Draft revision to CAR Section 9 Series D Part IV - Aeronautical Telecommunications – Digital Data Communication and Voice Communication System

GOVERNMENT OF INDIA OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION TECHNICAL CENTRE, OPP SAFDARJANG AIRPORT, NEW DELHI CIVIL AVIATION REQUIREMENTS SECTION 9 – AIR SPACE AND AIR NAVIGATION SERVICES STANDARDS SERIES 'D', PART IV ISSUE III, 18th NOVEMBER 2016 EFFECTIVE: FORTHWITH F. No. AV27088/03/2015-ANS Subject: Aeronautical Telecommunications – Digital Data Communication and Voice Communication System INTRODUCTION In pursuant to Article 28 of the Convention on International Civil Aviation each contracting State undertakes to provide in its territory, air navigation facilities to facilitate air navigation and also adopt and put into operation the appropriate standard systems for communication procedures, codes, markings, signals etc., in accordance with standards which may be recommended or established from time to time, pursuant to the Convention. International Civil Aviation Organization adopts and amends from time to time, as may be necessary, international standards and recommended practices and procedures for Aeronautical Telecommunications – Digital Data Communication and Voice Communication System in Annex 10 Volume III. This CAR is issued under the provisions of Rule 29C and Rule 133A of the Aircraft Rules, 1937 for the requirements to be followed in respect of Aeronautical Telecommunications – Digital Data Communication and Voice Communication System. This CAR is issued in supersession of CAR Section 4 Series D Part IV, Issue I dated 27 July 2006. th SECTION I - DIGITAL DATA COMMUNICATION SYSTEMS 1. DEFINITIONS Aeronautical telecommunication network (ATN). An internetwork architecture that allows ground, air-ground and avionic data subnetworks to interoperate by adopting common interface services and protocols based on the International Rev-01, July 2022 1CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 Organization for Standardization (ISO) Open Systems Interconnection (OSI) reference model. Aircraft address. A unique combination of twenty-four bits available for assignment to an aircraft for the purpose of air-ground communications, navigation and surveillance. Aircraft earth station (AES). A mobile earth station in the aeronautical mobile- satellite service located on board an aircraft (see also “GES”). Bit error rate (BER). The number of bit errors in a sample divided by the total number of bits in the sample, generally averaged over many such samples. Carrier-to-multipath ratio (C/M). The ratio of the carrier power received directly, i.e. without reflection, to the multipath power, i.e. carrier power received via reflection. Carrier-to-noise density ratio (C/No). The ratio of the total carrier power to the average noise power in a 1 Hz bandwidth, usually expressed in dBHz. Channel rate. The rate at which bits are transmitted over the RF channel. These bits include those bits used for framing and error correction, as well as the information bits. For burst transmission, the channel rate refers to the instantaneous burst rate over the period of the burst. Channel rate accuracy. This is relative accuracy of the clock to which the transmitted channel bits are synchronized. For example, at a channel rate of 1.2 kbits/s, maximum error of one part in 106 implies the maximum allowed error in the clock is ±1.2 × 10-3 Hz. Circuit mode. A configuration of the communications network which gives the appearance to the application of a dedicated transmission path. Doppler shift. The frequency shift observed at a receiver due to any relative motion between transmitter and receiver. End-to-end. Pertaining or relating to an entire communication path, typically from (1) the interface between the information source and the communication system at the transmitting end to (2) the interface between the communication system and the information user or processor or application at the receiving end. End-user. An ultimate source and/or consumer of information. Energy per symbol to noise density ratio (Es/No). The ratio of the average energy transmitted per channel symbol to the average noise power in a 1 Hz bandwidth, usually expressed in dB. For A-BPSK and A-QPSK, one channel symbol refers to one channel bit. 2CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 Equivalent isotropically radiated power (e.i.r.p). The product of the power supplied to the antenna and the antenna gain in a given direction relative to an isotropic antenna (absolute or isotropic gain). Forward error correction (FEC). The process of adding redundant information to the transmitted signal in a manner which allows correction, at the receiver, of errors incurred in the transmission. Gain-to-noise temperature ratio. The ratio, usually expressed in dB/K, of the antenna gain to the noise at the receiver output of the antenna subsystem. The noise is expressed as the temperature that a 1 ohm resistor must be raised to produce the same noise power density. Ground earth station (GES). An earth station in the fixed satellite service, or, in some cases, in the aeronautical mobile-satellite service, located at a specified fixed point on land to provide a feeder link for the aeronautical mobile-satellite service. Mode S subnetwork. A means of performing an interchange of digital data through the use of secondary surveillance radar (SSR) Mode S interrogators and transponders in accordance with defined protocols. Packet. The basic unit of data transfer among communications devices within the network layer. Packet layer protocol (PLP). A protocol to establish and maintain a connection between peer level entities at the network layer, and to transfer data packets between them. In the context of this standard, the term refers to the protocol defined by the ISO 8208 standard used in this document. Point-to-point. Pertaining or relating to the interconnection of two devices, particularly end-user instruments. A communication path of service intended to connect two discrete end-users; as distinguished from broadcast or multipoint service. Slotted aloha. A random access strategy whereby multiple users access the same communications channel independently, but each communication must be confined to a fixed time slot. The same timing slot structure is known to all users, but there is no other coordination between the users. Switched virtual circuit (SVC). The primary circuit management technique provided within the ISO 8208 protocol. The network resources are dynamically allocated when needed and released when no longer required. Time division multiplex (TDM). A channel sharing strategy in which packets of information from the same source but with different destinations are sequenced in time on the same channel. 3CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 Time division multiple access (TDMA). A multiple access scheme based on time- shared use of an RF channel employing: (1) discrete contiguous time slots as the fundamental shared resource; and (2) a set of operating protocols that allows users to interact with a master control station to mediate access to the channel. Transit delay. In packet data systems, the elapsed time between a request to transmit an assembled data packet and an indication at the receiving end that the corresponding packet has been received and is ready to be used or forwarded. VHF digital link (VDL). A constituent mobile subnetwork of the aeronautical telecommunication network (ATN), operating in the aeronautical mobile VHF frequency band. In addition, the VDL may provide non-ATN functions such as, for instance, digitized voice. 2. Intentionally left blank 3. Intentionally left blank 4. Intentionally left blank 5. Intentionally left blank 6. Intentionally left blank 7. Intentionally left blank 8. AFTN Network 8.1 Definitions Data signalling rate. Data signalling rate refers to the passage of information per unit of time, and is expressed in bits/ second. Data signalling rate is given by the formula: where m is the number of parallel channels, Ti is the minimum interval for the ith channel expressed in seconds, ni is the number of significant conditions of the modulation in the ith channel. Degree of standardized test distortion. The degree of distortion of the restitution measured during a specific period of time when the modulation is perfect and corresponds to a specific text. Effective margin. That margin of an individual apparatus which could be measured under actual operating conditions. Low modulation rates. Modulation rates up to and including 300 bauds. Margin. The maximum degree of distortion of the circuit at the end of which the apparatus is situated which is compatible with the correct translation of all the signals 4CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 which it may possibly receive. Medium modulation rates. Modulation rates above 300 and up to and including 3 000 bauds. Modulation rate. The reciprocal of the unit interval measured in seconds. This rate is expressed in bauds. Synchronous operation. Operation in which the time interval between code units is a constant. 8.2 Technical Provisions Relating To Teletypewriter Apparatus And Circuits Used In The AFTN 8.2.1 In international teletypewriter circuits of the AFTN, using a 5-unit code, the International Telegraph Alphabet No. 2 (see Table 8-1) shall be used only to the extent prescribed in CAR SECTION-9 Series ‘D’ Part III, Para 4.1.2. 8.2.2 The modulation rate shall be determined by bilateral or multilateral agreement between administrations concerned, taking into account primarily traffic volume. 8.2.3 The nominal duration of the transmitting cycle shall be at least 7.5 units, the stop element lasting for at least 1.5 units. 8.2.3.1 The receiver shall be able to translate correctly in service the signals coming from a transmitter with a nominal transmitting cycle of 7 units. 8.2.4 Apparatus in service shall be maintained and adjusted in such a manner that its net effective margin is never less than 35 per cent. 8.2.5 The number of characters which the textual line of the page-printing apparatus may contain shall be fixed at 69. 8.2.6 In start-stop apparatus fitted with automatic time delay switches, the disconnection of the power supply to the motor shall not take place before the lapse of at least 45 seconds after the reception of the last signal. 8.2.7 Arrangements shall be made to avoid the mutilation of signals transmitted at the head of a message and received on start-stop reperforating apparatus. 8.2.7.1 If the reperforating apparatus is provided with local means for feeding the paper, not more than one mutilated signal shall be tolerated. 5CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.2.8 Complete circuits shall be so engineered and maintained that their degree of standardized test distortion does not exceed 28 per cent on the standardized text: THE QUICK BROWN FOX JUMPS OVER THE LAZY DOG 8.2.9 The degree of isochronous distortion on the standardized text of each of the parts of a complete circuit shall be as low as possible, and in any case shall not exceed 10 per cent. 6CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.2.10 The over-all distortion in transmitting equipment used on teletypewriter channels shall not exceed 5 per cent. 8.2.11 AFTN circuits shall be equipped with a system of continuous check of channel condition. Additionally, controlled circuit protocols shall be applied. 8.3 Intentionally left blank 8.4 Characteristics Of Interregional AFS Circuits 8.4.1 Interregional AFS circuits being implemented or upgraded shall employ high quality telecommunications service. Modulation rate shall take into account traffic volumes expected under both normal and alternate route conditions. 