Appendix 2 may request. The reference aircraft both may be behind or ahead of the ITP aircraft or one may be ahead and one behind. Appendix 2, Figure A2-4, In-Trail Procedure Climb/Descent Variations, depicts the approved ITP variations.
g. Contingency Procedures. The ITP maneuver has been extensively tested both in flight and in computer simulations with consideration given to a variety of environmental and aircraft performance factors. A temporary breach of the 10-NM ITP distance does not constitute an inherently unsafe procedure and should not be the sole factor when considering abandoning the procedure. No new contingency procedures are prescribed for ITP. If, in the pilot’s judgment, the ITP maneuver (i.e., reaching the newly assigned altitude) cannot be successfully completed once the climb or descent has been initiated, he or she shall:
(1) Contact ATC and request an alternative clearance as soon as practicable given flightcrew workload and flight conditions.
(2) Inform ATC of any action the flightcrew is taking or requesting. Because of the many variables, the CPDLC message should be in the “free text” format.
(3) Comply with regional contingency procedures appropriate to the circumstances, or as listed in ICAO Doc 4444, Procedures of Air Navigation Services—Air Traffic Management (PANS-ATM), section 15.2.
h. ITP Distance. Except when one aircraft is directly in trail of another, the ITP distance is not the same as the direct line distance between those two aircraft. (See paragraph 3, ITP Terminology, for the exact description, and Appendix 2, Figure A2-2, for examples.) Since the ITP software will be designed to calculate and display ITP distance information, extensive training on the subject is not necessary. However, it is important to emphasize that range and ITP distance are different. Consequently, a lack of understanding could lead the flightcrew to misidentify the correct reference aircraft(s) when requesting an ITP clearance. Training should include examples of the various ITP distance geometries depicted in Figure A2-2.
(1) Lateral Traffic Filters. Some ITP avionics incorporate a lateral traffic filter. The function of the traffic filter is to eliminate any targets beyond a predetermined lateral distance of own-ship’s track from consideration as a potential reference aircraft. This is intended to prevent the flightcrew from misidentifying incorrect reference aircraft during their ITP request. The filter is most useful when in an organized track environment or where traffic may be on a parallel user-preferred route. Incorrect use may result in unnecessarily denied ITP requests. Training should include recommended technique for its use.
(2) ITP Initiation Criteria. Traffic displayed as an ADS-B In target may not be made available as a valid ITP reference aircraft because it does not meet one or more ITP initiation criteria. Some of the criteria, such as position accuracy, are not displayed to the flightcrew.
Training should include a discussion of the initiation criteria, which criteria are known to the flightcrew, and examples of when a displayed ADS-B In target is not an eligible ITP reference aircraft. See Appendix 2, Table A2-1, for ITP initiation criteria.
Appendix 2 FIGURE A2-4. IN-TRAIL PROCEDURE CLIMB/DESCENT VARIATIONS
6. AUTHORIZATION TO CONDUCT ITP. FAA authorization is required for all U.S. aircraft operators to conduct ITP operations using ADS-B In. This appendix provides guidance to operators on the process and documentation required when requesting issuance of this authorization.
NOTE: For FAA authorization, refer to FAA Order 8900.1, Flight Standards Information Management System (FSIMS), Volume 3, Chapter 18, Section 3, Operations Specification (OpSpec)/Management Specification (MSpec)/Letter of Authorization (LOA) A354, Automatic Dependent Surveillance-Broadcast (ADS-B) In-Trail Procedure (ITP).
NOTE: Operators may already hold other ADS-B In authorizations. There is no need to submit documentation for ITP requirements that duplicate specific requirements for previous ADS-B In authorizations. The ITP application may include references to those duplicate requirements instead.
a. Initial Request for Authorization. U.S. aircraft operators seeking to conduct ITP must first contact their assigned FAA office to indicate their intent. At the time of the operator’s initial request, the FAA will provide the operator with an ITP Application Checklist, which must be completed with attached supporting documents.
b. Required Documentation for Submission of Formal Proposal.
(1) Documentation Guidance. The following section provides general guidance on the documentation required for submission of a formal ITP proposal. At the discretion of the operator’s assigned principal inspector (PI), additional information may be required based on any Page 8
Appendix 2 unique aspects of their specific operation. The operator must submit a letter of request for issuance of authorization to the assigned PI. The letter of request should include the following information:
(a) Type of aircraft (make, model, and series (M/M/S)).
