23 July To: IFATCA Member Associations. Dear colleagues

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1 23 July 2013 To: IFATCA Member Associations Dear colleagues ICAO has distributed a State Letter proposing changes to SARPs and PANS to allow the introduction of what is known as In-Trail Procedure. In simplified terms this is a separation standard for oceanic and remote areas that is measured by the aircraft using ASDB-in equipment and reported to ATC via datalink communication to allow for level changes where a traditional procedural standard does not exist. IFATCA s Technical Operations Committee has reviewed the proposal and has developed a response with comments on the State Letter to be returned to ICAO. I seek your feedback on the draft response attached to this document following the ICAO State Letter. Please provide any comments to me (evpt@ifatca.org) no later than Monday the 5 th of August. Sincerely, Duncan Auld Executive Vice President Technical IFATCA evpt@ifatca.org Attachments: Attachment 1 ICAO State Letter Attachment 2 Draft IFATCA response 1

2 International Civil Aviation Organization Organisation de l aviation civile internationale Organización de Aviación Civil Internacional Международная организация гражданской авиации Tel.: +1 (514) Ref.: AN 13/2.5-13/34 10 May 2013 Subject: Proposal for the amendment of Annex 10, Volume II, PANS-ATM and the PANS-OPS concerning ADS-B, CPDLC and in-trail procedure Action Required: Comments to reach Montreal by 9 August 2013 Sir/Madam, 1. I have the honour to inform you that the Air Navigation Commission, at the tenth meeting of its 192nd Session on 12 March 2013, considered an in-trail procedure (ITP) to facilitate en-route climb and descent in oceanic and remote continental airspace where the lack of air traffic services (ATS) surveillance coverage is a limiting factor. These procedures are as contained in Annex 10 Aeronautical Telecommunications, Volume II Communication Procedures including those with PANS status, Procedures for Air Navigation Services Air Traffic Management (PANS-ATM, Doc 4444) and the Procedures for Air Navigation Services Aircraft Operations, Volume I Flight Procedures (PANS- OPS, Doc 8168). The Air Navigation Commission authorized its transmission to Contracting States and appropriate international organizations for comment. 2. The proposed amendments, as modified by the discussions of the Commission, are contained in Attachments A, B and C to this letter. 3. The proposed amendments contain new procedures, using automatic dependent surveillance broadcast IN (ADS-B IN) on-board equipment, to facilitate climb and descent of aircraft during the en-route phase. This will result in significant fuel savings for all aircraft operating within airspace where this procedure is implemented. 4. In examining the proposed amendments, you should not feel obliged to comment on editorial aspects as such matters will be addressed by the Air Navigation Commission during its final review of the draft amendment. 5. May I request that any comments you may wish to make on the proposed amendments be dispatched to reach me not later than 9 August The Air Navigation Commission has asked me to specifically indicate that comments received after the due date may not be considered by the Commission and the Council. In this connection, should you anticipate a delay in the receipt of your reply please let me know in advance of the due date. 999 University Street Montréal, Quebec Canada H3C 5H7 Tel.: Fax: icaohq@icao.int

3 -2-6. For your information, the proposed amendments to Annex 10, Volume II, PANS-ATM and the PANS-OPS, Volume I are envisaged for applicability on 13 November Any comments you may have thereon would be highly appreciated. 7. The subsequent work of the Air Navigation Commission and the Council would be greatly facilitated by specific statements on the acceptability or otherwise of the proposal. Please note that, for the review of your comments by the Air Navigation Commission and the Council, replies are normally classified as agreement with or without comments, disagreement with or without comments or no indication of position. If in your reply the expression no objections or no comments are used, they will be taken to mean agreement without comment and no indication of position, respectively. In order to facilitate proper classification of your response, a form has been included in Attachment D which may be completed and returned together with your comments, if any, on the proposals in Attachments A, BandC. Accept, Sir/Madam, the assurances of my highest consideration. Enclosures: A Proposed amendment to Annex 10, Volume II B Proposed amendment to the PANS-ATM C Proposed amendment to the PANS-OPS, Volume I D Response form Raymond Benjamin Secretary General

4 ATTACHMENT A to State letter AN 13/2.5-13/34 NOTES ON THE PRESENTATION OF THE PROPOSED AMENDMENT The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: 1. Text to be deleted is shown with a line through it text to be deleted 2. New text to be inserted is highlighted with grey shading new text to be inserted 3. Text to be deleted is shown with a line through it followed new text to replace existing text by the replacement text which is highlighted with grey shading.