8.5 Technical Provisions Relating To ATS Message Transmission 8.5.1 Interconnection by direct oromnibus channels – low modulation rates - 5- unit code. 8.5.1.1 AFTN techniques (cf. 8.2 above) shall be used. 8.6 Technical Provisions Relating To International Ground-Ground Data Interchange At Medium And Higher Signalling Rates 8.6.1 General 8.6.1.1 In international data interchange of characters, a 7-unit coded character set providing a repertoire of 128 characters and designated as International Alphabet No. 5 (IA -5) shall be used. Compatibility with the 5-unit coded character set of International Telegraph Alphabet No. 2 (ITA-2) shall be ensured where applicable. 8.6.1.2 When the provisions of 8.6.1.1 above are applied, International Alphabet No. 5 (IA -5) contained in Table 8-2 shall be used. 8.6.1.2.1 The serial transmission of units comprising an individual character of IA-5 shall be with the low order unit (b1) transmitted first. 8.6.1.2.2 When IA -5 is used, each character shall include an additional unit for parity in the eighth level position. 8.6.1.2.3 When the provisions of 8.6.1.2.2 above are applied, the sense of the character parity bit shall produce even parity in links which operate on the start-stop principle, and odd parity in links using end-to-end synchronous operations. 8.6.1.2.4 Character-for-character conversion shall be as listed in Tables 8-3 and 8- 4 for all characters which are authorized in the AFTN format for transmission on the AFS in both IA -5 and ITA-2. 7CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.6.1.2.5 Characters which appear in only one code set, or which are not authorized for transmission on the AFS shall be as depicted in the code conversion tables. 8CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 9CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 1 0CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 1 1CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 1 2CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.6.2 Data transmission characteristics 8.6.2.1 The data signalling rate should be chosen from among the following: 600 bits/s 4 800 bits/s 1 200 bits/s 9 600 bits/s 2 400 bits/s 1 3CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.6.2.2 The type of transmission for each data signalling rate should be chosen as follows: Data signalling rate Type of transmission 600 bits/s Synchronous or asynchronous serial transmission 1 200 bits/s Synchronous or asynchronous serial transmission 2 400 bits/s Synchronous serial transmission 4 800 bits/s Synchronous serial transmission 9 600 bits/s Synchronous serial transmission 8.6.2.3 The type of modulation for each data signalling rate should be chosen as follows: Data signalling rate Type of modulation 600 bits/s Frequency 1 200 bits/s Frequency 2 400 bits/s Phase 4 800 bits/s Phase 9 600 bits/s Phase-amplitude 8.6.2.4 Character Structure On Data Links 8.6.2.4.1 Intentionally left blank 8.6.2.4.2 Characters of less than eight bits in length shall be padded out to eight bits in length before transmission over any octet based or bit-oriented communications network. The padding bits shall occupy the higher order end of the octet, i.e. bit 8, bit 7 as required, and shall have the binary values 0. 8.6.2.5 Intentionally left blank 8.6.2.6 Intentionally left blank 8.6.3 Ground-ground character-oriented data link control procedures 8.6.3.1 Descriptions. The following descriptions shall apply to data link applications: a) A master station is that station which has control of the data link at a given 1 4CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 instant. b) A slave station is one that has been selected to receive a transmission from the master station. c) A control station is the single station on a multipoint link that is permitted to assume master status and deliver messages to one or more individually selected (non-control) tributary stations, or it is permitted to assign temporary master status to any of the other tributary stations. 8.6.3.2 Message Composition a) A transmission shall consist of characters from IA -5 transmitted in accordance with 8.6.1.2.2 above and shall be either an information message or a supervisory sequence. b) An information message used for the exchange of data shall take one of the following forms: c) A supervisory sequence shall be composed of either a single transmission control character (EOT, ENQ, ACK, or NAK) or a single transmission control (ENQ) preceded by a prefix of up to 15 non- control characters, or the character DLE used in conjunction with other graphic and control characters to provide additional communication control functions. 8.6.3.3 Three system categories are specified in terms of their respective circuit characteristics, terminal configurations, and message transfer procedures as follows: 1 5CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 System category A: two-way alternate, multipoint allowing either centralized or non- centralized operation and single or multiple message-oriented information transfers without replies (but with delivery verification). System category B: two-way simultaneous, point-to-point employing message associated blocking and modulo 8 numbering of blocks and acknowledgements. System category C: two-way alternate, multipoint allowing only centralized (computer-to-terminal) operation, single or multiple message transfers with replies. 8.6.3.3.1 In addition to the characteristics prescribed in the paragraphs that follow for both system categories A and B, other parameters that shall be accounted for in order to ensure viable, operationally reliable communications include: a) the number of SYN characters required to establish and maintain synchronization; Note: Normally the transmitting station sends three contiguous SYN characters and the receiving station detects atleast two before any action is taken. b) the values of system time-outs for such functions as “idle line” and “no response” as well as the number of automatic retries that are to be attempted before manual intervention is signalled; c) the composition of prefixes within a 15 character maximum. 8.6.3.3.2 For multipoint implementations designed to permit only centralized (computer-to-terminal) operations, the provisions of 8.6.3.7 should be employed. 8.6.3.4 Block Check Character 8.6.3.4.1 Both system category A and B shall utilize a block check character to determine the validity of a transmission. 8.6.3.4.2 The block check character shall be composed of 7 bits plus a parity bit. 8.6.3.4.3 Each of the first 7 bits of the block check character shall be the module 2 binary sum of every element in the same bit 1 to bit 7 column of the successive characters of the transmitted block. 8.6.3.4.4 The longitudinal parity of each column of the block, including the block check character, shall be even. 8.6.3.4.5 The sense of the parity bit of the block check character shall be the same as for the information characters (see 8.6.1.2.3 above). 8.6.3.4.6 Summation 1 6CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.6.3.4.6.1 The summation to obtain the block check character shall be started by the first appearance of either SOH (start of heading) or STX (start of text). 8.6.3.4.6.2 The starting character shall not be included in the summation. 8.6.3.4.6.3 If an STX character appears after the summation has been started by SOH, then the STX character shall be included in the summation as if it were a text character. 8.6.3.4.6.4 With the exception of SYN (synchronous idle), all the characters which are transmitted after the zstart of block checks summation shall be included in the summation, including ETB (end of transmission / block) or ETX (end of text) control characters which signals that the following characters is the block check character. 8.6.3.4.7 No character, SYN or otherwise, shall be inserted between the ETB or ETX character and the block check character. 8.6.3.5 Description of system category A. System category A is one in which a number of stations are connected by a multipoint link and one station is permanently designated as the control station which monitors the link at all times to ensure orderly operation. 8.6.3.5.1 Link Establishment Procedure 8.6.3.5.1.1 To establish the link for transmission, the control station shall either: a) poll one of the tributary stations to assign it master status; or b) assume master status and select one or more tributary (slave) stations to receive a transmission. 8.6.3.5.1.2 Polling shall be accomplished by the control station sending a polling supervisory sequence consisting of a prefix identifying a single tributary station and ending in ENQ. 8.6.3.5.1.3 A tributary station detecting its assigned polling supervisory sequence shall assume master status and respond in one of two ways: a) if the station has a message to send, it shall initiate a selection supervisory sequence as described in 8.6.3.5.1.5 below; b) if the station has no message to send, it shall send EOT, and master status shall revert to the control station. 8.6.3.5.1.4 If the control station detects an invalid or no response resulting from a 1 7CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 poll, it shall terminate by sending EOT prior to resuming polling or selection. 8.6.3.5.1.5 Selection shall be accomplished by the designated master station sending a selection supervisory sequence consisting of a prefix identifying a single station and ending in ENQ. 8.6.3.5.1.6 A station detecting its assigned selection supervisory sequence shall assume slave status and send one of two replies: a) if the station is ready to receive, it shall send a prefix followed by ACK. Upon detecting this reply, the master station shall either select another station or proceed with message transfer; b) if the station is not ready to receive, it shall send a prefix followed by NAK and thereby relinquish slave status. If the master station receives NAK, or no reply, it shall either select another or the same tributary station or terminate; c) it shall be permissible for N retries (N _ 0) to be made to select a station for which NAK, an invalid reply, or no response has been received. 8.6.3.5.1.7 If one or more stations have been selected and have properly responded with ACK, the master station shall proceed with message transfer. 8.6.3.5.2 Message Transfer Procedure 8.6.3.5.2.1 The master station shall send a message or series of messages, with or without headings to the selected slave station(s). 8.6.3.5.2.2 The transmission of a message shall: a) begin with: - SOH if the message has a heading, - STX if the message has no heading; b) be continuous, ending with ETX, immediately followed by a block check character (BCC). 8.6.3.5.2.3 After transmitting one or more messages, the master station shall verify successful delivery at each selected slave station. 1 8CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.6.3.5.3 Delivery Verification Procedure 8.6.3.5.3.1 The master station shall send a delivery verification supervisory sequence consisting of a prefix identifying a single slave station and ending in ENQ. 8.6.3.5.3.2 A slave station detecting its assigned delivery verification supervisory sequence shall send one of two replies: a) if the slave station properly received all of the transmission, it shall send an optional prefix followed by ACK; b) if the slave station did not receive all of the transmission properly, it shall send an optional prefix followed by NAK. 8.6.3.5.3.3 If the master station receives no reply or an invalid reply, it shall request a reply from the same or another slave station until all selected stations have been properly accounted for. 8.6.3.5.3.4 If the master station receives a negative reply (NAK) or, after N 0 repeat attempts, no reply, it shall repeat that transmission to the appropriate slave stations at a later opportunity. 