CIVIL AVIATION: SUBSIDIARY LEGISLATION: CIVIL AVIATION (COMMUNICATION SYSTEMS) REGULATIONS
(section 89)
(21st June, 2022)
ARRANGEMENT OF REGULATIONS
REGULATION
PART I
Preliminary Provisions
1. Citation
2. Interpretation
3. Application
PART II
General Requirements
4. Requirements for communication facility
5. Certification of air navigation service provider
6. Approval requirement
7. Inspection and audit
8. Siting and installation
9. Commissioning requirement
10. Availability and reliability of communication facility
11. Interface arrangement for support services
12. Record keeping and documentation
13. Operations manual
14. Periodic inspection, testing and security of communication facility
15. Flight inspection and facility check after accident or incident
16. Radio frequency management and interference reporting
17. CNS personnel training and other requirements
18. Facility malfunction incident reporting and operational status of communication systems
19. Safety case, notification of communication facility status and interruption to service
PART III
Aeronautical Telecommunication Network (ATN)
20. General requirements for the transmission of ATN to operating agencies
21. General requirements for ATN
PART IV
ATN Application Requirements
22. ATN system application requirements
23. Air-ground applications requirements
24. Ground-ground applications requirements
PART V
ATN Communications Service Requirements
25. ATN/IPS upper layer communications service requirements
26. ATN/OSI upper layer communications service requirements
27. ATN/IPS communications service requirements
28. ATN/OSI communications service requirements
29. ATN naming and addressing requirements
30. ATN security requirements
PART VI
Aeronautical Mobile-Satellite (Route) Service (AMS(R)S)
31. Aeronautical mobile-satellite route service radio frequency characteristics
PART VII
Aeronautical Mobile-Satellite Route Service Frequency Bands Characteristics
32. Frequency bands
33. Emissions
34. Interference to other AMS(R)S equipment
35. Susceptibility
36. Priority and pre-emptive access
37. Signal acquisition and tracking
PART VIII
Performance Requirements
38. Designated operational coverage
39. Failure notification
40. AES requirements
41. AES and GES origination call processing delay
42. Packet data service interface
43. Packet data service performance
44. Delay
45. Delay parameters
46. Call processing delay
47. Voice service performance
48. Voice quality
49. Voice capacity
50. AMS(R)S security requirements
51. System interfaces
PART IX
Secondary Surveillance Radar Mode S Air-Ground Data Link Communication
52. Mode S air-ground data link communication
PART X
Very High Frequency Air-Ground Digital Link (VDL)
53. Radio channels and functional channels
54. System capabilities
55. Air-ground VHF digital link communications system characteristics
56. System characteristics of ground installations for VHF air-ground digital link communication
57. System characteristics of aircraft installation
58. Physical layer protocols and services
59. Link layer protocols and services
60. Subnetwork layer protocols and services
61. VDL mobile subnetwork dependent convergence function
62. VDL Mode 3 subnetwork dependent convergence function (SNDCF)
63. Voice unit for Mode 3 services
64. Voice unit for Mode 3 speech encoding, parameters and procedures
65. VDL Mode 4 radio channels
66. VDL Mode 4 system capabilities
67. Co-ordination of channel utilisation
68. Physical layer protocols and services
PART XI
Aeronautical Mobile Airport Communications System (AeroMACS)
69. AeroMACS general requirements
70. Radio frequency (RF) general characteristics
71. Radio frequency (RF) bands
72. Radiated power
73. Minimum receiver sensitivity
74. Spectral mask and emissions
75. Frequency tolerance
76. AeroMACS communications service provider
77. Doppler shift
78. Integrity
79. AeroMACS security requirements
80. System interface
81. Application requirements
PART XII
Aeronautical Fixed Telecommunication Network (AFTN)
82. Characteristics of Interregional Aeronautical Fixed Service (AFS) circuits
83. Technical provisions relating to international ground-ground data interchange at medium and higher signalling rates
84. Aircraft addressing system
PART XIII
Point-to-Multipoint Communications
85. Service via satellite for dissemination of aeronautical information
86. Service via satellite for dissemination of World Area Forecast System (WAFS) products
PART XIV
High Frequency Data Link (HFDL) System
87. System architecture
88. Aircraft and ground station subsystems
89. Operational coverage
90. Requirements for carriage of HFDL equipment
91. Ground station networking
92. Ground station synchronisation
93. Quality of service
94. HF data link protocol
95. Ground management subsystem
PART XV
Universal Access Transceiver (UAT)
96. Universal access transceiver system characteristics of aircraft and ground stations
97. Mandatory carriage requirements
PART XVI
Aeronautical Mobile Service
98. Air-ground VHF communication system characteristics
99. Single Side Band (SSB) HF communication system characteristics
100. Selective Calling System (SELCAL)
PART XVII
Aeronautical Speech Circuits
101. Technical provisions relating to international aeronautical speech circuit switching and signalling for ground-ground applications
PART XVIII
Emergency Locator Transmitter for Search and Rescue
102. Operating frequencies
103. Emergency Locator Transmitters register
104. Specification for 121.5 MHz component of Emergency Locator Transmitter
105. Specification for 406 MHz component of Emergency Locator Transmitter
106. Transmitter identification coding
PART XIX
Exemptions
107. Application requirements for exemption
108. Review and publication of application
109. Evaluation of application
PART XX
General Provisions
110. Drug and alcohol testing and reporting
111. Reports of violation
112. Failure to comply with direction
113. Aeronautical fees
PART XXI
Offences, Penalties and Appeals
114. Contravention of Regulations
115. Offences and penalties
116. Appeals
S.I. 77, 2022.
PART I
Preliminary Provisions (regs 1-3)
These Regulations may be cited as the Civil Aviation (Communication Systems) Regulations.
In these Regulations, unless the context otherwise requires—
“Aerodrome” means a defined area on land or water including any buildings, installations and equipment intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft;
“AeroMACS downlink (DL)” means the transmission direction from the Base station (BS) to the Mobile station (MS);
“AeroMACS handover” means the process in which a Mobile station (MS) migrates from the air-interface provided by one Base station (BS) to another air-interface which is provided by another BS;
“AeroMACS uplink (UL)” means the transmission of the direction from the Mobile station (MS) to the Base station (BS);
“Aeronautical Administrative Communications (AAC)” means communications necessary for the exchange of aeronautical administrative messages;
“Aeronautical Mobile Airport Communications System (AeroMACS)” means a high capacity data link which supports mobile and fixes communications on the aerodrome surface;
“Aeronautical Operational Control (AOC)” means communication required for the exercise of the authority over the initiation, continuation, diversion or termination of the flight for safety, regularity and efficiency purposes;
“Aeronautical Telecommunication Network (ATN)” means a global internetwork architecture that allows ground, air-ground and avionic data subnetworks to exchange digital data for the safety of air navigation and for the regular, efficient and economic operation of the Air traffic services;
“air navigation services” includes the following services provided for air navigation—
(a) Air traffic services;
(b) Instrument Flight Procedure Design Services (IFPD);
(c) Aeronautical Information Services (AIS);
(d) aeronautical cartographic services;
(e) aeronautical telecommunication services; and
(f) search and rescue services;
“air navigation services provider (ANSP)” means an entity which is established for the purpose of providing the above-mentioned services of the air navigation services as provided in these Regulations;
“Air traffic safety electronics personnel (ATSEP)” means a person who is engaged directly with the operations, maintenance and installation activities of the CNS/ATM systems;
“Air traffic service” means a generic term referring to the flight information service including—
(a) alerting service;
(b) air traffic advisory service;
(c) air traffic control service;
(d) area control service;
(e) approach control service; or
(f) aerodrome control service;
“Aircraft address” means a unique combination of 24 bits available for sending communication information to the aircraft for the purpose of air-ground communications, navigation and surveillance;
“Aircraft data circuit-terminating equipment (ADCE)” means an aircraft specific data circuit-terminating equipment that is associated with an airborne data link processor (ADLP), that operates a protocol unique to Mode S data link for data transfer between air and ground;
“aircraft data link processor (ADLP)” means an aircraft-resident processor that is specific for a particular air-ground data link being the Mode S which provides the channel management, segments or reassemble the messages for transfer which is connected to one side of the aircraft elements common to all data link systems and to the other side of the air-ground link itself;
“Aircraft earth station (AES)” means a mobile earth station in the aeronautical mobile-satellite service located on the board of the aircraft;
“aircraft or vehicle” means a machine or the device capable of atmospheric flight, or a vehicle on the airport surface movement area including runways and taxiways;
“air-initiated protocol” means a procedure initiated by a Mode S aircraft installation for delivering a standard length or extended length downlink message to the ground;
“application entity (AE)” means an AE which represents a set of international organisation for standardisation or Open System Interconnection communication capabilities of a particular application process;
“Aeronautical Telecommunication Network (ATN) or Internet Protocol Suite” means Aeronautical Telecommunication Network or Internet Protocol Suite;
“Aeronautical Telecommunication Network end-system” means an Aeronautical Telecommunication Network host in the Internet Protocol Suite terminology;
“Aeronautical Telecommunication Network host” means an Aeronautical Telecommunication Network end-system in the Open System Interconnection terminology;
“Aeronautical Telecommunication Network Security services” means a set of information which allows the receiving end system or intermediate system to identify unambiguous security source of the received information and to verify the integrity of that information;
“Aeronautical Telecommunication Services Inter-Facility Data Communication (AIDC)” means an automated data exchange between Air traffic services units in the support of the flight notification, co-ordination, transfer of control and of communication;
“Aeronautical Telecommunication Services Message Handling Service (ATSMHS)” means an Aeronautical Telecommunication Network application consisting of the procedures used to exchange Aeronautical Telecommunication Services messages in store-and-forward mode over the Aeronautical Telecommunication Network such that the transfer of an Aeronautical Telecommunication Services message is in general not correlated with the transfer of another Aeronautical Telecommunication Services message service provider;
“Aeronautical Telecommunication Services Message Handling System (AMHS)” means the set of the computing and communication resources implemented by Aeronautical Telecommunication Services organisations to provide the Aeronautical Telecommunication Services Message Handling Service;
“authorised path” means a communication path suitable for a given message category;
“automatic dependent surveillance-contract (ADS-C)” means an ADS-C agreement which would be used as an exchange between the ground system and the aircraft, via a data link, specifying under which conditions ADS-C reports would be initiated, and what data would be contained in the reports;
“automatic dependent surveillance-broadcast (ADS-B)” means the way in which the aircraft, aerodrome vehicles and other objects can automatically transmit or receive data such as identification, position and additional data, as appropriate, in a broadcast mode via a data link;
“automatic terminal information service (ATIS)” means the automatic provision of current, routine information to arriving and departing aircraft throughout 24 hours or a specified portion thereof;
“Base station (BS)” means a generalised equipment set providing connectivity, management, and control of the Mobile station (MS);
“BDS Comm-B Data Selector” means the eight-bit BDS code that determines the register whose contents are to be transferred in the MB field of a comm-B reply which is expressed in two groups of four bits each, BDS1 of most significant four bits and BDS2 least significant four bits;
“bit error rate (BER)” means the number of bit errors in a sample divided by the total number of bits in the sample, generally averaged over many such samples;
“break-before-make AeroMACS handover” means where the service with the target Base station starts after a disconnection of the service with the previous serving Base station;
“broadcast” means a transmission of information relating to air navigation that is not addressed to a specific station or stations;
“burst profile” means a set of parameters that describe the uplink or downlink transmission properties associated with an interval usage code and each profile contains parameters such as modulation type, forward error correction (FEC) type, preamble, length, guard times;
“burst” means a time defined, contiguous set of one or more related signal units which may transfer user information and protocols, signalling any necessary preamble;
“capability report” means information identifying whether the transponder has a data link capability as reported in the capability field of an all-call reply or squitter transmission;
“carrier-to-multipath ratio (C/M)” means the ratio of the carrier power received directly without reflection to the multipath power carrier received via reflection;
“carrier-to-noise density ratio (C/No)” means the ratio of the total carrier power to the average noise power in a 1 Hz band-width, usually expressed in dBHz;
