Annex 10 Vol 2 Flyleaf.cdr

Annex 10 — Aeronautical TelecommunicationsVolume IIPageChapter 5. Aeronautical Mobile Service — VoiceCommunications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1— Categories of messages . . . . . . . . . . . . . . . . . 5-1— Cancellation of messages. . . . . . . . . . . . . . . . 5-25.2 Radiotelephony procedures. . . . . . . . . . . . . . . . . 5-25.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3— Language to be used. . . . . . . . . . . . 5-3— Word spelling in radiotelephony . . 5-3— Transmission of numbers inradiotelephony. . . . . . . . . . . . . . . . . 5-3— Transmitting technique . . . . . . . . . . 5-5— Composition of messages . . . . . . . . 5-7— Calling . . . . . . . . . . . . . . . . . . . . . . . 5-8— Test procedures . . . . . . . . . . . . . . . . 5-11— Exchange of communications. . . . . 5-115.2.2 Establishment and assurance ofcommunications . . . . . . . . . . . . . . . . . . . 5-13— Communications watch/Hours of service . . . . . . . . . . . . . . . 5-13— Principles of network operation(HF communications) . . . . . . . . . . . 5-13— Frequencies to be used . . . . . . . . . . 5-14— Establishment of communications . 5-14— Transfer of HF communications. . . 5-14— Transfer of VHF communications . 5-15— Communications failure . . . . . . . . . 5-155.2.3 HF message handling . . . . . . . . . . . . . . . 5-16— General . . . . . . . . . . . . . . . . . . . . . . 5-16— Transmission of ATS messagesto aircraft. . . . . . . . . . . . . . . . . . . . . 5-17— Recording of air-groundcommunications on teletypewriter . 5-175.2.4 SELCAL procedures . . . . . . . . . . . . . . . 5-17— General . . . . . . . . . . . . . . . . . . . . . . 5-17— Notification to aeronauticalstations of aircraft SELCALcodes . . . . . . . . . . . . . . . . . . . . . . . . 5-18— Pre-flight check. . . . . . . . . . . . . . . . 5-18— Establishment of communications . 5-18— En-route procedures . . . . . . . . . . . . 5-18— SELCAL code assignmentto aircraft. . . . . . . . . . . . . . . . . . . . . 5-185.3 Distress and urgency radiotelephonycommunication procedures . . . . . . . . . . . . . . . . . 5-195.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . 5-195.3.2 Radiotelephony distresscommunications . . . . . . . . . . . . . . . . . . . 5-19— Action by the aircraft in distress . . 5-19— Action by the station addressedor first station acknowledgingthe distress message . . . . . . . . . . . . 5-20Page— Imposition of silence . . . . . . . . . . . . 5-20— Action by all other stations . . . . . . . 5-20— Termination of distresscommunications and of silence . . . . 5-205.3.3 Radiotelephony urgencycommunications. . . . . . . . . . . . . . . . . . . . 5-21— Action by the aircraft reportingan urgency condition except asindicated in 5.3.3.4 . . . . . . . . . . . . . 5-21— Action by the station addressed orfirst station acknowledging theurgency message . . . . . . . . . . . . . . . 5-21— Action by all other stations . . . . . . . 5-21— Action by an aircraft used formedical transports . . . . . . . . . . . . . . 5-21— Action by the station addressed orby other stations receiving amedical transports message . . . . . . . 5-215.4 Communications related to acts ofunlawful interference . . . . . . . . . . . . . . . . . . . . . . 5-22Chapter 6. Aeronautical Radio Navigation Service . . . 6-16.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16.2 Direction finding . . . . . . . . . . . . . . . . . . . . . . . . . 6-1Chapter 7. Aeronautical Broadcasting Service . . . . . . . 7-17.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.1.1 Broadcast material. . . . . . . . . . . . . . . . . . 7-17.1.2 Frequencies and schedules . . . . . . . . . . . 7-17.1.3 Interruption of service. . . . . . . . . . . . . . . 7-17.2 Radiotelephone broadcast procedures . . . . . . . . . 7-17.2.1 Broadcast technique . . . . . . . . . . . . . . . . 7-17.2.2 Preamble of the general call . . . . . . . . . . 7-1Chapter 8. Aeronautical Mobile Service — Data LinkCommunications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18.1.1 Composition of data link messages . . . . 8-18.1.2 Display of data link messages . . . . . . . . 8-18.2 CPDLC procedures . . . . . . . . . . . . . . . . . . . . . . . 8-1— Establishment of CPDLC . . . . . . . . . . . . . . . 8-2— Exchange of operational CPDLC messages . 8-2— Display of CPDLC messages . . . . . . . . . . . . 8-6— Free text messages. . . . . . . . . . . . . . . . . . . . . 8-6— Emergencies, hazards and equipmentfailure procedures . . . . . . . . . . . . . . . . . . . . . 8-6— Downstream clearance delivery service . . . . 8-71/11/01 22/11/07(iv)No. 82

Table of ContentsAnnex 10 — Aeronautical TelecommunicationsPageAttachment A to Volume II — List of specializedCOM terms and their definitions related toaeronautical telecommunications planning . . . . . . . . ATT A-11. For general use . . . . . . . . . . . . . . . . . . . . . . . . ATT A-12. For use in aeronautical fixed serviceplanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATT A-1Page3. For use in aeronautical mobile serviceplanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ATT A-2Attachment B to Volume II — Guidance materialfor the transmission of long messageson the AFTN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATT B-1(v) 1/11/01 27/11/03No. 78

FOREWORDHistorical backgroundStandards and Recommended Practices for Aeronautical Telecommunicationswere first adopted by the Council on 30 May1949 pursuant to the provisions of Article 37 of the Conventionon International Civil Aviation (Chicago 1944) and designatedas Annex 10 to the Convention. They became effectiveon 1 March 1950. The Standards and Recommended Practiceswere based on recommendations of the CommunicationsDivision at its Third Session in January 1949.Up to and including the Seventh Edition, Annex 10 waspublished in one volume containing four Parts together withassociated attachments: Part I — Equipment and Systems,Part II — Radio Frequencies, Part III — Procedures, andPart IV — Codes and Abbreviations.By Amendment 42, Part IV was deleted from the Annex;the codes and abbreviations contained in that Part were transferredto a new document, Doc 8400.As a result of the adoption of Amendment 44 on 31 May1965, the Seventh Edition of Annex 10 was replaced by twovolumes: Volume I (First Edition) containing Part I — Equipmentand Systems, and Part II — Radio Frequencies, andVolume II (First Edition) containing CommunicationProcedures.As a result of the adoption of Amendment 70 on 20 March1995, Annex 10 was restructured to include five volumes:Volume I — Radio Navigation Aids; Volume II — CommunicationProcedures; Volume III — Communication Systems;Volume IV — Surveillance Radar and Collision AvoidanceSystems; and Volume V — Aeronautical Radio FrequencySpectrum Utilization. By Amendment 70, Volumes III and IVwere published in 1995 and Volume V was planned for publicationwith Amendment 71.Volume II contains material that has the status of Proceduresfor Air Navigation Services (PANS). This lattermaterial was included, prior to the publication of the FirstEdition of Volume II, in PANS — Radiotelephony Procedures(Doc 7181), which document is now superseded.Table A shows the origin of amendments to Annex 10subsequent to Amendment 43, together with a list of the principalsubjects involved, where appropriate, and the dates onwhich the Annex and the amendments were adopted byCouncil, when they became effective, and when they becameapplicable.Action by Contracting StatesNotification of differences. The attention of Contracting Statesis drawn to the obligation imposed by Article 38 of theConvention by which Contracting States are required to notifythe Organization of any differences between their nationalregulations and practices and the International Standards containedin this Annex and any amendments thereto. ContractingStates are invited to extend such notification to any differencesfrom the Recommended Practices contained in this Annex andany amendments thereto, when the notification of such differencesis important for the safety of air navigation. Further,Contracting States are invited to keep the Organizationcurrently informed of any differences which may subsequentlyoccur, or of the withdrawal of any differences previouslynotified. A specific request for notification of differences willbe sent to Contracting States immediately after the adoption ofeach amendment to this Annex.The attention of States is also drawn to the provisions ofAnnex 15 related to the publication of differences betweentheir national regulations and practices and the related ICAOStandards and Recommended Practices through the AeronauticalInformation Service, in addition to the obligation of Statesunder Article 38 of the Convention.Promulgation of information. The establishment and withdrawalof and changes to facilities, services and proceduresaffecting aircraft operations provided in accordance with theStandards, Recommended Practices and Procedures specifiedin Annex 10 should be notified and take effect in accordancewith the provisions of Annex 15.Use of the text of the Annex in national regulations. TheCouncil, on 13 April 1948, adopted a resolution inviting theattention of Contracting States to the desirability of using intheir own national regulations, as far as practicable, the preciselanguage of those ICAO Standards that are of a regulatorycharacter and also of indicating departures from the Standards,including any additional national regulations that were importantfor the safety or regularity of air navigation. Whereverpossible, the provisions of this Annex have been deliberatelywritten in such a way as would facilitate incorporation,without major textual changes, into national legislation.ANNEX 10 — VOLUME II (vii) 1/11/01 27/11/03No. 78

Forewordthe prefix Recommendation; Notes have been printed in lightface italics, the status being indicated by the prefix Note.The following editorial practice has been followed in thewriting of specifications: for Standards the operative verb“shall” is used, and for Recommended Practices the operativeverb “should” is used.The units of measurement used in this document are inaccordance with the International System of Units (SI) asspecified in Annex 5 to the Convention on International CivilAviation. Where Annex 5 permits the use of non-SI alternativeunits, these are shown in parentheses following the basic units.Annex 10 — Aeronautical TelecommunicationsWhere two sets of units are quoted, it must not be assumedthat the pairs of values are equal and interchangeable. It may,however, be inferred that an equivalent level of safety isachieved when either set of units is used exclusively.Any reference to a portion of this document, which isidentified by a number and/or title, includes all subdivisions ofthat portion.With respect to the typesetting of the material in Volume IIof Annex 10, Procedures for Air Navigation Services havebeen printed in light face italics, the status being indicated bythe prefix PANS.Table A.Amendments to Annex 10, Volume IIAmendment Source(s) Subject(s)AdoptedEffectiveApplicable44 Seventh Session of theCOM Division45 Sixth Meeting of the Panel ofTeletypewriter Specialists;Fourth AN Conference46 Fifth Meeting of the ATCAutomation Panel47 COM/OPS DivisionalMeeting48 Seventh Meeting of the Panelof Teletypewriter Specialists49 First Meeting of the AutomatedData Interchange SystemsPanel; Sixth AN ConferenceWith the creation of Volume II and the inclusion of appropriate provisionswhich up to that time were included in Doc 7181 — PANS —Radiotelephony Procedures, a general rearrangement of the provisionsrelating to communications procedures was necessary and waseffected in the new Volume II.A number of detailed changes in the AFTN procedures; amendmentto Chapters 5 and 6, to indicate more precisely the procedures to beused when communications take place directly between a pilot and anair traffic controller; and a rewording of 3.7 — Use of Abbreviationsand Codes, to correct an unintentional change in meaning introducedin Amendment 42.Provisions for the transmission of ATS messages intended for use inan ATC computer.Introduction of new simplified Aeronautical Mobile DistressProcedures which are better suited to the special requirements ofinternational civil aviation.Introduction of changes to message classification and teletypewriterprocedures in the light of experience gained in automated operation ofthe AFTN.Provision concerning the use of the 7-unit code for data interchangeat medium signalling rates; introduction of provisions relating to thecategories of aeronautical mobile service messages. On the basis ofthe study of consolidation and presentation of the Regional SupplementaryProcedures, it introduces provisions relating to:appropriate diversion routing lists at AFTN communication centres;early transmission of AFTN messages bearing Priority Indicators GGor higher; guarding of 121.5 MHz during long over-water flights;action by aeronautical stations receiving an air-report or a messagecontaining meteorological information transmitted by an aircraft; andthe action taken by a station receiving a distress message or anemergency message; and when it is aware that the distress conditionis ended.31 May 19651 October 196510 March 196612 December 196612 April 196724 August 19677 June 19675 October 19678 February 196811 December 196711 April 196822 August 196823 January 196923 May 196918 September 19691 June 19701 October 19704 February 1971(ix) 1/11/01 27/11/03No. 78

Annex 10 — Aeronautical TelecommunicationsVolume IIAmendment Source(s) Subject(s)AdoptedEffectiveApplicable50 Fifth NAT RAN Meeting;Second Meeting of theAutomated Data InterchangeSystems Panel; Air NavigationStudy on RAN Meetingrecommendations ofworldwide applicability;Sixth AN ConferenceIntroduction of the term “Hertz (Hz)” in place of the term “cycles persecond (c/ s)” as the unit of frequency for electric and radio-technicalmatters; changes in the provisions relating to short-term and long-termretention of AFTN traffic records and the period of thirty days for theretention of communications logs; expansion of the Introduction toVolume II with material relating to the 7-unit coded character set;introduction of the definitions for “ATS direct speech circuit”,“Meteorological operational channel” and “Meteorologicaloperational telecommunication network”; reorganization of theprovisions at Chapters 3 and 4 by grouping under Chapter 3 thegeneral provisions for the four parts of the international aeronauticaltelecommunication service and under Chapter 4 the provisionsrelating to the aeronautical fixed service, including the aeronauticalfixed telecommunication network; provisions concerning therecording of air-reports in AIREP form.51 Sixth EUM RAN Meeting Introduction of provisions concerning the use of a predetermineddistribution system for AFTN messages.24 March 197224 July 19727 December 197211 December 197211 April 197316 August 197352 — No change. —53 — No change. —54 1 Fourth Meeting of theAutomated Data InterchangeSystems PanelInsertion of cross-references in Volume I, Part I, Chapter 4, 4.12 andin the Introduction to Volume II, concerning data exchange rates.17 June 1974——55 — No change. —56 — No change. —57 ASIA/PAC RAN Meeting Amendments concerning the maintenance of guard on the VHFemergency frequency 121.5 MHz by the crews of aircraft crossingdesignated areas, and the elimination of ocean station vessels fromthose aeronautical stations with which radio contact should beattempted in case of air-ground communications failure.58 Sixth Meeting of theAutomated Data InterchangeSystems Panel59 COM Divisional Meeting(1976)60 Eighth Meeting of the EURAir Navigation PlanningGroup; Third Meeting of theEUR/NAM/NAT RegionalPlanning Group61 Seventh Meeting of theAutomated Data InterchangeSystems Panel; COMDivisional Meeting (1978)Amendment concerning the material permitted in AFS messages andthe procedures for requesting repetition of mutilated messages in theAFTN; also the introduction of a message format for the 7-unit codedcharacter set.16 June 197616 October 19766 October 197727 June 197727 October 197723 February 1978Amendment concerning address part of the AFTN messages. 14 December 197714 April 197810 August 1978Designation of VHF 25 kHz channels; short-term retention of AFTNmessages.Introduction of a new series of marginal serial numbers in use by theInternational Telecommunication Union (ITU) and clarification of theterm “Radio Regulations”; changes to the definition of theAeronautical Fixed Telecommunication Network (AFTN);introduction of the definition of “operational controlcommunications”; new provisions regarding stripped addressprocedure; changes in the provisions regarding maximum messagelength; changes in the provisions regarding flight regularity messages.4 December 19784 April 197929 November 197910 December 197910 April 198027 November 19801/11/01 23/11/06(x)No. 81

ForewordAnnex 10 — Aeronautical TelecommunicationsAmendment Source(s) Subject(s)AdoptedEffectiveApplicable62 Eighth Meeting of theAutomated Data InterchangeSystems Panel63 Ninth Meeting of theAutomated Data InterchangeSystems PanelChanges and additions to the provisions related to service messages,multiple lines of address and stripped address procedure; changes andadditions to the provisions related to channel-check transmissions andthe use of controlled circuit protocols; changes and additions to theprovisions related to the detection of mutilated messages; addition ofprovisions related to the transfer of AFTN messages over code andbyte independent circuits and networks.Changes to the provisions related to message priority and priorityindicators.64 Air Navigation Commission Introduction of new and revised radiotelephony procedures for use inthe Aeronautical Mobile Service.65 Recommendations of theANC relating to the methodof referencing date/time;COM/MET Divisional Meeting(1982); Third Meeting ofthe ATS Data Acquisition,Processing and Transfer Panel;10th Meeting of the AutomatedData Interchange SystemsPanelCoordinated universal time (UTC); changes to AFTN message textlength, and priorities for movement and control messages; testprocedures on AFTN channels; new material on AFTN addressstripping in Attachment C.14 December 198114 April 198225 November 198213 December 198213 April 198324 November 198330 March 198329 July 19837 June 19846 December 19846 April 198521 November 198566 — No change. —67 Eighth Meeting, 104th Sessionof Council; COM/METDivisional Meeting (1982);Air Navigation CommissionChanges and editorial rearrangement of AFTN procedures resultingfrom the new ICAO three-letter designator; changes related topredetermined distribution system for the AFTN; introduction of newprocedures concerning transmission of whole hundreds inradiotelephony; introduction of new procedures for use on VHFair-to-air communications channel; editorial rearrangement to presentEnglish language radiotelephony phraseology in all language versionsof Annex 10, Volume II.68 Air Navigation Commission New procedures for the formulation of aircraft radiotelephony callsigns; changes to safeguard aircraft against acts of unlawfulinterference; new procedures related to the maintenance of guard on121.5 MHz.69 COM/MET Divisional Meeting(1982); COM/MET/OPSDivisional Meeting (1990)Changes to AFTN message procedures and addition of materialrelated to the world area forecast system (WAFS) telecommunicationsrequirements; addition of material related to VHF air-ground data linkcommunications and changes to material concerning VHF off-setcarrier systems.16 March 198727 July 198722 October 198729 March 199030 July 199015 November 199022 March 199326 July 199311 November 199370(5th Edition)Air Navigation CommissionNew phraseology for the transmission of numbers in radiotelephony.A number of changes in the AFTN procedures related to theacceptance and transmission of messages, categories of messages andremoval of obsolete material related to radiotelephony.20 March 199524 July 19959 November 199571 Air Navigation Commission;first meeting of the AeronauticalTelecommunicationNetwork Panel (ATNP)72 Air Navigation Commission;fourth meeting of the AeronauticalMobile CommunicationsPanel (AMCP)Changes to aeronautical fixed telecommunications networkprocedures.Modification of R/T procedures concerning the introduction of8.33 kHz channel spacing; deletion of definition for VDL.12 March 199615 July 19967 November 199612 March 199721 July 19976 November 1997(xi) 1/11/01

Annex 10 — Aeronautical TelecommunicationsVolume IIAmendment Source(s) Subject(s)AdoptedEffectiveApplicable73 Air Navigation Commission;second meeting of the AeronauticalTelecommunicationNetwork Panel (ATNP)Changes to the composition of meteorological messages sent via theAFTN; introduction of Human Factors related material.19 March 199820 July 19985 November 199874 Air Navigation Commission Introduction of interpilot air-to-air channel. 18 March 199919 July 19994 November 199975 — No change. —76(6th Edition)Third meeting of the AeronauticalTelecommunicationNetwork Panel (ATNP); theSecretariat on the basis ofproposals by the Multi-Agency Air Traffic ServicesProcedures CoordinationGroup (MAPCOG); fifthmeeting of the AutomaticDependent Surveillance Panel(ADSP); seventh meeting ofthe Aeronautical MobileCommunication Panel(AMCP); SecretariatAeronautical fixed service (AFS) procedural provisions for voice anddata communications elements; consequential changes resulting fromthe introduction of a single interpilot air-to-air frequency; deletion ofreferences to obsolete radiotelegraphy techniques; radiotelephonyspeech and standard phraseology; technology in relation to a numberof data link applications; update of references to the ITU RadioRegulations.12 March 200116 July 20011 November 200177 — No change. —78 Air Navigation Commission Language proficiency requirements. 5 March 200314 July 200327 November 200379 — No change. —80 European Air NavigationPlanning Group (EANPG);Aeronautical CommunicationsPanel (ACP)Changes to the procedures for indication of the transmitting channelsin VHF radiotelephony communications.25 February 200511 July 200524 November 200581 — No change. —82 AeronauticalCommunicationsPanel (ACP);Operational DataLink Panel (OPLINKP);SecretariatUpdate of aeronautical fixed telecommunication network(AFTN)/common ICAO data interchange network (CIDIN)provisions, communication procedures related to radiotelephony(R/T) reply procedures and voice communication failure; use ofcontroller-pilot data link communications (CPDLC).26 February 200716 July 200722 November 200783 — No change. —84 — No change. —85 — No change. —1. Did not affect any Standards or Recommended Practices.1/11/01 18/11/10(xii)No. 85

ANNEX 10 — VOLUME IICOMMUNICATION PROCEDURESIntroductionThe object of the international aeronautical telecommunicationservice is to ensure the telecommunications andradio aids to air navigation necessary for the safety,regularity and efficiency of international air navigation.Procedures for the International Aeronautical TelecommunicationService are herein set forth for worldwideuse. It is recognized that Supplementary Procedures may berequired in certain cases in order to meet particularrequirements of the ICAO Regions. Any SupplementaryProcedure recommended for this purpose must be arequirement peculiar to the region and must not becontained in, nor conflict with, any worldwide Procedure ofICAO.Where appropriate, specific ITU Radio Regulationshave been paraphrased in this document. Users of theseProcedures should note that the Radio Regulations Annexof the International Telecommunications Convention is allembracingin character and, therefore, should be applied inall pertinent cases.All references to “Radio Regulations” are to the RadioRegulations published by the International TelecommunicationUnion.The Communication Procedures are to be used inconjunction with the Abbreviations and Codes of Doc 8400and with such other codes and abbreviations as may beapproved by ICAO for use in communications.Volume II contains a number of provisions relating to theexchange of information which were developed primarilyfor low modulation rates utilizing the coded charactersets of International Alphabets Nos. 2 and 3. Provisions forInternational Alphabet No. 5 (IA-5) for use at mediumand higher signalling rates are contained in Annex 10,Volume III.CHAPTER 1.DEFINITIONSWhen the following terms are used in this publication, theyhave the meaning prescribed in this chapter:Note 1.— A list of additional specialized communicationterms and their definitions is contained in Attachment A.Note 2.— All references to “Radio Regulations” are to theRadio Regulations published by the International TelecommunicationUnion (ITU). Radio Regulations are amended fromtime to time by the decisions embodied in the Final Acts ofWorld Radiocommunication Conferences held normally everytwo to three years. Further information on the ITU processesas they relate to aeronautical radio system frequency use iscontained in the Handbook on Radio Frequency SpectrumRequirements for Civil Aviation including statement ofapproved ICAO policies (Doc 9718).1.1 ServicesAeronautical broadcasting service. A broadcasting serviceintended for the transmission of information relating to airnavigation.Aeronautical fixed service (AFS). A telecommunicationservice between specified fixed points provided primarilyfor the safety of air navigation and for the regular, efficientand economical operation of air services.Aeronautical fixed telecommunication network (AFTN). Aworldwide system of aeronautical fixed circuits provided,as part of the aeronautical fixed service, for the exchangeof messages and/or digital data between aeronautical fixedstations having the same or compatible communicationscharacteristics.Aeronautical mobile service (RR S1.32). A mobile servicebetween aeronautical stations and aircraft stations, orbetween aircraft stations, in which survival craft stationsmay participate; emergency position-indicating radiobeaconstations may also participate in this service on designateddistress and emergency frequencies.Aeronautical mobile (R)* service (RR S1.33). An aeronauticalmobile service reserved for communications relating to* routeANNEX 10 — VOLUME II 1-1 1/11/01