8.6.3.5.3.5 After all messages have been sent and delivery verified, the master station shall proceed with link termination. 8.6.3.5.4 Link Termination Procedure 8.6.3.5.4.1 The terminate function, negating the master or slave status of all stations and returning master status to the control station, shall be accomplished by the master station transmitting EOT. 8.6.3.6 Description of system category B. System category B is one in which two stations are on a point-to-point, full-duplex link and each station has the capability to maintain concurrent master and slave status, i.e. master status on its transmit side and slave status on its receive side and both stations can transmit simultaneously. 8.6.3.6.1 Link Establishment Procedure 8.6.3.6.1.1 To establish the link for message transfers (from the calling to the called station), the calling station shall request the identity of the called station by sending an identification supervisory sequence consisting of a DLE character followed by a colon character, an optional prefix, and ENQ. 8.6.3.6.1.2 The called station, upon detecting ENQ, shall send one of two replies: a) if ready to receive, it shall send a sequence consisting of a DLE 1 9CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 followed by a colon, a prefix which includes its identity and ended by ACK0 (see 8.6.3.6.2.5 below). This establishes the link for message transfers from the calling to the called station; b) if not ready to receive, it shall send the above sequence with the ACK0 replaced by NAK. 8.6.3.6.1.3 Establishment of the link for message transfers in the opposite direction can be initiated at any time following circuit connection in a similar manner to that described above. 8.6.3.6.2 Message Transfer Procedure 8.6.3.6.2.1 System category B message transfer provides for message associated blocking with longitudinal checking and modulo 8 numbered acknowledgements. 8.6.3.6.2.2 It is permissible for a transmission block to be a complete message or a portion of a message. The sending station shall initiate the transmission with SOTB N followed by: a) SOH if it is the beginning of a message that contains a heading; b) STX if it is the beginning of a message that has no heading; c) SOH if it is an intermediate block that continues a heading; d) STX if it is an intermediate block that continues a text. 8.6.3.6.2.3 A block which ends at an intermediate point within a message shall be ended with ETB; a block which ends at the end of a message shall be ended with ETX. 8.6.3.6.2.4 It shall be permissible for each station to initiate and continue to send messages to the other concurrently according to the following sequence. a) It shall be permissible for the sending station (master side) to send blocks, containing messages or parts of messages, continuously to the receiving station (slave side) without waiting for a reply. b) It shall be permissible for replies, in the form of slave responses, to be transmitted by the receiving station while the sending station is sending subsequent blocks. c) If a negative reply is received, the sending station (master side) shall start retransmission with the block following the last block for which the proper affirmative acknowledgement was received. 8.6.3.6.2.5 Slave responses shall be according to one of the following: a) if a transmission block is received without error and the station is ready to 2 0CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 receive another block, it shall send DLE, a colon, an optional prefix, and the appropriate acknowledgement ACKN (referring to the received block beginning with SOTB N, e.g. ACK0, transmitted as DLE0 is used as the affirmative reply to the block numbered SOTB0, DLE1 for SOTB1, etc.); b) if a transmission block is not acceptable, the receiving station shall send DLE, a colon, an optional prefix, and NAK. 8.6.3.6.2.6 Slave responses should be interleaved between message blocks and transmitted at the earliest possible time. 8.6.3.6.3 Link Termination Procedure 8.6.3.6.3.1 If the link has been established for message transfers in either or both directions, the sending of EOT by a station shall signal the end of message transfers in that direction. To resume message transfers after sending EOT, the link shall be re-established in that direction. 8.6.3.6.3.2 EOT shall only be transmitted by a station after all outstanding slave responses have been received or otherwise accounted for. 8.6.3.6.4 Circuit Disconnection 8.6.3.6.4.1 On switched connections, the data links in both directions shall be terminated before the connection is cleared. In addition, the station initiating clearing of the connection shall first announce its intention to do so by transmitting the two- character sequence DLE EOT, followed by any other signals required to clear the connection. 8.6.3.7 Description of system category C (centralized). System category C (centralized) is one (like system category A) in which a number of stations are connected by a multipoint link and one station is designated as the control station but (unlike system category A) provides only for centralized (computer-to- terminal) operations where message interchange (with replies) shall be constrained to occur only between the control and a selected tributary station. 8.6.3.7.1 Link Establishment Procedure 8.6.3.7.1.1 To establish the link for transmission the control station shall either: a) poll one of the tributary stations to assign it master status; or b) assume master status and select a tributary station to assume slave status and receive a transmission according to either of two prescribed selection procedures: 1) selection with response (see 8.6.3.7.1.5 below); or 2 1CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 2) fast select (see 8.6.3.7.1.7 below). 8.6.3.7.1.2 Polling is accomplished by the control station sending a polling supervisory sequence consisting of a prefix identifying a single tributary station and ending in ENQ. 8.6.3.7.1.3 A tributary station detecting its assigned polling supervisory sequence shall assume master status and respond in one of two ways: a) if the station has a message to send, it shall initiate message transfer. The control station assumes slave status; b) if the station has no message to send, it shall send EOT and master status shall revert to the control station. 8.6.3.7.1.4 If the control station detects an invalid or no response resulting from a poll, it shall terminate by sending EOT prior to resuming polling or selection. 8.6.3.7.1.5 Selection with response is accomplished by the control station assuming master status and sending a selection supervisory sequence consisting of a prefix identifying a single tributary station and ending in ENQ. 8.6.3.7.1.6 A tributary station detecting its assigned selection supervisory sequence shall assume slave status and send one of two replies: a) if the station is ready to receive, it shall send an optional prefix followed by ACK. Upon detecting this reply, the master station shall proceed with message transfer; b) if the station is not ready to receive, it shall send an optional prefix followed by NAK. Upon detecting NAK, it shall be permissible for the master station to again attempt selecting the same tributary station or initiate termination by sending EOT. 8.6.3.7.1.7 Fast select is accomplished by the control station assuming master status and sending a selection supervisory sequence, and without ending this transmission with ENQ or waiting for the selected tributary to respond, proceeding directly to message transfer. 8.6.3.7.2 Message Transfer Procedure 8.6.3.7.2.1 The station with master status shall send a single message to the station with slave status and wait for a reply. 8.6.3.7.2.2 The message transmission shall: a) begin with: - SOH if the message has a heading, 2 2CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 - STX if the message has no heading; and b) be continuous, ending with ETX, immediately followed by BCC. 8.6.3.7.2.3 The slave station, upon detecting ETX followed by BCC, shall send one of two replies: a) if the messages were accepted and the slave station is ready to receive another message, it shall send an optional prefix followed by ACK. Upon detecting ACK, the master station shall be permitted either to transmit the next message or initiate termination; b) if the message was not accepted and the slave station is ready to receive another message, it shall send an optional prefix followed by NAK. Upon detecting NAK, the master station may either transmit another message or initiate termination. Following the NAK reply, the next message transmitted need not be a retransmission of the message that was not accepted. 8.6.3.7.2.4 If the master station receives an invalid or no reply to a message, it shall be permitted to send a delivery verification supervisory sequence consisting of an optional prefix followed by ENQ. Upon receipt of a delivery verification supervisory sequence, the slave station repeats its last reply. 8.6.3.7.2.5 N retries (N 0) may be made by the master station in order to get a valid slave reply. If a valid reply is not received after N retries, the master station exits to a recovery procedure. 8.6.3.7.3 Link Termination Procedure 8.6.3.7.3.1 The station with master status shall transmit EOT to indicate that it has no more messages to transmit. EOT shall negate the master/slave status of both stations and return master status to the control station. 8.6.4 Ground-ground bit-oriented data link control procedures 8.6.4.1 The following descriptions shall apply to data link applications contained in this section: a) Bit-oriented data link control procedures enable transparent transmission that is independent of any encoding. b) A data link is the logical association of two interconnected stations, including the communication control capability of the interconnected 2 3CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 stations. c) A station is a configuration of logical elements, from or to which messages are transmitted on a data link, including those elements which control the message flow on the link via communication control procedures. d) A combined station sends and receives both commands and responses and is responsible for control of the data link. e) Data communication control procedures are the means used to control and protect the orderly interchange of information between stations on a data link. f) A component is defined as a number of bits in a prescribed order within a sequence for the control and supervision of the data link. g) An octet is a group of 8 consecutive bits. h) A sequence is one or more components in prescribed order comprising an integral number of octets. i) A field is a series of a specified number of bits or specified maximum number of bits which performs the functions of data link or communications control or constitutes data to be transferred. j) A frame is a unit of data to be transferred over the data link, comprising one or more fields in a prescribed order. 8.6.4.2 Bit-Oriented Data Link Control Procedures For Point-To-Point, Ground-Ground Data Interchange Applications Employing Synchronous Transmission Facilities 8.6.4.2.1 Frame format. Frames shall contain not less than 32 bits, excluding the opening and closing flags, and shall conform to the following format: 8.6.4.2.1.1 A frame shall consist of an opening flag (F), an address field (A), a control field (C), an optional information field (I), a frame check sequence (FCS), and a closing flag sequence (F), and shall be transmitted in that order. 