NAM AIDC ICD Ver D 20 Jan 2012
NAM AIDC ICD Ver D 20 Jan 2012
NAM AIDC ICD Ver D 20 Jan 2012
. . ALASKA
ALASKA
CANADA .
CANADA .
N
TIO
RA
EG
S INT
ES
ML
SEA
UNITED
UNITED STATES
MEXICO
MEXICO. .
CUBA .
NAS-IC-21009205
Revision D
January 20, 2012
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CHANGE HISTORY
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Table of Contents
FOREWORD .......................................................................................................................................... 1
1. Historical ........................................................................................................................................................ 1
2. Glossary.......................................................................................................................................................... 3
4. References ...................................................................................................................................................... 8
1. Purpose ........................................................................................................................................................... 9
2. Policy .............................................................................................................................................................. 9
2.1 Configuration Management .................................................................................................................................... 9
2.2 System Philosophy .................................................................................................................................................. 9
1. Introduction ................................................................................................................................................. 15
2. Message Fields……………………………………………………………………………………………..13
2.1 Field 03--Message Type, Number and Reference Data ........................................................................................ 16
2.2 Field 07--Aircraft Identification and Mode A Code ............................................................................................. 16
2.3 Field 08--Flight Rules and Type of Flight ............................................................................................................ 16
2.4 Field 09--Number and Type of Aircraft and Wake Turbulence Category ............................................................ 16
2.5 Field 10--Equipment and Capabilities .................................................................................................................. 16
2.6 Field 13--Departure Aerodrome and Time ........................................................................................................... 16
2.7 Field 14--Estimate Data ........................................................................................................................................ 16
2.8 Field 15--Route ..................................................................................................................................................... 17
2.9 Field 16--Destination Aerodrome and Total Estimated Elapsed Time, Destination Alternate Aerodrome(s) ...... 17
2.10 Field 18--Other Information ................................................................................................................................. 17
2.12 Field 31--Facility and Sector Designators............................................................................................................. 17
2.13 Field 32--Aircraft Position and Velocity Vector ................................................................................................... 18
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3. NAM Core Message Set .............................................................................................................................. 19
3.1 Coordination of Pre-Departure (near-border) Flights ........................................................................................... 20
3.2 Coordination of Active Flights ............................................................................................................................. 23
3.3 Reserved ............................................................................................................................................................... 24
3.4 General Information Messages ............................................................................................................................. 24
3.5 Interface Management Messages .......................................................................................................................... 25
3.6 Acknowledgements ............................................................................................................................................... 26
3.7 Radar Handoff Messages ...................................................................................................................................... 27
1. Introduction ................................................................................................................................................. 31
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ATTACHMENT 2 – CANADA/UNITED STATES BOUNDARY AGREEMENT...................... 2-1
Table Att. 2-1. Summary of Flight Plan Routing in FAA and NAV CANADA Systems ............................. 2-1
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FOREWORD
1. Historical
Within the North American Aviation Trilateral (NAAT/5), Canada, Mexico, and the United States agreed to
cooperate on development of a seamless interface between automation systems, focusing on automated
exchange of ICAO flight data. In June 1998, the Trilateral Commission formed a working group to address Air
Traffic flight data exchange via automation. Canada’s Air Traffic Service provider, NAV CANADA, Mexico’s
Air Traffic Service provider, SENEAM and the United States’ Air Traffic Service provider, the Federal
Aviation Administration, began discussions in which culminated in a plan to achieve cross-border automation.
These discussions evolved to include a message-set and support requirements being identified for initial
implementation of interface processing, which provides electronic exchange of air traffic flight data. This group
was responsible for defining common interface standards for the NAM region, based as closely as possible on
ICAO Doc. 4444, Procedures for Air Navigation Service – Air Traffic Management (PANS-ATM). The
endeavor resulted in operational flight data interfaces being implemented between Canada and the United States
in 2009 with the fielding of the Canadian Automated Air Traffic System (CAATS) and the Host En Route
Automation System (EAS). Mexico’s air traffic control automation system, called EUROCAT, was first
interconnected with the United States in 2005. HOST EAS and Mexico’s EUROCAT X upgrade was completed
in 2009, providing continued support for automated flight data exchange.
In June 2008, ICAO announced Amendment 1 Doc 4444 15th edition. This document revision reflects
Amendment 1 changes.