Annex 10 — Aeronautical Telecommunicationssafety and regularity of flight, primarily along national orinternational civil air routes.Aeronautical mobile-satellite service (RR S1.35). A mobilesatelliteservice in which mobile earth stations are locatedon board aircraft; survival craft stations and emergencyposition-indicating radiobeacon stations may also participatein this service.Aeronautical mobile-satellite (R)* service (RR S1.36). Anaeronautical mobile-satellite service reserved for communicationsrelating to safety and regularity of flights, primarilyalong national or international civil air routes.Aeronautical radio navigation service (RR S1.46). A radionavigation service intended for the benefit and for the safeoperation of aircraft.Note.— The following Radio Regulations are quoted forpurposes of reference and/or clarity in understanding of theabove definition of the aeronautical radio navigation service:RR S1.10RR S1.9Radio navigation: Radiodetermination used forthe purpose of navigation, including obstructionwarning.Radiodetermination: The determination of theposition, velocity and/or other characteristicsof an object, or the obtaining of informationrelating to these parameters, by means of thepropagation properties of radio waves.Aeronautical telecommunication service. A telecommunicationservice provided for any aeronautical purpose.International telecommunication service. A telecommunicationservice between offices or stations of differentStates, or between mobile stations which are not in thesame State, or are subject to different States.1.2 StationsAerodrome control radio station. A station providing radiocommunicationbetween an aerodrome control tower andaircraft or mobile aeronautical stations.Aeronautical fixed station. A station in the aeronautical fixedservice.Aeronautical station (RR S1.81). A land station in the aeronauticalmobile service. In certain instances, an aeronauticalstation may be located, for example, on board ship oron a platform at sea.* routeVolume IIAeronautical telecommunication station. A station in theaeronautical telecommunication service.AFTN communication centre. An AFTN station whoseprimary function is the relay or retransmission of AFTNtraffic from (or to) a number of other AFTN stationsconnected to it.AFTN destination station. An AFTN station to whichmessages and/or digital data are addressed for processingfor delivery to the addressee.AFTN origin station. An AFTN station where messagesand/or digital data are accepted for transmission over theAFTN.AFTN station. A station forming part of the aeronautical fixedtelecommunication network (AFTN) and operating as suchunder the authority or control of a State.Air-ground control radio station. An aeronautical telecommunicationstation having primary responsibility forhandling communications pertaining to the operation andcontrol of aircraft in a given area.Aircraft station (RR S1.83). A mobile station in the aeronauticalmobile service, other than a survival craft station,located on board an aircraft.Communication centre. An aeronautical fixed station whichrelays or retransmits telecommunication traffic from (or to)a number of other aeronautical fixed stations directlyconnected to it.Mobile surface station. A station in the aeronautical telecommunicationservice, other than an aircraft station,intended to be used while in motion or during halts atunspecified points.Network station. An aeronautical station forming part of aradiotelephony network.Radio direction finding (RR S1.12). Radiodetermination usingthe reception of radio waves for the purpose of determiningthe direction of a station or object.Radio direction-finding station (RR S1.91). A radiodeterminationstation using radio direction finding.Note.— The aeronautical application of radio directionfinding is in the aeronautical radio navigation service.Regular station. A station selected from those forming an enrouteair-ground radiotelephony network to communicatewith or to intercept communications from aircraft innormal conditions.Tributary station. An aeronautical fixed station that mayreceive or transmit messages and/or digital data but which1/11/01 1-2

Chapter 1does not relay except for the purpose of serving similarstations connected through it to a communication centre.Annex 10 — Aeronautical Telecommunicationsintelligence of any nature by wire, radio, optical or otherelectromagnetic systems.1.3 Communication methodsAir-ground communication. Two-way communicationbetween aircraft and stations or locations on the surface ofthe earth.Air-to-ground communication. One-way communicationfrom aircraft to stations or locations on the surface of theearth.Blind transmission. A transmission from one station toanother station in circumstances where two-way communicationcannot be established but where it is believed thatthe called station is able to receive the transmission.Broadcast. A transmission of information relating to airnavigation that is not addressed to a specific station orstations.Duplex. A method in which telecommunication between twostations can take place in both directions simultaneously.Ground-to-air communication. One-way communicationfrom stations or locations on the surface of the earth toaircraft.Interpilot air-to-air communication. Two-way communicationon the designated air-to-air channel to enable aircraftengaged in flights over remote and oceanic areas out ofrange of VHF ground stations to exchange necessary operationalinformation and to facilitate the resolution ofoperational problems.Non-network communications. Radiotelephony communicationsconducted by a station of the aeronautical mobileservice, other than those conducted as part of a radiotelephonynetwork.Radiotelephony network. A group of radiotelephony aeronauticalstations which operate on and guard frequencies fromthe same family and which support each other in a definedmanner to ensure maximum dependability of air-groundcommunications and dissemination of air-ground traffic.Readback. A procedure whereby the receiving station repeatsa received message or an appropriate part thereof back tothe transmitting station so as to obtain confirmation ofcorrect reception.Simplex. A method in which telecommunication between twostations takes place in one direction at a time.Telecommunication (RR S1.3). Any transmission, emission,or reception of signs, signals, writing, images and sounds or1.4 Direction findingHoming. The procedure of using the direction-finding equipmentof one radio station with the emission of anotherradio station, where at least one of the stations is mobile,and whereby the mobile station proceeds continuouslytowards the other station.Radio bearing. The angle between the apparent direction of adefinite source of emission of electro-magnetic waves anda reference direction, as determined at a radio directionfindingstation. A true radio bearing is one for which thereference direction is that of true North. A magnetic radiobearing is one for which the reference direction is that ofmagnetic North.1.5 Teletypewriter systemsAutomatic relay installation. A teletypewriter installationwhere automatic equipment is used to transfer messagesfrom incoming to outgoing circuits.Note.— This term covers both fully automatic and semiautomaticinstallations.Fully automatic relay installation. A teletypewriter installationwhere interpretation of the relaying responsibility inrespect of an incoming message and the resultant settingupof the connections required to effect the appropriateretransmissions is carried out automatically, as well as allother normal operations of relay, thus obviating the needfor operator intervention, except for supervisory purposes.Message field. An assigned area of a message containingspecified elements of data.Semi-automatic relay installation. A teletypewriter installationwhere interpretation of the relaying responsibility inrespect of an incoming message and the resultant settingupof the connections required to effect the appropriateretransmissions require the intervention of an operator butwhere all other normal operations of relay are carried outautomatically.Teletypewriter tape. A tape on which signals are recorded inthe 5-unit Start-Stop code by completely severed perforations(Chad Type) or by partially severed perforations(Chadless Type) for transmission over teletypewritercircuits.“Torn-tape” relay installation. A teletypewriter installationwhere messages are received and relayed in teletypewritertape form and where all operations of relay are performedas the result of operator intervention.1-3 1/11/01

Annex 10 — Aeronautical Telecommunications1.6 AgenciesAeronautical telecommunication agency. An agency responsiblefor operating a station or stations in the aeronauticaltelecommunication service.Aircraft operating agency. The person, organization or enterpriseengaged in, or offering to engage in, an aircraftoperation.1.7 FrequenciesPrimary frequency. The radiotelephony frequency assigned toan aircraft as a first choice for air-ground communicationin a radiotelephony network.Secondary frequency. The radiotelephony frequency assignedto an aircraft as a second choice for air-ground communicationin a radiotelephony network.1.8 Data link communicationsController-pilot data link communications (CPDLC). Ameans of communication between controller and pilot,using data link for ATC communications.Current data authority. The designated ground systemthrough which a CPDLC dialogue between a pilot and acontroller currently responsible for the flight is permitted totake place.Downstream data authority. A designated ground system,different from the current data authority, through which thepilot can contact an appropriate ATC unit for the purposesof receiving a downstream clearance.Next data authority. The ground system so designated by thecurrent data authority through which an onward transfer ofcommunications and control can take place.1.9 MiscellaneousAeronautical fixed circuit. A circuit forming part of the aeronauticalfixed service (AFS).Aeronautical fixed telecommunication network circuit. Acircuit forming part of the aeronautical fixed telecommunicationnetwork (AFTN).Aeronautical telecommunication log. A record of the activitiesof an aeronautical telecommunication station.Air-report. A report from an aircraft in flight prepared inconformity with requirements for position, and operationaland/or meteorological reporting.Volume IINote.— Details of the AIREP form are given inPANS-ATM (Doc 4444).Altitude. The vertical distance of a level, a point or an objectconsidered as a point, measured from mean sea level(MSL).ATS direct speech circuit. An aeronautical fixed service (AFS)telephone circuit, for direct exchange of informationbetween air traffic services (ATS) units.Automatic telecommunication log. A record of the activitiesof an aeronautical telecommunication station recorded byelectrical or mechanical means.Flight level. A surface of constant atmospheric pressure whichis related to a specific pressure datum, 1 013.2hectopascals (hPa), and is separated from other suchsurfaces by specific pressure intervals.Note 1.— A pressure type altimeter calibrated inaccordance with the standard atmosphere:a) when set to a QNH altimeter setting, will indicatealtitude;b) when set to a QFE altimeter setting, will indicate heightabove the QFE reference datum;c) when set to a pressure 1 013.2 hPa, may be used toindicate flight levels.Note 2.— The terms “height” and “altitude”, used inNote 1 above, indicate altimetric rather than geometric heightsand altitudes.Frequency channel. A continuous portion of the frequencyspectrum appropriate for a transmission utilizing a specifiedclass of emission.Note.— The classification of emissions and informationrelevant to the portion of the frequency spectrum appropriatefor a given type of transmission (bandwidths) is specified inthe ITU Radio Regulations, Article S2 and Appendix S1.Height. The vertical distance of a level, a point or an objectconsidered as a point, measured from a specified datum.Human performance. Human capabilities and limitationswhich have an impact on the safety and efficiency ofaeronautical operations.Location indicator. A four-letter code group formulated inaccordance with rules prescribed by ICAO and assigned tothe location of an aeronautical fixed station.Meteorological operational channel. A channel of the aeronauticalfixed service (AFS), for the exchange of aeronauticalmeteorological information.1/11/01 1-4

Chapter 1Meteorological operational telecommunication network. Anintegrated system of meteorological operational channels,as part of the aeronautical fixed service (AFS), for theexchange of aeronautical meteorological informationbetween the aeronautical fixed stations within the network.Note.— “Integrated” is to be interpreted as a mode ofoperation necessary to ensure that the information can betransmitted and received by the stations within the network inaccordance with pre-established schedules.NOTAM. A notice distributed by means of telecommunicationcontaining information concerning the establishment,condition or change in any aeronautical facility, service,procedure or hazard, the timely knowledge of which isessential to personnel concerned with flight operations.Operational control communications. Communicationsrequired for the exercise of authority over the initiation,Annex 10 — Aeronautical Telecommunicationscontinuation, diversion or termination of a flight in theinterest of the safety of the aircraft and the regularity andefficiency of a flight.Note.— Such communications are normally required forthe exchange of messages between aircraft and aircraftoperating agencies.Route segment. A route or portion of route usually flownwithout an intermediate stop.Routing Directory. A list in a communication centre indicatingfor each addressee the outgoing circuit to be used.SNOWTAM. A special series NOTAM notifying thepresence or removal of hazardous conditions due tosnow, ice, slush or standing water associated with snow,slush and ice on the movement area, by means of aspecific format.1-5 1/11/01

CHAPTER 2. ADMINISTRATIVE PROVISIONS RELATING TOTHE INTERNATIONAL AERONAUTICAL TELECOMMUNICATION SERVICE2.1 Division of serviceThe international aeronautical telecommunication service shallbe divided into four parts:1) aeronautical fixed service;2) aeronautical mobile service;3) aeronautical radio navigation service;4) aeronautical broadcasting service.2.2 Telecommunication — AccessAll aeronautical telecommunication stations, including endsystems and intermediate systems of the aeronautical telecommunicationnetwork (ATN), shall be protected from unauthorizeddirect or remote access.2.3 Hours of service2.3.1 The Competent Authority shall give notification ofthe normal hours of service of stations and offices of the internationalaeronautical telecommunication service under itscontrol to the aeronautical telecommunication agencies designatedto receive this information by other Administrationsconcerned.2.3.2 Whenever necessary and practicable, the CompetentAuthority shall give notification of any change in the normalhours of service, before such a change is effected, to theaeronautical telecommunication agencies designated to receivethis information by other Administrations concerned. Suchchanges shall also, whenever necessary, be promulgated inNOTAM.2.3.3 If a station of the international aeronautical telecommunicationservice, or an aircraft operating agency,requests a change in the hours of service of another station,such change shall be requested as soon as possible after theneed for change is known. The station or aircraft operatingagency requesting the change shall be informed of the result ofits request as soon as possible.2.4 Supervision2.4.1 Each State shall designate the authority responsiblefor ensuring that the international aeronautical telecommunicationservice is conducted in accordance with the Proceduresin this Annex.2.4.2 Recommendation.— Occasional infringements ofthe Procedures contained herein, when not serious, should bedealt with by direct communication between the partiesimmediately interested either by correspondence or bypersonal contact.2.4.3 When a station commits serious or repeatedinfringements, representations relating to them shall be madeto the authority designated in 2.4.1 of the State to which thestation belongs by the authority which detects them.2.4.4 Recommendation.— The authorities designated in2.4.1 should exchange information regarding the performanceof systems of communication, radio navigation, operation andmaintenance, unusual transmission phenomena, etc.2.5 Superfluous transmissionsEach State shall ensure that there is no wilful transmission ofunnecessary or anonymous signals, messages or data by anystation within that State.2.6 InterferenceBefore authorizing tests and experiments in any station, eachAdministration, in order to avoid harmful interference, shallprescribe the taking of all possible precautions, such as thechoice of frequency and of time, and the reduction or, ifpossible, the suppression of radiation. Any harmful interferenceresulting from tests and experiments shall beeliminated as soon as possible.ANNEX 10 — VOLUME II 2-1 1/11/01

CHAPTER 3. GENERAL PROCEDURES FOR THEINTERNATIONAL AERONAUTICAL TELECOMMUNICATION SERVICE3.1 GeneralThe procedures outlined in this chapter are general in characterand shall be applied where appropriate to the other chapterscontained in this Volume.Note.— Detailed procedures, with special application to theservice concerned, are contained in Chapters 4, 5, 6, 7 and 8.3.2 Extensions of service and closingdown of stations3.2.1 Stations of the international aeronautical telecommunicationservice shall extend their normal hours of serviceas required to provide for traffic necessary for flight operation.3.2.2 Before closing down, a station shall notify itsintention to all other stations with which it is in direct communication,confirm that an extension of service is notrequired and advise the time of re-opening if other than itsnormal hours of service.3.2.3 When it is working regularly in a network on acommon circuit, a station shall notify its intention of closingdown either to the control station, if any, or to all stations inthe network. It shall continue watch for two minutes and maythen close down if it has received no call during this period.3.2.4 Stations with other than continuous hours of operation,engaged in, or expected to become engaged in distress,urgency, unlawful interference, or interception traffic, shallextend their normal hours of service to provide the requiredsupport to those communications.3.3 Acceptance, transmissionand delivery of messages3.3.1 Only those messages coming within the categoriesspecified in 4.4.1.1 shall be accepted for transmission by theaeronautical telecommunication service.3.3.1.1 The responsibility for determining the acceptabilityof a message shall rest with the station where themessage is filed for transmission.3.3.1.2 Once a message is deemed acceptable, it shall betransmitted, relayed and (or) delivered in accordance with thepriority classification and without discrimination or unduedelay.3.3.1.3 Recommendation.— The authority in control ofany station through which a message is relayed, should makerepresentations at a later date to the authority in control of theaccepting station regarding any message which is consideredunacceptable.3.3.2 Only messages for stations forming part of theaeronautical telecommunication service shall be accepted fortransmission, except where special arrangements have beenmade with the telecommunication authority concerned.3.3.2.1 Acceptance as a single message of a messageintended for two or more addresses, whether at the samestation or at different stations, shall be permitted subject,however, to the provisions prescribed in 4.4.3.1.2.3.3.3.3 Messages handled for aircraft operating agenciesshall be accepted only when handed in to the telecommunicationstation in the form prescribed herein and by anauthorized representative of that agency, or when receivedfrom that agency over an authorized circuit.3.3.4 For each station of the aeronautical telecommunicationservice from which messages are delivered to one ormore aircraft operating agencies, a single office for eachaircraft operating agency shall be designated by agreementbetween the aeronautical telecommunication agency and theaircraft operating agency concerned.3.3.5 Stations of the international aeronautical telecommunicationservice shall be responsible for delivery ofmessages to addressee(s) located within the boundaries of theaerodrome(s) served by that station and beyond thoseboundaries only to such addressee(s) as may be agreed byspecial arrangements with the Administrations concerned.3.3.6 Messages shall be delivered in the form of awritten record, or other permanent means as prescribed byauthorities.3.3.6.1 Recommendation.— In cases where telephone orloudspeaker systems are used without recording facilities forthe delivery of messages, a written copy should be provided, asconfirmation of delivery, as soon as possible.ANNEX 10 — VOLUME II 3-1 1/11/01

Annex 10 — Aeronautical Telecommunications3.3.7 Messages originated in the aeronautical mobileservice by an aircraft in flight and which require transmissionover the aeronautical fixed telecommunication network toeffect delivery, shall be reprocessed by the aeronautical telecommunicationstation into the message format prescribed in4.4.2 prior to transmission on the AFTN.3.3.7.1 Messages originated in the aeronautical mobileservice by an aircraft in flight and which require transmissionover the aeronautical fixed service, other than on AFTNcircuits, shall also be reprocessed by the aeronautical telecommunicationstation into the format prescribed in 4.4.2 exceptwhere, subject to the provisions of 3.3.5, prior and otherarrangements have been made between the aeronautical telecommunicationagency and the aircraft operating agencyconcerned for predetermined distribution of messages fromaircraft.3.3.7.2 Messages (including air-reports) without specificaddress containing meteorological information received froman aircraft in flight shall be forwarded without delay to themeteorological office associated with the point of reception.3.3.7.3 Messages (including air-reports) without specificaddress containing air traffic services information from aircraftin flight shall be forwarded without delay to the air trafficservices unit associated with the communication stationreceiving the message.3.3.7.4 PANS.— When recording the text of air-reports inAIREP form, the data conventions approved by ICAO for thispurpose shall be used wherever possible.Note.— Provisions relating to the composition, includingdata conventions, of air-reports and to the order and form inwhich the elements of such reports are transmitted by theaircraft stations and recorded and retransmitted by theaeronautical stations, are contained in the PANS-ATM(Doc 4444).3.3.7.5 PANS.— When air-reports in AIREP form are tobe retransmitted by telegraphy (including teletypewriting), thetext transmitted shall be as recorded in compliance with3.3.7.4.3.4 Time system3.4.1 Universal Co-ordinated Time (UTC) shall be usedby all stations in the aeronautical telecommunication service.Midnight shall be designated as 2400 for the end of the dayand 0000 for the beginning of the day.3.4.2 A date-time group shall consist of six figures, thefirst two figures representing the date of the month and the lastfour figures the hours and minutes in UTC.3.5 Record of communications3.5.1 GeneralVolume II3.5.1.1 A telecommunication log, written or automatic,shall be maintained in each station of the aeronautical telecommunicationservice except that an aircraft station, when usingradiotelephony in direct communication with an aeronauticalstation, need not maintain a telecommunication log.Note.— The telecommunication log will serve as a protection,should the operator’s watch activities be investigated. Itmay be required as legal evidence.3.5.1.1.1 Recommendation.— Aeronautical stationsshould record messages at the time of their receipt, except that,if during an emergency the continued manual recording wouldresult in delays in communication, the recording of messagesmay be temporarily interrupted and completed at the earliestopportunity.Note.— In the case of radiotelephony operation it would bedesirable if voice recording were provided for use duringinterruption in manual recording.3.5.1.1.2 Recommendation.— When a record is maintainedin an aircraft station, either in a radiotelephone log orelsewhere, concerning distress communications, harmful interference,or interruption to communications, such a recordshould be associated with information concerning the time andthe position, and altitude of the aircraft.3.5.1.2 In written logs, entries shall be made only byoperators on duty except that other persons having knowledgeof facts pertinent to the entries may certify in the log theaccuracy of operators’ entries.3.5.1.3 All entries shall be complete, clear, correct andintelligible. Superfluous marks or notations shall not be madein the log.3.5.1.4 In written logs, any necessary correction in the logshall be made only by the person making the initial entry. Thecorrection shall be accomplished by drawing or typing a singleline through the incorrect entry, initialling same, recording thetime and date of correction. The correct entry shall be made onthe next line after the last entry.3.5.1.5 Telecommunication logs, written or automatic,shall be retained for a period of at least thirty days. When logsare pertinent to inquiries or investigations they shall beretained for longer periods until it is evident that they will beno longer required.3.5.1.6 The following information shall be entered inwritten logs:1/11/01 3-2

Chapter 3a) the name of the agency operating the station;b) the identification of the station;c) the date;d) the time of opening and closing the station;e) the signature of each operator, with the time the operatorassumes and relinquishes a watch;f) the frequencies being guarded and type of watch(continuous or scheduled) being maintained on eachfrequency;g) except at intermediate mechanical relay stations wherethe provisions of this paragraph need not be compliedwith, a record of each communication, test transmission,or attempted communication showing text of communication,time communication completed, station(s) communicatedwith, and frequency used. The text of thecommunication may be omitted from the log whencopies of the messages handled are available and formpart of the log;h) all distress communications and action thereon;i) a brief description of communication conditions anddifficulties, including harmful interference. Such entriesshould include, whenever practicable, the time at whichinterference was experienced, the character, radiofrequency and identification of the interfering signal;j) a brief description of interruption to communicationsdue to equipment failure or other troubles, giving theduration of the interruption and action taken;k) such additional information as may be considered by theoperator to be of value as a part of the record of thestation’s operations.Annex 10 — Aeronautical Telecommunications3.6 Establishment ofradiocommunication3.6.1 All stations shall answer calls directed to them byother stations in the aeronautical telecommunication serviceand shall exchange communications on request.3.6.2 All stations shall radiate the minimum powernecessary to ensure a satisfactory service.3.7 Use of abbreviationsand codes3.7.1 Abbreviations and codes shall be used in the internationalaeronautical telecommunication service wheneverthey are appropriate and their use will shorten or otherwisefacilitate communication.3.7.1.1 Where abbreviations and codes other than thoseapproved by ICAO are contained in the text of messages, theoriginator shall, if so required by the aeronautical telecommunicationstation accepting the message for transmission,make available to that station a decode for the abbreviationsand codes used.Note.— The use of ICAO approved abbreviations and codeswherever appropriate — for example, those contained inPANS-ABC (Doc 8400) — obviates the need for application ofthe provisions of 3.7.1.1.3.8 Cancellation ofmessagesMessages shall be cancelled by a telecommunication stationonly when cancellation is authorized by the message originator.3-3 1/11/01

CHAPTER 4.AERONAUTICAL FIXED SERVICE (AFS)4.1 General4.1.1 The aeronautical fixed service shall comprise thefollowing systems and applications that are used for groundground(i.e. point-to-point and/or point-to-multipoint)communications in the international aeronautical telecommunicationservice:a) ATS direct speech circuits and networks;b) meteorological operational circuits, networks and broadcastsystems;c) the aeronautical fixed telecommunications network(AFTN);d) the common ICAO data interchange network (CIDIN);e) the air traffic services (ATS) message handling services;andf) the inter-centre communications (ICC).Note 1.— Provisions relating to ATS direct speechcommunications are contained in 4.2.Note 2.— Provisions relating to meteorological operationalchannels and meteorological operational telecommunicationnetworks are contained in 4.3.Note 3.— The AFTN provides a store-and-forwardmessaging service for the conveyance of text messages in ITA-2 or IA-5 format, using character-oriented procedures.Provisions relating to the AFTN are contained in 4.4.Note 4.— The CIDIN provides a common transport servicefor the conveyance of binary or text application messages, insupport of the AFTN and OPMET applications. Proceduralprovisions relating to the CIDIN are contained in 4.5.Note 5.— The ATS (air traffic services) message handlingservices (ATSMHS) application allows ATS messages to beexchanged between service users over the aeronauticaltelecommunication network (ATN) internet communicationservice (ICS). Procedural provisions relating to ATS messagehandling services are contained in 4.6.Note 6.— The inter-centre communications applicationsenable the exchange of information between air traffic serviceunits over the aeronautical telecommunication network (ATN)internet communication service (ICS), in support ofnotification, coordination, transfer of control, flight planning,airspace management and air traffic flow management.Procedural provisions relating to inter-centre communicationsare contained in 4.7.Note 7.— The aeronautical telecommunication networkthrough its ATSMHS and ICC applications enable thetransition of existing AFTN and CIDIN users and systems intothe ATN architecture.4.1.2 Material permitted inAFS messagesNote.— The provisions contained in 4.1.2 do not apply toATS voice communications.4.1.2.1 The following characters are allowed in textmessages:Letters: ABCDEFGHIJKLMNOPQRSTUVWXYZFigures: 1 2 3 4 5 6 7 8 9 0Other signs: - (hyphen)? (question mark): (colon)( (open bracket)) (close bracket). (full stop, period, or decimal point), (comma)’ (apostrophe)= (double hyphen or equal sign)/ (oblique)+ (plus sign)Characters other than those listed above shall not be used inmessages unless absolutely necessary for understanding of thetext. When used, they shall be spelled out in full.4.1.2.2 For the exchange of messages over theteletypewriter circuits, the following signals of theInternational Telegraph Alphabet No. 2 (ITA-2) shall bepermitted:signals nos. 1 to 3 — in letter and in figure case;signal no. 4 — in letter case only;signal no. 5 — in letter and in figure case;signals nos. 6 to 8 — in letter case only;signal no. 9 — in letter and in figure case;signal no. 10 — in letter case only; andsignals nos. 11 to 31 — in letter and figure case.ANNEX 10 — VOLUME II 4-1 1/11/01

