Satellite Navigation - NAS Implementation - Org. Chart

NAS Implementation - Contacts

Ted Urda - WAAS Operational Implementation Team (OIT) Lead
Ted.Urda@faa.gov

Juneau Flight Service Station

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Juneau Visual Check Points, and Flight Advisory Frequencies

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FCC Antenna Structure Registration Search Alaska Constructed Towers, 199+ AGL

Sitka Class E Surface Area and Special VFR

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Sitka Class E airspace and Special VFR, (SVFR) information

For a complete explanation of Special VFR (SVFR) procedures, see 14 CFR 91.157 and the Aeronautical Information Manual (AIM) Chapter 4.

The dashed line that surrounds the area starting on the northern edge by Olga Strait continuing southeast through Sitka Airport and continues south-southwest around Biorka Island VOR is the Sitka Class E airspace.  

Special VFR operations are performed in accordance with clearances within the Sitka Class E surface areas when weather conditions are less than the basic VFR minima.

There are some basic rules for Special VFR.

• The pilot must request a Special VFR clearance. If a pilot requests to enter into or out of an area that is IFR, they will be advised that an ATC clearance is required; it is up to the pilot to initiate the request for Special VFR.
• Fixed wing aircraft must have at least 1 mile ground visibility if there is an official weather report available. Where no official report is available, or if not landing or departing an airport within the Class E airspace, there must be at least 1 mile flight visibility.
• Only one aircraft at a time may operate in the Sitka Class E surface area unless; a pilot requests and all pilots agree that they will maintain visual separation while operating in the Class E surface area.
• IFR aircraft will have priority. If an IFR aircraft is inbound/outbound or transitioning through the Class E airspace, pilots requesting a Special VFR will be advised of a delay due to IFR traffic.

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Juneau Flight Service Station

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Juneau Airport Wind System(JAWS)

The Juneau Airport Wind System, consists of a network of wind sensors (anemometers) and wind profilers around the Gastineau Channel and the Juneau airport. The purpose is to provide research data to determine if wind shear and turbulence can be predicted in and around the Juneau International Airport area. While research is being conducted, the information from the anemometers is available to the flying public through the Juneau Flight Service Station and online at http://pajk.arh.noaa.gov/jaws/jaws.php.

During inflight and preflight briefings the FSS specialist can provide, upon request, wind speed and wind direction for the following locations:

Example: “Eaglecrest operational test, wind one two zero at four five”.

The wind direction is in reference to magnetic north and wind speed given is in knots and is based on a one-minute average.

A Notice to Airman (NOTAM) will be issued whenever an anemometer is not functioning within normal parameters. During an inflight or preflight briefing the statement, “Eaglecrest wind not available”, would indicate an outage and a NOTAM would be issued.

Example: JNU 03/001 JNU EAGLECREST WND NOT AVBL

Please do not hesitate to call Juneau FSS at 1-866-297-2236 or, if in Juneau, at 789-7380, for a complete pilot weather briefing.

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Air Traffic Organization - Operations

Operations delivers safe, secure and efficient air traffic management services and aeronautical information to ATO customers operating in the national airspace system, as well as international airspace assigned to U.S. control.

Acceptance/Rejection of Domestic ICAO Messages

This section describes requirements for Flight Plan Filers (FPF) and format to receive automatic acknowledgement (ACK) and/or rejection (REJ) messages for International Civil Aviation Organization (ICAO) compatible messages. Flight plans submitted in accordance with FAA Form 7233-4, International Flight Plan(PDF), or other ICAO messages, regardless of their source, will be acknowledged.

Use of Optional Elements in Field 3 (Message Type), to Identify a Filed Flight Plan (FPL)

FAA’s automation system will accept an Optional Message Number (Field 3b) in an FPL. The Optional Message Number consists of three (3) parts:

• Part 1: The three-letter NADIN address where the FPF would like the acknowledgement message sent, followed by an oblique stroke (XXX/);
• Part 2: The four-letter location identifier of the FAA Air Route Traffic Control (ARTCC) to which the FPL is addressed by the FPF (KZXX); and
• Part 3: A three-digit sequential message number assigned by the FPF (ddd).

Example: “AWE/KZHU004” is message number 004 addressed to addressed to Houston ARTCC with ACK to be sent to American West

Note: If Part 1 of the Field 3b Optional Message Number is not adapted or not filed (NADIN address “AWE” in the above example), response will be sent to the AFTN originator address.