In October 2011 the FAA at Miami ARTCC (KZMA) and the Instituto de Aeronautica Civil de Cuba (IACC)
Havana ACC successfully implemented an automation interface between the two air traffic control facilities,
modeled after the U.S.-Mexico Class 1 cross border interface. The effort culminated eighteen months of
technical and operational coordination, testing and problem solving to achieve automated flight data exchange.
The automation initiative extends the NAM automation flight data exchange capability well into the Caribbean
achieving system goals and advancing ICAO milestones for both countries. In March0 2012, building on the
foundation of automated data exchange between Miami and Havana, SENEAM and the IACC implemented a
NAM interface between Merida and Havana. The interface extends the automation compatibility of the North
American region well into the Caribbean and the Gulf of Mexico and also lays the foundation for eventual
interconnection between adjacent member states automation systems.
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1.4 Appendices
The appendices include a list of error messages and implementation guidance for the message set.
1.5 Attachments
Each attachment describes a specific common boundary agreement, noting the level of the interface that is
supported and any deviations from the core message definitions.
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2. Glossary
Active Flight A flight that has departed but has not yet landed. Note: This ICD assumes
any flight with an entered actual departure time in the flight plan is active.
Adapted Route A route whose significant points are defined in an automation system and
associated with a name for reference purposes. Adapted routes normally
include all ATS routes, plus non-published routes applied to flights by the
system or by controllers.
Adapted Route Two significant points and the name of the adapted route connecting them.
Segment
Aircraft ID A civilian or military call sign (e.g. UAL101 or SALLY72) or the registration
number, e.g., XBNBA, CGHFM, N19880, of an aircraft.
Airway A route that is defined and published for purposes of air navigation.
Area Control Center An Air Traffic Services facility used for control of en route air traffic. Also
known as an Air Route Traffic Control Center (ARTCC) in the United States.
Assigned Beacon A beacon code that has been assigned by an ATC facility to a flight. The
Code flight may or may not be squawking this code. See Established Beacon Code.
ATS Route A route that is defined and published for purposes of air navigation.
Beacon Code A Mode 3/A transponder code consisting of four octal digits.
Boundary Crossing An intersection point between a route of flight and a control boundary.
Point
Boundary Crossing The time at which a flight is predicted to reach its Boundary Crossing Point.
Time
Boundary Point An agreed point on or near the control boundary at which time and altitude
information is provided for purposes of coordination.
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Control Boundary The boundary of the Area Control Center (ACC) as defined in the local
automation system. This is typically close to, but not the same as, the FIR
boundary.
Direct Route Segment A route segment defined solely by two significant points. The path between
the points is implied and depends on the navigation system used.
Element Within a numbered field of an ICAO message there may be several sub-
fields, called elements. These are referred to by sequential letters a, b, c, etc.
For example Field 03 has elements a, b, and c.
Established Beacon The Mode 3/A beacon code that a flight is now squawking.
Code
Flight ID The combination of aircraft ID (from Field 07) and most recent message
number (from ICAO Field 03(b)) in which uniquely identifies a flight.
Flight Level A level of constant atmospheric pressure related to a reference datum of 29.92
inches of mercury (1,013.2 hPa). Each is stated in three digits that represent
hundreds of feet. For example, flight level 250 represents a barometric
altimeter indication of 25,000 feet with the altimeter set to 29.92.
EUROCAT The SENEAM En Route Automation System (EAS), a Thales ATM system.
Off-Block Time The time at which an aircraft expects to push back or has pushed back from
the gate.
Proposed Flight A flight that has a flight plan but has not departed.
Reject When this term is used, it means that an incoming message is not to be
processed further and should be output to a specified location (either the
message source, or a local adapted device or position). The message must be
re-entered in total (after correction) in order for it to be processed.
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Reported Altitude The latest valid Mode C altitude received from an aircraft or the latest
reported altitude received from a pilot.
Route A defined path consisting of one or more ordered route segments with
successive segments sharing a common end/start point. (See also Adapted
Route, Direct Route, Flight Plan (or Filed) Route, Route Segment, Direct
Route Segment, and Adapted Route Segment).
Route Segment Two significant points and the path between them, with the order of the points
indicating the direction of flight. (See Adapted and Direct Route Segments.)
Selective Calling Techniques or procedures applied to radio communications for calling only
System one of several receiving stations guarding the same frequency.
Service In the context of this interface, a service refers to type of interface service
provided: message transfer, file transfer, data base query, etc.
Standard Arrival A published route from a designated significant point to an aerodrome. This
Route is also known as a Standard Terminal Arrival (STAR) in the United States
and Canada.