Chapter 44.4 Aeronautical fixed telecommunicationnetwork (AFTN)4.4.1 General4.4.1.1 Categories of messages. Subject to the provisionsof 3.3, the following categories of message shall be handled bythe aeronautical fixed telecommunication network:a) distress messages;b) urgency messages;c) flight safety messages;d) meteorological messages;e) flight regularity messages;f) aeronautical information services (AIS) messages;g) aeronautical administrative messages;h) service messages.4.4.1.1.1 Distress messages (priority indicator SS). Thismessage category shall comprise those messages sent bymobile stations reporting that they are threatened by grave andimminent danger and all other messages relative to theimmediate assistance required by the mobile station in distress.4.4.1.1.2 Urgency messages (priority indicator DD). Thiscategory shall comprise messages concerning the safety of aship, aircraft or other vehicles, or of some person on board orwithin sight.4.4.1.1.3 Flight safety messages (priority indicator FF)shall comprise:a) movement and control messages as defined inPANS-ATM (Doc 4444), Chapter 11;b) messages originated by an aircraft operating agency ofimmediate concern to aircraft in flight or preparing todepart;c) meteorological messages restricted to SIGMET information,special air-reports, AIRMET messages, volcanicash and tropical cyclone advisory information andamended forecasts.4.4.1.1.4 Meteorological messages (priority indicator GG)shall comprise:a) messages concerning forecasts, e.g. terminal aerodromeforecasts (TAFs), area and route forecasts;b) messages concerning observations and reports, e.g.METAR, SPECI.Annex 10 — Aeronautical Telecommunications4.4.1.1.5 Flight regularity messages (priority indicatorGG) shall comprise:a) aircraft load messages required for weight and balancecomputation;b) messages concerning changes in aircraft operatingschedules;c) messages concerning aircraft servicing;d) messages concerning changes in collective requirementsfor passengers, crew and cargo covered by deviationfrom normal operating schedules;e) messages concerning non-routine landings;f) messages concerning pre-flight arrangements for airnavigation services and operational servicing fornon-scheduled aircraft operations, e.g. overflightclearance requests;g) messages originated by aircraft operating agenciesreporting an aircraft arrival or departure;h) messages concerning parts and materials urgentlyrequired for the operation of aircraft.4.4.1.1.6 Aeronautical information services (AIS)messages (priority indicator GG) shall comprise:a) messages concerning NOTAMs;b) messages concerning SNOWTAMs.4.4.1.1.7 Aeronautical administrative messages (priorityindicator KK) shall comprise:a) messages regarding the operation or maintenance offacilities provided for the safety or regularity of aircraftoperations;b) messages concerning the functioning of aeronauticaltelecommunication services;c) messages exchanged between civil aviation authoritiesrelating to aeronautical services.4.4.1.1.8 Messages requesting information shall take thesame priority indicator as the category of message beingrequested except where a higher priority is warranted for flightsafety.4.4.1.1.9 Service messages (priority indicator asappropriate). This category shall comprise messages originatedby aeronautical fixed stations to obtain information orverification concerning other messages which appear to havebeen transmitted incorrectly by the aeronautical fixed service,confirming channel-sequence numbers, etc.4-3 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical Telecommunications4.4.1.1.9.1 Service messages shall be prepared in theformat prescribed in 4.4.2 or 4.4.15. In applying the provisionsof 4.4.3.1.2 or 4.4.15.2.1.3 to service messages addressed to anaeronautical fixed station identified only by a locationindicator, this indicator shall be immediately followed by theICAO three-letter designator YFY, followed by an appropriate8th letter.4.4.1.1.9.2 Service messages shall be assigned theappropriate priority indicator.4.4.1.1.9.2.1 Recommendation.— When servicemessages refer to messages previously transmitted, the priorityindicator assigned should be that used for the message(s) towhich they refer.4.4.1.1.9.3 Service messages correcting errors intransmission shall be addressed to all the addressees that willhave received the incorrect transmission.4.4.1.1.9.4 A reply to a service message shall beaddressed to the station which originated the initial servicemessage.4.4.1.1.9.5 Recommendation.— The text of all servicemessages should be as concise as possible.4.4.1.1.9.6 A service message, other than oneacknowledging receipt of SS messages, shall be furtheridentified by the use of the abbreviation SVC as the first itemin the text.4.4.1.1.9.7 When a service message refers to a messagepreviously handled, reference to the previous message shall bemade by use of the appropriate transmission identification (see4.4.2.1.1 b) and 4.4.15.1.1 b)) or the filing time and originatorindicator groups (see 4.4.4 and 4.4.15.2.2) identifying thereference message.4.4.1.2 Order of priority4.4.1.2.1 The order of priority for the transmission ofmessages in the aeronautical fixed telecommunication networkshall be as follows:TransmissionpriorityPriorityindicator1 SS2 DD FF3 GG KK4.4.1.2.2 Recommendation.— Messages having thesame priority indicator should be transmitted in the order inwhich they are received for transmission.4.4.1.3 Routing of messagesVolume II4.4.1.3.1 All communications shall be routed by the mostexpeditious route available to effect delivery to the addressee.4.4.1.3.2 Predetermined diversion routing arrangementsshall be made, when necessary, to expedite the movement ofcommunication traffic. Each communication centre shall havethe appropriate diversion routing lists, agreed to by theAdministration(s) operating the communication centresaffected and shall use them when necessary.4.4.1.3.2.1 Recommendation.— Diversion routing shouldbe initiated:1) in a fully automatic communication centre:a) immediately after detection of the circuit outage,when the traffic is to be diverted via a fully automaticcommunication centre;b) within a 10-minute period after detection of thecircuit outage, when the traffic is to be diverted via anon-fully automatic communication centre;2) in a non-fully automatic communication centre within a10-minute period after detection of the circuit outage.Service message notification of the diversion requirementshould be provided where no bilateral or multilateralprearranged agreements exist.4.4.1.3.3 As soon as it is apparent that it will beimpossible to dispose of traffic over the aeronautical fixedservice within a reasonable period, and when the traffic is heldat the station where it was filed, the originator shall beconsulted regarding further action to be taken, unless:a) otherwise agreed between the station concerned and theoriginator; orb) arrangements exist whereby delayed traffic isautomatically diverted to commercial telecommunicationservices without reference to the originator.Note.— The expression “reasonable period” means aperiod of time such that it seems probable that the traffic willnot be delivered to the addressee within any fixed transitperiod applicable to the category of traffic concerned, or,alternatively, any predetermined period agreed betweenoriginators and the telecommunication station concerned.4.4.1.4 Supervision of message traffic4.4.1.4.1 Continuity of message traffic. The receivingstation shall check the transmission identification of incomingtransmissions to ensure the correct sequence of channelsequencenumbers of all messages received over that channel.1/11/01 4-4

Chapter 44.4.1.4.1.1 When the receiving station detects that one ormore channel-sequence numbers are missing, it shall send acomplete service message (see 4.4.1.1.9) to the previousstation rejecting receipt of any message that may have beentransmitted with such missing number(s). The text of thisservice message shall comprise the signal QTA, the proceduresignal MIS followed by one or more missing transmissionidentification (see 4.4.2.1.1.3 and 4.4.15.1.1.4) and the endof-textsignal (see 4.4.5.6 and 4.4.15.3.12).Note.— The following examples illustrate application of theabove-mentioned procedure. In example 2) the hyphen (-)separator is understood to mean “through” in plain language.1) when one channel-sequence number is missing:SVC→QTA→MIS→ABC↑123↓

Annex 10 — Aeronautical TelecommunicationsVolume II4.4.1.5.2 Recommendation.— If contact cannot bere-established within a reasonable period on the normal fixedservice circuit, an appropriate alternative circuit should beused. If possible, attempts should be made to establishcommunication on any authorized fixed service circuit available.4.4.1.5.2.1 If these attempts fail, use of any availableair-ground frequency shall be permitted only as an exceptionaland temporary measure when no interference to aircraft inflight is ensured.4.4.1.5.2.2 Where a radio circuit fails due to signal fadeoutor adverse propagation conditions, a receiving watch shallbe maintained on the regular fixed service frequency normallyin use. In order to re-establish contact on this frequency assoon as possible there shall be transmitted:a) the procedure signal DE;b) the identification of the transmitting station transmittedthree times;c) the alignment function [

Chapter 44.4.1.7.2 In cases where acknowledgement is madebetween AFTN communication centres, a relay centre shall beconsidered as having no further responsibility forretransmission or repetition of a message for which it hasreceived positive acknowledgement, and it may be deletedfrom its records.Note.— Provisions relating to long-term retention of AFTNtraffic records in AFTN communication centres are containedin 4.4.1.6.4.4.1.8 Test procedures on4.4.1.8 AFTN channels4.4.1.8.1 Recommendation.— Test messages transmittedon AFTN channels for the purpose of testing and repairinglines should consist of the following:1) the start-of-message signal;2) the procedure signal QJH;3) the originator indicator;4) three page-copy lines of the sequence of characters RYin ITA-2 or U(5/5) *(2/10) in IA-5; and5) the end-of-message signal.4.4.2 Message format — InternationalTelegraph Alphabet No. 2(ITA-2)All messages, other than those prescribed in 4.4.1.8 and4.4.9.3, shall comprise the components specified in 4.4.2.1 to4.4.6.1 inclusive.Note 1.— An illustration of the ITA-2 message format isgiven in Figure 4-1.Note 2.— In the subsequent Standards relative to messageformat the following symbols have been used in makingreference to the functions assigned to certain signals in theInternational Telegraph Alphabet No. 2 (see Volume III, Part I,8.2.1 and Table 8-1):4.4.2.1 HeadingAnnex 10 — Aeronautical Telecommunications4.4.2.1.1 The heading shall comprise:a) start-of-message signal, the characters ZCZC;b) transmission identification comprising:1) circuit identification;2) channel-sequence number.c) additional service information (if necessary)comprising:1) one SPACE;2) no more than ten characters.d) spacing signal.4.4.2.1.1.1 The circuit identification shall consist of threeletters selected and assigned by the transmitting station; thefirst letter identifying the transmitting, the second letter thereceiving end of the circuit and the third letter to identify thechannel; where there is only one channel between thetransmitting and receiving stations, channel letter A shall beassigned; where more than one channel between stations isprovided, the channels shall be identified as A, B, C, etc. inrespective order.4.4.2.1.1.2 Three-digit channel-sequence numbers from001 to 000 (representing 1 000) shall be assigned sequentiallyby telecommunication stations to all messages transmitteddirectly from one station to another. A separate series of thesenumbers shall be assigned for each channel and a new seriesshall be started daily at 0000 hours.4.4.2.1.1.2.1 Recommendation.— The use of the 4-digitchannel-sequence number, to preclude duplication of the samenumbers during the 24-hour period, is permitted subject toagreement between the authorities responsible for theoperation of the circuit.4.4.2.1.1.3 The transmission identification shall be sentover the circuit in the following sequence:a) SPACE [→];b) transmitting-terminal letter;SymbolSignificationc) receiving-terminal letter;< CARRIAGE RETURN (signal no. 27)≡ LINE FEED (signal no. 28)↓ LETTER SHIFT (signal no. 29)↑ FIGURE SHIFT (signal no. 30)→ SPACE (signal no. 31)d) channel-identification letter;e) FIGURE SHIFT [↑];f) channel-sequence number (3 digits).4-7 1/11/01

Annex 10 — Aeronautical TelecommunicationsVolume IIMessage part Component of the message part Element of the component Teletypewriter signalHEADING(see 4.4.2.1)ADDRESS(see 4.4.3)ORIGIN(see 4.4.4)TEXT(see 4.4.5)ENDING(see 4.4.6)THEPERMANENTPARTOFAMESSAGEStart-of-Message Signal — ZCZCTransmission Identification(If necessary)Additional Service IndicationSpacing Signala) One SPACEb) Transmitting-terminal letterc) Receiving-terminal letterd) Channel-Identification lettere) One FIGURE SHIFTf) Channel-sequence number (3 digits)a) One SPACEb) No more than 10 charactersFive SPACESOne LETTER SHIFT(Example: NRA062)(Example: 270930)→ ⋅⋅⋅↑⋅⋅⋅→→→→→↓Alignment Function One CARRIAGE RETURN, one LINE FEED

Chapter 44.4.2.1.2 In teletypewriter operation, the spacingsignal, consisting of 5 SPACES [→→→→→] followed by1 LETTER SHIFT [↓], shall be transmitted immediatelyfollowing the transmission identification prescribed in4.4.2.1.1.3.Note.— The examples appearing below illustrate theapplication of the transmission identification Standard (see4.4.2.1.1 b) and 4.4.2.1.1.3):Tape→GLB↑039→→→→→↓Page-copyGLB039(This indicates the 39th message of the day transmitted onChannel B of the circuit from Station G to Station L.)4.4.2.1.3 Optional service information shall be permittedto be inserted following the transmission identification subjectto agreement between the authorities responsible for theoperation of the circuit. Such additional service informationshall be preceded by a SPACE followed by not more than tencharacters and shall not contain any alignment functions.4.4.2.1.4 Recommendation.— To avoid anymisinterpretation of the diversion indicator especially whenconsidering the possibility of a partly mutilated heading, thesequence of two consecutive signals no. 22 (in the letter caseor in the figure case) should not appear in any othercomponent of the heading.4.4.3 Address4.4.3.1 The address shall comprise:a) alignment function [

Annex 10 — Aeronautical Telecommunications1) addressee indicators (possible types):LGATZTZXLGATYMYFaerodrome control tower (ZTZ) atLGATsection (F) of the MeteorologicalOffice (YMY) at LGATLGATKLMN department (N) of the aircraftoperating agency KLM (KLM) atLGATLGATYYYXLGATZZZX2) YYY ICAO three-letter designator:the aircraft operating agency whosename appears in the beginning of themessage text and whose office locationis served by LGATthe aeronautical station (LGAT) isrequired to relay this message in theaeronautical mobile service to theaircraft whose identification appears inthe beginning of the message text.Example of a message addressed to (say) “PenguinAirlines” at NCRG by the PHNL office of the sameaircraft operating agency. The Heading and Ending ofthe message are not shown in this example ofteletypewriter page-copy form.(Address) GG NCRGYYYX(Origin) 311521 PHNLYYYX(Text) AIR PENGUIN FLIGHT 801CANCELLED3) ZZZ ICAO three-letter designator:Example of a message addressed to aircraft GABCD viaaeronautical station NZAA from Area Control Centre atNZZC. The Heading and Ending of the message are notshown in this example of teletypewriter page-copy form.(Address)(Origin)(Text)FF NZAAZZZX031451 NZZCZQZXGABCD CLR DES 5000FT HK NDB4.4.3.1.2.3 The complete address shall be restricted tothree lines of page-printing copy and, except as provided in4.4.14, a separate addressee indicator shall be used for eachaddressee whether at the same or at different locations.4.4.3.1.2.3.1 Where messages are offered in page-copyform for transmission and contain more addressee indicatorsthan can be accommodated on three lines of a page-copy, suchmessage shall be converted, before transmission, into two ormore messages, each of which shall conform with theprovisions of 4.4.3.1.2.3. During such conversion, theVolume IIaddressee indicators shall, in so far as practicable, bepositioned in the sequence which will ensure that theminimum number of retransmissions will be required atsubsequent communication centres.4.4.3.1.2.3.2 On teletypewriter circuits, the completion ofeach line of addressee indicator groups in the address of amessage shall be immediately followed by the alignmentfunction [

Chapter 4transferring the message to the AFTN, followed immediatelyby the ICAO three-letter designator ZZZ followed by the fillerletter X. The identification of the aircraft shall then beincluded in the first item in the text of the message.4.4.4.2.3 Messages relayed over the AFTN that have beenoriginated in other networks shall use a valid AFTN originatorindicator that has been agreed for use by the relay or gatewayfunction linking the AFTN with the external network.Note.— The following illustrates the application of4.4.4.2.2 procedure as it would appear with a message fromaircraft KLM153 addressed to the Area Control Centre atCZEG, the message being handled via aeronautical stationCYCB. The heading and ending of the message are not shownin this example of teletypewriter page-copy form:(Address)(Origin)(Text)FF CZEGZRZX031821 CYCBZZZXKLM153 [remainder of text as receivedfrom aircraft]4.4.4.3 The priority alarm shall be used only for distressmessages. When used, it shall consist of the following, in theorder stated:a) FIGURE SHIFT [↑];b) FIVE transmissions of signal no. 10 (figure case);c) LETTER SHIFT [↓].Note 1.— The figure case of signal no. 10 of theInternational Telegraph Alphabet No. 2 generally correspondsto the figure case of J of teletypewriter equipment in use onaeronautical fixed service circuits.Note 2.— Use of the priority alarm will actuate a bell(attention) signal at the receiving teletypewriter station, otherthan at those fully automatic stations which may provide asimilar alarm on receipt of priority indicator SS, therebyalerting supervisory personnel at relay centres and operatorsat tributary stations, so that immediate attention may be givento the message.4.4.4.4 The inclusion of optional data in the origin lineshall be permitted provided a total of 69 characters is notexceeded and subject to agreement between the authoritiesconcerned. The presence of the optional data field shall beindicated by one occurrence of the SPACE characterimmediately preceding optional data.4.4.4.4.1 Recommendation.— When additional addressinginformation in a message needs to be exchanged betweensource and destination addresses, it should be conveyed in theoptional data field (ODF), using the following specific format:a) characters one and full stop (1.) to indicate theparameter code for the additional address function;Annex 10 — Aeronautical Telecommunicationsb) three modifier characters, followed by an equal sign [=]and the assigned 8-character ICAO address; andc) the character hyphen (-) to terminate the additionaladdress parameter field.4.4.4.4.1.1 Recommendation.— When a separateaddress for service messages or inquiries is different from theoriginator indicator, the modifier SVC should be used.4.4.4.5 The origin line shall be concluded by analignment function [

Annex 10 — Aeronautical Telecommunications4.4.5.4 When it is desired to confirm a portion of the textof a message in teletypewriter operation, such confirmationshall be separated from the last text group by an alignmentfunction [

Chapter 4adequately advanced from the reperforator at the receivingstations, when the ending of one message is not followedimmediately by the start-of-message signal of anothermessage, local arrangements should be made at the receivingstation to avoid the need for transmission of these signals bythe transmitting station.Note.— In “torn-tape” stations, a facility is normallynecessary whereby the tape can be fed from the receivingreperforator to an extent that permits the receiving operator totear through the message-separation signal at the correctpoint, on occasions when the operator is ready to tear the tapebut there has been no following message to cause this tapefeedto take place. In semi-automatic stations usingcontinuous-tape techniques, a similar process may benecessary in similar circumstances to advance the tape to anextent that permits the end-of-message signal to reach thetransmitter.4.4.7.1.1 When the provisions of 4.4.7.1 cannot beapplied, arrangements shall be made with the transmittingstation for the latter to send, at the end of a single message, orfollowing the last message of a series, an agreed number ofLETTER SHIFTS [↓] in addition to the componentsprescribed in 4.4.6.4.4.8 Stripped addressWhen applying the provisions of 4.4.3 or 4.4.15.2.1, an AFTNcommunication centre shall omit from the address all theaddressee indicators not required for:a) onward transmission by the AFTN communicationcentre to which the message is transmitted;b) local delivery to the addressee(s) by the AFTNdestination station;c) onward transmission or local delivery by the aggregateof stations on a multi-point circuit.4.4.9.1 End-of-line functions4.4.9 Teletypewriter operatingprocedure — general4.4.9.1.1 A single line of page-copy shall not containmore than a total of 69 characters and/or spaces.4.4.9.1.2 One CARRIAGE RETURN [

Annex 10 — Aeronautical Telecommunications4.4.9.3.3 When a teletypewriter channel is equipped witha system of controlled circuit protocol, and followingagreement between the Administrations responsible, thetransmission specified in 4.4.9.3 shall not be made.4.4.9.3.4 Channel-check transmissions and station radioidentifications. In order to satisfy the requirements of ITUregarding periodic transmission of the station radio identification,those AFTN stations using radioteletypewriterchannels may combine the station radio identificationtransmission with the channel-check transmission specified in4.4.9.3. In this case the combined transmission shall be sent asfollows:1) heading (see 4.4.2.1.1);2) alignment function [

Chapter 4Annex 10 — Aeronautical TelecommunicationsSTARTINGPULSE(if necessary)HEADING ADDRESS ORIGIN TEXT ENDINGFigure 4-2. Form of transmission — teletypewriter operation (see 4.4.10.1.2)4.4.10.1.3.1 Recommendation.— The Heading Line,with the exception of the SOH character, should be omitted oncircuits employing one of the data link control procedurescontained in 8.6.3 and 8.6.4 of Annex 10, Volume III.4.4.10.1.4 Reprocessing procedures4.4.10.1.4.1 A message requiring retransmission shallhave its previous heading deleted by the station which receivedsuch message for relay. The retransmission shall commencewith the new heading using the transmission identification forthe outgoing channel.4.4.10.1.4.1.1 When applying the provisions of4.4.10.1.4.1, transmission of the address part of the messageshall commence at some point during the 5 SPACES, 1LETTER SHIFT [→→→→→↓] immediately preceding thefirst alignment function [

Annex 10 — Aeronautical TelecommunicationsNote.— The following example illustrates the application of4.4.10.1.6.1 procedure:Heading (see 4.4.2.1.1)

Chapter 4Note 2.— This circumstance of detection of a mutilationmay only be possible at “torn-tape” relay stations.4.4.11.5 When the provisions of 4.4.11.4 are applied, thestation receiving the service message shall reassumeresponsibility for the referenced message. It shall thenretransmit the unmutilated copy of the referenced messagewith a new (i.e. correct in sequence) transmission identification(see 4.4.2.1.1 b)). If that station is not in possession ofan unmutilated copy of the original message, it shall take theaction prescribed in 4.4.11.1.4.4.11.6 If, before retransmission is commenced, a relaystation detects that a received message has a recognizable butmutilated end-of-message signal, it shall, where necessary,repair this mutilation before retransmission.Note.— This circumstance of detection of a mutilation mayonly be possible at “torn-tape” relay stations and the actionprescribed will be essential where messages are beingtransmitted to a semi-automatic or fully automatic station.4.4.11.7 If, during retransmission of a message, a relaystation detects that the message has been mutilated at somepoint ahead of the end-of-message signal and is able to takeaction before a correct end-of-message signal has beentransmitted, it shall:1) cancel the transmission by inserting into the channel thesequence ↓

Annex 10 — Aeronautical Telecommunicationsa service message to the previous station rejecting themutilated transmission.4.4.11.12.1 The text of this service message shallcomprise:1) the abbreviation SVC;2) the procedure signal QTA;3) the procedure signal ADS;4) the transmission identification of the message rejected;5) the indication CORRUPT;6) the end-of-text signal.Note.— The following example illustrates application of theabove-mentioned procedure:SVC→QTA→ADS→ABC↑123↓→CORRUPT↓

Chapter 44.4.11.14 When the first relay station detects that amessage was received with a mutilated origin line or withoutany origin, it shall:a) stop processing the message;b) send a service message to the station from which themessage was received.4.4.11.14.1 The text of this service message shallcomprise:1) the abbreviation SVC;2) the procedure signal QTA;3) the procedure signal OGN;4) the transmission identification of the message rejected;5) the indication CORRUPT;6) the end-of-text signal.Note.— The following example illustrates application of theabove-mentioned procedure:SVC→QTA→OGN→ABC↑123↓→CORRUPT↓

Annex 10 — Aeronautical Telecommunications4.4.13 Correction of errors duringmessage origination in cases wherethe message is flowing into the AFTNduring preparation4.4.13.1 Messages flowing into the AFTN duringpreparation shall not be terminated with an end-of-messagesignal if they contain known uncorrected errors.4.4.13.2 Where an error is made, in this circumstance, inany part of the message which precedes the text, theunfinished message shall be cancelled by sending the sequence↓

Chapter 44.4.15 Message format — InternationalAlphabet No. 5 (IA-5)When it has been agreed between the Administrationsconcerned to use International Alphabet No. 5 (IA-5) theformat described in 4.4.15 through 4.4.15.3 shall be used. Itshall be the responsibility of Administrations using IA-5 toaccommodate adjacent AFTN stations employing ITA-2 codein the format described in 4.4.2.All messages, other than those prescribed in 4.4.1.8 and4.4.9.3 shall comprise the components specified in 4.4.15.1 to4.4.15.6 inclusive.Note 1.— An illustration of the IA-5 message format isgiven in Figure 4-4.Note 2.— In the subsequent standards relative to messageformat the following symbols have been used in makingreference to the functions assigned to certain signals in IA-5.(See Volume III, Part I, 8.6.1 and Tables 8-2 and 8-3.)SymbolSignification< CARRIAGE RETURN (character position0/13)≡ LINE FEED (character position 0/10)→ SPACE (character position 2/0).4.4.15.1 Heading4.4.15.1.1 The heading shall comprise:a) start-of-heading (SOH) character 0/1;b) transmission identification comprising:1) circuit or link identification;2) channel-sequence number;c) additional service information (if necessary) comprising:1) one SPACE;2) no more than 10 characters.4.4.15.1.1.1 On point-to-point circuits or links, the identificationshall consist of three letters selected and assigned bythe transmitting station; the first letter identifying thetransmitting, the second letter the receiving end of the circuit,and the third letter the channel. Where only one channel exists,the letter A shall be assigned. Where more than one channelbetween stations is provided, the channels shall be identifiedAnnex 10 — Aeronautical Telecommunicationsas A, B, C, etc., in respective order. On multipoint channels,the identification shall consist of three letters selected andassigned by the circuit control or master station.4.4.15.1.1.2 Except as provided in 4.4.15.1.1.3 three-digitchannel-sequence numbers from 001 to 000 (representing1 000) shall be assigned sequentially by telecommunicationstations to all messages transmitted directly from one station toanother. A separate series of these numbers shall be assignedfor each channel and a new series shall be started daily at0000 hours.4.4.15.1.1.3 Recommendation.— The expansion of thechannel-sequence number to preclude duplication of the samenumbers during the 24-hour period should be permittedsubject to agreement between the Authorities responsible forthe operation of the circuit.4.4.15.1.1.4 The transmission identification shall be sentover the circuit in the following sequence:a) transmitting-terminal letter;b) receiving-terminal letter;c) channel-identification letter;d) channel-sequence number.4.4.15.1.1.5 Additional service information shall bepermitted to be inserted following the transmissionidentification subject to agreement between the Authoritiesresponsible for the operation of the circuit. Such additionalservice information shall be preceded by a SPACE (→)followed by not more than 10 characters inserted into theheading of message immediately following the last digit of thechannel-sequence number and shall not contain any alignmentfunctions. When no such additional service information isadded the information in 4.4.15.1.1.4 shall be followedimmediately by that of 4.4.15.2.4.4.15.2 Address4.4.15.2.1 The address shall comprise:a) alignment function [

