NOVEMBER 2014 UPDATE NAT ATS SURVELLANCE AIRSPACE PHASE 2 OF THE NORTH ATLANTIC REGIONAL DATA LINK MANDATE

Publication Information. The FAA Notice below will be published in the 11 December 2014 edition of FAA Notices To Airmen, Domestic/International. It will be located in Part 3, Section 2 (International Oceanic Airspace Notices). It should be located on/around page 3-INTL-26. An electronic version of FAA Domestic and International Notices can be found at: http://www.faa.gov/air_traffic/publications/notices 1. Introduction NOVEMBER 2014 UPDATE NAT ATS SURVELLANCE AIRSPACE PHASE 2 OF THE NORTH ATLANTIC REGIONAL DATA LINK MANDATE a. Purpose of This Notice. This Notice provides advance notice to U.S. operators of the plan for Phase 2 of the North Atlantic Data Link Mandate (NAT DLM) that was adopted at the Forty-ninth meeting of the North Atlantic Systems Planning Group (NAT SPG/49). As detailed below, Phase 2 is planned to be implemented in three steps (2A, 2B and 2C) commencing on 5 February 2015, 7 December 2017 and 30 January 2020, respectively. The Notice provides information on: the expanded vertical and horizontal boundaries of NAT DLM airspace and policies for planning operations into NAT DLM airspace. b. November 2014 Update. This Notice provides an update to the ATS Surveillance Airspace Graphic posted with this notice. It also provides wording added during the Fall 2014 NAT working group meetings. The additional wording is marked by grey shading. 2. Background a. NAT DLM Phase 1. The first phase of the mandate for data link services in the North Atlantic (NAT) Region commenced 7 February 2013. As of that date, all aircraft operating on or at any point along two specified tracks within the NAT organized track system (OTS) between FL360 to FL390 (inclusive) during the OTS validity period are required to be fitted with and using FANS 1/A (or equivalent) CPDLC and ADS-C equipment. Note: the FAA NAT Resource Guide for U.S. Operators provides information on NAT initiatives and programs, including this Notice. It can be accessed at: http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs470/media/nat.pdf b. NAT DLM Phase 2A (5 February 2015). As noted below, DLM Phase 2A will commence on 5 February 2015 between FL350 to FL390 (inclusive) on all tracks within the NAT Organized Track System (OTS). (This phase applies to all aircraft operating on or at any point along the tracks. c. NAT DLM Objectives. The objectives of the NAT DLM are to enhance communication, surveillance and ATC intervention capabilities in the NAT Region in order to reduce collision risk and enable the NAT Target Level of Safety to be met, particularly in the vertical plane. ADS-C provides capabilities for conformance monitoring of aircraft adherence to cleared route and FL, thereby, significantly enhancing safety in the NAT Region. ADS-C also facilitates search and rescue operations and the capability to locate the site of an accident in oceanic airspace. CPDLC significantly enhances air/ground communication capability and, therefore, controller intervention capability. d. NAT DLM Equipage Goals. The NAT SPG goals for the expansion of the NAT DLM are in concert with the ICAO Global Air Navigation Plan (GANP) (Doc 9750), Aviation System Block Upgrade (ASBU) Block 0, Module B0-40 (2013-2018). This module calls for safety and efficiency improvements for enroute operations supported by data link. The NAT SPG goals are that: by 2018, 90% of aircraft operating in the NAT Region airspace at FL290 and above will be equipped with FANS 1/A (or equivalent) ADS-C and CPDLC systems, and, that by 2020, 95% of aircraft operating in that airspace will be so equipped. 1

