Performance Based Communication and Surveillance (PBCS)

The aircraft operator shall ensure that:

1)       Normal and abnormal procedures, including contingency procedures are documented that meet the specific operational criteria for airspace where FANS 1/A+ (PBCS) is mandatory and flight crews are suitably trained and competent to operate the data link communication equipment;

NOTE: flight crew procedures and training should include normal operations, as well as those associated with alerts provided by the aircraft system to indicate failures when the aircraft is no longer capable of meeting the RCP/RSP specification prescribed for the associated ATM operations;

2)       Contracted services, such as those with communication service providers (CSPs), are bound by contractual arrangements stipulating the RCP/RSP allocations, including any monitoring or recording requirements;

3)       Contractual arrangements include a provision for the CSP to notify the appropriate ATS units for the route system of the aircraft operator in case failure conditions impact PBCS operations;

NOTE: An “alternate means of compliance” is for operators to sign up to the PBCS Global Charter using http://www.fans-cra.com/ where stakeholders can obtain proof of respective CSP signature, as required by approval process.

4)       The aircraft system is properly maintained, including configuring user-modifiable software, such as those used to manage communication media and routing policies, to meet the appropriate RCP/RSP specification(s); and

5)       Procedures have been established for the reporting of problems, identified either by the flight crew or other personnel, to the IOMAR.

When filing RCP/RSP capabilities, the aircraft operator should ensure that the planned use of associated communication and surveillance capabilities for the flight will be in accordance with regulations, policies and procedures in the specific areas for the flight, as published by the applicable States in their AIPs (or equivalent publications).

The aircraft operator should ensure that the proper denotation of PBCS capabilities are included in the ICAO flight plan:

• In Field 10a, the aircraft operator shall insert “P2” to identify an aircraft’s RCP 240 capability; and
• In Field 18, the aircraft operator shall file the RSP 180 capability by inserting the indicator “SUR/RSP 180”.

The implementation list and map below is only intended as guidance.

As of 22nd October 2018, PBCS is in effect in one form or another in the following designated airspace and FIR’s:

• NAT HLA Special PBCS tracks;
• NZZC/Auckland Oceanic;
• NFFF/Nadi;
• KZAK/Oakland Oceanic;
• PAZN/Anchorage Oceanic;
• WSJC/Singapore;
• VCCF/Sri Lanka;
• NTTT/Tahiti;
• RJJJ/ Fukuoka;
• KZNY/New York Oceanic;
• CZQX/Gander;
• EGGX/Shanwick;
• BIRD/ Reykjavik;
• LPPO/Santa Maria Oceanic.

What is an RCP specification?

Required Communication Performance (RCP). The RCP Transaction Time defines the maximum time required for the completion of the transaction after which the initiator should revert to an alternative procedure.

What is an RSP specification?

Required Surveillance Performance (RSP). The RSP Surveillance Data Transit Time describes the time required for delivery of surveillance data in seconds.

What is the PBCS Charter?

The PBCS charter is an alternative means to ensure that each data link stakeholder meets its allocated responsibilities according to the RCP/RSP specifications and was developed by ICAO PBCS project team.

What is a CSP and a SSP?

A Communication Service Provider (CSP) is any public or private entity providing communications services for general air traffic.  This would include services provided by a satellite service provider through a contract or agreement.

A Satellite Service Provider (SSP) is an entity or group of entities that provide, via satellite, aeronautical fixed services and/or aeronautical mobile services at least from the signal in space to /from aircraft, to the attachment point of the ground earth station (GES) to the ground communication services network.

Who/What must comply with an RCP/RSP specification?

Air Traffic Services (ATS) system, the CSP, the SSP, the operator and the aircraft system.

Are there any additional PBCS requirements concerning the production and airworthiness certificates?

The IOMAR do not mandate any additional PBCS requirements concerning the production and airworthiness certificates for ‘M’ registered aircraft.

Should the system provide flight crew with alerts associated with the RCP 240 and RSP 180?

Yes.

What are the Sub networks designators for FANS 1/A+ (PBCS) for CPDLC at RCP 240 & ADS-C at RSP 180?

VDL M0/A

VDL M2

Satellite Communication (SAT COM) (Inmarsat)

Satellite Communication (SAT COM) (Iridium)

What happens if a PBCS non-compliance report is received  by the IOMAR from from EUR RMA about my aircraft?

Depending on the categorisation of data transmitted to the IOMAR (State Oversight Authority) by the RMA, the IOMAR may engage in a choice of actions:

1. To monitor the data provided and retain the data for trend analysis; or
2. Contact the Flight Operations Representative (FOR) and Operator contacts directly to understand the actions being taken to improve performance. The email will cc the appropriate reporting ANSP or ATSP who filed the report attaching a copy of the report. (Exceptionally, the IOMAR may choose to take formal enforcement action for the operator. Although this remains a tool within its toolbox, it should be fully justified.)

Further information on PBCS can be found in the following documents which are available from ICAO:

• Performance Based Communication and Surveillance (PBCS Manual) (ICAO Doc 9869);
• ICAO NAT Ops bulletins;
• Global Operation Data Link Document (GOLD) (ICAO Doc 10037);
• ICAO Annex 11 – Air Traffic Services;
• ICAO document 4444 – Pans ATM Manual;
• ICAO Annex 6 Part II- Operation of Aircraft;
• ICAO Annex 15 Aeronautical Information Services; and
• ICAO document 7030 Regional Supplementary Procedures Manual.

ICAO have published NAT OPS Bulletin 2019_003 Rev 3 effective 30 June 2021, with the purpose to provide guidance to North Atlantic (NAT) operators regarding options that are available to improve data link performance.

The attachment 'List of data link performance improvement options' gives nine problems/issues and appropriate solutions/actions to remedy them. 

The Registry would like to draw attention to page 8 of the bulletin that gives the full information regarding the recommended software versions for NAT data link operations.

A sample of some aircraft types have been copied into the table below:

Information above from NAT Ops bulletin 2019_003 Rev 3, dated 30 June 2021.