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I.
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ADS-C / CPDLC
operation in Dakar oceanic FIR
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1.
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INTRODUCTION
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1.1.
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Aircraft
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ADS-C/CPDLC is
provided within Dakar Oceanic FIR for equiped ACFT aircraft.
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ADS/CPDLC operations
are in accordance with FANS ATM 501.doc 4444 and global operations data link document
(Gold) of ICAO. The ATS Data link.
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1.2.
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Validity
area
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ADS-C/CPDLC validity
area in Dakar Oceanic FIR is limited by the following points:
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17°00"N - 037°30"W --
12°58"N - 021°22"W -- 00°00"N - 007°20"W -- 06°22"S - 016°00"W -- 07°40"N - 035°00"W --
13°30"N - 037°30"W
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2.
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ATS SYSTEM
FUNCTIONALITIES
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2.1.
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System which supports
ADS and CPDLC includes also the following functionalities:
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Automatic Flight Data
Processing (AFDP)
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Flight Plan Air
Situation Display (FPASD)
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Flight Data
Processing System (FDPS)
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2.2.
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It also includes
controller’s decision making tools such as:
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Automatic processing
of strips ;
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Processing of the
alerts system :
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EMG (EMergency
Message);
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CLAM (Clearance Level
Adherence Monitoring);
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RAM (Route Adherence
Monitoring)
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FPCP (Flight Plan
Conflict Probe);
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DAIW (Danger or
Restricted Area Infringement Warning);
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ETO (Estimated Time
Overflight);
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ARCW (ADS Route
Conformance Warning).
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3.
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PROCEDURE FOR
CONNEXION (LOGON) WITH DAKAR ACC GROUND SYSTEM
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When a CPDLC equipped
aircraft is operating within Dakar Oceanic airspace
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CPDLC will be the
primary means of communication
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HF frequencies will
be used as back up.
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3.1.
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Addresses
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Dakar location
indicator: GOOO
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Dakar ACC call sign:
Dakar Control
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ACARS Dakar Address:
DKRCAYA
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ATS messages shall be
sent to destinators according to existing procedures.
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3.2.
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A CPDLC connection
established between an aircraft and Dakar CONTROL is either active or non-active. A
connection is active when CPDLC messages can be exchanged. A connection is non active
when CPDLC messages cannot be exchanged.
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FANS 1/A aircraft can
have two (02) CPDLC connections established, each with a different ATSU. Only one of
these connections can be active at any given time. A non-active connection becomes
active as soon as the active connection is terminated.
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3.3.
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Aircraft coming from
Airspace not provided with ADS-C/CPDLC
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3.3.1.
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The initial logon
(FN_CON) should be performed by the pilot using the ICAO code of Dakar FIR
(GOOO).
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3.3.2.
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The pilot should
perform the initial logon at least 15 minutes prior to the Dakar Oceanic boundary
estimate and should not establish it more than 45 minutes in advance.
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3.4.
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Aircraft coming from
airspace provided with ADS-C/CPDLC
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3.4.1.
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The CPDLC and the
ADS-C will be transferred automatically to Dakar ACC by the ACC responsible for the
adjacent FIR, just in case the latter unit also uses such
applications.
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3.4.2.
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The CPDLC connection
will be transferred five (05) minutes prior crossing the limit point of Dakar Oceanic
FIR.
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3.5.
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Aircraft leaving
Dakar Oceanic FIR will receive the AT [POSITION] MONITOR (OR CONTACT) [icaounitname]
[primary frequency] and END SERVICE messages, but not less than five (05) minutes prior
crossing Dakar Oceanic FIR limits. Performing thus the transfer of communications and
initiating the CPDLC connection termination with GOOO will be over.
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This is to ensure
synchronization of the CPDLC and the voice communication transfers. Pilots shall verify
the data link status of connection at crossing Dakar FIR limits FIR and terminate the
CPDLC connection in case it stays activated.
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3.6.
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The controllers shall
ensure that no open uplink CPDLC messages exist prior to the up linking of an END
SERVICE message. In the event that a CPDLC uplink message is unanswered, ATC should
uplink the following free text: [CHECK AND RESPOND TO OPEN CPDLC
MESSAGES].
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3.7.
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Pilots shall verify
the system connection condition when crossing Dakar Oceanic FIR limits. If GOOO is not
an active connection, that is to say the transfer has not happened automatically the
pilot shall terminate the existent CPDLC connection and execute the manual procedures to
establish a new connection by using the GOOO address.
