ICAO Communications and Navigation Equipment (Field 10a) Codes

ICAO COMMUNICATIONS AND NAVIGATION EQUIPMENT (Field 10a)

Equipment

Field 10a

Notes

COM/NAV/Approach Aid Equipment

No COM/NAV/Approach Aid Equipment

N

N should be selected if no COMM / NAV / approach aid equipment for the route to be flown is carried, or if the equipment is unserviceable.

If N is selected, no other equipment or capabilities will be accepted.

Standard (VHF RTF, VOR, ILS)

S

S should be selected if standard COMM / NAV / approach aid equipment for the route to be flown is carried and serviceable.

Standard equipment is considered to be a VHF communications radio, a VOR receiver, and an ILS receiver unless another combination is prescribed by the appropriate ATS authority.

COMMUNICATION

HF RTF

H

High Frequency (HF) communications radio used for voice (and other type) communications over long distances. HF radios are mainly used during oceanic flight.

UHF RTF

U

Ultra High Frequency (UHF) communications radio. UHF radios are mostly found on military aircraft.

VHF RTF

V

Very High Frequency (VHF) communications radio.  VHF radios are the standard for civil aviation.

VHF RTF 8.33 kHz spacing

Y

Very High Frequency (VHF) communications radio with 8.33 kHz frequency spacing capability.

NAVIGATION

GBAS Landing System

A

Ground-Based augmentation System (GBAS) augments the existing Global Positioning System (GPS) by providing corrections to aircraft in the vicinity of an airport in order to improve the accuracy of, and provide integrity for, these aircrafts' GPS navigational position.

LPV (APV with SBAS)

B

Localizer Performance with Vertical guidance (LPV). Approach with Vertical guidance (APV) with Space-Based Augmentation System (SBAS).

LPV is a GPS (WAAS - enabled) instrument approach.

LORAN-C

C

 LOng RAnge Navigation (LORAN) C is a terrestrial radio navigation system using low-frequency radio transmitters to determine the location and speed of the receiver.

It is a pre-GPS (Global Positioning System) for of area navigation.

DME

D

Distance Measuring Equipment (DME) displays distance from a VOR or distance during an ILS approach.

DME is a transponder - based radio navigation technology that measures distance between equipment on the ground and an aircraft by timing the propagation delay of VHF or UHF radio signals.

ADF

F

Automatic Direction Finder (ADF) is a radio-navigation instrument that automatically and continuously displays the relative bearing from the aircraft to a suitable radio station.

GNSS (GPS)

G

Global Navigation Satellite System (GNSS). The term GNSS encompasses all the satellite navigation systems such as the GPS GLONASS, Galileo, and Beidou systems.

Select this item only if your GNSS (GPS) system is approved for IFR flight operations.

If you select this item, you should also specify the type of external GNSS augmentation, if any, in the ICAO Other Information field using the NAV / indicator. (e.g. NAV / WAAS / GPS).

Inertial Navigation

I

An Inertial Navigation System (INS) or Inertial Reference System (IRS) or Inertial Reference Unit (IRU) is a navigation aid that uses a computer, motion sensors (accelerometers) and rotation sensors (gyroscopes) to continuously calculate the position, orientation, and velocity (direction and speed of movement) of a plane without the need for external references.

MLS

K

A Microwave Landing System (MLS) is an all weather, precision landing system originally inteded to replace or supplement Instrument Landing System (ILS).

ILS

I

Instrument Landing System (ILS) is a ground based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway.

VOR

O

VHF Omni Directional Radio Range (VOR) is a type of radio navigation system for aircraft.

The system relies on ground-based transmitters which emit signals to a VOR receiver inside the aircraft.  The navigation signal allows the aircraft receiving equipment to determine a magnetic bearing from the station to the aircraft.

TACAN

T

Tactical Air Navigation (TACAN) is a navigation system in UHF, given the air crew continuous information as to its range and bearing from a beacon. It is similar to VOR but in UHF instead of VHF.

TACAN is primarily used by military aircraft.

