1.1. PURPOSE
This Aeronautical Information Circular (AIC) aims to disseminate the main information related to the use of Controller-Pilot Data Link Communications (CPDLC) in the Brazilian continental airspace.
The information contained in this Circular relates to the normative provisions contained in the specific publications of DECEA and in AIP- Brasil, Part ENR 3.3, Chapter 4 – Requirements and Special Procedures for ADS-C/CPDLC Operation of Aircraft in the Brazilian FIRs.
This Aeronautical Information Circular (AIC) aims to disseminate the main information related to the use of Controller-Pilot Data Link Communications (CPDLC) in the Brazilian continental airspace.
The information contained in this Circular relates to the normative provisions contained in the specific publications of DECEA and in AIP- Brasil, Part ENR 3.3, Chapter 4 – Requirements and Special Procedures for ADS-C/CPDLC Operation of Aircraft in the Brazilian FIRs.
1.2. SCOPE
This circular applies to all those responsible for operating CPDLC and to SISCEAB users, where applicable.
This circular applies to all those responsible for operating CPDLC and to SISCEAB users, where applicable.
1.3. ABBREVIATIONS
4DT 4D Trajectories
ACARS Aircraft Communication Addressing and Reporting System
ADS-C Automatic Dependent Surveillance - Contract
ATC Air Traffic Control
ATCO Air Traffic Controller
ATS Air Traffic Service
CPDLC Controller-Pilot Data Link Communications
CSP Communication Service Provider
DECEA Department of Airspace Control
FANS Future Air Navigation System
FIR Flight Information Region
FL Flight Level
FMS Flight Management System
ICAO International Civil Aviation Organization
PBCS Performance Based Communications and Surveillance
RCP Required Communication Performance
SATCOM Satellite Communication
SISCEAB Brazilian Airspace Control System
TBO Trajectory Based Operations
VDL VHF Data Link
VHF Very High Frequency
4DT 4D Trajectories
ACARS Aircraft Communication Addressing and Reporting System
ADS-C Automatic Dependent Surveillance - Contract
ATC Air Traffic Control
ATCO Air Traffic Controller
ATS Air Traffic Service
CPDLC Controller-Pilot Data Link Communications
CSP Communication Service Provider
DECEA Department of Airspace Control
FANS Future Air Navigation System
FIR Flight Information Region
FL Flight Level
FMS Flight Management System
ICAO International Civil Aviation Organization
PBCS Performance Based Communications and Surveillance
RCP Required Communication Performance
SATCOM Satellite Communication
SISCEAB Brazilian Airspace Control System
TBO Trajectory Based Operations
VDL VHF Data Link
VHF Very High Frequency
1.4.1. AIR TRAFFIC CONTROL CLEARANCE
Clearance for an aircraft to proceed under conditions specified by an ATC unit.
NOTE: For convenience, the term “AIR TRAFFIC CONTROL CLEARANCE” is often abbreviated to “CLEARANCE” when used in appropriate contexts.
Clearance for an aircraft to proceed under conditions specified by an ATC unit.
NOTE: For convenience, the term “AIR TRAFFIC CONTROL CLEARANCE” is often abbreviated to “CLEARANCE” when used in appropriate contexts.
Means of aeronautical communication between controller and pilot using data link for ATC communication.
Form of communication intended for exchanging messages via data link.
Data link system certified to the requirements specified in RTCA DO-
258A/EUROCAE ED 100A, Interoperability Requirements for ATS Applications Using
ARINC 622 Data Communications (FANS 1/A INTEROP Standard), or earlier version.
NOTE: In FANS 1/A communications, the data link system of the aircraft, the ground
system of the ATS Unit and the Communication Service Provider agree with the
standard. In certain cases, specific reference is made to a particular type of FANS
1/A aircraft, as follows:
a) FANS 1/A+ means that the aircraft fully complies with Revision A of the
standard and includes the message latency monitor; and
b) FANS 1/A ADS-C means that the aircraft complies with the ADS-C
application, but does not include the CPDLC application.