Standard Departure A published route from an aerodrome to the first significant point on a route.
Route This is known as a Standard Instrument Departure (SID) in Canada and an
Instrument Departure Procedure (DP) in the United States.
Significant Point A specified geographical location used in defining an ATS route or the flight
path of an aircraft and for other navigation and ATS purposes.
Standard Metric Level The same as Flight Level, but expressed in tens of meters instead of hundreds
of feet.
Symbol Any of the symbols used within messages, including space “ ”, oblique
stroke “/”, single hyphen “-”, plus “+”, open bracket “(”,and closed bracket
“)”.
3. List of Acronyms
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4. References
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2. Policy
2.1 Configuration Management
The contents of this ICD are to be approved by the members of the Canada/Mexico/Cuba/United States
Automation Systems Interface Task Force (C/M/U ASI/TF). Proposed changes to this document will be
submitted to the C/M/U ASI/TF secretariat, currently the United States Federal Aviation Administration (FAA).
The secretariat of the task force will coordinate review through a designated representative for each country.
When all parties have agreed to a change, the document will be amended and distributed by the secretariat.
This document identifies the standards to be followed when the defined messages are implemented. A separate
agreement between each pair of countries will define which messages are currently implemented.
“ICAO Doc. 4444”, when used in this document, refers to the ICAO Doc 4444 Procedures for Air Navigation
Services-Air Traffic Management, Fifteenth Edition, Amendment 1.
The automation of flight data exchange between neighboring Air Traffic Services units will follow the standards
set by ICAO Doc. 4444 as closely as possible. In constructing the interface, it was recognized that the ICAO
standards address neither all required messages nor all required details of message content, and that existing
ATS procedures and automation systems are not always fully compatible with parts of the ICAO standard.
Therefore, this document supplements ICAO Doc. 4444 as needed to meet the needs of the NAM ATS
providers.
This document addresses messages exchanged between Area Control Centers (ACCs) for IFR aircraft1.
Interfaces with Flight Service Stations (FSSs) and with airspace users for IFR and VFR flights are not
addressed. Note that a message (e.g. FPL) from a user or FSS to an ACC may have different requirements than
those sent from ACC to ACC.
In addition, several levels of implementation have been defined. Each level is a subset of the entire message set,
and represents a complete operational capability with attendant procedures. This allows for incremental
implementation of the capability.
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Including composite flights that are IFR when they cross the control boundary.
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mutually agreed upon between ATS units, the the automation may also include the exchange of proposed flight
plans using the FPL message. Manual acceptance via the ACP message (see ICAO Doc. 4444, Section 9) is not
implemented.
The second phase of the automation is Class 2 which adds the following capabilities:
a) Exchange of Filed Flight Plan (FPL) and Estimate (EST) messages.
b) Modification of a CPL or of a FPL that was activated by an EST message (MOD).
c) Modification of FPL messages (CHG).
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If higher precision is needed, then a field specification may designate additional digits representing seconds and
then fractions of seconds (using decimal numbers) may be added. For example,
• 092236 is 9 hours, 22 minutes, and 36 seconds.
• 11133678 is 11 hours, 13 minutes, and 36.78 seconds.
When used, dates shall be expressed in the form YYMMDD where YY is the last two digits of the year (e.g. 01
is 2001), MM is the month (e.g. 05 for May), and DD is the day of the month (e.g. 29).
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All levels at or above 18,000 feet shall be expressed as a flight level, prefixed with an “F” (e.g. F240). Any
level below 18,000 feet shall be expressed as an altitude, prefixed with an “A” (e.g. A170).
Each message description identifies which of these formats may be used.
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2. Message Fields
Table 1 provides a summary of all fields used in messages described by this document. The remainder of this
section describes the format of each field element. Section 3 describes which elements should be included in
each ATS message type, and Appendix B describes rules for the semantic content of each field.
Table 1. Summary of Message Fields
Field Element (a) Element (b) Element (c) Element (d) Element (e)
03 Message Type Message Number Reference Data
Designator
07 Aircraft SSR Mode SSR Code
Identification
32 Time of Day Position Track Ground Speed Track Heading Reported Altitude
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2.4 Field 09, Number and Type of Aircraft and Wake Turbulence Category
Field 09(a) format shall be per ICAO Doc. 4444.
