ICAO Revised Procedures. PANS-ATM Amendment n 5

Transcription

1 PANS-ATM Amendment n 5 A presentation of operationally significant changes introduced in Amendment No. 5 to the ICAO Procedures for Air Navigation Services Air Traffic Management (PANS-ATM, Doc 4444).

2 Amendment No. 5 to the International Civil Aviation Organization (ICAO) Procedures for Air Navigation Services Air Traffic Management (PANS-ATM, Doc 4444) introduces some procedures that are of particular interest to both pilots and controllers. This leaflet discusses some of the new procedures concentrating on those which are seen as being of significant importance to the safety of operations. The EUROCONTROL Directorate ATM Programmes - Airspace,Network Planning & Navigation (DAP/APN) Division was involved in the development of some of these procedures and was asked to introduce the amendment to a wide audience. It should be noted that this leaflet is not a complete account of the amendment. Example of phraseology when ATC issued level restrictions remain in effect First transmission (call sign) CLIMB TO FL 90 CROSS ALPHA FL 70 OR BELOW Second transmission (call sign) CLIMB TO FL 210 CROSS ALPHA FL 70 OR BELOW Example of phraseology when ATC issued level restrictions are cancelled First transmission (including level restriction) (call sign) CLIMB TO FL 90 CROSS ALPHA FL 70 OR BELOW Second transmission (level restriction cancelled) (call sign) CLIMB TO FL 210 Amendment No. 5 to the PANS-ATM is applicable from 22 November Level restrictions 1.1 There was a potential for unintended level deviations due to flight crews and controllers interpreting the continued validity of level restrictions in SIDs and STARs differently. To ensure an unambiguous understanding of PANS-ATM provisions pertaining to the validity/ applicability of level restrictions, new procedures were developed. 1.2 In all cases, level restrictions issued by ATC in air-ground communications shall be repeated by ATC in conjunction with subsequent level clearances in order to remain in effect. 1.3 Flight crews operating on a SID or STAR which includes level restrictions published in association with specific waypoints, must always comply with the level restrictions as published unless such restrictions are explicitly cancelled by ATC. The phraseology is described as follows: CLIMB TO (level) [LEVEL RESTRICTIONS (SID designator) CANCELLED (or) LEVEL RESTRICTION(S) (SID designator) AT (point) CANCELLED] Example of phraseology when published level restrictions remain in effect First transmission (call sign) CLIMB TO 5000 FEET KODAP 1 DEPARTURE Second transmission (when given a clearance to a level higher than that specified in the SID or initially cleared) (call sign) CLIMB TO FL 150

3 PANS-ATM Amendment n 5 Example of phraseology when published level restrictions are cancelled First transmission (call sign) CLIMB TO 5000 FEET KODAP 1 DEPARTURE Second transmission (when given a clearance to a level higher than that specified in the SID or initially cleared) (call sign) CLIMB TO FL 150 LEVEL RESTRIC- TIONS KODAP 1 DEPARTURE CANCELLED; or (call sign) CLIMB TO FL 150 LEVEL RESTRIC- TIONS KODAP 1 DEPARTURE AT ALPHA CANCELLED 2.3 The phraseology regarding ACAS RAs is now as follows: after a flight crew starts to deviate from any ATC clearance or instruction to comply with an ACAS resolution advisory (RA): - Pilot: TCAS RA after the response to an ACAS RA is completed and a return to the ATC clearance or instruction is initiated: 1.4 As regards levels specified in a STAR, the same procedures as described above for SIDs apply. In addition, minimum levels based on terrain clearance must always be applied. 2. ACAS 2.1 In accordance with Amendment 2 to the Procedures for Air Navigation Services Aircraft Operations (PANS-OPS, Doc 8168), Volume I Flight Procedures, pilots shall report those ACAS resolution advisories (RAs) that require deviation from the current ATC clearance/ instruction. 2.2 Consequential amendments to the PANS-ATM include that, after receiving a report of an RA, a controller shall not attempt to modify the aircraft flight path until the pilot reports clear of conflict. Also, the provisions requiring traffic information to be provided in those instances were deleted. - Pilot: CLEAR OF CONFLICT, RETURNING TO (assigned clearance) (or alternative instructions) after the response to an ACAS RA is completed and the assigned ATC clearance or instruction has been resumed: - Pilot: CLEAR OF CONFLICT (assigned clearance) RESUMED (or alternative instructions) after an ATC clearance or instruction contradictory to the ACAS RA is received, the flight crew shall follow the RA and inform ATC directly: - Pilot: UNABLE, TCAS RA