Annex 10 — Aeronautical TelecommunicationsVolume IITHEHEADINGMessage part Component of the message part Elements of the component TeletypewritercharacterStart-of-Heading Character One Character (0/1) SOHHEADING LINE(see 4.4.15.1.1)ADDRESS(see 4.4.15.2.1)ORIGIN(see 4.4.15.2.2)TEXT (see 4.4.15.3)ENDING (see 4.4.15.3.12.1)Transmission Identification(If necessary)Additional Service Indicationa) Transmitting-terminal letterb) Receiving-terminal letter (Example: NRA062)c) Channel-identification letterd) Channel-sequence numbera) One SPACEb) No more than the remainder of the line (Example: 270930)Alignment Function One CARRIAGE RETURN, one LINE FEED

Chapter 4PriorityindicatorMessage categorySS distress messagesDD urgency messages (see 4.4.1.1.2)FF flight safety messages (see 4.4.1.1.3)GG meteorological messages (see 4.4.1.1.4)GG flight regularity messages (see 4.4.1.1.5)GG aeronautical information services messages(see 4.4.1.1.6)KK aeronautical administrative messages (see4.4.1.1.7)as appropriate service messages (see 4.4.1.1.9)4.4.15.2.1.2 The order of priority shall be the same asspecified in 4.4.1.2.4.4.15.2.1.3 An addressee indicator, which shall beimmediately preceded by a SPACE, except when it is the firstaddress indicator of the second or third line of addresses, shallcomprise:a) the four-letter location indicator of the place of destination;b) the three-letter designator identifying the organization/function (aeronautical authority, service or aircraftoperating agency) addressed;c) an additional letter, which shall represent a department,division or process within the organization/functionaddressed. The letter X shall be used to complete theaddress when explicit identification is not required.4.4.15.2.1.3.1 Where a message is to be addressed to anorganization that has not been allocated an ICAO three-letterdesignator of the type prescribed in 4.4.15.2.1.3 the locationindicator of the place of destination shall be followed by theICAO three-letter designator YYY (or the ICAO three-letterdesignator YXY in the case of a military service ororganization). The name of the addressee organization shallthen be included in the first item in the text of the message.The eighth position letter following the ICAO three-letterdesignator YYY or YXY shall be the filler letter X.4.4.15.2.1.3.2 Where a message is to be addressed to anaircraft in flight and, therefore, requires handling over theAFTN for part of its routing before retransmission over theAeronautical Mobile Service, the location indicator of theaeronautical station which is to relay the message to theaircraft shall be followed by the ICAO three-letter designatorZZZ. The identification of the aircraft shall then be included inthe first item of the text of the message. The eighth positionletter following the ICAO three-letter designator ZZZ shall bethe filler letter X.4.4.15.2.1.4 The complete address shall be restricted tothree lines of page-printing copy, and, except as provided in4.4.16, a separate addressee indicator shall be used for eachaddressee whether at the same or different locations.Annex 10 — Aeronautical Telecommunications4.4.15.2.1.5 The completion of the addressee indicatorgroup(s) in the address of a message shall be immediatelyfollowed by the alignment function.4.4.15.2.1.6 Where messages are offered in page-copyform for transmission and contain more addressee indicatorsthan can be accommodated on three lines of a page copy, suchmessages shall be converted, before transmission, into two ormore messages, each of which shall conform with the provisionsof 4.4.15.2.1.5. During such conversion, the addresseeindicators shall, in so far as practicable, be positioned in thesequence which will ensure that the minimum number ofretransmissions will be required at subsequent communicationcentres.4.4.15.2.2 OriginThe origin shall comprise:a) filing time;b) originator indicator;c) priority alarm (when necessary);d) optional heading information;e) alignment function [

Annex 10 — Aeronautical Telecommunicationsa military service or organization). The name of theorganization (or military service) shall then be included in thefirst item in the text of the message.4.4.15.2.2.3.1 Messages relayed over the AFTN that havebeen originated in other networks shall use a valid AFTNoriginator indicator that has been agreed for use by the relayor gateway function linking the AFTN with the externalnetwork.4.4.15.2.2.4 Where a message originated by an aircraft inflight requires handling on the AFTN for part of its routingbefore delivery, the originator indicator shall comprise thelocation indicator of the aeronautical station responsible fortransferring the message to the AFTN, followed immediatelyby the ICAO three-letter designator ZZZ followed by the fillerletter X. The identification of the aircraft shall then beincluded in the first item in the text of the message.4.4.15.2.2.5 The priority alarm shall be used only fordistress messages. When used it shall consist of fivesuccessive BEL (0/7) characters.Note.— Use of the priority alarm will actuate a bell(attention) signal at the receiving teletypewriter station, otherthan at those fully automatic stations which may provide asimilar alarm on receipt of priority indicator SS, therebyalerting supervisory personnel at relay centres and operatorsat tributary stations, so that immediate attention may be givento the message.4.4.15.2.2.6 The inclusion of optional data in the originline shall be permitted provided a total of 69 characters is notexceeded and subject to agreement between theAdministrations concerned. The presence of the optional datafield shall be indicated by one occurrence of the SPACEcharacter immediately preceding optional data.4.4.15.2.2.6.1 Recommendation.— When additionaladdressing information in a message needs to be exchangedbetween source and destination addresses, it should beconveyed in the optional data field (ODF), using the followingspecific format:a) characters one and full stop (1.) to indicate theparameter code for the additional address function;b) three modifier characters, followed by an equal sign (=)and the assigned 8-character ICAO address; andc) the character hyphen (-) to terminate the additionaladdress parameter field.4.4.15.2.2.6.1.1 Recommendation.— When a separateaddress for service messages or inquiries is different from theoriginator indicator, the modifier SVC should be used.Volume II4.4.15.2.2.7 The origin line shall be concluded by analignment function [

Chapter 44.4.15.3.7 Where messages are prepared off-line, e.g. bypreparation of a paper tape, errors in the text shall be correctedby backspacing and replacing the character in error bycharacter DEL (7/15).4.4.15.3.8 Corrections to textual errors made in on-lineoperations shall be corrected by inserting →E→E→E→following the error, then retyping the last correct word (orgroup).4.4.15.3.9 When it is not discovered until later in theorigination process that an error has been made in the text, thecorrection shall be separated from the last text group, orconfirmation, if any, by an alignment function [

Annex 10 — Aeronautical Telecommunications2) the origin line (see 4.4.15.2.2) without priority alarm, oroptional heading information of the message beingacknowledged;3) the ending (see 4.4.15.3.12.1).Note.— The following example illustrates the application ofthe 4.4.15.6 procedures:Heading (see 4.4.15.1.1)

Chapter 4Note 2.— The principal goals of the CIDIN are to improvethe AFTN and to support large message transmission and moredemanding applications, such as operational meteorologicalinformation (OPMET), between two or multiple groundsystems.Note 3.— Details of CIDIN communication procedures, asimplemented in Europe, are shown in the EUR CIDIN Manual.4.6 ATS Message HandlingServices (ATSMHS)The ATS message service of the ATS (air traffic services)message handling service (ATSMHS) application shall be usedto exchange ATS messages between users over theaeronautical telecommunication network (ATN) internet.Note 1.— The ATS message service comprised in the ATSmessage handling service application aims at providing genericmessage services over the ATN internet communication service(ICS). It may, in turn, be used as a communication system byuser-applications communicating over the ATN. This may beachieved, for example, by means of application programmeinterfaces to the ATS message service.Note 2.— The detailed specification of the ATS messagehandling service application is included in the Manual ofTechnical Provisions for the Aeronautical TelecommunicationNetwork (ATN) (Doc 9705), Sub-volume III.Note 3.— The ATS message service is provided by theimplementation over the ATN internet communication serviceof the message handling systems specified in ISO/IEC(International Organization for Standardization/InternationalAnnex 10 — Aeronautical TelecommunicationsElectrotechnical Commission) 10021 and ITU-T (InternationalTelecommunication Union — TelecommunicationStandardization Sector) X.400 and complemented by theadditional requirements specified in the Manual of TechnicalProvisions for the Aeronautical Telecommunication Network(ATN) (Doc 9705). The two sets of documents, the ISO/IECMOTIS (Message-Oriented Text Interchange System)International Standards and the ITU-T X.400 Series ofRecommendations (1988 or later) are, in principle, alignedwith each other. However, there are a small number ofdifferences. In the above-mentioned document, reference ismade to the relevant ISO International Standards andInternational Standardized Profiles (ISP), where applicable.Where necessary, e.g. for reasons of interworking or to pointout differences, reference is also made to the relevant X.400Recommendations.Note 4.— The following types of ATN end systemsperforming ATS message handling services are defined in theManual of Technical Provisions for the Aeronautical TelecommunicationNetwork (ATN) (Doc 9705), Sub-volume III:1) an ATS message server;2) an ATS message user agent;3) an AFTN/AMHS gateway (aeronautical fixed telecommunicationnetwork/ATS message handling system); and4) a CIDIN/AMHS gateway (common ICAO data interchangenetwork/ATS message handling system).Connections may be established over the internet communicationsservice between any pair constituted of these ATN endsystems (see Table 4-1).Table 4-1.Communications between ATN end systems implementingATS message handling servicesATN End System 1 ATN End System 2ATS Message ServerATS Message ServerATS Message ServerATS Message ServerAFTN/AMHS GatewayCIDIN/AMHS GatewayCIDIN/AMHS GatewayATS Message ServerAFTN/AMHS GatewayCIDIN/AMHS GatewayATS Message User AgentAFTN/AMHS GatewayCIDIN/AMHS GatewayAFTN/AMHS Gateway4-27 1/11/01

Annex 10 — Aeronautical Telecommunications4.7 Inter-Centre Communications (ICC)The inter-centre communications (ICC) applications set shallbe used to exchange ATS messages between air traffic serviceusers over the ATN internet.Note 1.— The ICC applications set enables the exchange ofinformation in support of the following operational services:a) flight notification;b) flight coordination;c) transfer of control and communications;d) flight planning;e) airspace management; andf) air traffic flow management.Note 2.— The first of the applications developed for theICC set is the ATS interfacility data communication (AIDC).Note 3.— The AIDC application exchanges informationbetween ATS units (ATSUs) for support of critical air trafficcontrol (ATC) functions, such as notification of flightsVolume IIapproaching a flight information region (FIR) boundary,coordination of boundary conditions and transfer of controland communications authority.Note 4.— The detailed specification of the AIDCapplication is included in the Manual of Technical Provisionsfor the Aeronautical Telecommunication Network (ATN)(Doc 9705), Sub-volume III.Note 5.— The AIDC application is strictly an ATCapplication for exchanging tactical control informationbetween ATS units. It does not support the exchange ofinformation with other offices or facilities.Note 6.— The AIDC application supports the followingoperational services:a) flight notification;b) flight coordination;c) transfer of executive control;d) transfer of communications; ande) transfer of general information (flight-related data orfree text messages, i.e. unstructured).1/11/01 4-28

CHAPTER 5. AERONAUTICAL MOBILE SERVICE —VOICE COMMUNICATIONS5.1 GeneralNote.— For the purposes of these provisions, thecommunication procedures applicable to the aeronauticalmobile service, as appropriate, also apply to the aeronauticalmobile satellite service.5.1.1 In all communications the highest standard ofdiscipline shall be observed at all times.5.1.1.1 ICAO standardized phraseology shall be used in allsituations for which it has been specified. Only whenstandardized phraseology cannot serve an intended transmission,plain language shall be used.Note.— Detailed language proficiency requirements appearin the Appendix to Annex 1.5.1.1.2 The transmission of messages, other than thosespecified in 5.1.8, on aeronautical mobile frequencies whenthe aeronautical fixed services are able to serve the intendedpurpose, shall be avoided.5.1.1.3 Recommendation.— In all communications, theconsequences of human performance which could affect theaccurate reception and comprehension of messages should betaken into consideration.Note.— Guidance material on human performance can befound in the Human Factors Training Manual (Doc 9683).5.1.2 Where it is necessary for an aircraft station to sendsignals for testing or adjustment which are liable to interferewith the working of a neighbouring aeronautical station, theconsent of the station shall be obtained before such signals aresent. Such transmissions shall be kept to a minimum.5.1.3 When it is necessary for a station in the aeronauticalmobile service to make test signals, either for the adjustmentof a transmitter before making a call or for the adjustment ofa receiver, such signals shall not continue for more than 10seconds and shall be composed of spoken numerals (ONE,TWO, THREE, etc.) in radiotelephony, followed by the radiocall sign of the station transmitting the test signals. Suchtransmissions shall be kept to a minimum.5.1.4 Except as otherwise provided, the responsibility ofestablishing communication shall rest with the station havingtraffic to transmit.Note.— In certain cases when SELCAL is used theprocedures respecting the establishment of communicationsare contained in 5.2.4.5.1.5 Recommendation.— After a call has been made tothe aeronautical station, a period of at least 10 seconds shouldelapse before a second call is made. This should eliminateunnecessary transmissions while the aeronautical station isgetting ready to reply to the initial call.5.1.6 When an aeronautical station is called simultaneouslyby several aircraft stations, the aeronautical station shall decidethe order in which aircraft shall communicate.5.1.7 In communications between aircraft stations, theduration of communication shall be controlled by the aircraftstation which is receiving, subject to the intervention of anaeronautical station. If such communications take place on anATS frequency, prior permission of the aeronautical stationshall be obtained. Such requests for permission are notrequired for brief exchanges.5.1.8 Categories of messagesThe categories of messages handled by the aeronautical mobileservice and the order of priority in the establishment ofcommunications and the transmission of messages shall be inaccordance with the following table.Message category andorder of prioritya) Distress calls, distress messagesand distress trafficRadiotelephonysignalMAYDAYb) Urgency messages, including PAN, PANmessages preceded by the or PAN, PANmedical transports signalMEDICALc) Communications relating todirection finding —d) Flight safety messages —e) Meteorological messages —f) Flight regularity messages —Note 1.— Messages concerning acts of unlawful interferenceconstitute a case of exceptional circumstances whichmay preclude the use of recognized communicationprocedures used to determine message category and priority.ANNEX 10 — VOLUME II 5-1 1/11/01 27/11/03No. 78

Annex 10 — Aeronautical TelecommunicationsNote 2.— A NOTAM may qualify for any of the categoriesor priorities c) to f) inclusive. The decision as to which prioritywill depend on the contents of the NOTAM and its importanceto the aircraft concerned.5.1.8.1 Distress messages and distress traffic shall behandled in accordance with the provisions of 5.3.5.1.8.2 Urgency messages and urgency traffic, includingmessages preceded by the medical transports signal, shall behandled in accordance with the provisions of 5.3.Note.— The term “medical transports” is defined in the1949 Geneva Conventions and Additional Protocols (see alsoRR S33 Section III) and refers to “any means of transportationby land, water, or air, whether military or civilian, permanentor temporary, assigned exclusively to medical transportationand under the control of a competent authority of a Party tothe conflict”.5.1.8.3 Communications relating to direction finding shallbe handled in accordance with Chapter 6.5.1.8.4 Flight safety messages shall comprise thefollowing:1) movement and control messages [see PANS-ATM(Doc 4444)];2) messages originated by an aircraft operating agency orby an aircraft, of immediate concern to an aircraft inflight;3) meteorological advice of immediate concern to anaircraft in flight or about to depart (individuallycommunicated or for broadcast);4) other messages concerning aircraft in flight or about todepart.5.1.8.5 Meteorological messages shall comprise meteorologicalinformation to or from aircraft, other than those in5.1.8.4, 3).5.1.8.6 Flight regularity messages shall comprise thefollowing:1) messages regarding the operation or maintenance offacilities essential for the safety or regularity of aircraftoperation;2) messages concerning the servicing of aircraft;3) instructions to aircraft operating agency representativesconcerning changes in requirements for passengers andcrew caused by unavoidable deviations from normaloperating schedules. Individual requirements of passengersor crew shall not be admissible in this type ofmessage;Volume II4) messages concerning non-routine landings to be madeby the aircraft;5) messages concerning aircraft parts and materialsurgently required;6) messages concerning changes in aircraft operatingschedules.5.1.8.6.1 Air traffic services units using direct pilotcontrollercommunication channels shall only be required tohandle flight regularity messages provided this can beachieved without interference with their primary role and noother channels are available for the handling of such messages.Note.— The messages at 5.1.8.4, 2) and 5.1.8.6, 1) to 6)typify some of the operational control communications definedin Chapter 1.5.1.8.7 Recommendation.— Messages having the samepriority should, in general, be transmitted in the order inwhich they are received for transmission.5.1.8.8 Interpilot air-to-air communication shall comprisemessages related to any matter affecting safety and regularityof flight. The category and priority of these messages shall bedetermined on the basis of their content in accordance with5.1.8.5.1.9 Cancellation of messages5.1.9.1 Incomplete transmissions. If a message has notbeen completely transmitted when instructions to cancel arereceived, the station transmitting the message shall instruct thereceiving station to disregard the incomplete transmission. Thisshall be effected in radiotelephony by use of an appropriatephrase.5.1.9.2 Complete transmissionsRecommendation.— When a completed messagetransmission is being held pending correction and the receivingstation is to be informed to take no forwarding action, or whendelivery or onward relay cannot be accomplished, transmissionshould be cancelled. This should be effected in radiotelephonyby the use of an appropriate phrase.5.1.9.3 The station cancelling a transmission shall beresponsible for any further action required.5.2 Radiotelephony proceduresNote.— When Selective Calling (SELCAL) equipment isused certain of the following procedures are superseded bythose contained in 5.2.4.1/11/01 5-2

Chapter 5Annex 10 — Aeronautical Telecommunications5.2.1 General5.2.1.1 PANS.— When a controller or pilot communicatesvia voice, the response should be via voice. Except asprovided by 8.2.12.1, when a controller or pilot communicatesvia CPDLC, the response should be via CPDLC.5.2.1.2 Language to be used5.2.1.2.1 The air-ground radiotelephony communicationsshall be conducted in the language normally used by thestation on the ground or in the English language.aircraft call signsCCA 238OAL 242flight levelsFL 180FL 200headingstransmitted asAir China two three eightOlympic two four twotransmitted asflight level one eight zeroflight level two zero zerotransmitted asNote 1.— The language normally used by the station on theground may not necessarily be the language of the State inwhich it is located. A common language may be agreed uponregionally as a requirement for stations on the ground in thatregion.Note 2.— The level of language proficiency required foraeronautical radiotelephony communications is specified inthe Appendix to Annex 1.5.2.1.2.2 The English language shall be available, onrequest from any aircraft station, at all stations on the groundserving designated airports and routes used by international airservices.5.2.1.2.3 The languages available at a given station on theground shall form part of the Aeronautical InformationPublications and other published aeronautical informationconcerning such facilities.5.2.1.3 Word spelling in radiotelephony. When propernames, service abbreviations and words of which the spellingis doubtful are spelled out in radiotelephony the alphabet inFigure 5-1 shall be used.Note 1.— The pronunciation of the words in the alphabet aswell as numbers may vary according to the language habits ofthe speakers. In order to eliminate wide variations inpronunciation, posters illustrating the desired pronunciationare available from ICAO.Note 2.— The Spelling Alphabet specified in 5.2.1.3 is alsoprescribed for use in the Maritime Mobile Service (ITU RadioRegulations, Appendix S14).5.2.1.4 Transmission of numbers in radiotelephony5.2.1.4.1 Transmission of numbers5.2.1.4.1.1 All numbers, except as prescribed in 5.2.1.4.1.2,shall be transmitted by pronouncing each digit separately.Note.— The following examples illustrate the application ofthis procedure (see 5.2.1.4.3.1 for pronunciation).100 degrees heading one zero zero080 degrees heading zero eight zerowind direction and speedtransmitted as200 degrees 70 knots wind two zero zero degreesseven zero knots160 degrees 18 knots wind one six zero degrees onegusting 30 knots eight knots gusting three zeroknotstransponder codestransmitted as2 400 squawk two four zero zero4 203 squawk four two zero threerunwaytransmitted as27 runway two seven30 runway three zeroaltimeter settingtransmitted as1 010 QNH one zero one zero1 000 QNH one zero zero zero5.2.1.4.1.2 All numbers used in the transmission ofaltitude, cloud height, visibility and runway visual range(RVR) information, which contain whole hundreds and wholethousands, shall be transmitted by pronouncing each digit inthe number of hundreds or thousands followed by the wordHUNDRED or THOUSAND as appropriate. Combinations ofthousands and whole hundreds shall be transmitted bypronouncing each digit in the number of thousands followedby the word THOUSAND followed by the number ofhundreds followed by the word HUNDRED.Note.— The following examples illustrate the application ofthis procedure (see 5.2.1.4.3.1 for pronunciation).5-3 1/11/01 27/11/03No. 78

Annex 10 — Aeronautical TelecommunicationsVolume IILetterWordInternationalPhonetic ConventionApproximate pronunciationLatin alphabetrepresentationA Alfa 'Flfa AL FAHB Bravo 'bra:'vo BRAH VOHC Charlie 't•Y:li orCHAR LEE'•Y:liSHAR LEED Delta 'deltY DELL TAHE Echo 'eko ECK OHF Foxtrot 'f]kstr]t FOKS TROTG Golf glf GOLFH Hotel ho:'tel HO TELLI India 'indi?Y IN DEE AHJ Juliett 'd¥u:li?'et JEW LEE ETTK Kilo 'ki:lo KEY LOHL Lima 'li:mY LEE MAHM Mike mYik MIKEN November no'vembc NO VEM BERO Oscar ']skY OSS CAHP Papa pc'pY PAH PAHQ Quebec ke'bek KEH BECKR Romeo 'ro:mi?o ROW ME OHS Sierra si'erY SEE AIR RAHT Tango 'tFngo TANG GOU Uniform 'ju:nif]:m or'u:nif]rmorYOU NEE FORM orOO NEE FORMV Victor 'viktY VIK TAHW Whiskey 'wiski WISS KEYX X-ray 'eks'rei ECKS RAYY Yankee 'jFnki YANG KEYZ Zulu 'zu:lu: ZOO LOONote.— In the approximate representation using the Latin alphabet, syllables to be emphasized are underlined.Note 1.— The pronunciation of the words in the alphabet may vary according to the language habits of the speakers. In order to eliminate widevariations in pronunciation, posters illustrating the desired pronunciation are available from ICAO.Note 2.— The Spelling Alphabet specified in 5.2.1.3 is also prescribed for use in the Maritime Mobile Service (ITU Radio Regulations, AppendixS14).Figure 5-1. The Radiotelephony Spelling Alphabet (see 5.2.1.3)1/11/01 5-4