258A/EUROCAE ED 100A, Interoperability Requirements for ATS Applications Using
ARINC 622 Data Communications (FANS 1/A INTEROP Standard), or earlier version.
NOTE: In FANS 1/A communications, the data link system of the aircraft, the ground
system of the ATS Unit and the Communication Service Provider agree with the
standard. In certain cases, specific reference is made to a particular type of FANS
1/A aircraft, as follows:
a) FANS 1/A+ means that the aircraft fully complies with Revision A of the
standard and includes the message latency monitor; and
b) FANS 1/A ADS-C means that the aircraft complies with the ADS-C
application, but does not include the CPDLC application.
Portion of the airspace under the responsibility of Brazil corresponding to the
Recife FIR, Amazônica FIR, Brasília FIR and Curitiba FIR.
Recife FIR, Amazônica FIR, Brasília FIR and Curitiba FIR.
A situation in which immediate action by the air traffic controller and/or crew is
required during the provision of Air Traffic Services.
required during the provision of Air Traffic Services.
NOTE: The CPDLC message elements used in Brazil are arranged in a specific Publication
of DECEA (MCA 100-23) based on Doc 4444 Air Traffic Management and Doc
10037 Global Operational Data Link (GOLD) Manual.
of DECEA (MCA 100-23) based on Doc 4444 Air Traffic Management and Doc
10037 Global Operational Data Link (GOLD) Manual.
2.2 CPDLC is identified by ICAO as one of the enablers for the development of modern air
traffic management concepts (such as Trajectory Based Operations – TBO and 4D Trajectories
– 4DT), to ensure the maintenance of safety in air operations and enable greater organization,
predictability, fluidity, agility.
a) mitigate problems of lack of understanding due to noise, interference,
language barriers, among others;
b) reduce voice channel congestion by improving the availability and efficiency
of the air-to-ground communications system;
c) reduce the workload of pilots and air traffic controllers, through the
automation of actions and the use of standardized messages;
d) allow the authorization of complex routes without the ATCO needing to
respond with manual entry of a long list of coordinates;
e) allow loading of route clearance information via CPDLC messages directly
into the FMS, minimizing the potential for data entry errors when issuing
ATC clearances.
language barriers, among others;
b) reduce voice channel congestion by improving the availability and efficiency
of the air-to-ground communications system;
c) reduce the workload of pilots and air traffic controllers, through the
automation of actions and the use of standardized messages;
d) allow the authorization of complex routes without the ATCO needing to
respond with manual entry of a long list of coordinates;
e) allow loading of route clearance information via CPDLC messages directly
into the FMS, minimizing the potential for data entry errors when issuing
ATC clearances.
a) phase 1: from 0330Z to 0700Z;
b) phase 2: from 0330Z to 1500Z;
c) phase 3: from 2300Z to 1500Z; and
d) phase 4: no time restriction.
b) phase 2: from 0330Z to 1500Z;
c) phase 3: from 2300Z to 1500Z; and
d) phase 4: no time restriction.
4.4 The operationalization of the CPDLC in the Curitiba FIR was adjusted to a single-phase implementation, in view of the characteristics of the FIR-CW sectors, the ease of
familiarization with the tool by ATCOs and crews, the history of training carried out and the consolidation of the system during its implementation in the national territory.
a) Single phase: All sectors, without time restrictions.
NOTE 1: Only aircraft equipped with avionics compatible with the technologies described above will be able to establish a CPDLC connection.
NOTE 2: In continental Brazilian airspace, the CPDLC connection will only be possible if the aircraft with CPDLC capability is registered in the SITA network.
NOTE 3: Operators who have a contract with another CSP should check with their provider about the interoperability between the contracted service and the SITA service.
NOTE 2: In continental Brazilian airspace, the CPDLC connection will only be possible if the aircraft with CPDLC capability is registered in the SITA network.
NOTE 3: Operators who have a contract with another CSP should check with their provider about the interoperability between the contracted service and the SITA service.