5 A-2 PROPOSED AMENDMENT TO THE INTERNATIONAL STANDARDS AND RECOMMEDED PRACTICES AERONAUTICAL TELECOMMUNICATIONS COMMUNICATION PROCEDURES INCLUDING THOSE WITH PANS STATUS ANNEX 10, VOLUME II TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION CHAPTER 1. DEFINITIONS 1.8 Data link communications Downstream data authority. A designated ground system, different from the current data authority, through which the pilot can contact an appropriate ATC unit for the purposes of receiving a downstream clearance. Free text message element. A message element used to convey information not conforming to any standardized message element in the CPDLC message set. Next data authority. The ground system so designated by the current data authority through which an onward transfer of communications and control can take place. Pre-formatted free text message. A free text message that is stored within the aircraft system or ground system for selection. Standardized free text message. A message that uses a defined free text message format, using specific words in a specific order. Note. Standardized free text messages may be manually entered by the user or pre-formatted.

6 A-3 CHAPTER 8. AERONAUTICAL MOBILE SERVICE DATA LINK COMMUNICATIONS 8.2 CPDLC PROCEDURES Exchange of operational CPDLC messages When considered necessary by the appropriate ATS authority, additional pre-formatted standardized free text messages shall be made available to theand used by controllers and pilots for those occasions where the CPDLC message set contained in the PANS-ATM does not provide for specific requirements. In such cases, a list of pre-formattedstandardized free text messages shall be established by the appropriate ATS authority, in consultation with operators and other ATS authorities that may be concerned Information concerning CPDLC message elements subset utilized and, if applicable, any additional pre-formattedstandardized free text messages, shall be published in aeronautical information publications PANS. Standardized free text messages should be pre-formatted to facilitate their use Free text messages PANS. The use of free text messages by controllers or pilots, other than pre-formatted standardized free text messages referred to in paragraph , should be avoided. Note. Whilst it is recognized that non-routine and emergency situations may necessitate the use of free text, particularly when voice communication has failed, the avoidance of utilizing free text messages is intended to reduce the possibility of misinterpretation and ambiguity. Origin: OPLINKP Rationale: It was determined that the current definitions for CPDLC message elements, including free text message elements were vague and needed clarification. The use of free text may prove necessary where a safety assessment supports its use, and it currently does not exist in the message set.

7 ATTACHMENT B to State letter AN 13/2.5-13/34 PROPOSED AMENDMENT TO THE PROCEDURES FOR AIR NAVIGATION SERVICES AIR TRAFFIC MANAGEMENT CHAPTER 1. DEFINITIONS Insert new text as follows: Free text message element. A message element used to convey information not conforming to any standardized message element in the CPDLC message set. ITP aircraft. An aircraft approved by the State of the Operator to conduct in-trail procedure (ITP). ITP distance. The distance between the ITP aircraft and the reference aircraft as defined by: a) for aircraft on the same track, the difference in distance to an aircraft calculated common point along a projection of each other s track; or b) for aircraft on parallel tracks, the distance measured along the track of one of the aircraft using its calculated position and the point abeam the calculated position of the other aircraft. Pre-formatted free text message. A free text message that is stored within the aircraft system or ground system for selection. Standardized free text message. A message that uses a defined free text message format, using specific words in a specific order. Note. Standardized free text messages may be manually entered by the user or pre-formatted. End of new text. CHAPTER 5. SEPARATION METHODS AND MINIMA 5.4 HORIZONTAL SEPARATION Longitudinal separation Insert new text as follows:

8 B LONGITUDINAL SEPARATION MINIMA BASED ON DISTANCE USING ADS-B IN-TRAIL PROCEDURE (ITP) Note 1. Attention is drawn to Circ 325, In-Trail Procedure (ITP) using Automatic Dependant Surveillance Broadcast (ADS-B). Note 2. Guidance material on ITP equipment can be found in RTCA DO-312/EUROCAE ED-159 Safety Performance and Interoperability Requirements Document for the In-Trail Procedure in Oceanic Airspace (ATSA-ITP) Application and Supplement The routes or airspace where application of the in-trail procedure is authorized, and the procedures to be followed by pilots in accordance with the provisions of this Section ( ), shall be promulgated in aeronautical information publications (AIPs) ITP requests and clearances shall be communicated via a CPDLC message exchange only and in accordance with the appropriate message elements in Appendix Longitudinal separation between a climbing or descending ITP aircraft and reference aircraft shall be established based on reported ITP distance. An ITP aircraft shall not be separated simultaneously from more than two reference aircraft using the ITP separation minimum. ITP BEHIND CLIMB (1 or 2 reference aircraft) ITP BEHIND DESCENT (1 or 2 reference aircraft) ITP AHEAD OF CLIMB (1 or 2 reference aircraft) ITP AHEAD OF DESCENT (1 or 2 reference aircraft) ITP COMBINED BEHIND AND AHEAD OF CLIMB ITP COMBINED BEHIND AND AHEAD OF DESCENT Note. In the diagrams above, the ITP aircraft is the aircraft to which the arrow indicating climb or descent is attached. Other aircraft in the diagrams are the reference aircraft. Figure ITP flight level change scenarios (see ) Renumber subsequent figures accordingly.

9 B An ITP climb or descent may be requested by the pilot provided the following ITP criteria are satisfied: a) the ITP distance between the ITP aircraft and the reference aircraft shall be: 1) not less than 28 km (15 NM) with a maximum closing ground speed of 37 km/h (20 kt); or 2) not less than 37 km (20 NM) with a maximum closing ground speed of 56 km/h (30 kt); b) the ITP on board equipment shall indicate that the angle between the current tracks of the ITP aircraft and reference aircraft is 44 degrees or less; c) the altitude difference between the ITP aircraft and any reference aircraft shall be 600 m (2 000 ft) or less; d) the climb or descent shall be conducted at a rate of not less than 1.5 m/s (300 fpm), or any higher rate when specified by the controller; and e) the climb or descent shall be performed at the assigned Mach number. If no Mach number has been assigned by ATC, the ITP aircraft shall maintain the current cruise Mach number throughout the ITP manoeuvre. Note. These criteria are designed to ensure a minimum separation of 19 km (10 NM) between the ITP aircraft and the reference aircraft during the climb or descent A controller may clear an aircraft for an ITP climb or descent provided the following conditions are satisfied: a) the ITP climb or descent has been requested by the pilot; b) the aircraft identification of each reference aircraft in the ITP request exactly matches the Item 7 - aircraft identification of the corresponding aircraft's filed flight plan; c) the reported ITP distance between the ITP aircraft and any reference aircraft is 28 km (15 NM) or more; d) both the ITP aircraft and reference aircraft are either on; 1) same track; or 2) same identical track; or 3) parallel tracks with no turns permitted during the manoeuvre. Note. Same identical tracks are a special case of same track defined in a) where the angular difference is zero degrees. e) no speed or route change clearance shall be issued to the ITP aircraft until the ITP climb or descent is completed;

10 B-4 f) the altitude difference between the ITP aircraft and any reference aircraft shall be 600 m (2 000 ft) or less; g) no instruction to amend speed, altitude or route shall be issued to any reference aircraft until the ITP climb or descent is completed; h) the maximum closing speed between the ITP aircraft and each reference aircraft shall be Mach 0.06; and i) the ITP aircraft shall not be a reference aircraft in another ITP clearance Following receipt of an ITP climb or descent clearance and before initiating the procedure, the pilot of the ITP aircraft shall determine that the ITP criteria referred to in a) and b) are still being met with respect to the reference aircraft identified in the clearance and: a) if the ITP criteria are satisfied, the pilot shall accept the clearance and commence the climb or descent immediately; or b) if the ITP criteria are no longer satisfied, the pilot shall notify the controller and maintain the previously cleared level. End of new text. Chapter 14. CONTROLLER-PLIOT DATA LINK COMMUNICATIONS (CPDLC) 14.3 EXCHANGE OF OPERATIONAL CPDLC MESSAGES Free text messages The use of free text messages by controllers or pilots, other than pre-formattedstandardized free text messages, should be avoided. Standardized free text messages should be pre-formatted and made available to controllers and pilots to facilitate their use. Note 1. While it is recognized that non-routine and emergency situations may necessitate use of free text, particularly when voice communications have failed, the avoidance of utilizing free text messages is intended to reduce the possibility of misinterpretation and ambiguity. Note 2. Provisions concerning the use of pre-formattedstandardized free text messages are contained in Annex 10, Volume II, Chapter 8.

