IFR FLIGHTPLAN EQUIPMENTS - IVAO · FANS 1/A over HFDL provides air traffic control (ATC) communication coverage in the Polar region J3 ... IFR Flightplan Equipment Version 1.0 18
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IFR Flightplan Equipment Version 1.0 18 December 2016 Page 1
This manual is dedicated only for IVAOTM Network activities. This document must not be used in real aviation or in other networks
2. IFR flight equipment
2.1. Conventional Radio and Navigation
The table below regroups the radio and navigation equipments used for IFR flights.
Letter Description
C
LOng RAnge Navigation (LORAN) C is a terrestrial radio navigation system using low frequency
radio transmitters to determine the location and speed of the receiver (i.e the aircraft in aviation
context). This equipment is not compatible with our current flight simulators and now obsolete.
D
Distance Measuring Equipment (DME) is a transponder-based radio navigation technology that
measures distance between the equipment on ground and an aircraft by timing the propagation
delay of VHF or UHF radio signals.
F Automatic Direction Finder (ADF) is a radio-navigation instrument that automatically and continuously displays the relative bearing from the aircraft to a suitable radio station.
H High Frequency (HF) RadioTelephone (RTF). (Mainly used during oceanic flight)
I An Inertial Navigation System (INS) or Inertial Reference System (IRS) or Inertial Reference Unit (IRU) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate the position, orientation, and velocity of a plane.
K Microwave Landing System (MLS) is an aviation approach and landing system providing most accurate and reliable information for safe landings. This system overcomes the possible limitations of the ILS. This equipment is not compatible with our current flight simulators.
L Instrument Landing System (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway.
O
VHF Omni directional Range (VOR) is a type of radio navigation system for aircraft. The system relies on ground based transmitters which emit signals to a VOR receiver inside the aircraft. The navigation signal allows the aircraft receiving equipment to determine a magnetic bearing from the station to the aircraft.
S
It shall be specified if standard COM/NAV/approach aid equipment for the route to be flown is
carried and serviceable. If the letter S is used, standard equipment is considered to be VHF RTF,
VOR and ILS unless another combination is prescribed by the appropriate ATS authority.
T
Tactical Air Navigation (TACAN) is a navigation system in UHF, giving the air crew continuous
information as to its range and bearing from a beacon. It is similar to VOR but in UHF instead of
VHF. TACAN is primarily used by military aircraft.
U Ultra High Frequency (UHF) Radio Telephone (RTF). Radio equipment onboard the aircraft used
by military aircraft. This equipment is not compatible with our current flight simulators and
V Very High Frequency (VHF) Radio Telephone (RTF). Radio equipment onboard the aircraft.
W Reduced Vertical Separation Minima (RVSM) of 300m (1000ft) separation between aircraft
provides six additional cruising levels between FL 290 and FL 410.
X
Minimum Navigation Performance Specification (MNPS): a set of standards which require aircraft to
have a minimum navigation performance capability in order to operate in MNPS designated
airspace. The airspace is vertically defined between FL285 and FL410 and horizontally includes the
following OCCs: REYKJAVIK, SHANWICK, GANDER, SANTA MARIA and part of NEW YORK.
Y Very High Frequency (VHF) with 8.33 kHz spacing channel: it was decided in 1994 to introduce a further channel split from 25 kHz to 8.33 kHz.
Rule: Standard (S) equipment regroups following equipment: VOR(O) + ILS(L) + VHF(V).
S = LOV
IFR Flightplan Equipment Version 1.0 18 December 2016 Page 3
This manual is dedicated only for IVAOTM Network activities. This document must not be used in real aviation or in other networks
S equipment will replace LOV in the flight plan declaration; you may not declare LOV with combination with S. S equipment should be inserted as first letter in the flight plan equipment section.
2.2. Area Navigation Capability (RNAV)
The table below regroups the appropriate possibilities for area navigation capability.