3. Planned Vertical and Horizontal Boundaries For NAT Region DLM Airspace Phase 2A commencing 5 February 2015: FL350 to FL390 (inclusive) all tracks within the NAT Organized Track System (OTS). (This phase applies to all aircraft operating on or at any point along the tracks; Phase 2B commencing 7 December 2017: FL350-FL390 (inclusive) throughout the ICAO NAT Region; Phase 2C commencing 30 January 2020: FL290 and above throughout the ICAO NAT Region. 4. Airspace NOT INCLUDED in NAT Region DLM Airspace ATS Surveillance Airspace is airspace where surveillance is provided by radar and/or ADS-B) provided: o o the aircraft is suitably equipped (transponder/ads-b Extended Squitter (ES) transmitter); and the entirety of the flight planned route is contained within ATS surveillance coverage. Note: for planning purposes, a depiction of ATS Surveillance Airspace, where flights are considered to be exempt from the DLM in the NAT Region from 5 February 2015, is provided below in the November 2014 Update: ATS Surveillance Airspace Graphic. See paragraph 11 below. Also, ATS Surveillance Airspace is depicted in State AIP s. Airspace north of 80 North. (Airspace north of 80 N lies outside the reliable service area of geostationary satellites). The New York Oceanic FIR 5. Applicability of Policies Posted in Paragraphs 6 and 7 Below. The policies posted in paragraphs 6 and 7 below will be applicable starting on 5 February 2015, when DLM Phase 2A is implemented. 6. Flights Allowed To Flight Plan Into NAT Region Phase 2 DLM Airspace Starting 5 February 2015. The following flights will be permitted to flight plan to enter the NAT DLM airspace: a. Equipped Flights. Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C data link systems. b. Specific Categories of Non-equipped Flights: Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR, or STATE in Item 18 of the flight plan. (Depending on the tactical situation at the time of flight, however, such flights may not receive an ATC clearance which fully corresponds to the requested flight profile). 7. Operational Policies Applicable To NAT Region Phase 2 DLM Airspace Starting 5 February 2015 Climb or Descent of Non-equipped Aircraft. Any aircraft not equipped with FANS 1/A (or equivalent) systems may request a continuous climb or descent without intermediate level off through NAT DLM airspace. Such requests will be considered on a tactical basis. Altitude Reservation (ALTRV) Requests. ALTRV requests will be considered on a case by case basis (as is done today regarding NAT MNPS airspace), irrespective of the equipage status of the participating aircraft. FANS 1/A (or equivalent) Datalink System Failure Prior to Departure. If a flight experiences an equipment failure PRIOR TO DEPARTURE which renders the aircraft non-dlm compliant, the flight should flight plan so as to remain clear of NAT Regional DLM Airspace. 2

FANS 1/A (or equivalent) Datalink System Failure After Departure. If a flight experiences an equipment failure AFTER DEPARTURE which renders the aircraft unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to operate in the NAT DLM Airspace will be considered on a tactical basis. Such flights must notify ATC of their status PRIOR TO ENTERING the airspace. FANS 1/A (or equivalent) Datalink System Failure After Entering NAT DLM Airspace. If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN NAT DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared so as to avoid the airspace, but consideration will be given to allowing the flight to remain in the airspace, based on tactical considerations. Contingency Situations. NAT DLM airspace restrictions are not applicable to aircraft experiencing a contingency situation. 8. European/North Atlantic (EUR/NAT) Interface. a. Where the NAT interfaces with the EUR Data Link Implementation Rule airspace, procedures will be established by the ANSPs concerned to facilitate the vertical transition of traffic to and from the NAT Region Data Link Mandate and the EUR Data Link Implementation Rule areas. The transition will be conducted as soon as is practicable by the initial EUR Domestic area along the common FIR/UIR boundary bordering the NAT Region Data Link Mandate. For flights exiting the NAT Region DLM airspace, operators and the ANSP a shall ensure that the vertical transition is complete prior to crossing any subsequent FIR/UIR boundary. 