Sss HCM Aacc-Rev-C

Commercial in Confidence
Ho Chi Minh AACC

SYSTEM SEGMENT SPECIFICATION
CONTRACT NUMBER: 1088/VATM

CDRL SEQUENCE NUMBER: N/A
Prepared for:
Civil Aviation Administration of Vietnam

Vietnam Air Traffic Management
Gialam Airport
Hanoi
Vietnam
VIA
The Southern Region Air Traffic Services

Socialist Republic of Vietnam
Prepared By:
Thales ATM Pty Ltd

ABN 20 079 082 170
630 Church Street
Richmond, Victoria 3121
AUSTRALIA
CDRL Number Document Number Rev Page

N/A 61 114 461-305 C 1/661
Filename: SSS_HCM_AACC revC.doc CAGE: Z1W93 Paper size: A4 Template: SSS_Template.dot
All information contained in this document remains the sole and exclusive
Ce document et les informations qu'il contient sont confidentiels et sont la propriété
property of Thales ATM. No part of it may be copied, or disclosed by the
exclusive de Thales ATM. Ils ne doivent être communiqués qu'aux personnes ayant
recipient to third persons, without the prior written consent of Thales ATM;
à en connaître et ne peuvent être reproduits ni divulgués à toute autre personne
nor shall it be used for any purpose other than in connection with an
sans l'autorisation préalable écrite de Thales ATM.
agreement or proposed agreement with Thales ATM.
Ho Chi Minh AACC - EUROCAT-X System Segment Specification 8 Mar 2005
TABLE OF CONTENTS
1 SCOPE ............................................................................................................................. 49
1.1 IDENTIFICATION........................................................................................................ 49
1.2 PROGRAM OVERVIEW .............................................................................................. 49
1.3 ABOUT THIS DOCUMENT.......................................................................................... 49
1.3.1 Purpose of This Document .................................................................................... 49
1.3.2 Applicability of This Document ............................................................................... 49
1.3.3 Structure of This Document ................................................................................... 49
2 Applicable Documents ........................................................................................................ 51
2.1 DOCUMENT HIERARCHY ........................................................................................... 51
2.2 STANDARDS .............................................................................................................. 51
2.3 REFERENCED DOCUMENTS ..................................................................................... 51
3 SYSTEM REQUIREMENTS ................................................................................................ 53
3.1 INTRODUCTION ......................................................................................................... 53
3.1.1 Definitions ............................................................................................................ 53
3.1.1.1 Volume Sector .................................................................................................. 53
3.1.1.2 Functional Sector.............................................................................................. 53
3.1.1.3 Logical Position ................................................................................................ 53
3.1.1.4 Physical Positions............................................................................................. 53
3.1.1.5 Logical systems................................................................................................ 54
3.1.1.6 Sectorisation .................................................................................................... 54
3.1.2 Operational Organization ....................................................................................... 55
3.1.2.1 Operations Supervisor (OPSUP)........................................................................ 55
3.1.2.2 Area Supervisor (ASUP) ................................................................................... 55
3.1.2.3 Executive and Planner Controller ....................................................................... 55
3.1.2.4 Tower Executive/Planner Controller ................................................................... 55
3.1.2.5 Flight Data Operator ......................................................................................... 55
3.1.2.6 Observer Position (OBS)................................................................................... 56
3.1.3 Functional Capability............................................................................................. 57
3.1.3.1 EUROCAT-X Concept ....................................................................................... 57
3.1.3.2 EUROCAT-X Basic Functions............................................................................ 57
3.1.3.2.1 Radar Data Function (RDF)......................................................................... 57
3.1.3.2.2 Radar Fallback Function (RFF).................................................................... 58
3.1.3.2.3 Flight Data Function (FDP).......................................................................... 58
3.1.3.2.4 Air Ground Data Link function (AGDL) ......................................................... 58
3.1.3.2.5 Safety Nets and Monitoring Aids Processing (SNMAP) function..................... 58
3.1.3.2.6 Air Traffic Generator function (ATG)............................................................. 59
3.1.3.2.7 Human Machine Interface function (HMI) ..................................................... 59
3.1.3.3 Complementary Functions ................................................................................. 60
3.1.3.3.1 Aeronautical Information Function (AIF) ....................................................... 60
3.1.3.3.2 Communication Data Function (CDP) .......................................................... 60
3.1.3.3.3 Recording/Playback Function (REC/ASPB).................................................. 61
3.1.3.3.4 Pre-departure Clearance Management function (PDC) ................................. 61
3.1.3.3.5 System Control and Monitoring function (SCM) ............................................ 61
3.1.3.3.6 Operational Data Analysis Facilities function (DAF) ...................................... 62
3.1.3.3.7 System Parameter Management (DPR) ....................................................... 62
3.1.4 EUROCAT-X Configurations .................................................................................. 63
3.1.4.1 Operational Capabilities .................................................................................... 63
3.1.4.2 Training Capabilities ......................................................................................... 64
3.1.4.2.1 Introduction ................................................................................................ 64
3.1.4.2.2 Definitions .................................................................................................. 64
3.1.4.2.2.1 Simulated Kinematic Flight Plan ............................................................ 64
3.1.4.2.2.2 Group .................................................................................................. 64
3.1.4.2.2.3 Exercise............................................................................................... 64
3.1.4.2.2.4 Game .................................................................................................. 64
3.1.4.2.2.5 Session................................................................................................ 65
3.1.4.2.2.6 Pilot ..................................................................................................... 65
3.1.4.2.2.7 Session Leader .................................................................................... 65
Thales ATM CAGE: Z1W93 CDRL: N/A Doc No: 61 114 461-305 C A4 3
3.1.4.2.2.8 Exercise leader .................................................................................... 65

3.1.4.2.3 Training organisation .................................................................................. 65
3.1.5 Sectorisation and Configuration Management ......................................................... 67
3.1.5.1 General ............................................................................................................ 67
3.1.5.2 Dummy sectors/positions .................................................................................. 67
3.1.5.2.1 In the simulator partition .............................................................................. 68
3.1.5.2.2 In the operational partition ........................................................................... 68
3.1.5.3 Spare position .................................................................................................. 68
3.1.5.4 Definition of groups in the simulator and use of logical systems ........................... 68
3.2 CHARACTERISTICS ................................................................................................... 69
3.2.1 Functional Performance Characteristics ................................................................. 69
3.2.1.1 RFP and RDP RADAR DATA FUNCTION (RFP - RDP RDF) .............................. 69
3.2.1.1.1 Introduction ................................................................................................ 69
3.2.1.1.2 General Principles of Radar Data Processing ............................................... 70
3.2.1.1.3 Radar Front Processing Function ................................................................ 72
3.2.1.1.3.1 Input Data Processing........................................................................... 72
3.2.1.1.3.2 Track to Local Track Renumbering Function........................................... 78
3.2.1.1.3.3 Mono-radar Tracking Function............................................................... 78
3.2.1.1.3.4 Co-ordinate Conversion and Barometric Correction ................................ 82
3.2.1.1.3.5 Local Track Distribution to Other Functions ............................................ 84
3.2.1.1.4 Multi Radar Tracking Function ..................................................................... 84
3.2.1.1.4.1 Preparation for Multi Radar Tracking...................................................... 84
3.2.1.1.4.2 Multi Radar Tracking............................................................................. 85
3.2.1.1.4.3 System Track Altitude Tracking ............................................................. 91
3.2.1.1.4.4 System Track Distribution ..................................................................... 93
3.2.1.1.4.5 Actual Time of Arrival Processing .......................................................... 94
3.2.1.1.5 Radar Data Training Capabilities ................................................................. 94
3.2.1.2 RADAR FALLBACK FUNCTION (RFF) .............................................................. 95
3.2.1.2.1 Definition ................................................................................................... 95
3.2.1.2.1.1 Multi Radar Mosaic Area ....................................................................... 95
3.2.1.2.1.2 Best radar's for MRT............................................................................. 95
3.2.1.2.2 Principles ................................................................................................... 97
3.2.1.2.3 RFS Input Processing ................................................................................. 98
3.2.1.2.3.1 Data Sources ....................................................................................... 98
3.2.1.2.3.2 RFF Data types Handled....................................................................... 98
3.2.1.2.3.3 RFF Data Formats Handled .................................................................. 98
3.2.1.2.3.4 RFF Incoming Data Error Filtering ......................................................... 99
3.2.1.2.3.5 RFF Errors Reported To SCM ............................................................... 99
3.2.1.2.3.6 RFF Radar Status Management ............................................................ 99
3.2.1.2.3.7 RFF Radar Period Assessment ............................................................. 99
3.2.1.2.3.8 RFF Data Counting............................................................................. 100
3.2.1.2.3.9 RFF Overload Processing ................................................................... 100
3.2.1.2.3.10 RFF Track Management: Primary Tests Targets................................. 100
3.2.1.2.3.11 RFF Track management: Secondary Tests Targets ............................ 101
3.2.1.2.3.12 RFF Track Management: Permanent Primary Targets......................... 101
3.2.1.2.3.13 RFF Track Management: Fixed Beacon Used by Each Radar Antenna 101
3.2.1.2.3.14 RFF Plot Filtering.............................................................................. 102
3.2.1.2.3.15 RFF Use Of Blanking Areas Defined Off-line ...................................... 102
3.2.1.2.3.16 RFF Plot Dating................................................................................ 102
3.2.1.2.3.17 RFF Radar Plot Sector Transmission ................................................. 103
3.2.1.2.3.18 RFF Operator Orders Management.................................................... 103
3.2.1.2.3.19 RFF Radar Connection ..................................................................... 103
3.2.1.2.4 Mono-radar Tracking Function................................................................... 103
3.2.1.2.4.1 Introduction ........................................................................................ 103
3.2.1.2.4.2 Track Reception ................................................................................. 103
3.2.1.2.4.3 Plot Reception.................................................................................... 103
3.2.1.2.4.4 Tracking............................................................................................. 104
3.2.1.2.4.5 Co-ordinate Conversion ...................................................................... 107
3.2.1.2.5 Multi Radar Tracking Processing ............................................................... 108
3.2.1.2.5.1 Mosaic Filtering .................................................................................. 108
3.2.1.2.5.2 Local to System Track Association and New System Track Creation ..... 109
3.2.1.2.5.3 System Track Update ......................................................................... 113
3.2.1.2.5.4 Radar Bias Estimation ........................................................................ 114
3.2.1.2.5.5 Altitude Tracking For System Track ..................................................... 115
3.2.1.2.6 Radar Data Distribution............................................................................. 116
3.2.1.2.6.1 Multi Radar Tracks Distribution ............................................................ 116
3.2.1.2.6.2 Distribution Mode ............................................................................... 116
3.2.1.2.6.3 Weather Data Co-ordinate Conversion................................................. 117
3.2.1.2.6.4 Distribution......................................................................................... 117
3.2.1.2.7 Radar Data Training Capabilities ............................................................... 117
3.2.1.2.8 Radar Data Function for TMA Facilities ...................................................... 117
3.2.1.2.9 Real Time Quality Control ......................................................................... 117
3.2.1.2.10 Weather Data Handling........................................................................... 117
3.2.1.3 FLIGHT PLAN FUNCTION (FDF) .................................................................... 118
3.2.1.3.1 Introduction .............................................................................................. 118
3.2.1.3.2 Interface With The Military System............................................................. 121
3.2.1.3.2.1 Civil And Military Aircraft Control.......................................................... 121
3.2.1.3.2.2 Military Airspace Definition .................................................................. 122
3.2.1.3.3 Flight Plan Acquisition and Creation........................................................... 122
3.2.1.3.4 Flight Plan Evolution................................................................................. 124
3.2.1.3.4.1 Flight Plan State Definitions ................................................................ 125
3.2.1.3.4.2 Flight Plan Events .............................................................................. 126
3.2.1.3.4.3 Grouping / Ungrouping of Sectors ........................................................ 144
3.2.1.3.4.4 HMI Posting Computation ................................................................... 145
3.2.1.3.4.5 Flight Plan Modification....................................................................... 153
3.2.1.3.4.6 Holding .............................................................................................. 158
3.2.1.3.4.7 Flight Data Record History Recordings ................................................ 160
3.2.1.3.5 Flight Plan Checking ................................................................................. 160
3.2.1.3.6 Flight Plan Trajectory Computation ............................................................ 164
3.2.1.3.6.1 Route Analysis ................................................................................... 165
3.2.1.3.6.2 Co-ordination with Adjacent Centres .................................................... 174
3.2.1.3.6.3 Co-ordination with a military centre ...................................................... 176
3.2.1.3.6.4 Message_Out Facilities ....................................................................... 176
3.2.1.3.6.5 Message_In Facilities ......................................................................... 177
3.2.1.3.6.6 Profile Computation ............................................................................ 177
3.2.1.3.6.7 Determination Of The List Of Crossed Sectors ..................................... 180
3.2.1.3.6.8 Estimated Times Computation............................................................. 181
3.2.1.3.7 Search And Rescue (SAR) functionality ..................................................... 188
3.2.1.3.8 SSR Code Management ........................................................................... 189
3.2.1.3.8.1 Introduction ........................................................................................ 189
3.2.1.3.8.2 Automatic SSR Code Management ..................................................... 190
3.2.1.3.8.3 Manual SSR Code Management ......................................................... 193
3.2.1.3.8.4 Radar tag SSR code management ...................................................... 194
3.2.1.3.9 Processing of Messages ........................................................................... 194
3.2.1.3.9.1 Message Field Description .................................................................. 195
3.2.1.3.9.2 Processing of AFTN and AIDC on Dedicated Lines Messages............... 203
3.2.1.3.9.3 Processing of On-line Data Interchange (OLDI) Messages .................... 244
3.2.1.3.9.4 Processing of GRIB Meteorological Messages ..................................... 252
3.2.1.3.10 Queue Management ............................................................................... 256
3.2.1.3.11 RPL and STEREO Management .............................................................. 257
3.2.1.3.11.1 Introduction ...................................................................................... 257
3.2.1.3.11.2 File Transfer..................................................................................... 257
3.2.1.3.11.3 File Switch........................................................................................ 257
3.2.1.3.11.4 RPL Extraction and Copy to Flight Plan Database............................... 258
3.2.1.3.11.5 Automatic Purge of the Current RPL File ............................................ 258
3.2.1.3.11.6 Operator Access to the Current RPL File ............................................ 258
3.2.1.3.11.7 Stereo Flight Plan Management ......................................................... 259
3.2.1.3.12 Traffic Management Assistance Function (TM) ......................................... 261
3.2.1.3.12.1 Introduction ...................................................................................... 261
3.2.1.3.12.2 Eligibility of a Flight Plan for Traffic Management Processing............... 261
3.2.1.3.12.3 Traffic Management Processing......................................................... 262

3.2.1.3.12.4 HMI for the Traffic Management Assistance function ........................... 262
3.2.1.3.13 Flight Plan Load Computation.................................................................. 263
3.2.1.3.13.1 Flight Plan Summary ......................................................................... 263
3.2.1.3.13.2 Flight Plan Forecast .......................................................................... 264
3.2.1.3.13.3 Flight Plan Bar Chart Forecast Function ............................................. 265
3.2.1.3.14 Flight Plan Training Capabilities ............................................................... 267
3.2.1.3.14.1 Introduction ...................................................................................... 267
3.2.1.3.14.2 Processing of Messages ................................................................... 267
3.2.1.3.14.3 Accept of Inter-Sector Transfer .......................................................... 269
3.2.1.3.14.4 Co-ordination.................................................................................... 269
3.2.1.3.14.5 Grouping and ungrouping of sectors .................................................. 269
3.2.1.3.14.6 Repetitive Flight Plan ........................................................................ 269
3.2.1.3.14.7 Meteorological data........................................................................... 269
3.2.1.3.15 Flight Plan Conflict Function .................................................................... 271
3.2.1.3.15.1 Introduction ...................................................................................... 271
3.2.1.3.15.2 Flight Plan Conflict Region Definition ................................................. 271
3.2.1.3.15.3 Separation Tolerances Definition ....................................................... 272
3.2.1.3.15.4 FPCF Processing ............................................................................. 277
3.2.1.3.15.5 FPCF Reports .................................................................................. 294
3.2.1.4 AIR GROUND DATA LINK FUNCTION ............................................................ 298
3.2.1.4.1 Introduction .............................................................................................. 298
3.2.1.4.2 Context Management Application (CMA).................................................... 298
3.2.1.4.2.1 Establishing Communication ............................................................... 298
3.2.1.4.2.2 Communication Transfer ..................................................................... 299
3.2.1.4.2.3 End of Context Management ............................................................... 300
3.2.1.4.2.4 Coupling at LOGON............................................................................ 300
3.2.1.4.2.5 Data Link Communication Errors ......................................................... 301
3.2.1.4.3 ADS Processing ....................................................................................... 301
3.2.1.4.3.1 Introduction ........................................................................................ 301
3.2.1.4.3.2 Definition of ADS Region .................................................................... 302
3.2.1.4.3.3 ADS Message Description .................................................................. 302
3.2.1.4.3.4 Management of ADS Contracts ........................................................... 303
3.2.1.4.3.5 ADS Report Processing ...................................................................... 307
3.2.1.4.3.6 ADS Track Management ..................................................................... 308
3.2.1.4.4 Controller Pilot Data Link Communication Processing................................. 310
3.2.1.4.4.1 Introduction ........................................................................................ 310
3.2.1.4.4.2 CPDLC Connection Management ........................................................ 310
3.2.1.4.4.3 CPDLC Database Capacity................................................................. 312
3.2.1.4.4.4 Pilot Controller Message Management ................................................. 313
3.2.1.4.4.5 CPDLC Messages .............................................................................. 321
3.2.1.4.5 Data Link Training Capabilities .................................................................. 336
3.2.1.4.5.1 ADS Communication Training Capabilities ........................................... 336
3.2.1.4.5.2 CPDLC Communication Training Capabilities ....................................... 336
3.2.1.5 PRE-DEPARTURE CLEARANCE MANAGEMENT........................................... 337
3.2.1.5.1 Introduction .............................................................................................. 337
3.2.1.5.2 PDC Queue ............................................................................................. 337
3.2.1.5.3 PDC Creation ........................................................................................... 338
3.2.1.5.4 Full Message Editor (FME)........................................................................ 338
3.2.1.5.5 Message Content ..................................................................................... 338
3.2.1.5.6 PDC Message Transmission ..................................................................... 339
3.2.1.6 SAFETY NET AND MONITORING AIDS PROCESSING FUNCTION ................ 340
3.2.1.6.1 Radar Alert Capabilities (RAC) .................................................................. 340
3.2.1.6.1.1 Short Term Conflict Alert (STCA)......................................................... 341
3.2.1.6.1.2 Minimum Safe Altitude Warning (MSAW) ............................................. 346
3.2.1.6.1.3 Danger Area Infringement Warning (DAIW).......................................... 351
3.2.1.6.1.4 Temporary Danger Area Warning (TDAW) ........................................... 354
3.2.1.6.1.5 Restricted Areas ................................................................................. 356
3.2.1.6.2 Track/Flight Plan Integrated Capabilities .................................................... 356
3.2.1.6.2.1 Track/Flight Plan Coupling .................................................................. 356
3.2.1.6.2.2 Route Adherence Monitoring (RAM) .................................................... 362

3.2.1.6.2.3 Automatic Position Reporting (APR) .................................................... 365
3.2.1.6.2.4 Sharp Turn Processing ....................................................................... 368
3.2.1.6.2.5 Cleared Level Adherence Monitoring (CLAM) ....................................... 368
3.2.1.6.3 ADS / Flight Plan Integrated Capabilities .................................................... 369
3.2.1.6.3.1 ADS Route Conformance Warning Checking (ARCW) .......................... 369
3.2.1.6.3.2 Route Adherence Monitoring (RAM) .................................................... 371
3.2.1.6.3.3 Lateral Deviation Monitoring ................................................................ 373
3.2.1.6.3.4 Cleared Level Adherence Monitoring (CLAM) ....................................... 374
3.2.1.6.3.5 Danger Area Infringement Warning (DAIW).......................................... 374
3.2.1.6.3.6 Temporary Danger Area Warning (TDAW) ........................................... 375
3.2.1.6.3.7 Automatic Position Reporting (APR) .................................................... 376
3.2.1.7 AERONAUTICAL INFORMATION FUNCTION ................................................. 377
3.2.1.7.1 Introduction .............................................................................................. 377
3.2.1.7.2 NOT/MET Data Processing....................................................................... 377
3.2.1.7.2.1 Introduction ........................................................................................ 377
3.2.1.7.2.2 NOTAM Processing ............................................................................ 378
3.2.1.7.2.3 Meteorological MET Message Processing ............................................ 379
3.2.1.7.2.4 NOT/MET Database Management ....................................................... 383
3.2.1.7.2.5 Bulletin Generation ............................................................................. 383
3.2.1.7.2.6 AIDS Data Management ..................................................................... 384
3.2.1.8 COMMUNICATION DATA PROCESSING........................................................ 386
3.2.1.8.1 Introduction .............................................................................................. 386
3.2.1.8.2 Interface to Adjacent Partitions .................................................................. 386
3.2.1.9 RECORDING FUNCTION ............................................................................... 388
3.2.1.9.1 Introduction .............................................................................................. 388
3.2.1.9.2 Data Collection and Storage...................................................................... 388
3.2.1.9.3 Producing Archives ................................................................................... 391
3.2.1.9.4 Producing a scratchpad ............................................................................ 392
3.2.1.9.5 Recording Training Capabilities ................................................................. 392
3.2.1.10 AIR SITUATION PLAYBACK FUNCTION (ASPB)........................................... 393
3.2.1.10.1 Introduction ............................................................................................ 393
3.2.1.10.2 Replay Preparation ................................................................................. 393
3.2.1.10.3 Replay Control........................................................................................ 394
3.2.1.10.4 Synchronised Voice Replay ..................................................................... 395
3.2.1.10.5 Replayed Information.............................................................................. 395
3.2.1.10.6 Air Situation Playback Training Capabilities .............................................. 395
3.2.1.10.6.1 Introduction ...................................................................................... 395
3.2.1.10.6.2 Replay ............................................................................................. 396
3.2.1.10.6.3 Replay of the current exercise ........................................................... 396
3.2.1.11 AIR TRAFFIC GENERATOR ......................................................................... 397
3.2.1.11.1 Introduction ............................................................................................ 397
3.2.1.11.2 Flight Creation........................................................................................ 397
3.2.1.11.3 Flight Plan message generation............................................................... 399
3.2.1.11.3.1 FPL Message Transmission .............................................................. 400
3.2.1.11.3.2 Co-ordination Message Transmission ................................................ 400
3.2.1.11.3.3 DEP Message Transmission.............................................................. 400
3.2.1.11.3.4 TOC Message Transmission ............................................................. 400
3.2.1.11.3.5 Scripted Message Transmission ........................................................ 400
3.2.1.11.4 Wind Data generation ............................................................................. 401
3.2.1.11.4.1 Gust wind ......................................................................................... 401
3.2.1.11.4.2 Global wind ...................................................................................... 401
3.2.1.11.5 Aircraft Simulation................................................................................... 401
3.2.1.11.5.1 Aircraft Trajectory Initialisation........................................................... 402
3.2.1.11.5.2 Management of the Evolution of the aircraft Trajectory ........................ 408
3.2.1.11.5.3 Pilot reports generation ..................................................................... 420
3.2.1.11.6 Altitude and Flight Level Handling............................................................ 420
3.2.1.11.7 Radar Data Handling .............................................................................. 420
3.2.1.11.7.1 Radar Data Generation ..................................................................... 420
3.2.1.11.7.2 Radar Weather Data generation ........................................................ 423
3.2.1.11.8 Data-link handling................................................................................... 423

3.2.1.11.9 ADS data handling .................................................................................. 423
3.2.1.11.10 CPDLC message handling..................................................................... 424
3.2.1.11.11 Simulation Control................................................................................. 424
3.2.1.11.12 Time Management ................................................................................ 425
3.2.1.12 OPERATIONAL HUMAN MACHINE INTERFACE ........................................... 426
3.2.1.12.1 Introduction ............................................................................................ 426
3.2.1.12.2 HMI Facilities.......................................................................................... 428
3.2.1.12.2.1 Date Facilities ................................................................................... 428
3.2.1.12.2.2 Time Facilities .................................................................................. 428
3.2.1.12.2.3 Windowing Facilities ......................................................................... 429
3.2.1.12.2.4 Sign on/off Facilities .......................................................................... 430
3.2.1.12.2.5 Password Protection for Supervisor Functionality................................ 430
3.2.1.12.2.6 Aircraft Dependent Facilities .............................................................. 430
3.2.1.12.2.7 Radar Monitoring Facilities ................................................................ 440
3.2.1.12.2.8 Actions On Label .............................................................................. 440
3.2.1.12.2.9 Radar Tag ........................................................................................ 441
3.2.1.12.2.10 Graphic Facilities ............................................................................ 444
3.2.1.12.2.11 Electronic Strip Facilities ................................................................. 450
3.2.1.12.2.12 Flight Plan Management Facilities.................................................... 455
3.2.1.12.2.13 Traffic Management Facilities .......................................................... 458
3.2.1.12.2.14 Alarm and Warning Facilities ........................................................... 460
3.2.1.12.2.15 Display Facilities ............................................................................. 470
3.2.1.12.2.16 Flight Plan Air Situation Display (FPASD) ......................................... 475
3.2.1.12.2.17 Transmission of ATC Messages ...................................................... 475
3.2.1.12.2.18 ATC Message De-queuing Management .......................................... 475
3.2.1.12.2.19 Operational Data Display Facilities................................................... 477
3.2.1.12.2.20 Operational Data Management ........................................................ 477
3.2.1.12.2.21 ADS Contract Management Facilities ............................................... 482
3.2.1.12.2.22 Controller Pilot Datalink Communication Facilities ............................. 483
3.2.1.12.2.23 Air-ground Data Link Survey Facilities .............................................. 483
3.2.1.12.2.24 System Survey Facilities ................................................................. 483
3.2.1.12.2.25 Verification of Physical Configuration Facility.................................... 484
3.2.1.12.2.26 Air Traffic Load Management Facilities ............................................. 484
3.2.1.12.2.27 Medium Speed Printing Facilities ..................................................... 485
3.2.1.12.2.28 RPL Database Version Management ............................................... 485
3.2.1.12.2.29 Flight Plan Shutdown Facilities ........................................................ 486
3.2.1.12.2.30 AIF Display Facilities....................................................................... 487
3.2.1.12.2.31 Playback Session Management ....................................................... 490
3.2.1.12.2.32 Local Code/Call-sign Coupling ......................................................... 490
3.2.1.12.2.33 Local SSR Code Management ......................................................... 491
3.2.1.12.2.34 Local Flight Plan facilities ................................................................ 493
3.2.1.12.2.35 Directed Traffic Information (DTI) Facilities ....................................... 496
3.2.1.12.2.36 Flight Plan Bar Chart Forecast Windows .......................................... 497
3.2.1.12.3 ATC Positions ........................................................................................ 498
3.2.1.12.3.1 Executive Controller Position (EC) ..................................................... 498
3.2.1.12.3.2 Planning Controller Position (PLC) ..................................................... 498
3.2.1.12.3.3 Supervisor Position (SUP)................................................................. 498
3.2.1.12.3.4 Tower Controller Position (TWR) ....................................................... 498
3.2.1.12.3.5 Flight Data Operator Position (FDO) .................................................. 498
3.2.1.12.3.6 Technical Maintenance Position (TMP) .............................................. 499
3.2.1.12.3.7 Observation Position (OBS)............................................................... 499
3.2.1.12.3.8 HMI Position Capabilities................................................................... 499
3.2.1.12.4 HMI Electronic Strip Posting .................................................................... 502
3.2.1.12.4.1 Introduction ...................................................................................... 502
3.2.1.12.4.2 General Rules .................................................................................. 502
3.2.1.12.4.3 HMI Display State............................................................................. 502
3.2.1.12.4.4 Different types of displayed postings .................................................. 502
3.2.1.13 SIMULATION HUMAN MACHINE INTERFACE .............................................. 515
3.2.1.13.1 Pilot Position .......................................................................................... 515
3.2.1.13.1.1 General Purpose .............................................................................. 515

3.2.1.13.1.2 Pilot Actions ..................................................................................... 515
3.2.1.13.1.3 Pilot Interface................................................................................... 517
3.2.1.13.2 Leader Position ...................................................................................... 519
3.2.1.13.2.1 General Purpose .............................................................................. 519
3.2.1.13.2.2 Leader Commands ........................................................................... 520
3.2.1.13.2.3 Leader Interface ............................................................................... 521
3.2.1.13.3 HMI Functionality in the Simulator Environment ........................................ 522
3.2.1.14 CONTROL AND MONITORING FUNCTION................................................... 523
3.2.1.14.1 Introduction ............................................................................................ 523
3.2.1.14.2 System Control and Monitoring ................................................................ 523
3.2.1.14.2.1 System Resources Control and Monitoring......................................... 525
3.2.1.14.2.2 Application Process Groups Control and Monitoring ............................ 525
3.2.1.14.2.3 Single Node Control and Monitoring ................................................... 526
3.2.1.14.2.4 Dual Node Control and Monitoring ..................................................... 526
3.2.1.14.2.5 External Lines and Devices Control and Monitoring............................. 526
3.2.1.14.2.6 Duplicated External Lines Control and Monitoring ............................... 526
3.2.1.14.2.7 Operational and Service LAN Control and Monitoring .......................... 527
3.2.1.14.3 System Start-up and Shutdown ............................................................... 527
3.2.1.14.3.1 Node Restart .................................................................................... 527
3.2.1.14.4 Dual Node Switchover............................................................................. 529
3.2.1.14.4.1 SNMAP Processing .......................................................................... 529
3.2.1.14.4.2 Radar Data Processing ..................................................................... 529
3.2.1.14.4.3 Flight Data Processing ...................................................................... 529
3.2.1.14.4.4 AGDP and FPCF Processing............................................................. 529
3.2.1.14.4.5 REC Processing ............................................................................... 530
3.2.1.14.5 System Monitoring and Supervision Function (TKSUP)............................. 531
3.2.1.14.5.1 Introduction ...................................................................................... 531
3.2.1.14.5.2 System and Memory Monitoring......................................................... 531
3.2.1.14.5.3 Node Monitoring ............................................................................... 531
3.2.1.14.5.4 Integrated Graphical Recorded Data Archiving Tools .......................... 533
3.2.1.14.5.5 Multiple Installations of TKSUP .......................................................... 533
3.2.1.14.5.6 Multi-Partition Monitoring (C_TKSUP) ................................................ 534
3.2.1.14.5.7 Interfaces and Colour Scheme........................................................... 535
3.2.1.14.5.8 Supervision Tool Operating Principles ................................................ 536
3.2.1.15 MODES ....................................................................................................... 538
3.2.1.15.1 System Modes........................................................................................ 538
3.2.1.15.1.1 Introduction ...................................................................................... 538
3.2.1.15.1.2 System Mode and Position System Mode........................................... 538
3.2.1.15.1.3 System Capability Relationships ........................................................ 541
3.2.1.15.1.4 System Mode Transitions .................................................................. 546
3.2.1.15.2 User Modes ............................................................................................ 559
3.2.1.15.2.1 Introduction ...................................................................................... 559
3.2.1.15.2.2 Operational Mode ............................................................................. 560
3.2.1.15.2.3 Free Mode ....................................................................................... 560
3.2.1.15.2.4 Shadow Mode .................................................................................. 560
3.2.1.15.2.5 Operational Replay Mode .................................................................. 560
3.2.1.15.2.6 Training Mode .................................................................................. 560
3.2.1.15.2.7 Training Free Mode........................................................................... 561
3.2.1.15.2.8 Training Replay Mode ....................................................................... 561
3.2.1.16 OPERATIONAL DATA EXTRACTION AND ANALYSIS .................................. 562
3.2.1.16.1 Statistical Reports................................................................................... 562
3.2.1.16.2 Traffic Reports........................................................................................ 563
3.2.1.16.3 System Environmental Reports................................................................ 564
3.2.1.16.4 Output Reports Definition ........................................................................ 566
3.2.1.16.5 Data Collection And Production Of Billing Files ......................................... 566
3.2.1.17 SYSTEM PARAMETER MANAGEMENT ....................................................... 568
3.2.1.17.1 Description of Prepared Data................................................................... 569
3.2.1.17.1.1 Prepared Data for the Operational System ......................................... 569
3.2.1.17.1.2 Prepared Simulation Data ................................................................. 572
3.2.1.17.2 Description of the Data Preparation Facilities............................................ 578

3.2.1.17.2.1 Data Preparation Facility ................................................................... 578
3.2.1.17.2.2 Map Generation................................................................................ 580
3.2.1.17.2.3 Repetitive Flight Plan Preparation...................................................... 581
3.2.1.17.3 Backup and Recovery ............................................................................. 582
3.2.1.17.4 System Parameter Delivery and Utilisation ............................................... 582
3.2.1.17.4.1 System Parameter Delivery and use in the ATC System...................... 583
3.2.1.17.4.2 System Parameter Delivery in the Training System............................. 585
3.2.2 System Capability Relationships .......................................................................... 587
3.2.3 External Interface Requirements .......................................................................... 587
3.2.4 Physical Characteristics ...................................................................................... 589
3.2.5 System Quality Factors ....................................................................................... 589
3.2.5.1 Reliability, Maintainability and Availability ......................................................... 589
3.2.6 Environmental Conditions .................................................................................... 589
3.2.6.1 General environmental conditions .................................................................... 589
3.2.6.2 Electric and Magnetic perturbation ................................................................... 589
3.2.7 Transportability ................................................................................................... 589
3.2.8 Flexibility and expansion...................................................................................... 589
3.2.9 Portability ........................................................................................................... 589
3.3 DOCUMENTATION................................................................................................... 590
3.4 LOGISTICS ............................................................................................................... 590
3.5 PERSONNEL AND TRAINING................................................................................... 590
3.6 CHARACTERISTICS OF SUBORDINATE ELEMENTS ............................................... 590
3.7 PRECEDENCE ......................................................................................................... 590
3.8 QUALIFICATION ....................................................................................................... 590
3.9 STANDARD SAMPLE ................................................................................................ 590
3.10 PRE-PRODUCTION SAMPLE ................................................................................ 590
4 QUALITY ASSURANCE PROVISION................................................................................ 590
4.1 RESPONSIBILITY FOR INSPECTION........................................................................ 590
4.2 TESTS AND EXAMINATIONS .................................................................................... 590
5 PREPARATION FOR DELIVERY ...................................................................................... 590
6 NOTES............................................................................................................................ 591
6.1 INTENDED USE........................................................................................................ 591
6.1.1 Missions ............................................................................................................. 591
6.1.2 Threat ................................................................................................................ 591
7 Appendix A - Abbreviations ............................................................................................... 592
8 APPENDIX B - CAPACITIES AND PERFORMANCE ......................................................... 608
8.1 Scope ....................................................................................................................... 608
8.1.1 Purpose ............................................................................................................. 608
8.2 System ..................................................................................................................... 608
8.2.1 System Characteristics........................................................................................ 608
8.2.1.1 System Reliability, Availability, Maintainability................................................... 608
8.2.1.2 Flexibility and Expansion................................................................................. 608
8.2.1.3 System Capacity............................................................................................. 609
8.2.2 Load Conditions .................................................................................................. 609
8.2.2.1 Flight Plan Load.............................................................................................. 610
8.2.2.1.1 Distribution of Flight Plans ......................................................................... 610
8.2.2.1.2 Flight Plan Load Model ............................................................................. 610
8.2.2.1.3 Maximum Flight Plan Load ........................................................................ 611
8.2.2.1.4 Flight Plan Model...................................................................................... 612
8.2.2.1.5 Global System Events............................................................................... 612
8.2.2.2 Radar Track Load........................................................................................... 613
8.2.2.3 HMI Load ....................................................................................................... 613
8.2.3 System Capacities .............................................................................................. 614
8.3 Radar Data Function.................................................................................................. 615
8.3.1 Capacity............................................................................................................. 615
8.3.2 Response Times ................................................................................................. 616
8.4 Safety Net and Monitoring Aid Function ...................................................................... 617
8.4.1 Capacity............................................................................................................. 617
8.4.2 Accuracy ............................................................................................................ 618
8.4.2.1 Alert Functions ............................................................................................... 618

8.4.2.1.1 Definitions ................................................................................................ 618
8.4.2.1.2 Measurement Conditions .......................................................................... 618
8.4.2.1.3 Short Term Conflict Alert (STCA) Performance Values ................................ 618
8.4.2.1.4 Minimum Safe Altitude Warning (MSAW) Performance Values .................... 619
8.4.2.1.5 Danger Area Infringement Warning (DAIW) Performance Values ................. 619
8.5 Flight Plan Function ................................................................................................... 620
8.5.1 Capacities .......................................................................................................... 620
8.5.2 Accuracy ............................................................................................................ 624
8.5.2.1 Definitions ...................................................................................................... 624
8.5.2.2 Measurement Conditions................................................................................. 624
8.5.2.3 FDP Accuracy Values ..................................................................................... 624
8.5.2.3.1 FDP Timing .............................................................................................. 625
8.5.2.3.2 Handoff Proposal...................................................................................... 625
8.6 Aeronautical Information Function............................................................................... 626
8.6.1 Capacity............................................................................................................. 626
8.6.1.1 Data Base Capacity ........................................................................................ 626
8.7 Human Machine Interface Function ............................................................................ 627
8.7.1 Capacities .......................................................................................................... 627
8.7.2 Flight Data Window Capacities:............................................................................ 632
8.7.3 Window Capacities.............................................................................................. 634
8.7.4 HMI Accuracy ..................................................................................................... 635
8.7.4.1 Map Accuracy ................................................................................................ 635
8.7.4.1.1 Displayed Map Error................................................................................. 635
8.7.4.1.2 Displayed Map Scale Error........................................................................ 635
8.7.4.1.3 Displayed Heading Distortion .................................................................... 635
8.7.4.2 Graphical Tool Accuracy ................................................................................. 636
8.7.4.2.1 Bearing and Range Line Tool Accuracy ..................................................... 636
8.7.4.2.2 Latitude and Longitude Display Tool .......................................................... 636
8.7.4.2.3 Flight Plan Route Crossing Angle Calculation Accuracy .............................. 636
8.7.4.2.4 Time-share Label "flip" Time Accuracy....................................................... 637
8.7.5 Response Times ................................................................................................. 637
8.7.5.1 Definitions ...................................................................................................... 637
8.7.5.2 Measurement Conditions................................................................................. 638
8.7.5.2.1 Basic Configuration .................................................................................. 638
8.7.5.3 System Functions ........................................................................................... 639
8.7.5.4 Window Management Functions ...................................................................... 640
8.7.5.5 Flight Plan Management Function .................................................................... 641
8.7.5.6 Picture Management Functions ....................................................................... 643
8.7.5.7 Map Functions ................................................................................................ 644
8.7.5.8 Strip Management Functions ........................................................................... 644
8.7.5.9 Operational Data Functions ............................................................................. 645
8.7.5.10 Track Management Functions........................................................................ 645
8.7.5.11 Graphical Aid Functions ................................................................................ 646
8.7.5.12 Degraded Mode Functions ............................................................................ 647
8.8 Recording Function ................................................................................................... 648
8.8.1 Capacity............................................................................................................. 648
8.8.2 Recording Model................................................................................................. 648
8.8.2.1 Maximum Recording Load............................................................................... 648
8.8.2.2 Normal Recording Load .................................................................................. 648
8.8.2.3 Daily Recording .............................................................................................. 648
8.9 Air Situation Playback Function .................................................................................. 650
8.9.1 Capacity............................................................................................................. 650
8.10 Air Traffic Generator............................................................................................... 650
8.10.1 Capacity............................................................................................................. 650
8.10.2 Accuracy ............................................................................................................ 652
8.10.2.1 Position Accuracy ......................................................................................... 652
8.10.2.2 Heading Accuracy......................................................................................... 652
8.10.3 Response Times ................................................................................................. 652
8.10.3.1 ATG Response Times ................................................................................... 652
8.10.3.2 Pilot Position Response Times ...................................................................... 652

8.11 ADS Function......................................................................................................... 653
8.11.1 Capacity............................................................................................................. 653
8.11.2 Accuracy ............................................................................................................ 653
8.11.2.1 Definitions .................................................................................................... 653
8.11.2.2 Performance Values ..................................................................................... 653
8.12 CPDLC Function .................................................................................................... 655
8.12.1 Capacity............................................................................................................. 655
8.12.2 Parameter .......................................................................................................... 655
8.12.3 Response Times ................................................................................................. 655
8.13 PDC Function ........................................................................................................ 656
8.13.1 Capacity............................................................................................................. 656
8.14 CDP Function ........................................................................................................ 656
8.14.1 Capacity............................................................................................................. 656
8.15 DBM Function ........................................................................................................ 657
8.15.1 Capacity............................................................................................................. 657
8.16 System Control and Monitoring ............................................................................... 657
8.16.1 Response Times ................................................................................................. 657
8.16.1.1 Definitions .................................................................................................... 657
8.16.1.1.1 Failure Detection Time ............................................................................ 657
8.16.1.1.2 Failure Detection Display Time ................................................................ 657
8.16.1.2 Measurement Conditions............................................................................... 657
8.16.1.2.1 State and Load of the System.................................................................. 657
8.16.1.3 Values ......................................................................................................... 658
8.17 Restart and Switchover Time .................................................................................. 659
8.17.1 Definition............................................................................................................ 659
8.17.2 Single Node Level ............................................................................................... 659
8.17.3 Dual Node Level ................................................................................................. 659
8.17.4 System Level ...................................................................................................... 660
8.17.5 Switchover.......................................................................................................... 660
8.17.6 Measurement Conditions ..................................................................................... 660
8.17.7 Fail Soft Characteristics....................................................................................... 660
8.17.8 Values ................................................................................................................ 660
8.17.8.1 RDP Changeover ......................................................................................... 661
8.17.8.2 AGDL Changeover ....................................................................................... 661
8.17.8.3 FDP Changeover .......................................................................................... 661
LIST OF FIGURES
Figure 1 - Hierarchy of Related Documents.................................................................................... 51

Figure 2 - RFP Function Architecture ............................................................................................. 69
Figure 3 - Flight Level Evolution .................................................................................................... 91
Figure 4 - Off-line Radar Mosaic Table .......................................................................................... 96
Figure 5 - On-line Radar Mosaic Table .......................................................................................... 97
Figure 6 - Local Track To System Track Association = Position criteria In RFS............................... 111
Figure 7 - Flight Level Evolutions................................................................................................. 115
Figure 8 - Comparison of Stereographic and Great Circle Projection. ............................................. 119
Figure 9 - Flight Plan Life Cycle................................................................................................... 125
Figure 10 - States of a Discrete SSR Code. ................................................................................. 192
Figure 11 - GRIB Meteorological Messages Processing ................................................................ 254
Figure 12 - RPL Management ..................................................................................................... 260
Figure 1 - Crossing Routes VSP from the end of the segments ..................................................... 286
Figure 2 - Crossing Routes VSP from the start and/or end of the segments.................................... 286
Figure 3 - Lateral not crossing ..................................................................................................... 287
Figure 4 - Lateral Crossing.......................................................................................................... 287
Figure 5 - Lateral Crossing After.................................................................................................. 288
Figure 6 - AT tolerance for crossing segments ............................................................................. 289
Figure 7 - After Tolerance for crossing segments.......................................................................... 289
Figure 8 - Longitudinal AT tolerance for opposite directions and same segment ............................. 290
Figure 9 - Longitudinal After tolerance for opposite directions and same segment .......................... 290
Figure 10 - Longitudinal tolerance for crossing segments.............................................................. 290
Figure 11 - Tolerance to be applied after crossing point ................................................................ 291
Figure 24 - Pre Departure Clearance Processing. ......................................................................... 337
Figure 25 - STCA Areas.............................................................................................................. 344
Figure 26 - Final Approach Zone (top view).................................................................................. 350
Figure 27 - Final Approach Zone (side view) ................................................................................ 350
Figure 28 - Route Surface Model for Coupling .............................................................................. 358
Figure 29 - Coupling State Changes of a System Track ................................................................ 361
Figure 30 - Coupling State Changes of a FDR. ............................................................................. 362
Figure 31 - Detection of Overflight of a Point ................................................................................ 367
Figure 32 - Flight Timing............................................................................................................. 399
Figure 33 - Turn to a beacon - shortest ........................................................................................ 403
Figure 34 - Turn to a geographical point - right ............................................................................. 403
Figure 35 - Turn to an absolute heading - left ............................................................................... 404
Figure 36 - Turn to a relative heading .......................................................................................... 404
Figure 37 - 80° / 260° procedure turns ......................................................................................... 405
Figure 38 - Intercept localiser...................................................................................................... 405
Figure 39 - Intercept VOR radial - inbound ................................................................................... 406
Figure 40 - Intercept arc around DME - right ................................................................................ 406
Figure 41 - Go to flight level ........................................................................................................ 407
Figure 42 - Cross point at flight level............................................................................................ 407
Figure 43 - Intercept glide path.................................................................................................... 407
Figure 44 - Radial intercept ......................................................................................................... 411
Figure 45 - Localiser Tracking ..................................................................................................... 412
Figure 46 - Localiser Intercept before the outer marker ................................................................. 412
Figure 47 - Localiser Intercept after outer marker ......................................................................... 413
Figure 48 - Failure to Intercept Localiser...................................................................................... 413
Figure 49 - Following an Arc ....................................................................................................... 414
Figure 50 - Update to Glide Path ................................................................................................. 416
Figure 51 - Flight envelope ......................................................................................................... 416
Figure 52 - Dead Area Definition ................................................................................................. 421
Figure 53 - Radar detection probability areas ............................................................................... 422
Figure 54 - Extended Mini Strip ................................................................................................... 452
Figure 55 - System Control and Monitoring architecture diagram ................................................... 524
Figure 56 - Technical Supervision Interface in System 04 ............................................................. 537
Figure 57 - System Mode Transition Diagram with RFP/RDP function............................................ 546
Figure 58 - User Modes Transitions in Operational ....................................................................... 559

Figure 59 - User Modes Transitions in Training ............................................................................ 559
Figure 60 - Game Organisation ................................................................................................... 577
Figure 61 - Local and Global DBMS ............................................................................................ 585
Figure 62 - Flight Plan Activation................................................................................................. 611
Figure 63 - Flight Plan Load (Preactive, Co-ordinated and Active States)....................................... 612
INDEX OF REQUIREMENTS
EUR-P-RDP -30Z.......................................................................................................................... 69
EUR-P-RDP -33V .......................................................................................................................... 69
EUR-P-RDP -34V .......................................................................................................................... 69
EUR-N-RDP-502V........................................................................................................................ 70
EUR-N-RDP-505V........................................................................................................................ 70
EUR-P-RFFPR-01........................................................................................................................ 72
EUR-P-RFFPR-19........................................................................................................................ 72
EUR-P-RFFPR-03........................................................................................................................ 72
EUR-P-RFFPR-04........................................................................................................................ 73
EUR-P-RFFPR-05........................................................................................................................ 73
EUR-P-RFFPR-06........................................................................................................................ 73
EUR-P-RFFPR-07A ..................................................................................................................... 73
EUR-P-RFFPR-07B ..................................................................................................................... 74
EUR-P-RFFPR-08........................................................................................................................ 74
EUR-P-RFFPR-09........................................................................................................................ 74
EUR-P-RFFPR-10........................................................................................................................ 74
EUR-P-RFFPR-11........................................................................................................................ 75
EUR-P-RFFPR-12........................................................................................................................ 75
EUR-P-RFFPR-14........................................................................................................................ 76
EUR-P-RFFPR-15........................................................................................................................ 76
EUR-P-RFFPR-16........................................................................................................................ 76
EUR-P-RFFPR-17........................................................................................................................ 76
EUR-P-RFFPR-18........................................................................................................................ 77
EUR-P-RFFWDC-01 .................................................................................................................... 77
EUR-N-RFFWTHLEV-01 .............................................................................................................. 77
EUR-N-RFFWTHDIST-01 ............................................................................................................. 77
EUR-P-QNHHD-30Z..................................................................................................................... 77
EUR-P-RFFLT-01 ........................................................................................................................ 79
EUR-P-RFFLT-02 ........................................................................................................................ 79
EUR-P-RFFILT-03........................................................................................................................ 80
EUR-P-RFFILT-05........................................................................................................................ 80
EUR-P-RFFILT-05A ..................................................................................................................... 81
EUR-P-RFFILT-06........................................................................................................................ 81
EUR-P-RFFLT-07 ........................................................................................................................ 81
EUR-P-RFFLT-08 ........................................................................................................................ 81
EUR-P-RFFLT-09 ........................................................................................................................ 81
EUR-N-MRT-08 ........................................................................................................................... 82
EUR-P-MRT-09Z.......................................................................................................................... 83
EUR-P-RFFLT-10 ........................................................................................................................ 83
EUR-P-RFFLT-11 ........................................................................................................................ 84
EUR-P-RFF-01 ............................................................................................................................ 84
EUR-P-RFF-02 ............................................................................................................................ 85
EUR-P-RFF-03 ............................................................................................................................ 86
EUR-P-RFF-04 ............................................................................................................................ 87
EUR-P-RFF-05 ............................................................................................................................ 87
EUR-P-RFF-06 ............................................................................................................................ 87
EUR-P-RFF-07 ............................................................................................................................ 88
EUR-P-RFF-08 ............................................................................................................................ 88
EUR-P-RFF-09 ............................................................................................................................ 89
EUR-P-RFF-10 ............................................................................................................................ 89
EUR-P-RFF-11 ............................................................................................................................ 89
EUR-P-RFF-12 ............................................................................................................................ 90
EUR-P-RFF-13 ............................................................................................................................ 90
EUR-P-RETQC-01 ....................................................................................................................... 90
EUR-P-RETQC-02 ....................................................................................................................... 90
EUR-P-RFF-14 ............................................................................................................................ 90
EUR-P-ALT-01Z........................................................................................................................... 91
EUR-P-ALT-04Z........................................................................................................................... 91
EUR-P-ALT-02Z........................................................................................................................... 91
EUR-P-ALT-05Z........................................................................................................................... 91
EUR-P-ALT-06Z........................................................................................................................... 91
EUR-P-ALT-07Z........................................................................................................................... 92
EUR-P-ALT-08Z........................................................................................................................... 92
EUR-P-ALT-09Z........................................................................................................................... 93
EUR-P-ALT-03Z........................................................................................................................... 93
EUR-P-ALT-10Z........................................................................................................................... 93
EUR-P-MRT-42Z.......................................................................................................................... 94
EUR-ATAV-01 ............................................................................................................................. 94
EUR-ATAP-01 ............................................................................................................................. 94
EUR-ATAP-02 ............................................................................................................................. 94
EUR-ATAP-03 ............................................................................................................................. 94
EUR-N-RDTC-02 ......................................................................................................................... 94
EUR-N-RDTC-03 ......................................................................................................................... 94
EUR-P-RFF-01Z .......................................................................................................................... 95
EUR-P-RFF-02Z .......................................................................................................................... 95
EUR-P-RFFPR-02........................................................................................................................ 98
EUR-P-RFFPR-01Z...................................................................................................................... 98
EUR-N-RFFPR-21........................................................................................................................ 98
EUR-P-RFFPR-03Z...................................................................................................................... 99
EUR-P-RFFPR-04Z...................................................................................................................... 99
EUR-P-RFFPR-05Z...................................................................................................................... 99
EUR-P-RFFPR-06Z...................................................................................................................... 99
EUR-P-RFFPR-07...................................................................................................................... 100
EUR-P-RFFPR-08Z.................................................................................................................... 100
EUR-P-RFFPR-09Z.................................................................................................................... 100
EUR-P-RFFPR-10Z.................................................................................................................... 101
EUR-P-RFFPR-11Z.................................................................................................................... 101
EUR-P-RFFPR-12Z.................................................................................................................... 101
EUR-P-RFFPR-14Z.................................................................................................................... 102
EUR-P-RFFPR-15Z.................................................................................................................... 102
EUR-P-RFFPR-16Z.................................................................................................................... 102
EUR-P-RFFPR-17Z.................................................................................................................... 103
EUR-P-RFFPR-18Z.................................................................................................................... 103
EUR-P-RFFPR-19Z.................................................................................................................... 103
EUR-P-RFFLT-01Z .................................................................................................................... 104
EUR-P-RFFLT-02Z .................................................................................................................... 105
EUR-P-RFFILT-03Z ................................................................................................................... 106
EUR-P-RFFILT-05Z ................................................................................................................... 106
EUR-P-RFFILT-06Z ................................................................................................................... 106
EUR-P-RFFLT-07Z .................................................................................................................... 106
EUR-P-RFFLT-08Z .................................................................................................................... 106
EUR-P-RFFLT-09Z .................................................................................................................... 107
EUR-P-RFFLT-10Z .................................................................................................................... 107
EUR-P-RFF-03Z ........................................................................................................................ 109
EUR-P-RFF-04Z ........................................................................................................................ 110
EUR-P-RFF-05Z ........................................................................................................................ 111
EUR-P-RFF-06Z ........................................................................................................................ 112
EUR-P-RFF-07Z ........................................................................................................................ 112
EUR-P-RFF-08Z ........................................................................................................................ 112
EUR-P-RFF-09Z ........................................................................................................................ 113
EUR-P-RFF-10Z ........................................................................................................................ 113
EUR-P-RFF-11Z ........................................................................................................................ 114
EUR-P-RFF-12Z ........................................................................................................................ 114
EUR-P-RFF-13Z ........................................................................................................................ 114
EUR-P-RFF-14Z ........................................................................................................................ 114
EUR-P-RFF-15 .......................................................................................................................... 115
EUR-P-RFF-16 .......................................................................................................................... 115
EUR-P-RFF-17 .......................................................................................................................... 116

EUR-P-RFF-41 .......................................................................................................................... 116
EUR-P-RFF-43 .......................................................................................................................... 116
EUR-P-RFF-44 .......................................................................................................................... 116
EUR-P-RFF-45 .......................................................................................................................... 116
EUR-P-RFFWDC-01Z ................................................................................................................ 117
EUR-P-RFF-50 .......................................................................................................................... 117
EUR-P-RDTC-1X ....................................................................................................................... 117
EUR-P-RETQC-01Z ................................................................................................................... 117
EUR-P-RETQC-02Z ................................................................................................................... 117
EUR-N-RDH-500Z...................................................................................................................... 117
EUR-P-FPMIL-30 ....................................................................................................................... 121
EUR-P-FPMIL-31 ....................................................................................................................... 121
EUR-P-FPMIL-33 ....................................................................................................................... 122
EUR-P-FPMIL-34 ....................................................................................................................... 122
EUR-P-FPCRE -01...................................................................................................................... 122
EUR-P-FPCRE -02...................................................................................................................... 122
EUR-P-FPCRE -03...................................................................................................................... 122
EUR-P-FPCRE -32D ................................................................................................................... 122
EUR-P-FPCRE -37D ................................................................................................................... 123
EUR-P-FPCRE -31B ................................................................................................................... 123
EUR-P-FPCRE -33...................................................................................................................... 123
EUR-P-FPCRE -34...................................................................................................................... 124
EUR-P-FPCRE -38G ................................................................................................................... 124
EUR-P-FPCRE -36...................................................................................................................... 124
EUR-P-FPEV-30 ........................................................................................................................ 126
EUR-P-FPPRE-31B ................................................................................................................... 127
EUR-P-FPPRE-32D ................................................................................................................... 127
EUR-P-FPPRE-33D ................................................................................................................... 127
EUR-P-FPPRE-34...................................................................................................................... 127
EUR-P-FPDPR-30...................................................................................................................... 128
EUR-P-FPDPR-31...................................................................................................................... 128
EUR-P-FPDPR-32E ................................................................................................................... 128
EUR-P-FPCOO-30B ................................................................................................................... 128
EUR-P-FPCOO-31 ..................................................................................................................... 128
EUR-P-FPCOO-32D................................................................................................................... 128
EUR-P-FPCOO-33D................................................................................................................... 129
EUR-P-FPCOO-34D................................................................................................................... 129
EUR-P-FPCOO-35D................................................................................................................... 129
EUR-P-FPCOO-36 ..................................................................................................................... 130
EUR-P-FPCOO-37 ..................................................................................................................... 130
EUR-P-FPCOO-38 ..................................................................................................................... 130
EUR-P-FPDCO-30 ..................................................................................................................... 130
EUR-P-FPDCO-31 ..................................................................................................................... 130
EUR-P-FPDCO-32E ................................................................................................................... 130
EUR-N-FPDCO-33 ..................................................................................................................... 130
EUR-N-FPDCO-40 ..................................................................................................................... 130
EUR-P-FPACT-30 ...................................................................................................................... 131
EUR-P-FPACT-31E .................................................................................................................... 131
EUR-P-FPACT-34D ................................................................................................................... 131
EUR-P-FPACT-35D ................................................................................................................... 131
EUR-P-FPACT-32D ................................................................................................................... 132
EUR-P-FPACT-36D ................................................................................................................... 132
EUR-P-FPACT-33C ................................................................................................................... 132
EUR-P-FPACT-37 ...................................................................................................................... 132
EUR-N-FPACT-38...................................................................................................................... 132
EUR-P-FPDEA-31...................................................................................................................... 133
EUR-P-FPDEA-32D ................................................................................................................... 133
EUR-P-FPDEA-34D ................................................................................................................... 133
EUR-P-FPDEA-33D ................................................................................................................... 133
EUR-P-FPDEA-35D ................................................................................................................... 133

EUR-N-FPDEA-40...................................................................................................................... 134
EUR-P-FPACP-30D ................................................................................................................... 134
EUR-P-FPACP-31D ................................................................................................................... 134
EUR-P-FPACP-33...................................................................................................................... 134
EUR-P-FPACP-34...................................................................................................................... 134
EUR-P-FPACP-35E ................................................................................................................... 135
EUR-P-FPACP-36D ................................................................................................................... 135
EUR-P-FPHND-30E ................................................................................................................... 135
EUR-P-FPHND-31D ................................................................................................................... 135
EUR-P-FPHND-45E ................................................................................................................... 136
EUR-P-FPHND-40 ..................................................................................................................... 136
EUR-P-FPHND-41 ..................................................................................................................... 136
EUR-P-FPHND-32 ..................................................................................................................... 136
EUR-P-FPHND-44D ................................................................................................................... 136
EUR-P-FPHND-33D ................................................................................................................... 137
EUR-P-FPHND-42E ................................................................................................................... 137
EUR-P-FPHND-35 ..................................................................................................................... 137
EUR-P-FPHND-34D ................................................................................................................... 137
EUR-P-FPHND-46E ................................................................................................................... 137
EUR-P-FPHND-43D ................................................................................................................... 137
EUR-P-FPHND-36 ..................................................................................................................... 138
EUR-P-FPHND-37 ..................................................................................................................... 138
EUR-P-FPHND-38 ..................................................................................................................... 138
EUR-P-FPHND-39 ..................................................................................................................... 138
EUR-P-FPHND-47E ................................................................................................................... 138
EUR-P-FPINH-30 ....................................................................................................................... 138
EUR-P-FPINH-31D .................................................................................................................... 138
EUR-P-FPINH-32D .................................................................................................................... 139
EUR-N-FPINH-33....................................................................................................................... 139
EUR-P-FPDIN-31 ....................................................................................................................... 139
EUR-P-FPDIN-32D .................................................................................................................... 139
EUR-P-FPDIN-36D .................................................................................................................... 139
EUR-P-FPDIN-33D .................................................................................................................... 139
EUR-P-FPDIN-34D .................................................................................................................... 140
EUR-P-FPDIN-35D .................................................................................................................... 140
EUR-P-FPSUS-30...................................................................................................................... 140
EUR-N-FPSUS -35...................................................................................................................... 140
EUR-P-FPSUS-31...................................................................................................................... 141
EUR-P-FPSUS-32B ................................................................................................................... 141
EUR-P-FPSUS-33F.................................................................................................................... 141
EUR-P-FPSUS-34...................................................................................................................... 141
EUR-P-FPREA-30...................................................................................................................... 141
EUR-P-FPREA-32...................................................................................................................... 142
EUR-P-FPREA-33...................................................................................................................... 142
EUR-P-FPREL-30F .................................................................................................................... 142
EUR-P-FPREL-31F .................................................................................................................... 142
EUR-P-FPREL-32F .................................................................................................................... 142
EUR-P-FPFIN-30D ..................................................................................................................... 142
EUR-P-FPFIN-31D ..................................................................................................................... 143
EUR-P-FPFIN-32E ..................................................................................................................... 143
EUR-P-FPFIN-36D ..................................................................................................................... 143
EUR-P-FPFIN-37D ..................................................................................................................... 143
EUR-P-FPFIN-34 ....................................................................................................................... 143
EUR-P-FPFIN-38 ....................................................................................................................... 143
EUR-P-FPCAN-30...................................................................................................................... 144
EUR-P-FPCAN-31...................................................................................................................... 144
EUR-P-FPCAN-32...................................................................................................................... 144
EUR-N-FPPAS-01...................................................................................................................... 144
EUR-N-FPPAS-02...................................................................................................................... 144
EUR-P-CIMIL-30 ........................................................................................................................ 144

EUR-P-FPGRP-31 ..................................................................................................................... 144
EUR-P-FPGRP-32 ..................................................................................................................... 145
EUR-P-FPGRP-33 ..................................................................................................................... 145
EUR-P-PCOND-01D .................................................................................................................. 146
EUR-P-PCOND-03E ................................................................................................................... 146
EUR-P-PCOND-02D .................................................................................................................. 146
EUR-P-PCOND-04E ................................................................................................................... 147
EUR-P-FPPOS-30...................................................................................................................... 147
EUR-P-FPPOS-33E ................................................................................................................... 147
EUR-P-FPPOS-34E ................................................................................................................... 148
EUR-P-FPPOS-35E ................................................................................................................... 148
EUR-P-FPPOS-36E ................................................................................................................... 148
EUR-P-FPPOS-37E ................................................................................................................... 148
EUR-P-FPPOS-38E ................................................................................................................... 148
EUR-P-FPPOS-39E ................................................................................................................... 148
EUR-P-FPPOS-40E ................................................................................................................... 148
EUR-P-FPPOS-41E ................................................................................................................... 148
EUR-P-FPPOS-42E ................................................................................................................... 148
EUR-P-FPPOS-31...................................................................................................................... 149
EUR-P-FPPOS-43E ................................................................................................................... 149
EUR-P-FPPOS-32...................................................................................................................... 149
EUR-P-FPPOS-45E ................................................................................................................... 149
EUR-P-FPPOS-08...................................................................................................................... 149
EUR-P-FPPOS-09...................................................................................................................... 150
EUR-P-STP-30Z ........................................................................................................................ 150
EUR-P-STP-35 .......................................................................................................................... 150
EUR-P-STP-38 .......................................................................................................................... 150
EUR-P-STP-37 .......................................................................................................................... 150
EUR-P-STP-39 .......................................................................................................................... 151
EUR-P-STP-40 .......................................................................................................................... 151
EUR-P-STP-41 .......................................................................................................................... 151
EUR-N-STP-50 .......................................................................................................................... 152
EUR-P-FPPOS-17...................................................................................................................... 152
EUR-P-FPPOS-18...................................................................................................................... 153
EUR-P-FPPOS-19...................................................................................................................... 153
EUR-P-FPPOS-20...................................................................................................................... 153
EUR-P-FPPOS-21...................................................................................................................... 153
EUR-P-FPPOS-22...................................................................................................................... 153
EUR-P-FPMOD-30D .................................................................................................................. 153
EUR-P-FPMOD-36D .................................................................................................................. 154
EUR-P-FPMOD-37D .................................................................................................................. 154
EUR-P-FPMOD-02 ..................................................................................................................... 154
EUR-P-FPMOD-05B ................................................................................................................... 154
EUR-P-FPMOD-31D .................................................................................................................. 154
EUR-P-FPMOD-38D .................................................................................................................. 155
EUR-P-FPMOD-42E ................................................................................................................... 155
EUR-P-FPMOD-45F................................................................................................................... 156
EUR-P-FPMOD-44E ................................................................................................................... 156
EUR-P-FDPMOD-50 .................................................................................................................. 156
EUR-P-FPMOD-32 ..................................................................................................................... 156
EUR-P-FPMOD-33D .................................................................................................................. 156
EUR-P-FPMOD-43E ................................................................................................................... 157
EUR-P-FPMOD-04D .................................................................................................................. 157
EUR-P-FPMOD-04E ................................................................................................................... 157
EUR-P-FPMOD-04F................................................................................................................... 157
EUR-P-FPMOD-34 ..................................................................................................................... 158
EUR-P-FPHLD-30D ................................................................................................................... 158
EUR-P-FPHLD-37H ................................................................................................................... 158
EUR-P-FPHLD-42H ................................................................................................................... 158
EUR-P-FPHLD-38H ................................................................................................................... 159

EUR-P-FPHLD-31D ................................................................................................................... 159
EUR-P-FPHLD-36E .................................................................................................................... 159
EUR-P-FPHLD-32 ...................................................................................................................... 159
EUR-P-FPHLD-33D ................................................................................................................... 159
EUR-P-FPHLD-39H ................................................................................................................... 160
EUR-P-FPHLD-40H ................................................................................................................... 160
EUR-N-FPHIS-01 ....................................................................................................................... 160
EUR-P-FPCHK -01...................................................................................................................... 160
EUR-P-FPCHK -30E ................................................................................................................... 160
EUR-P-FPCHK -03D ................................................................................................................... 161
EUR-P-FPCHK -04E ................................................................................................................... 161
EUR-P-FPTRA-30 ...................................................................................................................... 164
EUR-P-FPTRA-31 ...................................................................................................................... 164
EUR-P-FPTRA-32E .................................................................................................................... 164
EUR-P-FPTRA-35E .................................................................................................................... 164
EUR-P-FPTRA-33 ...................................................................................................................... 164
EUR-P-FPTRA-34B .................................................................................................................... 165
EUR-P-FPTRA-37 ...................................................................................................................... 165
EUR-P-FPTRA-36H ................................................................................................................... 165
EUR-P-FPRTE-01D ................................................................................................................... 165
EUR-P-FPRTE-38H ................................................................................................................... 166
EUR-P-FPRTE-37E .................................................................................................................... 166
EUR-P-FPRTE-32 ...................................................................................................................... 167
EUR-P-FPRTE-31 ...................................................................................................................... 167
EUR-P-FPRTE-30E .................................................................................................................... 167
EUR-P-FPRTE-33 ...................................................................................................................... 167
EUR-P-FPRTE-34 ...................................................................................................................... 167
EUR-P-FPRTE-35 ...................................................................................................................... 168
EUR-P-FPRTE-36 ...................................................................................................................... 168
EUR-P-AFIL-30D ....................................................................................................................... 168
EUR-P-SSA-30D........................................................................................................................ 169
EUR-P-SSA-33E ........................................................................................................................ 169
EUR-P-SSA-31D........................................................................................................................ 169
EUR-P-SSA-32D........................................................................................................................ 169
EUR-P-SSA-34E ........................................................................................................................ 170
EUR-P-FPSID-31 ....................................................................................................................... 170
EUR-P-FPSID-32D..................................................................................................................... 170
EUR-P-FPSID-37G .................................................................................................................... 170
EUR-P-FPSID-33E ..................................................................................................................... 170
EUR-P-FPSID-36 ....................................................................................................................... 170
EUR-P-FPSID-34E ..................................................................................................................... 170
EUR-P-FPSID-35 ....................................................................................................................... 171
EUR-P-FPSTA-31E .................................................................................................................... 171
EUR-P-FPSTA-32E .................................................................................................................... 171
EUR-P-FPSTA-33E .................................................................................................................... 171
EUR-P-FPSTA-34 ...................................................................................................................... 171
EUR-P-FPSTA-35G ................................................................................................................... 171
EUR-P-FPSTA-35H.................................................................................................................... 172
EUR-P-FPSTA-36 ...................................................................................................................... 172
EUR-P-FPDAC-31...................................................................................................................... 172
EUR-P-FPDAC-32B ................................................................................................................... 172
EUR-P-FPDAC-33B ................................................................................................................... 173
EUR-P-FPDAC-34D ................................................................................................................... 173
EUR-P-FPDAC-35B ................................................................................................................... 173
EUR-N-FPDAC-37H ................................................................................................................... 173
EUR-P-FPDAC-36E ................................................................................................................... 174
EUR-P-FPCAC-31B ................................................................................................................... 175
EUR-P-FPCAC-33F ................................................................................................................... 175
EUR-P-FPCAC-35F ................................................................................................................... 176
EUR-P-FPCAC-34F ................................................................................................................... 176

EUR-P-FPCMI-32B .................................................................................................................... 176
EUR-P-MSGOUT-02 .................................................................................................................. 176
EUR-P-MSGIN-01 ...................................................................................................................... 177
EUR-P-MSGIN-02 ...................................................................................................................... 177
EUR-P-MSGIN-03 ...................................................................................................................... 177
EUR-P-MSGIN-14 ...................................................................................................................... 177
EUR-P-FPPRO-37E ................................................................................................................... 178
EUR-P-FPPRO-31 ..................................................................................................................... 178
EUR-P-FPPRO-33 ..................................................................................................................... 179
EUR-P-FPPRO-32 ..................................................................................................................... 179
EUR-P-FPPRO-34 ..................................................................................................................... 179
EUR-P-FPPRO-36E ................................................................................................................... 179
EUR-P-FPPRO-35 ..................................................................................................................... 179
EUR-P-FPPRO-38G................................................................................................................... 180
EUR-P-FPSEC-31...................................................................................................................... 180
EUR-P-FPSEC-32...................................................................................................................... 180
EUR-P-CIMIL-36 ........................................................................................................................ 180
EUR-P-NRT-30 .......................................................................................................................... 181
EUR-P-ESTIM-30....................................................................................................................... 181
EUR-P-ESTIM-01....................................................................................................................... 181
EUR-P-ESTIM-02D .................................................................................................................... 181
EUR-P-ESTIM-38D .................................................................................................................... 183
EUR-P-ESTIM-03B .................................................................................................................... 183
EUR-P-ESTIM-50F..................................................................................................................... 183
EUR-P-ESTIM-32D .................................................................................................................... 184
EUR-P-ES TIM-52H .................................................................................................................... 184
EUR-P-ESTIM-48E .................................................................................................................... 184
EUR-P-ESTIM-33D .................................................................................................................... 184
EUR-P-ESTIM-43D .................................................................................................................... 184
EUR-P-ESTIM-44D .................................................................................................................... 185
EUR-P-ESTIM-45D .................................................................................................................... 185
EUR-P-ESTIM-49F..................................................................................................................... 185
EUR-P-ESTIM-51....................................................................................................................... 185
EUR-P-ESTIM-34D .................................................................................................................... 185
EUR-P-ESTIM-46....................................................................................................................... 185
EUR-P-ESTIM-47....................................................................................................................... 186
EUR-P-ESTIM-37....................................................................................................................... 186
EUR-P-ESTIM-36D .................................................................................................................... 186
EUR-P-ESTIM-31....................................................................................................................... 186
EUR-P-ESTIM-39D .................................................................................................................... 186
EUR-P-ESTIM-40D .................................................................................................................... 187
EUR-P-ESTIM-41D .................................................................................................................... 187
EUR-P-ESTIM-42....................................................................................................................... 187
EUR-P-ESTIM-35H .................................................................................................................... 188
EUR-P-FPSAR-01...................................................................................................................... 188
EUR-P-FPSAR-02...................................................................................................................... 188
EUR-P-FPSAR-04...................................................................................................................... 188
EUR-P-FPSAR-05...................................................................................................................... 189
EUR-P-FPSAR-06...................................................................................................................... 189
EUR-P-SSRMG-42E .................................................................................................................. 189
EUR-P-SSRMG-30E .................................................................................................................. 190
EUR-P-SSRMG-50..................................................................................................................... 190
EUR-P-SSRMG-41E .................................................................................................................. 190
EUR-P-SSRMG-51..................................................................................................................... 191
EUR-P-SSRMG-33..................................................................................................................... 191
EUR-P-SSRMG-06..................................................................................................................... 191
EUR-P-SSRMG-52..................................................................................................................... 191
EUR-P-SSRMG-35..................................................................................................................... 192
EUR-P-SSRMG-36..................................................................................................................... 192
EUR-P-SSRMG-08D .................................................................................................................. 193

EUR-P-SSRMG-38D .................................................................................................................. 193
EUR-P-SSRMG-39D .................................................................................................................. 193
EUR-P-SSRMG-40D .................................................................................................................. 193
EUR-P-SSRMG-10E .................................................................................................................. 193
EUR-P-SSRMG-09..................................................................................................................... 193
EUR-P-SSRMG-37..................................................................................................................... 194
EUR-P-SSRRT-30...................................................................................................................... 194
EUR-P-SSRRT-31...................................................................................................................... 194
EUR-N-AFTN-50 ........................................................................................................................ 194
EUR-P-ICAOR-08D .................................................................................................................... 195
EUR-P-ICAOR-09D .................................................................................................................... 195
EUR-P-ICAOR-11D .................................................................................................................... 195
EUR-P-ICAOR-12D .................................................................................................................... 195
EUR-P-ICAOR-13D .................................................................................................................... 195
EUR-P-ICAOR-14D .................................................................................................................... 195
EUR-P-ICAOR-15D .................................................................................................................... 195
EUR-P-ICAOR-16D .................................................................................................................... 195
EUR-P-ICAOR-17D .................................................................................................................... 196
EUR-P-ICAOR-18D .................................................................................................................... 196
EUR-P-ICAOR-19D .................................................................................................................... 196
EUR-P-ICAOR-20D .................................................................................................................... 196
EUR-P-ICAOR-21D .................................................................................................................... 196
EUR-P-ICAOR-22D .................................................................................................................... 196
EUR-P-ICAOR-23D .................................................................................................................... 196
EUR-P-ICAOR-24D .................................................................................................................... 196
EUR-P-ICAOR-25D .................................................................................................................... 197
EUR-P-ICAOR-26D .................................................................................................................... 197
EUR-P-ICAOR-27D .................................................................................................................... 197
EUR-P-ICAOR-28D .................................................................................................................... 197
EUR-P-ICAOR-29D .................................................................................................................... 197
EUR-P-ICAOR-30D .................................................................................................................... 197
EUR-P-ICAOR-37D .................................................................................................................... 197
EUR-P-ICAOR-38D .................................................................................................................... 197
EUR-P-ICAOR-39D .................................................................................................................... 198
EUR-P-ICAOR-40D .................................................................................................................... 198
EUR-P-ICAOR-41D .................................................................................................................... 198
EUR-P-ICAOR-42D .................................................................................................................... 198
EUR-P-ICAOR-43D .................................................................................................................... 198
EUR-P-ICAOR-44D .................................................................................................................... 199
EUR-P-ICAOR-45D .................................................................................................................... 199
EUR-P-ICAOR-46D .................................................................................................................... 199
EUR-P-ICAOR-92E .................................................................................................................... 199
EUR-P-ICAOR-47D .................................................................................................................... 199
EUR-P-ICAOR-48D .................................................................................................................... 199
EUR-P-ICAOR-49D .................................................................................................................... 199
EUR-P-ICAOR-50D .................................................................................................................... 199
EUR-P-ICAOR-51D .................................................................................................................... 199
EUR-P-ICAOR-52D .................................................................................................................... 200
EUR-P-ICAOR-53D .................................................................................................................... 200
EUR-P-ICAOR-54D .................................................................................................................... 200
EUR-P-ICAOR-55D .................................................................................................................... 200
EUR-P-ICAOR-56D .................................................................................................................... 200
EUR-P-ICAOR-57D .................................................................................................................... 200
EUR-P-ICAOR-58D .................................................................................................................... 200
EUR-P-ICAOR-59D .................................................................................................................... 200
EUR-P-ICAOR-60D .................................................................................................................... 200
EUR-P-ICAOR-61D .................................................................................................................... 200
EUR-P-ICAOR-62D .................................................................................................................... 200
EUR-P-ICAOR-63D .................................................................................................................... 201
EUR-P-ICAOR-64D .................................................................................................................... 201

EUR-P-ICAOR-124 .................................................................................................................... 201
EUR-P-ICAOR-125 .................................................................................................................... 201
EUR-P-ICAOR-126 .................................................................................................................... 201
EUR-P-ICAOR-65D .................................................................................................................... 201
EUR-P-ICAOR-66D .................................................................................................................... 201
EUR-P-ICAOR-67D .................................................................................................................... 201
EUR-P-ICAOR-68D .................................................................................................................... 201
EUR-P-ICAOR-69D .................................................................................................................... 201
EUR-P-ICAOR-70D .................................................................................................................... 202
EUR-P-ICAOR-71D .................................................................................................................... 202
EUR-P-ICAOR-72D .................................................................................................................... 202
EUR-P-ICAOR-73D .................................................................................................................... 202
EUR-P-ICAOR-74D .................................................................................................................... 202
EUR-P-ICAOR-75D .................................................................................................................... 202
EUR-P-ICAOR-76D .................................................................................................................... 202
EUR-P-ICAOR-77D .................................................................................................................... 202
EUR-P-ICAOR-78D .................................................................................................................... 202
EUR-P-ICAOR-79D .................................................................................................................... 202
EUR-P-ICAOR-80D .................................................................................................................... 202
EUR-P-ICAOR-81D .................................................................................................................... 202
EUR-P-ICAOR-82D .................................................................................................................... 202
EUR-P-ICAOR-83D .................................................................................................................... 202
EUR-P-ICAOR-84D .................................................................................................................... 203
EUR-P-ICAOR-85D .................................................................................................................... 203
EUR-P-ICAOR-86D .................................................................................................................... 203
EUR-P-ICAOR-87D .................................................................................................................... 203
EUR-P-ICAOR-88D .................................................................................................................... 203
EUR-P-ICAOR-89D .................................................................................................................... 203
EUR-P-ICAOR-91B .................................................................................................................... 203
EUR-P-ICAOR-35C .................................................................................................................... 204
EUR-P-ICAOR-223 .................................................................................................................... 205
EUR-P-ICAOR-127 .................................................................................................................... 205
EUR-P-RVSM-001 ..................................................................................................................... 205
EUR-P-ICAOR-33D .................................................................................................................... 206
EUR-P-AFTN-04E ...................................................................................................................... 206
EUR-P-AFTN-05E ...................................................................................................................... 206
EUR-P-AFTN-06E ...................................................................................................................... 206
EUR-P-AFTN-07E ...................................................................................................................... 206
EUR-P-AFTN-08E ...................................................................................................................... 206
EUR-P-AFTNT-03 ...................................................................................................................... 207
EUR-P-AFTN-01 ........................................................................................................................ 207
EUR-P-AFTN-03 ........................................................................................................................ 207
EUR-P-AFTN-02 ........................................................................................................................ 208
EUR-N-ICAO-01 ........................................................................................................................ 208
EUR-P-ICAOR-01 ...................................................................................................................... 208
EUR-P-ICAOR-106E .................................................................................................................. 209
EUR-P-ICAOR-107 .................................................................................................................... 209
EUR-P-ICAOR-108E .................................................................................................................. 209
EUR-P-ICAOR-109E .................................................................................................................. 209
EUR-P-ICAOR-110E .................................................................................................................. 209
EUR-P-ICAOR-111E .................................................................................................................. 209
EUR-P-ICAOR-112E .................................................................................................................. 209
EUR-P-ICAOR-113E .................................................................................................................. 209
EUR-P-ICAOR-114E .................................................................................................................. 210
EUR-P-ICAOR-115 .................................................................................................................... 210
EUR-P-ICAOR-116E .................................................................................................................. 210
EUR-P-ICAOR-117E .................................................................................................................. 210
EUR-P-ICAOR-118E .................................................................................................................. 210
EUR-P-ICAOR-119E .................................................................................................................. 210
EUR-P-ICAOR-120E .................................................................................................................. 210

EUR-P-ICAOR-121E .................................................................................................................. 211
EUR-P-ICAOR-04 ...................................................................................................................... 212
EUR-P-ICAOR-05B .................................................................................................................... 212
EUR-P-ICAOR-200 .................................................................................................................... 212
EUR-P-ICAOR-201 .................................................................................................................... 212
EUR-P-ICAOR-202 .................................................................................................................... 213
EUR-P-ICAOR-203 .................................................................................................................... 213
EUR-P-ICAOR-204 .................................................................................................................... 213
EUR-P-ICAOR-93E .................................................................................................................... 213
EUR-P-ICAOR-205 .................................................................................................................... 213
EUR-P-ICAOR-94E .................................................................................................................... 213
EUR-P-ICAOR-206 .................................................................................................................... 214
EUR-P-ICAOR-95E .................................................................................................................... 214
EUR-P-ICAOR-207 .................................................................................................................... 214
EUR-P-ICAOR-96E .................................................................................................................... 214
EUR-P-ICAOR-208Z .................................................................................................................. 214
EUR-P-ICAOR-97E .................................................................................................................... 215
EUR-P-ICAOR-209 .................................................................................................................... 215
EUR-P-ICAOR-98E .................................................................................................................... 215
EUR-P-ICAOR-210 .................................................................................................................... 215
EUR-P-ICAOR-99F .................................................................................................................... 216
EUR-P-ICAOR-211 .................................................................................................................... 217
EUR-P-ICAOR-100F .................................................................................................................. 217
EUR-P-ICAOR-212 .................................................................................................................... 218
EUR-P-ICAOR-101F .................................................................................................................. 218
EUR-P-ICAOR-213 .................................................................................................................... 218
EUR-P-ICAOR-102F .................................................................................................................. 218
EUR-P-ICAOR-214 .................................................................................................................... 218
EUR-P-ICAOR-103F .................................................................................................................. 218
EUR-P-ICAOR-215 .................................................................................................................... 218
EUR-P-ICAOR-104E .................................................................................................................. 219
EUR-P-ICAOR-216 .................................................................................................................... 219
EUR-P-ICAOR-217 .................................................................................................................... 219
EUR-P-ICA OR-218 .................................................................................................................... 219
EUR-P-ICAOR-219 .................................................................................................................... 219
EUR-P-ICAOR-220 .................................................................................................................... 219
EUR-P-ICAOR-221 .................................................................................................................... 219
EUR-N-ICAOR-222 .................................................................................................................... 220
EUR-P-ICAOR-105F .................................................................................................................. 220
EUR-P-ICAOR-122F .................................................................................................................. 220
EUR-P-ICAOR-123F .................................................................................................................. 220
EUR-P-DYNAM-30 ..................................................................................................................... 221
EUR-P-DYNAM-31B ................................................................................................................... 221
EUR-P-DYNAM-32E ................................................................................................................... 221
EUR-P-DYNAM-33 ..................................................................................................................... 222
EUR-P-DYNAM-34 ..................................................................................................................... 222
EUR-P-DYNAM-35 ..................................................................................................................... 222
EUR-P-DYNAM-36 ..................................................................................................................... 222
EUR-P-DTGRA-30 ..................................................................................................................... 222
EUR-P-DTGRA-31E ................................................................................................................... 222
EUR-P-DTGRA-32 ..................................................................................................................... 223
EUR-P-DTGRA-33F ................................................................................................................... 223
EUR-P-DTGRA-34 ..................................................................................................................... 223
EUR-P-ICAOT-04D .................................................................................................................... 223
EUR-P-ICAOT-30....................................................................................................................... 225
EUR-P-ICAOT-02....................................................................................................................... 225
EUR-P-ICAOT-46G .................................................................................................................... 225
EUR-P-ICAOT-31....................................................................................................................... 225
EUR-P-ICAOT-34E .................................................................................................................... 226
EUR-P-ICAOT-35E .................................................................................................................... 226

EUR-P-ICAOT-36E .................................................................................................................... 226
EUR-P-ICAOT-37E .................................................................................................................... 226
EUR-P-ICAOT-38E .................................................................................................................... 227
EUR-P-ICAOT-39E .................................................................................................................... 227
EUR-P-ICAOT-40E .................................................................................................................... 227
EUR-P-ICAOT-41E .................................................................................................................... 227
EUR-P-ICAOT-42E .................................................................................................................... 227
EUR-ICAOT-43E ........................................................................................................................ 228
EUR-P-ICAOT-44E .................................................................................................................... 228
EUR-P-ICAOT-45E .................................................................................................................... 228
EUR-P-ICAOT-46E .................................................................................................................... 228
EUR-P-ICAOT-33B .................................................................................................................... 228
EUR-N-ICAOT-47 ...................................................................................................................... 228
EUR-N-AIDC-01......................................................................................................................... 229
EUR-N-AIDC-02......................................................................................................................... 229
EUR-P-AIDCR-33E .................................................................................................................... 230
EUR-P-AIDCR-34E .................................................................................................................... 230
EUR-P-AIDCR-35E .................................................................................................................... 230
EUR-P-AIDCR-36E .................................................................................................................... 230
EUR-P-AIDCR-37E .................................................................................................................... 230
EUR-P-AIDCR-38E .................................................................................................................... 230
EUR-P-AIDCR-39E .................................................................................................................... 230
EUR-P-AIDCR-40E .................................................................................................................... 230
EUR-P-AIDCR-41E .................................................................................................................... 231
EUR-P-AIDCR-42E .................................................................................................................... 231
EUR-P-AIDCR-43E .................................................................................................................... 231
EUR-P-AIDCR-44E .................................................................................................................... 231
EUR-P-AIDCR-02B .................................................................................................................... 232
EUR-P-AIDCR-03B .................................................................................................................... 232
EUR-P-AIDCR-04B .................................................................................................................... 232
EUR-P-AIDCR-05B .................................................................................................................... 232
EUR-P-AIDCR-09F .................................................................................................................... 233
EUR-P-AIDCR-29F .................................................................................................................... 233
EUR-P-AIDCR-10F .................................................................................................................... 233
EUR-P-AIDCR-30F .................................................................................................................... 233
EUR-P-AIDCR-11G .................................................................................................................... 233
EUR-P-AIDCR-21G .................................................................................................................... 234
EUR-P-AIDCR-12G .................................................................................................................... 234
EUR-P-AIDCR-24E .................................................................................................................... 235
EUR-P-AIDCR-13G .................................................................................................................... 235
EUR-P-AIDCR-23F .................................................................................................................... 235
EUR-P-AIDCR-14F .................................................................................................................... 236
EUR-P-AIDCR-22E .................................................................................................................... 236
EUR-P-AIDCR-15F .................................................................................................................... 236
EUR-P-AIDCR-25F .................................................................................................................... 236
EUR-P-AIDCR-16F .................................................................................................................... 237
EUR-P-AIDCR-27F .................................................................................................................... 237
EUR-P-AIDCR-17F .................................................................................................................... 237
EUR-P-AIDCR-28F .................................................................................................................... 237
EUR-P-AIDCR-18F .................................................................................................................... 237
EUR-P-AIDCR-26E .................................................................................................................... 237
EUR-P-AIDCR-19E .................................................................................................................... 238
EUR-P-AIDCR-31E .................................................................................................................... 238
EUR-P-AIDCR-20F .................................................................................................................... 238
EUR-P-AIDCR-32F .................................................................................................................... 238
EUR-P-AIDCT-07D .................................................................................................................... 238
EUR-P-AIDCT-02B ..................................................................................................................... 240
EUR-P-AIDCT-03B ..................................................................................................................... 240
EUR-P-AIDCT-04B ..................................................................................................................... 240
EUR-P-AIDCT-18E ..................................................................................................................... 240

EUR-P-AIDCT-19E ..................................................................................................................... 240
EUR-P-AIDCT-05F ..................................................................................................................... 241
EUR-P-AIDCT-07E ..................................................................................................................... 241
EUR-P-AIDCT-08E ..................................................................................................................... 241
EUR-P-AIDCT-09E ..................................................................................................................... 241
EUR-P-AIDCT-11E ..................................................................................................................... 241
EUR-P-AIDCT-12E ..................................................................................................................... 241
EUR-P-AIDCT-16E ..................................................................................................................... 242
EUR-P-AIDCT-17E ..................................................................................................................... 242
EUR-P-AIDCT-06B ..................................................................................................................... 242
EUR-P-MSGCO-30 .................................................................................................................... 242
EUR-P-MSGCO-31 .................................................................................................................... 243
EUR-P-MSGCO-36E .................................................................................................................. 243
EUR-P-MSGCO-37E .................................................................................................................. 243
EUR-P-MSGCO-33 .................................................................................................................... 243
EUR-P-MSGCO-38E .................................................................................................................. 244
EUR-P-MSGCO-39E .................................................................................................................. 244
EUR-P-MSGCO-35 .................................................................................................................... 244
EUR-N-OLDI-01H ...................................................................................................................... 245
EUR-N-OLDI-02H ...................................................................................................................... 245
EUR-N-OLDI-03H ...................................................................................................................... 245
EUR-N-OLDI-04H ...................................................................................................................... 245
EUR-N-OLDI-05 ......................................................................................................................... 245
EUR-N-OLDIR-1H ...................................................................................................................... 245
EUR-N-OLDIR-2H ...................................................................................................................... 245
EUR-N-OLDIR-3H ...................................................................................................................... 245
EUR-N-OLDIR-4H ...................................................................................................................... 245
EUR-N-OLDIR-05H .................................................................................................................... 246
EUR-N-OLDIR-06H .................................................................................................................... 246
EUR-N-OLDIR-07H .................................................................................................................... 246
EUR-N-OLDIR-08H .................................................................................................................... 247
EUR-N-OLDIR-12H .................................................................................................................... 247
EUR-N-OLDIR-09H .................................................................................................................... 247
EUR-N-OLDIR-14H .................................................................................................................... 248
EUR-N-OLDIR-10H .................................................................................................................... 248
EUR-N-OLDIR-13H .................................................................................................................... 249
EUR-N-OLDIR-11H .................................................................................................................... 249
EUR-N-OLDIR-15H .................................................................................................................... 249
EUR-N-OLDIT-1H ...................................................................................................................... 249
EUR-N-OLDIT-2H ...................................................................................................................... 249
EUR-N-OLDIT-3H ...................................................................................................................... 250
EUR-N-OLDIT-4H ...................................................................................................................... 250
EUR-N-OLDIT-14H .................................................................................................................... 250
EUR-N-OLDIT-05H .................................................................................................................... 250
EUR-N-OLDIT-06H .................................................................................................................... 250
EUR-N-OLDIT-07H .................................................................................................................... 250
EUR-N-OLDI-08H ...................................................................................................................... 251
EUR-N-OLDIT-09H .................................................................................................................... 251
EUR-N-OLDIT-10H .................................................................................................................... 251
EUR-N-OLDIT-11H .................................................................................................................... 251
EUR-N-OLDIT-12H .................................................................................................................... 251
EUR-N-OLDIT-15H .................................................................................................................... 251
EUR-N-OLDIT-16H .................................................................................................................... 252
EUR-P-FPGRI-30B .................................................................................................................... 252
EUR-P-FPGRI-31....................................................................................................................... 252
EUR-P-FPGRI-33....................................................................................................................... 253
EUR-P-FPGRI-34....................................................................................................................... 254
EUR-P-FPGRI-35G .................................................................................................................... 254
EUR-P-FPGRI-36....................................................................................................................... 254
EUR-P-FPGRI-37....................................................................................................................... 254
EUR-P-FPGRI-38....................................................................................................................... 255
EUR-P-FPGRI-40....................................................................................................................... 255
EUR-P-QUEUE -31 ..................................................................................................................... 256
EUR-P-QUEUE -32B ................................................................................................................... 256
EUR-P-QUEUE -33 ..................................................................................................................... 256
EUR-P-RPL-30 .......................................................................................................................... 257
EUR-P-RPL-38 .......................................................................................................................... 257
EUR-P-RPL-31 .......................................................................................................................... 257
EUR-P-RPL-32E ........................................................................................................................ 257
EUR-P-RPL-33 .......................................................................................................................... 258
EUR-N-RPL-500 ........................................................................................................................ 258
EUR-P-RPL-34 .......................................................................................................................... 258
EUR-P-RPL-35 .......................................................................................................................... 258
EUR-N-RPL-37H........................................................................................................................ 258
EUR-P-RPL-36 .......................................................................................................................... 258
EUR-P-STE-01E ........................................................................................................................ 259
EUR-P-FPTM -30........................................................................................................................ 261
EUR-P-FPTM -31H ..................................................................................................................... 261
EUR-P-FPTM -32........................................................................................................................ 261
EUR-P-FPTM -33........................................................................................................................ 261
EUR-P-FPTM -34B...................................................................................................................... 261
EUR-P-FPTM -38H ..................................................................................................................... 262
EUR-P-FPTM -39H ..................................................................................................................... 262
EUR-P-FPTM -38F...................................................................................................................... 262
EUR-P-FPTM -35........................................................................................................................ 262
EUR-P-FPTM -36C ..................................................................................................................... 262
EUR-P-FPTM -37F...................................................................................................................... 262
EUR-P-FLOAD-01...................................................................................................................... 263
EUR-P-FLOAD-02B ................................................................................................................... 263
EUR-P-FLOAD-04B ................................................................................................................... 263
EUR-P-FLOAD-03...................................................................................................................... 264
EUR-N-FLOAD-501.................................................................................................................... 264
EUR-N-FLOAD-400.................................................................................................................... 264
EUR-N-BCFC-01........................................................................................................................ 265
EUR-N-BCFC-02........................................................................................................................ 265
EUR-N-BCFC-03........................................................................................................................ 265
EUR-N-BCFC-04........................................................................................................................ 265
EUR-N-BCFC-05........................................................................................................................ 265
EUR-N-BCFC-06........................................................................................................................ 266
EUR-P-FPTRN-02B ................................................................................................................... 267
EUR-P-FPTRN-03...................................................................................................................... 267
EUR-P-FPTRN-05D ................................................................................................................... 267
EUR-P-FPTRN-04...................................................................................................................... 268
EUR-N-FPTRN-15H ................................................................................................................... 268
EUR-N-FPTRN-16H ................................................................................................................... 268
EUR-P-FPTRN-14D ................................................................................................................... 268
EUR-P-FPTRN-07D ................................................................................................................... 268
EUR-P-FPTRN-08D ................................................................................................................... 268
EUR-P-FPTRN-09D ................................................................................................................... 268
EUR-P-FPTRN-10D ................................................................................................................... 269
EUR-P-FPTRN-11D ................................................................................................................... 269
EUR-P-FPTRN-12D ................................................................................................................... 269
EUR-P-FPTRN-06...................................................................................................................... 269
EUR-P-FPTRN-13D ................................................................................................................... 269
EUR-P-FPCF-03 ........................................................................................................................ 271
EUR-P-FPCF-04 ........................................................................................................................ 271
EUR-P-FPCF-01 ........................................................................................................................ 272
EUR-P-FPCF-02 ........................................................................................................................ 272
EUR-P-FPCF-05 ........................................................................................................................ 272
EUR-P-FPCF-06 ........................................................................................................................ 272

EUR-P-FPCF-07 ........................................................................................................................ 272
EUR-P-FPCF-08 ........................................................................................................................ 272
EUR-P-FPCF-10 ........................................................................................................................ 273
EUR-P-FPCF-11 ........................................................................................................................ 273
EUR-P-FPCF-12 ........................................................................................................................ 273
EUR-P-FPCF-13a ...................................................................................................................... 273
EUR-P-FPCF-13b ...................................................................................................................... 273
EUR-P-FPCF-14 ........................................................................................................................ 273
EUR-P-FPCF-20 ........................................................................................................................ 274
EUR-P-FPCF-21 ........................................................................................................................ 274
EUR-P-FPCF-22 ........................................................................................................................ 274
EUR-P-FPCF-23a ...................................................................................................................... 274
EUR-P-FPCF-24 ........................................................................................................................ 275
EUR-P-FPCF-25 ........................................................................................................................ 275
EUR-P-FPCF-30 ........................................................................................................................ 275
EUR-P-FPCF-31 ........................................................................................................................ 275
EUR-P-FPCF-32 ........................................................................................................................ 275
EUR-P-FPCF-33a ...................................................................................................................... 276
EUR-P-FPCF-33b ...................................................................................................................... 276
EUR-P-FPCF-34 ........................................................................................................................ 276
EUR-P-FPCF-35 ........................................................................................................................ 276
EUR-P-FPCF-40 ........................................................................................................................ 276
EUR-P-FPCF-40b ...................................................................................................................... 277
EUR-P-FPCF-40c ...................................................................................................................... 277
EUR-P-FPCF-41 ........................................................................................................................ 277
EUR-P-FPCF-43b ...................................................................................................................... 277
EUR-P-FPCF-43 ........................................................................................................................ 277
EUR-P-FPCF-44 ........................................................................................................................ 277
EUR-P-FPCF-45 ........................................................................................................................ 277
EUR-P-FPCF-50 ........................................................................................................................ 277
EUR-P-FPCF-50b ...................................................................................................................... 278
EUR-P-FPCF-51 ........................................................................................................................ 278
EUR-P-FPCF-52 ........................................................................................................................ 278
EUR-P-FPCF-52b ...................................................................................................................... 278
EUR-P-FPCF-52c ...................................................................................................................... 278
EUR-P-FPCF-53 ........................................................................................................................ 278
EUR-P-FPCF-54 ........................................................................................................................ 279
EUR-P-FPCF-54b ...................................................................................................................... 279
EUR-P-FPCF-54c ...................................................................................................................... 279
EUR-P-FPCF-55 ........................................................................................................................ 279
EUR-P-FPCF-56 ........................................................................................................................ 279
EUR-P-FPCF-57 ........................................................................................................................ 279
EUR-P-FPCF-60 ........................................................................................................................ 280
EUR-P-FPCF-61a ...................................................................................................................... 280
EUR-P-FPCF-61b ...................................................................................................................... 280
EUR-P-FPCF-61c ...................................................................................................................... 280
EUR-P-FPCF-62a ...................................................................................................................... 280
EUR-P-FPCF-62b ...................................................................................................................... 280
EUR-P-FPCF-62c ...................................................................................................................... 281
EUR-P-FPCF-62d ...................................................................................................................... 281
EUR-P-FPCF62f ........................................................................................................................ 282
EUR-P-FPCF-63a ...................................................................................................................... 282
EUR-P-FPCF-63c ...................................................................................................................... 282
EUR-P-FPCF-64a ...................................................................................................................... 282
EUR-P-FPCF-64b ...................................................................................................................... 282
EUR-P-FPCF-65 ........................................................................................................................ 283
EUR-P-FPCF-66 ........................................................................................................................ 283
EUR-P-FPCF-67 ........................................................................................................................ 283
EUR-P-FPCF-68 ........................................................................................................................ 283
EUR-P-FPCF-69 ........................................................................................................................ 283

EUR-P-FPCF-70a ...................................................................................................................... 283
EUR-P-FPCF-70b ...................................................................................................................... 284
EUR-P-FPCF-71 ........................................................................................................................ 284
EUR-P-FPCF-72 ........................................................................................................................ 285
EUR-P-FPCF-73 ........................................................................................................................ 285
EUR-P-FPCF-74 ........................................................................................................................ 285
EUR-P-FPCF-78a ...................................................................................................................... 286
EUR-P-FPCF-78b ...................................................................................................................... 287
EUR-P-FPCF-79a ...................................................................................................................... 288
EUR-P-FPCF-79b ...................................................................................................................... 288
EUR-P-FPCF-79c ...................................................................................................................... 289
EUR-P-FPCF-79d ...................................................................................................................... 290
EUR-P-FPCF-80 ........................................................................................................................ 291
EUR-P-FPCF-81 ........................................................................................................................ 291
EUR-P-FPCF-82 ........................................................................................................................ 291
EUR-P-FPCF-70m ..................................................................................................................... 292
EUR-P-FPCF-70c ...................................................................................................................... 292
EUR-P-FPCF-70d ...................................................................................................................... 293
EUR-P-FPCF-90 ........................................................................................................................ 294
EUR-P-FPCF-91 ........................................................................................................................ 295
EUR-P-FPCF-92 ........................................................................................................................ 295
EUR-P-FPCF-93 ........................................................................................................................ 295
EUR-P-FPCF-94 ........................................................................................................................ 295
EUR-P-FPCF-95 ........................................................................................................................ 295
EUR-P-FPCF-95b ...................................................................................................................... 296
EUR-P-FPCF-96 ........................................................................................................................ 296
EUR-P-FPCF-97 ........................................................................................................................ 296
EUR-P-FPCF-98 ........................................................................................................................ 296
EUR-P-FPCF-99 ........................................................................................................................ 296
EUR-P-FPCF-100 ...................................................................................................................... 296
EUR-P-CMA-01 ......................................................................................................................... 298
EUR-P-CMA-02E ....................................................................................................................... 299
EUR-P-CMA-07 ......................................................................................................................... 299
EUR-P-CMA-03B ....................................................................................................................... 299
EUR-P-CMA-06B ....................................................................................................................... 300
EUR-P-CMA-04 ......................................................................................................................... 300
EUR-P-CMA-05E ....................................................................................................................... 300
EUR-P-ADCPL-31...................................................................................................................... 300
EUR-P-ADCPL-30...................................................................................................................... 300
EUR-P-ADCPL-32E ................................................................................................................... 301
EUR-P-ADCPL-33B ................................................................................................................... 301
EUR-P-ADS -14 .......................................................................................................................... 301
EUR-P-ADS -01 .......................................................................................................................... 301
EUR-P-ADS -02 .......................................................................................................................... 302
EUR-P-ADS -05C........................................................................................................................ 302
EUR-P-ADS -42B ........................................................................................................................ 302
EUR-P-ADS -43B ........................................................................................................................ 302
EUR-P-ADS -72 .......................................................................................................................... 303
EUR-P-ADS -46E ........................................................................................................................ 303
EUR-P-ADS -03 .......................................................................................................................... 303
EUR-P-ADS -04F ........................................................................................................................ 304
EUR-P-ADS -47F ........................................................................................................................ 304
EUR-P-ADS -07C........................................................................................................................ 304
EUR-P-ADS -06B ........................................................................................................................ 304
EUR-P-ADS -31 .......................................................................................................................... 305
EUR-P-ADS -48F ........................................................................................................................ 305
EUR-P-ADS -09 .......................................................................................................................... 305
EUR-P-ADS -52F ........................................................................................................................ 305
EUR-P-ADS -53F ........................................................................................................................ 306
EUR-P-ADS -49F ........................................................................................................................ 306

EUR-P-ADS -50F ........................................................................................................................ 306
EUR-N-ADS -50G ....................................................................................................................... 306
EUR-P-ADS -54F ........................................................................................................................ 306
EUR-P-ADS -11B ........................................................................................................................ 307
EUR-P-ADS -75 .......................................................................................................................... 307
EUR-P-ADS -10E ........................................................................................................................ 307
EUR-P-ADS -44B ........................................................................................................................ 307
EUR-P-ADS -12 .......................................................................................................................... 307
EUR-P-ADS -13E ........................................................................................................................ 308
EUR-P-ADS -16 .......................................................................................................................... 308
EUR-P-ADS -19B ........................................................................................................................ 308
EUR-P-ADS -45E ........................................................................................................................ 308
EUR-P-ADS -20E ........................................................................................................................ 309
EUR-P-ADS -35 .......................................................................................................................... 309
EUR-P-ADS -21 .......................................................................................................................... 309
EUR-P-PCC-55F........................................................................................................................ 310
EUR-P-PCC-01 .......................................................................................................................... 310
EUR-P-PCC-30 .......................................................................................................................... 310
EUR-P-PCC-45B ........................................................................................................................ 310
EUR-P-PCC-02 .......................................................................................................................... 311
EUR-P-PCC-03F........................................................................................................................ 311
EUR-P-PCC-38B ........................................................................................................................ 311
EUR-P-PCC-04F........................................................................................................................ 312
EUR-P-PCC-24 .......................................................................................................................... 312
EUR-P-PCC-21F........................................................................................................................ 312
EUR-P-PCC-22E ........................................................................................................................ 312
EUR-P-PCC-23E ........................................................................................................................ 313
EUR-P-PCC-56F........................................................................................................................ 313
EUR-P-PCC-57F........................................................................................................................ 313
EUR-P-PCC-11F........................................................................................................................ 313
EUR-P-PCC-58F........................................................................................................................ 313
EUR-P-PCC-59F........................................................................................................................ 313
EUR-P-PCC-60F........................................................................................................................ 313
EUR-P-PCC-05 .......................................................................................................................... 314
EUR-P-PCC-07F........................................................................................................................ 314
EUR-P-PCC-40B ........................................................................................................................ 314
EUR-P-PCC-41B ........................................................................................................................ 314
EUR-P-PCC-42B ........................................................................................................................ 314
EUR-P-PCC-43B ........................................................................................................................ 314
EUR-P-PCC-44B ........................................................................................................................ 314
EUR-P-PCC-06F........................................................................................................................ 314
EUR-P-PCC-46E ........................................................................................................................ 315
EUR-P-PCC-47E ........................................................................................................................ 315
EUR-P-PCC-48E ........................................................................................................................ 315
EUR-P-PCC-49E ........................................................................................................................ 315
EUR-P-PCC-61F........................................................................................................................ 315
EUR-P-PCC-73 .......................................................................................................................... 315
EUR-P-PCC-52F........................................................................................................................ 315
EUR-P-PCC-39B ........................................................................................................................ 315
EUR-P-PCC-54F........................................................................................................................ 316
EUR-P-PCC-08D ....................................................................................................................... 316
EUR-P-PCC-62F........................................................................................................................ 316
EUR-P-PCC-09 .......................................................................................................................... 316
EUR-P-PCC-36B ........................................................................................................................ 316
EUR-P-PCC-35F........................................................................................................................ 316
EUR-P-PCC-53E ........................................................................................................................ 316
EUR-N-PCC-54.......................................................................................................................... 317
EUR-P-PCC-10 .......................................................................................................................... 317
EUR-P-PCC-63F........................................................................................................................ 317
EUR-P-PCC-72F........................................................................................................................ 317
EUR-P-PCC-67F........................................................................................................................ 317
EUR-P-PCC-64F........................................................................................................................ 317
EUR-P-PCC-65F........................................................................................................................ 317
EUR-N-PCC-74.......................................................................................................................... 318
EUR-N-PCC-75.......................................................................................................................... 318
EUR-P-PCC-50E ........................................................................................................................ 318
EUR-P-PCC-19E ........................................................................................................................ 318
EUR-P-PCC-37B ........................................................................................................................ 318
EUR-P-PCC-51F........................................................................................................................ 319
EUR-P-PCC-66F........................................................................................................................ 319
EUR-P-PCC-12B ........................................................................................................................ 319
EUR-P-PCC-14F........................................................................................................................ 319
EUR-P-PCC-13F........................................................................................................................ 319
EUR-P-PCC-68F........................................................................................................................ 319
EUR-N-PCC-76.......................................................................................................................... 320
EUR-N-PCC-77.......................................................................................................................... 320
EUR-P-PCC-15F........................................................................................................................ 320
EUR-P-PCC-70F........................................................................................................................ 320
EUR-P-PCC-16F........................................................................................................................ 320
EUR-P-PCC-69F........................................................................................................................ 321
EUR-P-PCC-17 .......................................................................................................................... 321
EUR-P-PCC-18E ........................................................................................................................ 321
EUR-P-PCC-71F........................................................................................................................ 321
EUR-N-PCC-78.......................................................................................................................... 333
EUR-N-PCC-79.......................................................................................................................... 333
EUR-N-PCC-80.......................................................................................................................... 333
EUR-N-PCC-81.......................................................................................................................... 333
EUR-N-PCC-82.......................................................................................................................... 334
EUR-N-PCC-83.......................................................................................................................... 334
EUR-N-PCC-84.......................................................................................................................... 335
EUR-N-PCC-85.......................................................................................................................... 335
EUR-P-ADTRN-30 ..................................................................................................................... 336
EUR-P-ADTRN-31 ..................................................................................................................... 336
EUR-P-ADTRN-32 ..................................................................................................................... 336
EUR-P-PDC-01 .......................................................................................................................... 337
EUR-P-PDC-02 .......................................................................................................................... 337
EUR-P-PDC-15 .......................................................................................................................... 338
EUR-P-PDC-03 .......................................................................................................................... 338
EUR-P-PDC-04 .......................................................................................................................... 338
EUR-P-PDC-05 .......................................................................................................................... 338
EUR-P-PDC-06 .......................................................................................................................... 338
EUR-P-PDC-07B ........................................................................................................................ 338
EUR-P-PDC-08B ........................................................................................................................ 339
EUR-P-PDC-09 .......................................................................................................................... 339
EUR-P-PDC-10E ........................................................................................................................ 339
EUR-P-RAC-23F........................................................................................................................ 341
EUR-N-RAC-25.......................................................................................................................... 341
EUR-P-STCA-30 ........................................................................................................................ 341
EUR-P-STCA-31B ...................................................................................................................... 341
EUR-P-STCA-39E ...................................................................................................................... 342
EUR-P-RAC-03 .......................................................................................................................... 342
EUR-P-RAC-04 .......................................................................................................................... 343
EUR-P-STCA-32 ........................................................................................................................ 343
EUR-P-STCA-33 ........................................................................................................................ 343
EUR-P-STCA-34 ........................................................................................................................ 343
EUR-P-RAC-07 .......................................................................................................................... 344
EUR-P-STCA-37E ...................................................................................................................... 344
EUR-P-STCA-40 ........................................................................................................................ 344
EUR-P-STCA-38E ...................................................................................................................... 345
EUR-P-RAC-08 .......................................................................................................................... 345

EUR-P-STCA-35 ........................................................................................................................ 345
EUR-P-STCA-36 ........................................................................................................................ 346
EUR-P-MSAW-30 ...................................................................................................................... 346
EUR-P-MSAW-31 ...................................................................................................................... 346
EUR-P-MSAW-38E .................................................................................................................... 346
EUR-P-MSAW-32D .................................................................................................................... 347
EUR-P-MSAW-39E .................................................................................................................... 347
EUR-P-MSAW-33 ...................................................................................................................... 347
EUR-P-RAC-14 .......................................................................................................................... 348
EUR-P-MSAW-34 ...................................................................................................................... 348
EUR-P-MSAW-35 ...................................................................................................................... 348
EUR-P-RAC-15 .......................................................................................................................... 349
EUR-P-MSAW-36 ...................................................................................................................... 349
EUR-P-MSAW-37 ...................................................................................................................... 349
EUR-P-MSAW-40 ...................................................................................................................... 350
EUR-P-MSAW-41 ...................................................................................................................... 351
EUR-P-MSAW-42 ...................................................................................................................... 351
EUR-P-MSAW-43 ...................................................................................................................... 351
EUR-P-MSAW-44 ...................................................................................................................... 351
EUR-P-MSAW-45 ...................................................................................................................... 351
EUR-P-MSAW-46 ...................................................................................................................... 351
EUR-P-DAIW-30 ........................................................................................................................ 352
EUR-P-DAIW-38E ...................................................................................................................... 352
EUR-P-DAIW-31 ........................................................................................................................ 352
EUR-P-DAIW-40 ........................................................................................................................ 352
EUR-P-DAIW-32D...................................................................................................................... 352
EUR-P-DAIW-33 ........................................................................................................................ 353
EUR-P-RAC-21 .......................................................................................................................... 353
EUR-P-DAIW-34 ........................................................................................................................ 353
EUR-P-DAIW-35 ........................................................................................................................ 353
EUR-P-RAC-22 .......................................................................................................................... 354
EUR-P-DAIW-36 ........................................................................................................................ 354
EUR-P-DAIW-37D...................................................................................................................... 354
EUR-N-TDAW-32 ....................................................................................................................... 355
EUR-N-TDAW-33 ....................................................................................................................... 355
EUR-N-TDAW-34 ....................................................................................................................... 355
EUR-N-TDAW-85 ....................................................................................................................... 355
EUR-N-TDAW-36 ....................................................................................................................... 355
EUR-N-TDAW-37 ....................................................................................................................... 356
EUR-P-RRESTA-30D ................................................................................................................. 356
EUR-P-TFC-31 .......................................................................................................................... 356
EUR-P-TFC-42E ........................................................................................................................ 356
EUR-P-TFC-32 .......................................................................................................................... 356
EUR-P-TFC-33 .......................................................................................................................... 357
EUR-P-TFC-45E ........................................................................................................................ 357
EUR-P-TFC-40D ........................................................................................................................ 357
EUR-P-TFC-34E ........................................................................................................................ 357
EUR-P-TFC-43E ........................................................................................................................ 358
EUR-P-TFC-35D ........................................................................................................................ 358
EUR-P-TFC-36 .......................................................................................................................... 359
EUR-P-TFC-37 .......................................................................................................................... 359
EUR-P-TFC-44E ........................................................................................................................ 359
EUR-P-TFC-38 .......................................................................................................................... 359
EUR-P-TFC-07F ........................................................................................................................ 360
EUR-P-TFC-30 .......................................................................................................................... 360
EUR-P-TFC-08 .......................................................................................................................... 360
EUR-P-TFC-39C ........................................................................................................................ 360
EUR-N-RAM-37 ......................................................................................................................... 362
EUR-N-RAM-32 ......................................................................................................................... 364
EUR-N-RAM-30 ......................................................................................................................... 364

EUR-N-RAM-36 ......................................................................................................................... 364
EUR-P-RAM-31 ......................................................................................................................... 364
EUR-P-RAM-33B ....................................................................................................................... 365
EUR-P-RAM-34E ....................................................................................................................... 365
EUR-P-RAM-32 ......................................................................................................................... 365
EUR-N-RAM-35 ......................................................................................................................... 365
EUR-P-APR-30D........................................................................................................................ 365
EUR-P-TFC-14 .......................................................................................................................... 366
EUR-P-TFC-15D ........................................................................................................................ 367
EUR-P-APR-31C........................................................................................................................ 367
EUR-P-APR-32E ........................................................................................................................ 367
EUR-P-TFC-12 .......................................................................................................................... 368
EUR-P-RAM-35F ....................................................................................................................... 368
EUR-P-CLAM-30........................................................................................................................ 368
EUR-P-CLAM-33B ..................................................................................................................... 368
EUR-P-CLAM-34E ..................................................................................................................... 368
EUR-P-TFC-17 .......................................................................................................................... 368
EUR-P-TFC-18 .......................................................................................................................... 368
EUR-P-TFC-19 .......................................................................................................................... 369
EUR-P-CLAM-35F...................................................................................................................... 369
EUR-N-ADS -201 ........................................................................................................................ 369
EUR-N-ADS -202 ........................................................................................................................ 370
EUR-N-ADS -206 ........................................................................................................................ 371
EUR-P-ADS -22 .......................................................................................................................... 371
EUR-N-ADS -203 ........................................................................................................................ 371
EUR-N-ADS -204 ........................................................................................................................ 372
EUR-N-ADS -205 ........................................................................................................................ 373
EUR-P-ADS -23 .......................................................................................................................... 373
EUR-P-ADS -24E ........................................................................................................................ 373
EUR-P-ADS -25 .......................................................................................................................... 373
EUR-P-ADS -74G ....................................................................................................................... 373
EUR-P-ADS -51F ........................................................................................................................ 373
EUR-P-ADS -32F ........................................................................................................................ 374
EUR-P-ADS -33 .......................................................................................................................... 374
EUR-P-ADS -36 .......................................................................................................................... 374
EUR-P-ADS -37 .......................................................................................................................... 374
EUR-P-ADS -38E ........................................................................................................................ 374
EUR-P-ADS -39 .......................................................................................................................... 375
EUR-P-ADS -40 .......................................................................................................................... 375
EUR-P-ADS -73F ........................................................................................................................ 375
EUR-N-ADS -81 .......................................................................................................................... 375
EUR-N-ADS -82 .......................................................................................................................... 375
EUR-N-ADS -83 .......................................................................................................................... 375
EUR-N-ADS -84 .......................................................................................................................... 375
EUR-N-ADS -85 .......................................................................................................................... 376
EUR-N-TDAW-86 ....................................................................................................................... 376
EUR-P-ADS -26 .......................................................................................................................... 376
EUR-P-ADS -27 .......................................................................................................................... 376
EUR-N-AIF -500.......................................................................................................................... 377
EUR-P-AIF-01............................................................................................................................ 377
EUR-P-AIF-03............................................................................................................................ 377
EUR-P-AIF-10............................................................................................................................ 377
EUR-P-AIF-11............................................................................................................................ 378
EUR-P-NOTAM-01 ..................................................................................................................... 378
EUR-P-NOTAM-02 ..................................................................................................................... 378
EUR-P-NOTAM-03 ..................................................................................................................... 379
EUR-P-NOTAM-04 ..................................................................................................................... 379
EUR-P-NOTAM-05 ..................................................................................................................... 379
EUR-P-NOTAM-06 ..................................................................................................................... 379
EUR-P-NOTAM-07 ..................................................................................................................... 379

EUR-P-NOTAM-08 ..................................................................................................................... 379
EUR-P-TAF-01........................................................................................................................... 380
EUR-P-TAF-02........................................................................................................................... 380
EUR-P-TAF-03........................................................................................................................... 380
EUR-P-TAF-04........................................................................................................................... 380
EUR-P-TAF-05........................................................................................................................... 381
EUR-P-TAF-06........................................................................................................................... 381
EUR-P-SIGMET-01 .................................................................................................................... 381
EUR-P-SIGMET-02 .................................................................................................................... 381
EUR-P-METAR-01 ..................................................................................................................... 382
EUR-P-METAR-02 ..................................................................................................................... 382
EUR-P-METAR-O3 .................................................................................................................... 382
EUR-P-METAR-04 ..................................................................................................................... 382
EUR-P-METAR-05 ..................................................................................................................... 382
EUR-P-FPQNH-37H................................................................................................................... 382
EUR-P-FPQNH-38H................................................................................................................... 382
EUR-P-AIF-04............................................................................................................................ 383
EUR-P-AIF-05............................................................................................................................ 383
EUR-P-AIF-07............................................................................................................................ 383
EUR-P-AIF-08............................................................................................................................ 383
EUR-P-AIFBUL-01 ..................................................................................................................... 384
EUR-P-AIFBUL-02 ..................................................................................................................... 384
EUR-P-AIFBUL-03 ..................................................................................................................... 384
EUR-P-AIFBUL-04 ..................................................................................................................... 384
EUR-P-AIFBUL-05 ..................................................................................................................... 384
EUR-P-AIDS -01 ......................................................................................................................... 384
EUR-P-AIDS -02 ......................................................................................................................... 384
EUR-P-AIDS -03 ......................................................................................................................... 385
EUR-P-CDP -30 .......................................................................................................................... 386
EUR-P-CDP -31 .......................................................................................................................... 386
EUR-P-CDP -32 .......................................................................................................................... 386
EUR-P-CDP -43 .......................................................................................................................... 386
EUR-P-CDP -34 .......................................................................................................................... 386
EUR-N-CDP-44.......................................................................................................................... 386
EUR-N-CDP-41.......................................................................................................................... 387
EUR-P-CDP -36 .......................................................................................................................... 387
EUR-N-CDP-37.......................................................................................................................... 387
EUR-P-REC-01 .......................................................................................................................... 388
EUR-P-REC-41F........................................................................................................................ 388
EUR-P-REC-02 .......................................................................................................................... 388
EUR-P-REC-30 .......................................................................................................................... 388
EUR-P-REC-39D ....................................................................................................................... 388
EUR-P-REC-40D ....................................................................................................................... 389
EUR-P-REC-31D ....................................................................................................................... 389
EUR-P-REC-05D ....................................................................................................................... 389
EUR-P-REC-32 .......................................................................................................................... 389
EUR-P-REC-36 .......................................................................................................................... 390
EUR-P-REC-37 .......................................................................................................................... 390
EUR-P-REC-35 .......................................................................................................................... 390
EUR-P-REC-33 .......................................................................................................................... 390
EUR-P-REC-38 .......................................................................................................................... 390
EUR-P-REC-07 .......................................................................................................................... 390
EUR-P-REC-09 .......................................................................................................................... 391
EUR-P-REC-10 .......................................................................................................................... 391
EUR-P-REC-08 .......................................................................................................................... 391
EUR-P-ARCH-30 ....................................................................................................................... 391
EUR-P-ARCH-31 ....................................................................................................................... 391
EUR-P-ARCH-32 ....................................................................................................................... 391
EUR-P-ARCH-03 ....................................................................................................................... 392
EUR-P-ARCH-34 ....................................................................................................................... 392

EUR-P-SCRAT-01...................................................................................................................... 392
EUR-P-SCRAT-02...................................................................................................................... 392
EUR-P-RECTR-01 ..................................................................................................................... 392
EUR-P-ASPB-01 ........................................................................................................................ 393
EUR-P-ASPB-06 ........................................................................................................................ 393
EUR-P-ASPB-32G ..................................................................................................................... 393
EUR-P-ASPB-35 ........................................................................................................................ 393
EUR-P-ASPB-02 ........................................................................................................................ 394
EUR-P-ASPB-03 ........................................................................................................................ 394
EUR-P-ASPB-04 ........................................................................................................................ 394
EUR-P-ASPB-05 ........................................................................................................................ 394
EUR-P-ASPB-07 ........................................................................................................................ 394
EUR-P-ASPB-08 ........................................................................................................................ 394
EUR-P-ASPB-31 ........................................................................................................................ 394
EUR-P-ASPB-30 ........................................................................................................................ 395
EUR-P-ASPB-09 ........................................................................................................................ 395
EUR-P-ASPBT-01 ...................................................................................................................... 395
EUR-P-ASPBT-30 ...................................................................................................................... 395
EUR-P-ASPBT-02 ...................................................................................................................... 395
EUR-P-ASPBT-03 ...................................................................................................................... 396
EUR-P-ASPBT-04 ...................................................................................................................... 396
EUR-P-ATGFC-30...................................................................................................................... 397
EUR-P-ATGFC-31D ................................................................................................................... 398
EUR-P-ATGFC-34D ................................................................................................................... 398
EUR-P-ATGFC-35D ................................................................................................................... 398
EUR-P-ATGFC-36D ................................................................................................................... 398
EUR-P-ATGFC-37D ................................................................................................................... 398
EUR-P-ATGFC-38D ................................................................................................................... 398
EUR-P-ATGFC-50...................................................................................................................... 398
EUR-P-ATGFC-33B ................................................................................................................... 399
EUR-P-ATGFC-32...................................................................................................................... 399
EUR-P-ATGMG-30..................................................................................................................... 400
EUR-P-ATGMG-31B .................................................................................................................. 400
EUR-P-ATGMG-33D .................................................................................................................. 400
EUR-P-ATGMG-32..................................................................................................................... 400
EUR-P-ATGMG-34..................................................................................................................... 400
EUR-P-ATGMG-35E .................................................................................................................. 400
EUR-P-ATGMG-36..................................................................................................................... 400
EUR-P-ATGWD-30C .................................................................................................................. 401
EUR-P-ATGAS-30...................................................................................................................... 408
EUR-P-ATGAS-31...................................................................................................................... 408
EUR-P-ATGAS-32...................................................................................................................... 408
EUR-P-ATGAS-33...................................................................................................................... 408
EUR-P-ATGAS-34B ................................................................................................................... 420
EUR-P-ATGAS-35E ................................................................................................................... 420
EUR-N-ATGAH-01 ..................................................................................................................... 420
EUR-N-ATGAH-02 ..................................................................................................................... 420
EUR-P-TRATG -09B ................................................................................................................... 420
EUR-P-ATGRH-30 ..................................................................................................................... 421
EUR-N-ATGRH-35 ..................................................................................................................... 422
EUR-P-ATGRH-34 ..................................................................................................................... 422
EUR-P-ATGRH-32 ..................................................................................................................... 423
EUR-P-TRADS -30...................................................................................................................... 423
EUR-P-TRADS -31...................................................................................................................... 423
EUR-P-TRADS -32...................................................................................................................... 423
EUR-P-TRADS -33...................................................................................................................... 423
EUR-P-TRADS -34...................................................................................................................... 423
EUR-P-TRADS -35...................................................................................................................... 424
EUR-P-TRADS -36...................................................................................................................... 424
EUR-P-TRADS -37...................................................................................................................... 424

EUR-P-TRADS -38...................................................................................................................... 424
EUR-P-TRPCC-30 ..................................................................................................................... 424
EUR-P-ATGFC-51...................................................................................................................... 424
EUR-P-TRCTL-30 ...................................................................................................................... 424
EUR-P-TRCTL-35 ...................................................................................................................... 425
EUR-P-TRCTL-31 ...................................................................................................................... 425
EUR-P-TRCTL-32D.................................................................................................................... 425
EUR-P-TRCTL-34 ...................................................................................................................... 425
EUR-P-TRATG -13...................................................................................................................... 425
EUR-P-TRATG -30...................................................................................................................... 425
EUR-N-DATE -01........................................................................................................................ 428
EUR-N-DATE -02........................................................................................................................ 428
EUR-P-TIM-30E ......................................................................................................................... 428
EUR-P-TIM-32E ......................................................................................................................... 428
EUR-N-TIM-32 ........................................................................................................................... 428
EUR-N-TIM-33 ........................................................................................................................... 428
EUR-N-TIM-34 ........................................................................................................................... 428
EUR-N-TIM-35 ........................................................................................................................... 428
EUR-N-TIM-36 ........................................................................................................................... 429
EUR-P-WDW-01 ........................................................................................................................ 429
EUR-P-WDW-30 ........................................................................................................................ 429
EUR-P-WDW-31 ........................................................................................................................ 429
EUR-P-WDW-32E ...................................................................................................................... 429
EUR-P-SIGN-01......................................................................................................................... 430
EUR-P-SIGN-02......................................................................................................................... 430
EUR-P-SIGN-03......................................................................................................................... 430
EUR-P-PASSWD-01 .................................................................................................................. 430
EUR-P-ACRFT-01...................................................................................................................... 430
EUR-P-ACRFT-40...................................................................................................................... 431
EUR-P-ACRFT-03...................................................................................................................... 432
EUR-N-ACRFT-06...................................................................................................................... 432
EUR-P-ACRFT-41B ................................................................................................................... 432
EUR-P-ACRFT-30...................................................................................................................... 432
EUR-P-ACRFT-31...................................................................................................................... 432
EUR-P-ACRFT-46F.................................................................................................................... 433
EUR-P-ACRFT-32...................................................................................................................... 433
EUR-P-ACRFT-33...................................................................................................................... 433
EUR-P-FPASD-30...................................................................................................................... 434
EUR-P-FPASD-31...................................................................................................................... 434
EUR-P-FPASD-32...................................................................................................................... 434
EUR-P-ACRFT-39...................................................................................................................... 435
EUR-P-ACRFT-36...................................................................................................................... 435
EUR-P-ACRFT-37B ................................................................................................................... 435
EUR-P-ACRFT-47H ................................................................................................................... 437
EUR-P-ACRFT-38...................................................................................................................... 438
EUR-P-ACRFT-45E ................................................................................................................... 438
EUR-P-FPTRK-30 ...................................................................................................................... 438
EUR-P-FPTRK-31 ...................................................................................................................... 439
EUR-P-ACRFT-43...................................................................................................................... 439
EUR-P-ACRFT-44...................................................................................................................... 439
EUR-P-ACRFT-34E ................................................................................................................... 439
EUR-P-RADMO-30 .................................................................................................................... 440
EUR-P-RADMO-31 .................................................................................................................... 440
EUR-P-LACT-30H ...................................................................................................................... 440
EUR-P-RATAG-43H ................................................................................................................... 441
EUR-P-RATAG-30E ................................................................................................................... 441
EUR-P-RATAG-31B ................................................................................................................... 441
EUR-P-RATAG-37B ................................................................................................................... 441
EUR-P-RATAG-44H ................................................................................................................... 441
EUR-P-RATAG-45H ................................................................................................................... 441

EUR-P-RATAG-32B ................................................................................................................... 442
EUR-P-RATAG-42 ..................................................................................................................... 442
EUR-P-RATAG-33B ................................................................................................................... 442
EUR-P-RATAG-38H ................................................................................................................... 442
EUR-P-RATAG-39E ................................................................................................................... 443
EUR-P-RATAG-34B ................................................................................................................... 443
EUR-P-RATAG-46H ................................................................................................................... 443
EUR-P-RATAG-35B ................................................................................................................... 443
EUR-P-RATAG-40E ................................................................................................................... 443
EUR-P-RATAG-41E ................................................................................................................... 443
EUR-P-RATAG-36B ................................................................................................................... 443
EUR-P-GRAPH-30 ..................................................................................................................... 444
EUR-P-GRAPH-42E ................................................................................................................... 444
EUR-P-GRAPH-02 ..................................................................................................................... 444
EUR-P-GRAPH-40 ..................................................................................................................... 444
EUR-N-GRAPH-54 ..................................................................................................................... 444
EUR-P-GRAPH-31 ..................................................................................................................... 444
EUR-P-GRAPH-04C................................................................................................................... 445
EUR-P-GRAPH-49 ..................................................................................................................... 445
EUR-N-GRAPH-52 ..................................................................................................................... 445
EUR-P-GRAPH-51 ..................................................................................................................... 445
EUR-P-GRAPH-05 ..................................................................................................................... 445
EUR-P-GRAPH-43E ................................................................................................................... 445
EUR-P-GRAPH-32 ..................................................................................................................... 445
EUR-P-GRAPH-46E ................................................................................................................... 446
EUR-P-GRAPH-47E ................................................................................................................... 446
EUR-P-GRAPH-48G .................................................................................................................. 446
EUR-P-GRAPH-07B ................................................................................................................... 446
EUR-P-GRAPH-08 ..................................................................................................................... 446
EUR-P-GRAPH-09 ..................................................................................................................... 446
EUR-N-GRAPH-41 ..................................................................................................................... 446
EUR-P-GRAPH-33 ..................................................................................................................... 447
EUR-P-GRAPH-53 ..................................................................................................................... 447
EUR-P-GRAPH-39 ..................................................................................................................... 447
EUR-P-GRAPH-34 ..................................................................................................................... 447
EUR-P-GRAPH-35B ................................................................................................................... 447
EUR-P-GRAPH-55 ..................................................................................................................... 447
EUR-P-GRAPH-36 ..................................................................................................................... 448
EUR-P-GRAPH-37 ..................................................................................................................... 448
EUR-P-GRAPH-38B ................................................................................................................... 448
EUR-P-GRAPH-44E ................................................................................................................... 448
EUR-P-GRAPH-45E ................................................................................................................... 448
EUR-P-GRAPH-80 ..................................................................................................................... 448
EUR-P-ESTP-01C...................................................................................................................... 450
EUR-P-ESTP-38E ...................................................................................................................... 450
EUR-P-ESTP-31E ...................................................................................................................... 450
EUR-P-ESTP-34 ........................................................................................................................ 450
EUR-P-ESTP-30B ...................................................................................................................... 451
EUR-P-ESTP-35C...................................................................................................................... 451
EUR-P-ESTP-36B ...................................................................................................................... 451
EUR-P-ESTP-02 ........................................................................................................................ 451
EUR-P-ESTP-03B ...................................................................................................................... 452
EUR-P-ESTP-41E ...................................................................................................................... 452
EUR-P-ESTP-04E ...................................................................................................................... 452
EUR-P-ESTP-32F ...................................................................................................................... 452
EUR-P-ESTP-39E ...................................................................................................................... 452
EUR-P-ESTP-42F ...................................................................................................................... 453
EUR-P-ESTP-43F ...................................................................................................................... 453
EUR-P-ESTP-40E ...................................................................................................................... 453
EUR-P-ESTP-33F ...................................................................................................................... 453

EUR-P-ESTP-37E ...................................................................................................................... 454
EUR-P-ESTP-44 ........................................................................................................................ 454
EUR-P-FPL-30........................................................................................................................... 455
EUR-P-FPL-31........................................................................................................................... 455
EUR-P-FPL-46........................................................................................................................... 455
EUR-P-FPL-32........................................................................................................................... 455
EUR-P-FPL-33........................................................................................................................... 455
EUR-P-FPL-34........................................................................................................................... 455
EUR-P-FPL-35........................................................................................................................... 455
EUR-P-FPL-36........................................................................................................................... 455
EUR-P-FPL-37........................................................................................................................... 455
EUR-P-FPL-38........................................................................................................................... 455
EUR-P-FPL-39........................................................................................................................... 455
EUR-P-FPL-40........................................................................................................................... 455
EUR-P-FPL-41........................................................................................................................... 456
EUR-P-FPL-42........................................................................................................................... 456
EUR-P-FPL-44C ........................................................................................................................ 456
EUR-P-FPL-45G ........................................................................................................................ 456
EUR-P-TRFPL-30 ...................................................................................................................... 456
EUR-P-TRFPL-31 ...................................................................................................................... 456
EUR-P-TRFPL-32 ...................................................................................................................... 456
EUR-P-TRFPL-34 ...................................................................................................................... 456
EUR-P-TRFPL-33 ...................................................................................................................... 456
EUR-P-TRFPL-35G.................................................................................................................... 456
EUR-P-MSGOUT-01 .................................................................................................................. 456
EUR-P-MSGIN-10 ...................................................................................................................... 457
EUR-P-MSGIN-12 ...................................................................................................................... 457
EUR-P-MSGIN-13 ...................................................................................................................... 457
EUR-P-FPLTK -30 ...................................................................................................................... 457
EUR-P-FPLTK -31 ...................................................................................................................... 457
EUR-P-MMHLD-30G .................................................................................................................. 457
EUR-P-FPLTK -32C .................................................................................................................... 457
EUR-P-FPHMI-30 ...................................................................................................................... 458
EUR-P-MMHIS-01...................................................................................................................... 458
EUR-P-MMHIS-02...................................................................................................................... 458
EUR-P-TM-30 ............................................................................................................................ 458
EUR-P-TM-31 ............................................................................................................................ 458
EUR-P-TM-32 ............................................................................................................................ 458
EUR-P-TM-33B .......................................................................................................................... 459
EUR-P-TM-34C.......................................................................................................................... 459
EUR-P-WAR-30 ......................................................................................................................... 460
EUR-N-WAR-50 ......................................................................................................................... 460
EUR-P-RAC-24 .......................................................................................................................... 460
EUR-P-WAR-45F ....................................................................................................................... 461
EUR-P-WAR-44E ....................................................................................................................... 461
EUR-P-WAR-01B ....................................................................................................................... 462
EUR-P-WAR-02 ......................................................................................................................... 463
EUR-P-WAR-03 ......................................................................................................................... 463
EUR-P-WAR-04 ......................................................................................................................... 463
EUR-P-WAR-46 ......................................................................................................................... 463
EUR-N-WAR-51 ......................................................................................................................... 464
EUR-P-WAR-05 ......................................................................................................................... 464
EUR-P-WAR-06 ......................................................................................................................... 464
EUR-P-WAR-07 ......................................................................................................................... 464
EUR-P-WAR-08 ......................................................................................................................... 465
EUR-P-WAR-31 ......................................................................................................................... 465
EUR-N-WAR-47 ......................................................................................................................... 465
EUR-P-WAR-39 ......................................................................................................................... 465
EUR-P-WAR-32 ......................................................................................................................... 465
EUR-P-WAR-33 ......................................................................................................................... 466

EUR-P-WAR-10 ......................................................................................................................... 466
EUR-P-WAR-14H....................................................................................................................... 466
EUR-P-WAR-37 ......................................................................................................................... 467
EUR-P-WAR-41D....................................................................................................................... 467
EUR-N-WAR-35 ......................................................................................................................... 468
EUR-P-WAR-42D....................................................................................................................... 468
EUR-P-WAR-43D....................................................................................................................... 468
EUR-N-WAR-48 ......................................................................................................................... 468
EUR-P-WAR-36 ......................................................................................................................... 469
EUR-P-WAR-40B ....................................................................................................................... 469
EUR-P-DISP-01 ......................................................................................................................... 470
EUR-P-DISP-02 ......................................................................................................................... 470
EUR-P-DISP-03D....................................................................................................................... 470
EUR-P-DISP-33D....................................................................................................................... 470
EUR-P-DISP-05 ......................................................................................................................... 470
EUR-P-DISP-40 ......................................................................................................................... 471
EUR-P-DISP-34 ......................................................................................................................... 471
EUR-P-DISP-35 ......................................................................................................................... 471
EUR-N-DISP-50 ......................................................................................................................... 471
EUR-P-DISP-36B ....................................................................................................................... 471
EUR-P-DISP-37 ......................................................................................................................... 471
EUR-P-DISP-38 ......................................................................................................................... 472
EUR-P-GIW-30 .......................................................................................................................... 473
EUR-P-GIW-32B ........................................................................................................................ 473
EUR-P-DISP-30 ......................................................................................................................... 473
EUR-P-DISP-31 ......................................................................................................................... 474
EUR-P-DISP-32 ......................................................................................................................... 474
EUR-P-FPASD-33...................................................................................................................... 475
EUR-P-TRANS -30B ................................................................................................................... 475
EUR-P-ATRANS-31 ................................................................................................................... 475
EUR-P-DQSEQ-30 ..................................................................................................................... 475
EUR-P-DQSEQ-31 ..................................................................................................................... 475
EUR-P-DQSEQ-33 ..................................................................................................................... 475
EUR-P-DQSEQ-34 ..................................................................................................................... 475
EUR-P-DQSEQ-35 ..................................................................................................................... 476
EUR-P-DQSEQ-36 ..................................................................................................................... 476
EUR-P-DQSEQ-37 ..................................................................................................................... 476
EUR-P-DQSEQ-38 ..................................................................................................................... 476
EUR-P-DQSEQ-32 ..................................................................................................................... 476
EUR-P-OPSDT-01D ................................................................................................................... 477
EUR-P-OPSDT-04D ................................................................................................................... 477
EUR-P-OPSDT-02D ................................................................................................................... 477
EUR-P-OPSDT-03D ................................................................................................................... 477
EUR-N-OPSDT-05 ..................................................................................................................... 477
EUR-N-OPSDT-05X ................................................................................................................... 477
EUR-P-SECT-30 ........................................................................................................................ 478
EUR-P-SECT-31 ........................................................................................................................ 478
EUR-N-SUPC-01 ....................................................................................................................... 478
EUR-N-SUPC-02 ....................................................................................................................... 478
EUR-N-SUPC-03 ....................................................................................................................... 478
EUR-P-SECT-32 ........................................................................................................................ 478
EUR-P-SSR-30 .......................................................................................................................... 478
EUR-P-WSTCA -30 ..................................................................................................................... 479
EUR-P-WSTCA -31 ..................................................................................................................... 479
EUR-P-WSTCA -32 ..................................................................................................................... 479
EUR-P-WDAIW-30 ..................................................................................................................... 479
EUR-P-WDAIW-31 ..................................................................................................................... 479
EUR-P-WDAIW-32 ..................................................................................................................... 479
EUR-P-WDAIW-33 ..................................................................................................................... 479
EUR-P-RMAP-30B ..................................................................................................................... 479

EUR-P-WTDAW-30 .................................................................................................................... 479
EUR-P-WTDAW-31 .................................................................................................................... 480
EUR-P-WFPCP -30 ..................................................................................................................... 480
EUR-P-WFPCP -31 ..................................................................................................................... 480
EUR-P-WFPCP -32 ..................................................................................................................... 480
EUR-P-WCLAM-30 .................................................................................................................... 480
EUR-P-WCLAM-31 .................................................................................................................... 480
EUR-P-WRAM-30 ...................................................................................................................... 480
EUR-P-WRAM-31 ...................................................................................................................... 480
EUR-P-WMSAW-30 ................................................................................................................... 480
EUR-P-WMSAW-31 ................................................................................................................... 481
EUR-P-WMSAW-32 ................................................................................................................... 481
EUR-P-OPAHO-30B ................................................................................................................... 481
EUR-N-WSAR-30....................................................................................................................... 481
EUR-N-WSAR-31....................................................................................................................... 481
EUR-P-MQNH-01....................................................................................................................... 481
EUR-P-RNWY-01....................................................................................................................... 481
EUR-P-RNWY-02....................................................................................................................... 481
EUR-P-RNWY-03....................................................................................................................... 481
EUR-P-ADMIL-30....................................................................................................................... 481
EUR-N-WTHMAPLEV-01............................................................................................................ 482
EUR-N-WTHMAPLEV-02............................................................................................................ 482
EUR-P-MET-30 .......................................................................................................................... 482
EUR-P-ADSPC-30 ..................................................................................................................... 482
EUR-P-ADSPC-31 ..................................................................................................................... 482
EUR-P-DLPCM-30 ..................................................................................................................... 483
EUR-P-DLPCM-31 ..................................................................................................................... 483
EUR-P-DLPCM-32 ..................................................................................................................... 483
EUR-P-DLPCM-33F ................................................................................................................... 483
EUR-P-ADSLK-30 ...................................................................................................................... 483
EUR-P-SRVEY-30...................................................................................................................... 483
EUR-P-SRVEY-35...................................................................................................................... 483
EUR-P-OPBIAS-01 .................................................................................................................... 483
EUR-P-SRVEY-31...................................................................................................................... 484
EUR-P-SRVEY-32...................................................................................................................... 484
EUR-P-SRVEY-33...................................................................................................................... 484
EUR-P-PCONF-01 ..................................................................................................................... 484
EUR-P-ATFM-30........................................................................................................................ 484
EUR-N-ATFM-31........................................................................................................................ 484
EUR-P-MSP-01.......................................................................................................................... 485
EUR-N-SCF-01 .......................................................................................................................... 485
EUR-P-DBRPL-30...................................................................................................................... 485
EUR-P-DBRPL-31...................................................................................................................... 486
EUR-N-DBRPL-32...................................................................................................................... 486
EUR-N-DBRPL-33...................................................................................................................... 486
EUR-N-DBRPL-34...................................................................................................................... 486
EUR-P-FPSDW-30B ................................................................................................................... 486
EUR-P-FPSDW-31 ..................................................................................................................... 486
EUR-P-FPSDW-32 ..................................................................................................................... 486
EUR-P-AIFDIS-16Z .................................................................................................................... 487
EUR-P-AIFDIS-20 ...................................................................................................................... 487
EUR-P-AIFDIS-01 ...................................................................................................................... 487
EUR-P-AIFDIS-02 ...................................................................................................................... 487
EUR-P-AIFDIS-03 ...................................................................................................................... 487
EUR-P-AIFDIS-04 ...................................................................................................................... 487
EUR-P-AIFDIS-05 ...................................................................................................................... 488
EUR-P-AIFDIS-17 ...................................................................................................................... 488
EUR-P-AIFDIS-16 ...................................................................................................................... 488
EUR-P-AIFDIS-07 ...................................................................................................................... 488
EUR-P-AIFDIS-08 ...................................................................................................................... 488

EUR-P-AIFDIS-09 ...................................................................................................................... 488
EUR-P-AIFDIS-10 ...................................................................................................................... 488
EUR-P-AIFDIS-11 ...................................................................................................................... 488
EUR-P-AIFDIS-12 ...................................................................................................................... 489
EUR-P-AIFDIS-13 ...................................................................................................................... 489
EUR-P-AIFDIS-14 ...................................................................................................................... 489
EUR-P-AIFDIS-18 ...................................................................................................................... 489
EUR-P-AIFDIS-15 ...................................................................................................................... 489
EUR-P-AIDSDIS -01 ................................................................................................................... 490
EUR-P-PBACK -01...................................................................................................................... 490
EUR-P-CODCS -30 ..................................................................................................................... 490
EUR-P-CODCS -31 ..................................................................................................................... 490
EUR-P-CODCS -32 ..................................................................................................................... 491
EUR-P-CODCS -33 ..................................................................................................................... 491
EUR-P-CODCS -34 ..................................................................................................................... 491
EUR-P-CODCS -35 ..................................................................................................................... 491
EUR-P-LCSSR-30...................................................................................................................... 491
EUR-P-LCSSR-31...................................................................................................................... 492
EUR-P-LOCFP-38F.................................................................................................................... 493
EUR-P-LOCFP-39F.................................................................................................................... 493
EUR-P-LOCFP-40F.................................................................................................................... 493
EUR-P-LOCFP-41F.................................................................................................................... 494
EUR-P-LOCFP-30F.................................................................................................................... 494
EUR-P-LOCFP-31...................................................................................................................... 494
EUR-P-LOCFP-32F.................................................................................................................... 494
EUR-P-LOCFP-33...................................................................................................................... 494
EUR-P-LOCFP-42F.................................................................................................................... 495
EUR-P-LOCFP-34...................................................................................................................... 495
EUR-P-LOCFP-36F.................................................................................................................... 495
EUR-P-LOCFP-37F.................................................................................................................... 495
EUR-P-LOCFP-43F.................................................................................................................... 495
EUR-P-LOCFP-44F.................................................................................................................... 495
EUR-P-LOCFP-45F.................................................................................................................... 495
EUR-N-DTI- 01 .......................................................................................................................... 496
EUR-N-DTI- 02 .......................................................................................................................... 496
EUR-N-DTI- 03 .......................................................................................................................... 496
EUR-N-DTI- 04 .......................................................................................................................... 496
EUR-N-DTI- 05 .......................................................................................................................... 496
EUR-N-BCFC-07........................................................................................................................ 497
EUR-N-BCFC-08........................................................................................................................ 497
EUR-N-BCFC-09........................................................................................................................ 497
EUR-N-BCFC-10........................................................................................................................ 497
EUR-N-BCFC-11........................................................................................................................ 497
EUR-N-BCFC-12........................................................................................................................ 497
EUR-N-BCFC-13........................................................................................................................ 497
EUR-P-SUP -06E ........................................................................................................................ 498
EUR-P-TSM-03F........................................................................................................................ 499
EUR-P-MMIFT-30G.................................................................................................................... 499
EUR-P-NORTH -01 ..................................................................................................................... 502
EUR-P-POST-01........................................................................................................................ 505
EUR-P-POST-03........................................................................................................................ 505
EUR-P-POST-05........................................................................................................................ 506
EUR-P-POST-06........................................................................................................................ 507
EUR-P-POST-07........................................................................................................................ 508
EUR-P-POST-08........................................................................................................................ 508
EUR-P-POST-09........................................................................................................................ 509
EUR-P-POST-10........................................................................................................................ 509
EUR-P-POST-10Z...................................................................................................................... 510
EUR-P-POST-11........................................................................................................................ 510
EUR-P-POST-16........................................................................................................................ 511
EUR-P-POST-17........................................................................................................................ 511
EUR-P-POST-12........................................................................................................................ 512
EUR-P-POST-13H ..................................................................................................................... 512
EUR-P-POST-14........................................................................................................................ 513
EUR-P-POST-15........................................................................................................................ 513
EUR-P-POST-18........................................................................................................................ 514
EUR-P-PILMG-33E .................................................................................................................... 515
EUR-P-PILMG-30 ...................................................................................................................... 515
EUR-P-PILMG-31 ...................................................................................................................... 515
EUR-P-PILMG-32 ...................................................................................................................... 515
EUR-P-TRPIL-30 ....................................................................................................................... 515
EUR-P-TRPIL-31 ....................................................................................................................... 516
EUR-P-TRPIL-32 ....................................................................................................................... 516
EUR-P-TRPIL-33 ....................................................................................................................... 516
EUR-N-TRPIL-41 ....................................................................................................................... 516
EUR-P-TRPIL-34 ....................................................................................................................... 516
EUR-P-TRPIL-35 ....................................................................................................................... 516
EUR-P-TRPIL-36 ....................................................................................................................... 516
EUR-P-TRPIL-37 ....................................................................................................................... 517
EUR-P-TRPIL-38 ....................................................................................................................... 517
EUR-P-TRPIL-39 ....................................................................................................................... 517
EUR-P-TRPIL-40 ....................................................................................................................... 517
EUR-P-PDISP-30 ....................................................................................................................... 517
EUR-P-PDISP-31 ....................................................................................................................... 517
EUR-P-PDISP-32 ....................................................................................................................... 518
EUR-P-PDISP-33 ....................................................................................................................... 518
EUR-P-PDISP-34 ....................................................................................................................... 518
EUR-P-PDISP-40 ....................................................................................................................... 519
EUR-P-PDISP-35 ....................................................................................................................... 519
EUR-P-PDISP-39 ....................................................................................................................... 519
EUR-P-PDISP-36 ....................................................................................................................... 519
EUR-P-PDISP-38 ....................................................................................................................... 519
EUR-P-PDISP-37 ....................................................................................................................... 519
EUR-P-LEAMG-30 ..................................................................................................................... 519
EUR-P-LEAMG-31 ..................................................................................................................... 519
EUR-P-TRMMI-02 ...................................................................................................................... 520
EUR-P-TRLEA-30 ...................................................................................................................... 520
EUR-P-TRLEA-31 ...................................................................................................................... 520
EUR-P-TRLEA-32 ...................................................................................................................... 520
EUR-P-TRLEA-34 ...................................................................................................................... 520
EUR-P-TRLEA-35 ...................................................................................................................... 520
EUR-P-TRLEA-36 ...................................................................................................................... 520
EUR-P-TRLEA-37 ...................................................................................................................... 520
EUR-P-TRLEA-38 ...................................................................................................................... 520
EUR-P-TRLEA-48 ...................................................................................................................... 520
EUR-P-TRLEA-40B .................................................................................................................... 520
EUR-P-TRLEA-41B .................................................................................................................... 520
EUR-P-TRLEA-43E .................................................................................................................... 521
EUR-P-TRLEA-44H.................................................................................................................... 521
EUR-P-TRLEA-45H.................................................................................................................... 521
EUR-N-TRLEA-46H ................................................................................................................... 521
EUR-P-LDISP-30 ....................................................................................................................... 521
EUR-P-LDISP-31 ....................................................................................................................... 521
EUR-P-LDISP-32 ....................................................................................................................... 521
EUR-P-LDISP-33 ....................................................................................................................... 521
EUR-N-MMISIM -500 .................................................................................................................. 522
EUR-P-SCM-32 ......................................................................................................................... 524
EUR-P-SCM-05 ......................................................................................................................... 525
EUR-P-SCM-02 ......................................................................................................................... 526
EUR-P-SCM-06 ......................................................................................................................... 526

EUR-P-SCM-03 ......................................................................................................................... 526
EUR-P-SCM-33E ....................................................................................................................... 526
EUR-P-SCM-04B ....................................................................................................................... 526
EUR-P-SCM-30 ......................................................................................................................... 526
EUR-P-SCM-31 ......................................................................................................................... 527
EUR-P-STSHD-30...................................................................................................................... 527
EUR-P-STSHD-01...................................................................................................................... 527
EUR-P-STSHD-02...................................................................................................................... 527
EUR-P-STSHD-31F ................................................................................................................... 527
EUR-P-SSWCH-39 .................................................................................................................... 529
EUR-P-SSWCH-30 .................................................................................................................... 529
EUR-P-SSWCH-31 .................................................................................................................... 529
EUR-P-SSWCH-32 .................................................................................................................... 529
EUR-P-SSWCH-35 .................................................................................................................... 530
EUR-P-TKSUP-01...................................................................................................................... 531
EUR-P-TKSUP-02...................................................................................................................... 531
EUR-P-TKSUP-03...................................................................................................................... 531
EUR-N-TKSUP -20...................................................................................................................... 532
EUR-N-TKSUP -21...................................................................................................................... 532
EUR-N-TKSUP -23...................................................................................................................... 532
EUR-N-TKSUP -24...................................................................................................................... 532
EUR-N-TKSUP -25...................................................................................................................... 532
EUR-N-TKSUP -22...................................................................................................................... 533
EUR-P-TKSUP-04...................................................................................................................... 533
EUR-N-TKSUP -09...................................................................................................................... 534
EUR-N-TKSUP -19...................................................................................................................... 534
EUR-N-TKSUP -10...................................................................................................................... 534
EUR-P-TKSUP-08...................................................................................................................... 534
EUR-N-TKSUP -11...................................................................................................................... 534
EUR-N-TKSUP -12...................................................................................................................... 534
EUR-N-TKSUP -16...................................................................................................................... 534
EUR-N-TKSUP -17...................................................................................................................... 534
EUR-N-TKSUP -14...................................................................................................................... 535
EUR-N-TKSUP -18...................................................................................................................... 535
EUR-P-TKSUP-05...................................................................................................................... 535
EUR-P-TKSUP-06...................................................................................................................... 535
EUR-N-TKSUP -13...................................................................................................................... 536
EUR-P-TKSUP-07...................................................................................................................... 536
EUR-P-SYSMD-06 ..................................................................................................................... 541
EUR-P-SYSMD-01 ..................................................................................................................... 541
EUR-P-SYSMD-02 ..................................................................................................................... 542
EUR-P-SYSMD-03 ..................................................................................................................... 542
EUR-P-SYSMD-03A ................................................................................................................... 543
EUR-P-SYSMD-05 ..................................................................................................................... 543
EUR-P-TRANS -01...................................................................................................................... 550
EUR-P-TRANS -02...................................................................................................................... 550
EUR-P-TRANS -03...................................................................................................................... 550
EUR-P-TRANS -13Z ................................................................................................................... 551
EUR-P-TRANS -14Z ................................................................................................................... 551
EUR-P-TRANS -15Z ................................................................................................................... 551
EUR-P-TRANS -13Y ................................................................................................................... 551
EUR-P-TRANS -14Y ................................................................................................................... 552
EUR-P-TRANS -15Y ................................................................................................................... 552
EUR-P-TRANS -19...................................................................................................................... 553
EUR-P-TRANS -20...................................................................................................................... 553
EUR-P-TRANS -21...................................................................................................................... 553
EUR-P-TRANS -24...................................................................................................................... 554
EUR-P-TRANS -36...................................................................................................................... 554
EUR-P-TRANS -27...................................................................................................................... 554
EUR-P-TRANS -43...................................................................................................................... 555

EUR-P-TRANS -44...................................................................................................................... 555
EUR-P-TRANS -45...................................................................................................................... 555
EUR-P-TRANS -49...................................................................................................................... 555
EUR-P-TRANS -50...................................................................................................................... 556
EUR-P-TRANS -51...................................................................................................................... 556
EUR-P-TRANS -58...................................................................................................................... 556
EUR-P-TRANS -59...................................................................................................................... 556
EUR-P-TRANS -60...................................................................................................................... 557
EUR-P-TRANS -61...................................................................................................................... 557
EUR-P-TRANS -62...................................................................................................................... 557
EUR-P-TRANS -63...................................................................................................................... 557
EUR-P-TRANS -64...................................................................................................................... 558
EUR-P-TRANS -65...................................................................................................................... 558
EUR-P-US-01 ............................................................................................................................ 560
EUR-P-US-05 ............................................................................................................................ 560
EUR-P-US-30 ............................................................................................................................ 560
EUR-P-US-06 ............................................................................................................................ 560
EUR-P-US-08 ............................................................................................................................ 560
EUR-P-US-12E .......................................................................................................................... 561
EUR-P-US-13 ............................................................................................................................ 561
EUR-P-US-10 ............................................................................................................................ 561
EUR-P-DAST-30 ........................................................................................................................ 562
EUR-P-DAST-01 ........................................................................................................................ 562
EUR-P-DAST-02 ........................................................................................................................ 562
EUR-P-DAST-03 ........................................................................................................................ 562
EUR-P-DAST-04 ........................................................................................................................ 562
EUR-P-DAST-05 ........................................................................................................................ 562
EUR-P-DAST-06 ........................................................................................................................ 563
EUR-P-DAST-07 ........................................................................................................................ 563
EUR-P-DAST-11 ........................................................................................................................ 563
EUR-P-DAST-08 ........................................................................................................................ 563
EUR-P-DAST-09 ........................................................................................................................ 563
EUR-P-DAST-10 ........................................................................................................................ 563
EUR-P-DATR -01........................................................................................................................ 563
EUR-P-DATR -02........................................................................................................................ 563
EUR-P-DATR -03........................................................................................................................ 563
EUR-P-DATR -04........................................................................................................................ 564
EUR-P-DATR -05........................................................................................................................ 564
EUR-P-DATR -06........................................................................................................................ 564
EUR-P-DATR -07........................................................................................................................ 564
EUR-P-DATR -08........................................................................................................................ 564
EUR-P-DATR -09........................................................................................................................ 564
EUR-P-DATR -10........................................................................................................................ 564
EUR-P-DAENV-01 ..................................................................................................................... 565
EUR-P-DAENV-02 ..................................................................................................................... 565
EUR-P-DAENV-03 ..................................................................................................................... 565
EUR-P-DAENV-09 ..................................................................................................................... 565
EUR-P-DAENV-04 ..................................................................................................................... 565
EUR-P-DAENV-05 ..................................................................................................................... 565
EUR-P-DAENV-06 ..................................................................................................................... 565
EUR-P-DAENV-07 ..................................................................................................................... 565
EUR-P-DAENV-08 ..................................................................................................................... 565
EUR-P-DAOUT-01B ................................................................................................................... 566
EUR-P-DAOUT-03D................................................................................................................... 566
EUR-P-DAOUT-02D................................................................................................................... 566
EUR-P-DAOUT-04D................................................................................................................... 566
EUR-P-DAOUT-05D................................................................................................................... 566
EUR-P-BILL-01 .......................................................................................................................... 566
EUR-P-BILL-02 .......................................................................................................................... 566
EUR-P-BILL-03 .......................................................................................................................... 567

EUR-P-SPM-01.......................................................................................................................... 568
EUR-P-SPDEF-01...................................................................................................................... 569
EUR-P-SPDEF-02D ................................................................................................................... 569
EUR-P-SPDEF-11D ................................................................................................................... 569
EUR-P-SPDEF-03D ................................................................................................................... 570
EUR-P-SPDEF-07D ................................................................................................................... 570
EUR-P-SPDEF-08D ................................................................................................................... 570
EUR-P-SPDEF-09D ................................................................................................................... 571
EUR-P-SPDEF-32B ................................................................................................................... 571
EUR-P-SPDEF-04D ................................................................................................................... 571
EUR-P-SPDEF-10D ................................................................................................................... 571
EUR-P-SPDEF-05...................................................................................................................... 571
EUR-P-SPDEF-33...................................................................................................................... 572
EUR-P-SPDEF-34...................................................................................................................... 572
EUR-P-SPDEF-06...................................................................................................................... 572
EUR-P-SPSIM -01 ...................................................................................................................... 573
EUR-P-SPSIM -02D .................................................................................................................... 573
EUR-N-SPSIM -31 ...................................................................................................................... 574
EUR-P-SPSIM -03D .................................................................................................................... 574
EUR-N-SPSIM -32 ...................................................................................................................... 574
EUR-P-SPSIM -08D .................................................................................................................... 574
EUR-P-SPSIM -09D .................................................................................................................... 575
EUR-P-SPSIM -10D .................................................................................................................... 575
EUR-P-SPSIM -30 ...................................................................................................................... 575
EUR-P-SPSIM -04 ...................................................................................................................... 575
EUR-P-SPSIM -05 ...................................................................................................................... 575
EUR-P-SPSIM -06 ...................................................................................................................... 576
EUR-P-SDM-01B ....................................................................................................................... 577
EUR-P-SPP-01 .......................................................................................................................... 578
EUR-P-SPP-02 .......................................................................................................................... 578
EUR-P-SPP-03 .......................................................................................................................... 578
EUR-P-SPP-05F ........................................................................................................................ 578
EUR-P-SPRDP-01 ..................................................................................................................... 579
EUR-P-SPRDP-02 ..................................................................................................................... 579
EUR-P-SPRDP-03 ..................................................................................................................... 579
EUR-P-SPRDP-04 ..................................................................................................................... 579
EUR-P-SPDEF-30...................................................................................................................... 579
EUR-P-SPDEF-35E ................................................................................................................... 580
EUR-P-SPDEF-36E ................................................................................................................... 580
EUR-P-DPMAP-01 ..................................................................................................................... 580
EUR-P-DPMAP-02 ..................................................................................................................... 580
EUR-P-DPMAP-03 ..................................................................................................................... 580
EUR-P-DPMAP-04 ..................................................................................................................... 581
EUR-P-DPMAP-05 ..................................................................................................................... 581
EUR-P-DPRPL-01...................................................................................................................... 581
EUR-P-DPRPL-02...................................................................................................................... 581
EUR-P-DPRPL-03...................................................................................................................... 581
EUR-P-DPRPL-04...................................................................................................................... 581
EUR-P-DPRPL-30...................................................................................................................... 581
EUR-P-DPRPL-05...................................................................................................................... 582
EUR-P-DPRPL-06...................................................................................................................... 582
EUR-P-DPRPL-07...................................................................................................................... 582
EUR-P-DPRPL-08...................................................................................................................... 582
EUR-P-SPBAC-01...................................................................................................................... 582
EUR-P-SPBAC-02...................................................................................................................... 582
EUR-P-SPBAC-03...................................................................................................................... 582
EUR-P-SPBAC-04...................................................................................................................... 582
EUR-P-SPD-02 .......................................................................................................................... 583
EUR-P-SPD-03 .......................................................................................................................... 583
EUR-P-SPD-04F ........................................................................................................................ 583

EUR-P-SPD-06 .......................................................................................................................... 583
EUR-P-SPD-05 .......................................................................................................................... 585
EUR-P-EXT-01B ........................................................................................................................ 587
EUR-N-EXT-02 .......................................................................................................................... 587
EUR-P-EXT-35D ........................................................................................................................ 587
EUR-P-EXT-36D ........................................................................................................................ 587
EUR-P-EXT-38D ........................................................................................................................ 587
EUR-P-EXT-100 ........................................................................................................................ 587
EUR-P-EXT-41D ........................................................................................................................ 587
EUR-P-EXT-42D ........................................................................................................................ 587
EUR-P-EXT-43 .......................................................................................................................... 587
EUR-P-EXT-45D ........................................................................................................................ 587
EUR-P-EXT-47D ........................................................................................................................ 587
EUR-P-EXT-58DH...................................................................................................................... 587
EUR-P-EXT-52D ........................................................................................................................ 588
EUR-P-EXT-57D ........................................................................................................................ 588
EUR-P-BSYS-37 ........................................................................................................................ 608
EUR-P-BSYS-30 ........................................................................................................................ 609
EUR-P-BSYS-35E ...................................................................................................................... 609
EUR-N-HMILOAD-01 ................................................................................................................. 613
EUR-P-BSYS-33D...................................................................................................................... 614
EUR-N-BSYS-35........................................................................................................................ 614
EUR-P-BRDFC-30C ................................................................................................................... 615
EUR-P-BRDFC-30D ................................................................................................................... 616
EUR-P-BSNMC-30 ..................................................................................................................... 617
EUR-P-BSNMA-30 ..................................................................................................................... 618
EUR-P-BSNMA-31 ..................................................................................................................... 619
EUR-P-BSNMA-32 ..................................................................................................................... 619
EUR-P-BFPLC-30E .................................................................................................................... 620
EUR-P-BFPLC-31D.................................................................................................................... 621
EUR-P-BFPLC-32D.................................................................................................................... 622
EUR-P-BFPLC-33D.................................................................................................................... 622
EUR-P-BFPLC-37 ...................................................................................................................... 622
EUR-P-BFPLC-41 ...................................................................................................................... 622
EUR-N-BFPLC-40 ...................................................................................................................... 623
EUR-N-BFPLC-40A .................................................................................................................... 623
EUR-N-BFPLC-36 ...................................................................................................................... 623
EUR-P-BFPLD-30D.................................................................................................................... 623
EUR-P-BFPLD-32D.................................................................................................................... 624
EUR-P-BFPLA -30 ...................................................................................................................... 624
EUR-P-BFPLA -31 ...................................................................................................................... 625
EUR-P-BFPLA -32 ...................................................................................................................... 625
EUR-P-BAIFC-01 ....................................................................................................................... 626
EUR-P-BAIFC-02 ....................................................................................................................... 626
EUR-P-BHMIC-33E .................................................................................................................... 627
EUR-P-BHMIC-34E .................................................................................................................... 627
EUR-P-BHMIC-35E .................................................................................................................... 627
EUR-P-BHMIC-36E .................................................................................................................... 627
EUR-P-BHMIC-37E .................................................................................................................... 627
EUR-P-BHMIC-38E .................................................................................................................... 627
EUR-P-BHMIC-39E .................................................................................................................... 627
EUR-P-BHMIC-40E .................................................................................................................... 627
EUR-P-BHMIC-41E .................................................................................................................... 627
EUR-P-BHMIC-42E .................................................................................................................... 627
EUR-P-BHMIC-43E .................................................................................................................... 627
EUR-P-BHMIC-44E .................................................................................................................... 627
EUR-P-BHMIC-45E .................................................................................................................... 628
EUR-P-BHMIC-500 .................................................................................................................... 628
EUR-P-BHMIC-46E .................................................................................................................... 628
EUR-P-BHMIC-47E .................................................................................................................... 628

EUR-P-BHMIC-48E .................................................................................................................... 628
EUR-P-BHMIC-49E .................................................................................................................... 628
EUR-P-BHMIC-50E .................................................................................................................... 628
EUR-P-BHMIC-51E .................................................................................................................... 628
EUR-P-BHMIC-52E .................................................................................................................... 628
EUR-P-BHMIC-53E .................................................................................................................... 628
EUR-P-BHMIC-54E .................................................................................................................... 628
EUR-P-BHMIC-55E .................................................................................................................... 628
EUR-P-BHMIC-56E .................................................................................................................... 628
EUR-P-BHMIC-57E .................................................................................................................... 628
EUR-P-BHMIC-58E .................................................................................................................... 629
EUR-BHMIC-110E ..................................................................................................................... 629
EUR-P-BHMIC-59E .................................................................................................................... 629
EUR-P-BHMIC-67E .................................................................................................................... 629
EUR-P-BHMIC-71E .................................................................................................................... 629
EUR-P-BHMIC-73E .................................................................................................................... 629
EUR-P-BHMIC-60E .................................................................................................................... 629
EUR-P-BHMIC-61E .................................................................................................................... 629
EUR-P-BHMIC-62E .................................................................................................................... 629
EUR-P-BHMIC-63E .................................................................................................................... 629
EUR-P-BHMIC-64E .................................................................................................................... 629
EUR-P-BHMIC-68E .................................................................................................................... 629
EUR-P-BHMIC-70E .................................................................................................................... 629
EUR-P-BHMIC-72E .................................................................................................................... 630
EUR-P-BHMIC-80E .................................................................................................................... 630
EUR-P-BHMIC-81E .................................................................................................................... 630
EUR-P-BHMIC-82E .................................................................................................................... 630
EUR-P-BHMIC-113A .................................................................................................................. 630
EUR-P-BHMIC-115 .................................................................................................................... 630
EUR-N-BHMIC-131 .................................................................................................................... 630
EUR-P-BHMIC-108F .................................................................................................................. 631
EUR-P-BHMIC-32D.................................................................................................................... 631
EUR-P-BHMIC-111G.................................................................................................................. 631
EUR-P-BHMIC-114 .................................................................................................................... 631
EUR-P-BHMIC-130 .................................................................................................................... 631
EUR-P-BHMIC-120 .................................................................................................................... 631
EUR-P-BHMIC-66E .................................................................................................................... 632
EUR-P-BHMIC-65E .................................................................................................................... 632
EUR-P-BHMIC-74E .................................................................................................................... 632
EUR-P-BHMIC-75E .................................................................................................................... 632
EUR-P-BHMIC-76E .................................................................................................................... 632
EUR-P-BHMIC-77E .................................................................................................................... 632
EUR-P-BHMIC-78E .................................................................................................................... 632
EUR-P-BHMIC-79E .................................................................................................................... 632
EUR-P-BHMIC-83E .................................................................................................................... 632
EUR-P-BHMIC-84E .................................................................................................................... 632
EUR-P-BHMIC-85E .................................................................................................................... 633
EUR-P-BHMIC-86E .................................................................................................................... 633
EUR-P-BHMIC-87E .................................................................................................................... 633
EUR-P-BHMIC-88E .................................................................................................................... 633
EUR-P-BHMIC-109E .................................................................................................................. 633
EUR-P-BHMIC-89E .................................................................................................................... 633
EUR-P-BHMIC-90E .................................................................................................................... 633
EUR-N-BHMIC-113 .................................................................................................................... 633
EUR-P-BHMIC-91E .................................................................................................................... 633
EUR-P-BHMIC-92E .................................................................................................................... 633
EUR-P-BHMIC-93E .................................................................................................................... 633
EUR-P-BHMIC-94E .................................................................................................................... 633
EUR-P-BHMIC-95E .................................................................................................................... 633
EUR-P-BHMIC-96E .................................................................................................................... 633

EUR-P-BHMIC-97E .................................................................................................................... 634
EUR-P-BHMIC-98E .................................................................................................................... 634
EUR-P-BHMIC-99E .................................................................................................................... 634
EUR-P-BHMIC-100E .................................................................................................................. 634
EUR-P-BHMIC-101E .................................................................................................................. 634
EUR-P-BHMIC-102E .................................................................................................................. 634
EUR-P-BHMIC-103E .................................................................................................................. 634
EUR-P-BHMIC-104E .................................................................................................................. 634
EUR-P-BHMIC-105E .................................................................................................................. 634
EUR-P-BHMIC-106E .................................................................................................................. 634
EUR-P-BHMIC-107E .................................................................................................................. 634
EUR-P-BHMIA -30 ...................................................................................................................... 635
EUR-P-BHMIA -31 ...................................................................................................................... 635
EUR-P-BHMIA -32 ...................................................................................................................... 636
EUR-P-BHMIA -33 ...................................................................................................................... 636
EUR-P-BHMIA -34 ...................................................................................................................... 636
EUR-P-BHMIA -35 ...................................................................................................................... 637
EUR-P-BHMIA -36 ...................................................................................................................... 637
EUR-P-BHMIR-30D.................................................................................................................... 638
EUR-P-BHMIR-41D.................................................................................................................... 639
EUR-P-BHMIR-45D.................................................................................................................... 639
EUR-P-BHMIR-32D.................................................................................................................... 640
EUR-P-BHMIR-33D.................................................................................................................... 641
EUR-P-BHMIR-42D.................................................................................................................... 642
EUR-P-BHMIR-43D.................................................................................................................... 642
EUR-P-BHMIR-44D.................................................................................................................... 643
EUR-P-BHMIR-34 ...................................................................................................................... 643
EUR-P-BHMIR-35 ...................................................................................................................... 644
EUR-P-BHMIR-36D.................................................................................................................... 644
EUR-P-BHMIR-46D.................................................................................................................... 645
EUR-P-BHMIR-37 ...................................................................................................................... 645
EUR-P-BHMIR-39 ...................................................................................................................... 645
EUR-P-BHMIR-40 ...................................................................................................................... 646
EUR-P-BHMIR-41 ...................................................................................................................... 647
EUR-P-BREC-30........................................................................................................................ 648
EUR-P-BASPB-30...................................................................................................................... 650
EUR-P-BATGC-30 ..................................................................................................................... 650
EUR-P-BATGA-30...................................................................................................................... 652
EUR-P-BATGA-31...................................................................................................................... 652
EUR-P-BATGR-30 ..................................................................................................................... 652
EUR-P-BATGR-31 ..................................................................................................................... 652
EUR-P-BADS -30D ..................................................................................................................... 653
EUR-P-BADS -31........................................................................................................................ 653
EUR-P-BCPDLC-01E ................................................................................................................. 655
EUR-P-BCPDLC-02E ................................................................................................................. 655
EUR-P-BPDC-30........................................................................................................................ 656
EUR-P-BCDP-31D ..................................................................................................................... 656
EUR-P-BDBM-30 ....................................................................................................................... 657
EUR-P-BSCM -30 ....................................................................................................................... 658
EUR-P-BSYS-31 ........................................................................................................................ 660
EUR-P-BSYS-34D...................................................................................................................... 661
EUR-P-BSYS-35D...................................................................................................................... 661
EUR-P-BSYS-36D...................................................................................................................... 661
1 SCOPE
1.1 IDENTIFICATION
- Document Name : EUROCAT-X System Segment Specification
- Program : Ho Chi Minh AACC
- Thales Number : 61 114 461-305
- CDRL Number : N/A
- Contract Number : 1088/VATM
- Revision :C
- Revision Date : 8 Mar 2005
- File Name : SSS_HCM_AACC revC.doc
- Security : Commercial in Confidence
1.2 PROGRAM OVERVIEW

The Ho Chi Minh Area and Approach Control Center (Ho Chi Minh AACC) program consists in
provisioning to Vietnam Air Traffic Management (VATM) the operating system, equipment, support
items and services of a EUROCAT-X Air Traffic Control (ATC) automation system in Ho Chi Minh City.
The EUROCAT-X ATC system will be installed in the new Ho Chi Minh AACC building which is 3 km
away from Tan Son Nhat International Airport.
The Ho Chi Minh AACC consists of 10 EC/PLC positions and a supervisor in the Area Control Center
(ACC) in Ho Chi Minh City and 4 EC/PLC positions and a supervisor, and a dual-position tower suite in
the Approach and Tower Control Center (APP) for the Tan Son Nhat Airport. The Ho Chi Minh AACC
has also the capability to be used as a Backup of Hanoi AACC. In addition, the system includes a
simulator in Ho Chi Minh City.
1.3 ABOUT THIS DOCUMENT
1.3.1 Purpose of This Document

The purpose of this document is to specify the technical requirements allocated to the EUROCAT-X
segment.
This includes identifying and describing functional capabilities, performance characteristics and the
external system components to which the EUROCAT-X system is interfaced.
1.3.2 Applicability of This Document

This Functional Specification applies to the EUROCAT-X requirements.
1.3.3 Structure of This Document

Chapter 1 presents an overview of the customer's system, an overview of EUROCAT-X segment, and
gives the scope of this document.
Chapter 2 shows how this document fits into the overall documentation hierarchy for the system and
identifies all related and applicable documents.
Chapter 3:
Paragraph 3.1 presents the functional and operational capabilities for the different configurations of
the EUROCAT-X system.
The functional capabilities of the training system are also described.
Paragraph 3.2.1 details the functional performance characteristics for each function (e.g. FDP,
HMI...).
Some paragraphs are identified with a requirement label (e.g. EUR-FPCRE-01). The label is followed
by a description of the requirement. The end of the requirement text is denoted by a "#".
These reference codes enable tracking of them as the contract develops.
The objective of requirements labeling is to ensure that:
– All baseline functional requirements can be traced back to the appropriate high-level document.
– Validation tests are developed for each new related functional requirement within the appropriate
test plan.
Paragraphs 3.3 to 3.10 describe documentation, logistics and qualification.
Chapter 4 describes the Quality Assurance Provision.
Chapter 5 describes the Preparation for Delivery.
Chapter 6 describes any Notes.
The document includes the following appendices:
Appendix A: Acronyms & Abbreviations.
Appendix B: System Capacities and Performance.
2 APPLICABLE DOCUMENTS
2.1 DOCUMENT HIERARCHY

The following figure defines the functional relationships and hierarchy for documents related to the
EUROCAT-X SSS.
EUROCAT-X DOCUMENTS
HMI SPECIFICATIONS
EUROCAT-X
SSS
EUROCAT-X
INTERFACE CONTROL
DOCUMENTS
EUROCAT-X
SSDD
Figure 1 - Hierarchy of Related Documents
2.2 STANDARDS
[1] Procedures for Air Navigation Services. Air Traffic Management, ICAO Document 4444-ATM/501
– 14th edition – 13 Jun 2001.
[2] Repetitive Flight Plans (RPL), standard defined in ICAO Document 4444-ATM/501.
[3] ICAO Annex 10 Vol. II Convention of International Civil Aviation Organization. Aeronautical
Telecommunications - 6th Edition Oct 2001.
[4] Report of the APANPIRG ASIA/PACIFIC regional ATS INTER-FACILITY data
COMMUNICATIONS (AIDC) INTERFACE CONTROL DOCUMENT (ICD) TASK FORCE
(AIDC/ICD/TF) meeting Canberra, Australia, 9-13 January 1995.
[5] RTCA SC170-35 26/10/92.
[6] RTCA SC169 MOPS.
2.3 REFERENCED DOCUMENTS

[7] EUROCAT-X System Segment Design Document (SSDD).
[8] EUROCAT-X Operator HMI Specification.
[9] Data Preparation Offline Data Specification.
[10]Data Analysis Facilities HMI Specification.
[11]Repetitive and Stereo Flight Plan HMI Specification.

