3.4.1   Responsible service

The authority responsible for the administration of communications services in Lisboa FIR is the
NAV Portugal, E.P.E.

The authority responsible for the administration of communications services in Santa Maria FIR is the
NAV Portugal, E.P.E.

Applicable ICAO documents

ICAO Standards, Recommended Practices and Procedures contained in the following documents are applied:

Annex 10 - Aeronautical Telecommunications
DOC 8400 - ICAO Abbreviations and Codes
DOC 8585 - Designators for Aircraft Operating Agencies, Authorities and Services
DOC 7030, Part 2 - Regional Supplementary Procedures (COM procedures for EUR and NAT)
DOC 7910 - Location Indicators

3.4.2   Area of responsibility

Communication services are provided for entire territory of Portugal, including its territorial waters as well as the airspace over the high seas within the Lisboa and Santa Maria FIR.

3.4.3   Types of service

1. Radio navigation services

The following types of radio aids to navigation are available (see ENR 1.6, ENR 4.1, ENR 4.3 and/or appropriate AD Section):

• LF/MF Non-directional Beacon (NDB)
• VHF Omnidirectional Radio Range (VOR)
• Distance-Measuring Equipment (DME)
• UHF Tactical Air Navigation Aid (TACAN)
• Global Navigation Satellite Systems (GNSS)
• Instrument Landing System (ILS)
• Approach and Regional Control Radar (RADAR/MLAT/ADS-B)

2. Voice and Data-Link Service

2.1 Aeronautical Mobile Service

The aeronautical stations maintain a continuous watch on their stated frequencies during the published hours of service (see ENR-2.1 or appropriate AD Section) unless otherwise notified.

An aircraft normally communicates with the ground station providing communications and/or control in the area in which it is flying. Aircraft should maintain continuous watch (or SELCAL watch, where applicable) on the appropriate frequency of the air ground station and should not abandon watch, except in an emergency, without informing the air ground station.

Within Santa Maria FIR the VHF mobile service coverage is limited in accordance with the location of the ground antennas (see LPPO FIR Theoretical VHF Coverage graphic). Long range voice communications are mostly on HF and/or SATVOICE.

Figure 1.  Theoretical VHF Coverage graphic

../graphics/eAIP/LP_GEN_3_LPPO_NIC_3.4.X - SANTA MARIA VHF RADIO COVERAGE AREA AT FL300_en.pdf

2.2 Controller Pilot Data Link Communications (CPDLC) Service within Lisboa FIR

2.2.1 Introduction

Controller-pilot data link communication is available for suitable equipped aircraft as part of the en-route service for ATN via VHF data link Mode 2 (VDL M2) equipped aircraft. The concept is based on the specification included in COMMISSION REGULATION (EC) No 29/2009COMISSION IMPLEMENTING REGULATION (EU) 2023/1770.

The CPDLC application provides a means of communication between the air traffic controller and the pilot, using a predefined data link message set. This application includes a set of clearance/information/request message elements which correspond to the phraseologies used in the radiotelephony environment.

CPDLC services are guaranteed for aircraft operating above FL285.

CPDLC services are available for aircraft operating below FL285, including in the TMAs located within Lisboa FIR.

Pilots should expect a reduced usage of CPDLC communications with Lisboa TMAs.

ATN coverage between 14W and 15W within West Sector is not guaranteed.

The following CPDLC services are provided in Lisboa FIR:

• Data Link Communications Initiation Capability (DLIC);
• ATC Clearances and Information;communications management (ACM)
• Air Traffic Control (ATC) Communications Management;TC clearances and instructions (ACL)
• ATC Microphone Check; (AMC)

2.2.2 General

In all CPDLC communications, the highest standard of discipline shall be observed at all times.

If uncertainty arises regarding a data link message, voice communication shall be used to clarify the situation.

CPDLC shall only be used for non-time-critical requests, i.e. requests that do not require the immediate reaction of the controller. Nevertheless, as in radiotelephony, the CPDLC messages shall be answered with the least possible delay. If the downlink request is cut off because the time limit was exceeded, the pilot shall repeat the request via radiotelephony.

Pilots should be aware that the total turn-around time for an airborne initiated CPDLC dialogue may be up to more than four (4) minutes and for a ground initiated dialogue up to two (2) minutes; hence, voice communication will be used for any communication requiring an immediate response and/or action.

Voice read-back is not required for any CPDLC instruction.