“channel rate accuracy” means the relative accuracy of the clock to which the transmitted channel bits are synchronised at a channel rate of 1.2 kbits/s, maximum error of one part in 106 implies the maximum allowed error in the clock is ±1.2 x 10-3Hz;
“channel rate” means the rate at which bits are transmitted over the Radio Frequency channel and these bits include those bits used for framing and error correction, as well as the information bits for burst transmission and the channel rate refers to the instantaneous burst rate over the period of the burst;
“circuit mode” means a configuration of the communications network which gives the appearance to the application of a dedicated transmission path;
“close-out” means a command from Mode S interrogator that terminates Mode S link layer communication transaction;
“cluster of interrogators” means two or more interrogators with the same interrogator identifier (II) code, operating co-operatively to ensure that there is no interference to the required surveillance and data link performance of each of the interrogators in areas of common coverage;
“coded chip” means a “1” or “0” output of the rate ½ or ¼ convolutional code Encoder;
“comm-A” means a 112-bit interrogation containing the 56-bit MA message field which is used by the uplink standard length message (SLM) and the broadcast protocols;
“comm-B” means a 112-bit reply containing the 56-bit MB message field which is used by the downlink SLM, ground-initiated and broadcast protocols;
“comm-C” means a 112-bit interrogation containing the 80-bit MC message field which is used by the uplink extended Length message (ELM) protocol;
“comm-D” means a 112-bit reply containing the 80-bit MD message field which is used by the downlink ELM protocol;
“CNS” means Communication, Navigations and Surveillance;
“connection” means a logical association between peer-level entities in a communication system;
“connection establishment delay” means connection establishment delay as defined in ISO 8348 and it includes a component attributable to the subnetwork (SN) service user which is the time between the SN-CONNECT indication and the SN-CONNECT response and this user component is due to work outside the boundaries of the satellite subnetwork and is therefore excluded from the AMS(R)S specifications;
“controller pilot data link communications (CPDLC)” means communication between a controller and the pilot, using data link for ATC communications;
“Convolutional turbo codes (CTC)” means type of forward error collection (FEC) code;
“COSPAS-SARSAT” means Space System for Search of vessels in distress, Search and Rescue Satellite-Aided Tracking;
“current slot” means the slot in which a received transmission begins;
“data circuit-terminating equipment (DCE)” means a DCE network provider equipment used to facilitate communications between DTEs;
“data link capability report” means information in a comm-B reply which identifies the complete Mode S communications capabilities of the aircraft installation;
“data link entity (DLE)” means a protocol State machine capable of setting up and managing a single data link connection;
“data link flight information services (D-FIS)” means the provision of FIS via data link;
“data link initiation capability (DLIC)” means a data link application that provides the ability to exchange addresses, names and version numbers necessary to initiate data link applications;
“data link service (DLS) sub-layer” means the sub-layer that resides above the MAC sub-layer and the VDL Mode 4 whereby the DLS sub-layer resides above the VSS sub-layer of which the DLS manages to transmit the queue, creates and destroys DLEs for connection oriented communications and provides facilities for the link management entity to manage the DLS and facilities for connectionless communications;
“data link-automatic terminal information service (D-ATIS)” means the provision of ATIS via data link;
“data signalling rate” means data signalling rate referring to the passage of information per unit of time, and is expressed in bits or seconds which is given by the formula—
where m is the number of parallel channels, Ti is the minimum interval for the ith channel expressed in seconds, ni is the number of significant conditions of the modulation in the ith channel;
“data terminal equipment (DTE)” means an endpoint of a subnetwork connection;
“data transfer delay, 95th percentile” means the statistical distribution of delays for which data transit delay is the average;
“data transit delay” means the average value of the statistical distribution of data delays in accordance with ISO 8348 which delay represents the subnetwork delay and does not include the connection establishment delay;
“degree of standardised test distortion” means the degree of distortion of the restitution measured during a specific period of time when the modulation is perfect and corresponds to a specific text;
“designated operational coverage (DOC) area” means the area in which a particular service is provided and in which the service is afforded frequency protection;
“direct link service” means a data communications service which makes no attempt to automatically correct errors, detected or undetected, at the link layer of the air-ground communications path whereby error control may be effected by end-user systems;
“directory service (DIR)” means a service based on the ITU-T X.500 series of recommendations, providing access to and management of structured information relevant to the operation of the ATN and its users;
“domain” means a set of end systems and intermediate systems that operate according to the same routing procedures and that is wholly contained within a single administrative domain;
“doppler shift” means the frequency shift observed at a receiver due to any relative motion between transmitter and receiver;
“downlink ELM (DELM)” means extended length downlink communications by means of 112-bit Mode S Comm-D replies, each containing the 80-bit comm-D message field (MD);
“downlink” means a term referring to the transmission of data from an aircraft to the ground of which Mode S air-to-ground signals are transmitted on the 1 090 MHz reply frequency channel;
“effective margin” means that margin of an individual apparatus which could be measured under actual operating conditions;
“end-to-end” means pertaining or relating to an entire communication path, typically from the interface between the—
(a) information source and the communication system at the transmitting end to; and
(b) communication system and the information user or processor or application at the receiving end;
“end-user” means an ultimate source and/or consumer of information;
“energy per symbol to noise density ratio (Es/No)” means the ratio of the average energy transmitted per channel symbol to the average noise power in a 1 Hz bandwidth, usually expressed in dB and for A-BPSK and A-QPSK, one channel symbol refers to one channel bit;
“equivalent isotropically radiated power (EIRP)” means the product of the power supplied to the antenna and the antenna gain in a given direction relative to an isotropic antenna, absolute or isotropic gain;
“extended Golay Code” means an error correction code capable of correcting multiple bit errors;
“extended Length message (ELM)” means a series of comm-C interrogations uplink ELM transmitted without the requirement for intervening replies, or a series of comm-D replies downlink ELM transmitted without intervening interrogations;
“flight information service (FIS)” means a service provided for the purpose of giving advice and information that is useful for the safe and efficient conduct of the flights;
“forward error correction (FEC)” means the process of adding redundant information to the transmitted signal in a manner which allows correction at the receiver of the errors incurred in the transmission;
“frame” means the link layer frame composed of a sequence of address, control, FCS and information fields and for VDL Mode 2, of which these fields are bracketed by opening and closing flag sequences, and a frame may or may not include a variable-length information field;
“frequency assignment” means a logical assignment of the centre frequency and channel bandwidth programmed to the Base station (BS);
“gain-to-noise temperature ratio” means the ratio, usually expressed in dB/K, of the antenna gain to the noise at the receiver output of the antenna subsystem which noise is expressed as the temperature that a 1 ohm resistor must be raised to produce the same noise power density;
“gaussian filtered frequency shift keying (GFSK)” means a continuous-phase, frequency shift keying technique using two tones and a Gaussian pulse shape filter;
“general formatter/manager (GFM)” means the aircraft function responsible for—
(a) formatting messages to be inserted in the transponder registers; and
(b) detecting and handling error conditions such as the loss of input data;
“global signalling channel (GSC)” means a channel available on a worldwide basis which provides for communication control;
“ground data circuit-terminating equipment (GDCE)” means a ground specific data circuit-terminating equipment associated with a ground data link processor (GDLP) which operates a protocol unique to Mode S data link for data transfer between air and ground;
“ground data link processor (GDLP)” means a ground-resident processor that is specific to a particular air-ground data link for Mode S, which provides channel management and segments or reassembles messages for transfer and is connected on one side by means of its data circuit-terminating equipment to the ground elements common to all data link systems, and on the other side to the air-ground link itself;
“ground earth station (GES)” means an earth station in the fixed satellite service, or, in some cases, in the aeronautical mobile-satellite service, located at a specified fixed point on land to provide a feeder link for the aeronautical mobile satellite service;
“ground-initiated Comm-B (GICB)” means the ground-initiated Comm-B protocol that allows the interrogator to extract comm-B replies containing data from a defined source in the MB field;
“ground-initiated protocol” means a procedure initiated by a Mode S interrogator for delivering standard length or extended Length messages to a Mode S aircraft installation;
“hands-off” means those connections which manages the media access control sub-layer and physical layer of which an aircraft LME tracks how well it can communicate with the ground stations of a single ground system, an aircraft VME instantiates an LME for each ground station that it monitors while the ground VME instantiates an LME for each aircraft that it monitors and an LME is deleted when communication with the peer system is no longer viable;
“HFDL” means High Frequency Data Link;
“high frequency network protocol data unit (HFNPDU)” means user data packet;
“high performance receiver” means a Universal Access Transmitter receiver with enhanced selectivity to improve the rejection of adjacent frequency DME interference;
“link layer” means the layer that lies immediately above the physical layer in the Open Systems Interconnection protocol model that provides for the reliable transfer of information across the physical media and is subdivided into the data link sub-layer and the media access control sub-layer;
“link management entity (LME)” means a protocol State machine capable of acquiring, establishing and maintaining a connection to a single peer system which establishes data link and subnetwork connections;
“link protocol data unit (LPDU)” means data unit which encapsulates a segment of an HFNPDU;
“link” means a link that connects an aircraft DLE and a ground DLE and is uniquely specified by the combination of an aircraft DLS address and the ground DLS address and a different subnetwork entity resides above every link endpoint;
“low modulation rates” means modulation rates up to and including 300 bauds;
“MANSOPS” means manual of air navigation services operations;
“margin” means the maximum degree of distortion of the circuit at the end of which the apparatus is situated and is compatible with the correct translation of all the signals which it may possibly receive;
“M-ary phase shift keying (M-PSK) modulation” means a digital phase modulation that causes the phase of the carrier waveform to take on one of a set of M values;
“M burst” means a management channel data block of bits used in VDL Mode 3 which contains signalling information needed for media access and link status monitoring;
“media access control (MAC)” means the sub-layer that acquires the data path and controls the movement of bits over the data path;
“media access protocol data unit (MPDU)” means data unit which encapsulates one or more LPDUs;
“medium modulation rates” means modulation rates above 300 and up to and including 3 000 bauds;
“Mobile station (MS)” means a station in the mobile service intended to be used while in motion or during halts at unspecified points of which MS is always a subscriber station (SS);
“Mode 2” means a data-only of VDL mode that uses D8PSK modulation and a carrier sense multiple access (CSMA) control scheme;
“Mode 3” means a voice and data VDL mode that uses D8PSK modulation and a TDMA media to access the control scheme;
“Mode 4” means a data-only for VDL mode which is using a GFSK modulation scheme and self-organising time division multiple access (STDMA);
“Mode S air-initiated Comm-B (AICB) protocol” means a procedure initiated by a Mode S transponder for transmitting a single comm-B segment from aircraft installation;
“Mode S broadcast” means the protocol within the Mode S system that permits uplink messages to be sent to all aircraft in coverage area, and downlink messages to be made available to all interrogators that have the aircraft wishing to send the message under surveillance;
“Mode S broadcast protocols” means procedures allowing standard length uplink or downlink messages to be received by more than one transponder or ground interrogator respectively;
“Mode S frame” means the basic unit of the transfer at the link level of which in the context of Mode S sub-network, a frame can include from one to four comm-A or comm-B segments, from two to sixteen comm-C segments, or from one to sixteen comm-D segments;
“Mode S ground-initiated Comm-B (GICB) protocol” means a procedure initiated by a Mode S interrogator for eliciting a single comm-B segment from a Mode S aircraft installation, incorporating the contents of one of 255 comm-B registers within the Mode S transponder;
“Mode S multisite-directed protocol” means a procedure to ensure that extraction and close-out of a downlink standard length or extended Length message is affected only by the particular Mode S interrogator selected by the aircraft;