[12]Leader Position HMI Specification.
[13]Pilot Position HMI Specification.
[14]TKSUP Operator Handbook.
[15]ICAO Interface Control Document (ICAO ICD).
[16]AIDC Interface Control Document (AIDC ICD).
[17]OLDI Interface Control Document (OLDI ICD).
[18]ACARS Interface Control Document (ACARS ICD).
[19]ADS Interface Control Document (ADS ICD).
( )
[20]CPDLC Interface Control Document (CPDLC ICD) * .
[21]PDC Interface Control Document (PDC ICD).
[22]RPL Interface Control Document (RPL ICD).
[23]AFTN Interface Control Document (AFTN ICD).
[24]ASTERIX Radar Format Interface Control Document (ASTERIX ICD).
[25]AIRCAT 500 Radar Format Interface Control Document (AIRCAT 500 ICD).
[26]GRIB Interface Control Document (GRIB ICD).
*) For the Ho Chi Minh AACC program the CPDLC ICD is included in the ADS ICD
3 SYSTEM REQUIREMENTS
3.1 INTRODUCTION
3.1.1 Definitions
3.1.1.1 Volume Sector

The effective management and provision of services to aircraft requires the airspace to be divided into
manageable and consistent portions of responsibility; sectors are defined by geographic and altitude
criteria.
Note: Volume sectors are comprised of one or several volumes.
All air space within the flight data region must be allocated to volume sectors. There can be no "holes" in the FDRG
airspace.
However, embedded FIRs can be defined inside the FDRG.
3.1.1.2 Functional Sector

Functional sectors may be TMA or ACC. They comprise:
– A single functional sector for volume sectors, typical for en-route.
– Multiple functional sectors per volume sector, typical for TMA.
– Functional sectors without a volume sector, typical for Tower.
A functional sector represents a sector of airspace that an Executive Controller will manage, and can
be made up of one or more volume sectors.
3.1.1.3 Logical Position

Each Logical Position, referenced by a name, is associated to:
– The name of a physical position.
– A type of logical position, (e.g. EC).
Functional sectors are allocated to two logical positions. One of the logical positions is an Executive
and the other the corresponding planner. This relationship is defined off-line.
Logical position names shall be defined off-line. These names are used to indicate the recipient of
DAIW, maps and ICM messages.
Some of the logical positions do not have an associated airspace volume (e.g. Tower or supervisor).
3.1.1.4 Physical Positions

Each Physical Position name, is associated to:
– Hardware item.
– A logical system.
All logical positions, except planner logical positions, shall be connected to a physical position.
Planner logical positions may optionally be connected to any physical position, which does not have an
Executive controller logical position. ICM etc. can be addressed to a planner. If the planner has no
position defined, the distribution shall be made to the corresponding executive.
One or many logical positions may be allocated to a physical position. This allocation is called
sectorisation and can be modified on-line by supervisors, dependent on the sector's workload.
A logical position may only be allocated to a physical position of the appropriate capability (e.g.
executive/planner to an executive/planner).
3.1.1.5 Logical systems

A logical system comprises a set of sectors engaged in a similar air traffic management role, and
associated with a set of physical controller working positions.
Every physical position shall be allocated to a logical system, which is allocated to a Supervisor
position. Logical systems are used to manage the distribution of global private maps and delegation of
supervisor responsibilities.
An Executive and planner for a given sector must belong to the same logical system.
Some positions (e.g. supervisor) have the ability to change from one logical system to another, on-line.
3.1.1.6 Sectorisation
A sectorisation plan maps functional sectors to a logical position.
A maximum of 4 sectorisation plans shall be maintained for each logical system. These plans are
independent of plans for other logical systems.
3.1.2 Operational Organization

The general roles and HMI functionality made available to each position in the system are outlined
below:
3.1.2.1 Operations Supervisor (OPSUP)

The Operations Supervisor is the overall operational head of the air traffic services centre and is
responsible for ensuring that the Centre operates safely and efficiently and provides effective services
to the aviation industry.
All flight data and radar data are available to the Supervi sor as well as the capability to monitor the Air
Situation Display (ASD).
Additional capabilities specific to the supervisory position are:
• Grouping and ungrouping of sectors.
• Adjusting the system to recognize the variable ratio of planner positions to executive positions.
3.1.2.2 Area Supervisor (ASUP)

The Area Supervisor is a position that acts under delegation from the Operations Supervisor and is
responsible for the operational supervision of a specific group of logical positions (logical system).
These positions may either be groups of area (enroute) positions or TMA (approach) positions or a
combination of TMA and area positions.
The Area Supervisor provides operational and administrative support to a specific group and ensures
the effective and safe provision of air traffic services to users.
The Area Supervisor has the same functionality as that available to the Operations Supervisor.
3.1.2.3 Executive and Planner Controller

Controllers operating at these positions are in charge of functional sectors controlling enroute and/or
approach traffic (both arrival and departure). Some sectors may provide approach control for non-
radar towers.
These positions can either be enroute (ACC) or terminal (APP) in the case where there are TMA
sectors operating in the air traffic services centre.
Two types of positions are used in ACC and TMA sectors. An executive position and a planner
position, both of which have the same functionality and Human-Machine Interface (HMI)
characteristics as described in the reference [8].
Within a Centre each functional sector must have an executive position allocated to it. The Supervisor
can allocate one planner to serve up to six executive positions.
Each logical position is allocated to a logical system responsible to a specific supervisor.
3.1.2.4 Tower Executive/Planner Controller

The tower controller is involved in sequencing arriving, departing and circuit traffic using visual
separation and composite separation where geographic positions are taken into account.
This position is provided with an appropriate display, which will provide good legibility of targets under
high ambient lighting conditions.
Electronic strips will be displayed on the display.
In addition, paper strips are printed.
3.1.2.5 Flight Data Operator

The Flight Data Operator positions are responsible for flight plan entry, correction of erroneous flight
plan data, and for on-line corrections to the RPL file. These positions are located in the air traffic
services centre.
The position is equipped for input, acquisition and interaction with the flight plan functions.
3.1.2.6 Observer Position (OBS)

The Observer Positions are used to provide Air Situation Display and flight data query access to
supplementary services (e.g. Military observer, briefing office, etc.). No data modification capability is
provided at the OBS position.
3.1.3 Functional Capability
3.1.3.1 EUROCAT-X Concept

The EUROCAT-X product comprises a group of processing systems dedicated to specific functions,
which are integrated as an air traffic management system to provide functional capabilities.
The functional capabilities are used in the En-route Centers, Approach (TCUs and TMAs) and towers.
They are partially shared with the Training system, which also has its own unique functions.
The system has a modular design and has a distributed architecture to ensure robustness under
adverse operating conditions.
The modularity enables modifications to the baseline product to be made with relative ease.
The principle of distributed processing developed by THALES ATM for the EUROCAT-X ATC system
ensures the safe, uninterrupted provision of Air Traffic Services by controllers and comprehensively
meets the high standards demanded by international practice.
All processing and display sub-systems are interconnected via a high capacity redundant LAN.
Computers providing common services (e.g. Flight Data Processing) may be duplicated with each
individual computer connected to each LAN providing a high degree of redundancy. Refer to the
SSDD [7] for details of those common services that are duplicated.
Fail safe operation of the dual computer groups is achieved by multiple computation redundancy,
(parallel operation of the computer), or hot stand-by redundancy, in order to provide an uninterrupted
service to the controllers.
The main features of EUROCAT-X are introduced in the following paragraphs and give an operational
perspective of their effect on air traffic management.
3.1.3.2 EUROCAT-X Basic Functions

The basic functions, forming the core of the product, are broadly described in the context of their
involvement with the processing and display of operational information that is used in providing an
alerting, flight information and separation services to aircraft.
3.1.3.2.1 Radar Data Function (RDF)

The radar data function manages the multi-radar-tracking environment. Its purpose is to provide
continuity of detection of aircraft by combining radar coverage from adjacent sensors and by using the
overlapping coverage to determine and display the position that most closely approximates the real
position of the aircraft in space.
The radar data function, processes reports received from individual radar sensors in the form of plots
or tracks and generates local as well as system tracks (refer to the RFP and RDP Radar Data
Function section later in the document for details).
Local tracks (from a single radar source) can still be presented on the radar display when the controller
deliberately elects to use a single radar source to provide position information with the RFP/RDP
function.
In addition to processing Mode A transponder 2 or 4 digit codes, the system also processes and
displays Mode C transponder information that is converted to show level information expressed in
altitude or in flight levels.
The radar data function associates radar tracks with corresponding flight plan data and the net result is
formation of a label that is tagged to the aircraft's radar track symbol.
The radar data function also compares the actual position of the aircraft with the route described in the
plan. Alerts will be displayed to the radar controller if the flight deviates from its flight plan route.
3.1.3.2.2 Radar Fallback Function (RFF)

The Radar Fallback Function (or Radar Bypass function) provides an alternate means to distribute
radar surveillance data to the system in case of failure of the main Radar Data Function.
3.1.3.2.3 Flight Data Function (FDP)

Whilst EUROCAT-X emphasises the presentation of crucial flight information in the track label, it also
conveniently provides alternative means of obtaining more detailed information on the flight based on
flight plan information. The FDP’s purpose is to manage flight data for such purposes. For example,
the controller can inspect the flight's associated electronic strip or its flight plan that has been stored in
the database.
The flight plan acts as the catalyst in numerous processing situations. To match certain processing
criteria, the appropriate fields in the flight plan are analysed and their contents or values are copied
and extracted for display or for use by other parts of the system. For example, in the composition of an
ATS movement message such as a departure, the contents required for the fields contained in the
departure message format are copied from the flight plan stored in the system.
To more easily follow the progress of a flight through the system and to ensure that particular
processing tasks are initiated at the correct times the flight plan is given a "life". This "life" describes
the condition of the flight plan at a specific time in its evolution, and not only gives the triggers for
certain system actions, but each state also directly affects what actions the controller can take on the
flight plan. The events that trigger certain processing actions are generally related to an off-line
parameter that can be adjusted to more closely align the timing of the processing functions with the
operational requirements.
In transfers of control (change of jurisdiction) between sectors within an air traffic services centre or
between adjacent centres, it is the flight plan that is being transferred. Therefore, the flight plan must
be kept dynamically updated so that the most up-to-date information is exchanged. The flight data
function allows controllers to make on-line modifications to a plan and also automatically updates the
flight data record (FDR) with position information received from various sensors whenever an aircraft
crosses its flight planned reporting points. The flight data record is a comprehensive history of actions
performed on the flight plan during its existence.
Interaction with the flight plan function is via the human-machine interface (HMI). Windows with user-
friendly menus enable the controller to effectively cope with this important function.
3.1.3.2.4 Air Ground Data Link function (AGDL)

Satellite systems are now making it possible for air traffic management systems to track aircraft
through the use of (Automatic Dependence Surveillance (ADS). The use of ADS for tracking
transcontinental flights and Oceanic flights is of great importance as it means that suitably equipped
aircraft can be offered routes within the airspace that give the potential for reduced transit times and
operating costs.
One of the main advantages for a controller is that ADS position reports can be displayed in a pseudo
radar-like manner. This means that there may be potential for reducing non-radar separation to values
approaching those used for radar separation.
The AGDL function allows the controller to conduct a dialogue, via a datalink, with appropriately
equipped aircraft that are being controlled by that position. The internationally agreed design of the
protocols to be used and the data to be exchanged is incorporated in the CPDLC interface used at the
controller's position.
3.1.3.2.5 Safety Nets and Monitoring Aids Processing (SNMAP) function

The EUROCAT-X system provides many alerts and warnings to controllers that are mandatory
features of a safe operational system.
The presentation of alerts and warnings to controllers occurs in both the Air Situation Display (track
label) and the electronic strip windows.
Alerts that relate to flights are announced to the controller through a colour change and warning text in
both the track label and strip and an audible alarm.
This function comprises:

– Radar Alert Capabilities.
– Track/Flight Plan Integrated Alert Capabilities.
– ADS/Flight Plan Integrated Alert Capabilities.
3.1.3.2.6 Air Traffic Generator function (ATG)

Training is a vital part of any air traffic organization’s philosophy. Effective training not only ensures a
motivated and informed staff, but also generally fosters high productivity.
Training equipment, representative of the operational environment, in terms of the same types of
executive controller and planner positions as those used in the air traffic services centre, is provided
as part of the enhanced EUROCAT-X. In addition, there are positions for the Session Leader, and the
pilots who will "pilot" the aircraft under the jurisdiction of the controller undergoing training.
The training system is operated in conjunction with an air traffic generator, (ATG) which provides
simulated data to the other functions that are part of the training system.
The functionality provided by the ATG includes:
– Simulated radar data.
– Flight Plan data.
– AGDL data.
– Simulation of aircraft characteristics and operating profiles.
– Aeronautical information (AIF) data.
– Recording and playback.
– Timing and control functions.
Games and exercises created off-line define both the script to be followed and the allocation of
physical training positions to the logical groups (participants) that will be involved.
All aircraft within exercises operate according to performance specifications, which closely resemble
the way in which an aircraft is operated in the real world.
The pilot uses dedicated windows interface and function keys to 'drive' the aircraft allocated to his
position.
3.1.3.2.7 Human Machine Interface function (HMI)

This paragraph applies to both Operational and Simulation environments.
The EUROCAT-X has been designed to assist controllers to provide effective air traffic management.
It can, through the multitude of features and functions, provide sufficient data and options so that a
controller can make an informed choice and be more likely to deliver a consistently safe and effective
service.
The functionality of the EUROCAT-X system is best measured by the way, in which the underlying
functions react with the human-machine interface (HMI).
The objectives of the HMI are to:
– Provide access to functions in a concise, logical, user-friendly manner.
– Display the input, requested, or alerting data in a way that can be logically interpreted by the
operator, thereby minimizing any potential for errors.
– Foster an environment whereby the operator is able to comfortably use the hardware and software
technology as tools to enhance the service that the operator has been trained to provide.
HMI considerations include:
– Ergonomic factors such as equipment and controller working position design as well as equipment
layout at controller working positions.
– Display format of information.
– Selection of functions or options.
– Types of input devices and their operation.
The EUROCAT-X standard HMI features have been designed to rapidly access pertinent information
using keyboard and pointing device through a windowing environment.
The controller working positions for the various types of positions have all been specially designed
using ergonomic principles so that the working position structure is functional, aesthetically pleasing
and has the equipment carefully located for easy access by all controllers.
The HMI interaction with the screen menus incorporates suggestions from various international
customers.
The interface minimises the number of sub-menus and keyboard or mouse actions required accessing
layers of information, and includes improved menu formats.
The main capabilities available in the EUROCAT-X HMI are:
– Aircraft Dependent:
• Radar tracks.
• ADS-C tracks.
• Flight Plan tracks.
– Radar Monitoring.
– Graphic Tools Facilities.
– Electronic Strips.
– Flight Plan Management.
– Alarms and Warnings.
– Transmission of ATC Messages.
– Operational Data Management.
– Air Traffic Flow Management.
– ADS Contract Management.
– CPDLC message management.
Each of these categories has numerous underlying sub-functions that are accessible by using the
appropriate HMI feature.
The high-level functionality of the EUROCAT-X HMI is fully described in the HMI section of this
document. Details of the implementation and practical application of the HMI functionality are
described in the Operator HMI Specification [8].
The use of the "windows" screen interface assists the learning process, as the windows environment
requires that standard methods be applied in the opening, closing, moving and accessing of data.
3.1.3.3 Complementary Functions

When added to the basic functions, these enhance the operational and technical usefulness of the
EUROCAT-X product.
3.1.3.3.1 Aeronautical Information Function (AIF)

The Aeronautical Information Function (AIF) receives meteorological or NOTAM data and displays it
on controller working positions.
Additionally AIF can display static data (for example ATC procedures, charts and checklists) that have
been prepared off-line.
3.1.3.3.2 Communication Data Function (CDP)

Specific interfaces are provided in EUROCAT-X to ensure that specific systems can deliver and/or
exchange information with the EUROCAT-X processing functions. Similarly, interfaces are also
provided for exchanging data between a EUROCAT-X centre and its associated Remote partitions.
The communication data function ensures that all the interfaces are operating satisfactorily and that
the relevant streams of data are reaching their destinations intact and in the time frame specified for
the data transfer.
3.1.3.3.3 Recording/Playback Function (REC/ASPB)

EUROCAT-X incorporates a comprehensive recording system that automatically records all
transactions made by the:
– Radar function.
– AGDL function.
– HMI function.
– Flight Data Plan function.
– Communication function.
This includes all controller modifications to flight plans, and most of the changes made to system
settings through on-line parameter adjustments such as radar display settings.
The recording function operates permanently and the recordings are stored on disk until such time as
they need to be archived onto other media for long term storage.
All recorded data is time stamped so that the replay system can reassemble it in sequence.
Playback of an air traffic situation and the related flight plan events requires that a position similar to
the one that was recorded be used.
Once freed from the operational system, the position can be put into replay mode.
This mode allows the controller in charge of analysing the data to set up the conditions for the replay
via a screen menu. After the starting time of the replay (in terms of when the data was recorded) has
been defined, the replay starts. The user can select a passive mode where there is no interaction
allowed with the presentation of data, or the interactive mode can be selected which does allow the
recorded display set-up to be altered.
The replay speed can also be slowed down, so that the situation can be more closely analysed or
speeded up to bypass sections of no interest. The replay can also be frozen at any point.
The air situation replay can be synchronised, at normal rate, with recordings of controller/pilot
communications that have been recorded by the voice switch recording system, so that a complete
picture of events and interactions can be gained.
3.1.3.3.4 Pre-departure Clearance Management function (PDC)

The Pre-departure Clearance system (PDC) is a method to deliver route clearances to aircraft prior to
departure without them having to be relayed via air traffic control radio frequencies. This is particularly
useful in a busier environment where radio frequency congestion may be a problem.
The system requires that Tower controllers at selected airports, "construct" a standard ATC clearance
using pre-formatted phrases. These phrases are ICAO based and may contain parameters for flight
level, DME distances, and time. The values for these parameter fields must be entered before the
clearance can be validated and sent. All the phrases are held in an off-line file that can be readily
updated.
3.1.3.3.5 System Control and Monitoring function (SCM)

The System Control and Monitoring system (SCM) built into the EUROCAT-X is constantly checking
not only the functionality of the system but also the hardware configuration, to ensure that the overall
EUROCAT-X system is available to users for a high percentage of the time.
Graphic presentation of the equipment states on a SCM display screen assists the supervisory staff to
more readily visualise the situation and manually reconfigure the system to overcome the difficulty.
The EUROCAT-X system has several system modes that automatically switch in when any of the
major processing systems fails. The objective is that the controller will always have some functionality
available despite the degradation of the main processing function. Some of the system modes can be
accessed manually.
3.1.3.3.6 Operational Data Analysis Facilities function (DAF)

The Operational Data Analysis Facilities function enables retrieval of selected data from the system
and composition of various types of reports for statistical, technical and operational analysis.
Operational data can be requested in many different forms, depending on the type of statistics
required. These can vary from requesting aircraft movements at a specified airport over a specified
period, to finding out how many aircraft infringed danger areas in the last 6 months.
The retrieval procedure is designed around a user-friendly request interface, so that data can be
readily retrieved and presented in a format that makes for easy analysis.
3.1.3.3.7 System Parameter Management (DPR)

The EUROCAT-X's software-based system provides the ability to readily revise the scope of the
functionality to better suit the day-to-day operational and technical conditions. This system optimising
is carried out through the use of parameter settings whose definitions are held in off-line files and
which are adjusted from an off-line data management position. In some circumstances, certain files
can be modified on-line at specified positions.
Parameter settings are specified for the operational system and the training system. Some of the
operational and training system files are common and shared, and parameter settings applicable to
such files will adjust both environments.
Parameter management also describes the creation of maps and the management of the RPL
(Repetitive Flight Plan) file, both of which are carried out by an off-line "data preparation" position.
In most cases the prepared data can be displayed both on the screen and printed out.
3.1.4 EUROCAT-X Configurations

The EUROCAT-X system comprises a set of functions that can be configured to provide:
– Operational capability identifies the Air Traffic Control Systems as used for En-route Partition
(ACC), Approach (APP) partition and Tower (TWR).
– Training capability identifies the Training System, which incorporates the main functions of the
operational centre and some specific functions.
3.1.4.1 Operational Capabilities

The following table summarises the EUROCAT-X configurations for the different types of partitions, as
a list of functions provided in each type of partition.
FUNCTION CENTRE Remote Partition

Partition
(Without local Radar
Processing)
Radar Data Function (RDF) X From associated centre
Radar Fallback Function (RFF) X X
Flight Data Function (FDF) X From associated centre
Air Ground Data Link Function (AGDL) X From associated centre
Aeronautical Information Function (AIF) X From associated centre
Communication Data Function (CDP) X X
Recording/ Playback Function (REC) X X
System Parameter management/ Data X X
Preparation (DPR)
Data Analysis Facilities (DAF) X X
Pre-departure Clearance Management X X (from tower)
(PDC)
Human Machine Interface (HMI) X X
System Control and Monitoring X X
Flight Plan Conflict Function, (FPCF) X From associated centre
Table 3-1 EUROCAT-X Configurations
3.1.4.2 Training Capabilities

The EUROCAT-X, when configured to provide a Training capability, is called the Training System.
3.1.4.2.1 Introduction
Controllers are trained by running exercises that simulate realistic air traffic situations with the similar
difficulties to that encountered in the real Air Traffic Control environment.
Playing an exercise allows the training of trainee controllers, each of which has a defined ATC role in
the exercise. Instructors whom may also act as exercise pilots tutor the trainees. A leader supervises
the exercise.
3.1.4.2.2 Definitions
For a better understanding of the training system, the following definitions are provided.
3.1.4.2.2.1 Simulated Kinematic Flight Plan

The Simulated Kinematic Flight Plan (SKPL) is the basic object in the Training System. It describes an
aircraft's flight plan as filed by the pilot or the Company with the ATC centre before departure. The
SKPL also contains some parameters, which define how and when the corresponding aircraft will be
introduced into the simulation exercise.
3.1.4.2.2.2 Group
A group is a set of controller and pilot positions which share the same data and who work jointly in the
same time frame within the same exercise. It must have a minimum of one executive controller and
one pilot. The number of pilots must be greater than or equal to the number of controllers.
A logical group is defined for each exercise during its preparation. It consists of the required number of
controller and pilot positions needed to play the exercise and each position is designated by a logical
name.
A physical group is defined as the number of actual controller and pilot positions, designated by their
name, available in the training room. A specific number of physical groups are defined for each game
during its preparation.
After the designation by the session leader, of the physical group on which the exercise will be run,
assignment of a logical position to a physical position shall be made at the start of the exercise. The
physical group must comprise at least the same number of positions of each type, as the logical group
in the exercise.
3.1.4.2.2.3 Exercise
An exercise is defined by:
– A "Logical group".
– A set of SKPL's.
– Specific environment data such as wind and weather.
3.1.4.2.2.4 Game
A game is defined by:
– A set of physical positions assigned to one or more "physical groups".
– A set of exercises.
– Basic system and environmental data for the exercise, e.g.:
• Radar.
• ADS-C.
• Geographical.
• Aircraft performance data.
3.1.4.2.2.5 Session
A session consists of "playing" a game for instructional purposes. During the session, groups
belonging to the same game can simultaneously run their own exercise; each exercise operates
independently of the other exercises.
3.1.4.2.2.6 Pilot
The pilot may be a dedicated operator or an instructor who plays the role of being pilots for certain
aircraft. The pilot is able to manoeuvre these aircraft in response to the orders given by the trainee
controller through the simulated radio communication system.
The pilot position allows the instructor or dedicated operator to not only pilot the aircraft but to also
observe the flight path of the aircraft under the position's control, as well as the complete air traffic
situation.
Each pilot has access to only one frequency. More than one pilot can have the same frequency.
In a real situation, a pilot and a co-pilot fly an aircraft. In a training simulation, the pilot position
simulates the piloting of aircraft belonging to the same sector and operating on the same control
frequency. The simulation pilot maintains simulated radio communication with the sector's executive
controller.
In a real operational environment, when an aircraft changes from one sector to another, the pilot
changes to the new sector's frequency when instructed by the controller. In the training environment,
the change of frequency is simulated as follows:
At the request of the trainee controller, the pilot selects the new frequency from a list of simulated
frequencies defined for the exercise. The aircraft is then assigned to the pilot position having this
frequency.
The change of frequency, therefore, corresponds to a change of pilot position responsible for the
aircraft.
3.1.4.2.2.7 Session Leader

The Session Leader's role is to manage the session.
The Session Leader is able to designate a group within the game for the running of the exercise (i.e. to
assign the logical group positions for the exercise to the physical positions of the designated group for
the game), to start, stop and use specific commands to control these exercises.
The Session Leader can also assign the Operational Supervisor position to a designated group at any
time after exercise start and change the assignment even while an exercise is running for the previous
group.
Each group playing an exercise is controlled independently from the other groups. The stop, restart or
replay facilities can be used for such exercises without disturbing the other groups.
The Session Leader works at the Training system leader position.
3.1.4.2.2.8 Exercise leader

The exercise leader manages one of the running exercises using the group commands.
The exercise leader can be:
– The session leader (by default at the start of the exercise).
– Any pilot belonging to the exercise, to whom the session leader has delegated the group
commands.
3.1.4.2.3 Training organisation

There are two distinct activities in the Training System:
– The Data Preparation.

– The game session.
The data preparation facility allows the training unit staff to prepare the lessons with the minimum of
manpower. Data, common with the operational system, is prepared in the same way in the Training
System and such operational data can also be used for simulation (for example, the definition of
airports, beacons, maps etc.).
The end result of data preparation is a set of games, which can be run during a session.
The session is organised in the following way:

– The session leader starts one of the games.
– The session leader selects an exercise, assigns this exercise to one of the physical groups at its
disposal in the game, and then start the exercise for each physical group within the game.
– The session leader can assign the Operational Supervisor position to any of the physical groups of
the exercises. This assignment can be made and modified at any time during the running of
exercises and so allow each exercise to change its sectorisation, etc.
– At the start of an exercise, the session leader is also the exercise leader, but can delegate this
exercise leader function to any pilot who is part of the group.
While the exercise is running, most capabilities are provided in the same manner as for an operational
system.
An exercise can be frozen, restarted or replayed using the recording function.
In summary, the main functions and features of the Training system are:
– The Air Traffic Generator Function (ATG), which provides simulated data to the other functions
and the means for controlling exercises and simulated traffic.
– The Radar Data Function (RDF), which provides multi-radar tracking of targets throughout the
radar coverage area and which, automatically monitors the flight on the basis of the relevant flight
and radar data.
– The Flight Plan Function (FDP) manages flight plans during the life of the flight plan whilst in
controlled air space. Extracts all necessary information from flight plans to comply with operational
requirements.
– The AGDL Function (AGDL), which provides reception of ADS -C reports and management of the
different contracts.
– The Aeronautical Information Function (AIF), which enables the reception of AFTN NOTAM and
METAR messages from ATG and management of these aeronautical messages.
– The Controller Function is provided by, the Human Machine Interface between the system and
the trainee controllers.
– The Pilot Function, which is provided by the Human Machine Interface between the system and
the pilots. Those pilots assigned to an exercise can execute a broad range of instructions to
simulate realistic aircraft manoeuvring.
– The Leader Function, which is provided by the Human Machine Interface. The leader controls any
simulation exercise or a simulation session and can also select, start and stop exercises as well as
simulate failure modes.
– The Recording Function enables the recording of an exercise, which can be replayed using the
Air Situation Playback function.
– System Parameter Management Function to enable the off-line preparation of simulation data
used by the system and its introduction into the system.
3.1.5 Sectorisation and Configuration Management
3.1.5.1 General
An off-line definition contains the following information:
– Each PHYSICAL POSITION name, is associated to:
• Hardware item (UNIX screen name, kind of screen and number of positions).
• A logical system.
– Each logical position is associated with at least one physical position. If the logical position is of
type FDO then it may be associated with at most two physical positions.
– A medium speed printer can be associated with a logical position.
– Up to 2 strip printers can be associated with a logical position.
– Each LOGICAL POSITION, referenced by a name, is associated to:
• A name of physical position.
• A type of logical position:
EC
PLC
TWR
FDO
OPSUP
ASUP
TMP
In case of EC or PLC position it gives an associated PLC or EC:
• For an EC, it corresponds to the unique PLC position attached to it.
• For a PLC, it gives the default EC position attached to it (this default assignment may be used
when information, which cannot be posted to the PLC has to be posted to a predefined EC).
Note that this default position is initialised by DPR and can be changed on-line by the
Supervisor through the Sectorisation/Configuration Window.
If a PLC has no EC, it has no default EC associated. Note that a PLC might have a default EC
even when it is not itself linked to a physical position.
– Each FUNCTIONAL SECTOR name is associated to a logical position. This logical position can be
an EC type.
– This logical position can be a TOWER type.
One scheme is provided for the operational partition.
One scheme is provided for each of the simulation groups.
Each of these schemes provides the associated logical position for each of the FDRG functional
sector.
Note that each simulator group will therefore contain all of the FDRG logical systems, although fewer
positions are available.
This functionality only applies in multiple sector configurations.
3.1.5.2 Dummy sectors/positions

In order to provide flexibility, it is possible to define dummy physical and logical positions.
These positions are allocated the functional sectors, which are not used in the simulator session.
These positions are defined as logical and physical positions (one dummy physical position may be
associated to one dummy logical position), but are not linked to a computer host name.
The following positions may also be dummy logical positions if they are not associated with functional
sectors:
– EC/PLC
– TOWER
3.1.5.2.1 In the simulator partition

The simulator is limited to consoles that can be EC or PLC therefore dummy positions are a useful
way to define an allocation for sectors that cannot be attached to existing positions.
These dummy positions are managed as ordinary positions, except that hand-offs to functional sectors
controlled by these dummy positions will be automatically accepted.
Note that these dummy positions appear on the configuration window, as they are associated to a
physical position.
3.1.5.2.2 In the operational partition

Here, dummy positions are used for another purpose:
– To cover the case of de-assignment of an EC from a PLC (if the PLC controls several EC). In this
case the only way is to associate the EC to a dummy PLC. Such dummy PLC must have a physical
position defined off-line as being associated, so that they appear on the configuration window.
In general (e.g. when the PLC controls one EC), there are 2 ways to disassociate a PLC from an EC:
– Define a dummy PLC position (with a physical position) and allocate the EC to this dummy PLC.
– Allocate the physical position hosting the PLC to NONE logical position.
3.1.5.3 Spare position

SPARE POSITIONS are defined as physical position to which no logical position is attached off-line.
These positions are shown on the configuration window with only the name of the physical position
and then NONE in the logical position part. It is then possible to allocate them to a logical position that
has suffered a failure of its own physical position.
3.1.5.4 Definition of groups in the simulator and use of logical systems

In the simulator partition, several groups can be defined. These groups are defined in the GAME file by
associating a number of HMI nodes.
Note that these groups cannot be considered as logical systems as each different group may actually
simulate the same functional sectors, or different ones, depending on the game operational objectives.
3.2 CHARACTERISTICS
3.2.1 Functional Performance Characteristics
3.2.1.1 RFP and RDP RADAR DATA FUNCTION (RFP - RDP RDF)
The overall architecture of the RFP Function is shown in the following figure.
Radar
Tracks Tracked Plots Plots
Radar Data Processing
Tracks Plots and Tracked Plots
Local Track Re-numbering Mono Radar Tracking Weather
Local Tracks Local Tracks
QNH Correction
Co-ordinate Conversion
Local Track and Weather Data Distribution
Figure 2 - RFP Function Architecture
The EUROCAT-X ATC System shall be able to receive and process data from radar's using the
following protocols:
EUR-P-RDP-30Z
– AIRCAT 500 data format as defined in the AIRCAT 500 ICD, Ref. [25].
#
EUR-P-RDP-33V
– THALES (Thomson-CSF), ALENIA and Raytheon sensors using ASTERIX data format as defined
in the ASTERIX ICD, Ref: [24].
#
EUR-P-RDP-34V
– Sensors using the NEC format.
#
EUR-N-RDP-502V
– Telephonics and Westinghouse sensors using CD-2 data format.
#
EUR-N-RDP-505V
– Sensors using Toshiba data format.
#
The protocols listed above allow various types of data to be transmitted such as plots, tracked plots,
tracks and weather channel data. The RFP process is capable of processing data types from a
particular sensor as shown below:
Protocol Plot Tracked Plot Track Weather

AIRCAT500 X X
ASTERIX X X
ALENIA
NEC
CD-2
Toshiba
Table 3-2 Data Support for Sensor Type

Note: All listed radar protocols are supported. A cell marked with an “X” indicates that the data format and protocol for an
existing radar sensor has been confirmed.
3.2.1.1.2 General Principles of Radar Data Processing

Note: The term ‘Target’ is used in the descriptions that follow and is a general term for received data in the form of a Plot,
Tracked Plot or Track.
The Radar Data Function performs the following functions for the EUROCAT-X system:
– Radar Front Processing function, which consists of:
• Input Data Processing:
• Decoding received data into an internal format common for all types of received data.
Processing of incoming decoded radar data, including plots, tracked plots, tracks and
weather information from the radar sensors connected to the control centre. The radar data
can be MSSR, PSR, and SSR or combinations thereof. Monitoring of radar data inputs is
undertaken to detect the quality of the transmission lines.
• Track Management and Site Monitoring processing.
• QNH processing that updates the QNH table on receipt of QNH values and recalculates the
Transition Level or Transition Altitude (System Parameter: LEVEL_COMPUTATION) if
necessary.
– Mono-radar Tracking function - Receives target data from the radar sensors, processes the data
and outputs what are referred to as Local Tracks and refer to targets seen by individual radar
sensors. The target data that can be received includes any of the following:
• Plots – Target data in the form of position data. The position data and SSR codes are not
smoothed.
• Tracked plots – Target data in the form of position data with target speed. The position data
and SSR codes are not smoothed.
• Tracks – Target data in the form of position data that has been smoothed by the sensor
hardware. Speed is included as well as a unique track identifier. The SSR codes may be
smoothed.
• Barometric Correction – These corrections are made after mono radar track processing.
• Co-ordinate Conversion – Conversion is carried out on Local Tracks.
• Local Track distribution to other functions.
– Multi Radar Tracking function, which consists of:

• Preparation for Multi Radar Tracking.
• Multi Radar Tracking, which consists of performing an association per aircraft of multiple Local
Tracks. Multi-radar tracking receives local tracks provided by Radar Front Processing Function
and correlates this information for every aircraft. Synthesised tracks generated by the multi
radar tracking from different radar local tracks are called System Tracks.
• System Track Altitude Tracking, which derives a mode C flight level from the track as well as the
climb/descent rate of each aircraft by taking into account the changes in Mode-C information.
• System Track Distribution.
3.2.1.1.3 Radar Front Processing Function
3.2.1.1.3.1 Input Data Processing
3.2.1.1.3.1.1 Input Message Decoding

Data messages from radar sensors are received in various, sometimes proprietary, formats that are
determined by the radar manufacturer. The EUROCAT-X RFP pre-processes the received messages
to decode the various input formats and to build a standard message format that is common to all
subsequent message processing.
3.2.1.1.3.1.2 Received Message Types

EUR-P-RFFPR-01
Input Data Processing shall receive and process the following message types from the radar sensor:
– Plot messages – Including primary, secondary, combined plots.
– Tracked plot messages – Including tracked plot category, primary, secondary and combined. For
this message category, the function processes tracked plot update messages only. Other
messages such as cancellation messages and extrapolation messages are filtered out.
– Track messages – For this message category the function processes update messages,
extrapolation messages and cancellation messages.
– North signal messages if present.
– End of sector messages if present.
– Test Target messages if present - Including test plots, test tracked plots and test track messages.
– Weather data messages – These messages contain information relating to the intensity of
precipitation within the detection area of the radar.
#
3.2.1.1.3.1.3 Radar Connection

EUR-P-RFFPR-19
Dedicated lines connect the radar sensors integrated to the radar function of the system. The system
shall be able to manage dual connections. When the radar function is connected to a radar sensor with
two lines then data shall only be used from one line. When detecting communication problems or low
quality data, the system shall automatically manage the selection of the highest quality data source
from the available lines.
#
3.2.1.1.3.1.4 Incoming Data Error Filtering

EUR-P-RFFPR-03
The data received from the radar sensor and operator commands (pertaining to radar sensors and
their communications links) are analysed in order to filter out errors and to protect subsequent
processes from receiving incorrect or corrupt data. (E.g. for the ASTERIX standard, unknown SIC-SAC
address, missing north message, missing end of sectors, missing mandatory ASTERIX item,
inconsistent time stamping of the received plots or North marker or end of sector marker).
#
The different radar statuses output by the RDF include:
– Unknown: Initial radar status and status up to the first data reception.
– Operational (ON): The radar is connected and received data is considered correct by radar input
processing.
– Failed (OFF): The radar is connected but the received data is considered incorrect by radar input
processing.
– Site Monitoring Failed: The radar is connected and received data considered correct but errors
are detected in the Site Monitoring.
– Detached: Due to a supervisor action using manual command inputs. RDF no longer receives
data.
3.2.1.1.3.1.5 Errors Reported To SCM

EUR-P-RFFPR-04
Errors shall be reported to the System Control and Monitoring function, which in turn shall manage
changes in the radar status from ON to OFF until the error situation is corrected.
Note: When the radar s tatus is OFF due to the manual detach of a radar sensor the input function shall continue to check
received radar data for errors but shall not provide data to other functions for further processing, even if errors are longer
detected.
3.2.1.1.3.1.6 Radar Status Management

EUR-P-RFFPR-05
The radar status shall be:

– Automatically set to OFF when consecutive RDF_HNDL_NORTH_MISSES, (system parameter),
number of North markers are missing or rejected.
– Manually set to DETACHED when a manual detach command is entered.
– Manually set to OFF when a manual attach command is entered.
– Automatically changed from OFF to ON when no more problems are detected.
#
3.2.1.1.3.1.7 Radar Period Assessment

EUR-P-RFFPR-06
This function assesses the scanning rate of each radar antenna in order to detect rotation anomalies
as rotation errors. It uses the north message (or similar message such as end of the last sector) to
estimate an average period for each. This average period is used to estimate the time stamp of the
next expected north marker in order to check that it is received as expected and to check that its timing
is consistent (system parameter OFL_RADAR_PERIODS_ALLOWED_BOUNDS_PERCENTAGE).
#
3.2.1.1.3.1.8 Data Counting

EUR-P-RFFPR-07A
This function assesses general statistics:

– Total number of received messages (e.g. plots, tracked plots, tracks, north, status) per radar.
– Total number of rejected messages per radar.
– Number of plots or tracked plots per category (primary, secondary or combined) per radar that are
delivered to the mono-radar tracking function.
– Number of tracks per category (primary, secondary or combined) per radar that are delivered to the
mono-radar tracking function.
Counting is performed for each radar sensor and per antenna revolution period on plots, tracked plots
or tracks, (PSR, SSR or combined).
Mean values of the counters are calculated periodically for predefined time intervals, expressed as a
certain number of antenna rotation periods (system parameter COUNT_ROT_NR). The calculated
mean values for each radar antenna must be lower than predefined upper limits (system parameter
COUNT_PLOT_MAX, COUNT_TRACK_MAX). If the corresponding value for a radar antenna is
greater than the predefined limit, an alert is generated to the System Control and Monitoring Function,
in order to declare the radar as failed.
3.2.1.1.3.1.9 Target Error Detection

EUR-P-RFFPR-07B
Target errors are detected at several processing steps:

– When errors are detected on transmission lines they are declared as failed.
– When North marker messages (north or end of sector when provided) are missing, (system
parameter RDF_HNDL_NORTH_MISSES), the radar is declared as failed.
– Every m received targets (m is a predefined value PLOT_SAMPLE) if the number of invalid 3A
codes is greater than the limit ratio (system parameter PLOT_CODE_MAX) an alert is generated,
to the System Control Monitoring function.
#
3.2.1.1.3.1.10 Overload Processing

EUR-P-RFFPR-08
This function detects plot, tracked plot or track overload (e.g. maximum number of targets per radar
and per antenna revolution and maximum number of targets per radar and per sector) in order to filter
out excess targets.
New local tracks are inhibited from creation in an overload situation.
An alert shall be sent to the System Control and Monitoring function.
#
3.2.1.1.3.1.11 Test Target Processing
3.2.1.1.3.1.11.1 Primary Test Targets

EUR-P-RFFPR-09
Monitoring is performed for primary test targets of the radar in which the test target indicator is set
(system parameter: TPLOT_PSR_PRESENCE).
Primary test targets are compared against pre-defined positions for each radar sensor (system
parameter per radar TPLOT_PSR_POS) by using a window in distance and azimuth (system
parameters per radar TPLOT_DRHO, TPLOT_DTETA), centred on the test target position.
If a primary test target is inside the window, the data is used by the tracking function to generate a
specific test track and the occurrence rate of the primary test targets for the corresponding radar is
incremented.
The primary test target occurrence rate is periodically checked for each radar antenna, (system
parameter per radar TPLOT_PSR_OCCUR_PERIOD). If it is outside predefined limits (system
parameters per radar TPLOT_PSR_OCCUR_MIN, TPLOT_PSR_OCCUR_MAX) an alert is
generated, which will be (potentially) displayed at the dedicated technical position.
#
3.2.1.1.3.1.11.2 Secondary Test Targets

EUR-P-RFFPR-10
Monitoring is performed for secondary targets of the radar in which the test target indicator is set
(system parameter TPLOT_SSR_PRESENCE).
Two criteria are checked:
– The SSR code of the secondary test target is compared to a pre-defined SSR code (system
parameter per radar TPLOT_SSR_CODE).
– The position of the secondary test target is compared to a pre-defined test target position (system
parameter per radar TPLOT_SSR_POS) using a window in distance and azimuth as in EUR-P -
RFFPR-09.
If the first of the criteria is verified and the second of the criteria is not verified, the secondary test
target is used by the tracking function to generate a specific test track and an alert generated, which
will be (potentially) displayed at the dedicated technical position.
If both criteria are verified, the secondary test target is used by the tracking function to generate a
specific test track and the corresponding occurrence rate is incremented.
The occurrence rate is periodically checked for each radar antenna, (system parameter per radar
TPLOT_SSR_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar
TPLOT_SSR_OCCUR_MIN, TPLOT_SSR_OCCUR_MAX) an alert is generated, which will be
(potentially) displayed at the dedicated technical position.
For each radar sensor, one PSR and one SSR test target can be defined by its position.
#
3.2.1.1.3.1.11.3 Permanent Primary Targets

EUR-P-RFFPR-11
Monitoring is performed for permanent primary targets of the radar in which the indicator is set
(PSR_PERM_PRESENCE).
For each sensor, a permanent primary target is defined by its position (system parameter:
PSR_PERM_POS).
If a target is received inside a window (system parameters PSR_PERM_DRHO, PSR_PERM_DTETA)
around the predefined position of the permanent target, this target is used by the tracking function to
generate a specific test track and the corresponding occurrence rate is incremented.
The occurrence rate is checked periodically for each sensor, (system parameter per radar
TPLOT_PERM_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar
TPLOT_PERM_OCCUR_MIN, TPLOT_PERM_OCCUR_MAX) an alert is generated, which will be
#
3.2.1.1.3.1.11.4 Fixed Transponder used by each Radar Antenna

EUR-P-RFFPR-12
Monitoring is performed for fixed transponder targets of the radar in which the indicator is set (system
parameter BEACON_PRESENCE).
A fixed transponder is defined for each sensor, by its SSR mode 3/A code and position, (system
parameters per radar BEACON_SSR_CODE, BEACON_SSR_POS). Monitoring is performed per
radar using the fixed transponder as a reference.
– The SSR code of the fixed transponder is compared to a predefined SSR code (system parameter
per radar BEACON_SSR_CODE).
– The position of the fixed transponder is compared to a predefined fixed transponder position
(system parameter per radar BEACON_SSR_POS) using a window in distance and azimuth as in
EUR-P-RFFPR-09.
If the first of the criteria is verified and the second criteria is not verified, the fixed transponder is used
by the tracking function to generate a specific test track and an alert is generated, which will be
If both criteria are verified, the fixed transponder is used by the tracking function to generate a specific
test track and the corresponding occurrence rate is incremented.
The occurrence rate is checked periodically for each radar antenna, (system parameter per radar
BEACON_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar
BEACON_OCCUR_MIN, BEACON_OCCUR_MAX) an alert is generated, which will be (potentially)
displayed at the dedicated technical position.
#
3.2.1.1.3.1.12 Plot and Tracked Plot Filtering

EUR-P-RFFPR-14
Plots and tracked plots are rejected when they are outside of radar detection coverage (maximum
range). It is possible to mark plots and tracked plots according to their geographical location in order
to:
– Avoid local track initiation: The plot or tracked plot lies within an NAI area (Non Automatic
Initiation area). The NAI area can be a part of the total area covered by a particular radar sensor or
all of the area covered by the radar sensor. This last case allows the user to deactivate automatic
initiation for a given radar sensor. NAI areas are defined per radar in polar co-ordinates of the
radar. For plots or tracked plots belonging to the NAI areas, a NAI flag is set. The NAI plot or
tracked plot is used to update confirmed local tracks but not used to initiate local tracks. There is a
system capacity, RDF_MAX_NB_NAI for the maximum number of NAI areas that can be allocated
in total for all radar sensors.
– Avoid local tracking: The plot or tracked plot belongs to a blanking area. These kinds of plots or
tracked plots are used to estimate the clutter density. Blanking areas are defined per radar in polar
co-ordinates of the radar. For the plot or tracked plot contained within a blanking area a blanking
flag is set. The plot or tracked plot will be used to estimate the clutter density map of the radar but
not used to update and initiate local tracks. There is a system capacity,
RDF_MAX_NB_BLANKING_AREA for the maximum number of blanking areas that can be
allocated in total for all radar sensors.
All plot and tracked plot data, which have not been filtered with respect to the previous criteria, are
used to create and maintain the mono-radar local tracks.
Note: All received track data messages are excluded from this processing.
3.2.1.1.3.1.13 Off Line Defined Filtering Areas

EUR-P-RFFPR-15
For each radar sensor, a set of filtering areas is defined off-line and is always used for that sensor.
Plots and tracked plots falling inside the filtering areas are ignored for tracking purposes.
#
3.2.1.1.3.1.14 Time Stamping

EUR-P-RFFPR-16
When a radar sensor does not deliver time-stamped plots, tracked plots or tracks, the plots, tracked
plots or tracks shall be time-stamped by the EUROCAT-X system using either:
– Extrapolation from radar sensor generated timing data messages (e.g. for the ASTERIX standard,
the category 02 messages generally provide the system with universal time, at each end of sector
and north messages).
– The EUROCAT-X internal system time.
#
3.2.1.1.3.1.15 Radar Plot, Tracked Plot or Track Sector Transmission

EUR-P-RFFPR-17
– Plot, tracked plot or track arrangement: The radar coverage of each integrated radar sensor is
divided into 16 sectors. The radar sector is the data unit processed by the multi radar tracking
function. Each plot, tracked plot or track lies within a sector depending upon its azimuth.
– Radar plot, tracked plot or track sector transmission: The plot, tracked plot or track within a
sector is transmitted as soon as possible in order to guarantee a minimum delay between reception
and multi radar local track update while respecting the integrity of the system, (e.g. all plots, tracked
plots and tracks that could update a local track have been transmitted). The radar sector
transmission is decided on:
• Reception from the radar sensor of the end of sector message of one of the next sectors.
• Plot, tracked plot or track reception belonging to several sectors after the current one.
• Dummy radar rotation allowing the true radar rotation to be followed in case of lack of targets or
end sectors.
#
Plots and tracked plots are forwarded to Mono Radar Tracking Function and Tracks are forwarded to
the Track to Local Track Renumbering Function.
3.2.1.1.3.1.16 Operator Order Management

EUR-P-RFFPR-18
This function processes operator commands. Controls are performed at the semantic level as well as
at the functional level in order to accept or reject the order. The commands cover radar sensor
integration (radar line attached/detached).
#
3.2.1.1.3.1.17 Weather Data Processing and Distribution

EUR-P-RFFWDC-01
Before distribution to other system functions, the coordinates of weather data shall be corrected (radar
bias correction) and converted (from projected coordinates centered on the radar origin to system
stereographic coordinates based upon system centre).
#
EUR-N-RFFWTHLEV-01
The system shall be capable of processing weather data messages with intensity levels in a scale up
to RDF_MAX_WEATHER_LEVELS.
Note: The Intensity value goes from 1 to RDF_MAX_WEATHER_LEVELS: if the radar sensor is sending an intensity level on
a smaller scale (1 ..SmallerScale), this intensity shall be mapped on the internal scale. The value sent for the intensity
will then have to go from 1 to SmallerScale.
#
EUR-N-RFFWTHDIST-01
The weather data received from up to RDF_MAX_WEATHER_RADAR (System Capacity) surveillance

radar weather sensors shall be distributed to other system functions.
#
3.2.1.1.3.1.18 QNH Processing

EUR-P-QNHHD-30Z
The RDF shall receive QNH value updates from either manual supervisor input or via automatic
meteorological message extraction.
RDF shall maintain the received QNH values for future application of barometric correction to received
Mode C replies. Only QNH values between 950 and 1080 shall be considered valid.
Upon receipt of a new valid QNH value, the QNH table shall be updated for the appropriate area and
the corresponding Transition Level or Transition Altitude shall be re-calculated as appropriate (System
Parameter: LEVEL_COMPUTATION).
#
Several QNH values corresponding to different areas can be processed. The maximum number of
QNH areas shall be a system capacity (MAX_NUMBER_OF_QNH_AREAS). Where QNH areas are
not defined a default QNH value of 1013.2 hPa is allocated.
QNH area mapping (i.e. the relationship between a QNH area and the radar mosaic table) is
performed off-line. (System parameter: RDF_QNH_AREA).
3.2.1.1.3.2 Track to Local Track Renumbering Function

Tracks received from radar sensors contain a unique identifier. The Track Renumbering function
attempts to associate a received track with any local tracks already stored in the local track store using
the unique identifier. If the track already exists as a local track the received track data updates that
held within the local track store.
If the track cannot be located within the local track store local track initiation occurs.
In either of the cases described above the received track data is decoded and transformed into an
internal format and then forwarded to the Local Track Creation function, (described below).
3.2.1.1.3.3 Mono-radar Tracking Function
3.2.1.1.3.3.1 Introduction
The mono-radar tracking creates and maintains local tracks for the plots and tracked plots detected by
a radar sensor from one antenna revolution to the next.
The mono-radar tracking function is subdivided into several parts:
– Plot and tracked plot reception.
– Plot and tracked plot Tracking.
– Local Track Management
3.2.1.1.3.3.2 Plot and Tracked Plot Reception

The mono radar tracking process is stimulated to process a sector each time a plot or tracked plot
sector is received. The radar cover is split into 16 sectors with equal angular size of 22.5°. The mono
radar tracking function also divides its processing area into 16 sectors with an angular size of 22.5°.
The tracking function sectors are numbered 0 to 15 and shifted anticlockwise by 11.5° relative to the
plot and tracked plot sectors. The tracking function sector 0 has a mean azimuth oriented toward the
North.
3.2.1.1.3.3.3 Plot and Tracked Plot Tracking

Tracking for existing local tracks is performed for Plots and Tracked Plots only using a method referred
to as correlation, that is an attempt is made to correlate the received plot or tracked plot with a track
already held in the local track store.
The purpose of the correlation is to allocate one plot or tracked plot to each local track. This is carried
out using the following steps:
– Pre-correlation.
– Correlation.
– Association.
3.2.1.1.3.3.3.1 Pre-correlation Function
This function identifies those plots or tracked plots using simple criteria that cannot correspond to
selected local tracks and which can thus be discarded. At the end of the pre-correlation function, each
selected mono-radar local track is associated with a set of pre-correlated plots or tracked plots. This
set can be empty if no plots or tracked plots are pre-correlated.
The pre-selection criteria are based on kinematics and type or SSR code compatibility. They take into
account:
– Type compatibility – Test or real environment.
– Geographical criteria – For each selected local track, a geographical region is created around its
position, which is used to compare the position of plots and tracked plots against. The region takes
into account radar sensor errors (measurement and bias accuracy), mono radar track accuracy
(position and speed accuracy) and the maximum target manoeuvring capabilities between its
update and its possible new detection by the radar sensor. The maximum speed and the maximum
longitudinal acceleration of targets are taken into account.
3.2.1.1.3.3.3.2 Correlation Function
This function is used to reject pre-correlated plots and tracked plots that cannot be used to update a
local track.
For each possible plot or tracked plot / local track pair, (e.g. the pair is composed of the local track and
one of its pre-selected plots or tracked plots), a likelihood value is computed. This value assesses the
probability that the plot or tracked plot corresponds to the local track. This is a statistical approach
based on Bayesian and Kalman filter theories.
The likelihood function value also takes into account the SSR and altitude compatibility and other
criteria depending on the plot or tracked plot attributes, (such as radial speed, plot quality if estimated
by the radar head processing, track number for tracked plot).
When the likelihood value of each available pair has been computed, the function keeps the 3 most
valued plots and tracked plots for each local track. Similarly, the function keeps the 3 most valued local
tracks for each plot or tracked plot.
At the end of the correlation, a maximum of 3 plots or tracked plots per pre-selected mono radar local
track and a maximum of 3 local tracks per pre-selected plot or tracked plot are retained for further
operations.
3.2.1.1.3.3.3.3 Association Function

EUR-P-RFFLT-01
The association function associates for each local track the corresponding plot or tracked plot. Based
on the results of the correlation function, the association function solves potential correlation conflicts,
(e.g. one plot or tracked plot for several local tracks or one track for several plots or tracked plots).
Ultimately achieving an association with at most one plot or tracked plot for a mono radar local track,
and one mono radar local track for a plot or tracked plot.
#
3.2.1.1.3.3.4 Local Track Maintenance

The track maintenance function groups consist of:
– Local Track update.
– Local Track initiation.
– Local Track Creation Inhibition.
3.2.1.1.3.3.4.1 Local Track Update

EUR-P-RFFLT-02
Based on the results of the association function, the track update function updates the mono radar
local track store with data provided by their associated plots or tracked plots.
#
The update processing is based on:
– An auto-adaptive Kalman filter, which updates the kinematics of the local track in the radar slant
reference system (Xr and Yr).
– A tabulated (α, β) filter which updates the altitude information with the received mode C
information.
Before a local track update, the filter adjusts (so-called auto-adaptive) its model (constant speed and
heading) to the real behaviour of the aircraft. For this purpose, a statistical normalised distance is
computed between the plot, or tracked plot position, and the associated local track position after
extrapolation to the detection time of the plot, or tracked plot. With this distance the filter continuously
adapts its characteristics to accurately follow the aircraft, even during manoeuvre phases.
If the distance is higher than a statistical threshold (based on a constant-speed extrapolation filter
model):
– The local track is either manoeuvring, or
– There is a lack of detection and the associated plot or tracked plot is false.
To manage these two assumptions, Multi Hypothesis Tracking (MHT) is used. Two associated local
tracks are created, each one corresponding to one hypothesis.
Both track hypotheses are maintained until the mono radar tracking function is able to decide on which
is the right one. The decision rule is based on the number of plots or tracked plots updating each
component, the type of plot or tracked plot and information about clutter density around the plot or
tracked plot.
Nevertheless during the undecided phase, only one component (the most likely) is delivered to the
system.
3.2.1.1.3.3.4.2 Local Track Initialisation
Track initiation creates and confirms new local tracks.

All plots or tracked plots not used to update a confirmed local track are processed by the local track
initialisation function in order to create or maintain a local track under initialisation.
The initialisation process is based on the same algorithms as those used to maintain confirmed local
tracks (pre-correlation, correlation, association and local track update). Moreover, a likelihood ratio is
computed for each local track under initialisation. This ratio is updated at each local track update. It
represents the probability that the new local track corresponds to a real aircraft with regard to the
probability that it is a false local track.
The probability for a local track to be a clutter track is computed for primary radar according to the
result of the clutter map. The probability that the local track corresponds to a real aircraft is based on
the Bayesian approach. This approach considers SSR code, plot or tracked plot confidence indicator
(if available) and radar head track number, if available.
A decision test based on Bayesian approach is performed in order to decide statistically whether the
mono radar track must be confirmed or dropped.
A track is identified as a reflection if it is a pure secondary local track and a confirmed track with the
same SSR code exists at the same time.
3.2.1.1.3.3.4.3 Local Track Creation Inhibition

EUR-P-RFFILT-03
Local track creation is inhibited when the maximum number of mono radar local tracks is reached. The
maximum number of local tracks is RDF_MAX_LOCAL_TRACK.
#
Once initiated, a local track is automatically processed and maintained, using all plots, tracked plots or
tracks available from the radar sensor that created it.
3.2.1.1.3.3.5 Local Track Management

The local track management function contains the following functional parts:
– Track/SSR code association.
– Mode C plot or tracked plot and altitude track.
– Local Track quality, (for plots and tracked plots only).
– Local Track cancellation.
– Clutter Mapping.
3.2.1.1.3.3.5.1 Track/SSR code association

EUR-P-RFFILT-05
This function processes SSR codes associated with local tracks.

#
EUR-P-RFFILT-05A
Associated to a plot or tracked plot (secondary and combined types) it is possible to have several
kinds of SSR code:
– Code belonging to mode 3/A.
– Code belonging to mode C.
– SPI code.
– Special codes that are a sub-category of the code 3/A.
Note: The following explanation makes the assumption that the code is valid.
In order to avoid incorrect Mode 3/A code changes due to occasional corrupted codes, a transition
code is used when the code of the plot or tracked plot is different from the code of the local track.
A code change becomes effective after two occurrences of the new code. The validity and garbling
indicator of the code are taken into account to decide upon the effective code change.
#
3.2.1.1.3.3.5.2 Altitude Tracking

EUR-P-RFFILT-06
For mode C, the code of the plot or tracked plot is used to update the altitude filter of the local track.
The validity of this information is also managed according to the time stamp of the plot or tracked plot
mode C.
#
For SPI, emergency, hijack, and communication failures, the code of the plot or tracked plot is
immediately associated to the local track. As for the other codes, validity of the information is
associated according to the time stamp of the plot or tracked plot code.
3.2.1.1.3.3.5.3 Local Track Quality

EUR-P-RFFLT-07
This function estimates the operational quality of each local track derived from a plot or tracked plot,
taking into account the quality of detection.
#
For each local track, a Track Quality (TQ) is computed. This value is an integer between 0 and 7. It
takes into account the detection or lack of detection leading to an update of the mono radar local track.
In the case of detection, the TQ is increased up to 7. In case of lack of detection the TQ is decreased
to 0.
3.2.1.1.3.3.5.4 Local Track Cancellation

EUR-P-RFFLT-08
This function deletes local tracks that do not correspond to real aircraft or which are no longer detected
by the radar sensor.
Local track cancellation is determined using several criteria:
– The TQ becomes lower than a system parameter: TRK_CNL_QLT.
– Its speed becomes lower than a minimum speed, (system parameter: TRK_CNL_MIN_SPD), or
higher than a maximum speed, (system parameter: TRK_CNL_MAX_SPD).
– Its acceleration is higher than a maximum acceleration, (system parameter:
TRK_CNL_MAX_ACC).
#
3.2.1.1.3.3.5.5 Clutter Mapping Function

EUR-P-RFFLT-09
The function estimates for each primary radar sensor, clutter-density maps.
#
As described previously, each radar antenna’s coverage is divided into plot or tracked plot sectors.
Moreover, the radar coverage is also divided into rings. The intersections between the rings and
sectors provide polar cells (azimuth area per range area). The clutter map function estimates for each
cell of the primary radar coverage, the density of false plots or tracked plots.
A plot or tracked plot count is performed using all plots or tracked plots used by the initiation function,
(e.g. the plots or tracked plots that have not been used to update a confirmed local track). This count is
smoothed over several antenna revolutions.
The clutter map is used by the local track initialisation function for the likelihood calculation.
3.2.1.1.3.4 Co-ordinate Conversion and Barometric Correction
3.2.1.1.3.4.1 Barometric Correction

The barometric correction associated with the local track shall be used to determine the altitude of the
local track in the slant range correction.
This correction shall only be made on local tracks having a valid Mode C SSR code reply. Mode C
replies are processed using the QNH area in which the local track is located.
The QNH areas are offline defined (System Parameter: QNH_TA_AREAS). This parameter also
contains the values for Transition Altitude and Transition Level).
The altitude shall be computed as follows:
Altitude (ft) = (Mode C + (QNH - 1013.2) x k)*100
With k = 0.267 x 100ft/hP.
EUR-N-MRT-08
The computation of the Transition Level or Transition Altitude shall depend on the off-line specified
parameter LEVEL_COMPUTATION as follows:
If LEVEL_COMPUTATION = AUTO_TL_CONT:
A transition level (TL) shall be computed for each QNH area based on the QNH value of the area and
the off-line defined transition altitude (TA) for the area using the following continuous function:
Transition level = Transition altitude + 1000 ft - (QNH - 1013.2) x k
with k = 0.267 x 100 ft/hPA
If LEVEL_COMPUTATION = AUTO_TL_STEP:
A transition level (TL) shall be computed for each QNH area based on the QNH value of the area and
the off-line defined transition altitude (TA) for the area using an inclusive stepped function of the
following form:
QNH (hPa) ≤ P1 => TL = TA + OFFSET1
P1 < QNH (hPa) ≤ P2 => TL = TA + OFFSET2
P5 < QNH (hPa) => TL = TA + OFFSET6
Table 3-3 AUTO_TL_STEP

If LEVEL_COMPUTATION = AUTO_TA_STEP:
A transition altitude (TA) shall be computed for each QNH area based on the QNH value of the area
and the off-line defined transition level (TL) for the area using an exclusive stepped function of the
following form:
QNH (hPa) ≤ P1 => TA = TL + OFFSET1
QNH (hPa) ≤ P1 => TA = TL + OFFSET1

P1 < QNH (hPa) ≤ P2 => TA = TL + OFFSET2
P5 < QNH (hPa) => TA = TL + OFFSET6
Table 3-4 AUTO_TA_STEP

If LEVEL_COMPUTATION = AUTO_NONE:
Both the transition altitude and transition level shall be off-line defined.
If a stepped function is used then the P’s and OFFSET’s shall be off-line defined, with a minimum of 2
and a maximum of 5 P’s, and the OFFSET is a positive real number.
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EUR-P-MRT-09Z
The corrected mode C shall be displayed instead of the received mode C for:
– Descending local tracks for which the received mode C is less than or equal to the Transition Level.
– Climbing local tracks for which the altitude is less than or equal to the Transition Altitude.
– Level local tracks for which the altitude is less than or equal to the Transition Altitude.
The Transition Level or Transition Altitude is the level corresponding to the QNH area to which the
local track belongs.
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3.2.1.1.3.4.2 Co-ordinate Conversion

EUR-P-RFFLT-10
The co-ordinate conversion function shall convert the local track position from local radar reference to
stereographic system reference, taking into account radar bias correction.
#
For polar co-ordinates (azimuth and range) the position information is converted into the radar slant
reference.
The following co-ordinate conversions are then performed:
– Radar bias correction:
• The radar biases computed by the Multi Radar Tracking function are taken into account.
Local track position is corrected in azimuth and range according to the bias of the radar.
•
– Magnetic north correction:

• The position of local radar tracks must be known in a geographical north aligned grid. If a radar
antenna is magnetic north aligned, the first correction to be made is a rotation according to the
magnetic variation of the radar. This correction applies only to the azimuth of the local track.
– Projected conversion:
• Through the projected conversion, the slant range co-ordinates shall be converted into local
radar Cartesian co-ordinates using altitude.
• The altitude of the local track used by the projected conversion shall be determined as follows:
If the target has a valid Mode C, its value is used for the Mode C barometric correction. This
will provide the altitude of the local track.
Otherwise, if the calculated altitude from the altitude tracking is available and not aged
beyond a system parameter: (RDF_MRT_AGED_ALTITUDE), then the altitude shall be
used.
In the other cases, a default altitude shall be computed and used taking into account the
speed of the local track.
• The local Cartesian co-ordinates of the aircraft onto the radar plane are then calculated
according to the radar slant co-ordinates and the altitude.
– Local radar to system stereographic co-ordinate conversion:
• This is the conversion of the local co-ordinates into system stereographic co-ordinates (with
respect to the plane tangential to the earth's surface at the site of the multi-radar tracking area
centre).
3.2.1.1.3.5 Local Track Distribution to Other Functions

EUR-P-RFFLT-11
Local tracks in system stereographic co-ordinates, with and without slant range correction, are
distributed to other Eurocat functions such as the Human Machine Interface for operator display and
Multi Radar Tracking Function for system track generation.
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3.2.1.1.4 Multi Radar Tracking Function

A target entering a multi radar covered area is seen by several radar's, each one building its own
track. The purpose of multi radar tracking is to synthesise data built on the basis of local radar
detection (local tracks) and display one track per aircraft (system track).
The system associates local tracks representing the same aircraft.
Local tracks, which cannot be associated with any system track, create new system tracks.
Local tracks, which have been associated to an existing system track, are used to update the system
track.
Up to a maximum system capacity of RDF_MRT_MAX_RADAR_MOSAIC_ON number of local tracks
are taken into account in updating the system track.
This processing consists of the following functions:
– Preparation for Multi Radar Tracking.
– Multi Radar Tracking.
– System Track Altitude Tracking.
– System Track distribution.
3.2.1.1.4.1 Preparation for Multi Radar Tracking
3.2.1.1.4.1.1 Multi Radar Mosaic Area

EUR-P-RFF-01
Within the projection plane, an area shall be defined in which radar detection is taken into account.
This area is a rectangle and the centre of this rectangle is the centre of the system area. It is divided
into square cells, which constitute the Multi Radar mosaic grid. Individual cell size is a system
parameter: RDF_MRT_CELL_SIZE.
The size of the radar system area is a system parameter (RDF_SYSTEM_AREA).
The maximum number of rows and columns in the multi radar mosaic is a system capacity
(RDF_MRT_MAX_MOSAIC_SIZE).
The maximum number of cells in the multi radar mosaic is a system capacity
(RDF_MRT_MAX_CELLS).
For each cell, an off-line file stores information on all radar's able to detect an aircraft, within a given
cell area with a priority given to each based on the expected quality of the radar detection. The radar
numbers with the corresponding priorities constitute the off-line Radar Mosaic Table. The maximum
number of radar antenna’s that can be off-line allocated to a cell is a system capacity,
(RDF_MRT_MAX_RADAR_MOSAIC_OFF).
#
3.2.1.1.4.1.2 Best Radar for MRT

EUR-P-RFF-02
Multi Radar Tracking, (MRT), in each cell only considers the best radar of the off-line Mosaic Table
(system capacity: RDF_MRT_MAX_RADAR_MOSAIC_ON), taking into account only those radar
sensors which are selected. A list of active radar sensors is dynamically determined on-line per mosaic
cell, and at each radar status change, thus constituting the On-line Radar Mosaic Table.
#
3.2.1.1.4.2 Multi Radar Tracking

Multi Radar Tracking is divided into two separate groups of functions:
– Local radar track processing and association with system tracks, or creation of new system tracks.
These functions are performed synchronously with the radar antenna revolution period.
– Association checking and updating of system tracks activated periodically and asynchronously to
the radar revolution period.
Multi Radar tracking performs:
– Mosaic Filtering.
Local tracks are filtered based on geographical and mosaic criteria.
•
The co-ordinates of local tracks as provided previously (see Paragraph Local Track Co-
•
ordinate Conversion) are used if the quality factor of the conversion has been determined as
normal (without default altitude). These validated local track co-ordinates are provided in a
common system co-ordinate, (system stereographic co-ordinates). If the quality factor has not
been determined as normal, the co-ordinate conversion of local tracks has been made with
default altitude. Co-ordinates are computed again by using the altitude of the already associated
system track.
– Local track to system track association.
• The association is based on:
Position criteria.
Speed criteria.
SSR code criteria.
Altitude criteria.
• Local tracks, which have been associated to the system track, are used to update the system
track data.
– New system track creation.
• Local tracks, which have not been associated with any system track in the previous step, are
used to create new system tracks.
– Association consistency checking.
• This check is made to provide additional safety for existing local to system track associations,
and consists of comparing local tracks associated with the same system track.
– System track update.
• This is an asynchronous cyclic process stimulated by the reception of radar data (not dependent
on the radar revolution periods). Different weighting are given to local tracks associated with a
system track according to credibility factors. X-Y co-ordinates of the position and speed vector
of system tracks are calculated as the barycentre of the associated local track position and
speed vector, taking into account the previous weighting.
– System track distribution to other functions.
• After update processing, system tracks are transmitted to the HMI function for display and are
used by Safety Nets and Monitoring Aids Function.
3.2.1.1.4.2.1 Mosaic Filtering

This processing is split into multiple parts:
– Geographical and coarse mosaic filtering.
– If necessary, re-computation of co-ordinates conversion.

– Fine mosaic filtering.
3.2.1.1.4.2.1.1 Geographical and Coarse Mosaic Filtering

Simplified co-ordinate conversion is performed on received local tracks. This conversion is a
translation from the local radar co-ordinates plane to the system plane. To eliminate unwanted tracks
before they are submitted to more complex calculations, geographical filtering eliminates local tracks
located outside the multi radar mosaic grid.
The number of the cell where the track is located is determined with the converted X-Y co-ordinates of
the local track. For each cell of the radar mosaic, only tracks received from the selected radar are kept
or eliminated. The mosaic data uses coarse mosaic filtering to decide if the local track will be kept or
eliminated.
If a local track has not been eliminated after geographical and mosaic filtering, additional processing is
carried out for accurate conversions.
3.2.1.1.4.2.1.2 Co-ordinate Conversion Checking and Fine Mosaic Filtering

Co-ordinate conversion checking
In case the Mode C is not consistent, the altitude of the system track is used for the co-ordinate
conversion of the local track and over-writes those provided by the Radar Front Processing Function.
Fine mosaic filtering
EUR-P-RFF-03
By using the final system stereographic co-ordinates the final cell number of the local track is
determined. The radar's that are allowed in this cell is determined according to the On-line Mosaic
Table. If the local track does not correspond to one of this radar, it is eliminated.
#
3.2.1.1.4.2.2 Local to System Track Association and new System Track Creation
3.2.1.1.4.2.2.1 Association check
For each received local track, the system checks if it is already associated with an existing system
track. If it is, the local track data will be used to update the corresponding system track data and no
further processing is performed.
If the local track has never been associated to a system track, the system tries to associate this local
track with an existing system track that is most likely to represent the same aircraft.
The association is based on the following criteria:
– Position criteria: Each local track is located within a window centred on the system track position.
– Speed criteria: The difference of speed between a local track and the corresponding system track
is smaller than a system parameter.
– SSR code criteria: SSR codes of the local track and the corresponding system track are used to
confirm or reject the association.
– Altitude criteria: The difference of altitude between two local tracks is smaller than a system
parameter.
Depending on whether these different criteria are met or not, a credibility factor is calculated. The level
of the credibility factor depends on the number of the applied criteria, as they are different for primary
and SSR tracks.
The credibility factor is taken into account when deciding on the association of the local track to the
system track, or to decide which association must be kept when multiple local track associations are
possible.
Values for the criteria and the credibility factor levels are system parameters.
The association is based on the fact that a system track can be associated with a maximum of one
local track from the same source radar.
A local to system track comparison will cease when the usable criteria have all been checked, or if at
any step, the association has been rejected or when the credibility factor is lower than zero.
Position criteria
The incoming local track is compared with the system tracks of the mosaic cell where it is located and
the system tracks of the adjacent cells according to the location of the local track in the cell.
System tracks located outside the selected adjacent cells cannot satisfy the position criteria, which is
mandatory to allow an association.
To perform this comparison, it is necessary to calculate the position of the tracks at a common time.
Local track and system track positions are extrapolated to the common time using their speed vectors.
EUR-P-RFF-04
To satisfy the position criteria, the extrapolated position of the local track must be located in a square
window (association window) centred on the extrapolated position of the system track.
The dimension of the window depends on the distance of the local track from the radar head and on
the type of the local track (primary, combined tracks and SSR only tracks). A set of system parameters
is defined off-line (RDF_MRT_POSITION_WINDOW_SIZE).
#
Position criteria must be fulfilled to allow local to system track association at this level. If these criteria
are not satisfied, comparisons with this system track are stopped and scanning is continued.
If the position criteria is satisfied, then a credibility factor is initiated with a system parameter:
RDF_MRT_CREDIBILITY_FACTOR_INIT which is corrected by another system parameter:
RDF_MRT_CREDIBILITY_FACTOR_COEFF if the local track is coasted. If the local track is
considered as coasting the number of consecutive coasting reports of the local track is taken into
account.
Speed criteria
For local tracks, which satisfy position criteria, the speed criteria are checked.
EUR-P-RFF-05
Comparisons are performed separately for each X-Y component of the speed vectors of the local track
and system track. Speeds are compared if at least one of them is greater than a basic system
parameter: RDF_MRT_SPEED_BASIS.
#
If, in the two X-Y axes, no speed component is greater than the basic value, then it is not possible to
use the speed criteria and the credibility factor is not modified.
The principle is that, for each axis X or Y, the ratio of the corresponding components of the system and
the local track must not exceed a maximum system parameter: RDF_MRT_ERROR_RATIO.
If X, Y speed components are within acceptable ranges, then a system parameter: RDF_MRT_SAT
ISFIED_SPEED_OFFSET is added to the credibility factor, otherwise a system parameter:
RDF_MRT_NOT_SATISFIED_SPEED_OFFSET is subtracted from the credibility factor, if the criteria
are not satisfied.
SSR code criteria
These codes may be discrete or non-discrete. Refer to 3.2.1.3.8.1, 3.2.1.3.8.2.1 and the document
referenced in [9] for a description of various SSR code types.
EUR-P-RFF-06
This criterion is applied only on tracks having a valid SSR code (code 0000 is considered valid). It is
also possible to have special codes (7500, 7600 and 7700). According to these possibilities, a
credibility factor (positive or negative) is added to the current credibility factor (system parameter:
RDF_MRT_SSR_CRITERIA_OFFSET_TABLE). If the criteria are not usable, the credibility factor is
not modified.
#
Altitude criteria
EUR-P-RFF-07
The corrected Mode C of the local track, if valid, is compared with the tracked altitude of the system
track (extrapolated at the common detection time as that of the local track). Th e difference between
these two altitudes must be less than a threshold (system parameter:
RDF_MRT_ALTITUDE_ALLOWED_DIFFERENCE) to have altitude compatibility.
Depending on the result of the comparison and quality of the mode C reply, (i.e. garbled or coasted),
the credibility factor could be:
– Increased if the difference is less than a system parameter, RDF_MRT_COMPATIBLE_ALT_OFF
SET), or
– Decreased if the difference is greater than a system parameter,
RDF_MRT_NOT_COMPATIBLE_ALT_OFF SET.
#
End of comparison
any step, the association has been rejected or when the credibility factor was equal to or less than
zero.
3.2.1.1.4.2.2.2 Association decision - System track creation
A local track can be associated to a system track if the credibility factor is greater than the association
credibility level (system parameter: RDF_MRT_CREDIBILITY_LEVEL).
When all system tracks of the selected cells have been examined, three cases are possible for local
track association:
– A local track can be associated with several system tracks, the association is carried out in the
following priority:
• With the system track having a matching discrete SSR code.
• With the system track giving the highest credibility factor.
With one system track (arbitrary choice).
•
– A local track can be associated with only one system track: the data of the local tracks are kept for
use in the updating process of the system track.
– A local track cannot be associated with any existing system track. Thus a new system track is
created with the parameters of this local track.
3.2.1.1.4.2.2.3 Overload Protection

Track Overload Protection
EUR-P-RFF-08
When the number of system tracks exceeds 80% of the overload threshold, pre-overload notification is
sent to the System Control and Monitoring function.
When the number of system tracks reaches the maximum number of system tracks that the system is
capable of processing and no new system track can be created, overload status is sent to the SCM
function.
The end of overload or pre-overload occurs when the number of system tracks is less than the
threshold of end of overload or pre-overload (respectively 90%/70% of the maximum number of
system tracks), and the corresponding normal status information is sent to the System Control and
Monitoring function.
#
3.2.1.1.4.2.3 System Track Update

The update of system tracks is an asynchronous cyclic process performed upon local track reception.
The principle is to compute the position of local tracks at a common time reference (update time), then
to compute the position of the system track as the barycentre of the local track positions.
3.2.1.1.4.2.3.1 Predefined System Track Update period

EUR-P-RFF-09
The update period of the whole radar mosaic is a predefined system parameter:
MRT_UPDATE_PERIOD.
#
The period is divided into S (=16) of sub-periods corresponding to horizontal strips of cells, each one
containing a number of mosaic rows of cells. At each sub-period, system tracks situated in one
horizontal strip of cells are updated.
The data of the local tracks are used to update the system tracks.
EUR-P-RFF-10
The system track is updated with local track information through weighting factor for kinematic part.
When only one local track is associated with the system track, the data of the system track is updated
using the local track data.
#
– Position: The X-Y components of the system track are defined as the barycentre of the X-Y
components of the associated local tracks, each one weighted with a weighting factor. To compute
the position, each local track is extrapolated with its speed vector to a common time.
• The weighting factor of each track is a function of:
Local track quality.
Range of the track from the radar.
Azimuth accuracy of the radar.
Time since the last detection of the local track.
– Speed vector - The X-Y components of the speed vector of the system track are calculated as the
barycentre of the X-Y components of speed vectors of any associated local tracks. The same
weighting factors, as defined for the position calculation, are used.
– Ground Speed - The ground speed (modulus speed) of the system track is calculated as the
barycentre of speed modules of the associated local tracks.
– Heading - The heading of the system track is directly computed from the X-Y components of the
calculated speed vector.
– SSR code - The SSR code of any associated local tracks is used according to the multi radar track
availability.
– Mode C - The Mode C information is taken from the associated local track that has the most recent
valid Mode C. If all local tracks have an invalid Mode C, then the Mode C of the system track is set
to invalid.
– Quality - The quality of the system track is calculated according to the weighting factors of the local
tracks.
– Detection status - The detection status of the system track is set as:
• Primary if all the associated local tracks are primary only.
• Secondary if all associated local tracks are secondary.
• Combined if at least one of the associated local tracks is combined, or at least one of the
associated local tracks is primary and at least one is secondary.
EUR-P-RFF-11
– SPI indication - The SPI indication shall be set if at least one of the associated local tracks has the
SPI indication set.
#
EUR-P-RFF-12
– Military-Emergency indications - The military emergency indication shall be set if at least one of
the associated local tracks has the military emergency indication set.
#
3.2.1.1.4.2.3.2 Coasting indication

EUR-P-RFF-13
The coasted indication shall be set for all system tracks associated with local tracks indicated as
coasting; i.e. each local radar track that has not been updated during the current broadcast update
cycle.
#
3.2.1.1.4.2.4 Radar Bias Estimation

Multi Radar processing requires radar bias correction in order to achieve maximum accuracy for
system track positions. To achieve this goal dynamic radar bias estimation is performed using live
data.
EUR-P-RETQC-01
The system shall be able to compute a relative error for each radar sensor based on local track
positions versus system track position. It shall then compute correction factors (Bias Range/Azimuth)
for each radar antenna.
For a given radar, a local track shall be eligible for automatic bias computation when the range position
is between 20 NM and 100 NM from the radar origin.
#
The radar bias value of each radar sensor displayed to the operator shall be able to be changed.
EUR-P-RETQC-02
The chosen value (computed or forced) shall be used by radar processing for the generation of the
system tracks.
#
EUR-P-RFF-14
Radar bias in range and azimuth are estimated using real time radar track information. If the estimated
biases are greater than system parameters: RDF_BIAS_RANGE_THRESHOLD and
RDF_BIAS_AZMT_THRESHOLD, alarm messages are generated and any estimated bias rejected.
#
For a given aircraft the difference between local tracks corresponding to a particular aircraft detected
by different radar, result from four factors:
– Noise in the radar detection and processing chain.
– Systematic bias.
– Co-ordinate convention approximation.
– Unmodified errors.
The estimated systematic bias affects the range and azimuth measurements of the radar. The aim is
to estimate the bias for each radar antenna, so that the overall distances between corresponding local
tracks are minimised.
The sum of the squared distances between corresponding local tracks is used. This sum is minimised
according to the "gradient method", which is a convergence method, using the partial derivatives of a
function in order to determine progressively its minimum.
The partial derivatives of the sum with respect to each radar bias (range and azimuth) are calculated
and supposed to be zero. The resolution of the relative system of equations provides radar bias
values.
3.2.1.1.4.3 System Track Altitude Tracking

The purpose of System Track Altitude Tracking is to accurately follow the real flight profile when
changing its flight level.
Flight Level Evolutions
Flight level 2
Rate of climb/descent
Flight level 1
Established
climb / descent
Level Evolution Stabilising Level
Drawing1
Figure 3 - Flight Level Evolution

EUR-P-ALT-01Z
Altitude tracking shall provide, for each system track, a tracked Mode C level, an attitude indicator
(level, climbing, descending or unknown), a climb/descent rate and an age indicator for this
information.
#
EUR-P-ALT-04Z
Altitude tracking shall be performed, for each system track, on receipt of valid Mode C information from
an associated local track.
#
EUR-P-ALT-02Z
The Mode C level of the associated local track shall be used by altitude tracking to obtain the tracked
Mode C level. The tracked Mode C level, after barometric correction shall give the tracked altitude.
#
EUR-P-ALT-05Z
The time difference between the current time of altitude tracking and the time of the last received valid
Mode C level is called the tracked Mode C level age factor. If this age factor exceeds a predefined
value (system parameter: RDF_ALT_AGE_THRESHOLD), then the tracked Mode C level is marked
as aged.
During altitude tracking initialisation, the attitude indicator is unknown and tracked mode C is flagged
as not valid.
#
3.2.1.1.4.3.1 Level Flight

EUR-P-ALT-06Z
An aircraft is considered to be in level flight, if its previous attitude indicator was level and if the last
received Mode C level is inside a noise window centred about the stabilising level. The dimension of
the window is a system parameter (RDF_ALT_NOISE_WINDOW) that takes into account possible
level fluctuations of the aircraft at its cruising level.
If an aircraft is in level flight, its attitude indicator is level, its climb and descent rate is zero and its
current tracked Mode C level is equal to the last received Mode C within the noise window. If the level
flight checks are not fulfilled, then checks for altitude deviation are performed.
#
3.2.1.1.4.3.2 Detection of level changes

EUR-P-ALT-07Z
An aircraft level change is detected by altitude tracking if the following conditions are met:
– The previous attitude indicator of the track was level.
– Either:
• The time difference between the last received Mode C altitude and the previous update time of
altitude tracking exceeds a certain value, (system parameter, RDF_ALT_TIME_DIFF), or
• The difference between the last received mode C altitude and the previous update value of
tracked mode C exceeds a certain value, (CSP parameter
RANGE_FOR_IMMEDIATE_EVOLUTION).
– The last received Mode C belongs to a window centred on the previous tracked Mode C level. The
dimension of this window is a system parameter (RDF_ALT_EVOLUTION_WINDOW) and depends
on the time interval between the last received Mode C level and the previous update time of altitude
tracking.
After the detection of a level change, the current tracked Mode C level takes the value of the last
received Mode C, the attitude indicator changes to climbing or descending and the climb and descent
rate is calculated as explained in paragraph 3.2.1.1.4.3.5.
If the checks for level changes are not fulfilled, the value output by the altitude tracking remains that
previously registered (altitude tracking outputs are not updated).
#
3.2.1.1.4.3.3 Established Climb and Descent

EUR-P-ALT-08Z
A track is considered to be climbing or descending if:

– Its previous attitude indicator was climbing or descending.
– Its last received Mode C level belongs to a window centred on the expected Mode C level of the
aircraft.
– No stabilising is detected.
During established climb and descent, received mode C data is only used for ROC/ROD calculation if
the time difference between the last received mode C data and the previous update time the
ROC/ROD exceeds a certain value (RDF_ALT_TIME_DIFF).
The expected Mode C level is the previous tracked Mode C level, extrapolated to the time of the last
received Mode C. The dimension of the window is a system parameter (RDF_ALT_ESTB_WINDOW).
In the case of established climb or descent and no detection of stabilising, the current tracked Mode C
level takes the value of the last received Mode C level. The attitude indicators are either climb or
descend and the climb or descent rate is calculated as explained in paragraph 3.2.1.1.4.3.5.
If the climb or descent checks are not fulfilled, the value output by the altitude tracking remains the
same as that previously registered (i.e. altitude tracking outputs are not updated).
#
3.2.1.1.4.3.4 Detection of Stabilisation

EUR-P-ALT-09Z
A track is considered by altitude tracking as stable, if its previous attitude indicator was not level and if
one of the following conditions is true:
– It's currently calculated climb or descend rate (see paragraph 3.2.1.1.4.3.5) falls below a pre-
defined level (system parameter: RDF_ALT_HIGH_RATE_THRESHOLD).
– Its received Mode C flight level remains within a certain range (system parameter:
RDF_ALT_STAB_RANGE) around the assumed stabilisation level for a certain time interval. This
time interval corresponds to the minimum time of stabilisation, i.e. the time needed, from the last
calculated climb or descend rate, to cover a certain level factor (system parameter:
RDF_ALT_STAB_FACTOR). This time cannot be lower than a CSP parameter,
LIMIT_TIME_FOR_S TABILISATION.
The assumed stabilisation level depends on the last received Mode C flight level. If the last received
Mode C is within a range, (RDF_ALT_STAB_RANGE), around a standard flight level, the stabilisation
level is the standard flight level otherwise it is the last received Mode C flight level.
Note: Standard flight levels are in multiples of 1000 ft for flight levels below FL290 and in multiples of 2000 ft for flight levels
FL290 and above.
After level flight is detected, the climb or descend rate is forced to zero, the altitude indicator is level
and the current tracked mode C level takes the value of the last received mode C.
A standard flight level for RVSM is:
– Increments of RDF_ALT_VERT_SEP_LOW for flight levels below
RDF_ALT_RVSM_VERTICAL_LIMIT (applies only to aircraft without RVSM capability).
– Increments of RDF_ALT_VERT_SEP_HIGH for flight levels RDF_ALT_RVSM_VERTICAL_LIMIT
and above (applies only to aircraft without RVSM capability).
– Increments of RDF_ALT_VERT_SEP_RVSM whatever the flight level for RVSM capable aircraft.
#
3.2.1.1.4.3.5 Climb and Descent Rate Computation

EUR-P-ALT-03Z
A smoothing process shall be used to calculate the rate of climb or descent.

#
This smoothing process is a Beta filter which calculates the current rate of climb or descent by taking
into account the previous rate of climb or descent, the current and the previous Mode C levels and the
time difference between the current and previous updates of the altitude tracking.
3.2.1.1.4.3.6 Altitude Tracking Data Provided to the System

EUR-P-ALT-10Z
The following data are available:

– The attitude indicator (in level, climbing, descending or unknown).
– The rate of climb or descent.
– The Mode C level and altitude.
– The time of the last update of the Mode C level and the altitude.
#
3.2.1.1.4.4 System Track Distribution

When a system track has been updated, the appropriate track information shall be stored. This track
store shall be used to display updated system tracks.
EUR-P-MRT-42Z
At the start and termination of an emergency (RCF, EMG and HIJ) an alert shall be printed out and/or
displayed to an adapted position. It includes callsign (if any), time, position and type of emergency.
#
3.2.1.1.4.5 Actual Time of Arrival Processing
3.2.1.1.4.5.1 Actual Time of Arrival Volumes

EUR-ATAV-01
These volumes are used in Actual Time of Arrival processing. The volume is defined as a cylinder,
with a centre (runway position), radius and maximum height for each runway defined. These volumes
are not displayed on any HMI positions.
#
3.2.1.1.4.5.2 Actual Time of Arrival (ATA) Automatic Processing

EUR-ATAP-01
The ATA of the flight plan shall be automatically updated after a system timeout parameter (VSP:
FPL_ATA_TIMEOUT), when an aircraft has entered an Actual Time of Arrival volume.
#
EUR-ATAP-02
If the aircraft is detected exiting the volume within the timeout period (FPL_ATA_TIMEOUT), the ATA
will not be updated and the timeout will be cancelled.
#
EUR-ATAP-03
The ATA will be updated with the reception time of the last received APR inside the Actual Time of
Arrival volume.
#
3.2.1.1.5 Radar Data Training Capabilities

Radar characteristics for each radar antenna are defined via the Data Preparation facilities. A detailed
description table, listing primary and secondary radar characteristics and coverage is defined.
EUR-N-RDTC-02
The following simulated radar data messages generated by the Air Traffic Generator shall be received
directly via the LAN instead of external lines:
– Radar plot messages.
– North marker messages.
– Radar weather data messages.
#
The level information received by the RFP/RDP Radar Data Function is limited to the Mode C level
(when available).
EUR-N-RDTC-03
In training mode, the RFP/RDP Radar Data Function shall manage only one QNH area named
"SIMU".
The QNH value and the Transition Level or Transition Altitude associated to this QNH area shall be
defined in the offline configuration file QNH_TA_AREAS.
An altitude shall be computed from the Mode C level, using the QNH value of the QNH area "SIMU".
This altitude is displayed on controller positions, depending on the Transition Level and Transition
Altitude, as described in section "Barometric Correction".
A Transition Level or Transition Altitude shall be computed, using the QNH value of the QNH area
"SIMU", as specified in section "Barometric Correction".
#
Note: In the training mode, there is no disabling of STCA recording available.
3.2.1.2 RADAR FALLBACK FUNCTION (RFF)
3.2.1.2.1 Definition
The purpose of the radar fallback function is to provide radar data processing in bypass mode in the
event the primary radar data processing has failed.
Incoming data from radar sensors can be Plots, Tracked Plots or Tracks. When the radar sensors
provide plots or tracked plots only, Tracks produced by mono radar tracking are called Local Tracks
(they refer to targets seen by each radar antenna). Alternatively, some radar sensors can to produce
Local Tracks themselves. Synthesised tracks are generated by the multi radar tracking from different
radar local tracks and are called System Tracks.
3.2.1.2.1.1 Multi Radar Mosaic Area

EUR-P-RFF-01Z
Within the projection plane, an area shall be defined in which radar detection is taken into account.
This area is a square, the centre of which is in a predefined position (system parameter:
RDF_MRT_CENTER_COORD). The area is divided into square cells, which constitute the Multi Radar
mosaic grid. Individual cell size is system a parameter (RDF_MRT_CELL_SIZE).
The size of the system area is a system capacity (RDF_SYST_AREA).
The maximum number of cells is a system capacity (RDF_MRT_MAX_CELLS).
For each cell, an off-line file stores information on all radar able to detect an aircraft, within a given cell
area with a priority given to each based on the expected quality of the radar detection. The radar
numbers with the corresponding priorities constitute the Off-line Radar Mosaic Table. The maximum
number of radar antenna, which can be off-line allocated to a cell, is a system capacity
(RDF_MRT_MAX_RADAR_MOSAIC_OFF).
#
3.2.1.2.1.2 Best radar's for MRT

EUR-P-RFF-02Z
Multi Radar tracking in each cell uses the best radar's of those defined in the Off-line Mosaic Table
(where at least system capacity RDF_MAX_RADA R_MOSAIC_ON radar's are available; Otherwise,
the best available radar's), taking into account only those radar's that are defined in the mosaic cell. A
list of radar sensors active per mosaic cell is dynamically determined on-line, and when a radar status
change occurs, thus constituting the On-line Radar Mosaic Table.
#
CELL
SYSTEM AREA CENTRE

CELL
Radar 7
SYSTEM Radar 2
AREA
Radar 5 Best
Radar 4 Detection
Radar 8 Assumption
Radar
RDF_MAX_RADAR
_MOSAIC OFF
OFF-LINE DEFINITION
MULTIRADAR MOSAIC GRID (DATA PREPARATION)
Figure 4 - Off-line Radar Mosaic Table
SYSTEM AREA CENTRE

CELL
Radar 7
Radar 2
Radar 5 Higher
Radar 4 Quality
Radar 8 Level
Radar
RDF_MAX_RADAR
_MOSAIC OFF
OFF-LINE DEFINITION
MULTIRADAR MOSAIC GRID (DATA PREPARATION)
RDF_MT_MAX_RADARS_MOSAIC_ON=3
RADAR 2 FAILURE
SYSTEM AREA CENTRE

CELL Radar 7
Radar 2
Radar 5
Higher
Radar 4 Quality
Radar 8 Level
Radar
RDF_MAX_RADAR
_MOSAIC OFF
MULTIRADAR MOSAIC GRID RADAR SELECTED
Figure 5 - On-line Radar Mosaic Table
3.2.1.2.2 Principles
A target entering a multi radar covered area, is seen by several radar's, each one building its own
track, the purpose of multi radar tracking is to synthesise data built on the basis of local radar detection
(local tracks), to display only one track per aircraft (system track).
The system associates local tracks representing the same aircraft.
Local tracks, which cannot be associated with any system tracks, create new system tracks.
Local tracks, which have been associated to an existing system track, are used to update the system
track.
Up to a maximum system capacity of RDF_MAX_LOC_TRACK number of local tracks are taken into
account in updating the system track.
EUR-P-RFFPR-02
The Radar Fallback Function performs the following functions:

• Radar data handling processes tracked plots, plots and weather data from the different
surveillance radar sensors connected to the system. Such RADAR may be Long range or
approach radar. They may deliver primary, secondary or combined data. The radar input is
monitored in order to detect the quality of received radar data.
• Mono radar tracking processes plots and tracked plots, in order to create and maintain local
tracks corresponding to real aircraft for radar providing position data that is not smoothed.
• Multi Radar tracking processes local tracks, in order to create and maintain multi radar tracks
corresponding to real aircraft. It also estimates radar biases for range and azimuth
measurement.
• Track and weather data distribution performs the multi radar track distribution and weather data
processing.
#
3.2.1.2.3 RFS Input Processing
3.2.1.2.3.1 Data Sources

For the following description the term "plot" refers to either a plot or tracked plot message.
3.2.1.2.3.2 RFF Data types Handled

EUR-P-RFFPR-01Z
The Radar Handling function processes:

• Plot messages (primary, secondary, combined and test plots).
• Tracked plot messages (tracked plot category, primary, secondary and combined). For this
message category, the function processes tracked plot update messages only. Other messages
such as cancellation messages, extrapolation messages are filtered out. The decision for multi-
radar track cancellation or multi radar track extrapolation is taken at the multi-radar level and not
at a mono-radar level, in order to take full advantage of the radar cover redundancy.
• North signal messages (if any).
• End of sector messages (if any).
• Test Target messages (if any).
• Weather data messages. These messages concern the intensity of precipitation in several areas
of the controlled air space. Only intensities 1 and 2 of the ASTERIX message are processed.
The weather data messages are used to update the weather database of the corresponding
radar for display purposes. Weather data message is a composite message which contains:
– Number of vectors for each intensity level
– Station number
– Co-ordinates of each vector (origin co-ordinates and end co-ordinates)
#
3.2.1.2.3.3 RFF Data Formats Handled

The Radar Data Format function shall be able to process the following formats:
EUR-N-RFFPR-21
– Sensors using aircat500 data format.
– ASTERIX format as defined in the ASTERIX ICD.

– ALENIA sensors using ASTERIX data format as defined in ICD (TBD).
– Radar data format MPI and MPII as defined in ICD (TBD).
– STAR 2000 sensors using ASTERIX data format as defined in ICD.
– European ASTERIX category 01 (plots and tracked plots).
– European ASTERIX category 02 (radar service messages).
– European ASTERIX category 08 (mono-radar weather data).
– Aircat 500 (plots and tracked plots).
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3.2.1.2.3.4 RFF Incoming Data Error Filtering

EUR-P-RFFPR-03Z
The data coming from the radar and operator commands (concerning radar) are handled and analysed
in order to filter out errors or to protect the next process from missing data. (E.g. for ASTERIX
standard, unknown SIC-SAC address, missing north message, missing end of sectors, missing
mandatory ASTERIX item, inconsistent time stamping of the received plots or North marker or end of
sector marker).
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3.2.1.2.3.5 RFF Errors Reported To SCM

EUR-P-RFFPR-04Z
Errors are reported to the System Control and Monitoring function, which changes the radar status
from ON to OFF until an error situation, is corrected. As long as the radar status is OFF due to de-
selection of the radar, the input function checks the radar data for correctness but does not provide
them to other functions.
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3.2.1.2.3.6 RFF Radar Status Management

EUR-P-RFFPR-05Z
The Radar Status shall be set to OFF when too many North marker messages are missed or rejected.
It shall be turned to DETACHED when a manual detach command is entered from the System Control
and Monitoring System. It shall be turned to OFF when a manual attach command is entered from the
System Control and Monitoring System. The radar status shall change from OFF to ON when no
errors are detected any more or when manually commanded (before the radar status is set to ON, two
correct and consecutive North markers must be received).
#
The radar status delivered by the RFF is:
• Unknown: Initial radar status and up to the first data reception.
• Operational (or ON): The radar is connected and the received data is considered as correct by
the radar handling processing.
• Failed (or OFF): The radar is connected but the received data is not considered as correct by
the radar handling processing.
• Detached: Due to a supervisor action. Data are no longer received by the RFF.
3.2.1.2.3.7 RFF Radar Period Assessment

EUR-P-RFFPR-06Z
This function assesses the scanning rate of each radar antenna in order to detect anomalies as
rotation errors. It uses the north message (or similar message such as end of sector 0) to estimate an
average period for each. This average period is used to estimate the date of the next expected north
marker in order to check that it is received as expected and to check that its timing is consistent
(system parameter: OFL_RADAR_PERIODS_ALLOWED_BOUNDS_PERCENTAGE).
#
3.2.1.2.3.8 RFF Data Counting

EUR-P-RFFPR-07
The Data Counting function assesses the following general statistics:

– Total number of received messages (plots, tracked plots, north, status, etc.) per radar.
– Total number of rejected messages per radar.
– Number of plots per category (primary, secondary or combined) per radar that are delivered to the
mono-radar tracking function.
– Counting is performed on plots (PSR, SSR, Combined) of radar data.
– Counting is performed for each radar antenna and per antenna revolution period. Mean values of
the counters are calculated periodically for predefined time intervals, expressed as a certain
number of antenna rotation periods (system parameter: COUNT_ROT_NR).
– The calculated mean values for each radar antenna must be lower than predefined upper limits
(system parameters: COUNT_PLOT_MAX, COUNT_TRACK_MAX). If the corresponding value for
a radar antenna is greater than the predefined limit, an alert is generated to the System Control and
Monitoring Function, in order to declare the radar as failed.
– Target error detection, target errors are detected at several processing steps:
• When errors are detected on transmission lines, lines are declared as failed (see EUR-P-
RDHPRE -10 and EUR-P-RDHPRE-11).
• When North marker messages (north or end of sector when provided) are missing, the radar is
declared as failed.
• When too many message have invalid mode 3A. Counting of plots and target errors is
determined as follows:
– If a batch, ‘m’ of received targets containing invalid mode 3A codes is greater than the
limit ratio (system parameter: PLOT_CODE_MAX), an alert is generated to the System
Control Monitoring function, in order that the operator can declare the radar as failed.
(Where ‘m’ is a predefined value, either PLOT_SAMPLE).
#
3.2.1.2.3.9 RFF Overload Processing

EUR-P-RFFPR-08Z
This function detects plot overload (e.g. maximum number of plots per radar and per antenna
revolution and maximum number of plots per radar and per sector) in order to filter out plots in excess.
#
3.2.1.2.3.10 RFF Track Management: Primary Tests Targets

EUR-P-RFFPR-09Z
Monitoring is performed for the primary test targets of the radar in which the test target indicator is set
(system parameter: TPLOT_PSR_PRESENCE).
The primary test targets are compared against pre-defined positions for each radar sensor (system
parameter per radar: TPLOT_PSR_POS) by using a window in distance and azimuth (system
parameters per radar: TPLOT_DRHO, TPLOT_DTETA), centred on the test target position.
If a primary test target is inside the window, the data is used by the tracking function to generate a
specific test track and the occurrence rate of the primary test targets for the corresponding radar is
incremented.
The occurrence rate is checked periodically for each radar antenna, (system parameter per radar:
TPLOT_PSR_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar:
TPLOT_PSR_OCCUR_MIN, TPLOT_PSR_OCCUR_MAX) an alert is generated, which may be

#
3.2.1.2.3.11 RFF Track management: Secondary Tests Targets

EUR-P-RFFPR-10Z
Monitoring is performed for the secondary targets of the radar in which the test target indicator is set
(system parameter: TPLOT_SSR_PRESENCE).
• The SSR code of the secondary test target is compared to a pre-defined SSR code (system
parameter per radar: TPLOT_SSR_CODE).
• The position of the secondary test target is compared to a pre-defined test plot position (system
parameter per radar: TPLOT_SSR_POS) using a window in distance and azimuth as in EUR-P-
RFFPR-09Z.
If the first criteria is verified and the second criteria is not, the secondary test plot is used by the
tracking function to generate a specific test track and an alert is generated, which may be displayed at
the dedicated technical position.
If the two criteria are verified, the secondary test plot is used by the tracking function to generate a
specific test track and the corresponding occurrence rate is incremented.
TPLOT_SSR_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar:
TPLOT_SSR_OCCUR_MIN, TPLOT_SSR_OCCUR_MAX) an alert is generated, which may be
For each radar antenna, one PSR and SSR test target can be defined by its position.
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3.2.1.2.3.12 RFF Track Management: Permanent Primary Targets

EUR-P-RFFPR-11Z
Monitoring is performed for the permanent primary targets of the radar in which the indicator is set
(PSR_PERM_PRESENCE).
For each radar antenna, a permanent primary target is defined by its position (system parameter:
PSR_PERM_POS).
If a plot is received inside a window (system parameters: PSR_PERM_DRHO, PSR_PERM_DTETA)
around the predefined position of the permanent target, this plot is used by the tracking function to
generate a specific test track and the corresponding occurrence rate is incremented.
TPLOT_PERM_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar:
TPLOT_PERM_OCCUR_MIN, TPLOT_PERM_OCCUR_MAX) an alert is generated, which may be
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3.2.1.2.3.13 RFF Track Management: Fixed Beacon Used by Each Radar Antenna
EUR-P-RFFPR-12Z
Monitoring is performed for beacon targets of the radar in which the indicator is set (system parameter:
BEACON_PRESENCE).
For each radar antenna, one fixed beacon is defined by its SSR mode and 3/A code indicating position
information about the beacon, (system parameters per radar: BEACON_SSR_CODE,
BEACON_SSR_POS). Monitoring is performed per radar to the fixed beacons.
• The SSR code of the fixed beacon is compared to a predefined SSR code (system parameter
per radar: BEA CON_SSR_CODE).
• The position of the fixed beacon is compared to a predefined fixed beacon position (system
parameter per radar: BEA CON_SSR_POS) using a window in distance and azimuth as in
EUR-P-RFFPR-09Z.
If the first criteria are verified and the second not, the fixed beacon is used by the tracking function to
generate a specific test track and an alert is generated, which may be displayed at the dedicated
technical position.
If both criteria are verified, the fixed beacon is used by the tracking function to generate a specific test
track and the corresponding occurrence rate is incremented.
BEACON_OCCUR_PERIOD). If it is outside predefined limits (system parameters per radar:
BEACON_OCCUR_MIN, BEACON_OCCUR_MAX) an alert is generated, which may be displayed at
the dedicated technical position.
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3.2.1.2.3.14 RFF Plot Filtering

EUR-P-RFFPR-14Z
Plots are rejected when they are outside of radar detection cover (maximum range). It is possible to
mark the plots according to their geographical location in order to:
• Avoid track initiation: The plot belongs to a NAI area (Non Automatic Initiation area). The NAI
area can be a part of RADAR cover or all the radar coverage. This last case allows the user to
deactivate automatic initiation for a given radar sensor. NAI areas are defined per radar in polar
co-ordinates for the radar. For plots belonging to the NAI areas, a NAI flag is set. The NAI plot is
used to update confirmed tracks but is not used to initiate tracks. There is a system capacity:
MAX_NB_NAI for the max number of NAI areas to be spread over the different radar antennas.
• Avoid tracking: The plot belongs to a blanking area. Note these kinds of plots are used in order
to estimate the clutter density. Blanking areas are defined per radar in polar co-ordinates for the
radar. For the plot belonging to blanking areas, a blanking flag is set. The plot will be used to
estimate the clutter density map of the radar but not used to update and initiate tracks. There is
a system capacity: MAX_NB_BLANKING_AREA for the max number of blanking areas to be
spread over the different radar antennas.
All plot data, which has not been filtered in respect with the previous criteria, are used to create and
maintain the mono-radar tracks.
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3.2.1.2.3.15 RFF Use Of Blanking Areas Defined Off-line

EUR-P-RFFPR-15Z
For each radar sensor, a set of blanking areas is defined off-line and is always used for that sensor.
Plots falling inside the blanking areas are ignored for tracking purposes.
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3.2.1.2.3.16 RFF Plot Dating

EUR-P-RFFPR-16Z
When a radar sensor does not deliver time-stamped plots, tracked plots or tracks, the plots, tracked
plots or tracks shall be time-stamped by the EUROCAT-X system using either:
– Extrapolation from radar sensor generated timing data messages (e.g. for the ASTERIX standard,
the category 02 messages generally provide the system with universal time, at each end of sector
and north messages).
– The EUROCAT-X internal system time.
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3.2.1.2.3.17 RFF Radar Plot Sector Transmission

EUR-P-RFFPR-17Z
– Plot arrangement: The radar cover of each integrated radar sensor is divided into plot sectors (16
sectors). The radar plot sector is the data unit processed by the multi radar tracking function. Each
plot is arranged into a plot sector according to its azimuth.
– Radar plots sector transmission: The plot in a sector is transmitted as soon as possible in order
to guarantee a minimum delay between plot reception and multi radar track update while respecting
the integrity of the system, (e.g. all plots that could update a track have been transmitted). The plot
sector transmission of radar is decided on:
• Reception from the radar sensor of the end of sector message of one of the next sectors.
• Reception of a plot belonging to several sectors after the current one.
• Dummy radar rotation allowing following of the true radar rotation in case of lack of plots or end
sectors.
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3.2.1.2.3.18 RFF Operator Orders Management

EUR-P-RFFPR-18Z
This function processes operator commands. Controls are performed at the semantic level as well as
at the functional level in order to accept or reject the order. The commands cover radar sensor
integration (radar attached/detached).
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3.2.1.2.3.19 RFF Radar Connection

EUR-P-RFFPR-19Z
Dedicated lines connect the radar sensors integrated to the radar function of the system. The system
is able to manage dual connections. When the radar function is connected to a radar data is only used
from one line. When detecting communication problems or low quality data, the system automatically
manages the selection of the data source.
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3.2.1.2.4 Mono-radar Tracking Function
3.2.1.2.4.1 Introduction
Mono-radar tracking creates and maintains tracks for the targets detected by RADAR, from one
antenna revolution to the next. It applies to plots received from the sensors.
The mono-radar tracking function is subdivided into three parts:
• Plots reception.
• Tracking.
• Co-ordinate conversions.
3.2.1.2.4.2 Track Reception

Tracks received from radar sensors are decoded and transformed into an internal format and then
forwarded to the co-ordinate conversion function.
3.2.1.2.4.3 Plot Reception

The mono radar tracking process is cadenced by the arrival of plot sectors. Likewise, the radar space
is also divided into track sectors. The radar coverage comprises 16 track sectors with angular size of
22.5°. These track sectors are numbered from 0 to 15 and shifted by 11.5° anti-clockwise relative to
the plot sectors. Track sector 0 has a mean azimuth oriented towards the North.
3.2.1.2.4.4 Tracking
The tracking for existing local tracks is broken down into separate functions:
• Plot-Track correlation.
• Track maintenance.
3.2.1.2.4.4.1 Plot-Track Correlation

The purpose of the correlation is to allocate one plot to each track and requires the following steps:
• Pre-correlation.
• Correlation.
• Association.
3.2.1.2.4.4.1.1 Pre-correlation Function
As soon as possible and using simple criteria, any plots that do not correspond to selected tracks can
be discarded. At the end of the pre-correlation function, each selected mono-radar track is associated
with a set of pre-correlated plots. This set can be empty if no plots are pre-correlated.
The pre-selecting criteria are based on kinematics and type or SSR codes compatibility. They take into
account:
• Type compatibility: Test or real environment.
• Geographical criteria: For each selected track, a geographical gate is opened to pre-correlated
plots. This gate takes into account radar sensor errors (measurement and bias accuracy), mono
radar track accuracy (multi radar track position and speed accuracy) and the maximum target
manoeuvring capabilities between its update and its possible new detection by the radar sensor.
The maximum speed and the maximum longitudinal acceleration of targets are taken into
account.
3.2.1.2.4.4.1.2 Correlation Function

This function is used to reject pre-correlated plots, which cannot be used to update a track.
For each possible plot-track pair (e.g. the pair is composed of the mono radar track and one of its pre-
selected plots), a likelihood value is computed. This value assesses the probability that the plot
corresponds to the track. This statistical approach is based on the Bayesian and Kalman filter theories.
The likelihood function value also takes into account, the SSR compatibility, the altitude compatibility
and other criteria depending on plot attributes (like radial speed, plot quality if estimated by the local
radar processing, local track number for tracked plot).
When the likelihood value of each available plot-track pair has been computed, the function only keeps
the N (=3) most valued plots for each track. Similarly, the function keeps the N (=3) most valued track
for each plot.
At the end of the correlation, a maximum of 3 plots per pre-selected mono radar track and a maximum
of 3 tracks per pre-selected plot are retained for further operations.
3.2.1.2.4.4.1.3 Association Function

EUR-P-RFFLT-01Z
The association function associates for each local track its corresponding plot. Based on the results of
the correlation function, the association function solves the potential correlation conflicts. (E.g. one plot
for several tracks or one track for several plots) and finally associates with at most one plot for a mono
radar track and at most one mono radar track for a plot.
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3.2.1.2.4.4.2 Track Maintenance

The track maintenance function groups:
• Track update.
• Track initialisation.
• Track Creation Inhibition
• Track management.
3.2.1.2.4.4.2.1 Track Update

EUR-P-RFFLT-02Z
Based on the results of the association function, the track update function updates the mono radar
tracks with the data provided by their associated plots.
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The update processing is based on:
• An auto-adaptive Kalman filter that updates the kinematics of the local track in the radar slant
reference system (Xr and Yr).
• A tabulated (a, b) filter that updates the altitude information with the received mode C
information.
Before a local track update, the filter adjusts (so-called auto-adaptive) its model (constant speed and
heading) to the real behaviour of the aircraft. For this purpose, a statistical normalised distance is
computed between the plot and the track position predicted at the detection time of the plot. With this
distance the filter continuously adapts its characteristics to accurately follow the aircraft, even during
manoeuvre phases.
If the distance is higher than a statistical threshold (based a constant speed extrapolation filter model):
• The local track is either manoeuvring.
• Or there is a lack of detection and the associated plot is a false.
To manage these two assumptions, Multi Hypotheses Tracking (MHT) is used. Two associated local
tracks are created, each one corresponding to one hypothesis.
Both track hypotheses are maintained until the mono radar tracking function is able to decide on which
is the right one. The decision rule is based on the number of plots updating each component, the type
of plots and information about clutter density around the plot.
Nevertheless during the undecided phase, only one component (the most likely) is delivered to the
system.
3.2.1.2.4.4.2.2 Track Initialisation

Track initiation creates and confirms new local tracks.
All plots not used to update a confirmed local track are processed by the initialisation function in order
to create or maintain a local track under initialisation.
The initialisation process is based on the same algorithms as those used to maintain confirmed tracks,
(pre-correlation, correlation, association and track update). Moreover, a likelihood ratio is computed for
each local track under initialisation. This ratio is updated at each track update. It represents the
probability that the new local corresponds to a real aircraft with regard to the probability that it is a false
track.
The probability for a clutter track is computed for primary radar according to the result of the clutter
map. The probability that the track corresponds to a real aircraft is based on the Bayesian approach.
Moreover, it takes into account SSR codes; plot confidence indicator (if available) and local track
number, if available.
A decision test based on the Bayesian approach is performed in order to decide statistically whether
the mono radar track must be confirmed or dropped. Moreover, logical tests for reflection and split
cases are performed.
A track is identified as a reflection if it is a pure secondary local track and if a confirmed track with the
same SSR code exists at the same time.
RFF Track Creation Inhibition
EUR-P-RFFILT-03Z
In order to prevent the tracker from CPU overload, an overload test is performed. Track creation is
inhibited when the maximum number of mono radar tracks is reached.
#
Once initiated, a local track is automatically processed and maintained, using all plots available from
the radar that creates it.
3.2.1.2.4.4.2.3 Track Management

RFF Track/SSR codes association
EUR-P-RFFILT-05Z
This function processes SSR codes associated with local tracks.

#
Associated to a plot or a tracked plot (secondary and combined types), it is possible to have several
kinds of SSR code:
• Code belonging to mode 3/A.
• Code belonging to mode C.
• SPI code.
• Special codes that are a sub-category of the code 3/A.
Note: The following explanation makes the assumption that the code is valid.
In order to avoid wrong code changes in Mode 3/A due to an occasional corrupted code, a transition
code is used when the code of the plot is different from the code of the track.
A code change becomes effective after two occurrences of the new code. The validity and garbling
indicator of the code are taken into account to decide upon the effective code change.
RFF Mode C plot and altitude track
EUR-P-RFFILT-06Z
For mode C, the code of the plot is used to update the altitude filter of the track. The validity of this
information is also managed according to the time of the plot mode C.
#
For SPI, emergency, hijack, and communication failures, the code of the plot is immediately
associated to the local track. As for the other codes, a validity of the information is associated
according to the time of the plot code.
RFF Track Quality
EUR-P-RFFLT-07Z
This function estimates the operational quality of each local track, taking into account the quality of
detection.
#
For each local track, a Track Quality (TQ) is computed. This value is an integer between 0 and 7. It
takes into account the detection or lack of detection leading to an update of the mono radar track. In
the case of detection, the TQ is increased up to 7. In case of lack of updates, the TQ is decreased to
0.
RFF Track Cancellation
EUR-P-RFFLT-08Z
This function deletes local tracks that do not to correspond to real aircraft or which are no longer
detected by the coverage.
A track cancellation is decided using several criteria:
• Its TQ becomes lower than a system parameter: TRK_CNL_QLT.
• Its speed becomes lower that a minimum speed system parameter: TRK_CNL_MIN_SPD or
higher than a maximum speed system parameter: TRK_CNL_MAX_SPD.
• Its acceleration is higher than a maximum acceleration system parameter:
TRK_CNL_MAX_ACC.
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RFF Clutter Mapping Function
EUR-P-RFFLT-09Z
The function estimates for each primary radar sensor, clutter-density maps.
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As described previously, radar cover is divided into plot sectors. Moreover, the radar cover is also
divided into rings. The intersections between the rings and plot sectors provide polar cells (azimuth
area per range area). The clutter map function estimates for each cell of primary radar cover the
density of false plots.
A plot count is performed using all plots used by the initiation function, (e.g. the plots, which have not
been used to update a confirmed local track). This plot count is smoothed over several antenna
revolutions.
This clutter map is used by the track initiation function and by the Multi hypothesis tracking function.
3.2.1.2.4.5 Co-ordinate Conversion
3.2.1.2.4.5.1 RFF Co-ordinate Conversion

EUR-P-RFFLT-10Z
The co-ordinate conversion function shall convert the local track position from local radar reference to
stereographic system reference, taking into account radar bias correction. The stereographic
calculation shall be made using at least a second order approximation and an exact representation of
the earth ellipsoid using a sphere tangential to the ellipse at the system centre.
#
In case of spherical co-ordinates (azimuth and range) the position information is converted into the
radar slant reference.
The following co-ordinate conversions are then performed:
– Projected conversion:
• Through the projected conversion, the slant range co-ordinates shall be converted into local
radar Cartesian co-ordinates using altitude.
• The altitude of the local track used by the projected conversion shall be determined as follow:
– If the target has a valid Mode C, its value is used for Mode C barometric correction. This
will provide the altitude of the local track.
– Otherwise, if the calculated altitude from the altitude tracking is available and not aged
beyond a system parameter: (RDF_MRT_AGED_ALTITUDE), then the altitude shall be
used.
– In all other cases, a default altitude shall be computed and used taking into account the
speed of the local track.
• The local Cartesian co-ordinates of the aircraft onto the radar plane are then calculated
according to the radar slant co-ordinates and altitude.
– Local radar to system stereographic co-ordinates conversion:
• This is the conversion of the local co-ordinates into system stereographic co-ordinates (with
respect to the plane tangential to the earth's surface at the site of the multi-radar tracking area
centre). The conversion is performed taking into account the co-ordinates of the radar and the
North convergence angle between the radar and the system centre.
• System stereographic co-ordinates are the final local track co-ordinates, which will be used by
the multi radar tracking processing.
– Radar bias correction:

• The radar biases are taken into account. Local track position is corrected in azimuth and range
according to the bias of the radar.
– Magnetic north correction:
• The position of local radar tracks must be known in geographical north aligned grid. If a radar
antenna is magnetic north aligned, the first correction to be made is a rotation according to the
magnetic variation of the radar. This correction applies only to the azimuth of the local track,
which has not been modified through stereographic projection.
3.2.1.2.5 Multi Radar Tracking Processing

Multi Radar processing is divided into two separate groups of functions:
– Local radar track processing and association with system tracks, or creation of new system tracks.
These functions are performed synchronously with the radar antenna revolution period.
– Association checking and updating of system tracks activated periodically and asynchronously to
the radar revolution period.
Multi Radar tracking performs:
– Mosaic Filtering:
• Local tracks are filtered based on geographical and mosaic criteria.
•The co-ordinates of the local tracks as provided previously (see Paragraph Local Tracks Co-
ordinates Conversion) are used if the quality factor of the conversion has been determined as
normal (without default altitude). These validated local track co-ordinates have been provided in
a common system co-ordinate, (system stereographic co-ordinates). If the quality factor has not
been determined as normal, the co-ordinate conversion of local tracks has been made with
default altitude; co-ordinates are computed again by using the altitude of the already associated
system track.
– Local to system track association:
• The association is based upon:
– Position criteria.
– Speed criteria.
– SSR code criteria
– Altitude criteria.
•Local tracks, which have been associated to the system track, are used to update the system
track data.
– New system track creation.
• Local tracks, which have not been associated with any system track in the previous step, are
used to create new system tracks.
– Association consistency checking.
• This check is made to provide additional safety for existing local to system track associations,
and consists of comparing local tracks associated with the same system track.
– System track update.
•This is a periodic process, which is asynchronous from the reception of radar data (not
dependent on the radar revolution periods). Different weighting are given to local tracks
associated with a system track according to credibility factors. X-Y co-ordinates of the position
and speed vector of system tracks are calculated as the barycentre of the associated local track
position and speed vector, taking into account the previous weighting.
– System track distribution to other functions.
• After update processing, system tracks are transmitted to the MMI function for display and are
used by Safety Nets and Monitoring Aids Functions.
3.2.1.2.5.1 Mosaic Filtering

This processing is split into several parts:
• Geographical and coarse mosaic filtering.
• If necessary, re-computation of co-ordinates conversion.

• Fine mosaic filtering.
3.2.1.2.5.1.1 Geographical and Coarse Mosaic Filtering

Simplified co-ordinate conversion is performed on received local tracks. This conversion is a
translation from the local radar co-ordinates plane to the system plane. To eliminate unwanted tracks
before they are submitted for more complex calculations, geographical filtering eliminates local tracks,
located outside the multi-radar mosaic grid.
The number of the cell where the track is located is determined with the converted X-Y co-ordinates of
the local track. For each cell of the radar mosaic, only tracks received from the selected radar are kept
or eliminated. The mosaic data uses coarse mosaic filtering to decide if the local track will be kept or
eliminated.
If a local track has not been eliminated after geographical and mosaic filtering, additional processing is
carried out for accurate conversions.
3.2.1.2.5.1.2 Co-ordinate Conversion Checking and Fine Mosaic Filtering

– Co-ordinate conversion checking.
• In case the Mode C is not consistent, the altitude of the system track is used for the co-ordinate
conversion of the local track, which is performed again.
– Fine mosaic filtering.
EUR-P-RFF-03Z
• By using the final system stereographic co-ordinates the final cell number of the local track is
determined. The radar antenna permitted in this cell is determined according to the On-line
Mosaic Table. If the local track does not correspond to one of these radar sources, it is
eliminated.
#
3.2.1.2.5.2 Local to System Track Association and New System Track Creation
3.2.1.2.5.2.1 Association check

For each received local track, the system checks if it is already associated with an existing system
track. If it is, the local track data will be used to update the corresponding system track data and no
further processing is performed.
If the local track has never been associated to a system track, the system tries to associate this local
track with an existing system track that is most likely to represent the same aircraft.
The association is based on the following criteria:
• Position criteria: Each local track is located within a window centred on the system track
position.
• Speed criteria: The difference in speed between a local track and the corresponding system
track is smaller than a system parameter.
• SSR code criteria: SSR codes of the local track and the corresponding system track are used
to confirm/reject the association.
• Altitude criteria: The difference of altitude between two local tracks is smaller than a system
parameter.
Depending on whether these different criteria are met or not, a credibility factor is calculated. The level
of the credibility factor depends on the number of the applied criteria, as they are different for primary
and SSR tracks.
This credibility factor is taken into account when deciding on the association of the local track to the
system track, or to decide which association must be kept when multiple local track associations are
possible.
Values for the criteria and the credibility factor levels are system parameters.
The association is based on the fact that a system track can be associated with a maximum of one
local track from the same source radar.
any step, the association has been rejected or when the credibility factor lower than zero.
3.2.1.2.5.2.1.1 Position criteria
The incoming local track is compared with the system tracks of the mosaic cell where it is located and
the system tracks of the adjacent cells according to the location of the local track in the cell.
System tracks located outside the selected adjacent cells cannot satisfy the position criteria that is
mandatory to allow an association.
To perform this comparison, it is necessary to calculate the position of the tracks at a common time.
Local track and system track positions are extrapolated to the common time using their speed vectors.
Position criteria
EUR-P-RFF-04Z
To satisfy the position criteria, the extrapolated position of the local track must be located in a square
window (association window) centred on the extrapolated position of the system track.
The dimension of the window depends on the distance of the local track from the radar head and on
the type of the local track (primary, combined tracks and SSR only tracks). A set of system parameters
is defined off-line (RDF_MRT_POSITION_WINDOW_SIZE).
#
Position criteria must be fulfilled to allow local to system track association at this level. If these criteria
are not satisfied, comparisons with this system track are stopped and scanning is continued.
If the position criteria is satisfied, then a credibility factor is initiated with a system parameter:
RDF_MRT_CREDIBILITY_FACTOR_INIT which is corrected by another system parameter:
RDF_MRT_CREDIBILITY_FACTOR_COEFF if the local track is coasted. If coasting, the number of
consecutive coasting indications of the local track is taken into account.
System area
X
X X
X
window
X X
X X
X System track
X X
X X
X
Associated system tracks
X X X
X X X
X X
X Local track
System track
Figure 6 - Local Track To System Track Association = Position criteria In RFS
3.2.1.2.5.2.1.2 Speed criteria
For local tracks, which satisfy position criteria, the speed criteria are checked.
EUR-P-RFF-05Z
Comparisons are performed separately for each X-Y component of the speed vectors of the local track
and system track. Speeds are compared if at least one of them is greater than a basic system
parameter: RDF_MRT_SPEED_BASIS.
#
If, in the two X-Y axes, no speed component is greater than the basic value, then it is not possible to
use the speed criteria and the credibility factor is not modified.
The principle is that, for each axis X or Y, the ratio of the corresponding components of the system and
the local track must not exceed a maximum system parameter: RDF_MRT_ERROR_RATIO.
If X, Y speed components are within acceptable ranges, then a system parameter: RDF_MRT_SAT
ISFIED_SPEED_OFFSET is added to the credibility factor, otherwise a system parameter:
RDF_MRT_NOT_SATISFIED_SPEED_OFFSET is subtracted from the credibility factor, if the criteria
are not satisfied.
3.2.1.2.5.2.1.3 SSR code criteria
These codes may be discrete or non-discrete. A non-discrete code is a 2-digit code: XX00. All other
codes are discrete.
EUR-P-RFF-06Z
This criterion is applied only on tracks having a valid SSR code (code 0000 is considered valid). It is
also possible to have special codes (7500, 7600 and 7700). According to these possibilities, a
credibility factor (positive or negative) is added to the current credibility factor (system parameter:
RDF_MRT_SSR_CRITERIA_OFFSET_TABLE). If the criteria are not usable, the credibility factor is
not modified.
#
3.2.1.2.5.2.1.4 Altitude criteria

EUR-P-RFF-07Z
For these criteria, the corrected Mode C of the local track, if valid, is compared with the tracked altitude
of the system track (extrapolated at the common detection time as that of the local track). The
difference between these two altitudes must be less than a threshold (system parameter:
RDF_MRT_ALTITUDE_ALLOWED_DIFFERENCE) to have altitude compatibility.
Depending on the result of the comparison and quality of the mode C reply, (i.e. garbled or coasted),
the credibility factor could be:
– Increased if the difference is less than a system parameter, RDF_MRT_COMPATIBLE_ALT_OFF
SET), or
– Decreased if the difference is greater than a system parameter,
RDF_MRT_NOT_COMPATIBLE_ALT_OFF SET.
#
3.2.1.2.5.2.1.5 End of comparison
any step, the association has been rejected or when the credibility factor was equal to or less than
zero.
3.2.1.2.5.2.2 Association decision - System track creation

A local track can be associated to a system track if the credibility factor is greater than the association
credibility level (system parameter: RDF_MRT_CREDIBILITY_LEVEL).
When all system tracks of the selected cells have been examined, three cases are possible for local
track association:
– A local track can be associated with several system tracks, the association is carried out using the
following priority:
• With the system track having a matching discrete SSR code.
• With the system track giving the highest credibility factor.
With one system track (arbitrary choice).
•
– A local track can be associated with only one system track: the data of the local tracks are kept for
use in updating process of the system track.
– A local track cannot be associated with any existing system track. Thus a new system track is
created with the parameters of this local track.
3.2.1.2.5.2.3 Overload Protection
3.2.1.2.5.2.3.1 Track Overload Protection

EUR-P-RFF-08Z
When the number of system tracks reaches the maximum number of system tracks that the system is
capable of processing then no new system tracks are created. An overload status is sent to the SCM
function.
When the number of system tracks exceeds 80% of the overload threshold a pre-overload status
message is sent to the System Control and Monitoring function.
The end of overload or pre-overload occurs when the number of system tracks is less than the
threshold of the overload or pre-overload (respectively 90%/70% of the maximum number of system
tracks). Corresponding normal status information is sent to the System Control and Monitoring
function.
#
3.2.1.2.5.3 System Track Update

The update of system tracks is a periodic process performed in an asynchronous manner relative to
local track reception. The principle is to compute the position of local tracks at a common time
reference (update time), and then to compute the position of the system track as the barycentre of the
local track positions.
3.2.1.2.5.3.1 Predefined System Track Update period

EUR-P-RFF-09Z
The update period of the whole radar mosaic is a pre-defined system parameter:
MRT_UPDATE_PERIOD.
#
The period is divided into S (=16) of sub-periods corresponding to horizontal strips of cells, each one
containing a number of mosaic rows of cells. At each sub-period, system tracks situated in one
horizontal strip of cells are updated.
The data of the local tracks are used to update the system tracks.
3.2.1.2.5.3.2 System Track update with stand-alone local Track

EUR-P-RFF-10Z
The system track is updated with local track information using a weighting factor for the kinematic part.
When only one local track is associated with the system track, the data of the system track is updated
taking into account the data of the local track.
#
– Position - The X-Y components of the system track are defined as the barycentre of the X-Y
components of the associated local tracks, each one weighted with a weighting factor. To compute
the position, each local track is extrapolated with its speed vector to a common time.
– Weighting factor - The weighting factor of each track is a function of:
• The local track quality.
• The range of the track from the radar.
• The azimuth accuracy of the radar.
• The time since the last detection of the local track.
– Speed vector - The X-Y components of the speed vector of the system track are calculated as the
barycentre of the X-Y components of speed vectors of associated local tracks. The same weighting
factors, as defined for the position calculation, are used.
– Ground Speed - The ground speed (modulus speed) of the system track is calculated as the
barycentre of speed modules of the associated local tracks.
– Heading - The heading of the system track is directly computed from the X-Y components of the
calculated speed vector.
– SSR code - The SSR code of the associated local tracks is used according to the multi radar track
availability.
– Mode C -
• The Mode C information is taken from the associated local track that has the most recent valid
Mode C.
• If all local tracks have an invalid Mode C, then the Mode C of the system track is set to invalid.
– Quality - The quality of the system track is calculated according to the weighting factors of the local
tracks.
– Detection status - The detection status of the system track is set as:
• Primary if all the associated local tracks are primary only.
• Secondary if all associated local tracks are secondary.
• Combined if at least one of the associated local tracks is combined, or at least one of the
associated local tracks is primary and at least one is secondary.
EUR-P-RFF-11Z
– SPI indication - The SPI indication shall be set if at least one of the associated local tracks has the
SPI indication set.
#
EUR-P-RFF-12Z
– Military-Emergency indications: The military emergency indication shall be set if at least one of the
associated local tracks has the military emergency indication set.
#
3.2.1.2.5.3.3 Coasting indication

EUR-P-RFF-13Z
The coasted indication shall be set when all the local tracks are coasted; i.e. each local radar track has
not been updated during the current broadcast update cycle.
#
3.2.1.2.5.4 Radar Bias Estimation

Multi Radar processing needs radar bias correction in order to achieve maximum accuracy of the
system track positions, to achieve this goal dynamic radar bias estimation is performed using live data.
EUR-P-RFF-14Z
Radar bias in range and azimuth are estimated using real time radar track information. If the estimated
biases are greater than system parameters: RDF_BIAS_RANGE_THRESHOLD and
RDF_BIAS_AZMT_THRESHOLD, alarm messages are generated and estimated biases are rejected.
#
For a given aircraft the differences between the local tracks corresponding to this aircraft detected by
different radar, result from four factors:
• Noise in the radar detection and processing chain.
• Systematic bias.
• Co-ordinate convention approximation.
• Unmodified errors.
The estimated systematic bias affects the range and azimuth measurements of the radar. The aim is
to estimate the bias for each radar antenna so that the overall distances between corresponding local
tracks are minimised.
The sum of the squared distances between corresponding local tracks is used. This sum is minimised
according to the gradient method, which is a convergence method, using the partial derivatives of a
function in order to determine progressively its minimum.
The partial derivatives of the sum with respect to each radar bias (range and azimuth) are calculated
and supposed to be zero. The resolution of the relative system of equations gives the values of the
radar biases.
The estimated radar biases are taken into account by the co-ordinates conversion function, in order to
perform corrections on the received local tracks.
3.2.1.2.5.5 Altitude Tracking For System Track

The purpose of Altitude Tracking for system track is to accurately follow the real flight profile when
changing its flight level.
Flight level 2
Rate of climb/descent
Flight level 1
Established
climb / descent
Flight level Flight level
Initiation Stabilisation
Figure 7 - Flight Level Evolutions
3.2.1.2.5.5.1 Altitude Tracking

EUR-P-RFF-15
The altitude tracking shall provide, for each system track, a tracked Mode C level, a tracked altitude,
an attitude indicator (level, climbing, descending, unknown), a climb and descent rate and an age
indicator for this information.
#
Altitude tracking is performed, for each system track, at reception of valid Mode C information from an
associated local track.
3.2.1.2.5.5.2 Altitude Tracking: Barometric Correction

EUR-P-RFF-16
The tracked Mode C level is obtained from altitude tracking using the Mode C level of the associated
track. The tracked Mode C level, after barometric correction shall give the tracked altitude.
#
The difference between the current time of altitude tracking and the time of the last received valid
Mode C level determines the tracked Mode C age factor. If this age factor exceeds a predefined
system parameter: RDF_ALT_AGE_THRESHOLD, then the tracked Mode C level is marked as aged.
During altitude tracking initialisation, the attitude indicator is set to unknown as well as the
climb/descent rate.
After initiation, the attitude indicator is set to:
• Level if an aircraft is at cruising level or after or detection of stabilisation. Then its climb or
descent rate is zero and its current tracked Mode C level is equal to the last received Mode C.
• Climbing or descending after the detection of a level change or when no detection of

stabilisation is detected. Then the current tracked Mode C level takes the value of the last
received Mode C and the climb or descent rate is calculated.
3.2.1.2.5.5.3 Climb and Descent Rate Computation

EUR-P-RFF-17
A smoothing process shall be used to calculate the rate of climb or descent.

#
This smoothing process is a Beta filter which calculates the current rate of climb or descent by taking
into account the previous rate of climb or descent, the current and the previous Mode C levels and the
time difference between the current and previous updates of the altitude tracking.
3.2.1.2.6 Radar Data Distribution
3.2.1.2.6.1 Multi Radar Tracks Distribution

EUR-P-RFF-41
This function manages the multi radar tracks and weather data distribution.
#
For this purpose, the following processing is performed:
– Selection of the distribution mode.
– Weather data co-ordinates conversion.
– Distribution.
3.2.1.2.6.2 Distribution Mode

EUR-P-RFF-43
Mosaic Distribution Mode delivers fallback multi radar tracks.

They are transmitted by strip (lines) after each system track update in order to guarantee that all tracks
are updated in a given period (parameter). (Refer to System Track Updating function paragraph,
3.2.1.2.5.3).
#
The Radar fall back system shall be able to distribute the multi radar track in broadcast mode. For
synchronised mode, a local radar track shall be output.
3.2.1.2.6.2.1 Extrapolated and Cancelled Tracks

EUR-P-RFF-44
For both modes, if the multi radar track (respectively local tracks) has not been updated during the
current update cycle, it is extrapolated and marked as coasted.
#
3.2.1.2.6.2.2 Broadcast Mode used for ACC Tracking

EUR-P-RFF-45
For ACC distribution, multi radar tracks are delivered in broadcast mode. The update cycle used is
defined off-line (system parameter: MRT_UPDATE_PERIOD).
#
3.2.1.2.6.3 Weather Data Co-ordinate Conversion

EUR-P-RFFWDC-01Z
Before their distribution to other functions of the EUROCAT system, the co-ordinates of the weather
data are converted. Co-ordinate correction (radar bias correction) and conversions (projected co-
ordinates centred on the radar origin to system stereographic co-ordinates referred to on the centre of
the system) are similar to those of plots.
#
3.2.1.2.6.4 Distribution
3.2.1.2.6.4.1 Multi radar track sending

EUR-P-RFF-50
This function shall send multi radar track messages provided with Mode C Barometric correction.
#
3.2.1.2.7 Radar Data Training Capabilities

Radar characteristics for each radar antenna are defined via the Data Preparation facilities. A detailed
description table, listing primary and secondary radar characteristics and coverage is defined.
The multi-radar tracking of the Radar Data Function shall receive dated local radar tracks from the Air
Traffic Generator directly from the LAN.
EUR-P-RDTC-1X
In training mode, only one QNH area named "SIMU" shall be managed by the ATG.
All traffic shall have the barometric correction applied associated to the QNH SIMU area, irrespective
of the track location.
#
Note: In the training mode, there is no disabling of STCA recording available.
3.2.1.2.8 Radar Data Function for TMA Facilities

The Radar Data Function for TMA Facilities is identical to that of the major Control Centre except that
the Radar and flight plan integrated capabilities do not provide Automatic Position Reporting (APR).
3.2.1.2.9 Real Time Quality Control

EUR-P-RETQC-01Z
The system shall be able to compute a relative error for each radar antenna based on local track
positions versus system track position. It shall then compute correction factors (Bias Range/Azimuth)
for each radar antenna.
#
The radar bias value of each radar antenna, displayed to the operator, shall be able to be changed.
EUR-P-RETQC-02Z
Radar processing for the generation of the system tracks shall use the chosen value, (computed or
forced).
#
3.2.1.2.10 Weather Data Handling

EUR-N-RDH-500Z
Weather data messages can contain up to 6 levels of map intensity. In this case, those 6 levels shall
be divided into 2 groups of map intensity. The frontier between these two groups shall be a system
parameter, and can be modified on-line by the Supervisor.
#
3.2.1.3 FLIGHT PLAN FUNCTION (FDF)
The flight plan function enables predictions to be made for controlled flights and automates
management of flight plan information. Predictions are used by controllers to provide separation,
alerting and flight information service to pilots.
The flight plan function processes flight plans known by the system throughout their life whilst
operating in controlled and uncontrolled air space. The function extracts all necessary information from
the flight plans to satisfy operational requirements.
Flight plans managed by the system can be received by messages on specific lines (e.g. AFTN), or
extracted from a repetitive flight plan database (RPL database) or created by an operator within the
centre or an adjacent partition.
The Flight plan acquisition and creation task checks incoming flight plans and creates a flight plan,
termed a Flight Data Record (FDR), for processing by the system.
Flight plan evolution processes the FDR in terms of time.
The FDR is updated throughout its life by relevant flight data messages, Operator modifications,
transitions through specific flight Plan States, and
– Radar track data.
– ADS track data.
Throughout its life cycle, the flight plan may pass through several Flight Plan States during which
selected operators may make specific modifications to flight plans.
Flight plan checking checks all flight plans for correct syntax and semantics. This is done before the
creation of a FDR, and whenever the FDR is modified.
Flight Plan Position Extrapolation uses "great circle" polar co-ordinates instead of stereographic co-
ordinates, and a loxodromic model as opposed to orthodromic, to calculate the 4-D real-time flight
profile and flight extrapolations.
For large sectors, such as oceanic sectors, the traditional stereographic extrapolation is not accurate
enough to truly represent the position of an aircraft. In fact it will lead to inaccuracies in route
deviations, aircraft speeds and ETO's.
These inaccuracies are due to the ellipsoid curvature of the Earth and the fact that stereographic
extrapolation onto a "flat" screen, or map, do not allow for this curvature. Thus, over distances > 200
km, which is equivalent to less than 15 minutes flying time for modern aircraft, the ellipsoid curvature
of the Earth results in significant errors in distance travelled, speed and therefore ETO estimations
from stereographic models. The projection of aircraft positions onto a map using a stereographic
model also results in a lateral position deviation error, as the route flown between two points is not a
straight line (as in the stereographic model), but a curve. The use of a loxodromic trajectory and a 3D
ellipsoid Earth model to plot aircraft positions on to an air situation display mathematically eliminates
the lateral deviation errors inherent in a stereographic model.
Figure 8 - Comparison of Stereographic and Great Circle Projection.
The flight plan function uses true Earth radius "great circle" calculations to extrapolate an aircraft's
position. The result is not only a much more accurate aircraft position extrapolation but also more
accurate estimations of distance travelled, speed and therefore estimated times over navigational aids
and reporting points.
Flight plan trajectory computation is performed frequently during the flight plans life, at FDR
creation, at each flight plan route modification and partially at:
– Radar Data reports.
– ADS Data reports.
It computes the four dimensional trajectory of the flight (x, y, z, t), the SlD and STAR, the entry/exit co-
ordination points, the adjacent centres which are relevant for co-ordination and the list of crossed
sectors.
SSR code management allows retention of the received SSR code or the manual or automatic
assignment of a new code to particular flights.
It also prevents the allocation of duplicate codes.
Received message processing extracts information necessary to trigger flight plan life events, for the
update of the FDR, and for specific processes such as meteorological information (wind data) that is
used by the flight plan trajectory computation function.
Incoming messages from adjacent centres and the military system can be:
– ICAO messages.
– OLDI messages.
– AIDC messages.
– Meteorological messages.
Erroneous messages are not automatically processed and are sent to queues for manual handling.
RPL management manages the RPL database and ensures the storage and the correctness of RPLs
used by the system.
STE management manages the STE database and ensures the storage and the correctness of STEs
used by the system.
Flight Plan Conflict Function (FPCF) identifies conflicts inside defined regions using known flight
plan data.
Flight plan load computation accesses the FDR database to provide Air Traffic Flow Management
(ATFM) data to relevant positions.
Some of the processes already mentioned are dependent on the flight plan category.
The different categories are:
– Overflight flights: Flights with their ADEP and ADES outside the FDRG. These flights are treated
as inbound flights for entry purposes and as outbound flights for exit purposes.
– Inbound flights: Flights entering the FDRG (flights with their ADES in the FDRG and ADEP
outside the FDRG).
– Outbound flights: Flights exiting the FDRG (flights with ADEP in the FDRG and ADES outside the
FDRG).
– Internal flights: Flights having their ADEP and ADES inside the FDRG except those, which exit
and re-enter the FDRG.
– Air filed flights: Flights with their ADEP defined by "AFIL".
Note: AFIL flights may be received before aircraft is airborne. It's meaning is that the flight is to enter controlled airspace when
airborne.
– Exit/Re-entry flights: There are 2 types of exit/re-entry flights. Exit/re-entry flights are flights for
which the flight trajectory includes, in this order:
• A known point inside the FDRG followed by a known point outside the FDRG (geographical
points are considered as being known).
• Either a portion of route containing only known system points, (1st type), or a portion of route
containing at least one unknown point (2nd type).
• A known point outside FDRG followed by a known point inside the FDRG.
– Arrival flights: Arrival flights are those with their ADES in the FDRG.
– Departure flights: Departure flights are those with their ADEP in the FDRG.
The following definitions are helpful when reading this section:
– Flight Plan System Area (FPSA):
• Flight plan track computation is limited to the trajectories contained within this area.
• It is only in this area that flight plan estimates are computed precisely using:
Meteorological data.
Radar data.
ADS data.
• Outside this area limited estimate calculation may be used in some cases (e.g. exit/re-entry
flights). All points of the FDRG are at least 2° inside the FPSA.
– Flight Plan Extended Area (FPEA):
• When expanding the flight plan route into a series of known points, only the points contained in
this area will be processed and inserted into the flight plan path. This area must contain the
Flight plan system area.
• Defined points have to lie in this FPEA. In the flight plan route field, latitude and longitude lying
outside the FPEA are ignored.
• In flextracks, latitude and longitude lying outside FPEA are ignored.
• The boundaries of the FPSA and FPEA are lines of constant latitudes and longitude defined by
two opposite corners. The FPEA and FPSA may not include the north or South Pole.
– Flight Data Region (FDRG):
• The FDRG is considered to be controlled airspace i.e. the area inside which control of aircraft is
assumed by the controllers. The FDRG must be included in the flight plan system area.
• The ACC sectors and the TMA(s) together define the FDRG.
– Known item, known point, known airway: Item, point and airway for which a description can be
found in the off-line database. Geographic points (latitude and longitude, range bearings, etc.) are
considered known.
– ACC se ctors: Three-dimensional areas, defined off-line for en-route control. They cannot overlap
together or with TMAs.
– TMA: Three-dimensional area, defined off-line for approach control. They cannot overlap together
or with ACC sectors.
– APP sectors: They are functional sectors attached to a TMA.
– Logical system: A set of ACC or APP sectors defined as an entity, which can be managed
independently from the others, for sector grouping/ungrouping. Each ACC or APP sector must
belong to a logical system.
– Workstation: A workstation is composed of several devices. The hardware configuration of each

workstation is defined off-line.
– Physical position: A position is a workstation dedicated to an operator. Depending on the
equipment defined for a physical position, it can be used in the system to provide particular ATC
operational services (see 3.1.1).
– Logical position: see 3.1.1.
– Attached sector position:
• Each sector must be controlled by one Executive Controller position.
• Several functional sectors are considered as grouped when they are controlled by the same
Executive controller position.
• A planning controller position can assist one or several executive controller(s) (up to six). It is
attached to the sectors controlled by the Executive Controller position(s) that it assists.
• It is the role of the supervisors (master operational supervisor, area supervisors) to manage this
attachment, which is referred to as sectorisation.
– Default Functional Sector: The definition is the visible expression of the off-line defined (and on-
line modifiable) table which lists the association Logical position - Functional sector(s).
• For an EC position: The first sector attached to that position.
• For a PLC position: The first sector of those associated with the EC positions linked to the PLC
(as displayed in the Functional Sectors List Window) that is displayed in the Hand-Over Sectors
Window.
• Shadow position: A position can be activated in the system without taking control of aircraft,
operating in parallel with a position for a specific sector, and receiving the same data. A shadow
position cannot modify any data.
– Points: All points used to define locations, sector boundaries etc.
– Beacons: All points with a defined name. Beacons have an attribute (one of many) that defines
whether the beacon is to be used for next fix indication.
– Beacon of interest: A subset of beacons (see 3.2.1.12.2.11).
– ETB: Estimated time of over flying the FDRG boundary entry point.
3.2.1.3.2 Interface With The Military System
3.2.1.3.2.1 Civil And Military Aircraft Control
3.2.1.3.2.1.1 Military Aircraft In Civil Airspace

EUR-P-FPMIL-30
Civil controllers shall control military aircraft when military aircraft are in civil controlled airspace.
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3.2.1.3.2.1.2 Civil Aircraft In Military Airspace

EUR-P-FPMIL-31
Both civil and military aircraft shall be controlled by the military system when flying in activated military
airspace.
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3.2.1.3.2.1.3 Distinction Between Military And Civil Aircraft

In practice, no distinction shall be performed in the processing of military or civil aircraft in the system.
All the aircraft shall be processed in the same way. A distinction shall be made for airspace that is
crossed by the flight: civil or military.
3.2.1.3.2.2 Military Airspace Definition
3.2.1.3.2.2.1 Off-line definition

EUR-P-FPMIL-33
The military airspace shall be defined off-line as a set of military sectors.

Each military sector shall be defined as a three dimensional area, defined in the same manner as civil
ACC sectors and TMAs.
Military sectors cannot overlap, but they can overlap with civil airspace.
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3.2.1.3.2.2.2 Activation of military sectors

EUR-P-FPMIL-34
Supervisors will be able to activate or release each military sector on-line.

During activation, airspace shall be managed by the military FDP system.
During deactivation, airspace shall be managed by the EUROCAT-X FDP system.
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3.2.1.3.3 Flight Plan Acquisition and Creation

This function gathers flight plan data from different sources and processes the creation of the system
flight plan, which is called the Flight Data Record (FDR). FDRs shall be created using standard ICAO
flight plan fields.
An FDR shall be created:
EUR-P-FPCRE-01
– Automatically with Filed Flight Plan (FPL).
– Automatically with Current Flight Plan (CPL).
• Except when received from AIDC centres.
• Automatic processing shall only be performed provided that the message received from the
Aeronautical Fixed Telecommunication Network (AFTN) is syntactically and semantically correct
(refer to ICAO messages reception paragraph).
• These messages may include AFIL flights.
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EUR-P-FPCRE-02
– Automatically from a Repetitive Flight Plan (RPL) retrieved from the RPL database.
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EUR-P-FPCRE-03
– Manually:
• For flights that wish to operate in the Flight Data Region (FDRG) and for which no flight plan
information has been received.
• For flights where automatic processing has failed.
• By direct input by an operator prior to departure or when airborne (AFIL).
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The operator shall have the capability to manually create a flight plan using as a template:
EUR-P-FPCRE-32D
– Pre-stored flight plan called "stereo flight plans", or
– Repetitive flight plan, or
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EUR-P-FPCRE-37D
– Flight plan form, where some fields are initialised with default values (see Table below); the
operator can modify these default values, or
– Any existing FDR in any state.
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Note: The system shall provide the capability to prepare off-line a stereo flight plan file. Stereo flight plans are flight plans,
which are used very often but without precise day and time of operations. They are similar to RPL, and contain at least a
coded flight plan identifier (aircraft identification field) and route.
EUR-P-FPCRE-31B
The following standard ICAO fields shall be able to be entered at flight plan creation:
FIELD INITIAL CONDITION

ACID -
ASSR Automatically assigned by the system at pre-activation or co-ordination, if it does not exist.
PSSR -
FRUL V
FTYP G
N/TYP 1
WTUR L
EQUIP S/C
ADEP
ETD
ADES
EET If not entered, initialised by FDP if all points between ADEP and ADES are known.
ALTN
TAS Initialised from Ac-type
RFL
RTE
OTHER
REGN
OP DATA
Table 3-5 List of Mandatory or Optional Fields for Flight Plan Creation
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EUR-P-FPCRE-33
FDR creation shall consist of:

– Flight Plan checking.
– Flight Plan trajectory computation.
– Initialisation of the flight plan cycle:
The initial state is INACTIVE.
•
– Computation of next event:

• Pre-activation event (which can be immediate if the time of the event has already past).
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When one of the above processes fails, flight plan creation does not occur and depending on the
creation source the following action shall be performed:
EUR-P-FPCRE-34
– RPL: Erroneous RPLs are queued.
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EUR-P-FPCRE-38G
– Message reception: Erroneous AIDC message is queued.
– Message reception: Erroneous ICAO message is queued.
– Message reception: Erroneous OLDI message is queued.
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EUR-P-FPCRE-36
– Operator action: the operator is warned by error messages of any erroneous manual entry.
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3.2.1.3.4 Flight Plan Evolution

During its life, the flight plan has various states:
– INACTIVE.
– PREACTIVE.
– CO-ORDINATED.
– UNCONTROLLED.
– HANDED-OVER FIRST.
– CONTROLLED.
– HANDED-OVER.
– INHIBITED.
– SUSPENDED.
– FINISHED.
– CANCELLED.
When in "UNCONTROLLED", "HANDED-OVER FIRST", "HANDED-OVER", or "CONTROLLED"
status, the flight plan is said to be "ACTIVE".
The transition from one state to another shall be triggered by specific events.
Trigger events are:
– Preactivation.
– Co-ordination.
– De-c o-ordination.
– Activation.
– Deactivation.
– Acceptance.
– Assume of control.
– Hand-off.
– Inhibition.
– De-inhibition.
– Suspension.
– Re-activation.
– Finishing.
– Cancellation.
In addition to these transitions, several other events take place during the flight plan life, which are:
– Posting computation.
– Co-ordination with adjacent Centres.
– Co-ordination with military centre.
– Modification.
– Holding.
The Figure below shows the sequence of the Flight Plan Life states and the events that trigger those
states.
- Ovals represent actions
- Diamond shapes represent time events
- Boxes represent flight plan states, with active states
De-coordination
INACTIVE
De-preactivation
Preactivation
ETD mod
PREACTIVE
Coordination
COORDINATED
Reception
TOC
Activation
Deactivation
UNCONTROLLED
2nd HandOff after TimeOut

TimeOut Handoff
Assume
or AOC
Hand Off or TOC
Time Out after 2nd

Handoff
HANDED-OVER-FIRST
Accept
CONTROLLED
Finishing
Time Out
ACC
or ACC
Hand Off
Hand Off or TOC
HANDED-OVER
Reactivation
TOC after coord. and Time Out
Relinquishment TOC
Assume
UNCONTROLLED
Suspension
Time Out
Time Out
De-Inhibition SUSPENDED FINISHED
Inhibition Cancellation
Finishing
INHIBITED CANCELLED
Figure 9 - Flight Plan Life Cycle
3.2.1.3.4.1 Flight Plan State Definitions

The definition of which controllers can modify the flight data record is defined in the document
referenced in [8].
3.2.1.3.4.1.1 Inactive
The FDR has been created by the system but it is not available for operational use.
3.2.1.3.4.1.2 Preactive
Preactive flight plans are plans for aircraft, which are expected to depart an airport/enter the FDRG.
Strips can be posted in this state and the plan is available for operator use.
3.2.1.3.4.1.3 Co-ordinated
The entry of the flight into the first controlled functional sector is manually confirmed or automatically
confirmed by an inter-centre co-ordination message.
The flight plan, which may be coupled, can now be used to provide continuously updated data to assist
in the control of the aircraft.
3.2.1.3.4.1.4 Uncontrolled
The uncontrolled state occurs when the:
– The flight is active and not controlled by any functional sector, because it has not yet been handed
over.
– The first hand-off has timed out.
– After the final sector has relinquished control and an AOC has been received from the next centre.
3.2.1.3.4.1.5 Handed-over First

The Handed-over First state corresponds to the entry or departure of a flight into the first concerned
functional sector of the FDRG. This includes the case where an "inhibited" flight is recalled. The flight
is not controlled by the first sector until accepted.
3.2.1.3.4.1.6 Controlled
Controlled state is when the flight is active under the control of a functional sector within the FDRG.
3.2.1.3.4.1.7 Handed-over
The Handed-over State corresponds to a proposal to transfer responsibility for a flight between two
functional sectors of the FDRG, or to an external FIR or military centre. The transfer of control from
one sector to another is only performed after being accepted. Until accepted the flight remains under
the control of the sector initiating the hand-off.
3.2.1.3.4.1.8 Inhibited
The inhibited state corresponds to the inhibition of display (track data and flight plan data).
3.2.1.3.4.1.9 Suspended
The suspended state corresponds to a flight under the control of:
– Another centre in case of an exit/re-entry flight.
3.2.1.3.4.1.10 Finished
The flight plan is no longer used to assist in controlling actual air traffic. Whilst in this state (as in other
states) the FDR can be used as a template to create a new FDR.
3.2.1.3.4.1.11 Cancelled
The FDR is deleted from the FDR database.
The FDR is transferred to the PAST Flight Plan database if it has been active.
3.2.1.3.4.2 Flight Plan Events

During the life of the flight plan, several events can lead the flight plan to change from one state to
another. These events can be the result of manual actions or can be automatically triggered by the
system.
EUR-P-FPEV-30
Automatic event triggering times are system parameters that are defined off-line.
For each event two values shall be provided depending on the volumetric sector to which the event
applies.
Trigger times for entry are based on the volumetric sector, which is to be entered. Parameter times,
which relate to sector exit, (e.g. time to drop the strip) are based on the volumetric sector being exited.
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Some flight plan events are dependent upon other events (manual or automatic). It is possible for
some flight plan events that the event time has already past; in this case the event is stimulated
immediately.
Note: For the flight plan system time parameters, two sets are available:
- One set of parameters for the sectors defined as category A.
- One set of parameters for the sectors defined as category B.
The category for each sector is off-line defined and corresponds to the flight data notification and posting requirements
of the sector.
3.2.1.3.4.2.1 Preactivation
EUR-P-FPPRE-31B
Preactivation shall be performed on "INACTIVE" flight plans.