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3.8.
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When the
avionics/pilot recognizes a failure of the data link connection, the pilot shall
terminate the connection by selecting “ATC Com Off” and then initiate a new AFN LOGON
(FN_CON) with the Dakar ATS system (GOOO).
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3.9.
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To avoid an automatic
rejection of the LOGON, the pilot shall ensure that the flight identification and
registration numbers contained in the FN_CON message are exactly the same as the flight
identification and registration numbers filed in the flight plan.
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4.
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CONTROLLER PILOT DATA
LINK COMMUNICATIONS (CPDLC)
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4.1.
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The equipped aircraft
shall use CPDLC for all ATC communications. The position reports will be, preferably,
assisted by means of ADS-C, as stated in 5.3.
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4.2.
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In case that the
CPDLC is not available or exceptionally required by the Dakar ACC, communications with
that unit shall be accomplished on HF frequency informed by the ATS unit responsible by
adjacent FIR or established by means of ‘’MONITOR’’ or ‘’CONTACT’’
message.
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4.3.
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At crossing the Dakar
Oceanic FIR limit, the pilot will receive the message [EXPECT SELCAL CHECK HF]
[frequency], with the objective of making SELCAL test with the
aircraft.
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4.4.
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When a “MONITOR”
uplink message is received, the pilot shall change to the nominated frequency at the
appropriate time. A check call is not required on that frequency.
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4.5.
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When a “CONTACT”
message is received, the pilot shall change to the nominated frequency at the
appropriate time and perform an acknowledgement call on that
frequency.
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The sending or
receipt of a “Contact” uplink message is not an indication to the pilot that CPDLC use
must be terminated or suspended once voice contact is established. If termination or
suspension of CPDLC use is intended by the ATS when voice contact is established then an
additional instruction shall be specifically issued besides the ‘’CONTACT’’
message.
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4.6.
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The controller or
pilot shall construct CPDLC messages using the pre-formatted message set, a free text
message or a combination of both.
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4.7.
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Free text messages
shall be used only when an appropriate pre-formatted message is not available, so the
following shall be observed :
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a)
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format and
phraseology shall be in accordance with the ATC standard;
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b)
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non essential words
and sentences shall be avoided;
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c)
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abbreviations shall
be included only when in accordance with the standard ATC phraseology
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4.8.
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In case of using free
text messages, preference shall be given to Standardized Free Messages text global
outlined in Operations of data link doc. gold.
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4.9.
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Except in case of
emergency, when a controller or pilot communicates via CPDLC, the response shall be via
CPDLC. In addition, when a controller or pilot communicates via voice, the response
shall be via voice.
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4.10.
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Whenever a correction
to a message sent via CPDLC is deemed necessary or the contents of a message need to be
clarified, the controller or pilot shall use the most appropriate means available for
issuing the correct details or for providing clarification.
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4.11.
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EXCHANGE OF CPDLC
MESSAGES
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4.11.1
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When voice
communications are used to correct a CPDLC message for which no operational response has
yet been received, the controller’s or pilot’s transmission shall be prefaced by the
phrase: [“DISREGARD CPDLC (message type) MESSAGE, BREAK”] - followed by the correct
clearance, instruction, information or request.
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4.11.2
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When referring to and
identifying the CPDLC message to be disregarded, caution should be exercised in its
phrasing so as to avoid any ambiguity with the issuance of the accompanying corrected
clearance, instruction, information or request.
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4.11.3
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If a CPDLC message
that requires an operational response is subsequently negotiated via voice, an
appropriate CPDLC message closure response shall be sent, to ensure proper
synchronization of the CPDLC dialogue. This could be achieved by explicitly instructing
the recipient of the message via voice to close the dialogue.
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4.11.4
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In order to avoid a
potential ambiguity, pilots should, where possible, avoid sending multiple clearance
requests in the one downlink message.
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4.11.5
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In the case of a
controller or pilot having any doubt as to the intent of a message, or if any other
ambiguity exists, clarification shall be sought through the use of voice
communication.
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4.11.6
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When a controller or
pilot is alerted that CPDLC has failed, and the controller or pilot needs to communicate
prior to CPDLC being restored, the controller or pilot shall revert to voice, if
possible, by commencing the communication with the following information: [CPDLC
FAILURE…].
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4.11.7
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When CPDLC fails and
communications revert to voice, all CPDLC messages outstanding should be considered not
delivered and the entire dialogue involving the messages outstanding shall be
recommenced by voice.