9. U.S. Operator Requirement For Operational Authorization To Use FANS 1/A (or equivalent) Data Link Systems. a. U.S operators are required to obtain operational authorization prior to using FANS 1/A data link systems. U.S. FAA guidance on the process and procedures for operational authorization and aircraft data link system approval can be found in the following documents: (1) AC 20-140 (as amended) (Guidelines for Design Approval of Aircraft Data Link Communication Systems Supporting Air Traffic Services (ATS)). Note: the Inmarsat I3 and Inmarsat I4 Classic Aero sub-networks and Iridium Short Burst Data have been determined to be acceptable for data link services in the NAT Region. (2) AC 120-70 (as amended) (Operational Authorization Process for Use of Data Link Communication System) b. These documents are posted on the FAA NAT Resource Guide For U.S. Operators under: COMM/Nav/Surveillance, Data Link Communications. See paragraph 2 above for access to the Resource Guide. c. The U.S. FAA will grant operational authorization for operators to use FANS 1/A data link by issuing an Operational Specifications or Management Specifications paragraph A056 (Data Link Communications), as appropriate, or a part 91 Letter of Authorization A056 (Data Link Communications). 3

10. Contacts Name Organization Phone Email Roy Grimes CSSI, Inc. Program Support for 202-863-3692 RGrimes@cssiinc.com; Performance Based Flight Systems Branch (AFS-470). Mark Patterson AFS-470 202-267-8848 Mark.Patterson@faa.gov; Madison Walton AFS-470 202-267-8850 Madison.Walton@faa.gov; 11. November 2014 Update to NAT ATS Surveillance Airspace Graphic. The November 2014 Update: ATS Surveillance Airspace Graphic updates the depiction of the airspace. ATS Surveillance Airspace is located in the lightly shaded areas shown in the graphic along with the boundary coordinates. (Performance Based Flight Systems Branch, AFS-470, 11/14/14) November 2014 Update: ATS Surveillance Airspace Graphic - NAT Regional Data Link Mandate Phase 2 Northern boundary: 64N000W 68N010W 69N020W 68N030W 67N040W 69N050W 70N060W ADSAM. Southern boundary: RATSU (61N000W) 61N020W 63N030W 62N040W 61N050W SAVRY. 4

9 JAN 14 AERONAUTICAL INFORMATION CIRCULAR 2/14 NOTICE OF PLANNED EXPANSION OF MANDATE FOR DATA LINK SERVICES IN THE NORTH ATLANTIC REGION Introduction The first phase of the mandate for data link services in the North Atlantic (NAT) region commenced 7 February 2013. As of that date, all aircraft operating on or at any point along two specified tracks within the NAT organized track system (OTS) between flight level (FL) 360 to FL 390 (inclusive) during the OTS validity period are required to be fitted with, and using, controller-pilot data link communications (CPDLC) and Automated Dependent Surveillance Contract (ADS-C) equipment (see North Atlantic Operations Bulletin 2012-031). As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), Phase 2 of the mandate will begin on 5 February 2015. Purpose of Circular This Aeronautical Information Circular (AIC) outlines the plan for Phase 2 of the North Atlantic Data Link Mandate (NAT DLM). As detailed below, Phase 2 is planned to be implemented in three steps (2A, 2B, and 2C), commencing on 5 February 2015, 7 December 2017, and 30 January 2020, respectively. This AIC also provides information on the expanded vertical and horizontal boundaries of NAT DLM airspace, policy for flight planning into NAT DLM airspace, and NAT DLM operating policies. The information provided is intended for publication in the Spring 2015 Transport Canada Aeronautical information Manual (TC AIM TP 14371E). Background As concluded at the forty-ninth meeting of the North Atlantic Systems Planning Group (NAT SPG/49), the objectives of the NAT DLM are to enhance communication, surveillance, and air traffic control (ATC) intervention capabilities in the NAT region to reduce collision risk and enable the NAT Target Level of Safety to be met, particularly in the vertical plane. ADS-C provides capabilities for conformance monitoring of aircraft adherence to cleared route and FL, thereby significantly enhancing safety in the NAT region. ADS-C also facilitates search and rescue operations and the capability to locate the site of an accident in oceanic airspace. CPDLC significantly enhances air/ground communication capability and therefore controller