It shall be triggered automatically:
– For departure flights: at a specified time (System parameter) before ETD or ATD if it exists, or
– For inbound flights: at a specified time (System parameter) before Estimated Time at the Boundary
(ETB).
This system parameter shall be different for departures and inbound flights,
(PREACTIVATED_DEPARTURE_CHANGE_TIME and
PREACTIVATED_INBOUND_CHANGE_TIME).
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EUR-P-FPPRE-32D
Preactivation shall consist of:

– Changing the Flight Plan State to "PREACTIVE".
– Display of the flight plan data at relevant positions (see HMI posting) after scanning all points of the
converted flight plan route which are to be over flown within a delta time (system parameter in
minutes) of ETD/ETB.
– Computation of the automatic finishing event.
– Automatic SSR code retention check and/or automatic assignment for departure flights.
– Computation of the first functional sector to receive jurisdiction, according to the hand off conditions
defined for the first sector. This functional sector is considered to be the first controlling sector.
When no functional sector is found in the hand-off conditions, one functional sector attached to the
first volume will be selected.
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EUR-P-FPPRE-33D
Preactivation processing shall also include:

– Automatic transmission of CHG message for departure flights if ADEP/ADES belong to the off-line
defined city pair table for the SSR code synchronisation. If SSR code changes after pre-activation,
modification will be manually handled.
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EUR-P-FPPRE-34
Preactivation processing shall also include for flight plan containing Flextrack(s):
– Checking that the ETO on the first point of the flextrack(s) is within the validity period of the
flextrack(s).
– Checking that the ETO on the last point of the flextrack(s) in the FDRG is within the period:
• From flextrack(s) validity start time.

• Till flextrack(s) validity end time - FLEXTRACK_VALIDITY_TOLERANCE (CSP).
If this is not the case, then a warning message shall be sent to the Responsible Controller(s) and
Adapted positions identifying the ACID, the flight Plan State and track name.
The preactivation shall be allowed even if the flex (s) eligibility period is (are) invalid.
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3.2.1.3.4.2.2 De-preactivation
De-preactivation occurs when the ETD of a flight plan is changed.
EUR-P-FPDPR-30
De-preactivation shall be performed on PREACTIVE flight plans.

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EUR-P-FPDPR-31
De-preactivation shall be triggered:

– Manually by controllers upon entry of a new ETD.
– Manually by controllers upon entry of a new value in the DOF/ switch.
– Automatically upon reception of a message containing an ETD modification.
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EUR-P-FPDPR-32E
De-preactivation shall consist of:

– Changing the flight Plan State to inactive (including removal of inhibited).
– Deposting from relevant position.
– Re-computation of automatic preactivation event.
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Note: While the flight plan changes inactive:
- It may be immediately preactive if the criteria for preactivation exist.
- The following data of the FDR is also lost/reset:
- Gate information.
- Automatic SID and Departure runway.
- JTRF information.
3.2.1.3.4.2.3 Co-ordination
EUR-P-FPCOO-30B
Co-ordination shall be performed automatically on INACTIVE, INHIBITED or PREACTIVE flight plans

after receipt of a valid:
• OLDI PAC or ACT message.
• AIDC EST or PAC message.
• ICAO EST or CPL message.
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EUR-P-FPCOO-31
Co-ordination shall be able to be performed manually on INACTIVE, PREACTIVE or COORDINATED

flight plans by the operators defined in the document referenced in [8].
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EUR-P-FPCOO-32D
Co-ordination shall be accepted only if there is no other flight plan existing in a "COORDINATED",
"HANDED-OVER FIRST", "HANDED-OVER", "SUSPENDED", "UNCONTROLLED", "INHIBITED" or
"CONTROLLED" state with the same Callsign.
For inbound flights, the co-ordination time (the time at the co-ordination point) must be no more than
[MAX_HOURS_IN_THE_PAST+A] in the future from current time.
A = FPL_INBNOTOC_ACT
A = FPL_INBNOTOC_ACT or FPL_INBTOC_ACT, which ever is the greater of the two.
A "COORDINATED" flight plan shall never be subsequently automatically co-ordinated. Only manual
co-ordination is allowed once already COORDINATED.
If an automatic co-ordination message is received for a flight that is already co-ordinated, the message
shall be queued for manual processing.
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EUR-P-FPCOO-33D
Co-ordination shall consist of:

– Changing the flight Plan State to "COORDINATED".
– Entry/validation of the Estimated Time at the entry co-ordination point and Cleared Flight Level
(CFL) on the sector entry co-ordination point for inbound flights.
– Entry/validation of the Estimated Time of Departure (ETD) and initial Cleared Flight Level (CFL) for
departure flights, ETD is only accepted if it is greater than [current time - 2 * VSP
(ATD_OR_ATA_DELAY)].
– The modifications relevant to the "COORDINATED" state are performed (see 3.2.1.3.6).
– Automatic SSR code retention check and/or automatic assignment for overflight and inbound
flights. This is also performed for departures if no assignment has already been performed.
– Update of the flight data information at the relevant positions (see HMI posting).
– Calculation of the automatic activation event, for inbound flights.
– Computation of the co-ordination posting events, in which all points of the flight plan converted
route which are to be over flown within FPL_COORDINATE_POSTING_HORIZON time of
ETD/ETB are scanned by the condition group processing. In addition all preactive postings are
deleted.
– The flight plan track is initiated for:
• Inbound flights, if the present position of the track is inside the FPSA.
• Departure flights, if the flight plan departure airport is qualified for DTI related functions.
– Automatic transmission of CHG message for inbound flights if ADEP/ADES belong to the off-line
defined city pair table.
– Qualification of the flight plan for the track/flight plan integrated capabilities (see 3.2.1.6.2).
– If no departure co-ordination time (ETN) is entered (EST function or STATUS CLICK) for a
departure flight, the ETD is set to current time + HMI_DEPARTURE_COORDINATION_DELAY.
For an inbound or AFIL flight, estimates are unmodified.
– Computation of the first functional sector to receive jurisdiction, in the same manner as at
preactivation (EUR-P -FPPRE -32D).
Specific checks are performed on the co-ordination of AFIL flights as explained in EUR-P -AFIL-30D.
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EUR-P-FPCOO-34D
Co-ordination processing shall also include:

– Qualification of the flight plan for the ADS/flight plan integrated capabilities (see 3.2.1.6.3.1).
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EUR-P-FPCOO-35D

– Computation of the message sending events.
– Transmission of an OLDI PAC message for departure flights if time criteria of EUR-P -FPCAC-31B
are met.
– Transmission of an AIDC PAC message for departure flights if time criteria of EUR-P-FPCAC-31B
are met.
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EUR-P-FPCOO-36
Co-ordination processing shall also include for flight plan containing Flextrack(s):
– Checks as described in EUR-P -FPPRE-34.
The co-ordination shall be allowed even if the flextrack(s) eligibility period is (are) invalid.
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EUR-P-FPCOO-37
Responsible controller(s) shall be alerted when an inbound flight has not been co-ordinated a delta
time (FPL_COORDINATED_DELTA) before the current estimate at the first FDRG sector boundary.
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EUR-P-FPCOO-38

– For departure flights, if the flight plan departure airport is qualified for DTI related functions,
automatic setting of a SAR Timer as described in EUR-P -FPSAR-01.
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3.2.1.3.4.2.4 De-co-ordination
De-c o-ordination is the cancellation of the co-ordination.
EUR-P-FPDCO-30
De-c o-ordination shall be performed on COORDINATED flight plans.

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EUR-P-FPDCO-31
De-c o-ordination shall be triggered:

– Manually by controllers using the "BACK" function, including entry of a new ETD.
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EUR-P-FPDCO-32E
De-c o-ordination shall consist of:

– Changing the flight Plan State to inactive.
– Deposting from relevant position.
– Re-c omputation of automatic preactivation event.
– Automatic SSR code release for inbound flights.
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EUR-N-FPDCO-33
De-c o-ordination processing shall also include:

– Automatic deletion of a SAR alert or a SAR Timer manually or automatically set for the flight plan
as described in EUR-P-FPSAR-06.
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EUR-N-FPDCO-40
Co-ordination messages that have been sent at or after co-ordination shall be deleted from the
Message_Out datastore.
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Note: While the flight plan goes inactive.
- It may be immediately preactive if the criteria for preactivation exist.
- The following data of the FDR is also lost/reset:
- ATD
- Co-ordination data (ETN, BPN).
- JTRF information.
- ETO data, based on wind data.
- Automatic SID/STAR allocation.
- Gate information.
- Hold information.
- All external co-ordination data that had been sent at or after co-ordination.
- Automatic departure and arrival runways.
- The following data of the FDR is NOT lost/reset:
- CFL
- Manual SID/STAR allocation.
- The data last used to print paper strips, (a new strip will not be printed).
3.2.1.3.4.2.5 Activation
Activation is the announcement of the flight to the first sector.
EUR-P-FPACT-30
Activation shall be performed on "COORDINATED" flight plans.

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EUR-P-FPACT-31E
Activation of a flight plan shall be triggered:

– Automatically a specified time (system parameter) before the ETB for inbound and overflights, or
ETN for AFIL flights.
– Automatically on radar coupling of a FDR with a track.
– For inbound flights, automatically at the first reception of an ADS APR by FDP.
– Manually by a controller where the flight has been co-ordinated for a departure flight. Operator
input (DEP function) is accepted if entered ATD is after [current time - VSP
(ATD_OR_ATA_DELAY)].
– Automatically at ATD time if it was manually initialised previously by an operator, for co-ordinated
departure flights.
– For departure flights, automatically on receipt of a valid DEP message, at the time of the ATD in the
DEP message.
– Automatically after a UPR.
Following activation of a departure flight, the ATD is considered as an ATO.
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EUR-P-FPACT-34D
The parameter used for time activation before the ETB for inbound and overflights or before the ETN
for AFIL flights shall be:
– FPL_INBNOTOC_ACT:
• When the previous FIR is not using TOC/AOC messages. This is also used for AFIL flights,
which are not found to be truly inbound from a FIR using TOC/AOC messages.
– FPL_INBTOC_ACT:
• When the previous FIR is using TOC/AOC messages.
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EUR-P-FPACT-35D
Activation shall also be triggered automatically on receipt of a valid TOC (transfer of control) message
for an overflight or inbound flight.
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EUR-P-FPACT-32D
Activation shall consist of:

– Changing the flight Plan State to "UNCONTROLLED".
– Update of the Actual Time of Departure (ATD) for departure flights.
– Update the flight data information at the relevant positions (see HMI posting).
– Computation of the automatic finishing event.
– Computation of the HAND-OFF FIRST event.
– Delete all postings done at co-ordination.
– Scan all points of the first crossed volumetric sector as well as all sectors, which are to be entered
within a system parameter time (minutes) of the activation time, in order to determine the active
postings (Handed-over in, announced or informed).
– For departure flights, when coupling has not occurred, a flight plan track is initiated (internally
created and displayed); it is positioned as if the aircraft departed at the time specified in ATD entry
or the DEP message.
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EUR-P-FPACT-36D
Activation processing shall also consist of:

– Transmission of a DEP message for outbound flight when ATD has been computed.
(E.g. not after some case of manual coupling when Aircraft is outside route).
•
– Computation of the message sending events:

• EST
• CPL
• ABI (OLDI)
• ABI (AIDC)
• ACT
– ABI may have already been transmitted; in which case a new event is NOT computed for ABI.
– Computation of the TOC (transfer of control) message transmission event in case of co-ordination
with next adjacent centre using inter-centre co-ordination message.
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EUR-P-FPACT-33C
When the flight activates and the first point in the FDRG (ADEP or boundary) is inside an active
military area, the activation shall consist of changing the flight Plan State to "SUSPENDED". The
sequence of actions listed in the paragraph "suspension" is performed in addition to the sequence of
actions for activation.
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EUR-P-FPACT-37
Activation processing shall also include for flight plan containing Flextrack(s):
– Checks as described in EUR-P -FPPRE-34.
The activation shall be allowed even if the flextrack(s) eligibility period is (are) invalid.
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EUR-N-FPACT-38
Activation processing shall also include:

– Automatic deletion of a SAR alert or a SAR Timer manually or automatically set for the flight plan
as described in EUR-P-FPSAR-06.
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3.2.1.3.4.2.6 Deactivation
Deactivation corresponds to a delay in the proposal of the flight to the first sector for inbound flights or
to a retrieval of a flight, which has been incorrectly activated.
EUR-P-FPDEA-31
Deactivation shall be performed on “HANDED-OVER-FIRST” or “HANDED-OVER” or

“CONTROLLED” flight plans, which are not currently coupled in the En-route partition.
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EUR-P-FPDEA-32D
It shall be triggered manually for departure flights only:

– By controllers, to which, the flight plan jurisdiction has automatically been assigned.
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EUR-P-FPDEA-34D
It shall be triggered automatically:

– On receipt of an AOC (Assume of Control) message from the previous adjacent centre on handed
over first flights.
Note: The controller may have to amend co-ordination data to avoid immediate reactivation of the flight.
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EUR-P-FPDEA-33D
Deactivation shall consist of:

– Changing the flight Plan State to “COORDINATED”, and modifying the plan so that it is considered
that no points of the route have been over flown.
– Cancellation of the automatic hand-off event computed at acceptance.
– Delete all active postings.
– Erase previously entered pilot ETO's.
– Erase previously specified Compulsory Reporting Points.
– Re-compute co-ordination postings by scanning the condition groups for all points within a delta
time (system parameter) of ETD/ETB.
– Reset exit co-ordination status.
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EUR-P-FPDEA-35D
It shall also include:

– Cancellation of the CPL or EST messages transmission event computed at activation.
– Cancellation of the OLDI ACT message transmission event computed at activation.
– Cancellation of the TOC (transfer of control) message transmission event computed at activation.
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The following data of the FDR is also lost/reset:
– The results of any hand-off. CSEC returns to the JTRF value (if any) or the predicted first sector.
– Any ATO (including ATD).
– Hold information.
– Auto hand-off inhibited state.
– PRL
– All external co-ordination data that had been sent at or after activation.
– XFL if not manual.
– PETOs, PETO alerts and MPR warnings.
– Manual PCFL entries.
– Automatic SID/STAR allocation.
– Modifications/entries to DLA at points in strip or field 18 (the delay after CDEP reflects the FDR at
creation).
The following data of the FDR is NOT reset:
– Manual XFL data for each MIL/FIR.
– Manual SID/STAR allocation.
EUR-N-FPDEA-40
Co-ordination messages that have been sent at or after activation shall be deleted from the
Message_Out datastore.
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3.2.1.3.4.2.7 Acceptance/Assumption
Acceptance is taking control of the flight plan associated with a specific aircraft following a Hand-off
proposal (manual or automatic).
Assumption of control is taking control of a flight plan without a Hand-off proposal. It is not permitted
during a Hand-off.
EUR-P-FPACP-30D
Acceptance shall be performed on "HANDED-OVER FIRST" or "HANDED-OVER" flight plans.

Assume shall be performed on "CONTROLLED", "INHIBITED" or "UNCONTROLLED" flight plans, or
on "SUSPENDED" flight plans.
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It shall be triggered:
EUR-P-FPACP-31D
On HANDED-OVER FIRST or HANDED-OVER flight plans (acceptance):

– Manually by controllers of the sector to which the flight plan Hand-off is being proposed.
– Manually by controllers of the sector from which the hand-off was initiated. In this case it
corresponds to a cancellation of the Hand-off.
– Automatically when the automatic Hand-off proposal was performed with implicit accept (case of an
off-line condition group with auto-assume).
– Automatically if the receiving sector is grouped with the current one.
– Automatically, a VSP time (HANDOFF_LIMIT_TIME) after the Hand-off proposal, if no accept
control is performed. This cancels the Hand-off. The VSP is the parameter associated to the sector
type (A or B) of the sector to which the flight was handed over.
– After a manual hand-off times-out, an automatic Hand-off may immediately follow the timeout as
explained in EUR-P-FPHND-47E.
– Automatically, a VSP time (FPL_AOC_RCP_TIMEOUT) after a TOC transmission, if no AOC has
been received from the other centre. This cancels the Hand-off. The VSP is independent of the
sector type (A or B).
On CONTROLLED, INHIBITED, UNCONTROLLED or on SUSPENDED flight plans:
– Manually by any controller (assume control).
#
EUR-P-FPACP-33
On "SUSPENDED" flight plans:

#
EUR-P-FPACP-34
On "INHIBITED" flight plans:

#
EUR-P-FPACP-35E
Acceptance of flight plans shall consist of:

– Changing the flight Plan State to "CONTROLLED".
– Update the flight data at the relevant positions (see HMI posting).
– Update the flight at the sector from which the Hand-off originated. It is displayed in the HANDED-
OVER-OUT list, with an indication that the flight has been accepted, until the posting is erased from
the sector.
#
EUR-P-FPACP-36D
Acceptance of flight plans shall also consist of:

– Computation of the TOC (transfer of control) message sending event if the current hand-off was
triggered by a TOC message reception, in order to re-enable TOC transmission after a suspension.
– Transmission of an AOC (Assume of Control) message if the current sector is the first one in the
FDRG, and if a TOC has been received.
– Transmission of an AOC (Assume of Control) message if the flight was, in a sector previously
controlled by a military centre.
– Transmission of an AOC (Assume of Control) message if the flight is accepted by the sector from
which the Hand-off was initiated, and a TOC message was previously sent (cancellation of the
Hand-off).
– Computation of the next hand-off event when the accept relates to a hand-off from an external
centre.
Note: This next hand-off may be triggered immediately upon acceptance of the TOC induced hand-off if it occurred after the
hand-off to the following sector is due.
#
The functional sector controlling the flight plan is updated as follows. This is of particular importance
when one position controls multiple sectors.
– If the accept follows a hand-off proposal, the functional sector to whom the hand-off is proposed or
who currently has jurisdiction is used.
– In other cases (e.g. assume function), the flight is allocated to one of the functional sectors
controlled by the accepting position.
3.2.1.3.4.2.8 Hand-off and Hand-off first

Hand-off is the event that proposes the transfer of responsibility for a flight from one sector to another.
Hand-off first is the same event as hand-off but applying to the first sector.
EUR-P-FPHND-30E
Hand-off shall be performed on "CONTROLLED" flight plans. They may also be initiated automatically
for flights, which had not been accepted previously and had become UNCONTROLLED.
#
EUR-P-FPHND-31D
Hand-off shall be triggered on CONTROLLED flight plans, and hand-off first shall be triggered on
INHIBITED or UNCONTROLLED flight plans as follows:
For Hand-off to sectors internal to the FDRG, automatically a specified delta time or at a distance
before the flight entering the corresponding volume of airspace, depending on the hand-off condition
groups. (In fact the largest time, between FPL_HAND_OFF_TIME and HAND_OFF_DISTANCE
converted in time by use of the speed used).
This is also used for AFIL flights not found to be truly inbound from a TOC FIR.
In case of Hand-off first event when the previous FIR is using TOC protocol, the event is triggered
FPL_HAND_OFF_FIRST_WITH_TOC time before the FDRG entry if no TOC has been received yet
(FPL_HAND_OFF_DISTANCE not used in this case). This is also used for AFIL flights truly inbound
from a TOC FIR.
#
EUR-P-FPHND-45E
For Hand-off to another FDRG a specified time (define in COP definition, see EUR-FPCAC-31B)
before the COP.
If a TOC sending event is triggered while an automatic hand-off between 2 sectors is in progress, the
internal hand-off is cancelled and replaced by the hand-off to the external centre.
If a TOC sending event is triggered while a manual hand-off between 2 sectors is in progress, the TOC
message is not sent and an alert is sent to both controllers.
#
Automatic hand-off proposals are made to functional sectors, these functional sectors are mapped
onto volumetric sectors in such a way that one functional sector is associated to no more than one
volumetric sector. As, however several functional sectors can be associated to the same volumetric
sector, condition groups are defined in order to discriminate more precisely to which sector the hand-
off is proposed.
EUR-P-FPHND-40
In adaptation, a set of condition groups almost identical to the ones used for posting determination
(see 3.2.1.3.4.4) allow determination of one of the following, before entering each volumetric sector:
– Which functional sector(s) a hand-off proposal will be triggered.
– Which functional sector will automatically assume control of the flight (automatic hand-off with
implicit accept).
– Nothing, no automatic hand-off proposal when entering this volumetric sector.
#
Note: When a manual change of jurisdiction (JTRF) has been performed on a flight, the first hand-off will be proposed to this
JTRF sector.
EUR-P-FPHND-41
The difference between HMI posting and Handoff posting is that Handoff condition groups are defined
for each volumetric sector, rather than for each route point.
In addition the condition group may include the following:
– ADEP belongs to the volumetric sector.
– ADES belongs to the volumetric sector.
#
EUR-P-FPHND-32
Hand-off shall be triggered manually from the sector currently controlling the flight:
– Prior to the time at which the automatic hand-off event is scheduled to occur.
– To select a sector different from that computed to receive the hand-off.
– When automatic hand-off is inhibited.
#
EUR-P-FPHND-44D
TOC message reception shall trigger:

– Hand-off first on uncontrolled or co-ordinated flight plans.
– Hand-off on suspended flight plans.
In both cases, automatic hand-off conditions shall be evaluated on the sector of entry or re-entry, to
determine the functional sector to receive the hand-off. Note: that such hand-offs are always done with
manual accept. These hand-offs remain proposed to the same functional sector until accept or the
time out occurs.
#
Note: A controller in one centre is not able to hand-off a flight plan to a specific sector in the other centre. The receiving
system determines the receiving controller.
An operator can initiate hand-off, to any sector in the same FDRG, or to other FIRs, at any time (if active). Strips are
always posted to the concerned sector at this time.
An operator can initiate hand-off to the Military at any time (if active).
If a TOC is received from the previous centre after automatic hand-off has been initialised by the FDP or after a previous
TOC has been received for this entry:
- If the hand-off has been accepted, the TOC message is ignored.
- If the hand-off is still in progress or has timed-out and the flight is uncontrolled, the TOC is processed normally.
If a hand-off to an ensuing sector is due while a TOC induced hand-off is in progress, the hand-off remains with the
sector of entry. The ensuing hand-off may be triggered after the TOC is accepted (see EUR- P-FPACP-36D).
EUR-P-FPHND-33D
After the hand-off, the following processing shall be performed:

– The flight Plan State is changed to "HANDED-OVER" or "HANDED-OVER FIRST" if it has never
been controlled or if it is exiting the INHIBITED status.
– The flight plan data is updated and strips posted accordingly.
– The time out Hand-off event is computed (after this time out, the flight plan reverts to the state
before the Hand-off).
– If no posting existed on the receiving sector, the system will generate default posting for the sector
(this default format is defined off-line as a function of the functional sector).
#
EUR-P-FPHND-42E
Hand-off to external centres are initiated by:

– Manual hand-off to that centre: resulting in transmission of a TOC providing that another TOC/AOC
sequence is not already in progress.
– External message conditions which define the automatic transmission of TOC and hence initiate
automatic hand-off.
#
EUR-P-FPHND-35
Automatic hand-off shall take place regardless of whether the flight plan is coupled to a track. If not
coupled, the automatic hand-off time is computed using the currently estimated time of entry into the
next sector.
#
EUR-P-FPHND-34D
The hand-off shall be triggered automatically except when:

– The flight is coupled to a track and non-adherence with the route is detected (see 3.2.1.6.2.2).
(Automatic hand-off will be rearmed when route adherence is found again or when the flight is
uncoupled and if the present controlling sector belongs to the list of computed sectors. In this case,
an immediate scan of the hand-off conditions attached to the sector where the aircraft is
performed).
– The FDR is in Holding. (Automatic hand-off will be rearmed at conclusion of holding).
– The flight is INHIBITED (except case of HAND-OFF FIRST).
#
EUR-P-FPHND-46E
– An operator has inhibited automatic hand-off for the FDR. (An operator will rearm automatic
handoff after de-inhibition). This also applies to hand-off first.
#
EUR-P-FPHND-43D
The hand-off shall also not be triggered automatically when:

– Automatic hand-off from the controlling sector has been inhibited.
– The flight is SUSPENDED.
– Next computed sector is a military sector.
#
EUR-P-FPHND-36
When automatic hand-off is performed between two grouped sectors nothing is changed for the
operator at the time of hand-off, and the automatic accept is performed immediately. The only data
that is updated is the controlling sector identity.
In the event of a Hand-off to multiple functional sectors, which are grouped, the functional sector,
which is allocated jurisdiction is the first one listed in the condition group definition.
#
EUR-P-FPHND-37
Manual hand-off between two grouped sectors is authorised. In this case it is the same controller,
which performs the hand-off and accept.
#
EUR-P-FPHND-38
When an automatic hand-off has been cancelled, or a manual hand-off has been performed on the
flight, an automatic hand-off will still be triggered (as per the adapted condition groups) before entry of
the flight in the next volumetric sector.
#
EUR-P-FPHND-39
When the Hand-off conditions determine that the next functional sector is the functional sector with
jurisdiction then the Hand-off is not performed.
#
If the hand-off time to a subsequent sector has already been reached, and one of the events listed
below occurs the Hand-off shall be immediately proposed to the subsequent sector.
– A TOC, or
– An activation, or
– A function, which changes the aircraft position to the extent that it is in a new sector.
EUR-P-FPHND-47E
When a manual hand-off times out, and if the aircraft lies within a volumetric sector not controlled by
the controlling sector, or the time of the next automatic hand-off is due, a hand-off proposal is
immediately triggered.
#
3.2.1.3.4.2.9 Inhibition
EUR-P-FPINH-30
Inhibition shall be performed manually on PREACTIVE, COORDINATED, UNCONTROLLED,

HANDED-OVER FIRST flight plans by controller responsible for the sector the flight will enter first.
Inhibition shall be performed manually on HANDED-OVER or CONTROLLED flight plans by controller
having jurisdiction of the flight.
Inhibition is not allowed for flights in hold status or with a hold in the future.
#
EUR-P-FPINH-31D
Inhibition shall consist of:

– Changing the flight Plan State to INHIBITED.
– Deleting any SAR alert or SAR Timer manual or automatically set for the flight plan as described in
EUR-P-FPSAR-06.
– The flight data is automatically updated at all positions (removed from any list of strips and inserted
into the inhibited flight plan list), provided that the flight has been distributed to that position.
– Automatic hand-off is inhibited.
– Reset of the controlling sector (CSEC) to blank, except when the current controlling sector is the
last sector.
#
EUR-P-FPINH-32D
Inhibition processing shall also include:

– Automatic transmission of co-ordination messages is not inhibited:
• CPL or EST.
• ABI (AIDC).
• ABI or ACT (OLDI).
– Automatic transmission of inter-centre co-ordination message is inhibited (TOC).
#
EUR-N-FPINH-33
Inhibition processing shall also include:

– The flight plan CFL field shall be made blank (i.e. set to NONE).
#
Note: Manual updates are not allowed on INHIBITED flight plans, except EST, which can be used to change the estimates, if
the flight was preactive before the inhibition.
Messages shall be accepted and processed for INHIBITED flight plans (refer to paragraph about processing of
messages) but the flight remains inhibited, except in the case of a CNL message. In case of a position report message,
validation checks shall not be made, (i.e. the position report shall be accepted as valid).
System flight plan life evolution for active inhibited flight plans shall continue (invisible for the controller).
In non-radar airspace, flight plan track shall not be displayed.
Inhibition processing is not continued across centre boundaries.
3.2.1.3.4.2.10 De-inhibition
EUR-P-FPDIN-31
De-inhibition shall be performed on INHIBITED flight plans.

#
EUR-P-FPDIN-32D
De-inhibition shall be triggered:

– Automatically on re-coupling with a radar track.
– Manually by any controller to re-enable the control of an inhibited flight (display of label and flight
data).
#
EUR-P-FPDIN-36D
De-inhibition shall also be triggered automatically on ADS report reception.

#
EUR-P-FPDIN-33D
Auto de-inhibition of flight plans shall consist of:

– Changing the flight Plan State to HANDED-OVER FIRST (or UNCONTROLLED) where the de-
inhibition is caused by an auto-coupling which declares the flight to be in RAM divergence, or
occurs when the flight is outside the FDRG, scanning the appropriate posting conditions in order to
determine where to post strips.
– Sector jurisdiction is determined by looking at the adapted hand-off condition groups for the
volumetric sector containing the aircraft position received for the flight (geographical position and
altitude which is:
• Mode-C for radar detection, if there is no valid Mode-C, the last computed AFL, shall be used.
• ADS level for ADS report message.
– Update the flight data with the received position is in accordance with the lateral conformance
checking, else flight plan is not updated and divergence warning is issued.
– Automatic hand-off is enabled (except where prevented by RAM processing).
– Update of the flight data information at relevant positions.
When the hand-off is timed-out, the flight goes to the jurisdiction of the next sector in the list of crossed
sectors (next sector from where the aircraft is as determined by FDP).
#
Note: De-inhibition of a preactive flight can also occur as described under de-preactivation.
EUR-P-FPDIN-34D
Manual de-inhibition of flight plans shall consist of:

– Turning the flight Plan State to “PREACTIVE” for flights which have never been co-ordinated, (i.e.
became inhibited before co-ordination), or
Turning the flight Plan State to “COORDINATED” for flights which were either co-ordinated before
inhibition or co-ordinated during inhibition (e.g. EST), or
– For other flights, Changing the flight Plan State to “CONTROLLED” (sector jurisdiction shall be the
sector controlled by the accepting controller. In case of multiple jurisdiction sectors default sector
will be taken as sector jurisdiction).
– Update the flight data at the relevant positions (see HMI posting).
– Removing the flight plan from the inhibited list.
– Update the flight at the sector accepting the flight.
– Enabling the automatic hand-off.
– Computation of an automatic hand-off event to the next sector to be crossed if the current sector is
not the last one in the FDRG, and if conditions described for automatic hand-off are fulfilled.
– If the next sector to be crossed is grouped with the current one, computation of the automatic hand-
off is also performed (In this case the Accept is performed automatically and immediately after
hand-off event).
#
Note: System flight plan life evolution for restarts to be visible for the controller.
In non-radar airspace, flight plan track and label are displayed again.
In radar airspace, track symbol and label are displayed again.
EUR-P-FPDIN-35D
The following processing regarding transmission of messages shall also be done at de-inhibition:
– Enabling automatic transmission of all inter-centre co-ordination messages.
#
3.2.1.3.4.2.11 Suspension
EUR-P-FPSUS-30
Suspension shall be performed on "COORDINATED" or "ACTIVE" flight plans.

#
EUR-N-FPSUS-35
Suspension of a flight shall be triggered:

– Automatically when the flight plan enters an active military area (overflight of the area entry point),
or,
– Automatically when the flight leaves the FDRG (overflight of the FDRG exit point) in the case of an
exit/re-entry flight.
Note: The area entry/exit point overflight may be detected at the first cyclic APR inside/outside the area.
EUR-P-FPSUS-31
Suspension of a flight shall be triggered:

– Automatically on activation of a flight for which the first point in the FDRG (ADEP or boundary) is
inside an active military area.
– Automatically on AOC message from the military system or the other FDRG (case of exit/re-entry
flights). This only applies to an outbound flight which also has an exit re-entry if, at the TOC
sending time, the flight plan track position had not reached the last re-entry point.
#
EUR-P-FPSUS-32B
Suspension shall consist of:

– Changing the flight Plan State to "SUSPENDED".
– Update the flight data information at the relevant position (see HMI posting).
– Automatic hand-off is inhibited.
– Automatic transmission of co-ordination messages is inhibited:
• CPL or EST.
ABI (AIDC).
•
• ABI or ACT (OLDI).

– Automatic transmission of inter-centre co-ordination message is inhibited (TOC).
– System flight plan evolution shall continue (flight plan track computation is not suspended).
– If a re-entry point from the external centre can be determined, flag the FDR to present the flight
plan as an inbound in the EST function using the next re-entry point as BPN.
– Postings are computed as if the flight is not suspended but electronic strips are displayed in the
Forced Strips window and can be manually deleted.
#
Note: Some posting can differ, since flights crossing military areas may be subject to conditions on points, which depend on
whether the point is inside an active military area.
EUR-P-FPSUS-33F
As soon as an EST message received from ICAO has been processed or a manual EST is performed
on a suspended flight the strips, which were displayed in the Forced Window return to the strip window
(in announced or informed status) as determined by the standard posting rules.
The same process shall apply to an EST message received from AIDC.
#
EUR-P-FPSUS-34
Jurisdiction remains with the controlling sector before suspension until reactivation.
At suspension, jurisdiction remains with the former controller or is allocated to the sector where the
aircraft is calculated to enter following suspension, where there is one (This sector could follow a
military area on the FDRG boundary).
#
3.2.1.3.4.2.12 Re-activation
EUR-P-FPREA-30
Re-activation shall be performed on "SUSPENDED" flight plans.

#
EUR-P- FPREA- 31
Reactivation of a flight plan shall be triggered:

– Automatically on reception of a TOC message from the military system or the controlling external
centre.
– Manually on direct acceptance of the flight by a controller.
#
EUR-P-FPREA-32
Manual reactivation shall consist of:

– Changing the flight Plan State to "CONTROLLED".
– Update the flight data information at all positions and posting strips accordingly.
– Enabling automatic transmission of inter-centre co-ordination message (TOC).
– Enabling automatic transmission of co-ordination messages:
• CPL or EST
• ABI (AIDC)
• ABI or ACT (OLDI)
Automatic reactivation shall consist of:
– Changing the flight Plan State to "HANDED-OVER", by scanning the Hand-off conditions for points
in the volumetric sector where the aircraft is currently positioned. If the aircraft is outside the FDRG,
the volumetric sector selected is the next to be entered (case of exit re-entry flight).
– Update the flight data information at all positions.
– Enabling automatic transmission of inter-centre co-ordination message (TOC).
– Enabling automatic transmission of co-ordination messages:
• CPL or EST
• ABI (AIDC)
• ABI or ACT (OLDI)
#
EUR-P-FPREA-33
Following the acceptance of a flight occurring at or after the re-activation, all postings done for the
volumetric sectors preceding the current sector shall be deleted.
#
3.2.1.3.4.2.13 Control Relinquishment

EUR-P-FPREL-30F
Relinquishment shall be performed only on reception of an AOC from an adjacent FIR when the flight
will not re-enter the FDRG. This only applies to an outbound flight with exit re-entry as well if, at TOC
sending time, the flight plan track position had already passed the last entry point.
#
EUR-P-FPREL-31F
Upon relinquishment, the flight shall go to the uncontrolled state.

#
EUR-P-FPREL-32F
Once the control has been relinquished, no more automatic hand-over shall take place, nor any other
message transmission.
#
3.2.1.3.4.2.14 Finishing
EUR-P-FPFIN-30D
Finishing can be performed on flight plans in any state except when in "HANDED-OVER" or
"HANDED-OVER FIRST" state.
#
EUR-P-FPFIN-31D
Finishing can be performed manually:

– On INACTIVE, PREACTIVE States.
– On COORDINATED, UNCONTROLLED States.
– On CONTROLLED State.
– On SUSPENDED State.
#
EUR-P-FPFIN-32E
Finishing shall be performed automatically:

– A specified time (system parameter: FPL_FINISH_PREACT, Note (1)) after preactivation, if a
preactive flight plan is not co-ordinated within that specified time.
– A specified time (system parameter: FPL_FINISH_COORD, Note (1)) after co-ordination, if the
flight plan is not activated within that specific time.
– A specified time (system parameter: FPL_FINISH_END, Note (2)) after the estimated time of
overreaching the ADES or the final exit co-ordination point.
Finishing shall not occur whenever.
– Radar coupling exists, or
– For a period of time (FPL_FINISH_DECOUPLE) after radar de-coupling.
– A SAR alert is present, or a SAR Timer is set, or for a period of time (FPL_FINISH_SAR) after SAR
alert or SAR Timer cancellation, unless the Controlling Sector is disabled for SAR Alerting.
Finishing may occur when the flight plan is suspended if the flight plan is leaving the FDRG through a
military area and not re-entering.
Note: 1: Parameter for first sector.
2: Parameter for last sector.
#
EUR-P-FPFIN-36D
Finishing shall occur automatically at FPL_FINISH_DECOUPLE minutes after de-coupling, if it has

previously been prohibited from finishing because of coupling (See above).
#
EUR-P-FPFIN-37D
Finishing shall occur automatically on reception of a cancel message (CNL) if the flight plan is inactive
or preactive.
#
FPL tracks will remain stationary at the arrival point until FPL_FINISH_END expires.
EUR-P-FPFIN-34
Finishing shall consist of:

– Changing the flight Plan State to "FINISHED".
– Deletion of the flight data information from the relevant positions (see HMI posting).
#
EUR-P-FPFIN-38
Finishing shall occur automatically at FPL_FINISH_SAR minutes after SAR alert cancellation or SAR
Timer cancellation, if it has previously been prohibited from finishing because of SAR alert or timer
(See above).
#
3.2.1.3.4.2.15 Cancellation
EUR-P-FPCAN-30
Cancellation shall be performed on "FINISHED" flight plans.

#
EUR-P-FPCAN-31
Cancellation shall be triggered:

– Automatically a specified time (system parameter: CANCELLED_CHANGE_TIME) after
"FINISHING".
– Manually by CNL function on a plan in finished state.
#
EUR-P-FPCAN-32
Cancellation shall consist of:

– Transferring the FDR into the PAST database. This shall occur if the flight plan has at one stage
been active.
– Deleting the Flight Data Record (FDR).
– Disassociation of its SSR code, when assigned.
#
3.2.1.3.4.2.16 PAST Flight Plan Database

EUR-N-FPPAS-01
The Flight Data Records are removed automatically from the PAST flight plan database a system
parameter (PAST_DATABASE DELETE_TIME) time after their cancellation.
#
EUR-N-FPPAS-02
Operators can access, for information only, any of the Flight Data Records stored in the PAST flight
plan database.
#
3.2.1.3.4.2.17 General Principles Of Civil/Military Flight Plan Management

In this section, the term Civil/Military flight plan describes a flight plan that includes at least a military
sector in the list of crossed sectors. Civil and Military flight plans will be managed in a similar manner
to civil flights and consider that military airspace as an adjacent centre.
EUR-P-CIMIL-30
Civil/Military flight plan life shall be the same as for a civil flight except for the following:
– A transfer to a military sector shall only be manually performed.
– When a flight is controlled by the military sector, it shall become suspended in the EUROCAT-X
system.
– When a flight returns to the control of a sector, the flight shall be reactivated in the EUROCAT-X
system.
#
Refer to previous paragraphs for details on civil/military flight plan processing.
3.2.1.3.4.3 Grouping / Ungrouping of Sectors

Sectors can be grouped or ungrouped.
EUR-P-FPGRP-31
When several functional sectors are grouped, the same controller shall control them. Transfer of
jurisdiction between two grouped sectors shall be performed automatically at the hand-off time. Upon
automatic hand-off an automatic accept occurs immediately. For the controller, the controlling sector
identity is updated accordingly to indicate that the functional sector has changed. Flights are always
controlled by only one functional sector.
During the grouping of 2 sectors, if a flight plan is in automatic hand-off between these two sectors, an
automatic accept, is performed by the system for the second sector.
No hand-off indication is presented to the controllers.
#
EUR-P-FPGRP-32
When grouping is initiated the functional sector, which is being re-grouped is placed under the control
of the new "receiving" position, but the flights that were controlled by that sector remain allocated to it.
Grouping is performed as a single process.
#
EUR-P-FPGRP-33
Ungrouping is carried out as a single process. All flights are allocated to the two positions depending
on which sector is controlling them.
#
Note: Attachment/detachment of sectors to positions will be taken into account by the posting function. At the time of grouping
and ungrouping, strips are re-distributed according to the new sectorisation.
3.2.1.3.4.4 HMI Posting Computation
3.2.1.3.4.4.1 Aim Of The Posting Computation

A posting is defined, as information sent to a functional sector in a specified layout. The aim is to
provide to the controllers the right information about the flight at the right time.
The information can be sent as an electronic strip and/or paper strip as well.
This basic requirement depends on specific conditions being fulfilled and is tightly linked with the
operational concept and control procedures.
In that context, and in order to cope with evolution of the procedures during the life cycle of the
system, an off-line language to define the conditions of posting is used by the system.
This language allows distribution of the information for the flights, based on the points of the flight plan
route, and depending on the characteristics of the flight around the point.
For all points that can generate postings, off-line defined conditions allow to direct these postings on
the appropriate sectors, for flights flying over the point. A condition group is defined as being the set of
conditions related to one point.
When a condition is realised on a particular point, a posting will take place, and the point mentioned
above is called the reference point of the posting. (A point without conditions defined cannot generate
any output).
3.2.1.3.4.4.2 Condition Group Language Definition

Typically, a condition for posting reads "if the flight is a departure and if the flight is in the co-ordinated
state, and if AAAA is the departure airport, then send an electronic strip onto, the suite approach APP1
with the XXX format". This ensures that the approach Controller would be informed when a flight is
going to take off.
Each elementary condition of a condition group for a defined reference point contains 2 parts:
– A condition part.
– A statement to be executed if the condition above is realised. This statement can either be a
number of posting instructions, or a control instruction for the conditions evaluation processing.
A control instruction can be of 2 kinds:
– Jump to the evaluation of a designated condition, skipping possible postings if a condition is

realised.
– Scan all conditions until a designated condition.
EUR-P-PCOND-01D
The posting description contains (the reference point of the posting is the point heading the current
condition group):
– Functional sector to send the posting to.
– Tower position to send the posting to.
– A flight data type which can be:
• Pre-activated departure if the posting is to occur at preactivation and only if the flight is a
departure from the FDRG.
• Pre-activated inbound if the posting is to occur at preactivation and only if the flight is inbound to
the FDRG.
• Co-ordinated departure if the posting is to occur in the co-ordinated state and only if the flight is
a departure from the FDRG.
• Co-ordinated inbound if the posting is to occur in the co-ordinated state and only if the flight is
inbound to the FDRG.
• Active arrival if the posting is to occur in the active states and only if the flight is an arrival in the
FDRG.
• Active exiting if the posting is to occur in the active states and only if the flight is an outbound or
overflight.
– An indication that the posting is to go in the Forced Strip Window instead of the Announced Strip
Window, (only for co-ordinated and active postings).
– A format number (layout identifier), out of the 10 possible off-line defined strip formats.
– Orientation indicator selection, which can be:
• System calculated geographic direction of flight (northbound, eastbound, southbound or
westbound). This is the default selection, or
• One of the following fixed values, ←, ↑, →, ↓ or ↔.
#
EUR-P-PCOND-03E
– Indication if the posting is to be a paper strip or a screen posting.
#
EUR-P-PCOND-02D
The condition group contains the following elements, which are available for discrimination of the flight:
– A level condition, on the reference fix, which can use the PCFL or the AFL (profile level) on the
reference fix, or the CFL of the flight.
– SID and/or STAR names.
– Three preceding and three succeeding points of the flight plan.
– Point belongs to a defined FDRG route.
– Departure or arrival airport.
– A presence flag for the DCT indicator.
– Flight rule.
– Flight type.
– Callsign (define first characters (up to 8) which will match any callsign which contains those
characters at the beginning of the callsign).
– Departure runway.
– Arrival runway.
– Reference point belongs to the first crossed sector or not. (The level used is the level computed by
the system: AFL).
#
EUR-P-PCOND-04E
– Reference point belongs to a currently active military area.
#
The following operators and keywords are available in order to define the condition groups:
– "is" meaning equal to (a point, an ADEP or ADES);
– "not" meaning not equal;
– "in" meaning belongs to (a level range, a route);
– "out" meaning does not belong to;
– "PRE" meaning referencing points in the route (F15) before the reference point of the condition
group;
– "SRE" meaning referencing points in the route (F15) after the reference point of the condition
group;
– "0", "1", "2", "3" meaning the point with index n-1, n-2, n-3 or any of the 3 if "0", when associated to
PRE (index n stands for the referenced point). When used with SRE, it means index n+1, n+2, n+3,
etc.….
Note: A posting can only take place if all of the conditions in the condition group are fulfilled. SID and STAR points are not
taken into account when evaluating PRE and SRE conditions.
The device address specified in the condition is a logical one: the actual output will be done after
checking whether the sector is subject to grouping or re-routing.
Note: As postings are all linked to reference points, it could be necessary to create condition groups for all points in the system
if all flight plans are to create postings on crossed sectors. In order to ease the task of entering the condition groups, and
also to cope with the case of flights flying outside published routes, dummy points have been introduced: these dummy
points are sector entry points which represent the point where the flight crosses a new sector boundary. Conditions on
these dummy points can be introduced in the same manner as for standard points: such conditions are evaluated
whenever the flight plan route crosses the sector. This includes entry to the volume due to departure from a point in the
volume.
Remarks:
– The reference point of the posting is the one for which the condition is fulfilled.
– Conditions are computed in the following order:
• Point by point and condition by condition, in order of declaration in the off-line definition.
• The outputs are done in the same order.
– One single strip per flight plan can be presented to a functional sector. Should several conditions
match the priority rules defined in EUR-P-FPPOS-09 shall be used.
The following paragraphs describe how automatic strips are generated and output and how they are
mixed with manually created ones.
3.2.1.3.4.4.3 Triggers used in posting computation

Each time the state of the flight plan changes, the postings are recomputed ("Condition groups" are
used to determine the outputs to be automatically generated) and sent at the time of the state change
as per the following table.
Posting event FDP processing
EUR-P-FPPOS-30
Preactivation Posting is generated for all points for which ETO is between boundary point and
# FPL_PREACTIVE_POSTING_HORIZON time after ETD/ETB.
Note: The VSP parameter selected for the timing of the event and the posting
horizons are the one relevant to the sector of entry to the FDRG.
EUR-P-FPPOS-33E
Co-ordination Delete "preactivation" posting. Posting are generated for all points which are
# expected to be overflown between the ETO of the boundary point and
FPL_COORDINATE_POSTING_HORIZON time after ETD/ETB.
Note: The VSP parameter selected for the timing of the event and the posting
horizons are the one relevant to the sector of entry to the FDRG.

EUR-P-FPPOS-34E
Activation Delete "co-ordination" posting. Posting are generated for points of current sector
# (volumetric sector which contains the location where the aircraft is activated), and
points of all succeeding sectors which are to be crossed within the parameter time
defined for announcement.
Note: Posting for possible skipped sectors is not generated, in case activation takes
place in the middle of the route.
EUR-P-FPPOS-35E
Acceptance If assume control by a position without posting "default posting" to the assuming
# position (in controlled window), else no recalculation of pos ting. At the first accept
after re-activation (or at re-activation), deletion of previous postings as explained in
EUR-P-FPREA-33.
EUR-P-FPPOS-36E
Suspension No recalculation of posting
#
EUR-P-FPPOS-37E
Reactivation Posting are generated for points of current sector (volumetric sector which contains
# the location where the aircraft is automatically re-activated or accepting sector)
EUR-P-FPPOS-38E
Deactivation Delete "activation posting"
# Compute "co-ordination posting" as per EUR-P-FPPOS-33E.
EUR-P-FPPOS-39E
Decoordination Delete "co-ordination posting" if preactive, preactivation posting are generated as
# per EUR-P-FPPOS-30.
EUR-P-FPPOS-40E
Finishing Deletion of all postings
#
EUR-P-FPPOS-41E
Inhibition Deletion of all postings
#
EUR-P-FPPOS-42E
De-inhibition Posting is generated for points of current sector (accepting sector), or sector
# containing the actual position of the aircraft.
Table 3-6 Posting Computation events.
Each time the following timed events occur, the postings are recomputed and sent as per the following
table:
EUR-P-FPPOS-31
Announcement All flight plan points of the sector are scanned; some postings can be directed to the
(Computed VSP time informed window, with appropriate condition group. The VSP is the time parameter
before each sector relevant to the sector being entered.
crossing) Note 1: announcement postings continue to take place while the flight is
(See note 2 for VSP time suspended. The event is computed independently of accept or assume, only based
value) on the estimate at sectors boundaries conditions valid for announcement are those
concerning the active flight data types.
#
Note 2: The parameter used for announcement can be either:
- ACTIVE_LANDING_OUTPUT_TIME for flights landing in the FDRG, or
- ACTIVE_EXITING_OUTPUT_TIME for flights landing outside the FDRG (in both
cases, the parameter value is also depending on the type of sector (A or B) for
which posting is computed).
Note 3: Announcement to a sector can never take place before the announcement
to the previous sector. This may result in the announcement occurring after the
parameter defined for the sector
EUR-P-FPPOS-43E
This event occurs a) At the time of ACCEPT, a volumetric sector is computed. On
DELETE_ON_ACCEPT_ DELETE_ON_ACCEPT event, all strips posted for reference fixes lying before this
DELAY (VSP parameter) volumetric sector are deleted. The volumetric sector is computed as follows:
minutes after the 'accept' - When the ACCEPT follows an automatic hand-off sequence or a manual hand-off
has occurred. carried out to anticipate an automatic hand-off, the volumetric sector is the one
The VSP parameter associated to the accepting functional sector.
being the time parameter - In other cases, the volumetric sector selected is the one immediately following the
relevant to the volumetric last point with an estimate in the past at the time of ‘accept’.
sector being exited.
b) In addition, at the time of DELETE_ON_ACCEPT event, all additional postings as
# defined in 3.2.1.3.4.4.7 are deleted except those associated to the functional sector
in control or to which a hand-off is currently in progress.
Table 3-7 Other Posting Computation events

Each time the following functions are performed, the postings are recomputed and sent as per the
following table:
EUR-P-FPPOS-32
Hand-off If the Hand-off is to a sector that is not involved, as determined from the FDP flight
# path, a default posting is generated in the Hand Over In Window; otherwise the
posting is not re-calculated.
EUR-P-FPPOS-45E
Flight data change If the flight data (affecting condition group testing) changes, the postings will be
# recomputed and the new data displayed by deletion of obsolete strips and the
sending of the new ones. If strips are existing new data will be put inside. This
means that electronic posting, which are displayed on a screen are updated.
Note that there is no printing done to print new paper strips (other than the one
based on the general condition group mechanism).
If the flight is preactive or co-ordinated conditions are re-scanned as at preactivation
or co-ordination. If the flight is active, conditions on all the points of the current
sector and next sectors are evaluated.
Table 3-8 Additional Posting Computation events
3.2.1.3.4.4.4 Manual Processing

EUR-P-FPPOS-08
The following operators' commands are processed:

– Add a strip: Requests the output of a strip to a functional sector. The device may not contain a
strip for that flight. No strip output can be generated for an inactive flight. The strip is then displayed
in the forced strip window, in the default format for the receiving sector (defined off-line per
functional sector).
– Delete a strip: Requests the deletion of an existing strip on a functional sector.
#
3.2.1.3.4.4.5 Rules For Adding Strips

EUR-P-FPPOS-09
When several postings are defined, through condition groups or "forced" default or manual forced
postings some priority rules are defined in order to display only one posting per position.
These priority rules are as follows:
– A posting (unless it is a manual posting) concerning the responsible sector overrides other
postings.
– A condition group posting overrides a default posting forced for hand-off, grouping, ungrouping or a
manual (FOR STP) posting.
– A default posting forced for hand-off overrides a default posting forced for grouping, ungrouping or
a manual (FOR STP) posting.
– A default posting forced for grouping or ungrouping overrides a manual (FOR STP) posting.
– An automatic posting for which the reference point is a real point overrides a posting for which the
reference point is a dummy point.
– A posting overrides postings done for previous flight plan life stages.
– A posting for the announced window overrides a posting with the informed flag set.
– Otherwise, a new one does not override previous posting.
#
3.2.1.3.4.4.6 Paper Strips

EUR-P-STP-30Z
Up to NB_MAX_PAPER_STRIP_FORMATS different paper strip formats shall be used depending on

the posting conditions.
#
EUR-P-STP-35
The paper strip shall be printed automatically as specified in the condition groups.
#
EUR-P-STP-38
For each flight plan, only one strip (of the same format) shall be automatically printed per physical
position or functional sector (based on the parameter FPL_STRIP_PRINT_TARGET), as follows :
– if set to PRINT_FUNC_SEC
a paper strip shall be printed for a flight plan ONLY if the previous automatic printing of this FDR
•
FOR THE POSTED FUNCTIONAL SECTOR was not using the same format.
– if set to PRINT_LOG_POS
• a paper strip shall be printed for a flight plan ONLY if the previous automatic printing of this FDR
ON THAT POSITION was not using the same format.
An additional paper strip may be automatically printed following an FDP restart or switchover.
#
EUR-P-STP-37
For each of the paper strip formats, an initialisation string shall be defined, allowing the ability to
specify frames and graphics icons to be printed in addition to the flight plan fields.
#
Note: Attributes of the paper strips are defined off-line and include:
- Size of characters.
- Line number of field on paper strip.
- Column number of field on strip.
- Number of characters in field.
- Character height for field.
- Character width for field.
- Field inverse print (white on black).
The fields available for output on strips are the same as for electronic strips.
EUR-P-STP-39
For paper strips it shall be possible for each off-line defined posting condition to define how the paper
strip beacon fields are populated as follows:
1. Any defined point in the flight plan route (defined via off-line defined characteristic points or via
latitude/longitude coordinates) as well as FDRG and Sector transition fixes may be specified to
be printed on a paper strip
2. Each such point to be printed can be mapped to one of the beacon fields that are printed
3. It shall not be necessary to have each paper strip beacon field mapped to a corresponding point
in the posting instruction
4. Paper strip beacon fields not explicitly mapped to a point shall remain blank on the printed strip
5. If fewer paper strip beacon fields are specified for printing than fields are available in the printed
strip format, then these points are printed in the order specified, with the unmapped locations
being left empty
6. Concurrent route points, i.e route points occuring more than once with the same ETO, shall only
be printed once(This situation can occur when for example a FDRG boundary or Sector entry
transition point happens to be the same as an already named beacon in the same posting
instruction)
7. Points already overflown are printed using their respective ATOs
8. In the absence of a point lists for a paper strip posting instruction, paper strip Beacon 1 is set to
the last overflown beacon, or, if none have been overflown, to the first point in the fix list. Paper
strip Beacons 2 to MAX_FIXES_PER_STRIP are set to the next FDRG boundary, sector
transition or beacons as per fix list, respectively.
9. Each beacon listed in a posting instruction is mapped to the beacons used in the paper strip
format that is declared by the posting instruction. For example, if a paper strip format used
beacon 2, 4 and 6, then the first posting instruction beacon is mapped to Beacon 2, The second
to Beacon 4 and third to Beacon 6. In this context an explicit instruction for a printed field to
remain blank is considered a posting instruction, i.e. blank or empty beacon posting instructions
indicate that nonblank strip format beacons to remain blank when printed.
#
EUR-P-STP-40
For all FDRG as well as Sector boundary transitions, the nearest published beacon, that can be found
in the vicinity defined by TRANSITION_FIX_AREA_X/Y, is to be used If no such point is found the
respective boundary transition coordinates (lat/long) are used.
#
EUR-P-STP-41
If geographical coordinates are used in a paper strip beacon, the following format is used then the
coordinates can be printed either as one value or as two separate values in separate locations on the
printed strip depending on the strip layout specification.
If the point is to be printed as a single value the following format is used:
If in the strip layout, the length of a field allocated to a point is
• = 5 then “ddggg” is used; if the field length is < 5 than the field is truncated to the specified
length
• = 6 then “dd ggg” is used
• 6 < field length < 11 then the format “ddNgggE” is used
• > 10 then the format “ddmmNgggiiE” is used
If the point is to be printed an two separate locations on the printed strip, then
• the latitude value is printed in the first location using the format “ddmmN” and
• the longitude value is printed using the format “gggiiE”
If the specified length for each location i s longer than required by the format, then the trailing spaces
remain blank. If the specified length is less than required then the value is truncated to the specifed
length.
where
dd = degrees N/S
mm = minutes N/S
ggg = degrees E/W
ii = minutes E/W
N = N/S
E = E/W
If a point does not evaluate to a geographic coordinate pair and two print locations are specified in the strip layout,
then the respective point name is printed in the first location and the second location remains blank.
#
EUR-N-STP-50
A "Paper Strip ETO Warning" shall be sent to the positions of the concerned suite when the ETO over
the sector entry point relevant to the concerned suite has changed by more than an offline defined
parameter ETO_CHANGE_WARNING_THRESHOLD since a referenced ETO time (see below) over
the sector entry point. A value of 0 shall disable the paper strip warning ETO warning function.
An offline defined look ahead time period ETO_WARNING_LOOK_AHEAD is used so that only
sectors within a look ahead time period along the route (from the time the warning is issued) for which
a paper strip has been posted are issued with an ETO warning. A value of 0 shall disable the look
ahead function.
A referenced ETO time of a sector entry point is set (or reset) by either of the following events
whichever is the latest:
– A paper strip is printed at any of the positions of the concerned suite relevant to the sector entry
point.
– A paper strip ETO warning message has been issued.
Note: A concerned suite in the context of this requirement (consisting of an EC and its corresponding PLC) is where:
– A paper strip has been printed for either position of the suite and,
– The route of the flight has to cross the sector/s that are controlled by the EC of the suite.
Note: This requirement has no impact on electronic strips. Multiple alerts may be generated to the same concerned suite in
case of multiple functional sectors on one logical position or if there are sector re-entry points along the route before the
end of the ETO_WARNING_LOOK_AHEAD_TIME.
3.2.1.3.4.4.7 Additional Postings

Some additional postings are done by the system to manage the following cases:
EUR-P-FPPOS-17
When a Hand-off (automatic or manual) is done to a sector, which has no electronic strip, the system
adds an electronic strip to this sector (format defined off-line per functional sector).
For automatic Hand-off the reference point of the posting is the sector entry point of the volumetric
sector used to trigger the Hand-off condition.
For manual Hand-off, the reference point is the next point to over fly (including all internal points).
#
EUR-P-FPPOS-18
When an assume control is performed and the sector has no electronic strip, the system adds an
electronic strip to this sector (format defined off-line per functional sector). The reference point is the
next point to over fly (including all internal points).
#
EUR-P-FPPOS-19
The controlling position of a given flight can never lose this flight plan electronic strip except by manual
deletion. This means that when a modification occurs, the system maintains an electronic strip on the
position, which kept control of the flight. The reference point is the next point to over fly (including all
internal points).
#
EUR-P-FPPOS-20
In consequence, these additional postings made for a position, which loses control are deleted a VSP
delta time after the control is lost (i.e. accept or assume by another position).
#
EUR-P-FPPOS-21
In the same way postings added to a position towards which a hand-off proposal has been made, is
deleted a VSP delta time after the hand-off cancellation.
#
EUR-P-FPPOS-22
In case of grouping or ungrouping, postings are immediately recomputed based on the new
sectorisation.
#
3.2.1.3.4.4.8 Impact of flight plan STATE on postings

For various Flight Plan States, postings can be generated at predetermined moments of the flight plan
life. Mainly they apply to the preactivation, co-ordination, activation, and the ability to require the
display of an informed strip.
In addition postings are affected, through changes of colour or window by the following changes:
– Hand-off to a sector.
– Acceptance by a sector.
– Suspension.
– Re-activation.
This is described in the paragraph related to HMI Electronic Strips Posting.
3.2.1.3.4.5 Flight Plan Modification

Modifications to FDRs shall be made as follows, and according to the status of the FDR:
EUR-P-FPMOD-30D
– Manually by operators.
– Automatically on receipt of Reports from the Automatic Position Reporting from the radar data
function.
– Automatically on receipt of valid ICAO messages.
– Automatically on receipt of valid AEP and POS messages.
– Automatically on receipt of valid AIDC messages.

– Automatically on receipt of valid OLDI messages.
– Automatically on receipt of valid inter-centre co-ordination messages.
#
EUR-P-FPMOD-36D
– Automatically on receipt of Reports from the Automatic Position Reporting from the ADS function.
#
EUR-P-FPMOD-37D
– Automatically on receipt of Pilot acknowledgement from the CPDLC function for some uplink
messages.
– Automatically on receipt of some unsolicited downlink messages from the CPDLC function.
These messages and the conditions required for automatic modification to take place, and description
of the modification performed, are listed in the section "CPDLC Messages".
#
Before processing, the "modification" data is checked using the same methods outlined for flight plan
creation.
EUR-P-FPMOD-02
FDR modification shall trigger:

– Flight Plan trajectory computation.
– Re-Computation of events.
#
When one of the processes described above fails, the modification is not performed and depending on
the modification source, the following action shall be performed:
– Message reception:
• Erroneous ICAO message shall be queued.
• Erroneous or AIDC or inter-centre co-ordination messages shall be queued.
• Or OLDI messages shall be queued.
EUR-P-FPMOD-05B
– Operator action: The operator shall be warned of any erroneous manual entry.
#
3.2.1.3.4.5.1 Automatic Modification

Receipt of some of the following messages triggers automatic modification of the flight plan:
– AIDC messages from the AFTN.
– OLDI messages from dedicated lines.
– ICAO messages from the AFTN.
These messages and the conditions required for automatic modification to take place, and description
of the modification performed, are listed in paragraph:
– ICAO message reception.
– OLDI message reception.
– AIDC message reception.
EUR-P-FPMOD-31D
Automatic position reporting from the radar data function shall trigger calculation of the profile if
required, estimated time of overflight (ETO) flight levels and the list of crossed sectors using the mode
C or reported altitude and the (X, Y) position of the track, if the position is inside the RAM model.
On reception of automatic position reporting from radar function the estimated time of overflight (ETO)
at the reported position is replaced by actual time of overflight (ATO) sent by the radar and system
ETOs at subsequent points are updated as explained in EUR-P-ESTIM-38D.
The following APR fixes can be inserted in the flight plan route when the profile is recomputed:
– Coupling location following an automatic coupling.
– Track position at time of cyclic APR who's present Mode C is substantially different from the flight
plan profile level (triggering a profile recalculation).
– Last track position, where an automatic drop with a valid position (comprised within the flight plan
route and after the last overflown fix).
#
EUR-P-FPMOD-38D
Automatic position reporting from the ADS function shall trigger calculation of the profile if required, the
estimated time of overflight (ETO) and flight levels and the list of crossed sectors computation using
the reported altitude and the (X, Y) position of the track, if the position is inside the RAM model.
On reception of automatic position reporting from ADS function the estimated time of overflight (ETO)
at the reported position is replaced by actual time of overflight (ATO) sent by the ADS report and
system ETOs at subsequent points are updated as explained in EUR-P-ESTIM-38D.
The following APR fixes can be inserted in the flight plan route when the profile is recomputed:
– Coupling location following an automatic coupling.
– Track position at time of APR whose present reported altitude is substantially different from the
flight plan profile level (triggering a profile recalculation).
– Last track position, where an automatic drop with a valid position (comprised within the flight plan
route and after the last overflown fix).
ADS APRs are not processed when flight plan is radar coupled.
#
Note: During this automatic modification if the wind table has been updated since the last modification to a flight plan, the
system recalculates all the estimates related to the FDR to reflect the effect of the wind on ETOs at subsequent route
points.
Receipt of Position Report messages (AIREP, AEP/POS) triggers automatic modification of the flight
plan (see paragraph where processing of these messages is described).
3.2.1.3.4.5.2 Manual Modification

Depending on the flight Plan States, only specific operators shall be allowed to modify a flight plan and
only a subset of data can be modified.
These restrictions are documented in the document referenced in [8].
If the ETD is modified the plan may be moved from preactive back to inactive.
EUR-P-FPMOD-42E
TAS changes via field 15a of FPW entered after activation shall only be applied after the next point.
TAS changes via electronic strip entered after activation shall be applied from the present route
position of the flight.
TAS, when modified from the strip, applies to the whole section of the route from the present route
position of the flight, regardless of speed information in field 15a and 15c. After such a modification,
changes to the speed in field 15a or field 15c are ignored.
For coupled tracks in RAM status, no SPEED changes can be applied from the current position. If
attempted the SPEED change will apply to the next point and a warning message will be displayed
indicating the function has been applied to the next point.
RFL is checked against F15a at creation and at any RFL change prior to co-ordination.
RFL changes in field 15b of FPW entered before co-ordination shall be used to initiate the first PCFL.
Subsequent to co-ordination, this RFL may be changed but no longer effects profile calculation.
#
EUR-P-FPMOD-45F
On modification of aircraft type, PCFLs for all notional overflown points, except the last overflown
point, are changed to the "initial" RFL. (These PCFLs are invisible to the controllers).
This is done to ensure that aircraft type change is not rejected when type performance is checked
against old PCFLs.
#
EUR-P-FPMOD-44E
New points inserted by a route modification shall have their PCFL set to the PCFL of their existing
previous point.
#
EUR-P-FDPMOD-50
The DOF/ switch in the OTHER field shall be accessible for modifications only if the flight plan status is
not active.
#
Manual modification of the FDR resulting in the modification of the flight plan trajectory:
EUR-P-FPMOD-32
The route shall be modified manually only for the part of the route that has not yet been overflown (i.e.
as indicated by the flight plan estimates progression). Following overflight (ATO) of the ADES, no
element of the FDR, which affects the profile, may be modified. PCFLs can only be modified from and
including the last overflown point (notional or ATO received).
Following a route modification, condition groups are scanned in order to determine the postings to be
performed. In case this recalculation of postings results in a situation where a functional sector which
is either controlling the flight or to which the flight is handed over receives no postings based on the
condition groups, a default posting is applied to this functional sector. The format of this default posting
is applied. The format of this default posting is defined off-line per functional sector.
If a route modification occurs while a flight plan is in handed over first or handed over state, a new
Handoff proposal is recomputed, based on the result of condition groups scanning with the modified
route.
When a route modification has been performed after co-ordination of an inbound or overflight, which
excludes the existing COP from the route, the ETN and Entry point information remain unchanged; the
estimate times will be re-computed from the last overflown.
#
Manual modification of the FDR resulting in the modification of estimated times:
Refer to paragraph about "estimated times computation".
Note: The following rule must be satisfied for the modification of the ATD:
- ATD is comprised between current time - delta and current time + delta, where delta is a system parameter
(FPL_ATD_DELAY), otherwise the modification is rejected.
Manual modification of the FDR for re-routing of jurisdiction before activation:

EUR-P-FPMOD-33D
A controller shall have the capability to change the jurisdiction of a flight plan he has under his control,
before the activation of this flight plan.
This manual operation shall be allowed for flight plans existing in a "PREACTIVE" or
"COORDINATED" state.
This operation shall have no effect on the current flight Plan State.
#
EUR-P-FPMOD-43E
The result of this action shall consist of:

– The jurisdiction is given to the controller in charge of the sector defined within the transfer action.
– The flight plan data is updated accordingly at both sectors: postings are recomputed as explained
in paragraph 3.2.1.3.4.4.
#
3.2.1.3.4.5.3 Modification Security

EUR-P-FPMOD-04D
To guarantee the integrity of the FDR database against multiple access such as:
– Two simultaneous manual modifications.
– Manual modification during an automatic modification due to:
• ICAO message reception.
• AIDC message reception.
• OLDI message reception.
• Time events or APR.
All the FDRs are time stamped.
#
EUR-P-FPMOD-04E
Three time stamps are associated to each FDR:

a) One for creation;
b) One for coupling (manual or automatic) and all commands (external message or time event)
modifying an editable field in the flight plan window or the flight plan status with the following
exceptions:
• Any commands modifying the AIDC exit data status shall not update the modification time
stamp, and.
• Any commands modifying PCFLs or pilot ETOs shall update the modification time stamp.
c) One for modifications to the global operational information (GLOBAL_OPS_INFO) field.
Before processing each manual modification, (except for certain modifications see EUR-P-FPMOD-
04F) the system checks that the modification has been made to the current, stored FDR version (time
stamp (b) above).
Before processing a modification to the global operational information field, the system checks that the
modification has been made to the current, stored FDR version (time stamp (c) above).
If that is not the case, the modification is rejected as it indicates that a modification has been
attempted to an old, "obsolete" FDR version. The modifications are lost, the current FDR is displayed,
and an error message is displayed to the operator warning that the modifications have not been
accepted.
#
EUR-P-FPMOD-04F
Certain modifications to the FDR following HMI to FDP field modification requests shall NOT be
checked against the FDR Time Stamp (although they will update that stamp), the commands are as
follows:
– CFL - Enter or change the CFL for one or more points.
– EFL - Enter or change the XFL.
– PRL - Enter or change the PRL for one or more points.
– RFL - Enter or change the RFL for one or more points.
– PFL - Enter or change the PCFL for one or more points.
– WPT - Acknowledge pilot reported ETOs.
– DLY - Enter delay for one or more points.

– CRP - Make a point a compulsory reporting point.
#
3.2.1.3.4.5.4 Function authorisation

EUR-P-FPMOD-34
Positions are authorised to perform functions as defined in reference [8].

#
3.2.1.3.4.6 Holding
EUR-P-FPHLD-30D
To make the system aware that an aircraft has been placed in a holding pattern, the Responsible
Controller(s) can place the corresponding flight plan into hold status. A flight can be placed into hold
status at a known geographic point, at the position of the aircraft when the hold function is executed or
at a position specified by using the pointing device:
– When no geographic location is specified, the flight shall be held immediately, no holding point is
defined.
– When a geographic location is specified (known point or latitude/longitude), it must be within the
lateral conformance limits defined as within OUT_OF_ASSOCIATION_DISTANCE_HOLDING
(system parameter) from the route, otherwise the holding function is rejected.
The point considered as the real holding point is the projection of the specified point onto the route.
– When a geographic location is specified and the flight has already overflown (ATO received on a
point after the holding point) that holding point, the flight shall be held immediately on the last point
with an ATO.
Note: In this case, a warning shall be presented to the controller having done the hold if the holding point has been effectively
overflown (an ATO has been processed at or after the holding point).
– When a geographic location is specified and the flight has not yet overflown that holding point (the
flight plan is then considered in initialised-holding status), the flight shall continue until flying over
the specified point, then shall be held.
#
Note: When a position is selected by using the pointing device, the system will check if a known point is in the vicinity (system
parameter HMI_POINT_VICINITY) of the specified position. If a known point is found it will be considered as the
specified position else latitude/longitude of the position will be considered for holding point.
EUR-P-FPHLD-37H
The Hold Departure Time may be entered at HOLD entry. If no departure time is entered, it shall be
assumed that the Hold departure time be computed as:
– Current time + FPL_HOLDING_DELAY_TIME (in case of immediate hold), or
– ETO [holding_point] + FPL_HOLDING_DELAY_TIME (in other cases).
The hold departure time shall be considered as the departure time from the holding point (which can
either be the holding location, or the last point with an ATO if the holding point has already been
overflown). It shall be fixed unless the controller changes it.
The hold departure time shall be compatible with previous or subsequent pilot estimates: if it is entered
by the controller and is not compatible, the Hold command shall be rejected.
The effect on estimates shall be identical to the effect of a delay of HOLD_DURATION on the holding
point (as defined above).
#
EUR-P-FPHLD-42H
A warning shall be issued to the Responsible Controller(s) when the hold arrival time and hold
departure time become anti-chronological.
#
EUR-P-FPHLD-38H
The Responsible Controller(s) may manually modify the Hold Departure Time.
#
EUR-P-FPHLD-31D
Holding shall consist of:

– Immediate insertion of the flight data in the holding window at the sector having jurisdiction if there
is one.
– A new point corresponding to the holding point is added in the list of fixes for the flight plan (if it is
not already part of the route).
– Recalculation of all ETOs after the holding point based on the Hold Departure Time.
– At holding event time:
• Stopping the forward progression/extrapolation of the flight.
• Inhibiting the automatic hand-off.
• No triggering of automatic event (internal events and message sending event), except delete-
on-accept and Handoff timeout timers.
• Update of the flight data information at all positions where flight was posted.
• The flight plan is no longer qualified for:
Automatic position reporting.
Route adherence monitoring.
Short-term conflict alert and minimum safe altitude warning.
Danger area infringement warning.
#
EUR-P-FPHLD-36E
While in holding:
– Extrapolated flight plan track shall be frozen at the holding point (symbol remains displayed at
holding point).
– The holding label shall be displayed.
– Holding window has flights sorted by cleared level (lowest level at bottom).
#
EUR-P-FPHLD-32
While in Holding, finishing and modification can be performed by the controlling sector.
#
EUR-P-FPHLD-33D
Responsible Controller(s) shall release a flight from hold status so long as a hold function has been
initiated.
Release from holding shall consist of:
– Removing flight data from holding window.
– For flights which are in the initialised-holding status:
• Removing the holding point from the flight plan route (only if this point was not part of the route
prior to the holding command).
– For flights already in holding status:
• Resumption of the forward processing of the flight.
• Update the flight data information at all positions where the flight was posted (time estimates for
subsequent points are recomputed from holding point and displayed on strips).
• The Hold Departure time Estimate on the holding point is overwritten with current time. This
updates the estimate on this point even if there was an ATO on this point already.
• Automatic hand-off is re-armed.
• Automatic event triggering is re-armed.
• The flight plan is qualified again for:

Automatic position reporting.
Route adherence monitoring.
Short-term conflict alert and minimum safe altitude warning.
Danger area infringement warning.
#
Note: After release holding:
- Complete track label is displayed.
- Flight plan track is no more frozen.
EUR-P-FPHLD-39H
A Hold command cannot be associated to a point, which has already a delay.

#
EUR-P-FPHLD-40H
A Delay command cannot be associated to a Holding point.

#
3.2.1.3.4.7 Flight Data Record History Recordings

EUR-N-FPHIS-01
Up to the last FPL_HISTORY_PER_FDR modifications per flight plan shall be recorded by the system.
Those modifications shall include manual controller modifications and modifications following
automatic processing of external messages. If the update message is longer than
HMIFDP_HISTORY_NBMAX_CHAR characters, a « ... » is displayed at the end of the message to
indicate that it has been truncated. The time associated to the modifications shall be recorded.
#
3.2.1.3.5 Flight Plan Checking

A flight plan must pass the following checks before flight plan creation or modification is permitted:
EUR-P-FPCHK-01
a) Syntactic checks:
The system shall check that the input flight plan conforms to the ICAO syntax. All characters of a
syntactically correct message are used for the following process.
#
Different syntactic checks shall be performed depending on the creation or modification source:
• Reception of messages (see paragraph 3.2.1.3.9).
• Manual operator action.
• RPL database (see paragraph 3.2.1.3.11).
EUR-P-FPCHK-30E
b) Semantic checks:
The following semantic checks shall be performed:
• SSR code must be compatible with the type of SSR equipment.
• SSR code must be different from 7500, 7600 and 7700 (except in case of lukewarm restore).
• Aircraft type is recognised and is compatible with level and speed (as defined below).
• Wake turbulence category must be consistent with the aircraft's performance characteristics.
• Cruising speed or Mach number must be consistent with the aircraft's performance
characteristics (below maximum speed, above stall speed defined for the displayed RFL).
• Flight levels must be less than the maximum altitude specified by the aircraft's performance
characteristics.
• Latitude must be expressed using the same format as longitude.

• Flight duration within the FDRG must not exceed (24 - MAX_HOURS_IN_THE_PAST) hours,
(checked after any ETO change).
• Total elapsed time must not exceed 24 hours, (checked after any ETO change).
• EET is necessary if a flight EET cannot be calculated by FDP.
• Elapsed time between 2 known fixes (fixes are points extracted from Field15 and the sector
entry points) shall be less than MAX_TIME_BETWEEN_POINTS. (Checked at flight plan
creation, and following each modification of the route - check is based on TAS and not ground
Speed).
#
Route validity checks as described in paragraph (d), route modification is forbidden for the part of the
route already overflown.
Note: The aircraft performance table contains the range of parameters that describe the operational characteristics of an
aircraft type. Aircraft types that have similar performance characteristics are grouped into a class.
The aircraft type cannot be modified if all route points have already been overflown (ATO).
EUR-P-FPCHK-03D
c) Uniqueness check:
The system shall check that uniqueness criteria are fulfilled.
The flight plan identification in the FDR database is unique, and is based on:
• CALLSIGN (CS)
• ADEP
• ADES
• ETD (in a given range) and DOF i.e. two or more FDRs with the same CS, ADEP and ADES
can only exist in the database if the difference between the two ETDs is greater than or equal to
a system parameter (FPL_ETD_RANGE).
Uniqueness criteria at creation:
• It is not possible to create 2 FDRs with the same identification as described above.
Uniqueness criteria at co-ordination:
• It is not possible to co-ordinate one FDR if there is already a different FDR with the same
callsign in COORDINATED, CONTROLLED, UNCONTROLLED, SUSPENDED, INHIBITED (if
the flight plan is co-ordinated or active while inhibited), HANDED-OVER FIRST OR HANDED-
OVER state. (However, co-ordination is allowed on already suspended flights, which are exit/re-
entry flights).
Likewise, modification of one of these items, in an existing plan, is only allowed if the uniqueness
criteria are fulfilled.
#
EUR-P-FPCHK-04E
d) Route validity checks:

Route element check:
The content of the route field is defined by the syntax of ICAO field 15. It starts with a cruising
speed and requested level indications (the RFL, Requested Flight Level) followed by a sequence of
items describing the route.
These items can be:
• A point: defined by its geographical co-ordinates or by a mnemonic if it is a published point (en
route point, airport name) or by polar co-ordinates relative to a published point.
• A route: standard instrument departure route (SID), standard arrival route (STAR) and airway.
• A dynamic route (final flextracks).
A point may be followed by:
• Cruising speed and/or requested level change.

• An indicator.
The indicator shows which flight rules apply, and whether a direct route is requested.
• VFR: from this item onwards, visual flight rules apply.
• IFR: from this item onwards instrument flight rules apply.
• DCT: the flight follows a direct line between this item and the next one.
• T: the route description is truncated here.
The system shall perform checks for each route or point item, depending on the preceding and
current item.
In this manner, compatibility rules are defined that specify which type of item is permitted to follow a
given item, and what further tests may need to be performed to validate the data.
The checks are performed by the system only on known items by the system or on geographic
points inside the flight plan extended area.
The route field is rejected if:
• No item is recognised by the system.
• One of the rules described hereafter is not fulfilled.
• The route is truncated in the FDRG.
• When the exit/entry point(s) to FDRG cannot be computed.
The route field is not rejected if DCT is the first, last or only element of the field (e.g. ADEP DCT
ADES is accepted).
The table below gives an overview of the compatibility rules that apply between two successive
items in the route field (i.e. intermediate route).
Assigned altitude appropriate for direction of flight:
In case of bi-directional airways:
• The system shall check at creation of the Flight Plan, for the first flat segment, if the direction of
the trajectory is consistent with the RFL, according to the off-line cruising level direction. If the
corresponding RFL is not consistent with the direction of flight, an alarm shall be displayed to
the logical position in charge of the first crossed sector.
In case of mono-directional airways:
• The system shall check at creation of the Flight Plan, for the first flat segment, if the direction of
the trajectory is consistent with the direction of the airway.
If an inconsistency is found regarding the direction of flight:
• The Flight Plan is not rejected.
• A warning shall be displayed at the dedicated position:
In the error field of the Flight Plan Window for a manual creation.
In the Warning Window for an automatic creation.
In the error field of the queue for a creation following a message correction.
Note: For each route, the Cruising Level Direction is off-line defined as "odd" or "even" (ICAO standard cruising level
definition). "Odd" means that the "normal" direction shall apply to the odd flight levels, when the "reverse" direction shall
apply to the even flight levels. "Even" means that the "normal" direction shall apply to the even flight levels, when the
"reverse" direction shall apply to the odd flight levels. The "normal" direction of a route is off-line defined by the order of
the list of points associated to the route.
#
All the cases that are not described in the following table are not allowed and are considered as
semantic errors.
Column 1: lists the items that may be placed before the current item.
Column 2: lists the current item of the route field.
Column 3: states the conditions that must be met by a current item when it follows an item described in
Column 1.
Note: Unknown points are considered outside FIR. In case of mono directional airways the system checks that the direction of
the trajectory is consistent with the direction of the airway being flown.
PRECEDING CURRENT CONDITIONS TO BE FULFILLED

Airway Point must belong to the airway
Flextrack Point must belong to the flextrack and must not be equal to the first
used point of the flextrack
SID Point must be the last point of the SID
Published point Published point Test that current and preceding points are not the same
Geographic point Always accepted
None, or unknown Always accepted
item
Any known or Not allowed: SID must be the first element of the route
unknown item
None SID SID must be associated with ADEP
Published point Point must be the first point of the STAR
Airway The first point of the STAR belongs to the airway
Geographic Point STAR Not allowed
SID Not allowed
None, or unknown Not allowed
item
Published point Point must belong to the airway
Airway The airways must contain only one common point
Flextrack The flextrack must contain only one common point
Geographic Point Airway Not allowed
SID Last SID point must belong to the airway
None ADEP is airway extremity
Unknown item Not allowed
Published point Point must belong to the flextrack
Airway The flextrack must contain only one common point with the airway
Flextrack The flextracks must contain only one common point
Geographic Point Flextrack Geographic Point must belong to the flextrack
SID Last SID point must belong to the flextrack
None ADEP is flextrack extremity
Unknown item Not allowed
Airway Not allowed
SID
Flextrack Point belongs to flex, and point not equal to the first used point of
the flextrack
Published point Geographical Accepted if the current and preceding points are not the same.
Geographic point Point Rejected if located between 2 known points inside FPSA and
latitude and longitude outside FPEA.
Unknown item Always accepted
STAR Any known or Not allowed, the STAR must be the last element of the route.
unknown item
SID Not allowed
Airway Unknown item Not allowed
Flextrack Not allowed
Published or Accepted if Published or geographic point is outside FDRG
geographic point Not allowed if Published point or geographic point is inside FDRG
PRECEDING CURRENT CONDITIONS TO BE FULFILLED

SID Not allowed
STAR STAR must be associated with ADES
Airway None ADES must be Airway extremity
Flextrack ADES must be Flextrack extremity
Published point or Always accepted
Geographic point
Table 3-9 Rules for the Route Validity Check
3.2.1.3.6 Flight Plan Trajectory Computation

Flight plan trajectory computation is performed at least once for any FDR, i.e. when a Flight Data
Record is being created.
The processing consists of:
– Route analysis:
• Flight path (table of points to be overflown within the system area) including the speed and the
requested flight level, for each point.
SID and STAR automatic allocation.
•
The determination of the co-ordination points (entry and exit) and the adjacent centres.
•
– Profile computation, i.e. determination of the computed flight level over each extracted point.
– Determination of the list of crossed sectors and of the sector transition points.
– Calculation of estimated times, i.e. determination of the estimated times of overflight (ETO's) for
each extracted point.
EUR-P-FPTRA-30
The flight plan trajectory processing shall be repeated at each modification of a flight plan.
#
EUR-P-FPTRA-31
The profile, estimated times, the list of crossed sectors and transition points shall be recomputed at
each co-ordination (without route modification) of a flight.
#
EUR-P-FPTRA-32E
Estimated times shall be recomputed at each Automatic radar reporting (APR). The profile, the list of
crossed sectors and transition points will be recomputed if the level received in the APR message is
not within a system parameter (MAX_PROFILE_RADAR_LEVEL_DISCREPANCY) of the extrapolated
altitude computed by FDP.
#
EUR-P-FPTRA-35E
Estimated times shall be recomputed at each Automatic ADS position reporting (APR). The profile, the
list of crossed sectors and transition points will be recomputed if the level received in the APR
message is not within a system parameter (MAX_PROFILE_RADAR_LEVEL_DISCREPANCY) of the
extrapolated altitude computed by FDP.
#
EUR-P-FPTRA-33
At each step, errors may be detected. If so, processing of the flight plan stops and a warning message
are generated explaining the nature of the problem that has occurred.
#
EUR-P-FPTRA-34B
The profile, estimated times, the list of crossed volumetric sectors and transition points shall be
recomputed at each requested flight level (RFL) before co-ordination or pre cleared flight level (PCFL])
modification.
#
EUR-P-FPTRA-37
A function shall allow CFL and PCFL to be updated together. In the case of an entry of a new CFL, the
PCFL of all points, listed below, shall be made equal to the new CFL, in respect with requirement
EUR-P-FPPRO-31.
– The next point of the field 15 to be overflown, (including this point) and the next change of PCFL
(but not including this point), or
– The next point of the field 15 to be overflown, (including this point) and the ADES, (if there is no
change of PCFL).
For coupled tracks in RAM status, no PCFL changes can be applied from the current position. If
attempted the PCFL change will apply to the next point and a warning message will be displayed
indicating the function has been applied to the next point.
When no track exists and the CFL and PCFL are updated together the PCFLs of all points listed
below, shall be made equal to the new CFL, in respect with requirement EUR-P-FPPRO-31.
– The 1st known point (ADEP for departure/internal flight) and the next change of PCFL (but not
including this point).
– The 1st known point (ADEP for departure/internal flight) and the last known point (if there is no
change of PCFL).
#
EUR-P-FPTRA-36H
The maximum number of fixes in a flight plan trajectory is limited to FPL_FIX_LIST_SIZE (FDP internal
structure). Fixes include:
– Points for fixes extracted from field 15 of the flight plan.
– Points for FPSA boundary crossing.
– Points for FDRG boundary crossing.
– Holding point.
– UPR point (only the last one is kept).
– Cyclic APR point (only the last one is kept).
– Sector entry points.
– Non radar tower boundary crossing points.
– Military area boundary crossing points.
– End of climb or top of descent points.
– "spare" points.
#
3.2.1.3.6.1 Route Analysis
3.2.1.3.6.1.1 Flight Path Extraction

EUR-P-FPRTE-01D
This processing shall extract from the route field the list of the known points to be overflown and, for
each point, the requested speed, and Requested Flight Level (RFL). Each item of the route is
analysed; a different processing is used to build the list of points depending on the type of the current
and preceding items being analysed.
This list of points is built as described in the following table:
Preceding Item Current Item Building the list of points

None Point Create the list and put the point in it
None Route Do nothing
Point Point Add the current point to the list
Route Point Add the sequence of points defining the route between last point in the list
if present or ADEP, and current item
Point Route Do nothing
Point None Do nothing
Route Route Add the sequence of points defining the route between last list point and
current item (intersection of the two routes)
Route None Add the sequence of points defining the route between last point in the list
and ADES.
Table 3-10 Rules to Build the Flight Path

Note: To detect if an item of the field 15 is a route or a point, the system shall research the corresponding item in the different
data files with following priority:
- SID at beginning of the field 15.
- Dynamic routes.
- Airways.
- Standard routes.
- STAR at the end of the field 15, or,
- Point if no "known route" has been found.
Some points of the route can be removed at SID allocation, when last point of the SID is not the first point of the route.
Some points of the route can be removed at STAR allocation, when first point of the STAR is not the last point of the
route.
3.2.1.3.6.1.1.1 Standard Route
A Standard Route is a series of route elements (fixes) identified by:

– A " start fix " identifier.
– An " end fix " identifier.
– And an altitude level band (FL low, FL high).
A Standard Route can be mono-directional, bi-directional or reverse.
EUR-P-FPRTE-38H
At flight creation, the following additional processing shall be carried out by the system:
– The system shall substitute the fixes lying between the ‘Start Fix’ and ‘End Fix’ with those fixes
contained within the Standard Route when the following conditions are satisfied:
• The ‘Start Fix’ and ‘End Fix’ identifiers of a Standard Route are encountered in a flight plan F15.
• The Requested Flight Level (RFL) in Field 15c is consistent with the altitude level band of the
Standard Route (FL low <= RFL <= FL high).
The scanning of field F15 for the substitution processing is carried out from the start up to the end of
the field.
If "DCT" is encountered in the Field 15 between the Start Fix and the End Fix, the substitution shall not
be carried out.
#
EUR-P-FPRTE-37E
Extraction converts the following as indicated.

Field 15a (TAS):
– Converted to knots if provided in k/hr.
– Maintained in the units provided (MACH or Knots).

Field 15b (RFL): Converted to flight level in hundreds of feet.
Field 15c (TAS/LEVEL): Converted to knots and flight level in hundreds of feet as appropriate.
#
EUR-P-FPRTE-32
The system shall process the case where the first element in the route field is a route, which has been
defined as starting with the ADEP.
The system shall process the case where the last element in the route field is a route, which has been
defined as ending with the ADES.
#
EUR-P-FPRTE-31
If there are known points outside the flight plan system area (including ADEP and ADES), entry and
exit points in the flight plan system area shall be computed corresponding to the intersection between
the flight plan trajectory and the flight plan system area boundary.
If there are no known points outside the flight plan system area, entry and exit points in the flight plan
system area cannot be computed.
#
EUR-P-FPRTE-30E
The segments between fix points are processed as great circle arcs.
#
3.2.1.3.6.1.1.2 Next Fix Determination
For each flight plan, the system shall automatically determine a list of relevant points from the flight
plan route which are eligible for display in the "Next Fix" fields of the track label.
EUR-P-FPRTE-33
The relevant fixes shall be displayed in the label, in the order in which they will be crossed starting with
the first relevant fix after departure point, for departing flights, and the first known fix after co-
ordination, for arriving flights.
Once a flight has been detected, reported or calculated (in the case of flight plan tracks) to have
passed a relevant fix, the next fix from the list of relevant fixes shall replace the one, which has just
been crossed.
#
EUR-P-FPRTE-34
Relevant fixes shall be determined using the following standard rules and off-line filtering parameters.
If a location falls into one or more of the following categories, it shall be considered relevant to the
controller and eligible for display as a "next fix" in the track label.
Any point on a defined route, including SID routes and STARs, which has been given the attribute (off-
line defined) of "relevant fix" except when the fix is "associated" with the airport of departure or
destination (see paragraph 3.2.1.3.6.1.1.4 and 3.2.1.3.6.1.1.3 below).
Any location, which qualifies as a compulsory reporting point, under compulsory reporting point
determination rules stated in paragraph 3.2.1.3.6.8.4. A compulsory reporting point always qualifies as
a relevant fix.
Any point (i.e. named points, latitude and longitude or bearing/distance but not including system-
inserted points) in field 15 of the flight plan except when the point is "associated" with the airport of
departure or destination, (see paragraph 3.2.1.3.6.1.1.3).
#
3.2.1.3.6.1.1.3 Fixes Associated With Airports
Some fixes on or near an airport may not be considered relevant if the flight is landing or departing at
that airport.
EUR-P-FPRTE-35
It shall be possible to define fixes off-line, which shall not be displayed in the "next fix" field, in
accordance with Figure EUR-P -FPRTE -34. These fixes shall be associated with individual airports.
For each airport in the off-line airport file, a list of points can be defined as being associated with the
airport. These points shall be excluded from the list of relevant fixes if and only if the associated airport
is the airport of departure or destination in the flight plan.
#
The airport itself may be defined in the list of associated points.
3.2.1.3.6.1.1.4 Exit Re-entry Flights

EUR-P-FPRTE-36
There are 2 types of exit/re-entry flights:

– Those where all the route points are known.
– Those where some route points outside the FDRG are not known.
The first type corresponds to the first type of exit/re-entry flights described at paragraph 3.2.1.3.1: the
complete flight plan will be processed automatically by the system.
The second type corresponds to the second type of exit/re-entry flights described at paragraph
3.2.1.3.1: it shall be presented to the operator (queued to the FDO (queue ICAO reception), or
displayed to the operator) with a warning text indicating that only the exit segment has been
processed.
The operator may create the entry part by modifying the presented message and submitting it to the
system.
#
Flights exiting and re-entering the FPSA, are all processed by keeping only the FPSA exiting or FPSA
re-entering section of the flight, as follows:
– For flights departing the FDRG or (double) overflight, only the part from the ADEP or first point, until
the point outside FPSA immediately preceding:
• The first unknown point, or
• The FPSA re-entry point.
– For arrival flights departing from a point outside the FDRG, only the part up to the ADES shall be
kept starting from the point immediately following:
• The last unknown point, or
• The FPSA exit point.
These flights are all presented as FDRG exit/re-entry of type 2, so that the controller or FDO may
create the second segment as a separate flight plan.
3.2.1.3.6.1.2 AFIL Flights

EUR-P-AFIL-30D
AFIL flights are processed like any other flight plan except route processing commences at the first
defined route point at the altitude defined for the point.
If unknown points are present in the route before the first known point, the flight shall be rejected.
For the purpose of SSR code family and posting determination, AFIL flights shall be considered as
inbound or departure flights, based on the location of the first route point. Otherwise, AFIL are
assigned the inbound or overflight category.
For AFIL flights, the ETD found in the flight plan is interpreted as the ETO on the first route point until
co-ordination. After co-ordination, all times are based on the reference, namely the co-ordination point
and time.
It is not possible to co-ordinate an AFIL flight with a time in the past.
#
Note: An AFIL may be received by AFTN and may be received some time before the flight.
3.2.1.3.6.1.3 SID and STAR Allocation

SID routes and STARs shall be defined as a sequence of geographic or published points including
defined levels (PCFLs) and speeds (TAS). The maximum length of the sequence is a system
parameter (FPL_SID/STAR_LENGTH). More than one SID/STAR can be assigned the same
sequence of points.
EUR-P-SSA-30D
SID routes and STARs shall be defined off-line and each SID and STAR definition shall include:
– A name.
– An airport.
– A runway.
– A list of points representing the SID path, (the first (respectively the last) point of the SID
(respectively the STAR) cannot be co-located with the airport).
– Up to 10 lists of matching points, which may be replaced by the SID or STAR name in the field 15,
route when the latter is allocated to the flight plan. Each list may include up to FPL_SID_LENGTH
or FPL_STAR_LENGTH points.
A SID or STA R can be defined with points and radials but must start and end with a point.
#
EUR-P-SSA-33E
In addition for each SID and each STAR, automatic allocation condition is defined depending on the
aircraft class. For each SID and STAR, there are 3 possible alternatives (high, medium, low
performances).
A SID or STAR can be for more than one class. Each aircraft class shall be allocated off-line as high,
medium, or low performance SID/STAR.
The allocated SID end (respectively allocated STAR first) point must belong to the flight plan route.
Note: The SID/STAR performance category is not necessary the same as the wake turbulence category.
#
EUR-P-SSA-31D
Upon allocation, the SID/STAR is inserted in the route field (as a SID/STAR name). This replaces any
flight -planned items between the airport and the point at which the SID/STAR joins the flight plan
route.
When there is a graphical re-route spanning portion of the SID/STAR, new route points shall be
inserted in the route and the SID/STAR name shall be removed from the FDR since it is no longer
valid.
#
EUR-P-SSA-32D
When an external message has to be transmitted containing field 15, item 15 of the message is
stripped of SID/STAR name or of all points, which were part of the SID/STAR definition, except when
SID/STAR was in route at flight plan creation.
#
Note: This is not done in the initialisation of the route field of the TRS window, for which the SID or STAR information may be
removed manually. The message presented for transmission according to the city pair processing will have been
stripped of SID/STAR name as for automatic transmission.
EUR-P-SSA-34E
SID/STAR points may be inside or outside the FDRG.

A SID/STAR may be defined for an ADEP/ADES outside the FDRG.
SID allocation shall be performed automatically or manually:
#
EUR-P-FPSID-31
– Automatically from field 15 if it is defined and recognised. In this case, the list defined in EUR-P-
SSA-30D is not used to alter the field 15.
#
EUR-P-FPSID-32D
– Automatically at preactivation for a departure flight without a SID, if SID routes are defined for this
airport. A SID shall be automatically allocated to the flight according to the departure airport, the
departure runway if entered in the flight data record (if any), or the departure runway in use (for the
airport (if any)) or default runway defined off-line for the airport. The aircraft class must be
compatible with the SID. If more than one SID fulfils this requirement the SID that has the most
points in common with the flight path is allocated.
If more than one SID fulfils the criteria for allocation the SID intersecting the route the earliest will
be chosen.
#
EUR-P-FPSID-37G
– Automatically at co-ordination if the flight plan was inactive before.
#
EUR-P-FPSID-33E
– Manually after creation until activation of the flight plan. Manual allocation shall supersede
automatic allocation.
– Compatibility with airport, runway (if present) is checked.
– Field 15 coherency (last point equal to following point in route).
#
EUR-P-FPSID-36
A flight plan with a SID assigned manually is not eligible for automatic SID allocation, in the event of a
route modification.
The departure runway assignment is either manually performed by controllers (any time prior to
departure) or automatically with airport departure runway (at SID automatic allocation time).
#
EUR-P-FPSID-34E
Manual departure runway assignment shall be checked for compatibility with departure airport.
Manual departure runway assignment prior to SID automatic allocation time shall be checked for
compatibility with SID (if present).
After automatic SID allocation or flight plan departure runway modification, the system re-allocates
automatically a SID even if the SID has been manually allocated. This allocation occurs immediately.
On airport departure runway modification, the system automatically modifies the flight plan departure
runway only if it was not manually assigned and automatically re-allocates a SID if the flight plan
departure runway is changed. This re-allocation shall be performed on the next processing involving a
profile or route recalculation occurring on the flight plan.
#
EUR-P-FPSID-35
If there is no SID with common route points with the flight path and hence the SID cannot be allocated
automatically, the plan is not rejected and the plan is processed from ADEP to the first point of the
plan.
#
For an arrival flight without a STAR, automatic STAR allocation shall follow the same rules as
automatic SID allocation.
STAR allocation shall be performed automatically or manually:
EUR-P-FPSTA-31E
– Automatically from field 15 if it is defined and recognised.
In this case, the list defined in EUR-P -SSA-30D is not used to alter the field 15.
#
EUR-P-FPSTA-32E
– Automatically for an arrival flight without a STAR.
• If STARs are defined for the airport.
At a system parameter time (FPL_STAR_ALLOC) prior to ETA (occurs once per flight).
•
• At changes to relevant data after expiry of the above timer (FPL_STAR_ALLOC).

– A STAR shall be automatically allocated to the flight according to.
The arrival airport.
•
• The arrival runway (if entered in the flight data record).

– For a STAR to be allocated, the aircraft class must be compatible with the STAR definition.
– If more than one STAR fulfils the requirement for allocation to the flight, the STAR that has the
most points in common with the flight path is allocated.
– If more than one STAR has the same number of points in common the STAR, which intersects the
route the latest will be selected.
– The STAR cannot be automatically allocated before co-ordination.
#
EUR-P-FPSTA-33E
– Manually after creation until after the flight plan has overflown the first point of the STAR; manual
allocation shall supersede automatic allocation.
– Compatibility with airport, runway, if present is checked.
– Field 15 coherency (first point equal to preceding point in route).
#
EUR-P-FPSTA-34
A flight plan with a STAR assigned manually is not eligible for automatic STAR allocation, even if a
new flight plan trajectory has been computed after a route modification (unless that previously
assigned STAR is manually removed).
The arrival runway assignment is either manually performed by controllers or automatically with airport
arrival runway (at STAR automatic allocation time).
#
3.2.1.3.6.1.3.1 Flight Plan Arrival Runway Modification

EUR-P-FPSTA-35G
Manual arrival runway assignment shall be checked for compatibility with arrival airport.
Manual arrival runway assignment prior to STAR automatic allocation time shall be checked for
compatibility with a STAR (if present).
After a STAR automatic allocation time, on flight plan MANUAL arrival runway modification:
– If the first point of the STAR has NOT already been overflown, the system automatically re-
allocates a STAR even if the STAR has been manually allocated; this allocation occurs
immediately.
– If the first point of the STAR has already been overflown, the system automatically deletes the
STAR (the same as a re-route from the last overflown point of the STAR to the destination). This
occurs immediately whether the STAR had been manually or automatically allocated.
#
3.2.1.3.6.1.3.2 Airport Arrival Runway Modification

EUR-P-FPSTA-35H
On airport arrival runway modification, the system automatically modifies the flight plan arrival runway
only if it was not manually assigned and automatically re-allocates a STAR if the flight plan arrival
runway is changed. This allocation shall be performed on the next processing involving a profile or
route recalculation occurring on the flight plan (e.g. some APRs).
#
EUR-P-FPSTA-36
If there is no STAR with common route points with the flight path and hence the STAR cannot be
allocated automatically, the plan is not rejected and the plan is processed directly from last point to the
ADES.
#
3.2.1.3.6.1.4 Determination of Adjacent Centres

To perform automatic co-ordination inter-centre protocol, exit inter-centre co-ordination points must be
known.
EUR-P-FPDAC-31
Each adjacent centre shall be defined off-line by a volumetric definition (3 dimensional).

A set of exit inter-centre co-ordination points shall be defined off-line for each adjacent centre, military
area (MIL) or Non Radar Tower (NRT).
#
The next adjacent centre is determined in accordance with the flight level at the exit boundary point of
the FDRG/MIL/NRT and then the flight path must be scanned to find the appropriate co-ordination
point to use.
EUR-P-FPDAC-32B
Co-ordination points may be defined off-line, thus allowing the determination of the adjacent
FIRs/MIL/NRT to which messages, are to be sent. This determination is carried out using conditions
applying to this point.
The condition group contains the following elements, which are available for discrimination of the flight:
– Three preceding and three succeeding points of the flight plan.
– The departure airport.
– The arrival airport.
– The PCFL on the co-ordination point.
– The CFL of the flight.
– The flight category (is the flight an overflight).
– The assigned SSR code.
– The co-ordination point belongs to a military area, which is currently active.
The co-ordination point (COP) can be:
– A defined COP with an adjacent FIR/MIL/NRT.
– A dummy COP representing the entry into an external FIR/MIL/NRT, which corresponds to the
intersection of the flight plan trajectory with the referenced FIR/MIL/NRT. This dummy point is
considered to be inside the FIR/MIL/NRT for condition evaluation.
#
EUR-P-FPDAC-33B
The route segment included between, entry time to the area - COP_LOOK_BACKWARD_TIME and
entry time to the area + COP_LOOK_FORWARD_TIME, is scanned to locate the off-line defined
COPS associated to this area. The COPS must fulfil output conditions for the flight plan for each
portion of a flight plan which:
– Exits the FDRG.
– Enters a military area.
– Enters a non-radar tower.
– If more than one genuine COP is found, to fulfil output conditions, the one nearest to the boundary
is selected.
– If no defined COP is found to fulfil the conditions, then the conditions on the dummy point
associated to the area are evaluated.
– If no conditions are defined, including on dummy COPs, no automatic exit co-ordination can be
initiated for the flight.
#
Note: Defined COP always has precedence over dummy COP.
EUR-P-FPDAC-34D
The entry table selected conditions allow determination of the messages to be sent and the FIR and/or
City Pair to which they must be sent. The actual AFTN addresses are determined from the city pair
table or FIR AFTN address definition.
The COP associated to the used condition shall be referenced in field 14 of the co-ordination
message. In case of dummy COP, a latitude longitude position representing the intersection of the
trajectory with the boundary shall be used.
#
EUR-P-FPDAC-35B
Each condition group on a COP defines:

– The destination FIR (one at the most) and/or "city pair indicator".
– The message types to be sent:
• EST (not for city pair transmission).
• CPL (not for city pair transmission).
• ABI (not for city pair transmission or for dummy FIRs).
• PAC (not for city pair transmission or for dummy FIRs).
• FPL
• DEP
• TOC (not for city pair transmission or for dummy FIRs).
• CHG
• DLA
• CNL
– Optionally, the XFL to be sent. One of the following may be defined: PCFL, CFL or a defined value
for this condition. When no value is defined in the condition, the XFL defined for the COP/FIR pair
shall be used.
#
EUR-N-FPDAC-37H
– If the FIR handles the OLDI protocol, the following messages can be sent:
• ABI
• PAC
• ACT
Note: No OLDI message can be specified for dummy COP.
#
EUR-P-FPDAC-36E
Dummy FIR without volumes may be defined for the purposes of tailoring message sending based on
COPS. They can be used in association with an output to a FIR, MIL, city pair or Non Radar Tower.
Only messages sent with the ICAO protocol can be sent in this way.
#
Note: The timing of message transmission is defined in:
a) Paragraph 3.2.1.3.6.2 Co-ordination with Adjacent Centres.
b) Paragraph 3.2.1.3.9.2.4.2 ICAO Message Transmission.
c) Paragraph 3.2.1.3.9.2.5.2 AIDC Co-ordination Message Transmission.
d) Paragraph 3.2.1.3.9.3.3 OLDI Message Transmission.
- Message ABI is always transmitted using OLDI protocol.
- The following notes shall not apply to OLDI messages:
- All messages are transmitted through AFTN.
- If the city pair indicator is selected for AFTN addresses, the AFTN processing and addressing shall be performed as
described in EUR- P-ICAOT-31.
- If condition groups result in multiple messages being defined for transmission to the same external centre, the
processing shall ensure that:
a) If PAC is sent automatically, EST and ABI are not sent.
b) If EST or CPL is sent automatically, ABI is not sent.
- The above describes messages, which are based upon condition groups. Some messages may also be transmitted
independent of the above described condition groups.
(E.g. TOC resulting from a manual Handoff to a centre not on the flight plan route)
- Messages FPL, DEP, CHG, DLA are always sent with the AFTN ICAO protocol.
- Message ABI, PAC, TOC are always sent with the AFTN AIDC protocol.
- Message EST and CPL are sent with the AFTN AIDC protocol if an AIDC address has been defined for the destination
FIR, else with the AFTN ICAO protocol.
- If the route of a flight plan is changed in such a way that an exit to an external FIR is converted from exit-re-entry to exit
or vice-versa, the co-ordination to the FIR, if already done, shall be cancelled (MAC transmission). Messages defined for
the COP shall be sent to this FIR irrespective of past transmissions.
3.2.1.3.6.2 Co-ordination with Adjacent Centres

Co-ordination between ATS units in adjacent centres is made, to ensure the continued provision of Air
Traffic Services to such aircraft. Such co-ordination is affected in accordance with agreements
between the ATS units, and operational requirements.
Depending on the agreements with the external centres, some flights will be co-ordinated using EST
messages without manual intervention, while other flights will be co-ordinated using CPL messages
manually by the controller.
The selection of the appropriate co-ordination messages for an outbound flight will be done through
co-ordination condition groups.
Co-ordination with the following messages implies that the flight follows a pattern for which standard
co-ordination has been agreed bilaterally and the system will endeavour to co-ordinate the flight
automatically.
– EST message.
– PAC message (AIDC).
– ACT or PAC message (OLDI).
When an AIDC CPL message is used for co-ordination, it means that there is no standard co-
ordination applying for the flight, and the receiving centre needs to consider the co-ordination proposal.
The receiver may consequently update the flight plan, and renegotiate the co-ordination verbally with
the transmitting centre.
Co-ordination shall be, completed automatically on reception or transmission of co-ordination

messages (see paragraph 3.2.1.3.9 Processing of Messages) or manually by an operator.
Co-ordination shall occur based on the points defined in EUR-P-FPDAC-32B.
EUR-P-FPCAC-31B
The time of transmission of messages triggered by co-ordination conditions is determined as follows:

For each FDRG/COP pair (including dummy COPs), there is an off-line definition, which defines:
– The time before the COP when CPL is transmitted.
– The time before the COP when EST is transmitted.
– The minimum distance within the COP when ACT (OLDI) is transmitted.
– The time before the COP when ACT (OLDI) is transmitted.
– The time before the COP when the 1st ABI is transmitted.
– The time before the COP when TOC is transmitted.
– The time before the COP when PAC (OLDI) is transmitted (used to test if a PAC must be
transmitted at co-ordination).
– The time before the COP when PAC (AIDC) is transmitted (used to test if a PAC must be
transmitted at co-ordination).
– The method to determine XFL at flight plan co-ordination with the adjacent centre or military centre.
• XFL initialised with CFL (or a CSP value, DEFAULT_XFL_FOR_COORDINATION_MESSAGE,
if CFL is blank).
• XFL initialised with PCFL on the COP.
• XFL initialised with pre-set default value.
• If the XFL was defined in the satisfied condition, then it takes precedence over the above XFL
initialisation.
Note: If the controller modifies the XFL field of the flight plan then it takes precedence over the above initialisation.
– The latest time that an ABI can be re-transmitted when required.
FDP is at any time, only managing internally one area crossing of each category, e.g. one MILITARY
area, one NON RADAR TOWER, one EXIT/REENTRY and the EXIT FIR.
#
Until the flight plan estimates have progressed to the entry point of an area, (progression made
according to the ATO's and also on the ETO's for non-coupled flight plans), no transmission is
managed for the next area of the same type. (For example, if one flight crosses 2 military areas, no
transmission is computed for the second area until the first one is entered).
The effect is that when an area is entered, if an area of the same category is crossed in a following
segment, all information on transmission regarding the first area will be lost.
EUR-P-FPCAC-33F
Messages, which are automatically sent, (see 3.2.1.3.9.2.5.2 AIDC Co-ordination Message
Transmission or 3.2.1.3.9.2.4.2 ICAO Messages Transmission) can only be sent to the next (at the
time of transmission):
– MIL
– NRT
– Exit/Re-entry FIR
– Exit FIR
However, at flight plan creation, irrespective of the limitation stated above, FPL messages shall be
sent to all areas determined by the rules in EUR-P-ICAOT-38E and the condition group mechanism.
If the entry point to an area is overflown (ATO on the point or a point after) and messages to this area
have yet to be sent, these messages are not sent except when this area is the last exit FIR.
#
EUR-P-FPCAC-35F
This determination of the next FIR or area is also used to initialise the address field of the TRS
Windows.
This determination of the next FIR or area is also used to initialise the FIR name of the TRS Windows.
#
EUR-P-FPCAC-34F
This determination of the next FIR or area is also used to determine the information to be displayed to
the controller (Flight Plan Window, Strip content, etc.): this information represents the proposed
content of ICAO field 14 to be sent as part of the next co-ordination message to be sent.
Note: Blank information shall be displayed when there is no condition associated to this next FIR or area.
This information shall represent the next MIL/FIR to be entered (no information relative to NRT shall be
displayed). As soon as the estimates have progressed to the entry point of the area, this information
shall disappear: the information of the subsequent area (MIL or FIR) shall then be displayed; if there is
no more area (MIL, Exit-Re-entry FIR, Exit FIR) to be crossed, the last area is displayed.
Note: If the last area is the exit area, information shall not be deleted: it shall continue to be displayed after the exit point has
been overflown.
3.2.1.3.6.3 Co-ordination with a military centre

Co-ordination with a military centre is undertaken to ensure the continuous provision of Air traffic
Services for aircraft, crossing military areas or departing/leaving from/to military areas.
Co-ordination shall be, completed automatically on reception or transmission of co-ordination
messages or manually by an operator.
Co-ordination shall occur at geographic points determined by the system and corresponding to defined
or undefined co-ordination points and co-ordination conditions for that point (i.e. the same processing
as the determination of adjacent centre).
EUR-P-FPCMI-32B
ICAO messages via AFTN shall be used for co-ordination with the military centre.
AIDC co-ordination messages and Inter centre co-ordination messages via AFTN shall be used for co-
ordination with the military centre.
#
3.2.1.3.6.4 Message_Out Facilities

EUR-P-MSGOUT-02
The Message_Out Window shall contain co-ordination messages related to the designated aircraft,
which were automatically sent to the following external agencies:
– Next military area to be crossed.
– Next exit-re-entry FIR to be crossed.
– External FIR.
Note: Co-ordination messages include:
For an external agency handling AIDC protocol:

– The latest ABI message automatically sent.
– The co-ordination message automatically sent (EST, PAC or CPL).
For an external agency handling ICAO protocol:
– The co-ordination message automatically sent (EST, CPL).
The messages displayed in the Message_Out Window shall concern the next military area, exit-re-
entry FIR and external FIR to be entered. As soon as the estimates have progressed to the entry point
of the area, this information shall disappear. The information of the subsequent area (military or exit-
re-entry FIR) shall then be displayed; if there are no more areas (military area, exit-re-entry FIR, and
external FIR) to be crossed, no more information is displayed.
Note: If the last area is the external FIR (case of an outbound flight), information shall not be deleted: co-ordination messages
sent to the external FIR shall continue to be displayed after the exit point has been overflown until flight plan
cancellation.
3.2.1.3.6.5 Message_In Facilities

The controller Message_In window contains all messages, (both successfully processed and
syntactically or semantically incorrect) which are defined off-line to be queued to the responsible
controller of the related flight plan.
EUR-P-MSGIN-01
The Message_In datastore shall be able to contain FPL_MESSAGE_IN_SIZE (system capacity)

messages.
#
EUR-P-MSGIN-02
When the number of messages stored in the Message_In datastore reaches a predefined threshold
FPL_WARNING_MESSAGE_IN_THRESHOLD (system capacity), a warning is issued to the
operational supervisor.
When the percentage of filling returns below FPL_NO_WARNING_MESSAGE_IN_THRESHOLD
(system capacity), a warning is sent to the operational supervisor.
#
EUR-P-MSGIN-03
When the Message_In datastore is full, then any incoming messages are rejected and a warning is
sent to the operational supervisor.
#
EUR-P-MSGIN-14
The messages shall be deleted from the Message_In Window:

– Manually on operator request.
#
3.2.1.3.6.6 Profile Computation

A profile shall be computed for each flight plan, modelling the three dimensional trajectory in the
airspace. This profile shall be based on the extracted points, the departure/arrival airports, the altitude
of the departure/arrival airports when known by the system, and the different levels, the requested
speed, and the aircraft's off-line performance profile.
3.2.1.3.6.6.1 Flight Levels Definition

For a flight plan, different types of levels are considered:
– RFL (Request Flight Level) initialised from the levels given in the route field (field 15).
Note: The RFL field always displays the data received in field 15b (only) or as manually modified.
– CFL, (Cleared Flight Level) which is not relative to a point but is the level given by the controller to
the pilot, which is `blank` at initialisation.
CFL has no impact on the FDP profile.
– PCFLs (Pre-Cleared Flight Level). There is one PCFL for each route point extracted from field 15.
The PCFLs are unaffected by CFL values. The PCFLs are initialised from the RFLs at creation and
co-ordination.
• The PCFL at a point corresponds to the level to be reached from the point (if the PCFL is
initialised from the RFL and cannot be reached over the route then the PCFL is set to the value
which can be reached based upon aircraft performance).
• The PCFL at a point can represent two different things:

a) Until modification by an operator, these are the requested flight levels for each point in field
15.
b) Manually modified by the controller to inform the FDP of the anticipated levels.
– XFL: used for the inter-centre exit co-ordinations.
The XFL (Exit Flight Level) corresponds to the flight level to be reached at the FDRG boundary for
outbound flights. This is used as the level to be transmitted in:
• ICAO messages.
• AIDC messages.
• OLDI messages.
The XFL may be entered or modified by a controller at any time prior to the EST automatic
transmission.
The XFL may be entered or modified by a controller at any time prior to the PAC (AIDC) automatic
transmission.
The XFL may be entered or modified by a controller at any time prior to the PAC or ACT (OLDI)
automatic transmission.
The XFL is not used directly for the profile computation.
The XFL is used in the automatic co-ordination message:
• ABI or PAC (AIDC).
• ABI, PAC or ACT (OLDI).
• CPL or EST.
XFL is initialised as determined by the exit co-ordination conditions every time the co-ordination
conditions are processed until the:
• CPL, EST automatic transmission time occurs.
• PAC (AIDC) automatic transmission time.
• PAC, ACT (OLDI) automatic transmission time.
• However, this initialisation only occurs if there has been no manual entry or modification of XFL.
– AFL (Actual Flight Levels) computed by profile processing. There is one AFL for each route point.
EUR-P-FPPRO-37E
The RFLs used for PCFL initialisation are based upon:

– For inbound flights, field 15b for all points including unknown points until a level change specified in
field 15c known point. This new value is used for all following points until changed again.
– For departure flights, a level defined on a SID point (if any) shall apply to that SID point only. From
this SID point field 15b shall be used until the next SID level (if any). In that case the same
mechanism shall occur until the last SID point.
– From that point field 15b (or 15c if a level is defined for this point) shall be used until a level change
is defined in 15c. The new value shall be used for all the following points until changed again.
The level/speed changes, associated with replaced flight plan items (EUR-P-SSA-31D) are ignored.
#
3.2.1.3.6.6.2 Computation
EUR-P-FPPRO-31
Profile computation shall calculate the flight level at each point of the flight path. As the speed is
dependent on the flight level, the cruising speed at each point shall be computed at the same time.
It is possible that a request for a flight level or cruising speed is not feasible, although it is consistent
with the aircraft performance. This may happen when the distance between the current and the
preceding point in the flight path is insufficient for the change. When the climb or descent rate is too
steep or the speed change is too large between two successive points in the flight path, then the
profile computation algorithm smoothes it and builds a profile, which the aircraft can follow. It monitors
the climb/descent or acceleration phase over the next points of the route until the requested value is
reached. Some intermediate points may be added by, the profile and flight levels recomputed for each
point, but these points will not be displayed to the operator. The computed level will be the AFL. The
AFL is not displayed to the controller but it will be taken into account for different types of processing
(e.g. crossed sectors computation).
There is also a backward profile computation, which allows a more realistic profile for arrival flights to a
known airport in the flight plan system area. AFL will be computed taking into account this backward
profile computation as well.
#
Note: For a flight without a defined point (e.g. ADEP-DCT-ADES) the RFL is used as the altitude to reach.
EUR-P-FPPRO-33
The modification of the CFL shall not imply the recalculation of the profile.
#
Profile computation shall be activated:
EUR-P-FPPRO-32
– At creation and following each modification of the route or the ADEP or the ADES. The profile shall
be computed from the PCFLs. The altitudes of ADEP and ADES are the start finish points for
profile computation.
For ZZZZ location a default altitude of 500 feet shall be used.
#
EUR-P-FPPRO-34
– On modification of a PCFL on a point, the profile shall be recomputed from:
• The last overflown point, with the AFL previously computed at this point, and PCFL on following
points, taking into account new input values for non-coupled or coupled but diverging flight plan.
• The last radar position update with the tracked mode C on this point, and PCFL on following
points, taking into account new input values, for coupled non-diverging flight plan.
#
EUR-P-FPPRO-36E
• The last ADS position update with altitude on this point, and PCFL on following points, taking
into account new input values, for coupled non-diverging flight plan.
#
EUR-P-FPPRO-35
– Each time the flight plan is updated by the Automatic position reporting function, but only when, the
reported level differs from the AFL at this point by more than
MAX_PROFILE_RADAR_LEVEL_DISCREPANCY. It is carried out using:
• The track co-ordinates together with PCFL on the following points, any new values input.
• The ADS level at this point.
• The mode C level at this point.
Profile is not recomputed by an APR when the received ADS level is above the descent profile to the
destination airport.
Profile is not recomputed by an APR when the received mode C is above the descent profile to the
destination airport.
#
Note: If the radar mode C is above the off-line defined max altitude for that aircraft, this mode C is ignored and the profile is
not recomputed.
If the ADS level is above the off-line defined max altitude for that aircraft, this ADS level is ignored and the profile is not
recomputed.
If the ABL is above the off-line defined max altitude for that aircraft, this ABL is ignored and the profile is not
recomputed.
EUR-P-FPPRO-38G
PRL shall be updated at each APR containing a valid tracked mode C (as defined in the note above).
PRL shall be updated at each APR containing a valid ADS level (as defined in the note above).
#
3.2.1.3.6.7 Determination Of The List Of Crossed Sectors

While crossing the Flight Data Region, the aircraft is controlled by several controllers. It is important to
know in advance which sectors are going to be crossed, because controllers need to receive advance
data associated with flight plans crossing their sector. Automatic hand-off procedures also make use of
this crossing sector information.
3.2.1.3.6.7.1 Sectors Definition and List Computation

For determination of the list of crossed sectors, only civil sectors are considered. In addition, the entry
and exit points to Military Areas and Non Radar Tower Areas is computed.
Note: Sector volumes contain the upper limit, but do not contain the defined lower limit.
3.2.1.3.6.7.1.1 Civil Sectors

EUR-P-FPSEC-31
The list of crossed civil sectors shall be made by a volumetric computation of the intersection of the
flight plan trajectory with the different sectors.
#
It is possible that a flight may cross only a very small part of a sector so the process includes a method
to ensure that the sector segment is large enough.
Note: At this level, a sector has a purely volumetric definition, and any portion of the airspace can only be allocated to one civil
volumetric sector. Only one TMA sector can be defined corresponding to the volumetric definition of the whole TMA,
however flight data may be posted at more than one sector using posting conditions.
EUR-P-FPSEC-32
The computed distance crossed in each sector shall be compared to one off-line parameter
(FDP_CROSSED_SECTOR_MIN_DISTANCE):
– If the distance is found to be less than this parameter, the sector shall be disregarded, providing
there is no defined point of the route within the sector.
– If the distance is found to be greater than this parameter, the sector shall be added to the list of
crossed sectors.
#
At the same time, this computation also determines the transition point between different sectors this is
the point of intersection between the trajectory and the sectors boundary, and the entry and exit points
in the Flight Data Region (Intersection between the trajectory and Flight Data Region boundary).
These points are intermediate points that are needed for internal processing (flight plan event
computation) and they are not displayed to the operators.
3.2.1.3.6.7.1.2 Military sectors

EUR-P-CIMIL-36
The system shall determine the transition points between civil and military sectors, as the intersection
between the trajectory of the flight plan and the entry and exit boundary of the military sector.
These points are intermediate points that are needed for internal processing (message transmission)
but they shall not be displayed to the operators.
#
3.2.1.3.6.7.1.3 Non radar tower areas
EUR-P-NRT-30
The system shall determine the transition points between sectors and non-radar tower areas, as the
intersection between the trajectory of the flight plan and the entry boundary of the non-radar tower
area.
These points are intermediate points that are needed for internal processing (message transmission)
but they shall not be displayed to the operators.
#
3.2.1.3.6.8 Estimated Times Computation
3.2.1.3.6.8.1 System and pilot estimated times definition

For each point, at extraction of the route, the system computes:
– Position.
– AFL from other flight levels (RFL, PCFL...).
– System Estimated Time computed in conjunction with TAS and wind data. ETO system represents
the system calculated time estimate.
In addition each point may have Pilot Estimated times. ETO pilot represents the pilot reported times,
which are not initialised at profile computation, but can be initialised or updated by:
– A controller on manual modification of an ETO on a strip.
– Estimates provided in ADS reports (predicted route group message).
– AFTN Air Report (AIREP) messages (refer to section on ICAO messages processing).
– AEP/POS position report messages (refer to section on ICAO messages processing).
EUR-P-ESTIM-30
For a point:
– When only the ETO calculated by the system exists, that ETO is displayed on the strip.
– When both the ETO calculated by the system and the ETO advised by the pilot exists, the Pilot
ETO is displayed on the strip.
#
3.2.1.3.6.8.2 System estimated time processing

EUR-P-ESTIM-01
Estimation times (ETO) computation and update:

The estimate computation function is composed of three parts:
• Determination of a reference, which is a pair consisting of a point and its estimate.
• Determination of all the point estimates, based on the reference.
• A time estimate update.
The two first ones are used at creation or when a route or a level modification occurs.
The third one is used when one estimate only is modified.
#
EUR-P-ESTIM-02D
Determination of the reference:

The determination of a reference (couple of a point and an estimated time of flight over this point) is
an utmost importance since all the ETOs are computed, with aircraft performances and
meteorological data, relative to this reference.
This reference is determined as follows:
– For a non co-ordinated flight, in decreasing order of precedence:
• Flight is airborne (ADEP = AFIL). Reference point is first item of field 15 (this one must be
known) because time on this point is ETD.
• Co-ordinates of ADEP are known, as well as all points to the FDRG boundary. Either from the
point database or airport co-ordinates are present in field 18 in the sub-field DEP/
(ADEP=ZZZZ).
Reference point is the first point (ADEP) and ETO on this point is ETD (or ATD if known (e.g.
from DEP message)).
• Co-ordinates of ADES are known (same as above with DEST/).
Reference point is the last point (ADES), and ETO on this point is ETA = ETD (or ATD if known
(e.g. from DEP message)) + EET (field 16).
• The EET values for one of the FIRs defined as "our FIRs" can be extracted from field 18 sub-
field EET/. The smallest of these EETs is considered as the flight time from departure point to
the FIR.
Reference point is the FDRG entry point, and ETO on this point is.
ETD (or ATD if known (e.g. from DEP message)) + flight time to FIR.
• Distance from ADES is known (refer to Note below).
Reference point is the FDRG exit point, and ETO on this point is.
Time = ETD (or ATD if known (e.g. from DEP message)) + EET (field 16) - distance/cruising
speed.
– For a co-ordinated flight, an entry time has been input on a co-ordination point, which is the
reference point.
(This occurs also for flight plan creation with CPL message).
For departure flight, the new ETD must satisfy the following rule (coherence check): |Current_time -
ETD| < FPL-ATD-OR-ATA-DELAY where:
• FPL-ATD-OR-ATA -DELAY is a variable parameter.
The time estimation over each point takes the following into account:
• Meteorological data for co-ordinated and active flight plan.
• Time on a given route point (reference conditions).
• Computed speed of the aircraft (based on the cruising speed indicated in ICAO field 15 and on
the specified aircraft performance described in AIRCRAFT PERFORMANCES file) if a new TAS
has not been entered via the strip. If it has been entered, this TAS is taken into account.
The aircraft speed used is the specified True Airspeed (TAS) or Mach number. If a Mach number
has been specified then a TAS is calculated based upon the RFL assuming a standard temperature
gradient.
Times on all points of the path are deduced from the reference couple (point/time):
• From reference point to last point:
ETO i= ETO i-1+ distancei-1→i /speed (a) next points.
• From reference point to first point:
ETO i-1 = ETOi - distancei-1→i /speed (b) previous points.
#
Note: Distances from unknown airports are defined using an off-line defined table, which assumes airports are entered using
their ICAO abbreviations. The off-line table defines the approximate range from the abbreviation location to the FIR
boundary. Distances can be defined for locations defined using wildcards; e.g. K*** for all USA flights, for which the
approximate distance is used. Because of the nature of the scheme, this cannot be used with airport names found in
field 18.
Wind data is used to compute ground speed on each route segment, by applying a correction based
on the wind XY components projected on the segment. The correction takes into account the case
when several meteorological cells overlay a given segment.
For any segment, if the TAS and wind result in a negative ground speed, the wind is ignored.
Note: This can result in the case where the wind speed increases (in the opposite direction) and the flight plan ground speed
increases to TAS because the threshold described is reached.
EUR-P-ESTIM-38D
Time estimates update:

– Time estimates on points can be modified by a number of events such as receipt of an estimate
message or controller entered estimate, delay message, APR, profile recalculation etc.….
– New system estimates are normally updated by a shift of estimates (when no estimates have been
entered on subsequent portion of the flight and no modification of meteorological data has been
detected), where the shift is new (entered) time minus previously estimated time.
– However, when pilot (entered) estimates already exist on a point, the system estimate for that point
is unchanged and remain based upon TAS/wind calculations from previous ATO or PETO.
– The adjustment made to system estimates between:
• Multiple pilot -estimates, or
• Pilot estimates and ATOs.
Based upon a scaling of all these intermediate time intervals from the system calculated time
intervals. Scaling will not affect the delays (DLA/).
– ATOs are considered frozen until these points are re-modified by another ATO on the same point.
An ATO can be modified in the range ATO<= New ATO<= Current Time.
– Pilot estimates are considered frozen until these points are re-modified by another pilot estimate or
an ATO on the same point.
#
EUR-P-ESTIM-03B
When ETB computation is not possible, the flight plan shall be rejected:
– On message reception: the message is queued.
– By operator action: the operator is warned.
On ETB computation:
– If ETB is within the time range:
Current time - MAX_HOURS_IN_THE_PAST + preactivation_time, current time + (24 -
MAX_HOURS_IN_THE_PAST) + preactivation_time.
=> The flight plan will be processed the current day.
– If ETB is outside this time range.
=> The flight plan will be processed the next day.
#
For arrival flights, the ETA is the ETO at the arrival airport, which is considered as a point by the
estimated times computation.
EUR-P-ESTIM-50F
Estimates are modified by the reception of co-ordination messages when the lfight is preactive or
suspended. These messages contain an estimate on a point.
When such an estimate is received, a check is done to see if this estimate is compatible with the
ATO's, if it is not, the message is rejected.
When the message is valid, it erases all existing Pilot Estimates, and flight plan estimates are re-
computed using:
– The estimate on the co-ordination point.
– The latest ATO. Intermediate estimates being adjusted by the same scaling as between pilot
estimates.
Any subsequent pilot estimate entry or change of route, TAS or PCFL will erase this estimate and
ETO's will again be determined using the time on latest ETO or first point.
#
3.2.1.3.6.8.3 Pilot estimated time processing

EUR-P-ESTIM-32D
For pilot estimated times modification:

– The system estimate for the point is unchanged.
– The pilot estimates for subsequent or previous points are unchanged.
– If intermediate points exist between two points that have a pilot estimated time, then the system
ETOs on these intermediate points are recomputed as explained in EUR-P-ESTIM-38D.
– If no pilot ETO has been entered on succeeding points, system estimates on following points are
only shifted by the delta introduced by the pilot estimate entry.
– If intermediate points exist between pilot estimates and actual time over (position report, APR,
ATD) the system ETOs on these intermediate points are recomputed using the method explained in
EUR-P-ESTIM-38D.
– Once a pilot estimate is entered on a point, all future recalculation of estimates will always take into
account the pilot estimate as the time at which the point must be reached, until an ATO or APR is
received for this point, as explained in EUR-P-ESTIM-38D.
– When present, the pilot ETOs are used for kinematics of flight plan track and the computation of the
ground speed contained in the flight plan track label.
– They are also used for all event computation.
– The estimate entered in an ETO must always be chronological. (E.g. it is impossible to enter a pilot
ETO earlier than the pilot ETO or an ATO of a previous point).
#
Note: Modification of the ETO on strips corresponds to a modification of the "ETO pilot" on this point.
The modification of the route cancels all previously entered pilot ETOs for points, which are subsequent to the route
modification.
ADEP cannot have pilot ETO.
If an APR forces some pilot ETOs to be no longer in chronological order, the pilot ETOs that are no longer in
chronological order are removed. A warning is then sent to the responsible controller(s) (EC+PLC) containing the point
and the removed time.
EUR-P-ESTIM-52H
Pilot estimates cannot be associated to the second point (i.e. departure point) of a delay or a holding.
#
EUR-P-ESTIM-48E
The CDEP function, when performed, cancels all previous Pilot ETO.
#
3.2.1.3.6.8.4 Position Report Processing

The estimated times can be updated with actual position reports (ATO - Actual Time Over).
A position report can be a:
EUR-P-ESTIM-33D
– Radar position report, (APR), which indicates that the flight has passed the reporting point.
– Manually entered actual position report for an uncoupled flight plan (ATO - Actual Time Over).
#
EUR-P-ESTIM-43D
– An ADS position report, (APR) which indicates that the flight has passed the reporting point, only
processed fully if the flight plan is not radar coupled. If it is radar coupled, only the predicted
position part is used to update future estimates.
#
EUR-P-ESTIM-44D
– A valid position report message, which indicates that the flight has passed the reporting point, only
processed if the flight plan is not coupled.
#
EUR-P-ESTIM-45D
The most recently received report on a point has priority over any other report on the same point.
Estimates on other points are updated as explained in EUR-P-ESTIM-38D. Reports received for points
on the route before an ATO position are ignored. Reports received for points, which have already
received an APR, shall be rejected.
Position reports shall be considered, as "Actual Time Over" if the manually entered or received
message time is "time now" or a time in the past.
Also, if a report is received for a time "in the future" it shall be considered as an estimate (rather than
an ATO).
For position reports the estimates on all previous points from the current position to the first displayed
fix in the strip are updated. This does not occur, when the first displayed fix is an ATO.
#
EUR-P-ESTIM-49F
ATO on co-ordinated inbound flights modifies the estimates under the point, and the flight plan track is
based upon this ATO and other possible pilot estimates. However, no other processing considers the
point prior to the co-ordination point as overflown.
#
EUR-P-ESTIM-51
If an APR is received with a position before the first FDRG entry point, the entry point estimate is
updated (and subsequent points, including a possible COP are updated as per EUR-P-ESTIM-38D).
The entry point time is calculated based upon the time taken for the aircraft to fly to the entry point
directly at ground speed of the flight plan. If in the same circumstances, automatic uncoupling triggers
the APR, no APR point will be inserted in the route.
#
EUR-P-ESTIM-34D
The system shall automatically generate an MPR-alert to the controllers having jurisdiction of the flight,
a system parameter time (FPL_ETO_REPPOINT) after the estimated time of reaching a compulsory
reporting point if no position report has been received. For point with a delay, the time is the time of
arrival at the fix.
The system shall suppress (prior to distribution) any MPR-alert generated for a compulsory reporting
point for which a received position report could be considered as an ATO report because its
associated time was at most a system parameter time (FPL_MPR_ALERT_TOLERANCE) in the
future.
The following shall be considered as a compulsory reporting point:
– Any route point for which a controller has entered an estimated time, excluding the destination
point.
– Any route point designated by the controller as a compulsory reporting point.
The system shall not generate an alert if a position report has not been received for a compulsory
reporting point, when flight plan is in an inhibited or a suspended state.
Note: The controller has the capability to select/deselect a point of the strip as a compulsory reporting point.
#
EUR-P-ESTIM-46
Any route point between the FDRG entry and exit points, which has received a reported ETO through
an ADS predicted route report, shall be considered as a compulsory reporting point.
#
EUR-P-ESTIM-47
Any route point between the FDRG entry and exit points, which has received a reported ETO through
an ARP or HF position report message shall be considered as a compulsory reporting point.
#
Note: Compulsory Reporting Points remain even when the route is modified before that point.
Manual entry of an aircraft position (UPR):

EUR-P-ESTIM-37
The controller shall have the capability, for flight plans that are not coupled, to manually designate the
aircraft current position using a specific function using the pointing device.
The designated position, expressed in degrees and minutes, shall not be restricted to known points,
however it shall be within lateral conformance limits defined as within
OUT_OF_ASSOCIATION_DISTANCE (off-line defined parameter) from the route.
When the designated point is outside the lateral conformance limits, the function shall be rejected.
When the designated point is inside the lateral conformance limits, the flight plan shall be updated so
that:
– The point considered as the UPR point is the projection to the designated point onto the route.
– The current position is the UPR point.
– AFL at the current position is the flight level at the UPR position computed with the profile and pilot
estimates.
– Flight plan track is immediately positioned at the UPR point.
– The list of points in the strip is unchanged.
– Ground speed is recomputed.
UPR is not permitted when:
– Flight plan is in hold.
– UPR position is further along the route than "hold on a future point" position.
#
EUR-P-ESTIM-36D
The update of the flight plan by UPR shall consist of:

– A new point corresponding to the UPR point is added in the list of fixes for the flight plan and
immediately set as the last overflown point.
– The ATO on this inserted point is set to current time and all other estimates are recomputed as
explained in EUR-P-ESTIM-38D.
– UPR shall be rejected when there has already been an UPR or APR on a point following the UPR
point.
#
3.2.1.3.6.8.5 Discrepancy warning processing

EUR-P-ESTIM-31
An alert shall be provided to the controllers with jurisdiction of the flight plan when significant (variable
system parameter: FPL_ETO_DELTA) discrepancies exist between the two ETOs as detailed below.
These alarms are reset when a point has been over flown as determined by a position report or a
message or a manual entry giving the aircraft actual position.
#
Such discrepancies can occur under different circumstances. The processing for each circumstance
shall be as follows:
EUR-P-ESTIM-39D
a) Discrepancy, due to manual entry by the controller of pilot ETOs.

A discrepancy is defined as a difference between the manually entered estimates and.
• The previously entered pilot estimate (if it exists), or

• If a previously entered pilot estimate does not exist for this point.
The previously displayed system estimate, except where the new estimate was entered via
•
the Position Report Window in which case a newly calculated system estimate is used.
The discrepancy shall trigger:
• An alert (warning) to the controller and the ability to show the new estimate and the reference to
which it was compared.
• The controller shall confirm the "ETO pilot" (cancelling the alert) or change the "ETO pilot".
• The "ETO pilot" of the concerned aircraft shall be displayed in the strip with the alert colour.
#
EUR-P-ESTIM-40D
b) Discrepancy due to the entry of an "ETO pilot" via the reception of ADS predicted route group
message.
A discrepancy is defined as a difference between the ADS estimate and
• The previously displayed system estimate (if a previously entered pilot estimate does not exist
for this point).
• An alert to the controller with jurisdiction for the aircraft concerned, and the ability to show the
new estimate and the reference to which it was compared.
• The "ETO pilot" of the concerned aircraft shall be displayed in the strip in the alert colour.
#
EUR-P-ESTIM-41D
c) Discrepancy due to the reception of an “ETO pilot” via an ICAO message (POS, AEP or AIREP).
A discrepancy is defined as a difference between the ICAO message estimate and
• The previously displayed system estimate (if a previously entered pilot estimate does not exist
for this point).
• An alert to the controller with jurisdiction for the aircraft concerned, and the ability to show the
new estimate and the reference to which it was compared.
#
EUR-P-ESTIM-42
d) Discrepancy due to changes in system estimates (e.g. due to meteorological change, APR, etc.). A
discrepancy is defined as a difference between the new estimate and the previously entered pilot
estimate (if it exists).
• An alert sent to the controller with jurisdiction for the aircraft concerned, and the ability to show
the new estimate and the reference to which it was compared.
#
Note: If more than 2 points have a Pilot Estimate in the fixes list of a flight plan, no discrepancy warnings shall be raised after
the second Pilot Estimate except in the following cases:
- When entering a Pilot Estimate on the point.
- When the system estimates are recomputed (e.g. due to APR, ATO, etc.) and there is a potential ETO alert on this
point, i.e. a pre-existing discrepancy (exceeding FPL_ETO_DELTA) between the system estimate and the current pilot
estimate.
Example: SETO = 0000.
Enter PETO = 0002 (no warning).
Enter PETO = 0004 (still no warning, but potential warning).
3.2.1.3.6.8.6 En-route delay processing

EUR-P-ESTIM-35H
It shall be possible to introduce or modify a delay on a fix or fixes, including ADEP/ADES. This delay
shall shift the estimate over the following fixes of the entered delay.
Events based on the ETO over the delayed fix are based on the arrival time at the fix. Events based on
the ETO over the following point will be delayed. In the event of DLA on ADES, the ATA is calculated
including DLA.
Whenever a delay is introduced on a fix, the system shall display this fix twice in the list of fixes, once
with the arrival ETO on the fix and once with the leaving ETO (including the delay addition). Delays are
initialised with the DLA/ field at creation. It can then be modified in strips, with no update of DLA/ field
in the Flight Plan Window, which is considered as free text after the external message is received.
This delay shall not exceed 8 hours.
An APR on or after the beacon (or the sector entry point) following the point with the delay will be
processed as if the delay is finished, and a warning is displayed to the Responsible Controller(s). A
manual ATO after the point with a delay shall finish the delay.
Upon HOLDING, a delay on the holding point is applied based on the difference between the HOLD
departure time entered and the previous estimate on the holding point. In case of a normal delay, the
system shall display the holding point twice in the list of fixes, once with the Holding Time, once with
the Hold Departure Time.
#
3.2.1.3.7 Search And Rescue (SAR) functionality

EUR-P-FPSAR-01
A SAR Timer shall be automatically set:

– Upon co-ordination of a departure flight plan, if the flight plan departure airport is qualified for DTI
related functions.
The timer shall be set to expire after a time period (system parameter:
SAR_COORDINATION_TIMEOUT) depending on the flight plan controlling sector, from the time at
co-ordination.
– Upon arrival of an internal or arrival flight plan, if the flight plan destination airport is qualified for
DTI related functions.
The timer shall be set to expire after a time period (system parameter: SAR_ARRIVAL_TIMEOUT)
depending on the flight plan controlling sector, from the time of the ETA.
#
EUR-P-FPSAR-02
Automatic SAR Timer setting shall not occur if:

– A SAR Timer is already set.
– A SAR Alert is present.
– The flight is Inhibited or Suspended.
#
EUR-P-FPSAR-04
The eligible controller shall have the capability to manually enter, modify or cancel a SAR Timer for
Co-ordinated, Active or Suspended flight plans.
The manual setting of a SAR Timer shall cancel any existing SAR Alert.
#
EUR-P-FPSAR-05
The system shall automatically generate a SAR Alert to the controller having jurisdiction of the flight at
expiration of a SAR Timer.
#
EUR-P-FPSAR-06
SAR Timer or SAR Alert deletion shall occur:

– Upon De-co-ordination of the flight.
– Upon Activation of the flight.
– Upon Inhibition of the flight.
#
3.2.1.3.8 SSR Code Management
A SSR code consists of up to four octal digits.
SSR transponder may transmit either 2-digit or 4-digit codes.
A 2-digit code is comprised of 2 pairs of octal numbers:
– First pair: from 00 to 77.
– Second pair: always 00.
A 4-digit code is also comprised of 2 pairs of octal numbers:
– First pair: from 00 to 77.
– Second pair: from 01 to 77.
Codes can be designated by, three generic items:
– Individual code: a 4-digits octal number.
– Block: set of codes beginning with the same 3-digit octal number.
– Family: set of codes beginning with the same 2-digit octal number from 00 to 77 (64 families).
The system considers an individual code as:
– Discrete if it is defined off-line as a discrete code (see paragraph 3.2.1.3.8.2.1 Off-line Features
and refer to the document referenced in [9]).
– Non-discrete if it is defined off-line as a non-discrete code, (see paragraph 3.2.1.3.8.2.1 Off-line
Features and refer to the document referenced in [9]).
Discrete and non-discrete codes can be defined as 2 and 4 digit codes.
EUR-P-SSRMG-42E
The flight plan shall contain two SSR codes:

– The first one is used for inbound flights and contains the SSR code used in the previous adjacent
centre or the previous ASSR code after an ASSR code change. This code is called PSSR code,
(i.e. previous SSR code), in the following text.
The PSSR is removed automatically on APR reception when the FDR is coupled with a radar track
squawking the ASSR.
– The second one contains the code assigned to the flight within the FDRG. This code is called
ASSR code, (i.e. assigned SSR code).
Note: When SSR equipment is set to N, a SSR code will not be automatically allocated, nor can it be manually entered. In the
case of SSR equipment modification to N for a flight plan, which already has a SSR code, then the code will be deleted
from the FDR and the code will be released.
3.2.1.3.8.2 Automatic SSR Code Management

EUR-P-SSRMG-30E
Automatic SSR code management processing shall be performed at preactivation time for departure
flights or at co-ordination time for inbound flights, based on off-line adjustable parameters, and
consists of a SSR code retention check and the automatic assignment of a SSR code.
Flight plans with 'N' in SSR equipment field are not eligible for SSR code allocation.
Note: Automatic SSR code management is also performed, following an attempt to manually allocate a discrete SSR code that
is already assigned. In this case, the appropriate warning message is sent to the responsible controller.
#
The SSR code allocation shall be based on the ORCAM (Origin Retained Code Allocation Method)
principles.
3.2.1.3.8.2.1 Off-line Features

For further SSR code descriptions refer to reference [9].
EUR-P-SSRMG-50
For the purpose of SSR code management, the following features shall be adjustable off-line system
parameters:
– A retained code table (system parameter RETAINED), containing a list of codes (i.e. list of
individual codes, or code ranges).
– A discrete code table (system parameter OTHER_DISCRETE), containing a list of codes (i.e. list of
individual codes, or code ranges).
– An entry/exit FIR table (system parameter ENTRY_EXIT_FIR) composed of a list of FIR designator
pairs.
– An entry FIR table (system parameter ENTRY_FIR) composed of a list of FIR designators.
– A group of code table (system parameter GROUP), containing the definition of up to
FPL_NUMBER_OF_SSR_CODE_GROUP groups, each of them composed of up to
FPL_SSR_ITEM_PER_GROUP codes ranges.
– A category table (system parameter CATEGORY), containing the total number of flight plan
categories (FPL_NB_OF_CATEGORIES), each of them defined with:
• A name (the following FPL_NB_OF_CATEGORIES categories shall be defined: Military, VFR,
Sub-domestic, Super-domestic, Domestic, Super-transit and Transit).
• A frozen period.
• A main codes table referencing a list of defined code group(s).
• An optional spare codes table referencing a list of defined code group(s).
A total of up to FPL_NUMBER_OF_SSR_GROUP_PER_CATEGORY code groups can be
referenced in a category definition. (Sharing of groups is allowed among several different
categories).
– A destination FIR table (system parameter DEST_FIR) composed of a list of FIR designators each
associated to a category name.
– An ADEP/ADES table (system parameter ADEP_ADES_CATEGORY) composed of a list of
departure and destination airport pairs, each associated to a category name.
– An exit FIR table (system parameter EXIT_FIR) composed of a list of FIR designators each
associated to a category name.
– A local position code table (system parameter SSR_MMI) containing the definition of codes to be
used by nominated logical positions during degraded mode.
#
EUR-P-SSRMG-41E
All codes present in one of the tables defined above shall be considered as discrete codes. Additional
discrete codes not belonging to these tables can also be defined. Remaining codes shall be
considered as non-discrete.
#
Note: Preferential SSR mode A codes can be defined in the main code table. SSR codes, which are also valid mode C codes,
can be defined in the spare code table.
3.2.1.3.8.2.2 SSR Code Retention Check

EUR-P-SSRMG-51
Flight plans eligible for an SSR code retention check are:

– A PSSR code is already defined (by automatic reception of co-ordination message or by manual
co-ordination), and.
– The couple entry FIR /exit FIR of the flight plan is referred in the Entry/Exit FIR table, or
Note: The exit FIR is computed as follows:
- First exit FIR for an exit/re-entry flight.
- Exit FIR for a normal outbound flight.
- Undefined for an arrival flight.
– The entry FIR of the flight plan is referred in the Entry FIR table.
The category of the flight (departure, inbound, etc.) is not taken into account for eligibility.
Retention of the PSSR shall be attempted for these flight plans. The code retention check shall consist
of:
• Checking that the PSSR belongs to the associated retained codes table, and
• Checking that the PSSR belongs to the associated retained codes table (table associated to the
Entry/Exit FIR couple of the flight plan, if a matching couple was found in the Entry/Exit FIR
table; otherwise the general retained code table), and
• The PSSR is free for allocation (not already assigned to an existing co-ordinated or active flight
plan to the same adjacent FIR).
When the PSSR is retained, the ASSR code of the flight plan is replaced by PSSR.
#
3.2.1.3.8.2.3 SSR Code Assignment

EUR-P-SSRMG-33
Flight plans eligible for SSR code assignment shall be:

– Flight plans for which the PSSR could not be retained and
– No currently assigned ASSR code has been manually entered.
An ASSR code shall be assigned automatically by the system for these flight plans.
#
EUR-P-SSRMG-06
Assignment processing shall consist of the following:

– Determination of the flight plan SSR code category.
– Assignment of the ASSR code from the codes of the corresponding flight plan SSR code category.
#
EUR-P-SSRMG-52
For VFR complete flight plans, the flight plan SSR code category is the VFR one.
For Military flight plans, the flight plan SSR code category is the Military one. If there is no code
allocated to the Military category, the flight plan SSR code category will be determined as described
hereafter for other flight plans.
Note: For VFR Military flight plans, the flight plan SSR code category is the Military one.
For other flight plans, the determination of the flight plan SSR code category shall be respectively
based on the ADEP/ADES table, on the destination FIR table and on the exit FIR table:
– A potential ADEP/ADES specific situation is searched in the ADEP/ADES table. If found, the SSR
code category of the flight is the one associated to its ADEP/ADES couple.
– A potential destination FIR specific situation (deduced from the first two characters of ADES) is
searched in the destination FIR table. If found, the SSR code category of the flight is the one
associated to its destination FIR.
– A potential exit FIR specific situation is searched in the exit FIR table. If found, the SSR code
category of the flight is the one associated to its exit FIR.
Note: The exit FIR is computed as follows:
First exit FIR for an exit-re-entry flight.
Exit FIR for a normal outbound flight.
If no specific situation has been computed for the flight, no SSR code category will be determined and
then no code shall be automatically allocated.
#
3.2.1.3.8.2.3.1 Assignment of the ASSR Code
Each flight plan SSR code category has its own set of codes; each set of codes may be a range of
individual codes, a range of blocks, or a range of families.
EUR-P-SSRMG-35
The frozen period attached to a flight plan SSR code category prevents immediate re-assignment of
their codes. If a flight is manually created with a SSR code, the frozen period used to release this code
will be the default period, off-line defined.
#
EUR-P-SSRMG-36
In addition, the supervisors shall be allowed to dynamically activate/deactivate, a group of codes.
#
The following figures show the different states of an SSR code and emphasise the states in which
codes are available for allocation (automatic or manual).
CODE STATE AUTOMATON FOR CODE STATE AUTOMATON FOR
ACTIVE CODE DEACTIVATED CODE
5
Free Free
6 unavailable
5
Assigned
Assigned
unavailable
6
4 2 2
5
Frozen
Frozen unavailable
6
3 3
Figure 10 - States of a Discrete SSR Code.
1. Assignment (automatic or manual)

2. De-assignment
3. Expiry of frozen time-out
4. Manual assignment
5. Deactivation
6. Activation
Free state: Discrete SSR code available for automatic assignment.
Free and frozen states: Discrete SSR code available for manual assignment.
Besides being in one of the 3 above status, a code can become unavailable due to deactivation of its
group.
A deactivated code will follow a standard evolution until it is unfrozen; it is then free and unavailable for
assignment.
EUR-P-SSRMG-08D
The system shall always assign a free code from the main table in preference to assign a code from
the spare table.
When assigning a free code from a table (main or spare), the oldest free code in that table is assigned.
#
EUR-P-SSRMG-38D
If no code tables are enabled for the category, no code shall be automatically allocated.
#
EUR-P-SSRMG-39D
Codes shall always be assigned from the appropriate code category.

#
EUR-P-SSRMG-40D
If there are no free codes (from main or spare tables) in the appropriate category, the system
prioritises and uses the following (highest priority first):
– The oldest frozen code (from both main & spare tables).
– The oldest assigned code (from both main & spare tables).
#
EUR-P-SSRMG-10E
De-assignment shall be performed either at cancellation or when a new code is assigned.