Field 09(b) format shall be per ICAO Doc. 4444 except that:
The list of allowable aircraft type designators will include those in ICAO Doc. 8643 and any others agreed
to between countries implementing the interface. Additional aircraft types must start with a letter.
Field 09(c) format shall be per ICAO Doc. 4444.
The designators “S” and “M” used for metric altitude will not be permitted.
Field 14(e) format shall be per ICAO Doc. 4444.
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2.9 Field 16, Destination Aerodrome and Total Estimated Elapsed Time, Destination Alternate
Aerodrome(s)
Field 16(a) format shall be per ICAO Doc. 4444.
Field 16(b) format shall be per ICAO Doc. 4444.
Field 16(c) format shall be per ICAO Doc. 4444.
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Field 32(a) shall contain the time of day that the position is valid for expressed in eight digits: HHMMSSDD
where HH is hours from 00 to 23; MM is minutes from 00 to 59; SS is seconds from 00 to 59 and DD is
hundredths of seconds from 00 to 99.
Field 32(b) shall contain the position of the referent flight expressed in Latitude/Longitude to the nearest second,
in ICAO Doc. 4444 format extended to include seconds (e.g. 462034N0780521W).
Field 32(c) shall contain the ground speed of the flight expressed in knots, per ICAO Doc. 4444 format (e.g.
N0456).
Field 32(d) shall contain five digits, from 00000 to 35999, which is the heading of the flight expressed in
degrees and hundredths of a degree, relative to true north.
Field 32(e) shall contain the reported altitude expressed in ICAO Doc. 4444 format for a level (e.g. F330).
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Radar Handoff RTI Radar Transfer Initiate Initiates a radar handoff. FF New messages
RTU Radar Track Update Provides periodic position FF based on existing
FAA protocols
updates for a track in handoff
status. and ICAO Doc.
4444 format
RLA Radar Logical Computer acceptance of an RTI FF
Acknowledgement message.
RTA Radar Transfer Accept Accepts or retracts a handoff. FF
Acknowledgements LAM Logical Acknowledgement Computer acceptance of a FF ICAO Doc. 4444
(included in each of message.
the above services) LRM Logical Rejection Computer rejection of an invalid FF NAT ICD
message.
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(FPLCZUL/KZBW043 -N12345 -IG -C172/L -SD/C -CYSC2055 -N0120A060 DCT YSC V447 MPV DCT –KMPV0053-
EET/KZBW0012)
This flight plan is from Duluth (KDLH) to Amsterdam (EHAM). It crosses into Winnipeg Center from
Minneapolis Center.
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(CHGKZHU/MMZT776KZHU/MMZT603-UAL1021-KIAD1905-MMEX-DOF/121115-10/SFGHRWXZ/SB2-
18/PBN/D2 NAV/RNVD1E2A1 EET/MMZT0023 MMEX0057 RMK/TCAS EQUIPPED)
OR
(CHGKZHU/MMZT776KZHU/MMZT603-UAL1021-KIAD1905-MMEX-0-10/SFGHRWXZ/SB2-
18/PBN/D2 NAV/RNVD1E2A1 EET/MMZT0023 MMEX0057 RMK/TCAS EQUIPPED) This amendment
changes the ACID of a flight from AAL72 to AAL73. Note that when Field 07(a) is changed, it is the only
change allowed in the message.
(CHGKZMP/CZWG776KZMP/CZWG603-AAL72-KSEA-CYOW-07/AAL73)
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(MODKZHU/MMTY776KZHU/MMTY720-UAL1021–KIAD –MMEX-10/SE3HIRWX/S-18/PBN/D2
NAV/RNVD1E2A1 REG/N431UP EET/MMTY0312 MMEX0338 SEL/EFPQ)
3.3 Reserved
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In this example Moncton Center (CZQM) has notified a supervisory position (S1) in Boston Center (KZBW)
that sectors 21 and 22 are going to be combined.
(MISCZQM/KZBW999 -/S1 -RMK/COMBINING SECTOR 21 INTO 22 AT 1415Z)
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3.6 Acknowledgements
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This is an example of a handoff directed to sector 08 in Boston Center, from Toronto Center.
(RTICZYZ/KZBW123CZYZ/KZBW102-ACA202/A2201-CYYZ–KIAD–KZBW08
-13242934444055N0752756WN043327629F350)
In this example Boston Center has indicated to Montreal Center that it has received a handoff and routed it to
sector 1A at the TRACON serving the Burlington, Vermont airport. In this case KBTV is an adapted identifier
for the TRACON, since there are no ICAO location identifiers for U.S. TRACONs.