CDPDLC (CONTROLLER PILOT DATA LINK COMMUNICATION)

ATN VDL Mode 2

J1

Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network (ATN) VHF Data Link (VDL) Mode 2.

VDL is a means of sending information between aircraft and ground stations. The ICAO VDL Mode 2 is the main version of VDL.

FANS 1/A HFDL

J2

Controller Pilot Data Link Communications (CPDLC) Future Air Navigation Services (FANS) 1/A High Frequency Data Link (HFDL)

FANS 1/A provides controller-pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests, and position reporting.

FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace.

FANS 1/A over HFDL provides air traffic control (ATC)  communication coverage in the Polar region.

FANS 1/A VDL Mode A

J3

 Controller Pilot Data Link Communications (CPDLC) Future Air Navigation Services (FANS) 1/A VHF Data Link (VDL) Mode A.

FANS 1/A provides controller - pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests, and position reporting.

FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace.

VDL Mode A is also known as POA (Plain Old ACARS).

FANS 1/A VDL Mode 2

J4

Controller Pilot Data Link Communications (CPDLC) Aeronautical Telecommunication Network (ATN) VHF Data Link (VDL) Mode 2.

FANS 1/A provides controller - pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests, and position reporting.

FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace.

The ICAO VDL Mode 2 is the VDL version most commonly used.

FANS 1/A SATCOM (INMARSAT)

J5

 Controller Pilot Data Link Communications (CPDLC) Future Air Navigation Services (FANS) 1/A.

FANS 1/A provides controller - pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests, and position reporting.

FANS 1/A typically operates over satellite communications (SATCOM) and is mostly used in Oceanic airspace.

This indicator specifies that the data is transiting via the INMARSAT satellite network.

FANS 1/A SATCOM (MTSAT)

J6

 Controller Pilot Data Link Communications (CPDLC) Future Air Navigation Services (FANS) 1/A

FANS 1/A provides controller - pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests, and position reporting.

FANS 1/A typically operates over statellite communications (SATCOM) and is mostly used in Oceanic airspace.

This indicator specifies that the data is trnsiting via the MTSAT satellite network.

FANS 1/A SATCOM (Iridium)

J7

Controller Pilot Data Link Communicaitons (CPDLC) Future Air Navigation Services (FANS) 1/A

FANS 1/A provides controller - pilot data link communications (CPDLC) and includes air traffic control clearances, pilot requests, and postion reporting.

FANS 1/A Typically operates over staellite communications (SATCOM) and is mostly used in Oceanic Airspace.

This indicator specifies that the data is transiting via the Iridium stellite network. It allows worldwide voice and data communications including the poles, oceans, and airways.

ATC COMMUNICATION

ATC RTF SATCOM (INMARSAT)

M1

 Air Traffic Control (ATC) Radio Telephone (RTF) Satellite Communications (SATCOM) with data transiting via the INMARSAT statellite network.

ATC RTF SATCOM (MTSAT)

M2

Air Traffic Control (ATC) Radio Telephone (RTF) Satellite Communications (SATCOM) with data transiting via the MTSAT statellite network.

ATC RTF SATCOM (Iridium)

M3

 Air Traffic Control (ATC) Radio Telephone (RTF) Satellite Communications (SATCOM) with data transiting via the Iridium satellite network.

ACARS

ACARS with FMC WPR

E1

 Aircraft Communications Addressing Reporting System (ACARS) with Flight Management Computer (FMC) WayPoint Reporting (WPR).

ACARS is a digital datalink system for the transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.

A number of airlines routinely receive ACARS position reports from their aircaft via satellite as part of their Airline Operational Control (AOC) flight monitoring. These position reprots can be forwarded to an ATS provider and used to replace HF voice position reports.  This method of delivery for aircraft postion reprots is known as FMC WPR.

ACARS with D-FIS

E2

 Aircraft Communications Addressing Reporting System (ACARS) with Data Link (D-) Flight Information Services (FIS).