“Mode S packet” means a packet conforming to the Mode S sub-network standard, designed to minimise the bandwidth required from the air-ground link where the ISO 8208 packets may be transformed into Mode S packets and vice-versa;
“Mode S specific protocol (MSP)” means a protocol that provides restricted datagram service within the Mode S sub-network;
“Mode S specific services entity (SSE)” means an entity resident within an XDLP that provide access to the Mode S specific services;
“Mode S specific services” means a set of communication services provided by the Mode S system which are not available from other air-ground subnetworks, and therefore not interoperable;
“Mode S sub-network” means performing an interchange of digital data through the use of secondary surveillance radar (SSR) Mode S interrogators and transponders in accordance with defined protocols;
“modulation rate” means the reciprocal of the unit interval measured in seconds and this rate is expressed in bauds;
“M-PSK symbol” means one of the M possible phase shifts of the M-PSK modulated carrier representing a group of log2 M coded chips;
“network (N)” means the word “network” and its abbreviation “N” in ISO 8348 are replaced by the word “subnetwork” and its abbreviation “SN”, respectively, wherever they appear in relation to the subnetwork layer packet data performance;
“optimum sampling point” means the optimum sampling point of a received UAT bit stream is at the nominal centre of each bit period, when the frequency offset is either plus or minus 312.5 kHz;
“packet” means the basic unit of data transfer among communication devices within the network layer of an ISO 8208 packet or a Mode S packet;
“partial usage sub-channelisation (PUSC)” means a technique in which the orthogonal frequency division multiplexing (OFDM) symbol subcarriers are divided and permuted among a subset of sub-channels for transmission, providing partial frequency diversity;
“peak envelope power (PEP)” means the peak power of the modulated signal supplied by the transmitter to the antenna transmission line;
“physical layer protocol data unit (PPDU)” means data unit passed to the physical layer for transmission, or decoded by the physical layer after reception;
“physical layer” means the lowest level layer in the Open Systems Interconnection protocol model which is concerned with the transmission of binary information over the physical medium and for VHF radio;
“point-to-point” means pertaining or relating to the interconnection of two devices, particularly end-user instruments and it is a communication path of service intended to connect two discrete end-users as distinguished from broadcast or multipoint service;
“power measurement point (PMP)” means a cable connecting the antenna to the UAT equipment whereby PMP is the end of that cable that attaches to the antenna and all power measurements are considered as being made at the PMP unless otherwise specified, whereas the cable connecting the UAT equipment to the antenna is assumed to have 3 dB of loss;
“pseudo random message data block” means several UAT requirements state that performance will be tested using pseudo random message data blocks whereby pseudo random message data blocks should have statistical properties that are nearly indistinguishable from those of a true random selection of bits, for instance, each bit should have nearly equal probability of being a ONE or a ZERO, independent of its neighbouring bits and there should be a large number of such pseudo random message data blocks for each message type for basic ADS-B, Long ADS-B or ground uplink to provide sufficient independent data for statistical performance measurements;
“quality of service (QOS)” means the information relating to data transfer characteristics used by various communications protocols to achieve various levels of performance for network users;
“reed-Solomon code” means an error correction code capable of correcting symbol errors and since symbol errors are collections of bits, these codes provide good burst error correction capabilities;
“reliable link service (RLS)” means a data communications service provided by the subnetwork which automatically provides for error control over its link through error detection and requested retransmission of signal units found to be in error;
“required communication performance (RCP)” means a statement of the performance requirements for operational communication in support of specific ATM functions;
“residual error rate” means the ratio of incorrect, lost and duplicate subnetwork service data units SNSDUs to the total number of SNSDUs that were sent;
“segment” means a portion of a message that can be accommodated within a single MA/MB field in the case of a standard length message, or MC/MD field in the case of an extended Length message, this term is also applied to the Mode S transmissions containing these fields;
“self-organising time division multiple access (STDMA)” means a multiple access scheme based on time-shared use of a radio frequency (RF) channel employing—
(a) discrete contiguous time slots as the fundamental shared resource; and
(b) a set of operating protocols that allows users to mediate access to these time slots without reliance on a master control station;
“Service data unit (SDU)” means a unit of data transferred between adjacent layer entities, which is encapsulated within a protocol data unit (PDU) for transfer to a peer layer;
“Service flow” means a unidirectional flow of media access control layer (MAC) Service data units (SDUs) on a connection that is providing a particular quality of service (QoS);
“service volume” means a part of the facility coverage where the facility provides a particular service in accordance with relevant regulations and within which the facility is afforded frequency protection;
“slot” means one of a series of consecutive time intervals of equal duration of which each burst transmission starts at the beginning of a slot;
“slotted aloha” means a random access strategy whereby multiple users access the same communications channel independently, but each communication must be confined to a fixed time slot and the same timing slot structure is known to all users, but there is no other co-ordination between the users;
“spot beam” means satellite antenna directivity whose main lobe encompasses significantly less than the earth’s surface that is within line-of-sight view of the satellite which is designed so as to improve system resource efficiency with respect to geographical distribution of user earth stations;
“squitter protocol data unit (SPDU)” means data packet which is broadcasting every 32 seconds by an HFDL ground station on each of its operating frequencies, and which contains link management information;
“standard length message (SLM)” means an exchange of digital data using selectively addressed comm-A interrogations and/or comm-B replies;
“standard UAT receiver” means a general purpose UAT receiver satisfying the minimum rejection requirements of interference from adjacent frequency distance measuring equipment (DME);
“subnetwork” means an actual implementation of a data network that employs a homogeneous protocol and addressing plan, and is under the control of a single authority;
“subnetwork service data unit (SNSDU)” means an amount of subnetwork user data and the identity of which is preserved from one end of a subnetwork connection to the other;
“subnetwork connection” means a long-term association between an aircraft DTE and a ground DTE using successive virtual calls to maintain context across link handoff;
“subnetwork dependent convergence function (SNDCF)” means the matches of the characteristics and services of a particular subnetwork to those characteristics and services required by the internetwork facility;
“subnetwork entity” means the phrase “ground DCE” which would be used for the subnetwork entity in a ground station communicating with an aircraft and the phrase “ground DTE” would be used for the subnetwork entity in a ground router communicating with an aircraft station and, the phrase “aircraft DTE” would be used for the subnetwork entity in an aircraft communicating with the station, and a subnetwork entity is a packet layer entity as defined in ISO 8208;
“subnetwork entry time” means the time from when the Mobile station starts the scanning for BS transmission, until the network link establishes the connection in order for the first network user “protocol data unit” to be sent;
“subnetwork layer” means the layer that establishes, manages and terminates connections across a subnetwork;
“subnetwork management entity (SNME)” means an entity resident within a GDLP that performs subnetwork management and communicates with peer entities in intermediate or end-systems;
“subnetwork service data unit (SNSDU)” means an amount of subnetwork user data and the identity of which is preserved from one end of a subnetwork connection to the other;
“subscriber station (SS)” means a generalised equipment set providing connectivity between subscriber equipment and a Base station (BS);
“successful message reception (SMR)” means the function within the UAT receiver for declaring a received message as valid for passing to an application that uses received UAT messages;
“synchronous operation” means operation in which the time interval between code units is constant;
“system” means a VDL-capable entity which is a system comprising of one or more stations and the associated VDL management entity and a system may either be an aircraft system or a ground system;
“time division duplex (TDD)” means a duplex scheme where the uplink and the downlink transmissions occur at different times but may share the same frequency;
“time division multiple access (TDMA)” means a multiple access scheme based on time-shared use of an RF channel employing—
(a) discrete contiguous time slots as the fundamental shared resource; and
(b) a set of operating protocols that allows users to interact with a master control station to mediate access to the channel;
“time division multiplex (TDM)” means a channel sharing strategy in which packets of information from the same source but with different destinations are sequenced in time on the same channel;
“timeout” means the cancellation of a transaction after one of the participating entities has failed to provide a required response within a pre-defined period of time;
“total voice transfer delay” means the elapsed time commencing at the instant that speech is presented to the AES or GES and concluding at the instant that the speech enters the interconnecting network of the counterpart GES or AES, this delay includes vocoder processing time, physical layer delay, RF propagation delay and any other delays within an AMS(R)S subnetwork;
“transit delay” means in packet data systems, the elapsed time between a request to transmit an assembled data packet and an indication at the receiving end that the corresponding packet has been received and is ready to be used or forwarded;
“UAT ADS-B message” means a message broadcasted once per second by each aircraft to convey State vector and other information and the UAT ADS-B messages can be in one of two forms depending on the amount of information to be transmitted in a given second which is the basic UAT ADS-B message or the long UAT ADS-B message where UAT ground stations can support traffic information service-broadcast (TIS-B) through transmission of individual ADS-B messages in the ADS-B segment of the UAT frame;
“UAT ground uplink message” means a message broadcasted by ground stations, within the ground segment of the UAT frame, to convey flight information such as text and graphical weather data, advisories, and other aeronautical information, to aircraft that are in the service volume of the ground station;
“universal access transceiver (UAT)” means a broadcast data link operating on 978 MHz, with a modulation rate of 1.041667 Mbps;
“uplink ELM (UELM)” means extended length uplink communication by means of 112-bit Mode S Comm-C interrogations, each containing the 80-bit comm-C message field (MC);
“uplink” means a term referring to the transmission of data from the ground to an aircraft whereby the Mode S ground-to-air signals are transmitted on the 1030 MHz interrogation frequency channel;
“user group” means a group of ground and/or aircraft stations which share voice and/or data connectivity and for voice communications, all members of a user group can access all communications and data communications include point-to-point connectivity for air-to-ground messages, and point-to-point and broadcast connectivity for ground-to-air messages;
“UTC” means Coordinated Universal Time;
“VDL management entity (VME)” means a VDL-specific entity that provides the quality of service requested by the ATN-defined SN_SME whereby AVME uses the LMEs that it creates and destroys, to enquire the quality of service available from peer systems;
“VDL Mode 4 burst” means a VHF digital link (VDL) Mode 4 burst is composed of a sequence of source address, burst ID, information, slot reservation and frame check sequence (FCS) fields, bracketed by opening and closing flag sequences;
“VDL Mode 4 DLS system” means a VDL system that implements the VDL Mode 4 DLS and subnetwork protocols to carry ATN packets or other packets;
“VDL Mode 4 specific services (VSS) sublayer” means the sublayer that resides above the MAC sublayer and provides VDL Mode 4 specific access protocols including reserved, random and fixed protocols;
“VDL station” means an aircraft-based or ground-based physical entity, capable of VDL Mode 2, 3 or 4;
“VHF” means Very High Frequency;
“VHF digital link (VDL)” means a constituent mobile subnetwork of the Aeronautical Telecommunication Network (ATN), operating in the aeronautical mobile VHF frequency band and the VDL may provide non-ATN functions such as, for instance, digitised voice;
“vocoder” means a low bit rate voice encoder or decoder;
“voice unit” means device that provides a simplex audio and signalling interface between the user and VDL;
“voice-automatic terminal information service (Voice-ATIS)” means the provision of ATIS by means of continuous and repetitive voice broadcasts;
“VSS user” means a user of the VDL Mode 4 specific services and the VSS user could be higher layers in the VDL Mode 4 SARPs or an external application using VDL Mode 4;
“XDCE” means a general term referring to both the ADCE and the GDCE; and
“XDLP” means a general term referring to both the ADLP and the GDLP.
