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FANS
CONCEPT DESIGN SCM12
REFERENCE SCM-A215
SEPTEMBER 2003
PRINTED IN FRANCE
© AIRBUS S.A.S. 2003
ALL RIGHTS RESERVED
STEP 1 FANS A
• Air Traffic Services Data link based on
ACARS network
STEP 2 FANS B
• Introduction of ATN (Aeronautical Telecommunication Network)
• ICAO approved (CNS/ATM-1 standards)
FOREWORD
The purpose of this brochure is to provide Airbus aircraft operators with the agreed
interpretations of the currently applicable CNS/ATM (i.e. FANS) regulations.
The intent is thus to provide guidance material on CNS/ATM operations, which satisfy
airworthiness requirements in order for an airline to obtain operational approval from its
national operational authorities.
All recommendations conform to the current regulatory requirements and are intended
to assist the operators in maximising the cost effectiveness of their operations.
The content of this second edition is limited to the FANS A system, which is in use at
the date of publication (Step 1, ref. p3). New feature have been added to the 1st edition,
such as a description of the Airbus FANS A+ package, new FANS application
procedures, and a FANS world status. Future editions will include information on further
systems, e.g. ATN (or CNS/ATM-1; Step 2, ref. p3) based systems and ADS-B, once
these are certified and there are definite plans to introduce them in some areas.
Any questions with respect to information contained herein should be directed to:
AIRBUS SAS
Flight Operations Support
Customer Services Directorate
1, Rond Point Maurice Bellonte, BP 33
31707 BLAGNAC Cedex- FRANCE
TABLE OF CONTENTS
EXECUTIVE SUMMARY .............................................................................................. 10
ABBREVIATIONS ........................................................................................................ 18
1. CNS/ATM CONCEPT............................................................................................ 22
1.1. Historical background ..................................................................................... 22
1.2. CNS/ATM global concept ................................................................................ 22
1.3. Communications .............................................................................................. 23
1.4. Navigation......................................................................................................... 24
1.5. Surveillance ...................................................................................................... 24
1.6. Air Traffic Management ................................................................................... 24
3. AIM-FANS DESCRIPTION.................................................................................... 38
3.1. General: the need for flexibility....................................................................... 38
3.2. AIM-FANS architecture .................................................................................... 40
3.2.1. The ATSU ................................................................................................... 40
3.2.2. The new FMS (2nd generation FMS).......................................................... 41
3.2.3. Crew interfaces ........................................................................................... 42
3.3. Human Machine Interface................................................................................ 42
3.3.1. Basic operational principles ........................................................................ 44
3.3.2. Main HMI rules............................................................................................ 44
EXECUTIVE SUMMARY
1 – CNS/ATM CONCEPT
CNS/ATM global concept
• Increasing the airspace capacity, enhancing the operational efficiency while ensuring
the best safety level of the air traffic cannot be done without a combined use of the
air and ground entities. Following this statement, the concept of CNS/ATM
(Communication, Navigation and Surveillance for Air Traffic Management) has been
defined.
• Numerous actors play in this global end-to-end concept, which can be seen as a
chain linking a pilot and a controller. Although most of these actors are independent
entities, the proper interoperability of all of them is the key factor for the right
operation of the system.
Communications
• Operationally speaking, the biggest change provided by FANS is the way pilot and
controllers communicate. In addition to the classical VHF and HF voice, and to the
more recent satellite voice, digital CPDLC (Controller Pilot Data Link
Communications) will now become the primary means to communicate.
• CPDLC is a powerful means to sustain ATC communications in oceanic or remote
areas first, and it is expected to become, in a near future, an additional tool to
overcome VHF congestion in some busy TMAs.
Navigation
• FANS routes or air spaces are associated with a given RNP (Required Navigation
Performance) value. This RNP is a statement on the navigation performance
accuracy necessary for operation in this air space.
Surveillance
• Different types of surveillance may be founded. Wherever radar coverage is
possible, SSR modes A and C are still used (mode S is soon expected to be used in
such areas).
• In oceanic and remote FANS air spaces, procedurally controlled surveillance is
progressively replaced by Automatic Dependent Surveillance, which is expected to
allow for reduced lateral and longitudinal separation. It is also expected that there
will be no need for HF voice reporting any longer.
FANS A applications
• ATS Facility Notification (AFN)
Through this application, an ATC knows whether an aircraft is capable of using data
link communications. This exchange of the data link context is needed prior to any
CPDLC or ADS connection.
• Controller Pilot Data Link Communications (CPDLC)
CPDLC is a powerful tool to sustain data link communications between a pilot and
the controller of the relevant flight region.
It is particularly adapted to such areas where voice communications are difficult (e.g.
HF voice over oceans or remote part of the world), and is expected to become very
convenient to alleviate congested VHF of some busy TMAs when utilised for routine
dialogue (e.g. frequency transfer).
• Automatic Dependent Surveillance (ADS)
Through the ADS application, the ATSU automatically sends aircraft surveillance
data to the connected ATC centres (up to 4). This is done automatically and remains
transparent to the crew.
Different types of ADS "contracts" exist: periodic, on demand and on event
• AEEC623
The AEEC623 specification defines the application text formats for character-
oriented Air Traffic Services messages (e.g. departure or oceanic clearances), that
can be transmitted over the ACARS data link.
Performance requirements
The three concepts of Required Navigation Performance (RNP), Required
Communications Performance (RCP) and Required Surveillance Performance
(RSP) are all parts of a general CNS/ATM performance concept and independent
of the technologies used.
3 - AIM-FANS DESCRIPTION
The transition to CNS/ATM requires both flexibility and growth capability. For the
airplane, flexibility is the essential requirement, but requires computer power.
This was tackled right from the beginning with the AIM-FANS avionics package: indeed,
the power and flexibility of a dedicated communications unit (the ATSU) combined with
the power of a new FMS.
AIM-FANS avionics
• This new avionics unit (ATSU) has been developed to cope with data link
communications. Its functions are:
- To manage the HMI, the display and warning systems.
- To enable the access to all available communications media.
- To sustain the communications tasks.
• The FMS is a key element of the AIM-FANS system for which :
- It provides data to the ATSU
- It monitors the ATC messages and their subsequent implications
- It handles and processes some of the ATC messages
Crew interface
• The main crew interface used for the FANS applications is based on the two
DCDUs. All ATC messages, clearances (uplink message), requests or answers
(downlink messages) are displayed on the DCDU.
In addition to the DCDU, the MCDU is mainly used to prepare a request.
4 - OPERATIONAL PROCEDURES
Pre-flight phase
ICAO F-PLN filing
The CNS/ATM capabilities of the aircraft will be notified when filing in the ICAO flight
plan.
• The data link capability is notified by a letter "J" to be entered in the field 10.
• The letter "D" is also entered in the surveillance part of that field, if ADS is
available.
• The other capabilities are given in the field 18 (Other Information) under the
DAT/ information. The following code is used:
S (Satellite data link), H (HFDL), V (VHF data link), M (SSR Mode S data link)
Pre-flight checks
Prior to departing for a FANS flight, the crew will check that the required equipment is
operative.
The following items are recommended to be included in those checks:
- GPS availability
- UTC time settings
- RNP capability
- Data link communications availability
- Flight Id. (on the MCDU “COMM INIT“ page)
- Airlines’ priority list of contracted DSP for FANS operations with this aircraft
When no other CPDLC or ADS connections have been established with a previous ATC
centre, the AFN must be exercised (e.g. prior to departure, prior to entering a data link
airspace).
CPDLC procedures
CPDLC Connection
• Once the AFN has been successfully done, the ATC centre can initiate a CPDLC
connection (transparent to the crew).
• Checks are automatically done by the ATSU to validate or reject the connection:
- Connection is accepted if no previous connection already exists or, it is
relative to the next data link ATC to control the aircraft
- Connection is rejected in all other cases
• Once connection is established, the active connected ATC centre is then
displayed on the DCDU, and on the CONNECTION STATUS page of the MCDU.
To be noticed
Pending the ATN, as long as the FANS A ACARS based protocols is used, both pilot
and controllers cannot know whether a message has been delivered to their right
counterpart.
ADS procedures
ADS connections
• An ATC centre can establish ADS contracts once the AFN has been performed.
• FANS A equipped aircraft can have up to five ADS connections.
One of these is reserved to the AOC.
The aircraft has the capability to report to four different ATC centres simultaneously
using ADS.
• Different types of ADS "contracts" exist:
- periodic: the data are sent at periodic time intervals.
- on demand: the data are sent only when asked for.
- on event: the data are sent whenever a specified event occurs.
• ADS is transparent to the crew. In particular, contracts can not be modified from
the aircraft. A connection may be stopped from the ground or manually by the crew
through the CONNECTION STATUS page of the MCDU ATC menu
• ADS contracts and connections should normally be terminated by the ground system
when the:
- Aircraft has crossed a FIR boundary
- Aircraft's flight plan has been cancelled or has finished
• A Waypoint will not be sequenced if the position is offset by more 7NM aside from
this point. When an offset is flown, it is recommended that the crew keeps updated
his FMS flight plan, and that he uses the FMS Offset function.
ADS shutdown
When a shutdown occurs the controller will advise the crew of the requirements for the
position reports (by voice or CPDLC).
ADS emergency
• The emergency mode can be activated either by the pilot or the controller, and is
normally cancelled by the pilot. When selected on the MCDU ATC page, the FMS
immediately sends a message to all ATC centres that currently have contracts
established with that aircraft.
• The controller in charge of the flight shall acknowledge any ADS emergency
message.
ATS623 applications
• In case similar applications have been customised through AOC (ACARS) contracts,
these will no longer be available should the ATS623 package be chosen (e.g. AOC
DCL or OCL will no longer be sent from a customised AOC page).
5 - FANS A EVOLUTION
Enhance ADS
Current FANS A ADS system can be enhanced through the updates of the ATSU
software (CLR3.6b) and FMS Pegasus 2 software (as detailed in Appendix G).
FANS A+ standard
To improve the current FANS A package and extend the use of data link services, a
new standard, called FANS A+, has been developed.
♦ Improvements address points coming from:
- operational / in service feedback from operators
- interoperability and standardization objectives
- improvement of Human Machine Interface (HMI)
- functional evolutions
♦ New data link services have also been added with the introduction of :
- VDL mode 2, so as to increase the capacity for ATC communications
- HFDL capability for ATC (once this service is approved)
- ATS623 (Departure and Oceanic clearances, Digital-ATIS applications)
- High speed dataloading capability (AEEC 615a)
FANS A+ retrofits
1Q-2003 Jan-2004
Enhanced ADS automatically provided with FANS A+ standards
• For the time being only remote areas such as oceanic or desert areas are
implemented with FANS. In these areas ATC radar cannot be used to control Air
Traffic and HF radio is used for voice communication with ATC.
• All FIRs which are FANS equipped, do not provide the same services.
These FIRs may provide the following FANS functions
- Both ADS and CPDLC.
- ADS only
- CPDLC only
Operational approval
Rules are not yet fully available and individual operational authority may choose the
"means of compliance" stating what the applicant airline may have to demonstrate.
However, the following items will have to be complied with:
- Aircraft configuration
The aircraft should be configured in accordance with the approved certification
configuration for FANS A operations
- Flight crew training/qualification
Operating an aircraft in a FANS type environment requires from the crew
understanding, knowledge and operational use of the three C, N and S
dimensions of the CNS/ATM concept.
- Maintenance training
An appropriate maintenance training program relative to the digital
communications, must be given to maintenance people
- Approved operational documentation
The applicant airline should present to its relevant authority the FANS A
Airworthiness Approval Summary, the MEL and the AFM to be approved.
1. CNS/ATM CONCEPT.............................................................................................22
1.3. Communications........................................................................................23
1.5. Surveillance................................................................................................24
1. CNS/ATM CONCEPT
Air
Ground-based Radio
(VHF & HF) Ground
Satcom Transponder
Ground Network for
Data Communications
Differential
GNSS station
Figure 1.1
CNS/ATM global concept
1.3. COMMUNICATIONS
Operationally speaking, the biggest change provided by FANS is the way pilot and
controllers communicate. In addition to the classical VHF and HF voice, and to the more
recent satellite voice, digital CPDLC (Controller Pilot Data Link Communications) will
now become the primary means to communicate.
CPDLC is a powerful means to sustain ATC communications in oceanic or remote
areas first, and it is expected to become, in a near future, an additional tool to overcome
VHF congestion in some busy TMAs.
On board, CPDLC messages are displayed to the crew on the dedicated DCDU (Data
Communication Display Unit) screens. They can also be printed.
Ground-ground communications are also part of the concept. They serve to link and to
co-ordinate in between different ATC service organisations (or services of the same
ATC) and AOC (Airline Operational Centre). AFTN, voice or AIDC (ATS Interfacility
Data Communications) ensure these communications.
Under commercial and financial pressures, the airlines have asked for FANS benefits
without waiting for complete availability of all the appropriate tools (such as a better
Aeronautical Telecommunications Network: the ATN). That is why FANS A operations
have already started using the existing communications networks and protocols
(ACARS / ARINC 622) which are of less performance than the ATN, but were endorsed
by the ICAO as a valuable step towards an early introduction of ATM applications.
ATN is implemented and successfully operated both in Miami and Maastricht FIRs.
These ATC are currently used as test centres. First implementation phases are
scheduled for 2005, with the CPDLC Build1A program (for Miami) and Link2000+
program (for Europe). The objective of those programs is to plan and co-ordinate the
implementation of operational Air/Ground Data-Link services for Air Traffic
Management.
1.4. NAVIGATION
To fully benefit from the CNS/ATM concept, aircraft will need to attain a certain level of
navigation performance in terms of accuracy, availability, integrity and service
continuity. Required Navigation Performance (RNP) is a navigation element, which is
expected to affect currently existing airspace structures and lead to a whole new
concept in air navigation. Another modern navigation trend involves the development of
instrument procedures that are not based on conventional radio Navaids. This type of
navigation is called Area Navigation or RNAV. It can be used En-route, in association
with the RNP concept, but also for terminal area navigation and instrument approach
procedures.