A warning is issued when the number of free main SSR codes of a flight plan SSR code category is
less than a pre-defined threshold (system parameter: FPL_WARNING_FREE_SSR_THRESHOLD).
The warning is removed from the category when the number of free main SSR codes is more than a
predefined threshold (FPL_NO_WARNING_FREE_SSR_THRESHOLD).
#
3.2.1.3.8.3 Manual SSR Code Management

EUR-P-SSRMG-09
A code is considered manually allocated when manually allocated by a controller. SSR code (2 or 4-
digit) may be manually allocated.
The manual request to allocate a non-discrete SSR code shall always be accepted: no check is
performed.
#
EUR-P-SSRMG-37
The manual request to allocate a discrete SSR code shall be accepted, if the aircraft is equipped with
a 4-digit transponder and if the requested code is available for manual allocation. (See Figure 6 States
of a Discrete SSR Code.) No check is performed relative to the flight plan SSR code category.
#
Manual allocation occurs for the ASSR code.
3.2.1.3.8.4 Radar tag SSR code management

EUR-P-SSRRT-30
Upon execution of the radar tag function, a discrete code shall be allocated from the VFR codes
category. The assignment shall follow the rules defined in EUR-P -SSRMG-08D.
If all VFR codes are allocated, the assignment will be declined by FDP.
#
EUR-P-SSRRT-31
The SSR code is released when the radar tag is deleted or within one hour from
FPL_RADTAG_SSR_LIFETIME hours after the allocation.
#
3.2.1.3.9 Processing of Messages

The various messages handled in the EUROCAT-X Centre shall be:
– AFTN technical messages.
– ICAO messages.
• Dynamic track messages.
– AIDC and Inter-FIR co-ordination messages.
– OLDI messages are exchanged through one or several external Dedicated Lines linking
EUROCAT-X to other ATC centres. Such centres must also support the OLDI protocol to support
co-ordination.
Received messages shall be validated according to a specific protocol relevant to the message type.
Erroneous messages and those not recognised by the system shall be queued for manual processing.
Some of these messages shall be processed automatically but others shall be queued for manual
processing. The processing of messages is described in the following paragraphs.
EUR-N-AFTN-50
The definition of which kinds of messages should be displayed and where they should be displayed
shall be off-line defined. A message can be:
– Discarded (not queued) after successful or failed processing, or
– Queued.
• At the FDO position, to a specified queue.
• At the Message_In window of the responsible controller(s) or first controller(s) in charge (EC +
PLC).
• At the Message_In window of the responsible controller or first controller in charge (EC only).
When a message is to be queued to the responsible controller and no controller can be identified, the
message is queued to the FDO position.
If a message is syntactically incorrect, it shall be systematically queued to the FDO position.
Some messages are not subject to the above processing as described in the tables presented in the
next section.
#
3.2.1.3.9.1 Message Field Description

The following table gives an overview of:
– The Syntactic Checks Performed on each Field of the ICAO Standard.
– And associated Processing.
For some the fields, a "character availability check" is performed, which checks that only the following
characters are available:
– Alphanumeric characters.
– '=' '+' '?' ':' '.' Space.
"Character availability Check" is indicated in the Syntax check column for the relevant fields.
Other fields requiring different syntax have this syntax described in the table.
Field Item Syntax Processing

3a EUR-P-ICAOR-08D
Message type 3 letters: ALR, RCF, FPL, Allowed to select the process to be used
designator CHG, CNL, DLA, DEP, ARR,
# CPL, EST, CDN, ACP, LAM,
RQP, RQS, SPL, etc.
b EUR-P-ICAOR-09D
Message number 1 to 4 letters followed by "/", Identifies:
# followed by 1 to 4 letters . The sending unit to check
followed by 3 digits
. The receiving ATS unit
. The serial number.
Only checked semantically when the
message is an acknowledgement of a
message
c EUR-P-ICAOR-11D
Reference Data 1 to 4 letters followed by "/", Sending ATS unit, receiving ATS unit and
# followed by 1 to 4 letters serial number permit the association with the
followed by 3 digits message being referred to.
5a EUR-P-ICAOR-12D
Phase of 6 to 8 characters: INCERFA, For operator information
emergency ALERFA, DETRESFA
#
b EUR-P-ICAOR-13D
Originator of 8 letters For operator information
message
#
c EUR-P-ICAOR-14D
Nature of From 1 to 30 characters: For operator information
emergency Character availability check
#
7a EUR-P-ICAOR-15D
Aircraft Maximum of 8 alphanumeric Used for:
Identification characters - FDR database access
# - Uniqueness check in FDR base
- Association with received message
- Information
Stored in the FDR as a separate element.
b EUR-P-ICAOR-16D
SSR Mode 1 letter: A, S, C Stored in the FDR as a separate element
#

c EUR-P-ICAOR-17D
SSR code 4 octal digits Used
- For track/flight plan coupling purposes
Stored in the FDR as a separate element
or specific code 9999 (only
allowed for OLDI PAC
messages)
#
8a EUR-P-ICAOR-18D
Flight Rules 1 letter: I, V, Y or Z Used
# - For distinction between VFR and IFR
b EUR-P-ICAOR-19D
Type of flight 1 letter: S, N, G, M, X Stored in the FDR as a separate element
#
9a EUR-P-ICAOR-20D
Number of Aircraft 1 to 2 digits Stored in the FDR as a separate element
#
b EUR-P-ICAOR-21D
Type of Aircraft 2 to 4 characters. First Used to select an appropriate aircraft
# character shall be a letter performances for profile and calculation of
estimated times.
c EUR-P-ICAOR-22D
Wake Turbulence 1 letter: H, M, L Stored in the FDR as a separate element.
Category
#
10a EUR-P-ICAOR-23D
Radio 1 letter at least, up to 10: N, S, Stored in the FDR as a separate element
Communication, which can be followed by:
Navigation and A, B, C, D, E, F, G, H, I, J, K, L,
Approach Aid M, O, P, Q, R, T, U, V, Z, and
Equipment W, X, Y (if required by ATS)
#
R indicates that the aircraft is RNP-capable
(i.e. that it can comply with all the specified
RNP accuracies along its route)
J indicates that the aircraft is CPDLC
equipped (used for display purposes)
W indicates that the aircraft is RVSM
approved (used for FP conflict probe,
separation standard and also for display
purposes)
Values also influence the RNAVCAP (RNAV
capability) display in track labels
b EUR-P-ICAOR-24D
SSR Equipment 1 or 2 characters: N, A, C, X, P, Used for SSR code assignment and
# I, S, D. coupling.
The character N is only ever Stored in the FDR as a separate element
followed by D.
D indicates ADS equipment, if any
separation standard
D used for Flight plan conflict probe
separation standard

13a EUR-P-ICAOR-25D
Departure 2, 3 or 4 alphabetic characters Used:
Aerodrome or ZZZZ - For the flight path extraction,
# - For the profile computation,
- For the SID allocation (only for departure
flights),
- For the AFTN addresses determination,
- For operators' information;
Rejected if different from related FDR.
Stored in the FDR as a separate element if
ZZZZ, then departure point is obtained from
field 18 DEP/ (Latitude, Longitude or polar
co-ordinates)
b EUR-P-ICAOR-26D
Time 4 digits Used:
# - For computation of estimated times,
14a EUR-P-ICAOR-27D
Entry Point 2 to 11 characters Used for the entry co-ordination processing.
# Stored in the FDR as a separate element
b EUR-P-ICAOR-28D
Time on entry point 4 digits Used:
# - For computation of estimated times,
c EUR-P-ICAOR-29D
Cleared Level 1 letter followed by 3 or 4 digits Used to be displayed for operators'
# as follows: information
F followed by 3 digits, Stored in the FDR as a separate element
S followed by 4 digits,
A followed by 3 digits,
M followed by 4 digits.
Used for RAC alert processing
d EUR-P-ICAOR-30D
Supplementary 1 letter followed by 3 or 4 digits Stored in the FDR as a separate element
crossing data as follows:
# F followed by 3 digits,
S followed by 4 digits,
A followed by 3 digits,
M followed by 4 digits.
e EUR-P-ICAOR-37D
Crossing Condition 1 letter: A or B Stored in the FDR as a separate element
#
15a EUR-P-ICAOR-38D
Cruising speed or 1 letter followed by 3 or 4 digits Used
Mach number as follows: - For the profile and computation of
# K or N followed by 4 digits estimated times,
M followed by 3 digits. - For operators' information;

b EUR-P-ICAOR-39D
Requested Cruising 1 letter followed by 3 or 4 digits Used
Level as follows: - For the profile and estimated times
# F followed by 3 digits, computation,
S followed by 4 digits, - For operators' information;
A followed by 3 digits, Stored in the FDR as a separate element
M followed by 4 digits. If VFR entered, RFL is set to
Or characters 'VFR' DEFAULT_LEVEL_FOR_VFR
c EUR-P-ICAOR-40D
Other items Maximum 750 characters (total Used:
describing the route length) - For the flight path extraction,
# ATS Airway/SID/STAR - For the profile and estimated times
2 to 7 characters computation,
Significant Point (including - For the SID and STAR allocation,
known point, latitude, longitude - For operators' information;
point and bearing/distance (up
to 5 alpha + 6 digits)
Cruise climb: only the first level is used in
2 to 11 characters
profile computation
Change of speed or level
Maximum 21 characters
Change of flight rules
maximum 3 letters (IFR, VFR),
Route point separator "DCT",
Route truncation "T",
Cruise climb
C/point/speed level1 level2 or
C/point/speed level1 PLUS
(Maximum 28 characters)
As per [1].
16a EUR-P-ICAOR-41D
Destination 2, 3 or 4 alphabetic characters Used:
Aerodrome or ZZZZ - For the flight path extraction,
# - For the profile computation,
- For the STAR allocation (only for arrival
flights),
- For the AFTN addresses determination,
- Operators' information;
If ZZZZ, then destination is obtained from
field 18 DEST/ (e.g. Latitude, Longitude or
polar co-ordinates)
b EUR-P-ICAOR-42D
Estimated Elapse 4 digits Used:
Time - For operators information,
# - For determination of reference point in ETO
computation;
Stored in the FDR as a separate element for
computation of estimated times
c EUR-P-ICAOR-43D
Alternate 1 or 2 airport names (2,3,or 4 Used:
aerodrome(s) alphabetic characters) - For operators information;
# separated by a space
Stored in the FDR as separate element(s)

17a EUR-P-ICAOR-44D
Arrival aerodrome 2 to 4 alphabetic characters Stored in the FDR as a separate element
#
b EUR-P-ICAOR-45D
Time of arrival 4 digits Stored in the FDR as a separate element
#
c EUR-P-ICAOR-46D
Arrival aerodrome Character availability check Stored in the FDR as a separate element
# maximum number of only if 17a = ZZZZ
characters = 20
18 EUR-P-ICAOR-92E
Field 18 0 (zero) or any of the following All the following items' abbreviations are
# items stored as a separate element. Some are
Note: the space character may used for special processing while others are
NOT immediately follow the '/' ignored.
character in a field 18 "switch" If an element designator is unknown, the
message is rejected.
Field 18 size has to be smaller than
OTHER_INFO_FIELD_LENGTH after
stripping unused EET designators.
EUR-P-ICAOR-47D
EET/ 1 or several occurrences of: Used:
# - Location, defined as a fix - For estimated times computation,
name or latitude, longitude or - For operators' information;
polar co-ordinates,
Only the part containing the known FIR
- Followed by time in HHMM designators is kept and stored in the FDR,
format; other elapsed times are stripped out of the
Own FIR name(s) shall be incoming message.
followed by 4 digits in HHMM
format, separated or not by
spaces;
The rest of the switch is
considered as free text.
EUR-P-ICAOR-48D
RIF/ Character availability check Not available for special field 18 processing
#
EUR-P-ICAOR-49D
REG/ Maximum of 10 alphanumeric Available for special field 18 processing.
# characters No semantic check.
- When REG is immediately
followed by field 19 without a
space before field19, part of
field 19 will be considered to be
part of REG and an error will
be raised,
- '-' Is accepted in a message
from AFTN, then discarded as
mentioned in ICAOR-91B;
EUR-P-ICAOR-50D
SEL/ Character availability check Available for special field 18 processing.
#
EUR-P-ICAOR-51D
OPR/ Character availability check Available for special field 18 processing.
#

EUR-P-ICAOR-52D
STS/ Character availability check Available for special field 18 processing.
# No semantic check
EUR-P-ICAOR-53D
TYP/ Character availability check Available for special field 18 processing.
# Accepted as free text only if ZZZZ is in field
9.
EUR-P-ICAOR-54D
PER/ Character availability check Available for special field 18 processing.
#
EUR-P-ICAOR-55D
COM/ Character availability check Available for special field 18 processing.
# No semantic check
EUR-P-ICAOR-56D
NAV/ Character availability check Available for special field 18 processing.
# No semantic check
Available for RNAVCAP processing
EUR-P-ICAOR-57D
DEP/ Character availability check Is ignored if AFIL in field 13a.
# If there is ZZZZ in field 13a then
If the content corresponds to a known point,
latitude, longitude or bearing and distance
from a known point,
Then used for:
- The flight path extraction,
- The profile computation,
Else used only for operators' information
EUR-P-ICAOR-58D
DEST/ Character availability check Only accepted if there is ZZZZ in field 16a.
# If the content corresponds to a known point,
latitude, longitude or bearing and distance
from a known point then used for:
- The flight path extraction,
- The profile computation,
Else used only for operators information;
EUR-P-ICAOR-59D
ALTN/ Character availability check Used if there is ZZZZ in field 16c
#
EUR-P-ICAOR-60D
RMK/ Character availability check Available for field 18 special processing
# No semantic check
EUR-P-ICAOR-61D
CODE/ 6 hexadecimal characters Stored in FDR as separate element
#
Used for ADS-C flight plan coupling
EUR-P-ICAOR-62D

DLA/ Location defined as a fix name The flight is considered to remain stationary
# or latitude, longitude or polar at the point for the specified time. The
co-ordinates followed by time in estimates for subsequent points are shifted
HHMM format. Location may and the delay on the point is stored so that it
be separated from time by a continues to be taken into account on
space or not. automatic or manual ETO updates of
If there is no ambiguity (i.e. the previous fixes.
4 last digits of the range Note: the delay field cannot recall the same
bearing is not in the format fix name more than once. This delay shall
HHMM), spaces are allowed apply on the first occurrence of the fix to be
between point name and delay, overflown.
otherwise space are not If a multiple delay on the same point is
allowed after polar co- detected, it shall be sent to the FDO position
ordinates, e.g.: with an appropriate error. This field is only
DLA/ELW040076 0010: used to initialise the delay on fixes at FDR
accepted or creation. Inside the system, it is
DLA/CWS180055 0030: not subsequently handled like free text.
accepted
EUR-P-ICAOR-63D
DAT/ Character availability check Available for field 18 special processing
#
EUR-P-ICAOR-64D
RALT/ Character availability check Available for field 18 special processing
#
EUR-P-ICAOR-124
DOF/ Date in YYMMDD format At creation, only accepted if the FDRG entry
# time (computed using both the ETD and the
DOF) is between the range <Current time -
CSP + Preactivation_Time> and <Current
time + MAX_HOURS_IN_THE_FUTURE>
Note:
CSP = MAX_HOURS_IN_THE_PAST
MAX_HOURS_IN_THE_FUTURE is an
offline parameter
EUR-P-ICAOR-125
IFP/ Character availability check No semantic check
#
EUR-P-ICAOR-126
RVR/ Character availability check No semantic check
#
19a EUR-P-ICAOR-65D
(1)
E/ Character availability check Stored for operator information.
#
b (1) EUR-P-ICAOR-66D
P/ Character availability check Stored for operator information.
#
c (1) EUR-P-ICAOR-67D
R/ Character availability check Stored for operator information.
#
d (1) EUR-P-ICAOR-68D
S/ Character availability check Stored for operator information.
#
e (1) EUR-P-ICAOR-69D

J/ Character availability check Stored for operator information.
#
f (1) EUR-P-ICAOR-70D
D/ Character availability check Stored for operator information.
#
g (1) EUR-P-ICAOR-71D
A/ Character availability check Stored for operator information.
#
h (1) EUR-P-ICAOR-72D
N/ Character availability check Stored for operator information.
#
i (1) EUR-P-ICAOR-73D
C/ Character availability check Stored for operator information.
#
20a EUR-P-ICAOR-74D
Identity of Operator Character availability check For operator information
#
b EUR-P-ICAOR-75D
Unit which made Character availability check For operator information
last contact
#
c EUR-P-ICAOR-76D
Time of last two- Character availability check For operator information
way contact
#
d EUR-P-ICAOR-77D
Frequency of last Character availability check For operator information
contact
#
e EUR-P-ICAOR-78D
Last reported Character availability check For operator information
position
#
f EUR-P-ICAOR-79D
Method of Character availability check For operator information
determining last
known position
#
g EUR-P-ICAOR-80D
Action taken by Character availability check For operator information
reporting unit
#
h EUR-P-ICAOR-81D
Other pertinent Character availability check For operator information
information
#
21a EUR-P-ICAOR-82D
Time of last two- Character availability check For operator information
way contact
#
b EUR-P-ICAOR-83D

Frequency of last Character availability check For operator information
contact
#
c EUR-P-ICAOR-84D
Last reported Character availability check For operator information
position
#
d EUR-P-ICAOR-85D
Time of last Character availability check For operator information
reported position
#
e EUR-P-ICAOR-86D
Remaining Com Character availability check For operator information
capability
#
f EUR-P-ICAOR-87D
Any necessary Character availability check For operator information
remarks
#
22a EUR-P-ICAOR-88D
Field indicator 1 or 2 numbers In case of CHG message, this item gives
# what shall be changed in the FDR.
b EUR-P-ICAOR-89D
Amended Data Check performed as those Same processing as corresponding field
# described in corresponding
field
Table 3-11 ICAO Standard Syntactic Checks Performed and Field Processing
Note: (1) Field 19 processing may be affected in Field18 REG (see REG/ processing for details)
3.2.1.3.9.2 Processing of AFTN and AIDC on Dedicated Lines Messages

Facilities shall be provided to receive and send the following messages to and from the AFTN and the
Dedicated Lines.
– ICAO messages (including Pilot Report Messages AEP and POS). For the Dedicated Lines,
emission shall be limited to the LAM message only.
– AIDC messages.
– Dynamic Track messages. For the Dedicated Lines, reception only.
Exchange of messages with the AFTN centre is asynchronous.
Note: Messages can be sent on AFTN and AIDC Dedicated Lines (or both for an ICAO message), according to their
addresses, as a result of the HMI TRS function. Centre names and adresses for the AFTN ans AIDC on Dedicated Lines
are offline defined in the System Parameter FD_EX.
3.2.1.3.9.2.1 General processing of messages transiting on AFTN or AIDC on Dedicated

Lines
EUR-P-ICAOR-91B
The following AFTN messages are comprised of 2 parts, the header and the message text.
– ICAO messages.
– AIDC messages.
Automatic corrections shall only be performed on the message text, to avoid the message being
rejected for manual processing.
The system shall accept:

– Extra spaces:
• Insertion of extra spaces at:
The beginning of a line
The end of a line
The end of a field
• Insertion of more than one space where only one space is required.
Note: Space is not accepted between a message name and '-'.
– Extra blank lines:
• Insertion of blank lines. A blank line contains no characters or only spaces.
– "-" Before FPL:
• A plan beginning with "-(FPL".
– Assigned SSR code:
• SSR code as an extension of field 7 separating the aircraft identification and SSR code with a
"/", but without mode indicator. Mode A is assumed.
– Space and "-" before field 10:

• Any combination of "-" or spaces, but must include at least one "-".
– None or many spaces between field 13a and 13b:
Insertion of spaces.
– Missing "/", before speed and level:
In field 15, a carriage return, line feed instead of "/", before speed and level. The "/", is
•
automatically inserted.
– None or many spaces between field 16a and 16b:
Insertion of spaces.
•
– Extra text after ")":

• The text shall be recorded in the recorded received message without further processing in the
flight plan function.
– Missing ")":
• Automatically inserted prior to normal message checking processing.
– Latitude, longitude in field 15:
• Insertion of spaces between latitude and longitude and between degrees and minutes. Spaces
are automatically removed.
– EET in field 18:
• Use of EET without "/". The sub-field is accepted and not modified.
– REG in field 18:
• Any "-" in the registration. The "-" is removed from the registration.
#
Note: The system shall not tolerate:
A "-" in the callsign, (e.g. CNL-VH-LFPG-KJFK) could cause possible confusion between a correct message with "VH"
as callsign and an incorrect message with "VH-LPGH" as callsign.
An extra "-" in field 15c could cause possible confusion between field 16 and a point in the field 15c.
A decimal point in minutes for the latitude/longitude could cause possible confusion between 50 decimal minutes (1/2
degree) and 50 minutes.
3.2.1.3.9.2.1.1 Special processing of field 18

EUR-P-ICAOR-35C
When items are included in the field 18, they may or may not be relevant to the controller depending
on off-line definition.
For each item, an off-line definition of which of the following is to be provided:
– Ignored for special processing, or

– Used for special processing with indication in the label and/or,
– Used for special processing with data in the strip.
The items shall be displayed with the priority order defined off-line, and each item shall be displayed
starting with the "/" character of the indicator. For instance, STS/VIP NAV/AUSEP will be displayed as
'/VIP/AUSE*'.
For items to be inserted into the strip, the text following the concerned abbreviations shall be extracted
at creation of the flight plan. Up to 10 characters can be inserted in the strip, and if more than 10
characters are significant, only 9 shall be displayed with an indication that additional characters are of
interest.
At least 1 character of text must follow each switch designator. E.g. "STS/" is rejected whereas
"STS/V" is accepted.
#
EUR-P-ICAOR-223
The Flight Message Field (FMF) shall be used for display purposes in the strip and label. The
maximum number of characters in the FMF is a system parameter (FPL_MAX_FMF_LENGTH). Up to
the first 10 characters of the FMF shall be concatenated with the field 18 special processing (see EUR-
P-ICAOR-35C) text. For example:
– FMF text: "FRC"
– Field 18 special processing text: "/VIP/AUSE"
– Text displayed in the label/strip: "FRC/VIP/A*"
#
3.2.1.3.9.2.1.2 RNAVCAP Processing

EUR-P-ICAOR-127
The navigation capability of a flight, (RNAVCAP), must be determined in order to display the capability
in the track label. RNAVCAP capability is determined by decoding field 10a and the switch NAV/ of
field 18.
The following table describes the criteria used to determine RNAVCAP capability. The information held
in a flight plan is scanned in the order displayed in the table, that is from top to bottom and the first
criteria satisfied defines the value of RNAVCAP. If an entry in the table is blank, the condition shall be
considered as satisfied.
Field 18 NAV/ field includes the Field 10a includes the following RNAVCAP value
following "word": characters anywhere within the
field
I and G and R B
G and R (but not I) G
I and R (but not G) I
GPSRNAV Z N
Any other case Any other case Space character
Table 3-12 RNAVCAP Determination

#
EUR-P-RVSM-001
A flight is considered as non-RVSM-high-flying if:

– The flight is non-RVSM capable (character 'W' is not included in Field 10a) and either:
• CFL value is greater than an off-line defined level (VSP: NON_RVSM_HIGHLIGHT_LEVEL) or
• AFL on last overflown point is greater than this level.
#
3.2.1.3.9.2.1.3 ADEP/ADES processing
EUR-P-ICAOR-33D
ADEP and ADES fields may contain the name of any point defined by 4 or less characters. They are
not restricted to nominated airports in the database.
#
EUR-P-AFTN-04E
All AFTN messages received by FDP will be submitted for processing irrespective of the destination
address of the message.
#
EUR-P-AFTN-05E
The message originator field is checked against an off-line defined list of prohibited senders (per
message type) if the message is an ATS message listed in Table 3-13 or Table 3-37. When a
corresponding entry is found in the list the message is discarded.
#
3.2.1.3.9.2.2 Distinction between ICAO and AIDC messages

EUR-P-AFTN-06E
The originator's address field is checked to determine whether the message is to be processed as an
AIDC or ICAO message. All messages are treated as ICAO messages except if the originator address
matches an off-line defined AIDC FIR address.
#
EUR-P-AFTN-07E
When messages have to be transmitted, the originator address is set to the EUROCAT-X ICAO or
AIDC address based upon the protocol (ICAO or AIDC) of the destination address.
When messages have to be transmitted automatically or when the system prompts addresses for use
in the manual transmission window, FDP determines whether the destination address for the given
centre (centre defined in condition, or next centre in case of manual transmission) is ICAO or AIDC
based upon the following:
– If centre does not support AIDC, the address will be ICAO.
– If centre supports AIDC, the following applies:
• Messages, which are ICAO only, are associated to ICAO addresses.
• Messages, which can be sent to AIDC, are associated to the AIDC address.
The actual addresses are defined in offline system parameter EXTERNAL_FIR_ADDRESSEE and
EXTERNAL_MIL_ADDRESSEE for each FIR as a list of addresses to be used for ICAO protocol and
one unique address for AIDC protocol (if the FIR/MIL Addressee is defined as AIDC).
#
EUR-P-AFTN-08E
When requesting a manual transmission to AFTN, the controller may modify the set of addresses,
which was prompted by the system. The entered addresses have to be compatible with the message
type being sent.
The addresses are checked against the off-line defined known addresses and assessed as being
AIDC or ICAO. Unknown addresses are assumed to be ICAO. Once all addresses protocols are thus
defined, the following checks are performed:
– Only one AIDC address can be entered.
– If there is an AIDC address in the set, the message has to be a valid AIDC message type.
– If there is an ICAO address in the set, the message has to be a valid ICAO message type.
When no Dedicated Lines are defined: Up to 2 messages may be sent on the AFTN network as the
result of a single TRS function. One with the AIDC protocol, if there is an AIDC address in the
message and one with the list of ICAO addresses, if there is at least one ICAO address in the set.
When Dedicated Lines are defined: Messages may be sent to the AFTN network on the AFTN line,
AIDC dedicated lines (or both for an ICAO message), according to their addressees, as the result of a
TRS function.
#
For AIDC address:
– ACP, REJ, LAM and LRM are sent as responses to co-ordination messages.
For non-AIDC address:
LAM is sent as responses to EST or CPL messages for ICAO address, off-line specified as able to
manage LAM message (ICAO_L centre).
– No ACP, REJ, LAM (for non ICAO_L centre), LRM is sent in response of a co-ordination message
received from non-AIDC address.
– ABI, PAC and MAC received from non-AIDC originators are also rejected.
– No CRC field is added in the message header when it is for a non-AIDC address.
3.2.1.3.9.2.3 Technical Message Processing

The exact syntax for these messages is described in the AFTN ICD.
The following technical messages shall be received or sent automatically on AFTN and AIDC on
Dedicated Lines by the system to support the different types of messages. Other service messages
are not processed and are queued to the FDO:
3.2.1.3.9.2.3.1 “Midnight” Message

EUR-P-AFTNT-03
Used to reset the Channel Sequence Numbers (CSN). It is a SVC LR LS message with CSN=0001.
Upon reception of this message, all messages stored for retransmission are erased, after sending
again (with new CSN numbers) the ones requested by the midnight message.
#
Note: Midnight messages are only received.
3.2.1.3.9.2.3.2 Channel Check message (CH)

EUR-P-AFTN-01
To ensure that the AFTN line is not out of order, a check message shall be sent at 20 minute, 40
minute from the hour and on the hour. If no messages are received within the period, which includes a
“buffer” (system parameter off-line defined: CENTRE_DESCRIPTOR.RX_TIME) a warning message is
sent to the off-line defined position.
#
3.2.1.3.9.2.3.3 Service Message (SVC)

EUR-P-AFTN-03
On receipt of a service message (SVC) indicating missing CSN(s), corresponding messages shall be
sent back if still present in the system. When messages to re-send cannot be found, an alert is sent to
the adapted position. The alert shall indicate the missing CSN number.
#
The system shall check that the Channel Sequence Number (CSN) is correct, i.e. the CSN has been
received and there are no missing CSN's. If there are missing CSN's, a service message (SVC) is sent
back to the AFTN centre and an alert is sent to the adapted position. If part of the header is not
recognisable, the message is discarded (if a real message is missed, it should be retransmitted thanks
to the CSN numbering monitoring).
EUR-P-AFTN-02
If a message is received with an ’out of sequence serial number’, a service message SVC shall be
sent automatically to request the missing messages, as determined by the serial numbers.
#
3.2.1.3.9.2.4 Processing of ICAO Messages

Facilities shall be provided to receive and send ICAO messages to and from the AFTN. ICAO
messages can be from the AFTN line and, for reception only, any of the Dedicated Lines.
EUR-N-ICAO -01
The system shall process incoming ICAO messages on any of the offline defined AIDC Dedicated
Lines (instead of the AFTN line). In that case the system shall use the same AIDC Dedicated Line to
sent back a LAM, if necessary.
#
3.2.1.3.9.2.4.1 ICAO Message Reception

EUR-P-ICAOR-01
Received messages shall be validated for further processing according to specified protocol and the
relevant functions. Messages not recognised by the system shall be stored in the "other" message
queue for manual processing.
#
3.2.1.3.9.2.4.2 Flight plan related ICAO Message Reception

A syntactic check shall be performed according to the overview given in Table 3-11, and depending on
the type of message. Table 3-13 below gives the fields used for each ICAO message reception.
3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22
abc abc abc ab abc ab ab abcde abc abc abc ab
EUR-P-ICAOR-
106E
ALR XUU XXX XOO XO OXX XX XX XXX XXO X X X
#
EUR-P-ICAOR-107
RCF XUU XOO X
#
EUR-P-ICAOR-
108E
FPL XUU XOO XO OXX XX XX XXX XXO X O
#
EUR-P-ICAOR-
109E
DLA XUU XOO XX XOO
#
EUR-P-ICAOR-
110E
CHG XUU XOO XO XOO XX
#
EUR-P-ICAOR-
111E
CNL XUU XUU XO XOO
#
EUR-P-ICAOR-
112E
DEP XUU XOO XX XOO
#
EUR-P-ICAOR-
113E
ARR XUU XOO X OOO XXU
#
3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22
EUR-P-ICAOR-
114E
CPL XOU XOO XO OXX XX X XXXOO XXX XOO X
#
EUR-P-ICAOR-115
EST XOU XOO X XXXOO XOO
#
EUR-P-ICAOR-
116E
CDN XUU XOO X XOO XX
#
EUR-P-ICAOR-
117E
ACP XUU XOO X XOO
#
EUR-P-ICAOR-
118E
LAM XXX
#
EUR-P-ICAOR-
119E
RQP XUU XOO XO XOO
#
EUR-P-ICAOR-
120E
RQS XUU XOO X XOO
#
3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22
EUR-P-ICAOR-
121E
SPL XUU XOO XX XXO X X
#
Table 3-13 Fields used by each ICAO Message
Note: Key to table:

- X: Mandatory
- U: Information is allowed in message but unused by EUROCAT-X
- O: Optional, field processed when present.
Fields 7b and 7c cannot be entered separately.
Fields 14d and 14e cannot be entered separately.
For recognised messages to be automatically processed, the system shall check that:
EUR-P-ICAOR-04
– The header shall be syntactically correct.
#
– The content shall be semantically correct:
• The message is compatible with the flight Plan State; otherwise the message is queued for
manual processing.
• The flight plan checking for the creation or modification of an FDR is correct; otherwise the
message is queued for manual processing.
EUR-P-ICAOR-05B
• Depending on the type of message, an association to an FDR is performed. This association is
made using the message key (CS -ADEP-ADES-ETD if present and DOF if present).
It uses the criteria defined for the uniqueness checks, which are described in EUR-P-FPCHK-
03D, except for RQP, which must have exact ETD if ETD is present. Note that field 13b in
messages DEP and DLA is not considered to be part of the key.
The message key used for the ARR message shall be (CS-ADEP-ADES) when the ADES is
present in the message (case of a diversionary landing), or the key (CS-ADEP-ADAR) when the
ADES is not present.
• If several FDRs can be associated to the received message, the message is queued for manual
processing.
• The content of the FREE TEXT message shall not be checked semantically or syntactically.
#
If all the checks are correct, the message is considered for further processing. For recognised
messages, not being automatically processed, the system shall store the message in the
corresponding queue for manual attention and/or process.
The following tables show for each message type:
– To which queue they shall be associated, and on which instances they shall be queued.
– The state, which the flight plans, must be in.
– And the actions to be performed on message reception if unique association with FDR is fulfilled
and FDR state is correct.
All other ICAO messages received, not defined in the following tables, shall be queued in the "other"
message queue.
ICAO ALR
Message Type Alerting
EUR-P-ICAOR-200
Associated Queue If defined off-line to be queued to the FDO position, stored in Alert message reception
queue when valid and invalid
Otherwise, queued as off-line defined.
#
Valid States Any
EUR-P-ICAOR-201
ALR Processing This message is queued as described above for manual processing.
#
Table 3-14 ALR Message Queuing and processing
ICAO RCF
Message Type Radio communication failure
EUR-P-ICAOR-202
Associated Queue If off-line defined for queuing to the FDO position, stored in Alert message reception queue
when valid and invalid. Otherwise, queued as off-line defined.
#
Valid States Any
EUR-P-ICAOR-203
RCF Processing This message is queued as described above for manual processing.
#
Table 3-15 RCF Message Queuing and processing

ICAO FPL
Message Type Filed Flight Plan
EUR-P-ICAOR-204
Associated Queue If not OK or FDR already exists, stored in ICAO message reception queue
#
Valid States None
EUR-P-ICAOR-93E
FPL Processing Creation of an FDR: SSR code in field 7b updates PSSR.
The system shall check whether the FPL message contains the DOF information. If it does
not, the DOF shall be calculated as specified in requirement EUR-P-ESTIM-03B
#
Table 3-16 FPL Message Queuing and processing

Note: Incorrect FPL messages can only be sent to the FDO position. Valid FPL messages cannot be sent to any queues.
ICAO CHG
Message Type Modification
EUR-P-ICAOR-205
Associated Queue If the message contains DOF information in field 22 or off-line defined to be queued to the
FDO position, stored in ICAO message reception queue, whether the message was
successfully processed or not. Otherwise, queued as off-line defined.
#
Valid States INACTIVE
PREACTIVE
INHIBITED
SUSPENDED
Note: The message is accepted on inhibited flights only if the FDR was preactive prior to
the inhibition.
EUR-P-ICAOR-94E
CHG Processing Modifies the fields of the FDR as indicated in Field22.If the field 22 contains information
about SSR (to update PSSR), CS, ADEP, ADES this overwrites data in fields 7, 13, 16.
The new information (CS, ADEP and ADES) must fulfil the uniqueness check criteria in
the FDR database. SSR code in field 7 is ignored.
Note: For SUSPENDED flights:
- Change of ACID or ADEP is prohibited
- Change of F15 and ADES is subject to checks on the route, as indicated in the Route
modification processing;
#
Table 3-17 CHG Message Queuing and processing

ICAO CNL
Message Type Cancellation
EUR-P-ICAOR-206
Associated Queue If off-line defined for queuing to the FDO position, stored in ICAO message reception
queue, whether the message was successfully processed or not. Otherwise, queued as
off-line defined.
#
PREACTIVE
INHIBITED
the inhibition.
EUR-P-ICAOR-95E
CNL Processing The flight plan becomes finished.
#
Table 3-18 CNL Message Queuing and processing

ICAO DLA
Message Type Delay
EUR-P-ICAOR-207
off-line defined.
#
PREACTIVE
INHIBITED
the inhibition.
EUR-P-ICAOR-96E
DLA Processing The ETD of the received message must be later than the ETD of the selected flight plan.
The ETD and SSR mode and code are updated.
#
Table 3-19 DLA Message Queuing and processing

ICAO DEP
Message Type Departure
EUR-P-ICAOR-208Z
# queue, whether the message was successfully processed or not. Otherwise, queued as
off-line defined.
PREACTIVE
COORDINATED
INHIBITED
ICAO DEP
EUR-P-ICAOR-97E
DEP Processing The ATD and PSSR mode and code are updated in accordance with the received
message; estimates are updated.
For departure co-ordinated flights, the flight shall be activated at ATD time. If a DEP
message is received for CONTROLLED, SUSPENDED, HANDED-OVER,
UNCONTROLLED flights, the DEP message shall be ignored. It shall also be ignored
when received on an INHIBITED flight, which is neither PREACTIVE nor COORDINATED
during the inhibition.
#
Table 3-20 DEP Message Queuing and processing

ICAO ARR
Message Type Arrival
EUR-P-ICAOR-209
queue. Otherwise, queued as off-line defined.
#
Valid States UNCONTROLLED
HANDED-OVER FIRST
CONTROLLED
HANDED-OVER
SUSPENDED
FINISHED
EUR-P-ICAOR-98E
ARR Processing The Arrival time contained in the message must be in the past.
The ATA (Actual Time of Arrival) is updated with arrival time and the ADAR with arrival
aerodrome. If the ADAR is equal to the ADES and the FDR is not finished, then:
- The ETO on ADES is set to ATA received in message.
- ADES is set at last ATO index if not already received.
- If the FDR was in holding, an automatic holding termination is performed.
If the FDR is still coupled, then an error message is displayed in the Warning Window of
the Responsible Controller.
#
Table 3-21 ARR Message Queuing and processing

ICAO CPL
Message Type Current Flight Plan
EUR-P-ICAOR-210
Associated Queue If valid:
– If off-line defined for queuing to the FDO position, stored in ICAO message reception
If not valid:
- For non-ICAO_L centre: If off-line defined for queuing to the FDO position, stored in
ICAO message co-ordination queue with an indication of the reason for validation failure.
– For ICAO_L centre: Queued to the responsible controller (regardless of the off-line
queuing definition) otherwise queued to FDO position in ICAO message coordination
queue. If the message can be sent to the responsible controller, a LAM is sent back.
#
ICAO CPL
Valid States NONE
INATIVE
PREACTIVE
INHIBITED
SUSPENDED
the inhibition.
EUR-P-ICAOR-99F
CPL Processing If an FDR does not yet exist, creation of an FDR; (Fields 7c set PSSR) Otherwise:
# Checks performed:
The entry point (field 14) must be (where no route field change):
- The entry co-ordination point extracted from the new route, or
- A point in the list of extracted points from the new route, or
- For a geographically calculated co-ordination point:
- A geographic point inside an off-line defined rectangle around the computed co-
ordination point with the external centre (FIR/MIL) sending the message, computed from
the previous route if it exists, or
- From the new route in case of FPL creation (system parameters: FPL_COOR_AREA_X
and FPL_COOR_AREA_Y); If there are multiple occurrences of the co-ordination point in
the route, only the first point with the same name, from and including the last overflown
point, is tested.
- The ETN must be close to the provisional estimated time (system parameter:
FPL_ETB_DELTA), (not checked when the route was modified by the CPL message)
- The message is rejected if a FDR with the same callsign already exists as defined in
EUR-P-FPCHK-03D, uniqueness criteria at co-ordination.
Processing:
The existing FDR is overwritten with the data of the message (only Fields 14 and 7c for
PSSR update).
If the flight plan was inactive or preactive, the flight plan becomes co-ordinated.
Route field changes are accepted and processed as route amendments as follows:
- If the first point in the CPL route information belongs to the flight plan route and
- If the last point of the CPL route is the last point of the flight plan route or the CPL route
is truncated (ends with the letter "T") and the point immediately before the truncation
belongs to the flight plan route.
They are processed by overwriting the portion of the flight plan route between:
The 1 st point of the CPL route and
The 1 st non-overflown occurrence of the point before "T".
When route amendments exist in the CPL message, the co-ordination point must be either
on the amended route or a geographical point inside an offline (parameters
FPL_COOR_AREA_X & FPL_COOR_AREA_Y) defined area around the amended route
boundary point with the FIR/MIL sending the message.
Updates inbound co-ordination information data for CFL.
For ICAO_L centre: Upon successful processing of the message, send back a LAM
message.
Updates inbound co-ordination information data for BPN and ETN.
Table 3-22 CPL Message Queuing and processing
ICAO EST
Message Type Estimate
EUR-P-ICAOR-211
- If off-line defined for queuing to the FDO position, stored in ICAO message reception
If not valid:
– For non-ICAO_L centre: If off-line defined for queuing to the FDO position, stored in
ICAO message co-ordination queue with an indication of the reason for validation failure.
– For ICAO_L centre: Queued to the responsible controller (regardless of the off-line
queuing definition) otherwise queued to FDO position in ICAO message coordination
queue. If the message can be sent to the responsible controller, a LAM is sent back.
#
PREACTIVE
INHIBITED
SUSPENDED
the inhibition.
EUR-P-ICAOR-100F
EST Processing Checks performed:
#
The co-ordination point (field 14) must be:
- The entry co-ordination point extracted from the route, or
- A point in the list of extracted points, or
- A geographic computed co-ordination point, a geographic point inside an off-line defined
area around the computed co-ordination point with the external centre sending the
message;
If there are multiple occurrences of the co-ordination point in the route, only the first point
with the same name from and including the last overflown point is tested.
The ETN must be close to the provisional estimated time (system parameter:
FPL_ETB_DELTA).
Processing:
Updates inbound co-ordination information data for BPN and ETN.
Updates inbound co-ordination information data for CFL.
For ICAO_L centre: Upon successful processing of the message, send back a LAM
message.
Flags the FDR to present the flight plan as an inbound in the EST function.
Field 7 (SSR mode and code) overwrites the flight plan data (SSR code is put in the PSSR
field of the FDR).
If the flight plan was inactive or preactive the flight plan becomes co-ordinated.
The message is rejected if a FDR with the same callsign already exists as defined in EUR-
P-FPCHK-03D, uniqueness criteria at co-ordination.
Table 3-23 EST Message Queuing and processing
ICAO CDN
Message Type Co-ordination
EUR-P-ICAOR-212
Associated Queue If off-line defined for queuing to the FDO position, stored in ICAO message co-ordination
#
Valid States Any
EUR-P-ICAOR-101F
CDN Processing This message is queued as described above for manual processing.
#
Table 3-24 CDN Message Queuing and processing

ICAO ACP
Message Type Acceptance
EUR-P-ICAOR-213
#
Valid States Any
EUR-P-ICAOR-102F
ACP Processing This message is queued as described above for manual processing.
#
Table 3-25 ACP Message Queuing and processing

ICAO LAM
Message Type Logical acknowledgement
EUR-P-ICAOR-214
#
Valid States Any
EUR-P-ICAOR-103F
LAM Processing For standard ICAO centre: This message is queued as described above for manual
processing.
For ICAO_L centre: If it is received after an EST or CPL has been transmitted
automatically, it triggers the display of a strip update (letter A to indicate that EST or CPL
has been fully processed). Missed LAM events are handled as explained in EUR-N-
ICAOT-47.
#
Table 3-26 LAM Message Queuing and processing

ICAO RQP
Message Type Request Flight Plan
EUR-P-ICAOR-215
off-line defined.
#
Valid States Any
ICAO RQP
EUR-P-ICAOR-104E
RQP Processing A corresponding FPL message is sent back using most up to date data including
# SID/STAR if it was in the route at flight plan creation as explained in EUR-P-SSA-32D.
When incorrect, the message is queued as described above for manual processing. They
cannot be re-submitted for automatic processing.
Table 3-27 RQP Message Queuing and processing

ICAO RQS
Message Type Request supplementary flight plan
EUR-P-ICAOR-216
#
Valid States Any
EUR-P-ICAOR-217
RQS Processing This message is queued as described above for manual processing.
#
Table 3-28 RQS Message Queuing and processing

ICAO SPL
Message Type Supplementary flight plan
EUR-P-ICAOR-218
#
Valid States Any
EUR-P-ICAOR-219
SPL Processing This message is queued as described above for manual processing.
#
Table 3-29 SPL Message Queuing and processing

ICAO FREE
Message Type FREE TEXT message
EUR-P-ICAOR-220
Associated Queue If off-line defined for queuing to the FDO position, stored in OTHER queue. Otherwise,
queued as off-line defined.
#
Valid States
EUR-P-ICAOR-221
FREE Processing This message is queued as described above for manual processing.
#
Table 3-30 FREE Message Queuing and processing
ICAO AIREP, POS, AEP

Message Type Air Report
HF report position
EUR-N-ICAOR-222
If off-line defined for queuing to the FDO position, stored in ICAO message reception
If not valid:
If off-line defined for queuing to the FDO position, stored in ALERT queue with an
indication of the reason for validation failure. Otherwise, queued as off-line defined.
#
Valid States COORDINATED (Refer: Note 2)
HANDED-OVER FIRST
CONTROLLED
HANDED-OVER
SUSPENDED
INHIBITED
UNCONTROLLED
Note: Accepted on inhibited flights if they are co-ordinated or active during inhibition.
EUR-P-ICAOR-105F Checks performed:
The message shall be considered valid if:
AEP Processing - All positions in the position report section of the message correspond to valid points on
# the flight plan route.
EUR-P-ICAOR-122F - The times are within FPL_POS_REP_DELTA of the previous estimates, and the time
over the next point is not in the past, and the time over the reported position is not in the
future, and there is no ATO for points following the reporting position.
POS processing - There is no "ABM" indicator in the point part.
#
EUR-P-ICAOR-123F - For ARP and ARS, only the first 2 points are used and are mandatory, the remainder of
the text is considered as free text;
AIREP Processing - For AEP message, if NP (and other switches) are not part of the message, the remainder
(ARP or ARS) of the text is considered as free text;
# If NP (and other switches) is part of the message, but contains an error, then the message
shall not be considered as valid.
- The altitude reported is equal to the cleared level (if no ASC/DES/DSC)
- The ASC/DES/DSC altitude reported is equal to the cleared level (if ASC/DES/DSC);
Processing:
Update the following parts of the FDR when message is valid:
- Time at reported position (Note 1).
- Altitude at reported position (Note 1).
- Time at next position from received message, as a pilot estimated time (Note 1).
Valid messages may result in discrepancy alerts (See 3.2.1.3.6.8).
Note 1: Only if the Flight Plan is not coupled.
Note 2: Only accepted for co-ordinated flights (including inhibited flights co-ordinated
before or during inhibition) if they are inbound flights.
Table 3-31 AIREP, POS, AEP Message Queuing and processing
Processing of Dynamic Track messages
Facilities are provided to receive and process Track Definition Messages (TDM) also called dynamic
track messages.
Flex track messages define long distance tracks as a series of published reference points and/or
latitude/longitude points.
EUR-P-DYNAM-30
Dynamic tracks shall be stored in the system, and also placed in the FDO 'other message' queue.
#
a) Processing of messages.
EUR-P-DYNAM-31B
On reception of a Track Definition Message, the system shall check that:

– The message is syntactically correct according to the description given in Table below.
#
In the table below, FIELDS within the message are separated by a space (i.e. " ").
ITEM SYNTAX PROCESSING
Header
Message type identifier TDM Selection of the process to be used:
– TDM for flex tracks
Track name TRK Identify the dynamic track.
(2 fields) 1 to 4 alphanumeric Used for:
characters – Association with received TDM
Track information (Date YYMMDDHHMMNN Date and time the track was generated is not used
and time track was where NN represents the
generated) and message message number:
number 01 for original message,
02-99 for amendment
track messages.
Track status Blank or "AMDT" if track Track status is used to indicate that this track is to
is an amendment track, replace the previous track with the same name. I.e. the
previous track has been amended.
Activity time interval (2 YYMMDDHHMM Blank Used:
date/time pairs) YYMMDDHHMM – First date/time pair for the activation time of the
dynamic track
– Second date/time pair for the termination time of the
dynamic track
Track Similar to the ICAO route – Waypoints, point names , true track angle and
field (field 15) with distance are used for track definition
waypoints in lat/long, – Altitude information is not used
point names, true track
angle and distance,
altitude information.
Length has to be less
than 500 characters or a
maximum of 30 points.
Other information No check performed, but For operator's information, in the FDO message queue.
length has to be less than
256 characters
Table 3-32 Syntactic Checks and processing Performed on Each Field in the TDM Message
EUR-P-DYNAM-32E
The system shall check that the content is semantically correct:
– For flextracks inside the FPSA, all points are known.

– For flextracks crossing the FPSA boundary, the following conditions are checked:
• The points inside the FPSA are known or are a lat/long.
• Either the FPSA boundary crossing point is known (or lat/long), or the first point outside the
FPSA boundary crossing point is known or is a lat/long inside the FPEA.
– The track name is different to other already stored tracks. If the message is not an amendment
"AMDT".
#
EUR-P-DYNAM-33
If an error is detected, or the flex track database is full, the message shall be stored in the ICAO
message queue.
#
EUR-P-DYNAM-34
If all checks are correct the message shall be automatically processed and the dynamic track is
created.
For these flex tracks, the FPSA boundary point is inserted as a lat/long point in the flex track definition.
If the system receives a track message with a track status of "AMDT" it shall replace the existing track
with the amended track; a warning is sent to adapted positions.
The new track data will be reflected on all flight plans not yet co-ordinated at the next processing of the
route or at co-ordination. There is no effect on other flight plans, except that the un-amended flex track
is expanded to a series of points or lat/long points in the Field15 field of the FDR at the next
processing of the route.
#
EUR-P-DYNAM-35
Periodically the system (CSP: FLEX_TRACK_CLRPERIOD) shall clear the set of dynamic tracks by
cancelling the tracks for which the expiration time has passed.
#
Note: If a flextrack expires and an active flight is still tracking via that expired flextrack, any remaining lat/long or
bearing/distanc e route point names associated with that flextrack become blank. Any interactions associated with those
blanked points (e.g. modification of route/ETO/PCFL) are rejected.
EUR-P-DYNAM-36
Each time a flextrack is modified, the corresponding map shall be automatically updated to all the
operators that had selected the display of the map.
#
b) Graphical representation of the dynamic routes:
EUR-P-DTGRA-30
Dynamic route maps shall be selectable/de-selectable as a system map.

#
EUR-P-DTGRA-31E
Flex tracks shall be displayed with a normal route style line. Colour shall be the same as system maps.
Only parts within the FPSA shall be displayed.
If a subsequent flex track with same name is received, and it has AMDT in the message, it replaces
the existing flex track of same name. If such a message is received without AMDT it is sent to the
ICAO queue.
#
EUR-P-DTGRA-32
In the case a dynamic route crosses the FDRG boundary, the route line shall be displayed to the limit
of the flight plan system area or to the end of the route, which ever is shorter.
#
EUR-P-DTGRA-33F
Flex tracks shall be labelled with the track name as indicated in the Track Definition Message. The
name shall be periodically displayed alongside the graphical representation of the route, at
approximately DISTANCE_FOR_FIRST_LABEL NM (CSP) from the first point and then each
DISTANCE_FOR_LABEL NM (CSP).
#
EUR-P-DTGRA-34
Each published point received in the Track Definition Message shall be indicated on the route line by a
waypoint symbol and the waypoint label shall be positioned immediately adjacent to the associated
symbol.
Each unpublished waypoint (e.g. lat/long point) shall be indicated on the route line by a waypoint
symbol and the label shall contain the Lat/Long point as received in the flextrack message.
#
Note: For RAM purposes a flex track is considered as an unpublished route.
3.2.1.3.9.2.4.3 ICAO Message Transmission

EUR-P-ICAOT-04D
The following table gives the list of fields, which are transmitted for each message type:
3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22
ALR X XXX XOO XO OXX XX XX XXX XOO X X X

RCF X XOO X
FPL X XOO XO OXX XX XX XXX XOO X
DLA X XOO XX X
CHG X X X X XX
(1)
CNL X X X X
DEP X XOO XX X
ARR X XOO X O XXY
CPL XX XOO XO OXX XX X XXXOO XXX X X
EST X XOO X XXXOO X
CDN X XOO X X XX
(1)
ACP X XOO X X
LAM XXX
RQP X XOO XO X
RQS X XOO X X
SPL X XOO XX XOO X X
Table 3-33 Fields sent in each ICAO Message Transmission
Note: Key to table:

- X: Mandatory
- Y: if 17a = ZZZZ
- O: Optional, information is sent if present or <> 1 for 9a.
(1): Includes the field being changed.
#
Some messages ICAO messages shall be automatically sent (see following table for the list of
messages to be automatically sent). The determination of which messages are to be sent
automatically is carried out using the co-ordination condition scheme.
EUR-P-ICAOT-30
Some ICAO messages shall be, manually sent by operators using a form, (message format) presented
to the operator display device:
– FPL
– DLA
– DEP
– ARR
– CHG
– CNL
– CPL
– ALR
– RCF
– RQP
– RQS
– SPL
– ARP
– ACP
– CDN
– EST
– As well as free text messages (those free text messages shall be sent within brackets).
Address initialisation for the HMI is carried out as explained in EUR-P-FPCAC-34F (except for free text
messages).
#
EUR-P-ICAOT-02
Transmitted messages shall be stored to allow automatic re-transmission of these messages upon
reception of SVC service message. The maximum number of stored messages is a system parameter
(FPL_MESS_STORE). These messages are deleted after one hour. This store also contains
messages, which could not be transmitted due to line failure condition, which will be transmitted when
the line becomes available.
#
Transmitted messages are built with the data currently contained in the FDR record. This means that
the transmitted data can be different from the data contained in the original flight plan message. For
instance the route field may have been modified following re-routing done inside the FDRG. The EET/
part of field 18 will only contain the FIR designators of the known FIRs.
EUR-P-ICAOT-46G
The addressing of messages to be transmitted shall be determined from the co-ordination conditions.
#
AFTN City Pair Message Transmission Addressing
EUR-P-ICAOT-31
The addressing of messages to be transmitted can be determined from the ADEP and ADES of the
flight plan if required by the co-ordination conditions.
For all messages that were defined to be sent with the city pair indicator, if with the ADEP and ADES a
pre-defined AFTN address list table cannot be found, the message shall be entered in a dedicated
queue for Operator manual intervention (ICAO transmission queue). Upon modification of the AFTN
addressee field in the message to be transmitted, the message is dispatched automatically after
validation.
For all messages that have to be automatically processed:

– They will be automatically transmitted if the city pair (ADEP/ADES) has been off-line defined with
an associated list of addressee.
– They will be queued for manual attention and possibly correction, if the city pair (ADEP/ADES) has
been off-line defined with an indication of manual attention before emission.
– They will be queued for modification and manual transmission if the city pair (ADEP/ADES) has not
been off-line defined.
The table of city pairs shall indicate both the type of processing and the AFTN address to be used.
The table shall include a flag which shall indicate (for the chosen city pair) which of the following
processing (N, A, M or Z) shall be performed. Process Z shall be performed if no city pair can be found
for the plan.
#
Process Type Addressing Action
EUR-P-ICAOT-34E
Process N No message Do nothing
# transmission
required
EUR-P-ICAOT-35E
Process A Automatic Transmit the message to the list of addresses attached to the city
# addressing and pair table.
transmission
EUR-P-ICAOT-36E
Process M Manual handling In the ICAO message transmission queue, pro-forma presented
# with user initialised with data.
assistance required Automatically fill the address line of the message to be transmitted
with the list of addresses attached to the city pair table.
Allow the operator to review and modify the message and the
addresses.
Allow the operator to send the message.
EUR-P-ICAOT-37E
Process Z Manual handling In the ICAO message transmission queue, pro-forma presented
# initialised with data, together with the associated flight plan.
Allow the operator to enter the addresses and modify the message.
Allow the operator to send the message.
Table 3-34 City pair processing type
The following tables show the events that cause message transmission.
Message Type Auto Message Transmission Event
Sent
EUR-P-ICAOT-38E
Filed Flight Plan FPL YES Upon manual entry of an outbound flight, including STEREO plans.
# Upon internal creation (RPL or operator entry) only for a departure
flight from a Non-Radar Tower area or an arrival flight to a Non-Radar
Tower area or a flight transiting a Non-Radar Tower area.
EUR-P-ICAOT-39E
Modification CHG YES If ADEP/ADES belong to city pair list for SSR synchronisation upon:
# - Preactivation of departure flight plan.
- Co-ordination of inbound flight plan.
- Co-ordination of departure flight plan if flight plan was inactive
before.
The city pair list for SSR synchronisation includes a list of AFTN
addresses to receive CHG message if the ADEP/ADES of a flight plan
matches an ADEP/ADES entry in the list. The list is scanned top to
bottom and only the first matching pair is used. ADEP/ADES entries
may include wildcard characters.
Upon manual modification of:
- Departure airport.
- Destination airport.
- Callsign.
- Aircraft registration.
- Type of aircraft.
- COP.
For transmission to Non-Radar Tower: only sent for a departure from
the Non-Radar Tower Area, if before activation of the flight.
EUR-P-ICAOT-40E
Cancellation CNL YES Upon finishing of an outbound flight only if the system has
# automatically transmitted a FPL before and the FDR is not yet active.
For transmission to Non-Radar Tower: only sent upon finishing before
the activation of a departure flight plan from a Non-Radar Tower area
or an arrival flight plan to a Non-Radar Tower area.
EUR-P-ICAOT-41E
Delay DLA YES Upon manual entry of a new ETD if the delay is greater than or equal
# to a predefined value (system parameter: FPL_ETD_DELTA) until
activation of the flight.
For transmission to Non-Radar Tower: only sent for a departure from
the Non-Radar Tower Area or an arrival to the non-Radar Tower
Area.
EUR-P-ICAOT-42E
Departure DEP YES Upon activation of an outbound flight.
When required to be send via CITY-PAIR and no matching

ADEP/ADES address pair is found in the offline defined system
parameter EXTERNAL_ADEP_ADES_ADDRESS, the system shall
prompt an offline defined operator to send a DEP message manually
for the aircraft. (offline defined in ALERTS.ASF)
#

Sent
EUR-ICAOT-43E
Arrival ARR YES ARR messages shall be sent automatically:
FPL_ARR_TIMEOUT time after detecting the system track of the
aircraft within the Arrival volume of the associated runway.
FPL_ARR_TIMEOUT after the Estimated Time of Arrival (ETA) for
non-radar coupled flights.
Only one ARR message shall be sent per flight.
The ARR message transmission event shall be cancelled if the
aircraft is detected again outside the Arrival volume of the associated
runway before the FPL_ARR_TIMEOUT period.
The ARR message is only to be sent if an ARR Volume is defined for
the arrival runway.
The ARR message addressees are defined in offline file FD_EX
PARAMETERS, /AUTO_ARR_PROCESSING/ section.
The ARR message time of arrival (field 17b) shall be sent with the last
computed Estimated Time of Arrival (ETA). (Specified in HHMM
format) for the route.
If no ADEP/ADES city pair is defined off-line the system shall prompt
an off-line defined operator, via off-line file ALERTS.ASF.
#
Table 3-35 FPL and Associated Update Messages.

Sent
EUR-P-ICAOT-44E
Current Flight Plan CPL YES At time as specified in FDRG/COP pair definition, but not before
activation
For ICAO_L centre, when CPL is sent, strip is updated with letter S.
#
EUR-P-ICAOT-45E
Estimate EST YES At time as specified in FDRG/COP pair definition
For ICAO_L centre, when EST is sent, strip is updated with letter S
#
Co-ordination CDN NO
Acceptance ACP NO
EUR-P-ICAOT-46E
Logical LAM YES For ICAO_L centre: If the field 3b is present in received message, a
acknowledgement LAM is sent after EST and CPL received messages which have been
successfully processed or queued to responsible controllers.
#
Table 3-36 FDRG Co-ordination Messages using ICAO co-ordination protocol

EUR-P-ICAOT-33B
The optional fields are transmitted if the data is available; e.g. SSR code (field 7b) for DEP message.
In all messages listed above, the ASSR code is always used to fill the SSR code sub-field.
#
EUR-N-ICAOT-47
For ICAO_L centre: An exit coordination status for automatically generated EST/CPL message shall
be managed for each flight plan, and is displayed to the controller indicating that:
– No exit adjacent centre has been determined (letter N in strip),
– No message have been sent yet (no indication on strip),
– An EST or CPL message has been sent (letter S in strip),

– No LAM message has been received after a time-out for adjacent centre (system parameter:
FPL_LAM_TIMEOUT), (letter U in strip and label),
– A LAM message has been received following the transmission of an EST or CPL message (letter A
in strip).
#
Note: Determination of actual sending and transmission addresses is done through condition groups with the exception of
SSR code synchronisation, which follows an independent scheme.
CNL messages are sent to the same addresses to which FPL was sent.
3.2.1.3.9.2.5 Processing of AIDC Messages

Facilities shall be provided to receive and transmit ASIA/PACIFIC Regional ATS Inter-facility Data
Communications (AIDC) messages on the AFTN on the AFTN line and AIDC Dedicated Lines.
EUR-N-AIDC-01
The choice of using the AFTN line or one of the Dedicated Lines for sending messages, shall be
defined off-line for each of the external FIR with which the AIDC protocol is used, system parameter
CENTER_DESCRIPTOR.
#
EUR-N-AIDC-02
The system shall process incoming AIDC messages from any adjacent AIDC center on any of the
AIDC Dedicated Lines. The system shall use the AIDC Dedicated Line on which the incoming
message has been received to send back a LAM or LRM or an ACP (Acceptance) for a received EST
or PAC.
#
Note: The above has to be seen as a flexibility feature of EUROCAT-X in the case of an error occurs at the other centre which
does not use the off-line defined AIDC Dedicated Line to exchange all the AIDC messages with EUROCAT-X.
3.2.1.3.9.2.5.1 AIDC Message Reception
The following table gives the fields used for each AIDC message.
Message 3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22
EUR-P-AIDCR-
33E
ABI XO XOO X XXXOO X OO
#
EUR-P-AIDCR-
34E
PAC XO XOO X XXXOO X OO
#
EUR-P-AIDCR-
35E
CPL XOO XOO XO OXX XX X XXXOO XXX X X
#
EUR-P-AIDCR-
36E
EST XOO XOO X XXXOO X
#
EUR-P-AIDCR-
37E
CDN XOO XOO X X XX
#
EUR-P-AIDCR-
38E
ACP XOO XOO X X
#
EUR-P-AIDCR-
39E
LAM XOO
#
EUR-P-AIDCR-
40E
MAC XOO XOO X OOOOO X OO
#
Message 3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22
EUR-P-AIDCR-
41E
REJ XOO XOO X X
#
EUR-P-AIDCR-
42E
EMG XOO XOO X
#
EUR-P-AIDCR-
43E
MIS XOO XOO X
#
EUR-P-AIDCR-
44E
LRM XOO X
#
Table 3-37 Fields Used by Each AIDC Message in reception
Note: Key to table:

- X: Mandatory.
- O: Optional.
Field 22: field 9 is automatically processed, and field 15 updates the route field. Field 22 in the CDN message includes the new co-ordination proposal.
The following fields cannot be entered separately:
7b and 7c,
14d and 14e,
14a and 14b and 14c,
22a and 22b;
relevant functions. Messages not recognised by the system shall be stored in the "other" message
EUR-P-AIDCR-02B
The header is semantically correct:

– If the message header is not correct, a LRM message is sent back to the originator, if the message
reference number could be extracted. The message format is (for the RMK/ field):
• RMK/62/7/ERROR TEXT as displayed on FDO for other errors.
#
EUR-P-AIDCR-03B
Checksum processing:
– The CRC (CRC employed is the CRC-CCITT) calculated through the message text enclosed by
parenthesis (including parenthesis and excluding non printable characters such as line feed and
carriage returns), is equal to the value found in the second ODF field.
– If it is not the case, a LRM message is sent back to the originator, if the message reference number
could be extracted. The message format is (for the RMK/ field):
• RMK/61/HEADER/INVALID CRC.
#
EUR-P-AIDCR-04B
The content is syntactically correct:

– If the message syntax is correct and no error was found in the header, a LAM message is sent
back.
– When a syntactic error is found in the text of the message, a LRM message is sent back to the
originator. This LRM message will contain an error code indicating the reason for rejection. The
message format is (for the RMK/ field):
• RMK/62/7/ERROR TEXT as displayed on FDO for other errors.
#
EUR-P-AIDCR-05B
The content is semantically correct:

– Depending on the type of message, an association to an FDR is performed. This association is
made using the message key (CS -ADEP-ADES and ETD if present). It uses the criteria defined for
the uniqueness checks, which are described in EUR-P -FPCHK-03D.
– If several FDRs can be associated to the received message, the message is queued as offline
defined for manual processing.
#
– The message is compatible with the flight Plan State.
– The flight plan checking for the modification of an FDR is correct; otherwise the message is queued
as offline defined.
If all the checks are correct, the message is considered for further processing. In the case of an EST
or PAC message reception, an ACP is sent back to the originator when the message successfully co-
ordinated the flight.
The following table shows for each AIDC message type:
– The queue to which it shall be associated, and in which instances it shall be queued.
– The state that the flight must be in.
– And the actions to be performed on message receipt if unique association with FDR is fulfilled and
FDR State is correct.
AIDC EMG
Message Type Emergency
EUR-P-AIDCR-09F
Associated Queue If off-line defined for queuing to the FDO position, stored in Alert message reception
queue, whether the message is syntactically correct or not. Otherwise, queued as off-line
defined.
#
Valid States Any state
EUR-P-AIDCR-29F
EMG Processing Warning message (callsign ADEP ADES F18) is sent to the Warning Window of the
# responsible controller(s) or first controller(s) (EC + PLC) in charge (if any)
Table 3-38 EMG Message Queuing and processing
AIDC MIS
Message Type Miscellaneous
EUR-P-AIDCR-10F
Associated Queue If off-line defined for queuing to the FDO position, stored in AIDC message other queue.
#
EUR-P-AIDCR-30F
MIS Processing This message is queued as described above for manual processing.
#
Table 3-39 MIS Message Queuing and processing
AIDC ABI
Message Type Advanced Boundary Information
EUR-P-AIDCR-11G
If off-line defined for queuing to the FDO position, stored in AIDC message other queue.
If not valid:
If off-line defined for queuing to the FDO position, stored in AIDC message co-ordination
queue with an indication of the reason for validation failure. Otherwise, queued as off-line
defined.
#
PREACTIVE
SUSPENDED
INHIBITED
the inhibition.
AIDC ABI
EUR-P-AIDCR-21G
ABI Processing Checks performed:
# The co-ordination point (field 14) must be:
– The entry co-ordination point extracted from the route, or
– A point in the list of extracted points, or
– A geographic computed co-ordination point, a geographic point inside an off-line defined
area (boundary point area defined by system parameter FPL_COOR_AREA_X and
FPL_COOR_AREA_Y) around the boundary point with the external centre sending the
message;
The field 14b time must be close to the previously held estimate on this point (system
parameter: FPL_ETB_DELTA). (Not checked when the route was modified by the ABI)
Processing:
The flight plan state is unchanged.
The received data (the co-ordination point, the co-ordination time and cleared flight level,
and SSR) are saved, and the profile, sector lists, ETOs and postings are recomputed.
The ETOs calculated as a result of ABI reception is based on a COP reference and takes
into account wind data.
Field 7 (SSR mode and code) overwrites the flight plan data (the SSR code is put in the
PSSR field of the FDR).
Inbound co-ordination data (BPN, ETN) is updated when flight is INACTIVE or
PREACTIVE.
For a SUSPENDED flight, ABI updates ETN, ETOs after and including the COP.
Inbound co-ordination data for CFL is updated when flight is INACTIVE or PREACTIVE.
For a SUSPENDED flight, ABI updates CFL as well.
Field 22 amendment data updates the FDR as appropriate.

Route field changes are accepted and processed as route amendments as follows:
– If the first point in the amended route information belongs to the flight plan route and
– If the last point of the amendment is the last point of the flight plan route or the route
amendment is truncated (ends with the letter "T") and the point immediately before the
truncation belongs to the flight plan route;
They are processed, by overwriting the portion of the flight plan route between the 1st
point of the amendment and the 1st non-overflown occurrence of the point before "T".
When route amendments exist in the ABI message, the co-ordination point must be either
on the amended route or a geographical point inside an offline (parameters
FPL_COOR_AREA_X & FPL_COOR_AREA_Y) defined area around the amended route
boundary point with the external centre sending the message.
Table 3-40 ABI Message Queuing and processing
AIDC PAC
Message Type Preliminary Activation
EUR-P-AIDCR-12G
– If off-line defined for queuing to the FDO position, stored in AIDC message other queue.
If not valid:
– If off-line defined for queuing to the FDO position, stored in AIDC message co-ordination
defined.
#
AIDC PAC
PREACTIVE
SUSPENDED
INHIBITED
the inhibition.
EUR-P-AIDCR-24E
PAC Processing Processing is identical to the one associated to the EST message.
#
Table 3-41 PAC Message Queuing and processing
AIDC EST
Message Type Estimate
EUR-P-AIDCR-13G
If off-line defined for queuing to the FDO position, stored in AIDC message other queue.
If not valid:
If off-line defined for queuing to the FDO position, stored in AIDC message co-ordination
defined.
#
PREACTIVE
SUSPENDED
INHIBITED
the inhibition.
EUR-P-AIDCR-23F
EST Processing Checks performed:
# The co-ordination point (field 14) must be:
– The entry co-ordination point extracted from the route, or
– A point in the list of extracted points, or
– A geographic computed co-ordination point, a geographic point inside an off-line defined
area (boundary point area defined by system parameter FPL_COOR_AREA_X and
FPL_COOR_AREA_Y) around the boundary point with the external centre sending the
message.
The field 14b time must be close to the previously held estimate on this point (system
parameter: FPL_ETB_DELTA).
Message is rejected if a FDR with the same callsign already exists as defined in EUR-P-
FPCHK-03D, uniqueness criteria at co-ordination.
Processing:
field of the FDR).
Updates inbound co-ordination information data for the BPN and the ETN.
Updates inbound co-ordination information data for the CFL.
If the flight plan was inactive or preactive, the flight plan becomes co-ordinated.
Upon successful processing of the message, send back an ACP message.
Table 3-42 EST Message Queuing and processing

AIDC CPL
Message Type Current Flight Plan
EUR-P-AIDCR-14F
Associated Queue Incoming CPL messages have to be presented to the responsible or first controller(s) in
charge (EC + PLC). This is done as follows:
- If the CPL message can be associated to an existing flight plan, the message is
presented to the functional sector in charge of the flight (first expected to receive
jurisdiction), otherwise,
- If the fix contained in the field 14 of the message can be located (position/altitude), the
location of the fix is used to determine a functional sector as follows:
- If the fix is contained inside a volumetric sector, one of the functional sector controlling
the volume is selected, or else
- A line is drawn between the fix and an off-line defined location to compute an intersection
with the FDRG airspace and hence a volumetric sector, or else
- It is sent to the FDO AIDC co-ordination queue;
#
Valid States NONE
INACTIVE
PREACTIVE
SUSPENDED
INHIBITED
EUR-P-AIDCR-22E
CPL Processing When a CPL is received, it is presented to the controller(s) as described above.
– If an error is found in the CPL message, the controller can correct it and resubmit it for
processing as in EUR-P-ICAOR-99F (same checks on state, same actions performed), or
else
– When the message is correct, the controller can de-queue it, and use the transmission
window to manually transmit a message ACP, REJ, CDN;
The controller can also, by pressing an "UPDATE" button only available for CPL
messages, update/create this FDR as in EUR-P-ICAOR-99F (same checks on state, same
actions performed).
#
Table 3-43 CPL Message Queuing and processing

Note: Queuing of CPL messages cannot be off-line defined.
AIDC CDN
Message Type Co-ordination
EUR-P-AIDCR-15F
Associated Queue If off-line defined for queuing to the FDO position, stored in AIDC message co-ordination
#
EUR-P-AIDCR-25F
CDN Processing This message is queued as described above for manual processing.
#
Table 3-44 CDN Message Queuing and processing
AIDC MAC
Message Type MAC
EUR-P-AIDCR-16F
Associated Queue If off-line defined for queuing to the FDO position, stored in AIDC message co-ordination
#
EUR-P-AIDCR-27F
MAC Processing This message is queued as described above for manual processing.
#
Table 3-45 MAC Message Queuing and processing
AIDC REJ
Message Type Rejection
EUR-P-AIDCR-17F
Associated Queue When the message is received:
# – If it is not correct, or cannot be associated to a previously transmitted message, it is
queued to the AIDC other queue of the FDO position.
– If it is correct and can be associated to a previously transmitted message, it is queued to
the controller(s) (EC + PLC) associated to the sector controlling the flight or the first sector
in charge of the flight.
EUR-P-AIDCR-28F
REJ Processing This message is queued as described above for manual processing.
#
Table 3-46 REJ Message Queuing and processing

Note: Queuing of REJ messages cannot be off-line defined.
AIDC ACP
Message Type Acceptance
EUR-P-AIDCR-18F
Associated Queue If it is not received after an EST or PAC has been transmitted automatically, but a FDR
# can be found:
- Sent to the co-ordination queue of the controller(s) (EC + PLC) in charge of the flight plan
or first sector in charge, otherwise
Else sent to AIDC co-ordination queue of the FDO.
EUR-P-AIDCR-26E
ACP Processing If it is received after an EST or PAC has been transmitted automatically, it triggers the
# display of a strip update (letter A to indicate that EST or PAC has been fully processed).
Otherwise, the message is presented as described above.
Missed ACP events are handled as explained in EUR-P-AIDCT-19E.
Fields 7b and 7c of ACP messages are ignored.
Table 3-47 ACP Message Queuing and processing

Note: Queuing of ACP messages cannot be off-line defined.
AIDC LAM
Message Type Logical acknowledgement
EUR-P-AIDCR-19E
Associated Queue If off-line defined for queuing to the FDO position, stored in AIDC message other queue.
#
EUR-P-AIDCR-31E
LAM Processing - Stops "NO_LAM" timer.
# - When LAM not received processing is as defined in EUR-P-AIDCT-18E.
Table 3-48 LAM Message Queuing and processing
AIDC LRM
Message Type Logical rejection
EUR-P-AIDCR-20F
Associated Queue When the message is received:
# - If it is not correct, or cannot be associated to a previously automatically generated
EST/PAC message, it is queued to the AIDC other queue of the FDO position,
- If it is correct and can be associated to a previously transmitted message, it is queued to
the controller(s) (EC + PLC) associated to the sector controlling the flight or the first sector
in charge of the flight;
EUR-P-AIDCR-32F
LRM Processing If error indicated in received LRM is CRC, resent up to 2 times.
# Resent messages use the same AIDC identification number (ODF field2) as the original
message.
After the 3 rd CRC error, or for any other error mentioned in the LRM:
- An alert appears in the related flight plan strips (U indicator), as described in EUR-P-
AIDCT-06B if the LRM is in response to an automatically generated PAC/EST, otherwise
- The LRM is queued as described above for manual processing;
Table 3-49 LRM Message Queuing and processing

Note: Queuing of LRM messages cannot be off-line defined.
1: By default occurs if the Responsible Controller cannot be identified.
All other AIDC messages received, not defined in the table, shall be queued in the "other" message
queue of FDO.
3.2.1.3.9.2.5.2 AIDC Co-ordination Message Transmission

EUR-P-AIDCT-07D
The following table gives the list of transmitted AIDC messages with the fields contained in each
message type.
3 5 7 8 9 10 13 14 15 16 17 18 19 20 21 22 22 22 22 22 22
abc abc abc ab abc ab ab abcde abc abc abc 8 9 10 14 15 18
ABI X0 X00 X XXX00 X X X X X X
PAC X0 X00 X XXX00 X X X X X X
CPL X00 X00 X0 0XX XX X XXX00 XXX X X
EST X00 X00 X XXX00 X
CDN X00 X00 X X 0 0 0
ACP X00 X00 X X
LAM X00
MAC X00 X00 X X
REJ X00 X00 X X
EMG X00 X00 X
MIS X00 X00 X
LRM X00 X
Table 3-50 Fields sent for each AIDC Message Transmission
Note: Key to table:

- X: Mandatory.
- O: Optional, information is transmitted when present.
Field 15a and 15b of route are always filled with the most recently entered TAS and RFL.
Route field of field 22 sometimes needs to be transmitted. In this case the complete route details are included.
Optional fields in field 22 of CDN messages are manually input when editing the CDN message.
Fields 14a and 14b and 14c cannot be entered separately.
#
Some AIDC messages shall be automatically sent (see following table for the list of messages to be
automatically sent). The determination of which messages are to be sent automatically is carried out
using the co-ordination condition scheme.
EUR-P-AIDCT-02B
Some AIDC messages shall be, manually sent by operators using a form, (message format) presented
on the operator display device:
– ABI
– PAC
– MAC
– REJ
– EMG
– MIS
– CPL
– LRM
– ACP
– CDN
– EST
Address initialisation for the HMI is carried out as explained in ATC message transmission EUR-P-
FPCAC-34F.
#
EUR-P-AIDCT-03B
Transmitted messages shall be stored in a different buffer for the AFTN line and each AIDC
Dedicated Line to allow automatic re-transmission of these messages upon reception of SVC service
messages.
The maximum number of stored messages in each AIDC dedicated line buffer is a system capacity
(FPL_AIDC_TRANS_BUFFER).
The maximum number of stored AIDC messages in the AFTN line buffer is a system capacity
(FPL_MESS_STORE_AIDC).
Messages are deleted from these buffers after one hour.
#
EUR-P-AIDCT-04B
The addressing of messages shall be done as per EUR-P -ICAOT-46G.

#
EUR-P-AIDCT-18E
For all automatically transmitted AIDC messages other than LAM and LRM, reception of a LAM
bearing the correct reference number from the destination is expected within a time parameter of the
transmission. If such a LAM is not received, a warning is sent to the responsible controller or first
controller. If the event is linked to an automatic EST/PAC transmission, the warning is done as
explained in EUR-P-AIDCT-06B.
#
EUR-P-AIDCT-19E
For all transmitted EST and PAC messages for which a LAM has been received, reception of an ACP
message bearing the correct reference number from the destination is expected within a delta time
after the processing of the LAM reception. If such an ACP is not received, a warning is sent to the
responsible controller or first controller. If the event is linked to an automatic EST/PAC transmission,
the warning is done as explained in EUR-P-AIDCT-06B.
#
The following tables show the events that cause message transmission.
Message Type Auto Message Sending Event

Sent
EUR-P-AIDCT-05F
Advanced ABI YES At time as specified in the FDRG/COP pair definition but only if
Boundary – EST or PAC or CPL automatic transmission time to the same
Information external centre has not expired.
# And
– Flight plan has been co-ordinated.
Upon:
– Manual modification of
. Departure airport,
. Destination airport,
. Type of aircraft,
. Callsign,
. Route field;
– Any change in the exit co-ordination point
– The estimate at exit point changing by more than a system
parameter (FPL_ESTIMATE_DELTA),
– Modification of the XFL;
However, the ABI is only sent under the above conditions if:
– No EST PAC or CPL has been sent automatically to this adjacent
centre
– The initial ABI has been sent automatically to this adjacent centre
– The FPL-ABI latest time has not elapsed.
EUR-P-AIDCT-07E
Current Flight Plan CPL YES Sent as per co-ordination condition group, but not before activation.
#
EUR-P-AIDCT-08E
Estimate EST YES Sent as per condition group, but not before activation. Not sent if a
# PAC has been sent automatically to the same centre. When EST is
sent strip is updated with letter S
EUR-P-AIDCT-09E
Preliminary PAC YES At co-ordination of a departure flight, if PAC time as specified in the
Activation FDRG/COP pair definition has expired. (Letter S in strip after
# transmission)
Co-ordination CDN NO Only sent manually by a controller
EUR-P-AIDCT-11E
Acceptance ACP YES Automatically sent upon reception of valid EST or PAC message.
# (When a CPL message is received and processed, for instance using
UPDATE button of personal queue window, ACP is not generated
automatically)
EUR-P-AIDCT-12E
Cancel Co- MAC YES When a PAC, ABI, CPL or EST has been sent automatically to next
ordination FIR, and route changes in a way that this FIR is no more crossed,
# MAC is sent to this FIR. MAC is also sent to a FIR when the route
changes in such a way that it is changed from an exit FIR to an
exit/re-entry FIR or vice-versa.
Reject Co- REJ NO Manually sent
ordination
Emergency EMG NO Manually sent.
Miscellaneous MIS NO Manually sent.

Sent
EUR-P-AIDCT-16E
Logical LAM YES LAM sent after all received messages which could be successfully
Acknowledgement processed
#
EUR-P-AIDCT-17E
Logical rejection LRM YES Sent in case of CRC error or any syntax error found in the header or
# the body of the message.
Table 3-51 Events triggering AIDC message transmission

EUR-P-AIDCT-06B
An exit co-ordination status for automatically generated EST and PAC messages shall be managed for
each flight plan, and is displayed to the controller, indicating that:
– No exit adjacent centre has been determined (letter N in strip).
– No messages have yet been sent. (No indication in strip).
– A PAC or EST (letter S in strip) message has been sent.
– No LAM message has been received after a time-out (system parameter: FPL_LAM_TIMEOUT),
(letter U in strip, and U-LAM alert in label) (refer to note 2 below).
Note: On line failure, no U_LAM alert should be generated.
– No ACP message has been received after a time-out (system parameter: FPL_ACP_TIMEOUT),
(letter X in strip and U_LAM alert in label) (refer to note 2 below).
– An ACP message has been received following the transmission of a PAC or an EST message
(letter A in strip).
#
There shall be no transmission status for an ABI message presented to the controller, as this message
is not critical. The transmission status shall be updated synchronously with the exit information shown
to the controller, as explained in EUR-P-FPCAC-34F.
Note: 1: The AIDC transmission status indicates the state relative to the centre.
2: For the case of EST/PAC transmission before reception of midnight message and LAM/ACP reception after reception
of midnight message, processing shall assume LAM/ACP has not been received and generate a ULAM, and X or A in
strip.
3.2.1.3.9.2.5.3 Processing Transfer Messages

EUR-P-MSGCO-30
In order to consistently process (with the same on screen procedure) the transfer of control of a flight
between sectors controlled by the same centre or by each of two centres, the following messages shall
be exchanged between either two civil centres for transfers between two civil centres or between civil
and military centres for transfers between a civil and military centre.
– Transfer of control message (TOC) used to initiate the transfer of control of a flight between the two
centres.
– Assumption of control message (AOC) used to acknowledge the initiated transfer of control of flight
between the two centres, or to reaccept a flight.
These messages will be transmitted via the AFTN or an AIDC Dedicated Line (system parameter
CENTER_DESCRIPTOR) to the off-line defined AFTN address of the related centre, according to the
protocol defined for AIDC messages, including the rules defined for exchanges of LAM/LRM.
Message FIELDS
type
3a 3b 3c 7a 7b 7c 13a 16a
TOC X O O X O O X X
Message FIELDS
type
AOC X O O X O O X X
Table 3-52 Content of Inter-centre Co-ordination Messages

#
Transfer Message Reception
EUR-P-MSGCO-31
Received inter centre co-ordination messages shall be subjected to syntactic and semantic checks.
#
TOC message will be received from the current controlling centre before the boundary is crossed,
informing the receiving centre that it will now have responsibility for control.
Note: No check is performed on originator.
An AOC message can be received from the downstream centre after in response to a TOC message,
to acknowledge the transfer of control.
An AOC message can be received from the upstream centre after it has transmitted a TOC message,
to cancel the transfer of control.
If syntactic checks are successful, and association with an FDR can be performed in the same manner
as for AIDC messages, the message shall be automatically processed as described in the following
table.
Message Type Flight plan must be in the Actions to be performed on message receipt if unique
following states association with FDR is fulfilled and FDR state is correct.
EUR-P-MSGCO-36E
TOC COORDINATED, Automatic activation if flight is co-ordinated.
# HANDED-OVER FIRST, Transfer of control.
SUSPENDED, Re-activation if flight is suspended.
UNCONTROLLED.
EUR-P-MSGCO-37E
AOC HANDED OVER or The flight becomes uncontrolled.
# HANDED-OVER FIRST When the message is received from the military system or if
after TOC transmission. the flight is an exit/re-entry flight, the flight is suspended as
explained in EUR-P-FPSUS-31.
Handed over first as a Automatic deactivation.
result of TOC reception
Table 3-53 TOC AOC Message Reception Processing

EUR-P-MSGCO-33
All inter-centre co-ordination messages, successfully processed or not, shall be queued.

If they are off-line defined to be queued to the FDO position, they shall be stored in the AIDC co-
ordination queue when valid, and the AIDC other queue when invalid. Otherwise, they shall be queued
as off-line defined.
#
Transfer Message transmission
A TOC message will be sent to the next controlling centre, informing the next centre that it will now
have responsibility for control.
The hand-off between centres can be triggered automatically a specified time before crossing the
boundary or manually prior to the automatic event, or when the automatic hand-off is inhibited.
An AOC message is sent in response to a TOC message when the flight plan has been accepted in
the EUROCAT-X system.
An AOC message can also be sent to a centre to which a TOC message has been sent, following a re-
acceptance by EUROCAT-X system position to cancel the transfer.
Message type Automa Message Transmission Event

tically
Sent
EUR-P-MSGCO-38E
Transfer of control TOC Yes At time specified in FDRG/COP pair definition, if automatic hand-off is
# not inhibited for this flight plan or for the controlling sector.
From the active state when an operator in the FDRG manually
transfers the flight to an adjacent centre using inter-centre co-
ordination messages.
EUR-P-MSGCO-39E
Assumption of AOC Yes Upon first manual acceptance following receipt of a TOC message
control Or
# Upon manual re-acceptance of a flight if a TOC message was
previously sent and the flight is in handed over status.
Table 3-54 TOC AOC Message Transmission Time

Note: A single TOC message and a single AOC message shall be sent by the automatic process in respect of each flight to be
transferred.
EUR-P-MSGCO-35
Once a TOC message has been sent, no further automatic transmission shall be performed. Any
subsequent transfer shall be affected by a verbal co-ordination.
#
3.2.1.3.9.3 Processing of On-line Data Interchange (OLDI) Messages

Facilities shall be provided to receive and send OLDI messages.
The co-ordination processing described in this paragraph is based on the OLDI protocol of
EUROCONTROL - basic procedure (the format of these messages is ICAO with the message
composition described in document EUROCONTROL standard for OLDI (On-line Data Interchange)
and the message field description given in Interface Control Document (ICD)):
– ABI (Advance Boundary Information) used to give advance information on flights crossing a
common boundary.
– PAC (Preliminary Activation) used to provide a warning of an imminent takeoff «close-t o-the
boundary».
– ACT (Activation), used to activate the flight in the receiving centre and provide the latest
information on a flight: normally sent after an ABI message.
– COD (SSR Code Assignment) used to assign a Mode A SSR Code when requested.
– LAM (Logical Acknowledgement) used to provide a logical acknowledgement of a received ABI,
ACT, or PAC message.
The OLDI message processing consists in the:
– OLDI message reception.
– OLDI message transmission.
– Sequence number management for reception and transmission.
– Transmitted buffer management allowing to associate a receipt of acknowledgement with
messages previously transmitted and to cope with line failures.
3.2.1.3.9.3.1 Technical Messages Processing

The following technical messages shall be received or sent automatically by the system to support the
different types of messages, other service messages are not processed and are queued to the FDO:
EUR-N-OLDI-01H
– "Start-up" message: Each OLDI partner shall send A start-up message. Once the start-up
messages have been exchanged, the transfer of data can begin.
#
EUR-N-OLDI-02H
– Shutdown message: To clear the connection between EUROCAT-X and one OLDI partner, a
shutdown message shall be sent. On receipt of a shutdown message, the transfer of data shall
stop.
#
EUR-N-OLDI-03H
– Heartbeat message: When EUROCAT-X does not send any application message on the OLDI line
during a time period, a heartbeat message shall be sent. When no OLDI application message or
heartbeat message has been received for a time period, a heartbeat message shall be expected
and a warning is sent to a dedicated position.
#
EUR-N-OLDI-04H
The system shall manage the reception/transmission sequence numbers per adjacent co-ordination
FIR. All messages received from the adjacent centres are numbered; whenever a message is missing,
a warning is sent to a dedicated position.
#
EUR-N-OLDI-05
The message originator field is checked against an off-line defined list of prohibited senders (per
message type) if the message is an ATS message listed in table LI. When a corresponding entry is
found in the list the message is discarded.
#
3.2.1.3.9.3.2 OLDI Message Reception

A syntactic check shall be performed according to the overview given in Table VIII, and depending on
the type of message.
The following table provides the contents of the OLDI messages processed by EUROCAT-X.
Message 3 3 3 7 7 7 13 14 14 14 14 14 16 22 22 22 22 22 22 22
a b c a b c a a b c d e a 9 9 9 15 15 15 18
a b c a b c
EUR-N-OLDIR-
1H
ABI X X X O O X X X X O O X O X X O O O O
#
EUR-N-OLDIR-
2H
ACT X X X O O X X X X O O X O X X O O O O
#
EUR-N-OLDIR-
3H
LAM X X X
#
EUR-N-OLDIR-
4H
PAC X X X O O X X X X O O X O X X O O O O
#
Table 3-55 Fields used in OLDI messages for Reception.

Note: Key to table:
- X: Mandatory.
- O: Optional.
The following fields cannot be entered separately:
Fields 7b and 7c,
14d and 14e,
14a and 14b and 14c,
15a, 15b and 15c;
relevant functions.
EUR-N-OLDIR-05H
For received messages, the system shall check that the header is semantically correct.
#
EUR-N-OLDIR-06H
– The content is semantically correct:
• The message is compatible with the flight Plan State; otherwise the message is queued for
manual processing.
• Depending on the type of message, an association to an FDR is performed. This association is
made using the message key (CS -ADEP-ADES and ETD if present). It uses the criteria defined
for the uniqueness checks, which are described in EUR-P -FPCHK-03D.
• If several FDRs can be associated to the received message, the message is queued for manual
processing.
#
If all checks are correct, the message is considered for further processing.
EUR-N-OLDIR-07H
Messages not recognised by the system and syntactically incorrect messages shall be stored in the
OLDI message queue for manual processing.
#
The following tables show for each message type:
• To which queue they shall be associated and on which instances they shall be queued.
• The state which the flight must be in.
• And the actions to be performed on message receipt if unique association with FDR is fulfilled
and FDR State is correct.
OLDI ABI
Message Type Advance Boundary Information
EUR-N-OLDIR-08H
Associated Queue Incoming syntactically correct ABI messages have to be presented to the Personal Queue
# of the Responsible controller(s). This is done as follows:
- if the ABI message can be associated to an existing flight plan, the message is presented
to the functional sector in charge of the flight (first expected to receive jurisdiction),
- otherwise, if the fix contained in the field 14 of the message can be located
(position/altitude), the location of the fix is used to determine a functional sector as follows:
- if the fix is contained inside a volumetric sector, one of the functional sector controlling
the volume is selected,
- else a line is drawn between the fix and an off-line defined location to compute an
intersection with the FDRG airspace and hence a volumetric sector,
- else, it is sent to the FDO OLDI message queue;
If the message can be queued to the responsible controller, a LAM is sent back.
Valid States INACTIVE,
PREACTIVE,
INHIBITED,
SUSPENDED.
the inhibition.
EUR-N-OLDIR-12H
ABI Processing Checks:
# – message is only processed if the flight plan is inbound or overflight,
– co-ordination point (field 14a) must be a point in the list of extracted points,
– co-ordination time (field 14b) must be close to the previously held estimate on this point
(system parameter: FPL_ETB_DELTA),
– route field changes are only accepted if the flight is inactive or preactive;
The system shall exclude FDRs in the FUTURE state from association checking for the
ABI message.
Processing:
Updates inbound co-ordination information data (BPN, ETN and CFL) when flight is
inactive or preactive;
field of the FDR);
The time (ETO on the co-ordination point) and CFL are updated;
The FDR is updated according to the fields present in the amendment field of the received
message;
The flight plan state is unchanged;
A LAM is sent back.
Table 3-56 OLDI ABI Message Queuing and processing.
OLDI PAC
Message Type Preliminary Activation
EUR-N-OLDIR-09H
Associated Queue as per EUR-N-OLDIR-08H
#
OLDI PAC
PREACTIVE,
INHIBITED,
SUSPENDED.
the inhibition.
EUR-N-OLDIR-14H
PAC Processing Same checks as for an ACT message.
#
Processing:
Updates inbound co-ordination information data (BPN, ETN and CFL);
Field 7 (SSR mode and code if valid) overwrites the flight plan data (SSR code is put in the
PSSR field of the FDR);
if the message does contain a code assignment request (A9999) a COD message shall be
automatically sent back if the flight plan was inactive or preactive (refer to the paragraph
3.2.1.3.7.3.3);
If the flight plan was inactive or preactive the flight plan becomes co-ordinated;
message;
A LAM is sent back.
The system shall exclude FDRs in the FUTURE state from association checking for the
PAC message.
Table 3-57 PAC Message Queuing and processing.
OLDI ACT
Message Type Activation
EUR-N-OLDIR-10H
Associated Queue as per EUR-N-OLDIR-08H
#
PREACTIVE,
INHIBITED,
SUSPENDED.
the inhibition.
OLDI ACT
EUR-N-OLDIR-13H
ACT Processing Checks:
# Message is only processed if the flight plan is inbound or overflight;
If the flight plan was inactive or preactive, message is rejected if a FDR with the same
callsign already exists as defined in EUR-P-FPCHK-03D, uniqueness criteria at co-
ordination;
Co-ordination point (field 14a) must be a point in the list of extracted points;
Co-ordination time (field 14b) must be close to the previously held estimate on this point
(system parameter: FPL_ETB_DELTA).
Processing:
Updates inbound co-ordination information data (BPN, ETN and CFL);
field of the FDR);
If the flight plan was inactive or preactive the flight plan becomes co-ordinated;
message;
A LAM is sent back.
Table 3-58 OLDI ACT Message Queuing and processing.
OLDI LAM
Message Type Logical Acknowledgement
EUR-N-OLDIR-11H
Associated Queue If not OK, or cannot be associated to a previously generated message, stored in OLDI
# message queue
EUR-N-OLDIR-15H
LAM Processing If it is received after an ACT or PAC has been transmitted automatically, it triggers the
# display of a strip update (letter A to indicate that ACT or PAC has been fully processed).
Missed LAM events are handled as explained in EUR-N-OLDIT-16H.
Table 3-59 OLDI LAM Message Queuing and processing.
3.2.1.3.9.3.3 OLDI Message Transmission

The following table provides the contents of the OLDI messages processed by EUROCAT-X.
Message 3 3 3 7 7 7 13 14 14 14 14 14 16 22 22 22 22 22 22 22
a b c a b c a a b c d e a 9 9 9 15 15 15 18
a b c a b c a
EUR-N-
OLDIT-1H
ABI X X X O O X X X X O O X O X X O O O O
#
EUR-N-
OLDIT-2H
ACT X X X O O X X X X O O X O X X O O O O
#
Message 3 3 3 7 7 7 13 14 14 14 14 14 16 22 22 22 22 22 22 22
a b c a b c a a b c d e a 9 9 9 15 15 15 18
a b c a b c a
EUR-N-
OLDIT-3H
LAM X X X
#
EUR-N-
OLDIT-4H
PAC X X X O O X X X X O O X O X X O O O O
#
EUR-N-
OLDIT-14H
COD X X O X O O X X O O O
#
Table 3-60 Fields used in OLDI messages for Transmission.

Note: Key to table:
- X: Mandatory, the field is systematically included in the message.
O: Optional, the field is included or not in the message according to the off-line customisation per OLDI partner (fields in
field 22), or according to data manually entered by the controller (field 14).
Fields 14a, 14b, 14c, 14d and 14e cannot be entered separately.
15a, 15b and 15c cannot be entered separately.
Some OLDI messages shall be automatically sent (see following table for the list of messages to be
automatically sent). The determination of which messages are to be sent automatically is carried out
using the co-ordination condition scheme.
EUR-N-OLDIT-05H
Some OLDI messages shall be sent manually by operators using a form (message format) presented
on the operator display device:
– ABI
– PAC
– ACT
– COD (only from the Co-ordination Queue, upon reception of a non-processed PAC message
containing a SSR code request).
FIR name initialisation for the HMI is done as explained in EUR-P-FPCAC-34F.
#
EUR-N-OLDIT-06H
The addressing of messages to be transmitted shall be determined from the co-ordination conditions.
#
EUR-N-OLDIT-07H
For all automatically transmitted OLDI messages other than LAM, reception of a LAM bearing the
correct reference number from the destination is expected within a time parameter of the transmission.
If such a LAM is not received, and if a retry is requested, the system shall retransmit the message. If
no retry is requested or if the number of retries without answer has been reached, a warning shall be
sent to the Responsible Controller. If the event is linked to an automatic ACT/PAC transmission, the
warning is done as explained in EUR-N-OLDIT-16H.
Time-out and retry number shall be off-line defined per adjacent FIR.
#
EUR-N-OLDI-08H
Transmitted messages shall be stored to allow automatic re-transmission of these messages. The
maximum number of stored messages is a system parameter (FPL_OLDI_TRANS_BUFFER). These
messages are erased from the buffer when the acknowledgement is received or at the time-out
expiration. This store also contains messages, which could not be transmitted due to line failure
condition, which will be transmitted when the line becomes available.
#
The following table shows the events that cause message transmission.
Sent
EUR-N-OLDIT-09H
Advanced ABI YES At time as specified in the FDRG/COP pair definition but only if
Boundary ACT or PAC automatic transmission time to the same external centre
Information has not expired
# and
Flight plan has been co-ordinated.
Upon:
Manual modification of
destination airport,
type of aircraft;
Any change in the exit co-ordination point;
Change of estimate at exit point by more than a system parameter
(FPL_ESTIMATE_DELTA);
Modification of the XFL.
However, the ABI is only sent under the above conditions:

No ACT or PAC has been sent automatically to this adjacent centre
The initial ABI has been sent automatically to this adjacent centre
The FPL-ABI latest time has not elapsed.
EUR-N-OLDIT-10H
Preliminary PAC At co-ordination of a departure flight, if PAC time as specified in the
Activation FDRG/COP pair definition has expired.
# When PAC is sent, strip is updated with letter S.
EUR-N-OLDIT-11H
Activation ACT At time/distance (earliest) as specified in the FDRG/COP pair
# definition but not before activation. Not sent if a PAC has been sent
automatically to the same centre.
When ACT is sent, strip is updated with letter S
EUR-N-OLDIT-12H
Logical LAM YES Sent after all received messages, which could be successfully
Acknowledgement processed.
#
EUR-N-OLDIT-15H
SSR Code COD YES Upon reception and correct processing of a PAC message, if the field
Assignment 7 of the PAC does contain a code assignment request (code A9999),
# a COD message shall be automatically sent back in addition to the
LAM message.
Table 3-61 OLDI Message Transmission events

The identifier fields (3a, 3b) of ABI, ACT, PAC and COD transmitted messages are stored for
association with LAM message (3c) received at a future time corresponding to the relevant ABI, ACT,
PAC or COD message.
EUR-N-OLDIT-16H
An exit co-ordination status for automatically generated ACT and PAC messages shall be managed for
each flight plan, and is displayed to the controller, indicating that:
– No exit adjacent centre has been determined (letter N in strip).
– No messages have yet been sent. (No indication in strip).
– A PAC or ACT (letter S in strip) message has been sent.
– No LAM message has been received after a time-out, (letter U in strip, and U-LAM alert in label).
Note: On line failure, no U_LAM alert should be generated.
– A LAM message has been received following the transmission of a PAC or an ACT message (letter
A in strip).
#
There shall be no transmission status for an ABI message presented to the controller, as this message
is not critical. The transmission status shall be updated synchronously with the exit information shown
to the controller, as explained in EUR-P-FPCAC-34F.
3.2.1.3.9.4 Processing of GRIB Meteorological Messages

Wind direction, speed and air temperature is applied to the meteorological grid as specified in the
received GRIB message. Pressure is applied as defined below.
3.2.1.3.9.4.1 Off-line Definition

The meteorological messages contain meteorological data for a set of cells defined in
latitude/longitude for different pressure levels.
This meteorological data update a meteorological grid.
EUR-P-FPGRI-30B
The meteorological grid definition shall be received in "thinned" GRIB messages and shall
corresponds to, cells of 1.25 * 1.25 degrees longitude/latitude at the equator and shall comprises data
for 9 pressures.
Each received pressure shall be associated to a layer.
#
PRESSURE FL LAYER
100 480 Above 465
150 450 420 to 465
200 390 365 to 420
250 340 320 to 365
300 300 270 to 320
400 240 210 to 270
500 180 140 to 210
700 100 75 to 140
850 50 Below 75
Table 3-62 Association of pressure and flight level

EUR-P-FPGRI-31
Up to four sets of meteorological data shall be available in the system, each set corresponding to a
predefined validity period.
The 4 system managed forecast periods shall be defined as follows:
– From 0300 UTC to 0900 UTC

#
3.2.1.3.9.4.2 GRIB message transmission rate and validity periods

A set of GRIB data is delivered at 6 hourly intervals, at approximately 0000 UTC, 0600 UTC, 1200
UTC and 1800 UTC.
The reference time contained in the GRIB message shall be 0000 UTC or 0600 UTC or 1200 UTC or
1800 UTC.
The system shall be able to receive and process GRIB data at any time, for example following a cold
start of FDP.
The component messages are:
• West/East wind component.
• South/North wind component.
• Temperature.
The received data of the three (+12, +18 and +24) forecast periods shall be associated, according to
the reference time contained in the message, to three of the four system managed forecast periods as
follows:
• When the reference time is 0000 UTC (typically received at 0600 UTC):
• +12 forecast valid from 0900 to 1500 UTC
• +24 forecast valid from 2100 to 0300 UTC (normally overwritten by the next +12 forecast).
• When the reference time is 0600 UTC (typically received at 0000 UTC):
• When reference time is 1200 UTC (typically received at 1800 UTC):
• When reference time is 1800 UTC (typically received at 1200 UTC):
EUR-P-FPGRI-33
Any received forecast shall overwrite a previously held forecast for the same period. This means the
+24 forecast may be used when the elements of the +12 forecast of the next set are missing.
#
Refer to the Figure below:
SYSTEM MANAGED VALIDITY PERIODS
03 09 15 21 03
UTC
Ref: 0000 (Rec: 0600) =>
+ 12 set + 18 set + 24 set
Ref: 0600 (Rec: 1200) =>
+ 12 set + 18 set
+ 24 set
Ref: 1200 (Rec: 1800) =>
+ 12 set
+ 18 set + 24 set
<= Ref: 1800 (Rec: 0000)
+ 12 set + 18 set + 24 set
RECEPTION OF MESSAGES
Reference Time and Typical Received Time
Figure 11 - GRIB Meteorological Messages Processing
3.2.1.3.9.4.3 GRIB Meteorological Messages Processing

EUR-P-FPGRI-34
Received messages shall be analysed to check they conform to the syntax described in the ICD.
Incorrect meteorological messages shall be discarded and a warning message shall be sent to the
relevant position.
#
EUR-P-FPGRI-35G
Processing of valid messages shall consist of extracting the wind components and temperature for
each meteorological cell of interest for the flight plan system area and layer, updating the
meteorological grid. The data shall be stored in the set of meteorological data corresponding to the
validity period defined by the forecast.
An alert shall be issued if wind components are missing for a validity period. The alert is issued at the
beginning of the validity period.
#
EUR-P-FPGRI-36
Once received, new meteorological data shall be taken into account in all the subsequent flight plan
computations requiring meteorological figures.
The set of meteorological data to be used in the system shall be determined according to the current
time.
#
EUR-P-FPGRI-37
When meteorological data for the corresponding validity period are aged beyond a system parameter
(FPL_GRIBDATA_UNVALID) time that data shall not be used any further for flight plan processing. In
such a case, a warning is provided to off-line defined positions; processing assumes zero wind, speed,
and standard atmosphere temperature displayed data in Meteorological GRIB Window is blank.
#
EUR-P-FPGRI-38
Any operator shall have the capability to manually enter data for a meteorological cell with information
given by a pilot. The current set of meteorological data shall be updated.
Only data corresponding to positions within the FPSA of the received meteorological GRIB messages
shall be updated.
#
For each flight plan, the time validity of GRIB data is checked at each time estimates recalculation
(APR, ETO's, etc.) and if not valid, the latest GRIB data is used to recalculate the estimates.
Note: GRIB temperature data is used to modify the internally calculated ground speed using the following:
Adjusted speed = speed * (1 + temp_factor)
Where temp_factor = (Grib temperature - T0) / (2 * T0)
Where T0 = normal ISA temperature for the level.
EUR-P-FPGRI-40
The system shall be able to receive GRIB messages

• Directly supplied via satellite by World Area Forecast System (WAFS)
• Through the use of data files provided by a meteorological service
• At a configurable daily frequency up to four times daily.
#
Note: The exact details of GRIB data reception is subject to specification by a GRIB Data Interface Control Document.
3.2.1.3.10 Queue Management

EUR-P-QUEUE-31
Messages processed by the system, rejected due to validation errors and which must be manually
processed shall be stored in queues defined offline for display and subsequent correction by Flight
Data Operators (FDOs). Illegal non-printable characters found in the body of the text are shown with a
special character '♦ '. Incoming messages shall display the fields of flight plan messages as received.
Similarly, messages generated by the system, which cannot be dispatched, due to errors such as
incorrect addressing, shall be stored for manual intervention by flight Data Operators.
#
Note: If a semantic error is raised, the cursor is placed at the beginning of the message.
If an error is raised on an optional field, an error message ("-" expected) shall be raised, and the next field is indicated by
the cursor position.
If an error is raised on a mandatory field, an error message regarding the error on that field shall be raised, and the
mandatory field is indicated by the cursor position.
The "-" found before the opening "(" for FPL messages is not displayed.
EUR-P-QUEUE-32B
In the EUROCAT-X operational centre System the following queues shall be provided to the FDO
position:
– ICAO message queue.
– ICAO transmission message queue.
– RPL queue.
– Alert message queue.
– ICAO Co-ordination message queue.
– AIDC Co-ordination message queue.
– AIDC other message queue.
– OLDI message queue.
– AFTN line failure queue.
The AFTN line failure queue receives all ICAO messages not sent because of AFTN line failure
when the communication layer has detected the failure and the message is not stored in the base
of pending messages.
The AFTN line failure queue receives all AIDC messages not sent because of AFTN line failure
when the communication layer has detected the failure, and the message is not stored in the base
of pending messages.
– Other message queue.
These queues (except the AFTN line failure queue) shall receive valid messages queued for manual
processing or for information only, as well as incorrect messages.
The queues where messages shall be stored are off-line defined per messages and status (valid /
incorrect).
#
EUR-P-QUEUE-33
A queue may be opened at more than one FDO position, however only one FDO position can de-
queue specific messages at a time for processing.
When a queue is full, an alert is output to the FDO and erroneous messages addressed to the queue
are lost, until the operator removes messages from this queue.
#
3.2.1.3.11 RPL and STEREO Management
Flight plans, which are used regularly over a sufficiently long period, may be prepared in advance for
repetitive use on the days and at the times scheduled for operations.
For repetitive flight planning the Airline Operator has to supply information in advance for flights.
Repetitive Flight Plan (RPL) data must conform to the standard defined in [2].
The system shall provide the capability to prepare off-line a RPL file (refer to paragraph 3.2.1.17.2.1).
EUR-P-RPL-30
Each RPL shall contain at least the following data:

– First date (year, month, day) upon which the flight is scheduled to operate.
– Last date (year, month, day) upon which the flight is scheduled to operate.
– Numbers corresponding to the day of the week the flight is scheduled to operate.
– Aircraft identification.
– Type of aircraft and wake turbulence category.
– Departure aerodrome and time.
– Route (cruising speed, cruising level and route).
– Destination aerodrome and total estimated elapsed time.
– An optional remarks field including possible field 18 indicators (including but not limited to EET/,
REG/, DOF/ not allowed).
The RPL file shall contain a file validity period.
#
EUR-P-RPL-38
Each RPL shall also contain the following data:

– Aircraft Operator, (Air Carrier)
#
At system start-up, if no current RPL database can be found, the system shall automatically create a
blank database.
3.2.1.3.11.2 File Transfer

Once an RPL or STEREO file has been created off-line, a copy can be transferred to the operational
system.
EUR-P-RPL-31
Three copies of the RPL file may then be present in the system:
– One copy currently used by the system.
– One copy in a passive state.
– One copy distributed by DPR (also in passive state).
#
3.2.1.3.11.3 File Switch

EUR-P-RPL-32E
Automatic and manual switch are provided by the system; the system switches to either:
– The RPL passive file, or
– The DPR distributed file.
The most recently updated file shall be chosen.
When enabled, automatic switch occurs after the end of the validity of the current file and the start of
validity of the passive file.
Manual switch is only allowed after the start of validity of the passive file.
#
3.2.1.3.11.4 RPL Extraction and Copy to Flight Plan Database

EUR-P-RPL-33
An extraction time shall be determined for each RPL, a system parameter (Extraction Advance Time)
before the flight ETD/ETB.
ETB is used for all flights for which the ADEP matches one of the airport names of the distance table
(EUR-P-ESTIM -02D).
In any other case, ETD is used.
Automatic RPL extraction shall occur according to the resulting extraction time. Upon extraction, the
RPL from the current RPL file is copied to the flight plan database.
#
EUR-N-RPL-500
When the RPL is extracted from the RPL database, the system shall include the date information in
the extracted RPL. The date shall correspond to the scheduled date of the flight.
#
EUR-P-RPL-34
An operator shall be allowed to retrieve a repetitive flight plan from the current RPL file, modify the
plan and copy the flight to the FDR database.
#
EUR-P-RPL-35
Erroneous RPLs shall be stored in a dedicated queue for manual intervention and correction.
#
3.2.1.3.11.5 Automatic Purge of the Current RPL File

EUR-N-RPL-37H
For database cleaning purpose, the system shall be able to perform automatic purge of obsolete
RPLs, (i.e. RPLs for which the validity period has elapsed) whenever a dedicated operator activates
the Automatic Purge function. The automatic purge shall apply to the Current RPL file each day at
midnight. The Automatic Purge function is not active at the start-up file.
#
3.2.1.3.11.6 Operator Access to the Current RPL File

EUR-P-RPL-36
A facility shall be provided at a designated position to:

– Create, update and delete repetitive flight plans from the current RPL file.
– Temporarily modify or cancel a repetitive flight plan.
– Cancel all expired, repetitive flight plans.
Modifications of the current RPL file do not affect the RPL stored in the passive file.
#
3.2.1.3.11.7 Stereo Flight Plan Management

EUR-P-STE-01E
The STEREO flight plan database is managed in the same manner as the RPL database with the
following differences:
– STEREO flight plans are not automatically extracted and can only be used as templates for flight
plan creation.
– They cannot be imported or exported from/to floppy disks or CD-ROM.
– The validity period attached to each stereo flight plan is only used to allow the cleaning of the
database obsolete stereo plans.
Therefore, the start of the validity period is only entered for information.
The functions available to manage the stereo database and the list of fields being part of a stereo flight
plan are described in the document referenced in [11].
#
Operator
File Transfer
RPL Offline File OFF-LINE
ON-LINE
File Switch
Operator
DPR Distributed File RPL Current File
RPL Passive File RPL Extraction
Flight Plan Database
Figure 12 - RPL Management
3.2.1.3.12 Traffic Management Assistance Function (TM)
The Traffic Management Assistance function provides information on traffic load in the form of
electronic strip lists for high-density enroute/feeder fixes and airports.
EUR-P-FPTM-30
This function allows definition of fixes with high density the traffic expected within a period from the
current time to a specified look -ahead time (off-line defined system parameter
FPL_TM_LOOK_AHEAD_TIME).
#
EUR-P-FPTM-31H
The fixes applicable to the Traffic Management Assistance function shall not include all of those
available nation wide or within a sector, and shall be limited to a list of fixes defined off-line (maximum
number of traffic management fixes is a system parameter, FPL_TMFIX_MAX). The list of fixes shall
include departure airports, destination airports, TMA and Enroute fixes. Only one of the preceding air
traffic management categories shall be allocated to each traffic management fix. However, a fix may
be defined more than once.
Associated to each traffic management fix is the definition of a "preactive" option: ability to define if yes
or no preactive flight plan shall be taken into account for a particular fix. The default setting for that
option shall be "OFF".
#
EUR-P-FPTM-32
For destination airports only those strips on flights landing at the selected airport shall be displayed.
Similarly for departure airports only those strips for flights departing from the selected airport shall be
displayed. In the case of enroute fixes, all flights, which will cross the selected fix, shall be displayed.
#
EUR-P-FPTM-33
A traffic management list for a fix shall comprise two parts:

– System sorted list.
– Manually sorted list.
The system-sorted list shall contain all flight plans eligible by the system for this TM fix, except those
manually removed by an operator.
The manually sorted list shall contain all flight plans that have been moved by the Supervisors or
controllers from the system sorted list to the manually sorted list.
#
3.2.1.3.12.2 Eligibility of a Flight Plan for Traffic Management Processing

EUR-P-FPTM-34B
A flight plan shall be eligible for processing by the traffic management assistance function if.
– It is at least in the PREACTIVE State and not INHIBITED or FINISHED.
– It is a departure from a TM departure fix; ETD is before the look-ahead time, and has not yet
departed.
– It is an arrival at a TM arrival fix; arrival time is before the look-ahead time and is not finished yet.
– It will fly over a TM fix during the period from the current time to the look-ahead time.
Note: If the TM fix corresponds to a delay point in the flight plan, the arrival time over that point shall be taken into account in
order to assess if the flight plan is eligible or not for that TM fix. The flight plan shall be eligible for that TM fix until the
departure time on that point.
A flight plan shall never be removed from Traffic Management lists while in hold.
#
EUR-P-FPTM-38H
The PREACTIVE option is defined per TM fix.

#
EUR-P-FPTM-39H
PREACTIVE flight plans shall be eligible for a particular TM fix only if the PREACTIVE option is
selected for that fix.
#
3.2.1.3.12.3 Traffic Management Processing

EUR-P-FPTM-38F
Any modification on a flight plan entails an eligibility check against all traffic management fixes; their
corresponding lists are then updated immediately on all positions according to the current eligibility.
#
EUR-P-FPTM-35
In addition, the following processing shall be performed periodically at a rate defined as a system
parameter (FPL_TM_PERIOD).
– Extracting all eligible flight plans from the FDR database to create the list of flight plans relevant to
each TM fix.
– Updating the corresponding manually sorted list by deleting those flight plans no longer eligible for
inclusion.
– Distribution of the complete lists (system sorted and manually sorted lists) to all positions and
automatic update.
#
EUR-P-FPTM-36C
The following processing shall be carried out each time one of the flight plans in the list has been
modified:
– Updating the corresponding strips with the current flight plan details and sorting the list in
increasing time order with the earliest time at the bottom of the list (first to arrive at the fix) and the
latest time at the top (last to arrive at the fix).
– Removal from the list of the flight plans, which have nominally overflown the TM fix.
#
EUR-P-FPTM-37F
Where one flight plan fly's over a TM fix more than once, several strips referencing the same flight plan
may be displayed.
#
3.2.1.3.12.4 HMI for the Traffic Management Assistance function

The Traffic Management Assistance function shall be available to supervisors and controller positions.
At each position up to 5 fixes can be displayed and the associated traffic management windows shall
be based on the pre-defined list of fixes defined off-line for that position.
Supervisors and controllers shall be able to modify, on-line, the fixes for their position.
Note: The fixes selec ted are not restricted to those, which are geographically located within the airspace assigned to the
controller.
Within each fix window the strips shall be displayed in ascending time order (earliest time at the
bottom and latest at the top) based on the ETD, ETA or ETO depending on the category of the fix, i.e.
departure, arrival or enroute fix.
The estimated times taken into account are either pilot estimates or those calculated by the system
(pilot estimates have priority on system estimates).
The controller shall be able to:
– Select or deselect the display of the list associated with each defined fix for the position.
– Remove a strip from the system-sorted list and place it in the manually sorted list.
– To move a group of adjacent strips from the system sorted window to the manually sorted list.
Note: A traffic management list is global to the system and each time a manual sorting is performed the list is immediately
updated at all positions where that list is displayed.
It is not possible to manually delete a traffic management strip.
3.2.1.3.13 Flight Plan Load Computation

EUR-P-FLOAD-01
For Air Traffic Flow Management purposes, the supervisors can receive two types of traffic
information.
– Flight plan summary.
– Forecast request.
#
3.2.1.3.13.1 Flight Plan Summary

EUR-P-FLOAD-02B
Flight plan summary processing shall compute the number of flights in specific categories shown
below, by making requests to the flight database.
The following flight plan summary shall be available at the time a request is made:
– Total number of flight plans of all states.
– Total number of active flight plans.
– Total number of preactive flight plans.
– Total number of co-ordinated flight plans.
– Total number of finished flight plans.
– Total number of current active or co-ordinated flight plans which are:
• IFR Flight plans, (flight rules Y and I).
• VFR Flight plans, (flight rules V and Z).
• Scheduled Flight plans, (flight type S).
• Non-scheduled Flight plans, (flight type N).
• Military Flight plans (flight type M).
• General Aviation Flight Plans, (flight type G).
• Other Flight Plans, (flight type X).
#
EUR-P-FLOAD-04B
On request the system shall produce a flight plan summary showing for each of the following
categories:
• IFR Flight plans, (flight rules Y and I).
• VFR Flight plans, (flight rules V and Z).
• Scheduled Flight plans, (flight type S).
• Non-scheduled Flight plans, (flight type N).
• Military Flight plans (flight type M).
General Aviation Flight Plans, (flight type G).
•
Other Flight Plans, (flight type X).

•
– Total active flight plans for the specified period.
– For a 10-minute period, the number of flight plans which are active.
The flight plan summary is produced for a specified period, which shall be between current time and
the maximum of 4 hours in the past.
#
Note: The system shall start recording snapshots at the first whole 10 minutes (e.g. 0020) after the start of FDP.
Then, any snapshot is recorded every 10 minutes.
Only the snapshots corresponding to the last 4 hours are stored.
3.2.1.3.13.2 Flight Plan Forecast

EUR-P-FLOAD-03
The forecast request shall access the FDR database depending on the following criteria:
– Time period of interest.
– Altitude layer and:
• Known point, or
• Sector name (volumetric), or
• Airway name.
(The last three criteria are exclusive).
No more than one forecast request can be processed at a time.
The reports produced shall relate to all flights, which are expected to be active during the requested
time period.
For those flights, which are not yet active (i.e. inactive, preactive or co-ordinated) at the time when the
load forecast request is made, the forecast expectation shall be based on ETD (or ETB for inbound
flights).
To determine whether to include them in the forecast:
– The period of interest is compared to the ETO field.
– And the altitude layer is compared to the computed AFL.
The ETO/AFL is the time/computed level over:
– The known point, or
– The first known point (if any) of the sector, or the sector entry point, or
– The first known point of the flight plan on the airway.
#
EUR-N-FLOAD-501
On manual request the system shall generate a list of up to FPL_PAST_MAX flight plans from the
PAST FDR database. It shall be displayed in Flight Plan List window as explained in the EUR-N-
FLOAD-400 requirement.
#
EUR-N-FLOAD-400
The Flight Plan list function request shall access the FDR database depending on a start and end time
and date being entered. In conjunction with the above search criteria it shall also be able to let the
operator to define a second search criteria, which is based on the ADEP and/or ADES of the flight.
The reports produced shall relate to flight plans having an ETD or ETB lying within the start and end
time period up to FPL_MAX.
#
3.2.1.3.13.3 Flight Plan Bar Chart Forecast Function
The Flight Plan Bar Chart Forecast function provides information on traffic load over a period of time
for the FIR, high traffic en-route fixes, airports and Volumetric Sectors.
Note: The information is a forecast based upon flight plan information and as a consequence the uncertainty of the displayed
information increases with the look-ahead time.
EUR-N-BCFC-01
This function shall allow the determination for the FIR, the Traffic Management (TM) fixes and
Volumetric Sectors the traffic load expected within a period from the current time to a look-ahead
duration of 24 hours.
#
3.2.1.3.13.3.2 Eligibility of a Flight Plan for Bar Chart Forecast Processing

EUR-N-BCFC-02
A Flight Plan shall be eligible for processing if the Flight Plan is neither INHIBITED nor FINISHED.
#
EUR-N-BCFC-03
For the FIR:

– The Entry Point shall be the ADEP if inside the FIR or the computed Boundary entry point.
– The Exit Point shall be the ADES if inside the FIR or the computed Boundary exit point.
A Flight Plan shall be eligible for processing if the ETO on the Entry Point or the ETO on the Exit Point
is within the period from the current time to the look-ahead time.
FIR re-entrant flights shall not be eligible for processing for the time period they are temporarily outside
the FIR.
#
EUR-N-BCFC-04
For a Sector:
– The Entry Point shall be the ADEP if inside the Sector or the computed Sector entry point.
– The Exit Point shall be the ADES if inside the Sector or the computed Sector exit point.
A Flight Plan shall be eligible for processing if the ETO on the Entry Point or the ETO on the Exit Point
is within the period from the current time to the look-ahead time.
#
EUR-N-BCFC-05
For each Traffic Management Fix a Flight Plan shall be eligible for processing if:
– It is a departure flight from a TM Departure Airport fix and ETD is within the period from the current
time to the look-ahead time.
– It is an arrival flight at a TM Arrival Airport fix and ETA is within the period from the current time to
the look-ahead time.
– It will over fly a TM En-route fix and the ETO on the En-route fix is within the period from the current
time to the look-ahead time.
If the TM fix corresponds to a delay point in the flight plan, the flight plan shall be eligible for that
TM fix for the time period from the arrival time on that point to the departure time from that point.
The flight plan will still be eligible for processing until next flight plan update triggers an ETO
recalculation.
If the TM fix corresponds to a holding point (actual or planed), the flight plan shall be eligible for the
time period from the arrival time on that point to the holding leaving time from that point. The flight
will not be eligible anymore for an actual holding point on manual holding termination by the
controller.
3.2.1.3.13.3.3 Bar Chart Forecast Processing

EUR-N-BCFC-06
Total Flight Plan numbers (counters) for the TM fixes, the Volumetric Sectors and the FIR shall be
computed for each 30 minutes interval, starting on the hour or half hour, covering the life span of the
considered flight plan within the FDRG.
Any modification on a flight plan shall entail eligibility checks against the criteria for the FIR, all Traffic
Management fixes and Volumetric Sectors and update the counters over the relevant FIR, TM fixes or
Volumetric Sectors.
#
3.2.1.3.14 Flight Plan Training Capabilities
Training system functionality is reduced when compared with the operational system.
EUR-P-FPTRN-02B
The following simulated messages generated by the Air Traffic Generator are received directly via the
LAN instead of external lines. These messages are processed like in the operational centre:
– OLDI
– AIDC
– Inter-centre co-ordination messages.
– The simulated GRIB Meteorological Message.
– ICAO
#
EUR-P-FPTRN-03
The Air Traffic Generator does not check erroneous messages, and the incorrect messages are
rejected by the Flight Plan function.
#
3.2.1.3.14.2 Processing of Messages
3.2.1.3.14.2.1 ICAO Messages
3.2.1.3.14.2.1.1 ICAO Message Reception

EUR-P-FPTRN-05D
In order to make the Flight Plan function perform automatic event processing on Flight Plans, some
messages are received from the Air Traffic Generator:
– The receipt of a FPL message induces Flight Plan creation.
– The receipt of an EST message induces Flight Plan co-ordination.
#
Message Type Automatically Processed
Filed Flight Plan FPL YES
Estimate (co-ordination message) EST YES
DEP DEP YES
Others (as per script of SKPL) As defined in requirements:
- EUR- P-ICAOR-93E
- EUR- P-ICAOR-94E
- EUR- P-ICAOR-95E
- EUR- P-ICAOR-96E
- EUR- P-ICAOR-97E
- EUR- P-ICAOR-98E
- EUR- P-ICAOR-99F
- EUR- P-ICAOR-100F
- EUR- P-ICAOR-101F
- EUR- P-ICAOR-102F
- EUR- P-ICAOR-103F
- EUR- P-ICAOR-104E
- EUR- P-ICAOR-105F
- EUR- P-ICAOR-122F
- EUR- P-ICAOR-123F
Table 3-63 Received message processing in the training system
3.2.1.3.14.2.1.2 ICAO Message Transmission

EUR-P-FPTRN-04
In the Training system, the messages are not sent to ATG.

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3.2.1.3.14.2.2 OLDI Messages
3.2.1.3.14.2.2.1 OLDI Message Reception

EUR-N-FPTRN-15H
On some of the flight Plans, the automatic co-ordination is performed on receipt of PAC message from
the Air Traffic Generator. The PAC message is automatically processed.
#
3.2.1.3.14.2.2.2 OLDI Message Transmission

EUR-N-FPTRN-16H
Unlike ICAO messages, the messages are sent to ATG:

– LAM messages are sent back by ATG on reception of all messages sent with the OLDI protocol.
#
3.2.1.3.14.2.3 AIDC Messages
3.2.1.3.14.2.3.1 AIDC Message Reception

EUR-P-FPTRN-14D
On some of the flight Plans, the automatic co-ordination is performed on receipt of PAC or EST
messages from the Air Traffic Generator. The PAC or EST messages are automatically processed.
#
3.2.1.3.14.2.3.2 AIDC Message Transmission

EUR-P-FPTRN-07D
Unlike ICAO messages, the messages are sent to ATG.

– LAM messages are sent back by ATG on reception of all messages sent with the AIDC protocol.
– ACP messages are sent back by ATG to simulate a remote centre after reception of an EST or
PAC message (delay LAM_SENDING_DELAY).
#
3.2.1.3.14.2.4 Inter-centre co-ordination Messages
3.2.1.3.14.2.4.1 Message Reception

EUR-P-FPTRN-08D
On some of the flight Plans, the function receives a TOC message from the Air Traffic Generator. The
TOC message is automatically processed as in the operational system.
#
3.2.1.3.14.2.4.2 Message Transmission

EUR-P-FPTRN-09D
TOC message is sent by the flight plan function to ATG.
An AOC message is sent back by the ATG to simulate a remote centre.

#
3.2.1.3.14.3 Accept of Inter-Sector Transfer

EUR-P-FPTRN-10D
For a Hand-off, (automatic or manual), if the flight plan is handed to a sector not allocated to a position
in the exercise definition, the transfer of responsibility for the flight will be automatically accepted by a
specific training feature of the Flight Plan function. (System time parameter
FPL_TRNG_AUTO_ACCEPT time after the hand-off). This is also applicable for the hand over first
event for the inbound flights.
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3.2.1.3.14.4 Co-ordination
EUR-P-FPTRN-11D
In the case of a flight with its departure inside the simulated FDRG, if the corresponding sector is not
allocated to a position in the exercise definition, the co-ordination is automatically performed via
receipt of AFTN EST/DEP messages generated by ATG as scripted in SKPLs.
#
3.2.1.3.14.5 Grouping and ungrouping of sectors

EUR-P-FPTRN-12D
Sectors can be grouped or ungrouped by the trainee supervisor as part of the supervisor function.
When several sectors are grouped, the same controller controls them. Hand-off between two grouped
sectors is performed automatically at the estimated time of overflight of the sector boundary. If an
automatic hand-off occurs, an automatic accept is performed automatically and immediately. For the
operator, the controlling sector identity is changed to indicate the aircraft has geographically changed
sectors. Flights are always controlled by only one sector.
Using this information, the controller asks the pilot of the aircraft to switch to the frequency of the new
sector. Then the operator on the pilot position arranges a hand-off with the operator on pilot position
working with the new sector frequency.
Thus, when ungrouping occurs, all the aircraft allocated to a pilot position remain controlled by the
controller of the same sector.
Note: In the Training system, the operator of a pilot position uses only one frequency to speak with both the controller and all
of his aircraft.
3.2.1.3.14.6 Repetitive Flight Plan

EUR-P-FPTRN-06
The Flight Plan Function only provides display of the RPL. RPL's are not automatically extracted for
the creation of flight plans.
#
Note: The Controller can use one RPL to manually create a flight plan, but the Air Traffic Generator does not create an aircraft
for this flight plan. Only the pilot can manually create an associated aircraft, (if it does not exist at that time) which will be
coupled with the flight plan.
3.2.1.3.14.7 Meteorological data

EUR-P-FPTRN-13D
When starting an exercise, to initialise meteorological information, according to the exercise wind data,
the Air Traffic Generator sends a set of Simulated GRIB Meteorological Messages to the Flight Plan
function corresponding to the exercise period and consisting of (for each meteorological area):
– Wind speed.
– Wind direction.
– Standard temperature according to the altitude.
#
After exercise commencement, changes to ATG wind are not passed to the flight plan function.
3.2.1.3.15 Flight Plan Conflict Function
The Flight Plan Conflict Function (FPCF) is a tool that provides air traffic controllers with details of
predicted, potential and risks of future conflicts between aircraft in pre-defined Flight Plan Conflict
Areas (FPCA’s). The set of all FPCA’s is termed the Flight Plan Conflict Region (FPCR). The FPCF
provides:
• Automatic Flight Plan conflict detection based on existing flight plan information.
• Automatic conflict severity assessment into Predicted Conflicts and Risks Of Conflict,
• Automatic flight plan Potential Conflict detection based on existing flight plan information (when
offline configured to perform this processing),
• Probing for flight plan Predicted and Risks Of Conflicts as a result of proposed changes to existing
flight plan details.
The FPCF uses flight plan information to check for future loss of separation (in each of the longitudinal,
lateral and vertical separation domains) between an aircraft and any other aircraft computed to be in
an active FPCA, assuming that aircraft follow their filed or amended flight route.
Both automatic and manual activation of conflict probing are provided. Conflicts are reported to those
concerned control positions as defined by the FPCF conflict notification scheme.
Note: The FPCF provides for a high level of off-line customisation capability for definition of separation tolerances. It is under
customer responsibility to ensure that the definition of separation tolerance values and associated qualifiers is in
compliance with ICA O rules.
In the following requirements references to "CRL" indicate the Current Reported Level. The CRL is
derived from the latest of the following types of reports that has been received and correctly
processed:
• AIREP message.
• CPDLC downlink message.
• ADS report message.
• Radar track update.
• Controller entered pilot report.
Definitions:
Detected Conflict: loss of separation tolerance is detected by the FPCF between two aircraft.
Predicted Conflict: severity level applicable to a Detected Conflict (corresponds to the "Predicted
Conflict level band").
Risk Of Conflict: severity level applicable to a Detected Conflict (corresponds to the "Risk level
band").
Potential Conflict: loss of separation tolerance is not detected by the FPCF, but the FPCF has
determined that if applicable flight levels are modified (e.g. CFL), this can lead to a Detected Conflict.
3.2.1.3.15.2 Flight Plan Conflict Region Definition

EUR-P-FPCF-03
The Flight Plan Conflict Function (FPCF) processing shall be available to be defined for any airspace
contained within the geographic region described by the Flight Plan System Area (FPSA). It shall not
be required for FPCF processing to be defined for the entire geographic region described by the
FPSA.
#
EUR-P-FPCF-04
FPCF processing shall be performed independently for (system capacity) FPL_FPCA_MAXNB FPC
Areas (FPCA's) that may be adjacent or independent.
#
EUR-P-FPCF-01
Each FPCA shall be defined as a three dimensional volume with the following geographic and vertical
attributes;
• Each FPCA shall have a floor and ceiling altitude, with the floor considered part of the FPCA and
the ceiling considered NOT to be part of the FPCA.
• The vertical height of an FPCA shall be at least two times the height of the greatest vertical
tolerance defined for that FPCA plus 1000 feet.
• Each FPCA shall be defined as a polygon with a maximum of points per polygon equal to
parameter FPL_FPCA_MAX_POINTS.
• The shortest distance between any two boundary segments of an FPCA that do not share a
common point shall be at least three times the maximum of the lateral distance tolerances defined
for that FPCA.
• The minimum angle between any two joining FPCA boundary segments (measured as the angle
between the segment headings at the common point) shall not be less than 45 degrees.
#
EUR-P-FPCF-02
It shall be possible to define FPCA's that:

• Are vertically stacked over each other (occupying different altitude bands).
• Share common geographic boundary points.
• Share no common geographic boundary points.
However, it shall not be possible for two or more FPCA's to contain common or intersecting volumes of
airspace.
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EUR-P-FPCF-05
It shall be possible to define (system parameter) FPL_FPCI_MAXNB regions as FPCF inhibition

(FPCI) areas. Each FPCI shall be defined as a three dimensional volume with lower and upper
altitudes and an activation status. The geographic extent of each FPCI shall be defined as a polygon
with a maximum of points per polygon equal to parameter FPL_FPCA_MAX_POINTS.
#
EUR-P-FPCF-06
It shall be possible for each FPCI to be manually and independently activated / deactivated during on-
line operation.
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EUR-P-FPCF-07
Temporary Segregated Areas (TSA's) shall be able to be identified (off-line) as valid for FPCI
processing. The FPCF shall allow up to FPCF_ACTIVE_TSA_FOR_FPCI TSA's to be treated as
FPCI's when they are active and identified as valid for FPCI processing.
#
EUR-P-FPCF-08
When a FPCI eligible (off-line defined) TSA is placed into active state and is prevented from becoming
FPCI active, due to the FPCF_ACTIVE_TSA_FOR_FPCI limit being exceeded, the FPCF shall send a
warning message to a list of off-line defined positions.
#
3.2.1.3.15.3 Separation Tolerances Definition

Tolerances are defined for each FPCA. The set of tolerances per FPCA are:
• Longitudinal time separation.
• Longitudinal distance separation.
• Lateral distance separation.

• Vertical separation.
The following sub-sections describe the tolerance types.
3.2.1.3.15.3.1 Longitudinal Time Separation Tolerances

EUR-P-FPCF-10
Five longitudinal time separation tolerances shall be off-line definable for each FPCA
(FPCF_LONG_T1, FPCF_LONG_T2, FPCF_LONG_T3, FPCF_LONG_T4 and FPCF_LONG_T5).
#
EUR-P-FPCF-11
It shall be mandatory to define longitudinal time tolerance FPCF_LONG_T1 for each FPCA. This
tolerance shall be defined with a single time separation value and no qualifiers.
#
EUR-P-FPCF-12
Longitudinal time tolerances FPCF_LONG_T2, FPCF_LONG_T3, FPCF_LONG_T4 and

FPCF_LONG_T5 shall be optionally defined for each FPCA. When defined they shall be defined with
up to two time separation values and a set of qualifiers that shall determine eligibility for application of
that tolerance to aircraft pairs. The aircraft specific equipment qualifiers and other qualifiers for these
tolerances shall be as follows:
a) Aircraft equipment qualifiers:
– NONE, or
– Up to six items (single Alpha character codes) of ICAO field 10a with logical AND, OR and NOT
operators.
– NONE, or
– Aircraft performance category = ALL | JET | NJET and/or
– Direction = " " | SAME | OPPOSITE and/or
– Mach technique = MACH and/or
– Route Geometry = CROSSING | NOT_CROSSING and/or
– Route Elements = up to 4 elements each comprised of ADEP and/or ADES and/or POINT (up to
4) linked if required by logical AND, OR or NOT operators. ADEP and ADES names support
wildcard characters.
It shall be possible to off-line define each of the longitudinal time tolerances FPCF_LONG_T2,
FPCF_LONG_T3, FPCF_LONG_T4 and FPCF_LONG_T5 as USED or UNUSED for each FPCA.
Note: For FPCF_LONG_T1, only the AT tolerance is to be defined.
#
EUR-P-FPCF-13a
For each FPCA it shall not be possible to define any two of the longitudinal time tolerances
FPCF_LONG_T2, FPCF_LONG_T3, FPCF_LONG_T4 or FPCF_LONG_T5 with logically identical
qualifiers.
#
EUR-P-FPCF-13b
When defined as USED it shall not be possible to define any of the longitudinal time tolerances
FPCF_LONG_T2, FPCF_LONG_T3, FPCF_LONG_T4 or FPCF_LONG_T5 with no aircraft equipment
qualifiers and other qualifiers set to NONE.
#
EUR-P-FPCF-14
For each FPCA the precedence for application of longitudinal time tolerances shall be:
• FPCF_LONG_T5
• FPCF_LONG_T4
• FPCF_LONG_T3
• FPCF_LONG_T2
• FPCF_LONG_T1 shall be used as the default when an aircraft does not qualify for any other
defined longitudinal time tolerance.
When the tolerance applied is not the default it must be identified as USED and the aircraft must
satisfy the equipment and other qualifiers specified for that tolerance.
#
Note: Refer to requirement EUR- P-FPCF-25 for details on precedence between longitudinal time and distance separation
tolerances.
3.2.1.3.15.3.2 Longitudinal Distance Separation Tolerances

EUR-P-FPCF-20
Five longitudinal distance separation tolerances shall be optionally off-line definable for each FPCA
(FPCF_LONG_D1, FPCF_LONG_D2, FPCF_LONG_D3, FPCF_LONG_D4 and FPCF_LONG_D5).
#
EUR-P-FPCF-21
Longitudinal distance tolerance FPCF_LONG_D1 shall be optionally defined with a single distance
tolerance value and no qualifiers. It shall NOT be mandatory to define this tolerance for each FPCA. It
shall be possible to off-line define this tolerance as USED or UNUSED.
#
EUR-P-FPCF-22
Longitudinal distance tolerances FPCF_LONG_D2, FPCF_LONG_D3, FPCF_LONG_D4 and

FPCF_LONG_D5 shall be optionally defined for each FPCA. When defined they shall be defined with
up to two distance tolerance values and a set of qualifiers that shall determine eligibility for application
of that tolerance to aircraft pairs. The aircraft specific equipment qualifiers and other qualifiers for
these tolerances shall be as follows:
a) Equipment Qualifiers:
– NONE, or
– Up to six items (single Alpha character codes) of ICAO field 10 with logical AND, OR and NOT
operators.
b) Other Qualifiers:
– NONE, or
– Aircraft performance category = ALL | JET | NJET and/or
– Direction = " " | SAME | OPPOSITE and/or
– Route geometry = CROSSING | NOT_CROSSING and/or
– Route elements = up to 4 elements each comprised of ADEP and/or ADES and/or POINT(up to
It shall be possible to off-line define each of the longitudinal distance tolerances FPCF_LONG_D2,
FPCF_LONG_D3, FPCF_LONG_D4 and FPCF_LONG_D5 as USED or UNUSED for each FPCA.
Note: For FPCF_LONG_D1, only the AT tolerance is to be defined.
#
EUR-P-FPCF-23a
For each FPCA it shall not be possible to define longitudinal distance tolerances FPCF_LONG_D2,
FPCF_LONG_D3, FPCF_LONG_D4 and FPCF_LONG_D5 with the logically identical qualifiers.
#
EUR-P-FPCF-24
For each FPCA the precedence for application of longitudinal distance tolerances shall be:
• FPCF_LONG_D5
• FPCF_LONG_D4
• FPCF_LONG_D3
• FPCF_LONG_D2
• FPCF_LONG_D1 shall be used as the default when an aircraft does not qualify for any other
defined longitudinal distance tolerances.
#
EUR-P-FPCF-25
Longitudinal distance standards are converted to time values using the speed of the aircraft being
probed. When the qualifier(s) for an individual aircraft used to determine the longitudinal time and
distance tolerance match, the greater of the two longitudinal tolerances shall apply.
When qualifier(s) for an individual aircraft used to determine the longitudinal time and distance
tolerance do not match, the lesser of the two longitudinal tolerances shall apply. For aircraft pairs, the
standard to be applied is the greater of the standards determined for the individual aircraft.
Note: A match is achieved when the qualifiers THAT ARE USED to identify a time tolerance are the same as the qualifiers
used to identify a distance tolerance.
3.2.1.3.15.3.3 Lateral Distance Separation Tolerances

EUR-P-FPCF-30
Five lateral distance separation tolerances shall be off-line definable for each FPCA (FPCF_LAT_D1,
FPCF_LAT_D2, FPCF_LAT_D3, FPCF_LAT_D4 and FPCF_LAT_D5).
#
EUR-P-FPCF-31
It shall be mandatory to define lateral distance tolerance FPCF_LAT_D1 for each FPCA. This
tolerance shall be defined with a single distance separation value and no qualifiers.
#
EUR-P-FPCF-32
Lateral distance tolerances FPCF_LAT_D2, FPCF_LAT_D3, FPCF_LAT_D4 and FPCF_LAT_D5 shall

be optionally defined for each FPCA. When defined they shall be defined with up to two distance
tolerance values and a set of qualifiers that shall determine eligibility for application of that tolerance to
aircraft pairs. The aircraft specific equipment qualifiers and other qualifiers for these tolerances shall
be as follows:
a) Equipment Qualifiers:
– NONE, or
operators.
b) Other Qualifiers:
– NONE, or
– Route geometry = CROSSING | NOT_CROSSING and/or
– Route elements = up to 4 elements each comprised of ADEP and/or ADES and/or POINT(up to
It shall be possible to off-line define each of the lateral distance tolerances FPCF_LAT_D2,
FPCF_LAT_D3, FPCF_LAT_D4 and FPCF_LAT_D5 as USED or UNUSED for each FPCA.
#
EUR-P-FPCF-33a
For each FPCA it shall not be possible to define lateral distance tolerances FPCF_LAT_D2,
FPCF_LAT_D3, FPCF_LAT_D4 and FPCF_LAT_D5 with the identical qualifiers.
#
EUR-P-FPCF-33b
When defined as USED it shall not be possible to define lateral distance tolerances FPCF_LAT_D2,
FPCF_LAT_D3, FPCF_LAT_D4 or FPCF_LAT_D5 with no aircraft equipment qualifiers and other
qualifiers set to NONE.
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EUR-P-FPCF-34
For each FPCA the precedence for application of lateral distance tolerances shall be:
• FPCF_LAT_D5
• FPCF_LAT_D4
• FPCF_LAT_D3
• FPCF_LAT_D2
• FPCF_LAT_D1 shall be used as the default when an aircraft does not qualify for any other defined
lateral distance tolerance.
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EUR-P-FPCF-35
If both aircraft are coupled to a system track:

The AFTER tolerance shall be used (if defined) for each aircraft when that aircraft has crossed the
crossing point or passing point if travelling in the same direction. When travelling in opposite
directions, the AFTER tolerance shall be used if both aircraft have crossed the crossing point or
passing point.
When an After tolerance is in use:
• If either aircraft becomes uncoupled, the AT tolerance shall be re-applied for both aircraft, or
• If automatic activation for either flight plan in the FPCF database occurs, the AT tolerance
shall be re-applied for both aircraft.
If either aircraft are not coupled:
The AFTER tolerance shall be used if defined when both aircraft have crossed the crossing point or
passed the passing point.
3.2.1.3.15.3.4 Vertical Separation Tolerances

EUR-P-FPCF-40
Five vertical separation tolerances shall be off-line definable for each FPCA:
• FPCF_VERT_LOW,
• FPCF_VERT_HIGH,
• FPCF_VERT_RVSM,
• FPCF_VERT_SUPERSONIC and
• FPCF_VERT_MILITARY.
#
EUR-P-FPCF-40b
It shall be mandatory to define at least one vertical separation tolerance for each FPCA. The
combination of all vertical separation tolerances shall occupy the whole level band from the floor to
ceiling of the FPCA. At least one of the FPCF_VERT_LOW or FPCF_VERT_HIGH, or the combination
of FPCF_VERT_LOW and FPCF_VERT_HIGH (non intersecting) must be defined for the whole level
band from floor to ceiling for each FPCA.
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EUR-P-FPCF-40c
Vertical separation tolerance FPCF_VERT_RVSM shall be optionally defined for each FPCA. When
used it shall be defined with a set of aircraft equipment and other qualifiers as follows:
• Equipment Qualifiers:
operators. At least one item is mandatory.
#
EUR-P-FPCF-41
Each of the five vertical separation tolerances for an FPCA shall be applicable between the off-line
defined floor and ceiling flight levels for the tolerance. The floor flight level shall be included in the
tolerance definition. The ceiling flight level shall not be included in the tolerance definition.
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EUR-P-FPCF-43b
An aircraft shall only qualify for FPCF_VERT_RVSM when:

• The FPCA includes a definition of the FPCF_VERT_RVSM tolerance.
• The aircraft is RVSM equipped (satisfies the off-line defined Equipment Qualifiers for the
tolerance).
• The aircraft is not RVSM suspended.
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EUR-P-FPCF-43
An aircraft shall only qualify for FPCF_VERT_SUPERSONIC when the off-line defined aircraft
performance category identifies it as > MACH 1 capable and the FPCA includes a definition of the
FPCF_VERT_SUPERSONIC tolerance.
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EUR-P-FPCF-44
An aircraft shall only qualify for FPCF_VERT_MILITARY when ICAO Field 8b of the flight plan is equal
to "M" and the FPCA includes a definition of the FPCF_VERT_MILITARY tolerance.
#
EUR-P-FPCF-45
When an aircraft qualifies for more than one vertical separation tolerance the value applied shall be
the lesser of all tolerances that the aircraft qualifies for.
#
3.2.1.3.15.4 FPCF Processing
3.2.1.3.15.4.1 Capacity & Performance

EUR-P-FPCF-50
A maximum of FPCF_MAX_CONFLICT (system capacity) conflicts shall be stored by the FPCF on a

system wide basis.
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EUR-P-FPCF-50b
A maximum of FPL_LIVE (system capacity) flight plans shall be stored in the FPCF database. FPCF
shall generate a warning message when the FPCF database limit is reached. The warning message
shall be distributed according to off-line definition.
Note: The FPCF shall not be capable of generating a warning message for flight plans that are not able to be added to the
database due to reaching the FPL_LIVE capacity limit, (as the Flight Plan creation will fail in FDP prior to any such
activation in FPCF).
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EUR-P-FPCF-51
When the maximum of FPCF_MAX_CONFLICT (system capacity) conflicts, stored by the FPCF on a
system wide basis, is reached a warning message shall be sent to an off-line defined position. Prior to
reaching the maximum of FPCF_MAX_CONFLICT conflicts a warning message shall be sent to an off-
line defined position when the percentage full exceeds the percentage specified by off-line parameter
FPCF_FULL_DATABASE. After sending a database full warning message another warning shall only
be sent after the database percentage full value falls below the off-line defined value
FPCF_FULL_DATABASE_REARM.
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EUR-P-FPCF-52
A maximum of MAX_CONFLICT_PER_FP (CSP) conflicts (total of all Predicted and Risks Of

Conflicts) per flight plan shall be stored for distribution by the FPCF.
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EUR-P-FPCF-52b
A maximum of FPL_MAX_POTENTIAL_CONFLICT_PER_FP (CSP) Potential Conflicts per flight plan

shall be stored for distribution by the FPCF.
Where more than FPL_MAX_POTENTIAL_CONFLICT_PER_FP Potential Conflicts exist for a flight
plan and:
• A new Potential Conflict for that flight plan is detected,
• And the new Potential Conflict start time is earlier than the latest start time of all the existing
Potential Conflicts that are currently stored for distribution for that flight plan.
Then the new Potential Conflict shall replace the existing Potential Conflict with the latest start time in
the storage for distribution.
#
Note: No warning shall be produced when FPL_MAX_POTENTIAL_CONFLICT_PER_FP Potential Conflicts is exceeded for a
flight plan.
EUR-P-FPCF-52c
When any Potential Conflict is resolved, and therefore removed from the storage for distribution, the
next eligible Potential conflict previously not stored for distribution shall be added to the storage for
distribution.
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EUR-P-FPCF-53
A warning message shall be generated and distributed once per aircraft when the maximum of
MAX_CONFLICT_PER_FP detected conflicts is reached and shall only be re-armed for that aircraft
once the number of conflicts drops below off-line parameter
MAX_CONFLICT_PER_FP_REARM_PERCENT percent of the maximum of
MAX_CONFLICT_PER_FP detected conflicts.
The warning message shall be distributed to the controlling sectors of the aircraft, otherwise the
Operational Supervisor position.
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EUR-P-FPCF-54
A maximum of one (1) conflict of each type (Predicted, Risk and Potential) shall be stored for
distribution per aircraft pair. The conflicts stored for distribution for an aircraft pair shall be those of
each type with the earliest start time.
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EUR-P-FPCF-54b
When MAX_CONFLICT_PER_FP Predicted and Risks Of Conflicts have been stored for distribution
for an aircraft and:
a) A new Predicted Conflict is detected for that aircraft;
• And at least one Risk Of Conflict for that aircraft is currently stored for distribution.
– The Risk Of Conflict with the latest start time shall be removed from the storage for distribution
and replaced by the new Predicted Conflict.
• No Risks Of Conflict for that aircraft are currently stored for distribution.
– When the new Predicted Conflict start time is earlier than the latest start time of the existing
Predicted Conflicts that are currently stored for distribution for that aircraft then the new
Predicted Conflict shall replace the existing Predicted Conflict with the latest start time in the
storage for distribution.
b) A new Risk Of Conflict is detected for that aircraft;
• The new Risk Of Conflict shall only be stored for distribution when it qualifies to replace an existing
Risk Of Conflict currently stored for distribution. That is, when:
– At least one Risk Of Conflict for that aircraft is currently stored for distribution, and
– The start time of the new Risk Of Conflict is earlier than the latest start time of the existing Risks
Of Conflict that are currently stored for distribution for that aircraft.
When an existing Predicted or Risk Of Conflict is removed from the storage for distribution, a warning
message shall be distributed to the controlling sectors of the aircraft, otherwise the Operational
Supervisor position.
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EUR-P-FPCF-54c
When any Predicted or Risk Of Conflict is resolved, and therefore removed from the storage for
distribution, the next eligible Predicted or Risk Of Conflict previously not stored for distribution shall be
added to the storage for distribution according to the above priority scheme.
#
3.2.1.3.15.4.2 FPCF Availability

EUR-P-FPCF-55
After a system cold start the FPCF shall be automatically made available once the FDP function enters
the ONLINE state.
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EUR-P-FPCF-56
The FPCF shall be disabled at commencement of a lukewarm start of the FDP. The supervisor shall
have the ability to manually re-enable the FPCF processing at the end of the lukewarm start.
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EUR-P-FPCF-57
The FPCF shall allow independent activation / de-activation for each off-line defined FPCA.
#
3.2.1.3.15.4.3 FPCF Conflict Detection Activation

EUR-P-FPCF-60
The following three categories of aircraft to aircraft conflict determination shall be carried out
automatically by the FPCF for all flights entering an active flight plan conflict region (FPCR):
• Predicted Conflicts.
• Risks Of Conflict.
• Potential Conflicts, when off-line parameter FPCF_DETECT_POTENTIAL_CONFLICTS is enabled.
#
EUR-P-FPCF-61a
It shall be possible to enable / disable the FPCF at the system level.

#
EUR-P-FPCF-61b
A warning message shall be sent to the supervisor position when the FPCF is disabled and available
to be re-enabled.
#
EUR-P-FPCF-61c
In the event of conflict detection, the distributed conflict shall include an indication whether one or both
aircraft are manually inserted in the FPCF database.
#
3.2.1.3.15.4.3.1 Automatic FPCF Activation

EUR-P-FPCF-62a
• Flight plan conflict probe shall be activated automatically when a flight plan is entered in the
FPCF database.
To be selected for automatic entry into the FPCF database, a flight shall satisfy the following rules:
– Its system state is:
• Coordinated (if off-line parameter FPCF_COORD_AUTO_ENTRY is enabled), and one of
the following is true:
The flight is not a departure flight.
The flight is a departure flight and off-line parameter FPCF_ATD_REQUIRED is not
enabled for the departure airport.
The flight is a departure flight and an ATD has been entered and off-line parameter
FPCF_ATD_REQUIRED is enabled for the departure airport.
• Suspended.
• Active.
• Inhibited and the status during inhibition is any of the above.
– And its route enters one of the defined FPCA's (active or not) between the current position of
the aircraft and its extrapolated position at a delta time (off-line defined system parameter:
FPCF_AUTOMATIC_E NTRY_DELTA) from current time,
– And the flight plan is not specifically excluded from FPCF processing.
#
EUR-P-FPCF-62b
Flight plan modifications that shall cause automatic FPCF activation are:
– An ETO modification, if it differs by more than FPCF_ETO_UPDATE_DELTA time from the time
in the flight plan.
– Changes in flight route.
– Changes in true air speed (TAS),
– Update of last overflown point (except when this last overflown point corresponds to the last
point of the FDR trajectory), if the time on the point differs by more than
FPCF_ATO_UPDATE_DELTA time from the last ETO,
– Current Reported Level (CRL),
– All changes to ICAO field 10 equipment qualifiers.
– Changes to the Military indicator in ICAO field 8b.
– Changes to the aircraft type,
– Changes to the aircraft callsign,
– Changes to the assigned SSR code,
– Changes to the assigned flight rules,
– Changes to the planned cleared flight level (PCFL)
– Changes to the cleared flight level (CFL).
And, when off-line parameter FPCF_4D_PROFILE_USE is enabled, the following additional flight
plan modifications shall cause automatic FPCF activation:
#
EUR-P-FPCF-62c
A flight plan shall be excluded from automatic entry into the FPCF database when:
• It is a VFR flight (flight rule - ICAO field 8a - set to V) or mixed VFR flight (flight rule - ICAO field 8a
- set to Z) and:
– the on-line status for FPCF processing of VFR flights is set to DISABLED, or
– the on-line status for FPCF processing of VFR flights is set to ENABLED and no CFL has been
entered for the flight plan.
Note: The on-line status can be either ENABLED or DISABLED. It is initialized with the off-line parameter
FPCF_EXCLUDE_VFR and can be modified on-line by the appropriate eligible controller.
• It is an IFR flight (flight rule - ICAO field 8a - set to I) and:
– the on-line status for FPCF processing of IFR flights is set to DISABLED.
Note: The on-line status can be either ENABLED or DISABLED. It is initialized with the off-line parameter
FPCF_EXCLUDE_IFR and can be modified on-line by the appropriate eligible controller.
• The allocated SSR code belongs to one of the off-line configured (offline file FPCR_DEFINITION)
SSR code exclusion groups.
Note: The on-line status of each configured SSR code exclusion group is initialized as excluded when FPCF starts up and can
be modified on-line by the appropriate eligible controller.
• The flight plan flight type (ICAO field 8b) is included in the off-line defined (offline file
FPCR_DEFINITION) list of types to be excluded from automatic FPCF processing.
Note: The on-line status of each configured flight type for exclusion is initialized as excluded when FPCF starts up and can be
modified on-line by the appropriate eligible controller.
• The flight plan aircraft type (ICAO field 9b) is included in the off-line defined (off-line file
FPCR_DEFINITION) list of types to be excluded from automatic FPCF processing.
Note: The on-line status of each configured aircraft type for exclusion is initialized as excluded when FPCF starts up and can
be modified on-line by the appropriate eligible controller.
• The flight plan callsign (ICAO field 7a) is included in the off-line defined (offline file
FPCR_DEFINITION) list of callsigns to be excluded from automatic FPCF processing.
Note: The on-line status of each configured callsign for exclusion is initialised as excluded when FPCF starts up and can be
modified on-line by the appropriate eligible operator.
Flight plans that are excluded from automatic entry into the FPCF database (based on the above
criteria), shall be able to be manually forced into the database.
#
EUR-P-FPCF-62d
A flight plan that is a mixed flight (flight rule - ICAO field 8a - set to Y or Z) shall qualify for automatic
entry into the FPCF database. Flights of this type shall only have conflicts stored for distribution if:
• the aircraft is flying IFR in the whole or in a portion of the computed conflict area and the on-line
status for FPCF processing of IFR flights is set to ENABLED or
• the aircraft is flying VFR in the whole or in a portion of the computed conflict area and the on-line
status for FPCF processing of VFR flights is set to ENABLED;
#
EUR-P-FPCF62f
When the automatic insertion criteria are modified, automatically inserted flight plans without matching
criteria shall be removed from the FPCF database.
#
3.2.1.3.15.4.3.2 Manual FPCF Activation
The following facilities shall be provided to manually activate the FPCF probe:
EUR-P-FPCF-63a
• The controller shall be able to manually force the input of a flight plan into the FPCF database
when the flight plan is in one of the following states:
– In the preactive state.
– In the coordinated state (if not already automatically inserted: off-line parameter
FPCF_COORD_AUTO_ENTRY is disabled).
– In the controlled state.
– In the controlled state and currently holding (hold departure time shall be used as the ETO at
the hold point for the route segment following the hold point).
– In the handed-over state.
– In the suspended state.
Note: When the FPCF_AUTOMATIC_ENTRY_DELTA time before entry to an FPCA (active or not) along the route has
expired for a manually inserted flight plan, if it is eligible according to the automatic entry rules of EUR- P-FPCF-62a and
EUR-P-FPCF-62c, it shall be considered as automatically inserted.
#
EUR-P-FPCF-63c
The controller shall be able to perform a trial probe to test if existing flight plan data or proposed flight
plan changes may lead to Predicted or Risk Of Conflict creation or resolution. Manual trial probing
shall be allowed on preactive, coordinated and controlled flight plans (including flight plans in holding).
The probe can modify one of the following flight plan items:
• CFL
• route including ADES
• TAS
• ETO
#
3.2.1.3.15.4.3.3 FPCF Database Error

EUR-P-FPCF-64a
The FPCF shall distribute a warning, according to the following criteria, when adding a flight plan to the
FPCF database fails:
• on a manual database addition request, the warning shall be distributed to the requesting controller
position.
• on an automatic database addition, the warning shall be distributed to the Operational Supervisor
position.
#
EUR-P-FPCF-64b
The following conditions shall cause the flight plan to be rejected from entry into the FPCF database:
• The flight plan does not intersect with any active or inactive FPCA's.
• The FPCF database has reached capacity (capacity FPL_LIVE).
FPCF checking of these conditions shall occur on each update of the FDR if the flight plan is eligible
for FPCF processing.
#
3.2.1.3.15.4.4 FPCF Cancellation

EUR-P-FPCF-65
– Automatically on deactivation of the flight plan (if off-line parameter
FPCF_COORD_AUTO_ENTRY is disabled) or on de-coordination of the flight plan (if off-line
parameter FPCF_COORD_AUTO_ENTRY is enabled).
#
EUR-P-FPCF-66
Flight plans entered into the FPCF database shall be removed automatically on deletion of the flight
plan from the flight plan database.
#
EUR-P-FPCF-67
Flight plans entered into the FPCF database shall be removed automatically when the flight exits the
last crossed FPCA (active or not) and after a system time parameter
FPCF_AUTOMATIC_CANCELLATION.
#
EUR-P-FPCF-68
Flight plans entered into the FPCF database shall be removed automatically when an ATO has been
received outside an FPCA (active or not) and having exited the last crossed FPCA.
#
EUR-P-FPCF-69
– On manual request (only valid for flight plans not entered automatically into the FPCF
database).
#
3.2.1.3.15.4.5 Separation Standard Infringement / Conflict Determination

The following sub-sections detail the requirements for the determination of separation standard
infringement:
3.2.1.3.15.4.5.1 Data used for computation

EUR-P-FPCF-70a
The starting position for a FPCF probe shall be determined as:

• For flight plan only tracks the first of the following cases shall be applied;
– Last point on the route for which an ATO report has been entered or automatically processed
and where the time of the ATO is less than FPCF_ATO_TOLERANCE minutes in the past.
Automatically processed position reports shall include:
AIREP Position Report messages.
•
CPDLC Position Report messages.

•
– The extrapolated position on the route at time equal to current time minus delta, from time of last
ATO to current time, multiplied by FPCF_EXTRAP_FACTOR (percentage between 0 and 100),
e.g. position at t_CURR - ((t_CURR - t_ATO) * FPCF_EXTRAP_FACTOR)
• For radar coupled or ADS-B coupled system tracks;
• For radar coupled system tracks;
– Position of last processed Automatic Position Report (APR).

• For ADS -C coupled system tracks the first of the following cases shall be applied;
– Position of last processed APR where the aircraft is ADS-C connected.
– Position as determined for flight plan only tracks above.
• For all track types that are currently not inside an FPCA (active or inactive) the point of entry into
the first FPCA shall be used as the FPCF probe start point.
#
Note: Parameter FPCF_EXTRAP_FACTOR would normally be set to 100% to achieve probing from the last ATO.
EUR-P-FPCF-70b
When the off-line defined parameter FPCF_USE_SECTOR_STATE is disabled the following

processing shall apply.
Based on the following settings for the off-line parameter FPCF_4D_PROFILE_USE the FPCF
processing shall Detect Conflicts between aircraft pairs by determining intersections of the protected
airspace volumes for the related flight plans. The protected airspace volume for a flight plan shall be
determined by the following conditions (after the relevant vertical, lateral and longitudinal separation
standards of the FPCA(s) have been applied):
a) FPCF_4D_PROFILE_USE is enabled (4D Profile method):
A flight plan's protected airspace volume shall bound the 4D profile, (taking into account planned
climb and descent in the flight route and aircraft performance), from the protected airspace starting
position to the extrapolated position at the FPCF look ahead time (parameter
FPCF_LOOK_AHEADTIME).
A flight plans protected airspace volume shall bound the 4D profile, (taking into account planned
climb and descent in the flight route and aircraft performance), from the protected airspace starting
position (as defined by requirement EUR-P-FPCF-70a) and the extrapolated position at the
relevant FPCF look ahead time (parameter FPCF_LOOK_AHEADTIME).
b) FPCF_4D_PROFILE_USE is disabled (Level-Banding method):

A flight plans protected airspace volume shall include the following level bands:
• 1. From the protected airspace starting position to the end of the look ahead time (parameter
FPCF_LOOK_AHEADTIME)
• The level band shall be from current reported level (CRL) to the cleared flight level (CFL).
• 2. From the next point at which a future planned level change (PCFLn ) is valid to the earliest of:
the extrapolated position at the look ahead time (parameter FPCF_LOOK_AHEADTIME), or
the point at which the next future planned level change (PCFLn+1) is valid.
The level band shall be from the previous segment planned level (either the CFL or PCFLn-1,
whichever is applicable) to the future planned level change (PCFLn).
Note: Where the CRL is undefined the FPCF shall use the level band from ground level to CFL.
#
EUR-P-FPCF-71
The FPCF shall use the following data items when computing conflicts between Flight Plan segments:
• Speed: the mean ground speed of the aircraft on a route segment as determined from the elapsed
time between start and end route segment points and the distance of the segment.
• Level: refer to requirement EUR-P-FPCF-70b
• Time: the estimated times of overflight on each point (published or internally computed) of the route
as computed with respect to:
– Meteorological information.
– RADAR Position Report information.
– Manual controller inputs.
– ADS-C Position Report information.
• Position: the extrapolated aircraft position expressed using geographical coordinates.
#
EUR-P-FPCF-72
Flight plans in holding shall be taken into account by the FPCF processing through use of:
For radar coupled tracks:
• The holding point shall be the first point used for the FPCF probe.
For non-radar coupled tracks:
• The start position for an FPCF probe shall be determined as per EUR-P-FPCF-70a
#
EUR-P-FPCF-73
Flight plans with a future-hold point defined shall be taken into account by the FPCF processing
through use of:
• The mean ground speed (see definition above) on the segment ending on the holding point shall
use the arrival estimate over the holding point as the ETO for that point.
• The mean ground speed (see definition above) on the segment after the holding point shall use the
hold departure time as the ETO for that point.
#
3.2.1.3.15.4.5.2 Filters
The FPCF uses two preliminary filters to discard flight plans that are not in conflict:
• Coarse filtering based on level and extent of possible flight plan geographic coverage.
• Fine filtering.
For fine filtering the FPCF, for each segment of the route of the probed flight plan, checks for conflicts
with all segments of the route of any compared flight plan. The list of compared flight plans is reduced
by the coarse filtering phase.
EUR-P-FPCF-74
The FPCF shall, for each flight plan of the FPCF database or the flight plan under trial probe, check for
Predicted and Risks Of, and Potential Conflicts against all the other flight plans of the FPCF database.
#
3.2.1.3.15.4.5.3 Separation conflict rule determination
In the FPCF database, aircraft pairs are tested for vertical, lateral or longitudinal separation.
Tolerances that are used to determine vertical, lateral or longitudinal separation are offline defined in
FPCR_DEFINITION. For an aircraft to be eligible for a tolerance, the aircraft must comply with all the
qualifiers for that tolerance.
For each set of segments of the possible conflicting couples of flight plans that remain after both fine
and coarse filtering the FPCF shall perform a complete check of the eligible separation standards
(based on the level, aircraft equipment and other qualifiers) by applying the following separation
tolerance requirements. If an aircraft pair are not separated according to vertical, lateral or longitudinal
separation rules then FPCF shall raise an FPCF conflict alert.
Definitions:
Segment: That part of a flight plan route bounded by two fixes.
Same segment: two flight plans have the same segment when one of the following conditions are
met:
• The positions that bound the segments are the same.
• At least one position that bounds one segment is contained within the positions that bound the
second segment, and the routes overlap.
Crossing segments: two flight plans have crossing segments if their segments cross between their
bounded positions.
Passing point: the point on the Same segment that is over-flown by both aircraft at the same time.
Crossing point: the point where two Crossing segments intersect.
Crossing Routes: two flights have crossing routes if segments (eg. A & B) of the route do not cross
but the routes cross a VSP time (FPCF_ROUTE_LOOKAHEAD) time from the start and/or end of the
segments of the aircraft. See below.
0205
0100 Segment B 0130

VSP
Crossing Routes!
VSP
0200
θ 0135
Segment A
Crossing Routes,
Relative θ for
0105 segments < FPCF_SAME_TRACK_ANGLE
0230
Figure 13 - Crossing Routes VSP from the end of the segments
0205
0100 0130
Crossing Routes!
VSP
0200
VSP
0135
Segment A θ
Segment B
0105 Crossing Routes,

Relative θ for segments 0230
>= FPCF_SAME_TRACK_ANGLE
Figure 14 - Crossing Routes VSP from the start and/or end of the segments
3.2.1.3.15.4.5.4 Lateral Conflict Determination
Lateral tolerances are applied to determine if the segments of each aircraft pair are in lateral conflict.
For each aircraft pair, a lateral separation determination is made using the following rules:
EUR-P-FPCF-78a
Non Crossing Segments or Non Crossing Routes shall apply an AT lateral tolerance either side of the
segment with a NOT_CROSSING Route Geometry qualifier.
Note: The conflict begins at the point and time the second aircraft enters the area of overlapping tolerances and ends at the
point and time the first aircraft leaves the area of overlapping tolerances. (figure below)
Segment A Segment B
AT Tol
AT Tol
Region of conflict!
Figure 15 - Lateral not crossing
#
EUR-P-FPCF-78b
Crossing Segments or Crossing Routes shall apply an AT lateral tolerance either side of the segment
with a CROSSING Route Geometry qualifier. (Figure - Lateral Crossing)
If defined, the AFTER tolerance shall be applied to either side of the segment according to EUR-P-
FPCF-35 (See Figure - Lateral Crossing After)
Note: The conflict begins at the point and time the second aircraft enters the area of overlapping tolerances and ends at the
point and time the first aircraft leaves the area of overlapping tolerances.
eg: Flight Plan Track
θ >= FPCF_SAME_TRACK_ANGLE
AT
Tolerance
AT
Tolerance
Figure 16 - Lateral Crossing

θ >= FPCF_SAME_TRACK_ANGLE
AT
Tolerance θ
AFTER
Tolerance
End of the
FPCF_ROUTE_LOOKAHEAD segment
Figure 17 - Lateral Crossing After

Note: The After tolerance for the above case shall be applied as follows:
– from the current reported position of the aircraft to the end of the FPCF_ROUTE_LOOKAHEAD time along the route.
(Note: FPCF_ROUTE_LOOKAHEAD shall commence from the segment crossing).
– the After tolerance of the crossing geometry for the aircraft pair shall be used.
3.2.1.3.15.4.5.5 Longitudinal Conflict Determination
If it is determined that an aircraft pair is in lateral conflict, then a longitudinal separation determination
is made between the aircraft using the following rules:
EUR-P-FPCF-79a
For an aircraft pair on the same segment and travelling in the same direction, an AT longitudinal
separation tolerance shall be applied with a SAME (or not specified) Direction qualifier and a
NOT_CROSSING (or not specified) Route Geometry.
The AT tolerance shall be applied to distance or time estimates at overlapping points on the segment.
Note: The conflict begins when the distance or time estimates are less than the AT tolerance and ends when the distance or
time estimates are equal to or greater than the AT tolerance.
#
EUR-P-FPCF-79b
Longitudinal tolerances shall be used for aircraft pairs travelling in the same direction, on Crossing
Segments intersecting at an angle less than FPCF_SAME_TRACK_ANGLE, with CROSSING Route
Geometry qualifier and SAME (or not specified) direction qualifier.
The AT tolerance (time/distance) shall be applied to the estimates at the crossing point (figure - AT
tolerance for crossing segments). If the estimates at the crossing point are less than the AT tolerance,
the conflict starts AT tolerance before the second aircraft estimate at the crossing point and ends AT
tolerance after the first aircraft estimate for the crossing point.
If defined, the tolerance AFTER (time/distance) shall be applied to the estimates for the crossing point
(figure - After Tolerance for crossing segments). The conflict end time shall be amended to tolerance
AFTER (time/distance) the estimate for the first aircraft at the crossing point according to EUR-P-
FPCF-35.
If either aircraft in an aircraft pair does not qualify for a tolerance with CROSSING Route Geometry
and SAME direction qualifier, then the segments shall be merged and the rule defined in EUR-P-
FPCF-79a - LONG SAME SEGMENT SAME DIRECTION shall be used.

θ < FPCF_SAME_TRACK_ANGLE
θ AT
Tolerance
Figure 18 - AT tolerance for crossing segments
θ
AFTER
Tolerance
AT
Tolerance
Figure 19 - After Tolerance for crossing segments

Note: The above figure shows the AFTER tolerance applied to an aircraft after the crossing point because the aircraft has
passed the crossing point and satisfied the conditions for AFTER tolerance defined in EUR-P-FPCF-35. An AT tolerance
exists for a second aircraft yet to pass the crossing point.
#
EUR-P-FPCF-79c
Longitudinal tolerances shall be used for an aircraft pair on the same segment, travelling in the
opposite direction with NOT_CROSSING (or not specified) Route Geometry and OPPOSITE direction
qualifier.
The AT tolerance shall be applied to the point/time of passing of the two aircraft. The conflict starts at
the time of passing minus AT tolerance and ends at the time of passing plus AT tolerance (figure -
Longitudinal AT tolerance for opposite directions and same segment).
If defined, the tolerance AFTER shall be applied to the point/time of passing of the two aircraft (figure -
Longitudinal After tolerance for opposite directions and same segment ). The conflict end time shall be
amended to tolerance AFTER the time of passing of the two aircraft according to EUR-P-FPCF-35.
If either aircraft in an aircraft pair does not qualify for a tolerance with NOT_CROSSING Route
Geometry and OPPOSITE direction qualifier, then the segments shall be merged and the AT tolerance
defined for EUR-P -FPCF-79a - LONG SAME SEGMENT SAME DIRECTION shall be used.
AT AT
Tolerance Tolerance
TOP
Figure 20 - Longitudinal AT tolerance for opposite directions and same segment
AFTER AFTER
Tolerance Tolerance
TOP
Figure 21 - Longitudinal After tolerance for opposite directions and same segment
#
EUR-P-FPCF-79d
Longitudinal tolerances shall be used for aircraft pairs travelling in the opposite direction, on Crossing
Segments intersecting at an angle less than FPCF_SAME_TRACK_ANGLE, with CROSSING Route
Geometry qualifier and OPPOSITE direction qualifier.
The AT tolerance (time/distance) shall be applied to the estimates at the crossing point (figure -
Longitudinal tolerances for crossing segments). If the estimates at the crossing point are different by
less than the AT tolerance, the conflict starts AT tolerance before the second aircraft estimate at the
crossing point and ends AT tolerance after the first aircraft estimate for the crossing point.
If defined, the tolerance AFTER (time/distance) shall be applied to the estimates for the crossing point
(figure - Tolerance to be applied after crossing point). The conflict end time shall be amended to
tolerance AFTER (time/distance) the estimate for the first aircraft at the crossing point according to
EUR-P-FPCF-35.
If either aircraft in an aircraft pair does not qualify for a tolerance with CROSSING Route Geometry
and OPPOSITE direction qualifier, then the segments shall be merged and the rule defined in EUR-P-
FPCF-79c - LONG SAME SEGMENT OPPOSITE DIRECTION shall be used.

θ AT
Tolerance
Figure 22 - Longitudinal tolerance for crossing segments
AFTER θ
Tolerance
Figure 23 - Tolerance to be applied after crossing point
#
Note: Multiple consecutive alerts of the same type involving the same aircraft pair are merged according to the
FPCF_CONFLCIT_MERGE_DELTA rule described in EUR- P-FPCF-95b.
3.2.1.3.15.4.5.6 Vertical Separation Rules

EUR-P-FPCF-80
The vertical separation rule shall consist of the following determination and test.
• For each aircraft a maximum and minimum computed altitude shall be determined as follows;
– Where the aircraft is assigned a specific cleared flight level (CFL):
• Where the current reported level (CRL) is less than or equal to the CFL:
The maximum computed altitude shall be the CFL.
The minimum computed altitude shall be the CRL.
• Where the CRL is greater than the CFL:
The maximum computed altitude shall be the CRL.
The minimum computed altitude shall be the CFL.
• For each aircraft pair and for each possible conflict time interval the following conditions exist:
– The minimum computed altitude of the highest aircraft of the pair minus the greater of the
vertical separation tolerance values that the aircraft pair qualify for, must be greater than or
equal to the maximum computed altitude of the lowest aircraft.
– The maximum computed altitude of the lowest aircraft of the pair plus the greater of the vertical
separation tolerance that the aircraft pair qualify for must be less than or equal to the computed
minimum altitude of the highest aircraft.
#
3.2.1.3.15.4.5.7 Lateral Separation Rules

EUR-P-FPCF-81
Two flight plan route segments shall be laterally separated if:

• Distance between the lateral tolerances of each segment (as specified in Lateral Distance
Separation Tolerances) is at least FPCF_LAT_DISTANCE_BUFFER, or
• The route segments of both aircraft being compared belong to coded route segments that have
been off-line configured as DEEMED_SEPARATED.
#
EUR-P-FPCF-82
If two route segments are not laterally separated, then the FPCF shall determine the following items
for each aircraft:
• The Distance Lateral Separation Entry Point.
• A Distance Lateral Separation Exit Point.
• The Lateral Separation Entry Time.