(b) ADS-B equipment complies with Technical Standard Order (TSO)-C195a, Avionics Supporting Automatic Dependent Surveillance-Broadcast (ADS-B) Aircraft Surveillance Applications (ASA), or as approved for ITP by the Administrator.
(c) Installation complies with the current edition of Advisory Circular (AC) 20-172.
(d) Manufacturer’s name of the ADS-B In software.
(e) Proposed region(s) of operation (not applicable to Title 14 of the Code of Federal Regulations (14 CFR) part 91 operations).
NOTE: The guidance contained in subparagraph 6b of this appendix will also be annotated on ITP Using ADS-B In Application Checklist provided to the operator by the applicable FAA field office.
(2) Airplane Flight Manual (AFM) Compliance Documentation. Operators must submit documentation that demonstrates that their aircraft have an ADS-B In system that meets the performance standards of TSO-C195a or as approved for ITP by the Administrator.
(3) Proposed Operations Area. Authorizations to conduct ITP will be limited to specific regions of the world where the ANSP offers ITP and those procedures are determined to be acceptable to the Administrator. Routes or airspace where ITP may be authorized will be published in Aeronautical Information Publications (AIP). Include in your request a description, by flight information region (FIR) and ANSP, of the operational areas where you propose to conduct ITP. If the operator holds an OpSpec/MSpec B050 authorization, a draft B050 paragraph that includes the operational areas where you propose to conduct ITP, including applicable notes, must be submitted.
(4) Operational Procedures. As applicable, company manuals must address any ITP-specific requirements of the proposed region(s) of operation.
(5) Operation Manuals and Checklists. The certificate holder/operator/program manager (as applicable) must submit information (e.g., Airplane Operations Manual (AOM) bulletin or equivalent) to the flightcrews describing ADS-B to include:
• ITP system description;
• Normal procedures;
• En route procedures using ITP;
• Communications; and
• Non-normal or contingency procedures.
Appendix 2
(6) Maintenance Requirements. See Appendix 4 for applicable maintenance requirements.
(7) Revision of Minimum Equipment List (MEL). See Appendix 4 for applicable MEL requirements.
(8) Pilot Training. Submit applicable portions of proposed ITP-specific pilot training material and include a description of the methods used to conduct, evaluate, and manage the training. The following contains the recommended information to be included in pilot training material:
(a) General understanding of ADS-B In operations (i.e., technology, capabilities, and limitations).
(b) ITP system operation, including:
• Normal procedures;
• Non-normal and/or contingency procedures;
• ITP flight planning considerations;
• ITP dispatch considerations (as applicable);
• MEL considerations (as applicable);
• ITP terminology, including proper formulation of a CPDLC ITP request/clearance; and
• ITP equipment limitations.
(c) Explanation of ITP distance as distinct from aircraft range, using select scenario-based examples (see Appendix 2, Figure A2-2, for ITP distance geometries).
• ITP directly in trail of a reference aircraft;
• ITP aircraft on a crossing track of reference aircraft—diverging;
• ITP aircraft on a crossing track of reference aircraft—converging; and
• ITP aircraft on a parallel track of reference aircraft.
(9) Dispatch/Flight Follower Training. Submit applicable portions of proposed ITP-specific dispatch/flight planning training material to include any appropriate updates to the dispatch operations manual, or equivalent, as well as a description of the methods used to conduct, evaluate, and manage training. The following contains the recommended information to be included in dispatch/flight planning training material:
• General understanding of ADS-B In operations;
• Dispatch of aircraft with the ITP system unserviceable;
• How flight planning codes are affected with ADS-B unserviceable;
• Flight planning, fuel loading, and route change procedures associated with ITP operations;
• Equipment requirements; and
• Approved ITP routes and airspace.
Appendix 2 NOTE: Dispatch/flight follower training is not required for part 91 operations. However, as the pilot is responsible for flight planning, the pilot should consider these items prior to flight.