Refer to the “Getting to grips with modern navigation” document for detailed
explanations.
1.5. SURVEILLANCE
Different types of surveillance may be found. Wherever radar coverage is possible, SSR
modes A and C are still used. Mode S is expected to be used in such areas where
traffic densities are high enough to warrant it.
ATSU
ACARS networks
Airline Air
Operations Traffic
Control Control
Figure 2.1
FANS A architecture
2.2.1.2. SATCOM
Until Satcom, radio-communications suffered from VHF line-of-sight limitations along
with the unreliability and variable quality of HF. Satellite links overcome these
weaknesses, being unaffected by distance or ionospheric conditions. Satcom are thus
playing a major role in the implementation of ICAO’s CNS/ATM concept for Air Traffic
Control in the 21st century, supporting both ADS and CPDLC applications over the
oceans and wilderness areas.
Operational trials have started in some parts of the world to demonstrate that HFDL
could be used for ATC. Good results have so far been gathered. HFDL performance
happens to be better than current HF voice. It is not as good as VDL or Satcom, but in
some areas such as Polar regions where neither VDL nor Satcom are available, HFDL
for ADS or CPDLC is expected to be used efficiently.
• INMARSAT: covers the space segment through its satellite constellation, which is
accessed by numerous GES operators (most of them being sub-contracted).
• ARINC: through its so-called ADNS network, ensures the SATCOM, VHF and HFDL
(High Frequency Data Link) air-ground processing through numerous GESs and
RGSs.
• SITA: through its so-called AIRCOM system, ensures the SATCOM and VHF air-
ground processing through numerous GESs and RGSs.
• AVICOM: this Japanese provider ensures a VHF air-ground processing within Japan
Both ARINC and SITA networks operate with national service providers and are
currently interconnected to provide a global interoperability of ATS data link
applications. This means for instance, that an aircraft using a VHF data link under a
SITA agreement can nevertheless operate in a FANS ATC area using an ARINC
contract (refer to § 2.2.2.2).
Whenever there is a switching for instance from VHF to Satcom (or vice versa), the
ATSU sends a Medium Advisory (MA) message to the DSP indicating the status of the
communications with each medium. Such an automatic function is needed to fulfil the
logic that determines the routing of any uplink message. It is transparent to both the
pilot and the controller and ensures that uplink messages can be sent to the aircraft
irrespective of the medium or communications service providers used.
Network Network
Interoperability Interoperability
ATC 1 ATC 2
The following points however must be well understood and will have to be underlined in
training:
• handling of CPDLC messages requires time:
- reading and interpreting a written clearance was found to be less immediate than
hearing the same one
- preparing and sending a request through the combination of the MCDU and
DCDU is longer than directly using the mike.
• the party line is lost (the pilot can no longer listen to the surrounding transmissions)
This is done automatically and remains transparent to the crew. These are air-ground
downlink messages.
In the FANS A system, the ADS is based on these contracts, which are set by the ATC
centres to satisfy their operational needs for surveillance, as dictated by circumstances
(e.g. traffic density). The crew cannot modify these contracts, but the controller can. And
so can he specify the parameters of the contract. Optional data groups may thus be
added in the contract request. Obviously, at anyone ATC centre, only one contract may
exist at any one time, and whenever a modification is asked by the controller, a new
contract is set, which cancels the previous one.
Another type of contract may be found: the emergency mode. When the crew activates
this mode, the data are automatically sent at a high rate (every 64 seconds),
independently of the previous contract.
Appendix B lists the various elements and groups of data of the ADS messages, and
provides some details on the different contracts.
Based on these contracts, directly addressed between an ATC centre and a given
aircraft, ADS is then usually called ADS-C (where C stands for Contract), or ADS-A
(where A stands for Addressed). Both these designations are equivalent.
In a future step, the aircraft are expected to have the capability to broadcast their
positions and intents not only to the ground, but also to other aircraft in their vicinity.
Trials of this ADS-B (B stands for Broadcast) have already started. Associated with
Cockpit Display of Traffic Information (CDTI), ADS-B is intended to be an enabler to free
flight concepts.
2.3.4. AEEC623
The AEEC623 specification defines the application text formats for character-oriented
Air Traffic Services messages that can be transmitted over the ACARS data link.
The main AEEC623 applications are the followings:
- D-ATIS (Digital – Automatic Terminal Information Service)
- Oceanic Clearance (OCL)
- Departure Clearance (DCL)
- Terminal Weather Information for Pilots
- Pushback Clearance
- Taxi Clearance
These applications will enhanced the existing customised AOC applications as
transaction messages will no more go through the airline host but directly from the ATC
to the aircraft (via DSP).
Each aircraft operating in RNP airspace shall have a total system navigation position
error equal to, or less than, the RNP value for 95 % of the flight time.
See Figure 2.3 illustrating the track error accuracy.
Containment
2X
Accuracy limit
X (RNP value)
Desired Flight Path
X
Accuracy limit
2X
Containment
Figure 2.3
RNP concept
The RNP concept together with the FANS A navigation capabilities of the Airbus aircraft
are fully described in the "Getting to grips with modern navigation" brochure.
Remark: over North Atlantic, MNPS airspace has been defined before the RNP concept.
It is assumed that MNPS is equivalent to RNP11.
2.4.3. REQUIRED COMMUNICATION PERFORMANCE (RCP)
The RCP concept defines the end to end communications performance which is
required to operate in a specified airspace or under specified procedures of operation. It
is determined by the relevant authorities for the considered area, taking account of
various parameters such as targets level of safety, separation assurance criteria or
functional hazard analysis. Human factors considerations are also taken into account to
reflect the human performance to complete an exchange of communication by initiating
a reply.
The RCP is independent of the technology used and is applicable to both voice and
data communications.
It is now commonly agreed upon that the prime parameter in assessing the technical
performance of the communications, is the delay experienced by the exchange of data
between the end users (e.g. pilot / controller).
According to the latest work of the RTCA/EUROCAE groups, the following terms have
been defined to characterise the RCP statement:
• Delay: is a measure of the time required for an information element to transit
between two identifiable points.
• Integrity: is expressed as the probability of an undetected system-induced failure of
message transmission (i.e. undetected message error, wrong address, lost message
transmission).
• Availability: is the ratio of actual operating time to specified operating time.
When such a concept is endorsed by the relevant airworthiness authorities and is
applicable to some CNS/ATM operations, it is intended that further details will be added
in this chapter to help the airline in defining its operational context.
2.4.4. REQUIRED SURVEILLANCE PERFORMANCE (RSP)
The RSP concept, at the time of this edition, is not mature enough to be described here.
It is intended that further editions give here the expected level of information to help the
airline in defining its operational criteria.
FANS A applications
• ATS Facility Notification (AFN)
Through this application, an ATC knows whether an aircraft is capable of using
data link communications. This exchange of the data link context is needed prior
to any CPDLC or ADS connection.
• Controller Pilot Data Link Communications (CPDLC)
CPDLC is a powerful tool to sustain data link communications between a pilot and
the controller of the relevant flight region.
It is particularly adapted to such areas where voice communications are difficult
(e.g. HF voice over oceans or remote part of the world), and is expected to
become very convenient to alleviate congested VHF of some busy TMAs when
utilised for routine dialogue (e.g. frequency transfer).
• Automatic Dependent Surveillance (ADS)
Through the ADS application, the ATSU automatically sends aircraft surveillance
data to the connected ATC centres (up to 4). This is done automatically and
remains transparent to the crew.
Different types of ADS "contracts" exist: periodic, on demand and on event
• AEEC623
The AEEC623 specification defines the application text formats for character-
oriented Air Traffic Services messages (e.g. departure or oceanic clearances),
that can be transmitted over the ACARS data link.
Performance Requirements
The three concepts of Required Navigation Performance (RNP), Required
Communications Performance (RCP) and Required Surveillance Performance
(RSP) are all parts of a general CNS/ATM performance concept and
independent of the technologies used.
3. AIM-FANS DESCRIPTION
• On a short term basis, FANS A routings are being opened (e.g. Europe / Asia
through the Bay of Bengal, Europe / North America or Australia / South Africa in
complement to the current operative Pacific area).
• On a mid term basis (2007- 2010), ICAO SARPS*-compliant ATN development
should allow FANS B to spread around the world, thus enabling a full-performance
data link. Regions of low traffic density may plan to then leapfrog the FANS A step
and go directly to FANS B. The potential economic benefits however, lie mainly in
the high traffic density areas for which FANS B is designed.
• On a long term basis (starting around 2015), a generalisation of FANS B is
expected, since the search for the best economic benefits and the tremendous
increase of traffic should then lead to a world-wide generalisation of this concept.
Other operational concepts and technologies, such as ADS-B, are expected to come
into service.
The following figure summarises the Airbus implementation of CNS/ATM (four main
steps leading to global implementation of ICAO standards).
2015
FANS B
High and Low
2007 density airspace
FANS B C & S: Over ATN and
High Density airspace ADS-B
2000 C: Over ATN N: Extended Satellite.
FANS A S: Over ADS-B Nav.-based
Oceanic/Remote N: GNSS/RNP (GNSS)/RNP
airspace - Low density ATM: Air Traffic Control ATM: Air Traffic
(enhanced procedures, Management using
1998 C & S: ATC/AOC
ICAO standards
datalink over ACARS starts transition towards
Pre-FANS Free Flight)
N: GPS-based
Airline Datalink
ATM: Air Traffic
C: AOC by ACARS
Control Procedures
N: Classical means Extension of FANSB
enhancement
S: Transponder to low density areas
ATM: Air Traffic
Control procedures
Ground accommodation of FANS A legacy systems
Figure 3.1
Airbus implementation of CNS/ATM
Four main steps leading to global implementation of ICAO standards
It is considered that FANS A, FANS B and non-FANS environments will co-exist for
many years. The aircraft's ability to go seamlessly from one environment to another is a
fundamental asset, which was one of the prime design objectives of the Airbus
architecture.
Further extensions to FANS B, such as free flight concepts (as described either in the
NAS - US National Air Space - program or mentioned in the EATMS - European Air
Traffic Management System - operational concept for instance), are also already
considered: the provisional capacity for data broadcast operations (e.g. ADS-B) have
been secured in the proposed system.
Longer term philosophy aiming at defining whether or not and to which extent, the crew
will be responsible for their own separation is beyond the scope of the aircraft
manufacturers alone.
As a conclusion to this brief overview of the implications of CNS-ATM we can say that
the transition to this new way of operating requires both flexibility and growth capability.
For the airplane, flexibility is the essential requirement:
• Flexibility to grow as the CNS-ATM concept evolves
• Flexibility to adapt to inevitable unforeseen developments of the environment
• Flexibility to operate in mixed ATC environments
But flexibility requires computer power. This was tackled right from the beginning with
the AIM-FANS (Airbus Interoperable Modular -FANS) avionics package: indeed, the
power and flexibility of a dedicated communications unit (the ATSU) combined with the
power of a new FMS.
Figure 3.2
AIM-FANS architecture
In the frame of FANS A and B, only one ATSU is used. But for later steps, two ATSUs
can be installed, dealing with all the expected evolutions, as aircraft operation and
safety become more dependent on data link communications.
The ATSU is a hosting platform, which has been designed so as to take provision of all
foreseen evolutions. This modularity concept for both software and hardware permits to
ease a quick and dependable introduction of all the ATC data link capability during the
transition to the ultimate full FANS.
Figure 3.3
The FMS is a key element of the AIM-FANS system for which it ensures three main
functions:
• it provides data to the ATSU
• it monitors the ATC messages and their subsequent implications
• it handles and processes some of the ATC messages
The FMS can first be seen as a data provider for both ADS and CPDLC messages. As
such, it periodically sends all the ADS parameters, whether for the basic group
(position, altitude, cross track...), the predicted route frame or the intent group. The
predicted position, altitude, speed or sequencing time for up to the next 2 waypoints of
the flight plan are thus sent by the FMS to the ADS application of the ATSU.
Position reports messages whether for manual CPDLC messages or for automatic ADS
are processed by the FMS.
The FMS monitors the ATC conditional or deferred clearances that are linked to the
navigation (e.g. "AT ALCOA CLIMB TO AND MAINTAIN FL 350"). It triggers the signal
to warn the pilot of the completion of the clearance.
Whenever confirmation messages are received (e.g. "CONFIRM ASSIGNED SPEED")
it automatically proposes the answer to the pilot. This is true for both current data (e.g.
altitude, speed, route...) or target data (e.g. altitude, speed, heading...)
Route requests or route clearances are processed by the FMS. Once prepared in the
secondary F-PLN, a route request is sent by the FMS to the ATSU/DCDU prior to being
sent. Similarly, once a route clearance (or a re-route proposed by the AOC) is received,
it is loaded into the FMS, which acknowledges or rejects this new routing. The reasons
for a rejection (for instance proposed waypoint not in database) are indicated to the
pilots so that they can solve the issue. Co-ordination and exchange of F-PLN between
ATC, AOC and the aircraft is processed with the FMS.
Figure 3.4
FANS HMI
The retained interface, with the two DCDUs in the core part of the cockpit, provides for a
minimum perturbation of the existing procedures. This allows for a simple reversion to
backup voice-based procedures when needed.
Colour coding and/or reverse video on the DCDU have been used to differentiate
between titles, text, main parameters in the text, uplink or downlink messages.
The DCDU provides for full time accessibility and readability for both crew, which
requires only limited head-down time.
a) DCDU
• The two DCDUs are the compulsory data link communications focal point for either
type of messages (up or down link).
• It is recommended to keep both DCDUs without anything displayed. This, to allow
for an immediate display of a new message. Consequently, it will be recommended
to clean up the screens whenever a message has been completely treated and does
no longer require to be displayed.
• Both DCDUs are identical, are interconnected and have the same displays. Any
operation on either DCDU is valid for both of them.