(RLAKZBW/CZUL202CZUL/KZBW445-KBTV1A)
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An RTU message may be sent from one ATS unit to another to update the radar position of a flight during
transfer of radar identification. RTU messages are sent periodically after an RTI, until an RTA is received or
the handoff is retracted. There is no logical acknowledgement of an RTU.
This is an example of an RTU message initiated by KZMP to CZWG. The message KZMP/CZWG801 was the
RTI message that initiated the handoff.
(RTUKZMP/CZWG000KZMP/CZWG801-DLH499/A3407-KMSP-CYOW
-13242934462034N0720521WN043327629F349)
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3. Engineering Considerations
3.1 Associated Automation Functionality
Each ATS service provider participating in this interface must have a supporting automation system. The
supporting automation shall:
a) Error check all inbound messages for proper format and logical consistency.
b) Ensure only messages from authorized senders are accepted and processed.
c) As required, alert the responsible controller(s) of flight data that has been received.
d) Notify the responsible personnel when any message sent is rejected or not acknowledged within a
variable system parameter (VSP) period of time.
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4. Security Considerations
4.1 Privacy
This ICD does not define mechanisms that guarantee privacy. It should be assumed that any data sent over this
interface may be seen by unintended third parties either through interception of the message or through
disclosure at the receiving facility.
Any communications requiring privacy must be identified and appropriate communications and procedures
defined.
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4.2 Authentication
Each system shall authenticate that messages received are from the source that is identified in Field 03.
5. Test Considerations
Before an automated flight data interface becomes operational between any two facilities, the following set of
tests shall be completed:
a) Off-line tests using development or test (i.e. non-operational) systems. These may include both test
systems at non-operational facilities, and operational systems that are in an offline mode.
b) Tests using the operational systems in operational mode in which manual coordination verifies each
flight data message sent.
For diagnostic purposes, each side of the interface should be able to isolate the source of interface problems.
6. Performance Considerations
6.1 Response Time
For flight planning messages, controllers require indication of an unsuccessful message transmission within 60
seconds of the message being sent. Therefore, the response time from the time a message is sent until an LAM
(or LRM) is received shall be under 60 seconds at least 99% of the time under normal operations. A faster
response time is desirable and will result in operations that are more efficient.
For messages involving transfer of control and surveillance data (e.g. RTI, RTA, and RTU) the data must be
transmitted in time for the receiving system to display the track position with acceptable accuracy.
Communication across the interface shall be less than six seconds maximum.
2
The average message size includes an estimated 50 bytes of communications header added to each application message.
Average message size estimates are based on a combination of specification analysis and review of sample data. In
particular the route, other information, and nav/comm equipment elements were estimated based on approximately 200
FPLs filed in Houston Center in 1998.
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The hardware and software developed for the interfaces shall be capable of asynchronously exchanging the
messages defined in Part II, section 3, simultaneously with up to four NAM peer systems.
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Error Field Number Supporting Text
Code
39 15 MISSING SPEED DESIGNATOR
40 15 INVALID ROUTE ELEMENT DESIGNATOR
41 15 INVALID ATS ROUTE/SIGNIFICANT POINT DESIGNATOR
42 15 INVALID ATS ROUTE DESIGNATOR
43 15 INVALID SIGNFICANT POINT DESIGNATOR
44 15 FLIGHT RULES INDICATOR DOES NOT FOLLOW SIGNIFICANT POINT
45 15 ADDITIONAL DATA FOLLOWS TRUNCATION INDICATOR
46 15 INCORRECT CRUISE CLIMB FORMAT
47 15 CONFLICTING DIRECTION
48 18 INVALID OTHER INFORMATION ELEMENT
49 19 INVALID SUPPLEMENTARY INFORMATION ELEMENT
50 22 INVALID AMENDMENT FIELD DATA
51 nn (field indicator MISSING FIELD Two numerics
where nn is two
numerics if
present)
52 MORE THAN ONE FIELD MISSING
53 MESSAGE LOGICALLY TOO LONG
54 SYNTAX ERROR IN FIELD nn
55 INVALID MESSAGE LENGTH
56 NAT ERRORS
57 INVALID MESSAGE
58 MISSING PARENTHESIS
59 MESSAGE NOT APPLICABLE TO zzzz ACC
60 03 INVALID MESSAGE MNEMONIC (i.e., 3 LETTER IDENTIFIER)
61 Header INVALID CRC
62 MESSAGE REJECTED, MANUAL COORDINATION REQUIRED
63 INVALID DATE OF FLIGHT
64 INCONSISTENT ITEM 10 AND 18
65 INVALIDS ADS-B EQUIPMENT DESIGNATOR
66 INVALIDS ADS-C EQUIPMENT DESIGNATOR
67-255 Reserved for future use.
