All aircraft will have until 05 Feb 2020 to equip unless they are granted an exemption?
Also note that Eurocontrol will no longer differentiate between retrofit and forward fit as the rule will apply to all A/C flying above FL285.
WHERE DO YOU FIT IN TODAYS NAT AIRSPACE, AND IN THE FUTURE?
A simplified look at today's requirements and the future of Data Link in the North Atlantic, which is now called NAT-HLA MNPS.
It is perhaps well understood that CPDLC and ADS C go hand in hand with RLatSM (Reduced Lateral Separation Minimums), but where do you fit in the NAT High Level Airspace (HLA) structure today and in the near future without data link equipage?
Lets look at where one would fit today without the required equipment and then look at the future plans.
If an aircraft is not currently equipped with CPDLC and ADS-C, then operations in the NAT/HLA from FL350 to and including FL390 is not allowed. (At present Tracks FL350 to and including FL390 require Data Link, CPDLC and ADS-C, and RLatSM). Today one of the options for a NAT crossing without Data link would be anywhere in the NAT/HLA below FL350 or above FL390. The later (above FL390) may present a challenge heavy and on a hot day as conditions may force an aircraft lower than expected, possibly at FL390, wherein of course that routing would be denied and a significant reroute may be a reality. For those who prefer the track routing above the track system to take advantage of the Jetstream Eastbound, are the winds such a benefit on track routing that it would overshadow the negatives with a contingency forcing a descent into the RLatSM routings? or a reroute given possible ISA conditions?
The CPDLC and ADS-C mandates, known as Data link mandate, will changed in Dec 2017, where the entire NAT region from FL350 to and including FL390 requires CPDLC and ADS-C. Although ADS-B has not been specifically addressed in any mandate for the NAT, we can derive those requirements by looking at the CPDLC and ADS-C requirements. If an aircraft is not equipped with Data link then there are two options for a crossing. The first, fly above or below the mandate, or the second, would be to make the crossing in he NAT HLA surveillance corridor. To qualify for this routing (Blue Spruce Routes) the Aircraft routing must be fully contained inside this area and the aircraft must be equipped with ADS-B, and hold an approval for NAT/HLA issued from the state of registry. The aircraft may fly at any altitude and would expect significant reduction in separation standards being applied against the aircraft.
Moving forward to 2020, the entire NAT HLA from FL290 and above will require Data Link equipage. At that point the only option for non Data Link equipped aircraft would be the surveillance corridor at any altitude, equipped with ADS-B.
So in reality, after 2020 ADS-B equipped aircraft may route via the surveillance corridor but once in Europe, remember that the mandate for both CPDLC ATN B1 using VDL mode 2 and ADS-B out 1090 Mhz extended squitter will be in full effect.