TABLE A2-1. IN-TRAIL PROCEDURE INITIATION/MANEUVER CRITERIA (REFERENCE RTCA DO-312) In-Trail Procedure (ITP) Speed/Distance Criteria ITP Distance ≥ 15 nautical miles (NM) and Closing Groundspeed (GS) Differential ≤ 20 knots (kts) ITP Distance ≥ 20 NM and Closing GS Differential ≤ 30 kts Relative Altitude Criteria Difference in altitude between the ITP and Reference Aircraft is less than or equal to 2,000 feet Similar Track Criteria Difference in track angles between ITP and Reference Aircraft less than ± 45 degrees Position Accuracy for ITP and Reference Aircraft ITP and Reference Aircraft data with horizontal position accuracies of at least 0.5 NM (95%) Position Integrity for ITP and Reference Aircraft ITP and Reference Aircraft data with horizontal position integrity bounds of 1.0 NM at 1x10E-05 Velocity Accuracy for ITP and Reference Aircraft ITP and Reference Aircraft data with horizontal velocity accuracies of at least 10 meters/second (m/s) (19.4 kts) 95% Closing Mach Differential (Air Traffic Control (ATC) Crosscheck) Closing Mach Differential equal or less than
0.06 Mach Page 11
Appendix 2 TABLE A2-2. FLIGHTCREW STANDARDIZED FREE TEXT CONTROLLER-PILOT
DATA LINK COMMUNICATION MESSAGE SET FOR IN-TRAIL PROCEDURE In-Trail Procedure (ITP) Type (number and relative position of reference aircraft) FREE TEXT Message Element Content 1 reference aircraft (ahead) “ITP [Distance] BEHIND [Aircraft FLT ID]” 1 reference aircraft (behind) “ITP [Distance] AHEAD OF [Aircraft FLT ID]” 2 reference aircraft (both ahead) “ITP [Distance] BEHIND[Aircraft FLT ID] AND [Distance] BEHIND [Aircraft FLT ID]” 2 reference aircraft (both behind) “ITP [Distance] AHEAD OF [Aircraft FLT ID] AND [Distance] AHEAD OF [Aircraft FLT ID]” 2 reference aircraft (one ahead and one behind) “ITP [Distance] BEHIND [Aircraft FLT IDAND [Distance] AHEAD OF [Aircraft FLT ID]” To request an ITP climb or descent, the flightcrew will send a Controller-Pilot Data Link Communication (CPDLC) REQUEST CLIMB TO [altitude] or REQUEST DESCENT TO [altitude] message, as applicable, with the following verbiage added to FREE TEXT as listed in Table A2-2.
Example of ITP request message: REQUEST CLIMB TO FL360 ITP 25NM BEHIND SIA228 AND 21NM AHEAD OF AFR008.
NOTE: This standardized free text message set will be used until an appropriate message set is implemented.
Appendix 2 TABLE A2-3. CONTROLLER FREE TEXT CONTROLLER-PILOT DATA LINK
COMMUNICATION MESSAGE SET FOR IN-TRAIL PROCEDURE In-Trail Procedure (ITP) Type (number and relative position of reference aircraft) FREE TEXT Message Element Content 1 reference aircraft (ahead) “ITP BEHIND [Aircraft FLT ID]” 1 reference aircraft (behind) “ITP AHEAD OF [Aircraft FLT ID]” 2 reference aircraft (both ahead) “ITP BEHIND [Aircraft FLT ID] AND BEHIND [Aircraft FLT ID]” 2 reference aircraft (both behind) “ITP AHEAD OF [Aircraft FLT ID] AND AHEAD OF [Aircraft FLT ID]” 2 reference aircraft (one ahead and one behind) “ITP BEHIND [Aircraft FLT ID] AND AHEAD OF [Aircraft FLT ID]” To grant an ITP request, the controller will send an uplink message containing CLIMB TO AND MAINTAIN [altitude] or DESCEND TO AND MAINTAIN [altitude] containing the text in Table A2-3:
Example of ITP clearance message: ITP BEHIND SIA228 AND AHEAD OF AFR008 CLIMB TO FL360 REPORT LEVEL FL360.
NOTE: The controller should never issue an ITP clearance unless one has been requested by a flightcrew.
NOTE: This standardized free text message set will be used until an appropriate message set is implemented.
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Appendix 3 APPENDIX 3. CAVS USING ADS-B IN
1. PURPOSE. This appendix describes Cockpit Display of Traffic Information (CDTI) Assisted Visual Separation (CAVS) and provides guidance to operators seeking Federal Aviation Administration (FAA) authorization to conduct CAVS operations.
2. BACKGROUND. When a flightcrew accepts responsibility to maintain visual separation from another aircraft, they must maintain constant visual surveillance of that aircraft and notify air traffic control (ATC) if they can no longer do so. Additionally, the flightcrew accepts the responsibility for wake turbulence separation from that aircraft. Though the weather must be visual meteorological conditions (VMC), other environmental conditions may prevent them from maintaining constant visual surveillance of the traffic, such as when the traffic is landing toward a rising or setting sun. Additionally, distances and closure rate to an aircraft directly ahead can be difficult to judge, such that managing spacing and avoiding wake turbulence can be difficult.