ATC Centre Message
Identification Status
and message
time
Current
Brightness message
key Print key
Message Page
Slew key Slew key
Informatio
n Field
Function Function
keys keys
b) MCDU
• The MCDUs are also part of the ATS data link system. They are used to prepare the
request type of messages or free text messages. They also provide for an access to
the file of the stored messages.
• The "ATC COMM" key of the MCDU gives access to the various pages of the ATS
data link system
c) Alert
• The alert function is triggered each time a new uplink message arrives or whenever
a deferred report or clearance expires.
• Both the "ATC MSG" pushbuttons on the glareshield are lighted and flash until a
positive action of the crew (either by pressing one of the pushbuttons or by
answering the uplinked message on the DCDU) is done to stop the alert.
• The specific ATC audio sound may also be activated (15 sec delay)
d) Messages
• As soon as the alert is triggered, the associated ATC message may be accessed
and viewed on both DCDUs. It is automatically displayed (whether the screens of the
DCDUs are free or not) if it is an "urgent" or "distress" message.
• Request messages can be brought to the DCDU as soon as the crew has activated
the corresponding command ("ATC REQ DISPL").
• Pending messages can be brought (one at a time) to the DCDU by the crew who
can review them in the order they want.
• The crew can (and is recommended to do so) clean up the DCDU through a specific
function key ("CLOSE") once the displayed message has been entirely treated.
e) Printer
• A print function is available on the DCDU to print the currently displayed message in
whole. This can be done at any time.
f) FMS/DCDU interface
• An ATC F-PLN can be loaded in the secondary F-PLN of the FMS. This is done
through the "LOAD" key of the DCDU. The crew is kept aware of the result of this
loading by an indication located on the DCDU (e.g. "LOAD OK", or "LOAD
PARTIAL"). Whenever this loading cannot be done entirely (for instance waypoint
not in data base, runway/ILS mismatch,..) the pilots can access the MCDU
secondary F-PLN pages to assess the reasons for the rejected parameters, and take
appropriate actions.
g) ADS
• ADS reports are automatically sent to the ground without any possibility for the crew
to either see or modify them.
• A CPDLC emergency message (e.g. "MAY DAY") automatically activates the ADS
emergency mode.
h) Colour coding
The following colour coding philosophy is used for the DCDU:
• Uplink messages are displayed with the text in WHITE and the main parameters are
highlighted in CYAN
• Configuration or failure requiring awareness but not immediate action are displayed
in AMBER
i) Miscellaneous
• A star. “ * ” in front of a LSK means the key is activated.
• New messages coming from the controller are displayed immediately if they are
‘Distress’ or ‘Emergency’ or if the message file is empty. Else they are filed and can
be displayed through dedicated flight crew actions (MSG keys of the DCDUs).
The flight crew can process (i.e. answer or send) the filed message in any order.
The message access principle is based on the following figure:
MSG 1/4
MSG 2/4
MSG 3/4
MSG 4/4
PGE 1/3
PGE 2/3
PGE 3/3
MSG- PGE-
MSG+ PGE+
Figure 3.6
Messages and pages management
Any next or previous page for a currently displayed message can be accessed through
a press on DCDU commands ‘PGE+’ and ‘PGE-’.
Any next or previous message of the file can be accessed though a press on DCDU
commands ‘MSG+’ and ‘MSG-’.
Note: Several scenarios are provided in Appendix G, H and I to develop the handling of
both DCDU and MCDU
The transition to CNS/ATM requires both flexibility and growth capability. For the
airplane, flexibility is the essential requirement, but requires computer power.
This was tackled right from the beginning with the AIM-FANS avionics package:
indeed, the power and flexibility of a dedicated communications unit (the ATSU)
combined with the power of a new FMS.
AIM-FANS Avionics
• This new avionics unit (ATSU) has been developed to cope with data link
communications. Its functions are:
- To manage the HMI, the display and warning systems.
- To enable the access to all available communications media.
- To sustain the communications tasks.
Crew Interface
• The main crew interface used for the FANS applications is based on the two
DCDUs. All ATC messages, clearances (uplink message), requests or
answers (downlink messages) are displayed on the DCDU.
In addition to the DCDU, the MCDU is mainly used to prepare a request.
4. OPERATIONAL PROCEDURES
4.1. INTRODUCTION
The following chapter depicts some important and general procedures for an
operational use of CNS/ATM systems.
As already explained FANS routes are, and will be, regionally opened, based on the
availability of ground equipment and technologies. Operational procedures are defined
for each area and published in “Operations Manuals” such as POM (Pacific Operations
Manual) or IOOM (Indian Ocean Operations Manual).
The CNS/ATM capabilities of the aircraft will be notified when filing in the ICAO flight
plan. A letter code has been defined for this information.
The data link capability is notified by a letter "J" to be entered in the field 10
(Equipment). The letter "D" is also entered in the surveillance part of that field, if ADS is
available. The other capabilities are given in the field 18 (Other Information) under the
DAT/ information.
10 - EQUIPMENT
J / D
18 - OTHER INFORMATION
DAT / SV
In this example, the data link is ensured by both Satellite and VHF, and ADS is
available.
The following code is used:
- S...........Satellite data link
- H...........HF data link
- V...........VHF data link
- M...........SSR Mode S data link
If RNP is expected, field 18 will also mention: NAV/RNP. (Refer to “Getting to grips with
modern navigation” brochure).
The aircraft registration is also to be notified in the Field 18. This will be used for
correlation purposes by the ATC through a comparison of it with the one contained in
the AFN logon (see here-after).
• Pre-flight checks
Prior to departing for a FANS flight, the crew will check that the required equipment is
operative. The following items are recommended to be included in those checks:
- GPS availability
- UTC time settings
- RNP capability
- Data link communications availability (e.g. Satcom logged)
- Flight Id. (on the MCDU “COMM INIT“ page)
- Airlines’ priority list of contracted DSP for FANS operations with this aircraft (refer
to §7.3.1).
If the data link is to be used a short time after the departure, the ATS Facilities
Notification (AFN) function (described here after) will have to be completed prior to take
off. As a general rule, it is worth noting that the AFN should be completed 30 to 45
minutes before entering the CPDLC/ADS air space.
The AFN must be successfully completed prior to any connection is being established.
The AFN can be initiated:
- Manually by the pilot (e.g. the first notification which is always manual); or
- Automatically by an ATC using the address forwarding process transparent to the
crew (refer to §4.4.2). In case this process fails, a manual connection should be
done.
The table below emphasises the ways to initiate an AFN depending on the services
provided by the “Current Data Authority” (FROM) and the “Next Data Authority” (TO).
TO
CPDLC only ADS only CPDLC & ADS
FROM
CPDLC only Automatically Automatically Automatically
ADS only Manually Manually Manually
CPDLC & ADS Automatically Automatically Automatically
• Manual AFN
When no other CPDLC or ADS connections have been established with a previous ATC
centre, the AFN must be exercised (e.g. prior to departure, prior to entering a data link
airspace, or following a failure to re-initiate a connection)
To this end, the pilot sends a first AFN CONTACT message (FN_CON). This is done
through the NOTIFICATION page of the ATC pages on the MCDU, when the crew
enters the ICAO 4 letter code of the ATC centre and the automatic exchange of
messages between the ground and the aircraft is correctly done. The ATC centre
replies to the FN_CON by an AFN ACKNOWLEDGE (FN_ACK).
Remark:
Pending the appropriate FANS stations installation in the next coming year in both Nav
Canada (Gander Oceanic) and UK NATS (Shanwick Oceanic), ADS is not true ADS.
The connection is NOT done with either of these centres, but to the ARINC Central ADS
(CADS) computer in Annapolis, which then transforms the received ADS reports into
position reports as if received by the aeradio operators and then transmitted to the
controllers via AFTN (Aero Fixed Telecom Network).
So, although the "logon" is apparently performed to the Gander or Shanwick centres
(when the crew type the 4-letter address on the NOTIFICATION page) it is indeed
connected to the CADS. ADS, or pseudo ADS, is however not a CPDLC. There is no
connection between a controller and the aircraft.
The original goal of ADS was to reduce horizontal separation, and as such ADS is
transparent to the crew: this choice of design has been done because ADS is a
surveillance tool, to be used in conjunction with communications media (CPDLC).
MCDU
MCDU
Figure 4.1
Manual Notification
When the ATC centre receives the “AFN Contact” message, it replies by
an “AFN Acknowledge”. When this acknowledgement is received on
board, "NOTIFIED" is displayed on the NOTIFICATION page. This means
the ATC has been correctly informed of the aircraft’ datalink capabilities.
This AFN procedure is more or less transparent to the crew, but must be
understood.
Pre-flight phase
Pre-flight checks
Prior to departing for a FANS flight, the crew will check that the required equipment is
operative.
The following items are recommended to be included in those checks:
- GPS availability
- UTC time settings
- RNP capability
- Data link communications availability
- Flight Id. (on the MCDU “COMM INIT“ page)
- Airlines’ priority list of contracted DSP for FANS operations with this
aircraft
When no other CPDLC or ADS connections have been established with a previous
ATC centre, the AFN must be exercised (e.g. prior to departure, prior to entering a
data link airspace).
Once the AFN has been successfully done (“ATC NOTIFIED” on the MCDU Notification
page), the ATC centre can initiate a CPDLC connection.
Here also, an exchange of two messages (CONNECTION REQUEST and
CONNECTION CONFIRM) occurs between the ground and the aircraft to initiate the
connection. But this is transparent to the crew.
Checks are automatically done by the ATSU to validate or reject the connection:
- Connection is accepted if no previous connection already exists
- Connection is accepted if it is relative to the next data link ATC to control the aircraft
- Connection is rejected in all other cases
DCDU
MCDU
Figure 4.2
CPDLC connection
When CPDLC connection has been established, the active ATC is
indicated on both DCDU and MCDU
Note: The “Active ATC” line on the MCDU is dedicated to CPDLC connection status.
- The active data link ATC is usually called the Data Authority.
- The next data link ATC is usually called the Next Data Authority (NDA).
• Nominal case
To inform the aircraft avionics (i.e. ATSU box) that a transfer of control will be done, the
current active ATC sends a so-called NDA message to the aircraft. This is the only way
for the ATSU to be aware of and to accept the connection with the next ATC centre.
Once a NDA message has been received, the aircraft is waiting for the connection with
the next ATC centre.
DCDU
MCDU
Figure 4.3
Notification of transfer to the next ATC
• Abnormal cases
If the aircraft NDA message has not been received at the time when the next ATC
centre tries to connect, this connection attempt is rejected. This is transparent to the
crew.
Whenever the controller of the transferring ATC knows the NDA message has not been
delivered, he will ask the crew for a manual AFN with the next centre. Either voice or
CPDLC can be used for this. The following phraseology is recommended:
- Controller: " Contact (ATCXXXX). Frequency YYYYY. Select ATC com off then
logon to ATCXXXX "
- Pilot: "WILCO".
- The first ATC sends an AFN Contact Advisory message to the aircraft
- The aircraft acknowledges this message and sends an AFN contact message to the
next ATC
- This second ATC acknowledges the demand through an FN_ ACK message
- The aircraft sends an AFN Complete (FN_COMP) message to the first ATC, to
inform it of the completion of the AFN
DCDU
MCDU
Figure 4.4
Transfer to the next ATC
• Abnormal cases
Whenever the previous exchanges are not successful, a manual connection is to be
done. The controller of the first ATC will ask the crew to manually send an AFN logon to
the next ATC as explained in the previous paragraph (§4.4.2.1).
If the next ATC centre has not been connected to the aircraft at the time the "END
SERVICE" message is received, the aircraft is left without any connection.
There are two cases in which the avionics will terminate established connections.
- When any uplink messages remain open when the aircraft receives an END
SERVICE message,
- When the END SERVICE element is part of a multi-element message where
none of the elements require a WILCO response.
In both cases an error message will be generated to both ATS systems and a
deconnection with both ATC will occur.
If any downlink message remains open when the aircraft receives an END SERVICE
message, the avionics will close the message and terminate the CPDLC connection
with the current ATC. This will not affect the CPDLC connection with the next ATC.
• Planned shutdown:
- It should be notified through NOTAM, Voice is to be used
• CPDLC Resumption
Once CPDLC can be resumed, the following voice phraseology applies:
- The controller, through voice, announces: "CPDLC operational. Logon to (ATC
XXXX)
- The pilot answers: "Logon to XXXX"
4.4.7.1. TO BE KNOWN
Pending for the ATN, as long as the FANS A ACARS based protocols exist, both pilot
and controllers cannot know whether a message has been delivered to their right
counterpart.
However, the following is worth noting:
- Whenever the controller sends a message to an aircraft, a message assurance is
triggered to indicate the controller that his message has reached the right aircraft
(but this does not mean the message has been displayed and read by the pilot
- Whenever the crew sends a message to a controller, the "SENDING" then
"SENT" indications displayed on the DCDU, indicates that the message has been
delivered to the network. This does not mean the message has been displayed
and read by the relevant controller.
Should any doubt or problem occur when dialoguing through CPDLC, voice should
be resumed.
- DISREGARD: This up link message means that the previous up link shall be ignored.
DISREGARD should not refer to an instruction or clearance. Another element shall be
added to clarify which message is to be disregarded.
- CONFIRM: The present parameter (e.g. position, altitude, speed...) is awaited by the
controller whenever CONFIRM XXXX is used. The DCDU will automatically propose to
the crew the current FMS target linked to the considered parameter. Sending this
answer is done directly on the DCDU. Should the crew be not satisfied with the
proposed answer, he then could modify before sending.
- CONFIRM ASSIGNED: The currently assigned parameter (e.g. altitude, speed, route)
is awaited by the controller whenever CONFIRM ASSIGNED XXXX is used.
- Up link: A 120 second round trip delay on 95%. Round trip being obtained by
comparing the time the up link is sent from the controller system against the time
the message assurance (indicating successful delivery) was received back to the
ground controller station. To be noted that a 6 minute round trip delay is also
aimed at on 99%.
As an order of magnitude both controller and pilot should consider that it takes up to
one minute for a message to be received, around 30 seconds for the pilot or controller
to take action and respond and up to one other minute for the reply to be received.