Chapter 5Annex 10 — Aeronautical Telecommunicationsaltitudetransmitted asTimeStatement800 eight hundred3 400 three thousand four hundred12 000 one two thousandcloud heighttransmitted as2 200 two thousand two hundred4 300 four thousand three hundredvisibilitytransmitted as1 000 visibility one thousand700 visibility seven hundredrunway visual rangetransmitted as600 RVR six hundred1 700 RVR one thousandseven hundred5.2.1.4.1.3 Numbers containing a decimal point shall betransmitted as prescribed in 5.2.1.4.1.1 with the decimal pointin appropriate sequence being indicated by the wordDECIMAL.Note 1.— The following examples illustrate the applicationof this procedure:NumberTransmitted as100.3 ONE ZERO ZERO DECIMAL THREE38 143.9 THREE EIGHT ONE FOUR THREEDECIMAL NINENote 2.— For identification of VHF frequencies the numberof digits used after the decimal point are determined on thebasis of the channel spacing (5.2.1.7.3.4.3 refers tofrequencies separated by 25 kHz, 5.2.1.7.3.4.4 refers tofrequencies separated by 8.33 kHz).Note 3.— The channelling/frequency pairing relationshipfor 8.33 kHz and 25 kHz is found in Table 4-1 (bis),Volume V.5.2.1.4.1.4 PANS.— When transmitting time, only theminutes of the hour should normally be required. Each digitshould be pronounced separately. However, the hour should beincluded when any possibility of confusion is likely to result.Note.— The following example illustrates the application ofthis procedure when applying the provisions of 5.2.1.2.2:0920 (9:20 A.M.) TOO ZE-ROor ZE-RO NIN-er TOO ZE-RO1643 (4:43 P.M.) FOW-er TREEor WUN SIX FOW-er TREE5.2.1.4.2 Verification of numbers5.2.1.4.2.1 When it is desired to verify the accuratereception of numbers the person transmitting the message shallrequest the person receiving the message to read back thenumbers.5.2.1.4.3 Pronunciation of numbers5.2.1.4.3.1 When the language used for communication isEnglish, numbers shall be transmitted using the followingpronunciation:Numeral ornumeral elementPronunciation0 ZE-RO1 WUN2 TOO3 TREE4 FOW-er5 FIFE6 SIX7 SEV-en8 AIT9 NIN-erDecimalDAY-SEE-MALHundredHUN-dredThousandTOU-SANDNote.— The syllables printed in capital letters in the abovelist are to be stressed; for example, the two syllables in ZE-ROare given equal emphasis, whereas the first syllable of FOW-eris given primary emphasis.5.2.1.5 Transmitting technique5.2.1.5.1 PANS.— Each written message should be readprior to commencement of transmission in order to eliminateunnecessary delays in communications.5.2.1.5.2 Transmissions shall be conducted concisely in anormal conversational tone.Note.—See the language proficiency requirements in theAppendix to Annex 1.5.2.1.5.3 PANS.— Speech transmitting technique shouldbe such that the highest possible intelligibility is incorporatedin each transmission. Fulfilment of this aim requires that aircrew and ground personnel should:5-5 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical Telecommunicationsa) enunciate each word clearly and distinctly;b) maintain an even rate of speech not exceeding 100words per minute. When a message is transmitted to anaircraft and its contents need to be recorded thespeaking rate should be at a slower rate to allow for thewriting process. A slight pause preceding and followingnumerals makes them easier to understand;c) maintain the speaking volume at a constant level;d) be familiar with the microphone operating techniquesparticularly in relation to the maintenance of a constantdistance from the microphone if a modulator with aconstant level is not used;e) suspend speech temporarily if it becomes necessary toturn the head away from the microphone.5.2.1.5.4 Recommendation.— Speech transmitting techniqueshould be adapted to the prevailing communicationsconditions.5.2.1.5.5 PANS.— Messages accepted for transmissionshould be transmitted in plain language or ICAO phraseologieswithout altering the sense of the message in any way. ApprovedICAO abbreviations contained in the text of the message to betransmitted to aircraft should normally be converted into theunabbreviated words or phrases which these abbreviationsrepresent in the language used, except for those which, owing tofrequent and common practice, are generally understood byaeronautical personnel.Note.— The abbreviations which constitute the exceptionsmentioned in 5.2.1.5.5 are specifically identified in theabbreviation encode sections of the PANS-ABC (Doc 8400).5.2.1.5.6 PANS.— To expedite communication, the use ofphonetic spelling should be dispensed with, if there is no riskof this affecting correct reception and intelligibility of themessage.5.2.1.5.7 PANS.— The transmission of long messagesshould be interrupted momentarily from time to time to permitthe transmitting operator to confirm that the frequency in useis clear and, if necessary, to permit the receiving operator torequest repetition of parts not received.5.2.1.5.8 The following words and phrases shall be usedin radiotelephony communications as appropriate and shallhave the meaning ascribed hereunder:PhraseACKNOWLEDGEAFFIRMMeaning“Let me know that you have receivedand understood this message.”“Yes.”Volume IIAPPROVED “Permission for proposed actiongranted.”BREAK “I hereby indicate the separationbetween portions of the message.”(To be used where there is no cleardistinction between the text and otherportions of the message.)BREAK BREAK “I hereby indicate the separationbetween messages transmitted to differentaircraft in a very busyenvironment.”CANCEL “Annul the previously transmittedclearance.”CHECK“Examine a system or procedure.”(Not to be used in any other context. Noanswer is normally expected.)CLEARED “Authorized to proceed under theconditions specified.”CONFIRMCONTACTCORRECTCORRECTIONDISREGARD“I request verification of: (clearance,instruction, action, information).”“Establish communications with...”“True” or “Accurate”.“An error has been made in thistransmission (or message indicated).The correct version is...”“Ignore.”HOW DO YOU “What is the readability of my trans-READ mission?” (see 5.2.1.8.4.)I SAY AGAIN“I repeat for clarity or emphasis.”MAINTAIN “Continue in accordance with thecondition(s) specified” or in its literalsense, e.g. “Maintain VFR”.MONITORNEGATIVEOVEROUT“Listen out on (frequency).”“No” or “Permission not granted” or“That is not correct” or “Not capable”.“My transmission is ended, and I expecta response from you.”Note.— Not normally used in VHFcommunications.“This exchange of transmissions isended and no response is expected.”1/11/01 22/11/075-6No. 82

Chapter 5READ BACKRECLEAREDREPORTREQUESTROGERSAY AGAINSPEAK SLOWERSTANDBYUNABLEWILCOWORDS TWICENote.— Not normally used in VHFcommunications.“Repeat all, or the specified part, of thismessage back to me exactly as received.”“A change has been made to your lastclearance and this new clearancesupersedes your previous clearance orpart thereof.”“Pass me the following information...”“I should like to know...” or “I wish toobtain...”“I have received all of your lasttransmission.”Note.— Under no circumstances to beused in reply to a question requiring“READ BACK” or a direct answer inthe affirmative (AFFIRM) or negative(NEGATIVE).“Repeat all, or the following part, ofyour last transmission.”“Reduce your rate of speech.”Note.— For normal rate of speech,see 5.2.1.5.3 b).“Wait and I will call you.”Note.— The caller would normallyre-establish contact if the delay islengthy. STANDBY is not an approval ordenial.“I cannot comply with your request,instruction, or clearance.”Note.— UNABLE is normallyfollowed by a reason.(Abbreviation for “will comply”.)“I understand your message and willcomply with it.”a) As a request: “Communication isdifficult. Please send every word, orgroup of words, twice.”b) As information: “Since communicationis difficult, every word, or groupof words, in this message will be senttwice.”Annex 10 — Aeronautical Telecommunications5.2.1.6 Composition of messages5.2.1.6.1 Messages handled entirely by the aeronauticalmobile service shall comprise the following parts in the orderstated:a) call indicating the addressee and the originator(see 5.2.1.7.3);b) text (see 5.2.1.6.2.1.1).Note.— The following examples illustrate the application ofthis procedure:(call)(text)NEW YORK RADIO SWISSAIR ONE ONEZEROREQUEST SELCAL CHECKor(call) SWISSAIR ONE ONE ZERO NEW YORKRADIO(text)CONTACT SAN JUAN ON FIVE SIX5.2.1.6.2 Messages requiring handling by the AFTN forpart of their routing and similarly messages which are nothandled in accordance with predetermined distributionarrangements (see 3.3.7.1) shall be composed as follows:5.2.1.6.2.1 When originated in an aircraft:1) call (see 5.2.1.7.3);2) the word FOR;3) the name of the organization addressed;4) the name of the station of destination;5) the text.5.2.1.6.2.1.1 The text shall be as short as practicable toconvey the necessary information; full use shall be made ofICAO phraseologies.Note.— The following example illustrates the application ofthis procedure:(call) BOSTON RADIO SWISSAIRONE TWO EIGHT(address) FOR SWISSAIR BOSTON(text) NUMBER ONE ENGINE CHANGEREQUIRED5-7 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical Telecommunications5.2.1.6.2.2 When addressed to an aircraft. When amessage, prepared in accordance with 4.4.2, is retransmittedby an aeronautical station to an aircraft in flight, the headingand address of the AFTN message format shall be omittedduring the retransmission on the aeronautical mobile service.5.2.1.6.2.2.1 When the provisions of 5.2.1.6.2.2 areapplied, the aeronautical mobile service message transmissionshall comprise:a) the text [incorporating any corrections (COR) containedin the AFTN message];b) the word FROM;c) the name of the originating organization and its location(taken from the origin section of the AFTN message).aerodrome controlsurface movement controlradar (in general)precision approach radardirection-finding stationflight information serviceclearance deliveryapron controlcompany dispatchaeronautical station5.2.1.7.2 Radiotelephony call signs5.2.1.7.2 for aircraft5.2.1.7.2.1 Full call signsVolume IITOWERGROUNDRADARPRECISIONHOMERINFORMATIONDELIVERYAPRONDISPATCHRADIO5.2.1.6.2.2.2 PANS.— When the text of a message to betransmitted by an aeronautical station to an aircraft in flightcontains approved ICAO abbreviations, these abbreviationsshould normally be converted during the transmission of themessage into the unabbreviated words or phrases which theabbreviations represent in the language used, except for thosewhich, owing to frequent or common practice, are generallyunderstood by aeronautical personnel.Note.— The abbreviations which constitute the exceptionsmentioned in 5.2.1.6.2.2.2 are specifically identified in theabbreviations encode sections of the PANS-ABC (Doc 8400).5.2.1.7 Calling5.2.1.7.1 Radiotelephony call signs5.2.1.7.1 for aeronautical stationsNote.— The formation of call signs as specified in ITURadio Regulations S19 Section III and Section VII.5.2.1.7.1.1 Aeronautical stations in the aeronauticalmobile service shall be identified by:a) the name of the location; andb) the unit or service available.5.2.1.7.1.2 The unit or service shall be identified inaccordance with the table below except that the name of thelocation or the unit/service may be omitted providedsatisfactory communication has been established.5.2.1.7.2.1.1 An aircraft radiotelephony call sign shall beone of the following types:Type a) — the characters corresponding to the registrationmarking of the aircraft; orType b) — the telephony designator of the aircraft operatingagency, followed by the last four characters ofthe registration marking of the aircraft;Type c) — the telephony designator of the aircraftoperating agency, followed by the flightidentification.Note 1.— The name of the aircraft manufacturer or of theaircraft model may be used as a radiotelephony prefix to theType a) call sign (see Table 5-1).Note 2.— The telephony designators referred to in Types b)and c) are contained in Doc 8585 — Designators for AircraftOperating Agencies, Aeronautical Authorities and Services.Note 3.— Any of the foregoing call signs may be inserted infield 7 of the ICAO flight plan as the aircraft identification.Instructions on the completion of the flight plan form arecontained in PANS-ATM, Doc 4444.5.2.1.7.2.2 Abbreviated call signs5.2.1.7.2.2.1 The aircraft radiotelephony call signs shownin 5.2.1.7.2.1.1, with the exception of Type c), may beabbreviated in the circumstances prescribed in 5.2.1.7.3.3.1.Abbreviated call signs shall be in the following form:Unit/service availablearea control centreapproach controlapproach control radar arrivalsapproach control radar departuresCall sign suffixCONTROLAPPROACHARRIVALDEPARTUREType a) — the first character of the registration and atleast the last two characters of the call sign;Type b) — the telephony designator of the aircraftoperating agency, followed by at least the lasttwo characters of the call sign;1/11/01 5-8

Chapter 5Annex 10 — Aeronautical TelecommunicationsTable 5-1.Examples of full call signs and abbreviated call signs(see 5.2.1.7.2.1 and 5.2.1.7.2.2)Type a) Type b) Type c)Full call sign N 57826 *CESSNAFABCD*CITATIONFABCDVARIGPVMASCANDINAVIAN937Abbreviatedcall signN26orN826CESSNACDorCESSNABCDCITATIONCDorCITATIONBCDVARIGMAorVARIGVMA(no abbreviatedform)* Examples illustrate the application of Note 1 to 5.2.1.7.2.1.1.Type c) — no abbreviated form.Note.— Either the name of the aircraft manufacturer or ofthe aircraft model may be used in place of the first characterin Type a).5.2.1.7.3 Radiotelephony procedures5.2.1.7.3.1 An aircraft shall not change the type of itsradiotelephony call sign during flight, except temporarily onthe instruction of an air traffic control unit in the interests ofsafety.5.2.1.7.3.1.1 Except for reasons of safety no transmissionshall be directed to an aircraft during take-off, during the lastpart of the final approach or during the landing roll.5.2.1.7.3.2 Establishment of radiotelephonycommunications5.2.1.7.3.2.1 Full radiotelephony call signs shall alwaysbe used when establishing communication. The callingprocedure of an aircraft establishing communication shall be inaccordance with Table 5-2.5.2.1.7.3.2.2 PANS.— Stations having a requirement totransmit information to all stations likely to intercept shouldpreface such transmission by the general call ALL STATIONS,followed by the identification of the calling station.Note.— No reply is expected to such general calls unlessindividual stations are subsequently called to acknowledgereceipt.5.2.1.7.3.2.3 The reply to the above calls shall be inaccordance with Table 5-3. The use of the calling aeronauticalstation’s call sign followed by the answering aeronauticalstation’s call sign shall be considered the invitation to proceedwith transmission by the station calling.5.2.1.7.3.2.4 PANS.— When a station is called but isuncertain of the identification of the calling station, it shouldreply by transmitting the following:STATION CALLING . . . (station called) SAY AGAIN YOURCALL SIGNNote.— The following example illustrates the application ofthis procedure:(CAIRO station replying)STATION CALLING CAIRO (pause) SAY AGAINYOUR CALL SIGN5.2.1.7.3.2.5 Communications shall commence with a calland a reply when it is desired to establish contact, except that,when it is certain that the station called will receive the call,the calling station may transmit the message, without waitingfor a reply from the station called.5.2.1.7.3.2.6 Interpilot air-to-air communication shall beestablished on the air-to-air channel 123.45 MHz by either adirected call to a specific aircraft station or a general call,taking into account conditions pertaining to use of thischannel.Note.— For conditions on use of air-to-air channels seeAnnex 10, Volume V, 4.1.3.2.1, also Volume II, 5.2.2.1.1.4.5.2.1.7.3.2.6.1 PANS.— As the aircraft may be guardingmore than one frequency, the initial call should include thedistinctive channel identification “INTERPILOT”.Note.— The following examples illustrate the application ofthis calling procedure.CLIPPER 123 — SABENA 901 — INTERPILOT — DOYOU READorANY AIRCRAFT VICINITY OF 30 NORTH 160 EAST— JAPANAIR 401 — INTERPILOT — OVER5-9 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical TelecommunicationsVolume IITable 5-2. Radiotelephony calling procedure* (see 5.2.1.7.3.2.1)Type a) Type b) Type c)Designation of the station called NEW YORK RADIO NEW YORK RADIO NEW YORK RADIODesignation of the station calling GABCD** SPEEDBIRD ABCD** AEROFLOT 321**** In certain cases where the call is initiated by the aeronautical station, the call may be effected by transmission ofcoded tone signals.** With the exception of the telephony designators and the type of aircraft, each character in the call sign shall be spokenseparately. When individual letters are spelled out, the radiotelephony spelling alphabet prescribed in 5.2.1.3shall be used. Numbers are to be spoken in accordance with 5.2.1.4.Table 5-3. Radiotelephony reply procedure (see 5.2.1.7.3.2.3)Type a) Type b) Type c)Designation of the station called GABCD* SPEEDBIRD ABCD* AEROFLOT 321*Designation of the answering station NEW YORK RADIO NEW YORK RADIO NEW YORK RADIO* With the exception of the telephony designators and the type of aircraft, each character in the call sign shall be spokenseparately. When individual letters are spelled out, the radiotelephony spelling alphabet prescribed in 5.2.1.3shall be used. Numbers are to be spoken in accordance with 5.2.1.4.5.2.1.7.3.3 Subsequent radiotelephonycommunications5.2.1.7.3.3.1 Abbreviated radiotelephony call signs, asprescribed in 5.2.1.7.2.2, shall be used only after satisfactorycommunication has been established and provided that noconfusion is likely to arise. An aircraft station shall use itsabbreviated call sign only after it has been addressed in thismanner by the aeronautical station.5.2.1.7.3.3.2 After contact has been established, continuoustwo-way communication shall be permitted without furtheridentification or call until termination of the contact.5.2.1.7.3.3.3 In order to avoid any possible confusion,when issuing ATC clearances and reading back such clearances,controllers and pilots shall always add the call sign ofthe aircraft to which the clearance applies.5.2.1.7.3.4 Indication of transmitting channel5.2.1.7.3.4.1 PANS.— As the aeronautical stationoperator generally guards more than one frequency, the callshould be followed by an indication of the frequency used,unless other suitable means of identifying the frequency areknown to exist.5.2.1.7.3.4.2 PANS.— When no confusion is likely toarise, only the first two digits of the High Frequency (in kHz)need be used to identify the transmitting channel.Note.— The following example illustrates the application ofthis procedure:(PAA 325 calling Kingston on 8 871 kHz)KINGSTON CLIPPER THREE TWO FIVE — ON EIGHTEIGHT5.2.1.7.3.4.3 PANS.— Except as specified in 5.2.1.7.3.4.4all six digits of the numerical designator should be used toidentify the transmitting channel in VHF radiotelephony communications,except in the case of both the fifth and sixth digitsbeing zeros, in which case only the first four digits shouldbe used.Note 1.— The following examples illustrate the applicationof the procedure in 5.2.1.7.3.4.3:ChannelTransmitted as118.000 ONE ONE EIGHT DECIMAL ZERO118.005 ONE ONE EIGHT DECIMAL ZERO ZEROFIVE1/11/01 22/11/075-10No. 82

Chapter 5118.010 ONE ONE EIGHT DECIMAL ZERO ONEZERO118.025 ONE ONE EIGHT DECIMAL ZERO TWOFIVE118.050 ONE ONE EIGHT DECIMAL ZERO FIVEZERO118.100 ONE ONE EIGHT DECIMAL ONENote 2.— Caution must be exercised with respect to theindication of transmitting channels in VHF radiotelephonycommunications when all six digits of the numerical designatorare used in airspace where communication channels areseparated by 25 kHz, because on aircraft installations with achannel separation capability of 25 kHz or more, it is onlypossible to select the first five digits of the numerical designatoron the radio management panel.Note 3.— The numerical designator corresponds to thechannel identification in Annex 10, Volume V, Table 4-1 (bis).5.2.1.7.3.4.4 PANS.— In airspace where all VHF voicecommunications channels are separated by 25 kHz or moreand the use of six digits as in 5.2.1.7.3.4.3 is not substantiatedby the operational requirement determined by the appropriateauthorities, the first five digits of the numerical designatorshould be used, except in the case of both the fifth and sixthdigits being zeros, in which case only the first four digitsshould be used.Note 1.— The following examples illustrate the applicationof the procedure in 5.2.1.7.3.4.4 and the associated settings ofthe aircraft radio management panel for communicationequipment with channel separation capabilities of 25 kHz and8.33/25 kHz:Annex 10 — Aeronautical Telecommunicationsare used in airspace where aircraft are also operated withchannel separation capabilities of 8.33/25 kHz. On aircraftinstallations with a channel separation capability of 8.33 kHzand more, it is possible to select six digits on the radiomanagement panel. It should therefore be ensured that thefifth and sixth digits are set to 25 kHz channels (see Note 1).Note 3.—The numerical designator corresponds to thechannel identification in Annex 10, Volume V, Table 4-1 (bis).5.2.1.8 Test procedures5.2.1.8.1 PANS.— The form of test transmissions shouldbe as follows:a) the identification of the station being called;b) the aircraft identification;c) the words “RADIO CHECK”;d) the frequency being used.5.2.1.8.2 PANS.— The reply to a test transmissionshould be as follows:a) the identification of the aircraft;b) the identification of the aeronautical station replying;c) information regarding the readability of the aircrafttransmission.ChannelTransmitted as118.000 ONE ONE EIGHTDECIMAL ZERO118.025 ONE ONE EIGHTDECIMAL ZERO TWO118.050 ONE ONE EIGHTDECIMAL ZERO FIVE118.075 ONE ONE EIGHTDECIMAL ZERO SEVEN118.100 ONE ONE EIGHTDECIMAL ONERadio managementpanel setting forcommunicationequipment with25 kHz(5 digits)8.33/25 kHz(6 digits)118.00 118.000118.02 118.025118.05 118.050118.07 118.075118.10 118.1005.2.1.8.3 PANS.— The test transmission and replythereto should be recorded at the aeronautical station.5.2.1.8.4 PANS.— When the tests are made, thefollowing readability scale should be used:Readability Scale1 Unreadable2 Readable now and then3 Readable but with difficulty4 Readable5 Perfectly readable5.2.1.9 Exchange of communications5.2.1.9.1 Communications shall be concise and unambiguous,using standard phraseology whenever available.Note 2.— Caution must be exercised with respect to theindication of transmitting channels in VHF radiotelephonycommunications when five digits of the numerical designator5.2.1.9.1.1 Recommendation.— Abbreviated proceduresshould only be used after initial contact has been establishedand where no confusion is likely to arise.5-11 1/11/01 24/11/05No. 80

Annex 10 — Aeronautical Telecommunications5.2.1.9.2 Acknowledgement of receipt. The receivingoperator shall make certain that the message has been receivedcorrectly before acknowledging receipt.Note.— Acknowledgement of receipt is not to be confusedwith acknowledgement of intercept in radiotelephony networkoperations.5.2.1.9.2.1 When transmitted by an aircraft station, theacknowledgement of receipt of a message shall comprise thecall sign of that aircraft.5.2.1.9.2.2 PANS.— An aircraft station shouldacknowledge receipt of important air traffic control messagesor parts thereof by reading them back and terminating thereadback by its radio call sign.Note 1.— Air traffic control clearances, instructions andinformation requiring readback are specified in PANS-ATM(Doc 4444).Note 2.— The following example illustrates the applicationof this procedure:(ATC clearance by network station to an aircraft)Station:TWA NINE SIX THREE MADRIDAircraft:MADRID TWA NINE SIX THREEStation:TWA NINE SIX THREE MADRID — ATC CLEARSTWA NINE SIX THREE TO DESCEND TO NINETHOUSAND FEETAircraft (acknowledging):CLEARED TO DESCEND TO NINE THOUSANDFEET — TWA NINE SIX THREEStation (denoting accuracy of readback):MADRID5.2.1.9.2.3 When acknowledgement of receipt is transmittedby an aeronautical station:1) to an aircraft station: it shall comprise the call sign ofthe aircraft, followed if considered necessary by the callsign of the aeronautical station;2) to another aeronautical station: it shall comprise thecall sign of the aeronautical station that isacknowledging receipt.5.2.1.9.2.3.1 PANS.— An aeronautical station shouldacknowledge position reports and other flight progress reportsby reading back the report and terminating the readback by its1/11/01 24/11/055-12No. 80Volume IIcall sign, except that the readback procedure may besuspended temporarily whenever it will alleviate congestionon the communication channel.5.2.1.9.2.4 PANS.— It is permissible for verification forthe receiving station to read back the message as an additionalacknowledgement of receipt. In such instances, the station towhich the information is read back should acknowledge thecorrectness of readback by transmitting its call sign.5.2.1.9.2.5 PANS.— If both position report and otherinformation — such as weather reports — are received in thesame message, the information should be acknowledged withthe words such as “WEATHER RECEIVED” after the positionreport has been read back, except when intercept of theinformation is required by other network stations. Othermessages should be acknowledged, the aeronautical stationtransmitting its call sign only.5.2.1.9.3 End of conversation. A radiotelephone conversationshall be terminated by the receiving station using itsown call sign.5.2.1.9.4 Corrections and repetitions5.2.1.9.4.1 When an error has been made in transmission,the word “CORRECTION” shall be spoken, the last correctgroup or phrase repeated, and then the correct versiontransmitted.5.2.1.9.4.2 If a correction can best be made by repeatingthe entire message, the operator shall use the phrase“CORRECTION, I SAY AGAIN” before transmitting themessage a second time.5.2.1.9.4.3 Recommendation.— When an operatortransmitting a message considers that reception is likely to bedifficult, he should transmit the important elements of themessage twice.5.2.1.9.4.4 If the receiving operator is in doubt as to thecorrectness of the message received, he shall request repetitioneither in full or in part.5.2.1.9.4.5 If repetition of an entire message is required,the words “SAY AGAIN” shall be spoken. If repetition of aportion of a message is required, the operator shall state: “SAYAGAIN ALL BEFORE...(first word satisfactorily received)”;or “SAY AGAIN...(word before missing portion) TO...(wordafter missing portion)”; or “SAY AGAIN ALL AFTER...(lastword satisfactorily received)”.5.2.1.9.4.6 Recommendation.— Specific items should berequested, as appropriate, such as “SAY AGAINALTIMETER”, “SAY AGAIN WIND”.5.2.1.9.4.7 If, in checking the correctness of a readback,an operator notices incorrect items, he shall transmit the words“NEGATIVE I SAY AGAIN” at the conclusion of the2/6/08Corr.