8.6.4.2.1.1.1 The flag (F) shall be the 8-bit sequence 01111110 which delimits the 2 4CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 beginning and ending of each frame. It shall be permissible for the closing flag of a frame to also serve as the opening flag of the next frame. 8.6.4.2.1.1.2 The address (A) field shall consist of one octet, excluding 0 bits added to achieve transparent transmission, which shall contain the link address of the combined station. 8.6.4.2.1.1.3 The control (C) field shall consist of one octet, excluding 0 bits added to achieve transparent transmission, and shall contain the commands, responses, and frame sequence number components for the control of the data link. 8.6.4.2.1.1.4 The information (I) field shall contain digital data which may be presented in any code or sequence but shall not exceed a maximum of 259 octets, excluding 0 bits added to achieve transparent transmission. The I field shall always be a multiple of 8 bits in length. 8.6.4.2.1.1.5 The frame check sequence (FCS) shall consist of two octets, excluding 0 bits added to achieve transparent transmission, and shall contain the error detecting bits. 8.6.4.2.2 A frame check sequence (FCS) shall be included in each frame for the purpose of error checking. 8.6.4.2.2.1 The error checking algorithm shall be a cyclic redundancy check (CRC). 8.6.4.2.2.2 The CRC polynomial (P(x)) shall be 8.6.4.2.2.3 The FCS shall be a 16-bit sequence. This FCS shall be the ones’ complement of the remainder, R(x), obtained from the modulo 2 division of by the CRC polynomial, P(x). G(x) shall be the contents of the frame existing between, but including neither, the final bit of the opening flag nor the first bit of the FCS, excluding bits inserted for transparent transmission. K shall be the length of G(x) (number of bits). 8.6.4.2.2.4 The generation and checking of the FCS accumulation shall be as follows: a) the transmitting station shall initiate the FCS accumulation with the first (least significant) bit of the address (A) field and shall include all bits up to and including the last bit preceding the FCS sequence, but shall exclude all 0 bits (if any) inserted to achieve transparent transmission; 2 5CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 b) upon completion of the accumulation the FCS shall be transmitted, starting with bit b1 (highest order coefficient) and proceeding in sequence to bit b16 (lowest order coefficient) as shown below; c) the receiving station shall carry out the cyclic redundancy check (CRC) on the content of the frame commencing with the first bit received following the opening flag, and shall include all bits up to and including the last bit preceding the closing flag, but shall exclude all 0 bits (if any) deleted according to the rules for achievement of transparency; d) upon completion of the FCS accumulation, the receiving station shall examine the remainder. In the absence of transmission error, the remainder shall be 1111000010111000 (x0 through x15, respectively). Achievement of transparency. The frame format contents (A, C, link data field, and FCS) shall be capable of containing any bit configuration. The following rules shall apply to all frame contents, except flag sequences: a) the transmitting station shall examine the frame contents before transmission, and shall insert a single 0 bit immediately following each sequence of 5 consecutive 1 bits; b) the receiving station shall examine the received frame contents for patterns consisting of 5 consecutive 1 bits immediately followed by one (or more) 0 bit(s) and shall remove the 0 bit which directly follows 5 consecutive 1 bits. 8.6.4.2.4 Special transmission sequences and related link states. In addition to employing the prescribed repertoire of commands and responses to manage the interchange of data and control information, stations shall use the following conventions to signal the indicated conditions: a) Abort is the procedure by which a station in the process of sending a frame ends the frame in an unusual manner such that the receiving station shall ignore the frame. The conventions for aborting a frame shall be: 2 6CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 1) transmitting at least seven, but less than fifteen, one bits (with no inserted zeros); 2) receiving seven one bits. b) Active link state. A link is in an active state when a station is transmitting a frame, an abort sequence, or interframe time fill. When the link is in the active state, the right of the transmitting station to continue transmission shall be reserved. c) Interframe time fill. Interframe time fill shall be accomplished by transmitting continuous flags between frames. There is no provision for time fill within a frame. d) Idle link state. A link is in an idle state when a continuous one condition is detected that persists for 15 bit times, or longer. Idle link time fill shall be a continuous one condition on the link. e) Invalid frame. An invalid frame is one that is not properly bounded by two flags or one which is shorter than 32 bits between flags. 8.6.4.2.5 Modes 8.6.4.2.5.1 Operational mode. The operational mode shall be the asynchronous balanced mode (ABM). 8.6.4.2.5.1.1 It shall be permissible for a combined station in ABM to transmit without invitation from the associated station. 8.6.4.2.5.1.2 A combined station in ABM shall be permitted to transmit any command or response type frame except DM. 8.6.4.2.5.2 Non-operational mode. The non-operational mode shall be the asynchronous disconnected mode (ADM) in which a combined station is logically disconnected from the data link. 8.6.4.2.5.2.1 It shall be permissible for a combined station in ADM to transmit without invitation from the associated station. 8.6.4.2.5.2.2 A combined station in ADM shall transmit only SABM, DISC, UA and DM frames. (See 8.6.4.2.7 below for a description of the commands and responses to which these frame types refer.) 8.6.4.2.5.2.3 A combined station in ADM shall transmit a DM when a DISC is received, and shall discard all other received command frames except SABM. If a discarded command frame has the P bit set to “1”, the combined station shall transmit a DM with the F bit set to “1”. 8.6.4.2.6 Control field functions and parameters. Control fields contain a 2 7CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 command or a response and sequence numbers where applicable. Three types of control fields shall be used to perform: a) numbered information transfer (I-frames); b) numbered supervisory functions (S-frames); and c) unnumbered control functions (U-frames). The control field formats shall be as shown in Table 8-5. The functional frame designation associated with each type control field as well as the control field parameters employed in performing these functions shall be described in the following paragraphs. 8.6.4.2.6.1 The I-frame type is used to perform information transfers. Except for some special cases it is the only format which shall be permitted to contain an information field. 8.6.4.2.6.2 The S-frame type is used for supervisory commands and responses that perform link supervisory control functions such as acknowledge information frames, request transmission or retransmission of information frames, and to request a temporary suspension of transmission of I-frames. No information field shall be contained in the S-frame. 8.6.4.2.6.3 The U-frame type is used for unnumbered commands and responses that provide additional link control functions. One of the U-frame responses, the frame reject (FRMR) response, shall contain an information field; all other frames of the U-frame type shall not contain an information field. 8.6.4.2.6.4 The station parameters associated with the three control field types shall be as follows: a) Modulus. Each I-frame shall be sequentially numbered with a send sequence count, N(S), having value 0 through modulus minus one (where modulus is the modulus of the sequence numbers). 2 8CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 The modulus shall be 8. The maximum number of sequentially numbered I- frames that a station shall have outstanding (i.e. unacknowledged) at any given time shall never exceed one less than the modulus of the sequence numbers. This restriction on the number of outstanding frames is to prevent any ambiguity in the association of transmission frames with sequence numbers during normal operation and/or error recovery. b) The send state variable V(S) shall denote the sequence number of the next in-sequence I-frame to be transmitted. 1) The send state variable shall take on the value 0 through modulus minus one (modulus is the modulus of the sequence numbering and the numbers cycle through the entire range). 2) The value of V(S) shall be incremented by one with each successive in-sequence I-frame transmission, but shall not exceed the value of N(R) contained in the last received frame by more than the maximum permissible number of outstanding –I frames (k). See i) below for the definition of k. c) Prior to transmission of an in-sequence I-frame, the value of N(S) shall be updated to equal the value of V(S). d) The receive state variable V(R) shall denote the sequence number of the next in-sequence I-frame to be received. 1) V(R) shall take on the values 0 through modulus minus one. 2) The value of V(R) shall be incremented by one after the receipt of an error-free, in-sequence I-frame whose send sequence number N(S), equals V(R). e) All I-frames and S-frames shall contain N(R), the expected sequence number of the next received frame. Prior to transmission of either an I or an S type frame, the value of N(R) shall be updated to equal the current value of the receive state variable. N(R) indicates that the station transmitting the N(R) has correctly received all I-frames numbered up to and including N(R) - 1. f) Each station shall maintain an independent send state variable, V(S), and receive state variable, V(R), on the I-frames it sends and receives. That is, each combined station shall maintain a V(S) count on the I - -Iframes it has frames it transmits and a V(R) count on the correctly received from the remote combined station. g) The poll (P/F) bit shall be used by a combined station to solicit (poll) a response or sequence of responses from the remote combined station. 2 9CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 h) The final (P/F) bit shall be used by the remote combined station to indicate the response frame transmitted as the result of a soliciting (poll) command. i) The maximum number (k) of sequentially numbered I-frames that a station may have outstanding (i.e. unacknowledged) at any given time is a station parameter which shall never exceed the modulus. 8.6.4.2.7 Commands and responses. It shall be permissible for a combined station to generate either commands or responses. A command shall contain the remote station address while a response shall contain the sending station address. The mnemonics associated with all of the commands and responses prescribed for each of the three frame types (I, S, and U) and the corresponding encoding of the control field are as shown in Table 8-6. 8.6.4.2.7.1 The I-frame command provides the means for transmitting sequentially numbered frames, each of which shall be permitted to contain an information field. 8.6.4.2.7.2 The S-frame commands and responses shall be used to perform numbered supervisory functions (such as acknowledgement, polling, temporary suspension of information transfer, or error recovery). 