Message numbers should be used sequentially, 001 through 999, before restarting the message numbering sequence again at 001. Do not restart the message numbering sequence based on time of day, e.g., restart at 001 at 0000Z, or there could be ambiguity when a CHG, CNL or DLA message is received if the FAA automation system is storing multiple FPLs with the same message number.

FPL Acknowledgement (ACK) Processing

• The FPL ACK message is comprised of Fields 3 (Message Type), 7 (Aircraft Identification), 13a/b (Departure Aerodrome/Time), 16a (Destination Aerodrome) and the four-letter location identifier of the ARTCC providing the ACK.
• If the FPF supplied an Optional Message Number (Field 3b) in the FPL, that will also be included in the ACK message.

A link to examples of ACK messages can be found at the end of this section.

Cancellation (CNL) Message Processing

The CNL message is made up of Fields 3 (Message Type), 7 (Aircraft Identification), 13a (Departure Aerodrome) and 16a (Destination Aerodrome). ICAO Document 4444 specifies that a CNL message contain only the airport identifiers (Fields 13a/16a), not the times (Fields 13b/16b).

• If the FPF supplied an Optional Message Number (Field 3b) in the FPL to be cancelled, an identical Optional Reference Data (Field 3c) should be included in the CNL message. If the Optional Reference Data does not match an Optional Message Number in an existing FPL, the CNL message will be rejected.
• If a CNL message is submitted without the Optional Reference Data, the FAA automation system will attempt to cancel the FPL if no ambiguity exists; however, if multiple FPLs exist which meet the criteria of that CNL message, the CNL message will be rejected.

A link to examples of CHG messages can be found at the end of this section.

Modification (CHG) Message Processing

The CHG message is made up of Fields 3 (Message Type), 7 (Aircraft Identification), 13a (Departure Aerodrome), 16a (Destination Aerodrome) and 22 (Amendment).

• Do not include Fields 13b and 16b (Time) in a CHG message.
• If the FPF supplied an Optional Message Number (Field 3b) in the FPL to be changed, identical Optional Reference Data (Field 3c) should be included in the CHG message. If the Optional Reference Data does not match an Optional Message Number in an existing FPL, the CHG message will be rejected.
• If a CHG message is submitted without the Optional Reference Data, the FAA automation system will attempt to amend that flight if no ambiguity exists; however, if multiple FPLs exist which meet the criteria of that CHG message, the CHG message will be rejected.

A link to examples of CHG messages can be found at the end of this section.

Delay (DLA) Message Processing

The DLA message is made up of Fields 3 (Message Type), 7 (Aircraft Identification), 13a/b (Departure Aerodrome/Time) and 16a (Destination Aerodrome).

• If the FPF supplied an Optional Message Number (Field 3b) in the FPL to be changed, an identical Optional Reference Data (Field 3c) should be included in the DLA message. If the Optional Reference Data does not match an Optional Message Number in an existing FPL, the DLA message will be rejected.
• If a DLA message is submitted without the Optional Reference Data, the FAA automation system will attempt to amend that flight if no ambiguity exists; however, if multiple FPLs exist which meet the criteria of that DLA message, the DLA message will be rejected.

A link to examples of DLA messages can be found at the end of this section.

Rejection (REJ) Message Processing

A REJ message has the following format, with each REJ message element described below:
REJ [Msgid] [Center] [Error Message] [CRLF] [Input Message] 

• [Msgid] –
  • Type of message being rejected: FPL, CNL, CHG, DLA or UNK (unknown – message type cannot be determined); and
  • (If the FPF supplied Field 3b) Optional Message Number;
• [Center] – Four-letter location identifier of the ARTCC generating the REJ;
• [Error Message] – Reason for the REJ (a link to an error message chart can be found at the end of this section);
• [CRLF] – Carriage Return/Line Feed; and
• [Input Message] – Text of the entire original input message that is being rejected.

Reason for a REJ Message

The REJ message generated in response to an erroneous FPL, CNL, CHG or DLA message provides feedback on the reason for the REJ. Abbreviations Used in REJ Messages to identify Field elements.

Chart outlining REJ Error Messages, Causes and their Resolution(PDF). In the chart, “[err data]” is used as a placeholder for actual erroneous data that caused the REJ. For example, “REJ AID [err data] FORMAT” might result in the actual message “REJ AID T1234567 FORMAT” (i.e., 8 character AID too long).

Examples of ACK, CNL, CHG, DLA and REJ Messages.