Chapter 5readback followed by the correct version of the itemsconcerned.5.2.1.9.5 “Operations normal” reportsPANS.— When “operations normal” reports are transmittedby aircraft, they should consist of the prescribed call followedby the words “OPERATIONS NORMAL”.5.2.2 Establishment and assuranceof communications5.2.2.1 Communications watch/5.2.2.1 Hours of service5.2.2.1.1 During flight, aircraft stations shall maintainwatch as required by the appropriate Authority and shall notcease watch, except for reasons of safety, without informingthe aeronautical station(s) concerned.5.2.2.1.1.1 Aircraft on long over-water flights, or onflights over designated areas over which the carriage of anemergency locator transmitter (ELT) is required, shallcontinuously guard the VHF emergency frequency 121.5 MHz,except for those periods when aircraft are carrying outcommunications on other VHF channels or when airborneequipment limitations or cockpit duties do not permitsimultaneous guarding of two channels.5.2.2.1.1.2 Aircraft shall continuously guard the VHFemergency frequency 121.5 MHz in areas or over routes wherethe possibility of interception of aircraft or other hazardoussituations exist, and a requirement has been established by theappropriate authority.5.2.2.1.1.3 Recommendation.— Aircraft on flights otherthan those specified in 5.2.2.1.1.1 and 5.2.2.1.1.2 should guardthe emergency frequency 121.5 MHz to the extent possible.5.2.2.1.1.4 The user of the air-to-air VHF communicationschannel shall ensure that adequate watch is maintainedon designated ATS frequencies, the frequency of the aeronauticalemergency channel, and any other mandatory watchfrequencies.5.2.2.1.2 Aeronautical stations shall maintain watch asrequired by the appropriate Authority.5.2.2.1.3 Aeronautical stations shall maintain acontinuous listening watch on VHF emergency channel 121.5MHz during the hours of service of the units at which it isinstalled.Note.— See Annex 10, Volume V, 4.1.3.1.1 for provisionsrelated to the utilization of 121.5 MHz at aeronauticalstations.Annex 10 — Aeronautical Telecommunications5.2.2.1.4 When it is necessary for an aircraft station oraeronautical station to suspend operation for any reason, itshall, if possible, so inform other stations concerned, givingthe time at which it is expected that operation will be resumed.When operation is resumed, other stations concerned shall beso informed.5.2.2.1.4.1 When it is necessary to suspend operationbeyond the time specified in the original notice, a revised timeof resumption of operation shall, if possible, be transmitted ator near the time first specified.5.2.2.1.5 Recommendation.— When two or more ATSfrequencies are being used by a controller, considerationshould be given to providing facilities to allow ATS andaircraft transmissions on any of the frequencies to besimultaneously retransmitted on the other frequencies in usethus permitting aircraft stations within range to hear alltransmissions to and from the controller.5.2.2.2 Principles of network operation5.2.2.2 (HF communications)5.2.2.2.1 PANS.— The aeronautical stations of aradiotelephony network should assist each other inaccordance with the following network principles, in order toprovide the air-ground communication service required of thenetwork by aircraft flying on the air routes for which thenetwork is responsible.5.2.2.2.2 PANS.— When the network comprises a largenumber of stations, network communications for flights on anyindividual route segment should be provided by selectedstations, termed “regular stations” for that segment.Note 1.— The selection of stations to act as regular stationsfor a particular route segment will, where necessary, beundertaken by regional or local agreement, after consultation,if necessary, between the States responsible for the network.Note 2.— In principle, the regular stations will be thoseserving the locations immediately concerned with flights onthat route segment, i.e. points of take-off and landing,appropriate flight information centres or area control centresand, in some cases, additional suitably located stationsrequired to complete the communication coverage or forintercept purposes.Note 3.— In selecting the regular stations, account will betaken of the propagation characteristics of the frequenciesused.5.2.2.2.3 PANS.— In areas or on routes where radioconditions, length of flights or distance between aeronauticalstations require additional measures to ensure continuity ofair-ground communication throughout the route segment, theregular stations should share between them a responsibility of5-13 1/11/01 24/11/05No. 80

Annex 10 — Aeronautical Telecommunicationsprimary guard whereby each station will provide the primaryguard for that portion of the flight during which the messagesfrom the aircraft can be handled most effectively by thatstation.5.2.2.2.4 PANS.— During its tenure of primary guard,each regular station should, among other things:a) be responsible for designating suitable primary andsecondary frequencies for its communications with theaircraft;b) receive all position reports and handle other messagesfrom and to the aircraft essential to the safe conduct ofthe flight;c) be responsible for the action required in case of failureof communications (see 5.2.2.7.2).5.2.2.2.5 PANS.— The transfer of primary guard fromone station to the next will normally take place at the time ofthe traversing of flight information region or control areaboundaries, this guard being provided at any time, as far aspossible, by the station serving the flight information centre orarea control centre in whose area the aircraft is flying.However, where communication conditions so demand, astation may be required to retain primary guard beyond suchgeographical boundaries or release its guard before theaircraft reaches the boundary, if appreciable improvement inair-ground communication can be effected thereby.5.2.2.3 Frequencies to be used5.2.2.3.1 Aircraft stations shall operate on the appropriateradio frequencies.5.2.2.3.1.1 The air-ground control radio station shalldesignate the frequency(ies) to be used under normalconditions by aircraft stations operating under its control.5.2.2.3.1.2 PANS.— In network operation, the initialdesignation of primary and secondary frequencies should bemade by the network station with which the aircraft makespre-flight check or its initial contact after take-off. This stationshould also ensure that other network stations are advised, asrequired, of the frequency(ies) designated.5.2.2.3.2 Recommendation.— An aeronautical station,when designating frequencies in accordance with 5.2.2.3.1.1or 5.2.2.3.1.2, should take into account the appropriatepropagation data and distance over which communicationsare required.5.2.2.3.3 Recommendation.— If a frequency designatedby an aeronautical station proves to be unsuitable, the aircraftstation should suggest an alternative frequency.5.2.2.3.4 PANS.— When, notwithstanding the provisionsof 5.1.1, air-ground frequencies are used for the exchangeVolume IIbetween network stations of messages essential forcoordination and cooperation between the stations, suchcommunication should, so far as possible, be effected overnetwork frequencies not being used at that time for the bulk ofthe air-ground traffic. In all cases, the communication withaircraft stations should take priority over the inter-groundstation communications.5.2.2.4 Establishment of communications5.2.2.4.1 Aircraft stations shall, if possible, communicatedirectly with the air-ground control radio station appropriate tothe area in which the aircraft are flying. If unable to do so,aircraft stations shall use any relay means available andappropriate to transmit messages to the air-ground controlradio station.5.2.2.4.2 When normal communications from anaeronautical station to an aircraft station cannot be established,the aeronautical station shall use any relay means availableand appropriate to transmit messages to the aircraft station. Ifthese efforts fail, the originator shall be advised in accordancewith procedures prescribed by the appropriate Authority.5.2.2.4.3 PANS.— When, in network operation,communication between an aircraft station and a regularstation has not been established after calls on the primary andsecondary frequencies, aid should be rendered by one of theother regular stations for that flight, either by calling theattention of the station first called or, in the case of a callmade by an aircraft station, by answering the call and takingthe traffic.5.2.2.4.3.1 PANS.— Other stations of the network shouldrender assistance by taking similar action only if attempts toestablish communications by the regular stations have provedunsuccessful.5.2.2.4.4 PANS.— The provisions of 5.2.2.4.3 and5.2.2.4.3.1 should also be applied:a) on request of the air traffic services unit concerned;b) when an expected communication from an aircraft hasnot been received within a time period such that theoccurrence of a communication failure is suspected.Note.— A specific time period may be prescribed by theappropriate ATS Authority.5.2.2.5 Transfer of HF communications5.2.2.5.1 PANS.— An aircraft station should be advisedby the appropriate aeronautical station to transfer from oneradio frequency or network to another. In the absence of suchadvice, the aircraft station should notify the appropriateaeronautical station before such transfer takes place.1/11/01 24/11/055-14No. 80

Chapter 55.2.2.5.2 PANS.— In the case of transfer from onenetwork to another, the transfer should preferably take placewhile the aircraft is in communication with a station operatingin both networks to ensure continuity of communications. If,however, the change of network must take place concurrentlywith the transfer of communication to another network station,the transfer should be coordinated by the two network stationsprior to advising or authorizing the frequency change. Theaircraft should also be advised of the primary and secondaryfrequencies to be used after the transfer.5.2.2.5.3 An aircraft station which has transferredcommunications watch from one radio frequency to anothershall, when so required by the appropriate ATS Authority,inform the aeronautical station concerned that communicationswatch has been established on the new frequency.5.2.2.5.4 PANS.— When entering a network after takeoff,an aircraft station should transmit its take-off time or timeover the last check-point, to the appropriate regular station.5.2.2.5.5 PANS.— When entering a new network, anaircraft station should transmit the time over the lastcheckpoint, or of its last reported position, to the appropriateregular station.5.2.2.5.6 PANS.— Before leaving the network, an aircraftstation should in all cases advise the appropriate regularstation of its intention to do so by transmitting one of thefollowing phrases, as appropriate:a) when transferring to a pilot-to-controller channel:Aircraft: CHANGING TO . . . (air traffic services unitconcerned)b) after landing:Aircraft: LANDED . . . (location) . . . (time)5.2.2.6 Transfer of VHF communications5.2.2.6.1 An aircraft shall be advised by the appropriateaeronautical station to transfer from one radio frequency toanother in accordance with agreed procedures. In the absenceof such advice, the aircraft station shall notify the appropriateaeronautical station before such a transfer takes place.5.2.2.6.2 When establishing initial contact on, or whenleaving, a VHF frequency, an aircraft station shall transmitsuch information as may be prescribed by the appropriateAuthority.5.2.2.7 Voice communications failure5.2.2.7.1 Air-ground5.2.2.7.1.1 When an aircraft station fails to establishcontact with the appropriate aeronautical station on thedesignated channel, it shall attempt to establish contact on theAnnex 10 — Aeronautical Telecommunicationsprevious channel used and, if not successful, on anotherchannel appropriate to the route. If these attempts fail, theaircraft station shall attempt to establish communication withthe appropriate aeronautical station, other aeronautical stationsor other aircraft using all available means and advise theaeronautical station that contact on the assigned channel couldnot be established. In addition, an aircraft operating within anetwork shall monitor the appropriate VHF channel for callsfrom nearby aircraft.5.2.2.7.1.2 If the attempts specified under 5.2.2.7.1.1 fail,the aircraft station shall transmit its message twice on thedesignated channel(s), preceded by the phrase“TRANSMITTING BLIND” and, if necessary, include theaddressee(s) for which the message is intended.5.2.2.7.1.2.1 PANS.— In network operation, a messagewhich is transmitted blind should be transmitted twice on bothprimary and secondary channels. Before changing channel,the aircraft station should announce the channel to which it ischanging.5.2.2.7.1.3 Receiver failure5.2.2.7.1.3.1 When an aircraft station is unable toestablish communication due to receiver failure, it shalltransmit reports at the scheduled times, or positions, on thechannel in use, preceded by the phrase “TRANSMITTINGBLIND DUE TO RECEIVER FAILURE”. The aircraft stationshall transmit the intended message, following this by acomplete repetition. During this procedure, the aircraft shallalso advise the time of its next intended transmission.5.2.2.7.1.3.2 An aircraft which is provided with air trafficcontrol or advisory service shall, in addition to complying with5.2.2.7.1.3.1, transmit information regarding the intention ofthe pilot-in-command with respect to the continuation of theflight of the aircraft.5.2.2.7.1.3.3 When an aircraft is unable to establishcommunication due to airborne equipment failure it shall,when so equipped, select the appropriate SSR code to indicateradio failure.Note.— General rules which are applicable in the event ofcommunications failure are contained in Annex 2 to theConvention.5.2.2.7.2 Ground-to-air5.2.2.7.2.1 When an aeronautical station has been unableto establish contact with an aircraft station after calls on thefrequencies on which the aircraft is believed to be listening, itshall:a) request other aeronautical stations to render assistanceby calling the aircraft and relaying traffic, if necessary;5-15 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical Telecommunicationsb) request aircraft on the route to attempt to establishcommunication with the aircraft and relay traffic, ifnecessary.5.2.2.7.2.2 The provisions of 5.2.2.7.2.1 shall also beapplied:a) on request of the air traffic services unit concerned;b) when an expected communication from an aircraft hasnot been received within a time period such that theoccurrence of a communication failure is suspected.Note.— A specific time period may be prescribed by theappropriate ATS Authority.5.2.2.7.2.3 Recommendation.— If the attempts specifiedin 5.2.2.7.2.1 fail, the aeronautical station should transmitmessages addressed to the aircraft, other than messagescontaining air traffic control clearances, by blind transmissionon the frequency(ies) on which the aircraft is believed to belistening.5.2.2.7.2.4 Blind transmission of air traffic controlclearances shall not be made to aircraft, except at the specificrequest of the originator.5.2.2.7.3 Notification of communications failure. Theair-ground control radio station shall notify the appropriate airtraffic services unit and the aircraft operating agency, as soonas possible, of any failure in air-ground communication.5.2.3.1 General5.2.3 HF message handling5.2.3.1.1 PANS.— When operating within a network, anaircraft station should, in principle, whenever communicationsconditions so permit, transmit its messages to the stations ofthe network from which they can be most readily delivered totheir ultimate destinations. In particular, aircraft reportsrequired by air traffic services should be transmitted to thenetwork station serving the flight information centre or areacontrol centre in whose area the aircraft is flying. Conversely,messages to aircraft in flight should, whenever possible, betransmitted directly to the aircraft by the network stationserving the location of the originator.Note.— Exceptionally, an aircraft may need to communicatewith an aeronautical station outside the network appropriateto its particular route segment. This is permissible,provided it can be done without interrupting the continuouswatch with the communication network appropriate to theroute segment, when such watch is required by the appropriateATS Authority, and provided it does not cause undueinterference with the operation of other aeronautical stations.Volume II5.2.3.1.2 PANS.— Messages passed from an aircraft to anetwork station should, whenever possible, be intercepted andacknowledged by other stations of the network, which servelocations where the information is also required.Note 1.— Determination of the arrangements for disseminationof air-ground messages without address will be amatter for multilateral or local agreement.Note 2.— In principle, the number of stations required tointercept are to be kept to a minimum consistent with theoperational requirement.5.2.3.1.2.1 PANS.— Acknowledgement of interceptshould be made immediately after the acknowledgement ofreceipt by the station to which the message was passed.5.2.3.1.2.2 PANS.— Acknowledgement of an interceptmessage should be made by transmitting the radio call sign ofthe station having intercepted the message, followed by theword ROGER, if desired, and the call sign of the stationhaving transmitted the message.5.2.3.1.2.3 PANS.— In the absence of acknowledgementof intercept within one minute, the station accepting themessage from the aircraft should forward it, normally over theaeronautical fixed service, to the station(s) which have failedto acknowledge intercept.5.2.3.1.2.3.1 PANS.— If, in abnormal circumstances,forwarding is necessary using the air-ground channels, theprovisions of 5.2.2.3.4 should be observed.5.2.3.1.2.4 PANS.— When such forwarding is done overthe aeronautical fixed telecommunication network, themessages should be addressed to the network station(s)concerned.5.2.3.1.2.5 PANS.— The station(s) to which themessages have been forwarded should carry out local distributionof them in the same way as if they had been receiveddirectly from the aircraft over the air-ground channel.5.2.3.1.2.6 The aeronautical station receiving an airreportor a message containing meteorological informationtransmitted by an aircraft in flight shall forward the messagewithout delay:1) to the air traffic services unit and meteorological officesassociated with the station;2) to the aircraft operating agency concerned or itsrepresentative when that agency has made a specificrequest to receive such messages.5.2.3.1.3 PANS.— The provisions of 5.2.3.1.2 shouldalso be applied, if practicable, in non-network operation.1/11/01 24/11/055-16No. 80

Chapter 55.2.3.1.4 Recommendation.— When a message addressedto an aircraft in flight is received by the aeronauticalstation included in the address, and when that station is notable to establish communication with the aircraft to which themessage is addressed, the message should be forwarded tothose aeronautical stations on the route which may be able toestablish communication with the aircraft.Note.— This does not preclude the transmission by theforwarding aeronautical station, of the original message to theaircraft addressed, if the forwarding station is later able tocommunicate with that aircraft.5.2.3.1.4.1 Recommendation.— If the aeronauticalstation to which the message is addressed is unable to disposeof the message in accordance with 5.2.3.1.4, the station oforigin should be advised.5.2.3.1.4.2 The aeronautical station forwarding themessage shall amend the address thereof, by substituting for itsown location indicator the location indicator of theaeronautical station to which the message is being forwarded.5.2.3.2 Transmission of ATS messages5.2.3.2 to aircraft5.2.3.2.1 PANS.— If it is not possible to deliver an ATSmessage to the aircraft within the time specified by ATS, theaeronautical station should notify the originator. Thereafter, itshould take no further action with respect to this messageunless specifically instructed by ATS.5.2.3.2.2 PANS.— If delivery of an ATS message isuncertain because of inability to secure an acknowledgement,the aeronautical station should assume that the message hasnot been received by the aircraft and should advise theoriginator immediately that, although the message has beentransmitted, it has not been acknowledged.5.2.3.2.3 PANS.— The aeronautical station, havingreceived the message from ATS, should not delegate to anotherstation the responsibility for delivery of the message to theaircraft. However, in case of communication difficulties, otherstations should assist, when requested, in relaying the messageto the aircraft. In this case, the station having received themessage from ATS should obtain without delay definiteassurance that the aircraft has correctly acknowledged themessage.5.2.3.3 Recording of air-ground communications5.2.3.2 on teletypewriter5.2.3.3.1 PANS.— When recording on teletypewriter, thefollowing procedure should be used:Annex 10 — Aeronautical Telecommunicationsa) each line should begin at the left margin;b) a new line should be used for each transmission;c) each communication should contain some or all of thefollowing items in the order shown:1) call sign of the calling station;2) text of the message;3) call sign of the station called or the receiving station,followed by the appropriate abbreviation to indicate“Received”, “Readback”, or “No reply heard”;4) call sign of station(s) acknowledging interceptfollowed by appropriate abbreviation to indicate“Received”;5) designation of frequency used;6) time in UTC of the communication;d) missing parts of the message text should be indicated bytyping the three periods (space . space . space . space)or three letters M (space M space M space M space);e) correction of typing errors should be made by keyboardmanipulation (space E space E space E space), followedby the correct information. Errors detected after thecompletion of the entry should be corrected after the lastentry, using the abbreviation COR, followed by thecorrect information.5.2.4 SELCAL proceduresNote.— The procedures contained in 5.2.4 are applicablewhen SELCAL is used and replace certain of the proceduresrelated to calling contained in 5.2.1.5.2.4.1 General5.2.4.1.1 PANS.— With the selective calling systemknown as SELCAL, the voice calling is replaced by the transmissionof coded tones to the aircraft over the radiotelephonychannels. A single selective call consists of a combination offour pre-selected audio tones whose transmission requiresapproximately 2 seconds. The tones are generated in theaeronautical station coder and are received by a decoderconnected to the audio output of the airborne receiver. Receiptof the assigned tone code (SELCAL code) activates a cockpitcall system in the form of light and/or chime signals.Note.— Due to the limited number of SELCAL codes,similar code assignments to multiple aircraft may be expected.5-17 1/11/01 24/11/05No. 80

Annex 10 — Aeronautical TelecommunicationsTherefore, the use of correct radiotelephony (RTF) procedurescontained in this chapter is emphasized when establishingcommunications via SELCAL.5.2.4.1.2 PANS.— SELCAL should be utilized by suitablyequipped stations for ground-to-air selective calling on theen-route HF and VHF radio channels.5.2.4.1.3 PANS.— On aircraft equipped with SELCAL,the pilot is still able to keep a conventional listening watch ifrequired.5.2.4.2 Notification to aeronautical stations5.2.4.2 of aircraft SELCAL codes5.2.4.2.1 PANS.— It is the responsibility of the aircraftoperating agency and the aircraft to ensure that allaeronautical stations, with which the aircraft would normallycommunicate during a particular flight, know the SELCALcode associated with its radiotelephony call sign.5.2.4.2.2 PANS.— When practicable, the aircraftoperating agency should disseminate to all aeronauticalstations concerned, at regular intervals, a list of SELCALcodes assigned to its aircraft or flights.5.2.4.2.3 PANS.— The aircraft should:a) include the SELCAL code in the flight plan submitted tothe appropriate air traffic services unit; andb) ensure that the HF aeronautical station has the correctSELCAL code information by establishing communicationstemporarily with the HF aeronautical stationwhile still within VHF coverage.Note.— Provisions regarding completion of the flight planare set forth in the PANS-ATM (Doc 4444).5.2.4.3 Pre-flight check5.2.4.3.1 PANS.— The aircraft station should contact theappropriate aeronautical station and request a pre-flightSELCAL check and, if necessary, give its SELCAL code.5.2.4.3.2 PANS.— When primary and secondaryfrequencies are assigned, a SELCAL check should normally bemade first on the secondary frequency and then on the primaryfrequency. The aircraft station would then be ready forcontinued communication on the primary frequency.5.2.4.3.3 PANS.— Should the pre-flight check reveal thateither the ground or airborne SELCAL installation isinoperative, the aircraft should maintain a continuous listeningwatch on its subsequent flight until SELCAL again becomesavailable.5.2.4.4 Establishment of communicationsVolume II5.2.4.4.1 PANS.— When an aeronautical station initiatesa call by SELCAL, the aircraft replies with its radio call sign,followed by the phrase “GO AHEAD”.5.2.4.5 En-route procedures5.2.4.5.1 PANS.— Aircraft stations should ensure thatthe appropriate aeronautical station(s) are aware thatSELCAL watch is being established or maintained.5.2.4.5.2 PANS.— When so prescribed on the basis ofregional air navigation agreements, calls for scheduledreports from aircraft may be initiated by an aeronauticalstation by means of SELCAL.5.2.4.5.3 PANS.— Once SELCAL watch has beenestablished by a particular aircraft station, aeronauticalstations should employ SELCAL whenever they require to callaircraft.5.2.4.5.4 PANS.— In the event the SELCAL signalremains unanswered after two calls on the primary frequencyand two calls on the secondary frequency, the aeronauticalstation should revert to voice calling.5.2.4.5.5 PANS.— Stations in a network should keepeach other immediately advised when malfunctioning occursin a SELCAL installation on the ground or in the air. Likewise,the aircraft should ensure that the aeronautical stationsconcerned with its flight are immediately made aware of anymalfunctioning of its SELCAL installation, and that voicecalling is necessary.5.2.4.5.6 PANS.— All stations should be advised whenthe SELCAL installation is again functioning normally.5.2.4.6 SELCAL code assignment5.2.4.6 to aircraft5.2.4.6.1 PANS.— In principle, the SELCAL code in theaircraft should be associated with the radiotelephony callsign, i.e. where the flight number (service number) is employedin the radio call sign, the SELCAL code in the aircraft shouldbe listed against the flight number. In all other cases, theSELCAL code in the aircraft should be listed against theaircraft registration.Note.— The use of aircraft radio call signs, consisting ofthe airline abbreviation followed by the flight service number,is increasing among aircraft operators throughout the world.The SELCAL equipment in aircraft should, therefore, be of atype which permits a particular code being associated with aparticular flight number, i.e. equipment which is capable ofadjustment in code combinations. At this stage, however, manyaircraft still carry SELCAL equipment of the single code type,1/11/01 24/11/055-18No. 80

Chapter 5and it will not be possible for aircraft with such equipment tosatisfy the principle set out above. This should not militateagainst use of the flight number type of radio call sign by anaircraft so equipped if it wishes to apply this type of call sign,but it is essential when a single code airborne equipment isused in conjunction with a flight number type radio call signthat the ground stations be advised in connection with eachflight of the SELCAL code available in the aircraft.5.3 Distress and urgency radiotelephonycommunication procedures5.3.1 GeneralNote.— The distress and urgency procedures contained in5.3 relate to the use of radiotelephony. The provisions ofArticle S30 and Appendix S13 of the ITU Radio Regulationsare generally applicable, except that S30.9 permits otherprocedures to be employed where special arrangementsbetween governments exist, and are also applicable toradiotelephony communications between aircraft stations andstations in the maritime mobile service.5.3.1.1 Distress and urgency traffic shall comprise allradiotelephony messages relative to the distress and urgencyconditions respectively. Distress and urgency conditions aredefined as:a) Distress: a condition of being threatened by serious and/orimminent danger and of requiring immediate assistance.b) Urgency: a condition concerning the safety of an aircraftor other vehicle, or of some person on board or withinsight, but which does not require immediate assistance.5.3.1.2 The radiotelephony distress signal MAYDAY andthe radiotelephony urgency signal PAN PAN shall be used atthe commencement of the first distress and urgencycommunication respectively.5.3.1.2.1 At the commencement of any subsequentcommunication in distress and urgency traffic, it shall bepermissible to use the radiotelephony distress and urgencysignals.5.3.1.3 The originator of messages addressed to anaircraft in distress or urgency condition shall restrict to theminimum the number and volume and content of suchmessages as required by the condition.5.3.1.4 If no acknowledgement of the distress or urgencymessage is made by the station addressed by the aircraft, otherstations shall render assistance, as prescribed in 5.3.2.2 and5.3.3.2 respectively.Note.— “Other stations” is intended to refer to any otherstation which has received the distress or urgency messageAnnex 10 — Aeronautical Telecommunicationsand has become aware that it has not been acknowledged bythe station addressed.5.3.1.5 Distress and urgency traffic shall normally bemaintained on the frequency on which such traffic wasinitiated until it is considered that better assistance can beprovided by transferring that traffic to another frequency.Note.— 121.5 MHz or alternative available VHF or HFfrequencies may be used as appropriate.5.3.1.6 In cases of distress and urgency communications,in general, the transmissions by radiotelephony shall be madeslowly and distinctly, each word being clearly pronounced tofacilitate transcription.5.3.2 Radiotelephony distresscommunications5.3.2.1 Action by the aircraft in distress5.3.2.1.1 In addition to being preceded by the radiotelephonydistress signal MAYDAY (see 5.3.1.2), preferablyspoken three times, the distress message to be sent by anaircraft in distress shall:a) be on the air-ground frequency in use at the time;b) consist of as many as possible of the following elementsspoken distinctly and, if possible, in the following order:1) name of the station addressed (time andcircumstances permitting);2) the identification of the aircraft;3) the nature of the distress condition;4) intention of the person in command;5) present position, level (i.e. flight level, altitude, etc.,as appropriate) and heading.Note 1.— The foregoing provisions may be supplementedby the following measures:a) the distress message of an aircraft in distress beingmade on the emergency frequency 121.5 MHz oranother aeronautical mobile frequency, if considerednecessary or desirable. Not all aeronautical stationsmaintain a continuous guard on the emergencyfrequency;b) the distress message of an aircraft in distress beingbroadcast, if time and circumstances make this coursepreferable;5-19 1/11/01 24/11/05No. 80