intervention capability. The NAT SPG goals for the expansion of the NAT DLM to increase the level of aircraft data link system equipage are in concert with the ICAO Global Air Navigation Plan (GANP) (Doc 9750) Aviation System Block Upgrade (ASBU) Block 0, Module B0-40 (2013-2018). This module calls for safety and efficiency improvements for enroute operations supported by data link. The NAT SPG objectives are that by 2018, 90 per cent of aircraft operating in the NAT region airspace at FL 290 and above will be equipped with FANS 1/A (or equivalent) ADS-C and CPDLC systems and that by 2020, 95 per cent of aircraft operating in that airspace will be so equipped. Planned Vertical and Horizontal Boundaries For NAT Region DLM Airspace Phase 2A, commencing 5 February 2015: FL 350 to FL 390 (inclusive) all tracks within the NAT Organized Track System (OTS); Note: Cette information est aussi disponible dans l autre langue officielle. Page 1 of 3

9 JAN 14 Phase 2B, commencing 7 December 2017: FL 350-FL 390 (inclusive) throughout the ICAO NAT region; and Phase 2C, commencing 30 January 2020: FL 290 and above throughout the ICAO NAT region. Airspace Not Included in NAT Region DLM Airspace Air traffic service (ATS) surveillance airspace (i.e., airspace where surveillance is provided by radar and/or automatic dependent surveillance-broadcast (ADS-B), as depicted in State Aeronautical Information Publications (AIP),, provided the aircraft is suitably equipped (transponder/ads-b Extended Squitter (ES) transmitter). A preliminary depiction of the estimated extent of ATS surveillance airspace in the NAT region on 5 February 2015 is provided below (see shaded areas). Airspace north of 80 N (Airspace north of 80 N lies outside the reliable service area of geostationary satellites). New York Oceanic flight information region (FIR) Flights Allowed To Flight Plan Into NAT Region DLM Airspace The following flights will be permitted to flight plan to enter the NAT DLM airspace: 1. Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C data link systems. (NAT Regional Supplementary Procedures (ICAO Doc 7030) paragraphs 3.3.2 and 5.4.2 apply for CPDLC and ADS-C respectively); and 2. Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC SAR, or STATE in Item 18 of the flight plan. (Depending on the tactical situation at the time of flight, however, such flights may not receive an ATC clearance that fully corresponds to the requested flight profile). Operational Policies Applicable To NAT Region DLM Airspace Any aircraft not equipped with FANS 1/A (or equivalent) systems may request to climb or descend through the NAT DLM airspace. Such requests, as outlined below, will be considered on a tactical basis. Altitude reservation (ALTRV) requests will be considered on a case by-case basis (as is done today regarding NAT minimum navigation performance specifications [MNPS] airspace), irrespective of the equipage status of the participating aircraft. Page 2 of 3 AERONAUTICAL INFORMATION CIRCULAR 2/14

9 JAN 14 If a flight experiences an equipment failure AFTER DEPARTURE that renders the aircraft unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to operate in the NAT DLM Airspace will be considered on a tactical basis. Such flights must notify ATC of their status PRIOR TO ENTERING the airspace. If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN NAT DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared so as to avoid the airspace, but consideration will be given to allowing the flight to remain in the airspace, based on tactical considerations. If a flight experiences an equipment failure PRIOR to departure that renders the aircraft non-data Link Mandate (DLM) compliant, the flight should flight plan so as to remain clear of NAT regional DLM airspace. NAT DLM airspace restrictions are not applicable to aircraft experiencing a contingency situation. European/North Atlantic (EUR/NAT) Interface Flight Planning Where the NAT interfaces with the EUR Data Link Implementation Rule airspace, procedures will be established by the air navigation service providers (ANSP) concerned to facilitate the vertical transition of