Error Code 57 shall be used for any error that is not field-specific and is not identified in the table.
Each country may propose additional error codes as needed.
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It is expected that the content of a field sent in a flight data change message (e.g. CHG or MOD) will completely
replace the content of the field currently stored in the receiving center. So, for example, if Field 18 is amended
the entire contents of the field should be sent and not only the changed elements.
An aircraft placed into a hold without an Expect Further Clearance (EFC) time should result in a MOD being
sent to the downstream facility with the estimated boundary crossing time in Field 14 changed by an adapted
amount. An aircraft placed into a hold with an EFC time should result in a MOD being sent for the estimated
boundary crossing time in Field 14. After release from hold if the new projected boundary crossing time is
different by more than a parameter time (per facility LOA; nominally 3 minutes), the hold cancellation should
result in a Field 14 MOD message reflecting the new expected boundary crossing time.
After acceptance of a CNL message the receiving system should not accept any changes regarding the subject
flight.
Upon acceptance of an RTI message the receiving system should accept only an RTA, RTU, or MIS message
for the flight. If an RTA signifying retraction is accepted, then the system may once again accept a MOD
message.
Upon receipt of a logical acknowledgement to an RTA message signifying handoff acceptance, the sender of the
RTA should not accept any messages regarding the subject flight.
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To request initialization one system shall send an IRQ message to the other. The IRQ may be repeated a
predetermined number of times if no response is received, with each repeated IRQ receiving the same message
number.
If the receiving system is ready to communicate (i.e. it has already sent an IRQ) when it receives an IRQ, it shall
send an IRS in response. There is no LAM or LRM response to an IRQ. The reference number in Field 03
should refer to the message number of the IRQ being responded to. Each system becomes active when it
receives an IRS from the other system. There is no response to an IRS.
If no response to an IRQ is received and the maximum number of retries exceeded, the interface is considered
failed by the initiating system.
A system requests orderly termination of the interface by sending a TRQ message. After sending a TRQ, a
system shall accept only a TRS or TRQ message. There is no LAM or LRM response to a TRQ. Upon receipt
of a TRS the interface shall be deactivated. There is no response to a TRS. Upon receipt of a TRQ the system
shall respond with a TRS and deactivate the interface immediately (even if a TRQ is outstanding). When
messages are exchanged between two ATS units that cause successful termination of the interface, the two
systems shall not send or accept any messages on the interface until a successful initialization transaction has
been completed.
RTI Message
An RTI shall be used to initiate a transfer of radar identification from a controller in one ACC to a controller in
another ACC. An RLA or LRM shall be returned in response to an RTI, based on acceptance checks by the
receiving computer.
If no logical response (RLA or LRM) to an RTI is received after a specified number of retries, the handoff
should be marked as failed to the initiating controller.
Upon acceptance of an RTI message the receiving system should not accept any flight data messages regarding
the subject flight except for an RTA, RTU, or MIS.
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RTU Message
The transferring center shall begin sending RTU messages once an RLA is received for an RTI.
RTU messages shall be sent once every tracking cycle. The expected track update rate must be coordinated
between the implementing countries.
An RTU message should not be sent when current track data is not available for a flight, e.g. if the flight enters a
coast mode.
Upon retraction of the transfer or receipt of an RTA from the receiving center the sending of RTUs shall stop.
There will be no response to an RTU (i.e. no LAM, RLA, or LRM).
RTA Message
An RTA message shall be sent by the receiving center in response to an RTI when the receiving controller has
accepted the transfer. An RTA message shall be sent by the sending center when the initiating controller
retracts a previously issued RTI. An LAM or LRM shall be returned in response to an RTA, based on
acceptance checks by the receiving computer. If no response is received within a VSP period of time, the
transfer shall be considered failed and the accepting controller notified.
If the sending center receives an RTA after retracting a handoff, it shall reject the RTA by returning an LRM.
If the receiving center receives an RTA after accepting a handoff, it shall reject the RTA by returning an LRM.
After an RTA is rejected, the controller that attempted to accept or retract control shall be notified that the
handoff failed. Note that it is possible for accept and retract to be entered simultaneously; resulting in both RTA
messages being rejected.