Annex 10 — Aeronautical Telecommunicationsc) the aircraft transmitting on the maritime mobile serviceradiotelephony calling frequencies;d) the aircraft using any means at its disposal to attractattention and make known its conditions (including theactivation of the appropriate SSR mode and code);e) any station taking any means at its disposal to assist anaircraft in distress;f) any variation on the elements listed under 5.3.2.1.1 b),when the transmitting station is not itself in distress,provided that such circumstance is clearly stated in thedistress message.Note 2.— The station addressed will normally be thatstation communicating with the aircraft or in whose area ofresponsibility the aircraft is operating.5.3.2.2 Action by the station addressed or first5.3.2.2 station acknowledging the distress message5.3.2.2.1 The station addressed by aircraft in distress, orfirst station acknowledging the distress message, shall:a) immediately acknowledge the distress message;b) take control of the communications or specifically andclearly transfer that responsibility, advising the aircraftif a transfer is made;c) take immediate action to ensure that all necessaryinformation is made available, as soon as possible, to:1) the ATS unit concerned;2) the aircraft operating agency concerned, or itsrepresentative, in accordance with pre-establishedarrangements;Note.— The requirement to inform the aircraftoperating agency concerned does not have priorityover any other action which involves the safety of theflight in distress, or of any other flight in the area, orwhich might affect the progress of expected flights inthe area.d) warn other stations, as appropriate, in order to preventthe transfer of traffic to the frequency of the distresscommunication.5.3.2.3 Imposition of silence5.3.2.3.1 The station in distress, or the station in controlof distress traffic, shall be permitted to impose silence, eitheron all stations of the mobile service in the area or on anystation which interferes with the distress traffic. It shallVolume IIaddress these instructions “to all stations”, or to one stationonly, according to circumstances. In either case, it shall use:— STOP TRANSMITTING;— the radiotelephony distress signal MAYDAY.5.3.2.3.2 The use of the signals specified in 5.3.2.3.1 shallbe reserved for the aircraft station in distress and for thestation controlling the distress traffic.5.3.2.4 Action by all other stations5.3.2.4.1 The distress communications have absolutepriority over all other communications, and a station aware ofthem shall not transmit on the frequency concerned, unless:a) the distress is cancelled or the distress traffic isterminated;b) all distress traffic has been transferred to otherfrequencies;c) the station controlling communications gives permission;d) it has itself to render assistance.5.3.2.4.2 Any station which has knowledge of distresstraffic, and which cannot itself assist the station in distress,shall nevertheless continue listening to such traffic until it isevident that assistance is being provided.5.3.2.5 Termination of distress communications5.3.2.5 and of silence5.3.2.5.1 When an aircraft is no longer in distress, it shalltransmit a message cancelling the distress condition.5.3.2.5.2 When the station which has controlled thedistress communication traffic becomes aware that the distresscondition is ended, it shall take immediate action to ensure thatthis information is made available, as soon as possible, to:1) the ATS unit concerned;2) the aircraft operating agency concerned, or its representative,in accordance with pre-established arrangements.5.3.2.5.3 The distress communication and silenceconditions shall be terminated by transmitting a message,including the words “DISTRESS TRAFFIC ENDED”, on thefrequency or frequencies being used for the distress traffic.This message shall be originated only by the station controllingthe communications when, after the reception of themessage prescribed in 5.3.2.5.1, it is authorized to do so by theappropriate authority.1/11/01 24/11/055-20No. 80

Chapter 55.3.3 Radiotelephony urgencycommunications5.3.3.1 Action by the aircraft reporting5.2.3.2 an urgency condition except5.2.3.2 as indicated in 5.3.3.45.3.3.1.1 In addition to being preceded by theradiotelephony urgency signal PAN PAN (see 5.3.1.2),preferably spoken three times and each word of the grouppronounced as the French word “panne”, the urgency messageto be sent by an aircraft reporting an urgency condition shall:a) be on the air-ground frequency in use at the time;b) consist of as many as required of the following elementsspoken distinctly and, if possible, in the following order:1) the name of the station addressed;2) the identification of the aircraft;3) the nature of the urgency condition;4) the intention of the person in command;5) present position, level (i.e. flight level, altitude, etc.,as appropriate) and heading;6) any other useful information.Note 1.— The foregoing provisions of 5.3.3.1.1 are notintended to prevent an aircraft broadcasting an urgencymessage, if time and circumstances make this course preferable.Note 2.— The station addressed will normally be thatstation communicating with the aircraft or in whose area ofresponsibility the aircraft is operating.5.3.3.2 Action by the station addressed or first5.2.3.2 station acknowledging the urgency message5.3.3.2.1 The station addressed by an aircraft reporting anurgency condition, or first station acknowledging the urgencymessage, shall:a) acknowledge the urgency message;b) take immediate action to ensure that all necessaryinformation is made available, as soon as possible, to:1) the ATS unit concerned;2) the aircraft operating agency concerned, or itsrepresentative, in accordance with pre-establishedarrangements;Note.— The requirement to inform the aircraftoperating agency concerned does not have priorityAnnex 10 — Aeronautical Telecommunicationsover any other action which involves the safety of theflight in distress, or of any other flight in the area, orwhich might affect the progress of expected flights inthe area.c) if necessary, exercise control of communications.5.3.3.3 Action by all other stations5.3.3.3.1 The urgency communications have priority overall other communications, except distress, and all stations shalltake care not to interfere with the transmission of urgencytraffic.5.3.3.4 Action by an aircraft used for5.3.3.4 medical transports5.3.3.4.1 The use of the signal described in 5.3.3.4.2 shallindicate that the message which follows concerns a protectedmedical transport pursuant to the 1949 Geneva Conventionsand Additional Protocols.5.3.3.4.2 For the purpose of announcing and identifyingaircraft used for medical transports, a transmission of theradiotelephony urgency signal PAN PAN, preferably spokenthree times, and each word of the group pronounced as theFrench word “panne”, shall be followed by the radiotelephonysignal for medical transports MAY-DEE-CAL, pronounced asin the French “médical”. The use of the signals describedabove indicates that the message which follows concerns aprotected medical transport. The message shall convey thefollowing data:a) the call sign or other recognized means of identificationof the medical transports;b) position of the medical transports;c) number and type of medical transports;d) intended route;e) estimated time en route and of departure and arrival, asappropriate; andf) any other information such as flight altitude, radiofrequencies guarded, languages used, and secondarysurveillance radar modes and codes.5.3.3.5 Action by the station addressed5.3.3.5 or by other stations receiving a5.3.3.5 medical transports message5.3.3.5.1 The provisions of 5.3.3.2 and 5.3.3.3 shall applyas appropriate to stations receiving a medical transportsmessage.5-21 1/11/01 24/11/05No. 80

Annex 10 — Aeronautical TelecommunicationsVolume II5.4 Communications related to acts ofunlawful interferenceThe station addressed by an aircraft being subjected to an actof unlawful interference, or first station acknowledging a callfrom such aircraft, shall render all possible assistance,including notification of appropriate ATS units as well as anyother station, agency or person in a position to facilitate theflight.1/11/01 24/11/055-22No. 80

CHAPTER 6.AERONAUTICAL RADIO NAVIGATION SERVICE6.1 General6.1.1 The aeronautical radio navigation service shallcomprise all types and systems of radio navigation aids in theinternational aeronautical service.6.1.2 An aeronautical radio navigation aid which is not incontinuous operation shall, if practicable, be put into operationon receipt of a request from an aircraft, any controllingauthority on the ground, or an authorized representative of anaircraft operating agency.6.1.2.1 Recommendation.— Requests from aircraftshould be made to the aeronautical station concerned on theair-ground frequency normally in use.6.1.3 Arrangements shall be made for the localaeronautical information service unit to receive without delayessential information about changes in the operational status ofnon-visual aids as required for pre-flight briefing anddissemination in accordance with the provisions of Annex 15.6.2 Direction findingIntroductory Notes1) Direction-finding stations work either singly or in groups oftwo or more stations under the direction of a maindirection-finding station.2) A direction-finding station working alone can onlydetermine the direction of an aircraft in relation to itself.6.2.1 Recommendation.— A direction-finding stationworking alone should give the following, as requested:1) true bearing of the aircraft, using the appropriatephrase;2) true heading to be steered by the aircraft, with no wind,to head for the direction-finding station using theappropriate phrase;3) magnetic bearing of the aircraft, using the appropriatephrase;4) magnetic heading to be steered by the aircraft with nowind to make for the station, using the appropriatephrase.6.2.2 Recommendation.— When direction-findingstations work as a network to determine the position of anaircraft, the bearings taken by each station should be sentimmediately to the station controlling the direction-findingnetwork to enable the position of the aircraft to be determined.6.2.2.1 Recommendation.— The station controlling thenetwork should, on request, give the aircraft its position in oneof the following ways:1) position in relation to a point of reference or in latitudeand longitude, using the appropriate phrase;2) true bearing of the aircraft in relation to the directionfindingstation or other specified point, using theappropriate phrase, and its distance from the directionfindingstation or point, using the appropriate phrase;3) magnetic heading to steer with no wind, to make for thedirection-finding station or other specified point usingthe appropriate phrase, and its distance from thedirection-finding station or point, using the appropriatephrase.6.2.3 Aircraft stations shall normally make requests forbearings, courses or positions, to the aeronautical stationresponsible, or to the station controlling the direction-findingnetwork.6.2.4 To request a bearing, heading or position, theaircraft station shall call the aeronautical station or thedirection-finding control station on the listening frequency.The aircraft shall then specify the type of service that isdesired by the use of the appropriate phrase.6.2.5 As soon as the direction-finding station or group ofstations is ready, the station originally called by the aircraftstation shall where necessary request transmission fordirection-finding service and, if necessary, indicate thefrequency to be used by the aircraft station, the number oftimes the transmission should be repeated, the duration of thetransmission required or any special transmission requirement.6.2.5.1 In radiotelephony, an aircraft station whichrequests a bearing shall end the transmission by repeating itscall sign. If the transmission has been too short for thedirection-finding station to obtain a bearing, the aircraft shallgive a longer transmission for two periods of approximatelyten seconds, or alternatively provide such other signals as maybe requested by the direction-finding station.ANNEX 10 — VOLUME II 6-1 1/11/01

Annex 10 — Aeronautical TelecommunicationsNote.— Certain types of VHF/DF stations require theprovision of a modulated signal (voice transmission) in orderto take a bearing.6.2.6 When a direction-finding station is not satisfied withits observation, it shall request the aircraft station to repeat thetransmission.6.2.7 When a heading or bearing has been requested, thedirection-finding station shall advise the aircraft station in thefollowing form:1) the appropriate phrase;2) bearing or heading in degrees in relation to thedirection-finding station, sent as three figures;3) class of bearing;4) time of observation, if necessary.6.2.8 When a position has been requested, the directionfindingcontrol station, after plotting all simultaneousobservations, shall determine the observed position of theaircraft and shall advise the aircraft station in the followingform:1) the appropriate phrase;2) the position;3) class of position;4) time of observation.6.2.9 As soon as the aircraft station has received thebearing, heading or position, it shall repeat back the messagefor confirmation or correction.6.2.10 When positions are given by bearing or headingand distance from a known point other than the station makingVolume IIthe report, the reference point shall be an aerodrome, prominenttown or geographic feature. An aerodrome shall be givenin preference to other places. When a large city or town isused as a reference place, the bearing or heading, and thedistance given shall be measured from its centre.6.2.11 When the position is expressed in latitude andlongitude, groups of figures for degrees and minutes shall beused followed by the letter N or S for latitude and the letter Eor W for longitude, respectively. In radiotelephony the wordsNORTH, SOUTH, EAST or WEST shall be used.6.2.12 According to the estimate by the direction-findingstation of the accuracy of the observations, bearings andpositions shall be classified as follows:Bearings:Class A — accurate within plus or minus 2 degrees;Class B — accurate within plus or minus 5 degrees;Class C — accurate within plus or minus 10 degrees;Class D — accuracy less than Class C.Positions:Class A — accurate within 9.3 km (5 NM);Class B — accurate within 37 km (20 NM);Class C — accurate within 92 km (50 NM);Class D — accuracy less than Class C.6.2.13 Direction-finding stations shall have authority torefuse to give bearings, heading or positions when conditionsare unsatisfactory or when bearings do not fall within thecalibrated limits of the station, stating the reason at the time ofrefusal.1/11/01 6-2

CHAPTER 7.AERONAUTICAL BROADCASTING SERVICE7.1 General7.1.1 Broadcast materialThe text of broadcast material shall be prepared by theoriginator in the form desired for transmission.7.1.2 Frequencies and schedules7.1.2.1 Broadcasts shall be made on specified frequenciesand at specified times.7.1.2.2 Schedules and frequencies of all broadcasts shallbe publicized in appropriate documents. Any change infrequencies or times shall be publicized by NOTAM at leasttwo weeks in advance of the change.* Additionally, any suchchange shall, if practicable, be announced on all regularbroadcasts for 48 hours preceding the change and shall betransmitted once at the beginning and once at the end of eachbroadcast.*Note.— This does not prevent an emergency change offrequency when required in circumstances which do not permitthe promulgation of a NOTAM at least two weeks in advanceof the change.7.1.2.3 Scheduled broadcasts (other than sequentialcollective type broadcasts), shall be started at the scheduledtime by the general call. If a broadcast must be delayed, a shortnotice shall be transmitted at the scheduled time advisingrecipients to “stand by” and stating the approximate number ofminutes of delay.7.1.2.3.1 After definite advice has been given to stand byfor a certain period, the broadcast shall not be started until theend of the standby period.7.1.2.4 Where broadcasts are conducted on a timeallotmentbasis, transmission shall be terminated by eachstation promptly at the end of the allotted time period whetheror not transmission of all material has been completed.commence its broadcast at the designated time, the stationimmediately following in sequence shall wait and thencommence its broadcast at its own designated time.7.1.3 Interruption of serviceIn the event of interruption of service at the station responsiblefor a broadcast, the broadcast shall, if possible, be made byanother station until normal service is resumed. If this is notpossible, and the broadcast is of the type intended forinterception by fixed stations, the stations which are requiredto copy the broadcasts shall continue to listen on the specifiedfrequencies until normal service is resumed.7.2 Radiotelephone broadcastprocedures7.2.1 Broadcast technique7.2.1.1 Transmissions by radiotelephone shall be asnatural, short and concise as practicable consistent with clarity.7.2.1.2 Rate of speech on radiotelephone broadcasts shallnot exceed 100 words per minute.7.2.2 Preamble of the general callThe preamble of each radiotelephone broadcast shall consist ofthe general call, station name, and optionally the time ofbroadcast (UTC).Note.— The following example illustrates the application ofthis procedure:(general call)(the words THIS IS)ALL STATIONSTHIS IS7.1.2.4.1 In sequential collective type broadcasts eachstation shall be ready to commence its broadcasts at thedesignated time. If for any reason a station does not(station name)(time of broadcast)NEW YORK RADIOTIME, ZERO ZERO FOUR FIVEANNEX 10 — VOLUME II 7-1 1/11/01

CHAPTER 8. AERONAUTICAL MOBILE SERVICE —DATA LINK COMMUNICATIONS8.1 GeneralNote 1.— While the provisions of Chapter 8 are basedprimarily on the use of controller-pilot data linkcommunications (CPDLC), the provisions of 8.1 would applyto other data link applications, where applicable, includingData link—flight information services (e.g. D-ATIS, D-VOLMET, etc.).Note 2.— For the purposes of these provisions, thecommunication procedures applicable to the aeronauticalmobile service, as appropriate, also apply to the aeronauticalmobile satellite service.8.1.1 Composition of data link messages8.1.1.1 The text of messages shall be composed instandard message format (e.g. CPDLC message set), in plainlanguage or in abbreviations and codes, as prescribed in 3.7.Plain language shall be avoided when the length of the text canbe reduced by using appropriate abbreviations and codes. Nonessentialwords and phrases, such as expressions of politeness,shall not be used.8.1.1.2 The following characters are allowed in thecomposition of messages:Letters: ABCDEFGHIJKLMNOPQRSTUVWXYZ(upper case only)Figures: 1 2 3 4 5 6 7 8 9 0Other signs: - (hyphen)? (question mark): (colon)( (open bracket)) (close bracket). (full stop, period, or decimal point), (comma)’ (apostrophe)= (double hyphen or equal sign)/ (oblique)+ (plus sign)and the space character.Characters other than those listed above shall not be used inmessages.8.1.1.3 Roman numerals shall not be employed. If theoriginator of a message wishes the addressee to be informedthat Roman figures are intended, the Arabic figure or figuresshall be written and preceded by the word ROMAN.8.1.2 Display of data link messages8.1.2.1 Ground and airborne systems shall allow formessages to be appropriately displayed, printed when required,and stored in a manner that permits timely and convenientretrieval should such action be necessary.8.1.2.2 Whenever textual presentation is required, theEnglish language shall be displayed as a minimum.8.2 CPDLC proceduresNote.— The CPDLC message set referred to in this sectioncan be found in the PANS-ATM, Appendix 5.8.2.1 In all communications the highest standard ofdiscipline shall be observed at all times.8.2.1.1 Recommendation.— Consequences of humanperformance, which could affect the accurate reception andcomprehension of messages, should be taken intoconsideration when composing a message.Note.— Guidance material on human performance can befound in the Human Factors Training Manual (Doc 9683) andHuman Factors Guidelines for Air Traffic Management (ATM)Systems (Doc 9758).8.2.2 Ground and airborne systems shall providecontrollers and pilots with the capability to review and validateany operational messages they send.8.2.3 Ground and airborne systems shall providecontrollers and pilots with the capability to review, validateand when applicable, acknowledge any operational messagesthey receive.8.2.4 The controller shall be provided with the capabilityto respond to messages, including emergencies, to issueclearances, instructions and advisories, and to request andprovide information, as appropriate.ANNEX 10 — VOLUME II 8-1 1/11/01

Annex 10 — Aeronautical Telecommunications8.2.5 The pilot shall be provided with the capability torespond to messages, to request clearances and information, toreport information, and to declare or cancel an emergency.8.2.6 The pilot and the controller shall be provided withthe capability to exchange messages which do not conform todefined formats (i.e. free text messages).8.2.7 Unless specified by the appropriate ATS authority,voice read-back of CPDLC messages shall not be required.8.2.8 Establishment of CPDLC8.2.8.1 The controller and the pilot shall be informedwhen CPDLC has been successfully established.8.2.8.2 PANS.— CPDLC shall be established insufficient time to ensure that the aircraft is communicatingwith the appropriate ATC unit.8.2.8.3 The controller and pilot shall be informed whenCPDLC is available for operational use, at initialestablishment, as well as on resumption of CPDLC after afailure.8.2.8.4 The pilot shall be able to identify the air trafficcontrol unit providing the air traffic control service at any timewhile the service is being provided.8.2.8.5 When the airborne system detects that CPDLC isavailable for operational use, it shall send the CPDLCdownlink message element CURRENT DATA AUTHORITY.8.2.8.6 Airborne-initiated CPDLC8.2.8.6.1 PANS.— When an ATC unit receives anunexpected request for CPDLC from an aircraft, thecircumstances leading to the request shall be obtained fromthe aircraft to determine further action.8.2.8.6.2 PANS.— When the ATC unit rejects a requestfor CPDLC, it shall provide the pilot with the reason for therejection using an appropriate CPDLC message.8.2.8.7 ATC unit-initiated CPDLC8.2.8.7.1 An ATC unit shall only establish CPDLC withan aircraft if the aircraft has no CPDLC link established, orwhen authorized by the ATC unit currently having CPDLCestablished with the aircraft.8.2.8.7.2 When a request for CPDLC is rejected by anaircraft, the reason for the rejection shall be provided usingCPDLC downlink message element NOT CURRENT DATAAUTHORITY or message element NOT AUTHORIZEDNEXT DATA AUTHORITY, as appropriate. Local proceduresshall dictate whether the reason for rejection is presented to theVolume IIcontroller. No other reasons for airborne rejection of ATC unitinitiationof CPDLC shall be permitted.8.2.9 Exchange of operational CPDLC messages8.2.9.1 Controllers and pilots shall construct CPDLCmessages using the defined message set, a free text message ora combination of both.8.2.9.1.1 PANS.— When CPDLC is being used, and theintent of the message is included in the CPDLC message setcontained in the PANS-ATM, Appendix 5, the associatedmessage shall be used.8.2.9.1.2 PANS.— Except as provided by 8.2.12.1, whena controller or pilot communicates via CPDLC, the responseshould be via CPDLC. When a controller or pilotcommunicates via voice, the response should be via voice.8.2.9.1.3 PANS.— Whenever a correction to a messagesent via CPDLC is deemed necessary or the contents of amessage needs to be clarified, the controller or pilot shall usethe most appropriate means available for issuing the correctdetails or for providing clarification.Note.— The following procedures may be applied by thecontroller, in terms of correcting clearances, instructions orinformation, or by a pilot, in terms of correcting a reply to anuplink message or correcting previously advised requests orinformation.8.2.9.1.3.1 PANS.— When voice communications areused to correct a CPDLC message for which no operationalresponse has yet been received, the controller’s or pilot’stransmission shall be prefaced by the phrase: “DISREGARDCPDLC (message type) MESSAGE, BREAK” — followed bythe correct clearance, instruction, information or request.Note.— It is possible that, at the time the voicecommunicated clarification is transmitted, the CPDLCmessage being referred to has not yet reached the recipient, orhas reached the recipient but has not been acted upon, or hasreached the recipient and has been acted upon.8.2.9.1.3.2 PANS.— When referring to and identifyingthe CPDLC message to be disregarded, caution should beexercised in its phrasing so as to avoid any ambiguity with theissuance of the accompanying corrected clearance,instruction, information or request.Note.— For example, if SAS445, maintaining FL290, hadbeen instructed via CPDLC to climb to FL350, and thecontroller needs to correct the clearance utilizing voicecommunications, the following phrase might be used:SAS445 DISREGARD CPDLC CLIMB CLEARANCEMESSAGE, BREAK, CLIMB TO FL310.1/11/01 22/11/078-2No. 82