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4.11.8
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When CPDLC fails but
is restored prior to a need to revert to voice communications, all messages outstanding
should be considered not delivered and the entire dialogue involving the messages
outstanding should be recommenced via CPDLC.
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4.11.9
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When a controller or
pilot is alerted that a single CPDLC message has failed, the controller or pilot shall
take one of the following actions as appropriate:
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a)
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via voice, confirm
the actions that will be undertaken with respect to the related dialogue, prefacing the
information with the phrase: [CPDLC MESSAGE FAILURE] or
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b)
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via CPDLC, reissue
the CPDLC message that failed.
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4.11.10
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When a controller
requires to all aircraft or a specific flight to avoid sending CPDLC requests for a
limited period of time, the following phrase shall be used : [(Call sign) or ALL
AIRCRAFT STOP SENDING CPDLC REQUESTS] [UNTIL ADVISED] [reason]
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4.11.11
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The resumption of the
normal use of CPDLC shall be advised using the following phrase :[(Call sign) or ALL
AIRCRAFT RESUME NORMAL CPDLC OPERATIONS]
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4.11.12
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When the pilot or the
controller elects to re-send a message after a reasonable period of time has passed and
no error message has been received indicating the non-delivery of the message, the
message shall be sent as a query message. Alternatively, voice communication may be
used.
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4.11.13
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When there is a CPDLC
connection in a non-ADS-C environment, pilots shall ensure that position reporting is
conducted via CPDLC. A CPDLC position report shall be sent manually by the pilot
whenever an ATC waypoint is passed over, (or passed abeam when offset flight is in
progress).
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4.11.14
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Pilots shall downlink
a CPDLC position report (ATC waypoint) to the next ATS unit after the completion
of:
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a)
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An initial CPDLC
connection (when inbound from an area not providing CPDLC services), or during a
connection transfer;
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b)
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Either when the CPDLC
connection transfer has been completed; or at the associated FIR
boundary.
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5.
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AUTOMATIC DEPENDENT
SURVEILLANCE–CONTRACT (ADS-C)
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5.1.
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FANS1/A equipped
aircraft can have up to five (05) ADS-C connections. One of the five connections is
reserved for use by the Airline Operational Communications (AOC). The aircraft has the
capacity to report to four (04) different ATSU simultaneously using
ADS.
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5.2.
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The current
controlling authority shall allocate ADC-C connection priority to next ATSU that will
have air traffic control responsibility for the aircraft.
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5.3.
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The position messages
of ADS equipped aircraft connected to Dakar ACC will be accomplished by means of ADS-C.
However, the pilot must send a CPDLC position report at the FIR entry position to
confirm that Dakar ACC holds the status of Current Data Authority. Following the initial
CPDLC report at the boundary, no further CPDLC or voice position reports will be
required for operations within Dakar Oceanic FIR.
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5.4.
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The position messages
shall be transmitted on the HF frequency established, in case that the ADS-C and the
CPDLC are not available, or when required by Dakar ACC.
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5.5.
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The following ADS-C
contracts will be established:
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a)
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Periodic contract
with reporting frequency every 15 minutes;
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b)
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Event contract which
is established when one of the following events is detected by the ADS Function of the
aircraft:
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At significant
waypoints;
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05 Nautical Miles
(NM) lateral deviation; and
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200 feet (ft)
altitude deviation.
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c)
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Demand contract,
whenever there is operational need.
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5.6.
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The updating rate of
the periodical contract can be modified, without previous notification, in case of
operational need.
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5.7.
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It will not be
demanded from the pilots to update the estimates for the waypoints when the aircraft is
reporting on ADS-C. Exceptions to that rule are those updating that are required
when:
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a)
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an estimate,
previously informed orally or by CPDLC, is changed for more than 2 minutes;
or
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b)
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a step commenced by
the pilot, such as a speed change, will change the estimate at the next report point for
more than 2 minutes.
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6.
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FLIGHT
PLAN
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6.1.
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Dakar ATS system uses
Item 10 (equipment) of the standard ICAO flight plan to identify an aircraft’s data link
capabilities. The operator is responsible for inserting the following items in the ICAO
flight plan:
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Item 10 – The letter
‘’J’’ to indicate data link capability;
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Item 10 – The letter
’’D’’ to indicate ADS-C capability;
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Item 18 – The letters
DAT/ followed by one or more letters as appropriate to indicate the type of data link
equipment carried when ‘’J’’ is entered in Item 10
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6.2.