STANDBY answers assume that a further response should come within the next 10
minutes. The message thus remains open. If the controller does not respond within this
time the pilot shall send an inquiry. In no case should a duplicate message be sent (this
would cause failure of the system).
- Whenever ADS is not used, CPDLC position reporting will be done once the
waypoint is passed over (or abeam when an offset is in progress). Use of the
POSITION REPORT message (as given on the MCDU ATC pages) is expected.
- Updating the estimate for a given waypoint should be done through a free text
message in the form of e.g. "REVISED ETA ALCOA 1034"
- Whenever a position report is not received by the ground, the controller may ask
for it through the CPDLC up link: "REQUEST POSITION REPORT"
- The use of the automatic position report capability should be preferred to manual
position report where CPDLC position reporting is needed.
• Sequencing Abeam waypoints
The FMS does not sequence the active waypoint when the aircraft is abeam this point
by more than 7 NM. In this case, the waypoint is not sequenced on the CPDLC report
message. It is thus recommended to use the offset function of the FMS so as to send
true position reports. Once again, and specially in RNP or FANS route, updating the
flight plan is highly recommended.
The issue is limited to ATC communication (CPDLC) for reporting Ident Waypoint coded
in Arinc424. ADS does not use identifiers, but reports all lat./long waypoints, including
the Reported Waypoint (in the Basic group) or a Waypoint Change Event report, Next
and Next+1 waypoints (in the Predicted Route Group), as well as all those that force
track, speed or altitude changes and are reported as “ADS Intent points”.
Many ATC centres cannot accept position reports containing latitude and longitude
(Lat./Long) in ARINC 424 format (e.g. 4050N). Position reports containing Lat./Long
waypoints within these areas will be accepted in whole latitude and longitude format
only. Flights unable to send position reports in whole latitude and longitude format must
accomplish position reporting via HF voice.
Remark: "Standardised free text" messages have been developed and agreed upon
by the main FANS actors of the South Pacific area, to cope with the lack of pre-
formatted functions.
Free text message received on board will be closed once ROGER has been answered.
ROGER is the sole response to any up linked free text.
Pilots should be aware of the CPDLC emergency procedures, which apply in the
considered area. The emergency mode is activated through the EMERGENCY prompt
of the ATC menu page.
In particular, they should know what can be expected from the controller once the
emergency mode is triggered.
The general rules usually apply:
- The controller shall also attempt a voice contact after he has acknowledged an
emergency message through CPDLC
- If CPDLC is the best (or the sole) means for communications, the current controller
will keep the connection active to provide the assistance. In particular, no transfer
(either automatic or manual) of connection will be done.
Remark: When both CPDLC and ADS are active, sending an emergency message
through CPDLC automatically switches the ground ADS contract to the "High Periodic
Reporting rate" (ADS Emergency mode). Conversely, sending the CPDLC "CANCEL
EMERGENCY" message deactivates the ADS emergency mode.
To be noticed
Pending the ATN, as long as the FANS A ACARS based protocols is used, both pilot
and controllers cannot know whether a message has been delivered to their right
counterpart.
In the FANS A+ package, the initial FANS A HMI (as defined here above) has been
modified to provide additional information relative to ADS/CPDLC connections.
FANS-A FANS-A+
"OFF"
ADS "OFF"
"ARMED"
Connection Status on MCDU "ON"
"CONNECTED"
Note: The ADS system must be set to “ON” (or “ARMED” with FANS A+), prior to
perform an ATC notification. This setting is the default status.
With FANS A+, ADS connection status will stay on “ARMED” after AFN until at least
one contract has been established. At this time, the ADS status switches to
“CONNECTED”. This is not the case with FANS A, for which ADS status is “ON” before
and after a contract establishment (see examples hereafter).
Even if there are no connections, the CPDLC When there are no connections, the default
connection status is displayed. screen is black.
There is no CPDLC connection, but 2 ADS contracts have been set up.
In case of ADS-only, the information given by There is no ambiguity regarding the ADS
the DCDU screen can be misleading. Even if status on the DCDU screen
there is “NO active ATC”, ADS contract could
have been set up.
DCDU is devoted to CPDLC application. No DCDU is devoted to both CPDLC & ADS
information relative to ADS contracts are applications. Information relative to ADS
available contracts are available
A CPDLC connection exists, but no ADS contract has been set up.
We can not see that no ADS contracts has We can see that no ADS contracts has been
been set-up (ADS is “ON” or “OFF”) set-up. (ADS is either “OFF” or “ARMED”)
In the example given through this figure, four centres have set up ADS contracts.
Pressing the appropriate LSK cancels the ADS contract established by the
corresponding ATC centre.
ADS contracts and connections should normally be terminated by the ground system
when the:
- Aircraft has crossed any FIR boundary and has passed beyond the normal "back
co-ordination" parameter
- Aircraft's flight plan has been cancelled or has finished
Note: Once the ATC centre has been notified ("NOTIFIED" is displayed on the MCDU),
the ADS should not be set to off, unless instructed to do so (e.g. ATC request).
If the ADS is set to off, the ATC centre can no longer be provided with ADS
reports.
If an offset is manually flown, in a Heading Select mode for instance, both the intent and
predictions as sent by the FMS for ADS purpose, may be incorrect. A Waypoint will not
be sequenced if the position is beyond 7NM from this point.
It is then recommended that the crew keeps updated his FMS flight plan, and that he
uses the FMS Offset function. When an Offset is flown with the FMS, the intent and
predicted route information will be provided along the offset route.
This means that all the established connections switch to this emergency mode and the
High Reporting Rate will be automatically selected.
The controller in charge of the flight shall acknowledge any ADS emergency message.
This is done through either a voice contact or a free text CPDLC message.
The following phraseology is then expected: "ROGER MAYDAY" or "ROGER PAN".
It is to be noticed that when the pilot cancels the emergency mode, the existing
contracts are unaffected by this cancellation.
Operating these applications is done with both the DCDU and the MCDU. Although very
similar to the current FANS A functions, differences exist and must be kept in mind:
- ATS623 exchanges do not require a permanent connection between the ground
and the aircraft systems
- ATS623 exchanges have been built upon voice exchanges: crew request, ground
clearance, crew read-back and ground confirmation. This was a requirement
from the Airworthiness Authorities.
- ATS623 exchanges do not allow for any data-link refusal of a clearance
- No Time stamp information are available for ATS623 exchanges.
It is to be noted that in case similar applications have been customised through AOC
(ACARS) contracts, these will no longer be available should the ATS623 package be
chosen. This means that AOC DCL or OCL will no longer be sent from a customised
AOC page.
Note: ATS623 applications are not FANS applications, but are considered as such
because using the DCDU/MCDU to exchange messages.
Ground DSP
1- M CDU +
DCDU Request DCL
‘ sending ’
NAT ACK DSP
‘ sent ’
Clearance
2- ATC
MSG + DCDU
NAT = Network Acknowledgement Timer
AUCT = ATC Uplink Confirmation Timer
3-
DCDU Answer (ACK)
‘ sending ’
NAT ACK DSP
‘ sent ’
AUCT
Confirmed
4-
ATC
MSG +
DCDU
2- Departure Clearance reception: An uplink clearance is received: the aural and visual
warnings are activated, and the message is displayed on the DCDU.
3- Departure Clearance readback: If the pilot accepts the clearance, he selects the
proposed ACK answer on the DCDU and sends it to the ground together with the
clearance.
ADS Connections
• An ATC centre can establish ADS contracts once the AFN has been performed.
• FANS A equipped aircraft can have up to five ADS connections.
One of these is reserved to the AOC.
The aircraft has the capability to report to four different ATC centres
simultaneously using ADS.
• Different types of ADS "contracts" exist:
- periodic: the data are sent at periodic time intervals.
- on demand: the data are sent only when asked for.
- on event: the data are sent whenever a specified event occurs.
• ADS is transparent to the crew. In particular, contracts can not be modified from
the aircraft. A connection may be stopped from the ground or manually by the
crew through the CONNECTION STATUS page of the MCDU ATC menu
• ADS contracts and connections should normally be terminated by the ground
system when the:
- Aircraft has crossed a FIR boundary
- Aircraft's flight plan has been cancelled or has finished
• A Waypoint will not be sequenced if the position is offset by more 7NM aside from
this point. When an offset is flown, it is recommended that the crew keeps
updated his FMS flight plan, and that he uses the FMS Offset function.
ADS shutdown
When a shutdown occurs the controller will advise the crew of the requirements for
the position reports (by voice or CPDLC).
ADS Emergency
• The emergency mode can be activated either by the pilot or the controller, and is
normally cancelled by the pilot. When selected on the MCDU ATC page, the FMS
immediately sends a message to all ATC centres that currently have contracts
established with that aircraft.
• The controller in charge of the flight shall acknowledge any ADS emergency
message.
ATS623
• Pending for a greater maturity of standardised services, Airbus has decided to
implement only three AEEC623 applications:
- Departure Clearance (DCL)
- Oceanic Clearance (OCL)
- Digital – Automatic Terminal Information Service (D-ATIS)
• In case similar applications have been customised through AOC (ACARS)
contracts, these will no longer be available should the ATS623 package be
chosen (e.g. AOC DCL or OCL will no longer be sent from a customised AOC
page).
• However, ,customised AOC functions such as Pre-Departure Clearance (PDC),
which is not compliant with the AEEC 623 specifications, will remain possible
through the ACARS.
5. FANS A EVOLUTION
Improvements address points coming from feedback from operators (e.g. ADS
information on DCDU), interoperability and standardisation objectives (e.g. addition of
CPDLC elements to clarify some messages) or have been dictated by improvement of
Human Machine Interface (HMI) or by functional evolutions (e.g. availability of the
"LOAD" command on the DCDU).
New data link services have also been added with the introduction of :
- VDL mode 2, so as to increase the capacity for ATC communications
- HFDL capability for ATC (once this service is approved)
- Departure and Oceanic clearances together with Digital-ATIS applications
(ATS623)
- High speed dataloading capability (AEEC 615A)
These services are optional and may be chosen separately according to the airlines
needs and types of operations.
Note: The following evolutions are independent of the software update providing an
enhanced ADS (detailed in §5.1) and will be basics for A330/A340 at the entry into
service since January 2004.
- MCDU “ADS DETAIL” page lists ATC centres with active ADS contracts. They
can easily be disconnected separately through the appropriate right Line Select
Key (LSK) of the MCDU (as detailed in § 4.5.2).
• Modifications on DCDU:
- FANS A DCDU was designed to be operated in an ADS/CPDLC environment, as
it was foreseen in the CNS/ATM concept. In case of ADS-only regions, the
DCDU HMI indicates “NO ACTIVE ATC”. This message refers to the CPDLC
status only, and does not mean there are no ADS contracts established with the
aircraft. So as to improve the knowledge of the ADS status, an ADS indication
has been added on the DCDU (refer to §4.5.1)
- Previous «NO ACTIVE ATC» indication (on CPDLC status) has been removed in
FANS A+.
Figure 5.1
Figure 5.2
For this reason, although HFDL is not yet approved by airworthiness authorities as a
medium for ATC communications or surveillance functions, it has been decided to
remove the “lock" installed on current FANS A, and allow for the use of HFDL as a
tertiary means of communication for data link ATC messages. The reason behind this is
that operational trials have started in some parts of the world, to demonstrate that HFDL
could be used for ATC. Good results have so far been gathered. HFDL performance
happens to be better than current HF voice.
As there is only one HF antenna to support the use of either HFDL or HF voice, some
operational constraints exist that have to be understood. HF voice and HFDL cannot be
used at the same time, and as per the international aeronautical rule (AEEC 753), HFDL
is inhibited for 60 seconds whenever HF voice has been used for transmission. This 60
seconds limitation is justified by the need for a possible HF voice reply to any HF voice
initiated from the aircraft. So as not to disturb this reply, HFDL is thus inhibited
momentarily.
This one minute limitation is arguable: in some poor conditions of propagation, one
minute may not be sufficient. The above mentioned rule however, recommends an
inhibition in between 30 and 120 seconds. 60 seconds were chosen on Airbus aircraft.
When HFDL is used, the aircraft may be emitting for slots of 2.5 seconds every 32
seconds.
• VDL-2 operations
Although both the current VDL mode A and VDL mode 2 are available in the ATSU, only
one of them can be used at the same time. Although mostly developed to overcome the
current ACARS networks congestion, the VDL-2 should be used for ATC purpose. It has
indeed started to be used in two ATC centres (Maastricht and Miami) and will be
implemented in other ATC over the next years.
• Benefits:
A joint utilisation of a high-speed-dataloading ATSU and of a SDL/PDL provides the
following benefits:
- Reduced dataloading time with a factor of five at a minimum
- Compatible with AEEC 615-3 and AEEC 615A
- Facilitated maintenance operation:
. reduce manual intervention between loads
. capacity to load customised airline configuration
. user-friendly dataloader design
. trouble shooting aids in case of loading issue
Although very similar to FANS A as far as the DCDU and MCDU displays and handling
are concerned, the ATS623 operations do present some differences that have to be
known (refer to 4.6).
The most important point is that Oceanic Clearance and Departure Clearance are not
true FANS A services, and as such, cannot be processed by the system in the same
way as CPDLC for instance. The associated HMI (DCDU mainly) is thus slightly
different, and has been adapted to take account of these differences.
5.2.3.FANS A+ RETROFITS
To upgrade aircraft systems from FANS A to FANS A+ standards, only a software
update is necessary for basic package and options (no hardware components need to
be changed).
For operators wishing to modify their aircraft configuration, an RFC (Request For
Change) must be issued for the “basic functions” package (see §5.2.1) and a specific
RFC for capabilities to be activated separately (options).
Remark: the provision of AEEC615a capability (option detailed in §5.2.2.3) requires a
hardware modification, which consists in the installation of a dedicated plug in the
avionics bay along with the integration of an Ethernet module in the ATSU.
Enhance ADS
Current FANS A ADS system can be enhanced through the updates of the ATSU
software (CLR3.6b) and FMS Pegasus 2 software (as detailed in Appendix G).
