.
c. Compliance Documentation. Operators must submit documentation that demonstrates compliance with European Aviation Safety Agency (EASA) Acceptable Means of Compliance (AMC) 20-24, Certification Considerations for the Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHZ Extended Squitter, dated February 5, 2008. Documentation should include:
(1) Aircraft Qualification Documentation. Documentation from the aircraft manufacturer stating in the AFM/AFMS, POH that the proposed aircraft complies with EASA AMC 20-24. Deviations, as stated in EASA AMC 20-24, must be included or referenced.
NOTE: ADS-B equipment installed in accordance with the current edition of AC 20-165, Airworthiness Approval of Automatic Dependent Surveillance-Broadcast OUT Equipment for Operation in the National Airspace System (NAS), meets the equipment requirements of EASA AMC 20-24. See AMC 20-24 for any additional maintenance, operational, and training considerations.
(2) Operational Procedures and Practices. As applicable, company manuals must address the special characteristics of the proposed region of operation.
(3) Operations Manuals and Checklists. The AFM, Airplane Flight Manual Supplement (AFMS), Aircraft Operating Manual (AOM), Flight Operations Manual (FOM),
Appendix 1 POH, and associated checklists, as applicable to the specific operator, must include information to be used for the specific operation requested and be carried on the aircraft. The operations manual (or equivalent) should include a system description, operational and contingency procedures, and training elements for use of the ADS-B NRA application. Operations manuals should indicate that Direct Controller Pilot Communications (DCPC) must be available at all times (e.g., very high frequency (VHF), Controller-Pilot Data Link Communication (CPDLC), etc.). Operations manuals and checklists should indicate that when there is not an independent flight deck control selection between the ADS-B OUT on/off function and the ATC transponder on/off function, the crew must be fully aware that disabling the ADS-B function will also disable transponder and Traffic Alert and Collision Avoidance System (TCAS) functions.
(4) Maintenance Procedures. The operator must submit documentation indicating the proposed maintenance procedures that address the instructions for continued airworthiness (ICA) provided by the manufacturer of the installed ADS-B equipment. Maintenance procedures must include a periodic verification check of aircraft-derived data used by the ADS-B system.
Maintenance procedures must also include periodic verification (using suitable ramp test equipment or other acceptable means) that the correct ICAO 24-bit address assigned to each aircraft is being transmitted by the ADS-B system.
(5) Establishment of Periodic Checks of the ADS-B OUT System. The operator should provide documentation that indicates that periodic checks for the installed ADS-B OUT system are established.
(6) Revision of MEL. The operator must submit documentation for proposed MEL (if used) revisions that address appropriate dispatch procedures of the aircraft with the ADS-B OUT system inoperative or partially inoperative.
(7) Pilot Training. Pilots conducting operations under this authorization must be trained in the use and limitations of the installed ADS-B system, unless one of the crewmembers is an ADS-B-trained check airman, as appropriate. Operators must submit documentation that details the method and content of the pilot training to be conducted. Pilot training must address the following:
• ADS-B operating procedures;
• Flight planning;
• MEL procedures;
• Human factors;
• ADS-B phraseology applicable to specific regions of operation (see Table 1, Canadian-Specific Surveillance Phraseology, and Table 2, Australian-Specific Surveillance Phraseology);
• ADS-B system operation, including normal/abnormal procedures;
• Correct entry of ICAO aircraft ID as applicable to the flight;
• Operational procedures regarding the transmission of the generic emergency code
(i.e., 7700) in cases when the flightcrew actually selected a discrete emergency code (e.g., 7500, 7600);
Appendix 1
• Handling of data source errors (e.g., discrepancies between navigation data sources); and
• Incident reporting procedures.
(8) Dispatcher/Flight Follower Training. Operators must submit a detailed description of the proposed dispatcher/flight follower (if required/used) training to be conducted.
Dispatcher/flight follower training must address the following:
• Dispatch of aircraft with the ADS-B system unserviceable or partially unserviceable.
• Flight planning, fuel loading, and route change procedures associated with ADS-B operations.
• ADS-B ICAO region-specific requirements.
3. Canada-Specific Requirements.
a. Transport Canada Requirements. See the current edition of Transport Canada AC 700-009, Automatic Dependent Surveillance-Broadcast, Paragraph 6.2, Foreign Air Operators, for information related to the ADS-B requirements of foreign operators.
b. NAV CANADA Requirements. See the current edition of Aeronautical Information Circular (AIC) 21/09, Air Traffic Flow Management in the Vicinity of Hudson Bay as a Result of Automatic Dependent Surveillance-Broadcast OUT Implementation, for information related to NAV CANADA ATC services supported by ADS-B.