(1) These Regulations shall apply to any person who provides communication, navigation and surveillance services within a designated air space and at an Aerodrome.
(2) These Regulations shall not apply to a person who provides communication, navigation and surveillance services to a State aircraft.
PART II
General Requirements (regs 4-19)
4. Requirements for communication facility
The minimum requirements for planning, installing, commissioning, training, operating and maintaining communication facility shall conform to these Regulations.
5. Certification of air navigation service provider
A person who wishes to provide air navigation services provider (ANSP) or to operate a facility to support an Air traffic service shall hold an ANSP certificate issued in accordance with the Civil Aviation (Certification of Air Navigation Services Providers) Regulations (Cap. 71:01 (Sub. Leg.)).
(1) A person shall not provide ANSP or operate communication, navigation and surveillance facility or system in a designated airspace and Aerodrome unless a facility or system has been approved by the Authority.
(2) The ANSP shall notify the Authority of its intention to procure, install, use, decommission, upgrade or relocate any communication, navigation and surveillance facility in a designated airspace and Aerodrome for a period not exceeding 30 days prior to the date of the commencement of the process.
(3) The Authority shall approve the installation, use, decommissioning, upgrading or relocation of all the communication, navigation and surveillance facility in a designated airspace and Aerodrome.
(1) The Authority shall carry out the inspection and audit on CNS facilities, documents and the records of the CNS facilities to determine whether they comply with these Regulations.
(2) An inspector of the Authority shall have unrestricted access to the facilities, installations, records and the documents of the ANSP, to determine whether they comply with these Regulations and the required procedures.
(1) The ANSP shall—
(a) provide the procedures to ensure that the communication, navigation and surveillance systems—
(i) are operated, maintained, made available and are reliable in accordance with the requirements provided by the Authority,
(ii) are designed to meet the applicable operational specification for that facility,
(iii) are installed and commissioned as provided by the Authority, and
(iv) conform to the applicable system characteristics and specification standards as provided by the Authority; and
(b) determine the site for the installation of a new facility, based on operational requirements, construction aspects and the maintainability of a facility.
(2) The procedures provided in terms of subregulation (1), shall be installed by a licensed ATSEP with the relevant ratings requirements for the establishment of a facility.
(1) The ANSP shall—
(a) provide the procedures to ensure that each new facility is commissioned to meet the specifications for that facility; and
(b) ensure that the newly established facility is in compliance with the applicable standards of establishing a facility.
(2) The ANSP shall ensure that—
(a) the system performance of the new facility has been validated by the necessary tests; and
(b) all the parties involved with the operation and maintenance of the facility, including its maintenance contractor has accepted the test and is satisfied with the result of a test.
(3) The ANSP shall ensure that the procedures shall include—
(a) documentation of tests conducted on the facility prior to the commissioning; and
(b) the test result to see whether there is compliance with the facility requirements and the applicable standards of any flight check required.
10. Availability and reliability of communication facility
(1) The ANSP shall provide for a communication services and a facility to ensure that the telecommunication information and data necessary for the safe, regular and efficient operation of air navigation is available.
(2) The functional specification of each of the air navigation service provider’s telecommunication services shall have the following values or characteristics for each service—
(a) availability;
(b) accuracy;
(c) integrity;
(d) mean time between failure (MTBF) reliability; and
(e) mean time to repair (MTTF).
(3) The values or characteristics referred to in subregulation (2) shall be derived or be measured from either or both of—
(a) the configuration of each service; and
(b) the known performance of each service.
(4) The ANSP shall describe in the operations manual the method used to calculate each of the values or characteristics of each service.
(5) The integrity values or characteristics of a Radio Navigation Service shall be given for each kind of navigation aid facility that forms part of the service.
(6) The performance of technical facilities shall be monitored, reviewed and reported in accordance of the procedures provided under these Regulations.
(7) The ANSP shall ensure that—
(a) each and every facility is installed with the main and the standby power supply; and
(b) the adequate air conditioning is continuously operational to the service being provided.
11. Interface arrangement for support services
The ANSP shall, where applicable, make a formal interface arrangements with the external organisations in the form of the service agreements detailing the following—
(a) the interface and the functional specifications of the support service;
(b) the service level of the support service such as availability, accuracy, integrity and the recovery time of the failure of the service; and
(c) the monitoring and reporting of the operational status of the service to the service provider.
12. Record keeping and documentation
(1) The ANSP shall—
(a) hold copies of the relevant equipment manuals, technical standards, practices, instructions, maintenance procedures, site logbooks, systems backup data, equipment and test gear inventory and any other documentation that are necessary for the provision and operation of the facility;
(b) establish a procedure for the control of the documentation required under these Regulations;
(c) keep the records under the control of the relevant key personnel; and
(d) control access to the records system to ensure appropriate security.
(2) The ANSP shall ensure that data and voice for Air Navigation Service Operational Systems are recorded continuously and the procedures shall be provided for the retention and utilisation of the recordings for purposes of analysis.
(3) The ANSP shall—
(a) keep all documents and records which are necessary for the operation and maintenance of the service;
(b) make available copies of the documents and records to the authorised personnel when needed.
(4) The documents and records referred to under subregulation (3) shall include—
(a) a copy of these Regulations;
(b) the ANSP’s operations manual;
(c) ICAO Annex 10 Aeronautical Telecommunications, Volumes I to V, ICAO Doc 8071-Manual on Testing of Radio Navigation Aids, and other relevant ICAO documents;
(d) the records of malfunction and safety incident reports;
(e) the records of internal audit reports;
(f) the agreements with other organisations;
(g) the records of investigation into serious incidents;
(h) the records of the staff deployment, duty and leave rosters;
(i) the records of equipment spares;
(j) the records of job description, training programme and plan of each staff member; and
(k) all related air navigation service technical standards and guidance materials developed by the Authority.
(5) A document and records kept for the purposes of these Regulations shall be kept for at least 10 years.
(6) The ANSP shall establish a process for the authorisation and for the amendment of the documents kept for purposes of these Regulations to ensure that they are constantly updated and amended and to ensure that—
(a) the currency of the documentation can be readily determined;
(b) the amendments to the documentation are controlled in accordance with established quality management principles;
(c) only the current versions of the documents shall be made available; and
(d) the person authorising the creation and the revision shall be identified.
(7) The ANSP shall ensure that where documents and records are kept as soft copy and are made available, they are subjected to the same control as hard copy documents.
(8) The ANSP shall provide the procedures to identify, collect, index, store, maintain, and dispose records covering—
(a) the performance and maintenance history of each facility;
(b) the establishment of the periodic test programmes for each facility;
(c) each item of test equipment required for the measurement of critical performance parameters;
(d) each reported or detected facility malfunction;
(e) each internal quality assurance review; and
(f) each authorised personnel who is authorised to place facilities into operational service.
(1) The ANSP shall develop an operations manual that shall demonstrate the ANSP’s compliance with these Regulations.
(2) The contents of the operations manual shall contain—
(a) the information required for the ANSP in accordance with these Regulations;
(b) an organisational chart of the ANSP and its maintenance contractors, if any, that shows the position of each personnel and the name, qualifications, experiences, duties and responsibilities of the personnel who is responsible for ensuring the compliance of the organisation with the requirements provided in these Regulations;
(c) an overall operation and maintenance plan for the aeronautical telecommunication service for each facility as provided in these Regulations;
(d) for each facility, the information on the compliance of the facility with these Regulations and the applicable aeronautical telecommunication standards; and
(e) the system performance target of each facility, such as its availability and reliability.
(3) The operations manual shall consist of the main manual covering the main areas that need to be addressed, as well as separate supporting documents and manuals, such as the operation and maintenance plan of each facility that is referred to in the main manual.
(4) The ANSP shall develop an operation and maintenance plan for each facility which shall include—
(a) a procedure for the periodic inspection and testing of each facility to verify that the plan meets the operational and performance specifications of that facility;
(b) details of flight test, if necessary, such as the standards and procedures to be used and flight test interval, which shall be in compliance with guidelines provided by the Authority;
(c) the interval between periodic inspection and flight test and the basis for that interval and whenever the interval is changed, the recording and documentation reasons for such change;
(d) the operation and maintenance instructions for each facility;
(e) an analysis of the number of personnel required to operate and maintain each facility taking into account the workload required;
(f) the corrective plan and procedures for each facility, including whether the repair of modules and component are undertaken in-house or by equipment manufacturers and the spare support plan for each facility; and
(g) the maintenance plan or the operating and maintenance instructions for each facility shall specify the test equipment requirements for all levels of operation and maintenance undertaken.
(5) The ANSP shall control the distribution of the operations manual and ensure that it is amended whenever necessary to maintain the accuracy of the information in the operations manual and to keep its contents up-to-date.
14. Periodic inspection, testing and security of communication facility
(1) The ANSP shall establish a procedure for the periodic inspection and testing of the communication, navigation and surveillance systems to verify that each facility meets the applicable operational requirements and performance specifications for that facility.
(2) The ANSP shall ensure—
(a) that the appropriate inspection, measuring and testing equipment are available for staff to maintain the operation of each facility; and
(b) the control, calibration and maintenance of such equipment so that they have the precision and accuracy necessary for the measurements and tests to be performed.
(3) The periodic inspection under subregulation (1) shall include the—
(a) security of the facility and site;
(b) adherence to the approved maintenance programme;
(c) upkeep of the equipment, building, site and site services; and
(d) adequacy of facility records and documentation.
(4) The ANSP shall establish a security programme for the communication, navigation and surveillance facility.
(5) The security programme established under subregulation (4) shall specify the physical security requirements, practices, and procedures to be followed for the purposes of minimising the risk of destruction or damage to, or interference with the operation of communication, navigation and surveillance facility.
(6) The ANSP shall make a test transmission if—
(a) the transmission is necessary to test a service, facility or equipment;
(b) within a reasonable time before commencing the transmission, the users have been informed about the transmission;
(c) at the commencement of the transmission, the service provider identifies the transmission as a test transmission; and
(d) the transmission contains information identifying it as a test transmission.
(7) The ANSP shall ensure that—
(a) CNS systems and services are protected against cyber threats and attacks to a level consistent with the application service requirements;
(b) all end-systems supporting air navigation security services shall be capable of authenticating the identity of peer end-systems, authenticating the source of messages and ensuring the data integrity of the messages;
(c) strategies and best practices on the protection of the critical information and communications technology systems used for civil aviation purposes are developed and implemented; and
(d) policies are established to ensure that, for critical aviation systems—
(i) architectures are secured by design,
(ii) are resilient,
(iii) methods for data transfer are secured, ensuring integrity and confidentiality of data,
(iv) monitoring and incident detection and reporting, methods are implemented, and
(v) of the forensic analysis of cyber incidents are carried out.
15. Flight inspection and facility check after accident or incident
(1) The ANSP shall ensure that radio navigation aids is available for use by aircraft engaged in air navigation and that the radio navigation aids is subjected to periodic ground and facility flight inspections.
(2) The ANSP shall develop the procedure to check and record the operating condition of any communication, navigation and surveillance facility that may have been used by an aircraft that is involved in an accident or incident.
16. Radio frequency management and interference reporting
The ANSP shall—
(a) establish the procedure for the management and protection of aeronautical radio spectrum;
(b) designate a responsible person to control any frequency allocation within the aeronautical radio spectrum to ensure that there would be no conflict and interference to any radio stations or facility;
(c) ensure that there is no willful transmission of unnecessary or anonymous radio signals, messages or data by any of its radio stations;
(d) establish procedures with the communication authority to address occurrence of radio frequency interference;
(e) ensure that any frequency interference occurrences are reported, investigated and follow-up actions would be taken to prevent recurrence;
(f) keep updated records of all allocated frequencies; and
(g) ensure that no facility providing radio signals for the purpose of aviation safety shall be allowed to continue in operation, if there is a suspicion or any cause to suspect that the information being provided by that facility is erroneous.