8.6.4.2.7.2.1 The receive ready command or response (RR) shall be used by a station to: a) indicate that it is ready to receive an I-frame; b) acknowledge previously received I-frames numbered up to and including N(R) - 1; 3 0CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 c) clear a busy condition that was initiated by the transmission of RNR. 8.6.4.2.7.2.2 It shall be permissible to issue a reject command or response (REJ) to request retransmission of frames starting with the I-frame numbered N(R) where: a) I-frames numbered N(R) - 1 and below are acknowl-edged; b) additional I-frames pending initial transmission are to be transmitted following the retransmitted I-frame(s); c) only one REJ exception condition, from one given station to another station, shall be established at any given time: another REJ shall not be issued until the first REJ exception condition has been cleared; d) the REJ exception condition is cleared (reset) upon the receipt of an I- frame with an N(S) count equal to the N(R) of the REJ command/ response. 8.6.4.2.7.2.3 The receive not ready command or response (RNR) shall be used to indicate a busy condition, i.e. temporary inability to accept additional incoming –I frames, where: a) frames numbered up to and including N(R) - 1 are acknowledged; b) frame N(R) and any subsequent I-frames received, if any, are not acknowledged (the acceptance status of these frames shall be indicated in subsequent exchanges); c) the clearing of a busy condition shall be indicated by the transmission of an RR, REJ, SABM, or UA with or without the P/F bit set to “1”. 8.6.4.2.7.2.3.1 a) A station receiving an RNR frame when in the process of transmitting should stop transmitting I-frames at the earliest possible time. b) Any REJ command or response which was received prior to the RNR should be actioned before the termination of transmission. c) It should be permissible for a combined station to use the RNR command with the poll bit set to “1” to obtain a supervisory frame with the final bit set to “1” from the remote combined station. 3 1CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 8.6.4.2.7.2.4 It shall be permissible for the selective reject command or response -Iframe (SREJ) to be used to request retransmission of the single numbered N(R) where: a) frames numbered up to N(R) - 1 are acknowledged; frame N(R) is not accepted; the only I-frames accepted are those received correctly and in sequence following the I-frame requested; the specific I-frame to be retransmitted is indicated by the N(R) in the SREJ command/response; b) the SREJ exception condition is cleared (reset) upon receipt of an I- frame with an N(S) count equal to the N(R) of the SREJ; c) after a station transmits a SREJ it is not permitted to transmit SREJ or REJ for an additional sequence error until the first SREJ error condition has been cleared; d) I-frames that have been permitted to be transmitted following the I- frame indicated by the SREJ are not retransmitted as the result of receiving a SREJ; and e) it is permissible for additional I-frames pending initial transmission to be transmitted following the retransmission of the specific I-frame requested by the SREJ. 8.6.4.2.7.3 The U-frame commands and responses shall be used to extend the number of link control functions. Transmitted U-frames do not increment the sequence counts at either the transmitting or receiving station. a) The U-frame mode-setting commands (SABM, and DISC) shall be used to place the addressed station in the appropriate response mode (ABM or ADM) where: 1) upon acceptance of the command, the station send and receive state variables, V(S) and V(R), are set to zero; 2) the addressed station confirms acceptance at the earliest possible time by transmission of a single unnumbered acknowledgement, UA; 3) previously transmitted frames that are unacknowl-edged when the command is actioned remain unacknowledged; 4) the DISC command is used to perform a logical disconnect, i.e. to inform the addressed combined station that the transmitting combined station is suspending operation. No information field shall be permitted with the DISC command. 3 2CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 b) The unnumbered acknowledge response (UA) shall be used by a combined station to acknowledge the receipt and acceptance of an unnumbered command. Received unnumbered commands are not actioned until the UA response is transmitted. No information field shall be permitted with the UA response. c) The frame reject response (FRMR), employing the information field described below, shall be used by a combined station in the operational mode (ABM) to report that one of the following conditions resulted from the receipt of a frame without an FCS error: 1) a command/response that is invalid or not implemented; 2) a frame with an information field that exceeds the size of the buffer available; 3) a frame having an invalid N(R) count. -Iframe which has Note.- An invalid N(R) is a count which points to an previously been transmitted and acknowledged or to an I-frame which has not been transmitted and is not the next sequential I-frame pending transmission d) The disconnected mode response (DM) shall be used to report a non- operational status where the station is logically disconnected from the link. No information field shall be permitted with the DM response. 8.6.4.3 Exception condition reporting and recovery. This section specifies the procedures that shall be employed to effect recovery following the detection or occurrence of an exception condition at the link level. Exception conditions described are those situations that may occur as the result of transmission errors, station malfunction, or operational situations. 8.6.4.3.1 Busy condition. A busy condition occurs when a station temporarily cannot receive or continue to receive I-frames due to internal constraints, e.g. due to buffering limitations. The busy condition shall be reported to the remote combined station by the transmission of an RNR frame with the N(R) number of the next –I frame that is expected. It shall be permissible for traffic pending transmission at the busy station to be transmitted prior to or following the RNR. 8.6.4.3.1.1 Upon receipt of an RNR, a combined station in ABM shall cease transmitting I-frames at the earliest possible time by completing or aborting the frame in process. The combined station receiving an RNR shall perform a time-out operation before resuming asynchronous transmission of I-frames unless the busy condition is reported as cleared by the remote combined station. If the RNR was received as a command with the P bit set to “1”, the receiving station shall respond with an S-frame with the F bit set to “1”. 8.6.4.3.1.2 The busy condition shall be cleared at the station which transmitted the 3 3CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 RNR when the internal constraint ceases. Clearance of the busy condition shall be reported to the remote station by transmission of an RR, REJ, SABM, or UA frame (with or without the P/F bit set to “1”). 8.6.4.3.2 N(S) sequence error. An N(S) sequence exception shall be established in the receiving station when an FCS error) contains an N(S) sequence number that is not equal to the receive variable V(R) at the receiving station. The receiving station shall not acknowledge (shall not increment its receive variable V(R)) the frame causing the sequence error, or any -Iframes which may follow, until an -Iframe with the correct N(S) number is received. A station that receives one or more I-frames having sequence errors, but which are otherwise error free, shall accept the control information contained in the N(R) field and the P/F bit to perform link control functions, e.g. to receive acknowledgement of previously transmitted I-frames (via the N(R)), to cause the station to respond (P bit set to “1”). 8.6.4.3.2.1 The means specified in 8.6.4.3.2.1.1 and 8.6.4.3.2.1.2 below shall be available for initiating the retransmission of lost or errored I-frames following the occurrence of a sequence error. 8.6.4.3.2.1.1 Where the REJ command/response is used to initiate an exception recovery following the detection of a sequence error, only one “sent REJ” exception condition, from one station to another station, shall be established at a time. A “sent REJ” exception shall be cleared when the requested I-frame is received. A station receiving REJ shall initiate sequential (re)transmission of I-frames starting with the I- frame indicated by the N(R) contained in the REJ frame. 8.6.4.3.2.1.2 In the event a receiving station, due to a transmission error, does not receive (or receives and discards) a single I-frame or the last I-frame(s) in a sequence of I-frames, it shall not detect an out-of-sequence exception and, therefore, shall not transmit REJ. The station which transmitted the unacknowledged I-frame(s) shall, following the completion of a system-specified time-out period, take appropriate recovery action to determine the sequence number at which retransmission must begin. 8.6.4.3.2.1.3 A combined station which has timed out waiting for a response should not retransmit all unacknowledged frames immediately. The station may enquire about status with a supervisory frame. 8.6.4.3.3 FCS error. Any frame with an FCS error shall not be accepted by the receiving station and will be discarded. No action shall be taken by the receiving station as the result of that frame. 8.6.4.3.4 Frame reject exception condition. A frame reject exception condition shall be established upon the receipt of an error-free frame which contains an invalid or unimplemented control field, an invalid N(R), or an information field which has exceeded the maximum established storage capability. If a frame reject exception condition occurs in a combined station, the station shall either: a) take recovery action without reporting the condition to the remote combined station; or 3 4CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 b) report the condition to the remote combined station with a FRMR response. The remote station will then be expected to take recovery action; if, after waiting an appropriate time, no recovery action appears to have been taken, the combined station reporting the frame reject exception condition may take recovery action. Recovery action for balanced operation includes the transmission of an implemented mode-setting command. Higher level functions may also be involved in the recovery. 8.6.4.3.5 Mode-setting contention. A mode-setting contention situation exists when a combined station issues a mode-setting command and, before receiving an appropriate response (UA or DM), receives a mode-setting command from the remote combined station. Contention situations shall be resolved in the following manner: a) when the send and receive mode-setting commands are the same, each combined station shall send a UA response at the earliest respond opportunity. Each combined station shall either enter the indicated mode immediately or defer entering the indicated mode until receiving a UA response. In the latter case, if the UA response is not received: 1) the mode may be entered when the response timer expires; or 2) the mode-setting command may be reissued; b) when the mode-setting commands are different, each combined station shall enter ADM and issue a DM response at the earliest respond opportunity. In the case of DISC contention with a different mode-setting command, no further action is required. 