4. Australia-Specific Requirements. See the current editions of Australia AIC H09/11, Transition to Satellite Technology for Navigation and Surveillance; Australia Civil Aviation Safety Authority (CASA) Civil Aviation Order (CAO) 20.18, Aircraft Equipment—Basic Operational Requirements, regarding avionics requirements; and CAO 82.5, Condition on Air Operators’ Certificates Authorising Regular Public Transport Operations in High Capacity Aircraft, for information related to the ADS-B requirements of certificated foreign operators.
5. Asia-Pacific-Specific Requirement. Singapore issued AIC 14/10, Introduction to Automatic Dependent Surveillance Broadcast (ADS-B) OUT Service within Parts of the Singapore FIR, dated December 28, 2010, informing aircraft operators regarding the Civil Aviation Authority of Singapore’s (CAAS) plan to implement ADS-B operations after 2013 within portions of the Singapore flight information region (FIR). See CAAS AIC 14/10 for specific airways that will require ADS-B within Singapore’s FIR.
6. Related Documents.
a. ICAO Regional Guidance. Regulatory guidance and general information for ADS-B OUT operations for specific ICAO regions can be found in the following publications:
(1) FAA Order 8900.1, Flight Standards Information Management Systems (FSIMS), Volume 3, Chapter 18, Section 3, Part A Operations Specifications—General, Operations Specifications/Management Specifications/Letter of Authorization A353, Automatic Dependent
Appendix 1 Surveillance-Broadcast (ADS-B) Operations Outside of U.S.-Designated Airspace, current edition;
(2) EASA AMC 20-24, Certification Considerations for the Enhanced ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) Application via 1090 MHZ Extended Squitter, dated February 5, 2008;
(3) TCCA AC 700-009, Automatic Dependent Surveillance-Broadcast, current edition;
(4) NAV CANADA AIC 21/09, Air Traffic Flow Management in the Vicinity of Hudson Bay as a Result of Automatic Dependent Surveillance-Broadcast OUT Implementation, current edition;
(5) CASA CAO 20.18, Aircraft Equipment—Basic Operational Requirements, current edition;
(6) CASA CAO 82.5, Condition on Air Operators’ Certificates Authorising Regular Public Transport Operations in High Capacity Aircraft, current edition; and
(7) CAAS AIC 14/10, Introduction to Automatic Dependent Surveillance Broadcast (ADS-B) OUT Service within Parts of the Singapore FIR, current edition.
b. Additional Information. For additional information regarding specific NRA operations, contact the following organizations or individuals:
(1) Contact the Flight Technologies and Procedures Division (AFS-400) by phone at 202-385-4586 or by email at 9-AWA-AVS-ADS-Programs-AFS/AWA/FAA.
(2) For additional information on 14 CFR parts 121 and 135 special authorizations (300-series OpSpecs), contact the Air Transportation Division (AFS-200) at 202-267-8166.
(3) For additional information on 14 CFR parts 91 and 125 special authorizations (300-series OpSpecs/management specifications (MSpec)/letters of authorization (LOA)), contact the General Aviation and Commercial Division (AFS-800) at 202-267-8212.
Appendix 1 TABLE 1. CANADIAN-SPECIFIC SURVEILLANCE PHRASEOLOGY Existing “Radar” Phraseology New Generic “Surveillance” Phraseology
RADAR SERVICE TERMINATED (non-radar routing if required)
SURVEILLANCE SERVICE TERMINATED (non-surveillance routing if required)
RADAR SERVICE TERMINATED DUE TO (reason)
SURVEILLANCE SERVICE TERMINATED DUE TO (reason)
SECONDARY RADAR OUT OF SERVICE ADS-B SURVEILLANCE OUT OF SERVICE DUE TO (reason)
MODE CHARLIE NOT VALIDATED PRESSURE ALTITUDE NOT VALIDATED
MODE CHARLIE IS INVALID PRESSURE ALTITUDE IS INVALID
RADAR SERVICE TERMINATED SURVEILLANCE SERVICE TERMINATED
RESUME POSITION REPORTS RESUME POSITION REPORTS (aircraft IDENT) RADAR IDENTIFIED (position if required) (aircraft IDENT) IDENTIFIED (position if required) (aircraft IDENT) RADAR IDENTIFICATION LOST (aircraft IDENT) IDENTIFICATION LOST POINT OUT (position) (identification/Secondary Surveillance Radar (SSR) code) (track and altitude) (other information) POINT OUT (position) (identification/SSR code) (track and altitude) (other information) CONFIRM ADS-B ELIGIBLE? and if necessary—UNABLE TO ISSUE
CLEARANCE INTO ADS-B
EXCLUSIONARY AIRSPACE, MAINTAIN (altitude)
NEGATIVE ADS-B DUE TO EQUIPMENT
FAILURE
IF ABLE, CHANGE YOUR FLIGHT ID TO (FLIGHT ID) IF YOU READ, (appropriate instructions), then—(Action) OBSERVED, WILL