17. CNS personnel training and other requirements
(1) The ANSP shall—
(a) ensure that the facility employs sufficient number of personnel who possess the skills, qualifications and competencies required in the provision of the aeronautical telecommunication service;
(b) provide in the MANSOPS an analysis of the personnel required to perform the communication navigation and surveillance services for each facility taking into account the duties and workload required;
(c) develop job descriptions for each of facility staff that would show the job purpose, key responsibilities, and outcome to be achieved by each staff;
(d) develop an overall training policy and programme for the organisation;
(e) designate an officer in charge of training or on-job training at the operational stations;
(f) maintain individual training records for each of the facility staff;
(g) conduct a yearly review of the training plan for each staff at the beginning of each year to identify any gaps in competency and changes in training requirement, and prioritise the type of training required for the following year; and
(h) ensure that the training requirements of these Regulations are similarly applied to the facility maintenance contractors.
(2) The on-job training officer under subregulation (1)(e) above shall have satisfactorily completed the on-job training instructional techniques course.
(3) A person shall not perform a function related to the installation, training, operation or maintenance of any communication, navigation and a surveillance system unless—
(a) that person has successfully completed training in the performance of that function in line with the ATSEP competency based training requirements; and
(b) the ANSP is satisfied that the technical person is competent in performing that function.
18. Facility malfunction incident reporting and operational status of communication systems
(1) The ANSP shall establish procedures for the reporting, collection and notification of the facility malfunction and safety incidents.
(2) The procedures established in subregulation (1) shall be documented in the MANSOPS.
(3) The ANSP shall compile reports of the incidents and review such reports periodically with the facility maintenance contractors to—
(a) determine the cause of the incidents and determine any adverse trends;
(b) implement corrective and preventive actions where necessary to prevent recurrence of the incidents; and
(c) implement any measures to improve the safety performance of the aeronautical telecommunication service.
(4) The ANSP shall—
(a) report any serious service failure or safety incident to the Authority and investigate such incidents in order to establish how and why the incident happened, including possible organisational contributing factors and to recommend actions to prevent a recurrence; and
(b) ensure that the information on the operational status of each communication, navigation and surveillance facility that is essential for the en route, approach, landing, and take-off phases of flight is provided to meet the operational needs of the service being provided.
19. Safety case, notification of communication facility status and interruption to service
(1) The ANSP shall ensure that for safety, critical systems, including automated air traffic control systems, communication systems and instrument landing systems, the commissioning of such systems shall include the conduct of a safety case or equivalent.
(2) The ANSP shall ensure that human factors principles are observed in the design, operations and maintenance of aeronautical telecommunication facilities.
(3) The ANSP shall, as soon as possible—
(a) forward to the aeronautical information services—
(i) information on the operational details of any new facility for publication in the aeronautical information publication, and
(ii) information concerning any change in the operational status of any existing facility, for the issue of a notice to airmen; and
(b) to ensure that the information forwarded under paragraph (a) has been accurately published.
(4) The ANSP shall—
(a) establish a procedure to be used in the event of interruption of aeronautical information service to an aircraft or when upgrading communication, navigation and surveillance systems; and
(b) specify an acceptable recovery time for each service.
PART III
Aeronautical Telecommunication Network (ATN) (regs 20-21)
20. General requirements for the transmission of ATN to operating agencies
(1) The ATN shall specifically and exclusively be used to provide digital data communications services to Air traffic service provider facility and aircraft operating agencies in support of—
(a) air traffic services communications with aircraft;
(b) air traffic services communications between Air traffic service units;
(c) Aeronautical Operational Control communications; and
(d) Aeronautical Administrative Communications.
(2) The ATN communication services in subregulation (1) shall support ATN applications.
(3) The ATN shall make arrangement for the implementation of the Aeronautical Telecommunication Network on the basis of the regional air navigation agreements.
(4) The operating agencies referred to in subregulation (1) shall specify the area in which the communication standards for the Aeronautical Telecommunication Network, open system interconnection or the Aeronautical Telecommunication Network and the Internet Protocol Suite are applicable.
21. General requirements for ATN
(1) The ATN shall either use international organisation for standardisation (ISO), communication standards for Open Systems Interconnection (OSI) or use the Internet Society Communications (ISOC) Standards for the Internet Protocol Suite (IPS).
(2) The Aeronautical Fixed Telecommunication Network and Aeronautical Message Handling System (AFTN/AMHS) gateway shall ensure the interoperability of AFTN stations and networks with the ATN.
(3) An authorised path for the AFTN shall be defined on the basis of a predefined routing policy.
(4) The ATN shall transmit, relay and deliver messages in accordance with the priority classifications and without discrimination or undue delay.
(5) The ATN shall provide the—
(a) means to define data communications that can be carried only over authorised paths for the traffic type and category specified by the user; and
(b) communication in accordance with the provided required communication performance.
(6) The ATN shall operate in accordance with the communication priorities specified in Table 1 and Table 2 of Schedule I to these Regulations.
(7) The ATN shall enable—
(a) the exchange of the application information when one or more authorised paths exist;
(b) an aircraft intermediate system to connect to a ground intermediate system via different subnetworks;
(c) an aircraft intermediate system to connect to different ground intermediate systems; and
(d) the exchange of address information between applications.
(8) The ATN notify the appropriate application processes when no authorised path exists.
(9) The ATN shall make provision for the efficient use of limited bandwidth subnetworks.
(10) The ATN shall be accurate within one second of the UTC where the absolute time of day is used.
PART IV
ATN Application Requirements (regs 22-24)
22. ATN system application requirements
(1) During the implementation of air-ground data links, the ATN shall support the data link initiation capability (DLIC) applications.
(2) The ATN/OSI shall, during the implementation of Air Message Handling Services and security protocols, support the retrieval and modification directory services application.
23. Air-ground applications requirements
The ATN shall be capable of supporting one or more of the following applications—
(a) automatic dependent surveillance-contract (ADS-C);
(b) controller pilot data link communication (CPDLC); and
(c) flight information service (FIS) including automatic terminal information service (ATIS) and Meteorological Reports.
24. Ground-ground applications requirements
The ATN shall be capable of supporting the following applications—
(a) Air Traffic Service Interfacility Data Communication (AIDC); and
(b) Air Traffic Service Message Handling Services (ATSMHS) applications.
PART V
ATN Communications Service Requirements (regs 25-30)
25. ATN/IPS upper layer communications service requirements
An ATN host shall be capable of supporting the ATN/Internet Protocol Suite upper layers including an application layer.
26. ATN/OSI upper layer communications service requirements
An ATN/Open Systems Interconnection end-system shall be capable of supporting the OSI upper layer communications service including session, presentation and application layers.
27. ATN/IPS communications service requirements
(1) An ATN host shall be capable of supporting the ATN/IPS including the—
(a) transport layer in accordance with Transmission Control Protocols and User Datagram Protocols; and
(b) network layer in accordance with Internet Protocol version 6 (IPv6).
(2) An Internet Protocol Suite router shall support the Aeronautical Telecommunication Network layer in accordance with Internet Protocol version 6 and multiprotocol extensions.
28. ATN/OSI communications service requirements
(1) An ATN or the international organisation for standardisation end-system, shall be capable of supporting the Aeronautical Telecommunication Network including the—
(a) transport layer in accordance with international organisation for standardisation transport protocol class 4 and optionally connectionless transport protocol (CLTP); and
(b) network layer in accordance with international organisation for standardisation, connectionless network protocol.
(2) An ATN intermediate system shall support the Aeronautical Telecommunication Network layer in accordance with international organisation for standardisation, connectionless network protocol and international organisation for standardisation, inter-domain routing protocol.
29. ATN naming and addressing requirements
(1) The ATN shall make provisions for unambiguous application identification and addressing.
(2) The ATN shall provide provisions for unambiguous addressing.
(3) The ATN shall provide means to unambiguously address all ATN end-systems and intermediate systems.
(4) The ATN addressing and naming plans shall allow the Authority and agencies to assign addresses and names within their own administrative domains.
(1) The ATN shall make provisions whereby only the controlling ATS unit may provide ATC instructions to aircraft operating in its airspace.
(2) The ATN shall enable the recipient of a message to identify the originator of that message.
(3) The ATN end-systems that supports ATN security services shall be capable of authenticating the—
(a) identity of peer end-systems; and
(b) source of messages and ensuring the integrity of data messages.
(4) The ATN shall be protected against service attacks to a level consistent with the application service requirements.
PART VI
Aeronautical Mobile-Satellite (Route) Service (AMS(R)S) (reg 31)
31. Aeronautical mobile-satellite route service radio frequency characteristics
(1) The mobile-satellite system which provides for AMS(R)S shall conform to the requirements of this Part and the AMS(R)S system which shall support packet data service, voice service or both.
(2) The requirements for mandatory carriage of AMS(R)S system equipment shall including the level of system capability made—
(a) on the basis of regional air navigation agreements specifying an airspace which is on operation;
(b) to implement the timescales for the carriage of equipment; and
(c) to include the performance of an Aircraft earth station, the satellite and the ground earth station.
(3) The agreements specified in subregulation (2) shall provide at least a notice of two years of mandatory carriage of airborne systems.
(4) The Authority shall co-ordinate with national authorities and service providers for the implementation aspects of an AMS(R)S system that would permit worldwide interoperability and optimum use, as the appropriate requirements.
PART VII
Aeronautical Mobile-Satellite Route Service Frequency Bands Characteristics (regs 32-37)
An AMS(R)S system shall operate only in frequency bands when providing AMS(R)S communications, which is appropriately allocated to the aeronautical mobile-satellite route service and shall be protected by the International Telecommunications Union Radio Regulations.
The total emissions of the Aircraft earth station necessary to meet designed system performance shall be controlled to avoid harmful interference to other systems necessary to support safety and regularity of air navigation, installed on the same or other aircraft.
34. Interference to other AMS(R)S equipment
The emissions from an AMS(R)S system Aircraft earth station shall not cause harmful or interfere with an Aircraft earth station which provides an aeronautical mobile-satellite route service on a different aircraft.
The Aircraft earth station equipment shall operate properly in an interference environment causing a cumulative relative change in its receiver noise temperature (DT/T) of 25 per cent.
36. Priority and pre-emptive access
(1) Every Aircraft earth station and ground earth station shall be designed to ensure that messages transmitted in accordance with the Civil Aviation (Communication Procedures) Regulations (Cap. 71:01 (Sub Leg)), including the order of the priority, is not delayed by the transmission and the reception of other types of messages.
(2) As a means to comply with subregulation (1), the message types not defined under these Regulations, shall be terminated even without warning, in order to allow messages referred to under these Regulations, to be transmitted and received.
(3) All AMS(R)S data packets and voice calls shall be identified as to their associated priority.
(4) The AMS(R)S system shall provide voice communications priority over data communications within the same message category.
37. Signal acquisition and tracking
(1) The Aircraft earth station, ground earth station and satellites shall properly acquire and track service link signals when the aircraft is moving at a ground speed of up to 1 500 km/h, 800 knots along any heading.
(2) The Aircraft earth station, ground earth station and satellites shall properly acquire and track service link signals when the component of the aircraft acceleration vector in the plane of the satellite orbit is up to 0.6 g.
PART VIII
Performance Requirements (regs 38-51)
38. Designated operational coverage
An AMS(R)S system shall provide air mobile satellite route service throughout the designated operational coverage (DOC).
(1) An AMS(R)S system shall provide predictions of the time, location and duration of any resultant outages until full service is restored in the event of a service failure.
(2) The AMS(R)S system shall annunciate a loss of communications capability within 30 seconds of the time when the system detects such a loss.