Chapter 88.2.9.1.3.3 PANS.— If a CPDLC message that requiresan operational response is subsequently negotiated via voice,an appropriate CPDLC message closure response shall be sentto ensure proper synchronization of the CPDLC dialogue. Thiscould be achieved either by explicitly instructing the recipientof the message via voice to close the dialogue or by allowingthe system to automatically close the dialogue.8.2.9.2 The composition of a CPDLC message shall notexceed five message elements, only two of which may containthe route clearance variable.8.2.9.2.1 PANS.— The use of long messages or messageswith multiple clearance elements, multiple clearance requestelements or messages with a combination of clearances andinformation should be avoided where possible.Note.— Guidance material on the development of localoperating procedures and CPDLC good operating techniquecan be found in the Human Factors Guidelines for Air TrafficManagement (ATM) Systems (Doc 9758).8.2.9.3 CPDLC ground systems and airborne systemsshall be capable of using the CPDLC message urgency andalert attributes to alter presentations in order to draw attentionto higher priority messages.Note.— Message attributes dictate certain messagehandling requirements for the CPDLC user receiving amessage. Each CPDLC message has three attributes: urgency,alert and response attributes. When a message containsmultiple message elements, the highest precedence messageelement attribute type becomes the attribute type for the entiremessage.8.2.9.3.1 The urgency attribute shall delineate the queuingrequirements for received messages that are displayed to theend-user. Urgency types are presented in Table 8-1.Annex 10 — Aeronautical Telecommunications8.2.9.3.2 The alert attribute shall delineate the type ofalerting required upon message receipt. Alert types arepresented in Table 8-2.8.2.9.3.3 The response attribute shall delineate validresponses for a given message element. Response types arepresented in Table 8-3 for uplink messages and Table 8-4 fordownlink messages.8.2.9.3.3.1 PANS.— When a multi-element messagerequires a response, and the response is in the form of a singlemessage element, the response shall apply to all messageelements.Note.— For example, a multi-element message containingCLIMB TO FL310 MAINTAIN MACH.84, a WILCOresponse applies to, and indicates compliance with, bothelements of the message.8.2.9.3.3.2 PANS.— When a single message elementclearance or any part of a multi-element clearance messagecannot be complied with, the pilot shall send an UNABLEresponse for the whole message.8.2.9.3.3.3 PANS.— The controller shall respond with anUNABLE message that applies to all elements of the requestwhen no element(s) of a single or multi-element clearancerequest can be approved. The current clearance(s) shall not berestated.8.2.9.3.3.4 PANS.— When a multi-element clearancerequest can only be partially accommodated, the controllershall respond with an UNABLE message applying to all themessage elements of the request and, if appropriate, include areason and/or information on when a clearance may beexpected.Table 8-1.Urgency Attribute (Uplink and Downlink)Type Description PrecedenceD Distress 1U Urgent 2N Normal 3L Low 4Table 8-2.Alert Attribute (Uplink and Downlink)Type Description PrecedenceH High 1M Medium 2L Low 3N No alerting required 48-3 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical TelecommunicationsVolume IITable 8-3.Response Attribute (Uplink)Type Response required Valid responses PrecedenceW/U Yes WILCO, UNABLE, STANDBY,NOT CURRENT DATA AUTHORITY, NOTAUTHORIZED NEXT DATA AUTHORITY,LOGICAL ACKNOWLEDGEMENT (only ifrequired),ERRORA/N Yes AFFIRM, NEGATIVE, STANDBY,NOT CURRENT DATA AUTHORITY, NOTAUTHORIZED NEXT DATA AUTHORITY,LOGICAL ACKNOWLEDGEMENT (only ifrequired), ERRORR Yes ROGER, UNABLE, STANDBY,NOT CURRENT DATA AUTHORITY, NOTAUTHORIZED NEXT DATA AUTHORITY,LOGICAL ACKNOWLEDGEMENT (only ifrequired), ERRORY Yes Any CPDLC downlink message,LOGICAL ACKNOWLEDGEMENT (only ifrequired)NNo, unless logicalacknowledgement requiredLOGICAL ACKNOWLEDGEMENT (only ifrequired),NOT CURRENT DATA AUTHORITY, NOTAUTHORIZED NEXT DATA AUTHORITY,ERROR12345Table 8-4.Response Attribute (Downlink)Type Response required Valid responses PrecedenceY Yes Any CPDLC uplink message,LOGICAL ACKNOWLEDGEMENT (only ifrequired)NNo, unless logicalacknowledgement requiredLOGICAL ACKNOWLEDGEMENT (only ifrequired),SERVICE UNAVAILABLE,FLIGHT PLAN NOT HELD,ERROR121/11/01 8-4

Chapter 8Note.— A separate CPDLC message (or messages) maysubsequently be transmitted to respond to those elements thatcan be accommodated.8.2.9.3.3.5 PANS.— When all elements of a single ormulti-element clearance request can be accommodated, thecontroller shall respond with clearances corresponding toeach element of the request. This response should be a singleuplink message.Note.— For example, while messages containing multielementclearance requests are to be avoided, a multi-elementdownlink message containing the indicated message elements:REQUEST CLEARANCE YQM YYG YYT YQXTRACK X EINN EDDFREQUEST CLIMB TO FL350REQUEST MACH 0.84could be responded to withCLEARED YQM YYG YYT YQX TRACK X EINNEDDFCLIMB TO FL350REPORT MAINTAININGCROSS YYG AT OR AFTER 1150NO SPEED RESTRICTION.8.2.9.3.3.6 PANS.— When a CPDLC message containsmore than one message element and the response attribute forthe message is Y, when utilized, the single response messageshall contain the corresponding number of replies in the sameorder.Note.— For example, a multi-element uplink messagecontainingCONFIRM SQUAWKWHEN CAN YOU ACCEPT FL410could be responded to withSQUAWKING 5525WE CAN ACCEPT FL410 AT 1636Z8.2.9.4 When a ground or airborne system generates theCPDLC message ERROR, the reason for the error shall beincluded in the message.8.2.9.5 The appropriate ATS authority shall select thosemessage elements contained in PANS-ATM, Appendix 5 thatsupport operations in their airspace. Should an ATS authoritychoose to select a subset of the message elements, and areceived message does not belong to this subset, the ATC unitshall respond by uplinking the message element SERVICEUNAVAILABLE.Note.— Further processing of the received message is notrequired.Annex 10 — Aeronautical Telecommunications8.2.9.5.1 Recommendation.— Only the uplink messagesappropriate to a particular control sector’s operations shouldbe provided to the controller.Note.— The CPDLC message set contained in PANS-ATM,Appendix 5 was developed to encompass different air trafficmanagement environments.8.2.9.5.2 When considered necessary by the appropriateATS authority, additional pre-formatted free text messagesshall be made available to the controller for those occasionswhere the CPDLC message set contained in the PANS-ATMdoes not provide for specific requirements. In such cases, a listof pre-formatted free text messages shall be established by theappropriate ATS authority, in consultation with operators andother ATS authorities that may be concerned.8.2.9.5.3 Information concerning CPDLC messageelement subsets utilized and, if applicable, any additional preformattedfree text messages, shall be published inaeronautical information publications.8.2.9.6 Transfer of CPDLCNote.— Details on CPDLC transfer can be found in theManual of Air Traffic Services Data Link Applications(Doc 9694).8.2.9.6.1 PANS.— When CPDLC is transferred, thetransfer of voice communications and CPDLC shall commenceconcurrently.8.2.9.6.2 PANS.— When an aircraft is transferred froman ATC unit where CPDLC is available to an ATC unit whereCPDLC is not available, CPDLC termination shall commenceconcurrent with the transfer of voice communications.8.2.9.6.3 When a transfer of CPDLC results in a changeof data authority, and there are still messages for which theclosure response has not been received (i.e. messagesoutstanding), the controller transferring the CPDLC shall beinformed.8.2.9.6.3.1 If the controller needs to transfer the aircraftwithout replying to any downlink message(s) outstanding, thesystem shall have the capability to automatically send the appropriateclosure response message(s). In such cases, thecontents of any automatically sent closure response message(s)shall be promulgated in local instructions.8.2.9.6.3.2 When the controller decides to transfer theaircraft without receiving pilot responses to any uplinkmessage(s) outstanding, the ground system shall have thecapability to automatically end the dialogue for each messageprior to the transfer.8.2.9.6.3.2.1 PANS.— The controller should revert tovoice communications to clarify any ambiguity associated withthe message(s) outstanding.8-5 1/11/01 22/11/07No. 82

Annex 10 — Aeronautical Telecommunications8.2.9.6.4 When a transfer of CPDLC does not result in achange of data authority, and there are still messagesoutstanding, these messages shall either be forwarded to theappropriate controller or shall be closed in accordance withlocal instructions and, if necessary, letters of agreement.8.2.10 Display of CPDLC messagesRecommendation.— ATC units utilizing a CPDLCmessage contained in the PANS-ATM should display theassociated text pertaining to that message as presented in thePANS-ATM, Appendix 5.8.2.11 Free text messagesPANS.— The use of free text messages by controllers orpilots, other than pre-formatted free text messages referred toin paragraph 8.2.9.5.2, should be avoided.Note.— Whilst it is recognized that non-routine andemergency situations may necessitate the use of free text,particularly when voice communication has failed, theavoidance of utilizing free text messages is intended to reducethe possibility of misinterpretation and ambiguity.8.2.12 Emergencies, hazards and equipmentfailure procedures8.2.12.1 PANS.— When a CPDLC emergency message isreceived, the controller shall acknowledge receipt of themessage by the most efficient means available.8.2.12.2 PANS.— When responding via CPDLC to areport indicating unlawful interference, uplink messageROGER 7500 shall be used.8.2.12.3 PANS.— When responding via CPDLC to allother emergency or urgency messages, uplink messageROGER shall be used.8.2.12.4 When a CPDLC message requires a logicalacknowledgement and/or an operational response, and such aresponse is not received, the pilot or controller, as appropriate,shall be alerted.8.2.12.5 Failure of CPDLCNote.— Action to be taken in the event of the failure of asingle CPDLC message is covered in 8.2.12.7.8.2.12.5.1 Recommendation.— A CPDLC failure shouldbe detected in a timely manner.8.2.12.5.2 The controller and pilot shall be alerted to afailure of CPDLC as soon as a failure has been detected.Volume II8.2.12.5.3 PANS.— When a controller or pilot is alertedthat CPDLC has failed, and the controller or pilot needs tocommunicate prior to CPDLC being restored, the controller orpilot should revert to voice, if possible, and preface theinformation with the phrase:CPDLC FAILURE.8.2.12.5.4 PANS.— Controllers having a requirement totransmit information concerning a complete CPDLC groundsystem failure to all stations likely to intercept should prefacesuch a transmission by the general call ALL STATIONS CPDLCFAILURE, followed by the identification of the calling station.Note.— No reply is expected to such general calls unlessindividual stations are subsequently called to acknowledgereceipt.8.2.12.5.5 PANS.— When CPDLC fails and communicationsrevert to voice, all CPDLC messages outstandingshould be considered not delivered and the entire dialogueinvolving the messages outstanding should be recommenced byvoice.8.2.12.5.6 PANS.— When CPDLC fails but is restoredprior to a need to revert to voice communications, allmessages outstanding should be considered not delivered andthe entire dialogue involving the messages outstanding shouldbe recommenced via CPDLC.8.2.12.6 Intentional shutdown of CPDLC8.2.12.6.1 When a system shutdown of thecommunications network or the CPDLC ground system isplanned, a NOTAM shall be published to inform all affectedparties of the shutdown period and if necessary, the details ofthe voice communication frequencies to be used.8.2.12.6.2 Aircraft currently in communication with theATC unit shall be informed by voice or CPDLC of anyimminent loss of CPDLC service.8.2.12.6.3 The controller and pilot shall be provided withthe capability to abort CPDLC.8.2.12.7 Failure of a single CPDLC messagePANS.— When a controller or pilot is alerted that a singleCPDLC message has failed, the controller or pilot shall takeone of the following actions, as appropriate:a) via voice, confirm the actions that will be undertakenwith respect to the related dialogue, prefacing the informationwith the phrase:CPDLC MESSAGE FAILURE;1/11/01 22/11/078-6No. 82

Chapter 8b) via CPDLC, reissue the CPDLC message that failed.8.2.12.8 Discontinuation of the use of CPDLC pilot requests8.2.12.8.1 PANS.— When a controller requires allstations or a specific flight to avoid sending CPDLC requestsfor a limited period of time, the following phrase shall beused:((call sign) or ALL STATIONS) STOP SENDING CPDLCREQUESTS [UNTIL ADVISED] [(reason)]Note.— Under these circumstances, CPDLC remainsavailable for the pilot to, if necessary, respond to messages,report information, and declare and cancel an emergency.8.2.12.8.2 PANS.— The resumption of the normal use ofCPDLC shall be advised by using the following phrase:((call sign) or ALL STATIONS) RESUME NORMALCPDLC OPERATIONS8.2.13 Where the testing of CPDLC with an aircraft couldaffect the air traffic services being provided to the aircraft,coordination shall be effected prior to such testing.8.2.14 Downstream clearance delivery service8.2.14.1 The appropriate ATS authority shall determinewhether an ATC unit supports downstream clearance deliveryservice.8.2.14.2 Establishment of downstream8.2.14.2 clearance delivery service8.2.14.2.1 Downstream clearance delivery service shallonly be initiated by the airborne system. The initiation shallAnnex 10 — Aeronautical Telecommunicationsindicate that this communication is only to receive adownstream clearance.8.2.14.2.2 When an ATC unit rejects a request fordownstream clearance delivery service, it shall provide thepilot with the reason for the rejection using the CPDLCmessage SERVICE UNAVAILABLE.8.2.14.3 Operation of downstream8.2.14.3 clearance delivery service8.2.14.3.1 The controller and pilot shall be informedwhen downstream clearance delivery service is available foroperational communication.8.2.14.3.2 The controller and pilot shall be informed ofthe failure of downstream clearance delivery service.8.2.14.3.3 The CPDLC message elements that arepermitted for downstream clearance delivery service shall beestablished by regional air navigation agreement.8.2.14.3.4 A clearance request issued as a downstreamclearance request shall be clearly identifiable as such to thecontroller.8.2.14.3.5 A clearance issued as a downstream clearanceshall be clearly identifiable as such to the pilot.8.2.14.4 Termination of downstream8.2.14.4 clearance delivery service8.2.14.4.1 Termination of downstream clearance deliveryservice shall only be initiated by the airborne system.8.2.14.4.2 Downstream clearance delivery service with anATC unit shall be terminated whenever the downstream dataauthority becomes the current data authority.8-7 1/11/01 22/11/07No. 82

ATTACHMENTS TO ANNEX 10 — VOLUME IIAttachment A to Volume II —LIST OF SPECIALIZED COM TERMS AND THEIR DEFINITIONSRELATED TO AERONAUTICAL TELECOMMUNICATIONS PLANNINGOn 25 March 1964 the Council at the 11th Meeting of itsFifty-first Session approved the following list of specializedcommunication terms and their definitions for general usewithin ICAO. The Council further requested States to use theterms in the approved manner in particular in correspondencewith ICAO, in working papers presented by them to ICAOmeetings and in any other appropriate texts.Those terms which are marked with an asterisk are alreadyused and defined in the main body of Annex 10 while theremaining terms were selected as terms in general use byaeronautical telecommunications people but having causeddifficulty at some ICAO meetings or having resulted in thedevelopment of conflicting definitions by different meetings.1. For general use*Aeronautical telecommunication agency. An agencyresponsible for operating a station or stations in theaeronautical telecommunication service.*Aeronautical telecommunication service. A telecommunicationservice provided for any aeronautical purpose.*Aeronautical telecommunication station. A station in theaeronautical telecommunication service.*Aircraft operating agency. The person, organization orenterprise engaged in, or offering to engage in, an aircraftoperation.*Double channel simplex. Simplex using two frequencychannels one in each direction.Note.— This method was sometimes referred to as crossband.*Duplex. A method in which telecommunication between twostations can take place in both directions simultaneously.*Frequency channel. A continuous portion of the frequencyspectrum appropriate for a transmission utilizing a specifiedclass of emission.Note.— The classification of emissions and informationrelevant to the portion of the frequency spectrumappropriate for a given type of transmission (bandwidths)are specified in the ITU Radio Regulations, Article S2 andAppendix S1.*International telecommunication service. A telecommunicationservice between offices or stations of different States,or between mobile stations which are not in the same State,or are subject to different States.*Offset frequency simplex. A variation of single channelsimplex wherein telecommunication between two stationsis effected by using in each direction frequencies that areintentionally slightly different but contained within aportion of the spectrum allotted for the operation.*Simplex. A method in which telecommunication between twostations takes place in one direction at a time.Note.— In application to the aeronautical mobile servicethis method may be subdivided as follows:a) single channel simplex;b) double channel simplex;c) offset frequency simplex.*Single channel simplex. Simplex using the same frequencychannel in each direction.2. For use in aeronauticalfixed service planning*Aeronautical fixed service (AFS). A telecommunicationservice between specified fixed points provided primarilyfor the safety of air navigation and for the regular, efficientand economical operation of air services.*Aeronautical fixed telecommunication network (AFTN). Aworldwide system of aeronautical fixed circuits provided,ANNEX 10 — VOLUME II ATT A-1 1/11/01

Annex 10 — Aeronautical Telecommunicationsas part of the aeronautical fixed service, for the exchange ofmessages and/or digital data between aeronautical fixedstations having the same or compatible communicationscharacteristics.*AFTN communication centre. An AFTN station whoseprimary function is the relay or retransmission of AFTNtraffic from (or to) a number of other AFTN stationsconnected to it.*AFTN destination station. An AFTN station to whichmessages are addressed for local delivery to the addressee.AFTN entry-exit points. Centres through which AFTN trafficentering and leaving an ICAO Air Navigation Regionshould flow.*AFTN group. Three or more radio stations in theaeronautical fixed telecommunications network exchangingcommunications on the same radio frequency.*AFTN origin station. An AFTN station where messages arehanded in for transmission over the AFTN.*AFTN station. A station forming part of the aeronauticalfixed telecommunication network (AFTN) and operating assuch under the authority or control of a State.*Automatic relay installation. A teletypewriter installationwhere automatic equipment is used to transfer messagesfrom incoming to outgoing circuits.Note.— This term covers both fully automatic and semiautomaticinstallations.Channel. A single means of direct fixed servicecommunication between two points.Circuit. A communication system which includes all the directAFTN channels between two points.*Communication centre. An aeronautical fixed station whichrelays or retransmits telecommunication traffic from (or to)a number of other aeronautical fixed stations directlyconnected to it.*Fully automatic relay installation. A teletypewriter installationwhere interpretation of the relaying responsibility inrespect of an incoming message and the resultant setting-upof the connections required to effect the appropriateretransmissions is carried out automatically, as well as allother normal operations of relay, thus obviating the need foroperator intervention, except for supervisory purposes.*Incoming circuit responsibility list. A list, for each incomingcircuit of a communication centre, of the location indicatorsfor which relay responsibilities are to be accepted in respectof messages arriving on that circuit.Volume II*Location indicator. A four-letter code group formulated inaccordance with rules prescribed by ICAO and assigned tothe location of an aeronautical fixed station.Relay time. The relay time of a COM centre is the elapsedtime between the instant that a message has beencompletely received at that centre and the instant that it hasbeen completely retransmitted on an outgoing circuit.Route (AFTN). The path followed by a particular channel ofa circuit.Routing (AFTN). The chosen itinerary to be followed bymessages on the AFTN between acceptance and delivery.*Routing Directory. A list in a communication centre indicatingfor each addressee the outgoing circuit to be used.*Routing List. A list in a communication centre indicating foreach addressee the outgoing circuit to be used.*Semi-automatic relay installation. A teletypewriterinstallation where interpretation of the relayingresponsibility in respect of an incoming message and theresultant setting-up of the connections required to effect theappropriate retransmissions require the intervention of anoperator but where all other normal operations of relay arecarried out automatically.*“Torn-tape” relay installation. A teletypewriter installationwhere messages are received and relayed in teletypewritertape form and where all operations of relay are performedas the result of operator intervention.Transit time. The elapsed time between the instant of filing amessage with an AFTN station for transmission on thenetwork, and the instant that it is made available to theaddressee.*Tributary station. An aeronautical fixed station that mayreceive or transmit messages and/or digital data but whichdoes not relay except for the purpose of serving similarstations connected through it to a communication centre.3. For use in aeronauticalmobile service planning*Aerodrome control radio station. A station providing radiocommunicationbetween an aerodrome control tower andaircraft or mobile aeronautical stations.*Aeronautical mobile service. A mobile service betweenaeronautical stations and aircraft stations, or betweenaircraft stations, in which survival craft stations mayparticipate; emergency position-indicating radiobeaconstations may also participate in this service on designateddistress and emergency frequencies.1/11/01 ATT A-2

Attachment A*Aeronautical station. A land station in the aeronauticalmobile service. In certain instances, an aeronautical stationmay be placed on board a ship or an earth satellite.*Aircraft station. A mobile station in the aeronautical mobileservice, other than a survival craft station, located on boardan aircraft.*Air-ground communication. Two-way communication betweenaircraft and stations or locations on the surface of the earth.*Air-ground control radio station. An aeronauticaltelecommunication station having primary responsibility forhandling communications pertaining to the operation andcontrol of aircraft in a given area.*Air-to-ground communication. One-way communicationfrom aircraft to stations or locations on the surface of theearth.*Alternative means of communication. A means ofcommunication provided with equal status, and in additionto the primary means.General purpose system (GP). Air-ground radiotelephonyfacilities providing for all categories of traffic listed in5.1.8.Note.— In this system communication is normallyindirect, i.e. exchanged through the intermediary of a thirdperson.*Ground-to-air communication. One-way communicationfrom stations or locations on the surface of the earth toaircraft.Annex 10 — Aeronautical Telecommunications*Non-network communications. Radiotelephony communicationsconducted by a station of the aeronautical mobileservice, other than those conducted as part of a radiotelephonynetwork.*Operational control communications. Communicationsrequired for the exercise of authority over the initiation,continuation, diversion or termination of a flight in theinterest of the safety of the aircraft and the regularity andefficiency of a flight.Note.— Such communications are normally required forthe exchange of messages between aircraft and aircraftoperating agencies.“Pilot-controller” system. Air-ground radiotelephony facilitiesimplemented primarily to provide a means of directcommunication between pilots and controllers.*Primary means of communication. The means of communicationto be adopted normally by aircraft and groundstations as a first choice where alternative means ofcommunication exists.*Radiotelephony network. A group of radiotelephony aeronauticalstations which operate on and guard frequenciesfrom the same family and which support each other in adefined manner to ensure maximum dependability of airgroundcommunications and dissemination of air-groundtraffic.*Regular station. A station selected from those forming an enrouteair-ground radiotelephony network to communicatewith or to intercept communications from aircraft in normalconditions.ATT A-3 1/11/01

Attachment B to Volume II —GUIDANCE MATERIAL FOR THE TRANSMISSION OFLONG MESSAGES ON THE AFTN1. IntroductionThe requirement for the transmission of separate messagesover the AFTN when a text exceeding 1 800 characters isencountered is detailed in 4.4.5.7 and 4.4.15.3.11. Whenmessages have to be divided into two or more parts, thefollowing procedure should be applied.2. ProcedureEach message part should carry the same address and originwith the sequence of each part indicated on the last line of textas follows:(End of first message) / / END PART 01 / /(End of second message) / / END PART 02 / /... etc. ...(End of last message) / / END PART XX/XX / /Note.— The following example illustrates the application ofthe above procedure, for a three-part message. The messagepart sequence information is included in the text charactercount.a) First message:(Address)(Origin)(Text)(Ending)b) Second message:(Address)(Origin)(Text)(Ending)c) Third and last message:(Address)(Origin)(Text)(Ending)GG EGLLYMYX102030 KWBCYMYXtext/ / END PART 01 / /NNNNGG EGLLYMYX102030 KWBCYMYXtext continued/ / END PART 02 / /NNNNGG EGLLYMYX102030 KWBCYMYXremainder of text/ / END PART 03/03 / /NNNN— END —ANNEX 10 — VOLUME II ATT B-1 1/11/01 27/11/03No. 78

ICAO TECHNICAL PUBLICATIONSThe following summary gives the status, and alsodescribes in general terms the contents of the variousseries of technical publications issued by theInternational Civil Aviation Organization. It does notinclude specialized publications that do not fallspecifically within one of the series, such as theAeronautical Chart Catalogue or the MeteorologicalTables for International Air Navigation.International Standards and RecommendedPractices are adopted by the Council in accordance withArticles 54, 37 and 90 of the Convention onInternational Civil Aviation and are designated, forconvenience, as Annexes to the Convention. Theuniform application by Contracting States of thespecifications contained in the International Standards isrecognized as necessary for the safety or regularity ofinternational air navigation while the uniformapplication of the specifications in the RecommendedPractices is regarded as desirable in the interest ofsafety, regularity or efficiency of international airnavigation. Knowledge of any differences between thenational regulations or practices of a State and thoseestablished by an International Standard is essential tothe safety or regularity of international air navigation. Inthe event of non-compliance with an InternationalStandard, a State has, in fact, an obligation, underArticle 38 of the Convention, to notify the Council ofany differences. Knowledge of differences fromRecommended Practices may also be important for thesafety of air navigation and, although the Conventiondoes not impose any obligation with regard thereto, theCouncil has invited Contracting States to notify suchdifferences in addition to those relating to InternationalStandards.Procedures for Air Navigation Services (PANS)are approved by the Council for worldwide application.They contain, for the most part, operating proceduresregarded as not yet having attained a sufficient degree ofmaturity for adoption as International Standards andRecommended Practices, as well as material of a morepermanent character which is considered too detailed forincorporation in an Annex, or is susceptible to frequentamendment, for which the processes of the Conventionwould be too cumbersome.Regional Supplementary Procedures (SUPPS)have a status similar to that of PANS in that they areapproved by the Council, but only for application in therespective regions. They are prepared in consolidatedform, since certain of the procedures apply tooverlapping regions or are common to two or moreregions.The following publications are prepared by authorityof the Secretary General in accordance with theprinciples and policies approved by the Council.Technical Manuals provide guidance andinformation in amplification of the InternationalStandards, Recommended Practices and PANS, theimplementation of which they are designed to facilitate.Air Navigation Plans detail requirements forfacilities and services for international air navigation inthe respective ICAO Air Navigation Regions. They areprepared on the authority of the Secretary General onthe basis of recommendations of regional air navigationmeetings and of the Council action thereon. The plansare amended periodically to reflect changes inrequirements and in the status of implementation of therecommended facilities and services.ICAO Circulars make available specializedinformation of interest to Contracting States. Thisincludes studies on technical subjects.

© ICAO 200110/01, E/P1/6000Order No. AN 10-2Printed in ICAO