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The aircraft
registration shall be inserted in the item 18 of the Flight Plan, preceded by the “REG”
indicator.
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6.3.
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The aircraft SELCAL
code shall be inserted in the item 18 of the Flight Plan, preceded by the “SEL”
indicator.
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7.
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NON-EQUIPPED
AIRCRAFT
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7.1.
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Non-equipped aircraft
shall establish bilateral contact with in Dakar ACC, on the frequency indicated by the
ATS unit responsible for the adjacent FIR to Dakar Oceanic FIR..
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8.
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AIRCRAFT AND
OPERATORS APPROVAL
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8.1.
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The aircraft and
operators shall be approved either by the state of operator or the state of
registration, prior to any ADS-C/CPDLC operations.
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II.
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CPDLC used as
back up in Dakar UTA
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1.-
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INTRODUCTION
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In the framework of the improvement of Air Traffic Services provided to the
users, Controller-Pilot Data Link Communications (CPDLC) will be used in Dakar
UTA as back up in case of unavailability of VHF frequencies.
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The ATS Data Link communication is provided to all equipped aircraft in
accordance to PANS/ATM 501 (Doc.4444) and Global Operational Data Link Document
(GOLD).
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Validity area
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Horizontal
limits:
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From 19°10'N-
018°45'W point, follow DAKAR FIR/CANARIAS limits until 19°00’N- 19°00’W
point.
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Then,
continue until 19°50'N-020°00'W point, descent along 020°00’W parallel until
DAKAR FIR/SAL limits to join 15°00'N-020°00'W point.
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From this
point, join 12°58'N-021°22'W point, and follow DAKAR OCEANIC FIR/DAKAR
TERRESTRIAL limits until 09°00'N-016°55' W point.
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From this
point, follow DAKAR TERRESTRIAL FIR/ROBERTS limits until 10°53'N, 015°05'W
point, follow the common boundaries between BISSAU GUINEA and CONAKRY GUINEA
until 12°41'N- 013°39' W point.
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Then,
continue along the common boundaries between CONAKRY GUINEA and SENEGAL until
12°26'N- 012°30'W point, follow BAMAKO UTA limits until 15°18'N- 011°49'W
point.
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From this
point, join 14°45'N- 012°26'W point, the follow the common boundaries between
SENEGAL and MAURITANIA until 16°29'N- 016°18'W and join Arc of circle of 120NM
radius based on "YF" VOR/DME until 16°37'N-018°31'W point.
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From this
point, back to 19°10'N-018°45'W point.
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Vertical
limits: from FL 245 to FL460.
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2.-
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PROCEDURE FOR
COMMUNICATION WITH DAKAR ACC
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VHF
frequencies will be the primary means of communication;
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CPDLC will be
used as back up (for CPDLC equipped aircraft)
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Addresses:
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Dakar ACC
call sign: Dakar Control
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ACARS Dakar
Address: DKRCAYA
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ATS messages
shall be sent to addressees according to existing procedures.
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2.1.
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A CPDLC
connection established between an aircraft and Dakar CONTROL is either active or
non-active.
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A connection
is active when CPDLC messages can be exchanged;
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A connection
is non-active when CPDLC messages cannot be exchanged.
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Equipped
aircraft can have two (02) CPDLC connections established, each with a different
ATSU. Only one of these connections can be active at any given time. A
non-active connection becomes active as soon as the active connection is
terminated.
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2.2.
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The
controller or pilot shall construct CPDLC messages using the pre-formatted
message set, a free text message or a combination of both.
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2.3.
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Free text
messages shall be used only when an appropriate pre-formatted message is not
available, so the following shall be observed:
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a)
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format and
phraseology shall be in accordance with the ATC standard;
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b)
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non essential
words and sentences shall be avoided;
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c)
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abbreviations
shall be included only when in accordance with the standard ATC
phraseology.
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2.4.
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In case of
using free text messages, preference shall be given to Standardized Free Text
Messages outlined in Global Operational Data Link Document
(GOLD).
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2.5.
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Pilots shall
downlink a CPDLC position report (ATC waypoint) to the next ATS unit after the
completion of:
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a)
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An initial
CPDLC connection (when inbound from an area not providing CPDLC services), or
during a connection transfer;
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b)
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Either when
the CPDLC connection transfer has been completed; or at the associated FIR
boundary.
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