(1) The Aircraft earth station shall meet the relevant performance requirements specified in regulation 38 for an aircraft in a straight level flight throughout the designated operational coverage of the satellite system.
(2) The Aircraft earth station shall meet the relevant performance requirements specified in regulation 38 for the aircraft for the attitudes of +20/-5 degrees of pitch and +/-25 degrees of roll throughout the designated operational coverage (DOC) of the satellite system.
41. AES and GES origination call processing delay
(1) The 95th percentile of the time delayed for a GES to present a call from the original event to the terrestrial network interworking interface after a call origination event has arrived at the AES interface shall not be greater than 20 seconds.
(2) The 95th percentile of the time delayed for an AES to present a call from the original event at its aircraft interface after a call origination event has arrived at the terrestrial network interworking interface shall not be greater than 20 seconds.
42. Packet data service interface
The GES system that provides AMS(R)S packet data service shall provide—
(a) an interface to the Aeronautical Telecommunication Network; and
(b) a connectivity notification function.
43. Packet data service performance
(1) If the Aircraft earth station system provides AMS(R)S packet data service, the AMS(R)S system shall meet the standards of regulation 38.
(2) Where an aeronautical mobile-satellite route service system provides packet data service, it shall be capable of operating as a constituent mobile subnetwork of the Aeronautical Telecommunication Network.
(1) The subnetwork entry time shall be less than 90 seconds.
(2) The from-MS data transit delay, 95th percentile for the highest priority data service, shall be less than or equal to 1.4 seconds over a window of one hour or 600 SDUs, whichever is longer.
(3) The to-MS data transit delay, 95th percentile for the highest priority data service, shall be less than or equal to 1.4 seconds over a window of one hour or 600 SDUs, whichever is longer.
(1) The delay caused for connecting data from GES to AES, shall not be greater than 70 seconds.
(2) The data transit delay values shall be—
(a) based on a fixed subnetwork service data unit length of 128 octets in accordance with ISO 8348; and
(b) defined as average values.
(3) The data transit delay from aircraft shall not be greater than 40 seconds for the highest priority data service.
(4) The data transit delay from aircraft shall not be greater than 28 seconds for the lowest priority data service.
(5) The data transit delay to aircraft shall not be greater than 12 seconds for the highest priority data service.
(6) The data transit delay to aircraft shall not be greater than 28 seconds for the lowest priority data service.
(7) The data transfer delay, 95th percentile, shall not be greater than 80 seconds for the highest priority data service.
(8) The data transfer delay, 95th percentile, from-aircraft, shall not be greater than 60 seconds for the lowest priority data service.
(9) The data transfer delay, 95th percentile, to-aircraft shall not be greater than 15 seconds for the highest priority data service.
(10) The data transfer delay, 95th percentile, to-aircraft shall not be greater than 30 seconds for the lowest priority data service.
(11) The connection release delay, 95th percentile, shall not be greater than 30 seconds in either direction.
(1) The residual error rate in the from-aircraft direction shall not be greater than 10-4 per subnetwork service data unit.
(2) The residual error rate in the to-aircraft direction shall not be greater than 10-6 per subnetwork service data unit.
(3) The probability of a subnetwork connection provider-invoked subnetwork connection release shall not be greater than 10-4 over any one-hour interval.
(4) The probability of a subnetwork connection provider-invoked reset shall not be greater than 10-1 over any one-hour interval.
The system that provides aeronautical mobile-satellite route voice service shall meet the requirements in regulations 48, 49 and 50.
(1) The voice transmission shall provide overall intelligibility performance suitable for the intended operational and ambient noise environment.
(2) The total allowable transfer delay within an AMS(R)S subnetwork shall not be greater than 0.485 seconds.
The AMS(R)S system shall have sufficient available voice traffic channel resources such that an Aircraft earth station – or ground earth station originated AMS(R)S voice call presented to the system shall experience a probability of blockage of not more than 10-2.
50. AMS(R)S security requirements
The AMS(R)S system shall provide features for the protection of the messages in transit from tampering against—
(a) the denial of service, degraded performance characteristics, or reduction of system capacity when subjected to external attacks; or
(b) unauthorised entry.
The AMS(R)S system shall allow subnetwork users to address AMS(R)S communications to specific aircraft by means of the ICAO 24-bit Aircraft address.
PART IX
Secondary Surveillance Radar Mode S Air-Ground Data Link Communication (reg 52)
52. Mode S air-ground data link communication
Where air-ground data link communication is used by the Secondary Surveillance Radar Mode S, the following shall be implemented—
(a) the Mode S characteristics shall be as set out in Schedule 2;
(b) the DCE and XDCE state tables shall be as set out in Schedule 3; and
(c) the Mode S packet formats shall be as set out in Schedule 4.
PART X
Very High Frequency Air-Ground Digital Link (VDL) (regs 53-68)
53. Radio channels and functional channels
(1) An aircraft station radio frequency range shall be capable of tuning to any of the channels in the range as set out in regulation 55 within 100 milliseconds after the receipt of an autotune command.
(2) An aircraft station for VDL Mode 3 shall be able to tune to any channel in the range set out in regulation 55 within 100 milliseconds after the receipt of any tuning command.
(3) The ground station radio frequency range shall be capable of operating on assigned channel within the radio frequency range set out in regulation 55.
(4) The common signalling channel, the Frequency 136.975 MHz shall be reserved as a worldwide common signalling channel for VHF air-ground digital link Mode 2.
(1) The data transparency and the VHF air-ground digital link system shall provide the code-independent and the byte-independent transfer of data.
(2) The VHF air-ground digital link system shall provide link layer data broadcast services Mode 2 or voice and data broadcast services Mode 3.
(3) The VHF air-ground digital link Mode 3 and the data broadcast service shall support network multicasting capability originating from the ground.
(4) The VHF air-ground digital link system shall establish and maintain a reliable communications path between the aircraft and the ground system while allowing but not requiring manual intervention.
(5) The VHF air-ground digital link-equipped aircraft shall transition from one ground station to another when circumstances dictate.
(6) The VHF air-ground digital link Mode 3 system shall support a transparent, simplex voice operation based on a “Listen-Before-Push-To-Talk” channel access.
55. Air-ground VHF digital link communications system characteristics
(1) The radio frequencies used for Air-ground VHF digital link communications shall be selected from the radio frequencies in the band 117.975-137 MHz.
(2) The lowest assignable frequency used for air-ground VHF digital link communications shall be 118.000 MHz, and the highest assignable frequency shall be 136.975 MHz and the separation between assignable frequencies shall be 25 kHz.
(3) The design polarisation of emissions shall be vertical.
56. System characteristics of ground installations for VHF air-ground digital link communication
The VHF air-ground digital link system characteristics for ground installation shall be as set out in Schedule 5.
57. System characteristics of aircraft installation
The VHF air-ground digital link system characteristics for aircraft installation shall be as set out in the Schedule 6.
58. Physical layer protocols and services
The VHF air-ground digital link systems physical layer protocols and services shall be as set out in—
(a) Schedule 7 for aircraft and ground stations; and
(b) Schedule 10 for both mobile and ground stations of Mode 4 unless otherwise stated.
59. Link layer protocols and services
The VHF air-ground digital link systems link layer protocols and services shall be as set out in the Schedule 8.
60. Subnetwork layer protocols and services
The VHF air-ground digital link systems subnetwork layer protocols and services shall be as set out in the Schedule 9.
61. VDL mobile subnetwork dependent convergence function (SNDCF)
(1) The Very High Frequency Digital Link (VDL) Mode 2 mobile subnetwork dependent convergence function shall be the standard mobile subnetwork dependent convergence function.
(2) The VDL Mode 2 mobile subnetwork dependent convergence function shall—
(a) support maintaining context across subnetwork calls;
(b) use the same context across all Switched Virtual Circuits (SVCs) negotiated to a data terminal equipment (DTE), when negotiated with the same parameters; or
(c) support at least 2 Switched Virtual Circuits (SVCs) sharing a context.
62. VDL Mode 3 subnetwork dependent convergence function
The VDL Mode 3 shall support—
(a) the standard international organisation for standardisation, ISO 8208 subnetwork dependent convergence function as defined in ICAO Doc 9705; and
(b) the denoted frame-based subnetwork dependent convergence function.
63. Voice unit for Mode 3 services
(1) The voice unit shall provide for a simplex, “push-to-talk” audio and signalling interface between the user and the VDL and two separate mutually exclusive voice circuit types shall be supported.
(2) There shall be two separate mutually exclusive voice circuit types referred to under subregulation (1) which are—
(a) dedicated circuits; and
(b) demand assigned circuits.
(3) The dedicated circuits under subregulation (2)(a) shall provide service to a specific user group on an exclusive basis with no sharing of the circuit with other users outside the group and access shall be based on a “listen-before-push- to-talk” discipline.
(4) The demand assigned circuits under subregulation (2)(b) shall provide voice circuit access which is arbitrated by the ground station in response to an access request received from the aircraft station and allow dynamic sharing of the channel resource increasing trunking efficiency.
(5) The voice unit operation shall support a priority override access for authorised ground users.
(6) The voice unit operation shall support notification to the user of the source of a received message.
(7) The voice unit shall support a coded squelch operation that offers some degree of rejection of undesired co-channel voice messages based on the burst time of arrival.
64. Voice unit for Mode 3 speech encoding, parameters and procedures
The VDL Mode 3 shall use the Advanced Multi-Band Excitation (AMBE), 4.8 kbits/s encoding or decoding algorithm, version number AMBE-ATC-10, developed by Digital Voice Systems, incorporated for voice communications.
(1) The VDL Mode 4 transmitter or receiver shall be capable of tuning to any of the 25 kHz channels from 112 MHz to 137 MHz.
(2) The VDL Mode 4 station shall be capable of receiving two channels simultaneously.
(3) The VDL Mode 4 stations shall use two assigned frequencies as global signalling channels, to support the user communications and link management functions.
66. VDL Mode 4 system capabilities
(1) The VDL Mode 4 system shall—
(a) support ATN/lPS-compliant subnetwork services;
(b) provide code-independent and byte-independent transfer of data;
(c) provide link layer broadcast services;
(d) provide link layer point-to-point services;
(e) provide air-air communications, without ground support, as well as air-ground communications;
(f) establish and maintain a reliable communications path between the aircraft and the ground system while allowing, but not requiring, manual intervention when supporting air-ground operations; and
(g) provide the capability for deriving time from time-of-arrival measurements of received VDL Mode 4 transmissions whenever externally derived estimates of time are unavailable.
(2) The Mobile VDL Mode 4 DLS station shall transition from one ground VDL Mode 4 DLS station to another as required.
(3) The Mobile and ground VDL Mode 4 stations shall access the physical medium operating in simplex mode.
67. Co-ordination of channel utilisation
The transmissions shall be scheduled relative to UTC, to ensure efficient use of shared channels and to avoid unintentional slot re-use on a regional basis.
68. Physical layer protocols and services
The requirements set out in Schedule 19 shall apply to both mobile and ground stations.
PART XI
Aeronautical Mobile Airport Communications System (AeroMACS) (regs 69-81)
69. AeroMACS general requirements
(1) The AeroMACS shall—
(a) conform to the requirements contained in these Regulations;
(b) only transmit when on the surface of an Aerodrome;
(c) support aeronautical mobile (route) service AMS(R)S communications;
(d) process messages according to their associated priority;
(e) support multiple levels of message priority;
(f) support point-to-point communication;
(g) support multicast and broadcast communication services;
(h) support internet protocol packet data services;
(i) provide mechanisms to transport Aeronautical Telecommunication Network or Internet Protocol Suite and Aeronautical Telecommunication Network open system internet over internet protocol based messaging;
(j) support voice services;
(k) support multiple service flows simultaneously;
(l) support adaptive modulation and coding;
(m) support handover between different AeroMACS BSs during aircraft movement or on degradation of connection with current Base station;
(n) keep total accumulated interference levels with limits defined by the International Telecommunication Union-Radio communication Sector (ITU-R) as required by national or international rules on frequency assignment planning and implementation; and
(o) support a flexible implementation architecture to permit link and network layer functions to be located in different or same physical entities.