8.6.4.3.6 Time-out functions. Time-out functions shall be used to detect that a required or expected acknowledging action or response to a previously transmitted frame has not been received. Expiration of the time-out function shall initiate appropriate action, e.g. error recovery or reissuance of the P bit. The duration of the following time-out functions is system dependent and subject to bilateral agreement: a) combined stations shall provide a time-out function to determine that a response frame with F bit set to “1” toa command frame with the P bit set to “1” has not been received. The time-out function shall automatically cease upon receipt of a valid frame with the F bit set to “1”; b) a combined station which has no P bit outstanding, andwhich has transmitted one or more frames for which responses are anticipated shall start a time-out 3 5CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 function to detect the no-response condition. The time-out function shall cease when an I- or S-frame is received with the N(R) higher than the last received N(R) (actually acknowledging one or more I-frames). 8.6.5 Intentionally left blank 9. AIRCRAFT ADDRESSING SYSTEM 9.1 The aircraft address shall be twenty-four-bit aircraft address allocated by ICAO to India and assigned in accordance with CAR Section 2 Series ‘R’ Part IV. 9.1.1 Non-aircraft transponders that are installed on aerodrome surface vehicles, obstacles or fixed Mode S target detection devices for surveillance and/ or radar monitoring purposes shall be assigned 24-bit aircraft addresses. The 24-bit aircraft address for non-aircraft transponders may be obtained from DGCA (Attn. Director of Airworthiness, O/o DGCA, Opp. Safdarjung Airport, New Delhi - 110003). Note 1.— Under such specific conditions, the term “aircraft” can be understood as “aircraft (or pseudo-aircraft) or vehicle (A/V)” where a limited set of data is generally sufficient for operational purposes. Note 2.— Each non-aircraft transponder used on aerodrome surface vehicle shall have a unique address. 9.1.1.1 Mode S transponders used under specific conditions stated in 9.1.1 should not have any negative impact on the performance of existing ATS surveillance systems and ACAS. SECTION II - VOICE COMMUNICATION SYSTEM 1. Definitions Note : Material on secondary power supply and guidance material concerning reliability and availability for communications systems is contained in CAR SECTION-9, Series ‘D’ Part II, para 2.9.1. 2. Aeronautical Mobile Service 2.1 Air-Ground VHF Communication System Characteristics 2.1.1 The characteristics of the air-ground VHF communication system used in the International Aeronautical Mobile Service shall be in conformity with the following specifications: 2.1.1.1 Radiotelephone emissions shall be double sideband (DSB) amplitude modulated (AM) carriers. The designation of emission is A3E, as specified in the ITU Radio Regulations. 2.1.1.2 Spurious emissions shall be kept at the lowest value which the state of 3 6CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 technique and the nature of the service permit. 2.1.1.3 The radio frequencies used shall be selected from the radio frequencies in the band 117.975 - 137 MHz. The separation between assignable frequencies (channel spacing) and frequency tolerances applicable to elements of the system shall be as specified in CAR SECTION-9 Series ‘D’ Part VI. 2.1.1.4 The design polarization of emissions shall be vertical. 2.2 System Characteristics Of The Ground Installation 2.2.1 Transmitting function 2.2.1.1 Frequency stability. The radio frequency of operation shall not vary more than plus or minus 0.005 per cent from the assigned frequency. Where 25 kHz channel spacing is introduced, the radio frequency of operation shall not vary more than plus or minus 0.002 per cent from the assigned frequency. Where 8.33 kHz channel spacing is introduced, the radio frequency of operation shall not vary more than plus or minus 0.0001 per cent from the assigned frequency. 2.2.1.1.1 Offset carrier systems in 25 kHz, 50 kHz and 100 kHz channel spaced environments. The stability of individual carriers of an offset carrier system shall be such as to prevent first-order heterodyne frequencies of less than 4 kHz and, additionally, the maximum frequency excursion of the outer carrier frequencies from the assigned carrier frequency shall not exceed 8 kHz. Offset carrier systems shall not be used on 8.33 kHz spaced channels. 2.2.1.2 Power: On a high percentage of occasions, the effective radiated power should be such as to provide a field strength of a least 75 microvolts per metre (minus 109 dBW/m2) within the defined operational coverage of the facility, on the basis of free space propagation. 2.2.1.3 Modulation. A peak modulation factor of at least 0.85 shall be achievable. 2.2.1.4 Means should be provided to maintain the average modulation factor at the highest practicable value without overmodulation. 2.2.2.1 Receiving function Frequency stability. Where 8.33 kHz channel spacing is introduced in accordance with CAR SECTION-9 Series ‘D’ Part VI, the radio frequency of operation shall not vary more than plus or minus 0.0001 per cent from the assigned frequency. 2.2.2.2 Sensitivity. After due allowance has been made for feeder loss and antenna polar diagram variation, the sensitivity of the receiving function shall be such as to provide on a high percentage of occasions an audio output signal with a wanted/unwanted ratio of 15 dB, with a 50 per cent amplitude modulated (A3E) radio 3 7CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 signal having a field strength of 20 microvolts per metre (minus 120 dBW/m2) or more. 2.2.2.3 Effective acceptance bandwidth. When tuned to a channel having a width of 25 kHz, 50 kHz or 100 kHz, the receiving system shall provide an adequate and intelligible audio output when the signal specified at 2.2.2.2 above has a carrier frequency within plus or minus 0.005 per cent of the assigned frequency. When tuned to a channel having a width of 8.33 kHz, the receiving system shall provide an adequate and intelligible audio output when the signal specified at 2.2.2.2 above has a carrier frequency within plus or minus 0.0005 per cent of the assigned frequency. 2.2.2.4 Adjacent channel rejection. The receiving system shall ensure an effective rejection of 60 dB or more at the next assignable channel. 2.3 System Characteristics Of The Airborne Installation 2.3.1 Transmitting function 2.3.1.1 Frequency stability. The radio frequency of operation shall not vary more than plus or minus 0.005 per cent from the assigned frequency. Where 25 kHz channel spacing is introduced, the radio frequency of operation shall not vary more than plus or minus 0.003 per cent from the assigned frequency. Where 8.33 kHz channel spacing is introduced, the radio frequency of operation shall not vary more than plus or minus 0.0005 per cent from the assigned frequency. 2.3.1.2 Power: On a high percentage of occasions, the effective radiated power shall be such as to provide a fieldstrength of at least 20 microvolts per metre (minus 120 dBW/m2) on the basis of free space propagation, at ranges and altitudes appropriate to the operational conditions pertaining to the areas over which the aircraft is operated. 2.3.1.3 Adjacent channel power. The amount of power from a 8.33 kHz airborne transmitter under all operating conditions when measured over a 7 kHz channel bandwidth centred on the first 8.33 kHz adjacent channel shall not exceed - 45 dB below the transmitter carrier power. The above adjacent channel power shall take into account the typical voice spectrum. 2.3.1.4 Modulation. A peak modulation factor of at least 0.85 shall be achievable. Means should be provided to maintain the average modulation factor at the highest practicable value without overmodulation. 2.3.2.1 Receiving function Frequency stability. Where 8.33 kHz channel spacing is introduced, the radio frequency of operation shall not vary more than plus or minus 0.0005 per cent from the assigned frequency. 2.3.2.2 Sensitivity After due allowance has been made for aircraft feeder mismatch, attenuation loss 3 8CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 and antenna polar diagram variation, the sensitivity of the receiving function should be such as to provide on a high percentage of occasions an audio output signal with a wanted/unwanted ratio of 15 dB, with a 50 per cent amplitude modulated (A3E) radio signal having a field strength of 75 microvolts per metre (minus 109 dBW/m2). 2.3.2.3 Effective acceptance bandwidth for 100 kHz, 50 kHz and 25 kHz channel spacing receiving installations. When tuned to a channel as having a width of 25 kHz, 50 kHz or 100 kHz, the receiving function shall ensure an effective acceptance bandwidth as follows: a) in areas where offset carrier systems are employed, the receiving function shall provide an adequate audio output when the signal specified at 2.3.2.2 above has a carrier frequency within 8 kHz of the assigned frequency; b) in areas where offset carrier systems are not employed, the receiving function shall provide an adequate audio output when the signal specified at 2.3.2.2 above has a carrier frequency of plus or minus 0.005 per cent of the assigned frequency. 2.3.2.4 Effective acceptance bandwidth for 8.33 kHz channel spacing receiving installations. When tuned to a channel, as having a width of 8.33 kHz, the receiving function shall provide an adequate audio output when the signal specified at 2.3.2.2 above has a carrier frequency within plus or minus 0.0005 per cent of the assigned frequency. Note: The effective acceptance band width includes Dopler shift. 2.3.2.5 Adjacent channel rejection. The receiving function shall ensure an effective adjacent channel rejection as follows: a) 8.33 kHz channels: 60 dB or more at plus or minus 8.33 kHz with respect to the assigned frequency, and 40 dB or more at plus or minus 6.5 kHz; b) 25 kHz channel spacing environment: 50 dB or more at plus or minus 25 kHz with respect to the assigned frequency and 40 dB or more at plus or minus 17 kHz; c) 50 kHz channel spacing environment: 50 dB or more at plus or minus 50 kHz with respect to the assigned frequency and 40 dB or more at plus or minus 35 kHz; d) 100 kHz channel spacing environment: 50 dB or more at plus or minus 100 kHz with respect to the assigned frequency. 2.3.2.6 Whenever practicable, the receiving system should ensure an effective adjacent channel rejection characteristic of 60 dB or more at plus or minus 25 kHz, 50 kHz and 100 kHz from the assigned frequency for receiving systems intended to operate in channel spacing environments of 25 kHz, 50 kHz and 100 kHz 3 9CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 respectively. 2.3.2.7 In the case of receivers complying with 2.3.2.3 above used in areas where offset carrier systems are in force, the characteristics of the receiver should be such that: a) the audio frequency response precludes harmful levels of audio heterodynes resulting from the reception of two or more offset carrier frequencies; b) the receiver muting circuits, if provided, operate satisfactorily in the presence of audio heterodynes resulting from the reception of two or more offset carrier frequencies. 2.3.2.8 VDL - Interference Immunity Performance 2.3.2.8.1 For equipment intended to be used in independent operations of services applying DSB-AM and VDL technology on board the same aircraft, the receiving function shall provide an adequate and intelligible audio output with a desired signal field strength of not more than 150 microvolts per metre (minus 102 dBW/m2) and with an undesired VDL signal field strength of at least 50 dB above the desired field strength on any assignable channel 100 kHz or more away from the assigned channel of the desired signal, subject to the conditions of 2.3.2.8.4. 