Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 4186

f) any other information such as flight altitude, radio frequencies guarded, languages used, and secondary surveillance radar modes and codes. 5.3.3.5 Action by the station addressed 5.3.3.5 or by other stations receiving a 5.3.3.5 medical transports message 5.3.3.5.1 The provisions of 5.3.3.2 and 5.3.3.3 shall apply as appropriate to stations receiving a medical transports message. 24/11/05 No. 80 2007/70/II. szám Annex 10 — Aeronautical Telecommunications Volume II 1/11/01 5-22 5.4 Communications related to acts of unlawful interference The station addressed by an aircraft being subjected to an act of unlawful interference, or first station acknowledging a call from such aircraft, shall render all possible assistance, including notification of appropriate ATS units as well as any other station, agency or person in a position to facilitate the flight. 24/11/05 No. 80 2007/70/II. szám ANNEX 10 — VOLUME II 6-1 1/11/01 CHAPTER 6. AERONAUTICAL RADIO NAVIGATION SERVICE 6.1 General 6.1.1 The aeronautical radio navigation service shall comprise all types and systems of radio navigation aids in the international aeronautical service. 6.1.2 An aeronautical radio navigation aid which is not in continuous operation shall, if practicable, be put into operation on receipt of a request from an aircraft, any controlling authority on the ground, or an authorized representative of an aircraft operating agency. 6.1.2.1 Recommendation.— Requests from aircraft should be made to the aeronautical station concerned on the air-ground frequency normally in use. 6.1.3 Arrangements shall be made for the local aeronautical information service unit to receive without delay essential information about changes in the operational status of non-visual aids as required for pre-flight briefing and dissemination in accordance with the provisions of Annex 15. 6.2 Direction finding Introductory Notes 1) Direction-finding stations work either singly or in groups of two or more stations under the direction of a main direction-finding station. 2) A direction-finding station working alone can only determine the direction of an aircraft in relation to itself. 6.2.1 Recommendation.— A direction-finding station working alone should give the following, as requested: 1) true bearing of the aircraft, using the appropriate phrase; 2) true heading to be steered by the aircraft, with no wind, to head for the direction-finding station using the appropriate phrase; 3) magnetic bearing of the aircraft, using the appropriate phrase; 4) magnetic heading to be steered by the aircraft with no wind to make for the station, using the appropriate phrase. 6.2.2 Recommendation.— When direction-finding stations work as a network to determine the position of an aircraft, the bearings taken by each station should be sent immediately to the station controlling the direction-finding network to enable the position of the aircraft to be determined. 6.2.2.1 Recommendation.— The station controlling the network should, on request, give the aircraft its position in one of the following ways: 1) position in relation to a point of reference or in latitude and longitude, using the appropriate phrase; 2) true bearing of the aircraft in relation to the directionfinding station or other specified point, using the appropriate phrase, and its distance from the directionfinding station or point, using the appropriate phrase; 3) magnetic heading to steer with no wind, to make for the direction-finding station or other specified point using the appropriate phrase, and its distance from the direction-finding station or point, using the appropriate phrase. 6.2.3 Aircraft stations shall normally make requests for bearings, courses or positions, to the aeronautical station responsible, or to the station controlling the direction-finding network. 6.2.4 To request a bearing, heading or position, the aircraft station shall call the aeronautical station or the direction-finding control station on the listening frequency. The aircraft shall then specify the type of service that is desired by the use of the appropriate phrase. 6.2.5 As soon as the direction-finding station or group of stations is ready, the station originally called by the aircraft station shall where necessary request transmission for direction-finding service and, if necessary, indicate the frequency to be used by the aircraft station, the number of times the transmission should be repeated, the duration of the transmission required or any special transmission requirement. 6.2.5.1 In radiotelephony, an aircraft station which requests a bearing shall end the transmission by repeating its call sign. If the transmission has been too short for the direction-finding station to obtain a bearing, the aircraft shall give a longer transmission for two periods of approximately ten seconds, or alternatively provide such other signals as may be requested by the direction-finding station. 