ACARS is the digital datalink system for the transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.

The flight information services provided can be weather reports and operational data.

ACARS with PDC

E3

 Aircraft Communications Addressing Reporting System (ACARS) with Pre-Departure Clerance (PDC).

ACARS is a digital datalink system for the transmission of short, relatively simple messages between aircraft and ground stations via radio or satellite.

Pre-departure clearances from ATC can be recieved in teh cockpit via the ACARS.

OTHER

PBN Approved

R

Performance Based Navigation (PBN) Approvedl. this is used by ATC for clearance and routing purposes.

If this item is selected, you must also specify the Performanced Based Navigation (PBN) levels that can be met in the ICAO PBN field of your aircraft profile.

RVSM Approved

W

Reduced Vertical Separation Minimum (RSVM) Approved.

1000ft (300m) vertical separation between aircraft. RVSM provides six additional cruising levels between FL290 and FL410, resulting in substantial reductions in fuel costs and in-flight delays.

In the U.S., a Letter of Authorizaiton frm teh FAA is required for flight in RVSM airspace. Flight at altitudes between FL290 and FL410 in U.S. Domestic airspace require RVSM approval.

MNPS Approved

X

Minimum Navigation Performance Specification (MNPS) Approved.

MNSP is a set of standards which require aircraft to have a minimum navigation performance capability in order to operate in MNPS designedated airspace.

MNPS airspace is located over certain areas of the North Atalntic (NAT) and over Northern Canada.  Generally, the altitudes are the same as RVSM airspace: FL290 to FL410.

This authroization not only includes the equipment.

Other Equipment

Z

Other equipment or capabilities apply. (Information not already specified in the ICAO COM/NAV field).

If this item is selected, you must specify the additional information in the ICAO Other Information field useing the COM/NAV/, and/or DAT/indicators as appropriate.

SURVEILLANCE EQUIPMENT (Field 10b)

Equipment

Field 10b

Notes

TRANSPONDER EQUIPMENT

No Transponder

N

N should be selected if no surveillance equipment for the route to be flown is carried, or if the equipment is unserviceable.

Mode A

A

Transponder Mode A ( 4 digits - 4, 096 codes).  A transponder with no altitude reporting capability.

Modes A and C

C

Transponder Mode A (4 digits - 4,096 codes) and Mode C.

A transponder that reports altitude.

Mode S, ID, Altitude, Extended Squitter

E

Select this code to indicate ADS-B 1090ES capability without Enhanced Surveillance.

Mode S, ID, Altitude, Enhanced Surveillance

H

 Transponder Mode S, including aircraft identification, pressure-altitude, and enhanced surveillance capability.

Mode S: While traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft with their range, Mode S (Select) establishes selective and addressed interogations with aircaft within its coverage. Such selective interrogaion improves the quality and integrity of the detection, idendification, and altitude reporting.

Mode S, ID, No Altitude

I

Transponder Mode S, including aircaft identification, but no pressure-altitude capability.

Mode S: While traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft with their range, Mode S (Select) establishes selective and addressed interogations with aircaft within its coverage. Such selective interrogaion improves the quality and integrity of the detection, idendification, and altitude reporting.

Mode S, ID, Altitude, Extended Squitter, Enhanced Surveillance

L

Transponder Mode S, including aircraft identification, pressure - altitude, extended squitter (ADS-B), and enhanced surveillance capability.

Mode S: While traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft with their range, Mode S (Select) establishes selective and addressed interogations with aircaft within its coverage. Such selective interrogaion improves the quality and integrity of the detection, idendification, and altitude reporting.

Mode S, No ID, Altitude

P

Transponder Mode S, including aircraft identification, pressure - altitude, extended squitter (ADS-B), and enhanced surveillance capability.

Mode S: While traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft with their range, Mode S (Select) establishes selective and addressed interogations with aircaft within its coverage. Such selective interrogaion improves the quality and integrity of the detection, idendification, and altitude reporting.