FANS A+ Standard
To improve the current FANS A package and extend the use of data link services, a
new standard, called FANS A+, has been developed.
♦ Improvements address points coming from:
- operational / in service feedback from operators
- interoperability and standardisation objectives
- improvement of Human Machine Interface (HMI)
- functional evolutions
♦ New data link services have also been added with the introduction of :
- VDL mode 2, so as to increase the capacity for ATC communications
- HFDL capability for ATC (once this service is approved)
- ATS623 (Departure and Oceanic clearances, Digital-ATIS applications)
- High speed dataloading capability (AEEC 615a)
FANS A+ RETROFITS
To upgrade aircraft systems from FANS A to FANS A+ standards, only a software
update is necessary (no hardware components need to be changed).
All FIRs which are FANS equipped, do not provide the same services.
These FANS capabilities are represented on the following chart (based on data
available in April 2003) :
= Full FANS (ADS + CPDLC) = ADS only + CPDLC trials = ADS-B only
Note: New York Oceanic service area (KZWY) is expected to implement ADS in
September 2003.
For deeper interest, the main South and Central Atlantic operational procedures are
given in Appendix E.
• Based on the procedures that have been developed in the South Pacific data link
operations are in use on routes of both the North and Central Pacific where the
controlling centres are:
- Oakland ACC
- Anchorage ACC
- Tokyo ACC
• CPDLC: It is used as the primary means of communications within the Pacific FIRs.
• ADS: It is used by all the ATCs within the Pacific areas (except Oakland and
Anchorage, which should be equipped in 2004).
This type of operation has been specifically developed to take full advantage of the
weather conditions as they appeared along the average 14 hours flight in the SOPAC. It
consists in allowing an in-flight dynamic re-routing once better wind conditions are
known. Once primarily negotiated with the concerned ATCs, a new flight plan is sent by
AOC to the aircraft via ACARS into the FMS secondary flight plan. It is then up to the
crew to decide and negotiate for the new route. All this transaction with ATC is done
through CPDLC. Now, DARP is used on some User Preferred Route (detailed below).
Although promising, this procedure (detailed in Appendix F) has not been used very
much for the time being, because it happens that the current wind models, as used by
the airlines, are precise enough within the frame of the flight. Activating the DARP
procedure requires a good co-ordination between all involved actors (Aircraft, AOC,
ATC) . The User Preferred Route procedure (UPR) is by far preferred by the airlines. In
addition, DARP cannot be generalised because it needs AIDC between the various
ground ATC, which is not available in all ATC centres.
The wind models used by the airlines are not the same than those used by the ATC
when the daily PACOTS routes are defined. Differences of up to around 15 minutes of
flight time are claimed by the operators. These have been asking for the possibility to
define their own routes according to the daily conditions. They file their UPR Flight Plan.
These UPR procedures are generalised throughout South Pacific.
It is to be notice that 30/30 lateral and longitudinal separation is to start in the Tasman
sea area.
The end-to-end data link system is now sufficiently reliable to support 50NM lateral
spacing in the south Pacific.
Weather deviations occur frequently in the south Pacific but application of RVSM
provides an opportunity for more flexibility and for added contingency procedures that
pilots can use if a weather deviation clearance cannot be provided. Contingency
procedures for 300 feet climbs are being developed and will provide a level of safety in
all scenarios.
All the operations are described in the so-called POM (Pacific Operating Manual) which
has now been used as a basis to other areas in the world.
This document may be downloaded from the FAA-Oceanic Procedures Branch (ATP-
130) web site: http://www.faa.gov/ats/ato/130.htm
- Tahiti:
Jean-Pierre VIVO Tahiti Carle_jean-pierre@seac.pf
Carle
- Fiji:
Inia Tueli SASL-Fiji Ph: 679-725110 Fx: 679-724-525 Sasl@is.com.fj
J. Seetom Seetomj@afl.com.fj
- Auckland:
Mark ACNZ Ph: 64-9-275-3109 Fx: 64-9-275-3106 Goodallm@airways.co.nz
Goodall
- Brisbane:
Adam Air Ph: 61-7-3866-3421 Fx: 61-7-3866-3257 Adam.watkin@airservices.gov.au
Watkin Services
Australia
- United States:
Jerry FAA Ph: 510-745-3320 Fx:510-745-3628 Jerry.Audiat@FAA.com
Audiat
- Japan:
Yoshiki JCAB Ph: 81 3 3581 6672 Fx: 81 3 3580 7971 Yoshiki-
Imawaka Imawaka@so.motnet.go.jp
Appendix E highlight the main operations principles within this area. For further details,
refer to the Indian Ocean Operating Manuals (IOOM).
Once the CPDLC position report is received by the ATC (which is only used to confirm
that the FIR is the CPDLC data authority), and providing that ADS is operating normally,
then only ADS position reporting is required by the ATC. (No CPDLC or voice position
report is then required). ADS is thus used for this purpose on all routes outside radar
coverage and allows lateral/longitudinal separation 30/30 Nm.
Australian ATC does not have any requirements for new FANS operators, other than
the aircraft and crew to meet the FANS training/performance standards of their State of
Registration.
Australian ATC has noticed that some new FANS operators have not had their aircraft
registered correctly with the datalink service providers (e.g. SITA or ARINC) and
therefore have been unable to logon to Australian data link system until the registration
is completed. Emphasis is thus put on the correct preparation of data link operations.
Appendix E highlight the main operations principles within this area. For further details,
refer to the Indian Ocean Operating Manuals (IOOM).
6.8. SINGAPORE
6.8.1. OPERATIONAL CONCEPT
Although of a limited geographic area, the Singapore FIR does support both CPDLC
and ADS operations (The 4-letter address code is WSJC). These are used on the South
China Sea area (which is outside radar coverage) of the FIR, thus providing for a better
knowledge of the aircraft position and for easier communications in these areas of poor
HF operations.
The Singapore CAA are waiting for international separation standards to be finalised to
introduce reduced separation standards. Once introduced, less delays due to increased
airspace capacity should bring the first benefits to airlines.
6.10. CHINA
6.10.1. AREA OF APPLICATIONS
A specific FANS route (L888) has been opened along Western China over Tibetan
plateau.
Four FANS equipped stations ensure CPDLC and ADS services along this route:
- Kunming (ZPPP)
- Chengdu (ZUUU)
- Lanzhou (ZLLL)
- Urumqi (ZWWW)
It is to be noticed that ADS and CPDLC operational trials are conducted along route
A588, in Shenyang FIR (ZYSH). Procedures may be get from the local AIPs authorities.
An AIP has been published to describe the data link capabilities supported by the China
Air Traffic services on this Chinese western route.
Both CPDLC and ADS operations are carried out through Satellite data link in a first
step.
Yi Qun CNS/ATM Ph: 8610 67318866 Fx: 8610 6731 8482 yiqun@atmb.net.cn
Deputy Division
Director ATM Bureau
Li Xin CNS/ATM Ph: 8610 67318866 Fx: 8610 6731 8482 lixin@atmb.net.cn
Division
ATM Bureau
Synthesis
The table underneath is based on data available in April 2003.
O p e r a tio n a l T r ia ls
S ta te U IR i d . F IR
CPDLC A D S -C CPDLC A D S -C
F ra n c e
NTTT T a h iti X X
F r e n c h P o l. T a h it i
S o u th F iji NFFF N adi X X
P a c i f ic N e w Z e a la n d NZZO A u k la n d X X
A u s t r a lia YBBB B r ib a n e X X
A u s t r a lia YMMM M e lb o u r n e X X
Japan R JTG Tokyo X X
N o rth
U n it e d S ta t e s KZAK O a k la n d X 4 Q -0 3
P a c i f ic
U n it e d S ta t e s PAZA* A n c h o ra g e X 3 Q -0 4
A u s t r a lia YBBB B r is b a n e X X
A u s t r a lia YMMM M e lb o u r n e X X
In d i a n M adagascar FM M M A n t a n a n a r iv o X X
O cean S e y c h e lle s FSSS S e y c h e lle s 4 Q .0 3 4 Q .0 3 X X
S o u t h A fr ic a FAJO J o h a n n e s b u rg X X
M a u r itiu s F IM M M a u r itiu s X X
G r e a t B r ita in EGGX S h a n w ic k X X
U n it e d S ta t e s KZW Y N e w Y o r k O c e a n ic X 3 Q -0 3
P o rtu g a l LPPO S a n ta M a r ia , A z o r e s X 2004
N o rth S o n d re s tro m
G r e e n la n d ( D e n . ) BG G L* X 2004
A tla n tic ( R e y k la v ic & G a n d e r C T A s )
I c e la n d B IR D R e y k ja v ik X 2004
C anada CZQ X G ander X X
C anada CZEG * E d m o n to n 2004 4 Q -0 3
S o u th C a n a r ie s Is . ( S p a in ) GCCC L a s P a lm a s ( C a n a r y I s la n d s ) X X
A t la n t ic C a p e V e rd e Is . G VSC S a l (C a p e V e rd e Is .) X X
W e s te rn N o rw a y ENO B* Bodo 2005 2005
E u ro p e Sw eden ESO S S t o c k h o lm X
E a s te rn R u s s ia n F e d e r a t io n UHMM* M agadan X X
E u ro p e R u s s ia n F e d e r a t io n ULM M * M u rm a n s k X
U z b e k is ta n UTTT Tashkent X
C e n t r a l A s ia
M o n g o lia ZM BZ U la a n B a to r X X
I n d ia VECF K o lk a ta X X
I n d ia VOMF C hennai X X
M yanm ar VYYY Yangoon X X
T h a ila n d VTBB Phuket X X
B ay of S ri L a n k a VCCC C o lo m b o X X
I n d o n e s ia W AAZ U ju n g X X
I n d o n e s ia W II Z J a k a rta X X
M a la y s ia W M FC K u a la L u m p u r E q u ip m e n t T e s t
Lao PD R V L IV V ie n t ia n e O p e r t a t io n s
C h in a ZPKM K u n m in g ( L 8 8 8 ) X X
C h in a ZPKM C h e n g d u (L 8 8 8 ) X X
C h in a ZLHW Lanzhou (L 8 8 8 ) X X
C h in a ZW UQ U ru m q i (L 8 8 8 ) X X
C h in a ZYSH S h e n y a n g - H a r b in ( A 5 8 8 ) X X
Far East
S in g a p o r e W SJC S in g a p o r e X X
P h ilip p in e s RPHI M a n ila 2005 2005
K o r e a , S o u th RKTT Taegu X X
H o n g K o n g , C h in a VHHK H ong Kong X X
V ie t n a m VVGL H anoi 2004 2004
M a a s t r ic h t EHBK M a a s t r ic h t X X
ATN
U n it e d S ta t e s KZM A M ia m i X X
Egypt HECC C a ir o X X
M id d le E a s t
Ira n O IIX T e h ra n X X
* : p e n d in g H F D L a p p r o v a l a s a t e r tia r y m e d ia fo r A T C , F A N S s e r v ic e s a r e n o t p r o v id e d a b o v e 8 0 ° N
7.1. GENERAL
This chapter aims at providing airlines with administrative and technical guidelines so as
to ensure proper operations of FANS A aircraft on FANS routes.
For these reasons the operator needs to ensure the following before starting FANS
Operations:
1. Sign contract(s) with Datalink Service Provider(s) (DSP)
2. Declare aircraft to these Datalink Services Providers
3. Declare aircraft and its FANS capability to ATC centres of the operated routes
4. Configure adequately the aircraft avionics
5. Obtain the operational approval
As of today, VHF and SATCOM are certified by Airbus to sustain both ATC and AOC
datalink, whereas HFDL (already used to make AOC datalink) is to be certified for ATC
communications at the beginning of 2004.
In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the aircraft
ICAO address, must be declared to the GES (Ground Earth Station) the aircraft will
operate with. This is achieved through registering with Inmarsat using the Registration
for service activation of Aircraft Earth Station (AES) form.
The airline should make sure that all service providers to be potentially contacted by a
given aircraft have been advised of its FANS capability and identification. Each new
FANS aircraft entry into service must be declared to the service providers selected by
the airline and to the ATC centres the aircraft will communicate with.
7.2.3. RECOMMENDATIONS
It is strongly recommended not to make spontaneous FANS testing with ATC centres
when they have not been previously made aware of a given aircraft intention to operate
in FANS mode. Such unscheduled testing are indeed inconvenient for ground ATC
centres, and disturb them in their daily work.
The table (Appendix D) gives the GES code and associated Satellite code that are used
by Airborne SATCOM systems to select, according to the priority order set in the ORT,
the couple Satellite/GES through which they will operate for both voice communications
and datalink.
The ORT cannot be modified via MCDU, thus is less prone to programming errors than
the ATSU scan mask.
The FMS database called AMI (Airline Modifiable Information) allows activating the
FMS/ATSU interface. FMS data are required by the ATSU to operate in ADS, AFN and
CPDLC. A wrong AMI definition can cause these FANS applications to be inoperative
on a FANS aircraft.
Airlines are required, by their FMS supplier, to fill-in a form called AMI worksheet, where
they must specify the FMS optional functions they wish to use. In order to have FANS
functions activated, it is necessary to have the datalink function enabled (§2.5.1 of
Honeywell AMI worksheet). Airlines should advise their FMS supplier, that the aircraft
on which the AMI will be loaded have the FANS function activated, so that a particular
attention will be paid at AMI settings.
Based on the systems global description and operational points, as described in the
previous parts, the aim of this chapter is to provide the operators with recommendations
and guidance material, that will help them to put in place operational procedures,
training programs, and maintenance needed to obtain the operational approval to use
CPDLC and ADS.
Operational approval rules are not yet fully available and individual operational authority
may choose the "means of compliance" (such as FAA AC 120-70), stating what the
applicant airline may have to demonstrate.