traffic to and from the NAT Region Data Link Mandate and the EUR Data Link Implementation Rule areas. The transition will be conducted as soon as is practicable by the initial EUR Domestic area along the common FIR/upper flight information region (UIR) boundary bordering the NAT Region Data Link Mandate. The operator and the ANSP shall ensure that the vertical transition is complete prior to crossing any subsequent FIR/UIR boundary. Further Information For further Information, please contact: Doug Dillon, Manager ACC Operations, Gander Area Control Centre NAV CANADA P.O. Box 328 Gander, NL A1V 1W7 Direct line: 709-651-5223 E-mail: dillond@navcanada.ca Chuck Montgomery Director, AIS and Flight Inspection AERONAUTICAL INFORMATION CIRCULAR 2/14 Page 3 of 3

AIC ÍSLAND/ICELAND Isavia ohf., Reykjavíkurflugvelli, 101 Reykjavík / Isavia, Reykjavik Airport, IS-101 Reykjavik, Iceland Sími/Telephone: + 354 424 4000 Símbréf/Telefax: + 354 424 4001 Netfang/E-mail: isavia@isavia.is Veffang/Internet address: http://www.isavia.is AIC A 006 / 2014 11 DEC 2014 Notice of planned expansion of mandate for data link services in the North Atlantic Region - ATS Surveillance airspace update 1 Introduction The first phase of the mandate for data link services in the North Atlantic (NAT) Region commenced 7 February 2013. As of that date, all aircraft operating on or at any point along two specified tracks within the NAT organized track system (OTS) between FL360 to FL390 (inclusive) during the OTS validity period are required to be fitted with and using CPDLC and ADS-C equipment (see North Atlantic Operations Bulletin 2012-031). As notified in State letter EUR/NAT 12-0003.TEC (dated 04 January 2012), Phase 2 of the mandate will begin on 5 February 2015. 2 Purpose of Circular This Aeronautical Information Circular (AIC) outlines the plan for Phase 2 of the North Atlantic Data Link Mandate (NAT DLM). As detailed below, Phase 2 is planned to be implemented in three steps (2A, 2B and 2C) commencing on 5 February 2015, 7 December 2017 and 30 January 2020, respectively. This AIC also provides information on the expanded vertical and horizontal boundaries of NAT DLM airspace, policy for flight planning into NAT DLM airspace and NAT DLM operating policies. This circular also provides depiction of the ATS Surveillance airspace considered to be exempt from the NAT DLM in the NAT Region from 5 February 2015. 3 Background As concluded at the Forty-ninth meeting of the North Atlantic Systems Planning Group (NAT SPG/49), the objectives of the NAT DLM are to enhance communication, surveillance and ATC intervention capabilities in the NAT Region in order to reduce collision risk and enable the NAT Target Level of Safety to be met, particularly in the vertical plane. ADS-C provides capabilities for conformance monitoring of aircraft adherence to cleared route and FL, thereby, significantly enhancing safety in the NAT Region. ADS-C also facilitates search and rescue operations and the capability to locate the site of an accident in oceanic airspace. CPDLC significantly enhances air/ground communication capability and therefore controller intervention capability. The NAT SPG goals for the expansion of the NAT DLM to increase the level of aircraft data link system equipage are in concert with the ICAO Global Air Navigation Plan (GANP) (Doc 9750), Aviation System Block Upgrade (ASBU) Block 0, Module B0-40 (2013-2018). This module calls for safety and efficiency improvements for enroute operations supported by data link. The NAT SPG goals are that: by 2018, 90% of aircraft operating in the NAT Region airspace at FL290 and above will be equipped with FANS 1/A (or equivalent) ADS-C and CPDLC systems, and, that by 2020, 95% of aircraft operating in that airspace will be so equipped. 4 Planned Vertical and Horizontal Boundaries For NAT Region DLM Airspace Phase 2A, commencing 5 February 2015: FL350 to FL390 (inclusive) all tracks within the NAT Organized Track System(OTS). This phase applies to all aircraft operating on or at any point along the tracks; Phase 2B, commencing 7 December 2017: FL350-FL390 (inclusive) throughout the ICAO NAT Region; Phase 2C, commencing 30 January 2020: FL290 and above throughout the ICAO NAT Region. 