2007/70/II. szám Annex 10 — Aeronautical Telecommunications Volume II 1/11/01 6-2 Note.— Certain types of VHF/DF stations require the provision of a modulated signal (voice transmission) in order to take a bearing. 6.2.6 When a direction-finding station is not satisfied with its observation, it shall request the aircraft station to repeat the transmission. 6.2.7 When a heading or bearing has been requested, the direction-finding station shall advise the aircraft station in the following form: 1) the appropriate phrase; 2) bearing or heading in degrees in relation to the direction-finding station, sent as three figures; 3) class of bearing; 4) time of observation, if necessary. 6.2.8 When a position has been requested, the directionfinding control station, after plotting all simultaneous observations, shall determine the observed position of the aircraft and shall advise the aircraft station in the following form: 1) the appropriate phrase; 2) the position; 3) class of position; 4) time of observation. 6.2.9 As soon as the aircraft station has received the bearing, heading or position, it shall repeat back the message for confirmation or correction. 6.2.10 When positions are given by bearing or heading and distance from a known point other than the station making the report, the reference point shall be an aerodrome, prominent town or geographic feature. An aerodrome shall be given in preference to other places. When a large city or town is used as a reference place, the bearing or heading, and the distance given shall be measured from its centre. 6.2.11 When the position is expressed in latitude and longitude, groups of figures for degrees and minutes shall be used followed by the letter N or S for latitude and the letter E or W for longitude, respectively. In radiotelephony the words NORTH, SOUTH, EAST or WEST shall be used. 6.2.12 According to the estimate by the direction-finding station of the accuracy of the observations, bearings and positions shall be classified as follows: Bearings: Class A — accurate within plus or minus 2 degrees; Class B — accurate within plus or minus 5 degrees; Class C — accurate within plus or minus 10 degrees; Class D — accuracy less than Class C. Positions: Class A — accurate within 9.3 km (5 NM); Class B — accurate within 37 km (20 NM); Class C — accurate within 92 km (50 NM); Class D — accuracy less than Class C. 6.2.13 Direction-finding stations shall have authority to refuse to give bearings, heading or positions when conditions are unsatisfactory or when bearings do not fall within the calibrated limits of the station, stating the reason at the time of refusal. 2007/70/II. szám ANNEX 10 — VOLUME II 7-1 1/11/01 CHAPTER 7. AERONAUTICAL BROADCASTING SERVICE 7.1 General 7.1.1 Broadcast material The text of broadcast material shall be prepared by the originator in the form desired for transmission. 7.1.2 Frequencies and schedules 7.1.2.1 Broadcasts shall be made on specified frequencies and at specified times. 7.1.2.2 Schedules and frequencies of all broadcasts shall be publicized in appropriate documents. Any change in frequencies or times shall be publicized by NOTAM at least two weeks in advance of the change.* Additionally, any such change shall, if practicable, be announced on all regular broadcasts for 48 hours preceding the change and shall be transmitted once at the beginning and once at the end of each broadcast. *Note.— This does not prevent an emergency change of frequency when required in circumstances which do not permit the promulgation of a NOTAM at least two weeks in advance of the change. 7.1.2.3 Scheduled broadcasts (other than sequential collective type broadcasts), shall be started at the scheduled time by the general call. If a broadcast must be delayed, a short notice shall be transmitted at the scheduled time advising recipients to “stand by” and stating the approximate number of minutes of delay. 7.1.2.3.1 After definite advice has been given to stand by for a certain period, the broadcast shall not be started until the end of the standby period. 7.1.2.4 Where broadcasts are conducted on a timeallotment basis, transmission shall be terminated by each station promptly at the end of the allotted time period whether or not transmission of all material has been completed. 