NOTE: Since the PBCS concept does not apply in Brazilian airspace, there is no RCP stipulation.
NOTE: CPDLC should not be used for vectoring.
NOTE: For urgent (PAN PAN) or emergency (MAYDAY) situations, priority shall be given to the use of voice communication. However, the crew may use CPDLC for emergency communications if deemed more convenient or if voice contact cannot be established.
6.5 In case of unavailability of the appropriate voice communication channel, the crew must adopt the communication failure procedures provided for in the DECEA rules. CPDLC may be
used to issue information and instructions in order to maintain flight safety until voice communication is reestablished.
6.6 Before entering a sector or FIR with CPDLC, the crew will be instructed, by voice or by CPDLC message, to make initial contact with the subsequent control unit, in order to guarantee
that the crew has performed the frequency change and that the transfer of communication has been effected. After initial contact, CPDLC communication shall be maintained unless ATC instructs otherwise.
8.1. For the logon procedure, crews should use the addresses below:
a) Atlântico FIR: SBAO
b) Recife FIR: SBRE
c) Amazônica FIR: SBAZ
d) Brasília FIR: SBBS
e) Curitiba FIR: SBCW
a) Atlântico FIR: SBAO
b) Recife FIR: SBRE
c) Amazônica FIR: SBAZ
d) Brasília FIR: SBBS
e) Curitiba FIR: SBCW
a) By aircraft taking off from an aerodrome within a FIR with CPDLC: before takeoff; or
b) By aircraft entering a FIR with CPDLC: at least 10 minutes and at most 25 minutes before entering the FIR.
NOTE: When moving between two FIRs with CPDLC, the transfer of connection must occur automatically. The crew must check the condition of the connection (active connection) with the system when crossing the FIR boundaries. If the automatic
transfer of connection does not occur, the crew must terminate the existing CPDLC connection and perform the procedure to establish a new connection, using the address of the corresponding FIR.
b) By aircraft entering a FIR with CPDLC: at least 10 minutes and at most 25 minutes before entering the FIR.
NOTE: When moving between two FIRs with CPDLC, the transfer of connection must occur automatically. The crew must check the condition of the connection (active connection) with the system when crossing the FIR boundaries. If the automatic
transfer of connection does not occur, the crew must terminate the existing CPDLC connection and perform the procedure to establish a new connection, using the address of the corresponding FIR.
9.1. It is essential that the crews are attentive to the uplink messages sent by ATS units and respond to them as quickly as possible. Delay in responding to an uplink message may result in a CPDLC disconnect.
9.2. If the crew notices the interruption of the CPDLC connection, it must inform the ATC unit using voice communication and follow the procedures for reconnection.
9.3. If an uplink message requires more detailed analysis for a response, the crew must respond as soon as possible with the STANDBY message, forwarding an appropriate reply after analysis. For example:
9.4. When the pilot does not receive a response after sending a message, after a reasonable period, and without any error message having been received indicating failure in the transmission, he/she must send a message as indicated below.
NOTE 1: Alternatively, voice communication may be used.
NOTE 2: As reference, the air traffic control system uses a time delay of 45 seconds to alert the ATCO of non-receipt of a response to an uplink message.
NOTE 1: Alternatively, voice communication may be used.
NOTE 2: As reference, the air traffic control system uses a time delay of 45 seconds to alert the ATCO of non-receipt of a response to an uplink message.
10.1. The procedures related to the use of the Continental CPDLC and the progression of the application of the tool in the different airspace portions will be disseminated to SISCEAB users in due course through additional relevant publications.
10.2. This AIC republish the AIC A 18/24.
10.3. DECEA provides a communication channel for sending questions, suggestions, comments, criticisms, praise and error notifications through its Citizen Support Service (SAC) at the electronic address: http://servicos.decea.gov.br/sac/index.cfm, by selecting the CONTACT option in the Area menu.
10.4. Cases not provided for in this Circular shall be settled by the Head of DECEA’s Operations Subdepartment.