5 Airspace Not Included in NAT Region DLM Airspace Airspace north of 80 North. (Airspace north of 80 N lies outside the reliable service area of geostationary satellites). New York Oceanic FIR. ATS surveillance airspace (i.e. airspace where surveillance is provided by radar and/or ADS-B, as depicted in State AIPs, provided: - the aircraft is suitably equipped (transponder/ads-b Extended Squitter (ES) transmitter); and - the entirety of the flight planned route is contained within ATS surveillance coverage. For planning purposes, a depiction and description of the ATS Surveillance airspace considered to be exempt from the DLM in the NAT Region from 5 February 2015 is provided below. FLUGMÁLASTJÓRN ÍSLANDS / ICELANDIC CAA Published by: / Útgefið: ISAVIA Page 1 of 2

11 DEC 2014 ICELANDIC AIP Iceland Flugmálahandbók - Ísland ENGLISH Northern boundary: Southern boundary: 64N000W - 68N010W - 69N020W - 68N030W - 67N040W - 69N050W - 70N060W - ADSAM. RATSU (61N000W) - 61N020W - 63N030W - 62N040W - 61N050W - SAVRY. 6 Flights Allowed To Flight Plan Into NAT Region DLM Airspace The following flights will be permitted to flight plan to enter the NAT DLM airspace: a. Flights equipped with and prepared to operate FANS 1/A (or equivalent) CPDLC and ADS-C data link systems. (NAT Regional Supplementary Procedures (ICAO Doc 7030) paragraphs 3.3.2 and 5.4.2 apply for CPDLC and ADS-C respectively); and b. Non-equipped flights that file STS/FFR, HOSP, HUM, MEDEVAC, SAR, or STATE in Item 18 of the flight plan. (Depending on the tactical situation at the time of flight, however, such flights may not receive an ATC clearance which fully corresponds to the requested flight profile). 7 Operational Policies Applicable To NAT Region DLM Airspace Any aircraft not equipped with FANS 1/A (or equivalent) systems may request a continuous climb or descent without intermediate level off to climb or descend through the NAT DLM airspace. Such requests will be considered on a tactical basis. ALTRV requests will be considered on a case by case basis (as is done today regarding NAT MNPS airspace), irrespective of the equipage status of the participating aircraft. If a flight experiences an equipment failure PRIOR TO DEPARTURE which renders the aircraft non-dlm compliant, the flight should flight plan so as to remain clear of NAT Regional DLM Airspace. If a flight experiences an equipment failure AFTER DEPARTURE which renders the aircraft unable to operate FANS 1/A (or equivalent) CPDLC and/or ADS-C systems, requests to operate in the NAT DLM Airspace will be considered on a tactical basis. Such flights must notify ATC of their status PRIOR TO ENTERING the airspace. If a FANS 1/A data link equipment failure occurs while the flight is OPERATING WITHIN NAT DLM AIRSPACE, ATC must be immediately advised. Such flights may be re-cleared so as to avoid the airspace, but consideration will be given to allowing the flight to remain in the airspace, based on tactical considerations. NAT DLM airspace restrictions are not applicable to aircraft experiencing a contingency situation 8 European/North Atlantic (EUR/NAT) Interface Where the NAT interfaces with the EUR Data Link Implementation Rule airspace, procedures will be established by the ANSPs concerned to facilitate the vertical transition of traffic to and from the NAT Region Data Link Mandate and the EUR Data Link Implementation Rule areas. The transition will be conducted as soon as is practicable by the initial EUR Domestic area along the common FIR/UIR boundary bordering the NAT Region Data Link Mandate airspace. For flights exiting the NAT Region Data Link Mandate airspace operators and the ANSPs shall ensure that the vertical transition is complete prior to crossing any subsequent FIR/UIR boundary. 9 Further Information For further information, please contact: procedures@isavia.is END AIC hereby cancelled: A007/2013 Page 2 of 2 FLUGMÁLASTJÓRN ÍSLANDS / ICELANDIC CAA Published by: / Útgefið: ISAVIA