• The Lateral Separation Exit Time.
Lateral separation of the two aircraft exists if the Lateral Separation Exit Time of one aircraft is before
the Lateral Separation Entry Time of the other.
#
3.2.1.3.15.4.5.8 Detected Conflict Determination

A Detected Conflict exists when an aircraft pair conflict in the lateral (2D) and longitudinal (time)
domains and the flight plan segment(s) that are in 2D + Time conflict are not vertically separated. The
determination of vertical separation can be through:
• Applying the qualified vertical tolerance to the 4D profile of the two aircraft being compared.
• The qualified vertical tolerance applied to a level band of reserved airspace generally from the
current reported level to the applicable cleared flight level.
EUR-P-FPCF-70m
When off-line defined parameter FPCF_4D_PROFILE_USE is disabled:

The FPCF processing shall detect 2D/Time conflicting segments in each crossed sector from the
starting position to the position at FPCF_LOOK_AHEADTIME look ahead time (after the relevant
lateral and longitudinal separation standards of the FPCA(s) have been determined, and applicable
Separation Conflict Rules have been applied).
#
3.2.1.3.15.4.5.9 Potential Conflict Determination

A Potential Conflict exists when an aircraft pair conflict in the lateral (2D) and longitudinal (Time)
domains and the flight plan segment(s) that are in 2D + Time conflict are vertically separated.
Potential Conflict Regions
EUR-P-FPCF-70c
The FPCF processing shall store a Potential Conflict for distribution when:
• The off-line parameter FPCF_DETECT_POTENTIAL_CONFLICTS is enabled.
• And, there is a 2D + Time conflict between flight plan segment(s) of the aircraft pair (after the
relevant lateral and longitudinal separation standards of the FPCA(s) have been applied).
• And, the aircraft pair qualify for Potential Conflict storage :
– The aircraft pair are vertically separated according to Level Banding for Predicted and Risk of
conflict detection and the 4D profile processing.
– And the flight plan segment(s) of the two aircraft that are in 2D + Time conflict are vertically
separated by less than off-line parameter FPCF_POTENTIAL_LEVEL_RANGE. Where the
parameter FPCF_POTENTIAL_LEVEL_RANGE is set to zero this check shall be disabled and
no vertical separation limit for Potential Conflicts shall be applied.
Potential Conflict detection shall be limited to time at processing plus FPCF_LOOK_AHEADTIME.
#
Potential Conflict aircraft pairs limited in the Vertical domain through off-line parameter.
3.2.1.3.15.4.5.10 Conflict Severity
The FPCF function shall classify each Detected Conflict according to severity, i.e. as either a Predicted
Conflict or a Risk Of Conflict. The method of Predicted/Risk severity determination shall depend on the
target EUROCAT environment:
• For EUROCAT-X the severity depends on the applicability of the cleared flight level (CFL) to the
segment(s) in conflict and the time in the future of the conflict start point.
3.2.1.3.15.4.5.11 Conflict Severity Determination in EUROCAT-X

EUR-P-FPCF-70d
When off-line parameter FPCF_USE_SECTOR_STATE is disabled:

All Detected Conflicts shall be categorised as either a Predicted or Risk Of Conflict severity as follows:
a) Predicted Conflict determination
FPCF shall store a Predicted Conflict when :
• The start position of the Detected Conflict is located in route segments of both involved aircraft
for which the current ATC cleared levels (CFL) for the two flight plans are applicable.
• And the Detected Conflict start time is less than or equal to off-line parameter
FPCF_PREDICTED_LIMIT_TIME minutes in the future.
b) Risk Of Conflict determination
FPCF shall store a Risk Of Conflict when :
• The start position of the Detected Conflict is located on a route segment of either of the involved
aircraft for which the the current ATC cleared level (CFL) for that flight plan is not applicable.
That is, one of the flight plans include a future planned level change, (PCFL is not equal to CFL
for a future point on the route) with an ETO prior to the conflict start time.
• Or the Detected Conflict start time is more than off-line parameter

FPCF_PREDICTED_LIMIT_TIME minutes in the future.
Note: The above conflict severity determination applies for Detected Conflicts arising from either 4D Profile or Level-Banding
based processing.
Conflict severity regions when using “4D Profile” for non-sector state dependent processing.
Conflict severity regions when using “Level Banding” for non-sector state dependent
processing.
Note: The level banding method described above shows conflict detection processing on the planned clearance for an aircraft
rather than the achieving of the planned clearance.
3.2.1.3.15.5 FPCF Reports

The following requirements identify the required information to be communicated by the FPCF to client
applications:
EUR-P-FPCF-90
Conflicts shall be stored in the FPCF database as soon as they are detected either by automatic or
manual probing, and all conflicts shall remain stored in the FPCF database until the conflict is
resolved. Conflicts shall be identified as eligible for display if the FPCA is active and the conflict is not
in an active FPCI or an active TSA.
#
Note: As a consequence, it is possible to still have a conflict displayed with an end of conflict time in the past until an event
forces the re-computation of the conflict.
EUR-P-FPCF-91
The FPCF shall store and distribute the following conflict identification information on a per conflict
basis:
The FPCF shall store the following conflict identification information on a per conflict basis:
• the unique conflict reference number.
• The time at which the conflict was first detected.
• The unique system identification of both flight plans involved in the conflict.
• The start and end times during which the two flight plans are determined to be in conflict (including
the lateral conflict distance and time points ).
• The start and end times during which the two flight plans are determined to be in conflict (including
the lateral conflict distance and time point items identified in requirement EUR-P-FPCF-82).
• For each flight plan, the predicted positions at the time of the start and the end of the conflict.
• for the predicted point of closest approach between the two aircraft involved in the conflict:
• the estimated time at which the aircraft shall reach their point of closest approach,
• the positions of each of the aircraft at the estimated time of closest approach,
• the lateral, longitudinal and vertical distance between the aircraft at the point of closest
approach.
•
• For each flight plan, the geographic location, estimated time of overflight and distance from the
other aircraft when at the point of closest approach.
The detected conflicts are presented to the controller if occurring between probe time and Look-ahead
time (FPCF_LOOK_AHEADTIME, system parameter).
#
EUR-P-FPCF-92
The FPCF shall determine and store the start time of a detected conflict as either:
– the estimated time at real conflict start point when that point is within an active FPCA or,
– the earliest time at which both concerned aircraft are estimated to have entered or to be within any
active FPCA (the conflict exists at the time of entry into the FPCA by the second aircraft in the pair).
#
EUR-P-FPCF-93
The FPCF shall determine and store the start point of a detected conflict, for both concerned aircraft,
as the Latitude and Longitude of each aircraft at the time of conflict start.
#
EUR-P-FPCF-94
The FPCF shall determine the end time of a detected conflict as either:
#
EUR-P-FPCF-95
The FPCF shall determine and store the end point of a detected conflict, for both concerned aircraft,
as the Latitude and Longitude of each aircraft at the time of conflict end.
#
EUR-P-FPCF-95b
The FPCF shall allow multiple conflicts of the same type and involving the same aircraft pair to be
merged into a single FPCF alert when the time delta between the end of the first conflict and the start
of the next conflict is less than FPCF_CONFLICT_MERGE_DELTA minutes.
#
EUR-P-FPCF-96
For each conflict the FPCF shall store and distribute (to MMI) a list of affected sectors and the related
conflict severity (Predicted, Risk or Potential) for each of those sectors (up to maximum offline defined
FPCP_MAX_NB_OF_CROSSED_SECTOR sectors).
If the maximum offline defined FPCP_MAX_NB_OF_CROSSED_SECTOR affected sectors is
exceeded then the list of sectors shall be time sorted and the first
FPCP_MAX_NB_OF_CROSSED_SECTOR sectors and the related conflict severity shall be stored for
distribution.
#
Note: The distributed list of effected sectors shall be used for operator warning notification according to requirement EUR-P-
WAR-08.
EUR-P-FPCF-97
For each FPCA in which a conflict occurs (up to FPCF_DISTRIBUTION_DETAILS_MAX), FPCF shall distribute the following
associated off-line defined separation standard identifiers: (Up to 7 separation standards for lateral and longitudinal and up to
5 separation standard level qualifiers can be identified for each FPCA).
– FPCA name,
– Separation standard name (for lateral or longitudinal)
–
– Separation standard level qualifier including FPCF_VERT_LOW, FPCF_VERT_HIGH, FPCF_VERT_RVSM,
FPCF_VERT_SUPERSONIC, and PCF_VERT_MILITARY.
If the maximum offline defined FPCF_DISTRIBUTION_DETAILS_MAX is exceeded then the FPCA’s in which the conflict
occurs shall be time sorted and the conflict type details of the first FPCF_DISTRIBUTION_DETAILS_MAX FPCA’s shall be
distributed.
EUR-P-FPCF-98
Each time a flight plan conflict area (FPCA) is de-activated, the existing conflicts occurring in this sub-
region shall be identified as not eligible for display.
Each time a FPCA is re-activated, the detected conflicts occurring in this sub-region shall be identified
as eligible for display if the conflict is not in an active FPCI or an active TSA.
#
EUR-P-FPCF-99
The FPCF shall allow conflicts for individual aircraft pairs to be marked as solved. When marking a
conflict as solved the FPCF shall store and distribute:
• the time at which the conflict was marked as solved,
• the identification of the logical position from which the solved message was received,
• an optional 10 character ASCII string (being the solution justification) received in the solved
message from the logical position, and
• an optional time value (being the period until the solution expires) received in the solved message
from the logical position.
#
EUR-P-FPCF-100
The FPCF shall remove stored conflict resolution data on the following events:
• Manually when:
– request to remove the conflict solution is received,
• Automatically when:
– the conflict solution expiration time is in the past,

– the type of conflict changes in severity from Risk to Predicted*,
– either of the conflict start or end times change by more than a system parameter
FPCF_CONFLICT_TIME_DELTA and FPCF_CONFLICT_TIME_DELTA is greater than 0.
– either of the conflict start or end points change by more than a system parameter
FPCF_CONFLICT_POINT_DELTA and FPCF_CONFLICT_POINT_DELTA is greater than 0.
Note: If the conflict is removed because of a changed start time, end time, start point or end point as above, the solution justification text is stored (for
solution re-entry purposes on the MMI).
#
Note: * Example:
Due to time in future the conflict severity changes from Risk to Predicted with no other change to the conflict details.
3.2.1.4 AIR GROUND DATA LINK FUNCTION
The purpose of the Air Ground Data Link function is:
– The management of ADS contracts, the reception of ADS reports and the establishment of
associated ADS tracks.
– The management of the dialogue between pilots and controllers by the PILOT-CONTROLLER two-
way datalink.
All messages exchanged with the aircraft will be sent to or received from the following network:
– ACARS network.
– ATN network when available.
The main functions of the Air Ground Data Link function are:
– Context Management Application.
– ADS Processing.
– Controller Pilot Data Link Communication (CPDLC) processing.
The system will also support FANS-A and FANS-1 package as defined by:
– Variances to DO212, DO219 and ARINC-622-1 Sup 1 as described in Boeing ATS SR&O (draft I).
– Variances to ARINC 620 Sup 2 described in FAA-C/SOIT Package B (draft (4)).
The following sections describe these functions in more details.
Note: For details on ARINC 622 Character oriented communications protocols refer to the document referenced in [19].
The support of ARINC 622 is required to allow the ADS and CPDLC capabilities to be used before aircraft and
communication are ATN compliant.
3.2.1.4.2 Context Management Application (CMA)

This application establishes communication between the aircraft and each FDRG crossed by the flight.
Note: When using the interim ACARS network, the ARINC 622-AFN function shall be used to provide the context
management function. Messages exchanged between the aircraft and ATC centre are equivalent.
Context management applicati on is applicable when communications are ATN compliant. ARINC 622 and ATN-CMA
applications provide the same services.
CMA ARINC 622 - AFN

CM_LOGON_REQUEST FN-CON
CM_LOGON_RESPONSE FN-ACK
CM_CONTACT_REQUEST FN-CAD
CM_CONTACT_RESPONSE FN-COMP
Table 3-64 Cross-reference of the messages

In this document there is only the description for the CMA (ATN), in case of ARINC 622 the correspondence as
described above applies.
To be effective, the CMA must be available in the centres (GROUND-CMA) and in the aircraft (AIR-
CMA).
The two primary functions of CMA, CMA LOGON and CMA CONTACT shall be available.
3.2.1.4.2.1 Establishing Communication

EUR-P-CMA-01
The CMA LOGON function is initiated by the aircraft and allows the aircraft to establish contact with a
centre. No exchange between a centre and an aircraft shall be initiated for any application as long as
the aircraft has not logged on with the centre.
#
EUR-P-CMA-02E
On receipt from an aircraft of the CM_LOGON_REQUEST the CMA shall:

– Check the logon request (giving the available applications on the aircraft):
• If CM logon is received with no compatible application, it shall be rejected: a warning shall be
• If logon indicates compatible ADS application but the number of logged aircraft with ADS
application is already ADS_MAX_TRACK_NUMBER, then the logon is rejected and a warning is
sent to the Operational Supervisor.
If logon indicates compatible CPDLC application but the number of logged aircraft with CPDLC
•
application is already CPDLC_MAX_LINK_NUMBER, then the logon is accepted but without the
CPDLC application, and a warning is sent to the Operational Supervisor and the Responsible
Controller(s). A subsequent logon from this aircraft will start CPDLC application if the number of
CPDLC logged aircraft is below CPDLC_MAX_LINK_NUMBER.
– Attempt to couple with flight plan (see 3.2.1.4.2.4):
• If coupling is unsuccessful, a warning is sent to the operational supervisor, including aircraft
position if available.
• If the coupling is unsuccessful then the LOGON shall be rejected.
Send to the aircraft a CM_LOGON_RESPONSE indicating if the communication establishment
•
is successful or the reason why it was not successful.
– Set the aircraft context status to LOGON (when LOGON is successful).
#
The CPDLC application will be informed that the aircraft is logged on.
The ADS application will be informed that the aircraft is logged on.
Note: The context status designates the state of the context management of the aircraft. It will be used by the following
applications.
For internetworking purpose, any aircraft LOGON received from a SITA or ARINC provider with prefix QXS or DDL (refer
ARINC 620) will use a CSP defined destination address (typically FANS1XS).
Otherwise, the address to which the system sends messages is determined from the source address prefix in the
LOGON request message.
EUR-P-CMA-07
The controller shall be alerted when an inbound flight has not logged on a delta time
(CMA_INBOUND_LOGON_DELTA) before the current estimate at the sector boundary, or when an
outbound flight has not logged on a delta time (CMA_OUTBOUND_LOGON_DELTA) after the ATD.
#
3.2.1.4.2.2 Communication Transfer

EUR-P-CMA-03B
At the following time, the CM_CONTACT_REQUEST message shall be sent automatically to the
aircraft to cause it to logon to the next FDRG centre specified in the message:
• If the flight is active, a pre-defined time (system parameter CMA_CONTACT_TIME) before the
ETO of the exit co-ordination point. This occurs immediately at activation if within the parameter
time.
• If the flight is in the co-ordinated state, a pre-defined time (system parameter
CMA_EXIT_COORD_TIME) before the ETO of the exit co-ordination point. This occurs
immediately at co-ordination if within this time.
• If the FDR changes so as to satisfy the above conditions.
The aircraft context status shall be set to CONTACT when the CM_CONTACT_REQUEST message is
sent.
Automatic transmission of CM_CONTACT_REQUEST shall only be performed if:
• Off-line requested (system parameter: AUTO_CM_CONTACT_REQ).
• The next FIR is declared off-line having CM logon capability.

• It has not already been sent for the next FIR.
#
EUR-P-CMA-06B
A manual function shall be provided which triggers a CM_CONTACT_REQUEST to the aircraft. This
will instruct the aircraft to perform CM_LOGON to a user selected adjacent centre. This is used to
allow an adjacent centre to form an ADS contract even though the aircraft may not cross into that
adjacent centre's airspace.
This manual function shall be able to be performed by the responsible controller only if CM contact has
not already been performed automatically to that centre, or if the automatic CM_CONTACT has failed
or timed out.
This function cannot be repeated for a particular aircraft until completion (reception of CM -COMP) or
until negative acknowledgement or until timeout (CSP: CMA_CAD_COM_MAX_DELAY) of the
CM_CONTACT is received by the system.
#
When the aircraft receives the CM_LOGON_RESPONSE from the next centre, the aircraft sends a
CM_CONTACT_RESPONSE to the first centre, indicating the status of the logon with the next centre.
EUR-P-CMA-04
On receipt from the aircraft of the CM_CONTACT_RESPONSE message, the Context Management
Application shall:
– Check the response.
– If the logon to the next centre is successful set the aircraft context management status to
HANDED-OVER.
– If the logon to the next centre is not successful, set the aircraft context management status to
CONTACT FAILED and the responsible controller shall be informed by a warning.
#
3.2.1.4.2.3 End of Context Management

EUR-P-CMA-05E
For an aircraft which had previously logged-on to the centre, the Context Management shall end as
soon as:
– The corresponding flight plan becomes finished and ADS and CPDLC applications are no longer
connected to this aircraft, or
– The coupling is no longer active (e.g. as a result of controller modification of flight plan 24 bit or
registration fields). In the event of coupling being terminated in this manner with one flight plan, the
system shall attempt coupling with other plans; in this case no event take place as a result of
coupling failure, or
– Cancellation of the flight plan (at end of finished state).
#
3.2.1.4.2.4 Coupling at LOGON

EUR-P-ADCPL-31
A flight plan shall be eligible for coupling if it is at least in preactive state and not currently coupled to
another ADS track.
#
EUR-P-ADCPL-30
Coupling at LOGON shall be attempted between received data at LOGON and flight plan data.
The following data are used for the coupling:
– ICAO 24 bit code.
– Registration number.
– Callsign.
The coupling is established on the available data. At least two criteria must match.
The coupling ends on flight plan deletion or when the context management with the aircraft ends.
#
Note: From LOGON at least 2 data items will be available (callsign and registration number or callsign and ICAO 24-bit code).
For LOGON to occur the flight plan must include at least the callsign and either a 24-bit ICAO code or registration
number.
EUR-P-ADCPL-32E
If more than one flight plan match for the coupling, it shall be established with the co-ordinated or
active flight plan if any, else it shall be established with any of the matching flight plans and a warning
shall be displayed indicating the other plan which also matches.
#
EUR-P-ADCPL-33B
The system shall accept without error a subsequent LOGON by the same aircraft to the same flight
plan:
– Subsequent LOGON does not re-initiate the CPDLC application.
– Subsequent LOGON does not re-initiate the ADS application.
– Subsequent LOGON does start applications, which were not present or not compatible in previous
LOGON.
A warning is presented to the Responsible Controller(s) in all cases showing the aircraft callsign.
#
3.2.1.4.2.5 Data Link Communication Errors

EUR-P-ADS-14
If the communication errors per unit time exceed a threshold, the connection with the corresponding
aircraft datalink application shall be declared as failed.
In this case a warning is generated to the concerned positions specifying the aircraft concerned.
If an AGDL failure occurs (all connections with an individual aircraft datalink application failed), global
failure indication shall be indicated on the concerned positions.
If a network failure occurs (connections with all aircraft on the same network) a warning indicating
which network has failed shall be provided to the operational supervisor.
#
3.2.1.4.3 ADS Processing
ADS processing includes the following capabilities:
– ADS Connection management (initiation and terminations).
– Management of ADS contracts and ADS report processing.
– ADS track management.
– ADS / Flight plan integrated capabilities.
EUR-P-ADS-01
All messages shall be defined in accordance with the RTCA/MOPS for airborne ADS equipment SC-
170 (refer to reference [5]).
#
3.2.1.4.3.2 Definition of ADS Region

EUR-P-ADS-02
The ADS shall cover a region, named the ADS region, which includes the Flight Data Region (FDRG).
This region corresponds to the Flight Plan System Area.
#
EUR-P-ADS-05C
The whole ADS region shall be divided in cells (system capacity: ADS_MAX_CELL). The size of the
cells and the characteristics of the ADS Periodic contract for each cell shall be off-line defined.
#
This gives the opportunity to adapt the contract period to the expected traffic in different regions.
3.2.1.4.3.3 ADS Message Description
3.2.1.4.3.3.1 Uplink ADS Messages

These messages are related to the different types of contract request:
3.2.1.4.3.3.1.1 Periodic Contract Request
This message can be used to receive periodic ADS reports and also to receive a one shot ADS report.
Within the description that follows a request for a one shot ADS report will be defined as "Demand
Contract Request" (DCR).
3.2.1.4.3.3.1.2 Event Contract
The purpose of this contract is to request the aircraft to provide an ADS report when one of the
following events is detected by the ADS Function of the aircraft:
– Vertical rate change (not used by EUROCAT-X).
– Lateral deviation change.
– Altitude range change.
– Overflight of waypoint.
Lateral deviation change and overflight of waypoints are based on deviation or occurrence (waypoints)
compared with the aircraft programmed route.
Furthermore, once an event contract has been established, it remains in effect only until the
corresponding event occurs, except for the waypoint change event contract, which is permanent.
3.2.1.4.3.3.1.3 Emergency Mode
The emergency mode is initiated/terminated by the flight crew (emergency indication in ADS report).
EUR-P-ADS-42B
Any periodic contract requests sent to the aircraft between the time of receiving the emergency
indication and the time of receiving the cancel emergency indicator will be sent as emergency periodic
contract request.
On receipt of the emergency indication, the EMG indication in the label shall be triggered as well as
the aural alarm and other processing identical to SSR emergency discussed in (EUR-P-WAR-01B).
This EMG indication is removed by the reception of a normal periodic report or by the reception of a
'cancel emergency mode indication' message.
#
The emergency mode is terminated by a specific message (Cancel Emergency mode Request).
EUR-P-ADS-43B
On receipt of the 'cancel emergency mode indication' message, the EMG indication in the label, if
present, shall be removed, the periodic rate is re-established (re-sent) based upon normal rules:
– Mosaic cell.
– Radar coupled.
– HMI selected rate.
#
EUR-P-ADS-72
At the start and termination of an emergency, an alert, showing the callsign, time, and position shall be
printed and/or displayed to the adapted position.
#
3.2.1.4.3.3.1.4 Cancel Contracts
Cancel contracts are used to suppress:

– A specific contract.
– All contracts (and the related connections with the aircraft are also terminated).
EUR-P-ADS-46E
On receipt of a downlink ADS message, for which the system has no CMA context, a CANCEL ALL
and TERMINATE message is sent in reply.
#
3.2.1.4.3.3.2 Downlink ADS Messages

The downlink messages are the ADS reports.
The operational ADS reports include the following data groups:
– Basic ADS group (*).
– Flight identification group.
– Earth reference group (*).
– Air reference group (*).
– Airframe identification group.
– Meteorological group.
– Predicted route group (*).
– Intermediate projected intent group (*).
– Fixed projected intent group (*).
Asterisks denote those groups that will be needed for the current ADS specification. The other groups
are not requested.
Airframe group (also called Mode S address) is used in the ATN addressing plans as part of the Network Service
Access Point (NSAP) to route message from ground to air.
The presence of each group in an ADS report depends on their request in the corresponding contract
and on their respective absolute quantity (called modulus in reference [5]) in case of periodic contract.
3.2.1.4.3.4 Management of ADS Contracts
3.2.1.4.3.4.1 Contract Initiation

EUR-P-ADS-03
Initiation of contract shall occur:
– For an inbound flight or AFIL, when the aircraft logon to the centre.
– For a departure flight, when the flight becomes both logged on and active.
The following shall be performed:
– If aircraft position is known from the CM LOGON, initiate a periodic contract with a rate determined
by the normal rules (see EUR-P -ADS -04F).
– If aircraft position is not known, initiate a DCR to determine the aircraft position. Following
determination of position, a periodic contract shall be initiated with a rate determined by the normal
rules (see EUR-P-ADS-04F).
– When the ADS connection does not exist, the controller may initiate a one shot to determine aircraft
position. Following determination of position, a periodic contract and appropriate event contracts
shall be initiated with a rate determined by the normal rules (EUR-P -ADS-04F).
#
EUR-P-ADS-04F
The following ADS contract shall be established:

– Periodic Contract
• A periodic contract with a rate determined according to the value in the cell in which the aircraft
(ADS track) is located.
• If the aircraft is outside the mosaic, a default rate (ADS_DEFAULT_OUT_RATE) shall be used.
• However if the plan is coupled with a radar track the period rate is initiated to
ADS_BASIC_RADAR_RATE.
• If the aircraft is found to be in lateral deviation, a specific reporting rate is used.
– Event Contract
• If the radar system track does not exist:
Waypoint event contract
Lateral deviation event contract (used for RAM), as soon as an ADS report is received within
the route model.
Vertical deviation event contract (used for CLAM), only if a CFL has been assigned to the
flight.
#
EUR-P-ADS-47F
Contracts sent to the aircraft shall contain a contract number from 0 to 254.
#
3.2.1.4.3.4.2 ADS Contract Management
3.2.1.4.3.4.2.1 Periodic Contracts

EUR-P-ADS-07C
The off-line definition of periodic contracts shall include the following information:
– The rate for basic ADS group (system parameter ADS_BASIC_UPDATE_RATE).
– The occurrence period for earth reference group (system parameter ADS_PERIOD_EARTH).
– The occurrence period for predicted route group (system parameter ADS_PERIOD_PREDICTED).
– The occurrence period for aircraft intent group (system parameter ADS_PERIOD_INTENT).
– The occurrence period for air reference group (system parameter ADS_PERIOD_AIR).
– The projection time used for the intent group is set to the period of this group +
ADS_PROJ_TIME_DELTA.
– An indication for each group, if the group is requested or not. (Note that basic group is always
requested).
A number of sets (system parameter: ADS_MAX_NB_CONTRACTS_DEF) of periodic contracts shall
be defined off-line.
Each cell of the ADS region shall contain a reference to one of these sets.
#
EUR-P-ADS-06B
For closer control in special situations, each controller shall be able to request a periodic rate different
from the default rate. The system shall automatically determine whether the new rate is high or low, by
comparing to default rate (i.e. basic rate defined off-line for the current cell); the default rate shall be
automatically re-selected after an off-line defined time:
– When the system has determined a more frequent periodic rate the limited period of time is (off-line
parameter ADS_SHORT_PERIOD).
– When the system has determined a less frequent periodic rate the limited period of time is (off-line
parameter ADS_HIGH_PERIOD).
The controller may return to the default rate before the end of the new period defined by the system.
The controller shall be able to select a new rate even if the period of the previously selected rate has
not expired; in this case the new rate becomes active immediately and the associated period is
reinitialised by the system.
The controller shall have the capability to modify on-line the contract periods within the same limits as
those specified for off-line parameters.
#
EUR-P-ADS-31
On cancellation of a radar system track, a contract with the corresponding aircraft (defined by its
callsign) shall be re-initialised after a time-out (system parameter ADS_CONTRACT_TIMEOUT) if a
connection is established with the aircraft.
#
EUR-P-ADS-48F
When aircraft is considered to be in lateral deviation, a new contract with an increased reporting rate
(ADS_LATERAL_DEVIATION_RATE) is set, with basic and earth reference groups and the predicted
route group.
#
3.2.1.4.3.4.2.2 Event Contract

EUR-P-ADS-09
In order to perform:
– Conformance checking by comparison of FDP flight plan and aircraft programmed route (ADS
derived flight data).
– Update of flight plan based on ADS.
The "waypoint" event contract (overflight of waypoints) shall always be requested by the ADS function
at the contract initiation.
#
EUR-P-ADS-52F
In order to perform Cleared Level Adherence Monitoring (CLAM) for each ADS connected aircraft the
"Altitude Range Change" contract shall be requested when the flight plan contains a valid CFL above
ADS_CLAM_LEVEL_THRESHOLD and the aircraft has already reported its altitude. This contract is
set as follows:
– If the current reported aircraft altitude in the last ADS basic group received is included in the CLAM
corridor then the contract is requested with "floor" and "ceiling" set to CFL, plus and minus
ADS_OVER_ALT_DEVIATION. The CLAM corridor is defined as CFL plus or minus a system
parameter, (ADS_OVER_ALT_DEVIATION).
– If the current aircraft altitude reported in the last ADS basic group received is not included in the
CLAM corridor, then the contract is requested with "Floor" and "ceiling" defined as follows:
• If the aircraft altitude is higher than CFL:
Floor is CFL plus ADS_OVER_ALT_DEVIATION.
Ceiling is aircraft altitude plus ADS_OVER_ALT_DEVIATION.
• If aircraft altitude is lower than CFL:
Floor is aircraft altitude minus ADS_OVER_ALT_DEVIATION.
Ceiling is CFL minus ADS_OVER_ALT_DEVIATION.

#
EUR-P-ADS-53F
At change of CFL, the following is performed:

– If new CFL is below ADS_CLAM_LEVEL_THRESHOLD, any previous "Altitude Range Change
Event" (ARCE) contract in effect is cancelled.
– Else a contract is set following the same rules as for the setting of the initial contract (EUR-P -ADS -
52F).
#
EUR-P-ADS-49F
On receipt of an ARCE, a new "altitude range change" contract is set as follows:

– If there is no CLAM alert, a contract is set following the same rules as for the setting of the initial
contract (EUR-P -ADS-52F).
– If there is a CLAM alert, no ARCE contract is set immediately but shall be re-initiated in the same
manner as above when the alert is cleared.
#
EUR-P-ADS-50F
In order to perform lateral deviation monitoring, at reception of a periodic report containing the
predicted route group, if no lateral deviation contract is already in effect and the aircraft is eligible for
RAM and ARCW and neither in RAM nor ARCW, a lateral deviation event contract shall be sent. The
contract shall be sent with a deviation parameter equal to: ("ADS_C_RAM_CORRIDOR_WIDTH" +
"ADS_C_ARCW_CORRIDOR_WIDTH")/2 + ADS_LAT_DEV_TOLERANCE where:
– “ADS_C_RAM_CORRIDOR_WIDTH” is the system determined width of the current corridor in an
offline-defined ADS-C RAM route surface model (for RNP-capable or non RNP -capable aircraft, as
appropriate),
– “ADS_C_ARCW_CORRIDOR_WIDTH” is the system determined width of the current corridor in an
offline-defined ADS-C ARCW route surface model (for RNP-capable or non RNP -capable aircraft,
as appropriate), and
– ADS_LAT_DEV_TOLERANCE is an offline-defined parameter.
This deviation parameter shall comply with the "lateral deviation change threshold" defined in ARINC
745-2.
Note: The intent of this paragraph is that lateral deviation cannot be used unless the avionics route matches the FDP route (no
ARCW).
The deviation parameter is not a corridor width, but half a corridor width - i.e. the “lateral deviation corridor width” is the
sum of the RAM and ARCW corridor widths plus a tolerance. This large buffer is used in case the avionics route does
differ from the FDP route.
Corridor widths in the ADS-C RAM and ADS-C ARCW route surface models can be offline-defined per coded route
segment separately for RNP-capable and non RNP-capable aircraft.
#
EUR-N-ADS-50G
A new lateral deviation contract shall be established with an aircraft if either or both of
“ADS_C_RAM_CORRIDOR_WIDTH” and “ADS_C_ARCW_CORRIDOR_WIDTH” change, forcing a
re-computation of the deviation parameter specified in EUR-N-ADS-50, and the newly recomputed
deviation parameter has a value which differs from its previous value.
#
EUR-P-ADS-54F
Hard copy printout and/or display of ADS CLAM alert, including position, callsign, type of alert, start or
stop shall be sent to adapted positions at the beginning and end of each alert.
#
3.2.1.4.3.4.2.3 Contract Management within Radar Coverage
EUR-P-ADS-11B
In case of normal processing of FDP, when an ADS track is coupled with a flight plan, which is also
coupled with a radar system track, the ADS contracts relative to the corresponding aircraft shall be
modified as follows:
– The event contract is cancelled.
– The period of the periodic contract is given a value (system parameter
ADS_BASIC_RADAR_RATE).
The ADS_BASIC_RADAR_RATE can be set to "0" to indicate that no ADS contract should be
established. In this case the system shall not establish the periodic contract and shall automatically
cancel it if it is already established.
The controller selected ADS rates, when not timed out, take precedence over
ADS_BASIC_RADAR_RATE.
In case of FDP failure, all flight plans shall be considered as non-radar coupled.
#
Note: ADS_BASIC_RADAR_RATE corresponds to the reporting rate of the basic group. Any other groups are requested with
a modulus based on this basic rate. The rule for requesting other groups is defined off-line depending on geographic
position and is not modified by the radar coupling.
3.2.1.4.3.4.2.4 Indication of ADS Contract Acknowledgement

EUR-P-ADS-75
The system shall indicate the status of the request for any Periodic or Event Contract Request sent to
the aircraft.
The system shall alert the controller when either a Negative Acknowledgement or Non-compliance
Notification Message is received in response to a contract request. The system shall indicate the
contract request to which the response refers.
#
3.2.1.4.3.4.2.5 Termination of ADS Connection

EUR-P-ADS-10E
When the aircraft leaves the ADS region or the flight plan finishes, for contracts cancellation and
connection termination, the ADS processing shall send a "Cancel All Contracts and Terminate
Connection Request" to the aircraft.
#
Note: According to MOPS (paragraph 2.2.1.5.c p 31), at the flight completion, the aircraft ADSF equipment is required to
cancel all contracts and terminate the connection.
3.2.1.4.3.5 ADS Report Processing
3.2.1.4.3.5.1 ADS Report Checks

EUR-P-ADS-44B
If the message is received after the transmission time plus a parameter time
(ADS_MAX_TRANS_DELTA) the message is rejected.
In addition the counter of errors for the concerned ADS connection is updated.
#
EUR-P-ADS-12
The following semantic checks shall be performed on each received message:

– Check if all tags have allowed values.
– Check if all fields have allowed values with respect to the respective tags.
– Check if the message length is consistent with the last identified tag.
In case of errors, the counter of errors for the concerned ADS connection is updated.
#
EUR-P-ADS-13E
A time-out (CSP parameter ADS_CONTRACT_TIMER) shall be associated with a contract request to

verify the receipt of the ADS acknowledgement.
If no acknowledgement is received or the received message is erroneous, the contract request shall
be re-initiated ADS_NB_MAX_RETRIES times.
In case of errors, the counter of errors for the ADS connection with the aircraft shall be updated.
#
3.2.1.4.3.5.2 Use of ADS Reports

The basic ADS group and Earth reference group are used for ADS track creation, update and for RAM
and CLAM.
Intermediate Projected Intent Group and Fixed Projected Intent Group, if available, are used for ADS
track updates.
The predicted route-group is used for route conformance checking and Flight Plan updates (ETO).
The air reference group is used for flight plan updates (ETO).
3.2.1.4.3.6 ADS Track Management
3.2.1.4.3.6.1 ADS Track Creation

EUR-P-ADS-16
An ADS track shall be created on receipt of a first ADS report if the position is inside the ADS region.
#
3.2.1.4.3.6.2 ADS Track Suppression

EUR-P-ADS-19B
An ADS track shall be suppressed if one of the following events occurs:

– The last received ADS report gives a position outside the ADS region.
– The coupled flight plan is finished.
– A system parameter time (ADS_PERIODIC_TOLERANCE) after the expected reception time of a
periodic report if no such report is received.
In this case a warning shall be sent to the responsible controller and displayed in the warning message
window.
#
When an ADS track is terminated and it immediately reverts to a flight plan track, the Pilot Reported
Level (PRL) shall be reset to the last reported ADS level, thus overwriting any existing PRL.
EUR-P-ADS-45E
If a basic report with FOM = 0 is received, then:

– The total report (all groups) is considered invalid.
– The ADS_PERIODIC_TOLERANCE timer is not reset.
#
3.2.1.4.3.6.3 ADS Positional Data

ADS positional data is extrapolated to take into account the data transmission time, using the time
data included in the messages and the projected intent group messages.
3.2.1.4.3.6.4 ADS Track Update

EUR-P-ADS-20E
All ADS tracks shall be updated each "n" seconds, (system parameter ADS_TRACK_UPDATE).
A different track symbol is used for the first update after reception of an ADS report.
The extrapolation shall be performed according to the type of report available in the following
decreasing priority order:
– Basic ADS + Fixed projected Intent group or Intermediate Intent group.
– Basic ADS + Predicted route group (as far as 'NEXT' point).
– Basic ADS coupled with flight plan. In this case, the track shall be assumed to follow the route
defined in the flight plan.
Note: Intent groups remain available until the "intent point" is reached.
Extrapolation is done along a great circle route.

When the aircraft are considered to be in lateral deviation, extrapolation is based solely upon position
received in the basic group and velocity contained in the earth reference group.
Note: Aircraft speed derived from ADS intent groups or predicted route group or speed based on flight plan estimates is used
to adjust ADS track display (velocity vector and ground speed read-out).
The update period is divided into a number sub-periods, (system parameter

ADS_TRACK_SUBPERIOD_NUMBER). Each sub-period corresponds to an update area represented
as horizontal strips with each strip containing a number of ADS mosaic rows. An ADS mosaic row
contains a number of ADS mosaic cells. The number of ADS mosaic rows contained within a given
horizontal strip is dependent on the distribution of ADS tracks within a given processing area. The
more ADS tracks present in a given area will cause a corresponding reduction in the number of ADS
mosaic rows contained within any given horizontal strip. This has the effect of ensuring the number of
ADS tracks within a sub-period update is limited and hence distributes the processing load required to
update the complete update area. At each sub-period, system tracks situated in one horizontal strip
are updated.
#
In case of extrapolation for Basic ADS, it may happen that the computed speed (based on current
position and ETO next point) is not realistic when not following the planned route or when the FDP is
not available.
EUR-P-ADS-35
When a delay has been input at a fix, the flight plan route based extrapolation will be done as follows:
– If the ADS report was received before the arrival time at the beacon the extrapolation is carried out
as follows:
•Interpolating between ADS report transmission time and beacon arrival time, until the arrival
time is elapsed, after which the extrapolation position is shown to be on the delay point, until
departure time is elapsed, after which the extrapolation is done by interpolating between
departure time and ETO on next beacon.
– If the last ADS report was received after the point has been overflown (ATO) and the delay is not
elapsed, extrapolation is done by, interpolating position between ADS report transmission time and
beacon departure time.
#
EUR-P-ADS-21
When a coupled ADS track is declared in hold (as declared by the Flight Plan Function) status, no
further extrapolation shall be performed i.e. the last extrapolated position shall remain unchanged from
the hold status time until receipt of the next ADS-reported position. Any ADS reports received during
holding status shall update the displayed track position but no extrapolation shall occur.
Upon cancellation of hold status the periodic contract is re initialised.

#
Note: ADS altitude is not corrected for QNH.
3.2.1.4.4 Controller Pilot Data Link Communication Processing
The Controller Pilot Data Link Communication processing (CPDLC) processing corresponds to the
ground application of the Two Way Data Link Communication application described in reference [6]
(RTCA 169 MOPS). To be operable for a specified aircraft the CPDLC must be in contact with the
ATCComm aircraft application described in reference [6].
The system also supports FANS1 messages such as (DEVIATING).
EUR-P-PCC-55F
The Responsible Controller(s) of a CPDLC message is defined as follows:

– For departure flights in preactive or co-ordinated states.
• The controller affected to the logical position defined to receive the PDC list for the ADEP of the
flight plan, (depends on whether the airline participates in PDC or not).
– If no logical position is determined as defined above (e.g. active state, airport not defined for PDC,
or not a departure flight).
• One of the following controller(s) controlling, in priority order:
• The functional sector.
• The next functional sector.
• The last functional sector if the centre has relinquished control.
#
3.2.1.4.4.2 CPDLC Connection Management
3.2.1.4.4.2.1 CPDLC Connection Initialisation

EUR-P-PCC-01
To achieve this, the "connection request" message shall be sent to the aircraft at the following times
for aircraft, which have a CPDLC application, if requested (off-line parameter:
CPDLC_AUTO_CONNECT_REQ):
– On co-ordination for inbound flights.

– On successful CM LOGON for inbound flights if the flight is co-ordinated or active.
– On successful CM LOGON for outbound/internal flights.
– On receipt of an inter-centre TOC message for an inbound flight if not previously sent.
#
The connection will be effective at the receipt of the "connection confirm" message from the aircraft.
Note: Auto connection does not occur while flight plan is inhibited. At the end of inhibition, auto connection may occur
depending on the flight Plan State.
EUR-P-PCC-30
A manual function shall be provided which triggers a connection request to the aircraft.
This manual function shall be able to be performed by the Responsible Controller(s).
#
EUR-P-PCC-45B
The connection shall be effective at receipt of the "connection confirm" message from the aircraft. If
the "connection confirm" is not received after a timeout (CSP parameter
CPDLC_CONNECTION_TIMEOUT), and a number of retries (CSP parameter

CPDLC_MAX_CONNECTION_RETRIES) a warning shall be generated to advise the Responsible
Controller(s).
#
Note: According to the RTCA 169 MOPS, an aircraft which is equipped with Pilot Controller Communication application can
have two simultaneous connections for this application:
- One connection with the current data authority.
- One connection with the next data authority.
Only the current data authority is able to use the connection for normal message traffic. If the next data authority sends
a message to the aircraft, the aircraf t ATCComm returns the message "Not current data authority". The next data
authority can only become the current data authority when the current data authority has sent to the aircraft an "End of
Service" indication.
CPDLC application availability is determined from the information provided by CM_LOGON (see EUR-
P-CMA-02E).
EUR-P-PCC-02
The track label shall indicate at any time to the controller the state of the CPDLC connection. (No
CPDLC application, not yet connected, connected as next data authority, connected as current data
authority).
#
Note: Under current MOPS, it is not possible for the system to know if the aircraft is connected as current data authority or
next data authority until either:
- A downlink message is received or.
- An uplink message is acknowledged.
Thus the system may display the incorrect indication until one of the above events occurs.
The system shall display as next data authority indication until the above have occurred.
3.2.1.4.4.2.2 CPDLC Connection Transfer

EUR-P-PCC-03F
The Next Data Authority message is initiated either manually or automatically.

– Manually
• For a particular FIR using the CPDLC Editor Window.
– Automatically
• If requested (off-line parameter CPDLC_AUTO_NDA_REQ) for each adjacent FIR:
A pre-defined time (system parameter CPDLC_NDA_SEND_TIME) before the ETO of the
exit co-ordination point;
Immediately following establishment of a CPDLC connection if the ETO is within a parameter
time (system parameter CPDLC_NDA_SEND_TIME) of the next crossed FDRG.
A parameterised time (system parameter CPDLC_NDA_RESEND_TIMEOUT) after
automatic transmission of NDA if the aircraft has rejected a previous NDA because the
aircraft did not recognise this centre as the current data authority. This facility is only
operative if defined (system parameter CPDLC_NDA_RETRANSMIT_ENABLE).
If the "Next Data Authority" (NDA) message is rejected a warning shall be displayed to the
Responsible Controller(s).
Note: The above allows the sending of NDA before the CM_contact is most cases, by setting the parameters appropriately.
However, in some cases a single event, which occurs “late”, can result in simultaneous transmission of CM_contact and
NDA.
This facility is provided to protect against the rare case where a NDA cannot be sent to the next centre for an overflight
because the current centre is not yet the current data authority.
#
EUR-P-PCC-38B
When the first controller of a centre performs the ACCEPT function, if the flight plan/CM_LOGON
indicates that the aircraft is CPDLC equipped and the FDR does not have next or current data
authority status, a warning shall be presented to the controller ("Are you sure? Not next data
authority") and the controller shall have the capability:
– To confirm the acceptance or,
• The ‘accept’ function shall be triggered.
• The AOC message will be sent, or
– To abort the transfer of control.
#
EUR-P-PCC-04F
An End Of Service (EOS) message shall be sent to the aircraft ATCComm:

– Manually
• On request of the controller using the CPDLC Editor.
– Automatically
• On receipt of an inter-centre AOC message to accept transfer of the flight, if requested (off-line
parameter: CPDLC_AUTO_EOS_REQ) for each adjacent FIR.
• The failure of an End of Service shall result in a warning being presented to the Responsible
Controller(s), and the CPDLC connection shall be considered disconnected (i.e. Manual
Connection button in the CPDLC Editor shall be available).
• Automatic EOS shall be inhibited if there are pending uplink or downlink dialogues. In this case,
a warning shall be generated to advise the controller to close the dialogues and manually send
EOS.
Following successful EOS transmission (reception of disconnect request) the connection shall be
terminated.
#
EUR-P-PCC-24
If no EOS has been sent at the time of flight plan cancellation (end of finished state) when a
connection existed at this time:
– An End Of Service is sent.
– A warning shall be generated to the Responsible Controller(s).
#
3.2.1.4.4.3 CPDLC Database Capacity

EUR-P-PCC-21F
The CPDLC messages database shall be able to contain CPDLC_DATA_BASE_SIZE (system

capacity) bytes of PER encoded messages:
– Current messages.
– Closed messages.
– Connection/disconnection messages.
– Message status (transmission failure, "pilot or controller answer late").
#
EUR-P-PCC-22E
When the CPDLC messages database reaches CPDLC_DATA_BASE_WARNING (percent of

capacity), the oldest closed dialogues shall be removed from the database in order to attempt to keep
the usage level below CPDLC_DATA_BASE_WARNING_LEVEL (system parameter). Only dialogues
belonging to aircraft having more than CPDLC_DATA_BASE_NB_MSG_PER_AIRCRAFT messages
shall be removed. If the usage of the database is still above
CPDLC_DATA_BASE_WARNING_LEVEL then a warning is sent to the operational supervisor.
When the percentage of filling returns below CPDLC_DATA_BASE_WARNING_LEVEL a message is
#
EUR-P-PCC-23E
When the usage of the database reaches CPDLC_DATA_BASE_SIZE (bytes) the oldest closed
dialogues are deleted in order to store the new message. If there are no closed dialogues, then any
new messages are rejected and a warning is sent to the Responsible Controller(s).
An uplink message 159 (ERROR) containing "insufficient storage capacity" is sent to the aircraft.
#
3.2.1.4.4.4 Pilot Controller Message Management
3.2.1.4.4.4.1 General
Each CPDLC message contains:
– A VOCABULARY part.
– And a PARAMETER part.
EUR-P-PCC-56F
The way CPDLC messages (uplink or downlink) shall be displayed is defined off-line [CSP, as defined
in section "CPDLC Messages"]:
– The display definition of a VARIABLE is common to every message.
– The display definition of the VOCABULARY part is defined for each message.
#
EUR-P-PCC-57F
A closing attribute is associated to each message element, as defined in section CPDLC Messages.
A message is normally closed when all its elements are closed.
Two messages refer to the same dialogue if one contains the message number of the other as a
reference number.
#
EUR-P-PCC-11F
An uplink message may be manually closed when:

– The message is sent, and
– In absence of a response (system parameter CPDLC_PILOT_RESPONSE), the controller
acknowledges the message. In this case, a subsequent response to this message from the pilot
shall be displayed in the Current Messages Window but shall not be linked to any uplink.
#
EUR-P-PCC-58F
A dialogue is automatically closed when all its messages are closed.

#
3.2.1.4.4.4.2 Uplink Messages

EUR-P-PCC-59F
Only Responsible Controller(s) as defined in EUR-P-PCC-55F, are allowed to send CPDLC messages
to their aircraft.
#
EUR-P-PCC-60F
A re-issue attribute is associated to each uplink message, as defined in the table of messages.
A message can be re-issued if all its elements can be re-issued.
#
EUR-P-PCC-05
Uplink messages shall be composed in a dedicated window (the CPDLC Editor Window) accessible
via the Command Line of the main display screen.
The controller shall be able:
– To select up to 5 pre-formatted message elements.
– To set the associated parameters, and
– To send the message to the appropriate aircraft.
#
EUR-P-PCC-07F
The designation of the aircraft involved in the CPDLC message shall be carried out:
– Prior to the opening of the CPDLC Editor Window by selecting the track or strip.
– If the CPDLC Editor Window is already open, by entering the identification in this CPDLC Editor.
#
EUR-P-PCC-40B
Direct selection of "most commonly used messages elements" shall be provided.

There shall be a maximum of CPDLC_MAX_COMMON_MESSAGES (system capacity) "most
commonly used messages elements".
#
EUR-P-PCC-41B
CPDLC messages shall be grouped in different classes. There shall be a maximum of 15 classes
including:
– One class for free text messages.
– One class for "most commonly used messages elements".
– And two "local" message element classes.
#
EUR-P-PCC-42B
The selection of which DO219 message elements are to be placed in which class (including the most
commonly used class) is to be off-line defined.
Each class shall be composed of CPDLC_MAX_MESSAGES_PER_CLASS (system capacity).
#
EUR-P-PCC-43B
The two local classes shall include DO219 messages and associated pre-filled parameters: messages
and parameters shall be defined off-line for each logical system.
Each class shall be composed of CPDLC_MAX_LOCAL_MESSAGES (system capacity).
#
EUR-P-PCC-44B
When a CPDLC message parameter is "altitude" (or "level"), the message sent to the aircraft shall
encode the parameter as:
– Flight Level if the value of the parameter is greater than the off-line defined parameter
HMI_CPDLC_TRANSITION_ALTITUDE.
– Altitude for other cases.
#
EUR-P-PCC-06F
The controller shall be able to input free text messages to be sent to the appropriate aircraft.
CR/LF characters shall not be allowed in this text.
#
EUR-P-PCC-46E
A "SUSPEND" message creation function shall allow the controller to save a message for later
creation.
This function is local to a position, and saves the part of the message, which is being edited: it does
not save the reference to a downlink message.
The system shall be capable of suspending up to 10 messages, a maximum of one message per
aircraft.
Partially completed messages may be suspended.
#
EUR-P-PCC-47E
The "RESTORE" message function shall allow the controller to recover a suspended message.
If the message to be restored has to be linked to a downlink message, then this link has to be re-
established prior to the restoration of the uplink message: the editor needs to be opened from the
downlink message.
#
EUR-P-PCC-48E
A facility shall be provided which allows uplink route clearance to be subject to FPCF.
#
EUR-P-PCC-49E
An error message shall be generated if the proposed route clearance cannot be accepted by the FDP
route processing (e.g. beacon points not known). This test shall be performed when the controller tries
to send the message to the aircraft. If an error is flagged, the route clearance message is not sent to
the aircraft.
#
EUR-P-PCC-61F
Uplink messages are displayed to the Responsible Controller(s).

#
EUR-P-PCC-73
A dedicated position shall be able to send an emergency free text CPDLC messages to all connected
aircraft.
An off-line defined text shall be available to that operator who shall be able to modify it.
#
3.2.1.4.4.4.3 Downlink Messa ges

EUR-P-PCC-52F
If a downlink message is received for which the system has no CMA context, The DISCONNECT
REQUEST is sent.
On receipt of a downlink CPDLC disconnect request:
– All current messages for the aircraft are placed into the "fail" state.
– Only the CPDLC connection button is available in the CPDLC editor window.
– When the connection is re-established, these "failed" messages can be re-sent.
#
EUR-P-PCC-39B
On receipt of a downlink message which is not supported by the system or which contains some
erroneous message, a DOWNLINK ERROR message is returned to the aircraft.
The message is not posted to any position and no warning is displayed.

#
EUR-P-PCC-54F
The system shall not return an error message if a downlink message, containing an ERROR (downlink
62) element references an unknown uplink. For other downlink messages, which require but do not
have a known uplink reference, the system shall return an ERROR "unrecognised reference number"
message element.
#
EUR-P-PCC-08D
The downlink messages are displayed to the Responsible Controller(s).

#
EUR-P-PCC-62F
If a downlink message contains a variable which is expressed in a unit that is non accessible for an
uplink message (e.g. distance in metric), or not supported by the system, the displayed variable shall
contain an indication to the operator that the unit is not a common unit.
e.g.: downlink received: OFFSETTING 1KM N OF ROUTE
can be displayed: OFFSETTING 001***metric*** N OF ROUTE.
#
EUR-P-PCC-09
The controller shall be able to answer to any downlink pilot request by:
– Selecting the downlink message in current message window.
– And selecting the answer.
#
EUR-P-PCC-36B
All messages generated from the selected downlink message shall include the Message reference
number of the downlink, in the uplink response.
#
EUR-P-PCC-35F
The answer to a downlink message may be:
– A simple acknowledgement, or
– A new clearance, (a single or a multi-element message).
#
Note: A simple acknowledgement may be performed directly from the downlink message.
Responding to a downlink message may be performed via the CPDLC Editor Window, which shall display the
corresponding downlink message.
EUR-P-PCC-53E
When a downlink message is displayed in the CPDLC Editor Window, and when an uplink message
element is selected, any variable which is of the same type as a variable contained in the referred
downlink message (speed, route, altitude, etc.) shall be automatically copied to the corresponding
parameter field of the uplink message; these parameter fields shall be able to be modified.
If the message composed by the controller in the CPDLC Editor Window is a reply to a downlink
CPDLC message then the system shall provide some facilities to automatically fill in some parameters
in uplink message elements selected by the controller, using values from the downlink request.
#
Note: While the operator prepares an answer to a downlink message via the CPDLC Editor, variables in the editor shall not be
automatically updated with the corresponding downlink values if these downlink variables are expressed in a unit non
accessible for uplink CPDLC messages as defined in the Messages table.
EUR-N-PCC-54
On receipt of a CPDLC downlink message "BACK ON ROUTE", an ADS Demand Contract Request
(DCR) shall be automatically sent to the aircraft.
#
3.2.1.4.4.4.4 Message Display
3.2.1.4.4.4.4.1 Current Message Window

EUR-P-PCC-10
Uplink and downlink messages shall be displayed to the Responsible Controller(s) in a dedicated
window: the Current Messages Window.
This includes:
• Messages exchanged between the controller and CPDLC equipped aircraft.
• System generated messages, including NDA, connect and disconnect.
This window shall be opened as soon as a message is received. Each message shall be denoted by a
state representing the progress status of the dialogue between the pilot and the controller for the
related instruction. It includes technical status (acknowledgement, transmission failure) and
operational status (answer by pilot).
The Current Messages Window shall contain the following information for each message:
– Time stamp.
– Type of message (controller to pilot, pilot to controller).
– Message content.
– Status of the message.
#
EUR-P-PCC-63F
Type and status of the message shall be colour coded.

#
EUR-P-PCC-72F
The display of a CPDLC message text shall not exceed HMI_CPDLC_DISP_MAX_CHAR characters.
#
EUR-P-PCC-67F
The Responsible Controller(s) shall be advised if:

– An answer to a downlink messages has not been sent after a certain time (system parameter
CPDLC_CONTROLLER_RESPONSE).
– An answer to an uplink messages has not been received after a certain time (system parameter
CPDLC_PILOT_RESPONSE).
#
EUR-P-PCC-64F
A CPDLC message shall be identically displayed on all Responsible Controller position(s) at the same
time.
#
EUR-P-PCC-65F
The content of the message shall be displayed as per EUR-P -PCC-56F.

Each message element of a multi-element message shall be, delimited by a semicolon (;).
#
EUR-N-PCC-74
The parameters of pre-formatted message elements shall be displayed in the Current Messages
Window in the unit in which they have been sent or received.
#
EUR-N-PCC-75
The system shall identify the messages in the Current Messages Window that contain:
– A Distance, Distance Offset, Leg Type, Level, Speed, Vertical Rate or Wind Speed parameter in a
unit, which is not in accordance with the current track Unit Display Mode.
– An unusual unit for the following parameters:
• Altimeter in imperial units.
• Distance, Distance Offset, Leg Type, Level, Speed, Vertical Rate or Wind Speed in metric units.
• Level as a QFE or GNSS level in metric or imperial units.
• Position as Place, Bearing and Distance with a Bearing in True or with a Distance in KM.
• Speed as a Ground or Indicated speed in metric or imperial units.
• Degrees in True.
#
EUR-P-PCC-50E
Incoming downlink messages shall be presented in the Current Messages Window in a colour
representing their status, in inverse video.
Incoming downlink messages require a local acknowledgement by the controller to indicate they have
been seen: when acknowledged, they turn to normal video.
Note: A downlink message acknowledged on a position shall be displayed as acknowledged on all other positions.
Acknowledgement and uplink messages:

– An uplink message, which does not require a downlink message in response, (i.e. the message is
closed when it is sent) is directly displayed in normal video to indicate its closure status: no
acknowledgement is required.
– Except for special self-closed uplinks, which can be manually acknowledged to turn the message
from inverse video to normal video.
– An uplink message which does require a downlink message in response is displayed in inverse
video:
• It cannot be manually acknowledged to turn from inverse video to normal video.
• If the message turns to failed or times out, it is presented in inverse video in a colour indicating
its new status (failed or time-out): this new status may be manually acknowledged to turn the
message to normal video.
• The reception of a downlink message closing an uplink message automatically closes the
uplink, which turns to the closing colour, in normal video.
Note: The acknowledgement of a failure is local to a position.
#
EUR-P-PCC-19E
When a downlink message is presented in the Current Messages Window, a single aural alarm shall
occur at the position.
#
EUR-P-PCC-37B
On receipt of CPDLC downlink distress/urgent messages (with D & U attributes), the message shall be
presented in the Current Messages Window in Urgent-CPDLC-colour.
The window shall scroll to ensure the message is visible.
#
EUR-P-PCC-51F
CPDLC messages shall be displayed as dialogue pairs, triples, etc, so that the logic of the dialogue
can be quickly identified. Every messages of a dialogue shall be displayed, including ROGER, WILCO,
AFFIRM, etc.
Dialogue groups shall be sorted in time order, based on the first message of the dialogue.
If the timestamp of the message is more than CPDLC_MAX_TIME_IN_FUTURE (CSP) it will be
considered as the day before.
#
Note: A CPDLC dialogue session is considered terminated when:
- The dialogue is closed.
- And all the messages of the dialogue have been manually acknowledged by, the controller (i.e. all the messages are
displayed in normal video).
EUR-P-PCC-66F
When a CPDLC dialogue session is terminated, the messages contained in the dialogue shall
disappear from the Current Messages Window after a time-out period (system parameter
CPDLC_HISTORY_TRANSFER) and are automatically transferred into the History Window.
#
EUR-P-PCC-12B
The messages shall be deleted from the Current Messages Window:

– Upon automatic transfer to the History Window (see requirement EUR-P-PCC-66F).
– Automatically at the end of the Context Management of the flight plan (without transfer to the
History Window) (see requirement EUR-P-CMA-05E).
– Manually for uplink messages, if, after a certain time (system parameter
CPDLC_PILOT_RESPONSE), the expected response from the pilot is still not received.
Note: - These cancelled messages shall not be stored in the history database.
- A subsequent response to this message from the pilot shall be displayed in the Current Messages Window but shall
not be linked to any uplink.
– Manually for uplink and downlink messages if the connection with the aircraft is in failure: all
messages of the dialogue relative to that message are deleted from the Current Messages Window
and displayed in the History Window.
#
3.2.1.4.4.4.4.2 History Window

EUR-P-PCC-14F
A History Window shall be displayed on controller request via the Command Line.
#
EUR-P-PCC-13F
The History Window shall contain messages exchanged between the pilot of the designated aircraft
and the controllers of the centre, which are stored as not current in the CPDLC messages database.
#
EUR-P-PCC-68F
Messages displayed in the History Window shall follow the rules described in requirement EUR-P-
PCC-56F.
Anomalies detected during pilot-controller dialogue such as "transmission failure" and "pilot answer
late" or "controller answer late" shall also be displayed in this History Window (only once per
message).
#
EUR-N-PCC-76
The parameters of pre-formatted message elements shall be displayed in the History Window in the
unit in which they have been sent or received.
#
EUR-N-PCC-77
The system shall identify the messages in the History Window that contain:
– A Distance, Distance Offset, Leg Type, Level, Speed, Vertical Rate or Wind Speed parameter in a
unit, which is not in accordance with the current track Unit Display Mode.
– An unusual unit for the following parameters:
• Altimeter in imperial units.
• Distance, Distance Offset, Leg Type, Level, Speed, Vertical Rate or Wind Speed in metric units.
• Level as a QFE or GNSS level in metric or imperial units.
• Position as Place, Bearing and Distance with a Bearing in True or with a Distance in KM.
• Speed as a Ground or Indicated speed in metric or imperial units.
• Degrees in True.
#
EUR-P-PCC-15F
History messages shall be removed from the History Window at the end of the Context Management
of the designated aircraft (see requirement EUR-P-CMA-05E).
#
3.2.1.4.4.4.5 New Sectorisation, Configuration or Transfer of Control

EUR-P-PCC-70F
In case of new sectorisation, or new configuration, or transfer of control, if a message has to be

deleted from a position to be displayed to a new Responsible Controller position, it is displayed in the
same status as on the previous one:
– If a downlink message has been displayed once on a position (with a single aural alarm), no new
aural alarm shall occur.
– If a message has been acknowledged previously, it is displayed as acknowledged.
– If a message is closed, it is displayed as closed the timeout for the transfer into the History Window
which has begun on the first position continues on the new one (no restart of the timer):
• If the timeout has not expired, it is displayed in the Current Messages Window.
• If the timeout has expired, it is displayed in the History Window.
#
3.2.1.4.4.4.6 Automatic Update Of The Flight Plan Data

To reduce the controller's manual operations:
– Commands sent by the controller on the data link generate an automatic update of the flight plan
upon pilot acknowledgement.
– Some messages sent by the pilot on the data link generate an automatic update of the flight plan.
EUR-P-PCC-16F
Flight plan data shall be updated following some CPDLC dialogues, as defined in section "CPDLC
messages".
If the update cannot be performed due to incompatibility with FDP (Aircraft performance, unit value,
FDR State), then a warning shall be presented to the responsible Controller(s).
#
Note: The flight plan update is independent from the Position Unit Setting and Unit Display Mode.
EUR-P-PCC-69F
If a message contains several elements, which could update the same FPL field, only the first one
shall perform the update.
#
Note: When FDP is to be updated from a downlink or uplink message, which have [position] expressed in degrees, minutes
and seconds, the latitude and longitude is rounded to the nearest minute of arc for FDP processing. Inconsistent units in
the one [position] are rejected by FDP: e.g. latitude in degrees, minutes whilst longitude in degrees.
3.2.1.4.4.4.6.1 From Uplink Messages

EUR-P-PCC-17
The update of the flight plan data shall be performed automatically when the commands sent by the
controller are:
– Positively acknowledged by the pilot via the data link (automatic closure of the dialogue), or
– Manually qualified for closure by the controller, in lieu of a data link response (manual closure of
the dialogue).
#
3.2.1.4.4.4.6.2 From Unsolicited Downlink Messages

EUR-P-PCC-18E
The update of the data shall be performed immediately when the message is received.
#
3.2.1.4.4.4.7 CPDLC Emergency

EUR-P-PCC-71F
Hard copy printout and/or display of CPDLC emergency, including callsign, type of emergency, start
time or stop time shall be displayed on adapted positions at the reception of each emergency
messages or cancel emergency messages.
#
3.2.1.4.4.5 CPDLC Messages

The following sections define the CPDLC messages supported by the system as either uplink or
downlink messages:
– For Uplink messages, section provides:
• The typical class where the message is accessible from in the CPDLC Editor.
• The closing attribute.
• Any possible re-issue status, (with the "re-issue" option accessible through a popup menu from
the Current Messages Window).
• The FDR field it could update in case of pilot or manual positive acknowledgement.
– For Downlink messages, section provides:
• The closing attribute.
• The FDR field it could update, or the Flight Plan Function performed when received by the
centre.
The third section gives the general rules for the display of the parameters.
For each message, the VOCABULARY part of the message is shown in upper case, the parameter
part is shown in lower case and between square braces "[" and "]" (e.g. [level]).
3.2.1.4.4.5.1 Uplink Messages
3.2.1.4.4.5.1.1 Uplink Messages Accessible using the CPDLC Editor
This message is sent when the controller selects the button via the CPDLC Editor.
MESSAGE BUTTON FDR FIELD CLOSING POSSIBLE MESSAGE TEXT

NUMBER UPDATED RE-ISSUE
163 MANUAL Y N CONNECTION REQUEST
CONNECTI
ON
Table 3-65 Uplink Messages Accessible through CP DLC Editor
3.2.1.4.4.5.1.2 Uplink Messages not Accessible to the Controller
These are messages, which are sent directly to the aircraft by the application, without any actions from
the controller.
MESSAGE BUTTON FDR FIELD CLOSING POSSIBLE MESSAGE TEXT
159 - Y N ERROR [error information]
Table 3-66 Uplink Messages Not Accessible to the Controller
3.2.1.4.4.5.1.3 Uplink Messages not Supported by the System
MESSAGE MESSAGE TEXT

NUMBER
178 [track detail msg]
Table 3-67 Uplink Messages Not Supported
3.2.1.4.4.5.1.4 Uplink Messages to be edited using the CPDLC Line Editor
MESSAGE TYPICAL CLASS FDR FIELD CLOSING POSSIBLE MESSAGE TEXT

RESPONSES / ACKNOWLEDGEMENTS
0 MISC COMMON Y N UNABLE
1 POPUP ANSWER N N STANDBY
2 POPUP ANSWER N N REQUEST DEFERRED
3 POPUP ANSWER Y N ROGER
4 POPUP ANSWER Y N AFFIRM
5 POPUP ANSWER Y N NEGATIVE
VERTICAL CLEARANCES
6 CLIMB DESCEND N Y EXPECT [level]
7 CLIMB N Y EXPECT CLIMB AT [time]
8 CLIMB N Y EXPECT CLIMB AT [position]
9 DESCEND N Y EXPECT DESCEND AT [time]
10 DESCEND N Y EXPECT DESCEND AT [position]
11 CLIMB N Y EXPECT CRUISE CLIMB AT [time]
12 CLIMB N Y EXPECT CRUISE CLIMB AT [position]
13 CLIMB N Y AT [time] EXPECT CLIMB TO [level]
14 CLIMB N Y AT [position] EXPECT CLIMB TO [level]
15 DESCEND N Y AT [time] EXPECT DESCEND TO [level]
16 DESCEND N Y AT [position] EXPECT DESCEND TO [level]
17 CLIMB N Y AT [time] EXPECT CRUISE CLIMB TO [level]
18 CLIMB N Y AT [position] EXPECT CRUISE CLIMB TO [level]
19 CLIMB DESCEND CFL N Y MAINTAIN [level]
20 CLIMB COMMON CFL N Y CLIMB TO [level]
21 CLIMB N Y AT [time] CLIMB TO [level]
22 CLIMB N Y AT [position] CLIMB TO [level]
23 DESCEND COMMON CFL N Y DESCEND TO [level]
24 DESCEND N Y AT [time] DESCEND TO [level]
25 DESCEND N Y AT [position] DESCEND TO [level]
26 CLIMB CFL N Y CLIMB TO REACH [level] BY [time]
27 CLIMB CFL N Y CLIMB TO REACH [level] BY [position]
28 DESCEND CFL N Y DESCEND TO REACH [level] BY [time]

29 DESCEND CFL N Y DESCEND TO REACH [level] BY [position]
30 CLIMB DESCEND N Y MAINTAIN BLOCK [level] TO [level]
31 CLIMB N Y CLIMB TO AND MAINTAIN BLOCK [level] TO [level]
32 DESCEND N Y DESCEND TO AND MAINTAIN BLOCK [level] TO [level]
33 DESCEND CFL N Y CRUISE [level]
34 CLIMB CFL N Y CRUISE CLIMB TO [level]
35 CLIMB N Y CRUISE CLIMB ABOVE [level]
36 CLIMB CFL N Y EXPEDITE CLIMB TO [level]
37 DESCEND CFL N Y EXPEDITE DESCEND TO [level]
38 CLIMB CFL N Y IMMEDIATELY CLIMB TO [level]
39 DESCEND CFL N Y IMMEDIATELY DESCEND TO [level]
40 CLIMB CFL N Y IMMEDIATELY STOP CLIMB AT [level]
41 DESCEND CFL N Y IMMEDIATELY STOP DESCEND AT [level]
171 CLIMB N Y CLIMB AT [vertical rate] MINIMUM
172 CLIMB N Y CLIMB AT [vertical rate] MAXIMUM
173 DESCEND N Y DESCEND AT [vertical rate] MINIMUM
174 DESCEND N Y DESCEND AT [vertical rate] MAXIMUM
CROSSING CONSTRAINTS
42 CROSSING N Y EXPECT TO CROSS [position] AT [level]
43 CROSSING N Y EXPECT TO CROSS [position] AT OR ABOVE [level]
44 CROSSING N Y EXPECT TO CROSS [position] AT OR BELOW [level]
45 CROSSING N Y EXPECT TO CROSS [position] AT AND MAINTAIN [level]
46 CROSSING N Y CROSS [position] AT [level]
47 CROSSING N Y CROSS [position] AT OR ABOVE [level]
48 CROSSING N Y CROSS [position] AT OR BELOW [level]
49 CROSSING N Y CROSS [position] AT AND MAINTAIN [level]
50 CROSSING N Y CROSS [position] BETWEEN [level] AND [level]
51 CROSSING N Y CROSS [position] AT [time]
52 CROSSING N Y CROSS [position] AT OR BEFORE [time]
53 CROSSING N Y CROSS [position] AT OR AFTER [time]
54 CROSSING N Y CROSS [position] BETWEEN [time] and [time]

55 CROSSING N Y CROSS [position] AT [speed]
56 CROSSING N Y CROSS [position] AT OR LESS THAN [speed]
57 CROSSING N Y CROSS [position] AT OR GREATER THAN [speed]
58 CROSSING N Y CROSS [position] AT [time] AT [level]
59 CROSSING N Y CROSS [position] AT OR BEFORE [time] AT [level]
60 CROSSING N Y CROSS [position] AT OR AFTER [time] AT [level]
61 CROSSING CFL N Y CROSS [position] AT AND MAINTAIN [level] AT [speed]
62 CROSSING N Y AT [time] CROSS [position] AT AND MAINTAIN [level]
63 CROSSING N Y AT [time] CROSS [position] AT AND MAINTAIN [level] AT [speed]
LATERAL OFFSETS
64 OFFSET N Y OFFSET [distance offset] [direction] OF ROUTE
65 OFFSET N Y AT [position] OFFSET [distance offset] [direction] OF ROUTE
66 OFFSET N Y AT [time] OFFSET [distance offset] [direction] OF ROUTE
67 OFFSET ROUTE N Y PROCEED BACK ON ROUTE
68 OFFSET ROUTE N Y REJOIN ROUTE BY [position]
69 OFFSET ROUTE N Y REJOIN ROUTE BY [time]
70 OFFSET ROUTE N Y EXPECT BACK ON ROUTE BY [position]
71 OFFSET ROUTE N Y EXPECT BACK ON ROUTE BY [time]
72 OFFSET ROUTE N Y RESUME OWN NAVIGATION
ROUTE MODIFICATIONS
73 (6) ROUTE N Y [pre-departure clearance]
F15c(2) (6)
74 ROUTE N Y PROCEED DIRECT TO [position]
F15c(2) (6)
75 ROUTE N Y WHEN ABLE PROCEED DIRECT TO [position]
76 ROUTE N Y AT [time] PROCEED DIRECT TO [position]
77 ROUTE F15c(2) N Y AT [position] PROCEED DIRECT TO [position]
78 ROUTE N Y AT [level] PROCEED DIRECT TO [position]
79 ROUTE F15c(2,3,4,6) N Y CLEARED TO [position] VIA [route clearance]
80 ROUTE F15c(3) N Y CLEARED [route clearance]
81 ROUTE N Y CLEARED [procedure name]
82 ROUTE N Y CLEARED TO DEVIATE UP TO [distance offset] [direction] OF
ROUTE

83 ROUTE F15c(2)(3)(5) N Y AT [position] CLEARED [route clearance]
84 ROUTE N Y AT [position] CLEARED [procedure name]
85 ROUTE N Y EXPECT [route clearance]
86 ROUTE N Y AT [position] EXPECT [route clearance]
87 ROUTE N Y EXPECT DIRECT TO [position]
88 ROUTE N Y AT [position] EXPECT DIRECT TO [position]
89 ROUTE N Y AT [time] EXPECT DIRECT TO [position]
90 ROUTE N Y AT [level] EXPECT DIRECT TO [position]
91 ROUTE N Y HOLD AT [position] MAINTAIN [level] INBOUND TRACK [degree]
[direction] TURNS [leg type]
92 ROUTE N Y HOLD AT [position] AS PUBLISHED MAINTAIN [level]
93 ROUTE N Y EXPECT FURTHER CLEARANCE AT [time]
94 ROUTE N Y TURN [direction] HEADING [degree]
95 ROUTE N Y TURN [direction] GROUND TRACK [degree]
96 ROUTE N Y CONTINUE PRESENT HEADING
97 ROUTE N Y AT [position] FLY HEADING [degree]
98 ROUTE N Y IMMEDIATELY TURN [direction] HEADING [degree]
99 ROUTE N Y EXPECT [procedure name]
178 NA N Y
SPEED CHANGES
100 SPEED N Y AT [time] EXPECT [speed]
101 SPEED N Y AT [position] EXPECT [speed]
102 SPEED N Y AT [level] EXPECT [speed]
103 SPEED N Y AT [time] EXPECT [speed] TO [speed]
104 SPEED N Y AT [position] EXPECT [speed] TO [speed]
105 SPEED N Y AT [level] EXPECT [speed] TO [speed]
106 SPEED TAS(1) N Y MAINTAIN [speed]
107 SPEED N Y MAINTAIN PRESENT SPEED
108 SPEED N Y MAINTAIN [speed] OR GREATER
109 SPEED N Y MAINTAIN [speed] OR LESS
110 SPEED N Y MAINTAIN [speed] TO [speed]

111 SPEED TAS(1) N Y INCREASE SPEED TO [speed]
112 SPEED N Y INCREASE SPEED TO [speed] OR GREATER
113 SPEED TAS(1) N Y REDUCE SPEED TO [speed]
114 SPEED N Y REDUCE SPEED TO [speed] OR LESS
115 SPEED N Y DO NOT EXCEED [speed]
116 SPEED N Y RESUME NORMAL SPEED
SURVEILLANCE MONITOR / CONTACT REQUESTS
117 COMMS N Y CONTACT [unit name] [frequency]
118 COMMS N Y AT [position] CONTACT [unit name] [frequency]
119 COMMS N Y AT [time] CONTACT [unit name] [frequency]
120 COMMS N Y MONITOR [unit name] [frequency]
121 COMMS N Y AT [position] MONITOR [unit name] [frequency]
122 COMMS N Y AT [time] MONITOR [unit name] [frequency]
123 SSR N Y SQUAWK [code]
124 SSR N Y STOP SQUAWK
125 SSR N Y SQUAWK MODE CHARLIE
126 SSR N Y STOP SQUAWK MODE CHARLIE
179 SSR N Y SQUAWK IDENT
REPORT / CONFIRMATION REQUESTS
127 REPORT N Y REPORT BACK ON ROUTE
128 REPORT COMMON N Y REPORT LEAVING [level]
129 REPORT N Y REPORT LEVEL [level]
130 REPORT N Y REPORT PASSING [position]
131 REPORT Y Y REPORT REMAINING FUEL AND PERSONS ON BOARD
132 REPORT Y Y REPORT POSITION
133 REPORT Y Y REPORT PRESENT LEVEL
134 REPORT Y Y REPORT SPEED
135 REPORT Y Y CONFIRM ASSIGNED LEVEL
136 REPORT Y Y CONFIRM ASSIGNED SPEED
137 REPORT Y Y CONFIRM ASSIGNED ROUTE
138 REPORT Y Y CONFIRM TIME OVER REPORTED WAYPOINT

139 REPORT Y Y CONFIRM REPORTED WAYPOINT
140 REPORT Y Y CONFIRM NEXT WAYPOINT
141 REPORT Y Y CONFIRM NEXT WAYPOINT ETA
142 REPORT Y Y CONFIRM ENSUING WAYPOINT
143 REPORT Y Y CONFIRM REQUEST
144 SSR Y Y CONFIRM SQUAWK
145 REPORT Y Y REPORT HEADING
146 REPORT Y Y REPORT GROUND TRACK
147 REPORT Y Y REQUEST POSITION REPORT
175 REPORT COMMON N Y REPORT REACHING [level]
180 REPORT N Y REPORT REACHING BLOCK [level] TO [level]
181 REPORT COMMON Y Y REPORT DISTANCE [to from] [position]
182 REPORT MISC Y Y CONFIRM ATIS CODE
NEGOTIATION REQUESTS
148 ENQUIRY Y Y WHEN CAN YOU ACCEPT [level]
149 ENQUIRY N Y CAN YOU ACCEPT [level] AT [position]
150 ENQUIRY N Y CAN YOU ACCEPT [level] AT [time]
151 ENQUIRY Y Y WHEN CAN YOU ACCEPT [speed]
152 ENQUIRY Y Y WHEN CAN YOU ACCEPT [distance offset] [direction] OFFSET
AIR TRAFFIC ADVISORIES
153 MISC N Y ALTIMETER [altimeter]
154 MISC N Y RADAR SERVICE TERMINATED
155 MISC N Y RADAR CONTACT [position]
156 MISC N Y RADAR CONTACT LOST
157 MISC N Y CHECK STUCK MICROPHONE [frequency]
158 MISC N Y ATIS [atis code]
SYSTEM MANAGEMENT MSGS.
159 NA - - ERROR
160 MISC Y Y NEXT DATA AUTHORITY [facility designation]
161 MISC Y Y END SERVICE
162 MISC Y Y SERVICE UNAVAILABLE

163 NA - - CONNECTION REQUEST
ADDITIONAL MESSAGES
164 CLIMB DESCEND Y Y WHEN READY
MISCCOMMON
165 MISC Y Y THEN
166 MISCCOMMON Y Y DUE TO TRAFFIC
167 MISC Y Y DUE TO AIRSPACE RESTRICTION
168 MISC N Y DISREGARD
169 FREE N Y [free text]
170 FREE N Y [free text_urgent]
176 MISC N Y MAINTAIN OWN SEPARATION AND VMC
177 CLIMB DESCEND MISC Y Y AT PILOTS DISCRETION
Table 3-68 Uplink Messages
Note: 1. If variable not expressed in units defined in paragraph 3 [CPDLC variable format chapter], the FDR is not updated.
2. Accepted only if the specified position is a known point of the current Flight Plan Route.
3. Only the Route field containing a list of elements known by the Flight Plan Function is taken into account to update the FDR.
4. The system automatically adds the point defined by the 1st parameter, to the end of the list of elements in the route field of the Route Clearance.
5. The system automatically adds the point defined by the 1st parameter, to the beginning of the list of elements in the route field of the Route Clearance.
6. Route modification is done from the last overflown point (ATO), not from the current position.
7. The UFL value is cleared.
3.2.1.4.4.5.2 Downlink Messages
MESSAGE FDR FIELD UPDATED CLOSING MESSAGE TEXT

NUMBER
RESPONSES
0 Y WILCO
1 Y UNABLE
2 N STANDBY
3 Y ROGER
4 Y AFFIRM
5 Y NEGATIVE
VERTICAL REQUESTS
6 N REQUEST [level]
7 N REQUEST BLOCK [level] TO [level]
8 N REQUEST CRUISE CLIMB TO [level]
9 N REQUEST CLIMB TO [level]
10 N REQUEST DESCENT TO [level]
11 N AT [position] REQUEST CLIMB TO [level]
12 N AT [position] REQUEST DESCENT TO [level]
13 N AT [time] REQUEST CLIMB TO [level]
14 N AT [time] REQUEST DESCENT TO [level]
69 N REQUEST VMC DESCENT
LATERAL OFFSET REQUESTS
15 N REQUEST OFFSET [distance offset] [direction]
OF ROUTE
16 N AT [position] REQUEST OFFSET [distance
offset] [direction] OF ROUTE
17 N AT [time] REQUEST OFFSET [distance offset]
[direction] OF ROUTE
SPEED REQUESTS
18 N REQUEST [speed]
19 N REQUEST [speed] TO [speed]
VOICE CONTACT REQUESTS
20 N REQUEST VOICE CONTACT
21 N REQUEST VOICE CONTACT [frequency]
ROUTE MODIFICATION REQUESTS
22 N REQUEST DIRECT TO [position]
23 N REQUEST [procedure name]
24 N REQUEST CLEARANCE [route clearance]
25 N REQUEST CLEARANCE
26 N REQUEST WEATHER DEVIATION TO [position]
VIA [route clearance]
27 N REQUEST WEATHER DEVIATION UP TO
[direction offset] [direction] OF ROUTE
70 N REQUEST HEADING [degrees]
71 N REQUEST GROUND TRACK [degrees]
REPORTS
28 Y LEAVING [level]
29 Y CLIMBING TO [level]
30 Y DESCENDING TO [level]
31 APR Y PASSING [position]

NUMBER
78 APR: Y AT [time] [distance] [to from] [position]
[time] has to be in the
past to update the FDR.
[position] has to be a
point of the route.
[distance] [to from]
[position] is converted
into a position on the
flight plan route,
assuming the aircraft is
following the route.
32 PRL Y PRESENT LEVEL [level]
33 APR Y PRESENT POSITION [position]
[position] has to be a
point of the route
defined in the FDR.
34 Y PRESENT SPEED [speed]
35 Y PRESENT HEADING [degrees]
36 Y PRESENT GROUND TRACK [degrees]
37 PRL Y LEVEL [level]
72 PRL Y REACHING [level]
76 Y REACHING BLOCK [level] TO [level]
38 Y ASSIGNED LEVEL [level]
77 Y ASSIGNED BLOCK [level] TO [level]
39 Y ASSIGNED SPEED [speed]
40 Y ASSIGNED ROUTE [route clearance]
41 Y BACK ON ROUTE
42 Y NEXT WAYPOINT [position]
43 Y NEXT WAYPOINT ETA [time]
44 Y ENSUING WAYPOINT [position]
45 Y REPORTED WAYPOINT [position]
46 Y REPORTED WAYPOINT [time]
47 Y SQUAWKING [code]
48 Y POSITION REPORT [position report]
79 Y ATIS [atis code]
80 Y DEVIATING [distance offset] [direction] OF
ROUTE
NEGOTIATION REQUESTS
49 N WHEN CAN WE EXPECT [speed]
50 N WHEN CAN WE EXPECT [speed] TO [speed]
51 N WHEN CAN WE EXPECT BACK ON ROUTE
52 N WHEN CAN WE EXPECT LOWER LEVEL
53 N WHEN CAN WE EXPECT HIGHER LEVEL
54 N WHEN CAN WE EXPECT CRUISE CLIMB TO
[level]
EMERGENCY MESSAGES
55 EMG Y PAN PAN PAN
56 EMG Y MAYDAY MAYDAY MAYDAY
57 Y [remaining fuel] OF FUEL REMAINING AND
[remaining persons] PERSONS ON BOARD
58 EMG Y CANCEL EMERGENCY
59 Y DIVERTING TO [position] VIA [route clearance]

NUMBER
60 Y OFFSETTING [distance offset] [direction] OF
ROUTE
61 Y DESCENDING TO [level]
SYSTEM MANAGEMENT
62 Y ERROR: [error information]
63 Y NOT CURRENT DATA AUTHORITY
64 Y CONNECTION FAILED CURRENT DATA
AUTHORITY [ICAO facility designation]
73 Y CONNECTION CONFIRM
ADDITIONAL MESSAGES
65 Y DUE TO WEATHER
66 Y DUE TO AIRCRAFT PERFORMANCE
74 Y REQUEST TO MAINTAIN OWN SEPARATION
AND VMC
75 Y AT PILOTS DISCRETION
67 Y [free text]
68 N [free text_urgent]
Table 3-69 Downlink messages
3.2.1.4.4.5.3 Variable Format Messages
3.2.1.4.4.5.3.1 General
If a downlink message contains a variable expressed in a unit non accessible for uplink message (i.e.
distance in metric), or not support ed by the system, the way the variable in this unit is displayed may
contain some indication which allows the operator to easily know that the unit is not a common unit.
Example:
Downlink received: OFFSETTING 1KM N OF ROUTE
Can be displayed: OFFSETTING 001***metric*** N OF ROUTE.
While the operator prepares an answer to a downlink message via the CPDLC Editor, variables in the
editor shall not be automatically updated with the corresponding downlink values if these downlink
variables are expressed in a unit non accessible for uplink message.
The display format is off-line defined [CSP] for each variable.
Characters available in a CPDLC message = IA5 Boeing:
A -> Z uppercase
0 -> 9
',' '.' '/' '+' '- ' (Minus)
' ' (Space): restricted to:
– Free text.
– Route field of the Route Clearance.
– Route field of PDC.
3.2.1.4.4.5.3.2 Variable Display Format
The following table lists those variables displayed differently to the standard RTCA SC-169:
"Default format" represents the string displayed in the CPDLC editor window when the controller tries
to enter the content of an empty uplink variable (- is indicated when a default edit format is not
applicable to the variable.
PARAMETER DISPLAY FORMAT DEFAULT

FORMAT
ALTIMETER metric nnnn.n nnnn.n
imperial (2) nn.nn***imperial***
ATIS_CODE 1 alphanumeric A A
character
CODE 4 alphanumeric AAAA assr
characters
DEGREES Magnetic dddM [leading zeros displayed] dddM
True (1) dddT [leading zeros displayed]
EUR-N-PCC-78
DISTANCE imperial nnnNM nnnNM
Units = nautical miles. Range [0;999]
metric nnnn***KM*** when received in POSITION (see note 10)
nnnnKM otherwise
Units = kilometres. Range [1;1024]
#
EUR-N-PCC-79
DISTANCE_O imperial nnnNM nnnNM
FFSET Units = nautical miles. Range [1;128]
metric nnnKM
Units = kilometres. Range [1;256]
#
DIRECTION up to 2 char, L R LR N S E W NE NW SE SW DD
enumerated
ERROR_INFO ERROR Text as contained in error message. -
RMATION
FACILITY_DE 4 char XXXX -
SIGNATION
FREE_TEXT 80 char(7) free
FREQUENCY uhf nnn.nnn nnn.nnn
vhf nnn.nnn
hf nnnnn
satchannel nnnnnnnnnnnn
EUR-N-PCC-80
LEG_TYPE distance nn.nNM nn.nNM
(note: uplink (imperial) Units = nautical miles. Range [0.1;99.9]
only)
time n.nMIN
Units = 0.1 minute. Range [0.1;9.9]
#
EUR-N-PCC-81
LEVEL QNH nnn [leading zeros displayed] lev
(imperial) Units = 100 feet. Range [000;250]
QNH nnnn [leading zeros displayed]
(metric) Units = 10 metres. Range [0000;1600]
Flight Level nnn [leading zeros displayed]
(imperial) Units = 100 feet. Range [030;600]
Flight Level nnnn [leading zeros displayed]
(metric) Units = 10 metres. Range [100;2000]
QFE (imperial) nnnnn***QFE*** [feet] [leading zeros displayed]
(2)
QFE (metric) (2) nnnnn***QFE metric***

FORMAT
GNSS (imperial) nnnnnn***GNSS feet*** [feet] [leading zeros displayed]
(2)
GNSS (metric) nnnnn***GNSS metric***

(2)
#
EUR-N-PCC-82
POSITION Fix name (6) A AA AAA AAAA AAAAA AAAAA
Airport __AA _AAA AAAA
Navigational aid AA AAA AAAA
latitude As per standard, minutes are optional, [leading zeros are
longitude (5) displayed]
Point Bearing (3)
Distance Bearing:
- Expressed in Magnetic (default): May update the FDR:
M has not to be entered in the variable
- Expressed in True: Does not update the FDR, (e.g.
AD122***T***
AD122). Optional latitude/longitude are displayed if
received from a downlink message. Cannot be up-linked.
Distance: Only NM values can update the FDR, see (10).
Other fields are as per standard or as per defined in the
table.
#
(3) (4)
POSITION_RE -
PORT
(3) (4) (8)
PRE_DEPART pdc
URE_CLEARA
NCE
(3) ; (5)
PROCEDURE , except: ARR (for ARRIVAL) procname
_NAME procedure type APP (for APPROACH)
DEP (for DEPARTURE)
REMAINING_F 4 digits hhmm -
UEL 0 <= hh <= 23
0 <= mm <= 59
REMAINING_P 4 digits nnnn -
ERSONS
(3) (4) (8) (9)
ROUTE_CLEA rc
RANCE
EUR-N-PCC-83
SPEED True (imperial) Nnnn Nnnn
Units = knots. Range [70;700]
True (metric) Knnnn
Units = kilometres/hour. Range [100;1370]
Mach Mnnn
Units = 0.01 Mach. Range [061;092]
Mach large Mnnn
Units = 0.01 Mach. Range [093;604]
Ground GS Nnnn
(imperial) (1) Units = knots. Range [70;700]
Ground (metric) GS Knnnn
(1)

FORMAT
Indicated IAS Nnnn
(imperial) (1) Units = knots. Range [70;380]
Indicated IAS Knnnn
(metric) (1) Units = kilom etres/hour. Range [100;1370]
#
TIME 4 digits hhmm hhmm
0 <= hh <= 23
0 <= mm <= 59
TO_FROM enumerated TO FROM to_from
TP4_TABLE not displayed -
(4)
TRACK_DETAI -
L_MSG
UNIT_NAME facility function CTR (for CENTER) unit name
APP (for APPROACH)
TWR (for TOWER)
FIN (for FINAL)
GCT (for GROUND CONTROL)
CLD (for CLEARANCE DELIVERY)
DEP (for DEPARTURE)
CNT (for CONTROL)
facility name (2)
VERSION_NU not displayable -
MBER
EUR-N-PCC-84
VERTICAL_RA imperial nnF/MIN nnF/MIN
TE Units = 100 feet/minute. Range [0;60]
metric nnnS/MIN
Units = 10 metres/minute. Range [0;200]
#
EUR-N-PCC-85
WIND_SPEE imperial Nnnn -

D
Units = knots. Range [0;255]
Metric Knnn
#
Table 3-70 Variable Display format

Note: 1. Does not update the flight data record.
2. Not supported in Uplink messages. Does not update the Flight Data Record.
3. Variable contains several fields: those fields are separated by a blank.
4. Several fields: each field displayed as per the following table or the standard RTCA SC-169.
5. As per RTCA SC-169 standard.
6. Does not update the flight plan record if the point is not a known element in the flight plan route.
7. To accommodate FANS1 Boeing limitations.
8. ADEP and ADES checks are only syntactic checks.
9. CPDLC does not send any DCT in CPDLC messages.
10. ICAO data conventions for ATS messages (ICAO Doc 4444, Appendix 3, section 1.6.3.1) indicate that the
expression of position (place, bearing, distance) uses distances in NM only. A position information with a distance in KM
is not supported in uplink messages and it does not update the FDR.
The following rules are used to define which message elements are tagged as which type of route
clearance element in uplink messages:
a) Airway names defined in DPR are considered as routes in CPDLC messages.

b) Characteristic points defined in DPR are considered as points in CPDLC messages.
c) Bearing/distance elements in the route are transmitted as point bearing distance in CPDLC
messages.
d) Any other route element shall be considered as:
– An airway, if it contains any digits and is less than or equal to 5 characters in length, or
– It is considered as a "Published Identifier" point.
3.2.1.4.5 Data Link Training Capabilities

EUR-P-ADTRN-30
The establishment of communication is performed by the Air Traffic Generator, in accordance with the
equipment defined off-line in Data Preparation facility, for the aircraft.
#
3.2.1.4.5.1 ADS Communication Training Capabilities

EUR-P-ADTRN-31
All ADS downlink/uplink messages are exchanged with the Air Traffic Generator.
#
3.2.1.4.5.2 CPDLC Communication Training Capabilities

EUR-P-ADTRN-32
CPDLC downlink/uplink messages are exchanged with the Air Traffic Generator.
#
3.2.1.5 PRE-DEPARTURE CLEARANCE MANAGEMENT
The purpose of the Pre Departure Clearance (PDC) management is to allow a tower controller to send
an appropriate clearance to a specified aircraft, a certain time before departure.
EUR-P-PDC-01
The Pre Departure Clearance (PDC) function shall allow a controller, in each tower, to compose a
PDC for an aircraft before departure.
Once composed, the PDC shall be transmitted to either:
– The airline using the ACARS network with an X25 link, or
– The aircraft using the pilot/controller datalink (SC169) X25 connection, if the aircraft CMA-LOGON
has been received.
#
The general structure of PDC processing is shown in the Figure below.
PDC MESSAGE
TOWER
ATS CENTRE
WORKSTATION
FLIGHT PLANS
ACK PDC MESSAGE

Tower
Controller
Figure 24 - Pre Departure Clearance Processing.
3.2.1.5.2 PDC Queue

EUR-P-PDC-02
All flight plans that require a PDC shall be queued in a special queue accessible at each tower
position.
The flight plans shall be those departing from an aerodrome (ADEP) associated to the tower, which
have an airline designator prefix belonging to a list defined off-line. They shall be queued, at pre-
activation time, in order of ETD, with earliest ETDs at the bottom of the list.
#
The queue is accessed through a button on the screen that indicates the number of flight plans
expecting a PDC.
3.2.1.5.3 PDC Creation

EUR-P-PDC-15
To compose a PDC, the tower controller opens the PDC window by clicking on the PDC queue button.
The PDC window shall include:
– A list of flights, including callsign and ETD, expecting a PDC. Entries remain in the list until plan
activation or cancellation.
– The PDC Editing Window.
The PDC Editing Window shall comprise:
– A flight plan strip using a specific pre-defined strip format.
– The PDC text (maximum of 5 lines) added by controller plus the text lines from the flight data
record.
– A Full Message Editor.
#
EUR-P-PDC-03
The PDC flight plan strip is defined off-line in the same way as other electronic strips formats, from the
same set of fields used for other electronic strip formats.
The same fields are interactive, as for other strips formats, but the strip cannot be extended or cocked.
#
EUR-P-PDC-04
Each line of the PDC shall be composed using the Full Message Editor. Up to 5 lines of pre-formatted
text or free text may be used.
#
3.2.1.5.4 Full Message Editor (FME)

EUR-P-PDC-05
The full message editor shall give the operator the capability to formulate and send PDCs to aircraft.
The FME shall contain four buttons for five fields.
Selection of one of the PDC buttons shall present the allowed instructions in the FME scroll window,
for controller selection.
For each line of the PDC, a list of allowed instructions shall be defined off-line for each tower
(maximum number of instruction is PDC_MAX_INSTR).
If only one instruction is valid, that instruction shall be selected without controller action.
The instructions are available as pre-formatted text (max size = PDC_MAX_TEXT_SIZE).
#
EUR-P-PDC-06
Free text entry shall be one possible allowed instruction.

#
Once the PDC is composed, the controller shall be able to send the message.
3.2.1.5.5 Message Content

EUR-P-PDC-07B
The PDC message shall comprise up to 12 lines including selected elements of the FDR and the 5
lines of PDC. FDR data and PDC lines of text can be mixed.
Blank lines shall be removed prior to transmission.
The message includes the route field. This route field transmitted in the PDC message is unaffected by
the SID which has been allocated (i.e. no route points have been added or deleted).
The route field shall be limited to field 15c and shall not include level and speed items.
Appropriate network information and addresses are included in the message to support the PDC ICD
[21].
#
3.2.1.5.6 PDC Message Transmission

EUR-P-PDC-08B
The PDC message shall be transmitted, either:

a) Using the ACARS network, to the airline host address (defined off-line) associated with the callsign,
or
b) To the aircraft using a CPDLC datalink X25 connection in a message comprising the following
elements:
Element 73 (pre-departure clearance) including:

From FDR - ACID (Aircraft flight identification field),
From FDR - Aircraft_type (Aircraft type field),
From FDR - ETD (Estimated Time of Departure from departure
field),
- ROUTE (Route clearance) including:
From FDR - ADEP (Airport departure field),
From FDR - ADES (Airport destination field),
From FME - SID (Procedure departure field),
From FDR optional - ROUTE information (Route information field), (note)
From FDR - Altitude restriction (Cleared Flight Level field),
From FME - Frequency (Frequency departure field),
From FDR - SSR Code (Beacon code field),
Always 1 - Revision (PDC revision field),
FME optional - Element 169 (free text),
Table 3-71 CPDLC Message Elements

Note: The ROUTE information is ended with a "T" for truncated if the flight plan route could not be included fully in 2 PDC
lines.
FME = Full Message Editor.
FDR = Flight Data Record.
The choice of method shall be determined by whether the aircraft is logged onto the pilot controller
datalink application.
#
Note: The acknowledgement of a PDC never causes a FDR update.
EUR-P-PDC-09
A specified field, displayed in the flight plan strip and the PDC window, shall indicate whether a flight
plan's PDC has been sent or an acknowledgement has been received.
#
EUR-P-PDC-10E
Each transmitted PDC message shall be stored. The controller shall be able to display a PDC
message after it has been sent until activation or cancellation.
#
3.2.1.6 SAFETY NET AND MONITORING AIDS PROCESSING FUNCTION

This processing consists of the following function:
– Radar Alert Capabilities whose functions are:
• Short Term Conflict Alert (STCA) which determines all the possible track pairs for which the
minimum separation between two tracks will be lower than the minimum safety requirements of
a predefined conflict time interval.
• Minimum Safe Altitude Warning (MSAW). This function informs the responsible controller if
aircraft are going to infringe one of the predefined MSAW areas within a predefined time
interval.
• Approach Path Monitoring Warning (APW). This function informs the responsible controller if
the aircraft is detected to be outside the pre-defined, 3 dimensional approach path profile.
• Danger Area Infringement Warning (DAIW). This function informs the responsible controller if
aircraft are going to infringe one of the predefined DAIW areas within a predefined time interval.
• Temporary Danger Area Warning (TDAW). This function informs the responsible controller if
aircraft are infringing one of the TDAW areas.
– Track/Flight Plan Integrated Capabilities whose functions are:
• Track/flight plan coupling establishes an association between a system track and a flight plan,
based on the track's SSR code and the flight plan assigned SSR codes, as well as the track's
position in relation to the planned route.
• Automatic Position Reporting (APR) provides automatic reports for every point of the planned
route of an aircraft when this point has been overflown. APR permits more precise calculation of
the Estimated Time of Overflight (ETO) of subsequent points along the planned route.
• Route Adherence Monitoring (RAM) checks if aircraft are adhering to their planned route, by
comparing the actual position of tracks with known points of the planned route.
• Cleared Level Adherence Monitoring (CLAM) checks the conformance of the actual flight
level of a track with respect to the Cleared Flight Level.
– ADS / Flight Plan Integrated Capabilities whose functions are:
• ADS Route Conformance Warning Checking (ARCW) checks the conformance between the
flight plan route and the aircraft programmed route (received in the predicted route group).
• Route Adherence Monitoring (RAM) checks if aircraft are adhering to their planned route, by
comparing the actual position of tracks with known points of the planned route.
• Lateral Deviation Monitoring.
• Cleared Level Adherence Monitoring (CLAM) checks the conformance of the actual flight
level of a track with respect to the Cleared Flight Level.
• Danger Area Infringement Warning (DAIW). This function informs the responsible controller if
aircraft are going to infringe one of the predefined DAIW areas within a predefined time interval.
• Temporary Danger Area Warning (TDAW). This function informs the responsible controller if
aircraft are infringing one of the TDAW areas, using the position reported in ADS-C reports or
the extrapolated position.
• Automatic Position Reporting (APR) provides automatic reports for every point of the planned
route of an aircraft when this point has been overflown. APR permits more precise calculation of
the Estimated Time of Overflight (ETO) of subsequent points along the planned route.
3.2.1.6.1 Radar Alert Capabilities (RAC)

These are:
– Short Term Conflict Alert (STCA).
– Minimum Safe Altitude Warning (MSAW).
– Danger Area Infringement Warning (DAIW).
– Approach Path Monitoring Warning (APW).
– Temporary Danger Area Warning (TDAW).
EUR-P-RAC-23F
Hard copy printout and/or display of STCA alert, TDAW, DAIW and MSAW, including position, callsign,
type of emergency, start or stop shall be sent to positions defined offline (refer to the ALERTS file) at
the beginning and end of each alert.
For uncoupled tracks, the hard copy printout and/or display of the above alerts shall display the SSR
code for uncoupled secondary/combined radar tracks and the string "TRACK" for uncoupled primary
radar track.
#
EUR-N-RAC-25
The Radar Alert Capacities shall also send hard copy printout and/or display of SSR or Military
Emergencies to offline-defined positions (refer to the ALERTS file) at the beginning and end of each
emergency.
These hard copy printout and/or display shall include callsign, time, position and type of emergency.
For uncoupled tracks, they shall include the SSR code.
#
The requirements below refer to coupling being required for certain aspects of RAC. Only system
coupling is considered. Local coupling does not qualify for RAC.
3.2.1.6.1.1 Short Term Conflict Alert (STCA)
The purpose of the STCA function is to determine all the system track pairs, which are deemed to be,
separated by less than the minimum air traffic separation requirements. The system computes this
using a three-dimensional forecast (look-ahead).
EUR-P-STCA-30
The STCA function shall be performed periodically each "n" system track update (system parameter:
STCA_UPDATE_PERIOD).
#
The STCA function shall compare source tracks with target tracks. Only conflicts between source
tracks and conflicts between source tracks and target tracks shall be investigated.
EUR-P-STCA-31B
A track shall be eligible for STCA processing as a target track if all the following conditions are true:
– The track is located in an APP and/or ACC STCA area.
– The track has a valid tracked Mode C level which is not aged (i.e. the difference between the
current time and the time of the last valid calculated level does not exceed a system parameter:
RDF_AGED_ALTITUDE), or
– The track attitude indicator from altitude tracking is unknown, but the track life is greater than a
minimum MRT tracking update period (software parameter: MIN_TRACK_LIFE_UNK_ATT).
– The track has a valid tracked altitude or a valid mode C, and the tracked or corresponding altitude
is greater than the minimum safe altitude (according to track location) plus a system parameter
(STCA_LOWER_ALT).
– The track has a speed, which is greater than a certain value (system parameter:
STCA_LOWER_SPEED).
A track shall be eligible for STCA as a source track if all the following conditions are true:
– The track is already eligible for STCA as a target track.
– The track does not have a SSR code belonging to a group of RAC inhibited SSR codes (system
parameters: RDF_RAC_INHIBITED_CODE).
– The track is coupled with a "controlled or handed-over" flight plan.

– The coupled flight plan does not have a callsign belonging to a group of RAC inhibited callsigns
(system parameters: RDF_RAC_INHIBITED_CALLSIGN).
– The track position is not inside an active STCA inhibition area.
– The coupled flight plan is not in inhibited state.
– The coupled flight plan is not in Hold State.
The eligibility conditions of a track for STCA processing as a source track depend on the system
parameter STCA_ELIGIBILITY.
If STCA_ELIGIBILITY indicates that flight plan data must be considered for STCA processing then a
track shall be eligible for STCA processing as a source track if all the following conditions are true:
– The track is already eligible for STCA processing as a target track.
– The track does not have an SSR code belonging to a group of RAC inhibited SSR codes (system
– The track must be coupled with a flight plan in "controlled" or "handed-over first" or "handed-over"
state.
(system parameters: RDF_RAC_INHIBITED_CALLSIGN).
– The coupled flight plan is not in hold state.
– If the offline system parameter RDF_STCA_EXCLUDE_VFR is TRUE then the coupled flight is not
flying VFR.
– If the offline system parameter RDF_STCA_EXCLUDE_IFR is TRUE then the coupled flight is not
flying IFR.
If STCA_ELIGIBILITY indicates that all flight plan data, except holding data, must be ignored for STCA
processing then a track shall be eligible for STCA processing as a source track if all the following
conditions are true:
– If the track is coupled then the coupled flight plan is not in hold state.
If STCA_ELIGIBILITY indicates that all flight plan data but holding data and coupling status must be
ignored for STCA processing then a track shall be eligible for STCA processing as a source track if all
the following conditions are true:
– The track is coupled to a flight plan that is not in hold state.
#
EUR-P-STCA-39E
– The coupled flight plan is not in suspended state.
#
Note: The operator designating specified flight plans is able to inhibit Aural and visual alerts.
EUR-P-RAC-03
The look-ahead time shall be a system parameter, (STCA_LOOK_AHEAD_TIME) which is different for
APP and ACC STCA areas (see 3.2.1.6.1.1.3).
#
EUR-P-RAC-04
A conflict situation for a track pair shall occur if at the same time:
– The minimum horizontal (system parameter: STCA_FINE_PLANAR_SEP) separation is infringed.
– The minimum vertical separation is infringed.
The vertical separation is defined as follows:
– STCA_ALT_SEP_LOW (system parameter), when the lower aircraft is strictly below a defined flight
level (STCA_ALT_SEP_THRESHOLD, e.g. FL290).
– STCA_ALT_SEP_HIGH (system parameter) when the lower aircraft is at or above
STCA_ALT_SEP_THRESHOLD.
– STCA_ALT_SEP_LOW when:
• The STCA region is declared as RVSM capable.
• And both aircraft are RVSM capable.
• And both aircraft are above STCA_ALT_SEP_THRESHOLD and not above
STCA_RVSM_VERTICAL_LIMIT (system parameter, typical F390).
#
Two different sets of separation criteria shall be used, one in ACC areas and one in APP areas. If the
two aircraft are in different areas, the smaller separation distance is used.
3.2.1.6.1.1.2 Use of Flight Levels for Prediction Purposes

EUR-P-STCA-32
The predicted flight level shall be computed as follows:

– The flight level shall be extrapolated from valid tracked mode C, using the rate of climb/descent
from the altitude tracking.
– When tracked mode C is not valid (altitude tracking not yet initialised for the track), the aircraft shall
be considered in a band of altitudes as follows:
If a track is coupled, the mode C level plus/minus a tolerance based on the max climb/descent
•
rate of the aircraft performance category.
• If track uncoupled, [MODE_C_LEVEL - STCA_UNCOUPLED_TRACK_ROD, MODE_C_LEVEL
+ STCA_UNCOUPLED_TRACK_ROC].
– When the track is in the process of making a level change, the level used as a limit for altitude
prediction shall be the Cleared Flight Level (CFL) from the flight plan, plus (for climb) or minus (for
descent) a value (RDP_MAX_LEVEL_OVERSHOOT). If the aircraft is above or below this level
(CFL plus or minus RDP_MAX_LEVEL_OVERSHOOT), no altitude prediction limit is applied.
If no CFL is available, there shall be no limit to the altitude prediction.
#
EUR-P-STCA-33
If the rate of climb/descent is above a certain threshold (system parameter:

STCA_RATE_THRESHOLD) when the tracked level is within the range [CFL -
STCA_LEVEL_THRESHOLD /2, CFL + STCA_LEVEL_THRESHOLD /2], then the CFL shall not be
used as a limit.
#
3.2.1.6.1.1.3 STCA Processing
3.2.1.6.1.1.3.1 STCA Area

EUR-P-STCA-34
The STCA shall apply in the system area, which may be sub-divided into APP STCA areas and ACC
STCA areas.
The APP areas shall be defined off-line as a polygon with a height. The maximum number of APP
areas shall be a system capacity (RDF_STCA_MAX_APP_NUMBER). The maximum number of
boundary points of the polygon is a system capacity (RDF_STCA_APP_MAX_POINT).
The ceiling is considered to be part of the area.
The ACC areas shall be defined off-line by, closed geographical boundary and upper/lower limit levels.
The maximum number of ACC areas shall be a system capacity (RDF_STCA_MAX_ACC_NUMBER).
Points shall define the boundary, the maximum number of points being a system capacity
(RDF_STCA_ACC_MAX_POINT).
The floor of the volume is considered to be out of the area, the ceiling to be in.
#
EUR-P-RAC-07
Inhibition areas shall be defined off-line by, closed geographical boundary and upper lower limit levels.
The maximum number of inhibition areas shall be a system capacity
(RDF_STCA_MAX_INHIBITION_AREA).
#
EUR-P-STCA-37E
An inhibition area can be declared manually active or inactive.

The STCA processing (of source tracks) shall be inhibited in an active Inhibition Area.
#
See STCA areas in Figure 10.
System area
Inhibition area
APP area
ACC area
Figure 25 - STCA Areas
3.2.1.6.1.1.3.2 Processing
EUR-P-STCA-40
For each eligible system track the STCA function performs:

– Calculation of the predicted position of the track at the look-ahead time. For this calculation, the
current horizontal position of the track, the speed, the current tracked mode C and the rate of
climb/descent are used.
– Determination of all the tracks (target tracks) which are situated in the radar mosaic cell of the
current track and in the adjacent cells the number of which depends on the look-ahead time and
the maximum aircraft speed (system parameter: STCA_MAX_SPEED and
STCA_LOOK_AHEAD_TIME).
– For each pair of tracks (current track with one of the target tracks), calculation of the time interval
during which their horizontal separation is lower than the minimum required horizontal separation.
– For each pair of tracks, calculation of the time interval during which they're vertical separation is
lower than the minimum required vertical separation.
– If there is an overlap between the two calculated time intervals outlined above and if the beginning
of this overlap is before the look-ahead time, the track pair is in conflict. The beginning of the
overlap time intervals is called the conflict time.
If each track of a pair being analysed has different separation criteria, then the smaller separation
distance is used.
#
3.2.1.6.1.1.4 Conflict Handling

When a conflict has been detected for a track pair, a conflict counter M associated with this pair shall
be incremented. When a conflict foreseen during previous processing (M different from 0) is not
detected any more, a conflict miss counter N associated with the pair shall be incremented. The
conflict quality shall be defined as M/(M+N).
EUR-P-STCA-38E
The conflict life cycle shall be divided into a number of states as follows:
– Real conflict, if the conflict time is equal to zero.
– Close conflict, if the conflict time is less than the imminent time (system parameter:
STCA_IMMINENT_TIME).
– Actual conflict, if the conflict time is less than the warning time (system parameter:
STCA_WARNING_TIME) and
• The conflict quality is greater than a threshold (system parameter:
STCA_CONFLICT_QUALITY_THRESHOLD), or
• The conflict counter M is greater than a threshold (system parameter:
STCA_COUNTER_THRESHOLD), or
The horizontal distance at the conflict time is less than the minimum separation distance
•
(system parameter: STCA_SEVERE_SEPARATION_DISTANCE).
– Impending conflict, if the conflict time is less than the look-ahead time.
– Solved conflict if the miss counter N is greater than a maximum value (system parameter:
STCA_SOLVED_COUNTER_THRESHOLD).
#
Note: If a track becomes ineligible for STCA during an alert, the miss counter is incremented.
EUR-P-RAC-08
Conflict warning outputs shall be generated each time a conflict is detected (for the first time or at
subsequent times), the conflict status being Real, Close or Actual.
#
3.2.1.6.1.1.5 STCA Data Provided to the System

EUR-P-STCA-35
The warning output shall contain the following information:

– Track numbers of the two tracks in conflict.
– The conflict status (state).
– Conflict time.
– Minimum horizontal separation within the conflict warning time.
– Minimum vertical separation within the conflict warning time.
– Current distance apart.
#
3.2.1.6.1.1.6 STCA Data Collection

EUR-P-STCA-36
STCA Data Collection provided to the system is recorded for the purpose of Operational Data
Extraction and Analysis.
The data collection function shall be able to be manually enabled or disabled from a dedicated position
(supervisor or TMP position).
The following data shall be recorded each time a conflict occurs:
– Callsign for coupled tracks.
– SSR code for both tracks.
– Track number for both tracks.
– Conflict start and end times.
– Computed minimum distance.
– Position, altitude, speed and climb rate for both tracks.
#
3.2.1.6.1.2 Minimum Safe Altitude Warning (MSAW)
The Minimum Safe Altitude Warning (MSAW) capability, by considering the tracked altitude of the
aircraft, its attitude indicator (climb or descent), its position and speed vector and the MSAW area,
shall inform the responsible controller if the aircraft is predicted to infringe the Minimum Safe Altitude
for the corresponding area.
3.2.1.6.1.2.2 MSAW Area Definition

EUR-P-MSAW-30
It shall be possible to offline define the following types of areas for MSAW processing:
– Terrain hazards are defined as rectangular geographic areas, which are parallel to the System
Reference of Co-ordinates. Each rectangular area is approximated using fine, mosaic grid square
cells, the size of which is RDF_MSAW_RESOL (System Capacity). Each cell shall be assigned a
Minimum Safe Altitude. The MSAW cells, which do not have a defined Minimum Safe Altitude, are
considered unused.
– Obstacles are defined as cylinders and a centre radius and Minimum Safe Altitude must be defined
for each. Different cylinders shall be stacked up to give a representation similar to a relief model of
the obstacles as defined by different contour levels.
The maximum number of terrain hazards and obstacles for the system area shall be a system capacity
(RDF_MSAW_MAX_OBSTACLES and RDF_MSAW_MAX_TERRAINS) and the maximum number of
used terrain hazard square cells shall also be a system capacity, per terrain hazard
(RDF_MSAW_MAX_CELLS_NUMBER).
#
EUR-P-MSAW-31
It shall be possible to offline define inhibition zones (such as final approach zones) in which tracks will
not be subject to MSAW processing. These zones are polygons with a maximum number of boundary
points (RDF_MSAW_INHIBITION_MAX_POINTS). The Maximum number of inhibition zones in the
system shall be a system capacity (RDF_MSAW_MAX_INHIBITION_AREA_NUMBER).
#
EUR-P-MSAW-38E
An inhibition area shall be able to be manually declared active or inactive.

#
3.2.1.6.1.2.3 Track Eligibility for MSAW Processing

EUR-P-MSAW-32D
– Tracks, which are inside one of the predefined inhibition zones.
– Tracks, which are not coupled to a flight plan.
– Tracks, which are coupled to flight plans not in one of the following states: controlled or handed
over.
– Tracks in holding state.
– Tracks having a callsign or an SSR code belonging to a group of RAC inhibited callsigns or SSR
codes (system parameter: RDF_RAC_INHIBITED_CALLSIGN and
RDF_RAC_INHIBITED_CODE).
– VFR tracks: This criterion can be off-line selectable (system parameter: MSAW_VFR_ACT).
Note: When MSAW_VFR_ACT is TRUE, VFR tracks are excluded from MSAW processing.
The eligibility conditions of a track for MSAW processing depend on the system parameter
MSAW_ELIGIBILITY.
If MSAW_ELIGIBILITY indicates that flight plan data must be considered for MSAW processing then a
system track shall be eligible for MSAW processing if all the following conditions are true:
– The track is not inside one of the predefined inhibition zones.
parameter: RDF_RAC_INHIBITED_CODE).
– The track does not have an aged tracked altitude (age of tracked altitude is greater than a system
parameter: RDF_AGED_ALTITUDE) or an unknown tracked altitude.
– The track is coupled to a flight plan in one of the following states: "controlled" or "handed-over" or
"handed-over first".
– The coupled flight plan is not in holding state.
(system parameter: RDF_RAC_INHIBITED_CALLSIGN),
– If the offline system parameter RDF_MSAW_VFR_ACT is set to TRUE then the track is not a VFR
track.
– If the offline system parameter RDF_MSAW_IFR_ACT is set to TRUE then the track is not an IFR
track.
If MSAW_ELIGIBILITY indicates that all flight plan data, except holding data, must not be considered
for MSAW processing then a system track shall be eligible for MSAW processing if all the following
– The track is not inside one of the predefined inhibition zones.
parameter: RDF_RAC_INHIBITED_CODE).
– The track does not have an aged tracked altitude (age of tracked altitude is greater than a system
parameter: RDF_AGED_ALTITUDE) or an unknown tracked altitude.
– If the track is coupled to a flight plan then the coupled flight plan is not in holding state.
#
EUR-P-MSAW-39E
– Tracks, which have an aged tracked altitude (age of tracked altitude is greater than a system
parameter: RDF_AGED_ALTITUDE) or unknown tracked altitude.
#
3.2.1.6.1.2.4 MSAW Processing

EUR-P-MSAW-33
The MSAW processing shall be performed periodically, each "n" system track update (n: system
parameter: MSAW_UPDATE_PERIOD).
#
EUR-P-RAC-14
In order to detect a conflict, it shall be necessary to compute the intersection of the prediction vector of
the aircraft with the concerned MSAW area. The prediction vector shall be defined as the vector
between the current position of the aircraft and its predicted position at the look-ahead time (system
parameter: MSAW_LOOK_AHEAD_TIME).
For level computation, the tracked mode C or tracked altitude is used using the same rules to choose
between altitude or mode C display in track labels (see EUR-P-MRT-09Z).
Tracks predicted to be at MSAW level are to be considered outside the area.
#
EUR-P-MSAW-34
The predicted position of the aircraft in the horizontal plane shall be defined according to its current
horizontal position and its speed vector.
The predicted altitude of the aircraft shall be calculated according to its current tracked altitude and
rate of climb/descent produced by the altitude tracking function.
When the aircraft is in the process of making a level change, the level used as a limit for altitude
prediction shall be the Cleared Flight Level (CFL) from the flight plan, minus (for descent) a value
(RDP_MAX_LEVEL_OVERSHOOT). If the aircraft is below this level (CFL minus
RDP_MAX_LEVEL_OVERSHOOT), no altitude prediction limit is applied.
#
EUR-P-MSAW-35
If the rate of climb/descent is above a certain threshold (system parameter: MSAW_RATE_THRESH)

when the tracked level/tracked altitude is within the range [CFL - MSAW_LEVEL_THRESHOLD /2,
CFL + MSAW_LEVEL_THRESHOLD /2], then the CFL shall not be used as a limit.
#
MSAW processing depends on the type of the MSAW area:
– MSAW processing for terrain hazards. This consists of:
• Determination of terrain hazards that will be crossed by the aircraft up to the look-ahead time.
• For each terrain hazard, determination of the square cells that will be crossed.
• Checking each square cell for conflict by comparing the predicted altitude of the aircraft at the
moment of crossing of the cell with the minimum safe altitude of the cell, and computation of the
conflict time.
– MSAW processing for obstacles. This consists of:
• Determination of obstacles that will be crossed by the aircraft up to the look-ahead time.
• For each obstacle, computation of the intersection of the prediction vector of the aircraft with the
obstacle.
• Computation of the time of intersection.
Note: A vertical safety margin (MSAW_IFR_ALTITUDE_MARGIN for IFR flights, MSAW_VFR_ALTITUDE_MARGIN for VFR
flights and uncoupled tracks) is added to the minimum safe altitude of each cell.

If the conflict occurs at a time exceeding the look-ahead time, the conflict is ignored.
If the conflict occurs at a time within the look-ahead time, a counter related to the appropriate track is
incremented and this represents the intensity of the conflict.
When a conflict foreseen during previous processing is not detected, a conflict miss counter M is
incremented.
M = (n - 1) * MSAW_UPDATE_PERIOD + 1 with n the number of consecutive times the conflict is
missed.
When M >= MSAW_INTENSITY_THRESHOLD, the conflict is solved.

M = 0 when the conflict again occurs.
EUR-P-RAC-15
A warning shall be produced for the HMI function if the conflict intensity exceeds a maximum value
(system parameter: MSAW_INTENSITY_THRESHOLD) or if the conflict is detected within the warning
time (system parameter: MSAW_WARNING_TIME), (less or equal to).
#
3.2.1.6.1.2.6 MSAW Data Provided to the System

EUR-P-MSAW-36
The warning outputs shall contain the:

– Track number of the particular system track.
– Identification of the MSAW area.
– Status of conflict (tentative, imminent or no-conflict).
– Conflict intensity.
– Computed conflict time.
#
Note: "No-conflict" occurs when an existing conflict is resolved or when track becomes ineligible.
3.2.1.6.1.2.7 MSAW Data Collection

EUR-P-MSAW-37
The following data shall be recorded each time a conflict is detected:

– Callsign for coupled tracks and SSR code (if any) for uncoupled tracks.
– Identification of the MSAW area.
– Predicted position and altitude.
– Conflict start and end times.
#
3.2.1.6.1.2.8 Approach Path monitoring Warning (APW)

Final Approach zone is depicted in Figure 11 and Figure 12 below.
A specific MSAW processing shall apply to aircraft arriving at airport eligible for Approach path
monitoring.
This function is performed for aircraft making an approach. The following data are used:
– The runway name with its direction and touchdown point position on the runway.
– The radial distance (distance from touchdown point), this is the distance from which APM is
performed.
– The descending glide path angle.
– The lateral angle.
RUNWAY AXIS
Warning Area Warning Area
LATERAL
ANGLE
WIDTH OF THE STRIP

APM APM
Inhibition Inhibition
Area Area
Warning Area TOUCH DOWN POINTS Warning Area
Figure 26 - Final Approach Zone (top view)
APM APM
Inhibition Inhibition
Area Area
Warning Area Warning Area
GLIDE ANGLE
RADIAL DISTANCE
TOUCH DOWN POINTS
Figure 27 - Final Approach Zone (side view)
3.2.1.6.1.2.8.1 Final Approach Definition

EUR-P-MSAW-40
The different final approach zones shall be defined off-line for each airport with the following
characteristics:
– An Approach Path Monitoring (APM) inhibition area inside which the approach path monitoring is
not performed. This area is defined by two vertical cylinders with an infinite altitude, a radius and a
centre positioned on each runway touch down point.
– A radial distance (distance from runway touch down point) from which the approach path
monitoring is performed.
– Two lateral areas inside which the approach monitoring is performed.
These areas shall be centred on the runway axis, widened with a strip on both sides on each touch
down point position, and opened with a lateral angle.
These areas shall be defined with a glide angle and extended to reach at the radial distance a certain
height above the altitude of the airport.
#
EUR-P-MSAW-41
The number of final approach zones handled by the system shall be lower than a maximum
RDF_MSAW_APP_MAX (VSP).
#
3.2.1.6.1.2.8.2 Approach Path Monitoring Processing
For each system track qualified for MSAW processing (EUR-P-MSAW-32D), the flight data (airport,
runway) of the coupled flight plan are used. A specific MSAW processing applies on system track
detected in the vicinity (geographic criteria) of an airport by using the appropriate final approach zone
defined for the runway.
This function is used for aircraft making an approach to an airport to perform the following:
– Make sure that the approach path of the aircraft is consistent with the descent profile pattern and
the lateral deviation pattern from the runway axis.
– Inhibit the MSAW warning related to relief closeness while the aircraft is within the approach path.
EUR-P-MSAW-42
Approach path monitoring processing shall be applied to a track only if it belongs to one of the final
approach zones defined by the system.
#
EUR-P-MSAW-43
The Approach Path Monitoring algorithm shall perform a vertical and a lateral check at each "n"
system track update (n: VSP, MSAW_UPDATE_PERIOD).
#
EUR-P-MSAW-44
For the vertical check, a MSAW warning shall be generated when the aircraft is below an axis defined
by the touchdown point, the glide path angle minus an angular system parameter
RDF_MSAW_APP_ANG (VSP).
#
EUR-P-MSAW-45
For the lateral check, a MSAW warning shall be generated when the aircraft is outside a pattern
defined by the touchdown point, the radial distance on a lateral angle on each side of the runway axis
plus the strip's width.
#
EUR-P-MSAW-46
The dedicated operator shall be able to globally activate or de-activate the Approach Path Monitoring
Processing.
#
3.2.1.6.1.3 Danger Area Infringement Warning (DAIW)
DAIW are used to designate areas, which are dangerous for an aircraft to enter (e.g. missile firing
area, gunnery).
The Danger area infringement warning (DAIW) capability shall ensure that any aircraft infringing or
predicted to infringe one of the predefined danger areas is detected.
3.2.1.6.1.3.2 DAIW Area Definition

The restricted areas are defined as three-dimensional areas with a lower and an upper altitude. Their
geographic extent is defined by a polygon.
EUR-P-DAIW-30
It shall be possible to offline define up to RDF_DAIW_MAX_AREA_NUMBER fixed DAIW areas per

radar partition. Each fixed DAIW area shall be defined by:
– A set of up to RDF_DAIW_MAX_POLYGON_POINT co-ordinate points defining the vertices of a
closed polygon.
– A lower altitude defining the floor of the volume.
– An upper altitude defining the ceiling of the volume.
– Up to 4 activity periods per day.
#
EUR-P-DAIW-38E
At any time, a maximum number of areas (system capacity RDF_DAIW_MAX_ACT_AREA) shall be

able to be in active status.
All fixed DAIW areas shall be displayed as maps a predefined period before their activation (system
parameter DAIW_DISPLAY_TIME).
#
EUR-P-DAIW-31
The DAIW areas shall be able to be:

– Automatically activated and/or de-activated for up to 4 off-line defined periods per day.
– Manually activated and/or de-activated immediately at authorised positions, one DAIW area may
have the same name in different radar partitions.
– Automatically activated and/or de-activated at a time which has been manually entered at
authorised positions.
#
EUR-P-DAIW-40
The upper and lower limits of the DAIW areas shall be able to be manually modified at authorised
positions.
#
3.2.1.6.1.3.3 Track Eligibility for DAIW Processing

EUR-P-DAIW-32D
The following system tracks shall not be eligible for DAIW processing:
– Tracks not coupled with a flight plan.
– Tracks with a callsign or SSR code belonging to a group of RAC inhibited callsigns or SSR codes.
– Tracks coupled to flight plans not in one of the following states: controlled or handed over.
– Tracks in holding state.
– Tracks, which have an aged or tracked altitude (age of altitude is greater than a system parameter:
RDF_AGED_ALTITUDE), or unknown tracked altitude.
The eligibility conditions of a track for DAIW processing depend on the system parameter
DAIW_ELIGIBILITY.
If DAIW_ELIGIBILITY indicates that flight plan data must be considered for DAIW processing then a
system track shall be eligible for DAIW processing if all the following conditions are true:
– The track does not have an aged tracked altitude (age of altitude is greater than a system
parameter: RDF_AGED_ALTITUDE), or an unknown tracked altitude.
– The track does not have an SSR code belonging to a group of RAC inhibited SSR codes.
– The coupled flight plan does not have a callsign belonging to a group of RAC inhibited callsigns.
– The coupled flight plan is not in holding state.
– If the offline system parameter RDF_DAIW_EXCLUDE_VFR is TRUE then the coupled flight is not
flying VFR.
– If the offline system parameter RDF_DAIW_EXCLUDE_IFR is TRUE then the coupled flight is not
flying IFR.
If DAIW_ELIGIBILITY indicates that all flight plan data, except holding data, must not be considered
for DAIW processing then a system track shall be eligible for DAIW processing if all the o f llowing
– The track does not have an SSR code belonging to a group of RAC inhibited SSR codes.
– If the track is coupled to a flight plan then the coupled flight plan is not in holding state.
#
3.2.1.6.1.3.4 DAIW Processing

EUR-P-DAIW-33
DAIW processing shall be performed periodically each "n" system track update (n = system parameter
DAIW_UPDATE_PERIOD).
#
EUR-P-RAC-21
In order to detect a conflict, it shall be necessary to compute the intersection of the prediction vector of
the aircraft with the particular DAIW area. The prediction vector shall be defined as the vector between
the current position of the aircraft and its predicted position at the look-ahead time (system parameter:
DAIW_LOOK_AHEAD_TIME).
For level computation the tracked mode C or tracked altitude is used using the same rules to choose
between altitude or mode C display in track labels (see EUR-P-MRT-09Z).
Tracks at DAIW lower and upper levels are to be considered outside the area.
#
EUR-P-DAIW-34
The predicted position of the aircraft in the horizontal plane shall be defined according to its current
horizontal position and its speed vector.
The predicted altitude of the aircraft shall be calculated according to its current tracked altitude and its
rate of climb/descent produced by the altitude tracking.
prediction shall be the Cleared Flight Level (CFL) from the flight plan, plus (for climb) or minus (for
descent) a value (RDP_MAX_LEVEL_OVERSHOOT). If the aircraft is above or below this level (CFL
plus or minus RDP_MAX_LEVEL_OVERSHOOT), no altitude prediction limit is applied.
#
EUR-P-DAIW-35
If the rate of climb/descent is above a certain threshold (system parameter:

DAIW_RATE_THRESHOLD) when the tracked level/tracked altitude is within the range [CFL -
DAIW_LEVEL_THRESHOLD /2, CFL + DAIW_LEVEL_THRESHOLD /2], then the CFL shall not be
used as a limit.
#
DAIW processing consists of:

– Determining the DAIW areas that will be crossed by the aircraft till the look-ahead time.
– Verification that the aircraft is situated in the volume of each DAIW area. If it is, the conflict is
effective immediately.
– Computation of the duration for which the aircraft will be inside the polygon of the area, and the
time interval during which the altitude of the aircraft will be between the lower and the upper altitude
of the area. If the two time intervals overlap there is a risk for conflict. The time of conflict is also
determined.

If a conflict occurs at a time within the look-ahead time, a counter relating to the appropriate track is
incremented and this represents the intensity of the conflict.
When a conflict foreseen during previous processing is not detected, a conflict miss counter M is
incremented.
M = (n - 1) * DAIW_UPDATE_PERIOD + 1 with n the number of consecutive times the conflict is
missed.
When M >= DAIW_INTENSITY_THRESHOLD, the conflict is solved.
M = 0 when the conflict is solved.
EUR-P-RAC-22
A warning shall be produced for the HMI function if the conflict intensity exceeds a defined threshold
(system parameter: DAIW_INTENSITY_THRESHOLD) or if the conflict is detected within the warning
time (system parameter: DA IW_WARNING_TIME, less than or equal to).
#
3.2.1.6.1.3.6 DAIW Data Provided to the System

EUR-P-DAIW-36

– Track number of the particular system track.
– Identification of the DAIW area.
– Status of conflict (tentative, imminent or no-conflict).
– Conflict intensity.
– Computed conflict time.
#
Note: "No-conflict" occurs when an existing conflict is resolved or when track becomes ineligible.
3.2.1.6.1.3.7 DAIW Data Collection

EUR-P-DAIW-37D

– Callsign for coupled tracks and SSR code (if any) for uncoupled tracks.
– Identification of the DAIW area.
– Predicted position and altitude.
– Computed conflict start and end times.
#
3.2.1.6.1.4 Temporary Danger Area Warning (TDAW)
TDAW are used to designate areas that are dangerous for an aircraft to enter.
The Temporary Danger Area Warning (TDAW) capability shall ensure that the responsible controller is
informed if radar coupled tracks infringe one of the on-line defined areas.
3.2.1.6.1.4.2 Track Eligibility for TDAW Processing

EUR-N-TDAW-32
The eligibility conditions of a track for TDAW processing depend on the system parameter
TDAW_ELIGIBILITY.
If TDAW_ELIGIBILITY indicates that flight plan data must be considered for TDAW processing then a
system track shall be eligible for TDAW processing if all the following conditions are true:
– If the offline system parameter RDF_TDAW_EXCLUDE_VFR is TRUE then the coupled flight is not
flying VFR.
–
– If the offline system parameter RDF_TDAW_EXCLUDE_IFR is TRUE then the coupled flight is not
flying IFR.
–
If TDAW_ELIGIBILITY indicates that all flight plan data must not be considered for TDAW processing
then a system track shall be eligible for TDAW processing if all the following conditions are true:
#
3.2.1.6.1.4.3 TDAW Processing

EUR-N-TDAW-33
TDAW processing shall be performed periodically each ‘n’ system track update (n = system parameter
RDF_TDAW_UPDATE_PERIOD).
#
EUR-N-TDAW-34
TDAW processing uses the current horizontal position of the track. For level computation, the tracked
mode C or tracked altitude uses the same rules to choose between altitude and mode C as used for
the display in track labels (see EUR-P-MRT-09Z).
#
EUR-N-TDAW-85
Hard copy printout and/or display of TDAW radar warning, including position, callsign, type of warning,
start or stop shall be sent to off-line defined positions (ALERTS.ASF) at the beginning and end of each
radar detected TDAW.
#
3.2.1.6.1.4.4 TDAW Data Provided to the System

EUR-N-TDAW-36

– Track number of the particular system track,
– Identification of the TDAW,
– Status of conflict (conflict or no-conflict).
#
3.2.1.6.1.4.5 TDAW Data Collection

EUR-N-TDAW-37

– Identification of the TDAW area
– Position and altitude
– Callsign
– Conflict start & end times
#
3.2.1.6.1.5 Restricted Areas

EUR-P-RRESTA-30D
These areas are maps, which shall be displayed a predefined period (RDF_REST_DISPLAY_TIME)
before their activation.
Up to "n" (system capacity RDF_MAX_REST_AREA) restricted areas can be defined, with up to 4
activity periods.
At any time, a maximum number of areas (RDF_MAX_ACT_REST_AREA) shall be able to be in active
status.
#
3.2.1.6.2 Track/Flight Plan Integrated Capabilities
3.2.1.6.2.1 Track/Flight Plan Coupling
The objective of Track/Flight Plan coupling shall be the establishment of an association between a
system track, maintained by the Radar Data Function and a flight plan processed by the Flight Plan
Function.
This link shall be able to be performed automatically (automatic coupling) or by a controller's action
(manual coupling).
The link between a track and a flight plan shall be used for the presentation of the aircraft
"identification" to specific positions and for use by all other track/flight plan integrated capabilities. The
callsign and any predefined data of the FDR (Flight Data Record) are appended to the track data for
inclusion in the displayed track label.
3.2.1.6.2.1.2 Automatic Coupling

EUR-P-TFC-31
A system track shall be eligible for automatic coupling if the following conditions are met:
– The track is uncoupled.
– The track has a speed exceeding a defined value (system parameter:
RDF_TFC_SPEED_THRESHOLD).
#
EUR-P-TFC-42E
– The track has a valid discrete Mode 3/A SSR code.
#
EUR-P-TFC-32
A flight plan shall be eligible for automatic coupling if:

– The FDR has a 4-digit Mode A SSR code.
– It is not already coupled.
– It is not blocked from reuse after a manual uncoupling (refer to 3.2.1.6.2.1.6).

– Its state qualifies for coupling (refer to Flight Plan Function).
#
EUR-P-TFC-33
An automatic coupling attempt shall be performed:

– At each system track creation or on de-coupling of a system track.
– At each change of the SSR code of a flight plan.
– At flight plan co-ordination.
– At each change of the Mode 3/A SSR code of a system track.
– Periodically each 'n' system track update (system parameter: RDF_TFC_UPDATE_PERIOD).
#
EUR-P-TFC-45E
– Each system track update if the track is inside the airport circle (EUR-P-TFC-34E) and if the
previous coupling attempt was refused due to:
• Track below speed threshold of EUR-P-TFC-31 or
• Track below airport circle altitude of EUR-P-TFC-34E.
#
EUR-P-TFC-40D
Automatic coupling is based on a comparison between the Mode A SSR code of a track and the SSR
codes declared in the Flight Data Record (FDR), with the following order of priority:
– The ASSR (assigned SSR code) currently assigned to the flight within the FIR.
– The PSSR (previous SSR code), used for inbound flight, which was used in the previous FIR or the
previous code used in the case of a code change within the FIR.
– If the PSSR is used for coupling, an appropriate warning message is displayed to the responsible
functional sector.
I.e. coupling shall always be attempted with all ASSR codes before any PSSR codes are checked.
#
EUR-P-TFC-34E
The Mode A SSR code of the track shall be compared with the PSSR code (if defined) and the ASSR
code of the flight plan. If one code is matching, a position check is performed. This position check is
not performed for AFIL flight plans, which have not received an ATO after the first point to allow AFIL
to always couple independently of aircraft position.
The position check shall check the following:
– If the track is inside a route surface model related to the flight plan route.
This route surface model shall consist of:
– A circle around the points of the route, the radius being a system parameter dependant upon the
nature of the point; Airport (RDF_TFC_AIRPORT_RADIUS) or a point inside the FIR
(RDF_TFC_FIR_POINT_RADIUS).
– A half circle around the boundary point (radius being a system parameter:
RDF_TFC_BOUNDARY_POINT_RADIUS), (this half circle only applies for the first entry point).
– A circle around sector transition and UPR points with diameter the same as the associated route
segment.
– Corridors between points, the width of the corridor being a system parameter:
• RDF_TFC_UNPUBLISHED_CORRIDOR_WIDTH (VSP for unpublished segments).
• RDF_TFC_PUBLISHED_CORRIDOR_WIDTH (VSP for published segments).
Corridor also applied during the exit-re-entry part of the route.
The route surface model starts at the last overflown point, which is the last point for which an actual
time of overflight has been computed following a position report. The circular part, which is on the later
side of the bisector between previous and next segment of the route remains as part of the model until
next point is overflown.
In addition, inside the airport circle, the coupling shall be allowed only if the track altitude is above the
ADEP altitude plus a system parameter (RDF_TFC_ALT_THRESHOLD).
Inside RDF_APR_ADES_RADIUS from ADEP, the system track must have a valid mode C to be
considered above the altitude.
#
EUR-P-TFC-43E
The track shall be considered above the altitude:

– If outside RDF_APR_ADES_RADIUS from ADEP and
– If there is no tracked mode C and
– There is no valid mode C in the system track and
– The track is not in coast status.
#
The figure shown below is an example of a typical route surface model for an inbound flight.
bissector
After overflight of point
Entry point
Aerodrome
bissector
Flight Plan route
Figure 28 - Route Surface Model for Coupling
The circle around the airport is still used after the aircraft has taken off as long as he has not exited the
circle. The circle around the ADES is still used after the aircraft has overflown the destination point (to
allow re-coupling of touch-and-go).
If the track is found inside this route surface model:
– The coupling shall be confirmed and the identification database (correspondence bet ween the track
and the flight plan) is updated accordingly.
– The next point to be overflown shall be computed according to the location of the track on the
route.
– A report shall be sent to the flight plan function for update of the flight plan and possible automatic
activation in the case of a departure flight (refer to 3.2.1.3.4.2).
3.2.1.6.2.1.3 Duplicate SSR Code Processing

EUR-P-TFC-35D
At each coupling attempt (See occurrences in EUR-P-TFC-33) for a track, a check is made to see if
DUPE conditions exist, in order to activate or deactivate the DUPE alerts.
The DUPE condition exists in either of the following cases:

– 2 Plans.
2 or more flight plans could have coupled to the same track, i.e. they meet all coupling criteria
except that one plan is already coupled to the track. In this case, the coupled radar track will show
the DUPE alert. A warning showing both ACIDs and the latitude/longitude position of the coupled
track shall be issued to the controllers responsible for both flight plans. It shall not be sent to the
supervisor positions.
– 2 Tracks.
A track exists which meets all coupling criteria with a plan except when another track is already
coupled to the plan. In this case, both this track and the coupled track will show DUPE alert. The
strip of the plan shall indicate DUPE status.
3.2.1.6.2.1.4 Automatic Coupling Maintenance

A coupling being established, this coupling shall be dissolved automatically in the following cases:
EUR-P-TFC-36
When the SSR code in the flight plan is changed and if the SSR code of the track remains different
from the new flight plan code during more than a predefined number of system track updates (system
parameter: RDF_TFC_DECOUPLING_UPDATE_THRESHOLD), then the coupling shall be dissolved.
#
EUR-P-TFC-37
• Uncoupling shall occur:
• When the SSR code of the track changes, and
• If the new code is not one of the predefined special or emergency SSR codes, or the "ASSR code"
of the flight plan, and
• If this situation remains for more than a predefined number of system-track updates, (system
parameter: RDF_TFC_DECOUPLING_UPDATE_THRESHOLD).
This process is applied to manually coupled tracks.
#
EUR-P-TFC-44E
A track with an invalid or aged SSR code shall not be automatically de-coupled.
#
3.2.1.6.2.1.5 Manual Coupling

EUR-P-TFC-38
Uncoupled system tracks shall be able to be manually coupled, with uncoupled flight plans by a
controller's command.
Manual coupling shall be accepted or refused by the system depending on the SSR code type and the
type of the flight plan code (refer to Table 3-72). The position test shall not be used for manual
coupling. Further descriptions of SSR codes are given in paragraph 3.2.1.3.8.1 and the document
referred to in [9]
#
TRACK → PRIMARY, or invalid NON DISCRETE DISCRETE EMERGENCY

FLIGHT SSR or no SSR SSR SSR
PLAN CODE
(ASSR/PSSR)
↓
NONE YES YES NO YES
NON DISCRETE YES YES if SSR match NO YES
SSR
DISCRETE SSR YES NO YES if SSR match YES
Table 3-72 Validity of Manual coupling between a Track and a Flight Plan
3.2.1.6.2.1.6 Manual De-Coupling

EUR-P-TFC-07F
An automatically or manually coupled track/flight plan shall be able to be terminated by a controller's

command.
A flight plan subjected to a manual uncoupling command while it is automatically coupled shall be
excluded from further automatic coupling in the same RDP partition (blocked), until the SSR code is
manually changed.
#
3.2.1.6.2.1.7 Combined Coupling and De-coupling

EUR-P-TFC-30
A single action to couple an already coupled flight plan (e.g. to correct a wrong coupling) shall be
processed by a de-coupling of the flight plan followed by a coupling between the flight plan and the
designated track.
Only one APR, corresponding to manual coupling, will be sent to FDP in this case.
All the relevant criteria to allow the manual de-coupling and coupling described must be used for this
action to be carried out successfully.
#
3.2.1.6.2.1.8 Coupling Cancellation

EUR-P-TFC-08
Except for cases of automatic or manual uncoupling, the track/flight plan coupling shall be also
terminated when:
– A coupled system track is cancelled (track lost).
– The FDR is cancelled.
#
EUR-P-TFC-39C
For a de-coupling due to a system track loss, at the time of the track cancellation, the Pilot Reported
Level (PRL) shall be reset overwriting any existing PRL as follows:
The tracked mode C or tracked altitude is used using the same rules to choose between altitude and
mode C display in track labels (see EUR-P -MRT-09Z).
#
The figures shown below depict the coupling states that both tracks and flight plans can assume.
New System Track
UNCOUPLED
Matching SSR code +

positional criteria Coupling Command
AUTOMATICALLY MANUALLY
COUPLED COUPLED
A B C
Track Lost Track Lost Track Lost
A: SSR code of the system track changes to one of the special SSR codes or the ASSR
code in the FDR.
B: Manual de-coupling or incompatible SSR code switch in the system track.
C: Manual de-coupling or FDR cancellation
Figure 29 - Coupling State Changes of a System Track
New FDR
Manual de-coupling
UNCOUPLED
Matching SSR code

+ positional criteria Coupling Command
AUTOMATICALLY MANUALLY
COUPLED COUPLED
B A Track Lost
C C C
Manual coupling
UNCOUPLED
Manual de-coupling BLOCKED
Change of SSR code in FDR
C
A: System track lost, or incompatible SSR code change either in the system track or the FDR
B: SSR code in the system track switches to one of the special SSR code or to the ASSR code
C: FDR cancelled
Figure 30 - Coupling State Changes of a FDR.
3.2.1.6.2.1.9 Identification Information

When a coupling between a system track and a flight plan is established, the information from the FDR
shall be made available together with track information for the HMI function for display purposes.
3.2.1.6.2.2 Route Adherence Monitoring (RAM)

Route Adherence Monitoring (RAM) capability shall check if an aircraft (i.e. system track) is following
the planned route, as stated in the associated flight plan.
EUR-N-RAM-37
The route surface model used for radar RAM processing is a variable, two-dimensional containment
envelope surrounding the flight plan route. The parameters defining the geometry and application of
the model are of the following type:
– Corridor widths,
– Waypoint radii, and
– Update rates in number of system track updates (this is related to the corridor width as the
narrower the corridor width the sooner the aircraft could establish itself outside the corridor and the
more frequently RAM checks need to be run).
These parameters may be specified, offline, for:
– Identified segments of named coded routes (optional):
• RADAR_RAM_CORRIDOR_WIDTH_ROUTE_x_SEGMENT_y,
• RADAR_RAM_POINT_RADIUS_ROUTE_x_SEGMENT_y,
• RADAR_RAM_UPDATE_PERIOD_ROUTE_x_SEGMENT_y,
• RADAR_RNP_RAM_CORRIDOR_WIDTH_ROUTE_x_SEGMENT_y,
• RADAR_RNP_RAM_POINT_RADIUS_ROUTE_x_SEGMENT_y,
• RADAR_RNP_RAM_UPDATE_PERIOD_ROUTE_x_SEGMENT_y,
– Entire named coded routes (optional):
• RADAR_RAM_CORRIDOR_WIDTH_ROUTE_x,
• RADAR_RAM_POINT_RADIUS_ROUTE_x,
• RADAR_RAM_UPDATE_PERIOD_ROUTE_x,
• RADAR_RNP_RAM_CORRIDOR_WIDTH_ROUTE_x,
• RADAR_RNP_RAM_POINT_RADIUS_ROUTE_x,
• RADAR_RNP_RAM_UPDATE_PERIOD_ROUTE_x,
– Named volumetric sectors of airspace in a FIR (optional):
• RADAR_RAM_CORRIDOR_WIDTH_PUBLISHED_VOLUME_x,
• RADAR_RAM_CORRIDOR_WIDTH_UNPUBLISHED_VOLUME_x,
• RADAR_RAM_POINT_RADIUS_PUBLISHED_VOLUME_x,
• RADAR_RAM_POINT_RADIUS_UNPUBLISHED_VOLUME_x,
• RADAR_RAM_UPDATE_PERIOD_PUBLISHED_VOLUME_x,
• RADAR_RAM_UPDATE_PERIOD_UNPUBLISHED_VOLUME_x,
• RADAR_RNP_RAM_CORRIDOR_WIDTH_PUBLISHED_VOLUME_x,
• RADAR_RNP_RAM_CORRIDOR_WIDTH_UNPUBLISHED_VOLUME_x,
• RADAR_RNP_RAM_POINT_RADIUS_PUBLISHED_VOLUME_x,
• RADAR_RNP_RAM_POINT_RADIUS_UNPUBLISHED_VOLUME_x,
• RADAR_RNP_RAM_UPDATE_PERIOD_PUBLISHED_VOLUME_x,
• RADAR_RNP_RAM_UPDATE_PERIOD_UNPUBLISHED_VOLUME_x,
– Entire FIR (compulsory):
• RADAR_RAM_CORRIDOR_WIDTH_PUBLISHED_FIR_x,
• RADAR_RAM_CORRIDOR_WIDTH_UNPUBLISHED_FIR_x,
• RADAR_RAM_POINT_RADIUS_PUBLISHED_FIR_x,
• RADAR_RAM_POINT_RADIUS_UNPUBLISHED_FIR_x,
• RADAR_RAM_UPDATE_PERIOD_PUBLISHED_FIR_x,
• RADAR_RAM_UPDATE_PERIOD_UNPUBLISHED_FIR_x,
• RADAR_RAM_AIRPORT_RADIUS_FIR_x,
• RADAR_RAM_BOUNDARY_POINT_RADIUS_FIR_x,
• RADAR_RNP_RAM_CORRIDOR_WIDTH_PUBLISHED_FIR_x,
• RADAR_RNP_RAM_CORRIDOR_WIDTH_UNPUBLISHED_FIR_x,
• RADAR_RNP_RAM_POINT_RADIUS_PUBLISHED_FIR_x,
• RADAR_RNP_RAM_POINT_RADIUS_UNPUBLISHED_FIR_x,
• RADAR_RNP_RAM_UPDATE_PERIOD_PUBLISHED_FIR_x,
• RADAR_RNP_RAM_UPDATE_PERIOD_UNPUBLISHED_FIR_x,
• RADAR_RNP_RAM_AIRPORT_RADIUS_FIR_x,
• RADAR_RNP_RAM_BOUNDARY_POINT_RADIUS_FIR_x,
Where:
– RNP parameters are applicable to RNP-capable aircraft,
– Non RNP parameters are applicable to non RNP-capable aircraft,
– PUBLISHED parameters are applicable to route segments that are published (i.e. those that are
bounded at both ends by airports, defined points, entry or exit points),
– UNPUBLISHED parameters are applicable to route segments that are unpublished (i.e. those that
are bounded at both ends by geographical points),
– AIRPORT parameters are applicable to waypoints that are airports (only ADEP and ADES are
marked as airports),
– BOUNDARY_POINT parameters are applicable to waypoints that are boundary points of the FIR (a
boundary point radius is used to qualify a semi-circle on the inside of the FIR),
#
EUR-N-RAM-32
It is possible that the values of the parameters defining the RAM route surface model may change for
each segment of the flight plan coded route. The values to be used per leg of the coded route shall be
determined by searching through the off-line parameter definitions (for the appropriate RNP capability)
in the following order and using the first values found:
– Any optional values specified for particular segments of the coded route,
– Any optional values specified for the entire coded route,
– Any optional values specified for volumes of airspace (volumetric sectors), using any radii specified
for airports and boundary points if such points are present,
– The compulsory values specified for the entire FIR, using the radii specified for airports and
boundary points if such points are present.
In addition, the following considerations shall be applied:
– If a waypoint has been allocated different radii on different coded routes then the smallest allocated
radius should be used,
– If a waypoint has been allocated a radius on a coded route but no radius on another then the
allocated radius should be used,
– If the flight plan route is modified by the insertion of point(s) in the middle of a coded route (by any
means, including a graphical re-route), then those section(s) of the coded route located on either
side of the inserted point(s) must still be considered a part of the original coded route (i.e. it must
use the route surface model parameter values associated with the coded route and not those
associated with the inserted points),
#
EUR-N-RAM-30
For each coupled radar track a RAM check shall be executed:

– Every “RADAR_RAM_UPDATE_PERIOD” system track update cycles, where the
“RADAR_RAM_UPDATE_PERIOD” has been determined as the offline-defined value to be used
for the flight plan leg that the track is currently on,
– Each time the coupled flight plan route is updated.
#
EUR-N-RAM-36
A coupled radar track shall be considered to be on the route if it is found to be in the RAM route
surface model starting from the last overflown point, if any, or the first point if none.
#
EUR-P-RAM-31
A system track shall be eligible for RAM if all the following criteria are satisfied:
– The track is coupled to a flight plan, which is qualified for RAM (refer to Flight Plan Function).
– The track is not in Hold State.
– For an exit flight, the exit point has not been overflown.
RAM shall be not performed for aircraft, which have reached the FDRG exit point of the FIR.
#
EUR-P-RAM-33B
The flight plan shall not be eligible for RAM if:

– The plan is in INHIBITED State.
– For an AFIL, before the aircraft reaches the first route point.
#
EUR-P-RAM-34E
– The plan is in SUSPENDED State.
#
EUR-P-RAM-32
The track shall be considered to be on the route if it is found to be in the route surface model starting
from the last flown point, if any (see position check 3.2.1.6.2.1.2).
This check is performed using a set of system parameters:
– RAM_CORRIDOR_WIDTH_PUBLISHED (VSP for published segments), and
– RAM_CORRIDOR_WIDTH_UNPUBLISHED (VSP for unpublished segments), and
– RAM_POINT_RADIUS (VSP).
Segments having as both extremities, either airports, defined points, entry or exit points are published.
Segments having as both extremities geographical points are unpublished.
When a segment does not qualify for published or unpublished, the smallest value for the corridor
width is used.
– The above parameters shall be used as default for routes not offline defined as a coded route
(ROUTE file) otherwise RDF_RAM_CORRIDOR_WIDTH_PER_ROUTE and/or
RDF_MAX_POINT_RADIUS_PER_ROUTE shall be used.
– For coded routes, at the end of a route/start of the next route, the smallest
RDF_RAM_POINT_RADIUS_PER_ROUTE value shall be used.
Airports use RDF_TFC_AIRPORT_RADIUS and entry points use
RDF_TFC_BOUNDARY_POINT_RADIUS in half circle around boundary point.
#
EUR-N-RAM-35
RDF_RAM_CORRIDOR_WIDTH_PER_ROUTE and RDF_RAM_POINT_RADIUS_PER_ROUTE

parameters shall be defined off-line for each route (ROUTE file).
#
3.2.1.6.2.3 Automatic Position Reporting (APR)

EUR-P-APR-30D
Automatic Position Reporting (APR) capability shall produce reports to the Flight Plan Function:
– At coupling. When coupling occurs in the circle around ADEP, ADEP shall be flagged as overflown.
– At the overflight of each significant point of the route of the aircraft (see Flight Plan Function and
note below).
If the RDP detects that more than one point of the route has been overflown between 2 MRT cycle
updates, only APR indicating the overflight of the last overflown point will be sent to FDP.
– Upon entry of the aircraft within an off-line defined Arrival Volume, System Parameters AVRAD and
AVHT.
– Upon exit of the aircraft from the off-line defined Arrival Volume (See above) only after entry into
the Arrival Volume.
– At predefined intervals.
– At system track cancellation.

– Whenever an automatic or manual uncoupling occurs.
– Whenever the RAM processing recalculates the track ON_ROUTE after it has been off-route.
– At the first RAM detection of the track being off-route.
– Whenever a coupled track changes its SSR code for another valid SSR code.
– Whenever RAM detects a coupled track in a different and subsequent route segment, (see note
below).
Note: APRs may occur before the track has entered the FDRG for the first time, as described in EUR-P- ESTIM-51.
#
EUR-P-TFC-14
Different periods are used:

– RDF_APR_UPDATE_CRUISE_PERIOD, if the aircraft is in cruising phase, or
– RDF_APR_UPDATE_MANOEUVRE_ PERIOD (which is smaller than the parameter used for
cruising phase) if the aircraft is in climb and descent phases.
#
Overflight of a point is detected if the last and penultimate updated positions of the system track are on
different sides of the bisector of the angle between the two route segments going through this point,
and the last updated position is inside a circle around the point. (The radius of the circle is a system
parameter: RDF_APR_POINT_RADIUS and a CSP, RDF_APR_ADES_RADIUS, for destination
airports). Refer to Figure 16.
Next Route
Segment
Bisecting Line
Current Route
Segment
Figure 31 - Detection of Overflight of a Point

EUR-P-TFC-15D
A system track shall be eligible for APR if the following conditions are met:
– The track is coupled with a flight plan qualified for APR.
– The track is not in holding state.
– The next point (including ADES) to be overflown is available.
– The track is considered by the RAM function to be on the route, or APR is a result of the coupling
event. (If a flight is not eligible for RAM, the associated track is considered to be on the route).
#
Note: For AFIL flights, at initial coupling, the aircraft is assumed to fly towards the first point of the route until any beacon of the
route has actually been overflown.
EUR-P-APR-31C
The position report sent to the Flight Plan Function contains the track position, the tracked mode C (or
tracked altitude if below transition altitude/level) flight level and the corresponding detection time.
The tracked mode C or tracked altitude is chosen using the same rules to choose between altitude or
mode C display in track labels (see EUR-P -MRT-09Z).
#
EUR-P-APR-32E
If the tracked altitude/flight level is invalid, it is not included in the report to FDP function.
3.2.1.6.2.4 Sharp Turn Processing

When checking each route segment, the track shall be considered NOT inside (Note: other conditions
must also be satisfied to be inside) the current -segment corridor if:
– The heading of the current and the heading of the next route segment results in a sharp turn of
move than (180° - CSP), (CSP = SHARP_ROUTE_CURVE_THRESHOLD (45°)), and
– The track is not inside the circles at the beginning and end of this route segment, and
– The radar track velocity vector indicates that the aircraft is going "backwards" on the current route
segment (i.e. the velocity vector differs from the current route segment heading by more than 90°).
EUR-P-TFC-12
When a system track does not comply with the position check, an alert shall be communicated to the
HMI function. This alert shall remain until the track regains the route.
#
EUR-P-RAM-35F
Hard copy printout and/or display of RAM alert, including position, callsign, type of warning, start or
#
3.2.1.6.2.5 Cleared Level Adherence Monitoring (CLAM)

The Cleared Level Adherence Monitoring (CLAM) function shall monitor the actual level of an aircraft
(system track) and compares it with the CLAM flight level (CFL) of the associated flight plan.
EUR-P-CLAM-30
If this function is activated, it shall be invoked each system track update.