(2) For purpose of this section, “adaptive modulation” means a system’s ability to communicate with another system using multiple burst profiles and a system’s ability to subsequently communicate with multiple systems using different burst profiles.
70. Radio frequency (RF) general characteristics
(1) The AeroMACS shall operate—
(a) in time division duplex mode;
(b) with a 5 MHz channel bandwidth;
(c) without guard bands between adjacent AeroMACS channels; and
(d) according to the orthogonal frequency division multiple access method.
(2) The AeroMACS MS antenna polarisation shall have a vertical component.
(3) The AeroMACS shall support both segmented partial usage sub-channelisation (PUSC) and PUSC with all carriers as sub-carrier permutation methods.
71. Radio frequency (RF) bands
(1) The AeroMACS equipment shall operate in the band from 5 030 MHz to 5 150 MHz in channels of 5 MHz bandwidth.
(2) The mobile equipment shall operate at the centre frequencies offset from the preferred frequencies, with an offset of 250 kHz step size.
(1) The maximum Mobile station equivalent isotropic radiated power (EIRP) shall not exceed 30 dBm.
(2) The maximum Base station EIRP in a sector shall not exceed 39.4 dBm.
(3) The total Base station EIRP in a sector shall be decreased from that peak, considering the antenna characteristics, at elevations above the horizon, in order to meet the ITU requirements.
73. Minimum receiver sensitivity
The AeroMACS receiver sensitivity shall comply with Table 7-1, set out in Schedule 18 AeroMACS of the receiver sensitivity values.
74. Spectral mask and emissions
(1) When all active sub-carriers are transmitted in the channel, the power spectral density of the emissions, shall be attenuated below the maximum power spectral density as follows—
(a) on any frequency removed from the assigned frequency between 50 and 55 per cent of the authorised bandwidth: 26 + 145 log (per cent of BW/50) dB;
(b) on any frequency removed from the assigned frequency between 55 and 100 per cent of the authorised bandwidth: 32 + 31 log (per cent of (BW)/55) dB;
(c) on any frequency removed from the assigned frequency between 100 and 150 per cent of the authorised bandwidth: 40 + 57 log (per cent of (BW)/100) dB; and
(d) on any frequency removed from the assigned frequency beyond 150 per cent of the authorised bandwidth: 50 dB.
(2) The AeroMACS shall implement power control.
(3) The AeroMACS minimum rejection for adjacent (+/–5MHz) channel, measured at BER=10-6 level for a victim signal power 3 dB higher than the receiver sensitivity, shall be 10 dB for 16 QAM 3/4.
(4) The AeroMACS minimum rejection for adjacent (+/–5MHz) channel, measured at BER=10-6 level for a victim signal power 3 dB higher than the receiver sensitivity, shall be 4 dB for 64 QAM 3/4.
(5) The AeroMACS minimum rejection for second adjacent (+/–10MHz) channel and beyond, measured at BER=10-6 level for a victim signal power 3 dB higher than the receiver sensitivity, shall be 29 dB for 16 QAM 3/4.
(6) The AeroMACS minimum rejection for second adjacent (+/–10MHz) channel and beyond, measured at BER=10-6 level for a victim signal power 3 dB higher than the receiver sensitivity, shall be 23 dB for 64 QAM 3/4.
(1) The AeroMACS BS reference frequency accuracy shall be better than +/–2 x 10-6 of reference frequency.
(2) The AeroMACS MS reference frequency shall be locked to that of the BS centre frequency with an accuracy better than 2 per cent of the subcarrier spacing.
(3) The AeroMACS MS shall track the frequency of the BS and shall defer any transmission if synchronisation is lost or exceeds the tolerances given above.
76. AeroMACS communications service provider
(1) The maximum—
(a) unplanned service outage duration on a per Aerodrome basis shall be six minutes;
(b) accumulated unplanned service outage time on a per Aerodrome basis shall be 240 minutes year; and
(c) number of unplanned service outages shall not exceed 40 per year per Aerodrome.
(2) The probability that a transaction will be completed once started shall be at least 0.999 for AeroMACS over every one hour interval.
The AeroMACS shall operate with a doppler shift induced by the movement of the main station up to a radial speed of 92.6 km 50 NM per hour, relative to the Base station.
(1) The AeroMACS Base station and main station shall—
(a) support mechanisms to detect and correct corrupt SNSDUs; and
(b) only process SNSDUs addressed to themselves.
(2) The residual error rate, to or from MS shall be less than or equal to 5 x 10-8 per SNSDU.
(3) The maximum bit error rate shall not exceed 10-6 after CTC-FEC, if the received signal is equal to or greater than the minimum sensitivity level for the modulations scheme used, as given in Table 7-1 set out in Schedule 18.
79. AeroMACS security requirements
(1) The AeroMACS shall provide—
(a) a capability to protect the integrity of messages in transit;
(b) a capability to protect the availability of the system;
(c) a capability to protect the confidentiality of messages in transit;
(d) an authentication capability;
(e) a capability to ensure the authenticity of messages in transit; and
(f) a capability to authorise the permitted actions of users of the system.
(2) The AeroMACS shall provide capability to prevent intrusion from lower integrity to higher integrity domain, if AeroMACS provide interfaces to multiple domains.
The AeroMACS shall—
(a) provide data service interface to the system users; and
(b) support notification of the status of communications.
(1) The AeroMACS shall support multiple classes of services to provide appropriate service levels to applications.
(2) The AeroMACS shall pre-empt services with a lower priority, when there is a resource contention than set out under these Regulations or Communication Regulatory Procedures.
PART XII
Aeronautical Fixed Telecommunication Network (AFTN) (regs 82-84)
82. Characteristics of Interregional Aeronautical Fixed Service (AFS) circuits
The interregional AFS circuits being implemented or upgraded shall—
(a) employ the high quality telecommunications service and modulation rate; and
(b) take into account traffic volumes expected under both normal and alternate route conditions.
83. Technical provisions relating to international ground-ground data interchange at medium and higher signalling rates
The technical provisions related to international ground-ground data interchange at medium and higher signalling rates for AFTN networks shall be as set out in Schedule 11.
84. Aircraft addressing system
(1) The Aircraft address shall be one of 16 777 214 twenty-four-bit Aircraft addresses allocated by ICAO to the State of registry or common mark registering authority and assigned as specified under Schedule 12.
(2) The non-aircraft transponders that are installed on aerodrome surface vehicles, obstacles or fixed Mode S target detection devices for surveillance or radar monitoring purposes shall be assigned 24-bit Aircraft addresses.
(3) The Mode S transponders used in accordance with subregulation (2) shall not have negative impact on the performance of existing ATS surveillance systems and ACAS.
PART XIII
Point-to-Multipoint Communications (regs 85-86)
85. Service via satellite for dissemination of aeronautical information
The point-to-multipoint telecommunication service via satellite to support the dissemination of Aeronautical Information shall be based on full-time, and the non-pre-emptible, protected services as defined in the relevant Telecommunication Standardisation Sector of the International Telecommunications Union Recommendations.
86. Service via satellite for dissemination of World Area Forecast System (WAFS) products
The World Area Forecast System (WAFS) characteristics shall include the—
(a) frequency-C-band, earth-to-satellite, 6 GHz band, satellite-to-earth, 4 GHz band;
(b) capacity with effective signalling rate of not less than 9 600 bits/s;
(c) bit error rates — better than 1 in 107;
(d) forward error correction; and
(e) availability 99.95 per cent.
PART XIV
High Frequency Data Link (HFDL) System (regs 87-95)
The High Frequency Data Link (HFDL) system shall—
(a) consist of one or more ground and aircraft station subsystems, which implement the High Frequency Data Link protocol set out under regulation 73; and
(b) include a ground management subsystem set out under regulation 74.
88. Aircraft and ground station subsystems
The HFDL aircraft station and the HFDL ground station subsystems shall include the following functions—
(a) the HF transmission and reception;
(b) data modulation and demodulation; and
(c) the HFDL protocol implementation and frequency selection.
The frequency assignments for HFDL shall be protected throughout their designated operational coverage area.
90. Requirements for carriage of HFDL euipment
(1) The requirements for mandatory carriage of HFDL equipment shall be made on the basis of regional air navigation agreements that specify the airspace of operation and the implementation timescale.
(2) The agreement in subregulation (1) shall provide advance notice of at least two years for the mandatory carriage of airborne systems.
The HFDL ground station subsystems shall interconnect through a common ground management subsystem.
92. Ground station synchronisation
(1) The synchronisation of HFDL ground station subsystems shall be to within ±25 ms of UTC.
(2) For any station not operating within ±25 ms of UTC, appropriate notification shall be made to all aircraft and ground station subsystems to allow for continued system operation.
(1) The undetected error rate for a network user packet which contains between 1 and 128 octets of user data shall be equal to or less than 1 in 106.
(2) The transit and transfer delays for network user packets of 128 octets shall not exceed the values of the specifications in Table 11-1 as set out under Schedule 15.
The HFDL protocol shall consist of a physical layer, a link layer, and a subnetwork layer, as set out under Schedule 13.
95. Ground management subsystem
The ground management subsystem shall—
(a) perform the functions necessary to establish and maintain communications channels between the HFDL ground and aircraft station subsystems; and
(b) interface with the ground station subsystem in order to exchange control information required for frequency management, system table management, log status management, channel management, and quality of service data collection.
PART XV
Universal Access Transceiver (UAT) (regs 96-97)
96. Universal access transceiver system characteristics of aircraft and ground stations
The universal access transmitter physical layer and system characteristics of aircraft and ground stations shall be as set out under Schedule 14.
97. Mandatory carriage requirements
The requirements for mandatory carriage of UAT equipment shall be made on the basis of regional air navigation agreements which specify the airspace of operation and the implementation timescales for the carriage of equipment, including the appropriate lead time.
PART XVI
Aeronautical Mobile Service (regs 98-100)
98. Air-ground VHF communication system characteristics
(1) The characteristics of the air-ground VHF communication system used in the International Aeronautical Mobile Service shall be in conformity with the specifications as set out in Schedule 15.
(2) The air-ground VHF Communication systems characteristics for both ground and airborne installation shall conform to the specifications set out in Schedule 15.
99. Single Side Band (SSB) HF communication system characteristics
The characteristics of the air-ground HF Single Side Band system where used in the Aeronautical Mobile Service, shall be in conformity with the specifications set out in Schedule 15.
100. Selective Calling System (SELCAL)
(1) Where a Selective Calling System (SELCAL) is installed, the system characteristics set out in Schedule 16.
(2) The Aeronautical Stations which are required to communicate with SELCAL-equipped aircraft shall have SELCAL encoders in accordance with the red group specified in the table of tone frequencies set out in Schedule 16.
(3) The SELCAL codes using the tones Red P, Red Q, Red R, and Red S shall be assigned after 1 September 1985.
PART XVII
Aeronautical Speech Circuits (reg 101)
101. Technical provisions relating to international aeronautical speech circuit switching and signalling for ground-ground applications
(1) The use of circuit switching and signalling to provide speech circuits to interconnect ATS units not interconnected by dedicated circuits shall be by agreement between the administrations concerned.
(2) The application of aeronautical speech circuit switching and signalling shall be made on the basis of regional air navigation agreements.