Examples of ACK, CNL, CHG, DLA, and REJ Messages

ACK for FPL with Optional Message Number – ACK to Optional NADIN address vice FPF/AFTN address

US Airways (AFTN address KTULUSAD) filed for America West (NADIN address AWE). ACK or REJ response will be sent to NADIN address AWE, not AFTN address KTULUSAD. The complete rules for routing responses are as follows:

1. AFTN originator address must be adapted as answerable in the receiving center, or no response is provided.
2. If optional NADIN address in ICAO Field 03b is not adapted or not present, response is sent to AFTN originator.
3. If optional NADIN address is present in Field 03b and is adapted, response is sent to that address.

Input from US Airways

FF KZDCZQZX
231411 KTULUSAD
(FPLAWE/KZDC004-AWE603-IS
-A319/M-SDIW/C
-KBWI1230
-N0291F090 SWANN3 SWANN V214 DQO DCT
-KPHL0017
-RMK/DVRSN)

Output to AWE (Adapted in NADIN as KPHXAWED)

ACK FPL/004 KZDC AWE603 KBWI 1230 KPHL

ACK for FPL with Optional Message Number – ACK to Optional NADIN address vice FPF/AFTN address

If there is no Optional Message Number in Field 3b, the Aircraft ID, departure airport, departure time and destination airport are used to identify the flight.

Input from United Airlines

FF KZDCZQZX
1081714 KCHIUALE
(FPL-UAL1447-IS
-A320/M-SDGIRWZ/S
-KIAD2130
-N0360F360 DCT DAILY J61 HUBBS DCT KEMPR DCT ILM
AR21 CRANS FISEL2
-KFLL0206
-NAV/RNVD1E2A2)

Output to KCHIUALE

ACK FPL KZDC UAL1447 KIAD 2130 KFLL

REJ for invalid FPL

Field 15a (Cruising Speed) is invalid due to an illegal prefix (K). The REJ identifies the element and data in error, and provides the entire contents of the erroneous incoming message.

Input from Leesburg Flight Service Station

FF KZDCZQZX
1081714 KDCAYFYX
(FPLDCA/KZDC015-N57FC-IG
-C500/L-SDGWZ/C
-KDAN1530

-K0300F210 DCT FVX DCT

-KCHO0020
-IRMK/FRC RMK/PTP PATTERN WORK NAV/RNVE99)

Output to DCA

REJ FPL/015 KZDC SPD K0300F210 DCT FVX DCT FORMAT

FPLDCA/KZDC015-N57FC-IG-C500/L-SDGW/C-KDAN1530-K0300F210 DCT FVX DCT-KCHO0020-IRMK/FRC RMK/RNVE99

ACK for CNL with an Optional Message Number

This example shows cancellation by Pope AFB of a previously filed FPL; departure and destination are both KPOB. The CNL message number is 015 in the Optional Message Data (Field 3c), and it refers to message number 008 in the Optional Message Number (Field 3b) of the previous FPL. Note the message number can refer to a NADIN address (POP in this case) that is the same location as the AFTN originator (KPOBYXYX), so the response is returned to the originator.

Input from Pope Air Force Base

FF KZDCZQZX
231411 KPOPYXYX
(CNLPOP/KZDC015POP/KZDC008-FRTTN23-KPOB)

Output to POP

ACK FPL/004 KZDC AWE603 KBWI 1230 KPHL

REJ of CNL with Multiple Flight Plans

An Optional Message Number was not included in the CNL. The CNL will be rejected if more than one FPL exists with the same ACID, departure airport and destination airport.

Input from Delta Airlines

FF KZDCZQZX
231411 KATLDALW
(CNL-DAL1964-KDCA-KLGA)

Output to KATLDALW

REJ CNL KZDC MULTIPLE FLIGHT PLANS MANUAL COORDINATION REQUIRED

CNL DAL1964 KDCA KLGA

ACK for CHG filed without an Optional Message Number or Departure Time

If there is no Optional Message Number in Item 3b or departure time, the Aircraft ID, departure airport, and destination airport are used to identify the FPL; if no duplicate FPL exists, the CNL message will be acknowledged.

Input from DUATS

FF KZDCZQZX
251201 KIADXCLX
(CHG-N96747-KFDK-KDAN-15/N0110F080 DCT JYO DCT CSN DCT)

Output to KIADXCLX

ACK CHG KZDC N96747 KFDK KDAN

ARTCC Four-letter Location Identifiers for Domestic ICAO FPL Field 3b/c

Location identifiers in red (i.e., KZCA, KZCH, KZCL) shall not be filed anywhere other than in Fields 3b/c of a U.S. domestic ICAO flight planning message. The location identifiers below will be included in Acknowledgement (ACK) and Rejection (REJ) messages to indicate the source of the message.

Abbreviations Used in REJ Messages