11 B-5 APPENDIX 5. CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC) MESSAGE SET 1. Uplink messages Insert new table as follows: Table A5-12. Spacing messages (uplink) Number Message intent/use Message element URG ALRT RESP * ATS acknowledgement for the pilot use of the in-trail procedure when the ITP aircraft is behind the reference aircraft. This message element is always concatenated with a vertical clearance. ITP BEHIND (aircraft identification of reference aircraft) N L R * ATS acknowledgement for the pilot use of the in-trail procedure when the ITP aircraft is ahead of the reference aircraft. This message element is always concatenated with a vertical clearance. * ATS acknowledgement for the pilot use of the in-trail procedure when the ITP aircraft is behind both reference aircraft. This message element is always concatenated with a vertical clearance. * ATS acknowledgement for the pilot use of the in-trail procedure when the ITP aircraft is ahead of both reference aircraft. This message element is always concatenated with a vertical clearance. * ATS acknowledgement for the pilot use of the in-trail procedure when the ITP aircraft is behind one reference aircraft and ahead of one reference aircraft. This message element is always concatenated with a vertical clearance. * Use UM169 when sending these messages as free text. ITP AHEAD OF (aircraft identification of reference aircraft) ITP BEHIND (aircraft identification of reference aircraft) AND BEHIND reference aircraft) ITP AHEAD OF (aircraft identification of reference aircraft) AND AHEAD OF reference aircraft) ITP BEHIND (aircraft identification of reference aircraft) AND AHEAD OF reference aircraft) N L R N L R N L R N L R Renumber subsequent tables accordingly.

12 B-6 2. Downlink messages Insert new table as follows: Table A5-24. Spacing messages (downlink) Number Message intent/use Message element URG ALRT RESP * Advisory indicating that the pilot has the ITP equipment, and provides the distance to the reference aircraft, including aircraft identification. This message element is always concatenated with a vertical request. ITP (distance) BEHIND reference aircraft) N L N * Advisory indicating that the pilot has the ITP equipment, and provides the distance from the reference aircraft, including aircraft identification. This message element is always concatenated with a vertical request. * Advisory indicating that the pilot has the ITP equipment, and provides the distance to both reference aircraft, including aircraft identification. This message element is always concatenated with a vertical request. * Advisory indicating that the pilot has the ITP equipment, and provides the distance from both reference aircraft, including aircraft identification. This message element is always concatenated with a vertical request. * Advisory indicating that the pilot has the ITP equipment, and provides the distance to one reference aircraft and distance from another reference aircraft, including aircraft identification. This message element is always concatenated with a vertical request. * Use DM67 when sending these messages as free text. ITP (distance) AHEAD OF reference aircraft) ITP (distance) BEHIND reference aircraft) AND (distance) BEHIND reference aircraft) ITP (distance) AHEAD OF reference aircraft) AND (distance) AHEAD OF reference aircraft) ITP (distance) BEHIND reference aircraft) AND (distance) AHEAD OF reference aircraft) Renumber subsequent tables accordingly. N L N N L N N L N N L N

13 B-7 Origin: SASP; OPLINKP Rationale: The use of the in-trail procedure would enable better use of optimal flight levels in environments where a lack of ATC surveillance and/or the large separation minima currently implemented was a limiting factor. The system benefit of ITP is significant fuel savings with the associated reduction in greenhouse gas emissions and enabling greater payloads.