7.1.2.4.1 In sequential collective type broadcasts each station shall be ready to commence its broadcasts at the designated time. If for any reason a station does not commence its broadcast at the designated time, the station immediately following in sequence shall wait and then commence its broadcast at its own designated time. 7.1.3 Interruption of service In the event of interruption of service at the station responsible for a broadcast, the broadcast shall, if possible, be made by another station until normal service is resumed. If this is not possible, and the broadcast is of the type intended for interception by fixed stations, the stations which are required to copy the broadcasts shall continue to listen on the specified frequencies until normal service is resumed. 7.2 Radiotelephone broadcast procedures 7.2.1 Broadcast technique 7.2.1.1 Transmissions by radiotelephone shall be as natural, short and concise as practicable consistent with clarity. 7.2.1.2 Rate of speech on radiotelephone broadcasts shall not exceed 100 words per minute. 7.2.2 Preamble of the general call The preamble of each radiotelephone broadcast shall consist of the general call, station name, and optionally the time of broadcast (UTC). Note.— The following example illustrates the application of this procedure: (general call) ALL STATIONS (the words THIS IS) THIS IS (station name) NEW YORK RADIO (time of broadcast) TIME, ZERO ZERO FOUR FIVE 2007/70/II. szám ANNEX 10 — VOLUME II 8-1 1/11/01 CHAPTER 8. AERONAUTICAL MOBILE SERVICE — DATA LINK COMMUNICATIONS 8.1 General Note 1.— While the provisions of Chapter 8 are based primarily on the use of controller-pilot data link communications (CPDLC), the provisions of 8.1 would apply to other data link applications, where applicable, including Data link—flight information services (e.g. D-ATIS, D- VOLMET, etc.). Note 2.— For the purposes of these provisions, the communication procedures applicable to the aeronautical mobile service, as appropriate, also apply to the aeronautical mobile satellite service. 8.1.1 Composition of data link messages 8.1.1.1 The text of messages shall be composed in standard message format (e.g. CPDLC message set), in plain language or in abbreviations and codes, as prescribed in 3.7. Plain language shall be avoided when the length of the text can be reduced by using appropriate abbreviations and codes. Nonessential words and phrases, such as expressions of politeness, shall not be used. 8.1.1.2 The following characters are allowed in the composition of messages: Letters: ABCDEFGHIJKLMNOPQRSTUVWXYZ (upper case only) Figures: 1 2 3 4 5 6 7 8 9 0 Other signs: - (hyphen) ? (question mark) : (colon) ( (open bracket) ) (close bracket) . (full stop, period, or decimal point) , (comma) ’ (apostrophe) = (double hyphen or equal sign) / (oblique) + (plus sign) and the space character. Characters other than those listed above shall not be used in messages. 8.1.1.3 Roman numerals shall not be employed. If the originator of a message wishes the addressee to be informed that Roman figures are intended, the Arabic figure or figures shall be written and preceded by the word ROMAN. 8.1.2 Display of data link messages 8.1.2.1 Ground and airborne systems shall allow for messages to be appropriately displayed, printed when required, and stored in a manner that permits timely and convenient retrieval should such action be necessary. 8.1.2.2 Whenever textual presentation is required, the English language shall be displayed as a minimum. 8.2 CPDLC procedures Note.— The CPDLC message set referred to in this section can be found in the PANS-ATM, Appendix 5. 8.2.1 In all communications the highest standard of discipline shall be observed at all times. 8.2.1.1 Recommendation.— Consequences of human performance, which could affect the accurate reception and comprehension of messages, should be taken into consideration when composing a message. Note.— Guidance material on human performance can be found in the Human Factors Training Manual (Doc 9683) and Human Factors Guidelines for Air Traffic Management (ATM) Systems (Doc 9758). 8.2.2 Ground and airborne systems shall provide controllers and pilots with the capability to review and validate any operational messages they send. 8.2.3 Ground and airborne systems shall provide controllers and pilots with the capability to review, validate and when applicable, acknowledge any operational messages they receive. 8.2.4 The controller shall be provided with the capability to respond to messages, including emergencies, to issue clearances, instructions and advisories, and to request and provide information, as appropriate. 2007/70/II. szám Annex 10 — Aeronautical Telecommunications Volume II 1/11/01 8-2 8.2.5 The pilot shall be provided with the capability to respond to messages, to request clearances and information, to report information, and to declare or cancel an emergency. 8.2.6 The pilot and the controller shall be provided with the capability to exchange messages which do not conform to defined formats (i.e. free text messages). 