AAS |

AAS 1.03 MODE S DEVELOPMENT

Mode S has been established by ICAO as the standard for SSR surveillance due to those performance and functional limitations of the present system which are becoming increasingly significant. Whilst the initial implementation emphasis is on surveillance, Mode S also … Continued

AAS 1.19 OPERATIONAL USE OF DOWN-LINK AIRCRAFT PARAMETERS (DAPS)

Many parameters are available from Mode S, ADS-B UAT (Universal Access Transceiver) and ADS-B ES (Extended Squitter) i.e. (Mach number, indicated airspeed, vertical speed, heading etc.) There are no provisions about how or if there a need to check them … Continued

AAS 1.04 REQUIRED NAVIGATION PERFORMANCE (RNP) and AREA NAVIGATION (RNAV)

Area Navigation (RNAV) is defined as a method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self contained aids, or a combination … Continued

AAS 1.21 UNMANNED AIRCRAFT SYSTEM (UAS) TRAFFIC MANAGEMENT (UTM)

The relationship between UTM and ATM warrants attention, especially with regard to the issues created by the simultaneous management of both unmanned and manned traffic. The absence of a complete and comprehensive international regulatory system does not permit for the … Continued

AAS 1.05 AIR-GROUND DATALINK

The use of air ground Datalink systems has a significant part to play in the evolution of air Traffic Management (ATM), particularly in terms of communication and surveillance. This policy concentrates on the communication aspect. Large quantities of information are … Continued

AAS 1.20 ARTIFICIAL INTELLIGENCE AND MACHINE LEARNING IN ATC

Demand will exceed capacity in more parts of the global ATM system in the near future. To relieve congestion and improve efficiency, modernisation will be needed, and AI and ML could provide solutions to the current challenges. There are many … Continued

AAS 1.06 DATALINK APPLICATIONS – THE USE OF LOGICAL ACKNOWLEDGEMENT (LACK)

There are situations present within the ATN CPDLC SARPs in which the use of LACKs is necessary to have the system perform in an operationally acceptable way. However, the deployment of such systems as FANS 1/A does not utilise this … Continued

AAS 1.22 RPAS ASSUMPTIONS

IFATCA Policy is: The RPAS Operator or the Remote Pilot shall notify ATS only that the RPAS has entered the Lost C2 Link state or that the nominal state has been re-established after a C2 Link Lost. ATCOs shall … Continued

AAS 1.07 DISPLAY OF GNSS STATUS TO ATC

When any failure to the GNSS occurs, it is to be expected that some aircraft will fail to meet the RNP and require special action to be taken, while others will be able to continue to meet the RNP. It … Continued

AAS 1.23 SYSTEM-BASED AIR TRAFFIC CONTROL LICENCE CONCEPT

IFATCA Policy is: IFATCA does not support ATC licensing concepts under which ATCOs are authorised to provide an ATC service based solely on the automation, equipment and/or systems utilised, because the contribution of ATCO skills and knowledge to the safe … Continued