14 ATTACHMENT C to State letter AN 13/2.5-13/34 PROPOSED AMENDMENT TO THE PROCEDURES FOR AIR NAVIGATION SERVICES AIRCRAFT OPERATIONS VOLUME I FLIGHT OPERATIONS Part III AIRCRAFT OPERATING PROCEDURES Insert new Section 7 as follows: Section 7 AIRBORNE SURVEILLANCE Chapter 1 OPERATION OF AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST IN (ADS-B IN) TRAFFIC DISPLAY 1.1 ADS-B IN TRAFFIC DISPLAY OVERVIEW ADS-B IN on-board traffic displays are based on aircraft receiving and making use of ADS-B message information transmitted by other aircraft/vehicles or ground stations. The applications enhance the pilot s traffic situational awareness both while airborne and on the airport surface through the display of traffic symbols enriched by the received ADS-B messages (e.g. aircraft identification, track, altitude, etc.). Note. Depending on the implementation, a single display can show ADS-B traffic symbols and those generated by ACAS Training on the use of the ADS-B IN traffic display shall be provided to pilots. 1.2 USE OF INFORMATION PROVIDED BY ADS-B IN TRAFFIC DISPLAY When using an ADS-B IN traffic display: a) in the event of a TA or a RA, pilots shall comply with the ACAS procedures whether or not the tracks generated by ADS-B are shown on the same display as those generated by ACAS; b) unless approved by the State of the Operator, ADS-B IN traffic display shall only be used as supplementary information to current procedures; c) its use should not lead to a significant increase in radio communications; and

15 C-2 d) pilots shall not undertake any manoeuvres relative to traffic based solely on the ADS-B traffic display that would lead to either a deviation from or a non-execution of an ATC clearance or instruction unless exercising their emergency authority. Note 1. See Annex 2 Rules of the Air, Sections 3.2 and Note 2. ADS-B IN is not a collision avoidance system. Note 3. Acceptable reaction to a traffic situation observed on an ADS-B IN traffic display may, for example, include: manoeuvring into airspace visually cleared for traffic within the limitations of the current ATC clearance; and remaining stationary during surface operations when a clearance to enter a runway has been provided. Note 4. The ADS-B IN traffic picture displayed may be incomplete, e.g. due to the presence of non-ads-b equipped aircraft in the same airspace Pilots may use the information provided by the ADS-B IN traffic display to aid with the visual acquisition of surrounding traffic. The ADS-B IN information supplements other information such as that which may be obtained through visual scanning or radio communications The State of the Operator shall approve ADS-B IN traffic display applications used to support separation based procedures (e.g. in-trail procedure, ITP). These applications require additional on-board processing for pilots to determine if the necessary criteria can be met and, if so, allow for a request to execute the desired manoeuvre (e.g. flight level change). Note. In-trail procedure (ITP) is a separation-based procedure described in PANS-ATM, , Longitudinal separation minima based on distance using ADS-B in-trail procedure (ITP) and the details of the ITP equipment are specified in RTCA DO-312/EUROCAE ED-159, Safety Performance and Interoperability Requirements Document for the In-Trail Procedure in Oceanic Airspace (ATSA-ITP) Application. Furthermore, additional guidance can be found in RTCA DO-317A/EUROCAO ED-194, Minimum Operational Performance Standards (MOPS) for Aircraft Surveillance Applications (ASA) System and Supplement When approving ADS-B IN on-board traffic displays applications, the State of the Operator operational approval shall at least consist of equipment (avionics), operator and flight crew qualifications. End of new text. Origin: OPSP; ASTAF; Secretariat Rationale: This new chapter describes procedures for the use of an ADS-B on-board traffic display. Flight crews can use the information provided by the ADS-B traffic display to supplement other information on surrounding traffic acquired through visual scanning and listening to radio communications. The ADS-B information can assist with the visual acquisition of surrounding traffic. The ADS-B information also contributes to enhanced traffic situational awareness when visual acquisition cannot be achieved. Based on the experience and feedback from the airborne collision avoidance system (ACAS) traffic display, this new chapter defines appropriate behaviours and procedures for the use of ADS-B traffic display for flight crews.