It is however expected that the following items will have to be complied with, by the
applicant airline:
- Aircraft configuration
- Flight crew training/qualification
- Maintenance training
- Approved operational documentation and procedures
Based on this document, which lists the assumptions on the ground environment and
gives a synthesis of the tests carried out for certification, the scope of additional tests
may be defined:
- Interoperability test scenarios
- Verification of the safety and performance criteria with regards to the considered
environment
The list of the approved FANS aircraft configuration will be kept updated by Airbus.
Compliance to this list will have to be ensured.
Remark:
To operate in the South Pacific and take benefit of the problem analysis as currently
proposed by the FIT (FANS Interoperability Team, subgroup of the ISPACG), a strict
adherence to the South Pacific Operations approved aircraft configuration list will have
to be observed.
To this end, the following points will be emphasised in preparing the flight crew training
programs:
• Basic knowledge of the overall CNS/ATM environment for which, the various
concepts and interacting elements, the involved aircraft systems and relevant
operating procedures to be applied should be covered in a dedicated academic
training.
• Operational use of data link communications (e.g. handling of up and down link ATC
messages or ATC operating procedures) should be taught so as to develop skills
and practices for the considered FANS environment.
• Initial evaluation and recurrent training have to be part of the approved syllabi.
• Specific Human Factors points pertaining to the data link communications should be
carefully addressed (they are mentioned in the here below "academic training"
chapter.
It is Airbus opinion that the initial qualification should be made of the following
components:
• Half a day familiarisation course, to address the academic training, and
emphasise the main operational critical points.
• "Home work" training for each pilot, through the interactive CD-ROM developed
by Airbus.
• One operational flight conducted with an airline check pilot.
As soon as the FANS training are available in the simulators, the FANS training can be
proposed in various options: initial, transition, recurrent or upgrade training or
qualification programs.
Note: To obtain a CD-ROM, a CBT license is needed. For further information, contact
your Airbus Customer Service Manager.
Once completed, this program should not be repeated. Only the new, modified or
specific points will be addressed during further programs.
C, N and S together with the current trends for ATM should be described. The
general characteristics of the data link communications will be given and the chain
links of the components that exist in between a pilot and a controller will be
emphasised.
Flight crews should be made aware of the nominal systems operations and
performance parameters, normal and abnormal use together with the limitations of
the systems.
The crews should be taught on the normal handling of the data link. In particular,
coping with the DCDU ATC messages reception and acknowledgement, acceptance
or rejection should be addressed. At this stage, the crews will be made aware of the
DCDU / MCDU relations for handling of Clearances and Requests and of the role of
the FMS in such operations.
Use of CPDLC and ADS for instance, are based on an extensive set of formatted
messages, agreed upon abbreviations, conventions and assumptions the main of
which will have to be known. The crews will be made aware of and familiar with the
existing terminology as used by the considered ATS, as displayed on relevant charts
or manuals, or given by the various service providers (ATC and communications).
Familiarisation with all the available means of communications (e.g. VDR, HF,
Satcom both in voice and data communications) is expected at that stage. In
particular Satcom voice procedures, call addressing, ATC facility phone access,
codes, call ID and priority will be covered. Later on, mode S or VDL 2, 3 or 4 will be
included.
• Operational points
This paragraph addresses the practical application of the operational procedures
described in chapter 5.
The Airbus CD-ROM training device, through its interactive operational scenarios,
mostly covers this training syllabus. It may be presented by the airline to the
airworthiness authorities as a "stand alone" computer-based instruction (CBI). It covers
the data link communications items of the global FANS, and comes in complement to
the RNP/RVSM operational training (as described in the “Getting to grips with modern
navigation” brochure).
The following lists the items to be tackled in a training course. All but the "Special
Recommendations" paragraph are addressed in the Airbus CD-ROM:
- Message handling
The pilots should be trained on how to receive and interpret ATC messages.
Understanding the CPDLC / ADS phraseology is to be acquired.
Appropriate use of the pre-formatted answers of the DCDU (e.g. WILCO, ROGER,
UNABLE, CANCEL...) together with the knowledge for storing and retrieving messages
from the ATC messages logbook will be addressed.
Will also be practised the operations that require simultaneous work on both the DCDU
and the MCDU. In particular, loading route clearance messages in the FMS, or
preparing requests on the ATC pages of the MCDU should be covered.
The automatism, as provided by the FMS, for monitoring and answering to some
specific messages (e.g. differed clearances) should be known from the flight crews.
Handling of automatically FMS proposed answers should be mastered.
Knowledge of the ATS procedures for the considered FANS area (e.g. timely, relevant
and appropriate responses to communications and surveillance failures) is of prime
importance.
In addition, crews should be able to recognise "usual" failures and be fully aware of the
tricks pertaining to the sensitivity of the end-to-end data link communications (Refer to
the following recommendations).
- Special recommendations
Derived from the lessons learned during FANS operations in the South Pacific area, the
following list gives the main points to be underlined in the operational training:
. Flight identification
The correlation of the flight identification, between that expected by an ATC ground
system according to the filed F-PLN, and that of the coded message exercised during
the initial log on attempt (AFN), is very prone to errors.
Pilots should be fully aware that the flight identification of both the filed F-PLN and the
one used for data link communications must be identical. It is the pilot's responsibility
to ensure that correct flight identification and registration number are used.
In particular, the operator ICAO 3-letter code is to be used (e.g. ICAO ATC filed F-
PLN, FMS, data link). Attempting a connection with a TP 232 ident for instance,
whereas TAP232 has been filed, will cause the ground system to reject the
connection.
Space and leading zeros in these identifications have to be carefully handled.
Limit the use of free text message to exceptional cases. Pilots should be made aware
that free text messages cannot be treated by the automated station of the controller as
a standard ATC message. As such, no correlation between the free text and its
answer can be provided.
Avoid abbreviations and acronyms since they may have different meanings to different
operators.
"ROGER" is the sole answer for an up linked free text message. Any other answer will
keep the received message open.
- Until the AIDC function in between subsequent ATC centres is fully implemented, the
transfer of control between two FIR will have to be carefully monitored by the crew.
The applicable procedures will have to be strictly followed.
Whenever an automatic transfer is done, it is recommended to monitor it through the
display of the active ATC centre on the DCDU. In case a manual transfer is done,
carefully apply the correct sequence of actions (as described in the "operational
procedures" chapter or by the relevant ATC).
In particular, pilots should verify that the expected ICAO 4 letter code for the region is
displayed on the DCDU, and should not send any message before this check has
been done.
- Disconnection may also occur during FIR transfers due to pending uplink
messages and this, although the recommended procedures specify that the "END
SERVICE" message is not transmitted while there are open messages. Pilots
should be aware of such occurrences.
. Open message
. Delays in responding
Both pilots and ATC answers to messages should be done as soon as possible. In
case a STANDBY response has been received from the ATC, the flight crew should
expect a further answer within 10 minutes. Waiting for it, the message remains open. If
no answer comes on time, and to avoid a duplicate message, it is then recommended
that the next message of the crew is based on an inquiry (e.g. "When can we
expect...")
. Multi-element messages
. Waypoint sequencing
When an aircraft is laterally displaced by more than a set distance (7NM for Airbus
models) from the track defined by an active flight plan, waypoints cease to be
sequenced. This affects the data transmitted in CPDLC position reports and prevents
ADS waypoint events from triggering reports.
Monitoring the correct sequencing of the waypoints together with the updating of the F-
PLN is thus to be recommended, especially in those areas of flight where ADS (or
CPDLC) position reporting is done.
. Position reporting
Pilots should be aware that there is no ATC response to their CPDLC position report.
As such, they must not re-send their message.
The ATC ground systems are designed so as to address compulsory reporting points
as defined on approved En route charts. Pilots are thus invited to check that their FMS
F-PLN is consistent with these charts, and that only compulsory position reports are
sent through data link (CPDLC or ADS).
. Weather deviation
. Abnormal configurations
• Operational responsibilities
Pilot responsibilities:
During their operational training, flight crews should be taught of their responsibilities
with regards to the use of digital communications.
The following lists the expected pilot's behaviour for an efficient use of the data
communications systems, whether this is used as either a primary or a secondary
means:
- Prompt and appropriate answer to up linked messages
- Appropriate emission of down linked messages
- Nominal crew work share for an efficient handling of the messages
- Compensation of system failures through prompt back up voice
- Compliance with the voice clearance whenever this contradicts the data link one
- Use of data link only within approved area and configuration
Operator responsibilities:
Operators have the following responsibilities regarding the use of digital
communications:
- Signing contract with DSP and declaring aircraft to DSP and ATC centres of
operated routes
- Configuring adequately the aircraft avionics,
- Verifying digital communications functionality for each environment to be used and
when new or modified components or software are introduced,
- Assuring follow up and evaluation of exceptional data link events;
- Periodically assessing digital communication training, checking and maintenance
programs to ensure their correctness, pertinence, timeless and effectiveness.
* ATA 23 COMMUNICATIONS
- VDR3
- SATCOM
Note : 2 HF are required for remote area further than VHF line-of-sight with or
without FANS capability. Although the availability and the reliability of the SATCOM
have proven to be good enough in South Pacific area, dispatch with one HF only is
still not granted for such area. As soon as HFDL is available and authorized for ATC
data link purpose, dispatch equipment list may be reconsidered.
* ATA 34 NAVIGATION
- 1 GPS
Note : GPS is needed for ensuring position/time report accuracy
To ensure proper operations of FANS A aircraft on FANS routes, the operator needs
to ensure the following before starting operations:
1. Sign contract(s) with Datalink Service Provider(s) (DSP)
2. Declare aircraft to these Datalink Services Providers
3. Declare aircraft and its FANS capability to ATC centres of the operated
routes
4. Configure adequately the aircraft avionics
5. Obtain the operational approval
Operational approval
Rules are not yet fully available and individual operational authority may choose the
"means of compliance" stating what the applicant airline may have to demonstrate.
However, the following items will have to be complied with:
- Aircraft configuration
The aircraft should be configured in accordance with the approved certification
configuration for FANS A operations
- Flight crew training/qualification
Operating an aircraft in a FANS type environment requires from the crew
understanding, knowledge and operational use of the three C, N and S
dimensions of the CNS/ATM concept.
- Maintenance training
An appropriate maintenance training program relative to the digital
communications, must be given to maintenance people
- Approved operational documentation
The applicant airline should present to its relevant authority the FANS A
Airworthiness Approval Summary, the MEL and the AFM to be approved.
APPENDICES
APPENDIX A
20 CLIMB TO AND MAINTAIN [altitude] Instruction that a climb to the specified W/U
level is to commence and the level is to
be maintained when reached.
21 AT [time] CLIMB TO AND MAINTAIN Instruction that at the specified time, a W/U
[altitude] climb to the specified level is to
commence and once reached the
specified level is to be maintained.
22 AT [position] CLIMB TO AND Instruction that at the specified position, a W/U
MAINTAIN [altitude] climb to the specified level is to
commence and once reached the
specified level is to be maintained.
23 DESCEND TO AND MAINTAIN Instruction that a descent to the specified W/U
[altitude] level is to commence and the level is to
be maintained when reached.
24 AT [time] DESCEND TO AND Instruction that at the specified time a W/U
MAINTAIN [altitude] decent to the specified level is to
commence and once reached the
specified level is to be maintained.
25 AT [position] DESCEND TO AND Instruction that at the specified position a W/U
MAINTAIN [altitude] descent to the specified level is to
commence and when the specified level
is reached it is to be maintained.
26 CLIMB TO REACH [altitude] BY [time] Instruction that a climb is to commence at W/U
a rate such that the specified level is
reached at or before the specified time.
27 CLIMB TO REACH [altitude] BY Instruction that a climb is to commence at W/U
[position] a rate such that the specified level is
reached at or before the specified
position.
28 DESCEND TO REACH [altitude] BY Instruction that a descent is to commence W/U
[time] at a rate such that the specified level is
reached at or before the specified time.
29 DESCEND TO REACH [altitude] BY Instruction that a descent is to commence W/U
[position] at a rate such that the specified level is
reached at or before the specified
position.
30 MAINTAIN BLOCK [altitude] TO A level within the specified vertical range W/U
[altitude] is to be maintained.
31 CLIMB TO AND MAINTAIN BLOCK Instruction that a climb to a level within W/U
[altitude] TO [altitude] the specified vertical range is to
commence.
32 DESCEND TO AND MAINTAIN BLOCK Instruction that a descent to a level within W/U
[altitude] TO [altitude] the specified vertical range is to
commence.
33 Reserved
34 CRUISE CLIMB TO [altitude] A cruise climb is to commence and W/U
continue until the specified level is
reached.
35 CRUISE CLIMB ABOVE [altitude] A cruise climb can commence once W/U
above the specified level.
36 EXPEDITE CLIMB TO [altitude] The climb to the specified level should be W/U
made at the aircraft's best rate.
37 EXPEDITE DESCENT TO [altitude] The descent to the specified level should W/U
be made at the aircraft's best rate.
108 MAINTAIN [speed] OR GREATER The specified speed or a greater speed is W/U
to be maintained.
109 MAINTAIN [speed] OR LESS The specified speed or a lesser speed is W/U
to be maintained.
110 MAINTAIN [speed] TO [speed] A speed within the specified range is to W/U
be maintained.
111 INCREASE SPEED TO [speed] The present speed is to be increased to W/U
the specified speed and maintained until
further advised.
112 INCREASE SPEED TO [speed] OR The present speed is to be increased to W/U
GREATER the specified speed or greater, and
maintained at or above the specified
speed until further advised.
113 REDUCE SPEED TO [speed] The present speed is to be reduced to the W/U
specified speed and maintained until
further advised.
114 REDUCE SPEED TO [speed] OR LESS The present speed is to be reduced to the W/U
specified speed or less and maintained at
or below the specified speed until further
advised.
118 AT [position] CONTACT At the specified position the ATS unit with W/U
[icaounitname] [frequency] the specified ATS unit name is to be
contacted on the specified frequency.
119 AT [time] CONTACT [icaounitname] At the specified time the ATS unit with the W/U
[frequency] specified ATS unit name is to be
contacted on the specified frequency.