3. CAVS CONCEPT. CAVS is an Automatic Dependent Surveillance-Broadcast (ADS-B) In application that assists the flightcrew in maintaining separation from ADS-B Out-equipped aircraft during visual separation. Currently, CAVS may only be used during the approach phase of flight when cleared by ATC to maintain visual separation from specific traffic. Because of the accuracy and integrity of displayed traffic on ADS-B In systems approved for CAVS, CAVS information may be used as a substitute for continuous visual observation of traffic-to-follow (TTF) under specified conditions. CAVS does not relieve the pilot of the responsibility to see and avoid other aircraft. ATC maintains separation responsibility from all other aircraft and for the orderly flow of traffic to the runway. Currently, there is no new phraseology associated with CAVS and approved for the use of CAVS. ATC will be unaware that a flightcrew is using CAVS. CDTI traffic information does not replace any traffic advisories (TA) and/or Resolution Advisories (RA) provided by the aircraft’s Traffic Alert and Collision Avoidance System (TCAS). RA response must be based on the TCAS display and approved procedures.
4. CAVS ARRIVALS. Traffic information from the CDTI is used to augment out-the-window (OTW) visual contact with an aircraft a flightcrew is assigned to follow. This will enable them to accept separation responsibility from that aircraft. Once the flightcrew has visually acquired and accepted a visual approach clearance behind TTF, the pilot may use the lead aircraft traffic information on the CDTI as a means for maintaining separation while performing a visual approach. As done today with a visual approach clearance, no specific spacing assignments will be made by ATC. The procedure can be conducted behind all aircraft weight categories.
5. CAVS DESCRIPTION. Flightcrews are reminded that CAVS is a visual separation procedure. If at any time the traffic information provided by CAVS equipment becomes unreliable, inoperative, or distracting, its use should be discontinued immediately.
Appendix 3 NOTE: Although aircraft call signs are displayed on the CDTI, flightcrews should not use the call sign or Aircraft Identification (ACID) (Flight Identification (FLT ID)) of observed traffic in radio communications, as this could create confusion for both ATC and flightcrews monitoring the frequency.
NOTE: Pilots are not relieved of their duty to see and avoid.
NOTE: CAVS is currently restricted to following aircraft to the same landing runway at authorized runways and airports.
a. Normal Procedures. CAVS normal procedures are as follows:
(1) ATC points out TTF to flightcrew of CAVS-equipped aircraft.
(2) The CAVS flightcrew visually locates the traffic OTW and reports this to ATC.
(3) ATC issues a clearance to “maintain visual separation” from the TTF.
(4) If the TTF is broadcasting usable ADS-B Out information, the CAVS flightcrew correlates the TTF as seen OTW, with the traffic symbol of the TTF aircraft displayed on their aircraft’s CDTI and any information provided via ADS-B.
(5) Once the flightcrew has correctly correlated the TTF on the CDTI, they designate the TTF target on the CDTI and the avionics displays the distance and groundspeed (GS) differential between TTF and own-ship. If CAVS is equipped with a selectable range alert, the flightcrew sets the alert in accordance with individual established company procedures.
NOTE: In no case shall procedures allow the range alert to be set at less than
2.5 nautical miles (NM).
(6) Aided by this information, the CAVS flightcrew can more easily maintain visual contact with the TTF and more precisely manage their spacing and closure.
(7) The CAVS aircraft must maintain VMC at all times. However, if the flightcrew should lose OTW contact with the TTF, the approach may continue using the CDTI (and ADS-B Guidance Display (AGD), if one is required) to maintain visual separation using the CAVS information alone.
(8) If the distance between the two aircraft becomes less than 2.5 NM, the flightcrew may no longer use the CAVS information as a substitute for OTW visual observation of TTF. If closer than 2.5 NM, the flightcrew must have visual contact OTW or notify ATC that they have lost visual contact and proceed accordingly.
b. Maneuver Termination. CAVS is intended to assist the flightcrew in maintaining visual separation. The loss of CAVS information does not itself require discontinuing visual separation, provided OTW visual contact with the TTF can be maintained. Discontinue using CAVS as a substitute for OTW visual contact under any of the following conditions:
Appendix 3
(1) The flightcrew is unable to maintain VMC.
(2) AGD (if installed) fails and OTW visual contact cannot be maintained.