16 ATTACHMENT 2 - DRAFT IFATCA RESPONSE RESPONSE FORM TO BE COMPLETED AND RETURNED TO ICAO TOGETHER WITH ANY COMMENTS YOU MAY HAVE ON THE PROPOSED AMENDMENTS To: The Secretary General International Civil Aviation Organization 999 University Street Montreal, Quebec Canada, H3C 5H7 International Federation of Air Traffic Controllers Associations (IFATCA) Please make a checkmark (/) against one option for each amendment. If you choose options agreement with comments or disagreement with comments, please provide your comments on separate sheets. Amendment to Annex 10 Aeronautical Telecommunications, Volume II Communication Procedures including those with PANS status Amendment to the Procedures for Air Navigation Services Air Traffic Management (PANS-ATM, Doc 4444) Amendment to the Procedures for Air Navigation Services Aircraft Operations, Volume I Flight Operations (PANS-OPS, Doc 8168) Agreement without comments Agreement with comments* Disagreemen t without comments Disagreemen t with comments No position * Agreement with comments indicates that your State or organization agrees with the intent and overall thrust of the amendment proposal; the comments themselves may include, as necessary, your reservations concerning certain parts of the proposal and/or offer an alternative proposal in this regard. Signature Date END - 50 Years of Professional Involvement - IFATCA has been representing air traffic controllers since 1961, with more than members in over 130 countries.

17 ATTACHMENT 2 - DRAFT IFATCA RESPONSE IFATCA agrees, with comments. The International Federation of Air Traffic Controllers Associations (IFATCA) thanks you for the opportunity to review the proposal to amend Annex 10, PANS-ATM and PANS-OPS in relation to In Trail Procedure (ITP). We have concluded our review and provide comments for your consideration below. IFATCA Comment 1: Definition of Free Text Message Element : Free text message element. A message element used to convey information not conforming to any standardized message element in the CPDLC message set. IFATCA Comment: IFATCA would like to highlight that the proposed wording of this definition is not the same as the wording in the recently published Global Operational Data Link Document (GOLD) Version 2 which is the following: Free text message element. A message element used to exchange information not conforming to a defined message element. Taking into account that the GOLD is expected to become the primary working document for all parties involved in data link implementation and operations, IFATCA believes that it is essential that the wording of the definitions is identical in all documentation. To avoid misunderstandings and confusion IFATCA urges ICAO to ensure that wording of definitions is harmonized between the GOLD and other applicable ICAO documents. This comment also applies to the following Definitions: Pre-formatted free text message. A free text message that is stored within the aircraft system or ground system for selection. GOLD Version 2: Preformatted free text message. A free text message element that is stored within the aircraft system or ground system for selection. Standardized free text message. A message that uses a defined free text message format, using specific words in a specific order. Note. Standardized free text messages may be manually entered by the user or preformatted. GOLD Version 2: Standardized free text message. A message element that uses a defined free text message format, using specific words in a specific order which has been agreed by stakeholders. Standardized free text message elements may be manually entered by the user or may be a preformatted free text message Years of Professional Involvement - IFATCA has been representing air traffic controllers since 1961, with more than members in over 130 countries.

18 ATTACHMENT 2 - DRAFT IFATCA RESPONSE IFATCA Comment 2: PANS-ATM Paragraph d) - ICAO proposal: d) both the ITP aircraft and reference aircraft are either on; 1) same track; or 2) same identical track; or 3) parallel tracks with no turns permitted during the manoeuvre. Note. Same identical tracks are a special case of same track defined in a) where the angular difference is zero degrees. IFATCA Comment: The following was discussed at the last Separation and Airspace Safety Panel (SASP) Working Group meeting in Montreal in May 2013: A review of the safety assessment performed by the SASP Mathematical Sub Group (MSG) has revealed that the above-proposed language does not match the assumptions in the safety assessment. When aircraft are on different tracks and the intersection angle is 44 degrees or less ( same track ), no turns are expected or permitted. The proposed amendment does not include this restriction. To correct this the SASP has suggested that the wording of the amendment should be as follows (refer to SASP WG/WHL/22 Summary of Discussion section 3.1.4): Paragraph d) - IFATCA Suggestion (identical to SASP suggestion): d) both the ITP aircraft and reference aircraft are either on; 1) same identical tracks and any turn at a waypoint shall be limited to 44 degrees or less; or 2) parallel tracks or same tracks with no turns permitted during the manoeuvre Note. Same identical tracks are a special case of same track defined in a) where the angular difference is zero degrees. - END Years of Professional Involvement - IFATCA has been representing air traffic controllers since 1961, with more than members in over 130 countries.