@! " # $ % & & ' ( ) * + $, -. / 0 (. 1 2-3,. 0 (, - & ' ( ) 4 5 6. 0 7, 8 6, / ) 9 :. 0 (, -. 1 ;. 0 7 <,. = >?. - 3, = @ A ( = = 1 ) B > % C D E $ %. ( ) I) / : ' ( ), J -. 0 ) I, I/ K $ 2? F! G H! " 7 0 0 : LH H 8 8 8 I. ( ) I, M I/ K! E N O E " E! P?, - 0. 0 N # $ % & H Q ) 0 8 ( K 9 :. 0 (, -. 1 & 0. - =. = ) R! E N! G G E P ( ) 0 ( / 0 (, - N?, / - ( ) ( ) * + R S T U V W X U W Y T W W T Z W W V Y Z [ S Y \ Z \ W V W S Z ] W Y Y Z [ V V W S W Z Y U W S U W ^ _ ` a I % 7 3 ( ) 0 : 7. ), 3 0 7. - =. 0 3, =. 0. 1 ( - K ) ' ( ) ( - 0 7 #, 0 7 $ 0 1. - 0 ( P # $ % R < M (, -, - = b c /. d! G I $ ), 3 0 7. 0 =. 0 >. 1 1. (. 3 0, :. 0 ( - M, -,. 0. - d :, ( - 0. 1, - M 0 8, ) : ( 3 ( = 0. K ) 8 ( 0 7 ( - 0 7 # $ %, M. - ( e = 0. K ) d ) 0 P 9 % & R 0 8 - c f G O! 0, c f G E! P ( - 1 / ) ( ' R = / ( - M 0 7 9 % & '. 1 ( = ( 0 d : (, =. g / ( = 0, 3 ( 0 0 = 8 ( 0 7. - = / ) ( - M? Q f?. - = $ & N? g / ( : - 0 P ) #, 0 7 $ 0 1. - 0 ( 9 :. 0 (, - ) ; / 1 1 0 ( -! N! G R I I $ ) -, 0 ( 3 ( = ( - & 0. 0 1 0 0 h * < H # $ % N!!! G I % h? P =. 0 = " i. - /. d! R > Q 7. ), 3 0 7. - =. 0 8 ( 1 1 M ( -, - D c /. d! D I j ` k l ` ` I % 7 ( ) $, -. / 0 (. 1 2-3,. 0 (, -? ( / 1. P $ 2? R, / 0 1 ( - ) 0 7 : 1. - 3, Q 7. ), 3 0 7 #, 0 7 $ 0 1. - 0 (. 0. f ( - K A. - =. 0 P # $ % f A R I $ ) = 0. ( 1 = 1, 8 > Q 7. ) ( ) : 1. - - = 0, ( : 1-0 = ( - 0 7 ) 0 : ) P $ > ;. - =? R, - ( - M, - D c /. d! D > b! b. - = G! i. - /. d!! > ) : 0 ( ' 1 d I % 7 ( ) $ 2?. 1 ), :, ' ( = ) ( - 3,. 0 (, -, - 0 7 B :. - = = ' 0 (. 1. - = 7, ( e, - 0. 1, / - =. ( ), 3 # $ % f A. ( ) :. > :, 1 ( d 3, 3 1 ( M 7 0 : 1. - - ( - M ( - 0, # $ % f A. ( ) :.. - = # $ % f A, :. 0 ( - M :, 1 ( ( ) I I % 7 ( ) ( / 1.. 1 ), :, ' ( = ) = : ( 0 (, -, 3 0 7 $ % & & / ' ( 1 1. -. ( ) :., - ) ( = = 0, B : 0 3, 0 7 # $ % f A ( - 0 7 # $ % < M (, - 3, D c /. d! D I m n o p ` a G I $ ), - 1 / = =. 0 0 7 c, 0 d N # ( - 0 7 0 ( - M, 3 0 7 #, 0 7 $ 0 1. - 0 ( & d ) 0 ) Q 1. - - ( - M q, / : P # $ % & Q q H " E R > 0 7, r 0 ( ' ), 3 0 7 # $ % f A. 0, - 7. -, / - (. 0 (, - > ) / ' ( 1 1. -. - = $ %? ( - 0 ' - 0 (, -. :. ( 1 ( 0 ( ) ( - 0 7 # $ % < M (, - ( -, = 0, = /, 1 1 ( ) (, - ( ) K. - = -. 1 0 7 # $ % %. M 0 f ' 1, 3 &. 3 0 d 0, 0 > :. 0 ( / 1. 1 d ( - 0 7 ' 0 (. 1 : 1. - I $ & N? :, ' ( = ). :. ( 1 ( 0 ( ) 3,, - 3,. -, - ( 0, ( - M, 3. (. 3 0. = 7-0, 1. =, / 0. - = c f > 0 7 d > ) ( M - ( 3 (. - 0 1 d - 7. - ( - M ). 3 0 d ( - 0 7 # $ % < M (, - I $ & N?. 1 ), 3. ( 1 ( 0. 0 ) ). 7. - = ) /, :. 0 (, - ). - = 0 7. :. ( 1 ( 0 d 0, 1,. 0 0 7 ) ( 0, 3. -. ( = - 0 ( -,. - (. ( ) :. I? Q f? ) ( M - ( 3 (. - 0 1 d - 7. - ). ( H M, / - =, / - (. 0 (, -. :. ( 1 ( 0 d. - = 0 7 3,, - 0, 1 1 ( - 0 ' - 0 (, -. :. ( 1 ( 0 d I G I % 7 # $ % & Q q M,. 1 ) 3, 0 7 B :. - ) (, -, 3 0 7 # $ % f A 0, ( -. ) 0 7 1 ' 1, 3. (. 3 0 =. 0. 1 ( - K ) d ) 0 g / ( :. M. ( -, - 0 8 ( 0 7 0 7 2? $ 9 q 1,. 1 $ ( #. ' ( M. 0 (, - Q 1. - P q $ # Q R P, E b D! R > $ ' (. 0 (, - & d ) 0 ; 1, K * : M. = P $ & ; * R ; 1, K! > A, = / 1 ;! N "! P! G N! R I % 7 ( ), = / 1. 1 1 ) 3, ). 3 0 d. - = 3 3 ( ( - d ( :, ' - 0 ) 3, -, / 0, :. 0 (, - ) ) / : :, 0 = d =. 0. 1 ( - K I % 7 # $ % & Q q M,. 1 ). 0 7. 0 L d! > E! s, 3. (. 3 0, :. 0 ( - M ( - 0 7 # $ % < M (, -. ( ) :.. 0 c f E!. - =., ' 8 ( 1 1 g / ( : : = 8 ( 0 7 c $ # & H $ P, g / ( '. 1-0 R $ & N?. - =? Q f? ) d ) 0 ) >. - = > 0 7. 0 d!! > E D s, 3. (. 3 0, :. 0 ( - M ( - 0 7. 0. ( ) :. 8 ( 1 1 ), g / ( : : = I t a u ` a v ` w n a ` l ` x y z { p } y ` l k P. R Q 7. ) $ >, - ( - M D c /. d! D L c f G D! 0, c f G E! P ( - 1 / ) ( ' R. 1 1 0. K ) 8 ( 0 7 ( - 0 7 # $ % 9 M. - ( e = %. K & d ) 0 P 9 % & R I % 7 ( ) : 7. ). : : 1 ( ) 0,. 1 1. (. 3 0, :. 0 ( - M, -,. 0. - d :, ( - 0. 1, - M 0 7 0. K ) ~ P R Q 7. ) ; >, - ( - M b! b L c f G D! 0, c f G E! P ( - 1 / ) ( ' R 0 7, / M 7, / 0 0 7 2? $ 9 # $ % < M (, - ~ P R Q 7. )? >, - ( - M G! i. - /. d!! L c f E!. - =., ' 0 7, / M 7, / 0 0 7 2? $ 9 # $ % < M (, - I ƒ ƒ ƒ ˆ Š ƒ Š Œ Ž