8.2.7 Unless specified by the appropriate ATS authority, voice read-back of CPDLC messages shall not be required. 8.2.8 Establishment of CPDLC 8.2.8.1 The controller and the pilot shall be informed when CPDLC has been successfully established. 8.2.8.2 PANS.— CPDLC shall be established in sufficient time to ensure that the aircraft is communicating with the appropriate ATC unit. 8.2.8.3 The controller and pilot shall be informed when CPDLC is available for operational use, at initial establishment, as well as on resumption of CPDLC after a failure. 8.2.8.4 The pilot shall be able to identify the air traffic control unit providing the air traffic control service at any time while the service is being provided. 8.2.8.5 When the airborne system detects that CPDLC is available for operational use, it shall send the CPDLC downlink message element CURRENT DATA AUTHORITY. 8.2.8.6 Airborne-initiated CPDLC 8.2.8.6.1 PANS.— When an ATC unit receives an unexpected request for CPDLC from an aircraft, the circumstances leading to the request shall be obtained from the aircraft to determine further action. 8.2.8.6.2 PANS.— When the ATC unit rejects a request for CPDLC, it shall provide the pilot with the reason for the rejection using an appropriate CPDLC message. 8.2.8.7 ATC unit-initiated CPDLC 8.2.8.7.1 An ATC unit shall only establish CPDLC with an aircraft if the aircraft has no CPDLC link established, or when authorized by the ATC unit currently having CPDLC established with the aircraft. 8.2.8.7.2 When a request for CPDLC is rejected by an aircraft, the reason for the rejection shall be provided using CPDLC downlink message element NOT CURRENT DATA AUTHORITY or message element NOT AUTHORIZED NEXT DATA AUTHORITY, as appropriate. Local procedures shall dictate whether the reason for rejection is presented to the controller. No other reasons for airborne rejection of ATC unitinitiation of CPDLC shall be permitted. 8.2.9 Exchange of operational CPDLC messages 8.2.9.1 Controllers and pilots shall construct CPDLC messages using the defined message set, a free text message or a combination of both. 8.2.9.1.1 PANS.— When CPDLC is being used, and the intent of the message is included in the CPDLC message set contained in the PANS-ATM, Appendix 5, the associated message shall be used. 8.2.9.1.2 PANS.— Except as provided by 8.2.12.1, when a controller or pilot communicates via CPDLC, the response should be via CPDLC. When a controller or pilot communicates via voice, the response should be via voice. 8.2.9.1.3 PANS.— If a CPDLC message that requires an operational response is subsequently negotiated via voice, an appropriate CPDLC message closure response shall be sent, to ensure proper synchronization of the CPDLC dialogue. 8.2.9.2 The composition of a CPDLC message shall not exceed five message elements, only two of which may contain the route clearance variable. 8.2.9.2.1 PANS.— The use of long messages or messages with multiple clearance elements or messages with a combination of clearances and information should be avoided where possible. Note.— Guidance material on the development of local operating procedures and CPDLC good operating technique can be found in the Human Factors Guidelines for Air Traffic Management (ATM) Systems (Doc 9758). 8.2.9.3 CPDLC ground systems and airborne systems shall be capable of using the CPDLC message urgency and alert attributes to alter presentations in order to draw attention to higher priority messages. Note.— Message attributes dictate certain message handling requirements for the CPDLC user receiving a message. Each CPDLC message has three attributes: urgency, alert and response attributes. When a message contains multiple message elements, the highest precedence message element attribute type becomes the attribute type for the entire message. 8.2.9.3.1 The urgency attribute shall delineate the queuing requirements for received messages that are displayed to the end-user. Urgency types are presented in Table 8-1. 8.2.9.3.2 The alert attribute shall delineate the type of alerting required upon message receipt. Alert types are presented in Table 8-2. 2007/70/II. szám Chapter 8 Annex 10 — Aeronautical Telecommunications 8-3 1/11/01 8.2.9.3.3 The response attribute shall delineate valid responses for a given message element. Response types are presented in Table 8-3 for uplink messages and Table 8-4 for downlink messages. 8.2.9.3.3.1 PANS.— When a multi-element message requires a response, and the response is in the form of a single message element, the response shall apply to all message elements. Note.— For example, a multi-element message containing CLIMB TO FL310 MAINTAIN MACH.84, a WILCO response applies to, and indicates compliance with, both elements of the message. 8.2.9.3.3.2 PANS.