120 MONITOR The pilot is required to monitor the W/U
[icaounitname][frequency] specified ATS facility on the specified
frequency. The Pilot is not required to
check in.
121 AT [position] MONITOR At the specified position the ATS unit with W/U
[icaounitname] [frequency] the specified ATS unit name is to be
monitored on the specified frequency.
122 AT [time] MONITOR [icaounitname] At the specified time the ATS unit with the W/U
[frequency] specified ATS unit name is to be
monitored on the specified frequency.
123 SQUAWK [beacon code] The specified code (SSR code) is to be W/U
selected.
124 STOP SQUAWK The SSR transponder responses are to W/U
be disabled.
125 SQUAWK ALTITUDE The SSR transponder responses should W/U
include level information.
126 STOP ALTITUDE SQUAWK The SSR transponder responses should W/U
no longer include level information.
179 SQUAWK IDENT The 'ident' function on the SSR W/U
transponder is to be actuated.
Downlink Messages
Downlink - Responses
Downlink - Reports
48 POSITION REPORT [position report] Reports the current position of the aircraft N
when the pilot presses the button to send
this message.
ATC expects position reports based on
this downlink message
79 ATIS [atis code] The code of the latest ATIS received is as N
specified.
80 DEVIATING [direction] [distance Notification that the aircraft is deviating N
offset] OF ROUTE from the cleared route by the specified
distance in the specified direction.
67 W E CAN ACCEPT [altitude] AT [time] We can accept the specified level at the N
b specified time.
67c W E CAN ACCEPT [speed] AT [time] We can accept the specified speed at the N
specified time.
67 W E CAN ACCEPT [direction] [distance We can accept a parallel track offset the N
d offset] AT [time] specified distance in the specified
direction at the specified time.
67e W E CANNOT ACCEPT [altitude] We cannot accept the specified level. N
APPENDIX B
ADS REPORT DATA
(*): On request
GROUP PARAMETERS
Basic ADS group - Current latitude
(Required) - Current longitude
- Current STD altitude
- UTC Time stamp
- Navigation redundancy bit:
set to 1 if two or more IRS are providing valid position to the
FMS, else, set to 0
- Figure of merit:
level (0-7), which reflects the accuracy of the reported position
- TCAS health: set to 1 if valid data, else to 0
Earth Reference - True Track
Group (*) - Ground Speed
- Inertial Vertical Rate
Air Reference - Current True Heading
Group(*) - Mach
- Inertial Vertical Rate
Airframe Ident - 24 bit ICAO code
Group(*) (Not provided in FANS A)
Flight Ident - Flight ID
Group(*)
Meteorological - Wind Speed
Group(*) - True Wind Direction
- Static Air Temperature
Predicted Route - Latitude at next waypoint
Group(*) - Longitude at next waypoint
- STD altitude at next waypoint
- Estimated Time to Go (ETG) to next waypoint
- Latitude at Next +1 waypoint
- Longitude at Next+1 waypoint
- STD altitude at Next+1 waypoint
Fixed Intent - Latitude of fixed projected point
Group(*) - Longitude of fixed projected point
- STD altitude of fixed projected point
- Projected time:
Travel time to the fixed intent point along the active route
Intermediate - Distance:
Projected Intent . from current a/c position to the first intermediate projected point
Group(*) . from the previous intermediate projected point, for the
subsequent points
- Track::
. from current a/c position to the first intermediate projected point
. from the previous intermediate projected point, for the
subsequent points
- STD altitude of the intermediate projected point
Projected Time: Estimated Time to Go (ETG) to the intermediate
projected point
Output values of the parameters of the ADS messages
True Heading -180 - +179.912° Valid bit = 1 11 & sign & valid 90° 0.08789°
(Note 6)
NOTES:
1. When no value is available or the value available to the ADS is invalid, a
default value shall be inserted in the field. The values shown here reflect a
coding of all "ones".
2. The value of the Most Significant Bit (MSB) is accurate by definition. The
value of the Least Significant Bit (LSB) is an approximation.
3. When either the latitude or the longitude for a position are invalid, both shall
be set to -180°. In the Basic ADS Group, the FOM shall also be set to 0.
4. When the Flight Identification is invalid, all characters shall be encoded as
spaces. When the Flight Identification is less than eight characters, the Flight
Identification shall be encoded left justified and the unused characters shall
be encoded as spaces.
5. The character set for the Flight Identification Group shall be ISO 5, without
the most significant bit. This allows the characters to be encoded using only
six bits. Valid characters are contained in the following sets: (A..Z), (0..9) and
( ).
6. The validation of the direction parameter shall be indicated by the
immediately preceding bit, where 0 = valid and 1 = invalid.
7. Signed numerical values shall be represented in two's complement notation.
8. The time stamp shall be expressed as the time elapsed since the most
recent hour. Time shall be rounded, not truncated, to accurately yield the
value loaded into the time stamp field.
APPENDIX C
A) INMARSAT
- Aeronautical global and spot beam coverage
B) ARINC
- VHF datalink coverage
- VHF coverage
- HFDL coverage
C) SITA
- VDL coverage
INMARSAT
APPENDIX E
B) ADS procedures
This appendix provides information of FANS A datalink operations in the Pacific area:
- Japan
- Australia
- Fiji
- New Zealand
- Tahiti
- United States
All the following information are based on the Pacific Operation Manual (v1.1) available
on the FAA web site (Oceanic Procedures Branch): http://www1.faa.gov/ats/ato/130.htm
1. ATSU Designators
1.1 ICAO
The Pacific ICAO facility designations (called also “4 character ICAO code”) are:
FIR HF Instruction
Anchorage Oceanic CONTACT PAZA CENTRE [frequency]
Auckland Oceanic CONTACT NZZO CENTRE [frequency]
Brisbane CONTACT YBBB CENTRE [frequency]
Melbourne CONTACT YMMM CENTRE [frequency]
Nadi CONTACT NFFF CENTRE [frequency]
Oakland CONTACT KSFO CENTRE [frequency]
KSFO (San Francisco Radio) will provide all primary
and secondary HF frequencies, and HF transfer
points along the route of flight.
Tahiti CONTACT NTTT CENTRE [frequency]
A SELCAL check is required.
Tokyo CONTACT TOKYO CENTRE [frequency]
All the following information is based on the Indian Ocean Operation Manual (v1.0)
available on the following web site http://members.optusnet.com.au/~cjr/index.html
HF Voice Communications Requirements
• HF SELCAL Check
All Indian Ocean ATCs, except Australia, require a SELCAL check.
• Crossing International FIR Boundaries
When entering an Indian Ocean FIR from an adjacent international FIR and CPDLC is
serviceable, the HF instruction CONTACT or MONITOR datalink message shall be sent as
detailed below:
FIR HF Instruction
Antananarivo CONTACT FMMM CENTRE [frequency]
Brisbane CONTACT YBBB CENTRE [frequency]
Melbourne CONTACT YMMM CENTRE [frequency]
Johannesburg CONTACT FAJO CENTRE [frequency]
Seychelles CONTACT FSSS CENTRE [frequency]
Some specific procedures apply for flight operating the Indian Ocean portion of the
Melbourne FIR south of Latitude 45 South (Class G airspace).
Despite operating in a Traffic Information only when south of 45 South, flight crew
should still send CPDLC requests for changes of level and/or amended tracking that will
apply to route segments wholly within Class G airspace. This action will update the
controller flight data record, ensuring that the most accurate information is presented to
the controller.
These specific procedures (level changes, route clearance request…) are detailed in
the “Indian Ocean Operations Manual”, Part 8, which can be obtained from Airservices
Australia (www.airservices.gov.au).
All the following information are based on the “ATS Data link Services in NAT Airspace”
Version 7.0. This document is available on the NAT PCO web site: www.nat-pco.org
1. CPDLC PROCEDURES
1.1 Flight Planning
• The aircraft registration is required in Field 18 of the ATC flight plan. If the aircraft
registration is missing, or different from that contained in the AFN CONTACT
message, the ground system will not establish a CPDLC connection with that
aircraft.
• Hyphens contained in an aircraft registration must not be entered into the ICAO flight
plan form.
• When CPDLC fails and communications revert to voice, all open messages should
be considered not delivered and any dialogues involving those messages should be
re-commenced by voice.
• If possible, all open messages should be closed, regardless of any associated voice
communications. These responses should be consistent with the voice
communication, in order to prevent confusion.
• Up to five message elements can be sent within the same message, but the number
of elements should be kept to a minimum. Messages should not include ATC
clearances or instructions that are not dependent on one another. Misunderstanding
could result if only part of such a message could be complied with.
• If the controller becomes aware that the AFN to the NDA is not successful, the
controller should instruct the aircraft to manually initiate an AFN with the next ATC
Do not re-send the NDA message.
- Co-ordinate with the next ATC, establishing clearly when or where the aircraft will
be instructed to initiate AFN with that unit.
- The AFN instruction should be timed to allow the next ATC to establish an Active
CPDLC connection prior to the aircraft’s crossing the common boundary. Note
that this process will terminate the current CPDLC connection.
• Do not include any other message element with the END SERVICE message.
• If an NDA was established, co-ordinate with that ATC regarding any CPDLC uplink
messages that were open at the time the END SERVICE message was sent.
• In the Shanwick FIR, the AFN will be rejected unless the oceanic clearance has
been issued to the flight. As well, the Shanwick system will reject AFN from
westbound flights proceeding into or transiting the Madrid FIR, because the limited
benefit for such flights does not justify the workload associated with providing
CPDLC services to them.
• If an AFN is rejected:
a) check whether the aircraft identification/call-sign/flight ID in the FMC matches the
aircraft identification/call-sign/flight ID provided in the flight plan and make
corrections if necessary;
b) check whether the aircraft registration matches the aircraft registration provided
in the flight plan, and arrange for the flight plan to be modified, if necessary;
c) attempt another AFN after receipt of the oceanic clearance; or
d) do not attempt another AFN if the flight is westbound in the Shanwick FIR and
will proceed into or transit the Madrid FIR.
• If entering CPDLC or ADS airspace via departure from an airport adjacent to, or
underlying the airspace, initiate AFN with the appropriate ATC prior to departure.
• If, after initiating an AFN, the Active Centre does not match the ATC specified during
the Logon, the flight crew should clarify the situation via voice.
• When exiting a CPDLC OCA/FIR into a non-CPDLC OCA/FIR flight crews should
expect the Active Centre to terminate the CPDLC connection, leaving the aircraft
with no CPDLC connectivity. If entering a subsequent CPDLC OCA/FIR, crews
should initiate an AFN to the CPDLC ATC between 15 and 45 minutes prior to
entering the CPDLC OCA/FIR.
• Initial contact and SELCAL check (if SELCAL will be used to monitor HF) with the
appropriate aeradio station are essential requirements prior to entering oceanic
airspace and each OCA/FIR along the route of flight.
• Flight crews should be aware of paragraph 5.4.6 concerning END SERVICE. For
this reason, it is important to respond to uplink messages promptly and
appropriately, particularly when approaching a FIR boundary. It should be noted that
if any uplink messages are open when the END SERVICE message is sent, the
CPDLC connections to both the CDA and NDA will be terminated.
• If unable to continue using CPDLC, flight crews should revert to voice procedures.
The integrity of the ATC service remains wholly dependent on establishing and
maintaining HF or VHF voice communications. During implementation of CPDLC,
specific Air Traffic Service Providers may be in various stages of development and
testing.
• Prior to entering each oceanic CTA, the pilot shall contact the appropriate aeradio
station.
• If the flight will exit the CTA into oceanic airspace, on initial contact the pilot shall:
a) use the term “C-P-D-L-C” after the aircraft call sign;
b) state the name of the next OCA/FIR to be entered; and
c) request the SELCAL check.
Expect to either receive the frequencies for the stated OCA/FIR or to be advised about
the frequencies that will be assigned via CPDLC.
• If the flight will exit the CTA into domestic airspace, on initial contact the pilot shall:
a) use the term “C-P-D-L-C” after the aircraft call sign;
b) state the track letter if operating on the Organised Track System (OTS);
c) state the last two fixes in the cleared route of flight if operating outside the
OTS; and
d) request the SELCAL check.
Expect to receive the domestic frequencies or to be advised about the frequencies that
will be assigned via CPDLC.
• Continue to use the term “C-P-D-L-C” until the SELCAL check has been completed,
the frequency assignment has been received or advised about the frequency that
will be assigned via CPDLC.
• If a frequency assignment is not received prior to crossing an OCA/FIR boundary,
contact the appropriate aeradio station.
1.5 Aeradio
• Aeradio operators serving ATCs that are participating in ADS WPR operational trials
but not in CPDLC operational trials shall:
a) advise aircraft that:
“CPDLC SERVICE NOT AVAILABLE IN (name) OCA/FIR. VOICE REPORTS
NOT REQUIRED IN (name) OCA/FIR”; and
b) issue:
- communication instructions for the next OCA/FIR; or
- communication instructions and the frequency to contact the appropriate ATS
unit approaching, or over, the exit point; or
- instructions for the aircraft to call the aeradio station serving the next
OCA/FIR at a time or location prior to the exit OCA/FIR boundary or exit point.
• Aeradio operators serving ATCs that are participating in ADS WPR operational trials
and in CPDLC operational trials shall advise aircraft that:
“VOICE REPORTS NOT REQUIRED IN (name) OCA/FIR”; and
a) advise aircraft that:
“(type) FREQUENCIES WILL BE ASSIGNED VIA CPDLC”; or
b) issue:
- communication instructions for the next OCA/FIR; or
- communication instructions and the frequency to contact the appropriate ATS
unit approaching, or over, the exit point; or
- instructions for the aircraft to call the aeradio station serving the next
OCA/FIR at a time or location prior to the exit OCA/FIR boundary or exit point.
• Upon receipt of an emergency downlink message, the controller shall indicate to the
aircraft that the message was received by:
- responding with standard freetext message 004: ROGER PAN if the message
contains DM55 PAN PAN PAN;
- responding with standard freetext message 005: ROGER MAYDAY if the message
contains DM56 MAYDAY MAYDAY MAYDAY; or
- responding with UM3 ROGER if the message contains DM57, DM58, DM59, DM60
or DM61.