4 3. Uncertainty of position on the manoeuvring area 3.1 When a pilot is in doubt as to the position of the aircraft with respect to the manoeuvring area and recognizes that the aircraft is on a runway, the pilot shall immediately: notify the appropriate ATS unit of the circumstances including the last known position; 4.1 Regarding radiotelephony procedures for air-ground voice communication channel changeover, when so prescribed by the appropriate ATS authority, the initial call to an ATC unit after a change of air-ground voice communication channel shall contain the following elements: Designation of station being called; Call sign, and for aircraft in the heavy wake turbulence category, the word Heavy ; if able to locate a nearby suitable taxiway, vacate the runway as expeditiously as possible, unless otherwise instructed by the ATS unit; and then, Level, including passing and cleared levels if not maintaining the cleared level; Speed, if assigned by ATC; and stop the aircraft. 3.2 Except in those situations where a pilot recognizes that the aircraft is on a runway, a pilot in doubt as to the position of the aircraft with respect to the manoeuvring area shall immediately: stop the aircraft and simultaneously notify the ATS unit of the circumstances including the last known position. Additional elements, as required by the appropriate ATS authority 4.2 For aircraft being provided with aerodrome control service, the initial call to the aerodrome control tower shall contain: Designation of station being called; Call sign, and for aircraft in the heavy wake turbulence category, the word Heavy ; Position; and 4. Initial call Additional elements, as required by the appropriate ATS authority For aircraft in the air, the first call to the aerodrome control tower is to be made in accordance with 4.1 above.

5 5. Selection of runway in use 5.1 Specific procedures for noise abatement purposes in the selection of runway in use have been developed. In all instances, a pilot-in-command, prompted by safety concerns, can refuse a runway offered for noise preferential reasons. Noise abatement shall not be a determining factor under the following circumstances: for both landing and departing aircraft: if the runway surface is adversely affected (e.g. by snow, slush, ice, water, mud, rubber, oil or other substances when wind shear has been reported or forecast or when thunderstorms are expected to affect the approach or departure when the crosswind component, including gusts, exceeds 28 km/h (15 kt), or the tailwind component, including gusts, exceeds 9 km/h (5 kt) In addition, for landing aircraft, noise abatement shall be a determining factor only if the runway is equipped with suitable glide path guidance e.g. ILS or, in VMC, a visual approach slope indicator system 6. ATS surveillance services 6.1 PANS-ATM Chapter 8 has been renamed and is now called ATS Surveillance Services (in lieu of Radar Services ). Consequently, a number of editorials have been introduced wherein radar has been changed to surveillance, radar systems is now ATS surveillance systems, radar vectoring has changed to vectoring, and the term situation display has been introduced. 6.2 Further to the changes above a number of provisions related to ADS-B have been introduced which will allow ADS-B to be used in the same way as radar. for landing aircraft: for take-off: when the ceiling is lower than 150 m (500 ft) above the aerodrome elevation or the visibility is less than 1900 m and when the approach minima are greater than 100 m (300 ft) above the aerodrome elevation and the ceiling is lower than 240 m (800 ft) or the visibility is less than 3000 m when the visibility is less than 1900 m 7. Miscellaneous 7.1 Additional provisions have been included for ATC when volcanic activities are reported. ATC should e.g. a. relay all information available immediately to pilots whose aircraft could be affected to ensure that they are aware of the ash cloud s position and the flight levels affected; b. suggest appropriate rerouting to the flight crew to avoid an area of known or forecast ash clouds;

6 c. inform pilots that volcanic ash clouds are not detected by relevant ATS surveillance systems; d. if the ACC has been advised by an aircraft that it has entered a volcanic ash cloud the controller should: 1) consider the aircraft to be in an emergency situation; 2) not initiate any climb clearances to turbine-powered aircraft until the aircraft has exited the ash cloud; and 3) not initiate vectoring without pilot concurrence. 7.2 Regarding flight planning where the flight is intended to operate in airspace where a required communication performance (RCP) type is prescribed, the operator shall, prior to departure, ensure that the aircraft has an appropriate RCP approval and that all conditions applying to that approval will be satisfied. 7.3 Separations previously based on VOR and/or DME only have now been amended to include also GNSS. The separation can be used between aircraft using different types of navigation. Reference is now made to collocated waypoint instead of e.g. DME station. 7.4 As regards the use of ADS-B, Guidance material pertaining to use of ADS-B and to system performance is contained in the Assessment of ADS-B to Support Air Traffic Services and Guidelines for Implementation (Circ 311). An assessment of the use of ADS-B for the application of 9.3 km (5.0 NM) separation minimum has been performed based on a comparison of the technical characteristics of ADS-B and a single monopulse SSR is also contained in that circular. DISCLAIMER This leaflet does not replace the procedures published in the ICAO PANS-ATM but only serves to bring to the attention of pilots and controllers certain operationally significant procedures which may be subjet to future amendments. APN Division Website: European Organisation for the Safety of Air Navigation (EUROCONTROL) - November 2007 This document is published by EUROCONTROL for the purposes of exchanging information. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as a source. The information contained in this document may not be modified without prior written permission from EUROCONTROL.