B.2.1 Field 03
Each message sent to each interface should receive an incrementally higher number. Thus, a system must
maintain a separate sequence for each facility with which it interfaces.
The message following number 999 will be 000, and then the number sequence repeats.
The message number in Field 03 and the Aircraft ID in Field 07 combined must be unique for any CPL or FPL.
A flight plan received that has the same message number and ACID as a previously received plan shall be
rejected. Note that it is possible to have duplicate message numbers if the sending computer system fails and is
restarted in a cold start mode (i.e. no previous state data is retained). In this case the message numbers would
restart and may repeat.
Implementers of the interface should consider a check for out-of-sequence messages (i.e. a message received has
a message number that is not one greater than the previous message number). Since messages may be resent if a
response is not received within a VSP period of time, it may also be possible to receive a message more than
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once. Therefore implementers should consider a check for duplicate messages based on the message number.
Any such checks should also consider the behavior after a system failure/restart.
B.2.2 Field 07
If the aircraft does not have Mode A capability, omit elements (b) and (c) and the preceding oblique stroke.
Also omit these elements if the aircraft has Mode A capability but the code is unknown (or not assigned).
B.2.3 Field 09
When the aircraft type is “ZZZZ”, there may be no certificated maximum take-off weight. In this case the pilot
and/or controller are expected to determine what the value should be per the ICAO guidelines and the estimated
weight of the aircraft.
Allowable values for the aircraft type should include any type designator in ICAO Doc. 8643, and any type
designator agreed to by the implementing countries.
Note that implementers may choose to validate the wake turbulence category based on the aircraft type, since
these are published in ICAO Doc. 8643.
B.2.4 Field 10
Agreement on ATS-prescribed indicators is to be specified in separate implementation agreements.
B.2.5 Field 13
The aerodrome in Field 13 must match a location indicator in ICAO Doc. 7910, or must match one that is agreed
to per the relevant boundary agreement, or agreed to by the implementing facilities.
If ZZZZ or AFIL is used, then additional information should be present in Field 18 per ICAO Doc. 4444. This
ICD imposes no specific requirements on the content of DEP/.
B.2.6 Field 14
Field 14(a) contains a Boundary Point, which is an agreed point on or near the control boundary.
The boundary agreement between implementing countries identifies any specific requirements governing the
choice of boundary point.
B.2.7 Field 15
A CPL, per ICAO Doc. 4444, Chapter 11, Section 4.2.3.2.5 “shall include only information concerning the
flight from the point of entry into the next control area or advisory airspace to the destination aerodrome”. The
route information for a MOD message will include the same information as the CPL message. In practical
terms, each automation system generally has restrictions on the starting point of the route.
Each boundary agreement will define where the route of flight shall begin so as to meet the above requirement.
After the initial point, Field 15(c) should contain the remainder of the route of flight.
B.2.8 Field 18
In an FPL or CPL, all Field 18 content must be delimited by elements constructed as shown in ICAO Document
4444, each of which a three to four- letter identifier is followed by an oblique stroke “/”.
Field 18 shall not contain the character “-”, which is used to delineate fields in the message.
When used in an LRM, only the RMK/ element should be identified; only the text of the rejection message shall
be included.
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2.5 Field 09, Number and Type of Aircraft and Wake Turbulence Category
When a specific aircraft type is used, the wake turbulence indicator sent to EUROCAT must match the value
stored for the aircraft type in the EUROCAT database. When “ZZZZ” is used as the aircraft type, the wake
turbulence category may be H, M, or L as appropriate.
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a) If a flight is on an adapted route segment when it crosses the control boundary, Field 14(a) will
reference the last significant point in the sending center’s airspace.
b) If a flight is on a direct route segment when it crosses the control boundary Field 14(a) will reference
the last significant point in the sending center’s airspace.
c) If there is no significant point between the departure aerodrome and the boundary, the departure
aerodrome will appear in Field 14(a).
All flights are expected to cross the boundary in level flight, at the altitude in Field 14(c). Elements (d) and (e)
will not be used, and manual coordination will be required for any flight not in level flight at the boundary.
Note that the FAA EAS will accept information in elements (d) and (e), but will discard that information when it
is included without performing any error checks of the information.
b) If a flight is on a non-adapted direct route segment and the coordination fix is not adapted per ERAM
direct route crossing the control boundary Field 14(a) will reference the last significant point in the
sending center's airspace
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3. Physical Interface
Figure 3-1
Messages will be exchanged across this interface between the following facilities:
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* NOTE: FAA EAS and Canada will prohibit the transmission of composite flight plans procedurally.
