Pursuant to article 178, paragraph 2, second sentence of the “Landsbesluit Toezicht Luchtvaart (P.B. 2003, no. 56)” as amended, this information, of a permanent nature, is being issued by the Director General of the Curaçao Civil Aviation Authority.

Effective 1 July 2024, all aircraft operators that use or plan to use the Curaçao Flight Information Region (TNCF FIR) shall comply with the following ADS-B requirements.

 

 

Compliance
The information, of a permanent nature, is effective on 1 July 2024. All aircraft operators operating in the area mentioned under point (1) above are required to be in compliance.

The approach control surveillance service unit operates as an integral part of the ATS system within the Curaçao FIR and provides surveillance service to aircraft, to the maximum extent practicable, to meet the operational requirements. Many factors, such as surveillance coverage, controller workload and equipment capabilities, may affect these services, and the surveillance controller shall determine the practicability of providing or continuing to provide surveillance services in any specific case. Aircraft equipped with Mode S and or ADS-B shall transmit the aircraft identification as specified in Item 7 of the ICAO flight plan. Beatrix Approach control surveillance service is provided at Reina Beatrix International Airport by the means of MLAT/ADS-B.
The Aerodrome Reference Point (ARP) is used as the MLAT/ADS-B coverage center. MLAT has a coverage of 50NM up to Flight Level 160 ADS-B has a coverage of 250 NM

 

Surveillance identification is achieved according to the provisions specified by ICAO. Approach control surveillance service is provided within the Beatrix Control Zone (CTR). This service includes: separation of arriving and departing traffic;
vectoring of aircraft for the purpose of resolving potential conflicts:
vectoring of aircraft to the final approach track or to a point from which a visual approach can be conducted;
monitoring of air traffic to provide information on any significant deviation from the normal flight path;
assistance to aircraft in emergency;
warnings and position information on other aircraft considered to constitute a hazard;
The minimum horizontal MLAT/ADS-B separation is 5NM. Levels assigned by the approach control surveillance controller to pilots will provide a minimum terrain clearance according to the phase of flight. Vectoring and speed restrictions may be necessary to establish and maintain MLAT/ADS-B separation

 

ATS Surveillance service failure In the event of surveillance failure or loss of identification, instructions will be issued to restore procedural separation. An aircraft which has been informed that it is provided with approach control surveillance service shall be informed immediately when, for any reason, approach control surveillance service is interrupted or terminated.

 

Air-ground communication failure The approach control surveillance controller will establish whether the aircraft radio receiver is working by instructing the pilot to carry out a turn or turns. If the turns are observed, the approach control surveillance controller will continue to provide approach control surveillance service to the aircraft. If the aircraft’s radio is completely unserviceable, the pilot should carry out the procedures for radio failure in accordance with ICAO provisions. If MLAT/ADS-B identification has already been established, the approach control surveillance controller will vector other identified aircraft clear of its track until such time as the aircraft leaves ATS surveillance service coverage.

 

To be developed.

 

a) Emergency procedures Pilots must operate transponders in accordance with ATC instructions and must acknowledge by reading back code setting instructions. Pilots must not operate the “IDENT” feature unless instructed by ATC. Except when encountering a state of emergency, pilots shall operate transponders and select modes and codes in accordance with ATC instructions. In particular, when entering Beatrix CTR, pilots who have already received specific instructions from ATC concerning the setting of the transponder shall maintain that setting until otherwise instructed. In all other circumstances, the transponder shall be to Mode C, Code 7700. Notwithstanding the procedure mentioned above, a pilot may select Mode C, Code 7700 whenever the nature of the emergency is such that this appears to be most suitable course of action. Note: Continuous monitoring of responses on Mode C. Code 7700 is provided.

 

b) Radio communication failure and unlawful interference procedures Radio communication failure procedure
In the event of an aircraft radio receiver failure, a pilot shall select Mode C, Code 7600 and follow radio communication failure procedures of Annex 10 Volume II. Subsequent control of the aircraft will be based on those procedures. Unlawful interference procedures
Pilots of an aircraft in flight subjected to unlawful interference shall endeavor to set the transponder to Mode C, Code 7500 to make the situation known, unless circumstances warrant the use of Mode C, Code 7700.

 

c) System of SSR Code assignment The following functional codes are assigned by Beatrix Approach Control: For International flight codes: 3301 – 3377 For Domestic flight: these are coordinated with Curaçao ACC Emergency: code 7700 Radio communication failure: code 7600 Unlawful interference: code 7500.

All mode S equipped aircraft shall select and transmit their callsign while operating within the Juliana Terminal Control Area and Juliana Control Zone. Flight plans shall include code/ aircraft/mode S address in hex (e.g., A519D9) and REG/ registration (e.g., N123A) in field 18. The callsign selected shall be identical to the flight planned callsign.