Letter Description
A
Ground-Based Augmentation System (GBAS) is a safety-critical system that augments the GPS
Standard Positioning Service (SPS) and provides enhanced levels of service. It supports all phases
of approach, landing, departure, and surface operations within its area of coverage. (Today, Flight
simulator are not compatible with this capability)
B
Localizer Performance with Vertical guidance (LPV). APproach with Vertical guidance (APV-SBAS).
Space/Satellite Based Augmentation System (SBAS). The purpose of LPV is to fly ILS look-alike
procedures published as RNAV GNSS with LPV minima, by using SBAS. (Today, Flight simulator
are not compatible with this capability)
G Global Navigation Satellite System (GNSS). The term GNSS encompasses all the satellite navigation systems such as GPS, GLONASS, GALILEO
R
R indicates the Performance Based Navigation (PBN) levels that can be met. It is used by ATC for clearance and routing purposes. The insertion of R in the field 10a requires PBN/ to be present in field 18. The PBN sub-field contains the RNAV and/or RNP certifications and operational approvals applicable for the flight.
Rule: PBN (R) demands additional information to be provided in field 18 with descriptor PBN/
Refer to the following documentation for more information about PBN: RNAV systems.
2.3. Additional Communication Systems
2.3.1. Aircraft Communications Addressing Reporting System (ACARS)
The table below regroups the corresponding capability related to ACARS operations:
The table below regroups the corresponding capability related to CPDLC operations:
Letter Description
J1
Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network
(ATN) VHF DigitaL Mode 2 (VDL2). The ICAO VDL Mode 2 is the VDL version most commonly
used and in this version use ground based communication network (ATN).
J2
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A
High Frequency Data Link (HFDL). FANS 1/A provides controller-pilot data link communications
(CPDLC) and include include air traffic control clearances, pilot requests and position reporting.
FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in
Oceanic airspace. FANS 1/A over HFDL provides air traffic control (ATC) communication
coverage in the Polar region
J3
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A
VHF Data Link (VDL) Mode A. FANS 1/A provides controller-pilot data link communications
(CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A
typically operates over satellite communications (SATCOM) and is mostly used in Oceanic
airspace. VDL Mode A is also known as POA (Plain Old ACARS).
J4
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A
VHF Data Link (VDL) Mode 2. FANS 1/A provides controller-pilot data link communications
(CPDLC) and include air traffic control clearances, pilot requests and position reporting. FANS 1/A
typically operates over satellite communications (SATCOM) and is mostly used in Oceanic
airspace.
J5
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A.
FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic
control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite
communications and is mostly used in Oceanic airspace via the INMARSAT satellite network.
J6
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A.
FANS 1/A provides controller-pilot data link communications (CPDLC) and include include air traffic
control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite
communications and is mostly used in Oceanic airspace. This indicator specifies that the data is
transiting via the MTSAT satellite network
J7
Controller Pilot Data Link Communications (CPDLC Future Air Navigation Services (FANS) 1/A.
FANS 1/A provides controller-pilot data link communications (CPDLC) and includes air traffic
control clearances, pilot requests and position reporting. FANS 1/A typically operates over satellite
communications and is mostly used in Oceanic airspace. This indicator specifies that the data is
transiting via the IRIDIUM satellite network. It allows worldwide voice and data communications
including the poles, oceans and airways.
CPDLC system is designed to send more elaborate messages than ACARS in order to enhance communications in particular in remote airspaces.
The ICAO VDL Mode 2 is the VDL version most commonly used. It was chosen for the Eurocontrol Link 2000+ program and is specified as the primary link in the EU Single European Sky rule adopted in January 2009 requiring all new aircraft flying in Europe after January 1, 2014 to be equipped with CPDLC.
IFR Flightplan Equipment Version 1.0 18 December 2016 Page 5
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2.3.3. SATellite COMmunication (SATCOM)
The table below regroups the appropriate identifiers corresponding to SATCOM operations:
Letter Description
M1 Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data
transiting via the INMARSAT satellite network.