(3) The Air Traffic Control communication requirements defined in the Civil Aviation (Air Traffic Services) Regulations (Cap. 71:01 (Sub. Leg.)), shall be met by the implementation of one or more of the following basic three call types—
(a) instantaneous access;
(b) direct access; and
(c) indirect access.
(4) Subject to subregulation (3), the following functions shall be provided in order to meet the requirements set out in the Civil Aviation (Air Traffic Services) Regulations by—
(a) means of indicating the calling or called party identity;
(b) means of initiating urgent or priority calls; and
(c) conference capabilities.
(5) The characteristics of the circuits used in aeronautical speech circuit switching and signalling shall conform to the appropriate ISO/IEC international standards and the Telecommunication Standardisation Sector of the International Telecommunications Union recommendations.
(6) The Digital signalling system shall be used wherever the use of such system can be justified in terms of any of the following—
(a) improved quality of service;
(b) improved user facilities; or
(c) reduced costs where quality of service is maintained.
(7) The characteristics of supervisory tones to be used such as ringing, busy, number unobtainable shall conform to the appropriate Telecommunication Standardisation Sector of the International Telecommunications Union, recommendations.
(8) The international aeronautical telephone network numbering scheme shall be used to take the advantage of the benefits of the interconnecting of the regional and national aeronautical speech networks.
PART XVIII
Emergency Locator Transmitter for Search and Rescue (regs 102-106)
(1) The installations of Emergency Locator Transmitters operating on 406 MHz shall meet the provisions specified in regulation 106.
(2) The installations of Emergency Locator Transmitters operating on 121.5 MHz shall meet the provisions specified in regulation 105.
(3) The Emergency Locator Transmitters shall operate on 406 MHz and 121.5 MHz simultaneously.
(4) The Emergency Locator Transmitters installed on or after 1st January, 2002 shall operate simultaneously on 406 MHz and 121.5 MHz.
(5) The technical characteristics for the 406 MHz component of an integrated ELT shall be in accordance with regulation 106.
(6) The technical characteristics for the 121.5 MHz component of an integrated ELT shall be in accordance with regulation 105.
103. Emergency Locator Transmitters register
(1) The Authority shall make arrangements to have 406 MHz Emergency Locator Transmitters register and to ensure that the register is updated whenever necessary.
(2) The Authority shall make available the registered information regarding the Emergency Locator Transmitters to search and rescue authorities.
(3) The Emergency Locator Transmitters register information shall include the following—
(a) transmitter identification expressed in the form of an alphanumerical code of 15 hexadecimal characters;
(b) transmitter manufacturer, model and serial number;
(c) COSPAS-SARSAT (type approval number);
(d) name, address and emergency telephone number of the owner and operator;
(e) name, address and telephone number of other emergency contacts to whom the owner or the operator is known;
(f) aircraft manufacturer and type; and
(g) colour of the aircraft.
104. Specification for 121.5 MHz component of Emergency Locator Transmitter
(1) The Emergency Locator Transmitters shall operate on 121.5 MHz and the frequency tolerance shall not exceed plus or minus 0.005 per cent.
(2) The emission from an Emergency Locator Transmitter under normal conditions and attitudes of the antenna shall be vertically polarised and essentially omni-directional in the horizontal plane.
(3) The Peak Effective Radiated Power shall at no time be less than 50 Mw over a period of 48 hours of continuous operation, at an operating temperature of minus 20Â℃C.
(4) The type of emission shall be A3X and any other type of modulation that meets the requirements of subregulations (5), (6) and (7) shall be used, provided that the emission does not prejudice precise location of the beacon by homing equipment.
(5) The carrier shall be amplitude modulated at a modulation factor of at least 0.85.
(6) The modulation applied to the carrier shall have a minimum duty cycle of 33 per cent.
(7) The emission shall have a distinctive audio characteristic achieved by amplitude modulating the carrier with an audio frequency sweeping downward over a range of not less than 700 Hz within the range 1 600 Hz to 300 Hz and with a sweep repetition rate of between 2 Hz and 4 Hz.
(8) The emission shall include a clearly defined carrier frequency distinct from the modulation sideband components; in particular, at least 30 per cent of the power shall be contained at all times within plus or minus 30 Hz of the carrier frequency on 121.5 MHz.
105. Specification for 406 MHz component of Emergency Locator Transmitter
(1) The Emergency Locator Transmitter shall operate on one of the frequency channels assigned for use in the frequency band 406.0 to 406.1 MHz.
(2) The period between transmissions shall be 50 seconds plus or minus 5 per cent.
(3) The transmitter power output shall be within the limits of 5 W plus or minus 2 dB over a period of 24 hours of continuous operation at an operating temperature of -20Â℃C.
(4) The 406 MHz Emergency Locator Transmitter shall be capable of transmitting a digital message.
106. Transmitter identification coding
(1) The Emergency Locator Transmitter operating on 406 MHz shall be assigned a unique coding for identification of the transmitter or aircraft on which it is carried.
(2) The Emergency Locator Transmitter shall be coded in accordance with either the aviation user protocol or one of the serialised user protocols set out in Schedule 17 and shall be registered with the appropriate Authority.
PART XIX
Exemptions (regs 107-109)
107. Application requirements for exemption
The application for an exemption shall be in writing and shall specify the time when the aviation service provider is expected by the Authority to fully comply.
108. Review and publication of application
(1) The Authority shall review the application for exemption made under regulation 107 for accuracy and compliance and if the application is satisfactory, the Authority shall publish a detailed summary of the application for comments, within 14 days, in either—
(a) the Gazette; or
(b) aeronautical information circular; or
(c) a newspaper circulating locally.
(2) Where an applicant fails to comply with the requirements under these Regulations, the Authority shall request the applicant in writing, to comply prior to the publication or making of a decision under subregulation (1).
(3) If the application under these Regulation is for emergency relief, the Authority shall publish the decision as soon as possible after processing the application.
109. Evaluation of application
(1) The Authority shall conduct an evaluation of the application, where the applicant has complied with the requirements under regulation 107, to include a—
(a) determination of whether an exemption would be in the public interest;
(b) determination, after a technical evaluation of whether the applicant’s proposal would provide a level of safety equivalent to that established by the regulation, although where the Authority decides that a technical evaluation of the request would impose a significant burden on the Authority’s technical resources, the Authority may deny the exemption on that basis;
(c) determination of whether a grant of the exemption would contravene these Regulations; and
(d) recommendation based on the preceding elements, of whether the request should be granted or denied, and of any conditions or limitations that should be part of the exemption.
(2) The Authority shall notify the applicant in writing of the decision to grant or deny the application and shall publish a detailed summary of its evaluation decision in either—
(a) the Gazette; or
(b) aeronautical information circular; or
(c) a newspaper circulating locally.
(3) The summary referred to in subregulation (2) shall specify the duration of the exemption and any conditions or limitations of the exemption.
(4) The Authority shall, if the exemption affects a significant population of the aviation community of Botswana, publish the summary in aeronautical information circular.
PART XX
General Provisions (regs 110-113)
110. Drug and alcohol testing and reporting
(1) Any person who operates as an aircraft whether directly or by contract may be tested for drug or alcohol usage.
(2) Any person who—
(a) refuses to undergo a test to show the result of alcohol in the blood; or
(b) refuses to undergo a test to show the result of narcotic drugs, marijuana, or depressant or stimulant drugs or substances in the body,
when requested by a law enforcement officer or the Authority, or refuses to furnish or to authorise the release of the test results requested by the Authority shall—
(i) be denied any licence, certificate, rating, qualification, or authorisation issued under these Regulations for a period of up to one year from the date of that refusal, or
(ii) have their licence, certificate, rating, qualification, or authorisation issued under these Regulations suspended or revoked.
(3) Any person who is convicted for the violation of any law relating to the growing, processing, manufacturing, sale, disposition, possession, transportation, or importation of narcotic drugs, marijuana, or depressant or stimulant drugs or substances, shall—
(a) be denied any licence, certificate, rating, qualification, or authorisation issued under these Regulations for a period of up to one year after the date of conviction; or
(b) have their licence, certificate, rating, qualification, or authorisation issued under these Regulations suspended or revoked.
(1) Any person who is aware of a violation of the Act, shall report it to the Authority.
(2) The Authority may determine the nature and type of investigation or enforcement action that need to be taken.
112. Failure to comply with direction
Any person who fails to comply with any direction given to him or her by the Authority or by any authorised person under any provision of these Regulations shall be deemed for the purposes of these Regulations to have contravened that provision.
(1) The Authority shall notify the applicant in writing of the fees to be charged in connection with the issuance, renewal or variation of any certificate, test, inspection or investigation required by, or for the purpose of these Regulations any orders, notices or proclamations made there under.
(2) The applicant shall be required, before the application is accepted, to pay the fee so chargeable upon an application being made in connection with which any fee is chargeable in accordance with the provisions of subregulation (1).
(3) If, after that payment has been made, the application is withdrawn by the applicant or otherwise ceases to have effect or is refused, the Authority shall not refund the payment made.
PART XXI
Offences, Penalties and Appeals (regs 114-116)
114. Contravention of Regulations
Any person who contravenes any provision of these Regulations may have his certificate or exemption cancelled or suspended.
(1) Any person who contravenes any provision of these Regulations shall be liable to a fine not exceeding P 100 000 or to imprisonment for a term not exceeding more than six months, or to both.
(2) If it is proved that an act or omission of any person, which would otherwise have been a contravention by that person of a provision of these Regulations, was due to any cause not avoidable by the exercise of reasonable care by that person, the act or omission shall be deemed not to be a contravention by that person of that provision.
Any person aggrieved by the decision of the Authority under these Regulations may, within 14 days of such decision, appeal to the Tribunal established under the Act.
(regs 20(1), (2), (3), (4), 21(1), (2), (3), (4), (5), (6), (7), (8), (9), (10), 22(1), (2), 23, 24, 25, 26, 27(1), (2), 28(1), (2), 29(1), (2), (3), and 30(1), (2), (3))
SCHEDULE 2
SSR MODE S AIR-GROUND DATA LINK
(reg 52)
(reg 52(b))
(reg 52(c))
SCHEDULE 5
VHF AIR-GROUND DIGITAL LINK (VDL)
(regs 53(2), (4), 54(1), (2), (3), (4), (5), (6), 55(1), 56, 57, 58, 59, 60, 61(1), 62, 63(1), (2), 64, 65(1), (2), (3), 66(1)(g), (2), (3))
SCHEDULE 6
VHF AIR-GROUND DIGITAL LINK (VDL)
(regs 57, 58, 59, 60, 61(1), (2), 62, 63(1), (2), 64, 65(1), (2), (3), 66(1)(g), (2), (3))
SCHEDULE 7
VHF AIR-GROUND DIGITAL LINK
(reg 58(a))
SCHEDULE 8
VHF AIR-GROUND DIGITAL LINK SYSTEMS
(regs 54(1), (2), (4), (5), (6), 56, 57, 58, 59 and 60)
SCHEDULE 9
VHF AIR-GROUND DIGITAL LINK SYSTEMS
(regs 54(1), (2), (4), (5), (6), 56, 57, 58, 59 and 60)
(regs 58(b), 65(1), (2), (3), 66(1)(g), (2), (3))
(reg 83)
SCHEDULE 12
A WORLDWIDE SCHEME FOR THE ALLOCATION, ASSIGNMENT AND APPLICATION OF AIRCRAFT ADDRESSES
(reg 84)
(reg 94)
SCHEDULE 14
UNIVERSAL ACCESS TRANSCEIVER (UAT)
(regs 96 and 97)
SCHEDULE 15
AERONAUTICAL MOBILE SERVICE
(regs 93(2), 98(1), (2) and 99)
(regs 100(1), (2))
(regs 106(1), (2))
(regs 73, 78)
(reg 68)