(3) AGD (if installed) information conflicts with the CDTI information to the extent that it becomes a distraction, is confusing to the pilots, or it raises a concern about the safety of the procedure.
(4) Sustained loss of ADS-B data quality and/or integrity as indicated to the pilot via the displays.
(5) If the flightcrew is unable to maintain a safe interval for any reason, they must immediately advise ATC and request further clearance.
6. CAVS SYSTEM REQUIREMENTS. CAVS aircraft must have an installed ADS-B In system that meets the standards of Technical Standard Order (TSO)-C195b, Avionics Supporting Automatic Dependent Surveillance-Broadcast (ADS-B) Aircraft Surveillance Applications (ASA), or a system approved by the Administrator intended for use in CAVS.
For guidance on the installation of CAVS equipment, refer to the current editions of Advisory Circular (AC) 20-165, Airworthiness Approval of Automatic Dependent Surveillance-Broadcast (ADS-B) Out Systems, and AC 20-172, Airworthiness Approval for ADS-B In Systems and Applications.
7. AUTHORIZATION TO CONDUCT CAVS. FAA authorization is required for all U.S. aircraft operators to conduct CAVS operations using ADS-B In. This appendix provides guidance to operators on the process and documentation required when requesting issuance of this authorization.
NOTE: For FAA authorization, refer to FAA Order 8900.1, Flight Standards Information Management System (FSIMS), Volume 3, Chapter 18, Section 3, Operations Specification (OpSpec)/Management Specification (MSpec)/Letter of Authorization (LOA) A355, Automatic Dependent Surveillance-Broadcast (ADS-B) In.
NOTE: Operators may already hold other ADS-B In authorizations. There is no need to submit documentation for CAVS requirements that duplicate specific requirements for previous ADS-B In authorizations. The CAVS application may include references to those duplicate requirements instead.
a. Initial Request for Authorization. U.S. aircraft operators seeking to conduct CAVS must first contact their assigned FAA office to indicate their intent. At the time of the operator’s initial request, the FAA will provide the operator with a CAVS Application Checklist, which must be completed with attached supporting documents.
b. Required Documentation for Submission of Formal Request.
Appendix 3
(1) Documentation Guidance. This section describes the documentation required for submission of a formal CAVS proposal. The operator’s assigned principal inspector (PI) may require additional information based on any unique aspects of their specific operation. The operator must submit a letter of request for issuance of authorization to the assigned PI. The letter of request should include the following information:
(a) Type of aircraft (make, model, and series (M/M/S)).
(b) List of aircraft registration numbers (N-number) associated with the request for authorization.
(c) ADS-B equipment complies with TSO-C195b, or as approved for CAVS by the Administrator.
(d) Installation complies with guidance contained in AC 20-165 and AC 20-172.
(e) Name of the ADS-B In (CAVS) software manufacturer and applicable software version(s).
(f) List of applicable airports and runways for intended use.
(2) Airplane Flight Manual (AFM) Compliance Documentation. Operators must submit documentation that demonstrates applicable aircraft have an ADS-B In system that meets the performance standards of TSO-C195b, or as otherwise approved by the Administrator, for CAVS operations.
(3) Operation Manuals and Checklists. The certificate holder/operator/program manager (as applicable) must submit information (e.g., Airplane Operations Manual (AOM) bulletin or equivalent) to the flightcrews describing ADS-B to include:
• CAVS system description;
• Normal procedures; and
• Non-normal or contingency procedures.
(4) Maintenance Requirements. See Appendix 4, ADS-B In Operations – Aircraft Qualification and Maintenance Requirements, for applicable maintenance requirements.
(5) Revision of Minimum Equipment List (MEL). See Appendix 4 for applicable MEL requirements.
(6) Pilot Training. Submit applicable portions of proposed CAVS-specific pilot training material and include a description of the methods used to conduct, evaluate, and manage the training. The CAVS pilot training should include:
(a) ADS-B Out/In system overview (if not previously addressed with another ADS-B application).
(b) ADS-B CAVS system operations.
Appendix 3
(c) CAVS normal procedures:
1. Visual separation procedures.
2. Speed management.
3. Assessing closure rates.
4. Wake turbulence avoidance.
5. Weather minimums.
6. Use of and response to the selectable CAVS range alert.
7. Crew coordination during CAVS.
(d) CAVS MEL procedures (as applicable).
(e) CAVS equipment limitations.
(f) CDTI interface.
(g) Contingency procedures.
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