2.2.3 Flight Plan

In order to use the CPDLC services, pilots shall file the following in the respective items of their flight plan:

• Item 10a - J1 for the CPDLC ATN VDL Mode 2 capable aircraft;
• Item 18 - the indicator CODE/ followed by the aircraft 24-bit.

For flights granted a CPDLC exemption, the letter Z shall be included in item 10a and the indicator DAT/CPDLCX shall be included in item 18 of the flight plan.

2.2.4 CPDLC Usage

In Lisboa FIR voice communication and/or radiotelephony instructions have priority over CPDLC instructions at all times. However, a clearance requested via CPDLC should subsequently be issued via CPDLC and a clearance requested via radiotelephony should also be issued via radiotelephony.

Clearances shall not be executed until the WILCO message has been sent.

2.2.5 Data Link Communications Initiation CapabilityDLIC log-on

The data link address for Lisboa ACC is LPPC.

CPDLC shall be established in due time to ensure that the aircraft is communicating with the appropriate ATC unit. Log-on shall be initiated by the pilot. Pilots shall log-on using their ICAO call sign as filed in the flight plan. Pilots shall not use a two-letter IATA flight ID, neither insert a leading zero (0) into the call sign, as these actions will result in a failed log-on.

Log-on should be initiated 10 to 15 minutes prior to entry into Lisboa FIR airspace , except for eastbound traffic entering Lisboa FIR from Santa Maria through the 15W meridian, who should expect ATN coverage starting at 14W or latter, depending on the level.

Aircraft departing from an aerodrome in close proximity to Lisboa FIR can log-on when still on the ground, if Lisboa ACC is the first CPDLC-capable unit.

2.2.6 CPDLC services

The controller or pilot shall construct CPDLC messages using the pre-defined message set. The following tables list the standard CPDLC messages available for exchange in Lisboa FIR, with appropriate operational responses.

2.2.6.1 ATC Clearances and Informationcommunications management (ACM)

When an aircraft is transferred by data link to an adjacent sector/ATC unit, the pilot shall acknowledge the instruction using data link by WILCO, and shall then contact the next sector/ATC unit by voice communication on the instructed channel.

Whenever possible, the ATM system will automatically nominate NDA (Next Data Authority) for CPDLC service continuity for flights exiting Lisboa FIR and entering either Madrid, Canarias or Santa Maria FIRs. Crews shall be aware that this automated procedure may not succeed and that a manual log-on with Next Data Authority may be necessary.

Crews may expect that early manual CPDLC end is forced by Lisboa ACC in order to promote early CPDLC FANS1/A services with Santa Maria OAC.For AFN Logon with Santa Maria FIR, see item 2.3.

2.2.6.2 ATC clearances and instructions (ACL)Air Traffic Control (ATC) Communications Management

Aircraft with an active CPDLC connection may receive an ATC instruction via data uplink messages. Pilots may request changes to flight levels or clearance direct to a point on their route via data downlink messages.

2.2.6.3 ATC mMicrophone cCheck (AMC)

A "check stuck microphone" instruction may be sent by ATC in circumstances where an aircraft is inadvertently blocking a voice communication channel.

If the "check stuck microphone" instruction relates to the RTF channel currently being used, the pilot shall check that their radio equipment is not causing the blockage. If the "check stuck microphone" instruction does not relate to the RTF channel being used, no further action by the pilot is required.

2.2.6.4 Free Text messages

Free Text messages from Aircraft to ATC:

The system supports the reception via data link of a CPDLC Free Text message from the pilot. No operational answer is required from ATC.

Free Text message from ATC to Aircraft:

The system provides the controller with the possibility to send a CPDLC Free Text message. This text is pre-formatted and offline defined.

No response from Aircraft is required.

2.2.6.5 Emergency and Distress Messages

The following Downlink Messages are accommodated:

2.2.7 Message Restrictions and Error Management

If the ground system receives a message that is not supported, or constitutes an error to the technical rules for CPDLC communication, flight crew will receive an automatic reply indicating the nature of the error and, if applicable, required actions.

CPDLC implementation in Lisboa FIR contains only messages as listed in previous sections. All other messages will be replied to with an error message.

2.2.8 Voice interruption of CPDLC dialogue

When using voice communication to correct an unanswered CPDLC message, the controller shall initiate voice communication using the phrase:

DISREGARD CPDLC [message type] MESSAGE, RESPOND WITH UNABLE, BREAK [correct clearance, instruction, information or request].

Delivering the correct clearance within the same transmission. The pilot shall reply to the CPDLC message with an "UNABLE" message and respond by voice communication to the clearance received by voice.