y ` l k x _ a a x y z { p } y ` l k P. R $ ( ) :. -, 0 7, 3! #, 0 7 I P $ ( ) :. -, 0 7, 3! # 1 ( ), / 0 ) ( = 0 7 1 (. 1 ) ' (.., 3 M, ) 0. 0 (, -. d ). 0 1 1 ( 0 ) R ~ P R # 8 F, K 9. - ( c 2 < ~ P R $ % & ) / ' ( 1 1. -. ( ) :. P ( I I. ( ) :. 8 7 ) / ' ( 1 1. - ( ) :, ' ( = = d. =.. - = H, $ & N ; R >. ) = : ( 0 = ( - & 0. 0 $ 2Q ) > :, ' ( = = L 0 7. (. 3 0 ( ) ) / ( 0. 1 d g / ( : : = P 0. - ) :, - = H $ & N ; h B 0 - = = & g / ( 0 0 P h & R 0. - ) ( 0 0 R ~. - = 0 7-0 ( 0 d, 3 0 7 3 1 ( M 7 0 : 1. - - =, / 0 ( ), - 0. ( - = 8 ( 0 7 ( - $ % & ) / ' ( 1 1. -, '. M I D I c, : 1. - - ( - M : / :, ) ) >. = : ( 0 (, -. - = = ) ( : 0 (, -, 3 0 7 ) 0 (. 0 = B 0-0, 3 $ % & & / ' ( 1 1. -. ( ) :., - ) ( = = 0, B : 0 3, 0 7 f A ( - 0 7 # $ % < M (, -, - 3, D c /. d! D ( ) = : ( 0 = ( - 0 7 7. 0 :, ' ( = = 1, 8 I % 7 ( ) 7. 0 8 ( 1 1 / : =. 0 = ( -. - $ 2? 0, : / 1 ( ) 7 = : (, 0, 0 7 D c /. d! D ) 0. 0 =. 0 3, f A Q 7. ) $ I D I #, 0 7 -, / - =. d L O " #!!! C O #!! C O E #!! C O #! G! C O b #! "! C O E #! D! C b! #! O! C $ & $ A I &, / 0 7 -, / - =. d L < $ % & * P O #!!! C R O #!! C O G #! G! C O #! "! C O #! D! C & $ < F I p l y š a z p x y z { p } y ` l k O I % 7 3, 1 1, 8 ( - M 3 1 ( M 7 0 ) 8 ( 1 1 : ( 0 0 = 0, 3 1 ( M 7 0 : 1. - 0, - 0 0 7 # $ % f A. ( ) :. L P. R c 1 ( M 7 0 ) g / ( : : = 8 ( 0 7. - = : :. = 0,, :. 0 c $ # & H $ P, g / ( '. 1-0 R? Q f?. - = $ & N? =. 0. 1 ( - K ) d ) 0 ) I P # $ % < M (, -. 1 & / : : 1-0. d Q, = / ) P 2? $ 9, b! G! R :.. M. : 7 ) G IG I. - = D I" I. : : 1 d 3,? Q f?. - = $ & N? ) : 0 ( ' 1 d R ~. - = P R #, - N g / ( : : = 3 1 ( M 7 0 ) 0 7. 0 3 ( 1 & % & H c c < > 6 9 & Q > 6 * A > A h h $? & $ < >, & % $ % h ( - 2 0, 3 0 7 3 1 ( M 7 0 : 1. - I P : - = ( - M, - 0 7 0. 0 (. 1 ) ( 0 /. 0 (, -. 0 0 7 0 (, 3 3 1 ( M 7 0 > 7, 8 ' > ) / 7 3 1 ( M 7 0 ). d -, 0 ( '. - $ %? 1.. - 8 7 ( 7 3 / 1 1 d, ) :, - = ) 0, 0 7 g / ) 0 = 3 1 ( M 7 0 :, 3 ( 1 R I ƒ Š Œ Ž ƒ ƒ ƒ ˆ Š

k ` l y k k z x y z { p } y ` l k P. R $ - d. (. 3 0 -, 0 g / ( : : = 8 ( 0 7 c $ # & H $ P, g / ( '. 1-0 R ) d ) 0 ). d g / ) 0., - 0 ( - /, / ) 1 (, = ) - 0 8 ( 0 7, / 0 ( - 0 = (. 0 1 ' 1, 3 3 0 7, / M 7 0 7 # $ % f A. ( ) :. I & / 7 g / ) 0 ) 8 ( 1 1, - ) ( = =, -. 0. 0 (. 1. ) ( ) ~ P R $ f % < g / ) 0 ) 8 ( 1 1, - ) ( = =, -.. ) d. ). ) ( ) P. ) ( ) =, - 0, =. d M. = ( - M # $ % A # Q &. ( ) :. R > ( ) : 0 ( ', 3 0 7 g / ( :. M ) 0. 0 / ), 3 0 7 :. 0 ( ( :. 0 ( - M. (. 3 0 ~ P R 23. 3 1 ( M 7 0 B : ( - ). - g / ( : - 0 3. ( 1 / œ ž œ ƒ ž 8 7 ( 7 - = ) 0 7. (. 3 0 -, - N f A, : 1 (. - 0 > 0 7 3 1 ( M 7 0 ) 7, / 1 = 3 1 ( M 7 0 : 1. - ),. ) 0,. ( - 1., 3 # $ % < M (, -. 1 f A $ ( ) :. ~ P = R 23. 3 1 ( M 7 0 B : ( - ). - g / ( : - 0 3. ( 1 / ƒ Ÿ ž ž œ ƒ ž 8 7 ( 7 - = ) 0 7. (. 3 0 / -. 1 0,, :. 0 c $ # & H $ P, g / ( '. 1-0 R? Q f?. - = H, $ & N? ) d ) 0 ) > g / ) 0 ) 0,, :. 0 ( - 0 7 # $ % f A $ ( ) :. 8 ( 1 1, - ) ( = =, -. 0. 0 (. 1. ) ( ) I & / 7 3 1 ( M 7 0 ) / ) 0 -, 0 ( 3 d $ %?, 3 0 7 ( ) 0. 0 / ) œ ž ž 0 7. ( ) :. ~ P R 23. c $ # & H $ =. 0. 1 ( - K g / ( : - 0 3. ( 1 /, / ) 8 7 ( 1 0 7 3 1 ( M 7 0 ( ) œ ž ƒ ˆ ƒ ƒ œ ƒ ž > $ %? / ) 0 ( = (. 0 1 d. = ' ( ) = I & / 7 3 1 ( M 7 0 ). d N 1. = ),. ) 0,. ', ( = 0 7. ( ) :. > / 0, - ) ( =. 0 (, - 8 ( 1 1 M ( ' - 0,. 1 1, 8 ( - M 0 7 3 1 ( M 7 0 0,. ( - ( - 0 7. ( ) :. >. ) =, - 0. 0 (. 1, - ) ( =. 0 (, - ) ~ P 3 R # $ % f A. ( ) :. ) 0 ( 0 (, - ). -, 0. : : 1 (. 1 0,. (. 3 0 B : ( - ( - M., - 0 ( - M - d ) ( 0 /. 0 (, - I ` k x ` y { x y z _ ` I C 7 0 7 # $ % ( - 0 3. ) 8 ( 0 7 0 7 h * <. 0. f ( - K 2 : 1-0. 0 (, - < / 1. ( ) :. > :, = / ) 7. ' - ) 0. 1 ( ) 7 = d 0 7 $ # & Q ), - - = 0, 3. ( 1 ( 0. 0 0 7 ' 0 (. 1 0. - ) ( 0 (, -, 3 0. 3 3 ( 0,. - = 3, 0 7 # $ % < M (, -. 0. f ( - K A. - =. 0. - = 0 7 h * <. 0. f ( - K 2 : 1-0. 0 (, - < / 1.. ) I % 7 0. - ) ( 0 (, - 8 ( 1 1, - = / 0 =. ) ),, -. ) ( ) :. 0 (. 1 d 0 7 ( - ( 0 (. 1 h * <, ) 0 (... 1, - M 0 7,, - c 2< H * 2 <, / - =. d, = ( - M 0 7 # $ % < M (, -. 0. f ( - K A. - =. 0 I c, 3 1 ( M 7 0 ) B ( 0 ( - M 0 7 # $ % < M (, -. 0. f ( - K A. - =. 0. ( ) :., :. 0, ). - = 0 7 $ # & Q ) ) 7. 1 1 - ) / 0 7. 0 0 7 ' 0 (. 1 0. - ) ( 0 (, - ( ), : 1 0 : (, 0,, ) ) ( - M. - d ) / ) g / - 0 c 2< H * 2 <, / - =. d I ª ` ` _ ` «E I c, 3 / 0 7 ( - 3,. 0 (, - > : 1. ), - 0. 0 L i. ( 6 / 0 7 ( ), - q -. 1 A. -. M # $ % & Q ) 0 8 ( K c ) ), - $ ' - / Q ) 0 8 ( K + $ E q Q 7, - L!! " " N P! R E N O E! h. ( 1 L r. ( I 7 / 0 7 ( ), - J -. 0 ) I, I/ K ƒ ƒ ƒ ˆ Š ƒ Š Œ Ž

± ² ³ µ ³