CONTINUE RADAR CONTROL IF YOU READ, (appropriate instructions), then—(Action) OBSERVED, WILL
CONTINUE SURVEILLANCE CONTROL (ACID) READING YOU ON 7700
CONFIRM THE NATURE OF YOUR
EMERGENCY
Appendix 1 Page 7 (and 8) TABLE 2. AUSTRALIAN-SPECIFIC SURVEILLANCE PHRASEOLOGY Existing “Radar” Phraseology New Generic “Surveillance” Phraseology
IDENTIFICATION TERMINATED (reason)
IDENTIFICATION TERMINATED (reason) PRIMARY RADAR OUT OF SERVICE ADS-B OUT OF SERVICE (reason) SECONDARY RADAR OUT OF SERVICE ADS-B OUT OF SERVICE (reason)
ADVISE TRANSPONDER CAPABILITY ADVISE ADS-B CAPABILITY
NEGATIVE TRANSPONDER NEGATIVE ADS-B
RE-ENTER MODE S AIRCRAFT
IDENTIFICATION
RE-ENTER ADS-B AIRCRAFT
IDENTIFICATION
SQUAWK IDENT TRANSMIT ADS-B IDENT
STOP SQUAWK STOP ADS-B TRANSMISSION
SQUAWK CHARLIE TRANSMIT ADS-B ALTITUDE
STOP SQUAWK CHARLIE WRONG
INDICATION
STOP ADS-B ALTITUDE TRANSMISSION (reason)
Appendix 2 APPENDIX 2. AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B)
IN-TRAIL PROCEDURE (ITP)
1. PURPOSE. This appendix provides a description of the Automatic Dependent Surveillance-Broadcast (ADS-B)-enabled In-Trail Procedure (ITP) and guidance to operators seeking Federal Aviation Administration (FAA) authorization to conduct ITP operations.
2. BACKGROUND. The ITP is designed primarily for use in non-radar oceanic airspace to enable appropriately equipped ADS-B IN aircraft to perform flight level (FL) changes previously unavailable with procedural separation minima applied. The improved traffic information available to ADS-B IN-equipped aircraft allow ITP maneuvers to occur safely with reduced separation minima applied. IT will enable flightcrews to execute FL changes to improve ride comfort, avoid weather, or obtain more favorable winds to improve fuel economy and arrival
a. ITP Scenario. Figure 1, Reduction of Aircraft Separation Minima with In-Trail Procedure, illustrates a basic ITP scenario. The ITP aircraft (blue) wishes to climb from FL 340 to 360 between two reference aircraft (red) where procedural separation minima is applied.
Using onboard ADS-B IN and ITP equipment, the ITP aircraft can determine if the necessary criteria can be met and, if so, request air traffic control (ATC) approval to execute the desired FL change using reduced separation minima between the two reference aircraft.
b. ATC Responsibility. ATC maintains separation responsibility throughout the ITP maneuver, and resumes the appropriate separation minima at its completion. The reduced ITP separation may only be applied between a qualified ITP aircraft and no more than two reference aircraft for the duration of the maneuver. Reference aircraft do not require ADS-B IN equipment and are only required to be transmitting an ADS-B OUT signal of sufficient quality.
FIGURE 1. REDUCTION OF AIRCRAFT SEPARATION MINIMA WITH IN-TRAIL
PROCEDURE ITP Aircraft Reference Aircraft (ADS-B Out required) Desired Altitude FL360 ADS-B not required
ALLOWED Procedural Separation FL350
- ITP Criteria - - ITP Criteria - FL340
3. ITP TERMINOLOGY.
a. Closing Groundspeed Differential. The difference between the ITP aircraft's groundspeed and a reference aircraft's groundspeed that results in a reduction of the ITP distance.
Appendix 2
b. Closing Mach Speed Differential. The difference in Mach speed between the ITP aircraft and the reference aircraft that results in a reduction of the ITP distance.
c. ITP Aircraft. An aircraft operated by a flightcrew authorized to conduct an ITP.
d. ITP Criteria. A set of conditions that must be satisfied prior to initiating or executing an ITP clearance.
e. ITP Distance. The distance between the ITP aircraft and reference aircraft as defined by the difference in distance to an aircraft calculated common point along a projection of each aircraft’s track in front of or behind the aircraft as appropriate. (See Figure 2, In-Trail Procedure Distances Illustrated.) For the case where aircraft are on parallel tracks, the ITP distance is measured along the track of one of the aircraft using its calculated position and the point abeam the calculated position of the other aircraft. This measurement technique is similar to the method described in the Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM) DOC 4444, section 5.4.2.6.4.
f. ITP Equipment. The onboard avionics required to support an ITP.
g. Reference Aircraft. Aircraft (no more than two) transmitting valid ADS-B data which meet specified criteria and are referenced as part of an ITP clearance request to ATC.