#
EUR-P-CLAM-33B
The flight plan shall not be eligible for CLAM if the plan is in INHIBITED State.
#
EUR-P-CLAM-34E
The flight plan shall not be eligible for CLAM if the plan is in SUSPENDED State.
#
EUR-P-TFC-17
A system track shall be eligible for CLAM if all the following conditions are satisfied:
– The track is coupled with a flight plan, which qualifies for CLAM.
– The coupled flight plan contains a cleared flight level (CFL) that is greater than a predefined value
(system parameter: CLAM_LEVEL_THRESHOLD).
– Mode C is available.
– There is a valid CFL (i.e. not blank).
– The track has a valid tracked altitude (attitude indicator is level, climbing or descending).
– The track's tracked altitude is above a predefined value (CLAM_TRACK_LEVEL_THRESHOLD).
#
EUR-P-TFC-18
The system track shall adhere to the CLAM level if one of the following conditions is true:
– CFL - SP <= flight level <= CFL + SP.
– Flight level > CFL + SP and the track indicates a descending attitude.
– Flight level < CFL - SP and the track indicates a climbing attitude.
#
SP is a system parameter: CLAM_DEVIATION, which defines the tolerated deviation with respect to
the CLAM level.
Note: After entering a new CFL, this level is not taken into account immediately; CLAM processing is inhibited until aircraft
vertical manoeuvre is detected or until a time-out (VSP global for the system).
EUR-P-TFC-19
When a system track does not adhere to the CLAM flight level, an alert shall be sent to the HMI
function.
However, whilst the system track is declared in level flight, the alert shall not be sent to the HMI
function until the system track is detected not adhering to the CLAM levels for a VSP parameter
(CLAM_LEVEL_FLIGHT_DELAY - min 0 - max 15) number of system track updates.
Note: 1. Adherence during this period cancels the alert. The delay is reinitialised when the next CLAM alert condition is
triggered with the track in level flight.
2. A detection failure or invalid mode C during this period shall not restart the delay.
#
EUR-P-CLAM-35F
Hard copy printout and/or display of CLAM alert, including position, callsign, type of alert, start or stop
shall be sent to adapted positions at the beginning and end of each alert.
#
3.2.1.6.3 ADS / Flight Plan Integrated Capabilities
3.2.1.6.3.1 ADS Route Conformance Warning Checking (ARCW)

EUR-N-ADS-201
The route surface model used for ADS-C ARCW processing is a variable, two-dimensional
containment envelope surrounding the flight plan route. The parameters defining the geometry of the
model are of the following type:
– Corridor widths, and
– Waypoint radii.
• ADS_C_ARCW_CORRIDOR_WIDTH_ROUTE_x_SEGMENT_y,
• ADS_C_RAM_ARCW_POINT_RADIUS_ROUTE_x_SEGMENT_y,
ADS_C_RNP_ARCW_CORRIDOR_WIDTH_ROUTE_x_SEGMENT_y,
•
ADS_C_RNP_RAM_ARCW_POINT_RADIUS_ROUTE_x_SEGMENT_y.
•

• ADS_C_ARCW_CORRIDOR_WIDTH_ROUTE_x,
• ADS_C_RAM_ARCW_POINT_RADIUS_ROUTE_x,
• ADS_C_RNP_ARCW_CORRIDOR_WIDTH_ROUTE_x,
• ADS_C_RNP_ARCW_RAM_POINT_RADIUS_ROUTE_x,
• ADS_C_ARCW_CORRIDOR_WIDTH_PUBLISHED_VOLUME_x,
• ADS_C_ARCW_CORRIDOR_WIDTH_UNPUBLISHED_VOLUME_x,
• ADS_C_ARCW_POINT_RADIUS_PUBLISHED_VOLUME_x,
• ADS_C_ARCW_POINT_RADIUS_UNPUBLISHED_VOLUME_x,
• ADS_C_RNP_ARCW_CORRIDOR_WIDTH_PUBLISHED_VOLUME_x,
• ADS_C_RNP_ARCW_CORRIDOR_WIDTH_UNPUBLISHED_VOLUME_x,
• ADS_C_RNP_ARCW_POINT_RADIUS_PUBLISHED_VOLUME_x,
• ADS_C_RNP_ARCW_POINT_RADIUS_UNPUBLISHED_VOLUME_x,

• ADS_C_ARCW_CORRIDOR_WIDTH_PUBLISHED_FIR_x,
• ADS_C_ARCW_CORRIDOR_WIDTH_UNPUBLISHED_FIR_x,
• ADS_C_ARCW_POINT_RADIUS_PUBLISHED_FIR_x,
• ADS_C_ARCW_POINT_RADIUS_UNPUBLISHED_FIR_x,
• ADS_C_ARCW_AIRPORT_RADIUS_FIR_x,
• ADS_C_ARCW_BOUNDARY_POINT_RADIUS_FIR_x,
• ADS_C_RNP_ARCW_CORRIDOR_WIDTH_PUBLISHED_FIR_x,
• ADS_C_RNP_ARCW_CORRIDOR_WIDTH_UNPUBLISHED_FIR_x,
• ADS_C_RNP_ARCW_POINT_RADIUS_PUBLISHED_FIR_x,
• ADS_C_RNP_ARCW_POINT_RADIUS_UNPUBLISHED_FIR_x,
• ADS_C_RNP_ARCW_AIRPORT_RADIUS_FIR_x,
• ADS_C_RNP_ARCW_BOUNDARY_POINT_RADIUS_FIR_x,
Where:
– Non RNP parameters are applicable to non RNP-capable aircraft,
– RAM_ARCW parameters are common to both ADS-C RAM and ARCW alert processing.
#
EUR-N-ADS-202
It is possible that the values of the parameters defining the ADS -C ARCW route surface model may
change for each segment of the flight plan coded route. The values to be used per leg of the coded
route shall be determined by searching through the off-line parameter definitions (for the appropriate
RNP capability) in the following order and using the first values found:
associated with the inserted points).
#
EUR-N-ADS-206
For ARCW alerting a route surface model is also constructed around the predicted route received from
the aircraft. The route surface model is a fixed, two-dimensional containment envelope surrounding the
predicted route. The parameters defining the geometry of the model are of the following type:
– Waypoint radii.
– The entire FIR (compulsory):
• ADS_C_ARCW_PREDICTED_ROUTE_CW,
• ADS_C_ARCW_PREDICTED_ROUTE_POINT_RADIUS,
• ADS_C_RNP_ARCW_PREDICTED_ROUTE_CW,
• ADS_C_RNP_ARCW_PREDICTED_ROUTE_POINT_RADIUS,
Where:
– Non-RNP parameters are applicable to non RNP-capable aircraft.
#
EUR-P-ADS-22
For coupled ADS track, the ADS process shall monitor the conformance between the flight plan route
and the aircraft programmed route, received via the predicted route group.
On each receipt of a predicted route group from a coupled aircraft, this route shall be checked against
the route of the coupled flight plan using a route corridor technique. All parts of the predicted route
must lie within the ADS-C ARCW route surface model, and all parts of that section of the flight plan
route adjacent to the predicted route must lie within the ADS -C ARCW predicted route surface model.
If a difference is detected between both routes, a graphic alert, showing the aircraft's predicted route
shall be displayed.
The ARCW is not re-triggered on receipt of a subsequent predicted route group, which contains the
same positional data (i.e. next and next+1).
The alert is suppressed by receipt of a new predicted route group, which conforms to the flight plan.
#
3.2.1.6.3.2 Route Adherence Monitoring (RAM)

EUR-N-ADS-203
The route surface model used for ADS -C RAM processing is a variable, two-dimensional containment
envelope surrounding the flight plan route. The parameters defining the geometry of the model are of
the following type:
– Waypoint radii.
• ADS_C_RAM_CORRIDOR_WIDTH_ROUTE_x_SEGMENT_y,
• ADS_C_RAM_ARCW_POINT_RADIUS_ROUTE_x_SEGMENT_y,
• ADS_C_RNP_RAM_CORRIDOR_WIDTH_ROUTE_x_SEGMENT_y,
• ADS_C_RNP_RAM_ARCW_POINT_RADIUS_ROUTE_x_SEGMENT_y.
• ADS_C_RAM_CORRIDOR_WIDTH_ROUTE_x,
• ADS_C_RAM_ARCW_POINT_RADIUS_ROUTE_x,
• ADS_C_RNP_RAM_CORRIDOR_WIDTH_ROUTE_x,
• ADS_C_RNP_ARCW_RAM_POINT_RADIUS_ROUTE_x,

• ADS_C_RAM_CORRIDOR_WIDTH_PUBLISHED_VOLUME_x,
• ADS_C_RAM_CORRIDOR_WIDTH_UNPUBLISHED_VOLUME_x,
• ADS_C_RAM_POINT_RADIUS_PUBLISHED_VOLUME_x,
• ADS_C_RAM_POINT_RADIUS_UNPUBLISHED_VOLUME_x,
• ADS_C_RNP_RAM_CORRIDOR_WIDTH_PUBLISHED_VOLUME_x,
• ADS_C_RNP_RAM_CORRIDOR_WIDTH_UNPUBLISHED_VOLUME_x,
• ADS_C_RNP_RAM_POINT_RADIUS_PUBLISHED_VOLUME_x,
ADS_C_RNP_RAM_POINT_RADIUS_UNPUBLISHED_VOLUME_x,
•

• ADS_C_RAM_CORRIDOR_WIDTH_PUBLISHE D_FIR_x,
• ADS_C_RAM_CORRIDOR_WIDTH_UNPUBLISHED_FIR_x,
• ADS_C_RAM_POINT_RADIUS_PUBLISHED_FIR_x,
• ADS_C_RAM_POINT_RADIUS_UNPUBLISHED_FIR_x,
• ADS_C_RAM_AIRPORT_RADIUS_FIR_x,
• ADS_C_RAM_BOUNDARY_POINT_RADIUS_FIR_x,
• ADS_C_RNP_RAM_CORRIDOR_WIDTH_PUBLISHED_FIR_x,
• ADS_C_RNP_RAM_CORRIDOR_WIDTH_UNPUBLISHED_FIR_x,
• ADS_C_RNP_RAM_POINT_RADIUS_PUBLISHED_FIR_x,
• ADS_C_RNP_RAM_POINT_RADIUS_UNPUBLISHED_FIR_x,
• ADS_C_RNP_RAM_AIRPORT_RADIUS_FIR_x,
• ADS_C_RNP_RAM_BOUNDARY_POINT_RADIUS_FIR_x,
Where:
– Non-RNP parameters are applicable to non RNP-capable aircraft,
– RAM_ARCW parameters are common to both ADS-C RAM and ARCW alert processing.
#
EUR-N-ADS-204
It is possible that the values of the parameters defining the ADS-C RAM route surface model may
change for each segment of the flight plan coded route. The values to be used per leg of the route
shall be determined by searching through the off-line parameter definitions (for the appropriate RNP
capability) in the following order and using the first values found:
associated with the inserted points).
#
EUR-N-ADS-205
A coupled ADS-C track shall be considered to be on the route if it is found to be in the RAM route
surface model starting from the last overflown point, if any, or the first point if none.
#
EUR-P-ADS-23
Route Adherence Monitoring shall be performed on receipt of ADS reports if the delay between the
current ADS report and the last RAM processing on this track exceeds a specified value (system
parameter ADS_RAM_DELAY).
#
EUR-P-ADS-24E
An ADS track shall be eligible for RAM if all the following criteria are satisfied:
– The track is coupled to a flight plan, which is qualified for RAM (refer to Flight Plan function).
– The track is not in Hold State.
– For an entry flight, the entry point has been overflown.
– For an exit flight, the exit point has not been overflown.
– For an AFIL, the aircraft has reached the first route point.
RAM shall not been performed for aircraft which have reached the exit co-ordination point of the FIR.
#
EUR-P-ADS-25
When the ADS report does not comply with the position check, an alert shall be communicated to the
HMI function. This alert remains until the track adheres to the route.
#
EUR-P-ADS-74G
Hard copy printout and/or display of ADS RAM alert, including position, callsign, type of alert, start or
#
3.2.1.6.3.3 Lateral Deviation Monitoring

Lateral deviation event contracts are established following the ADS connection, as in EUR-P-ADS-
50F.
EUR-P-ADS-51F
Whenever a lateral deviation is received, the aircraft position shall be checked against the RAM model,
and if the aircraft is eligible for RAM and is found to be in RAM, the aircraft is considered in lateral
deviation, and the following is done:
– RAM alert is displayed.
– A new contract with increased reporting rate (see EUR-P -ADS-48F) is set and the extrapolation of
ADS track is done differently, as explained in EUR-P-ADS-20E.
The alert remains until a report is found to be inside the RAM corridor. A new lateral deviation event
contract will be sent when the conditions expressed in EUR-P -ADS -50F are fulfilled.
If the lateral deviation report is received and the aircraft is found not to be in RAM, a warning is sent to
the controller(s) having jurisdiction.
#
3.2.1.6.3.4 Cleared Level Adherence Monitoring (CLAM)

Note: The altitude received in the Basic ADS group is assumed to be the AFL of the aircraft. For this specified CLAM
capability, the vertical direction (climb or descent) has to be determined. This is determined from the last level received
(in a basic group) compared to the expected level of the next point used for ADS track extrapolation, or found in the
current Earth Reference Group if it has been received in the last report.
EUR-P-ADS-32F
Cleared Level Adherence Monitoring shall be performed:

– On receipt of ADS reports.
– On receipt of an ADS report following the "Altitude range change" event.
#
The ADS track shall be eligible for CLAM if the following conditions are met:
– The track is coupled with a flight plan, which is qualified for CLAM.
– The coupled flight plan contains a flight level (CFL) greater than a predefined value (system
parameter ADS_CLAM_LEVEL_THRESHOLD).
The ADS track adheres to the CLAM level if one of the following conditions is true:
– The ADS report is an "altitude range change" event and
• The ADS report altitude is within the level band defined by CFL +/- SP.
– The received report is not an "altitude range change" event and
• CFL - SP <= ADS altitude <= CFL + SP.
• ADS altitude > CFL + SP and the track indicates descending attitude.
• ADS altitude < CFL - SP and the track indicates climbing attitude.
SP is a system parameter, (ADS_OVER_ALT_DEVIATION) which defines the allowable deviation with
respect to the CLAM level.
EUR-P-ADS-33
When an ADS track does not adhere to the CLAM flight level, an alert shall be communicated to the
HMI function.
#
3.2.1.6.3.5 Danger Area Infringement Warning (DAIW)

EUR-P-ADS-36
The Danger Area Infringement Warning (DAIW) capability shall ensure that any aircraft is not straying
into restricted or reserved airspace.
#
EUR-P-ADS-37
DAIW processing shall be performed at ADS track update if the delay between the previous DAIW
check and the current track update exceeds a specified value (system parameter
ADS_DAIW_DELAY).
#
EUR-P-ADS-38E
The DAIW areas shall be defined off-line. Up to "n" (system capacity:

RDF_DAIW_MAX_AREA_NUMBER) areas can be defined in this way for each AGDP. Each fixed
area is defined by the co-ordinates of points of the corresponding polygon, with a maximum number of
points per polygon (RDF_DAIW_MAX_POLYGON_POINT), a lower and an upper altitude and up to 4
activity periods per day.
The upper and lower limits of the volume are considered to be outside of the DAIW.
#
EUR-P-ADS-39
An ADS track shall be eligible for DAIW processing if all the following conditions are true:
– The corresponding flight plan is active or co-ordinated and not in holding.
– If the offline system parameter ADS_DAIW_EXCLUDE_VFR is TRUE then the flight is not flying
VFR.
– If the offline system parameter ADS_DAIW_EXCLUDE_IFR is TRUE then the flight is not flying
IFR.
#
EUR-P-ADS-40
The DAIW processing and conflict handling shall be similar to those of the radar function. The position
and the altitude from the ADS report shall be used for conformance checking.
#
Note: The predicted position and altitude to evaluate if a conflict is going to happen is computed according to the current track
(see 3.2.1.4.3.6.4) heading speed and rate of climb.
ADS system parameters used for DAIW checking may be different from those defined for the Radar
DAIW (system parameter ADS_DAIW_LOOK_AHEAD_TIME, ADS_DAIW_WARNING_TIME,
ADS_DAIW_WARNING_INTENSITY).
prediction shall be the cleared flight level. If the aircraft has crossed the CFL, no altitude prediction
limit is applied.
EUR-P-ADS-73F
Hard copy printout and/or display of DAIW ADS warning, including position, callsign, type of warning,
start or stop shall be sent to adapted positions at the beginning and end of each ADS DAIW.
#
3.2.1.6.3.6 Temporary Danger Area Warning (TDAW)

EUR-N-ADS-81
The Temporary Danger Area Warning (TDAW) capability shall ensure that a warning is raised if the
position reported in an ADS -C report or the position extrapolated from ADS -C position data indicates
that the aircraft is infringing one of the on-line defined areas. The warning shall be cancelled when the
position reported in an ADS -C report or the position extrapolated from ADS -C position data indicates
that the aircraft is outside the TDA.
#
EUR-N-ADS-82
TDAW processing shall be performed when an ADS -C report is received and when the aircraft position
is extrapolated from ADS -C position data.
#
EUR-N-ADS-83
An ADS track shall be eligible for TDAW processing if all the following conditions are true:
– If the offline system parameter ADS_TDAW_EXCLUDE_VFR is TRUE then the flight is not flying
VFR,
– If the offline system parameter ADS_TDAW_EXCLUDE_IFR is TRUE then the flight is not flying
IFR.
#
EUR-N-ADS-84
TDAW processing uses the track position and altitude given by the ADS-C report or given by the
extrapolation processing.
#
EUR-N-ADS-85
Hard copy printout and/or display of TDAW ADS -C warning, including position, callsign, type of
warning, start or stop shall be sent to off-line define positions (ALERTS.ASF) at the beginning and end
of each ADS-C TDAW.
#
EUR-N-TDAW-86

– Identification of the TDAW area,
– Position and altitude,
– Callsign for coupled tracks and SSR code (if any) for uncoupled tracks,
– Conflict start & end times
#
3.2.1.6.3.7 Automatic Position Reporting (APR)

EUR-P-ADS-26
An ADS track shall be eligible for APR if the following conditions are met:
– The track is coupled with a flight plan qualified for APR.
– The track conforms to the flight plan route according to the last RAM check result (i.e. is inside the
route corridor or the FDRG entry half circle).
#
EUR-P-ADS-27
If the ADS track is eligible for APR, the position report triggered by the waypoint change event, or
altitude range change event, one shot reports and the periodic ADS reports shall initiate APR.
Overflight is declared if the position reported in the basic group is in the half circle determined by the
bisector around the FDR fix and the radius ADS_RAM_POINT_RADIUS. (The half circle is the one
after the point.).
In case of waypoint event report, a FDR waypoint is declared overflight even if the report position is
slightly (system parameter ADS_BISECTOR_THICKNESS) before the bisector.
The ADS automatic position report contains:
– Position and altitude as indicated in the basic group.
– Position altitude and ETO at next waypoint as indicated in the predicted route group if reported.
APR shall not be initiated more than each "n" seconds (system parameter ADS_APR_DELAY).
#
3.2.1.7 AERONAUTICAL INFORMATION FUNCTION
The purpose of the AIF function is to provide the operators with information relating to specific flights
details, such as meteorological data, (MET), NOTAM messages, charts and alphanumeric data pages.
This information is presented to controllers and other operators in windows. Dynamic data are
received on specific interfaces and static data are prepared off-line.
– NOT/MET sub-function: Handles a database fed by messages received on the AFTN. NOTAM
messages and all `meteorological activities' related messages, and messages manually entered.
Database maintenance (message entry, update and purge) is performed automatically. The FDO
operator is designated to be the NOT/MET database manager. He can purge the database, create
new messages or update existing messages in the database.
– Database maintenance function: Message entry, update and purging are performed
automatically. The FDO operator is designated to be the NOT/MET database manager. He can
purge the database, create new messages or update existing messages in the database.
– AIDS sub-function: Handles an off-line prepared database of static information. The database
includes graphical data (pictures) and purely alphanumerical (text only) data. Pictures are input in
the system through floppy disk.
All the essential data for operators are extracted from received messages, and displayed to the
operator.
3.2.1.7.2 NOT/MET Data Processing
EUR-N-AIF-500
The NOT/MET message sub-function maintains the following types of messages:

– NOTAM, BIRDTAM, SNOWTAM and ASHTAM messages.
– Meteorological messages including:
• METAR
• SPECI
• TAF
• SIGMET
• ARFOR
#
EUR-P-AIF-01
The system checks the header (message type) and performs the relevant processing, as described in
the following paragraphs.
#
Processing is based upon syntactic and semantic checks for some important fields (e.g. validity date)
after which the message is stored in the NOT/MET database.
EUR-P-AIF-03
If a message does not belong to the above list or is erroneous, it is queued in the OTHER message
queue for manual use or deletion (refer to paragraph 3.2.1.3.8).
#
EUR-P-AIF-10
When the combined total of NOTAM, BIRDTAM, SNOWTAM and ASHTAM messages in the
NOT/MET database is equal to AIF_MAX_NUMBER_NOTAM, then any further incoming NOTAM type
messages are placed in the OTHER message queue for manual processing.
When the number of METAR messages in the NOT/MET database is equal to

AIF_MAX_NUMBER_METAR, then any further METAR messages are placed in the OTHER message
When the number of SPECI messages in the NOT/MET database is equal to
AIF_MAX_NUMBER_SPECI, then any further SPECI messages are placed in the OTHER message queue
for manual processing.
When the number of TAF messages in the NOT/MET database is equal to AIF_MAX_NUMBER_ TAF,
then any further TAF messages are placed in the OTHER message queue for manual processing.
When the number of SIGMET messages in the NOT/MET database is equal to AIF_MAX_NUMBER_
SIGMET, then any further SIGMET messages are placed in the OTHER message queue for manual
processing.
When the number of ARFOR messages in the NOT/MET database is equal to AIF_MAX_NUMBER_
ARFOR, then any further ARFOR messages are placed in the OTHER message queue for manual
processing.
#
EUR-P-AIF-11
The system shall check that the

– Location Indicator for NOTAM and BIRDTAM messages,
– Aerodrome Indicator for SNOWTAM messages
– Aerodrome Indicator for SPECI, METAR, TAF and ARFOR messages and the
– Meteorological Watch Office Indicator for SIGMET messages
Is defined in an off-line defined list. If the Indicator appropriate for the message type is not found the
message shall be discarded.
For ASHTAM messages only, the system checks if the Flight Information Region indicator in the
message is the same as the own FIR. If so, the ASHTAM message is accepted, else the message is
discarded.
#
3.2.1.7.2.2 NOTAM Processing

EUR-P-NOTAM-01
A syntactic check is performed on the message identifier, message series and serial numbers and
other relevant field as follows:
For NOTAM and BIRDTAM messages the
- Location identifier contained in the A) field
- Start time of the validity period contained in the B) field
- End time of the validity period contained in the C) field.
For SNOWTAM Messages the
- Aerodrome identifier contained in field A)
- Start of the validity period contained in field B).
For ASHTAM messges the
- Flight Information Region affected by the ASHTAM contained in the abbreviated message
header
- Official time of volcano eruption contained in field B).
#
EUR-P-NOTAM-02
The following semantics are checked:

– A NOTAMR (replace) is received to replace a NOTAM, which does not already exist in the
NOT/MET database.
– A BIRDTAMR (replace) is received to replace a BIRDTAM, which does not already exist in the
NOT/MET database.
– A NOTAMC (cancel) is received to cancel a NOTAM, which does not already exist in the NOT/MET
database.
– A BIRDTAMC (cancel) is received to cancel a BIRDTAM, which does not already exist in the
NOT/MET database.
#
EUR-P-NOTAM-03
A NOTAM, BIRDTAM, SNOWTAM and ASHTAM received with no syntactic or semantic error is
included in the NOT/MET database.
#
Only one NOTAM or BIRDTAM resulting from a NOTAMN or BIRDTAMN parent is maintained at a
time, i.e.:
EUR-P-NOTAM-04
– A NOTAMR always replaces the previously received NOTAMN or the NOTAMR of the same
NOTAMN parent.
– A BIRDTAMR always replaces the previously received BIRDTAMN or the BIRDTAMR of the same
BIRDTAMN parent.
#
EUR-P-NOTAM-05
– A NOTAMC cancels the previously received NOTAMN or the NOTAMR of the same NOTAMN
parent.
– A BIRDTAMC cancels the previously received BIRDTAMN or the BIRDTAMR of the same
BIRDTAMN parent.
#
EUR-P-NOTAM-06
Any error detected during these checks will cause the message to be queued in the OTHER message
queue for manual correction.
#
EUR-P-NOTAM-07
For SNOWTAM messages

– The expiry time is computed as the validity start time plus 24 hours.
– New SNOWTAM messages replace previously issued SNOWTAM messages with the same
location identifier, provided they still exist in the NOT/MET database.
#
EUR-P-NOTAM-08
For ASHTAM messages

– The expiry time is computed as the nominal volcano eruption time plus 24 hours.
– The nominal volcano eruption time is treated as the start of the validity period.
– New ASHTAM messages replace previously issued ASHTAM messages with the same location
identifier, provided they still exist in the NOT/MET database.
#
3.2.1.7.2.3 Meteorological MET Message Processing

Incoming meteorological messages received on AFTN are:
– TAF
– SIGMET
– METAR
– SPECI
– ARFOR
Description of the processing for these messages is provided hereafter.
3.2.1.7.2.3.1 TAF Message

The following table shows the content of the TAF message.
ITEM PROCESSING COMMENT

Message identifier Used for syntactic check Character string "TAF" or character
string "TAF AMD"
Aerodrome Used for originator check and ICAO designator
storage key
Validity period Used for validity check Time of Origin:
2 digits for day
2 digits for hour
2 digits for minutes followed by Z
<SPACE>
Period of validity:
2 digits for day
2 digits starting time (hour)
2 digits ending time (hour)
Wind Speed unit measure KT (Knots) or
MPS or
KMH
Type and time of change surface Text stored in database Data given for information only.
wind;
Surface visibility;
Weather;
Cloud lowest layer;
Cloud higher layer;
Temperature;
Remarks;
Table 3-73 TAF Message Content

EUR-P-TAF-01
A syntactic check is performed on the message identifier, aerodrome and period of validity fields.
#
EUR-P-TAF-02
If an erroneous validity period is detected, the message is queued in the OTHER message queue for
manual processing.
Only one TAF is maintained per aerodrome in the NOT/MET database.
#
EUR-P-TAF-03
If a TAF message is received from an aerodrome, with no previous TAF already registered for that
particular aerodrome, a new TAF is created in the NOT/MET database.
#
EUR-P-TAF-04
If a TAF AMD message is received and a TAF message issued from the same aerodrome already
exists in the NOT/MET database, the TAF data are automatically updated in the NOT/MET database.
#
EUR-P-TAF-05
If a TAF AMD message is received and no TAF message issued from the same aerodrome exists yet
in the NOT/MET database, a new TAF is created in the NOT/MET database.
#
EUR-P-TAF-06
If a TAF message is received and a TAF message issued from the same aerodrome already exists in
the NOT/MET database, the TAF message will be queued for manual processing.
#
3.2.1.7.2.3.2 SIGMET Message

The following table shows the content of the SIGMET message.
Meteorological watch office Used for originator check and Watch office identification
identification storage key
SIGMET identification Used for syntactic check Character string "SIGMET" might
appear in reverse sequence
SIGMET sequence Used for storage key Sequence starts at 00:01 GMT
Validity period Used for validity check Starting time group:
2 digits for day
2 digits for hour
2 digits for minutes followed by a
separator followed by ending time
group:
2 digits for day
2 digits for hour
2 digits for minutes
Met phenomena causing this Text stored in Data Base Data given only for information
SIGMET;
Observed or forecast time;
Time;
Location;
Flight level;
Movement and intensity changes;
Table 3-74 SIGMET Message Content

EUR-P-SIGMET-01
A syntactic check is performed on MWO identification, SIGMET identification, sequence, and period of
validity fields.
#
EUR-P-SIGMET-02
If this check is incorrect, the message is queued in the OTHER message queue for manual
processing; otherwise the SIGMET message is automatically stored in the NOT/MET database.
#
3.2.1.7.2.3.3 METAR Message

The following table shows the content of the METAR message.
METAR identification Used for syntactic check Character string "METAR"
Aerodrome Used for originator check and ICAO designator
storage key

Surface wind direction and speed; Text stored in the database Data given only for information
Visibility;
Runway Visual Range, (RVR);
Weather;
List of clouds;
Temperature and dew point;
QNH/QFE;
Table 3-75 METAR Message Content

EUR-P-METAR-01
A syntactic check is performed on METAR identification and Aerodrome identification.

#
EUR-P-METAR-02
If this check is incorrect, the message is queued in the OTHER message queue for manual
processing; otherwise the message is automatically stored in the NOT/MET database.
#
Note: SPECI message is a specific type of METAR message, and has identical syntax. A SPECI message c an be emitted
between two METAR messages, it signals a weather modification during validity interval of the previous METAR.
A METAR message could include METAR data for more than one aerodrome. When such bundled METAR messages
are received they are split into as many METAR messages as aerodromes referred to in the message.
The processing of METAR messages is as follows:

EUR-P-METAR-O3
Only one METAR or one SPECI is maintained per aerodrome, i.e. the last METAR overwrites the
current METAR or SPECI, and the last SPECI overwrites the current METAR or SPECI.
#
EUR-P-METAR-04
If a METAR message is received from an aerodrome, with no previous METAR already registered for
that particular aerodrome, a new METAR is created in the NOT/MET database.
#
EUR-P-METAR-05
If a METAR message is received and a METAR issued by the same aerodrome already exists, the
NOT/MET data is automatically updated.
#
3.2.1.7.2.3.3.1 Processing of QNH Data
Facilities shall be provided to receive METAR messages.The METAR messages shall be analysed for
correct syntax and messages identified to contained errors shall be stored in the OTHER queue for
manual processing (see requirements EUR-P -METAR-01 and EUR-P-METAR-02).
EUR-P-FPQNH-37H
Several QNH values corresponding to different areas can be processed. Each area is offline defined
and associated to a known airport. The maximum number of QNH areas shall be a system capacity
(MAX_NUMBER_OF_QNH_AREA). A default QNH value is allocated (1013.2 Hector Pascal) where a
QNH area is not defined.
QNH area mapping is performed offline. (System parameter: QNH_TA_AREA).
#
EUR-P-FPQNH-38H
Valid QNH information is automatically extracted from the METAR messages.
Only values between 950 and 1080 shall be considered valid. All values corresponding to airports that
cannot be identified shall be discarded.
Upon entry of a new valid QNH value, the QNH table shall be updated for the appropriate area and the
corresponding transition level shall be recalculated.
#
3.2.1.7.2.3.4 SPECI Message

See above section on "METAR message".
3.2.1.7.2.3.5 ARFOR Message

The ARFOR type message is equivalent to the TAF message with the exception that an area identifier
is provided instead of the aerodrome indicator. ARFOR processing is the same as TAF processing,
refer to TAF paragraph.
3.2.1.7.2.4 NOT/MET Database Management

The database management function handles the central NOT/MET database and performs all possible
manual and automatic operations on it. This includes creation, update, deletion and access to data.
Operations depend on the kind of data since records are stored on a per category basis (e.g. all
NOTAMS together etc.).
The maximum number in each category is (System capacity: AIF_MAX_NUMBER_DAT).
EUR-P-AIF-04
Messages of each type are stored by:

– Location indicator, for NOTAM, BIRDTAM, SNOWTAM, ASHTAM messages.
– Aerodrome, for SPECI, METAR and TAF messages.
– Meteorological watch office (MWO), for SIGMET messages.
#
A dedicated operator (FDO) can purge data stored in the NOT/MET database. Purging is performed to
avoid database overload. Two kinds of purge processing are available:
EUR-P-AIF-05
– Automatic purge for NOTAM, BIRDTAM, SNOWTAM, ASHTAM, SIGMET, TAF and ARFOR
messages on validity period basis.
#
Note: SNOWTAM and ASHTAM messages do not contain a specific expiry time. They automatically expire after 24 hours from
the start time as per ICAO specification. The end of the validity period for SNOWTAM and ASHTAM messages is
therefore automatically computed to be 24 hours from the date and time those messages take effect.
EUR-P-AIF-07
– Manual purge by FDO operator for NOTAM, BIRDTAM, SNOWTAM, ASHTAM, SIGMET, TAF,
SPECI, METAR and ARFOR messages.
#
EUR-P-AIF-08
The FDO is able to enter or update any message (other than BIRDTAM, SNOWTAM and ASHTAM
messages) in the NOT/MET database.
The FDO is able to delete any message in the NOT/MET database.
#
3.2.1.7.2.5 Bulletin Generation

A selection of messages can be extracted from the NOT/MET database to be gathered into bulletins,
and then broadcast to all controllers.
EUR-P-AIFBUL-01
A dedicated operator (FDO) shall have the ability to extract any messages from the NOT/MET
database and to copy them into a bulletin.
Messages in a bulletin are a copy of messages from the NOT/MET database. The modification of a
message in the NOT/MET database shall not modify its corresponding copy in the bulletin.
#
EUR-P-AIFBUL-02
The system shall be able to support up to AIF_NUMBR_BULLETIN (system parameter) bulletins with
each bulletin identified by a number (e.g. 1,2 or 3).
#
EUR-P-AIFBUL-03
The FDO shall have the capability to:

– Change the order of the messages within a bulletin and to remove selected or all messages from a
bulletin.
– Enter a title.
– Enter free text.
#
EUR-P-AIFBUL-04
The FDO shall have the capability to broadcast a bulletin to all controllers.
#
EUR-P-AIFBUL-05
Controllers shall have the capability to display bulletins selected by their respective number.
Controllers (except FDO) cannot modify bulletins.
#
3.2.1.7.2.6 AIDS Data Management

AIDS data management function performs handling of static information such as graphical data and
administrative pages.
Data of AIDS management are either graphical or alphanumeric only data.
EUR-P-AIDS-01
Graphical data are stored on a type basis, and sorted with their chart name.
#
EUR-P-AIDS-02
Alphanumeric data are stored on a type basis as well, and sorted according to their reference name.
#
Examples of graphical data are:
– Approach plate.
– Airway structure.
– Sector charts.
– Special area maps.
– STARs.
– SIDs.
– Military training routes.
Examples of alphanumeric data are:
– Standard operating procedure manual.
– Letters of agreement.
EUR-P-AIDS-03
All data must be prepared off-line. The textual input device is a keyboard.
#
3.2.1.8 COMMUNICATION DATA PROCESSING
The Communication Data Processing provides interfaces to:
– Other partitions.
3.2.1.8.2 Interface to Adjacent Partitions

This function, located at the centre, manages the exchanges with adjacent partitions to provide
necessary information for terminal and tower air traffic control.
EUR-P-CDP-30
The CDP shall exchange flight plan information between the centre and the adjacent partition for all
flights controlled in that partition for which:
– Flight plan strips have been posted to the adjacent partition.
– At least one point (reporting point or computed point) of the flight plan route is within
APPROACH_CDP_FLIGHT_PLAN_VOLUME or RTWR_CDP_FLIGHT_PLAN_VOLUME.
– Flight plan is coupled with ADS track transmitted to the adjacent partition.
– Flight plan is coupled with a radar track transmitted to the adjacent partition.
#
EUR-P-CDP-31
The CDP shall transmit AIF data (NOT/MET and AIDS data) for display on the terminal area positions
and shall manage all the requests from controllers.
#
EUR-P-CDP-32
The CDP shall exchange control and monitoring information between the centre and the adjacent
partitions.
#
EUR-P-CDP-43
The CDP shall be able to transmit ADS-C tracks from one partition to adjacent partitions.
The ADS-C tracks sent to adjacent partitions shall be limited to those located within a cylindrical
volume (centre, radius, height) defined for each adjacent partition.
– An ADS_APP_FILTER_VOLUME cylindrical volume is offline defined for each adjacent Approach
partition.
– An ADS_TWR_FILTER_VOLUME cylindrical volume is offline defined for each adjacent Tower
partition.
#
EUR-P-CDP-34
The CDP shall exchange pilot controller datalink messages between the centre and the adjacent
partitions, for all flights controlled in the adjacent partition.
#
EUR-N-CDP-44
The CDP shall be able to transmit radar tracks from one radar partition to adjacent non-radar
partitions:
– System track.
– Local Tracks produced by the RFP function.
The radar tracks sent to adjacent partitions shall be limited to those located within a cylindrical volume
(centre, radius, height) defined for each adjacent partition
– A RADAR_APP_FILTER_VOLUME cylindrical volume can be offline defined for each adjacent

Approach partition.
– A RADAR_TWR_FILTER_VOLUME cylindrical volume can be offline defined for each adjacent
Tower partition.
No radar tracks shall be transmitted to those adjacent partitions, which do not have a cylindrical
volume defined.
#
EUR-N-CDP-41
The CDP shall be able to transmit the data from radar weather channel from one partition to selected
adjacent partitions. Those adjacent partitions that receive such data shall be offline defined.
#
EUR-P-CDP-36
The CDP shall transmit traffic management information to the adjacent partitions for all TM fixes in
RTWR_CDP_FLIGHT_PLAN_VOLUME or APPROACH_CDP_FLIGHT_PLAN_VOLUME.
#
EUR-N-CDP-37
The CDP shall transmit Flight Plan Bar Chart Forecast information (Total Flight Plan numbers
(counters)) for all TM fixes, all the volumetric Sectors and the FIR to the adjacent partitions.
#
3.2.1.9 RECORDING FUNCTION
The Recording Function enables the recording of operational data to allow subsequent analysis of this
data or playback of air traffic situations at controller positions.
The recording function manages:
– Data collection and storage on disk.
– Production of archives of recorded data onto removable media, automatically or manually.
– Production of scratchpads of recorded data for short periods of interest onto removable media,
manually.
EUR-P-REC-01
The data shall be recorded permanently on disk.

#
3.2.1.9.2 Data Collection and Storage

EUR-P-REC-41F
Recording computer disk storage shall be sized to allow the storage of 24 hours worth of data at full
load.
#
EUR-P-REC-02
Data that will be recorded is described under the following categories:

– Radar Data
• Local tracks (one set per connected radar),
• System tracks.
• Association information on the association of local tracks to form system tracks,
• Identification information (coupling between system tracks and flight plans).
• Weather data received from radar weather channels.
• MSAW conflicts, conflicting track numbers and conflict information.
• DAIW conflicts, conflicting track numbers and conflict information.
• STCA conflicts, conflicting track numbers and conflict information.
• Automatic position reports.
• RAM deviations.
• CLAM deviations.
#
EUR-P-REC-30
– Flight Plan Data
• Live flight data records:
The Flight Plan data set, used for electronic strips associated with all flight plans. From the
time they are preactive up to the finished state, including all modifications and including
the 40 characters of operational data.
• Final flight data records:
Completed flight data recorded at the end of the life cycle (cancellation).
#
EUR-P-REC-39D
• FPCF warnings and conflicts detected during automatic FPCF processing.
#
EUR-P-REC-40D
• Rejected flight plans with the error type for further statistics.
• The recorded information shall be used for the fine-tuning of the FDP function.
#
EUR-P-REC-31D
• External messages:
AFTN messages received and transmitted.
AIDC messages received and transmitted.
GRIB messages received.
OLDI messages received and transmitted.
#
EUR-P-REC-05D
The results of operator commands, together with the operator identifier and associated error
messages (if any), concerning modifications to flight plans.
#
EUR-P-REC-32
– Controller Screen Settings:
• Position identifier.
• For each window:
Window type.
Window position.
Window size.
• General parameters:
Weather vector, heavy or light selection.
Symbol for primary or secondary selection.
Range ring size selection.
Numbers of track history dots.
Length of speed vector selection.
Track label lines selection.
• Specific brightness:
Tool brightness.
In-fill brightness.
Map brightness.
Strip brightness.
Uncontrolled brightness.
Announced brightness.
Jurisdiction brightness.
Post Jurisdiction brightness.
NJUR Symbol brightness.
NJUR Label brightness.
Text brightness.
• Compass ring selection.
• SSR code filter values.
• Altitude filter, upper and lower limits.
• Jurisdiction filter selection
• Quick-look selection.
• Range and centre of the main air situation display.
• Range and centre of the second air situation display.

• System tracks/Mono radar tracks selection for the RFP/RDP function.
• Number of the Radar selected (for mono radar track display).
• Operational data pages.
• Map selection.
#
EUR-P-REC-36
– Graphic Data at a Position
• System map selection.
• Local map selection.
• Global map selection.
• Danger map display.
• Restricted area map display.
• Weather map.
• Range ring selection.
• Compass rose selection.
• Short route probe.
• Graphic route probe.
#
EUR-P-REC-37
• ICM (symbol & text)
#
EUR-P-REC-35
• Estimated time of passing.
#
Note: The following data are not recorded:
- BRL.
- Scale indicator.
- Latitude/longitude display.
- Track angle.
EUR-P-REC-33
– ADS-C Data
• Received/transmitted ADS-C messages.
• ADS-C tracks.
• ADS-C reports.
• Automatic position reports.
• RAM deviations.
• CLAM deviations.
• DAIW conflicts.
• ARCW.
#
EUR-P-REC-38
– CPDLC messages.
– PDC messages.
#
EUR-P-REC-07
Each element of recorded information shall be dated and time stamped.

#
EUR-P-REC-09
An alert is sent to the system control and monitoring function when a specified percentage of the disk
storage capacity is reached (system parameter: REC_SATURATION_ALERT).
#
EUR-P-REC-10
In addition, the recording function shall store at regular intervals complete snapshots of data.
Between each snapshot, the recording function shall only store data updates of the data.
#
Note: Not all data is recorded by the snapshot action. Only central data i.e. CDC, BNS and system parameters are recorded.
The snapshot interval (system parameter: REC_SNAPSHOT_INTERVAL) is defined to minimise any

start-up delay during replay preparation.
Only data not updated at regular intervals (e.g. live flight data, coupling data, screen settings) is
selected for the snapshot recording. Because other data such as track data has a short enough
refresh period not to make a snapshot necessary.
Data recorded by the local recording function (i.e. for analysis in DAF) are not recorded until the
applicable event has concluded.
3.2.1.9.3 Producing Archives

EUR-P-REC-08
Archives of the recorded data must be produced periodically onto removable media; otherwise the
recorded data will be overwritten by more recent data. The production and removal shall not interrupt
recording.
#
This function produces archives of recorded data, for the defined archiving period, on removable
media. The archiving period defined off-line is a system parameter (REC_ARCHIVE_PERIOD).
The archiving function can be triggered in three ways:
EUR-P-ARCH-30
– Automatically at archiving time, defined off-line (system parameter REC_ARCHIVE_TIME). This
time normally corresponds to a period of low activity, e.g. night. The removable media must first be
set in place.
#
Note: The archiving process, before beginning, has to wait until the recording process containing data corresponding to
REC_ARCHIVING_TIME is finished, e.g.:
REC_ARCHIVE_TIME = 2300.
REC_RECORDING_PERIOD = 15 min.
Based on these parameters, the time of day for each recording (data collection) is calculated as every
REC_RECORDING_PERIOD from the specified archive time.
At the specified time of archiving, the process must wait until the next recording (data collection) takes place to ensure
that all data relevant to the archiving period has been collected.
EUR-P-ARCH-31
– Automatically when the specified percentage (REC_SATURATION_ALERT) of the storage media
capacity is reached.
#
EUR-P-ARCH-32
– Manually on an archive command.
#
On activation of the archiving function, the recorded data of the previous archiving period shall be
transferred onto removable media. It is possible to make several copies of the same archiving period.
EUR-P-ARCH-03
The following warnings shall be sent to the system control and monitoring function to alert the operator
when the archiving transfer fails:
– No archive present yet.
– Archivi ng is busy.
– There is no archive media available.
– The archive media is write protected.
– The archive media is full.
– Data size exceeds capacity of archive media.
#
Note: It should be confirmed that the size of the data set is less than the archive media capacity, prior to attempting to write to
that device.
If for any reason automatic archiving fails, it shall be manually restarted.

EUR-P-ARCH-34
The archive media used shall be off-line definable.

#
3.2.1.9.4 Producing a scratchpad

This function produces a scratchpad of recorded data on removable media.
EUR-P-SCRAT-01
The scratchpad function shall be triggered manually by an operator command defining the limited
period that must be transferred to the removable media.
#
The following warnings shall be sent to the system control and monitoring function to alert the operator
when the scratchpad transfer fails:
EUR-P-SCRAT-02
– There is no removable media available.
– The removable media is write protected.
– The removable media is full.
– There is no data recorded yet for the requested time.
– There is no data present on disk for the requested time.
– Scratchpad interval exceeds the maximum interval (REC_MAX_SCRATCHPAD).
– Scratchpad creation in progress.
#
3.2.1.9.5 Recording Training Capabilities

Each exercise leader can switch ON/OFF the recording of the current exercise assigned to his group.
EUR-P-RECTR-01
The recording shall be carried out in the same way as in the operational centre configuration. However
several exercises can be played simultaneously. To preserve the independence between the groups,
each exercise shall be recorded independently from the recording of other exercises being played at
the same time.
#
The archiving function can only be triggered at the end of the exercise provided that the leader has
previously activated the archive command during the exercise and that the recording function is still
activated at the end of the exercise.
The recording function is activated at the start of the exercise and may be deactivated (and
reactivated) by the leader during the exercise.
If the recording conditions are fulfilled, all the recorded data from the start of the exercise (or from the
time of reactivation of the recording if it had been deactivated by the leader) to the end of the exercise,
is archived on removable media.
The exercise time, the number of the game, the number of the group for which the exercise has been
played and the system time are also archived to allow further replay of the exercise for tuition
purposes.
3.2.1.10 AIR SITUATION PLAYBACK FUNCTION (ASPB)
The Air Situation Playback Function allows the playback of an air situation on one or more selected
operational control positions by using recorded data, scratchpad data or archived data prepared by the
Recording Function.
These positions have to be equipped with at least the same devices as the replayed operational control positions.
The selected replay positions are defined in configuration.
Note: During playback, the only resources, which are used, are the positions selected to run the replay. The files to be
replayed must be sent to the positions during replay preparation phase. This will be performed either by the recording
process if the data to be replayed are stored on recorded data disk or by an off-line program if the data to be replayed
are stored on an archive media. There is no impact on the ability of redundant elements.
Replay of an air traffic situation at an operational controller positions can be made in two modes:
– Interactive mode: In this mode the users can interactively alter the presentation of data at the
operational controller positions, as described in the Eurocat-X Operational HMI Specification [8].
– Passive mode: In this mode no operator intervention is possible.
The functions of Air Situation Playback are described In the following paragraphs.
3.2.1.10.2 Replay Preparation

EUR-P-ASPB-01
Replay preparation shall be performed on the selected operational control positions and shall consist
of:
– Starting the selected positions for replay.
– Selecting the media from which the replayed data has originated (eg recorded data disk, tape,
DVD).
– Selecting the operational control physical position to be replayed.
– Selecting the replay starting time.
– Selecting the data-set loading option.
#
Note: Refer to the Operater HMI Specifications for further details regarding replay preparation and in particular on selecting
multiple positions for replay.
EUR-P-ASPB-06
When the operator requests a replay session, then the distributed data set shall be updated on the
replay server.
#
EUR-P-ASPB-32G
– Selecting the audio track number in case of voice data replay.
#
EUR-P-ASPB-35
When the operator requests a skip to a new replay time during a replay session, the
– HMI positions shall be restarted if the operator physical positions are changed from the previous
replay session.
– Operator shall be advised if the data set distribution is required for the new replay time.
#
3.2.1.10.3 Replay Control

This function shall provide the operational control positions with the capability to control the replay.
These are:
EUR-P-ASPB-02
– Select the playback speed.
– Start replay.
– Pause replay (= freeze).
– Continue replay (after a pause command).
– Stop replay.
– Select interactive or passive mode.
– Exit from a replay session
#
Note: Refer to the Operater HMI Specifications for further details regarding replay control and in particular when replaying
multiple positions.
EUR-P-ASPB-03
The default speed shall be the real speed and the default mode shall be the passive mode.
#
The results of an operator action can only be displayed at a time corresponding to the trigger time plus
the time taken by the system to complete the function, so the results always shift in time compared to
the real time.
EUR-P-ASPB-04
During the replay, the speed can be changed.

#
EUR-P-ASPB-05
The recorded data can be replayed at different speeds: slower than normal, real time, faster than
normal.
Freezing of the replay shall also be possible to permit detailed examination of the displayed
information.
#
EUR-P-ASPB-07
The data replay function shall be performed as defined by the replay preparation.
#
EUR-P-ASPB-08
The data replay function must be stopped to replay another air traffic situation period and/or another
playback configuration.
#
EUR-P-ASPB-31
On the playback position, the displayed date and time shall be synchronised with the recorded date
and time. The displayed time shall be updated at least every two seconds.
#
3.2.1.10.4 Synchronised Voice Replay

EUR-P-ASPB-30
Data replay shall be able to be synchronised with a voice recorder at the normal speed of replay for
the times when the HMI replay was also played at normal speed.
The operator chooses whether synchronised voice is required for a given replay. Only one
synchronised replay (per voice replay unit) can be performed at one time.
#
Synchronised replay of voice and graphical data is possible only in the operational system. There is no
synchronised replay in the simulator.
The audio data is replayed at the selected controller position via the voice switch. The audio routing is
selected from the Voice Switch Management system.
Prior to starting the synchronised replay, the voice recorder or reproducer has to be loaded with the
voice recordings corresponding to the replay period of interest.
When the replay of voice communications are synchronised with data replay, the Air Situation
Playback of the EUROCAT-X segment controls the voice recorder, or the reproducer unit, in the Voice
Recording & Replay segment:
– It prepares the voice recorder or reproducer by setting the audio channel to be replayed and the
time to start replaying from, as chosen by the operator.
– It instructs the voice recorder or reproducer to start/stop or pause/continue together with the data
replay as per the operator requests.
– During replay, it periodically requests the voice recorder or reproducer’s current replay time. The
replay of the EUROCAT-X data is synchronised to this audio time.
– On end-of-media event from the voice reproducer, only the voice replay is stopped. The data replay
is not affected.
3.2.1.10.5 Replayed Information

EUR-P-ASPB-09
The information replayed is described in the document reference in [8].

#
3.2.1.10.6 Air Situation Playback Training Capabilities
EUR-P-ASPBT-01
In the Training system, the replay function shall allow the replay of an exercise to permit analysis.
#
EUR-P-ASPBT-30
The replay shall be able to be done at any time during the current exercise.
#
EUR-P-ASPBT-02
The function shall be activated in accordance with the principle of independence between work
groups: a group can replay an exercise while the other groups are working normally.
#
The Air situation playback function for the Training System shall not perform replay from data recorded
in the operational centre during a training session.
3.2.1.10.6.2 Replay
EUR-P-ASPBT-03
All the controller positions of the group shall be replayed and the inputs from controller and pilot
positions shall be inhibited during the replay.
#
The replay shall use recorded data derived from the Recording function. Only completed transactions
can be recorded and consequently replayed.
EUR-P-ASPBT-04
The exercise shall be replayed in passive mode.

#
3.2.1.10.6.3 Replay of the current exercise

The exercise leader freezes the current exercise being played by its group. Then, he can start the
replay of the exercise from the beginning of the exercise or from a specified time that is earlier than the
current one until the frozen time, and for a given speed (provided that the operator has not deactivated
the recording function).
The replayed data is extracted from the exercise data recorded by the Recording function and stored
on disk.
The exercise leader can freeze, change the speed and resume the replay of the exercise as many
times as necessary.
The ASPB function must be stopped to replay another period of the exercise.
3.2.1.11 AIR TRAFFIC GENERATOR
The main objectives of the Air Traffic Generator function (ATG) are:
– To provide simulated data corresponding to simulated flights i.e.:
• Simulated radar data.
• Simulated ADS-C data.
• Flight Plan data.
These simulated flights (i.e. simulated aircraft and/or associated simulated flight plan data) are
made using Simulated Kinematic flight Plans (SKPLs) defined off-line during exercise
preparation (see Data preparation chapter) and processed by a trajectory evolution function that
generates the real trajectories.
Simulated aircraft may be deleted and created on-line, by the pilots.
– To manage the exercises.
To achieve that, the main functions of the Air Traffic Generator are:
– Flight creation - Automatically from the scheduled SKPLs in the exercise delivered by the off-line
system or manually by the pilot.
– Flight plan messages generation - At predicted times during the life of the flight plan, these
messages are composed and sent to the flight plan function for flight plan creation and evolution.
– Wind data generation - Generates wind tables used by the simulation and the flight plan function.
– Aircraft simulation which:
• Defines a trajectory for each aircraft as a set of waypoints depending on the flight plan route.
• Takes into account this trajectory, wind data and the command input by the pilot, to periodically
update the aircraft's position.
Sends to the pilot the flights reports and commands reports, and scripted reports indicated in
•
SKPL.
– Radar data handling - Supplies the radar data function with radar plots associated to the aircraft's
position, taking into account the radar states and characteristics. This function also supplies the
radar data function with data from the radar weather channel.
– Altitude and flight level handling - Provides altitudes and flight levels for display on pilot
positions.
– ADS data handling - Supplies to the Automatic Dependant Surveillance function the simulated
ADS reports from the aircraft, taking into account the contracts assigned to each aircraft previ ously
received.
– CPDLC message handling - Allows the simulation of messages exchanged between pilot and
controller via the datalink.
– Simulation control function - Game and exercise management.
– The time management function - Provides the exercise time to all the functions of the training
simulator.
3.2.1.11.2 Flight Creation

The creation of flights can be performed automatically (from SKPL) or manually (from pilot request).
The automatic creation consists of:
EUR-P-ATGFC-30
– Extraction of the SKPL from the off-line database.
– Creation of the corresponding aircraft (if required in the SKPL) for Aircraft Simulation.
– Creation of the corresponding flight plan (if required in the SKPL) for Flight Plan message
generation.
#
Note: Depending on the selection made during exercise definition for each flight, a flight plan, an aircraft track or both will be
created.
When an aircraft track and a flight plan are created, descriptions of the two objects are consistent, except for the SSR
code, which may be independently defined for the flight plan and for the aircraft.
– Computation of all the events occurring during the progress of the flight, i.e.:
• For the aircraft:
EUR-P-ATGFC-31D
Activation time - Corresponds to the time of aircraft creation. From this moment, the aircraft
is under the control of the first associated pilot defined off-line in the SKPL during
exercise preparation.
At activation time, inbound aircraft are automatically entered into the air traffic simulation. For
departing aircraft, a message is sent to this first pilot to request takeoff action.
#
EUR-P-ATGFC-34D
Erasing time - Occurs when an aircraft arrives at the end of its trajectory (“reached last
point” or “out of the simulation area”). The aircraft is then erased from the system and
disappears from the pilot positions. The associated tracks are deleted.
Note: Pilots may erase manually an aircraft at any time.
#
EUR-P-ATGFC-35D
Time for scripted 'prompt' events.
#
• For the flight plan:
EUR-P-ATGFC-36D
Anticipation time for transmitting the ICAO FPL message
#
EUR-P-ATGFC-37D
Extraction time or the display of a subset of the flight plans at the pilot position; the extraction
time is defined as an offset (system parameter:
ATG_TAKE_OFF_KFDR_CREATION_ANTICIPATION_PERIOD in case of departing
aircraft, ATG_AIRBORNE_START_KFDR_CREATION_A NTICIPATION_PERIOD in case
of inbound aircraft) with respect to the activation time.
#
EUR-P-ATGFC-38D
Times for transmitting the EST, CPL
Times for transmitting the PAC and TOC
Times for transmitting the PAC (OLDI) These times are off-line defined as an offset with
respect to the activation time.
These times are off-line defined as an offset with respect to the activation time.
#
EUR-P-ATGFC-50
Reporting point over-flying time, which corresponds to the generation of a position report
message. According to the on-board equipment together with the following off-line
defined parameters (SEND_AUTO_AIREP_POS and SEND_AUTO_CPDLC_POS), this
message shall be either an AFTN AIREP message or a CPDLC position report.
#
EUR-P-ATGFC-33B
The co-ordination point, and estimate data included in these messages shall refer to the next point on
the aircraft trajectory route at the time of message transmission.
#
EUR-P-ATGFC-32
A flight creation shall be performed upon pilot request. In this case, no associated flight plan is
generated by the Air Traffic Generator function and there is no computation of events.
#
When a flight is no longer used for the simulation, it will be automatically deleted (at cancellation time
for the flight plan and at erasing time for the aircraft).
SIMULATION TIME
exercise start up
activation time
extraction time erasing time
anticipation time cancellation time
CENTRE TIME
Figure 32 - Flight Timing
3.2.1.11.3 Flight Plan message generation

For transmission of AFTN messages, ATG fills the origin address of the message with the ICAO
address of one of the off-line defined FIR.
When the FIR is an AIDC FIR, ATG fills the origin address of the message with the AIDC address of
one of the off-line defined AIDC FIR.
The destination address is filled with SIMUFDPO (AIDC).
The destination address is filled with SIMUFDPA (ICAO).
For transmission of OLDI messages ATG initialises both receive and transmit ATS unit designators
with off-line defined data.
For messages in responses to FDP, the addresses will be filled by ATG based on the data of the
message being acknowledged.
For messages in responses to FDP, both transmit and receive units (OLDI) will be initialised by ATG
based on the data of the message being acknowledged.
At the different times defined (anticipation and off-line predefined times), the following messages are
automatically sent to the Flight Plan function to make it create and co-ordinate flight plans:
– ICAO (FPL, EST, CPL).
– AIDC (PAC).
– OLDI (PAC).
TOC messages are also generated to simulate the inter-centre transfer of control.
In addition, ATG also generates AIDC LAM, ACP and AOC messages in response to the appropriate
message from FDP (AOC & LAM_SENDING_DELAY).
In addition, ATG also generates OLDI LAM messages in response to the appropriate message from
FDP (LAM_SENDING_DELAY).
Note: Exercise design allows no more than 25 messages per minute to be sent to FDP.
After FDP hot start, FDP no longer transmits messages.
3.2.1.11.3.1 FPL Message Transmission

EUR-P-ATGMG-30
An associated flight plan message (FPL) shall be sent to the Flight Plan function.
#
3.2.1.11.3.2 Co-ordination Message Transmission

EUR-P-ATGMG-31B
For inbound aircraft, to make the flight plan function automatically co-ordinate the flight plan, the Air
Traffic Generator function shall build a Co-ordination message according to a time parameter in the
SKPL and send it to the flight plan function:
– EST or
– CPL or
– PAC (AIDC) or
– PAC (OLDI).
#
3.2.1.11.3.3 DEP Message Transmission

EUR-P-ATGMG-33D
For departures, if specified in SKPL, at take off.

#
3.2.1.11.3.4 TOC Message Transmission

EUR-P-ATGMG-32
For inbound aircraft, a TOC message can be sent to the flight plan function to simulate inter-centre co-
ordination (defined by a time parameter from the corresponding SKPL).
#
3.2.1.11.3.5 Scripted Message Transmission

EUR-P-ATGMG-34
Scripted ICAO messages shall be sent to the flight plan function according to time per exercise or
beacon per SKPL.
These messages are off-line prepared directly in AFTN format; they will be sent as prepared.
#
EUR-P-ATGMG-35E
Scripted AIDC messages on AFTN shall be sent to the flight plan function according to time per
exercise or beacon per SKPL.
#
EUR-P-ATGMG-36
Scripted OLDI messages shall be sent to the flight plan function according to time per exercise or
beacon per SKPL.
#
3.2.1.11.4 Wind Data generation

EUR-P-ATGWD-30C
Different kinds of wind shall be simulated:

– A gust wind.
– A global wind.
Based on the off-line defined (and on-line modified) global and gust winds, the ATG will generate an
internal wind table used for the on-line update of aircraft positions and sent to the flight plan function
only at exercise start.
#
3.2.1.11.4.1 Gust wind

The gust wind is defined for meteorological sectors (system capacity
ATG_NUMBER_OF_METEO_SECTORS). For each meteorological sector a gust wind maximum level
can be defined during Data Preparation, to only affect aircraft in low altitude layers.
The initial gust wind parameters (mean direction, maximum speed (system parameter
ATG_GUST_WIND_SPEED) and maximum level, are specified during exercise preparation, for each
meteorological sector.
At regular intervals (ATG_GUST_WIND_UPDATE_PERIOD) the computer generates an actual gust
wind of random magnitude (magnitude limited to the gust wind maximum speed) and direction
(direction within a cone of 60 degrees from the given gust wind mean direction).
During a simulation session, for a given exercise, the gust wind can be modified, for any
meteorological sector, from the leader position.
3.2.1.11.4.2 Global wind

The global wind is defined for meteorological sectors (system capacity
ATG_NUMBER_OF_METEO_SECTORS) and for altitude layers as in the operational system (system
capacity FPL_NUMBER_OF_METEO_LAYERS).
The meteorological sectors are defined by rectangles with two points (the down left corner and upper
right corner).
The altitude layers are defined by, levels (FPL_NUMBER_OF_METEO_LAYERS - 1).
The first and last layers have a constant global wind, which is the global wind of the first and last levels
respectively.
The intermediate layers have a progressive wind starting from the global wind of level 'n' to the global
wind of layer 'n+1' (i.e. the global wind within an intermediate layer is a linear interpolation between the
two boundary levels of the corresponding layer).
The initial global wind direction and speed are specified during exercise preparation, for each
meteorological sector and for each level.
Based on this initial global wind, a simulated GRIB meteorological message, representing the global
wind forecast for the whole duration of the exercise, shall be sent to the flight plan function (the
temperature forecast at each level is set to the standard atmospheric temperature).
During a simulation session, for a given exercise, the global wind can be modified, for any
meteorological sector and for any level, from the leader position.
3.2.1.11.5 Aircraft Simulation

Aircraft simulated by the Air Traffic Generator function are constantly under the control of an
associated pilot from the activation time to the erasing time.
– The first pilot associated with the aircraft is defined off-line in the SKPL at exercise preparation and
corresponds to the pilot controlling the first piloted sector of the aircraft.
– When a trainee controller requests the aircraft to change a new sector frequency, when the aircraft
is about to change sectors, the pilot simulates the frequency change. The pilot selects the new
frequency from the list of frequencies within the exercise. Each frequency is associated to one pilot
(or several pilots sharing the same sector). The control of the aircraft is given to this pilot (or to one
of those pilots) automatically. This procedure is called "hand-over pilot".
The aircraft simulation consists of:
– The initialisation of the aircraft trajectory.
– The management of the evolution of the aircraft trajectory.
– Pilot reports.
3.2.1.11.5.1 Aircraft Trajectory Initialisation

The programmed movement of each aircraft is represented as a trajectory, which is initialised from the
Simulated Kinematic Flight Plan.
A trajectory is a sequence of realistic standard flight procedures that an aircraft may follow:
– Departure procedures:
• Runway in use selection (through a take-off command).
• Take-off procedure.
• Following a Standard Instrument Departure (SID) (manually or automatically allocated),
Automatic allocation is performed taking into account the ADEP, runway and first point of the
route.
• Joining/leaving a SID at a specified point.
– Enroute procedures:
• Following an airway.
• Following Special Purpose Routes (e.g. TACAN, air-refuelling routes, etc.).
• Proceeding to a point.
• Flying offset route (up to a new pilot command).
• Change of heading.
• Resuming own initial navigation.
• Resuming own initial navigation via a specified procedure (to position, position to position, radial
to position or centre line to position).
• Change of flight level.
• Change of speed.
• Change of SSR mode and code.
– Holding/Orbit procedures.
– Landing procedures.
• Approach:
Runway in use selection (through a STAR or ILS command)
Following a Standard Terminal Arrival Route, (STAR), manually or automatically allocated.
Automatic allocation is performed taking into account the last point of the route, the entry
level and the arrival runway.
Joining/leaving a STAR at a specific point
Published instrument approach (ILS, VOR/DME, NDB and DME ARC).
Missed Approach Procedure (one procedure per airport and runway).
Visual approach.
• Final landing - This is always made using an ILS. When the airport is not equipped with an ILS,
a dummy ILS must be defined which is then used to simulate the descent of the aircraft on final
approach for landing.
Examples of standard flight procedures are given on the following pages.
3.2.1.11.5.1.1 Turn to a beacon

Turn left, right or the shortest way heading towards the specified beacon.
The command will be completed after the aircraft has reached the specified beacon/point.
AAA
Figure 33 - Turn to a beacon - shortest
3.2.1.11.5.1.2 Turn to a geographical position

Turn left, right or the shortest way heading toward the specified geographical position.
The command will be completed after the aircraft has reached the specified geographical point.
lat, long
Figure 34 - Turn to a geographical point - right
3.2.1.11.5.1.3 Turn to an absolute heading

Turn left, right or shortest way toward the specified absolute heading, (magnetic heading).
The command will be completed after the aircraft has made the turn and the heading is steady again.
90
Figure 35 - Turn to an absolute heading - left
3.2.1.11.5.1.4 Turn to a relative heading

Turn toward the specified relative heading.
The command will be completed after the aircraft has made the turn and its heading is steady again.
+ 40
Figure 36 - Turn to a relative heading
3.2.1.11.5.1.5 ICAO procedure turn (80/260)

Make an 80°/260° procedure turn, as described in ICAO Document 8168-OPS/611 (Aircraft
Operations) -Volume I (Flight Procedures).
The command will be completed after the aircraft has made the 260° turn and its heading is steady
again.
Figure 37 - 80° / 260° procedure turns
3.2.1.11.5.1.6 Intercept localiser

Fly to and intercept the localiser radial.
The aircraft continues its current heading until it is time to commence the turn to intercept the localiser
radial.
The command has no distinct completion time.
Runway
Figure 38 - Intercept localiser
3.2.1.11.5.1.7 Intercept VOR Radial

Intercept the radial under the specified angle through the specified VOR.
– I: inbound - towards the VOR.
– O: outbound - away from the VOR.
The aircraft continues its current heading until it is time to commence the turn to intercept the VOR
radial.
If the inbound option (I) is used, the command will be completed after the aircraft has made the turn
and the specified VOR has been reached.
If the outbound option (O) is used, the command has no distinct completion time.
VOR
Figure 39 - Intercept VOR radial - inbound

Note: The aircraft track change required must not differ from the heading of the intended aircraft heading following the
inbound/outbound radial by more than 90 degrees.
3.2.1.11.5.1.8 Intercept arc around DME

Intercept arc around the specified DME with the specified radius.
– L: follow arc clockwise.
– R: follow arc counter clockwise.
The aircraft continues its current heading until it is time to commence the turn to intercept the DME
arc.
D M E
Figure 40 - Intercept arc around DME - right
3.2.1.11.5.1.9 Go to flight level

Climb or descend to the specified altitude/flight level.
The command will be completed after the aircraft has reached the specified flight level.
FL
Alt.
Figure 41 - Go to flight level
3.2.1.11.5.1.10 Cross a point at a certain flight level

Climb or descend to the specified flight level. As applicable, the rate of climb or descend will be
changed in order to meet the requirement to cross the specified point above or at (+), at (=) or at or
below (-) the specified crossing level.
The command will be completed after the aircraft has reached the specified flight level.
FL
CROSSING
LEVEL
Alt.
AAA
Figure 42 - Cross point at flight level
3.2.1.11.5.1.11 Intercept glide path

Intercept the glide path defined for the specified runway.
Glide path interception is allowed from below or above.
Alt.
runway
Figure 43 - Intercept glide path
3.2.1.11.5.2 Management of the Evolution of the aircraft Trajectory
3.2.1.11.5.2.1 General Description

The management of the evolution of the aircraft trajectory is separated into three functions:
– Periodic update of aircraft position. The co-ordinate system is described in a specific paragraph.
– The interpretation of pilot instructions that deal with on-line trajectory changes and request for
events to be raised on certain conditions.
– Checking the occurrence of these events and their interpretation.
The evolution of the aircraft trajectories depends on the piloting mode of the aircraft.
There are two different piloting modes for an aircraft:
– Automatic: the aircraft positions are computed in response to the trajectory computed at
initialisation.
– Manual: the aircraft positions are computed in response to the commands issued by the pilot who
has the aircraft under his control.
EUR-P-ATGAS-30
Aircraft created from a SKPL shall be initialised to use the automatic piloting mode.
#
EUR-P-ATGAS-31
An aircraft created on-line by a pilot shall be initialised to use the manual piloting mode and will stay in
this mode throughout its life.
#
EUR-P-ATGAS-32
Pilot commands managed by the ATG are:

– Creation of a flight.
– Amendment of the current trajectory for aircraft under its control; to do that, the pilot may request:
• That a standard flight procedure be followed (as defined above).
• A heading change.
• The aircraft to resume its own initial trajectory at a selected point belonging to this trajectory or
flight plan route.
#
When a command entered by a pilot makes an aircraft change its direction (change of heading,
proceeding to a selected point), the aircraft piloting mode changes from automatic to manual mode.
The piloting mode switches back to automatic when the pilot requests the aircraft to resume its initial
flight planned route.
3.2.1.11.5.2.2 Update of aircraft's position

EUR-P-ATGAS-33
This function periodically computes an updates aircraft's position taking into account:
– The current flight procedure.
– Aircraft performance based on aircraft and aircraft type variance number fields.
– Wind data.
#
ATG provides fully automated support for aircraft to fly realistic trajectories. Without any human
intervention, aircraft can fly predefined routes, taking into account their performance characteristics,
the geographical data (such as point information, SIDs/STARs, etc.) and meteorological data (such as
wind, QNH, etc.). Apart from this, pilots can interact with this process and issue commands that let the
aircraft diverge from their original route.
To realise this, a periodic update of all the existing aircraft trajectories will take place. Each aircraft
trajectory contains a current kinematic position in the simulated area, and an expected position.
The update of aircraft position consists of computing a new position for the aircraft, using the current
and expected position. This computation is divided into three parts corresponding to three families of
instructions (horizontal plane, vertical plane and speed) and highly depends on the performances of
the aircraft.
3.2.1.11.5.2.3 Command interpretation in manual piloting mode

The pilot of the aircraft can give commands that affect the aircraft trajectory. Three kinds of commands
can be distinguished: normal, delayed and chained commands.
– Normal commands.
The normal commands are directly and completely translated into a new heading, altitude or speed
instruction for the aircraft.
– Delayed commands.
A delayed command is executed after the occurrence of a certain event: at the moment the event
occurs, the command is carried out as normal command.
– Chained commands.
The first chained command is executed like a normal command. The second chained command will
be executed when the first command is finished. This will be triggered by an event.
The delayed and chained commands cannot simply be translated into new instructions. They are more
complex and need the help of events. An event is a condition on the trajectory of the aircraft or a time
condition, associated with a consequence. When the aircraft fulfils this condition (e.g. a time delay has
elapsed or a point has been passed), the consequence is carried out. This might either be a report to
be sent or a (subsequent) command to be executed to change the heading, altitude or speed
instruction to be applied.
3.2.1.11.5.2.4 Event occurrence detection

In parallel with the update of the aircraft trajectory, a review of all events on an aircraft by aircraft basis
is carried out. For all the events the kinematic condition is evaluated (e.g. passed a certain point or
descended to a certain level) or the time delay is checked. If the condition is true, the event is raised
and the command interpretation function is invoked to carry out the consequence of that event.
3.2.1.11.5.2.5 Co-ordinate system

All positions related to the ATG system area are projected on the ATG reference plane, which is a
plane perpendicular to the earth's radius passing through the centre of this system area.
ATG administrates the position of aircraft internally in stereographic co-ordinates. This means that
position data entered off-line by means of Data Preparation or entered on-line via the pilot MMI are
converted to stereographic co-ordinates by ATG.
The stereographic projection presents disadvantages for controllers and pilots because the reference
direction of heading and bearing is the y-axis that is the north direction only at the centre of the
system.
To minimise this inconvenience, a table corresponding to a fine squaring of the space gives for each
area the correction factor in distance (ATG_SCALE_FACTOR) and azimuth (ATG_NORTH_ANGLE)
to take into account for the calculation of the co-ordinates of the aircraft position. These factors are
automatically calculated according to the position of the aircraft. The table also contains the magnetic
variations for each square. The squaring is rectangular and reduced in size towards the south where
the correction varies faster.
3.2.1.11.5.2.6 Aircraft Trajectory Computation
3.2.1.11.5.2.6.1 Introduction
For a particular flight, three stages can be distinguished within the trajectory, being:
– Take-off and climb.

– En-route.
– Landing.
Further, for each trajectory there exists a valid:
– Current kinematic position in the simulated area, and.
– An expected position.
At the current position the following basic flight characteristics are available:
– Heading.
– Altitude.
– Speed.
Update of position for all existing trajectories are carried out periodically. According to the last current
position and the expected position, the current position is modified within the limits of the performance
possibilities associated to the aircraft.
The new expected position is calculated, taking into account the required change of heading, change
of altitude and change of speed, as determined from the current heading, altitude and speed
instructions. This results in a new expected position, with updated heading, altitude and speed values.
The aircraft speed is adjusted so that:
– Below the Mach transition level (system parameter ATG_MACH_TRANS_LEVEL) the Air speed is
"constant airspeed".
– Above or equal the Mach transition level (system parameter ATG_MACH_TRA NS_LEVEL) the
speed is "constant Mach number".
Dedicated take-off/climb and landing processing:
As far as the heading is concerned no difference is made between any of the three stages of the flight;
i.e. during the climb as well as during the landing stage the route is calculated the same way as during
the en-route stage, as described in the following paragraphs.
For the speed and the altitude, there apply some special rules, being described in the concerning
paragraphs.
3.2.1.11.5.2.6.2 Heading instructions
Calculation of the new expected position is done depending on the current heading instruction, as
determined from the desired route to follow, or from the pilot command. For a particular calculation,
one of the following types of heading instructions is applied:
(1) UPDATE_CRUISING_FLIGHT (NO_HEADING_UPDATE)
Computes a new position from the old speed and position, without modifying the heading, i.e. without
changing the aircraft direction.
(2) UPDATE_TO_ANGLE
Defines the trajectory to follow in case of a heading to a specified angle value.
If the instruction is of type "immediate", the current heading is set directly to the specified angle value,
regardless the performance characteristics. Otherwise, an angle is computed, taking into account the
turning rate. If no rate of turn is given, the normal rate of turn is taken from the aircraft performance
data. Specific rates of turn are possible as far as allowed by these aircraft performance data.
(3) UPDATE_TO_POINT
Defines the trajectories to follow in case of heading to a point. If the heading of the aircraft crosses this
point, further processing is done as described for UPDATE_CRUISING_FLIGHT. Otherwise, the angle
from the aircraft to the point is calculated and the processing as described for UPDATE_TO_ANGLE is
applied.
(4) UPDATE_TO_RADIAL
Manages the heading to and flying on a radial.
The aircraft is considered to be on the radial if it flies within a specific threshold along this radial. In
such case, the aircraft will follow the same heading as the radial.
The determination of the trajectory to join the radial depends on the position of the aircraft relative to
the radial. At the moment the aircraft is ordered to intersect the radial, it has to be in the situation of
having the radial ahead. Three cases can be distinguished:
a. If the speed vector and radial have a difference of more than 90° (modulus 360°) the manoeuvre
cannot be completed and the request is rejected. A warning is generated.
b. The aircraft is distant from the radial.
If the speed vector in the direction of the radial to follow (Vr) is positive, the aircraft will keep its
original heading towards the radial until it can join the radial using the normal rate of turn (see
Figure-A below).
c. The aircraft is close to the radial.

The aircraft cannot join the radial any more using the nominal rate of turn. It will cross the radial
and join the radial from the other side. When doing so it will use a nominal turn rate to obtain an
attack angle of 30 degrees, which it will maintain until, it is close enough to the radial to turn onto it
(see Figure-B below).
radial to follow
30
nominal rate of turn

radial to follow
original heading
original heading
Vr
Vr
A B
Figure 44 - Radial intercept
(5) UPDATE_TO_LOCALIZER
Manages the moving of the aircraft when following a localiser.
The aircraft is checked to be in the ILS range. The aircraft is in the ILS range if it is within the localiser
angle as far as its horizontal position is concerned, and below the glide path threshold (see the Figure
below) as far as its vertical position is concerned. If the current aircraft position meets these
constraints, the procedure as described for UPDATE_TO_RADIAL (see note) is used, using the centre
line of the ILS as radial.
AC
Runway Localizer angle
D Center line
ILS
Figure 45 - Localiser Tracking

Note: UPDATE_TO_RADIAL sub paragraph (a) does not apply to the intersection of a localiser. If the aircraft is flying in the
direction of the runway, then two cases can be distinguished:
1. Keeping a constant heading, the aircraft can intercept the localiser before the outer marker. The aircraft will maintain
the constant heading and intercept the localiser as per UPDATE_TO_RADIAL sub paragraphs (a) and (b). (See the
Figure below).
2. Keeping a constant heading, the aircraft cannot intercept the localiser before the outer marker. The aircraft should
turn onto the localiser until the angle of attack is 30o with the localiser. Interception of the localiser will then be as shown
in the figure below.
The figure shown below depicts an example where an aircraft maintains its current heading and
intercepts the localiser before the outer marker.
PROJECTED INTERCEPT
WITH LOCALIZER
AIRCRAFT
OUTER MAKER
AIRPORT
LOCALIZER
Figure 46 - Localiser Intercept before the outer marker
The figure shown below depicts an example where an aircraft would not intercept the localiser before
the outer marker therefore it turns towards the localiser with an attack angle of 30°.
PROJECTED INTERCEPT
WITH LOCALIZER
AIRCRAFT
OUTER MAKER
AIRPORT
30
LOCALIZER
Figure 47 - Localiser Intercept after outer marker
The figure shown below depicts an example where an aircraft would not intercept the localiser;
therefore it turns towards the localiser with an attack angle of 30°.
AIRCRAFT OUTER MAKER
AIRPORT
30
LOCALIZER
Drawing1
Figure 48 - Failure to Intercept Localiser
(6) UPDATE_TO_ARC
Manages the heading to and flying of an arc.
The descriptions below assume that the aircraft's turn radius << radius of circle.
The following situations can be distinguished:

a. The aircraft is on the periphery of the circle (i.e. the aircraft is within a threshold from this periphery),
and flying along this periphery. The heading is changed such that the new expected position will be on
the periphery of the circle again (i.e. within the threshold).
b. The aircraft is outside the circle, with distance to circle greater than the turn radius.
No heading change is applied. The aircraft will maintain it's heading until its distance to the circle
equals the turn radius. See Figure-A below.
c. The aircraft is outside the circle with distance to circle less than or equal to the turn radius.
A radial is defined starting at the current position that hits the periphery of the circle. The aircraft will
start a turn as if it would intercept this radial after just having crossed it (see
UPDATE_TO_RADIAL). Each periodic calculation, again such a radial is determined from the new
current position along the circle, resulting in a smooth line onto the periphery. See Figure-A below.
When determining the radial (2 possibilities), the direction to fly the arc is taken into account as
well.
d. The aircraft is inside the circle or on the circle, not flying along it.
Each periodic calculation a radial is determined at the intersection of the periphery and the line
from the centre of the circle through the current position. Angle of the radial is made 90° rotated
from this centre line. The heading of the aircraft is calculated such each time as if it had to intercept
this radial (see UPDATE_TO_RADIAL as well).
The attack angle to be used is the original angle of the aircraft, provided it is less than 90°.
In contrast with the normal UPDATE_TO_RADIAL procedure, it is possible now that the aircraft
does not have the radial ahead. Besides, the attack angle might not be less than 90°. In those
cases, depending on the turn rate, a left or right turn is made until the attack angle is less than 90°.
See Figure-B below.
Temp . radials
Centre
Centre
Temp . radials
A B
Figure 49 - Following an Arc
3.2.1.11.5.2.6.3 Altitude instructions

The following types of altitude instructions can be applied on a certain trajectory:
(1) UPDATE_TO_METER_FL
Maintains or updates the flight level of the trajectory to the specified value. The request can be of type
"immediate", which directly changes the altitude of the aircraft to the required value, regardless of the
performance characteristics. Otherwise, a climb/descent rate is determined from the performance
characteristics of the aircraft, depending on the specified rate of climb/descent category. Optional, a
climb/descent rate value can be specified, which will be applied provided that this value does not
exceed the maximum climb/descent rate for that particular aircraft.
When climbing/descending, a (horizontal) speed correction is applied as soon as the aircraft gets
beyond its valid speed range for the altitude concerned, as determined from the aircraft performance
data. Further, if the aircraft is maintaining its cruising speed (see next paragraph,
UPDATE_TO_CRUISING_SPEED), the horizontal speed will be amended in accordance with the new
altitude. No other implicit horizontal speed correction is applied when climbing/descending.
(2) UPDATE_TO_GLIDE_PATH
Manages the altitude in case of landing on a runway supplied with ILS.
The following conditions have to be fulfilled:
– The aircraft is within the range of the ILS concerned.
– The aircraft has to be within the Localiser Angle of the ILS concerned.
If so, the aircraft altitude is calculated with respect to the glide path. If the vertical position of the
aircraft is between the glide path (ATG_GLIDE_PATH) and glide path plus glide path threshold
(ATG_GLIDE_THRES), then an altitude update to the current glide path altitude is performed as
described for UPDATE_TO_METER_FL. This also takes into account descend rate characteristics of
the aircraft.
If the aircraft is not within the range of the ILS, no altitude change will be applied at all.
If the aircraft is within the range of the ILS, but not within the Localiser Angle (e.g. an aircraft flying just
outside the ILS cone), a normal descend on the glide path will be initiated, as described above.
Take-off/landing aspects:
The initial altitude at the end of take-off is retrieved from the performance data dependent on the
aircraft type.
Further, airport altitudes are taken into account for take-off as well as for landing.
A
M
D
d
O
Glide Path threshold

AC
AC
AC
Glide Path
Tower ILS outer marker
Figure 50 - Update to Glide Path
3.2.1.11.5.2.6.4 Speed instructions
The following types of speed instructions can be applied on a certain trajectory:

(1) UPDATE_TO_IAS_SPEED
Maintains or updates the speed of the aircraft to a specific Indicated Air Speed (IAS). The speed is
increased/decreased with a value, which is retrieved from the performance characteristics, using the
specified acceleration/deceleration rate.
This new speed is compared to the MAX_SPEED and the STALL_SPEED for the aircraft's
performance class concerned for the current altitude layer. If too high or too low, then the IAS is limited
to the MAX_SPEED or STAL_SPEED, accordingly, and a warning message is sent to the pilot
controlling the aircraft. Such a warning is displayed each time the aircraft reaches the MAX_SPEED or
STALL_SPEED.
The Figure below shows the flight envelope containing the valid range of altitudes for all possible IAS's
for a certain aircraft, and the consequence of this for the TAS (dashed line).
Alt
IASmin
TASmin TASmax
Alt 1 IASmax
VminVmax
V
Figure 51 - Flight envelope
(2) UPDATE_TO_MACH_SPEED
The expected speed is converted to an IAS speed after which a speed update is performed as
described for UPDATE_TO_IAS_SPEED.
(3) UPDATE_TO_CRUISING_SPEED
Within the performance characteristics of an aircraft, the cruising speed is defined as the ideal speed
to fly as function of the altitude.
UPDATE_TO_CRUISING_SPEED will determine this speed from the performance data of the aircraft
using the current altitude, and perform a speed update (or maintain this speed) using the procedure as
described for UPDATE_TO_IAS_SPEED. As stated already in the previous paragraph,
UPDATE_TO_CRUISING_SPEED will automatically adjust the speed on altitude changes.
The ground speed is calculated from the IAS (via the TAS) with respect to the wind and the gust wind.
Calculation of speed changes:
– Case of speed changes: The new speed is reached by taking into account the
acceleration/deceleration rate of the aircraft (contained in the aircraft performance file).
– Case of a flight level change (with no speed command):
• When the aircraft is in profile mode: The new flight level is reached with the appropriate
climbing/descending cruising speed. Then the speed corresponding to the altitude of the aircraft
is read in a table and this new speed is reached by taking into account the
acceleration/deceleration rate of the aircraft (contained in the aircraft performance file).
• When the aircraft is not in profile mode: The new flight level is reached while trying to maintain
its current speed. Upon reaching the level the aircraft will still try to maintain its current speed.
– Case of a flight level change (with speed command) or speed command while the aircraft is
changing level (applies to when the aircraft is in either profile or not profile mode): A number of
cases can be considered as follows:
• The aircraft is ordered to descend:
Only IAS command: If the aircraft is above the descent Mach TL and an IAS only value is
entered, then the aircraft will maintain its current Mach speed, until such a time that the
IAS equivalent to the Mach speed equals or is greater than the entered IAS. At this time
the aircraft targets the entered IAS. Otherwise, the aircraft will target the entered IAS.
Only Mach speed command: If the aircraft is above the descent Mach TL and a Mach value
is entered, then the aircraft will target this Mach number, until such a time that the Mach
speed equals or is greater than the Mach equivalent to the first descent profile IAS value.
At this time the aircraft then targets the entered IAS. Otherwise, the aircraft will target the
profile descend IAS speed.
Mach or IAS speed commands: If the aircraft is above the Mach TL and a Mach and IAS
value entered, then the aircraft will target the Mach speed until such a time that the
current IAS equivalent to the Mach speed equals or is greater than the entered IAS. At
this time the aircraft then targets the entered IAS. Otherwise, the aircraft will target the
entered IAS.
• The aircraft is ordered to climb.
Only Mach speed command: If the aircraft is below the climbing Mach TL and a Mach value
is entered, then the aircraft will follow IAS profile speeds, until such a time that the IAS
speed equals or is greater than the IAS equivalent of the entered Mach value. At this time
the aircraft then targets the entered Mach value. If the aircraft does not reach the IAS
equivalent of the Mach value entered then the aircraft will maintain the last IAS profile
speed, until such a point that the transition to Mach can be achieved. (I.e. the IAS speed
equals or is greater than the IAS equivalent of the entered Mach value). Otherwise, the
aircraft will target the entered Mach value.
Only IAS speed command: If the aircraft is below the climbing Mach TL, and an IAS value is
entered, the aircraft targets the IAS value until such a time, that the current IAS value is
greater than or equal to the IAS equivalent of the first profile climb Mach value. At this
time the aircraft then targets the profile climb speed. Otherwise, the aircraft will target the
profile climb speed.
Mach and IAS speed commands: If the aircraft is below the climbing Mach TL, and an IAS
and Mach value are entered, the aircraft targets the IAS value until such a time, that the
current IAS value is greater than or equal to the IAS equivalent to the Mach value. At this
time the aircraft then targets the entered Mach value. Otherwise, the aircraft will target the
entered Mach value.
– Case of an instrument landing: After intercepting, the Glide path, the aircraft adjusts its speed to the
appropriate descending cruising speed. Then, the aircraft begins to decelerate to the landing speed
when passing the outer marker.
– Case of taking-off: The initial speed for take-off, the duration of the take-off and the distance
needed for the take-off are retrieved from the performance data dependent on the aircraft type.
Acceleration rate NORMAL is applied to reach the required speed.
– Case of holding command: At a distance of ATG_HOLDING_SPEED_ADJ_DISTANCE from the
holding beacon, the aircraft will change modes to holding and the holding speed will be targeted
(see the following text) at NORMAL acceleration/deceleration rate. If the aircraft is ordered to hold
when the aircraft is within this distance limit, the mode will change to holding and the holding speed
will be targeted immediately.
The aircraft speed will be changed by, taking into account the holding layer in which the aircraft is
currently in, and the speed in that layer as defined in the aircraft performance file. The speed
defined in the aircraft performance file for each layer is the maximum holding speed for that layer
(however, this limit does not apply to pilot entered speed orders).
If the aircraft speed is less than the maximum holding speed for the layer in which the aircraft is in,
then there will be no change of the aircraft speed. The maximum holding speed shall be targeted
(at normal rate) in the following cases:
• When the aircraft mode changes to HLD and the aircraft's ordered speed is greater than the
defined maximum speed for the layer at which the aircraft is within. If there is no ordered speed
then the current speed of the aircraft is checked against the maximum holding speed.
• Upon entering a new layer when the aircraft is in HLD mode and the aircraft speed is greater
than the maximum defined for the new layer which the aircraft entering. Given the two boundary
values (as entered in the ATG_PARAMETERS file, LOWER_HOLDING_LEVEL and
UPPER_HOLDING_LAYER) the three holding layers are defined as follows:
Lower layer < LOWER_HOLDING_LEVEL.
Middle layer < UPPER_HOLDING_LEVEL.
Upper layer >= UPPER_HOLDING_LEVEL.
While in holding mode, speed commands entered by the pilot will not be limited to the maximum
holding speed for the holding layer.
Upon exiting the holding pattern, the aircraft will resume to profile speed.
Upon entering or exiting an orbit, there is no change to aircraft speed.
3.2.1.11.5.2.7 Events
The purpose of events in the trajectory generation is to provide a means of sequencing commands,
delaying commands and triggering the pilot.
Based on the updated aircraft trajectories, a periodic review of all outstanding event requests takes
place, to check if any event has occurred since the previous check.
The events to be checked are listed below:
3.2.1.11.5.2.7.1 Abeam a Point or Over Point

Occurs when the aircraft is flying over a specified beacon (the beacon co-ordinates are given in the
event). "Abeam" occurs when the aircraft passes the beacon beyond 2 NM, "Over" when the aircraft
passes within 2 NM.
3.2.1.11.5.2.7.2 Distance from DME
Occurs when the distance of the aircraft to the DME equals a distance specified in the event.
3.2.1.11.5.2.7.3 Established on Radial
Occurs when an aircraft that was trying to join a radial, is now following this radial.
3.2.1.11.5.2.7.4 Established on Glide Path

Occurs when the aircraft has established on the glide path.
3.2.1.11.5.2.7.5 Established on Localiser

Occurs when the aircraft has established on the localiser.
3.2.1.11.5.2.7.6 Established on both Glide Path and Localiser
Occurs when the aircraft is established on the localiser radial as well as on the glide path of the ILS.
3.2.1.11.5.2.7.7 Established on Arc
Occurs when the aircraft is following the circle trajectory that it was previously requested to join.
3.2.1.11.5.2.7.8 Passed Altitude
Occurs when the altitude of the aircraft, while moving, crosses a specified altitude value.
3.2.1.11.5.2.7.9 Passed Outer Marker
Occurs when the distance of the aircraft to the ILS position, during an aircraft landing, equals the outer
marker distance (or when the aircraft, while landing, fly's over the outer marker point).
3.2.1.11.5.2.7.10 Holding Point Ahead
Occurs when the aircraft is arriving close to the holding point.
3.2.1.11.5.2.7.11 Passed (route) Point

Occurs when the aircraft fly's over a specified point.
The ATG takes into account the performance of the aircraft with regard to both turn rate and ground
speed. A calculation is undertaken to determine the most suitable distance from the point at which the
aircraft is deemed to have overflown the point, see the following pseudo code:
– Set the point-passing threshold to ATG_POINT_PASSING_THRESHOLD.
– Calculate the radius of turn using the "reduced" rate of turn for this aircraft.
• WHILE the radius of turn is greater than the passing point threshold or the rate of turn is less
than the "maximum" rate, LOOP.
• Increment the rate of turn.
• Calculate the radius of turn using the new rate of turn.
• END LOOP
• IF the distance from the aircraft to the point is less than or equal to the calculated radius of turn.
• THEN the aircraft is deemed to have passed the point.
• END IF
– Use the calculated rate of turn to determine the next updated position of the aircraft.
In this way the aircraft will attempt to use the most appropriate rate of turn according to the point
passing threshold value. For slow moving aircraft they will start to turn at the
ATG_POINT_PASSING_THRESHOLD distance, for fast moving aircraft they will start to turn at the
calculated radius of turn using the "maximum" rate.
Note: The value of "point passing threshold" has been set to ATG_POINT_PASSING_THRESHOLD NM. Its value may need
to be adjusted to provide more realism.
3.2.1.11.5.2.7.12 Reached Altitude
Occurs when the aircraft reaches a specified altitude.
3.2.1.11.5.2.7.13 Steady Heading
Occurs when the aircraft is established on a specified heading value.
3.2.1.11.5.2.7.14 Reached Mach
Occurs when the aircraft reaches a specified Mach number value.
3.2.1.11.5.2.7.15 Reached Speed

Occurs when the aircraft reaches a specified speed value.
3.2.1.11.5.2.7.16 Time Occurrence
Occurs when a specified delay has passed.
3.2.1.11.5.2.7.17 VOR Radial
Occurs when the aircraft crosses a specified radial.

3.2.1.11.5.2.7.18 Landed
Occurs when the aircraft, that follows an ILS procedure, has landed.
3.2.1.11.5.2.7.19 Scripted Message from SKPL
Occurs when aircraft reaches a beacon or when specified time is reached.
3.2.1.11.5.3 Pilot reports generation

EUR-P-ATGAS-34B
This function shall generate a report to the pilot each time that a specified condition occurs.
The following conditions are considered:
– Flying over a reporting beacon specified in SKPL.
– Leaving a flight level after a delay command (report generated automatically).
#
EUR-P-ATGAS-35E
– On datalink request by controller.
#
3.2.1.11.6 Altitude and Flight Level Handling

EUR-N-ATGAH-01
For each simulated aircraft, ATG shall provide both an altitude and a flight level, using the QNH value
of the QNH area named "SIMU" as initially defined in the offline configuration file ATG_PARAMETERS
and subsequently modified by the Leader.
An altitude shall be displayed on pilot positions when the aircraft is below the offline parameter
TRANSITION. A flight level shall be displayed otherwise.
#
EUR-N-ATGAH-02
When the pilot enters a level value in a command, the value entered is either a flight level or an
altitude, depending on the offline parameter TRANSITION:
– If the value entered is above TRANSITION then the level shall be a flight level.
– If the value entered is below TRANSITION then the level shall be an altitude.
Otherwise the system shall process the level value as a flight level or an altitude as indicated by the
operator.
#
3.2.1.11.7 Radar Data Handling

The objective of this function is to generate:
– Radar plot messages.
– North marker messages.
– Radar weather data messages.
3.2.1.11.7.1 Radar Data Generation

EUR-P-TRATG-09B
The radar data handling function shall simulate the detection of the aircraft by radars (radar plots) for
processing by the RFP/RDP function.
The number of simulated radars (no more than a system capacity ATG_MAX_NB_RADAR) and their
characteristics will be defined during Data Preparation. Up to ATG_EXE_MAX_NB_RADAR can be
used in an exercise.
Depending on the radar cover of the system, several radar sensors shall be able to detect the aircraft.
#
Each radar sensor deemed to detect the flight, according to the aircraft position and to the Radar
characteristics, the detection probability is calculated.
When the aircraft position is inside a dead area defined off-line for the radar, the aircraft shall not be
detected (zero detection probability).
The dead areas in radar detection are defined with two azimuth values (AZ1, AZ2), a range (R) and an
altitude (Alt) (refer to the Figure below).
AZ1
DEAD AREA
AZ2
RADAR SENSOR
Figure 52 - Dead Area Definition
For aircraft between AZ1 and AZ2 with a distance from the radar sensor greater than R, and with
altitude below Alt, are not detected by the radar sensor.
The maximum number of dead areas per radar is 3.
EUR-P-ATGRH-30
The minimum and maximum range of radar detection and a maximum level defines the radar cover
diagram. The maximum simulated radar range is a system capacity (ATG_MAX_RADAR_RANGE).
Detection probabilities can be pre-programmed within 10 volumes included in the radar coverage
(system parameter ATG_DETECTION_PROB). These volumes are defined by five altitude layers and
within each layer, two volumes (the first from 0% to 70% of the maximum range, the second from 70%
to 100%).
#
Figure below describes the radar detection probability distribution on radar coverage.
Altitude % of maximum altitude
Radar coverage area
1
p 5,1 p 5,2
s 5,1 s 5,2
0.8
p 4,1 p 4,2
s 4,1 s 4,2
0.6
p 3,1 p 3,2
s 3,1 s 3,2
0.4
p 2,1 p 2,2
s 2,1 s 2,2
0.2
p 1,1
s 1,1 p 1,2
s 1,2
0
70 100
Range %
Dectection Probability = r I, v of radar comverage range
r = radar type: p (primary) / s (secondary)

I = layer number
v = volume number
Figure 53 - Radar detection probability areas
A linear interpolation is performed, between two level values.

The detection probability is adjusted for each aircraft depending on its reflective area.
Based on this probability, and on a generated random number, the function determines if the aircraft is
detected.
For each detected aircraft, the Air Traffic Generator generates two types of co-ordinates:
For each detected aircraft, the Air Traffic Generator generates polar coordinates (limited to RHO and
THETA) in the radar reference plan. When the aircraft is equiped with a Mode C transponder and is
detected by a secondary radar, the ATG also generates a Mode C level.
For each radar sensor, the ATG shall generate north marker messages.
EUR-N-ATGRH-35
The Air Traffic Generator shall be able to build and send the following types of radar messages to the
Operational Radar Data Function:
• Primary plots.
• Secondary plots.
• Combined plots.
• North marker messages.
All radar messages shall be time stamped.
The Air Traffic Generator shall also be able to build and send the above types of radar messages to
the Bypass Radar Data Function.
#
EUR-P-ATGRH-34
The Air Traffic Generator shall be able to take into account the following radar parameters:
– Radar type (PSR, SSR, combined).
– Radar station position.
– Antenna revolution speed.
– SSR interrogation mode.
– Maximum range.
– Radar coverage charts.
– Detection probability patterns.
– Cone of silence.
#
3.2.1.11.7.2 Radar Weather Data generation

EUR-P-ATGRH-32
A weather map is defined for each exercise, during the database preparation and is defined by the
description of areas of precipitation detectable by primary radars (up to
ATG_EXE_MAX_WEATHER_RADAR) within their detection range. Each area of precipitation is
defined as a polygon and the summits of each polygon are expressed in lat/long coordinates.
Each area of precipitation is also defined with an intensity level (up to
RDF_MAX_WEATHER_LEVELS).
Each area of precipitation position shall be refreshed periodically according to the speed and direction
of the wind in the second wind layer, corresponding to the wind area containing the middle of the area
of precipitation.
#
3.2.1.11.8 Data-link handling

A simulated CM logon is sent by the ATG at the same time as the FPL message.
3.2.1.11.9 ADS data handling

EUR-P-TRADS-30
The ATG shall simulate the connection of the aircraft with the ADS function. The connection shall be
established at the activation time of the aircraft.
#
EUR-P-TRADS-31
The ATG shall simulate and provide to the ADS function the reports in accordance with the contracts
received from the ADS function for the specified aircraft.
The period of the Basic ADS group, the tag and modulus for all other groups specified in the contract
shall be simulated in accordance with the request.
If the aircraft is not in automatic mode (flying according to its SKPL) only the basic group will be sent.
#
EUR-P-TRADS-32
The ATG shall be able to modify the periodic contract of an aircraft, in accordance with a new periodic
contract request received from the ADS function.
#
EUR-P-TRADS-33
The ATG shall be able to simulate and provide to the ADS function reports in accordance with the
event contract request received from the ADS function, for the specified aircraft. The occurrence of the
reports will follow the same rules as in the operational system.
#
EUR-P-TRADS-34
On receipt from the ADS function of a new event contract request for an aircraft, the new one shall
replace the existing contract.
#
EUR-P-TRADS-35
The ATG shall be able to simulate the emergency mode for an aircraft on request from the pilot. In this
case, the default Emergency Periodic Contract shall be initiated by the ATG for this aircraft and the
reports sent to the ADS function will be generated in accordance with this contract. On request from
the pilot, the ATG shall simulate the termination of the emergency mode and the return to the normal
mode. The emergency periodic contract shall then revert to the periodic contract for the normal mode.
#
EUR-P-TRADS-36
The ATG shall be able to cancel one specified contract (periodic or event contract) for an aircraft on
request from the ADS function.
#
EUR-P-TRADS-37
On request from the ADS function, the ATG shall be able to cancel all the contracts and terminate the
connection for specified aircraft.
#
EUR-P-TRADS-38
The Training system shall be able to simulate both aircraft equipped with ADS and those not equipped.
Only the equipped aircraft shall be connected.
#
3.2.1.11.10 CPDLC message handling

EUR-P-TRPCC-30
The pilot shall be able to send messages to the controller, such as requests, reports and replies to
controller requests, in accordance with the messages definition given in reference [6].
#
Details of the HMI related to these messages constitution is given in paragraph 3.2.1.13.1.3
EUR-P-ATGFC-51
In addition, according to the on-board equipment together with the following off-line defined
parameters, (SEND_AUTO_AIREP_POS and SEND_AUTO_CPDLC_POS) CPDLC position report
messages are automatically sent when a reporting point is overflown.
#
3.2.1.11.11 Simulation Control

EUR-P-TRCTL-30
This function shall carry out the following actions on receipt of commands from the leader position:
– Game management:
• Stopping the game.
– Exercise management:
• Initialisation and start-up.
• Assignment of the Operational Supervisor position to the exercise.
• Freeze and resume.
• Speed control (speed-up and slow-down).
• Stopping the exercise.
• Initialisation and start-up.
#
Note: Each group can independently choose its exercise from the set of exercises included in the game, and can conduct its
own exercise (start-up, freeze, control the speed, rewind, restart, replay and stop) without disturbing the other groups.
If two controllers, each in a different group, use the same radar and run the same exercise, they will see the same initial
situation but the tracks will behave differently, because of different manual inputs by pilots or because of different time
frames.
EUR-P-TRCTL-35
In association with the recording and the ASPB functions, the simulation control shall also carry out the
following actions on receipt of commands from the leader position:
– Replay the current exercise.
– Replay the archived exercise.
#
EUR-P-TRCTL-31
Up to 'n' (system capacity ATG_RNG_MAX_NB_GROUP) groups shall be able to simultaneously play

an exercise.
#
EUR-P-TRCTL-32D
The speed of the exercise can be increased up to 'n' (system capacity ATG_MAX_SPEED_UP) times
the real time speed to quickly advance the exercise further into the scenario or to test the scenario
prepared during data preparation.
2 levels of acceleration are defined:
a) One up to 'p' (system capacity ATG_MAX_LOW_SPEED_UP_NO_RADAR) times the normal speed
where functionality of the simulator operates normally. This level of acceleration is limited to 'q'
(system capacity ATG_MAX_GROUP_LOW_SPEED) groups in parallel.
System capacity: ATG_MAX_LOW_SPEED_UP_NO_RADAR if all radars are off or System Capacity:
ATG_MAX_LOW_SPEED_UP_RADAR if radars are on.
b) One above 'p' times the normal speed where some processing is discarded, and which is limited to
running on one group at a time (with no other group running above the normal speed). Limitations in
this mode are as follows:
– No radar data is generated.
– The weather maps are not simulated.
– Snapshot recording for RESTART is inhibited.
– Response times are not expected to meet the specifications.
#
EUR-P-TRCTL-34
When the session leader ends an exercise the following shall take place:
– All the controllers HMIs processes involved in the exercise are killed.
Once the session leader has chosen a game, the positions shall be initialised according to the
simulation configuration described in the game description.
#
3.2.1.11.12 Time Management

This function shall independently manage the time of each exercise.
EUR-P-TRATG-13
The simulated time for each exercise in the game shall be initialised with the start time specified by the
session leader at the start of the exercise.
#
EUR-P-TRATG-30
The exercise leader shall be able to speed up (system capacity: up to ATG_MAX_SPEED_UP times
faster than the real time) or slow-down (system capacity: up to ATG_MAX_SLOW_DOWN times
slower than the real time) the exercise speed.
#
3.2.1.12 OPERATIONAL HUMAN MACHINE INTERFACE
The HMI function shall provide a set of facilities to enable personnel to communicate with various
functions via the different peripherals designed into the system.
These HMI facilities are grouped into categories, which are described as follows:
– Time facilities.
– Windowing facilities.
– Password protection for Supervisor functionality.
– Sign on/off facilities.
– Aircraft dependant facilities.
– Radar monitoring facilities.
– Graphic facilities.
– Electronic strip facilities.
– Flight Plan management facilities.
– Traffic management facilities.
– Alarm and warning facilities.
– Display facilities.
– Screen capture facilities.
– Flight Plan Air Situation Display (FPASD).
– Transmission of ATC messages.
– Operational Data management.
– Operational data display facilities.
– Air traffic flow management facilities.
– RPL database version management.
– Playback session management.
– ADS contract management facilities.
– Controller Pilot Datalink management facilities.
– Air-ground Data Link survey facilities.
– System survey facilities.
– Verification of physical configuration facility.
– Paper strip printing facilities.
– ATC message de-queuing management.
– AIF management facilities.
– Flight Plan shutdown facilities.
– Local code/callsign coupling.
– Local SSR code management.
– Local QNH handling.
– Local Flight Plan facilities.
These facilities shall be provided by different peripheral equipment:
– Main display screen
– Auxiliary display screen
– Strip printer.
– Keyboard.
– Pointing device.
The following types of ATC operational positions are identified:
– Executive Controller (EC) position.
– Planning Controller (PLC) position.

– Flight Data Operator (FDO) position.
– Operational Supervisor (OPSUP) position.
– Area Supervisor (ASUP) position.
– Technical Maintenance Position (TMP).
– Observation (OBS) Position.
– Tower (TWR) position.
The Training system operational positions are:
– Executive Controller (EC) position;
– Planning Controller (PLC) position.
– Leader position.
– Pilot position.
– Supervisor (SUP) position.
Allocation of facilities to the different ATC operational positions, are described in the following
paragraphs.
3.2.1.12.2 HMI Facilities
3.2.1.12.2.1 Date Facilities

EUR-N-DATE-01
The UTC date (day, month, year) shall be displayed at each position in the operational environment.
The operator cannot change the date.
#
EUR-N-DATE-02
In the simulator environment, the date displayed shall be the current system date at the start of the
exercise. The date displayed shall be synchronised to the exercise time during the exercise.
#
Note: The current system date is defined as the c urrent UNIX date. The current UNIX date can be synchronised to the GPS
time, depending on the system architecture (refer to the EUROCAT-X SSDD).
3.2.1.12.2.2 Time Facilities

EUR-P-TIM-30E
The UTC time shall be displayed at each position in hours and minutes and seconds in the operational
environment.
The operator cannot change the time.
#
EUR-P-TIM-32E
In simulator environment, the time shall be the relevant exercise time.

#
EUR-N-TIM-32
Each position shall support up to 5 simultaneous timers, each distinguished by a descriptive name up
to 10 characters long.
#
EUR-N-TIM-33
Timers shall permit the operator to be alerted at preset times specified in hours and minutes.
#
EUR-N-TIM-34
It shall be possible to:

– Modify the name and/or value of any timer prior to it expiring,
– Cancel a timer prior to it expiring,
– Preserve the name of a cancelled timer for future use.
Actions on a particular timer shall be abandoned should any timer expire.
#
EUR-N-TIM-35
An aural and visual alert shall be provided to the operator when a timer expires. It shall be possible to:
– Acknowledge the alert and cancel the expired timer.
Each expired timer must be individually acknowledged.
#
EUR-N-TIM-36
It shall be possible to view, on demand, the names and values of all timers simultaneously.
#
3.2.1.12.2.3 Windowing Facilities

EUR-P-WDW-01
Each position shall be provided with different kinds of windows:

– Permanent windows, which cannot be moved, resized or closed. These windows are always
present on the main display screen.
– Selectable windows, which can be displayed on operator request. These windows can be moved,
resized or closed.
– Confirmation windows are opened on some controller actions, which need a security (CNL
function). These windows cannot be moved, lowered, resized or closed. They are automatically
displayed and erased when the controller has answered (Yes or No button).
– Warning window is opened when any part of the system is not operating normally. FDP failures,
plus other failures are displayed here. This window can be moved, lowered or resized. It is erased
when the list of warning becomes empty after an operator acknowledgement.
– Error messages window is opened on errors following manual action from the controller. This
window can be moved, lowered or resized. It is erased when the list of errors becomes empty after
an operator acknowledgement.
#
EUR-P-WDW-30
At every position where two screens are available (main and auxiliary display) the operator shall have
the capability to move the cursor from the Main display to the Auxiliary display, and vice-versa.
#
EUR-P-WDW-31
At every position where two screens are available (main and auxiliary display) the operator shall have
the capability to transfer windows displayed on the main display to the auxiliary display and vice-versa.
The exceptions are listed below and must remain on the main screen:
– The error messages window.
– The warning window.
– The main air situation display window.
– The command line.
– The general information window.
#
EUR-P-WDW-32E
Only HMI_NB_WIN selectable windows containing a CLOSE button can be displayed at the same time
on one position, with the exception of the Second Air situation display window which can be displayed
whatever the number of windows is displayed at the position.
The exception shall apply to the FPCF Alert Window as well.
When the maximum number of displayable windows is reached and the operator wants to open a new
one, an error message will be displayed in the Error Messages Window, and the window is not
opened.
#
3.2.1.12.2.4 Sign on/off Facilities

EUR-P-SIGN-01
An operator shall be able to sign-on a position by entering his initials. He shall, as well, be able to sign-
off a position by clicking on the relevant button.
#
EUR-P-SIGN-02
A dedicated operator shall have the capability to display the list of the last three operators that have
signed on each position. This list shall contain:
– Controller initials.
– Time of sign-on.
– Time of sign-off (if available).
– Physical position name.
#
EUR-P-SIGN-03
The operator login activities for the last 24 hours are logged in a dedicated log file, which is accessible
for viewing.
#
3.2.1.12.2.5 Password Protection for Supervisor Functionality

EUR-P-PASSWD-01
An operator shall be requested to enter a password before access to the supervisor position
functionality is made available. Upon finishing their actions the operator shall have the ability to logoff
the position thus disabling access to the position functionality.
#
3.2.1.12.2.6 Aircraft Dependent Facilities

Aircraft dependent facilities shall present aircraft position and related information, in a graphical format.
The aircraft shall be represented by different kinds of tracks, which are:
– Radar track with information received from the radar data function and associated with the flight
plan information, if available.
– ADS-C track with information received from the ADS -C function and associated with the flight plan
information, if available.
– Flight plan track with information received from the flight plan function.
3.2.1.12.2.6.1 RADAR Tracks

EUR-P-ACRFT-01
Each controller shall be allowed to choose between displaying:

– Radar system tracks.
– Local (mono-radar) tracks from selected radar for the RFP/RDP function.
– Bypass local tracks from selected radar.
– Bypass system tracks.
#
The radar track display update cycle shall be dependent on selection of radar data source, either
approach radar or system picture.
3.2.1.12.2.6.1.1 Displayed Track Information
Radar tracks are the graphical representation of aircraft position and movement.
EUR-P-ACRFT-40
A radar track shall be displayed with the:

– Present position of the aircraft represented by a track symbol.
• 6 symbols are available for secondary tracks:
If an offline defined SSR-code to symbol mapping is present:
• 5 for tracks with an offline specified SSR code (4 of which will typically be mapped to
specific SSR codes, for example: 0001, 2000, 0100 and 1200).
• 1 for the others.
If no offline defined SSR-code to symbol mapping is present:
• 4 for tracks with specified SSR codes (0001, 2000, 0100 and 1200).
• 1 for the others and 1 not used.
• Other symbols are defined for:
Primary tracks.
Tracks in extrapolated status.
Test tracks.
Site monitor tracks
Cancelled tracks.
Note: SSR tracks, with associated detected primary tracks are displayed as a primary track overlaid on the SSR track.
– Past positions of the aircraft represented by history dots emanating from the present position.
– Label:
Different label formats are used:
• Limited label for uncoupled tracks.
• Normal label for coupled tracks and radar tags (with field’s not available blank).
• Fixed extended label.
• Holding label.
• Radar Tag Label.
• Share extended label.
Primary tracks, which are not coupled, have no label.
Relevant flight information and alerts are displayed in the label; two kinds of alert are defined:
• Alarms (emergency: EMG, radio communication failure, hi-jack).
• Warnings:
− STCA
− MSAW
− APW
− DAIW
− TDAW
− CLAM
− RAM
− DUPE
− MPR
− SAR
− FPCF
− ETO
− U (no LAM received)
Flight identification on the label shall be made using the SSR code for non-coupled tracks, and
using the SSR code or callsign, according to the operator selection, for coupled tracks.
– Leader, i.e. a vector joining the present position and the label.
– Future position extrapolated at different times according to the operator selection represented by a
velocity vector (derived from radar data) emanating from the present position (track symbol) or a
short route probe.
The Special Pulse Identification (SPI) or the source of radar information, (Primary, Secondary,
Combined), coasted track are shown using different track symbols or colours.
Emergency/Warning or flight plan statuses are also presented using different colours.
#
3.2.1.12.2.6.1.2 System Track Update

EUR-P-ACRFT-03
System tracks shall be displayed synchronously with system track updating performed by the Radar
Data function.
#
3.2.1.12.2.6.1.3 Mono-radar Track Display Update for the RFP/RDP function (RDP failure)
EUR-N-ACRFT-06
The display of the mono-radar tracks shall be triggered by the reception of the corresponding local
tracks from the radar. The position of the displayed single radar tracks shall be the local track positions
in the stereographic system co-ordinates. The operator shall have the capacity to display the local
track positions with or without slant range corrections (in pulled down co-ordinates).
#
3.2.1.12.2.6.1.4 By-pass Mode

EUR-P-ACRFT-41B
This mode is used:

– In the event of a CDP failure or a communication link failure between the TMA partitions and the
attached Towers.
– In the event of a Radar Front Processing function failure.
– By manual selection of bypass from operator positions.
The display of the bypass tracks shall be triggered by the reception of the corresponding plots and
local tracks from the radar sensors. The position of the resulting tracks shall be based on the plot and
local track positions modified by the tracking algorithm of the Radar Bypass Processing function.
The operator shall have the capacity to display the local track positions with or without slant range
corrections (in pulled down co-ordinates).
#
3.2.1.12.2.6.2 ADS Tracks
3.2.1.12.2.6.2.1 ADS Track Display

EUR-P-ACRFT-30
All ADS tracks shall be displayed on the ASD with:

– A symbol.
– A label.
– A leader.
– A ground speed vector.
#
EUR-P-ACRFT-31
Four different symbols are specific to an ADS track depending on the value of its FOM (Figure Of Merit
extracted from the ADS Basic group) and the age of the ADS report.
The result of the following calculation is compared to parameter ADS_UNCERT_RADIUS_LIMIT to

determine whether low or high quality symbol is used. (The ADS track symbol is declared High quality
if the circle of uncertainty is below ADS_UNCERT_RADIUS_LIMIT).
#
EUR-P-ACRFT-46F
Uncertainty = R (FOM) + K * dV * T.
Where:
R = FOM accuracy from SC170 MOPS,
dV = Speed variation defined by a system parameter,
K = parameter value (ADS_K_FACTOR),
T = current time - transmission time.
#
EUR-P-ACRFT-32
Different ADS label formats are used:

– Normal label.
– Fixed extended label.
– Holding label.
– Shared extended label.
Relevant flight information and alerts are displayed in the label:
– Alarms (EMG).
– Warnings:
• DAIW
• TDAW
• CLAM
• RAM
• MPR
• SAR
• FPCF
• ETO
• U
• ARCW
– The identification shall be the flight identifier.
– The level is the altitude extracted from the Basic ADS group.
Flight plan data shall be displayed in the label.
#
3.2.1.12.2.6.2.2 ADS Track Update

EUR-P-ACRFT-33
ADS tracks shall be displayed synchronously with the ADS track updating performed by the ADS
function.
#
Note: ADS tracks, which are displayed at similar positions, will be updated at similar times.
3.2.1.12.2.6.3 Flight Plan Tracks
3.2.1.12.2.6.3.1 Flight Plan Track Presentation

EUR-P-FPASD-30
Flight plan tracks shall be displayed with:

– A specific track symbol.
– A track label.
– A leader joining the track label to the track symbol.
The track ground speed is based upon the pilot estimate at the next point or if that does not exist the
system estimate.
#
EUR-P-FPASD-31
Different label formats are used:

– Normal label.
– Fixed extended label.
– Holding label.
– Share extended label.
Relevant flight information and alerts are displayed in the label:
– Alarm (EMG, RDO and HIJ).
– Warning:
• MPR
• SAR
• FPCF
• U
• ETO
#
The position of an aircraft (represented by the track symbol) shall indicate the estimated position
according to the flight plan data.
3.2.1.12.2.6.3.2 Update of a Flight Plan Track

EUR-P-FPASD-32
A flight plan track shall be periodically updated taking into account the data from the corresponding
flight plan. This update period is a system parameter (HMI_FPT_PERIOD_UPDT). This update shall
take into account all modifications that are performed manually or automatically on the FDR.
For a departure flight plan when coupling has not occurred, flight plan track creation and display shall
occur at activation.
The above shall apply to a departure flight plan with a departure airport not qualified for DTI related functions.
For a departure flight plan with a departure airport qualified for DTI related functions, flight plan track creation and
display, shall occur at co -ordination. A stationary flight plan track shall be displayed at the departure airport until
activation, when the track extrapolation starts.
An ADEP or ADES is a DTI qualified airport if it is not off -line defined for exclusion from that qualification.
(An ADEP or ADES of ZZZZ is consequently considered as DTI qualified).

#
Note: FPL tracks, which are displayed at similar positions, will be updated at similar times.
3.2.1.12.2.6.4 Track Priority and Transition

EUR-P-ACRFT-39
Assuming that several sources are available to communicate position information on an aircraft, the
corresponding track shall be displayed according to the following decreasing order of precedence:
– Radar track.
– ADS track.
– Flight Plan track.
#
EUR-P-ACRFT-36
Automatic system selection between different track types is only possible if they are coupled with the
same flight plan. Selection is done in the following order:
– Radar and ADS tracks.
#
3.2.1.12.2.6.4.1 Track Display Transition
EUR-P-ACRFT-37B
The following table shows the transition between the different type of tracks and the conditions
associated with their display.
TRANSITION Radar Track ADS Track Flight Plan Track

From / to
Radar Track No radar track No radar track
And ADS track coupled. No ADS track
On radar track drop, the cancel
symbol inside the ADS track symbol
and ADS label shall be displayed
until the next update of the ADS
track update
On radar track drop, the cancel
symbol inside the flight plan track
symbol and flight plan label shall
be displayed until the next update
of the flight plan track update
ADS Track Radar track created No ADS track and time-out after
and coupled receipt of last ADS track. On ADS
track drop, the cancel symbol
inside the flight plan track symbol
and flight plan label shall be
displayed until the next update of
the flight plan track update
Flight Plan Radar track created Receipt and coupling of ADS track
Track and coupled
Table 3-76 Track Type Transition

#
Note: Uncoupled tracks shall be always displayed depending on the display range selection and filters in use.
3.2.1.12.2.6.4.2 Track/label Display Properties

EUR-P-ACRFT-47H
When a new track is created or when a track becomes no longer associated to a flight plan, default
individual settings are applied to the track/label:
– Leader line length default to local positions settings.
– Label size default to GIW settings.
– The track is designated only if its corresponding strip (if it exists) is already selected.
– The geographical route is not displayed.
– No the individual SRP is attached to the track.
– No IQL is attached to the track/label.
– Label orientation default to off-line definition.
During the life of a track/label coupled to a flight plan, the properties listed below shall be linked to the
corresponding flight plan:
– The selected leader line length.
– The label size.
– The track designation.
– The geographical route display.
– The individual SRP.
– The Individual Quick Look.
– The alarm status (e.g. whether alarm has been acknowledged or not).
– The selected label orientation.
During the life of a track/label coupled to a RadTag, the properties listed below shall be linked to the
corresponding RadTag:
– The selected leader line length.
– The label size.
– The track designation.
– The geographical route display.
– The individual SRP.
– The Individual Quick Look.
– The alarm status (e.g. whether alarm has been acknowledged or not).
– The selected label orientation.
Note: During the transition from flight plan degraded mode, as the HMI flight plan database is deleted and then re-built, any
track property shall be reset.
Flight plan properties overwrite RadTag properties.
When a transition occurs between:

– Different types of tracks, or
– After a transition from normal to degraded mode, or
– A change of radar in mono-radar mode, or
– A change of degraded mode.
The new track and its corresponding label shall keep the setting of the previously displayed track/label
for the same flight plan:
– The label orientation.
– The leader line length.
– The label size.
– The track designation status.
– The geographical route is displayed (if it was displayed before the transition).
– The individual SRP is still attached to the track (if any).
– The Individual Quick Look is still applied to the track and label (if any).
– Previous alerts and warnings remain if they are relevant to the new type of track.
– Previous alerts and warnings are cancelled when they are no more relevant to the new type of
track.
– Previous alerts and warnings still to be displayed on the new track remain displayed as previously
displayed. They are displayed as:
• Acknowledged if they were acknowledged before.
• Not acknowledged if they were not acknowledged before.
When the option of displaying the Flight Plan Air Situation Display is de-selected and selected again,
the flight plan tracks are deleted from display and then re-displayed: the tracks/label shall keep the
same settings as the previously displayed tracks/label for the same flight plan:
– The label size.
– The geographical route is displayed (if it was displayed before the transition).
– The individual SRP is still attached to the track (if any).
– Previous alerts and warnings remain displayed as they were displayed previously: they are
displayed as:
• Non-acknowledged if they were not acknowledged before.
#
3.2.1.12.2.6.4.3 History Trail Display Transition for Radar Tracks

EUR-P-ACRFT-38
After track cancel the history trail is displayed as follows:

– Upon each subsequent screen update, past positions are removed one by one with the oldest
position dot removed first.
– The last position symbol (coast) is replaced by a 'cancelled' symbol (o).
As history dots are part of the radar track, the radar track still exists in the system until the last history
dot disappears. This has to be taken into account in track capacities.
#
EUR-P-ACRFT-45E
The following conditions shall apply:

– History dots are suppressed when radar tracks are replaced by ADS tracks.
– History dots are suppressed when radar tracks are replaced by Flight Plan tracks and Flight Plan
tracks are displayed (FPASD is selected). If FPASD is deselected just after, the already
suppressed dots don't appear again.
– Consequently, history dots are maintained after radar cancel when:
• No other corresponding track type exists, or
• A corresponding Flight Plan track exists and is not displayed (FPASD deselected).
#
3.2.1.12.2.6.4.4 Initiation of a Flight Plan Track

EUR-P-FPTRK-30
The flight plan track shall be initiated on the display:

– In accordance with the transition rules (3.2.1.12.2.6.4.1).
– After co-ordination for inbound flights and after activation for departure flights.
– After co-ordination for departure flights departing from an airport qualified for DTI related functions.
– When the flight plan position is inside the FPASD area.
#
3.2.1.12.2.6.4.5 Termination of a Flight Plan Track

EUR-P-FPTRK-31
The flight plan track shall be terminated on the display.

– In accordance with the transition rules (3.2.1.12.2.6.4.1).
– At finishing.
– When the flight plan position leaves the FPASD area, if the flight plan has no more future point in
the FPASD area.
#
3.2.1.12.2.6.5 Last Radar Position Display

EUR-P-ACRFT-43
The operator shall have the capability to request display of the last radar position (when the radar track
has been lost) for all controlled tracks (last radar track, not extrapolated) received in the last "n"
minutes (n: system parameter: HMI_RADAR_LRP_PERIOD). Some tracks may remain for as long as
"2n" minutes.
On supervisor positions, the function will act on all emergency tracks.
The last radar positions shall be shown using specific symbols.
Last positions are retained only when the relevant tracks are being controlled by the position, or when
the tracks are in emergency on supervisor position.
On grouping and ungrouping of sectors, last positions retained on the regrouped ungrouped sector are
not transferred.
There is no transfer of last tracks when the track is no longer under the jurisdiction of a position.
#
3.2.1.12.2.6.6 Last ADS Position Display

EUR-P-ACRFT-44
The operator shall have the capability to request display of the last ADS position when the ADS track
has been lost) for all controlled tracks (last ADS report) received in the last “n” minutes (n: system
parameter: HMI_ADS_LRP_PERIOD).
On supervisor positions, the function will act on all emergency tracks.
The last ADS positions shall be shown using specific symbols.
Last positions are retained only when the relevant tracks are being controlled by the position, or when
the tracks are in emergency on supervisor position.
On grouping or ungrouping of sectors, the last positions retained on the grouped ungrouped sector are
not transferred.
There is no transfer of last tracks when the track is no longer under the jurisdiction of a position.
#
3.2.1.12.2.6.7 Airport Processing

EUR-P-ACRFT-34E
Inside an offline defined volume (system parameter SHOEBOX) around nominated airports, labels of
tracks shall be suppressed from the display (to prevent clutter on the screen) for the following:
– Coupled radar tracks for which the ADEP or ADES is the airport.
– Uncoupled radar tracks.

– ADS-C tracks for which the ADEP or ADES is the airport.
– Flight plan tracks for which the ADEP or ADES is the airport.
In addition, flight plan tracks shall be removed from the display when stationary at the arrival point in
an airport shoebox (before the parameter FPL_FINISH_END elapses).
For each airport, a 12-sided polygon and altitude define the volume.
A track is defined inside the volume when the track is inside the polygon and the vertical position fulfils
the following criteria:
– Radar tracks: altitude is strictly below the system parameter HMI_SUP_LEVEL.
– Flight plan tracks: its known PRL is strictly below HMI_SUP_LEVEL.
– ADS-C tracks: ADS level is strictly below HMI_SUP_ADS_LEVEL.
#
3.2.1.12.2.7 Radar Monitoring Facilities

Radar monitoring facilities shall present test tracks and site monitoring tracks in a graphical form on
dedicated positions only.
EUR-P-RADMO -30
Test tracks shall be displayed in a manner similar to radar tracks using a specific symbol.
#
EUR-P-RADMO -31
Radar tracks from site monitoring shall be displayed in a manner similar to radar tracks by using a
specific symbol without track history.
#
3.2.1.12.2.8 Actions On Label

EUR-P-LACT-30H
Some of the label fields are active fields that enable a controller to quickly perform a function:
– Callsign to:
• Select/de-select the detailed label.
• Open a pop-up menu, which allows the controller to enter a SAR Timer.
• To open the Callsign popup menu which allows the controller to:
Insert or remove the corresponding flight plan from the FPCF database.
Perform a trial probe on amended data.
Accept or handoff associated flight plans.
• Open/close the corresponding Flight Plan Window.
– PRL, RWY to open a popup menu, which allows the controller to modify the values.
– CFL to open a popup menu, which allows the controller to modify the values.
– MNB to open a popup menu that allows the controller to modify the values.
– Label data, to open a window, which allows the controller to modify the values.
– CFL to open the Position Report Window.
– MCL/RRL to open a popup menu that allows the controller to modify the displayed value in the
event of an invalid Mode C for the track or for an aircraft without a transponder or with the Moce C
functionality of the transponder disabled.
– Co-ordination prompts, which allows the controller to display or not display the field.
Note: Any controller selected altitude value displayed in the MCL/RRL field shall not be used in any computation. Such an
altitude value shall be used for display purposes only - for any other purpose the Mode C altitude shall continue to be
considered as invalid.
Note: If the active label field of more than one track is potentially "captured", the track label that is used is for the highest track
in the following list:
- Track associated to a flight plan under control (jurisdiction and handed-over out HMI display state) of the position
(highest priority).
- Track associated to a flight plan being handed off (handed-over in HMI display state) to the position.
- Other tracks.
3.2.1.12.2.9 Radar Tag

Identification called a Radar Tag can be associated to a radar track, which does not already have a
RadTag or a flight plan coupled to it. The aim is to add information (callsign, CFL and free text) to a
track, when there is no flight plan.
EUR-P-RATAG-43H
A RadTag shall be able to be initialised/created without any link to a track.

– ACID (mandatory), CFL, CSEC (mandatory) and OPDATA information (optional) shall be entered
during that creation.
– ASSR information shall be automatically allocated by the FDP (except when the position is working
in local FDP mode: in this case, this information remains blank and is not accessible).
#
EUR-P-RATAG-30E
A RadTag shall be able to be initialised/created directly linked to a track not coupled to a flight plan.
– ACID (mandatory), CFL, CSEC (mandatory) and OPDATA information (optional) shall be entered
during that creation.
– ASSR information shall be automatically allocated by the FDP (except when the position is working
in local FDP mode: in this case, this information remains blank and is not accessible).
The information is displayed in the Radar Tag of all positions connected to the same Radar data
processor, and being in the same radar mode as the position having jurisdiction over the track.
#
EUR-P-RATAG-31B
The Radar Tag is initially allocated to the EC of the functional sector specified at Radar Tag creation
(the default is the functional sector where it was created). It can be transferred to other functional
sectors. If a manual hand-over is not accepted within HMI_RADTAG_HAND_OFF_TIMEOUT, the
RadTag returns under the control of the position performing the hand-over.
#
EUR-P-RATAG-37B
The Executive controller of the functional sector allocated to the Radar Tag can modify it.
The Tower controller of the functional sector allocated to the Radar Tag can modify it as well.
#
EUR-P-RATAG-44H
A means to attach a track to an already created RadTag shall be available to the Controller having the
jurisdiction of the RadTag.
#
EUR-P-RATAG-45H
A RadTag not attached to a track shall be able to be modified by the Controller having the jurisdiction
of the RadTag: only CFL, CSEC and OPDATA fields should be accessible for modification.
This includes RadTag tracks, which have just been created with no track and RadTag tracks, which
have been uncoupled from their track and are in time-out deletion process.
Note: Modification of CSEC is equivalent to a transfer of control of that particular RadTag.
#
EUR-P-RATAG-32B
Radar Tag can be manually cancelled, whether the Radar Tag is associated to a track or not, by the
Controller with jurisdiction.
Automatic deletion occurs, HMI_RADTAG_TIMEOUT after uncoupling.
#
EUR-P-RATAG-42
RadTag deletion occurs if the following conditions are maintained for

HMI_RADTAG_ALLOC_FAILURE minutes:
a) The initial allocation at creation has failed due to target HMI failure or the target HMI has remained
in local mode when FDP is available.
b) After a sectorisation if the RadTag could not be transferred to the new position due to overflow or
due to (a) above.
c) The position to which initial allocation is given is not in the same radar mode as the creating
position.
In all cases, before the time-out, it is possible to perform a RadTag assume on other positions.
#
EUR-P-RATAG-33B
Upon execution of the Radar Tag function, a discrete code shall be allocated from the VFR bin by the
centralised code allocation system. The code shall be displayed in the Radar Tag window.
The SSR code is released when the Radar Tag is deleted.
After time-out of RadTag allocated codes (EUR-P-SSRRT-31) FDP may reallocates the code. In this
case the code remains active for the RadTag function and remains displayed in the RadTag window.
Following a FDP cold start, all RadTag codes are released by FDP and the codes removed from the
RadTag Window.
#
EUR-P-RATAG-38H
RadTag shall be able to be associated to a designated track. Once made, this association is kept until
the track is lost or the owner position changes radar mode or mono-radar selection. In these cases, a
new association based only on a code match with the allocated code is attempted. Such a new
association can only be performed by the position having ownership over the RadTag. Other positions
can only see the RadTag if they are in the same radar mode (and same mono-radar selection if
appropriate) as the current owner of the RadTag.
Following the re-association of the RadTag based on code match the following information pertaining
to the track/label shall be kept:
– Previous alerts and warnings remain if they are relevant to the new type of track.
– Previous alerts and warnings are cancelled when they are no more relevant to the new type of
track.
– Previ ous alerts and warnings still to be displayed on the new track remain displayed as they were
displayed previously; they are displayed as:
• Non-acknowledged if they were not acknowledged before.
#
EUR-P-RATAG-39E
A RadTag shall be dissociated when either:

– The associated track is cancelled.
– The RadTag is cancelled.
– The track numbers are changed for the displayed tracks, for example as a result of selection of:
• A different mono radar sensor.
• A different bypass radar sensor.
• A different radar mode (mono radar, system, bypass).
#
EUR-P-RATAG-34B
A specific Radar Tag List contains all track labels under the jurisdiction of the sector (callsign and
assigned SSR code, CFL and OPDATA).
RadTag tracks, which have been created, are displayed in the list as soon as the position having
jurisdiction has seized ownership over it (Note that if this fails as explained in EUR-P-RATAG-42, the
RadTag does not appear in the list).
#
EUR-P-RATAG-46H
A means to differentiate between associated and non-associated entries in the TagList Window shall
be established (ACID displayed in a different colour).
The TagList Window shall then contain RadTag under the jurisdiction of the controller:
– RadTag associated to a track, and
– RadTag not associated to a track:
• RadTag created but never associated to a track, or
• RadTag, which have been uncoupled from a track and are in time-out deletion process.
#
EUR-P-RATAG-35B
Radar Tag is available in normal mode. When a Radar Tag is entered in a mode other than normal, it
is not lost when returning to the normal mode, but a new association based on the assigned SSR code
(if existing) is attempted with the system tracks.
Radar Tag is available in by-pass radar mode.
Radar Tag is available in mono radar mode.
#
EUR-P-RATAG-40E
When FDP is not available, the RadTag is created without a SSR code.
#
EUR-P-RATAG-41E
Up to HMI_MAX_RADTAG_PER_LOGPOS RadTag tracks under jurisdiction of a logical position may

exist.
#
EUR-P-RATAG-36B
When a flight plan is coupled to a track on which a track label has been tagged, the coupling
overwrites the Radar Tag, and the corresponding Radar Tag is cancelled. At HMI start-up, all RadTag
tracks owned by the position shall be cancelled.
#
Note: Positions in local FDP mode being in a partition where the FDP system mode is normal are prevented from taking
ownership of RadTag tracks even when they are allocated to one of their functional sectors. They will be prevented until
they return to FDP normal mode, even if FDP system mode becomes degraded. This is to avoid potential conflicts to
occur when 2 positions in local mode are associated to the same functional sector.
3.2.1.12.2.10 Graphic Facilities
3.2.1.12.2.10.1 Maps
The operator shall be able to display maps, which comprise vectors, symbols, text, circles and arcs of
circles. System Maps, Danger Areas and Restricted Areas also comprise filled polygons. Vector lines
may have different graphic attributes, fine dash, coarse dash, solid line and dash-dot. Thin and thick
lines width may be selected only for solid lines, all others must be thin.
EUR-P-GRAPH-30
– One system map shall be created on-line automatically by the system, for dynamic tracks.
– System maps - Other system maps shall be created off-line. They can display items such as
airways, FDRG boundaries, reporting points and beacons, coastlines, noise sensitive areas, airway
centre lines and routes. Up to HMI_NB_SYS_MAP system maps can be displayed at a position,
selectable (off-line selection) from a total of HMI_MAX_SYST_MAP (system capacity) system
maps. System maps can be selected or deselected for display at each controller position.
#
EUR-P-GRAPH-42E
– One of the maps displayed, as part of the system maps may be a dynamic track map.
#
EUR-P-GRAPH-02
– Local Private maps shall be created on-line. Local Private maps can be named, selected,
deselected, deleted and saved and they remain local to a position. They can be restored while the
user mode of the position remains operational.
#
EUR-P-GRAPH-40
– Global private maps shall be created on-line. Global private maps can be named, selected,
deselected, deleted and saved. They are accessible by all the positions within a logical system.
#
Note: Global private maps are applicable to a logical system and not to the complete system.
EUR-N-GRAPH-54
– Temporary Danger Area (TDA) maps shall be created and deleted on-line by Supervisors. A TDA
map contains a Temporary Danger Area, defined as a vertical cylinder with a radius, a lower level
and an upper level. TDA maps can be named, selected, deselected, saved and deleted. They shall
be accessible by all the positions within the whole system.
#
Note: TDA maps are applicable to the whole system and not only to the logical system in which they are created.
EUR-P-GRAPH-31
– Danger area maps shall be special maps created off-line. Danger areas define the map in terms of
a surface area (defined by a polygon) and a height band. This polygon is used directly by DAIW
processing as described in EUR-P -DAIW-30. Danger areas are automatically active for a specific
period of time (off-line definition) or upon Supervisor/Airspace Reservation command. Active areas
are displayed only on designated logical positions (off-line definition).
– Restricted area maps are small maps, which can be scheduled for automatic activation similar to
danger area maps. Restricted area maps may comprise polygons, lines, or circles and arcs
etc.…(any maps elements). Restricted areas are automatically active for a specific period of time
(off-line definition) or upon Supervisor/Airspace Reservation command. Active areas are displayed
only on designated logical positions (off-line definition).
#
EUR-P-GRAPH-04C
– Weather maps shall be composed of vectors. These vectors shall be displayed as translucant
rectangles. These rectangles shall be centred on the received vectors and they shall have the
same length as the received vectors. The colour display of these vectors as rectangles shall differ
for each category of intensity levels (Light Intensities, Heavy Intensities). The translucency display
of these vectors as rectangles shall differ for each intensity level. If two areas having different
categories are superimposed then the Heavy Intensities presentation will have priority.
#
EUR-P-GRAPH-49
Weather data from the radar weather channels shall be retained for each radar sensor offline defined
as a weather radar sensor. This weather channel data shall be displayed when requested by the
controller. If the weather channel data from a specific radar sensor has not been updated in
WEATHER_DISPLAY_ROTATION_NB (System Parameter) antenna rotations then these data shall
be deleted and removed from the display.
#
All map categories shall be distinguished by use of different colours.
EUR-N-GRAPH-52
Operators shall be able to use vectors, circles, arcs, symbols and text for online private maps
definition. They shall also be able to select character fonts, symbols shape and colours.
#
EUR-P-GRAPH-51
Supervisors can choose, when drawing a Global Map to select a list of position names on which the
map shall be displayed automatically once created.
Note: The other (non-selected) sectorised positions shall still be able to display the Global Map, but the map will not be
displayed automatically at creation.
#
EUR-P-GRAPH-05
The operator shall be allowed to choose which maps to display, except for:
– Danger areas.
– Temporary danger areas.
– Restricted areas.
Danger areas and restricted areas maps shall be automatically displayed/removed from the screen
depending on their state (activated/deactivated).
Temporary Danger Areas shall be displayed on all positions within the system as soon as created by
the Supervisor. The Supervisor shall be able to remove a TDA from the display of all positions. As
soon as a TDA map is removed from the display or deleted, existing TDAW alerts shall be cancelled
for this area and no further TDAW alerts shall be raised for this area.
#
EUR-P-GRAPH-43E
Provisional and final dynamic routes maps shall be automatically updated to all positions where
corresponding map is selected, on automatic modification of the map.
#
EUR-P-GRAPH-32
For representation of segments of maps created on-line whose length is greater than a certain value
(system parameter: HMI_SEGMENT_LENGTH_IN_RADAR), intermediate points shall be
automatically introduced between segment extremities to allow a representation of a great circle,
within the accuracy specified in Appendix B.
#
EUR-P-GRAPH-46E
The display of each category of maps shall be prioritised such that maps with a higher priority are
displayed on top of maps with a lower priority.
#
EUR-P-GRAPH-47E
The name of the System Maps in the MAP Window and system map popup menu shall be in the same
order as in the DPR file MAP_PER_POSITION.
#
EUR-P-GRAPH-48G
– Text area shall allow the operator to quickly display and subsequently move or remove small text
from the display.
The Text area shall be local to the position and shall never be transferred to any other position.
It shall be composed of a maximum of HMI_TEXT_AREA_NB_CHAR alphanumeric characters.
A maximum of HMI_TEXT_AREA text area shall be defined per position.
3.2.1.12.2.10.2 Tools
Some other manually selectable and de-selectable tools shall be available for the controller, as defined
in the following sub-paragraph.
EUR-P-GRAPH-07B
– Measurement vectors (Bearing and Range Line) shall enable the controller to measure a
distance, bearing and reciprocal bearing and/or a time between two objects. The extremities of a
measurement vector can be:
• Two fixed points (time not computed).
• A track and a fixed point.
• Two tracks.
The bearing, reciprocal bearing and range read-out are the great circle bearings and range.
The line itself is displayed as a single straight line between the extremities.
The bearing read-out is expressed in degrees with respect to top of screen (true north for En-route
centres and magnetic north for Approach centres).
Note: True bearings: on a sphere the reciprocal true bearing is only approximately 180° different from the original true bearing;
the approximation degrades with increasing distance and at high latitudes.
Magnetic bearings: in addition to the above consideration, if the local magnetic declination at the source of the cursor
differs from that at its destination then the reciprocal magnetic bearing will not be 180° different from the original
magnetic bearing.
#
EUR-P-GRAPH-08
– Range rings shall be a series of concentric circles, which can be (if selected) positioned by the
pointing device. The controller can select ring spacing.
#
EUR-P-GRAPH-09
– A compass bearing with 10 degrees graduations shall be provided centred on the screen centre,
North oriented to the map reference centre.
#
EUR-N-GRAPH-41
– The Scale Indicator shall be a pattern of scaled concentric circles (up to 5) with a dot (6 pixels in
diameter) in the centre, showing a range configuration about a point or between aircraft. The
pointing device can position it.
#
EUR-P-GRAPH-33
– Latitude, Longitude, Range and Bearing shall be automatically displayed during graphic
creation/modification of a flight plan route or a private map creation.
#
EUR-P-GRAPH-53
– Pointer Position shall be displayed and dynamically updated following the movement of the
pointer (system parameter: HMI_PTR_POS). The Pointer Position can be displayed either as
distance from system centre as X and Y coordinates or as latitude and longitude (system
parameter: HMI_PTR_POS). Stereographic projection is used irrespective of how the pointer
position is displayed.
#
EUR-P-GRAPH-39
– Inter-console Marker (ICM) shall enable a controller to display an ICM (symbol and brief
descriptive text) at any other logical position of his choice with a ASD (centre or Approach).
Selecting a geographical co-ordinate on the ASD and specifying a position name as addressee that
is to receive the ICM creates an ICM. The ICM is displayed at the addressee position at the same
geographical co-ordinate as that selected by the sending position. If the ICM co-ordinate lies
outside the display area of the Main Window of the receiving position, a message is displayed in
the warning window at the addressee’s position.
The markers shall be removed individually after an acknowledgement by the sender or receiver
positions or after a time out (system parameter: HMI_ICM_TIMEOUT).
There is no transfer of an existing ICM when the logical position is attached to a new physical
position.
The ICM shall be available between consoles across partitions.
The operator shall be allowed to indicate several points (system capacity HMI_MAX_ICM_POINT)
or tracks within a simple ICM message. The operator shall be allowed to simultaneously send a
maximum of HMI_NB_ICM_TO_SEND ICMs messages. At the same time, the operator shall be
allowed to simultaneously display a maximum of HMI_NB_ICM_TO_RECEIVE ICMs received
messages.
#
EUR-P-GRAPH-34
– Track angle, which shall allow the controller to calculate the angle between two tracks.
The displayed track angle shall be automatically erased after a time-out
(HMI_TRK_ANGLE_TIMOUT).
#
EUR-P-GRAPH-35B
– Estimated Time of Passing shall allow the controller to graphically display the estimated time of
passing of two coupled tracks.
The graphic display of the estimated time of passing shall be automatically erased after a time out
(HMI_TRK_ETP_TIMEOUT).
#
EUR-P-GRAPH-55
Conflicts are calculated from a point greater than a time offset
(VSP: HMI_TRK_LAT_C_START_POINT) in the past of each track and up to a parameter time
(VSP:HMI_TRK_LAT_C_LOOK_AHEAD) from the current time, if there are no anti-chronological
times between the start point and the current point.
If there are anti-chronological times between the start point and the current point (caused by a UPR
etc.), then the conflicts are calculated from the last ATO point after the anti-chronology and up to a
parameter time (VSP: HMI_TRK_LAT_C_LOOK_AHEAD) from the current time. A warning

message is also generated indicating that anti-chronological times were found for a track.
If the conflict entry time of either aircraft is outside this parameter (VSP:
HMI_TRK_LAT_C_LOOK_AHEAD) then the conflict is not displayed.
A displayable maximum (HMI_NB_LAT_C) of lateral conflicts shall be available on a position at the
same time (i.e. the number of LAT_C function requests that are active, being displayed, at one
time).
#
EUR-P-GRAPH-36
– Latitude, Longitude display shall enable a controller:
• To display the latitude and longitude co-ordinates of a designated point.
• To have the cursor automatically positioned on the air situation display at the location
corresponding to latitude/longitude manually entered.
• To cancel the display of previously selected geographical co-ordinates.
#
EUR-P-GRAPH-37
– Graphic Route Display: The navigation plan (graphic planned route) of a designated flight plan can
be displayed as a set of lines corresponding to each part of the route. The estimated time, cleared
level, the callsign and, optionally, the corridor width to be used for RAM processing are written
adjacent to each displayed beacon commencing at the current position of the aircraft and ending at
the last known point of the flight plan route. This facility is limited to the maximum of graphical
routes that can be displayed at the same time at a position (HMI_MAX_NAVPLN).
The graphic route may be displayed manually or, optionally, automatically.
In addition the operator shall have the ability to move the route display label.
#
EUR-P-GRAPH-38B
– Short Route Probe shall enable the controller to look ahead along aircraft routes for a selected
time or distance.
Graphic flight plan route will be displayed commencing at the current position and ending at the
predicted position of the aircraft as determined in time or distance as selected by the operator.
#
EUR-P-GRAPH-44E
Short route probe shall be a global function for all flight plan and ADS tracks of a position or limited
to a designated-coupled track. (Operator selectable).
#
Note: The update rate of the SRP shall be the same as the update rate of the corresponding track.
EUR-P-GRAPH-45E
– FPCF Trial Probe: A trial probe display is generated for a parameterised time
(FPCF_TRIAL_TIMEOUT) whenever a Trial FPCF is initiated. This is a display of the trial route.
A trial FPCF can be initiated from the Flight Plan Window.
A trial FPCF can be initiated from the CPDLC Editor Window.
A trial FPCF can be initiated from the Callsign menu.
#
EUR-P-GRAPH-80
– FPCF Graphic Display shall enable the operator to display the FPCF conflict of the selected
aircraft pair.
The graphic display of the FPCF conflict shall remain until manually removed.
A maximum (HMI_FPCF_DISPLAY) of conflicts shall be displayed on a position at the same time.
3.2.1.12.2.11 Electronic Strip Facilities

EUR-P-ESTP-01C
The electronic strip facilities shall allow the operator to organise strips in different ways:
– According to flight plan state.
– According to beacons of interest.
– According to executive Controller (on Planner positions).
In all cases the operator shall have the capability to sort his strips according to time, level or
alphanumeric criteria.
When there is equality based on selected criteria, alternate criteria shall apply:
– Time for alphanumeric selection.
– Time for level selection.
– Level for time selection.
Strips sorted by level shall be arranged with the lowest level at the bottom.
Strips sorted by time shall be arranged with the earliest time at the bottom.
Strips sorted by alphanumeric callsign shall be arranged with "A" at the top.
#
EUR-P-ESTP-38E
One Electronic strip for each flight plan shall be presented to a sector at a predefined time (parameter
defined off-line) before entering the sector (see HMI posting).
On a planner position supporting more than one executive controller, if a flight plan is posted to 2
executives, 2 strips can be posted to the associated planner.
#
Note: State Strip Windows contain strips for all flight plan states (Preactive, Co-ordinated, Announced, hand-over-in,
Controlled, hand-over-out), and each state may be selected/deselected as preferred, by the controller.
Executive Strip Window s contain strips for each selected executive controller, and each state may be
selected/deselected as preferred, by the controller. These strips are displayed on planner positions only. They are
specifically designed for when a planner supports more than one executive controller.
EUR-P-ESTP-31E
Beacon Strip Windows can be defined for enroute beacons and departure or arrival airports.
An identified Departure Airport Beacon Strip Window (e.g. ADEP Strip Window) displays strips of
flights, which are going to take off from that airport.
An identified Arrival Airport Beacon Strip Window (e.g. ADES Strip Window) displays strips of flights,
which are going to land on that airport.
An identified Beacon Strip Window displays strips of flight plans for which the beacon is included in the
route, including ADEP and ADES.
The beacon list chosen to display the strip is the one, which is the next to be overflown.
#
EUR-P-ESTP-34
Strips, which are not dispatched to any defined Beacon Strip Windows, are displayed in a specific Strip
Window, called the Other Strip Window.
#
Note: Beacon of interest can be any characteristic points or Airports and cannot be a geographical point.
The characteristic points or significant points in a flight plan qualify as "beacons" for display in strips are defined as
follows:
- All the points that are extracted during "flight path extraction" processing, including extracted points from SID on STAR
(except geographical points).
- All points entered during a manual modification of the flight plan route.
- Points, which are not displayed in strips, are:
- All points computed by the system during profile computation.
- All intermediate points which are computed by the system for determination of the list of crossed sectors, for great
circle representation, for determination of entry/exit in specific areas (non-radar tower areas, etc).
EUR-P-ESTP-30B
In a BEACON Strip Window, the strips are ordered:

– By estimated time of the flight over the beacon (ETO), with earliest times at the bottom if the time
option has been selected.
– By CFL, with lowest levels at the bottom if the level option has been selected. Undefined CFLs are
also at the bottom.
– By callsign, using alphanumeric sorting, A-Z displayed above digits 0-9. The characters are sorted
with ‘A’ at the top and the digits with ‘0’ at the top.
#
Sorting will be as follows:
Result From
A123 2PABC
AAA234 A123
QFA2 AAA234
QFA12 QFA12
2PABC QFA2
Table 3-77 Beacon Strip Window Sorting example

EUR-P-ESTP-35C
In a STATE Strip Window and in the "OTHERS" Strips Beacon Window, the strips are ordered:
– By estimated time on the sector boundary crossing point found at or before the Reference point of
posting for all flights with the earliest times at the bottom if the time option has been selected (see
Note below).
also at the bottom.
#
EUR-P-ESTP-36B
In a EXECUTIVE Strip Window, the strips are ordered by state first with top to bottom "preactive, co-
ordinated, announced, hand-over-in, controlled, hand-over-out" and:
– By estimated time on the sector boundary-crossing point found at or before the Reference point of
posting, with earliest times at the bottom if the time option has been selected (see Note below).
also at the bottom.
#
Note: If there is no sector boundary crossing point before the reference point, the sorting will be done on the first point of the
route. The Reference point of posting may be updated, and then the estimated time will be modified and the sorting will
be recomputed inside a same strip list.
EUR-P-ESTP-02
A Strip set-up Configuration (table HMI_STRIP_SETUP_CONFIG) shall be defined off-line by logical

position. Default settings can be defined for any other logical position not already predefined.
#
EUR-P-ESTP-03B
This configuration shall be able to be modified on-line and shall consist of:
– The mode: State or Beacon.
– The time/level/alphanumeric criteria.
– A list of flight plan states or a list of beacons of interest, depending on the selected mode.
– Graphic parameters, location and size of these windows.
#
EUR-P-ESTP-41E
After a new configuration, the defined set-up of the new logical position shall be taken into account,
and the strip windows are set according to it.
#
EUR-P-ESTP-04E
The dispatching of strips and strip data are dynamically updated in accordance with FDR
amendments. The strips are not updated whilst strip interactive fields are open for modification. When
the field is closed, the strip windows are updated.
#
EUR-P-ESTP-32F
Two sizes of strip are defined, one being a mini strip size, the other an expanded format. The content
of this extended format shall be displayed next to the content of its mini strip. On-line
extension/contraction is available.
The ability for extension is defined off-line per strip format.
#
Note: This unique strip extension may not have the same number of lines as its corresponding mini strip. As an extended strip
shall be extended next to its mini strip, if the extended strip is higher than the mini strip, strips may overlap each other.
MINI STRIP 1
EXTENDED STRIP
MINI STRIP 2
Figure 54 - Extended Mini Strip

Note: Posting conditions should ensure that only strips with the same extension ability are displayed on a position. This
prevents possible confusion, which could arise if an extended strip was replaced by a strip of a different format with the
extension ability disabled, e.g.:
- Format A has the extension ability (and the contraction ability).
- Format B does not.
- While format A is displayed, the controller opens the extension => after a while, format A is replaced by format B: the
extension cannot be closed manually by the operator: only an automatic closure is possible (after a scroll, a resize, a
move etc.).
EUR-P-ESTP-39E
Ten strip formats shall be available for use on-line, according to the type of operational position (tower,
Approach, En-route) and posting conditions, plus a format used for traffic management at all positions.
A format shall be available for PDC strip presentation.
These ten formats shall be selected off-line from a set of strip formats predefined off-line.
The off-line definition is made by selecting specified data, from a predefined list of items, for display at
specified positions on the strip. Up to 4 lines may be specified. Strip borders shall conform to the
defined strip size(s).
Different font attributes can be assigned to the fields of strips, for electronic strip formats.
Different font attributes can be assigned to the fields of strips, for paper strip formats.
#
EUR-P-ESTP-42F
A default strip format shall be defined off-line for each type of operational position (tower, Approach,
Enroute): during degraded mode, this default format shall be the one displayed for any new strip.
#
Note: Only strip formats with the same number of lines, (therefore the same height), should be displayed on a position: mixing
several formats of strips within the same Strip Window is available only if these different formats have the same height.
The fact that only strip formats with the same number of lines, (therefore the same height), shall be
displayed on a position cannot be verified by any process. This shall be considered as a guide.
EUR-P-ESTP-43F
A Strip Windows shall be able to be scrolled item per item, page per page, or shall be directly scrolled
to the location specified by the operator.
The item scrolling increment defined for a Strip Window shall correspond to the maximum size of a
strip format, e.g. 4 lines.
The page increment defined for a Strip Window shall be adjusted each time a Strip Window is resized.
#
EUR-P-ESTP-40E
The flight plan state (and Emergency/Warning) is shown on the strip by use of different colours, which
are described in the document reference in [8].
#
EUR-P-ESTP-33F
Some of the strip fields are active fields that allow a controller to quickly perform a function:
– The designator field:
• Permits the deletion of the strip, or
• Moves the strip sideways.
• Allows the designation of the strip and at the same time the coupled track is also designated.
Note: For designated strip a box surrounded the strip reflecting the state colour, and this will not override the emergency box,
if any.
– Callsign field permits:
• The opening and closing of the Flight plan window, and the display data concerning the flight
plan.
• The setting of a SAR Timer by selecting a value from a menu.
The opening and closing of the Callsign menu.
•
• The display of the extended strip.

– CFL field permits:
• The opening of the position report window, for global modification of several data (CFL, PRL,
ATO and ETOs).
• The modification of the flight plan CFL by selecting, a value from a menu.
– BEACON field permits:
• The opening of a menu containing direct track beacons used to modify the flight planned route.
• The designation and designation removal of a flight plan route point as a compulsory reporting
point.
– ETO field permits:
• The modification of a pilot ETO by selecting a value from a menu.

• The cancellation of a discrepancy warning on the corresponding point.
The specification of a delay on the corresponding point.
•
– Other fields (status, PRL, XFL, TAS/MACH NBR, ATD, ETD, SSR Code, RFL, PCFL, Local Ops,
Global Ops, SID/STAR, DRWY/ARWY, Gate) can be designated for a modification by use of the
keyboard, or by selecting a value from a menu (if present in the strip).
#
EUR-P-ESTP-37E
The designation field shows an orientation indicator, which gives the direction of the flight according to
the flight plan data. This orientation is computed, based upon the strip format, as sent by the FDP
function. The following 2 main choices of formats are available:
– Geographic computation of the arrow (default format). The arrow can then show four orientations,
which are northbound, southbound, eastbound and westbound. The orientation is based on the
value of the angle (relative to north) between the entry point and the exit point of the volumetric
sector containing the reference fix of posting.
– A fixed value selected in the posting conditions, which can then be →, ←, ↑, ↓, ↔.
The ↔ symbol is also used as the default designation field in case of a local FDP processing.
The direction indicator shall not be "filled" with colour unless the strip or track is selected.
#
If the above interactive fields are left open for longer than parameter time (HMI_STRIP_OPEN_TIME),
then the message "STRIP LIST LOCKED FOR EXTENDED PERIOD" is displayed in the Warning
Messages Window.
EUR-P-ESTP-44
A means shall be provided to ensure that the modification of the flight plan CFL by selecting a value
from a menu entails:
– The CFL modification alone.
– CFL and adequate PCFL modification(s) in one go.
#
3.2.1.12.2.12 Flight Plan Management Facilities
3.2.1.12.2.12.1 General Flight Plan Management Facilities

The following functions shall be available:
EUR-P-FPL-30
– To create a flight plan.
#
EUR-P-FPL-31
– To consult a flight plan (including a flight plan from RPL database).
#
EUR-P-FPL-46
– It shall be possible to consult flight plans that have the same ACID in an ascending/descending
chronological order according to the ETD/ETB of those flight plans (with the first FDR being the
active FDR, if any).
#
EUR-P-FPL-32
– To modify a flight plan.
#
EUR-P-FPL-33
– To estimate (or co-ordinate) a flight plan.
#
EUR-P-FPL-34
– To cancel a flight plan (which then becomes finished).
#
EUR-P-FPL-35
– To print out a paper strip for a corresponding flight plan.
#
EUR-P-FPL-36
– To submit the flight plan to the FPCF function.
#
EUR-P-FPL-37
– To inhibit a flight plan.
#
EUR-P-FPL-38
– To enable a flight plan to be controlled by a controller for a flight which was inhibited.
#
EUR-P-FPL-39
– To force or remove a strip to be posted to a specific sector.
#
Note: A controller in one centre is not able to force a strip to a controller in the other centre.
EUR-P-FPL-40
– To activate a flight plan.
#
EUR-P-FPL-41
– To change the proposed jurisdiction of a flight plan before activation.
#
EUR-P-FPL-42
– To deactivate a flight plan.
#
EUR-P-FPL-44C
– To print the internal data of a flight plan for debug purpose.
#
EUR-P-FPL-45G
– To highlight the track/label CFL.
#
3.2.1.12.2.12.2 Transfer Flight Plan Management Facilities

This facility shall allow the operator to:
EUR-P-TRFPL-30
– Hand-over flight plans to another position.
#
EUR-P-TRFPL-31
– Inhibit the automatic hand-off on a sector basis (all the flights under the jurisdiction of this sector
shall not be automatically handed to the next sector).
#
EUR-P-TRFPL-32
– Accept the control of a flight plan.
#
EUR-P-TRFPL-34
– Assume the control of a flight plan.
#
EUR-P-TRFPL-33
– Select and deselect automatic hand-off processing for a flight plan (does not apply to Handed-over
first).
#
EUR-P-TRFPL-35G
– Indicate that co-ordination is required.
#
3.2.1.12.2.12.3 Message Out Facilities

EUR-P-MSGOUT-01
A 'Message Out' Window shall be displayed on controller request via the Command Line.
#
3.2.1.12.2.12.4 Message In Facilities

Messages are routed to input queues based upon the message type, (AFTN, AIDC etc.). The queue
entries are displayed in dedicated windows at controller positions that are responsible for dealing with
a particular message type, (e.g. the FDO position will receive AFTN messages).
3.2.1.12.2.12.4.1 Message Display
EUR-P-MSGIN-10
Incoming received messages shall be displayed to the Responsible Controller(s) in a dedicated

window: the 'Message In' Window.
The 'Message In' Window shall be opened automatically when a message is received. It shall contain
the following information for each message:
– Transmission time of the message.
– Originator of the message (FIR/Military centre/NRT name).
– Message text.
#
EUR-P-MSGIN-12
The message text display area shall not exceed HMI_MSGIN_DISP_MAX_CHAR characters.
#
EUR-P-MSGIN-13
A received message shall be identically displayed on all Responsible Controller position(s) at the same
time.
#
3.2.1.12.2.12.5 Track and Flight Plan Management Facilities

The following facilities shall be provided:
EUR-P-FPLTK-30
– Manual coupling and de-coupling.
– Manual correction of an incorrect coupling.
#
EUR-P-FPLTK-31
– Manual holding on a coupled track: the flight plans in holding are automatically displayed in a
particular list as defined in EUR-P-MMHLD-30G below.
– The holding function can be performed at a known geographic point or at the position of the aircraft
when the hold function is executed.
– Manual release of holding.
#
EUR-P-MMHLD-30G
Controllers on EC and PLC positions can define up to four, (4), Holding Windows. Each of these
HOLD windows is attached to a specific Hold location as defined by the controller. The flight plans
displayed in these Holding windows shall be flight plans in hold (or initialise hold) status, with the
holding point defined as the holding location attached to the Holding window.
Additionally to these four windows, an "Other HOLD Window" is displayed on these positions; it is also
displayed on Tower positions as the unique HOLD Window. All flight plans in hold (or initialise hold)
status are to be displayed on the position, with those that cannot be displayed on one of the above
four Hold windows to be displayed in the Other Hold Window.
#
EUR-P-FPLTK-32C
Graphic Route creation or modification: The planned route of a new flight plan can be created by
means of the pointing device. The route can be modified by, inserting new points and/or skipping
existing route points. These modifications modify the ICAO route field.
#
3.2.1.12.2.12.6 HMI Principles for Flight Plan Management Facilities

EUR-P-FPHMI-30
When a FPL function has been initiated from the Flight Plan Window, this window is locked until
completion of the requested function or upon error detection (displayed in the error field of the
window). This means that, in the meantime, the buttons included in this window are no longer
accessible.
To warn the operator, the button related to the function currently processed is displayed in inverse
video and all the other buttons are displayed greyed out.
A time-out is also associated to the window locked to solve any possible communication problem
involving the FDP processing.
The window will be unlocked after this time out and the operator is warned by an error message in this
window.
However, "flight plan" actions on strips or on labels or via keyboard can be initiated before previous
action has received system acknowledgement. For these functions, any detected error will be
displayed via the Error Message Window where the aircraft callsign will be associated to the error text.
Up to 5 outstanding messages can be generated per HMI.
Actions done on the flight plan window can only be initiated when the previous action has received an
acknowledgement (positive or negative) from the system, and the flight plan window errors are
displayed in the flight plan window.
#
3.2.1.12.2.12.7 Flight Data Record History Display

EUR-P-MMHIS-01
A Flight Data Record History Window shall be available on dedicated positions.