Mode S, ID, Altitude

S

Transponder Mode S, including aircraft identification, pressure - altitude, extended squitter (ADS-B), and enhanced surveillance capability.

Mode S: While traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft with their range, Mode S (Select) establishes selective and addressed interogations with aircaft within its coverage. Such selective interrogaion improves the quality and integrity of the detection, idendification, and altitude reporting.

Mode S, No ID, No Altitude

X

Transponder Mode S, including aircraft identification, pressure - altitude, extended squitter (ADS-B), and enhanced surveillance capability.

Mode S: While traditional Secondary Surveillance Radar (SSR) stations interrogate all aircraft with their range, Mode S (Select) establishes selective and addressed interogations with aircaft within its coverage. Such selective interrogaion improves the quality and integrity of the detection, idendification, and altitude reporting.

ADS-B EQUIPMENT

FIELD 18 ENTRIES

ADS-B 1090 MHz Extended Squitter (out only)

B1

Automatic Dependent Surveillance - Broadcast (ADS-B) with dedicated 1090 MHz ADS-B Out capability.

B1 indicates that your aircraft avionics have ADS-B Out capability only.

ADS-B makes use of GPS technology to determine and share precise aircraft location information and streams additional flight information to the cockpits of properly-equipped aircraft.

ADS-B 1090 MHz Extended Squitter (in and out)

B2

Automatic Dependent Surveillance - Broadcast (ADS-B) with dedicated 1090 MHz ADS-B Out capability.

B2 indicates that your aircraft avionics have ADS-B Out and In capability.

ADS-B makes use of GPS technology to determine and share precise aircraft location information and streams additional flight information to the cockpits of properly-equipped aircraft.

ADS-B UAT (out only)

U1

Automatic Dependent Surveillance-Broadcast (ADS-B) Out capability using a Universal Access Transciever (UAT).

U1 Indicates that yuour aircraft avionics have ADS-B Out capability only.

ADS-B makes use of GPS technology to determine and share precise aircraft location information and streams additional flight information to the cockpits of properly-equipped aircraft.

ADS-B UAT (in and out)

U2

Automatic Dependent Surveillance-Broadcast (ADS-B) Out capability using a Universal Access Transciever (UAT).

U2 indicates that your aircraft aivonics have both ADS-B Out and In capabilites.

ADS-B makes use of GPS technology to determine and share precise aircraft location information and streams additional flight information to the cockpits of properly-equipped aircraft.

ADS-B VDL Mode 4 (out only)

V1

Automatic Dependent Surveillance-Broadcast (ADS-B) Out capability using VHF Data Link (VDL) Mode 4.

V1 indicates that your aircraft avionics have ADS-B Out capability only.

ADS-B makes use of GPS technology to determine and share precise aircraft location information and streams additional flight information to the cockpits of properly-equipped aircraft.

ADS-B VDL Mode 4 (out and in)

V2

Automatic Dependent Surveilance-Broadcast (ADS-B) Out capability using VHF Data Link (VDL) Mode 4.

V2 indicates that your aircraft avionics have both ADS-B Out and In capabilities.

ADS-B makes use of GPS technology to determine and share precise aircraft location information and streams additional flight information to the cockpits of properly-equipped aircraft.

ADS-C EQUIPMENT

ADS-C FANS

D1

Automatic Dependent Surveillance-Contract (ADS-C) with Future Air Navigation System (FANS) 1/A capabilities.

ADS-C uses various systems on board the aircraft to automatically provide aircraft position, altitude, speed, intent, and meteorological data, which can be sent in a report to an air traffic services unit (ATSU) or AOC facility ground system for surveillance and route conformance monitoring.

ADS-C ATN

G1

Automatic Dependent Surveillance - Contract (ADS-C) with Aeronautical Telecommunication Network (ATN) capabilities.

ADS-C uses various systems on board the aircraft to automatically provide aircraft position, altitude, speed, intent, and meteorological data, which can be sent in a report to an air traffic services unit (ATSU) or AOC facility ground system for surveillance and route conformance monitoring.