2.3.2.8.2 Intentionally left blank 2.3.2.8.3 Intentionally left blank 2.3.2.8.4 Requirements for mandatory compliance of the provisions of 2.3.2.8.3 shall be made on the basis of regional air navigation agreements which specify the airspace of operation and the implementation timescales. 2.3.2.8.4.1 The agreement indicated in 2.3.2.8.4 shall provide at least two years’ notice of mandatory compliance of airborne systems. 2.3.3 Interference immunity performance 2.3.3.1 The VHF communications receiving system shall provide satisfactory performance in the presence of two signal, third-order intermodulation products caused by VHF FM broadcast signals having levels at the receiver input of minus 5 dBm. 2.3.3.2 The VHF communications receiving system shall not be desensitized in the presence of VHF FM broadcast signals having levels at the receiver input of minus 5 dBm. 2.3.3.3 All installations of airborne VHF communications receiving systems shall meet the provisions of 2.3.3.1 and 2.3.3.2 above. 4 0CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 2.3.3.4 Intentionally left blank 2.4 Single Sideband (SSB) HF Communication System Characteristics For Use In The Aeronautical Mobile Service 2.4.1 The characteristics of the air-ground HF SSB system, where used in the Aeronautical Mobile Service, shall be in conformity with the following specifications. 2.4.1.1 Frequency Range 2.4.1.1.1 HF SSB installations shall be capable of operation at any SSB carrier (reference) frequency available to the Aeronautical Mobile (R) Service in the band 2.8 MHz to 22 MHz and necessary to meet the approved assignment plan for the region(s) in which the system is intended to operate, and in compliance with the relevant provisions of the Radio Regulations. 2.4.1.1.2 The equipment shall be capable of operating on integral multiples of 1 kHz. 2.4.1.2 Sideband Selection 2.4.1.2.1 The sideband transmitted shall be that on the higher frequency side of its carrier (reference) frequency. 2.4.1.3 Carrier (Reference) Frequency 2.4.1.3.1 Channel utilization shall be in conformity with the table of carrier (reference) frequencies at 27/16 and the Allotment Plan at 27/186 to 27/207 inclusive (or frequencies established on the basis of 27/21, as may be appropriate) of International Telecommunication Union (ITU) Appendix S27. 2.4.1.4 Classes Of Emission And Carrier Suppression 2.4.1.4.1 The system shall utilize the suppressed carrier class of emission J3E (also J7B and J9B as applicable). When SELCAL is employed as specified in Para 3 of this Part, the installation shall utilize class H2B emission. Class A3E and H3E emission shall be utilised in accordance with 2.4.1.4.4 below. 2.4.1.4.2 Intentionally left blank 2.4.1.4.3 Intentionally left blank 2.4.1.4.4 For stations directly involved in co-ordinated search and rescue operations using the frequencies 3 023 kHz and 5 680 kHz, the class of emission J3E should be used; however, since maritime mobile and land mobile services may be involved, A3E and H3E classes of emission may be used. 2.4.1.4.5 After 1 April 1981 no new DSB equipment shall be installed. 2.4.1.4.6 Aircraft station transmitters shall be capable of at least 26 dB carrier 4 1CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 suppression with respect to peak envelope power (Pp) for classes of emission J3E, J7B or J9B. 2.4.1.4.7 Aeronautical station transmitters shall be capable of 40 dB carrier suppression with respect to peak envelope power (Pp) for classes of emission J3E, J7B or J9B. 2.4.1.5 Audio Frequency Bandwidth 2.4.1.5.1 For radiotelephone emissions the audio frequencies shall be limited to between 300 and 2 700 Hz and the occupied bandwidth of other authorized emissions shall not exceed the upper limit of J3E emissions. In specifying these limits, however, no restriction in their extension shall be implied in so far as emissions other than J3E are concerned, provided that the limits of unwanted emissions are met (see 2.4.1.7 below). 2.4.1.5.2 For other authorized classes of emission the modulation frequencies shall be such that the required spectrum limits of 2.4.1.7 below will be met. 2.4.1.6 Frequency Tolerance 2.4.1.6.1 The basic frequency stability of the transmitting function for classes of emission J3E, J7B or J9B shall be such that the difference between the actual carrier of the transmission and the carrier (reference) frequency shall not exceed: - 20 Hz for airborne installations; - 10 Hz for ground installations. 2.4.1.6.2 The basic frequency stability of the receiving function shall be such that, with the transmitting function stabilities specified in 2.4.1.6.1 above, the over-all frequency difference between ground and airborne functions achieved in service and including Doppler shift, does not exceed 45 Hz. However, a greater frequency difference shall be permitted in the case of supersonic aircraft. 2.4.1.7 Spectrum Limits 2.4.1.7.1 For aircraft station transmitter types and for aeronautical station transmitters first installed before 1 February 1983 and using single sideband classes of emission H2B, H3E, J3E, J7B or J9B the mean power of any emission on any discrete frequency shall be less than the mean power (Pm) of the transmitter in accordance with the following: - on any frequency removed by 2 kHz or more up to 6 kHz from the assigned frequency: at least 25 dB; - on any frequency removed by 6 kHz or more up to 10 kHz from the assigned frequency: at least 35 dB; 4 2CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 - on any frequency removed from the assigned frequency by 10 kHz or more: a) aircraft station transmitters: 40 dB; b) aeronautical station transmitters: 2.4.1.7.2 For aircraft station transmitters first installed after 1 February 1983 and for aeronautical station transmitters in use as of 1 February 1983 and using single sideband classes of emission H2B, H3E, J3E, J7B or J9B, the peak envelope power (Pp) of any emission on any discrete frequency shall be less than the peak envelope power (Pp) of the transmitter in accordance with the following: - on any frequency removed by 1.5 KHz or more up to 4.5 KHz from the assigned frequency: at least 30 dB; - on any frequency removed by 4.5 KHz or more up to 7.5 KHz from the assigned frequency: at least 38 dB; - on any frequency removed from the assigned frequency by 7.5 KHz or more: a) aircraft station transmitters: 43 dB; b) aeronautical station transmitters: for transmitter power up to and including 50 W: For transmitter power more than 50 W: 60 dB. Note: See Figures 2 – 1 and 2 – 2. 4 3CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 4 4CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 2.4.1.8 Power 2.4.1.8.1 Aeronautical station installations. Except as permitted by the relevant provisions of ITU Appendix S27/68 and S27/60 as given below, the peak envelope power (Pp) supplied to the antenna transmission line for H2B, H3E, J3E, J7B or J9B classes of emissions shall not exceed a maximum value of 6 KW. 2.4.1.8.2 Aircraft station installations. The peak envelope power supplied to the antenna transmission line for H2B, H3E, J3E, J7B or J9B classes of emission shall not exceed 400 W except as provided below: S27/68 It is recognized that the power employed by aircraft transmitters may, in practice, exceed the limits specified in No. 27/60. However, the use of such increased power (which normally should not exceed 600 W Pp) shall not cause harmful interference to stations using frequencies in accordance with the technical principles on which the Allotment Plan is based. S27/60 Unless otherwise specified in Part II of this Appendix, the peak envelope 4 5CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 powers supplied to the antenna transmission line shall not exceed the maximum values indicated in the table below; the corresponding peak effective radiated powers being assumed to be equal to two-thirds of these values: *A3E and H3E to be used only on 3 023 kHz and 5 680 kHz. 2.4.1.9 Method of operation. Single channel simplex shall be employed. 2.5 Satellite voice communication (SATVOICE) system characteristics Note.— Guidance material for the implementation of the aeronautical mobile satellite service is contained in the Manual on the Aeronautical Mobile Satellite (Route) Service (Doc 9925). Additional guidance for SATVOICE systems is contained in the Satellite Voice Operations Manual (Doc 10038), and the Performance-based Communication and Surveillance (PBCS) Manual (Doc 9869). 2.5.1 For ground-to-air calls, the SATVOICE system shall be capable of contacting the aircraft and enabling the ground party/system to provide, as a minimum, the following: a) secure calling; b) priority level as defined in Table 2-1; and c) aircraft SATVOICE number, which is the aircraft address expressed as an 8-digit octal number. 2.5.2 For ground-to-air calls, the SATVOICE system shall be capable of locating the aircraft in the appropriate airspace regardless of the satellite and ground earth station (GES) to which the aircraft is logged on. 2.5.3 For air-to-ground calls, the SATVOICE system shall be capable of: a) contacting the aeronautical station via an assigned SATVOICE number, which is a unique 6-digit number or public switched telephone network (PSTN) number; and b) allowing the flight crew and/or aircraft system to specify the priority level for the call as defined in Table 2-1. 46CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 Table 2-1. Priority levels for SATVOICE calls (air-to-ground/ground-to-air) Priority level Application category Priority level Application category 1 / EMG / Q15 Distress and urgency. Emergency (highest) For use by flight crew, when appropriate. Safety of flight 2 / HGH / Q12 Flight safety. Operational high (second highest) Typically assigned to calls between aircraft and ANSPs. Safety of flight 3 / LOW / Q10 Regularity of flight, meteorological, administrative. Operational low (third highest) Typically assigned to calls between aircraft operators and their Safety of flight aircraft. 4 / PUB / Q9 Public correspondence. Non-operational (lowest) Non safety 3. Selcal System 3.1 Recommendation.— Until 2 November 2022, where a SELCAL system is installed, the following system characteristics should be applied a) Transmitted code. Each transmitted code should be made up of two consecutive tone pulses, with each pulse containing two simultaneously transmitted tones. The pulses should be of 1.0 plus or minus 0.25 seconds duration, separated by an interval of 0.2 plus or minus 0.1 second. b) Stability. The frequency of transmitted tones should be held to plus or minus 0.15 per cent tolerance to ensure proper operation of the airborne decoder. c) Distortion. The over-all audio distortion present on the transmitted RF signal should not exceed 15 per cent. d) Percent modulation. The RF signal transmitted by the ground radio station should contain, within 3 dB, equal amounts of the two modulating tones. The combination of tones should result in a modulation envelope having a nominal modulation percentage as high as possible and in no case less than 60 per cent. e) Transmitted tones. Tone codes should be made up of various combinations of the tones listed in the following table and designated by colour and letter as indicated: Designation Frequency (Hz) Red A 312.6 Rev-01, July 2022 47CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 Red B 346.7 Red C 384.6 Red D 426.6 Red E 473.2 Red F 524.8 Red G 582.1 Red H 645.7 Red J 716.1 Red K 794.3 Red L 881.0 Red M 977.2 Red P 1 083.9 Red Q 1 202.3 Red R 1 333.5 Red S 1 479.1 Note 1.— It should be noted that the tones are spaced by Log–1 0.045 to avoid the possibility of harmonic combinations. Note 2.