M2 Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data
transiting via the MTSAT satellite network.
M3 Air Traffic Control (ATC) RadioTelephone (RTF) SATellite COMmunications (SATCOM) with data
transiting via the IRIDIUM satellite network.
Satellite communications are meant to enhance and improve communication quality over remote airspaces. The way to communicate (one after another, phraseology, readbacks…) shall be observed to prevent any misunderstanding from one of the listener. (Not applicable for IVAO)
2.4. Other capability
Letter Description
Z Every equipment not recognized by a proper identifier must be added by remark in field 18 under
designator NAV/ or COM/ or DAT/
The following remarks are common:
NAV/SBAS ACAS GBAS: Indicate that the aircraft is equipped with SBAS/ACAS/GBAS receiver.
NAV/TCAS: Indicate that the aircraft is equipped with TCAS
IFR Flightplan Equipment Version 1.0 18 December 2016 Page 6
This manual is dedicated only for IVAOTM Network activities. This document must not be used in real aviation or in other networks
2.5. Transponder type
2.5.1. Main types
The table below regroups different transponder types commonly found in IFR-dedicated aircrafts.
Letter Description
E Transponder Mode S, with aircraft identification, pressure altitude and ADS-B
H Transponder Mode S, with aircraft identification, pressure altitude and enhanced surveillance
I Transponder Mode S, with aircraft identification but no pressure altitude
L Transponder Mode S, with aircraft identification, pressure altitude, enhanced surveillance and ADS-B
P Transponder Mode S, including pressure-altitude, but no aircraft identification.
S Transponder Mode S, including both pressure-altitude and aircraft identification.
X Transponder Mode S, with neither pressure-altitude nor aircraft identification.
All IFR aircrafts shall be equipped with at least a mode S transponder.
Mode S: Whilst traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft within their range, Mode S (Select) establishes selective and addressed interrogations with aircraft within its coverage. Such selective interrogation improves the quality and integrity of the detection, identification and altitude reporting.
2.5.2. ADS-B/ADS-C Options
The table below regroups all options associated with ADS-B and ADS-C.
Letter Description
B1 ADS-B with dedicated out capability
B2 ADS-B with dedicated in and out capability
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
U1 ADS-B out capability using UAT
U2 ADS-B in and out capability using UAT
V1 ADS-B out capability using VDL Mode 4
V2 ADS-B in and out capability using VDL Mode 4
ADS-B: Automatic Dependent Surveillance – Broadcast is a mean for an aircraft to send its position and various flight parameters periodically to anyone equipped with a receiver. Receptors are Air Traffic Control stations and others aircrafts with “in” capability. Broadcast frequency is usually once per second during approach phase, and up to once per ten seconds when en-route.
ADS-C: Automatic Dependent Surveillance – Contract is a private ADS-B since aircraft needs to be logged on the receiving station to transmit information. Usually this system relies on satellites which are very expensive, resulting in less periodical update, about once per 10 minutes; and concerns oceanic area.
IFR Flightplan Equipment Version 1.0 18 December 2016 Page 7
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RNP AR APCH without RF T2
As aircraft requires PBN regulation, a table of some possibilities:
En-route Terminal Final
Basic GPS or basic FMC for cruise only B2 Basic GPS with STAR included B2C2 D2 Vintage Inertial system (B707, concorde...) B5 Vintage Inertial system (B707, concorde...) with STAR B5C4 D4 Modern FMC for cruise only B1C1 Modern FMC with STAR B1C1 D1O1 Modern FMC with STAR and LNAV Approach B1C1 D1O1 S1 Modern FMC with STAR and LNAV+VNAV Approach B1C1 D1O1 S2
If the aircraft performs a flight with oceanic track:
Oceanic
Basic GPS or basic FMC on oceanic track A1 Vintage Inertial system (B707, concorde...) on oceanic track A1 Modern FMC on oceanic track A1L1