— When a single message element clearance or any part of a multi-element clearance message cannot be complied with, the pilot shall send an UNABLE response for the whole message. 8.2.9.3.3.3 PANS.— The controller shall respond with an UNABLE message that applies to all elements of the request when no element(s) of a single or multi-element clearance request can be approved. The current clearance(s) shall not be restated. 8.2.9.3.3.4 PANS.— When all elements of a single or multi-element clearance request can be accommodated, the controller shall respond with clearances corresponding to each element of the request. This response should be a single uplink message. 8.2.9.3.3.5 PANS.— When a controller can only partially accommodate multi-element clearance requests, the requests shall be responded to with clearances corresponding to the parts that can be accommodated, and for the parts that cannot be accommodated, the current clearance shall be restated or an alternative clearance shall be given. Note.— For example, a multi-element downlink message containing the indicated message elements: MAINTAINING FL310 REQUEST CLEARANCE YQM YYG YYT YQX TRACK X EINN FPL EDDF REQUEST CLIMB FL350 WE CAN ACCEPT FL390 AT 1139Z REQUEST MACH .84 could be responded to with CLEARED YQM YYG YYT YQX TRACK X EINN FPL EDDF CLIMB TO FL350 REPORT REACHING CROSS 52N 30W AT OR AFTER 1150Z NO SPEED RESTRICTION. 8.2.9.3.3.6 PANS.— When a CPDLC message contains more than one message element and the response attribute for the message is Y, when utilized, the single response message shall contain the corresponding number of replies in the same order. Note.— For example, a multi-element uplink message containing CONFIRM SQUAWK WHEN CAN YOU ACCEPT FL410 could be responded to with SQUAWKING 5525 WE CAN ACCEPT FL410 AT 1636Z Table 8-1. Urgency Attribute (Uplink and Downlink) Table 8-2. Alert Attribute (Uplink and Downlink) Type Description Precedence D Distress U Urgent N Normal L Low Type Description Precedence H High M Medium L Low N No alerting required 2007/70/II. szám Annex 10 — Aeronautical Telecommunications Volume II 1/11/01 8-4 Table 8-3. Response Attribute (Uplink) Table 8-4. Response Attribute (Downlink) Type Response required Valid responses Precedence W/U Yes WILCO, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT (only if required), ERROR A/N Yes AFFIRM, NEGATIVE, STANDBY, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT (only if required), ERROR R Yes ROGER, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT (only if required), ERROR Y Yes Any CPDLC downlink message, LOGICAL ACKNOWLEDGEMENT (only if required) N No, unless logical acknowledgement required LOGICAL ACKNOWLEDGEMENT (only if required), NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, ERROR Type Response required Valid responses Precedence Y Yes Any CPDLC uplink message, LOGICAL ACKNOWLEDGEMENT (only if required) N No, unless logical acknowledgement required LOGICAL ACKNOWLEDGEMENT (only if required), SERVICE UNAVAILABLE, FLIGHT PLAN NOT HELD, ERROR 2007/70/II. szám Chapter 8 Annex 10 — Aeronautical Telecommunications 8-5 1/11/01 8.2.9.4 When a ground or airborne system generates the CPDLC message ERROR, the reason for the error shall be included in the message. 8.2.9.5 The appropriate ATS authority shall select those message elements contained in PANS-ATM, Appendix 5 that support operations in their airspace. Should an ATS authority choose to select a subset of the message elements, and a received message does not belong to this subset, the ATC unit shall respond by uplinking the message element SERVICE UNAVAILABLE. Note.— Further processing of the received message is not required. 8.2.9.5.1 Recommendation.— Only the uplink messages appropriate to a particular control sector’s operations should be provided to the controller. Note.— The CPDLC message set contained in PANS-ATM, Appendix 5 was developed to encompass different air traffic management environments. 8.2.9.5.2 When considered necessary by the appropriate ATS authority, additional pre-formatted free text messages shall be made available to the controller for those occasions where the CPDLC message set contained in the PANS-ATM does not provide for specific requirements. In such cases, a list of pre-formatted free text messages shall be established by the appropriate ATS authority, in consultation with operators and other ATS authorities that may be concerned. 8.2.9.5.3 Information concerning CPDLC message element subsets utilized and, if applicable, any additional preformatted free text messages, shall be published in aeronautical information publications. 8.2.9.6 Transfer of CPDLC Note.— Details on CPDLC transfer can be found in the Manual of Air Traffic Services Data Link Applications (Doc 9694). 8.2.9.6.1 PANS.— When CPDLC is transferred, the transfer of voice communications and CPDLC shall commence concurrently. 