— In accordance with the application principles developed by the Sixth Session of the Communications Division, the only codes at present used internationally are selected from the red group. Note 3.— Guidance material on the use of SELCAL systems is contained in the Attachment to Part II. Note 4.— The tones Red P, Red Q, Red R, and Red S are applicable after 1 September 1985, in accordance with 3.2. 3.2 Until 2 November 2022, aeronautical stations which are required to communicate with SELCAL-equipped aircraft shall have SELCAL encoders in accordance with the red group in the table of tone frequencies of 3.1 above. After 1 September 1985, SELCAL codes using the tones Red P, Red Q, Red R, and Red S may be assigned. 3.1 As of 3 November 2022, Recommendation.— Wwhere a SELCAL system is installed, the following system characteristics should shall be applied: a) Transmitted code. Each transmitted code should shall be made up of two consecutive tone pulses, with each pulse containing two simultaneously transmitted tones. The pulses should shall be of 1.0 plus or minus 0.25 seconds duration, separated by an interval of 0.2 plus or minus 0.1 second. b)Frequency Sstability. The frequency of transmitted tones should shall be held to plus or minus 0.15 per cent tolerance to ensure proper operation of the airborne decoder. c) Distortion. The overall audio distortion present on the transmitted RF signal should shall not exceed 15 per cent. d) Level stability. Per cent modulation. The RF signal transmitted by the ground radio station should shall contain, within 3 dB, equal amounts of the two modulating tones. 3.1.1 Recommendation.— As of 3 November 2022, modulation envelope. The combination of tones should result in a modulation envelope having a nominal modulation percentage as high as possible and in no cases not less than 60 per cent. e) 3.2 As of 3 November 2022, the Ttransmitted tones. Tone codes should shall be made up of various combinations of the tones listed in the following tTables 3-1. They are and designated by colour and letter or number as indicated-: Rev-01, July 2022 48CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 Table 3-1. SELCAL tones designated by colour and letter or number (applicable as of 3 November 2022) Designation Frequency (Hz) Red A 312.6 Red B 346.7 Red C 384.6 Red D 426.6 Red E 473.2 Red F 524.8 Red G 582.1 Red H 645.7 Red J 716.1 Red K 794.3 Red L 881.0 Red M 977.2 Red P 1083.9 Red Q 1202.3 Red R 1333.5 Red S 1479.1 Red T 329.2 Red U 365.2 Red V 405.0 Red W 449.3 Red X 498.3 Red Y 552.7 Red Z 613.1 Red 1 680.0 Red 2 754.2 Red 3 836.6 Red 4 927.9 Red 5 1 029.2 Red 6 1 141.6 Red 7 1 266.2 Red 8 1 404.4 Red 9 1 557.8 Note 1.— It should be noted that The frequencies of the tones are spaced by Log-1 0.0450.0225 to avoid the possibility of harmonic combinations. Note 2.— In accordance with the application principles developed by the Sixth Session of the Communications Division, the only codes at present used internationally are selected from the red group. Note 3.— Guidance material on the use of SELCAL systems is contained in the Attachment to Part II. Note 4.— The tones Red P, Red Q, Red R, and Red S are applicable after 1 September 1985, in accordance with 3.2. 3.23 As from 1 September 1985 As of 3 November 2022, aeronautical stations which are required to communicate with SELCAL-equipped aircraft shall have SELCAL encoders that support all tones in accordance with the red group in the table of tone frequencies of 3.1. After 1 September 1985, SELCAL codes using the tones Red P, Red Q, Red R, and Red S may be assigned. Table 3-1. 3.4 As of 3 November 2022, SELCAL codes using the tones Red T through Red 9 as given in Table 3-1 shall only be assigned to SELCAL-equipped aircraft with the capability of receiving these tones. 4. Aeronautical Speech Circuits Rev-01, July 2022 49CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 4.1 Technical Provisions Relating To International Aeronautical Speech Circuit Switching And Signalling For Ground-Ground Applications 4.1.1 The use of circuit switching and signalling to provide speech circuits to interconnect ATS units not interconnected by dedicated circuits shall be by agreement between the Administrations concerned. 4.1.2 The application of aeronautical speech circuit switching and signalling shall be made on the basis of regional air navigation agreements. 4.1.3 The ATC communication requirements defined in CAR Section 9 Series ‘E’ Part I para 6.2 should be met by implementation of one or more of the following basic three call types: a) instantaneous access; b) direct access; and c) indirect access. Rev-01, July 2022 50CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 4.1.4 In addition to the ability to make basic telephone calls, the following functions should be provided in order to meet the requirements set out in CAR SECTION- 9 Series ‘E’ Part II: a) means of indicating the calling/called party identity; b) means of initiating urgent/priority calls; and c) conference capabilities. 4.1.5 The characteristics of the circuits used in aeronautical speech circuit switching and signaling should conform to appropriate ISO/IEC international standards and ITU-T recommendations. 4.1.6 Digital signalling systems should be used wherever their use can be justified in terms of any of the following: a) improved quality of service; b) improved user facilities; orTo take advantage of the benefits of interconnecting regional and national aeronautical speech networks, the international aeronautical telephone network numbering scheme should be used. 5. Emergency Locator Transmitter (ELT) for Search and Rescue 5.1 General 5.1.1 Emergency locator transmitters shall operate on both 406 MHz and 121.5 MHz simultaneously. 5.1.2 All inst c) reduced costs where quality of service is maintained. 4.1.7 The characteristics of supervisory tones to be used (such as ringing, busy, number unobtainable) should conform to appropriate ITU-T recommendations. 4.1.8 allations of emergency locator transmitters operating on 121.5 MHz and 406 MHz shall meet the provisions of 5.2 and 5.3, respectively. 5.1.3 Intentionally left blank. 5.1.4 Intentionally left blank. 5.1.5 Intentionally left blank. 5.1.6 Intentionally left blank. 5.1.7 Intentionally left blank. 51CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 5.1.8 Indian Mission Control Centre (INMCC) is responsible for maintaining 406 MHz ELT register in India and provides ELT register information for search and rescue operations. 5.1.9 ELT register information shall include, at least the following: a) transmitter identification (expressed in the form of an alphanumerical code of 15 hexadecimal characters); b) transmitter manufacturer, model and, when available, manufacturer’s serial number; c) COSPAS-SARSAT* type approval number; d) name, address (postal and e-mail) and emergency telephone number of the owner and operator; e) name, address (postal and e-mail) and telephone number of other emergency contacts (two, if possible) to whom the owner or the operator is known; f) aircraft manufacturer and type; and g) colour of the aircraft. h) Aircraft nationality and registration marks 5.1.10 It shall be the responsibility of the Owner/Operator to register new ELT information with INMCC as given in para 5.1.9 at the time of registration of aircraft in India. Any change of ELT ownership or change of ELT information shall also be provided by the aircraft owner/operator to INMCC. Note 1.— The ELT register is maintained at “OPS Coordinator, INMCC/ISTRAC/ISRO, Peenya Industrial Estate, Bangalore – 560058, India. Phone: +91-80-28094546, Fax: +91-80 - 28371857, Email: inmcc@istrac.org. Note 2.— ELT beacon can also be registered directly in the International 406 MHz Beacon Registration Database (IBRD), available online at http://www.406registration.com/ibrd/. 5.2 Specification for the 121.5 MHZ component of Emergency Locator Transmitter (ELT) for search and rescue Note 1.— Information on technical characteristics and operational performance of 121.5 MHz ELTs is contained in RTCA Document DO-183 and European Organization for Civil Aviation Equipment (EUROCAE) Document ED.62. Note 2.— Technical characteristics of emergency locator transmitters operating on 121.5 MHz are contained in ITU-R Recommendation M.690-1. The ITU designation for an ELT is Emergency Position — Indicating Radio Beacon (EPIRB). 5.2.1 Technical characteristics 5.2.1.1 Emergency locator transmitters (ELT) shall operate on 121.5 MHz. The frequency tolerance shall not exceed plus or minus 0.005 per cent. 52CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 5.2.1.2 The emission from an ELT under normal conditions and attitudes of the antenna shall be vertically polarized and essentially omnidirectional in the horizontal plane. 5.2.1.3 Over a period of 48 hours of continuous operation, at an operating temperature of minus 20°C, the peak effective radiated power (PERP) shall at no time be less than 50 mW. 5.2.1.4 The type of emission shall be A3X. Any other type of modulation that meets the requirements of 5.2.1.5, 5.2.1.6 and 5.2.1.7 below may be used provided that it will not prejudice precise location of the beacon by homing equipment. Note.— Some ELTs are equipped with an optional voice capability (A3E) in addition to the A3X emission. 5.2.1.5 The carrier shall be amplitude modulated at a modulation factor of at least 0.85. 5.2.1.6 The modulation applied to the carrier shall have a minimum duty cycle of 33 per cent. 5.2.1.7 The emission shall have a distinctive audio characteristic achieved by amplitude modulating the carrier with an audio frequency sweeping downward over a range of not less than 700 Hz within the range 1 600 Hz to 300 Hz and with a sweep repetition rate of between 2 Hz and 4 Hz. 5.2.1.8 The emission shall include a clearly defined carrier frequency distinct from the modulation sideband components; in particular, at least 30 per cent of the power shall be contained at all times within plus or minus 30 Hz of the carrier frequency on 121.5 MHz. 5.3 SPECIFICATION FOR THE 406 MHZ COMPONENT OF EMERGENCY LOCATOR TRANSMITTER (ELT) FOR SEARCH AND RESCUE 5.3.1 Technical characteristics Note 1.— Transmission characteristics for 406 MHz emergency locator transmitters are contained in ITU-R M.633. Note 2.— Information on technical characteristics and operational performance of 406 MHz ELTs is contained in RTCA Document DO-204 and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-62. 5.3.1.1 Emergency locator transmitters shall operate on one of the frequency channels assigned for use in the frequency band 406.0 to 406.1 MHz. Note.— The COSPAS-SARSAT 406 MHz channel assignment plan is contained in COSPAS-SARSAT Document C/S T.012. 5.3.1.2 The period between transmissions shall be 50 seconds plus or minus 5 percent. 53CIVIL AVIATION REQUIREMENTS SECTION 9 SERIES ‘D’ PART IV 18TH NOVEMBER 2016 5.3.1.3 Over a period of 24 hours of continuous operation at an operating temperature of –20°C, the transmitter power output shall be within the limits of 5 W plus or minus 2 dB. 5.3.1.4 The 406 MHz ELT shall be capable of transmitting a digital message. 5.3.2 Transmitter identification coding 5.3.2.1 Emergency locator transmitters operating on 406 MHz shall be assigned a unique coding for identification of the transmitter or aircraft on which it is carried. 5.3.2.2 The emergency locator transmitter shall be coded in accordance with either the aviation user protocol or one of the serialized user protocols described in Appendix 1 to chapter 5 of Part II (Voice Communication System) of Annex 10 Volume III. Director General of Civil Aviation 54