FAA EAS will determine the flight rules letter based upon the assigned or requested altitude. Therefore,
flight plan messages from the FAA EAS to Canada will be based on the assigned or requested altitude.
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d) After the initial point, Field 15(c) will contain the remainder of the route of flight.
For flights from Canada, Field 15(c) will be constructed as follows:
a) If a flight is on an adapted route segment when it crosses the control boundary, Field 15(c) will begin
with the last significant point in the sending center’s airspace.
b) If a flight is on a direct route segment when it crosses the control boundary, Field 15(c) will begin with
the last significant point in the sending center’s airspace.
c) If there is no significant point between the departure aerodrome and the boundary, Field 15(c) will begin
with “DCT”.
d) After the initial point, Field 15(c) will contain the remainder of the route of flight.
The FAA EAS will pass the requested altitude that was received in the flight plan. If an active flight plan with
no requested altitude was entered, the assigned altitude at the time the CPL was constructed will be used as the
requested altitude.
The FAA EAS can accept elements 15(c4) and 15(c6); however, when present, these elements are not processed
and are removed from the route of flight. Therefore no CPL from the FAA will contain these elements.
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3. Physical Interface
Figure 2-1
Nav Canada
Technical Vancouver Edmonton Winnipeg Toronto Montreal Moncton
Systems CZVR CZEG CZWG CZYZ CZUL CZQM
Centre
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2.5 Field 09, Number and Type of Aircraft and Wake Turbulence Category
When a specific aircraft type is used, the wake turbulence indicator sent to the IACC system must match the
value stored for the aircraft type in the IACC system database. When “ZZZZ” is used as the aircraft type, the
wake turbulence category may be H, M, or L as appropriate.
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c) If there is no significant point between the departure aerodrome and the boundary, the departure
aerodrome will appear in Field 14(a).
All flights are expected to cross the boundary in level flight, at the altitude in Field 14(c). Elements (d) and (e)
will not be used, and manual coordination will be required for any flight not in level flight at the boundary.
Note that the FAA EAS will accept information in elements (d) and (e), but will discard that information when it
is included without performing any error checks of the information.
b) If a flight is on a non-adapted direct route segment and the coordination fix is not adapted per ERAM
direct route crossing the control boundary Field 14(a) will reference the last significant point in the
sending center's airspace
Element 15(c) will be constructed as follows for flight plans from Cuba to United States
a) If a flight is on an adapted route segment when it crosses the control boundary then Field 15(c)
will begin with the last significant point in the sending center’s airspace which is the published fix
into the adapted route segment and not the same as Field 14(a).
b) IACC does not pass direct route segments (at the time of its addition to the NAM/ICD).
Cuba IACC will pass the assigned altitude (Field 14(c)) and the requested altitude in element 15(b),
which may or may not be the same. Host/ERAM does not act on the requested altitude sub-field.
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3. Physical Interface
Figure 3-1
Messages will be exchanged across this interface between the following facilities:
Miami
KZMA
Havana
MUFH
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2.5 Field 09, Number and Type of Aircraft and Wake Turbulence Category
When a specific aircraft type (ICAO) is used, the wake turbulence indicator sent must match the ICAO
8643 Document. When “ZZZZ” is used as the aircraft type, the wake turbulence category may be H, M,
or L as appropriate. and, the type of aircraft preceded by TYP/ specified in Item 18.2.6 Field 14, Estimate
Data
All Flights will be coordinated at established Boundary points (in accordance with the LOA); Flights on direct
routes are not to be sent across the interface. In the future, expansion of the interface to allow direct routes is
expected. Enforcement of this requirement is expected to be procedural (i.e. the automation will forward a
direct route if one is entered).
The Route of flight sent in the CPL message will begin from the initial point; Field 15(c) will contain the
remainder of the route of flight until the airport destination.
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The Route of flight sent in the CPL message will begin with the last significant point in the sending center’s
airspace; Field 15(c) will contain the remainder of the route of flight until the airport destination
There are no special requirements in this field for flight plans from Mexico to Cuba (at the time of its addition to
the NAM/ICD).
3. Physical Interface
Figure 4-1
Messages will be exchanged across this interface between the following facilities:
Merida
MMID
Havana
MUFH
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