8.2.9.6.2 PANS.— When an aircraft is transferred from an ATC unit where CPDLC is available to an ATC unit where CPDLC is not available, CPDLC termination shall commence concurrent with the transfer of voice communications. 8.2.9.6.3 When a transfer of CPDLC results in a change of data authority, and there are still messages for which the closure response has not been received (i.e. messages outstanding), the controller transferring the CPDLC shall be informed. 8.2.9.6.3.1 If the controller needs to transfer the aircraft without replying to any downlink message(s) outstanding, the system shall have the capability to automatically send the appropriate closure response message(s). In such cases, the contents of any automatically sent closure response message(s) shall be promulgated in local instructions. 8.2.9.6.3.2 When the controller decides to transfer the aircraft without receiving pilot responses to any uplink message(s) outstanding, the ground system shall have the capability to automatically end the dialogue for each message prior to the transfer. 8.2.9.6.3.2.1 PANS.— The controller should revert to voice communications to clarify any ambiguity associated with the message(s) outstanding. 8.2.9.6.4 When a transfer of CPDLC does not result in a change of data authority, and there are still messages outstanding, these messages shall either be forwarded to the appropriate controller or shall be closed in accordance with local instructions and, if necessary, letters of agreement. 8.2.10 Display of CPDLC messages Recommendation.— ATC units utilizing a CPDLC message contained in the PANS-ATM should display the associated text pertaining to that message as presented in the PANS-ATM, Appendix 5. 8.2.11 Free text messages PANS.— The use of free text messages by controllers or pilots, other than pre-formatted free text messages referred to in paragraph 8.2.9.5.2, should be avoided. Note.— Whilst it is recognized that non-routine and emergency situations may necessitate the use of free text, particularly when voice communication has failed, the avoidance of utilizing free text messages is intended to reduce the possibility of misinterpretation and ambiguity. 8.2.12 Emergencies, hazards and equipment failure procedures 8.2.12.1 PANS.— When a CPDLC emergency message is received, the controller shall acknowledge receipt of the message by the most efficient means available. 8.2.12.2 PANS.— When responding via CPDLC to a report indicating unlawful interference, uplink message ROGER 7500 shall be used. 8.2.12.3 PANS.— When responding via CPDLC to all other emergency or urgency messages, uplink message ROGER shall be used. 2007/70/II. szám Annex 10 — Aeronautical Telecommunications Volume II 1/11/01 8-6 8.2.12.4 When a CPDLC message requires a logical acknowledgement and/or an operational response, and such a response is not received, the pilot or controller, as appropriate, shall be alerted. 8.2.12.5 Failure of CPDLC 8.2.12.5.1 Recommendation.— A CPDLC failure should be detected in a timely manner. 8.2.12.5.2 The controller and pilot shall be alerted to a failure of CPDLC as soon as a failure has been detected. 8.2.12.5.3 PANS.— When a controller or pilot is alerted that CPDLC has failed, and the controller or pilot needs to communicate prior to CPDLC being restored, the controller or pilot should revert to voice, if possible, and preface the information with the phrase: CPDLC FAILURE. 8.2.12.5.4 PANS.— Controllers having a requirement to transmit information concerning a complete CPDLC ground system failure to all stations likely to intercept should preface such a transmission by the general call ALL STATIONS CPDLC FAILURE, followed by the identification of the calling station. Note.— No reply is expected to such general calls unless individual stations are subsequently called to acknowledge receipt. 8.2.12.5.5 PANS.— When CPDLC fails and communications revert to voice, all CPDLC messages outstanding should be considered not delivered and the entire dialogue involving the messages outstanding should be recommenced by voice. 8.2.12.5.6 PANS.— When CPDLC fails but is restored prior to a need to revert to voice communications, all messages outstanding should be considered not delivered and the entire dialogue involving the messages outstanding should be recommenced via CPDLC. 8.2.12.6 Intentional shutdown of CPDLC 8.2.12.6.1 When a system shutdown of the communications network or the CPDLC ground system is planned, a NOTAM shall be published to inform all affected parties of the shutdown period and if necessary, the details of the voice communication frequencies to be used. 8.2.12.6.2 Aircraft currently in communication with the ATC unit shall be informed by voice or CPDLC of any imminent loss of CPDLC service. 