2.2.9 CPDLC Imposed Silence

In order to contain the sector workload, controllers may require all stations or a specific flight to avoid sending CPDLC requests for a limited period of time. For imposing or revoking CPDLC silence the following phrases, either as a voice or a CPDLC message shall be used:

ALL STATIONS (or [call sign] as applicable), STOP SENDING CPDLC REQUESTS [UNTIL ADVISED] [(reason)].

ALL STATIONS (or [call sign] as applicable), RESUME NORMAL CPDLC OPERATIONS.

2.2.10 CPDLC Failure

When alerted that CPDLC has failed, the controller will inform all stations under sector jurisdiction, using the following phrase:

ALL STATIONS, CPDLC FAILURE, [instructions].

Some failures may result in termination of the existing data link connections with aircraft that are under control of a sector. In this case, it will not be possible for ATC to re-initiate dialogues via CPDLC unless the pilot re-initiates the data link logon process in order to re-establish data link connection. Controller will inform aircraft under his jurisdiction when the CPDLC service is restored, using the following phrase:

ALL STATIONS, RESUME NORMAL CPDLC OPERATIONS. LOGON TO LPPC.

In case of a CPDLC failure, CPDLC clearances that have not yet been confirmed shall be repeated over voice communication and/or confirmed.

If either the pilot or ATC consider that CPDLC should not be used in the prevailing circumstances, CPDLC shall be suspended or terminated and the other party shall be informed by voice communication.

In case of a scheduled shutdown or an unexpected failure of the CPDLC system, ATC will instruct all aircraft equipped with data link to return to voice communication. In case of an on board failure of CPDLC, the pilot shall return to voice communication and inform ATC.

2.2.11 Log-off

Log-off is automatic on leaving Lisboa FIR airspace, no pilot action is required. Between Lisboa FIR and adjacent CPDLC equipped ATC units the ACM service will be used.

2.3 Controller Pilot Data Link Communications (CPDLC) Service within Santa Maria FIR

Full CPDLC implementation is available within Santa Maria FIR exclusively for FANS 1/A equipped aircraft (see ENR 1.1 for details). Although there is a requirement for pilots to continuous maintain listening watch on the assigned frequencies (or SELCAL watch when applicable) within Santa Maria FIR. CPDLC is the primary means of communication for FANS 1/A equipped aircraft, with voice communications used as backup.

3. Oceanic Clearance Delivery (OCD) Service

Oceanic Clearance Delivery Data Link Service is available for the Request for Clearance (RCL) using ACARS network, according the specifications defined on the AEEC 623 and EUROCAE ED 106 (see ENR 1.1 for details).

4. Aeronautical Fixed Service

4.1 AFTN / CIDIN / AMHS

Messages to be transmitted over the Aeronautical Fixed Service are accepted only if they satisfy the requirements of:

• Annex 10, Vol.II, chapter 3, 3.3;
• Are prepared in the form specified in Annex 10;

Lisboa Communications Centre handles AFTN and AMHS connections by means of an AFTN Message Switching System provided with an AFTN/AMHS Gateway. Santa Maria Communications Centre handles AFTN connections.

4.2 ATS Direct Speech Communications

National and International ATS Direct Speech Communications are established according the operational requirements, upon agreement between the concerned ATS Units.

4.3 ATS Inter Centre Data Link Communications

National and International Inter Centre Coordination (ICC) connections are established according the operational requirements, upon agreement the concerned ATS Units. The Data Link message set may be based on OLDI, AIDCor ICAO Doc.4444.

5. Broadcasting Service

5.1 Meteorological Broadcasts

The VHF RTF meteorological broadcasts are available through VHF antennas, located in Portugal mainland and in Azores Islands (see GEN 3.5.8 for details) By local agreement, Santa Maria FIR SIGMET are also broadcast through Shannon VOLMET (HF frequencies and hours of operation available in AIP Ireland, GEN 3.5), although they may also transmitted individually or by group calling to aircraft whenever necessary.

5.2 Automatic Terminal Information Service (ATIS) Broadcasts

The VHF ATIS broadcasts are available at Lisboa, Porto, Faro, Madeira, Ponta Delgada and Lajes Aerodromes (see AD 2.18 for each Aerodrome).

6. Languages used

English is the language normally used in all types of service described in the above paragraphs. However, in the Mobile Service, the Portuguese language is also used in Radio-telephony (see ENR 2.1 and AD 2.17 for each Aerodrome).

7. Where detailed information can be obtained

Not Available

3.4.4   Requirements and conditions

NIL