#
EUR-P-MMHIS-02
The FDR History Window shall display the FDR history at the time of the window opening (snapshot).
#
The window is not updated by new FDR updates. In local Flight Plan mode, the FDR History window
shall not be available.
3.2.1.12.2.13 Traffic Management Facilities

EUR-P-TM-30
The traffic management function shall allow display of lists of strips for up to 5 selected fixes.
Within each fix traffic management window, the strips shall be displayed in ascending time order
(earliest time at the bottom and latest at the top) based on the ETD, ETA or ETO depending on the
category of the fix i.e. departure, arrival or en-route fix.
#
EUR-P-TM-31
The operator shall have the capability to select/deselect the display of the list associated with each
defined fix for the position.
#
EUR-P-TM-32
The operator shall have the capability to manually remove a strip from the "system sorted list" and to
manually sort it in the "manually sorted list".
#
EUR-P-TM-33B
The operator shall have the capability to manually move a group of adjacent strips from the "system
sorted list" to the "manually sorted list".
#
The format of the traffic management strips will be derived from the list of available fields for electronic
strips as per paragraph 3.2.1.12.2.11.
EUR-P-TM-34C
The operator shall have the capability to manually remove a strip from the 'manually sorted list' to the
'system sorted list'. The system list shall then be automatically resorted.
#
3.2.1.12.2.14 Alarm and Warning Facilities

EUR-P-WAR-30
The system shall generate visual alarm and warnings in track labels, strips or both for the following
events.
In both cases, alarm and warning shall be displayed on the concerned position as:
– The labels are forced irrespective of filtering selections (including airport shoeboxes) and
surrounded with a box; the alert status is displayed in the emergency/alert line.
Note: Not applicable to FPCF alerts.
No box is presented for STCA tracks, which are not in jurisdiction, hand-over in, or hand-over out by the position.
– The strip callsign and CFL change colour and the strip surrounded with a box.
– An aural alarm is also performed. Aural alarm will be:
• Long alarm for SSR emergency.
• Long alarm for ADS and CPDLC emergencies.
• Short alarm for others.
The track label and strip properties are always consistent (except FPCF), regarding their behaviour in
case of alert/emergency:
– A box around the track label is associated to a box around the corresponding strip.
– The emergency/alert status displayed in the emergency/alert line of the track label is associated to
the change of colour of the ACID and CFL in the corresponding strip.
The limited visual signal is as follows:
– The track label is forced irrespective of filtering selections, including airport shoeboxes.
– The alarm/warning status is displayed in the label.
– The colour of the callsign and CFL in the corresponding strip, if any, is changed.
The full visual signal is as follows:
– The track label is forced irrespective of filtering selections, including airport shoeboxes.
– The alarm/warning status is displayed in the label.
– The colour of the callsign and CFL in the corresponding strip, if any, is changed.
– A box is displayed around the label.
– A box is displayed around the strip, if any.
When a strip is posted on the position, the track label and strip properties are always consistent,
regarding their behaviour in case of alarm or warning:
Note: Not applicable to FPCF.
– A box around the track label is associated to a box around the corresponding strip.
– The alarm/warning status displayed in the track label is associated to the change of colour of the
ACID and CFL in the corresponding strip.
#
EUR-N-WAR-50
For SSR emergency code alarms the system shall also display a message in the Warning window of
concerned positions. The message shall contain an appropriate mnemonic, aircraft/track identifier and
latitude-longitude position co-ordinate.
#
EUR-P-RAC-24
It shall be possible to define off-line aural alarm timeout periods for individual emergencies and alerts.
It shall be possible to have no time-out period. The off-line definition shall apply to the following
emergency and alert conditions:
– SSR, Military, ADS, CPDLC Emergencies.
– The following warnings:
• DAIW
• DUPE
• MSAW
• APW
• TDAW
• CLAM
• RAM
• STCA
• FPCF
• MPR
• ETO
• U
• ARCW
#
EUR-P-WAR-45F
Alarms and warnings are attached to tracks; they shall not be displayed on strip if the corresponding
track does not exist in the HMI.
While the system is in Mono Radar Mode, tracks may display alerts coming from their corresponding
system track.
#
EUR-P-WAR-44E
Concerned positions for the following alarms:

– SSR Emergency.
– ADS and CPDLC emergencies.
And warnings:
– SSR Duplication.
– Danger Area Infringement Warning.
– Minimum Safe Altitude Warning.
– Cleared Level Adherence Monitoring.
– Route Adherence Monitoring.
– Missed Position Report.
– Search and Rescue.
– ETO Discrepancy.
– Co-ordination failure (AIDC).
– Co-ordination failure (OLDI).
– ADS Route Conformance Warning.
– FPCF
Displayed at those logical positions where the corresponding tracks are in "jurisdiction" or "hand-over
in" or "hand-over out" HMI State.
Are those logical positions where the corresponding tracks are in "jurisdiction" or "hand-over in" or
"hand-over out" HMI State.
Concerned positions for the following alarms:
– SSR Emergency
– Military Emergency
And warnings:
– Danger Area Infringement Warning
– Temporary Danger Area Warning,
– Minimum Safe Altitude Warning

– Approach Path Monitoring Warning
And the following logical positions:
– If the track is coupled to a flight plan in "controlled" or "handed-over first" or "handed-over" state
then the concerned positions are those for which the track is in "jurisdiction" or "hand-over in" or
"hand-over out" HMI state.
– If the track is not coupled to a flight plan in "controlled" or "handed-over first" or "handed-over" state
then the concerned positions are those that are responsible of the functional sector associated to
the volumetric sector in which the alarm/warning is raised (refer to Note 1 and Note 2).
A full vi sual signal and an aural signal are provided on these concerned positions for the track on
which any of these alarms or warnings is raised.
When a track is controlled again by one position following an accept on a non controlled track, the
alarm or warnings, if any, are raised on the position even if the controller had previously acknowledged
the same alert.
For tracks that are not coupled to a flight plan in "controlled" or "handed-over first" or "handed-over"
state: if an alarm or warning is acknowledged by a controller then when the track enters the functional
sector of another logical position, this alarm or warning shall be raised again on this position for
acknowledgement by the controller who is responsible of functional sector associated to the volumetric
sector in which the alarm/warning exists.
Additionally, the concerned position for Search And Rescue (SAR) alarm where the corresponding
flight plan is in "co-ordinated" FDP state is the first controller (EC only) in charge.
The full alarm and warning indications are generated at the receiving controller position (s) whenever a
flight in alarm/warning status is transferred.
Note: 1: Where a number of functional sectors are associated to the same volumetric sector, the first functional sector defined
in the parameter file (FUNCTIONAL_SECTOR_VOLUME_LINK) that is associated to the specified volumetric sector
shall be used.
Note: 1: For alarms and warnings on tracks which are not coupled to a flight plan in "controlled" or "handed-over first" or
"handed-over" state: Where several functional sectors are associated to the same volumetric sector, the first functional
sector defined in the parameter file (FUNCTIONAL_SECTOR_VOLUME_LINK) that is associated to the specified
volumetric sector shall be used.
2: If there is no v alid Mode-C for the track then the lowest volumetric sector shall be used.
2: For alarms on tracks which are not coupled to a flight plan in "controlled" or "handed-over first" or "handed-over"
state: If there is no valid Mode-C for the track then the lowest volumetric sector shall be used.
3.2.1.12.2.14.1 Alarm Conditions

EUR-P-WAR-01B
– SSR emergency
• Occurs when a hijack, radio failure or emergency code is associated to a track. Concerned
positions are those defined in EUR-P-WAR-44E.
• At all other positions the labels are forced irrespective of filtering selections and the emergency
status (EMG, HIJ or RAD) is displayed in the emergency line.
• A limited visual signal is provided on other positions.
• The aural alarm timeout period for an SSR emergency shall be an off-line defined system
parameter HMI_SSR_AURAL_ALM_PERIOD.
– Military emergency
• Occurs when a military emergency is associated to a track. Concerned positions are those
defined in EUR-P -WAR-44E.
status (EMG) is displayed in the emergency line.
• The aural alarm timeout period for a Military emergency shall be an off-line defined system
parameter HMI_MIL_AURAL_ALM_PERIOD.
– ADS emergency:
• Occurs when an ADS emergency is associated to an ADS track. Concerned positions are those
• At all other positions the ADS labels are forced irrespective of filtering selections and the
emergency status displayed in the emergency line.
• The aural alarm timeout period for an ADS emergency shall be an off-line defined system
parameter HMI_ADS_AURAL_ALM_PERIOD.
– CPDLC emergency:
• Occurs when a CPDLC emergency is associated to a track. Concerned positions are those
status (EMG) is displayed in the emergency line.
• A limited visual signal is provi ded on other positions.
• The aural alarm timeout period for a CPDLC emergency shall be an off-line defined system
parameter HMI_CPDLC_AURAL_ALM_PERIOD.
#
3.2.1.12.2.14.2 Warning Conditions

EUR-P-WAR-02
– SSR duplication (DUPE):
• Occurs when a duplication code is associated to a track as specified in EUR-P-TFC-35D.
Concerned positions are those defined in EUR-P-WAR-44E.
• The aural alarm timeout period for SSR duplication (DUPE) shall be an off-line defined system
parameter HMI_DUPE_AURAL_ALM_PERIOD.
#
EUR-P-WAR-03
– Danger Area Infringement Warning (DAIW):
• Occurs when a track approaches an activated restricted area and satisfies the following
requirements:
EUR-P-ADS -39
EUR-P-DAIW-32D
• Concerned positions are those defined in EUR-P-WAR-44E.
• The aural alarm timeout period for a Danger Area Infringement Warning (DAIW) shall be an off-
line defined system parameter HMI_DAIW_AURAL_ALM_PERIOD.
#
EUR-P-WAR-04
– Minimum Safe Altitude Warning (MSAW):
• Occurs when a track becomes under a predefined safe altitude and satisfies the following
requirements:
EUR-P-MSAW-32D, EUR-P -MSAW-39E
EUR-P-MSAW-32D
EUR-P-WAR-44E
• The aural alarm timeout period for a Minimum Safe Altitude Warning (MSAW) shall be an off-
line defined system parameter HMI_MSAW_AURAL_ALM_PERIOD.
#
EUR-P-WAR-46
– Approach Path Monitoring Warning (APW):
• Occurs when a track is outside the Approach Path. Concerned positions are those defined in
EUR-P-WAR-44E.
• The aural alarm timeout period for an Approach Path Monitoring Warning (APW) shall be an off-
line defined system parameter HMI_APW_AURAL_ALM_PERIOD.
#
EUR-N-WAR-51
– Temporary Danger Area Danger Area Warning (TDAW):
• Occurs when a track is detected within a Temporary Danger Area and satisfies requirement
EUR-N-TDAW-32 or EUR-N-ADS-81.
• Concerned positions are those defined in EUR-P-WAR-44E
• The aural alarm time-out period for a Temporary Danger Area Warning (TDAW) shall be an off-
line defined system parameter HMI_TDAW_AURAL_ALM_PERIOD.
#
EUR-P-WAR-05
– Cleared Level Adherence Monitoring (CLAM):
• Occurs when a divergence is detected between the predicted level in the route and the actual
level of a coupled track. Concerned positions are those defined in EUR-P-WAR-44E.
• The radar-coupled track shall satisfy EUR-P-CLAM-33B, EUR-P -CLAM-34E and EUR-P-TFC-
17.
• The aural alarm timeout period for a Cleared Level Adherence Monitoring (CLAM) warning shall
be an off-line defined system parameter HMI_CLAM_AURAL_ALM_PERIOD.
#
EUR-P-WAR-06
– Route Adherence Monitoring (RAM):
• Occurs when a divergence is detected between the predicted route and the actual position of a
coupled track. Concerned positions are those defined in EUR-P-WAR-44E.
• The radar-coupled track shall satisfy requirements EUR-P-RAM-31, EUR-P -RAM-33B and EUR-
P-RAM-34E.
• The ADS -C coupled track shall satisfy EUR-P -ADS-24E.
• The aural alarm timeout period for a Route Adherence Monitoring (RAM) warning shall be an
off-line defined system parameter HMI_RAM_AURAL_ALM_PERIOD.
#
EUR-P-WAR-07
– Short Term Conflict Alert (STCA):
• Occurs as soon as a conflict is detected on a pair of radar tracks, provided that the following
requirements are satisfied.
EUR-P-STCA-31B
• Concerned positions are those logical positions for which at least one of the tracks in conflict is
either in "jurisdiction" or "hand-over in" or "hand-over out" HMI state.
• If STCA_ELIGIBILITY indicates that flight plan data have to be considered for STCA processing
then the system provides the following visual and aural signals on positions for which one of the
tracks in conflict is either in "jurisdiction", "hand-over in" or "hand-over out" HMI state:
A full visual signal and an aural signal for the track(s) in "jurisdiction", "hand-over in" or
A limited visual signal for the other track in conflict
• If STCA_ELIGIBILITY indicates that all flight plan data, except holding data, must not be
considered for STCA processing then the system provides the following visual and aural
signals:
On positions for which one of the tracks in conflict is either in "jurisdiction", "hand-over in" or
"hand-over out" HMI state, there will be:
• A full visual signal and an aural signal for the track(s) in "jurisdiction", "hand-over in" or
• If the other track is not in "jurisdiction", "hand-over in" or "hand-over out" HMI state but
it is in the volumetric sector associated to the functional sector of the position then
there will be a full visual signal and an aural signal for this track.
• If the other track is not in "jurisdiction", "hand-over in" or "hand-over out" HMI state and
it is not in the volumetric sector associated to the functional sector of the position then
there will be a limited visual signal for this track.
• On positions for which none of the tracks in conflict is in "jurisdiction" or "hand-over in" or "hand-
over out" HMI state but one of the tracks in conflict is in the volumetric sector associated to the
functional sector of the position, there will be:
A full visual signal and an aural signal for the track(s) in the volumetric sector(s) associated
to the functional sector(s) of the position.
A limited visual signal for the other track
Note: For tracks which are not coupled to a flight plan in "controlled" or "handed-over first" or "handed-over" state: Where
several functional sectors are associated to the same volumetric sector, the first functional sector defined in the
parameter file (FUNCTIONAL_SECTOR_VOLUME_LINK) that is associated to the specified volumetric sector shall be
used.
• In addition, the information relative to the conflict pair is displayed in the STCA Alert Window.
• The aural alarm timeout period for a Short Term Conflict Alert (STCA) shall be an off-line
defined system parameter HMI_STCA_AURAL_ALM_PERIOD.
#
EUR-P-WAR-08
Flight Plan Conflict Function (FPCF):

• The aural alarm timeout period for a Flight Plan conflict Probe (FPCF) shall be an off-line
defined system parameter HMI_FPCF_AURAL_ALM_PERIOD.
#
EUR-P-WAR-31
– Missed Position Report (MPR):
• Occurs when a position report has not been received after a parameter time, after the report
was due. Concerned positions are those defined in EUR-P-WAR-44E.
• The aural alarm timeout period for a Missed Position Report (MPR) shall be an off-line defined
system parameter HMI_MPR_AURAL_ALM_PERIOD.
#
EUR-N-WAR-47
– Search and Rescue (SAR):
• Occurs at expiration of a manually or automatically set SAR Timer. Concerned positions are
those defined in EUR-P-WAR-44E.
#
EUR-P-WAR-39
– ETO Discrepancy (ETO):
• Occurs when an ETO is at significant variance from the system estimate, as describe in EUR-P-
ESTIM-31, EUR-P-ESTIM -39D, EUR-P-ESTIM -41D and EUR-P -ESTIM -42. Concerned
positions are those defined in EUR-P-WAR-44E.
• For an ADS-C track seeEUR-P -ESTIM -40D as well.
• The aural alarm timeout period for an ETO Discrepancy (ETO) shall be an off-line defined
system parameter HMI_ETO_AURAL_ALM_PERIOD.
#
EUR-P-WAR-32
– Co-ordination failure (U):
• Occurs when AIDC co-ordination fails caused by either receipt of LRM, LAM not received, or
ACP as appropriate, following a co-ordination proposal.
• Occurs when OLDI co-ordination fails due to non-reception of LAM after a co-ordination
proposal.
• The aural alarm timeout period for a Co-ordination failure (U) shall be an off-line defined system
parameter HMI_U_AURAL_ALM_PERIOD.
#
EUR-P-WAR-33
– ADS Route Conformance Warning (ARCW):
• Occurs when a divergence is detected between the flight plan route and the ADS aircraft
programmed route received from the predicted route group. Concerned positions are those
• The aural alarm timeout period for an ADS Route conformance Warning (ARCW) shall be an
off-line defined system parameter HMI_ARCW_AURAL_ALM_PERIOD.
#
EUR-P-WAR-10
– Lost Event Display:
• Occurs when coupling is lost due to loss of the radar track.
• Concerned positions are those for which flight plans are in "jurisdiction", "hand-over in" or "hand-
over out" HMI states. There is no special display for the track or the strip for this event. The
flight plan remains displayed in the strip window and it is also listed in the LOST Window. It
remains in the LOST window until the flight plan is uncoupled, no longer controlled or finished.
• No alert or warning is generated for lost events.
#
EUR-P-WAR-14H
When the alarm and warning is acknowledged by a manual action, the aural alarm is cancelled, the
box around the label (if applicable) and the strip are erased. The indication of the alert in strip and
label (if applicable) is still present until the alert disappears.
Exception is made for (AIDC) U alert (acknowledging this last alert is like cancelling it: any feature
linked to it disappears from display).
Exception is made for (OLDI) U alert (acknowledging this last alert is like cancelling it: any feature
linked to it disappears from display).
For MPR alarms, alarms are considered acknowledged for all points up to the point furthest along the
route having a MPR alarm at the time of acknowledgement.
ETO warnings acknowledgement can be carried out in two different ways:
– To acknowledge ETO alerts, through the ACK function, at each individual physical position:
• ETO alarms are locally considered as acknowledged for all points up to the point furthest along
the route having an ETO alarm at the time of acknowledgement. The aural alarm stops, and the
box around the label and the strip disappear, but the indication of the alert and the label (ETO
mnemonic) in the strip remain present, until the alert(s) disappears.
• The indication of the alert in the strip is coloured ACID, CFL and ETO on the point(s) having the
alert.
• Each time an ETO alert is reset (see requirement EUR-P -ESTIM -31), the ETO field in the strip
turns back to normal.
When there is no more ETO warning, the ETO mnemonic in the label disappears and the ACID
•
and CFL in the strip turn back to normal colour.
– To acknowledge a designated ETO alert, e.g. to cancel an alert on a particular beacon:
• This ETO alarm will be globally acknowledged and cancelled from display.
• If there is no more alert for that flight:
The box around the label and the strip as well as the ETO mnemonic in the label, disappear.
The aural alarm is cancelled.
The ACID and CFL in the strip turn back to normal colour.
#
When several conflicts occur at the same time, for an aircraft, the priority for display is higher for not
acknowledged emergency or warning than for acknowledged. The aural alert and the box around the
label are enabled when any new alert is generated even when the existing alert has been
acknowledged. The priority order is described below.
EUR-P-WAR-37
– For emergencies:
• EMG not acknowledged.
• RDO not acknowledged.
• HIJ not acknowledged.
• EMG acknowledged.
• RDO acknowledged.
• HIJ acknowledged.
#
EUR-P-WAR-41D
– For warnings:
• STCA not acknowledged.
• TDAW not acknowledged.
• DAIW not acknowledged.
• MSAW not acknowledged.
• APW not acknowledged.
• FPCF not acknowledged.
• CLAM not acknowledged.
• RAM not acknowledged.
• DUP not acknowledged.
• ARCW not acknowledged.
• MPR not acknowledged.
• SAR not acknowledged.
• ETO not acknowledged.
• (AIDC) U not acknowledged.
• (OLDI) U not acknowledged.
• STCA acknowledged.
• TDAW acknowledged.
• DAIW acknowledged.
• MSAW acknowledged.
• APW not acknowledged.
• FPCF acknowledged.
• CLAM acknowledged.
• RAM acknowledged.
• DUP acknowledged.
• ARCW acknowledged.
• MPR acknowledged.
• SAR acknowledged.
• ETO acknowledged.
• AIDC (U) acknowledged.
#
EUR-N-WAR-35
The controller shall be able to select a flight plan and tag that plan to either inhibit/de-inhibit the
following aural alerts and associated visual alarms, or to inhibit/de-inhibit the following aural alerts
only, individually:
– STCA
– TDAW
– DAIW
– MSAW
– CLAM
– RAM
– DUP
– MPR
In the case of conflict between 2 tracks (DUP, STCA), the controller shall be able to:
– Disable the alert on the 2 flight plans if the 2 tracks are under his jurisdiction, or
– Disable the alert only of the flight plan under his jurisdiction if only one track is under his
jurisdiction.
#
EUR-P-WAR-42D
The controller shall be able to select a flight plan and tag that plan to either inhibit or de-inhibit aural
alerts and associated visual alarms, or to inhibit/de-inhibit various aural alerts only, for ARCW alerts.
#
EUR-P-WAR-43D
The controller shall be able to select a flight plan and tag that plan to either inhibit or de-inhibit aural
alerts and associated visual alarms, or to inhibit/de-inhibit various aural alerts only, for FPCF alerts.
#
The system shall provide the capability to activate or deactivate either the aural alarm only, or the
aural alarm and the visual display of STCA and MSAW on a position basis or for the complete system
(as per 3.2.1.12.2.20). These various states of alert activation or deactivation shall be displayable on
each position.
aural and the visual display of DAIW, CLAM and RAM on a position basis or for the complete system
(as per 3.2.1.12.2.20). These various states of alert activation or deactivation shall be displayable on
each position.
aural and the visual display of FPCF on a position basis or for the complete system (as per
3.2.1.12.2.20). This status of alert activation/deactivation shall be displayable on each position.
The system shall provide the capability to activate or deactivate the aural alarm and the display of SAR
on a position basis or for the complete system (as per EUR-P-DQSEQ-30). This status of alert
activation/deactivation shall be displayable on each position.
aural and the visual display of TDAW on a position basis or for the complete system (as per
3.2.1.12.2.20.6). This status of alert activation/ deactivation shall be displayable on each position.
EUR-N-WAR-48
The controller shall be able to select a flight plan and tag that plan to inhibit/de-inhibit aural alarms and
visual warnings associated with the SAR alert.
#
EUR-P-WAR-36
The controller shall be able to inhibit or de-inhibit both the aural alarm only, or the aural alarm and the
visual display of Estimates discrepancy reports, for his position.
#
EUR-P-WAR-40B
– Local FPCF pair warning inhibition
• The controller shall be able to inhibit or reactivate a FPCF conflict warning at individual positions
for an individual aircraft pair. In this case, the report shall remain presented in the FPCF Alert
window but the ACID colour shall change, and the aural alert and the visual alarm in the strips
and the labels shall disappear.
#
3.2.1.12.2.15 Display Facilities
3.2.1.12.2.15.1 Main Window

The air situation is displayed in the main picture and any other additional window is as small as
operationally acceptable in order not to mask the main picture.
EUR-P-DISP-01
The range scale and the centre of the main picture can be amended.
#
3.2.1.12.2.15.2 Secondary Window

EUR-P-DISP-02
A second picture can be displayed on operator request to provide an overview of sectors or to zoom
on a particular area. It can be displayed with a predefined size at a chosen location. The range scale
and the centre of the second picture can be amended independently from the main picture.
#
3.2.1.12.2.15.3 Display Set-up

The controller shall be allowed to adjust the set-up parameters:
EUR-P-DISP-03D
– Picture parameters:
• Leader line length.
Label font.
•
– Brightness.
– Location of Windows.
#
EUR-P-DISP-33D
– Selection of display of radar system tracks.
– Selection of the radar sensor when in mono radar mode.
#
Note: The selection of the Radar sensor when in Mono Radar Mode is generally used to display local tracks of approach
radar, but it is not restricted to the approach radar sensor. Controllers can perform this selection, when radar processing
is available in the partition. Default set-up parameters are defined for each position.
3.2.1.12.2.15.4 Filters
EUR-P-DISP-05
The controller shall be allowed to display or not display track labels based on the following type of
filters::
– Altitude filter, to display or not display track labels within a low and high value (display levels
function)
– SSR Code filter, to display or not display track labels with up to two, two digit SSR code groups,
and up to two individual, 4 digit SSR codes
– Jurisdiction filter, to display track labels of flights currently under his/her jurisdiction, and
a) No other flights, or
b) All other controlled flight tracks within the FIR, or
c) All other controlled as well as uncontrolled flight tracks
For the Altitude filter:
– The track label shall be filtered (not displayed) if the ADS reported level (for ADS tracks) is
outside the altitude filter.
– Altitude filter does not apply to flight plan tracks.

– For radar tracks, the level used is the output from altitude tracking.
For the SSR Code filter the track label shall be filtered (not displayed) if the SSR code of the track is
one of the selected groups or individual codes or if the tracked Mode C (for radar tracks) is outside the
altitude filter.
Note: In the following cases the filter settings are overwriiten
- SSR codes 7500, 7600 and 7700 are forced over any altitude or SSR code filtering.
- SSR code filter and altitude filter applies only to flights whose flight plan status is non-jurisdiction for the position.
- SSR code filter does not apply to flight plan tracks.
- SSR and Altitude filters do not apply to radar tracks squawking identification (SPI).
The operator shall be able to activate/deactivate the "Quicklook All" function globally to display labels
and override all filters or activate/deactivate the Individual QuickLook selection for a particular track
label, which has been affected by the filter or to highlight individual aircraft under his control (controlled
state only).
This QuickLook All filter has no impact on Test and Site Monitor tracks.
#
For supervisor, SSR and altitude filters apply on the whole track (track and symbol positions).
3.2.1.12.2.15.5 Air Situation Display Management

EUR-P-DISP-40
Tracks and labels shall be displayed in the following order of precedence:
– Jurisdiction and handed-over out.
– Handed-over in.
– Other tracks.
#
EUR-P-DISP-34
A zoom function and range adjustment shall be accessible in both the main and second picture.
#
EUR-P-DISP-35
Picture off centring can be used to define a new picture centre on the main or second window.
#
EUR-N-DISP-50
Picture jumping can be used to define an on-screen or off-screen position or track as the new picture
centre on the main or second window.
#
EUR-P-DISP-36B
The operator shall be able to manually change the label orientation. The initial position of the label is
45°, and 16 positions are allowed.
The operator shall be allowed to select the velocity leader length or remove velocity vectors from the
display.
The operator shall be allowed to select the number of history dots or remove history dots from the
display.
#
EUR-P-DISP-37
The operator shall be able to switch:
– For the Radar Data Processor function:
From non-operational to mono-radar, or
•
• From non-operational to normal mode.

– For the flight plan function:
• From local mode to normal mode.
(Refer to the system mode transition paragraph, 3.2.1.15.2).

#
EUR-P-DISP-38
The operator shall also be able to switch from any mode to by -pass mode.
#
3.2.1.12.2.15.6 General Information Window

EUR-P-GIW -30
The following data of general interest shall be displayed or selectable according to position type:
– The logical system name.
– The current modes for:
• The position.
• The system.
– The current user mode (described in paragraph 3.2.1.15.2).
– The position name and sectors controlled by the position. The position, controlled sectors (if any)
are displayed on operator request.
– Range scale for the main picture with an indication of off-centring or picture centre.
– Range scale for the second picture with an indication of off-centring or picture centre.
– Filters:
• SSR code filters.
• Display levels only inside defined height band.
– Current date (updated every day)
– Current time (updated every second).
– The timer name and value of (in priority):
– The last un-acknowledged timer that has expired, if any, or
– The next timer that will expire, if any, or
– The first timer’s name and cleared value if no timers are active.
– Pointer position (system parameter: HMI_PTR_POS)
– Functions state:
• Range ring selection.
• Velocity vector.
• Short route probe selection.
• History dots.
• Quicklook selection.
• SSR all selection.
• Uncontrolled Tracks Display selection (accessible to Supervisor only).
• Test and Site Monitors Display Selection (accessible to Supervisor only).
• Flight Plan air situation display selection.
• Label size NORMAL or EXTENDED.
• Label type SHARED or FIXED.
#
EUR-P-GIW -32B
For tower display screen, two general information windows shall be available, one permanently
displayed with limited data (date, time, main window range) and 3 icons for selection of the Second
Window, second GIW and command line.
An extended GIW shall contain all other data of a GIW.
#
3.2.1.12.2.15.7 Track Filtering

A filtering algorithm is used when the number of system tracks exceeds the display capacity.
EUR-P-DISP-30
The HMI function shall ensure the display of all the tracks inside the Display Area as long as their
number does not exceed the display capacity.
#
EUR-P-DISP-31
The HMI function shall ensure the display of tracks located outside the displayed picture, when the
range is changed or the off-centring function is used.
#
EUR-P-DISP-32
The HMI function shall provide a warning when tracks can no longer be displayed because the display
capacity has been exceeded.
#
Three types of area are described for track filtering:
– Track System Area (TSA).
– Track Display Area (TDA).
– Track Filter Area (TFA).
The Track System Area is the overall system area defined for processing of tracks. Within this TSA
two further areas defined, the Track Display Area, (TDA), and the Track Filter Area (TFA).
The Track Display Area is the actual displayed area as seen by the controller, consistent with the
range selected.
The Track Filter Area has the same centre as the track display area but is an extension of its defined
physical area. Tracks in the TFA are not actually seen by the controller until the range scale is
changed or the screen display is off-centred. "Storage" of the TFA tracks enables the display system
to make them immediately visible to the controller at the instant the range is changed or off-centring
function used. The display system will attempt, at all times, to display tracks to the controller that are in
the track display area until such time as the display capacity is exceeded.
If the display of tracks in the TDA does not exceed the display capacity, then the display system will
"store" tracks seen in the TFA until the display capacity is reached.
If the display capacity is exceeded, any further tracks incoming to the TFA are discarded but the
current tracks in the TFA and the TDA remain displayed. As tracks in the TFA and TDA are cancelled,
the next incoming track messages will be eligible for display within the screen display capacity
limitation.
As tracks are received, they are chained to the area in which they will be displayed. This chaining is
updated as tracks are received, if the displayed range is changed or off centring used.
All tracks received by the position are stored, but only a system parameter number (HMI_NB_TRK)
can be displayed. When this limit is reached, a warning alerts the operator and an automatic filter is
activated:
On SUP positions:
– All non-controlled tracks are removed from the Main Window and the Second Window: only
controlled tracks remain displayed.
– If the limit is still reached, the following tracks are removed one by one in order to reach the
capacity:
• Controlled tracks from Second Window.
• Controlled tracks from Main Window.
On Other positions:
The following tracks are removed one by one in order to reach the capacity:
– Filterable tracks from Second Window.
– Filterable tracks from Main Window.
– Non-filterable tracks from Second Window.
– Non-filterable tracks from Main Window.
Note: Filterable means that a track/label is eligible for SSR Code or Altitude Filtering (according to its HMI display state).
In all cases, when tracks are removed, the symbol and the label are removed.
The history dots remain displayed.
A hysteresis shall be defined (e.g. low limit HMI_NB_LOW_TRK_FILTER, high limit
HMI_NB_MAX_TRK_FILTER). This means that the overflow processing is performed once the high
limit number of displayed tracks is reached, and until the track number falls below the low limit number.
If the operator selects another filter and if the number of tracks goes under the low limit, the automatic
filter on overflow is disabled.
3.2.1.12.2.16 Flight Plan Air Situation Display (FPASD)

EUR-P-FPASD-33
The controller shall be allowed to select/deselect the Flight plan air situation display on the position.
When requested, the FPASD facility shall display only Flight Plan tracks, and coupled tracks shall not
be affected.
#
3.2.1.12.2.17 Transmission of ATC Messages

EUR-P-TRANS-30B
The operator shall be able to send ICA O messages (FPL, DLA, DEP, ARR, CHG, CNL, CPL, ALR,
RCF, RQP, RQS, SPL, ACP, CDN, EST and free text) to any entered AFTN address.
The operator shall be able to send AIDC messages (CPL, ACP, CDN, EST, ABI, PAC, MAC, REJ,
EMG and MIS) to any entered AFTN address.
The operator displays the flight plan and selects the transmission (TRS) function. Depending on the
type of message to be sent, the system automatically composes the message with data extracted from
the displayed flight plan.
#
EUR-P-ATRANS-31
The operator shall be able to send OLDI messages (ABI, ACT and PAC) to the entered FIR in the
same manner as ICAO messages.
#
3.2.1.12.2.18 ATC Message De-queuing Management

EUR-P-DQSEQ -30
The de-queuing function is sequential (order of arrival) and shall be available for all queues.
When the de-queuing function is initiated for queues, the entire first message of the selected queue
shall be displayed and the operator can process it.
#
Once an operator has selected a de-queued message, the operator can perform the following actions:
EUR-P-DQSEQ -31
– The message can be deleted.
#
EUR-P-DQSEQ -33
– The message can be corrected and sent for automatic reprocessing.
#
EUR-P-DQSEQ -34
– The message can be re-queued for further processing (last of the queue). If a message is re-
queued after having been partially corrected, the corrections done by the operator are incorporated
in the re-queued message.
#
EUR-P-DQSEQ -35
– The message can be put back at the top of the queue (first of the queue).
#
EUR-P-DQSEQ -36
– For messages in transmission queues they can be modified and resent.
#
EUR-P-DQSEQ -37
– Next message can be selected. (Displayed message is re-queued for further processing (last of the
queue)).
#
EUR-P-DQSEQ -38
– Once a message has been de-queued, the operator can request the display of a flight plan window.
In that case, if the currently de-queued message has been recognised by the system as a flight
plan message, the first flight plan having a callsign match with the message shall be, displayed
otherwise, an empty FPL frame shall be displayed.
Note: There is no transfer of a de-queued message when the logical position is attached to a new physical position or when
sectors are transferred from one position to another.
#
EUR-P-DQSEQ -32
The message queue also contains RPL for which automatic extraction has failed, in that case:
– The extracted repetitive flight plan is displayed.
– The operator can correct the data and create the flight plan.
– He can also reject the erroneous RPL.
#
3.2.1.12.2.19 Operational Data Display Facilities

The operator shall be able to view operational data configurations, which have been defined by the
operator in charge of the corresponding operational data management.
The operator shall be allowed to select the type of operational data he wants to view:
EUR-P-OPSDT-01D
– The sectorisation configurations.
– The SSR code information.
– Status of STCA warnings.
– Status of DAIW warnings.
– Status of TDAW warnings.
– Status of restricted areas.
– Status of CLAM warnings.
– Status of RAM warnings.
– Status of MSAW warnings.
– Runways in use for the airports.
– Meteorological Data Modification.
#
EUR-P-OPSDT-04D
– QNH values.
#
EUR-P-OPSDT-02D
– Status of FPCF warnings.
#
EUR-P-OPSDT-03D
– Status of military areas.
– Status of Automatic Hand-off for each sector.
#
EUR-N-OPSDT-05
– Status of SAR warnings.
#
EUR-N-OPSDT-05X
– Weather Maps Intensity Levels Adjustment.
#
3.2.1.12.2.20 Operational Data Management

Operational Data Management facilities control:
– Sectorisation management.
– SSR code management.
– RAC warnings management.
– QNH modification.
– Selection of runways.
– Activation/deactivation of military areas.
– Weather Maps Intensity Levels Adjustment.
– Meteorological data modification.
3.2.1.12.2.20.1 Sectorization Facilities

Sectorisation is defined as the means of linking logical positions to physical control positions.
EUR-P-SECT-30
The system shall allow various predefined sectorisation configurations (table

HMI_PREDEFINED_SECTO) to be defined off line. The maximum number of predefined sectorisation
configurations per logical system is a system capacity (HMI_PREDEFINED_CONF_SECTO).
#
EUR-P-SECT-31
A dedicated operator shall be allowed to amend the current sectorisation or select a predefined
sectorisation, modify any predefined sectorisation, or prepare and store a new sectorisation.
Sectorisation means:
– Combining and separation of sectors on the physical position.
– Configuration of planners according to the workload.
– Reallocation of functions in the event of failure.
– Designation of the position as 'free'.
#
EUR-N-SUPC-01
A facility shall be provided in order for the operator to be able to enable or disable the access to
supervisor capabilities and related data.
#
EUR-N-SUPC-02
During operation the access to the different types of capabilities on the position shall be determined as
described below:
– EC/PLC capabilities shall always be accessible.
– Area Supervisor capabilities shall be accessible only after the user name and password for Area
Supervisors are entered and validated.
– Operational Supervisor capabilities shall be accessible only after the user name and password for
Operational Supervisors are entered and validated.
#
EUR-N-SUPC-03
Offline facility shall be provided in order to define:

– User names with a maximum of MAX_NUM_OF_USER_NAMES.
– ASUP or OPSUP capabilities for each user name.
#
EUR-P-SECT-32
When a re-sectorisation is activated, the system shall automatically redistribute flight plan data taking
into account the new configuration.
#
3.2.1.12.2.20.2 SSR Code Management Facilities

EUR-P-SSR-30
SSR code management facilities shall include:

– The activation/deactivation of SSR code groups.
– The display of SSR code groups and flight plan SSR codes categories association.
– The display of a warning when the percentage of SSR codes assigned in a category is over the
static threshold value.
They shall be provided to a dedicated operator.

#
The supervisor generally carries out the management of these facilities.
3.2.1.12.2.20.3 Enable/Disable STCA Warnings

EUR-P-WSTCA-30
The Supervisor shall be allowed to enable or disable either the aural alarm and visual display, or the
aural alarm only, of the STCA.
#
EUR-P-WSTCA-31
The dedicated operator shall be allowed to enable or disable the STCA processing inside each conflict
alert area.
#
EUR-P-WSTCA-32
In addition, the Supervisor shall be allowed to enable or disable either the aural alarm and visual
display, or the aural alert only, of STCA warnings for each logical control position.
#
3.2.1.12.2.20.4 Enable/Disable DAIW Warnings

EUR-P-WDAIW-30
aural alarm only, of DAIW.
#
EUR-P-WDAIW-31
The Supervisor shall be allowed to enable or disable and set times for activation/deactivation for each
DAIW area.
#
EUR-P-WDAIW-32
display, or the aural alarm only, of DAIW warnings for each logical control position.
#
EUR-P-WDAIW-33
The dedicated operator shall be allowed to set upper and lower height limits for each DAIW area.
#
3.2.1.12.2.20.5 Control of Restricted Areas

EUR-P-RMAP-30B
The dedicated operator shall be able to enable/disable or set times for activation/deactivation of each
restricted area.
#
3.2.1.12.2.20.6 Enable/Disable TDAW Warnings

EUR-P-WTDAW -30
aural alarm only, of TDAW.
#
EUR-P-WTDAW-31
display, or the aural alarm only, of TDAW for each logical control position.
#
3.2.1.12.2.20.7 Enable/Disable FPCF Warnings

EUR-P-WFPCP-30
The Supervisor shall be allowed to enable or disable the FPCF processing.

#
EUR-P-WFPCP-31
The Supervisor shall be allowed to enable or disable the FPCF processing inside each flight plan
conflict region.
#
EUR-P-WFPCP-32
display, or the aural alarm only, of the FPCF warnings for each logical control position.
#
3.2.1.12.2.20.8 Enable/Disable CLAM Warnings

EUR-P-WCLAM-30
aural alarm only, of CLAM.
#
EUR-P-WCLAM-31
display, or the aural alarm only, of CLAM warnings for each logical control position.
#
3.2.1.12.2.20.9 Enable/Disable RAM Warnings

EUR-P-WRAM-30
aural alarm only, of RAM.
#
EUR-P-WRAM-31
display, or the aural alarm only, of RAM warnings for each logical control position.
#
3.2.1.12.2.20.10 Enable/Disable MSAW Warnings

EUR-P-WMSAW -30
aural alarm only, of MSAW.
#
EUR-P-WMSAW -31
display, or the aural alarm only, of MSAW warnings for each logical control position.
#
EUR-P-WMSAW-32
The dedicated operator shall also be allowed to enable/disable each MSAW Inhibition Area.
#
3.2.1.12.2.20.11 Enable/disable Automatic Hand-off

EUR-P-OPAHO-30B
The dedicated operator shall be able to enable/disable the Automatic hand-off for each functional
sector. (Automatic hand-off proposal is then inhibited for flights controlled by this functional sector).
#
3.2.1.12.2.20.12 Enable/Disable SAR Warnings

EUR-N-WSAR-30
The dedicated operator shall be allowed to enable or disable the complete aural alarm and display of
SAR warnings.
#
EUR-N-WSAR-31
The dedicated operator shall be allowed to enable or disable the aural alarm and display of SAR
warnings for each logical control position.
#
3.2.1.12.2.20.13 QNH
EUR-P-MQNH-01
The dedicated operator shall be allowed to update the QNH values for all the QNH areas.
#
3.2.1.12.2.20.14 Runway in Use Modification

EUR-P-RNWY-01
The dedicated operator shall be allowed to modify for an airport, the runways in use for departures and
arrivals at this airport. A default association airport/runways is defined off-line
(HMI_RUNWAYS_AIRPORT_DEF).
#
EUR-P-RNWY-02
The dedicated operator shall be allowed to select a global warning message for a specified runway.
#
EUR-P-RNWY-03
The operator shall be allowed to select a local warning message for a specified runway.
#
3.2.1.12.2.20.15 Activate / Deactivate Military Areas

EUR-P-ADMIL-30
The dedicated operator shall be allowed to activate or deactivate a military area.

#
3.2.1.12.2.20.16 Weather Maps Intensity Levels Adjustment

The weather data received from a weather channel of the radar sensor can contain more than two
intensity levels. These weather data are divided into two categories of intensity levels (Light Intensities
and Heavy Intensities) for display to controllers.
EUR-N-WTHMAPLEV-01
The supervisor shall be allowed to modify for each radar sensor the cut-off level that defines the two
categories of weather intensity levels (Light Intensities and Heavy Intensities).
#
EUR-N-WTHMAPLEV-02
The supervisor shall be allowed to modify for each radar sensor the minimum intensity level processed
for the Light Intensities category of weather intensity levels.
#
3.2.1.12.2.20.17 Meteorological Data Modification

EUR-P-MET-30
The operator shall be allowed to modify the meteorological data for a specific cell of the meteorological
grid.
#
3.2.1.12.2.20.18 Impact of Logical System on Operational Data Management

Some operational data items are only relevant to the logical system where the supervisor is logged on.
(E.g. sectorisation, and various alerts status processing).
For these operational data items, display or modification is only possible in the logical system, which
has been selected by the supervisor.
3.2.1.12.2.20.19 Impact of Partitions on Operational Data Management

Display and modification of operational data items which are managed by Safety Nets and Monitoring
Aids Processing (activation/deactivation of STCA warnings, DAIW warnings, MSAW warnings,
restricted areas), are only possible in logical systems which are defined in the same partition as the
default logical system of the operator.
3.2.1.12.2.20.20 Logical System Allocation

The OPSUP shall be able to switch to any of the logical systems defined for the FDRG.
An AREA supervisor shall be able to switch to up to 16 off-line defined logical systems.
The following positions shall be able to switch to any of the logical systems defined for the FDRG, only
to display data:
– Flight Data Operator.
– TMP
3.2.1.12.2.21 ADS Contract Management Facilities

EUR-P-ADSPC-30
The controller shall have the capability to display, for a particular aircraft:
– The present period rate (periodic contract).
– The minimum and maximum altitudes allowed, as determined in the 'overshoot of defined altitude'
event contract.
#
EUR-P-ADSPC-31
The controller shall have the capability to request at any time (for a closer control in special situations),
more frequent ADS reports for a specified time.
3.2.1.12.2.22 Controller Pilot Datalink Communication Facilities

The controller, using the Controller Pilot Datalink Communication facilities, shall have the following
HMI capabilities:
EUR-P-DLPCM-30
– To send to appropriate aircraft, pre-formatted messages and free text as well.
#
EUR-P-DLPCM-31
– To monitor the progress status of his commands.
#
EUR-P-DLPCM-32
– To receive the requests from aircraft under his control.
#
EUR-P-DLPCM-33F
– To access messages (stored as not current in the CPDLC messages database) exchanged
between the pilot of a designated aircraft and the controllers of the centre.
#
3.2.1.12.2.23 Air-ground Data Link Survey Facilities

EUR-P-ADSLK-30
The dedicated operator shall have the capability to display the status of the air-ground Data Link.
On a detection of an air-ground Data Link failure, a status window shall display:
– A flight identifier if only one aircraft is concerned by the failure.
– An indication of the global failure if detected for several links.
#
3.2.1.12.2.24 System Survey Facilities

EUR-P-SRVEY-30
The dedicated operator shall have the capability to display the status of each radar sensor, via a
selectable window, but radar link failures shall be automatically presented to the operator via a
Warning Window.
#
EUR-P-SRVEY-35
The radar bias value of each radar sensor shall be displayed with the status of each radar sensor.
#
EUR-P-OPBIAS-01
The dedicated positions shall be able to manually enter the values of the biases for chosen radar
sensors in normal radar mode.
The displayed bias value should be:
– The one computed by the designated radar mode (automatic mode), or
– The one manually entered by the supervisor (manual mode).
Depending on the dedicated operator choice.
Note: This chosen value, (computed or manually entered), is used by radar processing for the generation of the system tracks.
EUR-P-SRVEY-31
Warning messages shall be sent to the dedicated logical positions by the system.
These shall indicate:
– Changes of status (e.g. control position).
– The percentage of used SSR codes when it is more than a specific value.
– The RPL when a new version is available (prepared by the off-line operator) or as the current
version of RPL is changed.
– The current sectorisation has been changed.
#
EUR-P-SRVEY-32
Radar failure messages shall be presented to operators controlling the functional sectors associated
with the radar (for each radar, a list of associated sectors is defined off line).
#
EUR-P-SRVEY-33
The dedicated operator shall be able to view performance data such as CPU, memory, disk and I/O
utilisation.
The dedicated operator shall be able to view performance data for the different nodes within his own
partition.
#
3.2.1.12.2.25 Verification of Physical Configuration Facility

EUR-P-PCONF-01
The dedicated operator shall be able to view the physical configuration of each physical position. For
each configuration, the set of equipment is displayed, with an indication of its availability/unavailability.
The status of equipment at other partitions is not shown, except at the enroute partition. The enroute
partition can display the status of all nodes in the FDRG.
I.e.: on an Approach (TMA) position, equipment nodes of the other Approaches (TMAs) and equipment
nodes of the enroute cannot be shown.
#
3.2.1.12.2.26 Air Traffic Load Management Facilities

EUR-P-ATFM-30
The operator in charge of the Air Traffic Flow Management shall have the capability to display or print
out a FPL summary or a forecast of all flights in the database. Not more than one request can be
processed at a time. The contents of the summary, and the criteria for the request are detailed in the
paragraph describing the flight plan load computation of the Flight plan function (paragraph
3.2.1.3.13).
#
EUR-N-ATFM-31
The operator shall have the capability to display, print or save onto a floppy disk a Flight Plan List of up
to system capacity FPL_MAX flights from the current FDR database or up to system capacity
FPL_PAST_MAX flights from the Past FDR database with sorting criteria.
The sorting criteria shall be based on the following items:
– Alphabetic sorting according to Callsign (mutually exclusive).
– Alphabetic sorting according to ADEP: automatic secondary sort with ETD/ETB.
– Alphabetic sorting according to ADES automatic secondary sort with ETA.
– Sorting in ascending order according to ETD/ETB (mutually exclusive).
– Sorting in ascending order according to ETA (mutually exclusive).
The following fields shall be displayed in the Flight Plan List:

– Callsign,
– Flight rule,
– Flight type,
– Aircraft number + aircraft type,
– Communication & Navigation equipment + SSR equipment,
– ADEP,
– ETD (for domestic and outbound flights), ETB (for inbound and overflight flights),
– ADES,
– ETA (for inbound and domestic flights only).
#
3.2.1.12.2.27 Medium Speed Printing Facilities

EUR-P-MSP-01
Facilities shall be provided to print supervision information such as alerts to medium speed printers. In
addition, manual requests are provided to generate various printouts.
All printout requests are processed through controller positions, which submit print requests via UNIX.
Printout requests are linked to logical positions and are routed to a printer based on an off-line
definition of the printer attached to a logical position.
Backup printers can be defined off-line when more than one printer exists in the partition.
As printout requests are serviced through controller positions, they are lost if the workstation is not
available at UNIX level.
Furthermore, pending requests are purged at restart of a workstation application.
MSP printouts include date and time.
Printers are defined per partition: all printout requests (automatic or manual) shall be generated and
printed in the same partition.
Warning messages manually printed from a controller position shall contain the date and time of the
print request; the character "P" shall be displayed in front of these date and time information in order to
distinguish those manually printed messages from the automatic printed ones.
#
EUR-N-SCF-01
The operator shall be provided with the capability to direct an image of the screen to a file.
The screen capture filename shall include the logical and physical position, the UTC date and time of
the screen capture.
The image shall contain the logical position and the UTC date and time of the screen capture.
The target directory path and the target node of the screen capture file shall be system parameters.
The screen capture function shall generate two files; namely an image file and a text file. The text file
shall specify the operator comments, the logical and physical position, the UTC date and time of the
screen capture.
#
Note: Actual printing is performed via an off-line tool, which may also permit cropping of the screen capture image.
The designated printer must be capable of printing graphical images.
3.2.1.12.2.28 RPL Database Version Management

EUR-P-DBRPL-30
The operator in charge of the on-line RPL management shall have the ability to manually select the
current version of the RPL file.
#
EUR-P-DBRPL-31
It shall also be possible to:

– Create, update and delete a RPL from the current file.
– Enter a RPL modification and a period during which the modification is valid.
– Cancel a repetitive flight plan.
– Cancel all RPLs that have expired in the current file.
#
EUR-N-DBRPL-32
The dedicated operators shall have the capability to select RPLs according to the following criterion:
– Aircraft Identification.
– Departure Aerodrome (ADEP).
– Arrival Aerodrome (ADES).
– Validity period.
– Validity period and day.
– Aircraft Operator, (Air Carrier)
#
EUR-N-DBRPL-33
The dedicated operators shall have the capability to activate/de-activate the automatic purge function.
#
EUR-N-DBRPL-34
Dedicated operators shall have the capability to temporarily suspend or restore the automatic
extraction of selected RPLs by using the airport of departure (ADEP) as criteria.
#
3.2.1.12.2.29 Flight Plan Shutdown Facilities

The dedicated operator shall have the capability to:
EUR-P-FPSDW -30B
– To request a printing of paper strips for all flights which would have been printed in towers during a
specified time based on preactive posting.
#
EUR-P-FPSDW -31
– To save all flight plans before a planned shutdown.
#
EUR-P-FPSDW -32
– To restore the flight plans saved. An error message is displayed when there are no saved flight
plans. (Normally used to restore flight plans saved before a planned shutdown).
#
3.2.1.12.2.30 AIF Display Facilities
3.2.1.12.2.30.1 NOT/MET Messages Management

The FDO operator can create, update or delete any item of the NOT/MET database.
EUR-P-AIFDIS-16Z
The system shall dispatch the messages to the controller positions. A message shall be sent to the
functional sectors/logical positions for which dispatch is required.
Any functional sector/logical position shall be able to receive a maximum of
AIF_MAX_NUMBER_DIST (system capacity) messages. The association between messages and
functional sectors/logical positions is off-line defined.
#
EUR-P-AIFDIS-20
When the maximum of AIF_MAX_NUMBER_DIST is reached, the incoming messages shall be

rejected on the FDO position (OTHERS queue).
#
3.2.1.12.2.30.2 NOT/MET Messages Display Facilities

The following message types are displayed:
– NOTAM
– SIGMET
– METAR
– SPECI
– TAF
– ARFOR
The NOT/MET display facilities are provided by mean of three windows:
– The Alert Window.
– The Response Window.
– The Data Display Window.
3.2.1.12.2.30.2.1 Alert Window

EUR-P-AIFDIS-01
The Alert Window displays all received messages, except those periodically updated such as METAR,
SPECI and TAF messages when they are already displayed in the Data Display Window.
#
EUR-P-AIFDIS-02
The Alert Window allows the operator to save a message or to delete a message from the window.
Saving the message moves it from the Alert window to the Data display window.
#
EUR-P-AIFDIS-03
The messages are sorted in the window on reception time basis.

#
3.2.1.12.2.30.2.2 Response Window

EUR-P-AIFDIS-04
The Response Window, can be used by the operator to query the database:
The messages can be extracted per type. Moreover, in order to extract a sub-set of messages, an
additional filtering parameter can be used:
– Aerodrome for TAF, METAR/SPECI.
– Meteorological watch office for SIGMET.
– Location identifier for NOTAM.
– Area designator for ARFOR.
#
EUR-P-AIFDIS-05
The extracted messages are sorted in the window on reception time basis.
#
EUR-P-AIFDIS-17
A dedicated operator (FDO) shall have the ability to print any messages from the Response Window.
#
EUR-P-AIFDIS-16
The system shall dispatch the messages to the controller positions. A message shall be sent to the
functional sectors/logical positions for which dispatching is required.
Any functional sector/logical position shall be able to receive a maximum of
AIF_MAX_NUMBER_DIST (system capacity) messages. The association between messages and
functional sectors/logical positions is off-line defined.
#
3.2.1.12.2.30.2.3 Data Display Window

EUR-P-AIFDIS-07
The Data Display Window displays all messages of interest for the operator. This includes messages
previously displayed in the Alert or Response windows, as well as those, which were manually moved
by the operator.
#
EUR-P-AIFDIS-08
An automatic sorting by message types is provided (e.g. all METAR messages are together); the order
of the types in the window is off-line defined. Within each type, the messages are sorted on a
reception time basis, the latest received displayed at the bottom of the messages of the same type.
#
EUR-P-AIFDIS-09
A manual sorting capability is provided to sort messages.

#
The Data Display Window is the HMI tool used for database management: create, update and delete
messages.
The messages displayed in the Data Display Window can be copied into bulletins.
3.2.1.12.2.30.2.4 Bulletin Generation Window

EUR-P-AIFDIS-10
The Bulletin Generation Window displays all messages manually copied in the selected bulletin.
#
EUR-P-AIFDIS-11
A manual sorting capability shall be provided to move any message to the position of any other
message within the window. New messages shall be added at the bottom of the window.
#
EUR-P-AIFDIS-12
A free text capability shall be provided together with a naming capability (title): the operator shall be
able to enter/modify a title name associated to the bulletin, and to enter/modify text in the free text
area.
#
EUR-P-AIFDIS-13
Messages can be individually removed from a bulletin. The capability to clear all the messages of a
bulletin and its associated free text shall be provided.
#
EUR-P-AIFDIS-14
The capability to broadcast a bulletin to controller positions shall be provided. An indicator shall inform
the controller if the bulletin has been modified since the last broadcast. The date of the last broadcast
shall be displayed.
#
EUR-P-AIFDIS-18
A dedicated operator (FDO) shall have the ability to print any messages from the selected Bulletin.
#
3.2.1.12.2.30.2.5 Bulletin Window

EUR-P-AIFDIS-15
The Bulletin Window displays one selected bulletin from those selected at the Controller position.
Bulletins cannot be modified via the Bulletin Window. Bulletins are automatically replaced by new
incoming bulletins having the same bulletin number. A warning message shall be displayed to all
impacted positions at each reception of a new bulletin.
#
3.2.1.12.2.30.2.6 General
In addition, the following rules govern the management of these 3 windows:

– All received off-line defined messages are automatically displayed in the Alert window with the
following exceptions:
• When the operator has requested the display of a METAR/SPECI or TAF for an aerodrome, in
the Data display window, new METAR/SPECI or TAF messages originated by the same
aerodrome are not displayed in the Alert window, but automatically update the existing message
in the Data display window. Nevertheless, METAR/SPECI and TAF originated by other
aerodromes are displayed in the Alert window.
When the operator has requested the display of NOTAM in the Data display window,
•
NOTAMR/NOTAMC of the same NOTAMN parent are not displayed in the Alert window, but
automatically update (cancel in case of NOTAMC) the existing message in the Data display
window. Nevertheless, NOTAMN are displayed in the Alert window.
– If a METAR/SPECI/TAF/NOTAM message is being displayed in the Response window following an
operator request, it is automatically updated in this window by new messages of same
originator/parent. Nevertheless, any new such message is displayed in the Alert Window, if not
already displayed in the Data display window.
– When a displayed message is automatically updated on reception of a new message, the operator
is warned as follows: automatic scroll of the window in order to display the message which is
displayed in a different colour for a system time parameter (AIF_COLOUR_TIME-OUT) then back
to normal colour.
3.2.1.12.2.30.3 AIDS Display Facilities

Change of graphical and alphanumeric data is an off-line capability.
Selection is performed as follows:
– The operator is able to select AIDS information to be displayed (graphical pictures or alphanumeric
information) among those listed in paragraph AIDS data management.
– Selection of the type of data (e.g.: approach plates, SIDs, STARs, etc.), then.
– Selection of the required data within the list of all available data for the selected type.
EUR-P-AIDSDIS-01
Only one graphical data and one alphanumeric data can be displayed at a time. The alphanumeric
data can be displayed over or lower the graphical data.
#
There is one graphical window and one alphanumeric data window.
3.2.1.12.2.31 Playback Session Management

EUR-P-PBACK-01
Replay mode selection and playback session capabilities shall be provided to the position on which the
Replay session is running.
#
These capabilities are described in the paragraph 3.2.1.10.3 describing Replay Control.
3.2.1.12.2.32 Local Code/Call-sign Coupling

In degraded modes:
– By-pass.
– Mono-radar.
– FDP degraded mode.
When central coupling capability is not available a local code/callsign coupling facility shall be
available.
The aim is to establish the coupling between received tracks and flight plan.
This link shall be performed automatically, or by operator action, and is used to display the flight plan
in the track label.
No DUPE processing is supported in these degraded modes.
3.2.1.12.2.32.1 Local Automatic Coupling

EUR-P-CODCS-30
A track shall be eligible for automatic code/callsign coupling if the following conditions are met:
– The track is not already associated.
– The track has a valid 4-digit mode 3/A SSR code, not ending with 00.
– The track has a speed exceeding a predefined value (system parameter:
HMI_ASSO_SPEED_THRESHOLD).
– The track has an altitude above a specified flight level (system parameter:
HMI_ASSO_LEVEL_THRESOLD).
#
EUR-P-CODCS-31
A flight plan shall be eligible for automatic code/callsign coupling if:

– The FDR has a valid 4-digit mode A SSR code, not ending with 00.
– It is not already associated.
An automatic coupling trial shall be performed:

– At each track creation.
– At each change of the mode 3/A SSR code of a track.
– At plan FDR "co-ordination".
#
EUR-P-CODCS-32
The automatic code/callsign coupling shall be based on a comparison between the mode A SSR code
of a track and the SSR codes of the FDR (the previous SSR (PSSR) and the assigned SSR (ASSR)).
The mode A SSR code of the track shall be compared with the SSR codes of the flight plan. If one
code is matching the coupling is established.
If the PSSR is used for coupling, an appropriate warning message is displayed to the responsible
functional sector.
#
3.2.1.12.2.32.2 Local Coupling Maintenance

EUR-P-CODCS-33
Once an automatic code/callsign has been established, the validity of the coupling is checked:
– When the track or the flight plan is cancelled.
– When the SSR code of the track or the flight plan changes.
Coupling is not lost when the track goes from secondary to primary, or where the code is garbled.
#
3.2.1.12.2.32.3 Local Manual Coupling

EUR-P-CODCS-34
Uncoupled tracks shall be able to be manually coupled by operator action, except when a flight plan
SSR code (if any) does not match the track SSR code.
#
3.2.1.12.2.32.4 Manual De-coupling

EUR-P-CODCS-35
An automatically or manually coupled track/flight plan can be terminated by a controller command.

Any flight plan subjected to manual de-coupling while it was automatically coupled shall be excluded
from further automatic coupling.
#
3.2.1.12.2.33 Local SSR Code Management

In FDP degraded mode, when central SSR code management is not available, a local SSR code
management facility shall be available.
EUR-P-LCSSR-30
The aim is to allow an operator to allocate an SSR code to a flight plan. The allocated SSR code shall
be chosen from a local SSR codes table on a cyclic allocation basis. A local SSR codes table shall be
defined off-line for nominated logical positions, and comprise a limited set of SSR codes.
#
The local SSR code management shall not perform a retention check, and the allocation shall not be
performed according to flight plan categories. There shall be no different states for the SSR codes
such as free, allocated or retained.
EUR-P-LCSSR-31
There shall be no automatic de-allocation of the SSR code but the SSR code may be erased or
amended by manual modification of the FDR.
#
3.2.1.12.2.34 Local Flight Plan facilities

EUR-P-LOCFP-38F
Two types of flight plans may exist during Local Flight Plan processing.
– Fp1: Flight Plan created before FDP failure.
– Fp2: Flight Plan created locally during FDP failure.
Fp1:
Before FDP Failure Beginning of Local FDP Strip Window
Inactive Not kept None
Preactive Preactive Preactive if posted before
Co-ordinated Co-ordinated Announced if posted on the position before
Announced Announced Announced if posted on the position before
Handedover first Uncontrolled Announced if posted on the position before
Handedover in Controlled Jurisdiction if posted on the position before
Controlled Controlled Jurisdiction if posted on the position before
Handedover out Controlled Jurisdiction if posted on the position before
Uncontrolled Uncontrolled Announced if posted on the position before
Suspended Active-uncontrolled or active- Same window as if the flight plan was not
controlled suspended (if any)
Inhibited Active-uncontrolled or active- Same window as if the flight plan was not inhibited
controlled (if any)
Cancelled Not kept None
Finished Finished None
Table 3-78 Posting at FDP failure

As there is no Forced Strip Window in local Flight Plan processing, fp1 strips previously displayed in
the Forced Strips are displayed as per the above table.
During local Flight Plan processing, the HMI route field cannot contain airways: the F15c of fp1 is
converted into an HMI route format containing a list of points without airways, levels or speeds.
When the position turns into flight plan local mode.
– SSR equipment for fp1 is reset to its default creation value.
– "OTHER" info is set to the value displayed in the strip prior the FDP failure.
Fp2:
Fp2 are created in the preactive state: a preactive strip is then automatically posted to the position.
When the position returns into normal Flight Plan processing:
• Fp2 shall be deleted.
• Fp1 shall turn into the status hold by FDP at the time of return to normal; all updates done
locally during this failure are lost.
#
EUR-P-LOCFP-39F
When the system is in local flight plan processing, it is impossible for a controller to have access to
flight plan created locally on another position.
#
EUR-P-LOCFP-40F
There is no eligibility check performed on flight plan action.

#
EUR-P-LOCFP-41F
If, at the time of entry to local flight plan mode the position was without sector (user mode = FREE),
then the position:
• Can display fp1.
• Can create new fp2.
• Cannot accept a flight plan (fp1 nor fp2) because there is no possible CSEC to attribute to these
flight plans: an error message will be presented to the controller to advise him that accepts,
(ACC) function is not available.
#
When the system is in local flight plan processing, the following functions shall be available locally:
EUR-P-LOCFP-30F
– To create a flight plan (fp2) using the flight plan window.
There is no validity check performed during flight plan creation.
• The mandatory/optional attribute of each field during flight plan creation is as per normal flight
plan processing, except that:
TAS field is mandatory (used to compute ETOs).
ASSR becomes mandatory when the SSR local table becomes exhausted.
• ALTN and EQUIP Fields may be optionally entered but are not taken into account.
• Graphical route creation is allowed, as well as direct entry of list of points within the route field
(only known points or latitude/longitude are accepted, as well as "DCT" if no point is present).
• ETOs can be computed when an ETO on a point of the route is known; they are computed using
the distance and the speed information: no profile computation is done.
• No uniqueness check is performed.
• Fp2 flight plans are allocated a SSR code at creation.
• Fp1 flights, which do not have a pre-existing ASSR, are allocated a code at the first manual
action on them. If no codes are available at the position at this time, the manual action will be
rejected until a code is manually entered.
#
EUR-P-LOCFP-31
– To consult a flight plan.
#
EUR-P-LOCFP-32F
– To modify some data of a flight plan:
• Route modification (orientation field of fp1 strip becomes a ↔ symbol).
• Estimated time (all beacons of the route have their ETOs automatically updated. The processing
is based on a shift of the ETOs of the following points).
• PRL
• CFL
• RFL
• Label data.
There is no validity check performed during flight plan modification.
Any modification performs on an Uncontrolled flight shall automatically performs the ACC function.
Modification of RFL modifies PCFLs independently of the flight Plan State.
A TAS modification shall be taken into account from the last overflown point.
#
EUR-P-LOCFP-33
– To estimate (co-ordinate), a flight plan, using the EST function a SSR code must have been
allocated (manually or automatically) for the EST to be accepted.
#
EUR-P-LOCFP-42F
Non coupled co-ordinated flight plans (fp1 and fp2) get their flight plan tracks to be displayed as soon
as the current time is greater than the first ETO of the flight plan route.
The flight plan track remains stationary at the last point until the plan is manually deleted.
#
EUR-P-LOCFP-34
– To cancel a flight plan:
There is no automatic destruction of flight plan. Flight plans may be deleted with the CNL
function.
#
EUR-P-LOCFP-36F
– To accept the control of a flight plan:
• Active fp2 shall have their CSEC set to the first sector of the position.
• The ACC function turns a flight plan into active -controlled status without any eligibility check: the
flight plan is then under the jurisdiction of the position and automatically gets a strip and a track
if the current time is greater than the first ETO of the flight plan route.
#
EUR-P-LOCFP-37F
– Manual holding on a track: the flight plans in holding are automatically displayed in the Hold list
that contains all the flight plans (in jurisdiction, handed-over in, handed-over out) in holding mode.
– The holding function can be performed at a point off or on the flight plan route (known point or
geographic point) or at the current position of the aircraft when the hold function is executed.
Note: There is no check of lateral conformance limit. If the holding point was not part of the route, it is inserted as the next
point to be overflown.
– Manual release of holding.
#
Strips shall still be printed when the HMI position associated to the strip printer is in FDP local mode
and FDP is in normal mode.
EUR-P-LOCFP-43F
In Local Flight Plan processing, no Discrepancy warning can be generated.

#
EUR-P-LOCFP-44F
In Local Flight Plan processing, no FDP data pages can be modified. A position, which is in a free user
mode, cannot be re-sectorised. The position uses the FDP data page data, which were present when
local Flight Plan Processing was entered.
#
EUR-P-LOCFP-45F
When a position enters into FDP local mode:

– All FDP queues shall be closed.
– The Lost window is automatically closed and its corresponding button in the Command Line
becomes non-sensitive.
– The content of the Traffic Management Strip Lists is not updated until the position upgrades to FDP
normal mode. No new strip is added. No strips are removed. No strip can be moved. But new traffic
management fix can be defined and windows relative to traffic management can be moved, closed,
lowered and resized.
#
When a position restarts while FDP is not available:
– Flight Plan data page is read and the corresponding data are used until the position returns to
normal mode.
– No flight plan data is read from the centralised flight plan CDC until FDP becomes available and the
position returns to NORM FDP mode.
3.2.1.12.2.35 Directed Traffic Information (DTI) Facilities

EUR-N-DTI- 01
The system shall provide the capability to display two kinds of Traffic ACID-ACID links in a dedicated
window:
– The list of all the flight plan ACIDs (object ACIDs) that will need to be passed in future as "traffic" to
a designated flight plan (subject ACID); such object ACIDs are displayed in the "DTI planned"
colour.
– The list of all the flight plan ACIDs (object ACIDs) that were passed as "traffic" to a designated flight
plan (subject ACID); such object ACIDs are displayed in the "DTI passed" colour.
This window shall have a total capacity of HMI_MAX_TRAFFIC_LINKS items.

This window and its contents shall be recorded and can be replayed.
This window is local to the HMI position.
#
The following functions shall be available to any responsible controller:
EUR-N-DTI- 02
– To create new Traffic ACID -ACID links in the dedicated "Traffic Information Window" (either in the
"DTI planned" or "DTI passed" colours). Flight plans, qualified as a subject shall be in the
Announced, Hand –Over In, Jurisdiction, Hand-Over Out, or Post-Jurisdiction HMI display states.
There are no restrictions regarding the object flight plans.
#
EUR-N-DTI- 03
– To modify the status of a Traffic ACID -ACID link from planned, to passed or, passed to planned.
#
EUR-N-DTI- 04
– To cancel a Traffic ACID -ACID link.
#
EUR-N-DTI- 05
A Traffic ACID-ACID link shall be automatically deleted:

– When the subject or the object flight plan state is changed to Finished.
– At the end of the Post-Jurisdiction HMI state for the subject ACID only.
– When the subject flight plan state is changed to Inhibited.
#
3.2.1.12.2.36 Flight Plan Bar Chart Forecast Windows

EUR-N-BCFC-07
The Flight Plan Bar Chart Forecast Windows (Dialogue Window, Fix Windows, Volumetric Sectors
Window and FIR Window) shall be available to supervisors (operations supervisor, area supervisors,
AIRES).
#
EUR-N-BCFC-08
The Flight Plan Bar Chart Forecast Windows shall be opened on operator request. The windows shall
display a graphical representation of traffic load (number of eligible flight plans as defined paragraph
Flight Plan Bar Chart Forecast Function) for the FIR or/and a Volumetric Sector or/and up to 5 TM
fixes, according to the operator’s choice.
This graphical representation shall be in the form of bar charts (each bar shall represent 30 mn)
number of eligible flight plans vertically and time horizontally.
#
EUR-N-BCFC-09
The operator shall have the on-line capability of selecting up to 5 Traffic Management Fixes (TM
Fixes).
#
EUR-N-BCFC-10
The operator shall have the on-line capability to select a particular Volumetric Sector.
#
EUR-N-BCFC-11
For Traffic Management Fixes, the FIR and Volumetric Sectors, the traffic load shall be given within a
look-ahead period of time of 24 hours after the current time.
#
EUR-N-BCFC-12
The system shall give the on-line capability to define a Flight Plan number threshold. A visual
indication shall be therefore provided for each bar, if the number of flight plans exceeds the threshold.
#
EUR-N-BCFC-13
The Bar Chart windows shall be resizable horizontally and vertically.

#
3.2.1.12.3 ATC Positions
3.2.1.12.3.1 Executive Controller Position (EC)

This Controller is responsible for the control of aircraft allocated to his position, and may be
responsible for one or more functional sectors in the FDRG, depending upon the current sectorisation.
His sector(s) of control can be geographic or functional.
– The Executive Controller:
• Manages flights inside his sector(s).
• Identifies all flights entering his sector(s).
• Co-ordinates flights exiting or entering his sector with the other relevant executive controller.
• Provides Information, flight Information and alerting services.
3.2.1.12.3.2 Planning Controller Position (PLC)

The Planning Controller assists the executive controller in the planning of traffic within the sectors for
which they are both responsible.
The Planning Controller shall:
– Check the entry conditions of proposed flight plans and identify potential conflict between controlled
traffic and entering flights.
– Arrange the sequence of flights at specific beacons.
– Determine the operational conditions for exit from the sector.
A planning controller shall be able to assist more than one executive controller, up to six executives.
3.2.1.12.3.3 Supervisor Position (SUP)

EUR-P-SUP-06E
Operational Supervisors, (OPSUP) are able to modify the operational data for all the logical systems of
the system by switching to any of the predefined logical systems.
Area Supervisors (ASUP) are limited to access up to 15 logical systems in addition to their own one.
These 16 logical systems are off-line defined.
#
The supervisor, like the executive controller, can use the multi-windows system, to display several
windows.
Windows can be used:
– To permanently display important data in accordance with tasks the operator wants to perform and
to view the update of data.
– To temporarily display other data on operator request.
3.2.1.12.3.4 Tower Controller Position (TWR)

The tower position is responsible for controlling air traffic at an airfield. The position is typically located
in the control tower. The display layout, which is different to en-route controller positions, is configured
to satisfy tower controller operations. For a full description of display layout and content see the
document referenced in [8].
This position has different font sizes and colours from those used on executive positions.
3.2.1.12.3.5 Flight Data Operator Position (FDO)

The Flight Data Operator is involved in processing flight plans of the expected traffic. The FDO:
– Manually handles ATC messages coming from AFTN or external lines:
• For which the automatic processing has failed.
• For which no automatic processing is foreseen.
– Prepares and send ATC messages on the AFTN or external lines.

– To correct repetitive flight plans for which automatic extraction has failed.
The FDO can also:
– Access all the flight plan management functions to display/create/modify/estimate/ cancel a flight
plan when it is not active.
– View operational data configurations, which have been defined by the operational supervisor.
3.2.1.12.3.6 Technical Maintenance Position (TMP)

The TMP position is provided with the capability to monitor and control the system, through the
embedded System Monitoring and Supervision function.
EUR-P-TSM-03F
TMP is able to display operational data for all the logical systems of the system by switching to any of
the predefined logical systems.
#
3.2.1.12.3.7 Observation Position (OBS)

The Observation position has the capability to view the overall air traffic picture and inspect the flight
plan data. These positions are not able to modify any flight plan data.
Such positions are typically used by observers (Military etc.).
The Observation position can view the overall air traffic picture for the partition that he is part of.
3.2.1.12.3.8 HMI Position Capabilities

The position types described above shall have the HMI capabilities defined in the following table (any
restrictions on functions applicable to centre and Approach positions are specified in the table). Also
refer to the document referenced in [8] for details of functions availability, accessibility and eligibility.
EUR-P-MMIFT-30G
FUNCTION EC PLC TWR FDO OPSUP OBS TMP
ASUP
Date display in GIW X X X X X X X
Clock X X X X X X X
Timer X X X X X X X
Pointer position X (1) X (1) X (1) X (1) X (1) X (1)
Cursor Transfer X X X X
Window transfer X X X X X
Switch of Logical system X X (6) X X
Manual functional modes switching from X X X X X
degraded mode
Automatic functional modes switching from X X
degraded mode
User modes switching X X X
Playback session management X X
Physical configuration survey X X
Performance window X X
Main window display X (1) X (1) X (1) X (1) X(1) X (1)
Second window display X (1) X (1) X (1) X (1) X(1) X (1)
Filters/ zoom/ OFC X (1) X (1) X (1) X (1) X(1) X (1)
Radar tracks X (1) X (1) X (1) X (1) X(1) X (1)
Flight Plan tracks X (1) X (1) X (1) X X (1)
ADS tracks X (1) X (1) X (1) X (1) X X (1)
Radar Site Monitor X (1) X (1)

ASUP
Radar Test tracks X (1) X (1)
System maps X (1) X (1) X (7) X (1) X(1) X (1)
Display of flextracks X (1) X (1) X (7) X (1) X (1)
Private Local maps X (1) X (1) X (7) X (1) X(1) X (1)
Private Global maps X (1) X (1) X (7) X X (1)
(1,30,31)
Danger area maps X (1) X (1) X (7) X (1) X(1) X (1)

Restricted area maps X (1) X (1) X (7) X (1) X(1) X (1)
Weather maps X (1) X (1) X (7) X (1) X(1) X (1)
Range rings X (1) X (1) X (7) X (1) X(1) X (1)
Compass rose X (1) X (1) X (7) X (1) X(1) X (1)
BRL X (1) X (1) X (7) X (1) X(1) X (1)
Scale indicator X (1) X (1) X (1) X (1) X (1) X (1)
Track angle X (1) X (1) X (7) X (1) X(1) X (1)
Latitude Longitude display X (1) X (1) X (7) X (1) X(1) X (1)
Inter-console marker X (1) X (1) X (7) X (1) X (1)
Graphic route display X (1) X (1) X (7) X (1) X(1) X (1)
Short route probe X (1) X (1) X (7) X (1) X(1) X (1)
Estimated time of passing (TOP) X (1) X (1) X (7) X (1) X(1) X (1)
Lateral Conflict Function (LAT_C) X (1) X (1) X (1) X (1) X (1) X (1)
Alarm and warnings in track labels/strips X X X X X X
(11)
Alarm and warning lists X X X X X
State electronic strips X X X X (3) X (3)
Beacon electronic strips X X X X (3) X (3)
Executive electronic strips X
Traffic management facility X X X X X X
Flight plan creation/ consultation/ X (4) X (4) X (4) X (4) X (4) X(4) X (4)
modification
Flight plan transfer X (4) X (4) X (4) X (4)
Flight plan coupling/uncoupling X (4) X (4) X (4)
Flight plan holding X (4) X (4) X (4)
Flight plan graphic route creation X (4) X (4) X (4) X (4) X (4)
Flight plan graphic route modification X (4) X (4) X (4)
Activate/De-activate alerts on a flight plan X (4) X (4) X (4) X (2) X (2)
basis (AUR function)
ADS Contract management X X X
Controller Pilot Data Link Communication X X X
facility (CPDLC)
Pre-Departure Clearance Facility (PDC) X
Paper strip printing X X X
Local code-callsign coupling X X X X X
Local SSR code management X X X X X
Local flight plan management X X X X X X X
Operational sectorisation/configuration X X X X X X X
display
Operational SSR code group display X X X X X X X
Operational warning status display X X X X X X X
Operational runway display X X X X X X X
Operational Military area display X X X X X X X

ASUP
Operational QNH display X X X X X X X
Radar status and bias display X X X X X X X
Weather Maps Intensity Levels Adjustment X X X X X X
display
Radar status display X X X X X X
ADS link status display X X X X X X
Operational sectorisation/configuration X
modification
Operational SSR code group modification X
Operational warning status modification X
Operational runway modification X X
Operational Military area modification X
Operational QNH modification X
Weather Maps Intensity Levels Adjustment X(32) X
modification
Operational STCA recording facility X X
selection
SUP On/Off X X
RPL version update X
RPL on-line modification X
STE version update X
STE on-line modification X
PAST Flight Plan Retrieval X X X X X X
Flight Plan List Function X X

Flight Plan List Save function X
Transmission of ATC messages X X X X
ATC messages de-queuing management X
Password Window X
Aeronautical Information display X X X X X X
Flight Plan load computation X X
Flight Plan shutdown facilities X X
Printer selection X
Message In Window X X X
Message Out Window X X X
Sign On/off X X X X X
Table 3-79 HMI Position Capability

Note: 1: Aligned to True or Magnetic North at the top of the screen according to an off-line defined parameter
(POSITION_SETTING)
2: Only display of alarm status information.
3: Only display of the strip of another position (shadow mode).
4: Refer to the document referenced in [8] for details of eligibility.
5: Activation/de-activation of restricted areas, DAIW areas.
7: See Note 1
30: Definition of TDA areas.
31: Ability to select a list of sectors for automatic display.
EUR-P-NORTH-01
The North Orientation of each position is to be off-line defined in the file POSITION_SETTINGS.ASF.
The setting shall be Magnetic or True North.
#
3.2.1.12.4 HMI Electronic Strip Posting
For each flight plan thread a table describes in detail the posting concerning the display of the
electronic strips, coupled tracks and flight plan tracks at the positions affected by the plan.
The strip posting is directly dependent on the current sectorisation, and is described throughout the
flight plan evolution, together with any manual or automatic events, which can affect posting events.
3.2.1.12.4.2 General Rules

The posting of electronic strips starts from the preactive state of a flight plan until the finished state
(not included).
Electronic strips are displayed at positions according to rules determined by the FDP, which determine
for each flight where and when postings have to be performed. The list of flight plans to be posted on a
position are then displayed according to the strips set-up configuration defined locally on the position:
– If state mode is selected, the flight plan strip concerning the position is displayed in the
corresponding “state window” provided that the window has been selected in the configuration.
– If beacon mode is selected, the flight plan strip is always displayed, in a “defined beacon window”
otherwise it is displayed in the “other window”.
A strip cannot be displayed at the same position in various state windows or in state and beacon
windows, simultaneously.
Radar coupled tracks are displayed at all positions regardless of whether they are concerned or not.
ADS coupled tracks are displayed at all positions regardless of whether they are concerned or not.
Flight plan tracks are displayed at all positions where the FPASD is requested (selected by clicking on
the button in the general information window) while the flight plan is in the FPASD area.
Tracks are displayed in different colours according to the flight plan evolution, and the corresponding
posting state for the position.
3.2.1.12.4.3 HMI Display State

Flights are displayed to controllers in different ways, depending on the flight Plan State and the
relevance of the flight to the position.
3.2.1.12.4.4 Different types of displayed postings

Different events may cause transition between the HMI display states.
Different strip, label and tracks display methods are used for each state.
The following HMI display states are defined.
All these states are exclusive for each position.
– Preactive.
– Announced.
– Hand-over in.
– Jurisdiction.
– Hand-over out.
– Post-jurisdiction.
– Not-concerned.
– Finished.
– Suspended.
– Inhibited.
– Informed.
– Forced.
In addition to the above defined for the flight plan evolution, the following may result in a different
presentation, in particular the opening of specific windows:
– LOST event.
– Holding event.
– STCA event.
– FPCF event.
Actual strips are posted as explained in paragraph FDP Condition Groups chapter.
The HMI display states can be summarised as shown in the table below.
The following table is provided to assist in clarifying by way of an illustration the descriptions contained
in sections that follow. It is not an expression of a requirement.
In this table, R means that the controller is the responsible controller. Refer to the document
referenced in [8] for further descriptions.
FDP STATE HMI Display state
HMI 1 HMI 2 HMI 3
Controller receives flight on Controller receives flight Flight does not enter this
FIR entry from HMI 1 sector
Preactive Preactive R (No strip) R (No strip) R
Strip
Co-ordinated Announced (c) R Not Concerned Not Concerned
Timer or coupling Strip (No strip) (No strip)
Uncontrolled Announced (u) R Not Concerned Not Concerned
Timer Strip (No strip) (No strip)
Handed-over first hand-over In R Not Concerned Not Concerned
Strip (No strip) (No strip)
Controlled Jurisdiction R Announced (ctl) Not Concerned
Manual or auto Strip Timer event (No strip)
accept Strip
Handed-over hand-over out R hand-over In R Not Concerned
Strip Strip (No strip)
Controlled Post Jurisdiction Jurisdiction R Not Concerned
Timer => de-posting event Strip (No strip)
Not concerned
No Strip
Handed-over Not concerned hand-over Out R Not Concerned
(No Strip) Strip (No strip)
Uncontrolled Not Concerned Post Jurisdiction Not Concerned
(No Strip) Timer => de-posting event (No strip)
Not concerned
No Strip
Finished Not Concerned Not Concerned Not Concerned
(No strip) (No strip) (No strip)
Cancelled Not Concerned Not Concerned Not Concerned
Timer (No strip) (No strip) (No strip)
Table 3-80 HMI Display State Summary

3.2.1.12.4.4.1 HMI Display State Summary

– Flight Plan Track position symbol.
– Radar Track:
• Position symbol.
•History dots.
– ADS-C Track:
• Position symbol.
– Short Route Probe.
– Label.
– Strip:
• Callsign.
• CFL
• Orientation Indicator.
• Border.
Note: For the track label filtering via the Jurisdiction filter, tracks are considered in jurisdiction when they are the HMI display
state is one of the following:
- Hand-over in
- Jurisdiction
- Announced
- Hand-over out
HMI Display Posting Event Applies to Strip Window Strip: state field Track and Label IQL
State specifics
EUR-P-POST-
01
Preactive Occurs when a pre- Electronic strip. The strip is displayed PREA Can be used to
# active inbound or pre- at the concerned highlight the track and
active departure flight position in the the label.
is posted to a preactive or beacon
concerned sector. strip window.
Coupled track.
EUR-P-POST-
03
Announced Occurs when the flight Electronic strip, The strip is presented The Flight Plan state. The altitude filter does Can be used to
# is expected to enter coupled track or flight to the concerned not affect the track highlight the track and
the sector of concern. plan track. positions in the label. label.
These postings are announced, beacon
the postings or executive strip
generated by FDP window.
(defined in posting
conditions) triggered
by the announcement
and co-ordination
posting events.
If a PLC position the
strip is displayed in an
executive strip
window.
The SSR code filter
does not affect the
track label.
State specifics
EUR-P-POST-
05
Hand-over In Occurs when a flight Electronic strip, On positions to which On positions to which On positions to which On positions to which
and hand- is handed to or from coupled track or flight the hand-off is the hand-off is the hand-off is the hand-off is
over Out the sector of concern. plan track. performed (hand- performed (hand- performed (hand- performed (hand-
Concerned positions over-in): over-in): HND over-in): over-in):
are those positions in The strip is displayed The altitude filter does The Individual Quick
(Hand-over in charge of the exiting
includes the at the concerned not affect the track Look function has no
functional sector and positions in the hand- label. effect.
Handedover the ones in charge of over-in or beacon
first flight plan the functional sector strip window.
state.) defined by the hand-
over condition groups
associated to the
volumetric sector into
which the flight
enters. During the
grouping of 2 sectors,
if a flight plan is in
manual hand-off
between those two
sectors, the flight plan
shall be displayed in
the Handedover in
HMI state on the
responsible controller
position.
#
If a PLC position the On a PLC position, if
strip is displayed in an a flight plan is in
executive strip hand-off between two
window. executive positions
associated to that
PLC, its track and
label shall be
displayed in the hand-
over in HMI state.
State specifics
The SSR code filter
does not affect the
track label.
On positions from On positions from On positions from On positions from

which the hand-off is which the hand-off is which the hand-off is which the hand-off is
performed (hand- performed (hand- performed (hand- performed (hand-
over-out): over-out): over-out): over-out):
The strip is displayed HND The altitude and SSR The individual Quick
at the concerned code filter does not Look function has no
positions in the affect the track label. immediate visible
Handedover out or effect, however, the
beacon strip window track has been
designated as
Individual Quick Look
and when hand-off is
complete, this
designation takes
effect.
EUR-P-POST-
06
Jurisdiction Occurs when the flight Electronic strip, At the position CONT The altitude filter does Can be used to
# plan state is coupled track or flight accepting the flight: not affect the track highlight the track and
controlled and the plan track. The strip is displayed label. the label
concerned position is in the controller or
controlling the beacon strip window.
functional sector with
jurisdiction.
executive strip
window.
The SSR code filter
does not affect the
track label.
State specifics
EUR-P-POST-
07
Post Occurs at the Electronic strip, The strip remained The Flight Plan state. The track label blinks Can be used to
Jurisdiction acceptance (accept) coupled track or flight displayed at the for approximately the highlight the track.
of the flight by the plan track. concerned positions first 15 seconds in the
sector or the external in the hand-over-out colour defined in
centre to which the or beacon strip OHK. The altitude
flight plan was window. filter does not affect
Handedover, or at the the track label.
acceptance of the The track label shall
flight by any sector be Post-Jurisdiction-
(assume control). Track-Label-Colour
Concerned positions for the period
are those, which were following the first 15
in charge of the sector seconds of the
which Handedover DELETE_ON_ACCE
control, or from which PT_DELAY VSP time.
control, has been
seized by assume
control.
executive strip
window.
The SSR code filter
does not affect the
track label.
#
EUR-P-POST-
08
Not Occurs when postings Electronic strip, The strip is deleted The altitude filter Can be used to
Concerned are deleted by the coupled track or Flight from concerned affects the track label. highlight the track.
# FDP function or if Plan tracks. positions.
there has never been
a posting for that flight
The SSR code filter
affects the track label.
State specifics
EUR-P-POST-
09
Finished In this state, there can
# be neither electronic
strips nor tracks
related to the flight
plan.
EUR-P-POST-
10
Suspended Occurs after a manual The state applies to The strip is displayed "SUSP" The track label blinks Can be used to
# transfer to a military electronic strip, at the concerned for approximately the highlight the track.
sector. On reception coupled track or flight positions in the first 15 seconds as in
of an AOC message plan track. Forced Strip Window: the Post Jurisdiction
from the military FDP state, except in the
or on activation of a case of activation of a
flight, which starts in flight, which starts in
the FDRG by flying the FDRG by flying
inside an active inside a military area.
military area, or on The altitude and SSR
reception of an AOC code filter can affect
message from the the track label, unless
adjacent FIR for an the track is also
exit/re-entry flight. announced.
Concerned positions
are those with a
posting at the time of
suspension or during
suspension.
State specifics
EUR-P-POST-
10Z
Suspended Occurs when the flight The state applies to The strip is displayed "SUSP" The track label blinks Can be used to
# plan enters an active electronic strip, at the concerned for approximately the highlight the track.
military area coupled track or flight positions in the first 15 seconds as in
(overflight of the area plan track. Forced Strip Window. the Post Jurisdiction
entry point) or state, except in the
Automatically when case of activation of a
the flight leaves the flight that starts in the
FDRG (overflight of FDRG by flying inside
the FDRG exit point) a military area. The
in the case of an altitude filter can
exit/re-entry flight. affect the track label.
The SSR code filter
can affect the track
label.
EUR-P-POST-
11
Inhibited Occurs on manual Strips are deleted at The altitude filter can Can be used to
# inhibition of a flight all positions. Flight affect the track label. highlight the track.
plan. Concerned information is The flight plan track is
positions are not only displayed at all the not displayed.
those, which were positions in the
concerned by the Inhibited Window. The
flight prior to this display of this window
event but also include can be selected or
all other positions. deselected at each
position.
The SSR code filter
can affect the track
label.
State specifics
EUR-P-POST-
16
Informed These states are Electronic strips and The strip is presented The Flight Plan state. The SSR code filter Can be used to
# made with respect to tracks. to the concerned does not affect the highlight the track.
the flight data types positions in the track label.
co-ordinated inbound, Forced Strip Window.
co-ordinated
departure, active
arrival and active
exiting, with the
"informed" flag set.
These postings are
always deleted by
subsequent postings.
The SSR code filter
does not affect the
track label.
EUR-P-POST-
17
Forced Initialised on manual The posting applies to The strip is presented The Flight Plan state. The altitude filter does Can be used to
# action of the electronic strips and to the concerned not affect the track highlight the track.
controller. Concerned tracks. positions in the label.
positions are those Forced Strip Window.
controlling the
functional sector to
which the strip is
forced. These
postings are always
erased by subsequent
postings.
The SSR code filter
does not affect the
track label.
State specifics
EUR-P-POST-
12
Lost Occurs when the The flight plan is also
# coupling is lost, by listed in the LOST
loss of the radar track. Window, and remains
Concerned positions displayed in the Strip
are those that are Window. The
"jurisdiction", previously coupled
"Handedover in" or radar track is no
"Handedover out" longer displayed. The
positions. flight plan track may
be displayed but it is
not affected by the
lost event otherwise.
EUR-P-POST-
13H
Hold Activated by the At activation of the The Flight Plan state. At Holding time:
# manual HOLD HOLD function: At the At all positions where
function, performed in concerned positions, the flight is posted.
two steps: in addition to the Strip The flight plan track is
At activation of the Window, the flight frozen at the holding
Hold function. At plan is listed in the point and a reduced
holding time. HOLD Window. track label is
Concerned positions displayed, as per
are those that are OHK. Track positions
"jurisdiction", are displayed where
"Handedover in" or they are reported.
"Handedover out"
positions.
State specifics
EUR-P-POST-
14
STCA Occurs as soon as a In addition to the strip The strip border, the The labels are forced
# conflict is detected on window(s), the callsign and the CFL irrespective of filter
a pair of eligible identification of the turn to an alert colour. selections and
tracks, provided that tracks with some When a conflict is surrounded with an
at least one is relative information is acknowledged, the alert coloured box.
coupled. Positions listed as a pair in the strip border returns to The alert status is
concerned by the STCA Alert Window. normal colour while displayed in an alert
STCA alert are those, The Alert Window is the callsign and the colour in the
which are opened if it was not CFL stay in alert emergency/alert line.
"jurisdiction" or "hand- already open. The colour until the end of When a conflict is
over-in" or "hand- corresponding track the alert. acknowledged, the
over-out" positions for pair remains in the mnemonic indication
coupled tracks or Alert Window until the of the alert remains in
tracks in conflict. end of the alert. the label, the alert
coloured box
disappears.
EUR-P-POST-
15
FPCF Occurs as soon as a In addition to the strip The strip border, the
# Flight Plan Conflict window(s), the callsign and the CFL
Function is detected identification of the turn to an alert colour.
on a flight plan. The conflicting flight plans When a conflict is
positions concerned with some relative acknowledged, the
by the FPCF alert are information is listed as strip border returns to
the positions, which a pair in the FPCF normal colour while
are "jurisdiction", Alert Window. They the callsign and the
"hand-over-in" or remain displayed in CFL stay in alert
"hand-over-out" the conflict window colour until the end of
positions for one of until acknowledged. the alert.
the two flight plans.
This event shall not
occur for a trial probe.
State specifics
EUR-P-POST-
18
Shadow The posting for a
# shadow position is
performed in
accordance with the
type of position and
type of flight plan as
described in previous
paragraphs. As no
action is possible at
the shadow position,
the changes of state
triggered by manual
actions are those
triggered by the
operator controlling
the corresponding
sector.
Table 3-81 HMI Display State Summary
3.2.1.13 SIMULATION HUMAN MACHINE INTERFACE

The Training System positions are:
– Pilot position.
– Leader position.
3.2.1.13.1 Pilot Position
3.2.1.13.1.1 General Purpose

The pilot positions are used for two major purposes:
– Maintaining realistic air traffic situations.
– Simulating the pilot to controller communications.
The pilot is in contact with the controller on a selected frequency. According to the trainee's request,
the pilot gives him information displayed on his screen. The pilot executes the orders of the trainee in
changing the state of the aircraft concerned. The pilot commands are sent to the Air Traffic Generator
function.
When the pilot enters a command the ATG function:
– Acknowledges it.
– Analyses the command, and
• If the command is not correct, (e.g. bad command or impossible kinematics) a warning is sent to
the pilot position and the command is not executed.
• If the command is correct, the aircraft status is modified according to the new requirement and
the kinematics calculated.
The pilot position is equipped with a colour display screen, a pointing device and an alphanumeric
keyboard.
EUR-P-PILMG-33E
Depending on the site configuration, the pilot position may also run a leader window in conjunction
with the pilot window, with the ability to swap between the two.
#
3.2.1.13.1.2 Pilot Actions

The general pilot command procedure consists of:
EUR-P-PILMG-30
– Selecting one aircraft either in the Strip Area or in the Traffic Area.
#
EUR-P-PILMG-31
– Setting the parameters associated with one or more commands.
#
EUR-P-PILMG-32
– Sending the commands to the A.T.G. (validation).
#
The main pilot actions are:
EUR-P-TRPIL-30
– Aircraft take off.
The take off of the aircraft is always performed manually.
Immediately after take off, the aircraft follows the route planned in its flight plan until eventually the
pilot takes control of the aircraft piloting.
All information contained in this document remain
property of Thales ATM. No part of it may be copie
recipient to third persons, without the prior written
nor shall it be used for any purpose other than in c
agreement or proposed agreement with Thales AT
#
EUR-P-TRPIL-31
– Aircraft creation.
If the number of piloted aircraft on the position is less than the maximum authorised number, the
pilot can manually create an aircraft. There is no automatic creation of associated flight plan on
controller position. The created aircraft is manually piloted during all its life in the simulation.
#
EUR-P-TRPIL-32
– Switch of an aircraft from automatic to manual piloting mode.
The pilot switches any aircraft allocated to its position from automatic to manual piloting mode. The
switch takes place as soon as the pilot enters a first heading piloting command. Then, the aircraft
no longer follows its planned route but obeys to the pilot orders.
#
EUR-P-TRPIL-33
– Aircraft piloting.
The pilot gives piloting commands (heading, speed, flight level orders, ILS, Change route (Airway,
STAR), VOR heading, DME procedure (the landing procedure is not performed manually), Holding
[Orbit, predefined pattern], Resume Own Navigation, Take Off) and he can change some specific
flight identification parameters (SSR code, SSR mode).
During the execution of a command, if the pilot enters the same one with a new value, the new one
takes place immediately.
#
EUR-N-TRPIL-41
– Aircraft piloting.
Additional change route commands are as well accessible: Offset Route, Missed Approach
Procedure and Special Purpose Route.
During the execution of a command, if the pilot enters the same one with a new value, the new one
takes place immediately.
#
EUR-P-TRPIL-34
The piloting orders can be complex. One to three (3) orders can be chained together and associated to
a delay or a condition.
#
EUR-P-TRPIL-35
The commands can be delayed and two delayed commands can overlap.
#
During the execution of a chained command, any new command can interrupt the chained one.
EUR-P-TRPIL-36
– Hand Over.
A pilot can propose the piloting of an aircraft to another pilot (for instance when crossing the
boundary between two sectors within the same group).
Note: Up to three pilots can share the same frequency.
The assignment of an aircraft to a pilot position is computed off-line in the SKPL definition.
In order to perform a hand-over, a pilot has to specify the frequency of the destination pilot. The frequency includes the
number of the destination pilot, if several pilots share the frequency, e.g.
For a hand-over to the second pilot having the frequency 101.00, the value to be selected will be 101.02.
EUR-P-TRPIL-37
– Switch of an aircraft from manual to automatic mode.
If the aircraft is a prepared one (corresponding to a Flight of the exercise) the pilot can resume its
piloting in automatic mode from a specified waypoint of the off-line prepared route. The ATG makes
the aircraft get back to the prepared route at the specified point.
#
EUR-P-TRPIL-38
– Immediate aircraft hold at any point.
The holding shall use the present heading of the aircraft and off-line predefined time and speed, the
speed value being a percentage of the aircraft cruising speed).
A left pattern shall be used.
#
EUR-P-TRPIL-39
– Activate on-line an SKPL.
SKPLs may be defined both with and without an activation time. This command allows activation of
SKPLs, which do not have activation time.
#
EUR-P-TRPIL-40
– Amend a route through the addition of 3 items (beacon, airway or STAR).
#
3.2.1.13.1.3 Pilot Interface

The Training System displays on the pilot position a set of windows:
EUR-P-PDISP-30
– Traffic area.
In this window the following are displayed:
• All the aircraft present in the pilot's sectors (for every aircraft, marker on present position, label,
history trail, and prediction line). The aircraft allocated to the pilot are displayed differently
(different colour) from the other aircraft.
• Maps (airways, airports, filled surfaces, sectors, beacons and reporting points).
#
EUR-P-PDISP-31
– Command area.
In this window, the pilot performs piloting commands and information requests:
• Heading piloting.
• Speed piloting.
• Flight level piloting.
• Modification of SSR code or SSR mode.
Note: Modification of the status (freeze/unfreeze an aircraft trajectory which shall default the track heading to 90 degrees,
stop/restart video display of an aircraft trajectory, move an aircraft, suppress an aircraft).
• Hand over command.
• Interrogation functions allowing information to be obtained from the Air Traffic Generator
function include:
• Position of an aircraft from a DME or VOR beacon or any other beacon defined during data
preparation.
• Estimation of aircraft kinematic parameters on future crossing of a beacon.
• Display of the route planned in the SKPL of an aircraft.
• Report request allowing a report to be obtained from the Air Traffic Generator for a selected
aircraft on a specified event (next crossing of a specified beacon, passing a specified VOR
radial or reaching a distance from a DME station or reaching a specified flight level).
• Remind command, which enables a free text memo to be attached to a delayed message to an
aircraft.
#
EUR-P-PDISP-32
– CPDLC area.
– AGCW area.
The pilot shall be provided with two windows for CPDLC purposes.
• One window dedicated to the dialogue with the controller, by composing preformatted messages
or through the use of free text.
The messages which can be composed in this window are related to:
• Replies and reports by the pilot in response to controller requests.
• Requests from the pilot.
This window can only be manually opened.
• A second window giving the current state of the message exchanged between the pilot and the
controller.
This window shall be automatically opened as soon as there is at least one message sent to
or from the pilot.
Up to 5 messages can be recorded and displayed in this scrollable window for each aircraft
controlled by the pilot position.
This window can also be used as CPDLC history window when there is no more CPDLC to be
processed between the pilot and the controller.
In this case, the pilot can manually open and close this scrollable window to see the last 5
messages exchanged for each aircraft under his control.
#
EUR-P-PDISP-33
– Functions area.
This area contains some complementary commands such as:
• Screen management (history trails, labels, speed vectors, maps and zoom).
• Creation of new aircraft.
#
The pilot can also use the function keys on the keyboard to perform the same commands as the
one defined in the function area.
EUR-P-PDISP-34
– Strip area.
Display of basic information from the filed flight plan about all the aircraft allocated to the pilot. A
strip contains:
• Identification of the aircraft (callsign, aircraft type).
• Piloting mode.
• Current aircraft parameters (heading, level and speed) and their respective ordered one.
• The name of the next beacon to cross.
#
A few minutes before the entry of the aircraft in the system, the corresponding strip is displayed on
the pilot's position in order to warn the pilot.
EUR-P-PDISP-40
The pilot shall be able to display the last two commands of a designated aircraft (sent to the ATG by
this pilot).
#
EUR-P-PDISP-35
– Computer message area.
This reports area collects and displays aircraft and command reports from the Air Traffic Generator
function.
#
EUR-P-PDISP-39
When the next aircraft to be presented is waiting for space to become available, (in the pilot flight
progress strip area), an alert will be displayed.
#
EUR-P-PDISP-36
– Remind area.
This area displays memo messages previously required by the remind command.
#
EUR-P-PDISP-38
The memo messages can also be displayed according to scripts off-line prepared:
– When based on time, scripted memos are defined for the exercise.
– When based on beacon, scripted memos are defined for an SKPL.
#
EUR-P-PDISP-37
– Configuration area.
This window provides some tools allowing the personal set up of the position.
3.2.1.13.2 Leader Position
3.2.1.13.2.1 General Purpose

The leader position is used for two purposes:
EUR-P-LEAMG-30
– Management of a session (session leader function).
#
EUR-P-LEAMG-31
– Management of exercises played during the session (exercise leader function).
#
The session leader function is assumed on the leader position. The leader commands are sent to the
Air Traffic Generator function.
The exercise leader function is assumed on the leader position. The leader can delegate the local
exercise leader function of one group to one of the pilot positions in the group. This function controls
the exercise.
This function enables simulation of processing failures.
The leader position is equipped with a colour display screen, a pointing device and an alphanumeric
keyboard.
3.2.1.13.2.2 Leader Commands

The session leader commands are the following:
EUR-P-TRMMI-02
– Start of the game.
– End of the game.
– Delegation of the group commands including the reaching of the pilot main command level.
– Assignment of the operational supervisor to a group.
#
The exercise leader commands are the following:
EUR-P-TRLEA-30
– Start and stop an exercise (the leader can define the initial time of the exercise).
#
EUR-P-TRLEA-31
– Freeze and resume an exercise.
#
EUR-P-TRLEA-32
– Replay an exercise.
#
EUR-P-TRLEA-34
– Change speed of an exercise (1 / n to n * times normal speed with system parameter n:
ATG_EXERCISE_SPEED).
#
EUR-P-TRLEA-35
– Start and stop the simulation of a radar sensor (simulation of radar failure).
#
EUR-P-TRLEA-36
– Modify wind and gust wind.
#
EUR-P-TRLEA-37
– Modify QNH, corresponding to the unique QNH area defined in the simulator.
#
EUR-P-TRLEA-38
– Switch recording ON/OFF.
– Switch archiving ON/OFF.
#
EUR-P-TRLEA-48
– Start and stop the SNMAP processing (simulation of SNMAP shutdown).
#
EUR-P-TRLEA-40B
– Start and stop the flight plan processor (simulation of FDP shutdown). Messages due to be sent to
FDP by ATG during the outage period will be discarded.
#
EUR-P-TRLEA-41B
– Start and stop the AGDL processing (simulation of AGDL shutdown).
#
EUR-P-TRLEA-43E
– Start and stop the AFTN link to simulate a failure of the AFTN link to a foreign FIR. (FDP
transmission to/from "AFTN" is not affected).
– Only ATG transmission of the following messages are stopped:
• LAM
• ACP
• AOC
#
EUR-P-TRLEA-44H
– Modify the status of:
• Runway in use in the system.
#
EUR-P-TRLEA-45H
– Modify the activation/deactivation period of:
• Restricted area.
#
EUR-N-TRLEA-46H
– Modify the status of:
• Runway in use in the ATG.
#
3.2.1.13.2.3 Leader Interface

The session leader and exercise leader functions use the same Human Machine Interface. The leader
screen is divided in three areas:
EUR-P-LDISP-30
– The information area:
This area displays general information about each exercise played:
• Exercise identifier.
• State of the exercise.
• Exercise speed.
• Exercise local time.
• Group playing the exercise.
#
EUR-P-LDISP-31
– The command area:
This area is used to enter the commands with the alphanumeric keyboard.
#
EUR-P-LDISP-32
– The message area:
This area displays the error messages sent by the Training system.
#
EUR-P-LDISP-33
The leader shall be able to display a group set-up window describing the game configuration; for each
group:
– Number of the group.
– Controller positions.
– Pilot positions and associated frequency.

#
3.2.1.13.3 HMI Functionality in the Simulator Environment

EUR-N-MMISIM-500
In training environment, the controller shall be able to pause/resume the update of the entire display by
a single hot key.
#
3.2.1.14 CONTROL AND MONITORING FUNCTION
The Control and Monitoring of the EUROCAT-X System consists of a System Control and Monitoring
(SCM) function embedded into the system, and of an external System Monitoring and Supervision
function (SMS). Typically both functions run on the node allocated to perform System Monitoring
functions.
The SMS is provided in conjunction with the EUROCAT-X System.
The Control and Monitoring of the EUROCAT-X using SMS is always performed from the node
allocated to perform System Monitoring functions.
If the SMS function is unavailable the EUROCAT-X Control and Monitoring function is provided by the
SCM, which can be run from any node.
3.2.1.14.2 System Control and Monitoring

The System Control and Monitoring (SCM) provides, control and monitoring facilities for the
EUROCAT-X System.
The Local Control Terminal (LCT) is a display terminal that can be connected to any computer of the
EUROCAT-X system, on the console port (refer to SSDD).
Each Data Processor System (DPS) and each Operational Data System (ODS) executes surveillance
software, known as Local System Control and Monitoring (L-SCM), which functions are purely local to
the node. Its capabilities are:
– Report device errors (e.g. external lines, X terminal).
– Monitor and report node status changes.
– Report software status changes.
– Transmit application error message.
– Handle commands from the Local Control Terminal (LCT).
The status items from all computers in the system are stored in a central Data Store (known as the
SCM Data Store copy) available on each computer.
One computer in the system carries the master SCM; this copy of the SCM is known as the central
SCM (C-SCM) data store copy.
The computer running the central SCM, in addition to the above functions, performs the following
functions:
– Monitoring of the availability of other computers in the system.
– Forwarding of the node reports to the recording computer.
– Exchanging of data with an external system (EUROCAT-X SMS) for status information alerts and
controls.
Therefore, the SCM consists in:
– A local SCM running on every computer (L-SCM).
– A central SCM activated on one computer (C-SCM).
The central SCM is implemented on all computers, but active on only one of them. Automatic re-
allocation of the central SCM function to another computer is performed if the computer running C-
SCM fails.
EUROCAT SEGMENT
COMPUTER COMPUTER COMPUTER
Application Application Application

Software Software Software
LCT L_SCM LCT L_SCM LCT L_SCM

C_SCM
EUROCAT SMS
Figure 55 - System Control and Monitoring architecture diagram

Note: The System Control and Monitoring system (SCM) is embedded in the EUROCAT-X segment. The SCM can work
"alone", i.e. without any external supervision system.
This section presents only the functionality related to the local supervision of the EUROCAT-X segment, and to the
interface with the EUROCAT-X SMS. For the external supervision capabilities, please refer to the EUROCAT-X SMS
specifications.
EUR-P-SCM-32
The Control and Monitoring function of the EUROCAT-X system shall be performed in remote mode
i.e. both the EUROCAT-X SMS and LCT working positions display status information or error
messages and perform control commands.
#
The following table summaries the different possibilities.
EUROCAT-X SMS LCT
Status and alarms Control commands Status and alarms Control commands
display display
Remote mode Yes Yes * Yes Yes *
Table 3-82 EUROCAT-X SMS and LCT Capabilities

(*) The control commands entered on a LCT supersede the ones entered from the external system, in
case of conflict.
3.2.1.14.2.1 System Resources Control and Monitoring
3.2.1.14.2.1.1 Introduction and Definitions

The following definitions are used in the descriptions that follow:
– A Process is a software entity, which implements a given functionality.
– An Application Process Group is a collection of processes, which implements a collection of
operational functionality. All the processes of an Application Process Group are always located on
the same node.
– A Node is composed of both hardware components, including a computer, and a number of
Application Process Groups.
– A Single Node is a node for which the application process group(s) is not redundant in another
node.
– Dual Nodes are two nodes in which the application process groups are redundant, for fault tolerant
applications. In dual nodes, both nodes are identical as far as software and hardware configuration
is concerned.
The SCM shall supervise the following items:
– The application process groups.
– The single and dual nodes.
– The devices (e.g. screens, printers).
– The non-duplicated external (called single external lines).
– The duplicated external lines.
– The operational and the service LAN.
3.2.1.14.2.2 Application Process Groups Control and Monitoring

EUR-P-SCM-05
The application process groups that shall be controlled and monitored by SCM shall be the following:
– All the HMI processors:
• All Operational HMI processors.
• Pilot for training system.
• Leader for training system.
– Radar front processing.
– Multi Radar Tracking processing.
– Direct Radar processing.
– Safety Nets and Monitoring Aids processing.
– Flight Data processing.
– Flight Plan Conflict Function processing.
– Recording Data processing.
– Air Situation Playback processing.
– Database Management System processing.
– Simulation Data processing.
– Air Ground Data Link processing.
– Communication Data processing.
#
The SCM automatically creates the processes of the group after a node start or restart.
3.2.1.14.2.3 Single Node Control and Monitoring

EUR-P-SCM-02
The operator shall be able to start, restart, shutdown and request operational status information on a
node.
#
3.2.1.14.2.4 Dual Node Control and Monitoring

EUR-P-SCM-06
The SCM shall be able to start, restart, shutdown and request operational status information on a
node.
#
EUR-P-SCM-03
The SCM shall be able to switch the nodes to exchange the roles (operational/stand-by) of the dual
nodes, on operator request, or automatically switch the stand-by to operational in case of failure of the
operational.
#
3.2.1.14.2.5 External Lines and Devices Control and Monitoring

EUR-P-SCM-33E
The SCM shall monitor the following devices:

– Screens.
– Line printers.
– Strip printers.
#
EUR-P-SCM-04B
And all non-duplicated external interfaces (called single external lines) e.g.
– AFTN
– OLDI
– Meteorological line (BOM).
– Master clock line.
– Other X25 lines (e.g. SITA, ATN, inter EUROCAT-X System centre).
The operator shall be able to attach and detach the above devices and lines apart the Master clock
line.
#
The status of the external lines/devices is monitored via state machines. For each external interface, a
state machine is defined, independent of the interface point of attachment: workstation, Front
Processor, bridge or router. The states of these state machines as well as the events triggering state
changes are off-line configurable.
They can be defined according to:
– The capabilities of the external interface to provide information regarding its status.
– The required level of synthesis for the displayed information.
Hysteresis as well as threshold capabilities are provided by SCM.
3.2.1.14.2.6 Duplicated External Lines Control and Monitoring

EUR-P-SCM-30
The SCM switches lines as follows:

– Automatically switches lines in the case of failure of the currently operational line.
– On operator request, a line may be detached. If the detached line was operational, the automatic
switch above shall be performed.
#
3.2.1.14.2.7 Operational and Service LAN Control and Monitoring

EUR-P-SCM-31
The LAN performance monitoring management and status (including network equipment/devices like
routers or bridges) shall be provided.
#
3.2.1.14.3 System Start-up and Shutdown

EUR-P-STSHD-30
As soon as they are powered-up, each node shall start in an off-line predefined configuration (i.e.
starting-up its predefined process group(s)).
#
EUR-P-STSHD-01
Global RESTART, COLD_RESTART and SHUTDOWN commands shall also be available from the
position running the SMS function. These commands shall be to restart, cold restart or shutdown all
nodes of the system.
A specific COLD_RESTART_AFTER_SYSTEM_PARAMETERS_CHANGE command shall also be
provided and available at the position running the SMS function. This command must be performed
after a new release of the system parameter files has been carried out. This command shall cold
restart all the nodes of the system taking using data from the new configuration files.
#
EUR-P-STSHD-02
In case of unavailability of some nodes (e.g. not powered-up, faulty, stopped or shutdown) an
appropriate messages shall be sent to the position running the SMS function and the EUROCAT-X
system shall automatically configure itself to the relevant degraded mode until unavailable nodes
become available.
#
3.2.1.14.3.1 Node Restart

EUR-P-STSHD-31F
Two starting modes shall be provided:

– Cold start of nodes - all data other than that defined in DPR is lost.
– Hot start of nodes are defined for the following processes contained within a node:
• FDP
• FPCF
• AGDL
• HMI
The following data is restored following a hot restart:
– All flight plan information including the latest modification.
– All correction queues, all messages pending retransmission or transmission are saved.
– Meteorological data applied to meteorological areas of the GRIB grid.
– All FPCF conflict information and all FPCF data page information managed by FPCF.
– All current ADS contracts.
– All connections and all current CPDLC messages.
– On restart, the HMI will attempt to read start-up values stored at other HMI positions or REC nodes.
If none of these processors are active in the partition, the HMI cold starts.
– All other processing can only perform cold restarts.
#
3.2.1.14.4 Dual Node Switchover
3.2.1.14.4.1 SNMAP Processing

EUR-P-SSWCH-39
During a switchover of the SNMAP processors the operational impact shall be as follows:
– There is no impact on local actions (e.g. striping) and actions relative to the flight data processor
(e.g. flight plan modifications).
– Response to actions relative to the SNMAP processor is delayed until the end of the switch over
time. The HMI processing enables a security time out, at the beginning of the SNMAP action, in
case of a never end switch over.
#
3.2.1.14.4.2 Radar Data Processing

EUR-P-SSWCH-30
During a switchover of the Radar data processors the operational impact shall be as follows:
– There is no impact on local actions (e.g. striping) and actions relative to the flight data processor
(e.g. flight plan modifications).
– Response to actions relative to the radar data processor is delayed until the end of the switch over
time. The HMI processing enables a security time out, at the beginning of the Radar Data
Processor action, in case of a never end switch over.
#
3.2.1.14.4.3 Flight Data Processi ng

EUR-P-SSWCH-31
During a switchover of the Flight data processors the operational impact shall be as follows:
– There is no impact on local actions (e.g. striping) and actions relative to the radar data processor
(e.g. coupling, uncoupling).
– Response to actions relative to the flight data processor is delayed until the end of the switch over
time. The HMI processing enables a security time out, at the beginning of the FDP action, in case
of a never end switch over.
#
3.2.1.14.4.4 AGDP and FPCF Processing

EUR-P-SSWCH-32
During a switch over of the AGDP and FPCF processors, the operational impact shall be as follows:
– For the AGDP function the
• Context information (addressees, network type, etc.) is maintained for each aircraft.
• ADS-C connections and the current ADS-C contracts are restored.
• CPDLC connections are restored.
• CPDLC dialogues are restarted from the last messages acknowledged by the aircraft board, but.
• The last messages sent to the aircraft boards and not acknowledged before the switch over
can be sent twice.
• Loss of some CPDLC "downlink" messages might occur.
• Response to actions relative to the AGDP processor is delayed until the end of the switch over
time. The HMI processing enables a security time out, at the beginning of the AGDP action, in
case of a never end switch over.
– For the FPCF
• There shall be no impact on local actions.
• The response to actions relative to the FPCF is delayed until the end of the switch over time.
The HMI processing enables a security time out, at the beginning of the FPCF action, in case of
a never end switch over.
#
3.2.1.14.4.5 REC Processing

EUR-P-SSWCH-35
There are no operational impacts during a switch over of the recording processors.
#
3.2.1.14.5 System Monitoring and Supervision Function (TKSUP)
The EUROCAT-X system uses a distributed architecture based on multi-node workstations that are
linked via a redundant Ethernet LAN. The server nodes within the system are in a dual node
configuration. The supervision of these nodes is performed by TKSUP.
TKSUP aids the maintainer to control and monitor the multi-node architecture by providing a real-time,
graphical presentation of the status of the various nodes, together with the state of the dual node
redundant partner for server nodes. The ability to instantly flag system errors and non-operational
conditions greatly aids the response time to deal with any system errors.
TKSUP employs a UBSS process called ISUP that acts as an agent collecting system state
information required for the monitoring. The agent broadcasts these collected system states to TKSUP
for graphical display.
The principal functions of TKSUP are:
– Node Monitoring.
– System and Memory Monitoring.
– Integrated Graphical Recorded Data Archiving Tools.
– Network Monitoring.
– System Data Set Handling.
For ease of use of the GUI tool a user preference file is created in the user's home directory the first
time the application runs. It records the options used and any customisation during that first session.
3.2.1.14.5.2 System and Memory Monitoring

This feature enables monitoring of current system activity and virtual memory usage of a selected
machine or node on a Graphic User Interface (GUI).
3.2.1.14.5.2.1 System Information

EUR-P-TKSUP-01
The system information checking is a component of the User Tool feature that shows an overview
system I/O activity on a graphical interface. This includes monitoring of the file system and system
devices as well as the following:
– Operating system and version, amount of RAM, and number of CPUs.
– CPU activity.
– Free Memory.
– Available swap memory.
– File system and Mounted disks (local and remote) and their activity.
#
3.2.1.14.5.2.2 Virtual Memory

EUR-P-TKSUP-02
The virtual memory information display is a component of the User Tool feature that shows system
statistics for virtual memory, processes, and CPU activity in a graphical representation.
#
3.2.1.14.5.3 Node Monitoring

EUR-P-TKSUP-03
Node monitoring involves the monitoring and control of each node on a specific EUROCAT-X system
partition both at the EUROCAT-X application level and at the physical level.
#
EUR-N-TKSUP-20
The main TKSUP window display shall list all nodes known to the system partition with the following
information: Node Name, Node State and DNC Node State, where:
– Node Name is the UNIX host name for the machine.
– Node State is one of OFFLINE, ONLINE, EXITED, RESIDENT ONLY or SHUTDOWN states
– DNC Node State is one of MASTER, SLAVE, SINGLE or DNC_NOT_AVAILABLE.
If the main TKSUP window cannot display all system nodes available in the partition then, the main
display shall provide scroll bars to view the nodes that are out of view.
#
EUR-N-TKSUP-21
TKSUP shall provide a graphical colour coded display of all system nodes showing their current
availability on the Operational and service LANs, where a green connection indicates that the node is
reachable while a red connection indicates that the node is not reachable for the displayed LAN.
#
EUR-N-TKSUP-23
TKSUP shall provide the following:

– Functions to individually and globally stop and restart the EUROCAT-X applications running on
each node.
– Functions to switch between a Master and Slave nodes.
– Functions to attach and detach all monitored external lines.
– A device list window accessible from the main TKSUP display of all devices associated to a node
and their states.
#
EUR-N-TKSUP-24
– Generate a seven day log of all events and triggers received and transmitted.
#
3.2.1.14.5.3.1 System Data Set Handling

EUR-N-TKSUP-25
TKSUP shall trigger the system to use a new or an existing old data set. This function shall include the
following options.
– Switch to new data set: This option will be used when a data set change affects all nodes and
CSCIs will require all nodes in the system to be stopped.
– Switch to a previous data set: This option shall only be used to recover a data set error introduced
from a recent data set switch, and is not regarded as a global function.
– Switch to new data set on selected nodes: This option shall only be used when testing a data set
change affecting a specific CSCI. It is not necessary to stop all system nodes. The application
running on the selected machine where the data set test is to be performed shall transition to a
resident state and come back online with the new data set.
– TKSUP, after a data set switch shall provide functions to load the entire EUROCAT-X partition by
issuing a "load system" command. This command will apply the necessary delays to applications
for a smooth system start.
#
3.2.1.14.5.3.2 Network Monitoring

EUR-N-TKSUP-22
– TKSUP shall read an offline configuration file specifying the IP address and host names of network
switches to be monitored.
– On selecting a switch to monitor TKSUP shall interrogate the chosen device using SNMP and
display the following network information: Port Availability, Packets in Error, Maximum Packet Site
MTU, Interface Type, Physical Address and port Speed.
– TKSUP shall provide a capability to discover IP addresses of all nodes on reachable networks, and
map these IP addresses to their corresponding host names.
#
3.2.1.14.5.4 Integrated Graphical Recorded Data Archiving Tools

EUR-P-TKSUP-04
The archiving function is responsible for the transfer of recorded system data onto archive media. All
recorded system data during a configured period are archived; the recording process is performed by
the system automatically. However, the management of the archiving session is provided via the
archiving tool.
The archiving tool has all the command buttons and functions necessary to manage an archiving
session.
The principal features of the archiving tool include:
– Make archive media: force the generation of an archive.
– Make scratch media: records a specified portion of the day.
– Show arch status: opens a window displaying relevant information regarding the recording of the
archive media.
– Show admin: opens a window displaying relevant information regarding the administration of the
archive device.
– Show file admin: opens a window displaying relevant information regarding the file administration of
the archive media.
– Show disk admin: opens a window displaying relevant information regarding the recording of
archive media.
– Show copy status: opens a window displaying relevant information regarding the copy status of the
archive media.
– Media size: presents a drop down selection list of media sizes from which to choose.
– Init media: prepares a media for recording.
– Abort media: halts a recording session. Normally used when required to stop one recording
session and start a new one.
– Next media: in a multi media recording session, starts the next media after mounting.
#
3.2.1.14.5.5 Multiple Installations of TKSUP

A complete ATC solution may involve various remote sites. EUROCAT-X uses the concept of system
partition to group nodes and allocate them to TMAs TCU and En-Route Centres.
More than one TKSUP session can be running on the one partition controlling and monitoring the
same set of nodes. To over come the issue of attempting to control the same system resources from
more than one TKSUP position, the concept of exclusivity is used.
By default each TKSUP position will be able to listen and display to all monitoring information. If the
user wishes to control the system (e.g. stop node) than the system will make sure that this is a
conscious operator action.
EUR-N-TKSUP-09
Upon an attempting to control the system, TKSUP shall find which currently running TKSUP instance
has control access. If another instance of TKSUP with control access is found, than the user shall be
presented with a message indication where the instance of TKSUP with control access is running and
if the operator wishes to claim control access. On answering yes TKSUP shall assumes control.
#
EUR-N-TKSUP-19
Any instance of TKSUP by default shall start with no control access.

#
EUR-N-TKSUP-10
When an attempt to control the system is made TKSUP shall check to see if it has assumed system
control functionality, if not the user shall be presented with a message indicating no system control
privileges.
#
EUR-P-TKSUP-08
Multiple installations of TKSUP (either in one partition or distributed on different partitions) shall be
able to resolve which one will have control of common equipment at any one time.
#
3.2.1.14.5.6 Multi-Partition Monitoring (C_TKSUP)

EUR-N-TKSUP-11
C_TKSUPC (Central TKSUP) shall monitor multiple EUROCAT-X partitions from a Central Monitoring
Station.
#
EUR-N-TKSUP-12
A Central Monitoring Station is a node chosen to host the C_TKSUPC CSCI (Central TKSUP).
TKSUPC shall present a colour coded graphical view of all partitions it is monitoring. Each partition
display button when clicked on shall launch a TKSUP instance specific to that partition displaying the
usual node, device and dual node states.
C_TKSUP shall be able to launch and display a TKSUP instance for each remote partition it is
designated to monitor.
#
EUR-N-TKSUP-16
Each ISUP agent using a common UDP port shall communicate the overall system state to the
C_TKSUP. In an attempt to distinguish the message source at C_TKSUP, all system state messages
shall be pre-appended with relevant partition names.
<PARTITION_NAME> SYSTEM_STATE
INTM OFFLINE
INTS ONLINE
INER FAILED
INRT UNKNOWN
INTS DEGRADED
Table 3-85 Partition Name

#
EUR-N-TKSUP-17
All messages generated by the various ISUP instances running remotely partition shall also be
available for TKSUP instances running on the Central Monitoring Station for display.
#
EUR-N-TKSUP-14
All command messages generated by TKSUP instances running on the Central Monitoring Station
shall be made available to the relevant remote ISUP agent.
#
EUR-N-TKSUP-18
C_TKSUP shall be able to determine if it has lost communications with any one its remote agents and
change its status indication for the relevant partition to "UNKNOWN", and send a message to the local
instance of TKSUP for that partition to reset all it's items to "UNKNOWN".
C_TKSUP on failing to get a response from the remote agent shall launch the In Out Relays on the
second Designated Relay Node and attempt to re-establish communications. On failing this, it shall
declare the remote partition "UNKNOWN".
#
Information is distributed between the remote partitions and the Central Monitoring Station using a set
of relays at the remote sites and a multiplexer at the Central Monitoring Station.
Each remote partition employs an "In Relay" process designed to handle commands coming from the
TKSUP instances running on the Central Monitoring Stations and an "Out Relay" process designed to
communicate partition specific information to the central TKSUP instances.
The Central Monitoring Station employs a MUX process designed to receive all remote site monitoring
information and to channel them to the appropriate UDP port.
3.2.1.14.5.7 Interfaces and Colour Scheme
3.2.1.14.5.7.1 General
This section describes the menu interfaces available to the TKSUP, including menu status and colour
scheme used to represent states.
3.2.1.14.5.7.2 MENU
EUR-P-TKSUP-05
TKSUP and C_TKSUP shall provide two types of menu interfaces, drop-down menus and button
menu-bar.
The drop-down menu shall provide access to the File, Commands, Printer, SNMAP, Discover, Assume
Control and Help functions.
The bottom menu-bar shall provide access to the User Tools, Refresh, Node Monitoring, Network
Monitoring, Record and Exit functions.
The User Tools menu shall provide access to the Start Node, Stop Node, MNG Dataset, Memory,
System, Load system and Switch DNC buttons and functions.
#
3.2.1.14.5.7.3 Colour Coding Scheme

One of the useful features of TKSUPs GUI involves the colouring scheme used in the presentation of
the status of nodes and devices. These colours enable the maintainer to instantly recognize the status
of a particular node or device.
EUR-P-TKSUP-06
TKSUP shall provide distinct colour presentation for the following items:
a) Node status.
There are nine possible status values for nodes; hence the GUI shall utilize nine colours to represent
the node status values.
b) Device status.
There are ten possible status values for devices; hence the GUI shall utilize ten colours to represent
the device status values.
#
Please refer to the referenced in [14] for further information on colour scheme.
The colouring scheme of the remote partitions on the C_TKSUP shall be based on the availability of
major system functionalities as reported by the remote agents.
3.2.1.14.5.7.4 Audible Alerts

EUR-N-TKSUP-13
TKSUP shall provide an audible alert for all received messages witch are categorized as Error
messages and Fatal Errors.
TKSUP shall provide in its tools menu a function to globally select and deselect audible alerts.
#
3.2.1.14.5.7.5 Message Window

EUR-P-TKSUP-07
TKSUP and where applicable C_TKSUP shall provide access to the list of messages received and the
commands issued out to the ISUP agent in a text file for off-line (message log file) access and in its
message log window for on line access. All received messages shall be categorized as either
information, warning, error and fatal, with the following message tags pre appended <<I>>, <<W>>,
<<E>>, and <<F>> respectively.
A new circular message log file shall be created for each day of the week. The successor message log
file for the last day of the week shall be the overwritten log file for the first day of the week. If the
maintainer wishes to preserve these message log files, than a weekly archive must be done.
C_TKSUP shall maintain a separate message log for each monitored partition.
Messages in the message log window shall be colour coded as show below.
• Information messages -> black.
• Warning messages -> yellow.
• Error messages -> red.
• Fatal messages -> red.
#
Please refer to the document referenced in [14] for further information on colouring scheme.
3.2.1.14.5.8 Supervision Tool Operating Principles
3.2.1.14.5.8.1 Operating Concept

The SCM utilizes the System Control and Monitoring facilities provided by UBSS to register for node,
device and dual node states.
An agent called "ISUP", which is a UBSS process, handles the information gathering of all the nodes,
devices and dual node states visible on a EUROCAT-X partition.
ISUP keeps an internal database of the states mentioned above and updates these entries in real-time
as it receives new state information. These states are communicated to TKSUP through UDP ports.
There are two communication ports that the ISUP agent utilizes to pass control and data messages to
local TKSUP instances and an additional two ports are used to communicate with the remote TKSUP
instances.
A control message is issued from the front panel of the technical supervision, which is passed to a
`Command Port' shown in Figure below. The agent, ISUP responds to the request received from the
command port and sends the node, device, and dual node states via the `Report Port'.
On start -up, TKSUP reports to the ISUP agent its intention to listen to System States. In response to
this, the ISUP agent will send the current state of the system to the listening TKSUP instance.
Once the current state of the system is known to TKSUP, it will engages in a periodic handshake with
the ISUP agent to establish that the agent is `ALIVE'.
For every state change in the system the ISUP agent will communicate this change to TKSUP in the
form of a trigger, so TKSUP can update its graphical interface in real-time.
At any time TKSUP can request a refresh of all its states from the agent by hitting the `REFRESH'
button on the Technical Supervision Menu. The overall interactions of front panel, the agent, and
internal processes are best represented in Figure below.
Technical Supervision interface in system
Technical Technical
Supervision Supervision
data
command
UDP Broadcast
Application Data Port
Command Port
UBSS
Register
INTERNAL
AGENT
SCM
Update Message
Figure 56 - Technical Supervision Interface in System 04
3.2.1.15 MODES
3.2.1.15.1 System Modes
The system is designed to provide continuous operational service despite the failure of a function.
Under normal circumstances all functions are in use, actively processing data.
A function can (automatically or manually) be brought into, or (intentionally or as a result of failure)
taken out of the Operational Partition at any time (the Operational Partition is the set of the functions
active in the system at a given time).
Depending on the available functions, the system can be described by a specific system mode.
The system capability relationship table gives the functions available for each mode.
3.2.1.15.1.2 System Mode and Position System Mode

When the position is operating in OPERATIONAL Mode, a number of different modes are possible,
depending on the status of connections with:
– Radar Data Processing.
– Flight Plan Data Processing.
– Safety Nets and Monitoring Aids Processing.
– Air Ground Data Link Processing.
– Flight Plan Conflict Function Processing.
SYSTEM MODES DESCRIPTION

Mono-Radar data Receives and handles data from a selected radar sensor (generation of local tracks
processing (RFP/RDP and data from the weather channel)
function)
Multi-Radar data Receives and handles data from the Mono-Radar, to generate system tracks.
processing
(RFP/RDP) function
Safety Nets and Receives and handles data from both the Radar and Flight Plan processor, to
Monitoring Aids data generate warnings or alerts. It creates and maintains coupling between tracks and
processing flight plans
Bypass processing Receives and handles data from the Radar sensors to generate local tracks and
system tracks, onto a different local area network.
Flight Plan data Creates, maintains and deletes flight plan data, based upon externally received
processing messages.
Receives and handles aeronautical information messages and maintains a special
aeronautical database.
Air Ground Datalink Creates, maintains and deletes ADS tracks and CPDLC messages.
processing
Flight Plan Conflict Enables air traffic controllers to predict and identify future conflict between aircraft in
Function processing the predefined Flight Plan Conflict regions.
Table 3-86 System Modes
Position system modes of the position are defined as follows:
NORMAL The position exchanges correct data with Flight Plan processing.
LOCAL The position does not exchange data with flight plan processing and local flight plan
data is used.
Table 3-87 Flight Plan Modes
NORMAL The position exchanges correct data with the multi-radar processing.
MONO-RADAR The position cannot exchange data with the multi-radar processing but receives data
from the mono radar processing.
BYPASS The position cannot exchange data with the multi-radar processing but receives data
from the bypass radar processing via the service LAN.
NON OPERATIONAL The position receives no radar data at all.
Table 3-88 Radar modes for the RFP/RDP function
NORMAL The position exchanges correct data with SNMAP processing.

NON OPERATIONAL The position does not exchange data with SNMAP processing.
Table 3-89 Safety Nets and Monitoring Aids
NORMAL The position exchanges correct data with AGDL processing.

NON OPERATIONAL The position does not exchange data with AGDL processing.
Table 3-90 Air Ground Data Link Modes
NORMAL The position exchanges correct data with FPCF processing.

NON OPERATIONAL The position does not exchange data with FPCF processing.
Table 3-91 Flight Plan Conflict Function Modes

If the system reduces to a degraded mode, the position system mode changes automatically to the
degraded mode, the new status is displayed at the position, and a warning is displayed to the
controller.
If the system upgrades to a less degraded mode, a warning is displayed to the controller who shall
manually upgrade the system mode of the position.
When a position is in a degraded mode while the system is in a normal mode, alert messages related
to start and end of conflict or alert shall still be received on the position.
The following tables give the transitions of Position System Modes according to the System Modes.
POSITION MODE / NORMAL MONO-RADAR BYPASS NON OPERATIONAL

SYSTEM MODE
NORMAL No automatic Manual action is Manual action is Manual action is
change. required to upgrade required to upgrade required to upgrade to
to NORMAL mode. to NORMAL mode. NORMAL mode.
Manual action to Manual action to Automatic upgrade to
BYPASS is BYPASS is BYPASS mode.
allowed. allowed.
Manual action to Manual action is Manual action is
MONO-RADAR is required to upgrade required to upgrade to
allowed. to MONO-RADAR MONO RADAR
mode. mode.
MONO-RADAR Automatic change No automatic Manual action is Manual action is
to MONO-RADAR change required to upgrade required to upgrade to
mode to MONO-RADAR MONO RADAR
mode. mode.
Manual action to Automatic upgrade to
BYPASS is BYPASS mode
allowed.
BYPASS Automatic change Automatic change Manual action is not Automatic upgrade to
to BYPASS mode to BYPASS mode allowed. BYPASS mode.
No automatic
change.
NON Automatic change Automatic change Automatic change Manual action is not
OPERATIONAL to NON to NON to NON allowed.
OPERATIONAL OPERATIONAL. OPERATIONAL No automatic change
Table 3-92 Radar Mode Transitions
POSITION MODE / NORMAL LOCAL

SYSTEM MODE
NORMAL Manual action is not allowed. Manual action is required to upgrade from
No automatic change LOCAL to NORMAL mode.
LOCAL Automatic change from NORMAL to Manual action is not allowed.
LOCAL mode. No automatic change
Table 3-93 FDP Mode Transitions

For AGDP Mode Transitions refer to the table below.
For FPCF Mode Transitions refer to the table below.
POSITION MODE / NORMAL NON OPERATIONAL

SYSTEM MODE
NORMAL Manual action is not allowed. Manual action is required to upgrade from
No automatic change. NON OPERATIONAL to NORMAL mode.
NON Automatic change from NORMAL to NON Manual action is not allowed.
OPERATIONAL OPERATIONAL mode. No automatic change
Table 3-94 SNMAP Mode Transitions

According to the System configuration, the Flight Data Function status can be different in a centre and
a remote partition.
In a centre, the availability of Flight Data Function corresponds simply to the availability of this one.
In a remote partition, the availability of the Flight Data Function will also depend on the communication
data processing and the data link between the centre and the remote partition. If either the Function in
the centre, or the data communication is not available, the function in the remote partition will be not
available.
. The above statements apply to the Air Ground Data Link Function as well.
3.2.1.15.1.3 System Capability Relationships

The following tables describe functionality that is lost when a failure occurs.
EUR-P-SYSMD-06
Functions of Safety Nets Failure Failure Failure Failure Failure Failure Failure
and Monitoring Aids FDP SNMAP RDP RFP Radar AGDP FPCF
Function BYPASS
Radar alert capabilities. X X X X
(1) partly
AGDP alert capabilities: X X
(2) partly
Radar track/flight plan X local X local X local X
integrated capabilities (3)
ADS track/flight plan X X
integrated capabilities (4) partly
Table 3-95 Safety Nets and Monitoring Aids Function

Note: (1) X partly: FDP failure: generated for coupled tracks only for flight plans created before the FDP failure when flight plan
data offline defined to be used in Alerts (STCA_ELIGIBILITY, DAIW_ELIGIBILITY, MSAW_ELIGIBILITY and
TDAW_ELIGIBILITY). RESTRICTED still available.
Note: (1) X partly: FDP failure: STCA, MSAW, DAIW and RESTRICTED still available.
(2) X partly: FDP failure: generated for ADS-C coupled tracks only for flight plans created before the FDP failure.
(3) X local: SNMAP failure: a local coupling is done between the flight plan database and the radar tracks. APRs are no
longer processed.
(3) X local: RDP failure: a local coupling is done between the flight plan database and the mono-radar tracks.
(3) X local: FDP failure: a local coupling is done with the local flight plan database (flight plans before the FDP failure
and new local flight plans).
(4) X partly: FDP failure: ADS tracks coupled before the FDP failure remain coupled after the FDP failure.
#
EUR-P-SYSMD-01
Functions of Radar Data Failure Failure Failure Failure Failure Failure Failure
Function (RDF) FDP SNMAP RDP RFP Radar AGDP FPCF
BYPASS
Radar data handling X
(and weather)
Multi-radar tracking X X
QNH handling (1) X X
partly
Altitude tracking (2) X X
partly
Bias management X X
Table 3-96 Radar Data Function

Note: (1) X partly: FDP failure: QNH can be manually entered from a dedicated position.
(2) X partly: RDP failure: Altitude tracking still performed in RFP.
Functions of Radar Failure Failure Failure Failure Failure Failure Failure

Bypass Function (RBF) FDP SNMAP RDP RFP Radar AGDP FPCF
BYPASS
Radar data handling X
Multi-radar tracking X
QNH handling
Altitude tracking X
Bias management X
Table 3-97 Radar Bypass Function

EUR-P-SYSMD-02
Functions of Flight Data Failure Failure Failure Failure Failure Failure Failure
Function (FDF) FDP SNMAP RDP RFP Radar AGDP FPCF
BYPASS
Flight plan acquisition X local
and creation (1)
Flight plan evolution X
Flight plan checking X
Flight plan trajectory X
computation
SSR code management X local
(2)
Processing of messages X
RPL management X
Flight Plan Conflict X X
Function (3) partly
Traffic Management X
Assistance Function
(TM)
Flight plan load X
computation
Table 3-98 Flight Data Function

Note: (1) X local FDP failure: local creation of flight plan is possible.
(2) X local FDP failure: a local SSR code management is done.
(3) X partly FDP failure: FPCF test is not possible. FPCF processing is made only with flight plans created before the
FDP failure.
#
EUR-P-SYSMD-03
Functions of Air Ground Failure Failure Failure Failure Failure Failure Failure
Data Link Function FDP SNMAP RDP RFP Radar AGDP FPCF
(AGDL) BYPASS
Context Management X X
Application (CMA) (1) partly
ADS processing (2) X X
partly
Controller Data Link X X
Communication partly
(CPDLC) (3)
Table 3-99 Air Ground Data Link Function

Note: (1) (2) X partly: FDP failure only with flight plans created before the FDP failure.
No flight plan update following ADS report.
(3) X partly: FDP failure:
- Only with flight plans created before the FDP failure.
- No flight plan update following CPDLC message.
#
EUR-P-SYSMD-03A
Functions of Flight Plan Failure Failure Failure Failure Failure Failure Failure
Conflict Function (FPCF) FDP SNMAP RDP RFP Radar AGDP FPCF
BYPASS
FPCF warning (1) X X
partly
FPCF Trial Probe X X
Table 3-100 Flight Plan Conflict Function Function

Note: (1) X partly: FPCF warnings remain for those prior to FDP failure.
#
EUR-P-SYSMD-05
Functions of Human Failure Failure Failure Failure Failure Failure Failure
Machine Interface FDP SNMAP RDP RFP Radar AGDP FPCF
Function (HMI) BYPASS
Date facilities
Time facilities
Windowing facilities
Aircraft dependant X X
facilities for radar tracks partly
(1)
Aircraft dependant X local

facilities for flight plan
tracks (3)
Radar monitoring X
facilities
Actions on label (4) X
partly
Radar tag
Graphic facilities (5) X X X X
partly partly partly
Electronic strip facilities X local
(6)
Flight plan management X local

facilities (7)
Traffic management X
facilities
Radar alarm facilities (8) X X X partly
partly partly
ADS alarm facilities (9) X X
partly
Flight plan alarm X local
facilities (10)
Radar warning facilities X local X X X
(11)
ADS warning facilities X local X

(12)
Flight plan warning X X X X X

facilities (13) partly partly partly partly
Display facilities
Flight plan air situation X local
display (14)
Functions of Human Failure Failure Failure Failure Failure Failure Failure

Machine Interface FDP SNMAP RDP RFP Radar AGDP FPCF
Function (HMI) BYPASS
Transmission of ATC X
messages
Operational data X X X X X
management (15) partly partly partly partly partly
Operational data display X
facilities (16) partly
Air traffic load X
management facilities
RPL database version X
management
Playback session
management
ADS contract X X
management facilities partly
(17)
Datalink pilot controller X X

management (18) partly
Air ground datalink X
survey facilities
System survey facilities X X
(19)
partly partly
Verification of physical
configuration facilities
Paper strip printing X
facilities
ATC messages de- X
queuing management
AIF management X
facilities
Flight plan shutdown X
facilities
Local code/callsign
association
Local SSR code
management
Local flight plan facilities
Password protection
Sign on/off facilities
Medium Speed Printing
facilities
Table 3-101 Human Machine Interface Function
Note: (1) X partly RDP failure: only mono radar tracks are displayed.
(2) X partly FDP failure: ADS track only with flight plans created before the failure of the FDP.
(3) X local FDP failure: only local flight plan tracks.
(4) X partly FDP failure: only local functions are possible. See Appendix C of the Controller OHK.
(5) X partly FDP failure: no more update of flextrack maps.
(5) X partly SNMAP failure: no more update of DAIW and RESTRICTED maps.
(6) X local FDP failure: strips before the failure are kept with new flight plans, only co-ordinated, jurisdiction and handed
over out local posting can be made.
(7) X local FDP failure: (warning) available functions are defined in 3.2.1.12.2.34.
(8) BYPASS failure and RFP failure: no radar alarm facilities
(8) X partly RDP failure: radar alam facilities are still available in mono and bypass radar modes
(8) X partly RFP failure: radar alam facilities are still available in bypass radar mode
(8) X partly BYPASS failure: radar alam facilities are still available in normal and mono radar mode
(9) X partly FDP failure: (emergencies) ADS emergencies remain on the coupled tracks prior to FDP failure.
(10) X local FDP failure: (emergencies) only local flight plans.
(11) X local FDP failure: (warnings) STCA, DAIW, MSAW and TDAW remain.
(12) X local FDP failure: (warnings) ARCW and DAIW remain for flights before the failure, TDAW remains.
(13) X partly SNMAP failure: (warnings) ETO, MPR and U warnings are still generated.
(13) X partly SNMAP failure: (warnings) SAR remains.
(13) X partly RDP failure: (warnings) ETO, MPR and U warnings are still generated.
(13) X partly RDP failure: (warnings) SAR remains.
(13) X partly RFP failure: (warnings) ETO, MPR and U warnings are still generated.
(13) X partly RFP failure: (warnings) SAR remains.
(13) X partly AGDP failure: (warnings) ETO, MPR and U warnings are still generated.
(14) X local FDP failure: only local flight plans.
(15) X partly FDP failure: modifications are not possible for the following operational data:
Sectorisation - Configuration, SSR code management, Runway in use, AHO status and MILITARY status.
(15) X partly FDP failure: modifications are not possible for the FPCF position status.
(15) X partly SNMAP failure: modifications are not possible for the following operational data:
DAIW, RESTRICTED, CLAM and RAM status
(15) X partly SNMAP failure: modifications are not possible for the following operational data:
STCA and MSAW status:
(15) X partly RFP failure: modifications are not possible for the QNH in QNH window.
(15) X partly AGDP failure: modifications are not possible for the DAIW operational data.
(15) X partly FPCF failure: display and modifications are not possible for the following operational data: FPCF area
status, FPCF “ALL” status if FPCF has never been on-line on the position.
(16) X partly FDP failure: display of meteorological data is not possible.
(17) X partly FDP failure: only flight plans created before the FDP failure.
(18) X partly FDP failure: only flight plans created before the FDP failure.
(19) X partly FDP failure: Any survey facilities related to data handled by the Flight Plan Data Function is not available.
E.g.: percentage of used SSR codes when it is more than a specific value.
(19) X partly RFP failure: radar failures are no more detected.
3.2.1.15.1.4 System Mode Transitions
ADS
LOCAL FLIGHT PLAN
LOCAL FLIGHT PLAN 23
18 16 7
37 9 30
ADS-BYPASS BYPASS
LOCAL FLIGHT PLAN 39 LOCAL FLIGHT PLAN
34 27
ADS-MONO RADAR 20 MONO RADAR
LOCAL FLIGHT PLAN LOCAL FLIGHT PLAN
35 11 28 2
ADS-RADAR RADAR
LOCAL FLIGHT PLAN 22 LOCAL FLIGHT PLAN
10 17 1 8
ADS-RADAR 19 RADAR
LOCAL PLAN 13 FLIGHT PLAN
12 3 4
ADS-MONO RADAR 38 24 MONO RADAR
FLIGHT PLAN FLIGHT PLAN
33 32 26 25
31
ADS-BYPASS 40 BYPASS
FLIGHT PLAN FLIGHT PLAN
15 5
36 14 6 29
ADS
21 FLIGHT PLAN
FLIGHT PLAN
DOORS: Formal Module
Figure 57 - System Mode Transition Diagram with RFP/RDP function
FROM/TO TRANSITION TO/FROM

RADAR - FLIGHT PLAN <1(b) - 1(a)> RADAR -
LOCAL FLIGHT PLAN
RADAR - <2(b) - 2(a)> MONO RADAR -
RADAR - FLIGHT PLAN <3(b) - 3(a)> MONO RADAR -
FLIGHT PLAN
MONO RADAR - <4(b) - 4(a)> MONO RAD AR -
FLIGHT PLAN LOCAL FLIGHT PLAN
MONO RADAR FLIGHT PLAN <5(b) - 5(a)> FLIGHT PLAN
RADAR - FLIGHT PLAN <6(b) - 6(a)> FLIGHT PLAN
MONO RADAR - LOCAL FLIGHT <7(b) - 7(a)> LOCAL FLIGHT PLAN
PLAN
FLIGHT PLAN <8(b) - 8(a)> LOCAL FLIGHT PLAN
RADAR - LOCAL FLIGHT PLAN <9(b) - 9(a)> LOCAL FLIGHT PLAN
RADAR - FLIGHT PLAN - ADS <10(b) -10(a)> RADAR - LOCAL FLIGHT PLAN -
ADS
RADAR - LOCAL FLIGHT PLAN - <-11(b)-11(a)-> MONO RADAR - LOCAL FLIGHT
ADS PLAN - ADS
RADAR - FLIGHT PLAN - ADS <-12(b) - 12(a)-> MONO RADAR - FLIGHT PLAN -
ADS
MONO RADAR - FLIGHT PLAN - <-13(b) - 13(a)-> MONO RADAR- LOCAL FLIGHT
ADS PLAN - ADS
MONO RADAR - FLIGHT PLAN - <-14(b) - 14(a)-> FLIGHT PLAN - ADS
ADS
FROM/TO TRANSITION TO/FROM

RADAR - FLIGHT PLAN - ADS <-15(b) - 15(a)-> FLIGHT PLAN - ADS
MONO RADAR - LOCAL FLIGHT <-16(b) - 16(a)-> LOCAL FLIGHT PLAN - ADS
PLAN - ADS
FLIGHT PLAN - ADS <-17(b) - 17(a)-> LOCAL FLIGHT PLAN - ADS
RADAR - LOCAL FLIGHT PLAN - <-18(b) - 18(a)-> LOCAL FLIGHT PLAN - ADS
ADS
RADAR - FLIGHT PLAN - ADS <-19(b) - 19(a)-> RADAR - FLIGHT PLAN

MONO RADAR - LOCAL FLIGHT <-20(b) - 20(a)-> MONO RADAR - LOCAL FLIGHT
PLAN - ADS PLAN
FLIGHT PLAN - ADS <-21(b) - 21(a)-> FLIGHT PLAN
RADAR- LOCAL FLIGHT PLAN - <-22(b) - 22(a)-> RADAR - LOCAL FLIGHT PLAN
ADS
LOCAL FLIGHT PLAN - ADS <-23(b)- 23(a)-> LOCAL FLIGHT PLAN
MONO RADAR - FLIGHT PLAN - <-24(b) - 24(a)-> MONO RADAR - FLIGHT PLAN
ADS
MONO RADAR - FLIGHT PLAN <-25(b)-25(a)-> BYPASS - FLIGHT PLAN
RADAR - FLIGHT PLAN <-26(b)-26(a)-> BYPASS - FLIGHT PLAN

MONO RADAR- <-27(b)-27(a)-> BYPASS-
RADAR - LOCAL FLIGHT PLAN <-28(b)-28(a)-> BYPASS - LOCAL FLIGHT PLAN

BYPASS - FLIGHT PLAN <-29(b)-29(a)-> FLIGHT PLAN
BYPASS - LOCAL FLIGHT PLAN <-30(b)-30(a)-> LOCAL FLIGHT PLAN
BYPASS - FLIGHT PLAN <-31(b)-31(a)-> BYPASS - LOCAL FLIGHT PLAN

ADS - MONO RADAR - FLIGHT <-32(b)-32(a)-> ADS - BYPASS - FLIGHT PLAN
PLAN
ADS - RADAR - FLIGHT PLAN <-33(b)-33(a)-> ADS - BYPASS - FLIGHT PLAN
ADS - MONO RADAR - LOCAL <-34(b)-34(a)-> ADS - BYPASS - LOCAL FLIGHT
FLIGHT PLAN PLAN
ADS - RADAR - LOCAL FLIGHT <-35(b)-35(a)-> ADS - BYPASS - LOCAL FLIGHT
PLAN PLAN
ADS - BYPASS - FLIGHT PLAN <-36(b)-36(a)-> ADS - FLIGHT PLAN
ADS - BYPASS - LOCAL FLIGHT <-37(b)-37(a)-> ADS - LOCAL FLIGHT PLAN
PLAN
ADS - BYPASS - FLIGHT PLAN <-38(b)-38(a)-> ADS - BYPASS - LOCAL FLIGHT
PLAN
ADS - BYPASS - LOCAL FLIGHT <-39(b)-39(a)-> BYPASS - LOCAL FLIGHT PLAN
PLAN
ADS - BYPASS - FLIGHT PLAN <-40(b)-40(a)-> BYPASS - FLIGHT PLAN
Table 3-102 Transitions
3.2.1.15.1.4.1 Mode Transitions Summary
EUROCAT-X MODE TRANSITION SPECIFICATION

RDP failure: A warning message indicates the failure. Temporary freeze of the
Radar mode NORM to Radar mode radar planes while the new tracks are built to avoid the screen
MONO going blank.
Delete all last radar tracks (LST). If no new mono radar tracks are
available the temporary freeze will be extended for
HMI_ASSESS_TIME seconds. At the end of the freeze:
Remove the system tracks.
Display the MONO RADAR tracks.
Display the new flight plan tracks.
Display the new ADS tracks.
RFP Failure With Bypass: A warning message indicates the failure.
Available: Temporary freeze of the radar planes while the new tracks are
Radar mode NORM or MONO to Radar built to avoid the screen going blank.
mode BYPS Delete all last radar tracks (LST).
If no new bypass radar tracks are available the temporary freeze
will be extended for HMI_ASSESS_TIME seconds.
At the end of the freeze:
Remove the system or mono radar tracks.
Display the bypass radar tracks.
RFP Failure: A warning message indicates the failure.
Radar mode NORM or MONO to Radar Freeze the radar planes for HMI_ASSESS_TIME seconds in
mode NOPS order to assess the situation.
Remove the system or mono radar tracks.
BYPASS Failure: A warning message indicates the failure.
Radar mode BYPS to Radar mode NOPS Freeze the radar planes for HMI_ASSESS_TIME seconds in
order to assess the situation.
Remove the bypass radar tracks.
FDP Failure: A warning message indicates the failure.
Flight Plan mode NORM to Flight Plan Keep all coupling
mode LOC Creation of local code/callsign association table.
AGDP Failure: A warning message indicates the failure.
AGDP mode NORM to AGDP mode Remove the ADS tracks.
NOPS Display the new flight plan tracks.
Operational LAN Failure With Bypass: A warning message indicates the failure.
Any mode to Radar mode BYPASS Flight Temporary freeze of the radar planes while the new bypass radar
plan mode LOC other modes NOPS tracks are built to avoid the screen going blank.
Delete all last radar tracks (LST).
If no new bypass radar tracks are available the temporary freeze
will be extended for HMI_ASSESS_TIME seconds.
Remove all the tracks.
Display the flight plan tracks.
EUROCAT-X MODE TRANSITION SPECIFICATION

Operational LAN Failure: A warning message indicates the failure.
Any mode to Flight plan mode LOC other Freeze the track planes for HMI_ASSESS_TIME seconds in order
modes NOPS to assess the situation.
Remove all the tracks.
Display the flight plan tracks.
Table 3-103 Mode Transition Summary

Note: 1. On the Main Window and Second Window, the following are displayed:
- Flight Plan tracks.
- System radar tracks.
- Mono radar tracks.
- Bypass radar tracks.
- ADS tracks.
During a freeze of the planes there is no update of any type of tracks. It is not possible for the operator to modify the
picture (Off-centring, zoom, etc. and any functions involving a track plane as defined in the document referenced in [8]
are not available during a freeze).
2. When the system radar mode becomes no available, there is a timeout (HMI_ASSESS_TIME) in order to assess the
situation.
After an AGDP there is no timeout.
After an FDP failure there is no timeout.
3. "LOW" has priority over "DEGD".
4. COUPLING MANAGEMENT PROCESSING comprises the following:
- Delete all coupling.
- Enable coupling:
- Central coupling if RDP & RFP & SNMAP are available.
- Local coupling if RDP or FDP or SNAMP is not available.
- Local coupling if FDP or SNAMP is not available.
In each case, coupling is carried out with the type of track available for the transition and the available database. Track
categories are:
- System track.
- Mono radar track.
- Bypass track.
Flight plan database availability:
- Central database, if FDP is available.
- Local database, if FDP is not available.
Coupling is not retained after transition from normal to local in the following cases:
- Automatic coupling with code ending with 00.
- Manual coupling.
5. If the selected bypass radar fails whilst the HMI is in bypass mode (but the flight plan is OK), after a few seconds all
radar tracks are removed, but history trails remain.
3.2.1.15.1.4.2 Management of FDP System Mode Events

To avoid bad local coupling when the system flight plan mode is NORM and the user flight plan mode
is LOC, HMI must distinguish the flight plans created before or after the FDP failure.
A FDP failure event is received when all FDP nodes are unavailable.
A FDP available event is received when at least a FDP node is available.
The FPCF position status data are kept and no longer updated; modification of these data is no more
available.
When the FDP processing is not available the message "FDP processing failure" will be displayed in
the error field to the corresponding window after a call to an FDP remote function.
3.2.1.15.1.4.2.1 FDP Failure
After reception of FDP failure event:

EUR-P-TRANS-01
Display a warning message "FDP processing failure" in the warning window.
The System FLIGHT PLAN Mode field is displayed with the label "LOC".
The Position FLIGHT PLAN Mode button is displayed with the label "LOC".
The GIW System Mode field displays "DEGD".
The GIW Position Mode button displays "DEGD" (see note 3, paragraph 3.2.1.15.1.4.1).
3.2.1.15.1.4.2.2 FDP Availability
After reception of FDP availability event and reception of the flight plan CDC consistency [the FDP
database has been completely updated locally]:
EUR-P-TRANS-02
Display a warning message "FDP processing available, cold or hot start" in the warning window.
The System FLIGHT PLAN Mode field is displayed with the label "NORM".
The GIW Position Mode button is displayed with the label "LOW".
#
After a local operator action to change the position flight plan mode from LOC to NORM.
EUR-P-TRANS-03
The Position FLIGHT PLAN Mode button is displayed with the label "NORM".
If all system and position processing modes are in the same NORM State, the GIW Position Mode
button is displayed with the label "NORM".
Erase flight plan tracks.
If FPASD is selected: display the flight plan tracks.
Update all the strips.
3.2.1.15.1.4.3 Management of SNMAP System Mode Events

A SNMAP failure event is received when all the SNMAP nodes are unavailable.
A SNMAP available event is received when at least a SNMAP node is available.
The DAIW and restricted area maps displayed before the SNMAP failure are still displayed and never
erased during a SNMAP failure.
The SNMAP operational data are kept and no longer updated (CDC SNMAP data page from global to
local). Affected data: DAIW status, STCA status, MSAW status, CLAM status, RAM status, restricted
areas activation.
Upon restarting the SNMAP the SNMAP data pages are re-initialised from the off-line data. Maps are
displayed accordingly (even if the Position is still in degraded mode).
When the SNMAP processing is not available the message "SNMAP processing failure" will be
displayed in the error field to the corresponding window after a call to an SNMAP remote function.
During SNMAP unavailability:
– The radar warnings are no longer generated/displayed.
– The coupling is locally performed.
– The APR is not processed.
3.2.1.15.1.4.3.1 SNMAP Failure
After reception of a SNMAP failure event, HMI does not display any more radar alerts: the old ones are
erased, no new one is generated.
EUR-P-TRANS-13Z
Display warning message "SNMAP processing failure" in the warning window when SNMAP failure.
The System SNMAP mode button is displayed with the label "NOPS" when SNMAP failure.
The Position SNMAP mode button is displayed with the label "NOPS".
The GIW System Mode field and Position Mode button display "DEGD" when SNMAP failure (see
note 3, paragraph 3.2.1.14.1.4.2).
Radar alerts are no longer triggered and old alerts erased.
3.2.1.15.1.4.3.2 SNMAP Availability
After reception of SNMAP availability event, HMI displays the alerts again.
EUR-P-TRANS-14Z
Display warning message "SNMAP processing available" in the warning window.
The System SNMAP mode button is displayed with the label "NORM".
The Position SNMAP mode button is displayed with the label "NOPS".
The GIW System Mode field displays "NORM" and the GIW Position Mode button displays "LOW".
#
After a local operator action to change the Position SNMAP mode button from NOPS to NORM.
EUR-P-TRANS-15Z
The Position SNMAP mode button is displayed with the label "NORM".
If all system and position processing modes are in the same NORM State the GIW Position Mode
Radar alerts are triggered and displayed again.
3.2.1.15.1.4.4 Management of RDP System Mode Events and Manual Transitions

A RDP failure event is received when all the RDP nodes are unavailable.
A RDP available event is received when at least a RDP node is available.
The RDP operational data are kept and no longer updated (CDC RDP data page from global to local).
Upon restarting the RDP the RDP data pages are re-initialised from the off-line data. Maps are
displayed accordingly (even if the Position is still in degraded mode).
When the RDP processing is not available the message "RDP processing failure" will be displayed in
the error field to the corresponding window after a call to an RDP remote function.
3.2.1.15.1.4.4.1 RDP Failure or Manual Transition
After reception of a RDP failure event, HMI displays the tracks coming from the selected mono radar
defined in the Set-up window.
EUR-P-TRANS-13Y
Display warning message "RDP processing failure" in the warning window when RDP failure.
The System RADAR Mode field is displayed with the label "MONO" when RDP failure.
The Position RADAR Mode button is displayed with the label "MONO".
The GIW Position Mode button displays "DEGD" when RDP failure (see note 3, paragraph
3.2.1.15.1.4.1).
The GIW System Mode field displays "DEGD" when RDP failure.
The GIW Position functional mode button displays "LOW" when manual transition.
When no mono radar tracks have been created freeze the radar planes for HMI_ASSESS_TIME
seconds.
When at least one mono radar track has been created freeze the radar planes while the new tracks
are built.
Erase all the system radar tracks.
Display the mono radar tracks.
If the position AGDP mode is NORM (Transition 11(a)): display the ADS tracks.
3.2.1.15.1.4.4.2 RDP Availability
After reception of RDP availability event, HMI displays the system radar tracks.
EUR-P-TRANS-14Y
Display warning message "RDP processing available" in the warning window.
The System RADAR Mode field is displayed with the label "NORM".
The GIW Position Mode button displays "LOW".
The GIW System Mode field displays "NORM" if all the other functions are available.
#
After a local operator action to change the Position RADAR Mode from MONO to NORM.
EUR-P-TRANS-15Y
The Position RADAR Mode button is displayed with the label "NORM".
Freeze the radar planes while the new tracks are built.
Erase radar and flight plan tracks.
Display of system radar tracks.
If position AGDP mode is NORM (Transition 11(b)): display ADS tracks.
If FPASD is selected: display flight plan tracks.
3.2.1.15.1.4.5 Management of RFP System Mode Events and Manual Transitions

During the transition from mono radar tracks to bypass radar tracks there is a freeze of the radar
planes (input and output) in order to create the new tracks.
During a transition from system or mono radar tracks to flight plan tracks or local flight plan tracks
there is a freeze of the radar planes (HMI_ASSESS_TIME seconds) then the tracks are erased.
During a transition from bypass radar tracks to flight plan tracks or local flight plan tracks there is a
freeze of the radar planes (HMI_ASSESS_TIME seconds) then the tracks are erased.
The weather maps displayed before the failure are still displayed and never erased during an RFP
failure.
In radar system tracks when the system radar mode is NORM:
– A RFP failure event is managed when all the RFP nodes are unavailable.
– A RFP availability event is managed when at least one RFP node is available.
When the RFP processing is not available the message "RFP processing failure" will be displayed in
the error field to the corresponding window after a call to an RFP remote function.
3.2.1.15.1.4.5.1 RFP Failure or Manual Transition
After reception of RFP failure event, HMI displays only non-radar tracks.
EUR-P-TRANS-19
Display a warning message "RFP processing failure" in the warning window.
The System RADAR Mode field is displayed with the label "BYPS" if BYPASS available, else:
The System RADAR Mode field is displayed with the label "NOPS".
The Position RADAR Mode button is displayed with the label "BYPS" if BYPASS available, else.
The Position RADAR Mode button is displayed with the label "NOPS".
The GIW System Mode field is displayed with the label "DEGD" (see note 3, paragraph
3.2.1.15.1.4.1).
The GIW Position Mode button is displayed with the label "DEGD" when RFP failure or "LOW"
when manual transition.
When no bypass radar tracks have been created freeze the radar planes for HMI_ASSESS_TIME
seconds.
When at least one bypass radar track has been created freeze the radar planes while the new
tracks are built.
Erase the system radar tracks when previous Position RADAR Mode was "NORM" or the mono
radar tracks when previous Position RADAR Mode was "MONO".
Display the ADS -C tracks if the AGDP is NORM.
3.2.1.15.1.4.5.2 RFP Availability
After reception of RFP availability event:

EUR-P-TRANS-20
Display a warning message "RFP processing available" in the Warning Window.
The System RADAR Mode field is displayed with the label "MONO" if RDP is not available,
"NORM" else.
The GIW System Mode field is displayed with the label "DEGD" if RDP is not available otherwise
"NORM" is displayed.
#
After a local operator action to change the Position RADAR Mode button from "NOPS" to "MONO".
EUR-P-TRANS-21
Erase the flight plan track associated to a mono radar track.
Erase the ADS -C track associated to a mono radar track.
The GIW Position Mode button is displayed with the label "LOW" if Position RADAR Mode button is
different from System RADAR Mode button.
#
After a local operator action to change the Position RADAR Mode button from "NOPS" to "NORM".
EUR-P-TRANS-24
The GIW Position Mode button is displayed with the label "NORM" (if all System and Position
Modes are in the same NORM State).
Erase the flight plan track associated to a system radar track.
Erase the ADS -C track associated to a system radar track.
Display the system radar tracks.
#
After a local operator action to change the Position RADAR Mode button from "BYPS" to "MONO".
EUR-P-TRANS-36
The GIW Position Mode button is displayed with the label "LOW" if Position RADAR Mode button is
different from System RADAR Mode button.
When no mono radar tracks have been created freeze the radar planes for HMI_ASSESS_TIME
seconds.
When at least one mono radar track has been created freeze the radar planes while the new tracks
are built.
Erase the bypass radar track.
#
After a local operator action to change the Position RADAR Mode button from "BYPS" to "NORM".
EUR-P-TRANS-27
The GIW Position Mode button is displayed with the label "NORM" (if all System and Position
Modes are in the same NORM State).
Freeze the radar planes while the new tracks are built.
Erase the bypass radar track.
Display the system radar tracks.
3.2.1.15.1.4.6 Management of BYPASS System Mode Events

A BYPASS failure event is received when no supervision message is coming from the FP, and the
position is already in bypass.
3.2.1.15.1.4.6.1 BYPASS Failure (position already in BYPASS)
After reception of BYPASS failure event, HMI displays only non-radar tracks.
EUR-P-TRANS-43
Display a warning message "BYPASS processing failure" in the Warning Window.
The System RADAR Mode field is displayed with the label "NOPS".
The Position RADAR Mode button is displayed with the label "NOPS".
The GIW System Mode field is displayed with the label "DEGD".
The GIW Position Mode button is displayed with the label "DEGD".
Freeze the radar planes for HMI_ASSESS_TIME seconds.
Erase the bypass radar tracks.
If position AGDP mode is NORM: display the ADS tracks.
3.2.1.15.1.4.6.2 BYPASS Availability

After reception of BYPASS availability event, HMI warns the operator.
EUR-P-TRANS-44
Display a warning message "BYPASS processing available" in the Warning Window.
The System RADAR mode button is displayed with the label "BYPS".
The GIW Position Mode button is displayed with the label "DEGD".
#
After an automatic upgrade from NOPS to BYPS:
EUR-P-TRANS-45
The Position RADAR Mode button is displayed with the label "BYPS".
Erase ADS tracks associated to a bypass radar track.
Erase flight plan track associated to a bypass radar track.
Display bypass radar tracks.
3.2.1.15.1.4.7 Management of AGDP System Mode Events

When the AGDP processing is not available the message "AGDP processing failure" will be displayed
in the error field to the corresponding window after a call to an AGDP remote function.
3.2.1.15.1.4.7.1 AGDP Failure

Transition 21(a) and 23(a)
After reception of AGDP failure event, flight plan tracks are displayed instead ADS tracks if FPASD is
selected.
EUR-P-TRANS-49
Display a warning message "AGDP processing failure" in the Warning Window.
The System AGDP Mode field is displayed with the label "NOPS".
The Position AGDP Mode button is displayed with the label "NOPS".
The GIW Position Mode button is displayed with the label "DEGD" (see note 3, paragraph
3.2.1.15.1.4.1).
Erase ADS tracks.
If FPASD is selected: display flight plan tracks.
3.2.1.15.1.4.7.2 AGDP Availability

After reception of AGDP availability event, HMI warns the operator.
EUR-P-TRANS-50
Display a warning message "AGDP processing available" in the Warning Window.
The System AGDP Mode field is displayed with the label "NORM".
#
After a local operator action to, change the position AGDP mode from NOPS to NORM.
EUR-P-TRANS-51
The position AGDP mode button is displayed with the label "NORM" (see note 3, paragraph
3.2.1.15.1.4.1).
3.2.1.15.1.4.8 Management of FPCF System Mode Events

When the FCP processing is not available the message "FPCF processing failure" will be displayed in
the error field to the corresponding window or in the error window after a call to a FPCF remote
function. E.g. button FPCF in the flight plan: error message will be in the error field.
The FPCF processing status for ALL the positions ("ALL" information) turns to OFF and cannot be
turned ON before the FPCF turns back to operational. If FPCF has never been on line on the position,
the FPCF area data (including area names) are not displayed within the FPCF Status Window.
3.2.1.15.1.4.8.1 FPCF Failure
After reception of a FPCF failure event, all FPCF functions are unavailable.
EUR-P-TRANS-58
Display a warning message "FPCF processing failure" in the Warning Window.
The System FPCF Mode button is displayed with the label "NOPS".
The Position FPCF Mode button is displayed with the label "NOPS".
The GIW Position Mode button is displayed with the label "DEGD" (see note 3, paragraph
3.2.1.15.1.4.1). The ALL information in FPCF Status Window is no more accessible for
modification.
3.2.1.15.1.4.8.2 FPCF Availability
After reception of FPCF availability event, HMI warns the operator.

EUR-P-TRANS-59
Display a warning message "FPCF processing available" in the Warning Window.
The System FPCF Mode button is displayed with the label "NORM".
#
After a local operator action to, change the position FPCF mode from NOPS to NORM.
After a cold start of FPCF, the FPCF data page information managed by FPCF is re-initialised from the
off-line data.
EUR-P-TRANS-60
The Position FPCF Mode button is displayed with the label "NORM".
If all system and position processing modes are in the same NORM State, the GIW Position Mode
3.2.1.15.1.4.9 Mono Radar Change

When the operator changes the mono radar number in the Set-up window, HMI displays the radar
tracks coming from the new mono radar.
EUR-P-TRANS-61
• Display warning message “Manual change of selected MONO radar” in the Warning Window.
• Display mono radar name in the Set-up window.
• Freeze the radar planes while the new tracks are built.
• Display of mono radar tracks associated to the new mono radar.
• If the position AGDP mode is NORM: display the ADS tracks.
• If FPASD is selected: display the flight plan tracks.
#
3.2.1.15.1.4.10 Bypass Radar Change

When the operator changes the bypass radar number in the Set-up window, HMI displays the radar
tracks coming from the new bypass radar.
EUR-P-TRANS-62
• Display warning message “Manual change of selected BYPASS radar” in the Warning Window.
• Display bypass radar name in the Set-up window.
• Freeze the radar planes while the new tracks are built.
• Display of bypass radar tracks associated to the new bypass radar.
• If the position AGDP mode is NORM: display the ADS tracks.
• If FPASD is selected: display the flight plan tracks.
#
3.2.1.15.1.4.11 Operational LAN Transition Management

After a detection of an operational LAN failure (both operational LAN are unavailable), there is an
automatic disconnection of the Ethernet, and all CDCs are switched in local mode.
3.2.1.15.1.4.11.1 Operational LAN Failure with BYPASS Available
After an Operational LAN failure, if BYPASS is available.

EUR-P-TRANS-63
– Display warning messages indicating failure of processes (RDP, FDP etc) in the Warning Window.
– The System FLIGHT PLAN Mode field is displayed with the label "LOC".
– The Position FLIGHT PLAN Mode button is displayed with the label "LOC".
– The System RADAR Mode field is displayed with the label "BYPS".
– The Position RADAR Mode button is displayed with the label "BYPS".
– The System AGDP Mode field is displayed with the label "NOPS".
– The Position AGDP Mode button is displayed with the label "NOPS".
– The System FPCF Mode field is displayed with the label "NOPS".
– The Position FPCF Mode button is displayed with the label "NOPS".
– The GIW System Mode field is displayed with the label "DEGD".
– The GIW Position Mode button is displayed with the label "DEGD" (see note 3, paragraph
3.2.1.15.1.4.1).
– When no bypass radar tracks have been created freeze the radar planes for HMI_ASSESS_TIME
seconds.
– When at least one bypass radar track has been created freeze the radar planes while the new
tracks are built.
– Erase all the radar tracks.
– Erase all the ADS -C tracks.
– Display bypass radar tracks.
– If FPASD is selected display the flight plan tracks.
#
3.2.1.15.1.4.11.2 Operational LAN Failure
After an Operational LAN failure, if BYPASS not is available.

EUR-P-TRANS-64
– Display warning messages indicating failure of processes (FDP etc.) in the Warning Window.
– The System FLIGHT PLAN Mode field is displayed with the label "LOC".
– The Position FLIGHT PLAN Mode button is displayed with the label "LOC".
– The System RADAR Mode field is displayed with the label "NOPS".
– The Position RADAR Mode button is displayed with the label "NOPS".
– The System AGDP Mode field is displayed with the label "NOPS".
– The Position AGDP Mode button is displayed with the label "NOPS".
– The System FPCF Mode field is displayed with the label "NOPS".
– The Position FPCF Mode button is displayed with the label "NOPS".
– The GIW System Mode field is displayed with the label "DEGD".
– The GIW Position Mode button is displayed with the label "DEGD" (see note 3, paragraph
3.2.1.15.1.4.1).
– Freeze the track planes for HMI_ASSESS_TIME seconds.
– Erase all the radar tracks.
– Erase all the ADS -C tracks.
– If FPASD is selected display the flight plan tracks.
#
3.2.1.15.1.4.11.3 Operational LAN Availability

EUR-P-TRANS-65
When there is a Dual LAN failure in a partition then all nodes in the partition have to be manually
restarted to reconnect to the system.
3.2.1.15.2 User Modes
A position in the system is able to operate in any one of the user modes defined in the system.
The user modes are:
– Free.
– Operational.
– Shadow.
– Operational Replay.
– Training.
– Training Replay.
– Training Free.
The transitions between these user modes are shown in Figure below.
4
OPERATIONAL
SHADOW 1
3
FREE
OPERATIONAL
REPLAY
Figure 58 - User Modes Transitions in Operational
TRAINING
OPERATIONAL
TRAINING FREE
TRAINING
REPLAY
Figure 59 - User Modes Transitions in Training
Transitions 2 and 3 are allowed at the position level.