8.2.12.6.3 The controller and pilot shall be provided with the capability to abort CPDLC. 8.2.13 Where the testing of CPDLC with an aircraft could affect the air traffic services being provided to the aircraft, coordination shall be effected prior to such testing. 8.2.14 Downstream clearance delivery service 8.2.14.1 The appropriate ATS authority shall determine whether an ATC unit supports downstream clearance delivery service. 8.2.14.2 Establishment of downstream 8.2.14.2 clearance delivery service 8.2.14.2.1 Downstream clearance delivery service shall only be initiated by the airborne system. The initiation shall indicate that this communication is only to receive a downstream clearance. 8.2.14.2.2 When an ATC unit rejects a request for downstream clearance delivery service, it shall provide the pilot with the reason for the rejection using the CPDLC message SERVICE UNAVAILABLE. 8.2.14.3 Operation of downstream 8.2.14.3 clearance delivery service 8.2.14.3.1 The controller and pilot shall be informed when downstream clearance delivery service is available for operational communication. 8.2.14.3.2 The controller and pilot shall be informed of the failure of downstream clearance delivery service. 8.2.14.3.3 The CPDLC message elements that are permitted for downstream clearance delivery service shall be established by regional air navigation agreement. 8.2.14.3.4 A clearance request issued as a downstream clearance request shall be clearly identifiable as such to the controller. 8.2.14.3.5 A clearance issued as a downstream clearance shall be clearly identifiable as such to the pilot. 8.2.14.4 Termination of downstream 8.2.14.4 clearance delivery service 8.2.14.4.1 Termination of downstream clearance delivery service shall only be initiated by the airborne system. 8.2.14.4.2 Downstream clearance delivery service with an ATC unit shall be terminated whenever the downstream data authority becomes the current data authority. 2007/70/II. szám ANNEX 10 — VOLUME II ATT A-1 1/11/01 ATTACHMENTS TO ANNEX 10 — VOLUME II Attachment A to Volume II — LIST OF SPECIALIZED COM TERMS AND THEIR DEFINITIONS RELATED TO AERONAUTICAL TELECOMMUNICATIONS PLANNING On 25 March 1964 the Council at the 11th Meeting of its Fifty-first Session approved the following list of specialized communication terms and their definitions for general use within ICAO. The Council further requested States to use the terms in the approved manner in particular in correspondence with ICAO, in working papers presented by them to ICAO meetings and in any other appropriate texts. Those terms which are marked with an asterisk are already used and defined in the main body of Annex 10 while the remaining terms were selected as terms in general use by aeronautical telecommunications people but having caused difficulty at some ICAO meetings or having resulted in the development of conflicting definitions by different meetings. 1. For general use *Aeronautical telecommunication agency. An agency responsible for operating a station or stations in the aeronautical telecommunication service. *Aeronautical telecommunication service. A telecommunication service provided for any aeronautical purpose. *Aeronautical telecommunication station. A station in the aeronautical telecommunication service. *Aircraft operating agency. The person, organization or enterprise engaged in, or offering to engage in, an aircraft operation. *Double channel simplex. Simplex using two frequency channels one in each direction. Note.— This method was sometimes referred to as cross band. *Duplex. A method in which telecommunication between two stations can take place in both directions simultaneously. *Frequency channel. A continuous portion of the frequency spectrum appropriate for a transmission utilizing a specified class of emission. Note.— The classification of emissions and information relevant to the portion of the frequency spectrum appropriate for a given type of transmission (bandwidths) are specified in the ITU Radio Regulations, Article S2 and Appendix S1. *International telecommunication service. A telecommunication service between offices or stations of different States, or between mobile stations which are not in the same State, or are subject to different States. *Offset frequency simplex. A variation of single channel simplex wherein telecommunication between two stations is effected by using in each direction frequencies that are intentionally slightly different but contained within a portion of the spectrum allotted for the operation. *Simplex. A method in which telecommunication between two stations takes place in one direction at a time. Note.— In application to the aeronautical mobile service this method may be subdivided as follows:

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