Transition 1 and 4 are not allowed at the position level, but can be made by the supervisor.
Transition 5 is not allowed at the position level, but can be made by the dedicated operator in charge
of the management of the training.
Transition 6 can only be done at the Leader position.
3.2.1.15.2.2 Operational Mode

EUR-P-US-01
This user mode can be selected by a position in any of the system modes previously defined.
#
When a position is working in operational mode, it has access to a set of facilities as described in the
HMI paragraph depending on how the operational ATC position is configured.
3.2.1.15.2.3 Free Mode

EUR-P-US-05
This user mode can be selected for a position by a dedicated operator command from operational
mode. The position can locally select free mode from replay and shadow modes.
When a position is in free mode, it is ready to be used in operational, shadow or operational replay
mode.
Enter in Free mode is similar to the effect of a re-sectorisation of the position with no sectors. Only
local actions are allowed.
#
3.2.1.15.2.4 Shadow Mode

EUR-P-US-30
This user mode can be locally selected by the position from free mode as well as being selected by a
dedicated operator command.
When a position is working in shadow mode, it has access to a set of facilities as described in the HMI
paragraph depending on how the operational ATC position is configured.
Enter in Shadow mode is similar to the effect of a sectorisation. Only local actions are allowed.
#
3.2.1.15.2.5 Operational Replay Mode

EUR-P-US-06
This user mode can be selected locally by the position from free mode.
When a position is working in operational replay mode it does not interact with the rest of the system. It
is only available for the replay function, which can be run in the interactive mode or passive mode.
When enter in Replay mode, all previous data are lost, all new data are coming from REC CSCI.
#
3.2.1.15.2.6 Training Mode

EUR-P-US-08
This Training mode is only available in the Training capability function.

This Training mode can be, automatically selected for a position by the Training System when the
dedicated operator in charge of the training management starts an exercise.
When a position is working in training mode, it has access to a set of facilities as described in the HMI
paragraph depending on how the training ATC position is configured.
#
EUR-P-US-12E
At exercise start, HMI positions are re-initialised to the defined default settings (window positions, etc.).
At HMI restart during an exercise, the HMI is also re-initialised with the defined default settings.
#
3.2.1.15.2.7 Training Free Mode

EUR-P-US-13
This user mode is only available in the Training capability function.

The dedicated operator in charge of the training management exercise can select this user mode for a
position. The position can locally select training free mode from training replay mode.
When a position is in training free mode, it is ready to be used in training mode or training replay
mode.
Enter in Training Free mode is similar to the effect of a re-sectorisation of the position with no sectors.
Only local actions are allowed.
#
3.2.1.15.2.8 Training Replay Mode

EUR-P-US-10
This user mode is only available in the Training capability function.

The dedicated operator in charge of the training management of the exercise selects this user mode
for a group.
When a group is working in replay mode it does not interact with the rest of the system. It is only
available for the replay function, which can be run in passive mode.
#
3.2.1.16 OPERATIONAL DATA EXTRACTION AND ANALYSIS

This capability allows the retrieval of selected data in order to produce:
– Statistical reports, containing information for statistical purposes.
– Traffic reports, containing information on the historical traffic situation in the system's controlled
airspace.
– System environmental reports, that concern the environment of the system:
• Output Reports Definition.
• Data collection, storage and processing of flight plan data.
EUR-P-DAST-30
Automatic on-line statistics capability shall be provided in the following manner:

– The information of interest to the daily report of the day shall be elaborated and recorded every day
at predetermined hour (e.g. 2AM). This recorded data shall be made available to the operational
data extraction function to allow the production of statistical reports on a larger time period (up to
one year).
– The request for statistics shall not necessitate the manipulation of all the archived data covering the
period of interest.
#
3.2.1.16.1 Statistical Reports

A statistical report shall belong to one of the following categories:
EUR-P-DAST-01
– Aircraft movements over a published point (up to MAX-POINTS-STAT-REPORT may be selected
for reports generation).
The information shall be the number of flights over that point.
#
EUR-P-DAST-02
– Aircraft movements (in the FDRG), which have become active.
The information shall be the number of flights for each category (arrival, departure, overflight and
domestic).
#
Note: Arrival flights are those with their ADES in the FDRG.
Departure flights are those with their ADEP in the FDRG.
Overflight flights are those with their ADEP and ADES outside the FDRG.
Domestic flights are those with their ADEP and ADES in the FDRG.
EUR-P-DAST-03
– Aircraft movements at a predefined airport, (up to MAX-AIRPORT-STAT-REPORT may be selected
for reports generation).
The information shall be the number of arrival, departure as well as arrival and departure flights per
flight type at the airport.
#
Note: Flight type corresponds to field 8c.
EUR-P-DAST-04
– Aircraft movements at an airspace sector.
The information shall be the number of flights crossing the volumetric sector.
#
EUR-P-DAST-05
– Aircraft movements categorised by flight type.
The information shall be the number of arrival and departure flights per flight type.
#
EUR-P-DAST-06
– Danger area infringement.
The information shall be the number of flights through that area.
#
EUR-P-DAST-07
– Total number of flights handled by the system.
The information shall be the number of flights plans created in the system.
#
EUR-P-DAST-11
– Aircraft movements between city pairs.
The information shall be the number of flights departing from a predefined ADEP and arriving to a
predefined ADES.
#
For each category of report, the following statistical reports shall be generated according to the
selected report interval:
EUR-P-DAST-08
– Daily - The report shall contain the information per hour and the total per day.
#
EUR-P-DAST-09
– Weekly - The report shall contain the information per day and the total per week.
#
EUR-P-DAST-10
– Yearly - The report shall contain the information per month and the total per year.
#
3.2.1.16.2 Traffic Reports

The following reports shall be traffic reports:
EUR-P-DATR-01
– Departure flights from a predefined airport in controlled air space.
This report shall contain the list of departing aircraft for the selected time period. In addition the
grand total of departure flights shall be given for that time period.
#
EUR-P-DATR-02
– Arrival flights at a predefined airport in controlled air space.
This report shall contain the list of arrivi ng aircraft for the selected time period. In addition the grand
total of arrival fights shall be given for that time period.
#
EUR-P-DATR-03
– Danger Area Infringement Warnings.
This report shall contain the list of aircraft that infringe a danger area, the danger area name and
the infringement time in/out for the selected time period. In addition the grand total of warnings shall
be given for that time period.
EUR-P-DATR-04
– Minimum Safe Altitude Warnings.
This report shall contain the list of aircraft that have generated a warning, and the duration of the
warning for the selected time period. In addition the grand total of warnings shall be given for that
time period.
#
EUR-P-DATR-05
– Flight Plan Conflict Function.
This report shall contain the list of aircraft with a flight plan conflict, the estimated time of conflict
and the duration of the conflict for the selected time interval for the selected probe.
#
EUR-P-DATR-06
– Short Term Conflict Alert.
This report shall contain the list of aircraft with a short -term conflict, the start time of actual conflict
as seen by controller and the duration of the conflict for the selected time period. In addition the
grand total of conflicts shall be given for that time period.
#
EUR-P-DATR-07
– Aircraft Route Conformance Warning.
This report shall contain the list of aircraft with an ARCW conflict detected, the point of conflict and
the time of conflict detection for the selected time period. In addition the grand total of conflicts shall
be given for that time period.
#
EUR-P-DATR-08
– Missed Position Report.
This report shall contain the list of aircraft with a Missed Position Report detected, the reporting
point, and the time of warning detection for the selected period. In addition the grand total of
conflicts shall be given for that time period.
#
EUR-P-DATR-09
– Discrepancy on Estimated Time of Overflight.
This report shall contain the list of aircraft with an ETO discrepancy, the point, and the old ETO and
new ETO. In addition the grand total of discrepancies shall be given for that time period.
#
EUR-P-DATR-10
– Rejected messages.
This report shall contain the list of external flight plan related messages rejected by the automatic
processing together with the reason for rejection. These reports will only contain the messages as
they arrived from the external source, with the error that caused the first rejection of the message.
Any FDO correction done to the message will not appear on this report.
3.2.1.16.3 System Environmental Reports

The system environmental reports shall be of two types:
– Statistical.
– Operational.
The statistical system environmental Reports are the following:
EUR-P-DAENV-01
– Controller Flight Plan input.
The information shall be the number of flight plan transactions input by controllers at that logical
position.
#
EUR-P-DAENV-02
– Overview of tracks in the System.
The information shall be the number of tracks for that track type in the system. Track type is as
recorded at termination.
The track type can be PSR or SSR.
The track type can be ADS.
#
EUR-P-DAENV-03
– Messages Exchanged in system, (received and transmitted).
The information shall be the number of messages for that message type in the system.
#
EUR-P-DAENV-09
– Rejected messages.
The information shall be the number of rejected external messages.
#
Note: Message type corresponds to all message types handled by the system:
- AIDC
- OLDI
- ICAO
For each of the report categories described above, the following statistical reports shall be generated
according to the selected report interval:
EUR-P-DAENV-04
– Daily - The report shall contain the information per hour and the general total per day.
#
EUR-P-DAENV-05
– Weekly - The report shall contain the information per day and the general total per week.
#
EUR-P-DAENV-06
– Yearly - The report shall contain the information per month and the general total per year.
#
The operational system environmental Reports are the following:
EUR-P-DAENV-07
– ATC clearance trace.
This report shall contain the aircraft with all actions (including creation and deletion) on the FDR for
the selected time period.
#
EUR-P-DAENV-08
– Controller input trace.
This report shall contain the logical position, the physical position, the input command given and
the time of input for the selected time period. In addition the total of inputs shall be given for that
time period.
3.2.1.16.4 Output Reports Definition

EUR-P-DAOUT-01B
The operator shall have the capability to generate a new output report defining a layout and the data to
be output.
#
These reports may be based on extracted data, which includes information from the following data
sets:
EUR-P-DAOUT-03D
– Local tracks for the RFP/RDP function.
– System tracks.
– Identification.
– Flight plans.
– Data pages.
– RAC alerts.
– ADS-C tracks.
– Weather data.
– MSAW data.
– DAIW data.
– TDAW data.
– STCA data.
#
EUR-P-DAOUT-02D
– Queue Counters.
– AFTN messages.
– OLDI messages.
– AIDC messages.
– GRIB messages.
#
EUR-P-DAOUT-04D
– CPDLC messages.
– PDC messages.
#
EUR-P-DAOUT-05D
– FPCF warnings.
#
3.2.1.16.5 Data Collection And Production Of Billing Files

EUR-P-BILL-01
Flight data for route charges computation shall be automatically extracted from recorded data. The
resulting flight data shall be produced once a day at a predefined time.
#
EUR-P-BILL-02
The data produce for the billing System shall be stored for at least 28 days after the flight. On operator
request, stored data of a selected day shall be copied to a floppy disk.
#
EUR-P-BILL-03
One single record shall be generated for each flight leg, including:
Source of record ATS Centre origin

Aircraft Callsign
Aircraft Registration REG/ field, as entered in Field18
Aircraft type ICAO aircraft type code
Airport of origin Departure airport (ICAO code or promulgated ATS code if
applicable)
Airport of destination Arrival airport (ICAO code or promulgated ATS code if applicable)
IFR/VFR Flight rules of movement, including location/time of any variations
in course of flight as entered in Field15.
Change of flight rule in Field 8 in the course of the flight plan life
will not be recorded as a flight rule change as the new flight rule
will simply overwrite the former one.
Flight type One of the following:
s, g, n, m, x
Type of record/movement One of the following:
arr (arrival, only if ADES is inside the ATC unit AOR),
ovf (overflight, only if ADEP and ADES are both outside the ATC
unit AOR),
dep (departure, only if ADEP is inside the ATC unit AOR),
int (internal, only if ADEP and ADES are both inside the ATC unit
AOR).
Movement category One of the following:
Domestic (ADEP and ADES are both in the country).
International (other cases).
Movement date Local date of movement YYYYMMDD
Distance flown in the FIR The distance is provided by the FDP as given by the profile
computation function.
Entry point (if applicable) Entry point into system if the flight plan ADEP lies outside the FIR.
Entry time (if applicable) HHMM (arrival time, departure time, system entry or exit time as
appropriate).
Exit point (if applicable) Exit point from system if flight plan ADES is not an airport in the
FIR.
Exit time HHMM (arrival time, departure time, system entry or exit time as
appropriate).
Table 3-104 Billing Record data format.

#
3.2.1.17 SYSTEM PARAMETER MANAGEMENT

System parameters are defined as being the complete set of:
– Variables, which characterise the system at a certain moment during its use (e.g. enabled/disabled
status of RAM processing).
– Environmental and technical data which is needed to match the system to its environment (e.g.
maps, points, sectors and flight plan life cycle timeout).
– Data needed to generate simulated air traffic for the training system (games and exercises).
The system is comprised of three kinds of system parameters:
CSP Computer Software Parameter.

The parameter update requires a software compilation.
OFF Off-line data adaptation.
The parameter update does not require a software compilation,
but requires the use of Data Preparation facilities.
ON On-line adaptation.
The parameter can be modified through an operator command.
Table 3-105 Different System Parameter Types

EUR-P-SPM-01
Each OFF system parameter shall have several different categories:
Previous The system parameter, which was in use by the sys tem before
the current system was activated.
Current The system parameter that is in use by the system.
New The system parameter, which is the first one, authorised to
replace the current system parameter version.
Table 3-106 Different Category Types

#
The system parameter management function provides facilities to handle the "OFF" (line) and "ON"
(line) system parameters.
The "ON"-line system parameters are modifiable, on-line, by operator's commands or by the receipt of
external information. Some of the off-line definable system parameters will also be on-line modifiable.
The on-line modifiable parameters usually do not require any processing. The new value is checked
and when found correct, replaces the current one.
The main facilities of the system parameter management function affect the set of off-line system
parameters, also referred to as adaptation data, but referred to as system parameters in the following
text.
These facilities are:
– The data preparation facilities which allow:
• Preparation of operational data, which comprises the simple generation of system parameters
and the processing of complex data for the ATC system.
• Simulation data preparation, i.e. the generation of simulated dedicated data that is added to the
operational data to allow processing for the training system.
• The backup and the recovery of the database of prepared data.
– The delivery of system parameters to the ATC system and its subsequent use.
– The delivery of system parameters to Training system and its subsequent use.
Before describing the main facilities of system parameter management, a list of the data prepared for
the operational ATC system is given.
Specifically focusing on the data for the Training system.
3.2.1.17.1 Description of Prepared Data

The main system parameters, which are defined off-line by the data preparation facilities, are listed in
the following paragraphs. When appropriate, the data is listed under the function using it.
A distinction is made between the common data that is shared between the ATC system and the ATG
and that data specifically required by the Training system for simulation.
The Air Traffic Generator also uses some data prepared for the operational system.
3.2.1.17.1.1 Prepared Data for the Operational System

This comprises general information and data used by a specific function in the ATC system.
3.2.1.17.1.1.1 General Information

Some parameters used throughout the system cannot be assigned to a specific function. These
parameters are:
EUR-P-SPDEF-01
– Description of the system centre.
– Characteristic points with attributes, (including indication of relevant fix for next fix display in the
label).
– Airways, SIDs and STARS.
– Airport runways.
– Airport with runway, including a list of fixes associated to each airport (refer to paragraph next fix
determination).
– Logical position names.
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3.2.1.17.1.1.2 Radar Data Function

EUR-P-SPDEF-02D
– Short Term Conflict Alert parameters.
– Short Term Conflict Alert areas.
– Minimum safe altitude warning parameters.
– MSAW areas.
– Danger area infringement warning parameters.
– DAIW areas (when processing is required) and period of activities.
– Track/flight plan coupling parameters.
– Automatic position reporting parameters.
– Route adherence-monitoring parameters.
– Cleared level adherence monitoring parameters.
– List of callsigns for RAC inhibition.
– List of SSR codes for RAC inhibition.
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EUR-P-SPDEF-11D
– Multi-radar tracking parameters.
– Radar system area definition.
– Radar Mosaic parameters.
– Site monitoring beacon definition.
– Concerned sectors for failure of each radar antenna.

– QNH parameters.
– QNH areas.
– Altitude tracking parameters.
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3.2.1.17.1.1.3 Flight Plan Function

EUR-P-SPDEF-03D
– Flight Plan system area.
– Flight Plan processing parameters (2 sets are available for nominated parameters).
– Aircraft performance parameters.
– SSR code management parameters.
– List of retained codes.
– List of categories for SSR code allocation with for each category:
• The frozen period.
• The associated groups.
The spare code groups.
•
– List of code groups with for each group:

• The list of associated codes.
The availability period.
•
– Relationship between SSR code (individual, block or family) and flight categories.
– List of item of field 18 which need specific processing with indication of:
• Relevant for label.
• Relevant for strip display.
• Relevant for both strip and label.
• Not relevant.
– Description of conditions for posting, hand off determination and external message transmission.
– Distance between foreign airports and the FDRG.
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EUR-P-SPDEF-07D
– Repetitive Flight Plans parameters.
– AFTN processing parameters.
– Sectors description (including category of parameters).
– Definition of military sectors, non-radar tower and adjacent FIRs.
– Military sectors period of activities.
– Message characteristics.
• List of originators, not allowed to transmit certain messages.
– Timing and predefined data set-up for co-ordination message transmission or nominated exit co-
ordination points.
– Addressee of the FIR.
– ADEP/ADES pairs and the corresponding AFTN addressees for message transmission.
– Addressees of non-radar towers.
– ADEP/ADES pairs for SSR code synchronisation (wildcard characters are allowed for ADEP/ADES
definition) and the corresponding AFTN addresses.
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EUR-P-SPDEF-08D
– List of traffic management fixes with indication of departure/arrival/Enroute.
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EUR-P-SPDEF-09D
– Flight Plan Conflict Function parameters.
– Flight Plan Conflict Region.
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3.2.1.17.1.1.4 AGDL Function

EUR-P-SPDEF-32B
– Specification of the contract-related regions (non-overlapping).
– A single default contract specification per contract-related region.
– Manual specification of the period for cyclic contract requests.
– Specification of time parameters such as:
• Time-out tolerance used to confirm that expected messages are missing.
• Mean response time of the telecommunication network.
Time at which a contract is automatically established at ETO the boundary.
•
Time without messages before treating the track as lost.

•
– Specification of ADS-RAM, ADS-CLAM, ADS-APR parameters.

– Specification of adjacent FIR context management LOGON name.
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3.2.1.17.1.1.5 Human Machine Interface

EUR-P-SPDEF-04D
– Electronic strip format;
– Allocation of system maps, on a position basis.
– Authorisation table.
– Set-up position for electronic strips and windows.
– Physical configuration.
– Type of data to record.
– Predefined sectorisation.
– Strip printing time parameters.
– Electronic strip activation time parameters.
– Volume for label removing around nominated airports.
– Concerned logical positions for restricted areas and danger areas.
– Restricted areas (for map display) and period of activities.
– Level popup values and default level value.
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EUR-P-SPDEF-10D
– Predefined CPDLC messages for CPDLC editor buttons.
– Paper strip format.
– Strip printer re-routing table.
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3.2.1.17.1.1.6 Recording Function

EUR-P-SPDEF-05
– Archive period.
– Archive time.
– Snapshot interval.
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3.2.1.17.1.1.7 Communication Data Function

EUR-P-SPDEF-33
– Concerned ADS -C area for each Remote Partition.
– Concerned Flight Plan Area for each Remote Partition.
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3.2.1.17.1.1.8 Pre-Departure Clearance Function

EUR-P-SPDEF-34
– Set of PDC messages.
– Default parameters for each tower.
– List of relevant callsign prefix and Company ACARS addresses.
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3.2.1.17.1.1.9 System Control and Monitoring

EUR-P-SPDEF-06
– For each radar sensor a list of sectors for which a status message must be sent in case of failure.
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3.2.1.17.1.2 Prepared Simulation Data

For simulation purposes, the adaptation data defined in the preceding paragraphs must also include
the specific data required for simulation.
The data used by the Air Traffic Generator function together with some of the operational data,
previously described, are combined together to generate simulated air traffic.
The set of operational data, comprising the common ATC system functions, (FDP, HMI, etc.) and the
dedicated simulation data, constitute the simulation database used by the Training system processing
function.
3.2.1.17.1.2.1 General Definition of Dedicated Simulation Data

As a simulation is made of simulated aircraft, activated and automatically processed by the Air Traffic
Generator function to present an animated air situation, all the necessary data for the generation of
these simulated flights must be prepared off-line. The flight plans are prepared as part of the
adaptation data and are called Simulated Kinematic Flight Plans (SKPLs).
Pilots, who can modify the pre-defined aircraft behaviour, by changing speed, altitude, route or
heading, fly the simulated aircraft. Trainee controllers control the aircraft. During a simulation session,
the pseudo-pilots and controllers using the same set of SKPLs, are said to be part of the same group.
The definition of a group, including the number of controllers and pilots and their association with a
given set of SKPLs, defines an exercise.
A simulation session comprises a number of exercises running in parallel and independently of one
another. The description of a session, i.e. the description of the exercises involved and the physical
configuration, is called a game.
During a simulation, the Air Traffic Generator shall operate in a defined aeronautical and technical
configuration.
SKPL and environment data constitute the Basic Database of simulation data. Exercises and games
use the data stored in the Basic Database.
Simulation data preparation is made in three successive steps:
– The basic Database generation.
– The definition of exercises.
– The definition of a game (a set of exercises) using data from the basic Database previously
described.
With the introduction of the concept of a "game", the data in the simulation database can be split into
two categories:
– Off-line prepared data, which can be used regardless of the type of game being played, is referred
to as a game independent data.
– In the same way, data prepared off-line whose use depends on the game being played is referred
to as game dependent data.
A separate distribution mechanism is used depending on the kind of data involved. Distribution of
game dependent data is automatically handled by the system during game start-up and commands
are provided to the operator to carry out manual distribution of game independent data.
This mechanism is described in 3.2.1.17.4.2.
3.2.1.17.1.2.2 Basic Database
3.2.1.17.1.2.2.1 Environment Data

This is the entry of data, which defines the simulation environment.
EUR-P-SPSIM-01
Most of the basic data used by the specific functions of the Training system shall be common with the
operational system.
The operational data file items requested shall be:
– General information.
– Aircraft performances.
– Predefined routes.
– Point database.
– FIR description.
– Sector description (list of ACC sectors, list of APP sectors as a set of volumes).
– Predefined sectorisation.
– QNH transition level.
– Meteorological sectors definition.
– Message characteristics.
#
Note: The points database comprises:
(a) Points defined for FDP (real beacons).
(b) (1) Points used by ATG to define aircraft trajectories but unknown by FDP called "cue" points.
(b) (2) Points used by ATG to cue messages to pilots also called "cue" points.
A total of number of (capacity ATG_MAX_CUE_PTS) points, are allowed for types (b) (1) and (b) (2).
All point types a, (b) (1) and (b) (2) are sent to ATG.
Only points type (a) and points defined by latitude and longitude in SKPL are sent to FDP.
The additional basic data file requested shall contain:

EUR-P-SPSIM-02D
– Cue points only used for ATG simulation purpose for cues and trajectory definition. A selection for
display/non display to pilots is made at off-line data entry.
– ILS description.
– Radar description.
– Dead zones of radar detection.
– Wind data.
– Holding pattern.
– Weather map.
– Aircraft transition states time-out parameters.
– List of simulated radio frequencies.
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EUR-N-SPSIM-31
– Simulator Predefined Route (Missed Approach Procedure).
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3.2.1.17.1.2.2.2 Simulated Kinematic Flight Plan Library
The Simulated Kinematic Flight Plan library allows the storage of a defined number of Simulated
Kinematic Flight Plans (see Appendix B - ATG system parameters).
A Simulated Kinematic Flight Plan shall contain the following information:
EUR-P-SPSIM-03D
– Callsign.
– Aircraft type.
– SSR mode.
– Flight level (Initial value).
– True air speed (given in the flight plan).
– Airport of departure.
– Airport of destination.
– SSR code of the aircraft.
– SSR code of the filed flight plan.
– Estimated Elapsed Time.
– Field 18.
– Requested flight level (given in the flight plan).
– Cleared flight level (that level is allocated by the controller when the aircraft enters the simulation).
– Flight rules (IFR, VFR).
– Route defined with:
• Runway.
• Points associated with a speed, altitude, holding.
• Points associated with inbound or outbound radial instruction.
• ILS
• Predefined routes (airways, STAR, SID).
– Pilot scripted prompt messages.
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EUR-N-SPSIM-32
– Route defined with:
• Points associated with AFTN message or script memo.
• Points associated with a DME distance and sense (left/right).
• Position defined by a fix/radial/distance.
• Heading to fly.
• Points associated with a holding and a number of turns to perform.
• Orbit with a number of turns to perform.
• Level to reach.
• DME distance from a specified position.
• Time duration applied to the current route instruction.
• Predefined routes (Special Purpose Route and Missed Approach Procedure).
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EUR-P-SPSIM-08D
– ADS equipment.
#
EUR-P-SPSIM-09D
– CPDLC equipment.
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EUR-P-SPSIM-10D
– Messages to be automatically transmitted (EST, etc.).
#
EUR-P-SPSIM-30
The points defined in the route of a SKPL may be:

– A predefined characteristic point (including dummy/cue points).
– A point defined by latitude and longitude.
#
The operator has the ability to modify the contents of the SKPL library by using commands such as
creation, modification, listing and deletion. Errors are displayed and must be corrected before
continuing with the data preparation.
3.2.1.17.1.2.3 Definition of Exercises

Once the Simulated Kinematic Flight Plan library is defined, exercises can be created.
An exercise shall be defined by:
– A logical group definition (definition of the exercise team).
– A set of Simulated Kinematic Flight Plans.
– A set of specific database items:
• Wind.
• Weather.
Only one operator may open a given file (group definition, SKPL, specific database item) at a time.
EUR-P-SPSIM-04
A logical group shall be defined by:

– The number of controller positions and pilot positions.
– The pilot identifiers and for each pilot one sector identifier (frequency) to which the piloted aircraft
generally belongs.
Note: Up to 3 pilots can share the piloting of aircraft in the same sector. In this case, they shall have access to the same
simulated radio frequency (see definition of a game) to communicate with a single executive controller.
#
EUR-P-SPSIM-05
An exercise shall contain a specific number of Flights. A set of Flights shall consist of selected SKPLs
from the Simulated Kinematic Flight Plan library. For each Flight included in the exercise, the following
information must be provided:
– The Simulated Kinematic Flight Plan reference.
– The activation time (offset from the beginning of the exercise).
– The associated pilot at creation.
The operator shall have the ability to add, modify, delete or list an exercise. When the exercise is
defined, the system shall check the validity and the consistency of all the data.
#
During preparation, the different Flights in an exercise shall be able to be printed on the screen either
in chronological order of appearance in the exercise or in alphabetical order, depending on the
operator preference.
3.2.1.17.1.2.4 Definition of a Game

The Data preparation operator has the ability to add, modify, delete or list a game. Various error
messages warn the operator about anomalies.
There shall be 4 steps in the definition of a game:
EUR-P-SPSIM-06
– Choice of a game database:
The choice of a game database is the selection of a set of consistent data from the basic data. The
game database describes the simulation configuration.
– In a game, the groups use the same environment data.
– Choice of exercises.
– Description of physical groups:
For each group this is the specification of the physical positions used in the game such as
controller(s) and pilot(s). For each pilot, a single simulated radio frequency is defined to
communicate with a single executive controller. Up to 3 pilots can access the same radio
frequency.
– Checking the consistency between the definition of the exercises and the game database chosen.
Additional check: the group consistency (e.g. the number of pilots must be greater or equal to the
number of controller positions).
#
EXO's Group 1
DATA
BASE EC PIL
G Group 2
STATIC A EC PIL
DATA EC PIL
BASE (n)
M
EC PIL
E
Group n
PIL
SKPL
LIB EC
PIL
PLC
PIL
EC
PIL
LEGEND
EC: Executive Controller

PLC : Planning Controller
PIL: Pilot
EXO : Exercise
Logical Group of Exercise
Physical Group of the Game
Figure 60 - Game Organisation
3.2.1.17.1.2.5 Degraded Mode Simulation

EUR-P-SDM-01B
The training system shall be able to be configured to demonstrate and train for degraded modes of
operation.
This shall be achieved through leader commands as shutdown of system processes:
– Radar line failure.
– Failure of AFTN to define other FDPS.

– Radar data processor failure.
– Flight Plan processor failure.
– AGDL processor failure.
– FPCF processor failure.
#
3.2.1.17.2 Description of the Data Preparation Facilities

The Data Preparation Facility described previously prepares most of the system parameters.
Maps, Repetitive Flight Plans (RPL) data preparation requires specific processing.
The complete set of system parameters prepared off-line is called the Data Preparation database.
Backup and recovery of contents can be made.
3.2.1.17.2.1 Data Preparation Facility

Data Preparation is made in response to the operator's input. Access to a designated system
parameter is provided by a user-friendly human-machine interface (HMI).
The Data Preparation Facility provides:
– Radar Mosaic Generation.
– FDP system data preparation.
– Other System parameter preparation.
3.2.1.17.2.1.1 System Parameter Preparation

EUR-P-SPP-01
A complete set of operator commands shall be available to manage creation, modification,

consultation and deletion of system parameter data.
#
EUR-P-SPP-02
The correctness of the entered data shall be verified. This implies syntactic and semantic checks, and
when applicable, range checks. Terminology shall be also checked and only permitted acronyms can
be used. In case of erroneous inputs, significant error messages shall be produced and the location of
the error indicated.
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EUR-P-SPP-03
System parameters shall be concurrently prepared off line. Conflicting access shall be avoided to
ensure consistency of data by setting locking mechanisms during modification phases. The operator
shall be warned that access is denied due to the detection of an access conflict.
#
To perform more comprehensive checks and to avoid redundancy of information, relationships or links
can be established between system parameter data within the Data Preparation database.
EUR-P-SPP-05F
Tools are provided to permit the definition of any of the following specified areas using circles, arcs,
rhumb lines and polygon segments. These areas are:
– Airport shoebox filter areas.
– DAIW areas.
– FDP volumes for Sectors and External Agencies.
– MSAW Inhibition Areas.
– QNH TA Areas.
– Restricted Area Map Definitions.

– STCA ACC, APP Areas.
– Inhibition Areas.
The circles, arcs, rhumb lines and polygon segments are broken down by the system into series of
points to form polygonal representations of the areas. The polygonal representations are then used by
the system.
An exception is the QNH TA Areas, which transform the polygonal representation into mosaic cells
(aligned with radar mosaic cells) by determining the area, which contains the centre of a cell.
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3.2.1.17.2.1.2 Radar Mosaic Generation

Radar Mosaic Generation defines the parameter values for each cell in the Mosaic. These parameters
are:
EUR-P-SPRDP-01
– The identification number of the radar's covering the cell area.
#
EUR-P-SPRDP-02
– The priority of the radar's corresponding to the expected quality of their detection inside the cell
area.
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EUR-P-SPRDP-03
Parameter values defined for each cell can also be printed or modified.
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EUR-P-SPRDP-04
The system shall automatically generate these parameters based upon the basic characteristics of the
radar's (position, noise etc.).
The priority list of radar in the mosaic cells is evaluated taking into account the following rules:
– Radar excluded from cell if distance cell/radar > range radar.
– Priority order is a function of the distance from the radar.
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3.2.1.17.2.1.3 Automatic Map Generation and Printing of Prepared Data

EUR-P-SPDEF-30
The following prepared data shall be able to be printed (A1 to A4 format) during preparation (in internal
representation of data):
– Radar positions (including radar site monitors).
– Radar mosaic.
– MSAW areas including inhibition areas.
– DAIW areas.
– Conflict inhibition zones.
– Airport areas.
– Sector volumes.
– QNH areas.
– Maps.
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EUR-P-SPDEF-35E
Additionally, maps can be generated which allow this data to be displayed on the screen of the
position display of data preparation or on controller positions at the same time as real aircraft tracks,
for any operational or technical purpose.
Such maps are generated using a shared single database between map generator and data
preparation. The database includes all parameters needed for site parameter preparation and map
generation.
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Note: Tolerances (site monitor windows) are not displayed graphically.
EUR-P-SPDEF-36E
Great circles points shall automatically be inserted into the polygon definition of the following areas:
– Radar DAIW areas.
– QNH volumes.
– STCA APP and Inhibition areas.
Higher or lower accuracy may be selected, resulting in points being entered with
HMI_SEGMENT_LENGTH_IN_RADAR or HMI_SEGMENT_LENGTH_OUT_RADAR.
The maximum number of automatically generated points for these areas is limited to
RDF_RAC_MAX_GREAT_CIRCLES_POINTS.
Maps for DAIW area and STCA area polygons will show the great circle points, which were
automatically inserted.
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3.2.1.17.2.2 Map Generation

Map Generation, which provides a set of facilities to allow the easy construction of system maps,
comprises the following:
EUR-P-DPMAP-01
a) Point definition:
The system shall require the definition of geographic characteristic points on which map construction
will be based.
Point co-ordinates may be:
– Either entered in three different formats:
• Geographic co-ordinates (longitude, latitude).
• Great circle range, and true north bearing from a defined point, or
• Referenced in the common database of characteristic points used by the Data Preparation
function.
On each input/modification/deletion of a point, the system shall perform syntactic and semantic
checks.
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EUR-P-DPMAP-02
b) Symbol definition, is the definition of the symbols and the final target codes used in the display
equipment.
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EUR-P-DPMAP-03
c) Map classes definition, consists of grouping maps of the same type into classes of maps and
managing these maps. Examples of map classes are system maps, Danger areas maps, etc.
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EUR-P-DPMAP-04
d) Map construction, consists of building maps for the system. Maps are comprised from graphic
items, which comprise:
– Vectors, containing a name and two points.
– Approach lines, containing a name, a point for their location and an angle based on true north.
– Beacons, containing a name, a point for their location, a symbol and a label.
– Broken lines, containing a name and a list of points.
– Text, containing a name, a point for its location and a text.
– Rings, containing a name, a point for their centre, a radius, a start angle and an end angle for both
the internal and external concentric circles.
– Corridors, containing a name, two points to fix there centre line and a width.
– Polygons, containing a name and a list of points to fix their outline.
– Arcs, containing a name and a list of points (3) to fix their outline.
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EUR-P-DPMAP-05
For representation of segments whose length is greater than a certain value (system parameter:
HMI_SEGMENT_LENGTH_IN_RADAR or HMI_SEGMENT_LENGTH_OUT_RADAR), intermediate
points shall be automatically introduced between segment extremities to allow a representation of a
great circle within the accuracy limits specified in Appendix B.
The actual segment length parameter will be chosen during map entry or edit, by specifying HIGHER
or LOWER great circle accuracy with vectors, broken lines, corridors and polygons. Insertion of great
circle points can also be disabled on each of these graphic elements.
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3.2.1.17.2.3 Repetitive Flight Plan Preparation

Airline companies are able to provide Repetitive Flight Plans (RPLs) on electronic media if so required.
These documents can contain new, updates or RPL cancellations.
The following facilities shall be provided:
EUR-P-DPRPL-01
RPL creation: An interactive user interface shall be provided to allow easy input of RPL information.
Syntactic and semantic checks are performed. Information entered is converted into a suitable format
for use by the system.
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EUR-P-DPRPL-02
RPL update: Any field of an RPL can be updated.

#
EUR-P-DPRPL-03
RPL cancellation: Any RPL can be removed from the system.

#
EUR-P-DPRPL-04
Expired RPL cancellation: Cancel all expired repetitive flight plans.

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EUR-P-DPRPL-30
RPL extraction from electronic form: RPL files (ASCII format) on DOS floppy disk or CD-ROM in a
file compliant with the RPL ICD are to be provided by an Airline company.
At the time of transfer, obsolete files containing past floppy update files are erased. If data in the
RPL header is CSP months old then it is obsolete.
Syntactic and semantic checks are performed on each RPL. The floppy disk or CD-ROM file will be
transferred on the hard disk where it can be retrieved later on, to update the RPL base. At the time of
transfer, previously imported files that have since expired, are erased.
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EUR-P-DPRPL-05
List production: RPLs can be listed according to the criteria, which are defined in the document
referenced in [11].
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EUR-P-DPRPL-06
Store on magnetic media: The off-line RPLs can be stored on magnetic media for backup purposes.
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EUR-P-DPRPL-07
Restore from Magnetic Media: a version of the complete RPL file can be restored from a magnetic
media to replace the off-line RPL file.
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EUR-P-DPRPL-08
Transfer through the LAN: The off-line RPL file can be transferred through the LAN to replace the
passive RPL file.
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3.2.1.17.3 Backup and Recovery

A backup facility of the whole Data Preparation database is provided.
EUR-P-SPBAC-01
All the system parameters shall be stored at once.

#
EUR-P-SPBAC-02
A single command shall initiate this storage action and the Data Preparation operator shall be
informed when the command has been completed.
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EUR-P-SPBAC-03
The complete set of system parameters shall be restored from the backup.
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EUR-P-SPBAC-04
This restoration facility shall also be initiated by a single command and the operator informed of its
completion.
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3.2.1.17.4 System Parameter Delivery and Utilisation

Once prepared, the system parameters will be distributed to the system functions.
In the ATC system, the system parameters can be, modified on-line by Data Preparation Facilities
whilst the operational ATC system is in operation.
In the Training system, the system parameters are not modified during the running of the simulation.
Some parameters are independent of or dependent on the game currently operating.
Therefore, we have to distinguish between the system parameter delivery in the ATC system and in
the Training system.
This chapter does not describe the delivery of RPLs, as the delivery of the RPLs file is the same for
both systems.
3.2.1.17.4.1 System Parameter Delivery and use in the ATC System

The delivery action is initiated from the Data Preparation facility by an operator's command. The data
is transferred from the Data Preparation database, to the central, system parameter distribution
function, of the ATC system.
EUR-P-SPD-02
The central system parameter distributions function shall receive and distribute system parameters,
which have been modified by the Data Preparation facilities. The central system parameter distribution
function shall also maintain (system wide) the complete set of previous and when applicable new
system parameters.
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EUR-P-SPD-03
When new system parameters have been distributed on the nodes of a given centre, all nodes may be
restarted afterwards in order to use the up-to-date parameters. This operation, however, does not
necessitate a complete halt of the centre for synchronisation, and can be performed by restarting
nodes in sequence.
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EUR-P-SPD-04F
Switching to new system parameters values shall affect each system function in a different way. Each
function shall determine whether or not inconsistencies might occur due to the use of the new values.
The integrity of the internal data must be determined.
Any change of system parameter affecting a CSCI will require a cold start of this particular CSCI.
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3.2.1.17.4.1.1 FDP Lukewarm or Restore command

EUR-P-SPD-06
For a planned restart (typically when a new version of the system parameter database has to be
introduced), the system shall be able to save all flight plans before shutdown: this is done through the
SAVE function.
Paper strips may be printed for all flights, which are foreseen to become preactive within a specified
time (this includes RPLs): this is done through the PAPER STRIP function.
After the restart of FDP (FDP cold start), a mechanism shall be provided to re-introduce plans into the
system. (A warm start or FDP switch disables the facility until the next cold start): this is done via the
RESTORE function, which restores the flight plans saved during the SAVE function, as described
below:
– All flight plans, which have not yet reached the co-ordinated state, are saved as FPL messages,
with the fields of the message filled with the information contained in the FDR record, except flight
plans originating from the RPL database, which do not need to be saved.
– All flight plans which are either co-ordinated, handed over, handed over first, controlled,
uncontrolled, inhibited or suspended, will be saved as ICAO CPL messages, with the fields of the
message filled with the information in the FDR.
– For inactive and preactive flights, ATD is saved into the ETD of the FPL message.
– For co-ordinated flights, the details on which co-ordination occurred are used, with additional
information on up to 3 entered pilot estimates.
– For active flights, the details on which co-ordination occurred are used, with additional information
to store the last point on which an ATO has been processed, and up to 3 entered pilot estimates.
– Field 14c is filled with the CFL or a CSP value if no CFL exists for co-ordinated and active flights.
– Flights, which were suspended prior to the backup, are restored in the suspended state.
Note: 1. If a switchover occurs during a database restore (or save), the database restore (or save) is aborted and an alert is
displayed to the off-line defined position.
2. When saved messages cannot be processed, an alert containing the string in error and an error report is displayed to
the off-line defined position (ALERT.ASF).
3. External messages may be resent following a lukewarm restart.
4. All flight plans are considered as AFTN flight plans and do not lead to message transmission due to local creation.
- The information saved in this manner will be limited to the part of the FDR, which corresponds to the ICAO fields
contained in the FPL and CPL messages.
#
The system parameter database contains two data types:
– Global data - One data set common to all system partitions.
– Local data - A data set specific to a partition. This data may vary between partitions.
Likewise, two levels of system parameter DBMS are provided, a centre DBMS, and a TCU DBMS. The
centre DBMS allows the modification of global data and all local data sets. On the TCU DBMS only
local data can be modified.
The following diagram illustrates the point:
LOCAL/GLOBAL DBMS
ADMS
CENTRE DBMS TCU DBMS
MASTER SLAVE
GLOBAL GLOBAL
OPS
DATA BASE DATA BASE
GLOBAL GLOBAL
CENTRE TMA 1 TMA 2

Global Global Global Global Global
data data data data data
Local Local Local Local Local
data data data data data
ops ops ops ops ops
generation generation generation generation generation
output output
files files
ON-line modes
distribution
Figure 61 - Local and Global DBMS

EUR-P-SPD-05
2 modes of distribution from centre to associated partition shall be provided: one mode allowing the
transfer of the global data only, thus ensuring that modification on local data done at the associated
partition level are not overwritten, and a complete transfer mode, in which global and local data are
both transferred. In all cases, global data modification done at an associated partition level, are always
overwritten.
#
3.2.1.17.4.2 System Parameter Delivery in the Training System

Delivery depends on the game dependence or independence on the off-line prepared data:
– The delivery of game independent data is made in two stages:
• Off-line delivery initiated from the Data Preparation facility by an operator's command:
The data is transferred from the Simulation database to the ATG system disk. This may have to
be completed manually.
• On-line delivery after system start:
The ATG function delivers to each system node the off-line prepared data used by the functions
processed at each node, from this system disk.
– The delivery of game dependent data is made on-line by the ATG function at the start of the game
in two stages:
• Transfer of the data from the Simulation database to the ATG system disk.
• Delivery of the data to those functions concerned at each system node.
3.2.2 System Capability Relationships

Refer to paragraph 3.2.1.15.
3.2.3 External Interface Requirements

The following external interfaces shall apply to the EUROCAT-X System:
EUR-P-EXT-01B
– ASTERIX Radar Interface.
#
EUR-N-EXT-02
– Voice Replay System interface.
#
EUR-P-EXT-35D
– AFTN switching centre.
#
EUR-P-EXT-36D
– Adjacent ATC centres via AFTN.
– Military system.
• Foreign FIRS.
#
EUR-P-EXT-38D
– Time signals from a master clock.
#
EUR-P-EXT-100
– System Monitoring and Supervision.
#
EUR-P-EXT-41D
– GRIB
#
EUR-P-EXT-42D
– ADS
#
EUR-P-EXT-43
– CPDLC
#
EUR-P-EXT-45D
– RPL provided by airlines.
#
EUR-P-EXT-47D
– AIF static data.
#
EUR-P-EXT-58DH
– Billing system.
#
EUR-P-EXT-52D
– PDC
#
EUR-P-EXT-57D
– Flextracks via AFTN.
#
3.2.4 Physical Characteristics

Refer to the EUROCAT-X SSDD.
3.2.5 System Quality Factors
3.2.5.1 Reliability, Maintainability and Availability

The system shall meet specified availability standards.
– There are to be no points of common failure.
– High availability figures must be achieved.
– Limited logistics support is provided to assist achievement of the required standard.
3.2.6 Environmental Conditions
3.2.6.1 General environmental conditions

The EUROCAT-X system is designed to operate in air-conditioned rooms. The temperature and the
rate of humidity depends on the type of room:
– Technical room:
• Temperature between 20°C to 24°C.
•Humidity ranging from 45% to 60% non-condensing.
– Operational room:
• Temperature between 21°C to 23°C.
• Humidity ranging from 45% to 55% non-condensing.
3.2.6.2 Electric and Magnetic perturbation

EUROCAT-X systems operate in environments where it is necessary for supplied equipment to
operate in an unshielded environment.
EUROCAT-X systems shall not interfere with other nearby systems in these locations. EUROCAT-X
systems shall be designed to correctly operate in these environments.
3.2.7 Transportability
Not applicable;
3.2.8 Flexibility and expansion

Figures for sizing, expansion and reserve capacity (CPU load, memory and storage capacity) are
provided in Appendix B.
3.2.9 Portability
Not applicable;
3.3 DOCUMENTATION
Refer to the logistic Support Plan.
This documentation concerns all the necessary documentation for the EUROCAT-X system to be
maintained in accordance with the maintenance concept.
3.4 LOGISTICS
Refer to Logistic Support Plan.
3.5 PERSONNEL AND TRAINING

Refer to Training Plan.
3.6 CHARACTERISTICS OF SUBORDINATE ELEMENTS

Not applicable;
3.7 PRECEDENCE
Not applicable;
3.8 QUALIFICATION
The EUROCAT-X system is developed and produced in accordance with Quality Assurance (QA)
provisions, which provide continuing system verification throughout the implementation phase. Th ese
provisions ensure that engineering design and development are complete, that design risks are
minimised and that all delivered hardware, software and documentation meet specified requirements.
Refer to the Test and Evaluation Master Plan (TEMP) for detailed information on the qualification
process for the EUROCAT-X segment.
3.9 STANDARD SAMPLE

Not applicable;
3.10 PRE-PRODUCTION SAMPLE

Not applicable;
4 QUALITY ASSURANCE PROVISION
4.1 RESPONSIBILITY FOR INSPECTION

Refer to the TEMP.
4.2 TESTS AND EXAMINATIONS

Refer to the TEMP.
5 PREPARATION FOR DELIVERY

The EUROCAT-X system is turnkey delivered.
Not applicable;
6 NOTES
6.1 INTENDED USE
6.1.1 Missions
EUROCAT-X ATC centre system, integrated with other ATC related systems:
– Remote radar sensors.
– Approach radar sensors.
– AFTN Message Switching System.
– Master Clock.
– Meteorological Information Handling.
Provides the equipment and facilities for management of air traffic within the airspace of the controlled
Flight Information Region.
6.1.2 Threat
Not applicable;
7 APPENDIX A - ABBREVIATIONS
A
A/G - Air to Ground
A/G/A - Air / Ground / Air
AACC - Area Approach Control Centre
ABI - Advanced Boundary Information Message
ACC - Area Control Centre
ACC - Area Control Cell
ACI - Action/Clarification/Inquiry items
ACID - Aircraft Identifier, callsign
ACK - Acknowledgement
ACP - Accept Message
ACT - Activation Message
ADEP - Departure Airport
ADES - Destination Airport
ADM - Aeronautical Database Management
ADMS - Aeronautical Data Management System
ADS - Automatic Dependant Surveillance
ADT - Administrative Delay Time
AFC - Area Forecast Centre
AFG - Afterglow, (history symbol)
AFIL - Airborne Flight Informed Locally
AFL - Actual Flight Level
AFS - Aeronautical Fixed Service
AFTN - Aeronautical Fixed Telecommunications Network
AHO - Automatic Hand Off
AIC - Aeronautical Information Circular
AIDC - ATS Inter-facility Data Communications
AIOTS - AFTN input/output Terminals
AIP - Aeronautical Information Publications
AIPS - Aeronautical Information Processing System
AIS - Aeronautical Information Services
ALO - Aerodrome Local Owners
ALR - Alert Message
AMATS - Airspace Management and Air Traffic Services
AMP - AFTN Message Processor
AMSS - AFTN Message Switching System
APL - Abbreviated Flight Plan
APP - Approach
APR - Automatic Position Report
AQAP - Allied Quality Assurance Publication
AR - Acceptance Review
AR - Airspace Reservation
ARR - ATS Arrival message
ARU - Airspace Reservation Unit
ASDE - Airport Surface Detection Equipment
ASPB - Air Situation Play Back
ASS - Primary/Secondary Associated Track
ASSR - Assigned SSR code
ATC - Air Traffic Control
ATCA - Air Traffic Control Assistant
ATCCOMM - Air Traffic Control Communication
ATFM - Air Traffic Flow Management
ATFMU - Air Traffic Flow Management Unit
ATG - Air Traffic Generator
ATI - Automatic Terminal Information
ATIS - Automatic Terminal Information Service
ATM - Air Traffic Management
ATN - Aeronautical Telecommunication Network
ATO - Actual Time Over
ATO - Actual Time of Overflight
ATP - Acceptance Test Procedure
ATPS - Acceptance Test Plan and Specification
ATR - Acceptance Test Report
ATS - Air Traffic Services
ATSA - Air Traffic Services Assistant
ATSC - Air Traffic Services Centre
AVCHARGE - Airways Charging System
AWS - Automatic Weather Station
B
BAFO - Best and Final Offer
BCH - Benchmark Position
BCW - Building and Civil Works
BoM - Bureau of Meteorology
BPN - Boundary Entry Point
BPX - FIR Boundary Exit Point
BQP - Building and Civil Quality Plan
BQP - Building and Civil Works Quality Plan

B/R - Backup for a RSR
BRL - Bearing Range Line
B/T - Backup for a TAR
BTP - Building and Civil Test Plan
C
CA - Conflict Alert
CASP - Computer Aided Strip Printing
CBT - Computer Based Training
CBU - Central Briefing Unit
CCB - Configuration Control Board
CCS - Cost Control System
CDN - Co-ordination Message
CDP - Communication Data Processor
CDR - Critical Design Review
CDRL - Contract Data Requirements List
CEN - Picture Re-centre
CFDS - Central Flight Data Section
CFI - Customer Furnished Information
CFL - Cleared Flight Level
CH - Channel Check Message
CHG - Change Message
CHR - Character
CI - Configuration Item
CIDIN - AFTN CIDIN Protocol
CIL - Consumable Item List
CL - Command Line
CLAM - Cleared Level Adherence Monitoring
CLR - Clear
CM - Configuration Management
CMA - Context Management Application
CMM - Control and Maintenance Monitoring
CMMS - Control and Maintenance Monitoring System
CMP - Configuration Management Plan
CNL - Cancel Message
CNS - Communications, Navigation and Surveillance
COC - Certificate of Conformity
COMC - Communications Centre
CPDLC - Controller Pilot Data Link Communications
CPL - Current Flight Plan

CPM - Critical Path Method
CPU - Central Processing Unit
CRE - Flight Plan Creation
CRTE - Create Flight Plan Route
CS - Callsign
CSC - Computer Software Component
CSCI - Component Software Configuration Item
CSN - Channel Sequence Number
CSP - Computer Software Parameter
CSU - Computer Software Unit
CTP - Co-ordinated Transition Plan
CVP - Contract Variation Proposal
CWBS - Contract Work Breakdown Structure
D
DAF - Data Analysis Facility
DAIW - Danger Area Infringement Warning
DBM - Database Management
DBMS - Database Management System
DCR - Demand Contract Request
DCT - Direct Routing
DEL - Delete
DEP - Departure
DEP - ATS Departure Message
DID - Data Item Description
DLC - Delivery Controller, (Tower)
DME - Distance Measuring Equipment
DMP - Documentation Management Plan
DPL - Displayed Flight Plan
DPR - Data Preparation
DPS - Data Processing System
DR - Disaster Recovery
DSF - Distribution Switching Facilities
DSS - Data Specialist Section
DTSS - Data Transmission and Switching System
DUPE - Duplicate SSR Code
E
EC - Executive Controller
ECMM - External Control and Monitoring Maintenance
ECP - Engineering Change Proposal

ECR - Engineering Change Request
EDD - Electronic Data Display
EEC - Equipment Essentiality Code
EET - Estimated Elapsed Time
EMC - Electromagnetic Compatibility
EMG - Emergency
EMI - Electromagnetic Interference
EMW - Electronic Maintenance Workshop
EMY - Emergency Information
EST - Estimate message
ETA - Estimated Time of Arrival
ETB - Estimated Time at Boundary
ETD - Estimated Time of Departure
ETN - Estimated Time of Entry
ETO - Estimated Time Over
EQUIP - Equipment
F
FA - Factory Acceptance
FANS - Future Air Navigation System
FAT - Factory Acceptance Test
FAX - Facsimile
FCA - Functional Configuration Audit
FDF - Flight Data Function
FDO - Flight Data Operator
FDP - Flight Data Processing
FDR - Flight Data Record
FDRG - Flight Data Region
FIC - Flight Information Centre Position
FIFO - First In - First Out
FIO - Flight Information Office
FIR - Flight Information Region
FIS - Flight Information Service
FISC - Flight Information Service Cell
FIT - Fault Isolation Time
FLD - Field
FME - Full Message Editor
FMS - Flight Management System
FPASD - Flight Plan Air Situation Display
FPCF - Flight Plan Conflict Probe

FPCR - Flight Plan Conflict Region
FPF - Flight Plan Function
FPL - Filed Flight Plan
FRUL - Flight Rules
FTYP - Type of Flight
ft - Foot, Imperial unit of measurement
G
GA - General Aviation
GAAP - General Aviation Aerodrome Procedures
GCL - Graphic Cursor Line
GCN - General Computing Network
GIW - General Information Window
GG - Ground - Ground
GL - Group of Lowest Replaceable Unit
GLRU - Group of Lowest Replaceable Unit
GMT - Greenwich Mean Time
GPS - Global Positioning System
GPSS - Global Positioning Satellite System
GPTE - General Purpose Test Equipment
GRC - Ground Controller (Tower)
GRIB - Grid Boundary (Meteorological Data)
H
HDBK - Handbook
HF - High Frequency
HFE - Human Factor Engineering
HIJ - Hijack
HIST - History dots
HLD - Holding
HMI - Human Machine Interface
HND - Hand-off to next sector
HNDOFF - Hand Off
HNDOVER - Hand Over
HO - Head Office
HOLD - Holding
hr - Hour
HW - Hardware
HWCI - Hardware Configuration Item
I
IA5 - International Alphabet No. 5

IAT - Intelligent AFTN Terminal
IC - Intercom
ICAO - International Civil Aviation Organisation
ICD - Interface Control Document
ICM - Inter Console Marking
ICMM - Built in Control and Monitoring Facility
IDD - Interface Design Document
IFR - Instrument Flight Rules
ILS - Integrated Logistics Support
ILS - Instrument Landing System
INS - Insert
I/O - Input /Output
IQL - Individual Quick Look
IRD - Interface Requirements Document
IRS - Interface Requirements Specification
ISO - Industrial Supplies Office
ISO - International Standards Office
ITP - IRDS Transition Plan
J
K
KB - Kilo Byte
kt - Knot
L
LAB - Label Line
LAM - Logical Acknowledgement Message
LAT/LONG - Latitude / longitude
LAN - Local Area Network
LBT - Logistics Breakdown Tree
LCC - Life Cycle Costs
LCMM - Local Control Monitoring and Maintenance
LCN - Logical Channel Node
LCT - Local Control Terminal
LDT - Logistics Delay Time
LJR - Low Jet Route
LMCD - List of Major Cost Drivers
LOC - Local (Tower) Controller
LORA - Level of Repair Analysis
LOS - List of Supply
LPL - Local Flight Plan

LRP - Last Radar Position
LRSU - Lowest Software Unit that can be Re-started (or re-booted)
LRU - Lowest Replaceable Unit or Line Replaceable Unit
LS - Logistics Support
LSA - Logistics Support Analysis
LSAP - Logistics Support Analysis Plan
LSE - Logistics Support Elements
LSP - Logistics Support Plan
LTCM - Local Technical Committee Meeting
LTRMT - Long Term Reliability Maintainability Test
LTRMTP - Long Term Reliability Maintainability Test Plan
M
m - Metre
mb - Megabytes
min - Minutes
mm - Millimetre
m/s - Metres per Second
ms - Millisecond
MCT - Maintainability Confidence Test
MCTP - Maintainability Confidence Test Plan
MDT - Mean Down Time
MET - Meteorological Circuit
MIL - Military Flight Plans
MIS - Management Information System
HMI - Man Machine Interface
MPT - Preventative Maintenance Time
MPR - Missed Position Report
MRT - Mean Restoration Time
MRT - Multi-Radar Tracking
MSAW - Minimum Safe Altitude Warning
MSSR - Mono-pulse Secondary Surveillance Radar
MTBF - Mean Time Between Failure
MTQ - Multi-radar Track Quality
MTTR - Mean Time to Repair
MWO - Meteorological Watch Office
N
NA - Not Applicable
NDB - Non-directional Beacon
NDC - National Distribution Centre

NDS - Non Developmental Software
NJUR - Non Jurisdiction
NM - Nautical Mile
NMS - Network Management System
NMS - Noise Monitoring System
NOF - International NOTAM Office
NOR/EXT - Normal Extended Label Line
NOTAM - Notice to Airmen
MRT - Multi-Radar Tracking
MSAW - Minimum Safe Altitude Warning
O
OCD - Operations Concept Document
OEM - Original Equipment Manufacturer
OFC - Off-Centre
OFF - Off-line adaptable parameter
OH - Operator Handbook
OHK - Operator Handbook
OJT - On the Job Training
OLDI - On Line Data Interchange
ON - On-line Adapter Parameter
OO - Observing Office
OPSUP - Operational Supervisor
ORD - Operations Requirement Document
ORI - Orientation
OSI - Open Systems Interconnection (Standard)
OSTP - Other Strip Set-up Configuration
OTP - Operation Training Plan
P
PA - Participating Area
PABX - Private Automatic Branch Exchange
PAC - Preliminary Activation message
PCA - Physical Configuration Audit
PCB - Printed Circuit Board
PCFL - Pre-cleared Flight Level
PCR - Problem Change Report
PDAI - Predetermined Addressee Indicator
PDN - Public Data Network
PDR - Preliminary Design Review
PDTMS - Pre-departure Traffic Management System

PF - Paragraph Field
PFB - Pre-flight Briefing
PFL - Planned Flight Level
PIDS - Prime Item Development Item
PLC - Planning Controller
PMP - Project Management Plan
PN - Part Number
PR - Primary Radar Track
PRD - Prohibited, Restricted and Danger Areas
PRL - Pilot Reporting Level
PRM - Precision Runway Monitor
PSN - Packet Switched Network
PSR - Project Status Report
PSR - Primary Surveillance Radar
PSSR - Previous SSR code
PSTN - Public Switched Telephone Network
PTT - Press to Talk
PVD - Plan View Display
PWC - Public Works Committee
Q
QA - Quality Assurance
QLK ALL - Quick Look All
QNH - Defined Air Pressure Setting
QSR - Quality Status Report
R
RAC - Radar Alert Capability
RADAR - Radio Detection and Ranging
RAM - Route Adherence Monitoring
RC - Radar Controller
RCC - Rescue Co-ordination Centre
RCF - Radio Communication Failure
RCM - Reliability Centre Maintenance
RCMM - Remote Control and Maintenance System
RCMMS - Remote Control and Maintenance System
RCMS - Remote Control and Monitoring System
RCT - Reliability Confidence Test
RCTP - Reliability Confidence Test Plan
RD - Radar Departure Position
RDARA - Regions Domestic Air Route Area

RDF - Radar Data Function
RDP - Radar Data Processing
RDPS - Radar Data Processing System
REC - Recording
RECDP - Recording Data Processor
RERTE - Flight Plan Route modification
REST - Restore
RF - Radio Frequency
RFC - Regional Centre
RFL - Requested Flight Level
RFP - Radar Front Processor
RING - Range Rings markers
RLB - Rolling Ball
RMA - Reliability Maintainability Availability
RMAR - Reliability Maintainability Availability Report
RMP - Risk Management Plan
RMT - Reconfiguration and Maintenance workstation
RMT - Reliability Maintainability Test
RMTP - Reliability Maintainability Test Plan
RNAV - Area Navigation
RNG - Scale Range
RNG - Scale Range Marker
RO - Repair Order
ROBEX - Regional Office Bulleting Exchange
ROC - Rate of Climb
ROD - Rate of Descent
ROD - Record of Discussions
ROI - Registration of Interest
RP - Reporting Point
RPL - Repetitive Flight Plan
RPM - Revolutions per minute
RPT - Repeat Request Message
RPT - Regular Public Transport
RQP - Request Flight Plan (ICAO Message)
RQS - Request Supplementary Flight Plan
RRE - Risk Reduction Exercise
RRG - Remove and Replace Group of LRU
RRL - Remove and Replace LRU
RRT - Remove and Replacement Time

RSR - Route Surveillance Radar
RTE - Flight Planned Route
RTQC - Real Time Quality Control
RVM - Requirements Verification Matrix
RVR - Runway Visual Range Indicator
RWS - Radar Workstation
RWY - Runway
S
s - Second, time
SA - Site Acceptance
SAR - Search and Rescue
SARMC - Search and Rescue Mission Co-ordinator
SAT - Site Acceptance Test
SBY - Standby Position
SCI - Scale Indicator
SCL - Source Code Listing
SCM - Software Configuration Management
SCM - System Control and Monitoring
SCMP - Software Configuration Management Plan
SCPC - Single Channel per Carrier Satellite Circuit
SDB - Static Database
SDD - Synthetic Data Display
SDD - Software Design Document
SDF - Software Development File
SDL - Software Development Library
SDP - Software Development Plan
SDP - Specification Development Phase
SDR - System Design Review
SDRL - Subcontractor Data Requirements List
SDS - Satellite Data System
SELCAL - Selective Calling (Using tones to set up a connection)
SEMP - System Engineering Management Plan
SEPG - Software Engineering Processes Group
SFCA - System Functional Configuration Audit
SID - Standard Instrument Departure
SIGMET - Significant Meteorological Message
SIMU - Simulator
SITA - Societe Internationale de Telecommunications Aeronautiques
SLC - Shelf Life of Code

SLOC - Source Lines of Code
SMDS - Software Maintenance and Development System
SMR - Surface Movement Radar
SMS - Software Maintenance Support
SOW - Statement of Work
SP - System Parameter
SPCA - System Physical Configuration Audit
SPCAR - System Physical Configuration Audit Report
SPECI - Aerodrome Special Weather Report
SPI - Special Pulse Identification
SPL - Spares Provisioning List
SPL - Supplementary Flight Plan Message
SPS - Software Product Specification
SPT - Specification Tree
SPT - Strip Printer
SPTE - Special Test Equipment
SQPP - Software Quality Program Plan
SR - Secondary Radar Track
SRR - System Requirements Review
SRS - Software Requirements Specification
SS - Sector Suite
SSDD - System/Segment Design Document
SSF - System Support Group
SSG - Software Support Group
SSP - Supply Support Plan
SSR - Software Specification Review
SSR - Secondary Surveillance Radar
SSS - System Segment Specification
SSTP - Set Up Strip configuration
STAC - Supervisor Terminal Area Control
STAR - Standard Terminal Arrival Route
STAR - Standard Terminal (Instrument) Arrival
STCA - Short Term Conflict Alert
STE - Support and Test Equipment
STEL - Support and Test Equipment List
STM - RCMS Supervisors Terminal
STP - Software Test Plan
STR - Software Trouble Report
STRR - System Test Readiness Review

SW - Software
SWCI - Software Configuration Item
T
T - Truncated Route
T&E - Test and Evaluation
TAAM - Total Airspace and Airport Modeller
TACC - Terminal Area Control Cell
TAF - Terminal Area Forecast
TAR - Terminal Area Radar
TAS - True Air Speed
TAT - Turn-around Time
TBA - To be Advised
TBC - To be Completed
TBD - To be Defined
TCAS - Transponder Collision Avoidance System
TCU - Terminal Control Unit
TDA - Technical Data
TDAL - Technical Data List
TDAW - Temporary Danger Area Warning
TDP - Technical Data Package
TDS - Test and Development Sector Position
TEMP - Test and Evaluation Master Plan
TGP - Training Plan
TID - Touch Input Device
TL - Transition Level
TMA - Terminal Manoeuvring Area
TMAC - Terminal Control Area Cell
TMP - Technical Monitoring Position
TP - Test Plan
TPIDS - Time Prime Item Development Specification
TPM - Technical Performance Measurement
TRK/ANG - Track Angle
TRR - Test Readiness Review
TRS - Transmission message
TS - Training System
TSD - Technical System Division
TTF - Trend Type Forecast
TWR - Tower
TWR - Aerodrome Control Tower
U
U - OLDI Message for which an expected LAM is not received
UHF - Ultra High Frequency
UIR - Upper Information Region
UTC - Universal Time Co-ordinated
V
V&V - Verification and Validation
VASIS - Visual Approach Slope Indicator System
VDD - Version Description Document
VDU - Video Display Unit
VEL - Velocity Leader
VFR - Visual Flight Rules
VHF - Very High Frequency
VNTP - Virtual Network Trunk Protocol
VO - Vector Origin Input
VOLMET - Meteorological Information for Aircraft in Flight
VOR - VHF Omni Range (Beacon)
VSAT - Very Small Aperture Terminal
VSCS - Voice Switching and Control System
VSP - Variable System Parameter
VT - Verify Time
VVT - Verification and Validation Team
W
WBS - Work Breakdown Structure
WEA - Weather Lines Display
WK - Workstation
WRN - Warning Information
WSO - Weather Service Office
WTC - Wake Turbulence Category
WTUR - Wake Turbulence Category
X
XFL - Exit Flight Level
Y
Z
MISCELLANEOUS
° - Degree (angle)
' - Minutes of a degree (angle)

" - Seconds of a degree (angle)
8 APPENDIX B - CAPACITIES AND PERFORMANCE
8.1 Scope
8.1.1 Purpose
The purpose of this document is to detail the characteristics of the EUROCAT-X segment, which
include:
– Capabilities,
– Performances and
– Computer system parameters (CSP) and on-line changeable parameters
The characteristics shall be considered as an assembly of values, some describing the input data and
capacity, some defining the parameters needed for internal processing and some evaluating the
different results of the considered function.
For each main function of the system, the following items are provided:
– Capacities - Identifier of the capacity, definition and value.
– Response times, accuracy and other performance - Identifier of performance, definition and
measurement conditions and value. The response times provided in this document apply to the
EUROCAT-X Centre. Response times are specified assuming that external links are in place, with
the characteristics specified in corresponding ICDs.
– Parameters (system or function parameters) - Identifier, definition, update mode, minimum value,
maximum value and typical value of each parameter.
The update mode can be:
– CSP - Computer Software Parameter; the software recompilation is required.
– ON - On line adaptation is possible, through a command from a dedicated position.
The offline parameters are listed in the document referenced in [9]
When a system parameter can be subject to adaptation or tuning by THALES-ATM during factory or
site adaptation, to meet the required performance, the typical value is mentioned as TBD, (to be
defined).
When the customer is expected to provide information to set a system parameter, the typical value is
replaced by "CFI" (Customer Furnished Information).
Note: System parameters are independent of one another unless otherwise noted.
8.2 System
8.2.1 System Characteristics
8.2.1.1 System Reliability, Availability, Maintainability
8.2.1.2 Flexibility and Expansion

EUR-P-BSYS-37
The processing capacity reserve shall be greater than 30% while processing the maximum load
specified in paragraph 2.3 (except on the REC nodes when REC copies data from the recording
clients to the central data store).
The memory capacity reserve shall be greater than 30% while processing the maximum load specified
in 8.2.2.
The storage capacity reserve shall be greater than 50% while processing the maximum load specified
(this requirement excludes devices used for recording and archiving).
The spare capacity of the LAN shall be greater than 50% while distributing the maximum specified
load.
Note: The capacity reserve shall be an integrated measure based on duration of one minute.
8.2.1.3 System Capacity

EUR-P-BSYS-30
The system shall be able to support up to the following without degradation in performance
IDENTIFIER DEFINITION Total in all Max in any Max number of

partitions remote partition towers in all
partitions.
EUR_MAX_DISP Maximum Number of Display
workstation per type:
Sectorised Position 200 16 6
TMP 16 4
Supervisor (OPSUP, ASUP)
FDO 6
Database Maintenance 6* 2
Table 8-1 Maximum System Capacities

#
Note: * Applies per DBMS HW CI
EUR-P-BSYS-35E
IDENTIFIER DEFINITION MAXIMUM
MAX_LOGICAL_SYSTEM Maximum number of logical system per FDRG 20
MAX_NODE_PER_FDRG Maximum number of nodes associated to one or 120
more controller display per FDRG
MAX_NODE_PER_ PARTITION Maximum number of nodes (HMI + CSCI) per 120
partition. This also represents the maximum
number of nodes which may share the same DPR
data-set
MAX_LOG_POSITION_PER_FDRG Maximum number of logical positions per FDRG 150
MAX_PHYS_POS_PER_FDRG Maximum number of physical positions per FDRG 120
MAX_PHY_POSITION_PER_LOGSYS Maximum number of physical positions per logical 30
system
MAX_POSITION_PER_LOGICAL_SYSTE Maximum number of logical position per logical 20
M system
MAX_FNC_SECTOR_PER_FDRG Maximum number of functional sectors per FDRG 120
MAX_FUNCTIONAL_SECTOR_PER_LO Maximum number of functional sectors per logical 60
GICAL_SYSTEM system
MAX_NB_OF_POS_PER_NODE Maximum number of FDO positions which may 2
share a node
Table 8-2 Physical and Logical System Capacities

#
8.2.2 Load Conditions

The load conditions correspond to the definition of models designed to be representative of the actual
processing requirements expected of the EUROCAT-X in terms of load.
Thales ATM expects these requirements to be similar to the customer environment.
Capacity testing used these models but rather the individual capacity figures specified for each
function. Each capacity was tested without other system load.
Response time testing shall use "typical" system parameters or other parameters as agreed by both
parties.
8.2.2.1 Flight Plan Load
8.2.2.1.1 Distribution of Flight Plans

Distribution based on time and traffic density is as follows:
TYPE OF TRAFFIC HOURS NUMBER FLIGHT PLANS
NUMBER PER HOUR
Maximum traffic (peak rate is 600) 2 355
Normal traffic 4 200
Medium traffic 6 150
Low traffic 6 130
Very low traffic 6 50
Table 8-3 Distribution density

In this model the distribution volume is 3490 flight plans per day.
8.2.2.1.2 Flight Plan Load Model

The load is calculated for a period of six hours with each hour divided into six ten-minute segments.
The global load for this six-hour period is: 1520 Flight Plans
The flight plan distribution load per hour is:
– First hour: low traffic (130).
– Second hour: normal traffic (200).
– Third hour: maximum traffic (355, with a 10' peak at 600 per hour rate).
– Fourth hour: maximum traffic (355, with a 10' peak at 600 per hour rate).
– Fifth hour: normal traffic (200).
– Sixth hour: low traffic (130).
The effective hourly load is based on the number of flight plans activated during each 10-minute
segment. Refer to the Figure below.
Finishing of a flight plan is occurs 150 minutes (2.5 hours) after activation, which is representative of
the average time a flight plan is active in the system.
Cancellation of a flight plan is pronounced 20 minutes (system parameter) after finishing.
The mnemonic FPL represents the number of flight plans active in the system at a particular moment.
There is no Finishing and no cancellation of flight plans during the two first hours to simulate the
normal system load before entering a peak load period.
A peak rate of 600 flight plans per hour occurs during 20 minutes while the system is at maximum
load.
100
90
80
70
60
FPL 50
40
30
20
10
0 1 2 3 4 5 6
Hr
Figure 62 - Flight Plan Activation
8.2.2.1.3 Maximum Flight Plan Load

In this model, the maximum system load is 1020 live flight plans (active, co-ordinated and preactive). A
graph of the maximum number of flight plans in the system is shown in Figure above.
This corresponds to:
– 830 active,
– 40 co-ordinated,
– 150 preactive flight plans
(830 + 40 + 15 result from applying the model described in paragraph 8.2.2.1.2 and shown in Figure
below as well as the assumption 45 minutes in preactive + 15 minutes in co-ordinated state.)
A flight plan remains in the system for 150 min(s) (2.5 hours) before its activation. During this period it
remains in:
– The inactive state for 90 min(s).
– The preactive state for 45 minutes.
– The co-ordinated state for 15 minutes.
The number of inactive flights will be adjusted so that the total number of flight plans (live, inactive and
finished) reaches 1980 for at least one hour while active flight plans are at a maximum.
120 0
100 0
80 0
60 0 F PL
40 0
20 0
6
5
4
3
2
1 Hr
0
Figure 63 - Flight Plan Load (Preactive, Co-ordinated and Active States)
8.2.2.1.4 Flight Plan Model

The live flight plan load figure of 1020 can be apportioned in the ratio 90% domestic flight plans and
10% international flight plans:
– 918 domestic flight plans
– 102 international flight plans
For each category a typical flight plan has been defined. So that its progress through the system and
the consequent processing of flight plan events can be described in terms of load.
8.2.2.1.5 Global System Events

The following table represents the mean load at typical enroute and Approach positions, controlling an
average of 20 aircraft per position, for a 10 minutes period.
Load per position, to reach a total of 1000 actions per 10 minutes, is computed by assuming:
– One update action per active flight plan per 10 minutes
– Plus some actions on inactive, preactive, co-ordinated flight plans (other than creation and co-
ordination)
Given 50 enroute positions and 26 Approach positions, we take 10 actions for an enroute position and
20 actions for a TMA position per 10 minutes.
ACTION TYPE ACC (per 10') APP (per 10')

Graphic / Window actions 10 20
Strip access 10 20
Flight plan update through strip / label 5 15
Flight plan update through FPL window 5 5
Table 8-4 Load per position
Note: If a different number of controlled aircraft is used, the values shall be modified in proportion.
8.2.2.2 Radar Track Load

The coupled system tracks number corresponds to the number of active flight plans operating in radar
cover at a precise time.
By considering the flight plan load defined previously, and depending on the percentage of flight time
in radar cover, the following numbers of coupled system tracks are computed:
– 31 coupled system tracks for international flights.
– 582 coupled system tracks.
The number of tracks not coupled with flight plans (i.e. non planned VFR (primary or SSR), primary
clutter tracks, etc.) can be estimated at 180 for the corresponding period, as described:
– 50 uncoupled system tracks which represent 50 SSR aircraft
– 80 uncoupled system tracks which represent 80 primary aircraft
– 50 uncoupled system tracks which represent 50 primary clutter occurrences
In the model, it is considered that 2 SSR local tracks correspond to the same SSR system track, (i.e.
an aircraft in radar cover is, on average, detected by two radar sensors).
Radar track load synthetic table:
TYPE OF TRACKS SYSTEM TRACKS CORRESPONDING

LOCAL TRACKS
Domestic coupled tracks 551 1102
International coupled tracks 31 62
Secondary uncoupled tracks 50 100
Primary uncoupled tracks 80 80
Clutter primary uncoupled tracks 50 50
Total number of radar tracks in a centre 762 1394
Total number of radar tracks in TCUs (30% of the 250 500
centre)
Table 8-5 Radar track load
8.2.2.3 HMI Load

EUR-N-HMILOAD-01
The specific load conditions for HMI tests are:

– Track data display
• 400 tracks with labels of 30 characters (mean value) and velocity vector 15 minutes.
The tracks are radar and non-radar tracks.
• 9 Track history positions.
• Track label in EXTENDED/SHARED option.
Note: The ratio to apply for the tracks is 70% radar tracks, 30% non-radar tracks.
– Flight plan data display
• 3 flight strips window,
•30 flight strips.
– Maps
• 1. System maps:
500 maps vectors (mean length = 50 pixels),
500 map symbols,
80 static alphanumeric fields (mean length = 5 characters),
20 filled polygons covering 20% of the screen.
• 2. Weather maps:
100 rectangles covering 20% of the screen
– Windows
• 10: Number of windows displayable on the screen.
#
8.2.3 System Capacities

EUR-P-BSYS-33D
IDENTIFIER DEFINITION VALUE
SYS_NUMBER_OF_POINTS Maximum number of points in the system, 11500
including dummy points
ATG_MAX_CUE_PTS Maximum number of cue points 1500
FPL_NUMBER_OF_POINTS Maximum number of points (See note) 10000
Table 8-6 Point Capacities

Note: This capacity includes route points, airports, and SID/STAR points; but does not include "limit points" which are used to
define airspace boundaries.
#
EUR-N-BSYS-35
FPL_NUMBER_ADJ_CENTERS Maximum number of adjacent centres 20
FPL_NUMBER_OLDI_CE NTRES Maximum number of adjacent centres using OLDI 20
protocol (See Note1)
FPL_NUMBER_AIDC_CE NTRES Maximum number of dedicated lines for AIDC/ 20
AFTN protocol (See Note1)
FPL_OLDI_TRANS_BUFFER Number of transmitted OLDI messages kept in a 50
buffer (per OLDI line).
Table 8-7 Adjacent OLDI Centre Capacities

Note: (1) The sum of FPL_NUMBER_OLDI_CENTRES and FPL_NUMBER_AIDC_CENTRES shall be less than or equal to
FPL_NUMBER_ADJ_CENTRES.
8.3 Radar Data Function

The following characteristics apply to the RDF function.
8.3.1 Capacity
EUR-P-BRDFC-30C
The table below specifies the radar capacities for the RFP/RDP Radar Data Function (RFP/RDP
RDF).
RDF_MAX_PLOTS Maximum number of plots/tracks per second 1500x2
for number of nominated radar sensors (to (N=32)
maintain nominal performance).
RDF_MAX_SYSTEM_ TRACK Maximum number of simultaneous system tracks 1500
(to maintain nominal performance).
RDF_MAX_RADAR Maximum number of radar sensor inputs 32
RDF_MAX_WEATHER_RADAR Maximum number of weather radar sensor inputs 10
RDF_MAX_WEATHER_LEVELS Maximum number of weather intensity levels 8
handled by RFP/RDP RDF
RDF_MAX_PLOTS_PER_RADAR Maximum number of received plots/tracks per 600
scan per radar
RDF_MAX_FALSE_PLOTS_SSR Maximum number of false SSR stored plots per 150
radar (to maintain nominal performance).
RDF_MAX_FALSE_PLOTS_PSR Maximum number of false PSR stored plots per 300
radar (to maintain nominal performance).
RDF_MAX_QNH Maximum number of QNH sensors inputs 19
RDF_MAX_LOCAL_TRACK Maximum number of local radar tracks received 600
from a radar station per scan
RDF_MAX_NB_NAI Maximum number of NAI areas per radar. 16
RDF_MAX_NB_BLANKING_AREA Maximum number of blanking areas per radar. 24
RDF_MRT_MAX_RADAR_MOSAIC_OFF Maximum number of radar sensors taken into 5
account per mosaic cell in the off-line mosaic
RDF_MRT_MAX_RADAR_MOSAIC_ON Maximum number of radar sensors taken into 3
account per mosaic cell in the on-line mosaic
RDF_SYSTEM_AREA Maximum size of processing area (NM) 2600 x 3000
RDF_MRT_MAX_ROWS Maximum number of rows in the multi radar 128
mosaic.
RDF_MRT_MAX_COLUMNS Maximum number of columns in the multi radar 128
mosaic.
RDF_MRT_MAX_CELLS Maximum number of cells in the multi radar 16384
mosaic.
LIMIT_TIME_FOR_STABILISATION Absolute lower time for time interval used to 13
detect altitude tracker stabilisation (s).
RANGE_FOR_IMMEDIATE_EVOLUTION Minimum difference between last received mode 300
C and previous update of altitude tracking to
detect an immediate evolution (feet).
Table 8-8 Radar Capacities for RFP/RDP RDF

#
8.3.2 Response Times

EUR-P-BRDFC-30D
IDENTIFIER DEFINITION CONDITIONS VALUE
MONO_TRACK_PROCESS Maximum processing time of From the reception of a local 1.0 sec.
_TIME a local track (Bypass, Mono track by the RFP to its display
radar, Approach) on a workstation (mono-radar
mode)
MULTI_TRACK_PROCESS Maximum processing time of From the receipt of a local track 6.0 sec.
_TIME a system track by the RFP to the display of the
system track on a workstation
(multi-radar mode) with track
update period = 5 s.
Table 8-9 Radar Response Time

#
8.4 Safety Net and Monitoring Aid Function
8.4.1 Capacity
EUR-P-BSNMC-30
IDENTIFIER DEFINITION CENTRE APPROACH
RDF_STCA_ACC_MAX_POINT Maximum number of points to create an 10
STCA ACC area
RDF_STCA_APP_MAX_POINT Maximum number of points to create an 10
STCA APP area
RDF_STCA_MAX_ACC_NUMBER Maximum number of ACC STCA areas 1
RDF_STCA_MAX_APP_NUMBER Maximum number of APP STCA areas 4
RDF_STCA_MAX_INHIBITION_POIN Maximum number of points to create a 12
T STCA inhibition area
RDF_STCA_MAX_INHIBITION_ARE Maximum number of STCA inhibition 10 15
A areas
RDF_MSAW_MAX_CELLS_NUMBE Maximum number of MSAW cells for 25000
R hazards
RDF_MSAW_RESOL Resolution of MSAW areas definition 2 1
(NM)
RDF_MSAW_MAX_INHIBITION_ARE Maximum number of MSAW inhibition 20 20
A_NUMBER areas
RDF_MSAW_INHIBITION_MAX_POI Maximum number of boundary points in 8 16
NT MSAW inhibition areas
RDF_MSAW_MAX_OBSTACLES Maximum number of obstacles managed 50
by MSAW
RDF_MSAW_MAX_TERRAINS Maximum number of MSAW terrain 50 100
hazards
RDF_MAX_REST_AREA Maximum number of defined restricted 250
areas
RDF_MAX_ACT_REST_AREA Maximum number of restricted areas 250
active at one time
RDF_DAIW_MAX_AREA_NUMBER Maximum number of defined DAIW 100
areas
RDF_DAIW_MAX_ACT AREA Maximum number of DAIW areas active 100
at one time
RDF_DAIW_MAX_POLYGON_ Maximum number of points for DAIW 16
POINT polygons
RDF_RAC_MAX_GREAT_CIRCLE_P Maximum number of Great Circle points 16
OINTS that can be automatically added to the
polygon definition of a RDP DAIW area,
STCA APP or Inhibition area, or a QNH
volume.
MIN_TRAK_LIFE_UNK_ATT Minimum age in MRT update period for 1
STCA eligibility when attitude is
unknown.
RDF_APR_ADES_RADIUS APR radius for ADES (NM). 2
MAX_ROUTE_AND_SEGMENT_RA Maximum number of routes and route 2000
M_ PARAMETERS segments for which RNP and non-RNP
route surface model parameters
(corridor width, waypoint radius, etc.)
may be specified offline for use in alert
processing (for both radar and ADS-C).
Table 8-10 SNMAP Capacities

#
8.4.2 Accuracy
8.4.2.1 Alert Functions
8.4.2.1.1 Definitions
The purpose of conflict alert is to provide controllers with advance notice of an impending violation of
required separation standards.
Conflict alert is provided by a larger set of functions, which provide a separation assurance capability.
These functions are:
– Short Term Conflict Alert (STCA): Detects and advises controllers of impending violation of
separation standards between two aircraft (aircraft to aircraft conflicts),
– Minimum Safe Altitude Warning (MSAW): Detects and advises controllers of impending
penetrations of hazardous airspace by aircraft (aircraft to ground conflict),
– Danger Area Infringement Warning (DAIW): Detects and advises controllers of impending
penetrations of areas restricted to civil aircraft traffic, (aircraft to airspace conflict).
A conflict is defined as a violation of the minimum separation criteria.
A false alert is defined as an alert, which would not have occurred if the sensor system provided
perfect information concerning aircraft motion and a perfect tracker were in place.
The false alert ratio is defined as the number of false alerts, during a long period, to the total number of
alerts during the same period.
8.4.2.1.2 Measurement Conditions

Alert conflict performance measures will be demonstrated using simulated traffic.
The scenarios of test performance for test functions will be agreed between the customer and
THALES-ATM.
The scenarios generated to test the STCA function will be the same as those used for the MSAW and
DAIW functions
Separation standards used for the conflict alerts are:
– En route: 4.0 NM
– Terminal: 2.8 NM
8.4.2.1.3 Short Term Conflict Alert (STCA) Performance Values

EUR-P-BSNMA-30
IDENTIFIER DEFINITION / CONDITION VALUE
RDF_STCA_DETECT Percentage of aircraft conflicts detected within 40 99 %
seconds before the conflict without aircraft
manoeuvring during this time
RDF_STCA_FAR_TCU False alert rate in a terminal environment 15 %
RDF_STCA_FAR_CENTRE False alert rate in an en route environment 5%
Table 8-11 STCA performance values

#
8.4.2.1.4 Minimum Safe Altitude Warning (MSAW) Performance Values

EUR-P-BSNMA-31
RDF_MSAW_DETECT Percentage of aircraft conflicts detected within 40 99 %
RDF_MSAW_FAR_TCU False alert rate in a term inal environment 10 %
RDF_MSAW_FAR_CENTRE False alert rate in an en route environment 3%
Table 8-12 MSAW performance values

#
8.4.2.1.5 Danger Area Infringement Warning (DAIW) Performance Values

EUR-P-BSNMA-32
RDF_DAIW_DETECT Percentage of aircraft conflicts detected within 40 99 %
RDF_DAIW_FAR_TCU False alert rate in a terminal environment 10 %
RDF_DAIW_FAR_CENTRE False alert rate in an en route environment 3%
Table 8-13 DAIW performance values

#
The TMA environment represents the worst case for processing due to traffic density, proximity of the
aircraft to the ground, high rates of climb and descend and varying aircraft attitudes. All of these
features can cause false alerts because the processing can only extrapolate on the basis of current
events and cannot accurately predict events that have yet to occur. Therefore the chances of false
alerts are considerably higher as opposed to the enroute situation where aircraft are generally
operating in a more benign environment in a stable configuration.
Technically it does not seem immediately possible to guarantee low false alarm rates for the TMA.
However after installation it may be possible to tune the alert functions to alarm at a lower rate. For
example, a refined terrain model for the MSAW alerts and adequate inhibition areas should enhance
the processing rejection rate and reduce the number of false alerts.
8.5 Flight Plan Function
8.5.1 Capacities
The following tables provide FDP capacities matching each system version
EUR-P-BFPLC-30E
FPL_MAX Maximum number of flight plans existing in the 8000
system including all states except cancelled.
FPL_PAST_MAX Maximum number of flight plans kept in the PAST 3000
database.
FPL_SYSTEM_AREA Maximum size of Flight Plan system area Latitude <
(degrees) 100° (must
not exceed
85N and
85S)
longitude <
120° in size
FPL_EXTENDED_AREA Maximum extension of extended area at system Latitude +-
centre in degrees 90°
longitude<
+- 180°
FPL_MAX_VOLUME_NB Maximum number of elementary volumes to 800
define ACC/TMA and military sectors, adjacent
FIRS and non-radar Tower Areas
FPL_NUMBER_OF_ACC/TMA_SECTOR Maximum number of volumetric civil sectors 60 (see Note
S 1)
FPL_NUMBER_OF_ATC_SECTOR_LAY Maximum number of available layers for ATC 15
ERS (ACC and TMA) sectors volumetric description
FPL_INHIBITED_MAX Maximum number of inhibited flight plans 200
FPL_NUMBER_OF_AIRPORT_WITH_RU Maximum number of airports with runways 100
NWAYS
FPL_NUMBER_OF_RUNWAYS_PER_AI Maximum number of runways per airport 8
RPORT
FPL_NUMBER_OF_LOCATIONS_PER_A Maximum number of locations per airport with 10
IRPORT runways related to 'next fix' display in the label
FPL_NUMBER_AIRCRAFT_TYPES_PER Maximum number of aircraft types in a 50
_CLASS performance class
FPL_NUMBER_OF_AIRCRAFT_CLASSE Maximum number of aircraft performance classes 60
S
FPL_NUMBER_OF_AIRWAYS Maximum number of airways 1000
MAX_NUM_OF_PREFER_ROUTES Maximum number of preferential routes 500
FPL_NUMBER_OF_SID Maximum number of SID routes 650
FPL_NUMBER_OF_STAR Maximum number of STARs 650
FPL_NUMBER_DISTANCE_TO_FIR Maximum number of FIR/Region which distance 500
to FDRG is defined
FPL_SID/STAR_LENGTH Maximum number of points which define a 30
SID/STAR
FPL_FIX_LIST_SIZE Maximum number of points in flight plan 90
FDP_MAX_EXTERNAL_MESSAGES_CO Maximum number of co-ordination points which 1000
PS may be defined for adjacent FIR, military areas
and non-radar tower message processing. (The
same point defined in two areas counts as two
COPS).
FPL_MAX_FNC_SECTOR_PER_VOL_SE Maximum number of functional sectors that may 25
CTOR be linked to a given volumetric sector

FPL_AIRWAY_LENGTH Maximum number of points which can define an 60
airway
FPL_MAX_POINT_PER_ELEMENT_VOL Maximum number of points in an elementary 100
UME volume for the definition of ACC/TMA sectors,
military sectors, adjacent FIRs and NRT areas
OTHER_INFO_FIELD_LENGTH Maximum size of field18 when stored in the FDR, 250
not including /REG field, (characters)
Table 8-14 Flight Plan Capacities

#
Note: 1: This capacity does not include the non-radar tower and military airspace volumes.
EUR-P-BFPLC-31D
FPL_RPL_MAX Maximum number of repetitive flight plans (RPLs) 20000
stored in RPL database
FPL_STEREO_MAX Maximum number of stereo flight plans stored in 2500
the STEREO database
FPL_MESS_STORE Number of the last transmitted messages on the 1200
AFTN kept in a single buffer.
FPL_MESS_STORE_AIDC Number of the last transmitted AIDC messages 800
on the AFTN kept in the system storage
FPL_AIDC_TRANS_BUFFER Number of the last transmitted messages for 100
AIDC dedicated lines kept in a buffer (per
dedicated line)
FPL_NUMBER_OF_NONRADAR_AREA Maximum number of non-radar tower areas 15
FPL_NUMBER_OF_MIL_SECTORS Maximum number of military sectors 20 (see Note
1)
FPL_NUMBER_OF_METEO_SECTORS_ Maximum number of meteorological cells in a 1260
GRIB sectors
FPL_NUMBER_OF_METEO_SECTOR_L Maximum number of layers for the meteorological 9
AYERS sectors
MAX_NB_OF_ADEP_ADES_COUPLES Maximum number of couples (ADEP, ADES) for 1000
which AFTN addresses are defined
MAX_NB_OF_CITY_FOR_ARR Maximum number of couples (ADEP, ADES) for 1000
the list of AFTN addressee city pairs for the
Automatic Arrival message processing function.
FPL_NUMBER_AFTN_ADDRESSES Maximum number of AFTN addresses for each 30
couple of airports (ADEP, ADES)
FPL_NUMBER_ADJ_CENTRES Maximum number of adjacent centres. 20
This maximum number corresponds to the sum of
FPL_NUMBER_OLDI_CENTRES and
NUMBER_AIDC_CENTRES
FPL_NB_MAX_MESS_QUEUE Maximum number of messages per queue in all 1500
FDO queues.
Except AIP Queue
MAX_NUMBER_OF_ITEM_IN_PQ_BASE Maximum number of messages in PQ base 2400
FPL_NUMBER_AFTN_NON_AUTHORIS Maximum number of AFTN originators that are 20
ED_ORIGINATORS not authorised.
Including non authorised AIDC originators
FDP_MAX_FLEX_TRACKS Maximum number of flextracks 120
FPL_SSR_SYNCHRO_ADDRESSES Maximum number of city pairs for SSR code 1000
synchronisation
Table 8-15 RPL and STE Message Capacities
#
Note: No more than 10 military sectors to be crossed for a flight during performance testing.
EUR-P-BFPLC-32D
FDP_MAX_POST_COND Maximum number of posting conditions 15000
FDP_MAX_COORD_COND Maximum number of co-ordination conditions 8000
FDP_MAX_HANDOFF_COND Maximum number of Handoff conditions 6000
MAX_NUMBER_OF_USED_ROUTES Maximum number of airway names in FDR 11
FDP_MAX_COND_PER_POSTING_POIN Maximum conditions per posting point 2047
T
FPL_TMFIX_MAX Maximum number of traffic management fixes 100
FPL_MAX_NB_OF_POSTING Maximum number of postings per flight 40
Table 8-16 Posting and Handoff Capacities

#
EUR-P-BFPLC-33D
FPL_FPCA_MAXNB Maximum number of Flight Plan Conflict Areas 25
FPL_FPCI_MAXNB Maximum number of Flight Plan Conflict Inhibition 10
areas
FPL_FPCA_MAX_POINTS Maximum number of points per polygon for FPCF 20
area definition.
FPCF_ACTIVE_TSA_FOR_FPCI Maximum number of TSA's that can be active for 20
FPCI processing at any one time.
FPCF_MAX_CONFLICT Maximum number of FPCF conflicts 1000
MAX_CONFLICT_PER_FP Maximum conflicts to be handled per flight plan 10
FPL_ATFM_MAX_NB_DISPLAYABLE Maximum number of flight plans to be displayable 50
in the ATFM window
FPL_ATFM_MAX_COUNTER Maximum number of flight plans to be taken into 700
account by the ATFM sort function
Table 8-17 FPCF capacities

#
EUR-P-BFPLC-37
NB_MAX_PAPER_STRIP_FORMATS Maximum number of paper strip formats to be 10
defined in DPR and available to be printed.
Table 8-18 Paper strip Capacities

#
EUR-P-BFPLC-41
FPL_NUMBER_OF_SSR_CODE_GROUP Maximum number of SSR code groups 36
S
FPL_SSR_ITEM_PER_GROUP Maximum number of SSR code ranges per group 60
FPL_NB_OF_CATEGORIES Number of SSR code categories 7
FPL_NUMBER_OF_SSR_GROUP_PER_ Number of SSR groups defined per category 9
CATEGORY
FPL_NBR_OF_ENTRY_FIRS Maximum number of entry FIR designators (used 80
for code retention tests)

FPL_NBR_OF_ENTRY_EXIT_FIR_PAIRS Maximum number of entry/exit FIR designator 80
pairs (used for code retention tests)
FPL_NBR_OF_ADEP_ADES_PAIRS Maximum number of entry ADEP/ADES 80
designator pairs (used for automatic code
allocation)
FPL_NBR_OF_DEST_FIRS Maximum number of destination FIR designators 80
(used for automatic code allocation)
FPL_NBR_OF_EXIT_FIRS Maximum number of exit FIR designators (used 80
for automatic code allocation)
Table 8-19 SSR code Capacities

#
EUR-N-BFPLC-40
FPL_MESSAGE_IN_SIZE Maximum number of messages which can be 1000
stored in the Message_In window datastore
FPL_MESSAGE_IN_AUTO_DELETION Maximum time (in mn) a message is kept in the 60
Message In datastore before automatic deletion
FPL_WARNING_MESSAGE_IN_THRESH Threshold expressed in percentage above which 75
OLD a warning is issued (current occupation rate in the
Message In datastore exceeds this limit)
FPL_NO_WARNING_MESSAGE_IN_THR Threshold expressed in percentage below which 50
ESHOLD a warning is issued (current occupation rate in the
Message In datastore is below this limit)
FPL_MESSAGE_IN_MSG_LENGTH Maximum length of the text of a message stored 2100
in the Message_In window datastore
Table 8-20 Message-In Capacities

#
EUR-N-BFPLC-40A
FPL_MAX_FMF_LENGTH Maximum size of the Flight Message Field, 50
(characters).
Table 8-21 FMF Capacities

#
EUR-N-BFPLC-36
FDP_HISTORY_PER_FDR Maximum number of updates performed on a 3
FDR stored at the same time per flight plan.
FDP_HISTORY_NBMAX_CHAR Maximum number of characters in a FDR history 500
message.
Table 8-22 FDP History Capacities

#
EUR-P-BFPLD-30D
MAX_HOURS_IN_THE_PAST Delta time before the current time within which 4
the flight is considered in the past (in hours).
Table 8-23 FDP max hours in the past Capacity
EUR-P-BFPLD-32D
FLEX_TRACK_CLRPERIOD Delta time for the validity check of a flextrack (in 120
seconds)
FLEXTRACK_VALIDITY_TOLERANCE Flight plans must estimate leaving this time 15
before expiry of flextrack validity (in minutes)
DEFAULT_XFL_FOR_COORDINATION_ Default XFL used in coordination message when 007
MESSAGE CFL is blank (in 100ft)
Table 8-24 FDP flextrack and default XFL Capacities

#
8.5.2 Accuracy
8.5.2.1 Definitions
The positional error shall be defined as the difference between
– The absolute true position of the aircraft (latitude/longitude/altitude) and
– The geographic position and altitude represented by the displayed aircraft symbol on the mapping
plane used.
8.5.2.2 Measurement Conditions

The aircraft flies in accordance with the aircraft performance characteristics defined off line for the
particular type of aircraft and wake turbulence category, within normal pilot capabilities.
The entered profile (PFL, CFL) corresponds to the profile followed by the aircraft
The measured values correspond in 99% of the cases.
Temperature and wind shall be assumed without error.
8.5.2.3 FDP Accuracy Values

EUR-P-BFPLA-30
IDENTIFIER DEFINITION /CONDITION ESTIMATES POSN (NM) ALT (ft)
FPL_HORIZ_ETO Horizontal flight between two PILOT 5 NA
points 1,000 NM apart
SYSTEM 8 NA
FPL_DESCENT_ETO Descent phase flight from PILOT 4 2000
30,000 ft at 200 NM to
destination
SYSTEM 7 3000
FPL_CLIMB_ETO Climb phase flight from PILOT 3 1800
departure point to 200 NM and
30,000 ft
SYSTEM 7 2800
Table 8-25 FDP Accuracy

#
8.5.2.3.1 FDP Timing

For the FDP timing measurement, the aircraft speed is fixed at 300kt and the ATO is known up to
200NM from the boundary.
EUR-P-BFPLA-31
IDENTIFIER DEFINITION /CONDITION ENVIRONMENT VALUE
(Seconds)
FPL_TIM_RAD Timing accuracy of FDP posting and RADAR +/- 15
flight plan state changes
FPL_TIM_NON_RAD Timing accuracy of FDP posting and NON-RADAR +/- 45
flight plan state changes
FPL_ESTIM_NON_RAD Estimates error in the time of passing NON-RADAR +/- 30
calculation
Table 8-26 Timing Accuracy

#
8.5.2.3.2 Handoff Proposal

Automated Hand-off proposal may, under certain conditions, propose a Hand-off to an incorrect sector.
An incorrect sector is defined as a sector to which a Hand-off has been proposed, but which the
aircraft subsequently fails to enter.
There are several scenarios, which could contribute to such a circumstance:
– The route extraction processing is unable to recognise that the flight's route will enter the sector
due to confusion over which sector has responsibility for the cells, especially where the flight is
crossing close to the intersection point of two or more sectors.
– The description of the aircraft's altitude profile does not match the performance expectation of the
aircraft type listed in the flight plan and the profile penetrates sectors (either vertically or
horizontally) not defined in its route.
– A controller modifies the route in a flight plan as far as giving a clearance to the pilot is concerned,
but omits to update the flight plan record.
Disregarding the human intervention, let us look more closely at the route across a sector boundary,
focusing on the cells affected by sector boundaries.
The calculation for Hand-off proposals is based on mapping sectors onto a grid of square cells of fixed
dimensions. The cells within the sector perimeter belong to the defined sector. Those cells through
which the physical boundary line passes are allocated by the system to the sector having the largest
area in the cell. A smaller cell size will assist in better defining cell allocation, particularly in situations
where there are several intersecting boundaries.
THALES_ATM offers alternative solutions to reduce this problem to acceptable levels.
As the cell size and the profile calculations are the major contributing factors, THALES_ATM proposes
the following:
EUR-P-BFPLA-32
– The algorithms used in the automatic position reporting (APR) function, relating to position and
mode C altitude shall be performed at a more frequent interval in TMA areas where more precise
definition of an aircraft's spatial location is required.
#
8.6 Aeronautical Information Function
8.6.1 Capacity
8.6.1.1 Data Base Capacity

EUR-P-BAIFC-01
MAX_NUMBER_OF_AIDS_MAPS Maximum number of graphics files in the AIDS 30
database
MAX_NUMBER_OF_AIDS_TEXT_FAMILI Maximum number of families of text documents in 10
ES the AIDS database
MAX_NUMBER_OF_AIDS_TEXT_DOCS Maximum number of documents per family in the 10
AIDS database
AIF_MAX_NUMBER_NOTAM Maximum number of NOTAM in the NOT/MET 50
database
AIF_MAX_NUMBER_METAR/SPECI Maximum number of METAR/SPECI in the 50
NOT/MET database
AIF_MAX_NUMBER_TAF Maximum number of TAF in the NOT/MET 50
database
AIF_MAX_NUMBER_SIGMET Maximum number of SIGMET in the NOT/MET 50
database
AIF_MAX_NUMBER_ARFOR Maximum number of ARFOR in the NOT/MET 50
database
Table 8-27 Data Base Capacities

#
EUR-P-BAIFC-02
AIF_NUMBER_BULLETIN Maximum number of simultaneous bulletins 3
AIF_MAX_BULLETIN_MESSAGES Maximum number of messages per bulletin 20
AIF_MAX_BULLETIN_FREE_CHAR Maximum size of the bulletin free text (ASCII 400
characters)
AIF_MAX_BULLETIN_TITLE_CHAR Maximum size of the bulletin title (ASCII 20
characters)
Table 8-28 AIF Bulletin Capacities

#
8.7 Human Machine Interface Function
8.7.1 Capacities
EUR-P-BHMIC-33E
HMI_NB_TRK Maximum number of tracks displayable in the 1000
main and second windows (see note 1).
This includes all types of tracks.
See note 4. Does not include LST tracks
#
EUR-P-BHMIC-34E
HMI_MAX_NAVPLN Maximum number of graphic routes displayable in 20
# the main and second window (navigation plans)
see note 1
EUR-P-BHMIC-35E
HMI_MAX_NB_TRK_PAST_POS Maximum number of track past positions 9
#
EUR-P-BHMIC-36E
HMI_NB_TRK_CLR Maximum number of track colours 15
#
EUR-P-BHMIC-37E
HMI_NB_TRK_LBL_TXT_FONT_SIZE Maximum number of operator selectable tracks 2
# label text font sizes
EUR-P-BHMIC-38E
HMI_PREDEFINED_CONF_SECTO Maximum number of predefined sectorisation 4
# configurations (per logical system)
EUR-P-BHMIC-39E
HMI_NB_TRK_LBL_LDR_LEN Maximum number of different track label leader 2
line lengths
#
EUR-P-BHMIC-40E
HMI_NB_TRK_LBL_LDR_ORIENT Maximum number of different track label leader 16
# line orientation angles
EUR-P-BHMIC-41E
HMI_NB_WIN Maximum number of windows displayable on 15
screen
#
EUR-P-BHMIC-42E
HMI_NB_STP_WIN_CLR Maximum number of different colours displayable 15
# in strip windows
EUR-P-BHMIC-43E
HMI_NB_SYS_MAP Maximum number of system maps displayable in 20
# the main and second windows (see note 1)
EUR-P-BHMIC-44E
HMI_NB_GLO_PRIV_MAP Maximum number of global private maps 20
selectable and displayable in the main and
second windows (see note 1)
#

EUR-P-BHMIC-45E
HMI_NB_LOCAL_PRIV_MAP Maximum number of local private maps 20
#
EUR-P-BHMIC-500
HMI_NB_TDA_MAP Maximum number of Temporary Danger maps 10
#
EUR-P-BHMIC-46E
HMI_DA_MAX_POINTS Maximum number of points/vectors for DAIW 16
# maps (see note 3)
EUR-P-BHMIC-47E
HMI_NB_DA_MAP_NAME_CHAR Maximum number of text characters for danger 20
# area map label
EUR-P-BHMIC-48E
HMI_NB_MAP_CLR Number of colours for all maps 16
#
EUR-P-BHMIC-49E
HMI_NB_SYS_MAP_VEC (see note 5) Maximum number of vectors per system map 1024
#
EUR-P-BHMIC-50E
HMI_NB_SYS_MAP_CRCL_ARC (See Maximum number of circles/arcs per system map 50
note2)
#
EUR-P-BHMIC-51E
HMI_NB_SYS_MAP_BEACON Maximum number of labelled points per system 350
# map
EUR-P-BHMIC-52E
HMI_NB_SYS_MAP_BEACON_LINES Maximum number of text lines per labelled point 3
#
EUR-P-BHMIC-53E
HMI_NB_SYS_MAP_BEACON_TEXT Maximum number of characters per text line of 20
# labelled point
EUR-P-BHMIC-54E
HMI_NB_SYS_MAP_TXT_BLK (see note Maximum number of text blocks per system map 100
2) (see note 5)
#
EUR-P-BHMIC-55E 5
HMI_NB_SYS_MAP_TXT_BLK_LINE Maximum number of text lines per text block per
# system map
EUR-P-BHMIC-56E
HMI_NB_SYS_MAP_TXT_BLK_CHAR Maximum number of characters per text line of 78
# text block per system map
EUR-P-BHMIC-57E
HMI_NB_GLO/PRIV_MAP_VEC Maximum number of vectors per global/local 25
# private map

EUR-P-BHMIC-58E
HMI_NB_GLO/PRIV_CRCL_ARC Maximum number of circles/arcs per global/local 5
private map
#
EUR-BHMIC-110E
HMI_NB_TDA_CRCL Maximum number of circles per TDA map 1
#
EUR-P-BHMIC-59E
HMI_NB_GLO/PRIV_TXT_CHAR Maximum number of text characters per 20
global/local private map or TDA map
#
EUR-P-BHMIC-67E
HMI_NB_GLO/PRIV_SYMB Maximum number of symbol per global/private 16
# map
EUR-P-BHMIC-69E
HMI_NB_GLO/PRI_SEL_COLOUR Maximum number of selectable colours for the 16
creation of Global/Local Private maps and TDA
maps.
#
EUR-P-BHMIC-71E
HMI_NB_GLO/PRI_SEL_FONT Maximum number of selectable font sizes for the 2
creation of Global/Local Private maps and TDA
maps.
#
EUR-P-BHMIC-73E
HMI_NB_GLO_/PRI_SEL_SYMB Maximum number of selectable symbols in 16
# Global/Private map
EUR-P-BHMIC-60E
HMI_NB_RTE_VEC Maximum number of points in an interactive 20
# displayed route (during creation/modification)
EUR-P-BHMIC-61E
HMI_NB_PRIV_POLY_VEC Maximum number of vectors per polygon in a 25
# private map
EUR-P-BHMIC-62E
HMI_NB_WEA_MAP_INTENS_LVL Maximum number of weather map display 2
# intensity levels
EUR-P-BHMIC-63E
HMI_NB_RANGE_RING_SPACING Maximum number of range ring spacing settings 7
#
EUR-P-BHMIC-64E
HMI_NB_BRG Maximum number of bearing & range 5
# measurement vectors displayable in the main and
EUR-P-BHMIC-68E
HMI_NB_STP_BEAC Maximum number of beacons displayable in a 10
# strip
EUR-P-BHMIC-70E
HMI_NB_APP_RAD_SEL Maximum number of radar sensors from which a 16
# selection for approach mode may be configured

EUR-P-BHMIC-72E
HMI_MIN_DISP_PIC_SIZE Minimum display picture size (NM) 10 x 10
#
EUR-P-BHMIC-80E
HMI_MAX_BEAC_STP_SETUP Maximum number of beacons used when 5
arranging strips by beacon, defined inside strip
set-up configuration
HMI_MAX_TMFIX_PER_POSITION Maximum number of traffic management fixes 5
selected for a position
#
EUR-P-BHMIC-81E
HMI_MAX_SYST_MAP Maximum number of system maps per partition 100
#
HMI_MAX_RMK_SIZE Maximum size of displayed field18 250
EUR-P-BHMIC-82E
HMI_MAX_SUP_LABEL_AIRPORT Maximum number of airport for label suppression 100
# processing
EUR-P-BHMIC-113A
HMI_NB_MAX_SPECIFIC_LEVEL_POPU Maximum number of specific values for the level 20
P_VALUES popup menu
#
EUR-P-BHMIC-115
HMI_NB_MAX_GENERIC_LEVEL_POPU Maximum number of generic values for the level 80
P_VALUES popup menu
#
EUR-N-BHMIC-131
HMI_NB_MAX SCALE_INDICATORS Maximum number of Scale Indicators allowed per 10
# position.
EUR-P-BHMIP-31D
DISTANCE_FOR_FIRST_LABEL Distance between flextrack first point and its first 50
name.
DISTANCE_FOR_LABEL Spacing between flex track names for labelling of 300
# flextracks
EUR-P-BHMIP-33D
HMI_ASSESS_TIME Time of the freeze of the radar track plane in 120
# order to assess the situation when the operator
manually upgrade the position (s).
Table 8-29 HMI Capacities

Note: 1: This figure corresponds to the sum of figures of the main and second windows or to the figure of main window when
there is no second window.
2: To achieve the specified response times, the total maximum numbers of vec tors, arcs and text characters displayable
in the composite map comprising all selected system maps is 4096, 100 (but limited to 20 per map) and 500
respectively. The composite maps may comprise more vectors, arcs and text but in this case performances may suffer.
There is no software test to limit the specified numbers.
3: The capacity refers to RDF_DAIW_MAX_POLYGON_POINT and is given here for information.
4: The only limitation of the number of flight plan tracks is the total number of tracks displayable at any workstation.
5: 1024 includes approach lines, corridors, polygons and broken line segments, and includes any great circle points
automatically inserted. Polygons and corridors with both surface and border count each
EUR-P-BHMIC-108F
HMI_NB_ETP Maximum number of simultaneous Estimated 5
Time Of Passing
Table 8-30 Time of Passing Capacities

#
EUR-P-BHMIC-32D
HMI_CPDLC_MAX_NB_SUSPEND_MSG Maximum number of CPDLC messages to be 10
suspended at one time
HMI_NB_ICM_TO_SEND Maximum number of sent ICM messages 5
simultaneously displayed
HMI_NB_ICM_TO_RECEIVE Maximum number of received ICM messages 5
simultaneously displayed
HMI_MAX_ICM_POINT Maximum number of designated points within an 5
ICM message
Table 8-31 CPDLC and ICM Capacities

#
EUR-P-BHMIC-111G
HMI_TEXT_AREA Maximum number of Text Area to be defined at 15
one time on a position
HMI_TEXT_AREA_NB_CHAR Maximum number of alphanumeric characters in 20
a Text Area
Table 8-32 Text Area Capacities

#
EUR-P-BHMIC-114
HMI_NB_LAT_C Maximum number of simultaneous Lateral 5
Conflict
Table 8-33 LAT_C Capacities

#
EUR-P-BHMIC-130
HMI_FPCF_DISPLAY Maximum number of FPCF conflicts which can be 20
displayed simultaneously
Table 8-34 HMI FPCF Capacities

#
EUR-P-BHMIC-120
HMI_NB_MAX_MESSAGE_IN Maximum number of displayable messages in the 100
Message_In Window
HMI_NB_MAX_MESSAGE_OUT Maximum number of displayable messages in the 6
Message_Out Window

HMI_MSGIN_MAX_CHAR_DISP_PER_LI Maximum number of displayable characters per 80
NE line in a message (extended or not) (from
Message_in or Message_Out windows)
HMI_MSGIN_DISP_MAX_LINE_EXTEND Maximum number of displayed lines in an 30
ED_MESSAGE extended message (from Message_in or
Message_Out windows)
HMI_MSGIN_DISP_MAX_CHAR Maximum number of characters displayed in an 2100
extended message (from Message_In or
Message_Out windows)
Table 8-35 HMI Message-In window Capacities

#
8.7.2 Flight Data Window Capacities:

Note: These capacities are defined for 2k x 2k screens.
IDENTIFIER DESCRIPTION VALUE
EUR-P-BHMIC-66E
HMI_NB_MAX_STP Maximum number of displayable strips (state or 200
# beacon or executive strips + other strips + forced
strips) per position
EUR-P-BHMIC-65E
HMI_NB_DISP_STP Maximum number of displayed strips (state or 20 (Note 1)
# beacon or executive strips + other strips + forced
strips) within a strip window
EUR-P-BHMIC-74E
HMI_NB_MAX_LOST Maximum number of displayable flight plans in 40
# LOST window
EUR-P-BHMIC-75E
HMI_NB_DISP_LOST Maximum number of displayed flight plans in 20
# LOST window
EUR-P-BHMIC-76E
HMI_NB_MAX_HOLD Maximum number of displayable flight plans in 40
# HOLD window
EUR-P-BHMIC-77E
HMI_NB_DISP_HOLD Maximum number of displayed flight plans in 20
# HOLD window
EUR-P-BHMIC-78E
HMI_NB_MAX_STCA Maximum number of displayable conflict pairs in 20
# STCA window
EUR-P-BHMIC-79E
HMI_NB_DISP_STCA Maximum number of displayed conflict pairs in 10
# STCA window
EUR-P-BHMIC-83E
HMI_NB_MAX_INHIB Maximum number of displayable flight plans in 200
# Inhibited window (FPL_INHIBITED_MAX)
EUR-P-BHMIC-84E
HMI_NB_DISP_INHIB Maximum number of displayed flight plans in 20
# Inhibited window

EUR-P-BHMIC-85E
HMI_NB_MAX_AGDL Maximum number of displayable flight plans in 300
# AGDL Link status window
(ADS_MAX_TRACK_NUMBER)
EUR-P-BHMIC-86E 5
HMI_NB_DISP_AGDL Maximum number of displayed flight plans in
# AGDL Link status window
EUR-P-BHMIC-87E
HMI_NB_MAX_TAG_LIST Maximum number of displayable flight in TAG 50
# LIST window
EUR-P-BHMIC-88E
HMI_NB_DISP_TAG_LIST Maximum number of displayed flights in TAG 15
# LIST window
HMI_MAX_RADTAG_PER_LOG_POS Maximum number of radar tag under jurisdiction 25
of a logical position
EUR-P-BHMIC-109E
HMI_NB_MAX_RADAR_TAG_PER_RDP_ Maximum number of radar tag in a RDP partition 600
PARTITION
#
EUR-P-BHMIC-89E
HMI_NB_MAX_TFC_MGT_STP Maximum number of displayable traffic 80
# management strips per Traffic Management
Window
EUR-P-BHMIC-90E
HMI_NB_DISP_TFC_MGT_STP Maximum number of strips displayed within a 20 (Note 1)
# Traffic Management Window
EUR-N-BHMIC-113
HMI_HISTORY_LINE_LENGTH Number of characters per line of the FDR History 80
# window.
EUR-P-BHMIC-91E
HMI_NB_MAX_PDC_STP Maximum number of displayable flight plans in 100
# the PDC list window per position
EUR-P-BHMIC-92E
HMI_NB_DISP_PDC_STP Maximum number of strips displayed within a 20
# PDC list window
EUR-P-BHMIC-93E
HMI_NB_MAX_FPCF Maximum number of displayable conflict pairs in 20
# FPCF window
EUR-P-BHMIC-94E
HMI_NB_DISP_FPCF Maximum number of displayed conflict pairs in 10
# FPCF window
EUR-P-BHMIC-95E
HMI_NB_MAX_FPCF_TEST Maximum number of displayable flight plans in 20
# FPCF TEST window
EUR-P-BHMIC-96E
HMI_NB_DISP_FPCF_TEST Maximum number of displayed flight plans in 10
# FPCF TEST window
Table 8-36 Flight Data Windows Capacities
8.7.3 Window Capacities

EUR-P-BHMIC-97E
HMI_NB_MAX_POSITION_STATUS Maximum number of displayable position status in 21
# data pages windows or in physical configuration
window.
(MAX_POSITION_PER_LOGICAL_SYSTEM + 1)
EUR-P-BHMIC-98E
HMI_NB_DISP_POSITION_STATUS Maximum number of displayed position status in 5
# data pages windows.
EUR-P-BHMIC-99E
HMI_NB_DISP_AREA_STATUS Maximum number of displayed area item in data 5
# pages windows (area without activity period).
EUR-P-BHMIC-100E
HMI_NB_DISP_AREA_PERIOD Maximum number of displayed area with activity 2
# period defined in data pages windows.
EUR-P-BHMIC-101E
HMI_NB_DISP_SECTOR_STATUS Maximum number of displayed sector in 5
# automatic hand-off status window.
EUR-P-BHMIC-102E
HMI_NB_DISP_RADAR_STATUS Maximum number of displayed radar item in radar 5
# status window.
EUR-P-BHMIC-103E
HMI_NB_DISP_RWY Maximum number of displayed airport (8 runways 1
# per airport) in runway window.
EUR-P-BHMIC-104E
HMI_NB_MAX_PHYS_POS Maximum number of displayable position with 30
# their equipment status in the physical
configuration window.
(MAX_PHY_POSITION_PER_LOGSYS)
EUR-P-BHMIC-105E
HMI_NB_DISP_PHYS_CONF Maximum number of displayed position with their 5
# equipment status in the physical configuration
window.
EUR-P-BHMIC-106E
HMI_NB_QNH_AREA Maximum number of displayable QNH areas 20
#
HMI_NB_MAX_PERF Maximum number of displayable node in the 220
Performances Window
HMI_NB_DISP_PERF Maximum number of displayed node in the 15
Performances Window
Table 8-37 Window Capacities

EUR-P-BHMIC-107E
HMI_NB_MAX_CURRENT_CPDLC Maximum number of displayable CPDLC 100
messages in the Current Messages Window
HMI_NB_MAX_HISTORY_CPDLC Maximum number of displayable CPDLC 50
messages in the CPDLC History Window
HMI_CPDLC_MAX_CHAR_DISP_PER_LI Maximum number of displayable characters per 80
NE line in a CPDLC message (extended or not) (from
Current or History windows)

HMI_CPDLC_DISP_MAX_LINE_EXTEND Maximum number of displayed lines in an 30
ED_MESSAGE extended CPDLC message (from Current or
History windows)
HMI_CPDLC_DISP_MAX_CHAR Maximum number of characters displayed in an 1800
extended CPDLC message (from Current or
History windows)
Table 8-38 CPDLC Window Capacities

#
8.7.4 HMI Accuracy
8.7.4.1 Map Accuracy

Map accuracy is specified as the difference between the absolute true position of the map location
(point) and the geographic position represented by the displayed map point on the mapping plane
used.
8.7.4.1.1 Displayed Map Error

EUR-P-BHMIA-30
HMI_MAP_ERR_OUT_RADAR_COVER Outside radar zone, accuracy between points on 0.4 NM
map lines and the ideal representation of an
aircraft at that point
HMI_MAP_ERR_IN_RADAR_COVER Inside radar zone, accuracy between points on 0.05 NM
map lines and the ideal representation of an
aircraft at that point
Table 8-39 Displayed Map Error

#
8.7.4.1.2 Displayed Map Scale Error

The Map scale error is the difference of length between a 1 NM segment measured in mm, displayed
at the edge of the screen, and between a 1 NM segment displayed at the system centre (i.e.
corresponding to the point where there is no distortion).
EUR-P-BHMIA-31
IDENTIFIER DEFINITION/CONDITION VALUE
HMI_MAP_SCALE_ERR - APP mapping plane in a 40 NM radius screen 0.12
- CENTRE in a 40 NM radius screen 0.33
- CENTRE in a 1250 NM radius screen 0.037
Table 8-40 Displayed Map scale error

#
8.7.4.1.3 Displayed Heading Distortion

The map heading accuracy is the angular difference between:
– The display of a short map line joining any two points which have the same longitude and
– A line draw vertically on the physical display face
EUR-P-BHMIA-32
HMI_MAP_HEADING_ERR - CENTRE in a 40 NM radius screen 0.45°
- CENTRE in a 1250 NM radius screen (does not 18.4°
apply below 45° south latitude)
- TCU mapping plane in a 40 NM radius screen 0.45°
Table 8-41 Displayed Heading Distortion

#
8.7.4.2 Graphical Tool Accuracy
8.7.4.2.1 Bearing and Range Line Tool Accuracy

The accuracy of the displayed range or bearing of the BRL function shall be the difference between
the displayed value and the value when compared to the great circle bearing or range from the origin
to the designated position.
EUR-P-BHMIA-33
HMI_RBL_BEARING Accuracy of the displayed bearing
- APP in a 40 NM radius screen 30 '
- CENTRE in a 40 NM radius screen 30 '
- CENTRE in a 1250 NM radius screen 1°
HMI_RBL_RANGE Accuracy of the displayed range
- APP in a 40 NM radius screen 0.5 NM
- CENTRE in a 40 NM radius screen 0.5 NM
- CENTRE in a 1250 NM radius screen 2 NM
Table 8-42 Bearing and range line tool accuracy

#
8.7.4.2.2 Latitude and Longitude Display Tool

Accuracy of the displayed latitude and longitude associated with the pointing device
EUR-P-BHMIA-34
IDENTIFIER DEFINITION/CONDITION VALUES
HMI_LAT_LONG - APP in a 40 NM radius screen 1"
- CENTRE in a 40 NM radius screen 1"
- CENTRE in a 1250 NM radius screen 1"
Table 8-43 Latitude Longitude display tool accuracy

#
8.7.4.2.3 Flight Plan Route Crossing Angle Calculation Accuracy

The calculated angle of two "routes" is the difference in heading between two hypothetical aircraft,
each flying perfectly one of the routes at the geographical point represented by the crossing.
Distance between hypothetical crossing point and each aircraft position shall not exceed 200 NM
EUR-P-BHMIA-35
HMI_FP_CROSS_ANGLE Accuracy of the calculated crossing angle of two +/- 1°
"routes"
Table 8-44 Flight plan route crossing angle calculation accuracy

#
8.7.4.2.4 Time-share Label "flip" Time Accuracy

EUR-P-BHMIA-36
HMI_FLIP_TIME_TOLERANCE Accuracy on a "flip" of time share labelling +/- 0.5 s
Table 8-45 Time-share label "flip" time accuracy

#
8.7.5.1 Definitions
"Mean" and "99th percentile" response times
Two figures are given for a response time:
– "Mean" response time, which corresponds to the average of the measurements of the response
time.
– "99th percentile" response time that corresponds to the time below which 99 percent of the
measurements of the response time shall fall.
Preview Response Time
Preview Response Time is the time between device key depression or touch-entry activation and
display of correspondent symbol in the preview area (e.g. display of character inside an input area).
Acknowledgement Response Time
Acknowledgement Response Time is the time between the end of an input action and the display of
the accept/reject indication on the appropriate display area of the associated output device.
Following the location of the processing required by the input action ("local" if at the level of the HMI or
"remote" if at the level of another workstation), there are two types of validation:
– Local processing - Complete check of the message before processing.
– Remote processing - Syntactic check only, before the transmission of message to the remote
processing; in this case, the remote processing will check more completely the message.
Processing Response Time
1 Case of an Operator Input Action at the level of a display device.
The processing response time is the time between the end of an input action and the display of its
result at the level of the appropriate output device (same or another device).
This result is:
– The display of the outcome of the processing of the input action by EUROCAT-X System, or
– The display of the information that the message has been transmitted (or not) to another System
(e.g. FPL sent to another ATC centre).
When processing an external message to the EUROCAT-X System (e.g. Plots and Local tracks
received from radar heads).
The Processing Response Time of radar data is the time between the reception of a local track update
by the RFP and the display of the corresponding system track on a controller screen.
Processing Response Time Class (C1, C2, C3, C4, C5, C6)
The required Processing Response Times of the EUROCAT-X System for the majority of the input
actions and external messages are stated in terms of Classes.
The correspondence between Classes and required Processing Response Times (mean and 99th
percentile) is given in paragraph EUR-P-BHMIR-30D.
The Processing Response Time class of every input action is given in the following paragraphs.
8.7.5.2.1 Basic Configuration

The basic configuration is described in the SSDD.
The input devices used at the level of the workstation are a standard keyboard and a mouse.
When no specific condition is mentioned, the response time is measured from the validation of the
command (keyboard or mouse) to the display of the result.
The response times will be measured with all positions in centre partitions (ACC, TMA or local tower)
and associated remote partitions (all other partitions apart ACC, TMA or local tower) active, under the
maximum load specified in 8.2.2. A load simulator tool shall be used for testing.
No software upgrade in progress during measurement.
EUR-P-BHMIR-30D
IDENTIFIER DEFINITION CONDIT. CENTRE CENTRE REM PART REM PART
Mean value 99% value Mean value 99% value
HMI_RESP Processing Response (See 350 ms 500 ms 350 ms 500 ms
ONSE_TIME Times of Class 1. Note)
_CLASS_1 Concerns the following
functions:
- Management of
windows /objects
- Measurement vector
display
HMI_RESP Processing Response (See 500 ms 1s 500 ms 1s
functions:
- Graphic aids,
- Local flight strip/label
management
HMI_RESP Processing Response (See 1s 2s 1s 2s
functions:
- Map display
- Strip window
management,
- Main Window or
- Second Window data
manipulation (filters, label,
zoom, off-centring)
functions:
- Strip set-up modification

- Manual
Coupling/Uncoupling
- Reset SSTP 4s 6s 4s 6s
- Flight plan creation and 2s 4s 3s 5s
modification
Table 8-46 Response Time Classes

#
Note: Refer to Section, Measurement Conditions.
EUR-P-BHMIR-41D
HMI_PREVI Preview Response Time (See _ 100 ms - 100 ms
EW_RESPO for keyboard and mouse Note)
NSE_TIME
HMI_ACKN Acknowledgement (See _ 350 ms - 350 ms
OWLEDGM Response Time Note)
ENT_RESP
ONSE_TIME
ONSE_TIME Times of Class 5 Note)
_CLASS_5 Concerns SYSTEM mode
changes
ONSE_TIME Times of Class 6 Note)
_CLASS_6 Concerns USER mode
changes
Table 8-47 Response Time Classes and peripheral response times

#
Note: Refer to Section, Measurement Conditions.
8.7.5.3 System Functions

EUR-P-BHMIR-45D
IDENTIFIER CORRESPONDENT ACTION SPECIFIC CLASS
CONDITIONS
HMI_RADAR_PROC_CONNE Radar Processing Connection 5
CT_RESP_TIME Type: Local
HMI_FPL_PROC_CONNECT_ Flight Plan Processing All the local flight plan data 5
RESP_TIME Connection are updated
Type: Local
HMI_FREE/OPS_RESP_TIME User Mode change from FREE 40 s
to OPS
Type: Remote (Q. S. ==> W. S.
HMI)
HMI_FREE/OPS_REPLAY_RE User Mode change from FREE From REPLAY command 40 s
SP_TIME to REPLAY (CONTINUE) to the
Type: Remote (Q. S. ==> W. S. display of replay windows
HMI)

CONDITIONS
HMI_FREE/SHADOW_RESP_ User Mode change from FREE 40 s
TIME to SHADOW
Type: Remote (Q. S. ==> W. S.
HMI)
HMI_SECT_LIST_DISPLAY_R Sectors List Display 2
ESP_TIME Type: Local
HMI_RADAR_SEL_RESP_TIM Radar Selection From: Radar Selection 5 (Note1)
E Type: Local To: the beginning of the
display of radar tracks
HMI_QNH_MODIF_RESP_TIM QNH Modification 4
E Type: Remote
HMI_QNH_LOCAL_MODIF_R QNH Modification 2
Table 8-48 System function response times

#
Note: 1: On selection/de-selection of Approach mode, it is required that the HMI receives 2 start of MRT updates or 2 north
messages so that the complete "picture" is created in the HMI before the previous selection is removed. Therefore, the
selection time may extend to account for this.
8.7.5.4 Window Management Functions

EUR-P-BHMIR-32D
IDENTIFIER CORRESPONDENT SPECIFIC CONDITIONS CLASS
ACTION
HMI_OPEN_WIN_RESP_TIME Open window 2
Type: Local
The corresponding data
are in the HMI
workstation
HMI_OPEN_FPL_WIN_RESP_TIME Open FPL window 4
Type: Remote (FPL)
The corresponding data
are in the FPL
workstation
HMI_LOWER_WIN_RESP_TIME Lower window 1
Type: Local
HMI_CLOSE_WIN_RESP_TIME Close window 1
Type: Local
HMI_OPEN_MENU_RESP_TIME Open pop-up From: selection of pop-up 2
Type: Local menu button
To: display of pop-up
menu
HMI_CLOSE_MENU_RESP_TIME Close pop-up From: selection of a value 1
Type: Local in the menu
To: closing of the menu
HMI_ACT_WIN_RESP_TIME Open strip window From: click in the SSTP 3
Type: Local window
To: display of
corresponding window
HMI_MOVE_STP_WIN_RESP_TIME Move strip window on From: validation of new 3
the same screen location
Type: Local To: redraw of the window
at new location
IDENTIFIER CORRESPONDENT SPECIFIC CONDITIONS CLASS

ACTION
HMI_MOVE_SCREEN_STP_WIN_RE Move strip window onto From: validation of new 4
SP_TIME another screen location
Type: Local To: redraw of the window
at new location
HMI_RESIZE_STP_WIN_RESP_TIM Resize strip window From: validation of new 3
E Type: Local size
To: redraw of window
Table 8-49 Window/object management function response times

#
Note: For performance purposes, windows not displayed on the screen shall be deleted 60 seconds after their closure.
Because the display of the following windows needs to be as efficient as possible, this deletion does not occur when
they are closed:
- Flight Plan Window,
- Sectors Hand-Off Window (opened from track, strip or Flight Plan Window),
- Second Window,
- Position Report Window.
Included to the above list:
- RAD TAG Window,
The above response times for opening/closing windows shall be checked when the windows have been opened at least
once, and not yet been deleted by the above process description. The response times for the "first opening" of windows
shall be slightly longer than the above figures.
8.7.5.5 Flight Plan Management Function

EUR-P-BHMIR-33D
IDENTIFIER CORRESPONDING SPECIFIC CONDITIONS CLASS
ACTION
HMI_DISPLAY_RTE_RESP_TI RTE: Display of Flight Plan From: action on RTE 2
ME Route of a track function key
Type: Local To: display of flight plan
route
HMI_RERTE_RESP_TIME RE-RTE: Route modification 4
Type: Remote (FPL)
HMI_DPL/RPL_RESP_TIME FPL/RPL: Display of a flight 4
plan
Type: Remote (FPL) (see note
1)
HMI_CRE_RESP_TIME CRE: Flight Plan Creation 4
Type: Remote (FPL)
HMI_NEXT_RESP_TIME NEXT: Display the next flight 4
plan with the same callsign
Type: Remote (FPL)
HMI_PREV_RESP_TIME PREV: Display the previous 4
flight plan with the same
callsign
Type: Remote (FPL)
HMI_ACC_RESP_TIME ACC: Accept hand over of flight 4
plan
Type: Remote (FPL)
HMI_HND_RESP_TIME HND: Manual Hand-off of a 4
flight plan
Type: Remote (FPL)
IDENTIFIER CORRESPONDING SPECIFIC CONDITIONS CLASS

ACTION
HMI_EST_RESP_TIME EST: Co-ordination of a flight 4
plan
Type: Remote (FPL)
HMI_MOD_RESP_TIME MOD: Modify a flight plan 4
Type: Remote (FPL)
HMI_CNL_RESP_TIME CNL: Cancel a flight plan 4
Type: Remote (FPL)
HMI_HOLD_RESP_TIME HOLD: Initiate or terminate 4
Holding
Type: Remote (FPL)
HMI_MCOU_RESP_TIME MCOU: Manual track coupling 4
Type: Remote (RDF)
HMI_DCOU_RESP_TIME DCOU: Manual track 4
uncoupling
Type: Remote (RDF)
HMI_CREATE_RTE_RESP_TI CRTE: Create a new flight plan 4
ME route
Type: Remote (FPL)
HMI_STP_MODIF_RESP_TIM Strip modification via Pop-up 4
E Menu
Type: Remote (FPL)
Table 8-50 Flight plan management response times

#
EUR-P-BHMIR-42D
IDENTIFIER CORRESPONDENT ACTION SPECIFIC CONDITIONS CLASS
HMI_TRS_RESP_TIME Transmitted functions Type: 4
Remote (FPL)
HMI_QUEUE_RESP_TIME De-queuing functions Type: 4
Remote (FPL)
Table 8-51 Flight plan TRS and Queuing function response times
#
EUR-P-BHMIR-43D
CONDITIONS
HMI_RADAR_TAG_RESP_TI Radar tag function 1
ME
HMI_RADAR_TAG_CODALL_ Radar tag code allocation 3
RESP_TIME
HMI_RADAR_TAG_LIST_RES Radar tag list display 3
P_TIME
Table 8-52 RadTag function response times

#
EUR-P-BHMIR-44D
CONDITIONS
HMI_FPCF_RESP_TIME FPCF: Insert/remove flight plan 4
in the FPCF database Type:
Remote (FPL)
Table 8-53 FPCF function response times

#
8.7.5.6 Picture Management Functions

EUR-P-BHMIR-34
CONDITIONS
HMI_DEF_MAP_RESP_TIME DEF MAP: re-centre picture to 3
a pre-defined centre and range
Type: Local
HMI_OFC_RESP_TIME OFC: Define a new picture From: activation of OFC 3
centre function key
Type: Local To: end of display of radar
window
HMI_STO_CEN_RESP_TIME STO CEN: Select/deselect 3
defined picture centre and
range
Type: Local
HMI_STORE_RESP_TIME STORE: Store picture 2
parameters
Type: Local
HMI_RESTORE_RESP_TIME RESTORE: Restore a 3
previously stored picture
parameters
Type: Local
HMI_OFF_CENT_RESP_TIME Off-centring step by step 3
Type: Local
HMI_RNG_RESP_TIME RNG: Range adjustment step 3
by step
Type: Local
HMI_ZOOM_RESP_TIME Zoom From: click to validate the 3
Type: Local zoom
To: end of display of the
picture
HMI_WIN_RANGE_SEL_RES Window Range Selection 3
P_TIME Type: Local
HMI_BRI_DEF_RESP_TIME Define the brightness for 3
pictures
Type: Local
Table 8-54 Picture management function response times

#
Note: Maps defined with a thickness type "THICK" are expensive in CPU time and hence can slow graphic drawing response
times when selected for display and visible on screen.
8.7.5.7 Map Functions

EUR-P-BHMIR-35
HMI_SYSTEM_MAPS_RESP_ SYSTEM MAPS: From: selection of 3
TIME Select/deselect display of requested map
geographical maps To: end of display of
Type: Local corresponding map
HMI_RPIV_MPAS_RESP_TIM PRIV. MAPS: Create/delete a 4
E private map
Type: Local/remote (other
working position)
Table 8-55 Map function response times

#
Note: Maps defined with a thickness type "THICK" are expensive in CPU time and hence can slow graphic drawing response
times when selected for display and visible on screen.
8.7.5.8 Strip Management Functions

EUR-P-BHMIR-36D
HMI_DESIGN_RESP_TIME DESIGN: Designate a track 2
from the correspond strip
Type: Local
HMI_TEXT_TO_STP_RESP_T Manually attach ATC 2
IME instructions text to a strip
Type: Local
HMI_LAT/LONG_STP_DISP_R Latitude/longitude Display for 2
ESP_TIME strip Geographic Point
Type: Local
HMI_EXTD_STP_DISP_RESP Extended Strip display 2
_TIME Type: Local
HMI_STP_SHIFT_RESP_TIME Strip Shift Function 2
Type: Local
HMI_CLOSE_STP_WIN_RES Close a set of predefined Strip 3
P_TIME Windows
Type: Local
HMI_DEF_BEAC_STP_WIN_R Define a Beacon Strip Window 4
HMI_RESET_STP_WIN_RESP Reset Off-line Strips Windows 4
_TIME Configuration
Type: Local
Table 8-56 Strip management function response times

#
EUR-P-BHMIR-46D
HMI_STP_PRINT_RESP_TIM Flight strip printing From: validation of printing 4
E Type: Remote (FPL) command
To: start of printing (the
strip printer is assumed
not printing when the
operator inputs the
command)
Table 8-57 Print strip response times

#
8.7.5.9 Operational Data Functions

EUR-P-BHMIR-37
HMI_OP_DATA_DISP_RESP_ Operational Data Display 3
TIME Functions
Type: Remote (other working
position)
Table 8-58 Operational Data function response times

#
8.7.5.10 Track Management Functions

EUR-P-BHMIR-39
HMI_DESIGN_RESP_TIME Design: Track designation From: click on a track 2
Type: Local To: display of designation
symbol
HMI_ACK_RESP_TIME ACK: Acknowledgement of From: selection of ACK 2
track emergencies function
Type: Local To: cancellation of alarm
HMI_IQL_RESP_TIME IQL: Individual Quicklook 2
Type: Local
HMI_LBL_DATA_RESP_TIME Label Data Insertion Function 3
Type: Local
HMI_LBL_ORIENT_RESP_TI Label Orientation 2
ME Type: Local
HMI_ALT_FILTER_RESP_TIM ALT FILTER: Define an altitude 3
E filter
Type: Local
HMI_SSR_FILTER_RESP_TIM SSR FILTER: Define groups of 3
E SSR codes for track selection
Type: Local
HMI_VEL_SEL_RESP_TIME VEL SEL: Select/deselect the 3
velocity vector for all tracks
Type: Local
HMI_CHG_VEL_VEC_REP_TI Change velocity vector From: selection of desired 3
ME Type: Local vector length
To: display of new vectors

HMI_QUICKLOOK_SEL_RES QLK ALL: Quicklook All From: selection of QLK 3
P_TIME selection ALL button
Type: Local To: display of complete
tracks labels
HMI_SSR_ALL_RESP_TIME SSR ALL: Select/deselect 3
Quicklook for all SSR tracks
Type: Local
HMI_FPASD_RESP_TIME FPASD: Display the Flight Plan 4
tracks
Type: Local
HMI_HIST_SEL_RESP_TIME HIST. SEL: Select the number 3
of track history dots
Type: Local
HMI_LEADER_CEIL_RESP_TI LEADER CEIL: Define the From: validation of desired 2
ME leader line length and/or location
orientation To: display of track label at
Type: Local new location
HMI_LBL_FONT_SEL_RESP_ Label Font Selection 3
TIME Type: Local
Table 8-59 Track management function response times

#
8.7.5.11 Graphical Aid Functions

EUR-P-BHMIR-40
HMI_MEAS_VEC_DISP_RESP BRL: Measurement vector From: BRL selection 1
_TIME display To: display of range and
Type: Local bearing
HMI_ICM_RESP_TIME ICM: Inter Console Marker From: validation of ICM 3
Type: Remote action
To: display of
corresponding symbol on
relevant position
HMI_RANGE_RING_OFF_CE Range rings Off centring 2
NT_RESP_TIME Type: Local
HMI_RANGE_RING_SEL_RE Range: Rings Selection 2
SP_TIME Type: Local
HMI_COMPASS_BEAR_DISP Enable/disable compass 2
LAY_RESP_TIME bearings display
Type: Local
HMI_SCALE_INDICATOR_DIS Selection of Scale Indicator 2
PLAY_RESP_TIME Display
Type: Local
Table 8-60 Graphic aid function response times

#
8.7.5.12 Degraded Mode Functions

EUR-P-BHMIR-41
IDENTIFIER CORRESPONDENT ACTION MEAN 99%
HMI_TEMP_FREEZE Max time of the temporary freeze to 15 20
avoid the screen going blank (sec)
Table 8-61 Degraded mode function response times

#
8.8 Recording Function
8.8.1 Capacity
EUR-P-BREC-30
REC_MIN_DURATION Minimum duration of availability of recording on 24 hr.
centralised system recording disk (recording data
being recorded 24 hours per day, 7 days a week)
using recording model paragraph.
Table 8-62 Recording Capacity

#
8.8.2 Recording Model

Figures given here are indicative and are here to provide an indication of the approximate amount of
storage space necessary to cover the requirements.
8.8.2.1 Maximum Recording Load

TYPE OF DATA Number of messages Periodicity (s) Maximum Volume of data
recorded in 1 hour
(Megabytes)
Local tracks 1500 3.67 153 .0
System tracks 800 5 46.1
FPL inputs 700 3600 0.6
FPL updates 1000 60 120.0
Operator actions 100 60 3.0
ADS-C tracks 250 30 3.0
GRIB data 162 86400 0.0
Table 8-63 Maximum recording load
8.8.2.2 Normal Recording Load

TYPE OF DATA Number of messages Periodicity (s) Maximum Volume of data
recorded in 1 hour
(Megabytes)
Local tracks 750 3.67 76.5
System tracks 400 5 23.0
FPL inputs 350 3600 0.3
FPL updates 500 60 60.0
Operator actions 50 60 1.5
ADS-C tracks 125 30 1.5
GRIB data 162 86400 0.0
Table 8-64 Normal Recording Load
8.8.2.3 Daily Recording

Traffic conditions Quantity of hours Volume of recorded data
(Megabytes)
Maximum traffic 2 652
Normal traffic 4 652
75% of normal traffic 6 733
Traffic conditions Quantity of hours Volume of recorded data

(Megabytes)
Total daily recording 24 * 2624
Table 8-65 Daily Recording

Note: * The archive device capacity is 4.3 GByte for DVD, 24 GByte for DAT tape and 100 Gbyte for AIT tape.
8.9 Air Situation Playback Function
8.9.1 Capacity
EUR-P-BASPB-30
ASPB_MAX_REPLAY_FROM_DISK_DUR Maximum duration of the replay from recorded 24 hr.
ATION data stored on centralised system recording disk
= REC_MIN_DURATION
ASPB_MAX_REPLAY_FROM_DISK_DUR ASPB_MAX_REPLAY_FROM_DISK_DURATION 30 hr.
ATION
ASPB_MAX_REPLAY_FROM_SCRATCH Maximum duration of the replay from recorded 3 hr.
PAD_DURATION data stored on scratchpad
Table 8-66 ASPB Capacities

#
The duration of replay recorded data on archive volumes is not limited.
8.10 Air Traffic Generator
8.10.1 Capacity
EUR-P-BATGC-30
ATG_DB_NB_GAME Maximum number of games in the ATG database 50
ATG_DB_MAX_NB_SKPL Maximum number of SKPL in the SKPL library of 1000
the ATG database
ATG_DB_MAX_NB_EXERCISE Maximum number of exercises in the ATG 999
database See Note 4
ATG_DB_MAX_NB_HOLDING_PATTERN Maximum number of holding patterns in the ATG 20
database
ATG_DB_MAX_NB_ILS Maximum number of ILS stations in the ATG 350
database See Note 1
ATG_DB_SIMULATED_AREA_SIZE Size of the simulated area 8192 x 8192
NM
ATG_DB_VERTICAL_LIMIT Maximum height for exercise area 99.000 ft
ATG_GAME_MAX_NB_EXERCISE Maximum number of exercises in a game 150
ATG_MAX_NB_ALT_LAYERS Maximum number of altitude layers defined in 10
aircraft performances
ATG_EXERCISE_MAX_NB_SKPL Maximum number of SKPL associated to an 500
exercise
ATG_DB_MAX_SIZE_WEATHER_MAP Maximum number of clouds in a weather map 20
ATG_DB_MAX_SIZE_CLOUD Maximum number of sides in the polygon 10
describing a cloud of a weather map
ATG_EXERCISE_MAX_NB_WEATHER_ Maximum number of weather map simulated in 1
MAP an exercise
ATG_RNG_MAX_NB_GAME Maximum number of games running 1
simultaneously during a session
ATG_RNG_MAX_NB_GROUP Maximum number of groups working concurrently 5
in a game
ATG_RNG_MAX_NB_CONTROLLER Maximum number of controller positions working 10
simultaneously
ATG_RNG_MAX_NB_PILOT Maximum number of pilot positions working 12
simultaneously See note 3

ATG_RNG_MAX_NB_AIRCRAFT Maximum total number of simultaneous simulated 320
aircraft in all the exercises played in a game
ATG_RNG_MAX_NB_TRACKS Maximum number of simultaneous simulated 150
local tracks per exercise
ATG_MAX_SPEED_UP Maximum exercise speed (acceleration factor) 50
ATG_MAX_GROUP_LOW_SPEED Maximum number of simultaneous groups 4
running low accelerated speed
ATG_MAX_LOW_SPEED_UP_NO_RADA Maximum acceleration factor not affecting 2
R performances with radar OFF
ATG_MAX_LOW_SPEED_UP_RADAR Maximum acceleration factor not affecting 1.5
performances with radar ON
ATG_MAX_SLOW-DOWN Maximum exercise slow down (deceleration 1
factor)
ATG_MAX_DEF_RADAR Maximum number of radar defined in ATG 19
database
ATG_MAX_NB_RADAR Maximum number of simulated radar in the ATG 25
See Note 5
ATG_EXE_MAX_NB_RADAR Maximum number of simulated radar in an 5
exercise
ATG_MAX_RADAR_RANGE Maximum simulated radar range (NM) 256
ATG_MAX_RADAR_SCAN_RATE Maximum simulated radar scan rate (seconds) 3.6
See Note 3
ATG_RNG_MAX_NB_AIRCRAFT_PILOT Maximum number of aircraft simultaneously 20
under responsibility per pilot position
ATG_NUMBER_OF_METEO_SECTORS Maximum number of meteorological sectors per 20
exercise
ATG_EXE_MAX_WEATHER_RADAR Maximum number of primary radar used for 2
weather map processing per exercise
PILMMI_MAX_CURRENT_MESSAGES Maximum number of CPDLC messages in the 100
Pilot Current Messages Window
ATG_GUST_WIND_UPDATE_PERIOD Update period of the gust wind (mn) 2
ATG_GLIDE_THRES Glide path threshold 2.0
ATG_MACH_TRANS_LEVEL Mach transition level (FL) 250
ATG_HOLDING_SPEED_ADJ_DISTANC Distance from the holding beacon at which an 10
E aircraft starts to target the holding pattern speed
(NM)
ATG_POINT_PASSING_THRESHOLD Distance between the aircraft and point at which 0.5
the aircraft is deemed to have passed the point
(NM)
Table 8-67 Air Traffic Generator Capacities

#
Note: 1: Including the real and dummy ILS.
2: Load and response time testing shall use 4 seconds.
3: With possible extension to 16
4: The maximum number of exercises in all data sets on a DBMS is limited by the disk capacity of the DBMS.
5: The capacity is 5 radars per group for 5 groups.
8.10.2 Accuracy
8.10.2.1 Position Accuracy

EUR-P-BATGA-30
The position accuracy of the simulator is:
– In radar area: 0.05NM max
– Out of radar area: 0.4NM max
#
8.10.2.2 Heading Accuracy

EUR-P-BATGA-31
The heading accuracy of the simulator is 1 degree.

#
8.10.3.1 ATG Response Times

The transition between two exercises is initiated after leader commands.
The response times are measured from the time that commands sent by the leader are processed and
the result displayed (the times of manual operations are not taken into account).
EUR-P-BATGR-30
ATG_GAME_CHANG_RESP_TIME Transition time between two exercises which 13 min(s)
belong to different games max
Table 8-68 ATG response times

#
8.10.3.2 Pilot Position Response Times

EUR-P-BATGR-31
IDENTIFIER DEFINITION /CONDITION VALUE
ATG_PILOT_CMD_RESPONSE_TIME Acknowledgement response time. Time from Mean: 1.0
command injection to indication that action has 99%: 2.0
been initiated (seconds).
Note: No acknowledgement is provided for
correct messages. Error messages are delivered
and displayed within this time.
ATG_PILOT_QRY_RESPONSE_TIME Time from query injection until information is Mean: 1.0
made available to pilot (seconds) 99%: 2.0
ATG_PILOT_HOW_RESPONSE_TIME "HOW" command (seconds) Mean: 2.0
99%: 4.0
ATG_PILOT_CMD_QRY_RESPONSE_TI Time from command/query injection until system Mean: 0.5
ME is available for next command/query (seconds) 99%: 1.0
ATG_PILOT_MAX_PILOT_INPUT Maximum number of pilot inputs per minute per 20
pilot
Table 8-69 Pilot Position response times

#
8.11 ADS Function
8.11.1 Capacity
EUR-P-BADS-30D
ADS_MAX_TRACK_NUMBER Maximum number of simultaneous ADS tracks 300
ADS_MAX_NB_CONTRACT_DEF Maximum number of ADS periodic contract sets 20
ADS_MAX_CELL Maximum number of cells in the ADS mosaic 5400
ADS_CONTRACT_TIMER Time out for a contract request (mn) 7
ADS_NB_MAX_RETRIES Maximum number of retries when contract 2
request fails
ADS_MAX_TRANS_DELTA Delta time after transmission time to reject a 10
message if it had not been received mn)
CMA_CAD_COM_MAX_DELAY CMA contact time out (s) 900
Table 8-70 ADS Capacities

IDENTIFIER DEFINITION CENTRE
RDF_ADS_DAIW_MAX_PROC_AREA Maximum number of ADS DAIW areas 100
RDF_ADS_DAIW_MAX_ACT_AREA Maximum number of ADS DAIW areas that can 80
be active at one time
RDF_ADS_DAIW_AREA_RESOL Resolution of DAIW areas definition (NM) 2
RDF_DAIW_MAX_POLYGON_ POINT Maximum number of points for ADS DAIW 16
polygons
Table 8-71 ADS Area Capacities

#
8.11.2 Accuracy
8.11.2.1 Definitions
According to the MOPS (Minimal Operational Performance Standards for Airborne Automatic
Dependent Surveillance (ADS) Equipment), the position transmitted by an ADS-equipped aircraft is
assumed to have a probability of 95% to be inside a circle whose radius depends of the FOM (Figure
of Merit).
The uncertainty on the position displayed will also increase with the age of the last report.
8.11.2.2 Performance Values

The following table gives the expected ADS accuracy against FOM and transmission time (Time since
transmission: difference between current time and message time stamp) (from 0 to 7 minutes).
EUR-P-BADS-31
ACCUR (NM)
ACY
TIME 0 1 2 3 4 5 6 7
FOM
0
1 30 30,4 30,8 31,3 31,7 32,1 32,5 32,9
2 15 15,4 15,8 16,3 16,7 17,1 17,5 17,9
3 8 8,4 8,8 9,3 9,7 10,1 10,5 10,9
4 4 4,4 4,8 5,3 5,7 6,1 6,5 6,9
5 1 1,4 1,8 2,3 2,7 3,1 3,5 3,9
ACCUR (NM)
ACY
6 0,25 0,7 1,1 1,5 1,9 2,3 2,8 3,2
7 0,05 0,5 0,9 1,3 1,7 2,1 2,6 3,0
Table 8-72 ADS Accuracy

#
8.12 CPDLC Function
8.12.1 Capacity
EUR-P-BCPDLC-01E
CPDLC_DATA_BASE_SIZE Maximum amount of memory reserved to store 1 Megabyte
CPDLC messages
CPDLC_MAX_LINK_NUMBER Maximum number of simultaneous pilot controller 200
datalink connections
CPDLC_MAX_LOCAL_MESSAGES Maximum number of CPDLC messages defined 20
as local1 or local2
CPDLC_MAX_COMMON_MESSGES Maximum number of "most commonly used" 20
CPDLC messages
CPDLC_MAX_MESSAGES_PER_CLASS Maximum number of CPDLC per class (except 50
local1 & local2, and "most commonly used")
Table 8-73 CPDLC Capacities

#
8.12.2 Parameter
EUR-P-BCPDLC-02E
IDENTIFIER DEFINITION UPD MIN MAX TYPICAL
VAL VAL VALUE
CPDLC_CONNECTION_TIME Time out for a connection CSP 600
OUT confirm (sec)
CPDLC_MAX_CONNECTION_ Maximum number of retries CSP 2
RETRIES when connection confirm is not
received
CPDLC_DATA_BASE_NB_MS Threshold used to determine CSP 10 20 15
G_PER_AIRCRAFT when a message may be
removed from the database
CPDLC_MAX_TIME_IN_FUTU Time used in CPDLC message CSP 0 240 60
RE sorting to distinguish between
past and future (min.)
DISCONNECTION_TIMEOUT Time out after sending End Of CSP 30 600 300
Service after which a warning
message is display if a
downlink Disconnect is not
received
Table 8-74 CPDLC Capacities

#

Pilot Controller Datalink response times shall support efficient pilot-controller datalink communication
in en-route and terminal areas. Response times attributable to the THALES-ATM provided system are
fully compatible with appropriate international standards that have been developed in this field.
8.13 PDC Function
8.13.1 Capacity
EUR-P-BPDC-30
PDC_MAX_INSTR Maximum number of pre-formatted text options 60 side max
for each line for each tower
PDC_MAX_TEXT_SIZE Maximum size of pre-formatted text (characters) 50
PDC_MAX_LINE_SIZE Maximum size of each line (characters) 80
PDC_MAX_MESS_SIZE Maximum size of a PDC message (characters) 1024
Table 8-75 PDC Capacity

#
8.14 CDP Function
8.14.1 Capacity
EUR-P-BCDP-31D
NMS_SQUARE_SIZE Maximum size of square defining airport volume 60 side max
(NM)
NMS_UPPER_LEVEL Maximum altitude of airport volume 60 000FT
Table 8-76 CDP Capacity

#
8.15 DBM Function
8.15.1 Capacity
EUR-P-BDBM-30
MAX_NB_USERS_PW Maximum number of DBMS users with passwords 50
and privilege list
MAX_POINTS_STAT_REPORT Maximum number of points for statistics reporting 300
MAX_AIRPORTS_STAT_REPORT Maximum number of airports for statistics 200
reporting
EVAT_CAPACITY Maximum capacity of EVATRACAL database 30
(data in system memory) Megabytes
Table 8-77 DBM Capacities

#
8.16 System Control and Monitoring
8.16.1.1 Definitions
8.16.1.1.1 Failure Detection Time

It is the delay between a failure and the detection of this failure by the SCM.
8.16.1.1.2 Failure Detection Display Time

It is the delay between a failure and the display of the corresponding failure message.
"Mean" and "99th percentile"
– "Mean" response time, which corresponds to the average of the measurements of the response
time.
– "99th percentile" response time that corresponds to the time below which 99 percent of the
measurements of the response time shall fall.
8.16.1.2.1 State and Load of the System

The system is in a stable state (the initialisation step is completed). The processors (workstation, front
processors) and the links (LANs, lines) are not over loaded.
Methods of measurement
Only failure detection display times can be measured, but failure detection times are close to failure
detection display times.
8.16.1.3 Values
EUR-P-BSCM-30
IDENTIFIER DEFINITION CONDITIONS MEAN 99%
VALUE VALUE
SCM_2NODE_FAIL_DISP_TI Delay between the failure of a See Note 2.5 3
ME node of a dual node and the
display of a corresponding
failure message (s)
SCM_NODE_FAIL_DISP_TI Delay between the failure of a See Note 10 12
ME single node and the display of
the corres ponding failure
message (s)
SCM_LAN_FAIL_DISP_TIME Delay between a local failure See Note 2.5 15
of the LAN and the display of
the corresponding failure
message (s)
SCM_LINE_FAIL_DISP_TIM Delay between disconnection See Note 3
E of a radar line and the display
of the corresponding failure
message (s)
SCM_X25_FAIL_DISP_TIME Delay between disconnection See Note 30
of a X25 line and the display
of the corresponding failure
message (s)
SCM_TIME_FAIL_DISP_TIM Delay between disconnection See Note 30
E of Time line and the display of
message (s)
SCM_PRINTER_FAIL_DISP_ Delay between disconnection See Note 150
TIME of a printer and the display of
message (s)
Table 8-78 System Control and Monitoring Response Times

Note: Refer to the following section 8.2.2.
8.17 Restart and Switchover Time
8.17.1 Definition
A node is a set of equipment/computers dedicated to a main function (e.g. flight data processing, man-
machine interface etc.).
According to the required degree of redundancy, the nodes can be duplicated: DUAL NODES (e.g. for
FDP, REC) or not: SINGLE NODES (e.g. workstations).
8.17.2 Single Node Level

The following types of restart are applicable for a single node:
– Node reboot
A node reboot is performed upon a Tec hnical Operator's request or after a power failure.
The node reboot comprises the following steps:
• Auto-test of the computer and start up of the local disk.
• Bootstrap of the operating system from the local disk and file checking (fsck).
• Start up of the Basic System Software (BSS) including subscription and initialisation of data-
stores.
• Downloading of front processor.
• Operator request for start of application with disk based data reset (cold reboot) or actual
database (hot reboot).
• Check for availability of the system parameter file on the local disk, and retrieval if necessary.
• Loading and starting up of all software application processes.
– Node restart
A node restart is triggered automatically after a fatal software error (hot restart) or upon a Technical
Operator's request (cold restart, e.g. after a new release of system parameter files).
The restart consists of the following steps:
• Starting up of all software application processes.
• Retrieval of system parameters files if necessary.
• Application re-initialisation of, if applicable (e.g. for the FDP: re-activation of timeout related to
flight plan life cycle).
8.17.3 Dual Node Level

Two types of redundancy are used:
– Multiple Computation Redundancy (MCR).
MCR is parallel processing performed on both nodes (a "master" and a "slave") connected to the same
external inputs.
– Hot Stand-by Redundancy (HSR).
Only one node defined as the Master receives input and performs processing.
The Master node uses a specific data protocol to continuously update the local database of the slave
node.
The external lines are connected to the Master via a switch box. On a switchover, the external lines
are switched to the new Master node.
In both cases (MCR and HSR) only the Master node distributes its output for use by other nodes.
8.17.4 System Level

The system reboot consists of the reboot of every system node (they are performed simultaneously)
and the setting-up of connections between nodes.
8.17.5 Switchover
– Redundancy switch over
A redundancy switchover can be initiated upon a Technical Operator's request or automatically. Once
the switchover is triggered, the Basic System Software of the Slave node performs the following steps:
• Stopping of processes depending on the state of the Slave node.
• Activation of processes specific to the Single node state.
• Appointment of the newly Single node as the Master for data-stores managed by the dual node.
• In case of Hot Stand-by redundancy, switch of connections (virtual circuits and physical lines)
from the failed Master node to the new Single node.
8.17.6 Measurement Conditions

The response times are given for 70% of the cases.
8.17.7 Fail Soft Characteristics

In most cases, if a process fails, the basic system software (short failures) shall automatically restart it.
If the process restart fails, a node restart shall be required.
8.17.8 Values
EUR-P-BSYS-31
SYSTEM_START Start of the system from power on See Note 15
(min)
SWITCH_OVER_TO_BYPASS From detection of a failure at a See Note 20
workstation up to the refresh of the
display with bypass track(s)
SWITCH_OVER_TIME Switch over time (slave to single) (s) See Note
(See Note 1)
RDP 4, worst
case 10
AGDL (See Note 2) 25, worst
case 30
FDP 55, worst
case 60
NODE_REBOOT_TIME Node reboot time (from power on) See Note (O/S + EUR)
(Operating System + EUROCAT-X) (min.)
RDP 5+3
SNMAP 5
AGDL (See Note 2) 8
FDP cold reboot 5+3
FDP hot reboot (i.e. with data 5+5
recovery)
HMI 5
NODE_START_TIME Node reboot time (UNIX ready) (min.) See Note
(Operating System)
RDP 5
SNMAP 5

AGDL (see note 2) 5
FDP cold reboot 5
FDP hot reboot (i.e. with data 6
recovery)
HMI 5
NODE_RESTART_TIME (EUROCAT) Node restart time (UBSS ready) (min.) See Note
RDP 5
SNMAP 2
FDP cold start 3
FDP hot start 4
Workstation 3
SYSTEM_NORM/LOC_TIME Maximum switch over time (s) 10
between normal mode and local mode
Table 8-79 Restart and switchover times

Note: Refer to the following section 8.2.2.
Switchover is considered completed when the "old" stand-by has completed becoming the "new"
master. Following switchover, the stand-by node performs a node re-start.
Note: 1: The SWITCH_OVER_TIME specified for RDP is the maximum value. The worst case corresponds to situations where
the master computer is hung (e.g. Hardware lockup, power failure etc.).
2: AGDL switchover time corresponds to the time needed to: perform the basic system software steps, restart the
application software and prepare the messages to be sent to re-establish the connections with the aircraft. On
switchover, connections are not necessarily lost.
8.17.8.1 RDP Changeover

EUR-P-BSYS-34D
During the changeover, the radar tracks are not extrapolated by the workstation (switchover is shorter
than a radar track update). Once the switchover is completed, the new master RDP updates the
tracks.
#
8.17.8.2 AGDL Changeover

EUR-P-BSYS-35D
During changeover, ADS-C tracks are not extrapolated by the workstation.

#
8.17.8.3 FDP Changeover

EUR-P-BSYS-36D
During the changeover the new master FDP processor retrieves all the Flight Plans. On each
workstation, new ones, (i.e. erased, and then displayed again) replace the strip lists.
#

Sss HCM Aacc-Rev-C

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Commercial in Confidence

Ho Chi Minh AACC

CONTRACT NUMBER: 1088/VATM

Civil Aviation Administration of Vietnam

The Southern Region Air Traffic Services

Thales ATM Pty Ltd

CDRL Number Document Number Rev Page

3.1.4.2.2.8 Exercise leader .................................................................................... 65

3.2.1.3.12.3 Traffic Management Processing......................................................... 262

3.2.1.6.2.2 Route Adherence Monitoring (RAM) .................................................... 362

3.2.1.11.8 Data-link handling................................................................................... 423

3.2.1.13.1.1 General Purpose .............................................................................. 515

3.2.1.17.2 Description of the Data Preparation Facilities............................................ 578

8.4.2.1 Alert Functions ............................................................................................... 618

8.10.3.2 Pilot Position Response Times ...................................................................... 652

Figure 1 - Hierarchy of Related Documents.................................................................................... 51

Figure 58 - User Modes Transitions in Operational ....................................................................... 559

EUR-P-RFF-17 .......................................................................................................................... 116

EUR-P-FPDEA-35D ................................................................................................................... 133

EUR-P-CIMIL-30 ........................................................................................................................ 144

EUR-P-FPHLD-38H ................................................................................................................... 159

EUR-P-FPCAC-34F ................................................................................................................... 176

EUR-P-SSRMG-08D .................................................................................................................. 193

EUR-P-ICAOR-64D .................................................................................................................... 201

EUR-P-ICAOR-120E .................................................................................................................. 210

EUR-P-ICAOT-35E .................................................................................................................... 226

EUR-P-AIDCT-18E ..................................................................................................................... 240

EUR-P-FPCF-06 ........................................................................................................................ 272

EUR-P-FPCF-69 ........................................................................................................................ 283

EUR-P-ADS -49F ........................................................................................................................ 306

EUR-P-RAC-08 .......................................................................................................................... 345

EUR-N-RAM-30 ......................................................................................................................... 364

EUR-P-NOTAM-07 ..................................................................................................................... 379

EUR-P-ARCH-34 ....................................................................................................................... 392

EUR-P-TRADS -37...................................................................................................................... 424

EUR-P-RATAG-45H ................................................................................................................... 441

EUR-P-ESTP-33F ...................................................................................................................... 453

EUR-P-WAR-33 ......................................................................................................................... 466

EUR-P-RMAP-30B ..................................................................................................................... 479

EUR-P-AIFDIS-08 ...................................................................................................................... 488

EUR-P-SCM-06 ......................................................................................................................... 526

EUR-P-TRANS -43...................................................................................................................... 555

EUR-P-BILL-03 .......................................................................................................................... 567

EUR-P-SPD-04F ........................................................................................................................ 583

EUR-P-BHMIC-47E .................................................................................................................... 628

EUR-P-BHMIC-96E .................................................................................................................... 633

1.2 PROGRAM OVERVIEW

1.3 ABOUT THIS DOCUMENT

1.3.1 Purpose of This Document

1.3.2 Applicability of This Document

1.3.3 Structure of This Document

2.1 DOCUMENT HIERARCHY

Figure 1 - Hierarchy of Related Documents

2.3 REFERENCED DOCUMENTS

[11]Repetitive and Stereo Flight Plan HMI Specification.

3.1.1.1 Volume Sector

However, embedded FIRs can be defined inside the FDRG.

3.1.1.2 Functional Sector

3.1.1.3 Logical Position

3.1.1.4 Physical Positions

3.1.1.5 Logical systems

3.1.2 Operational Organization