• If an emergency downlink message is inadvertently sent, the flight crew should send
DM58 CANCEL EMERGENCY as soon as practicable. After sending DM58, the
flight crew should confirm their status and intentions via voice.
2. ADS PROCEDURES
Air Traffic Control Procedures
• Whenever an ADS WPR is overdue by more than an period of time, as determined
by ATC, a controller shall take action to advise the aircraft concerned and request a
voice position report. If either the pilot or the controller notices intermittent operation,
either may revert to voice communications at any time. (Crews would be expected to
log-off and resume voice reporting for the remainder of the crossing.)
• A controller who becomes aware of corrupt or incorrect data shall initiate action to
establish voice contact with the aircraft concerned in order to correct the situation.
• If the controller is advised, or becomes aware of, a data link communications failure,
aircraft concerned shall be advised as necessary to revert to voice position
reporting.
• When an ADS emergency message is received, the controller with control
responsibility for the aircraft shall request confirmation of the emergency through
voice communications with the aircraft.
• When a controller not having control responsibility for the aircraft receives an ADS
emergency report, he/she shall co-ordinate with the controlling authority to ensure
that the emergency report has been received.
Flight Crew Procedures - General
The integrity of the ATC service remains wholly dependent on establishing and
maintaining HF or VHF voice communications. During implementation of ADS WPR,
specific Air Traffic and Communications Service Providers may be in various stages of
development and testing. To assist in the smooth transition to full implementation of
ADS WPR throughout the NAT Region, the pilot procedures below reflect the end-state
for ADS WPR. They are also applicable for operation within OCA/FIR’s conducting Pre
Operational Trials. The application of the following pilot and associated aeradio
procedures will permit a seamless expansion of ADS WPR without numerous changes
to the procedures themselves
.
Flight Crew Procedures – ATS Facilities Notification (AFN)
• When initialising the FMC, it is essential to ensure that the aircraft identification
matches the one displayed in the filed ATC flight plan. If a flight crew becomes
aware that they have provided incorrect flight identification data for the AFN, they
shall immediately terminate ADS and re- with a correct identification.
• Between 15 and 45 minutes prior to entering an ADS CTA the pilot shall initiate an
AFN. For flights departing from airports adjacent to, or underlying ADS Airspace, the
pilot shall logon prior to departure. Regardless of the Data link Service Provider, the
logon address for:
- Gander is CZQX;
- Shanwick is EGGX;
- Reykjavik is BIRD;
- Santa Maria is LPPO;
• Once logon has been established with one participating ATS provider, subsequent
logons with adjacent participating ATS providers will be automatic.
Prior to entering an ADS CTA, the pilot shall contact the appropriate aeradio station.
• If the flight will exit an ADS CTA into oceanic airspace, on initial contact the pilot
shall:
- use the term “A-D-S” after the aircraft call sign;
- state the name of the next OCA/FIR to be entered; and
- request the SELCAL check.
If the flight will exit an ADS CTA into domestic airspace, on initial contact, the pilot
shall:
- use the term “A-D-S” after the aircraft call sign;
- state the track letter if operating on the Organised Track System (OTS);
- state the last two fixes in the cleared route of flight if operating outside the OTS and
- request the SELCAL check.
• Continue to use the term “A-D-S” until either the SELCAL check has been completed
or the frequency assignment has been received.
• Pilots shall submit position reports via voice unless otherwise advised by the aeradio
operator. (See next section, Aeradio Procedures);
• If the estimated time for the NEXT position last reported to ATC is found to be
delayed by three minutes or more, a revised estimate shall be transmitted via voice
to the ATS unit concerned as soon as possible.
• When an onboard system failure prevents ADS WPR, or if ADS is terminated due to
FANS A problems:
- do not inform aeradio that ADS has been terminated;
- transmit all subsequent position reports via voice;
- if the failure occurs prior to initial contact with the aeradio station, do not use the
phrase “A-D-S”;
- inform Company Operations Department in accordance with established problem
reporting procedures.
When leaving ADS airspace, Pilots shall resume normal voice communications.
• Flight crews should not insert non-ATC waypoints (e.g. mid-points) in cleared
oceanic flight legs, as it will result in transmission of unwanted ADS reports. Non
ATC waypoints may prevent the provision of proper ETA data in the ADS reports
required for ATC waypoints.
Notes:
- The use of ADS WPR does not negate the requirement to advise ATC whenever
any lateral offset is initiated or terminated.
- Aircraft participating in ADS WPR are exempt from all routine voice Meteorological
Reporting (wind and temperature), requirements.
- ADS WPR will automatically terminate after exiting ADS Airspace.
Aeradio Procedures
• During Pre-Operational Trials, aeradio operators shall advise the pilot to make
position reports by HF voice.
All the following information are based on the “Guidance material on SACCAN FANS A
operational evaluation trials in Canarias airspace” Version 1.0. This document is
available on the SATMA web site: www.satmasat.com
• Log-on/Connection
Aircraft participating in the SACCAN FANS A operational evaluation trials are kindly
requested to manually log-on the Canary Islands SACCAN system by sending an ATS
Facilities Notification (AFN) Contact message, containing the 4 character ICAO code of
the CANARIAS ATS unit “GCCC” between 15 and 45 minutes prior to entering the
CANARIAS FIR/UIR.
If a log-on attempt is not successful, wait at least 5 minutes before making a second
attempt
For flights departing from airports adjacent to, or within CANARIAS FIR/UIR, the pilot
should log-on prior to departure.
Some aircraft may decide to participate only in ADS operational evaluation trials, and
therefore the only connection to be activated will be ADS.
During the aircraft transit through CANARIAS FIR/UIR airspace different periodic
contract reporting rates and data contents will be exercised in order to operationally
evaluate the SACCAN automatic ADS contracts management feature.
Although several types of event contracts will be operationally evaluated , the most
commonly used will be:
- ADS Way Point Change Event;
- Altitude Range; and,
- Lateral Deviation Change Event; and,
- Demand contracts (set by the ground system at any time); and,
- ADS MET Data contract request will also be evaluated.
In order to minimise the cost of data communications the use of high periodic reporting
rates (the highest possible is 64 seconds for FANS A avionics) and in general the
amount of ADS data exchanged will be kept to the minimum required.
During the operational evaluation trials phase it is not expected to execute any transfer
since no adjacent ATS unit FANS A equipped is yet available
During the ADS operational evaluation trials the ADS Emergency Mode Operation will
be occasionally evaluated with aircraft. Pilot triggering of the emergency mode for
testing purposes will be done only on controller request via voice communications, or
via data link free text in case the aircraft is also participating in CPDLC trials.
During this first phase of ADS operational evaluation trials ADS data will never
be used for operational purposes such as application of ADS separations
between aircraft, aircraft and the terrain, or any kind of ADS service.
Only after proper evaluation, system modification if required, and validation, SACCAN
will be used in a first operational phase for “ADS monitoring”
If when receiving the aircraft request the controller is ready for CPDLC trials, he/she will
answer “ ROGER, INITIATING CPDLC” while he/she manually triggers the CPDLC
initiation in the SACCAN system.
If when receiving the aircraft request the controller is not ready for CPDLC trials with
that aircraft, and expects he/she will never be before the aircraft leaves the Canarias
airspace, the answer will be “UNABLE TO PERFORM CPDLC TRIALS”.
If when receiving the aircraft request the controller is not ready for CPDLC trials, but
he/she expects to be ready for it later before the aircraft leaves the Canarias airspace,
he/she will answer “ROGER, I WILL CALL YOU BACK FOR CPDLC TRIALS”, or
“EXPECT CPDLC CONECTION FOR TRIALS AT TIME __ __”.
Once the controller is ready for CPDLC trials he/she will indicate it to the pilot by the
voice message “ CONFIRM READY FOR CPDLC TRIALS”, and if the pilot response is
”AFFIRMATIVE” he/she will answer “ROGER” and trigger the CPDLC initiation in the
SACCAN system.
A CPDLC exchange can only occur after the AFN has been completed, the CPDLC
initiated by means of a CONNECTION REQUEST message triggered manually by the
controller and sent by the SACCAN system to the aircraft, and a CONNECTION
CONFIRM message received from the aircraft.
When so requested by ATC by means of the free text message “START CPDLC
WAYPOINT POSITION REPORTING” pilots shall ensure that a CPDLC message will
be issued whenever an ATC waypoint is passed over (Waypoint Change Events
(WCE) ). ATC expects position reports based on downlink message POSITION
REPORT [position report] (Message 48 of the DOWNLINK MESSAGE ELEMENT
TABLE defined in RTCA DO-219 that also can be seen in Appendix 3). Pilots should
not expect a controller response to these position reports. Free text message
“STOP CPDLC WAYPOINT POSITION REPORTING” will be used by ATC to advice
pilot to stop this reporting.
A set of CPDLC tests to be carried out during the first phase of the operational
evaluation is in “Guidance material on SACCAN FANS A Operational Evaluation Trials
in Canarias Airspace.
Once a test have been commenced, that test should be completed in order not to leave
open messages before terminating the CPDLC trials.
The termination of a CPDLC trials session may be decided at any moment by either
pilot or controller and will be communicated to each other by means of the following free
text message: “REQUEST CPDLC TRIALS TERMINATION”
The controller will trigger the initiation of the CPDLC connection termination sequence
which will cause SACCAN to send an END SERVICE uplink message.
The controller shall ensure that no open uplink CPDLC messages exist prior to the up-
linking of an END SERVICE message.
Although it is an abnormal case, if the controller is aware that the END SERVICE
message has been unsuccessful, the pilot will be instructed by voice to terminate the
connection.
If the CPDLC connection does not terminate automatically at the appropriate time
(normally 5 minutes after leaving CANARIAS FIR/UIR, then the pilot shall manually
disconnect.
During this first phase of the operational evaluation trials the integrity of the ATC
service remains wholly dependent on establishing and maintaining HF or VHF
voice communications. The only operational valid means of communications
continue to be VHF and HF voice communications.
Operators should complete the ICAO flight plan form as follows for FANS A equipped
aircraft as detailed in §5.2.
It is to be noticed that the Item 18 must be filled with RMK/ followed by CANARIAS
FANS 1 or CANARIAS FANS A (specifically requested by Canarias ACC to FANS A
participating aircraft).
Example:
ICAO Item 18: DAT/SV..RMK/CANARIAS FANS 1 (for a satellite and VHF data link
equipped aircraft, and FANS 1 aircraft participating in the Canarias FANS A operational
evaluation trials )
NOTE: The above requirements are for an end-state system. If an operator’s flight
planning system does not have the capability to enter any of the data as indicated; this
will not restrict participation in the SACCAN FANS A Operational Evaluation Trials.
The ATS system (SACCAN) compares the registration number of the aircraft contained
in Field 18 (Other Information) of the ICAO flight plan with the registration contained in
the ATS Facilities Notification (AFN). The operator is responsible for ensuring that the
correct aircraft registration is filed in Field 18 of the ICAO flight plan.
A controller who becomes aware of corrupt or incorrect data, will take action to advise
the aircraft concerned in order to investigate or try to correct the situation.
In order to perform the operational evaluation the controller will follow the internal
evaluation procedures and protocols established to this respect.
When a controller not having control responsibility for the aircraft receives an ADS
emergency report, he/she shall co-ordinate with the controlling authority to ensure that
the emergency report has been received and is investigated.
When initializing the FMC, it is essential to ensure that the aircraft identification
matches the one displayed in the filed ATC flight plan (FPL Message). If a flight
crew becomes aware that they have provided incorrect flight identification data
for logon to ATC, they shall immediately terminate ADS and re-logon with a
correct identification.
Pilots might be asked by the controller to provide a “time check for ADS” by means of
the following voice message: “REQUEST TIME CHECK FOR ADS”; if that is the case,
pilot response should be : “TIME (minutes, seconds)”.
Pilots are requested to log-on between 15 and 45 minutes prior to entering the
CANARIAS FIR/UIR.
On initial voice contact with CANARIAS ACC the pilot will use the term “FANS ADS”
after the call-sign.
If unable to log-on after several attempts , on initial voice contact with CANARIAS ACC
the pilot should inform ATS using the following terminology:
“UNABLE TO FANS LOG-ON”.
ADS, with the exception of the “ADS Emergency Mode Operation” will normally be
initiated, managed, and terminated by the ground system, without pilot intervention.
If problems are experienced with the CPDLC connection , pilot should inform ATS via
HF or VHF voice using the following terminology:
“PROBLEMS WITH CPDLC CONNECTION”
Log-off should normally take place 5 minutes after leaving CANARIAS FIR/UIR unless
something different is agreed in real time via pilot-controller voice communications
Flight crews that encounter problems with FANS A data link will inform controller and
advise their Company Operations Department in accordance with their established
problem reporting procedures.
During this first phase of the operational evaluation trials the integrity of the ATC
service remains wholly dependent on establishing and maintaining HF or VHF
voice communications.
This document is based on a NOTAM (March 20th, 2003) available on the FAA web site:
http://www1.faa.gov/ats/ato/data_link.htm
On March 2003, New York ARTCC has implemented full FANS1/A CPDLC capability in
the New York Oceanic FIR MNPS airspace including that additional airspace within the
New York Oceanic FIR south of 27 degrees North latitude and east of 60 degrees West
longitude inclusive. CPDLC will not be available in the WATRS area. FANS A capable
aircraft that wish to participate in CPDLC may utilise this service.
The New York Oceanic FIR log-on address is “KZWY”.
As KZWY does not have the capability to receive waypoint position reports using ADS,
pilots should send their required position reports utilising CPDLC. Meteorological
reports will not be required from flights when utilising CPDLC.
1. HF Communications Requirement
Prior to entering the KZWY CPDLC service area, contact New York Radio on HF or
VHF and identify the flight as CPDLC equipped; provide SELCAL, departure point,
destination, and aircraft registration number. Expect to receive primary and secondary
HF frequency assignments from New York Radio for the route of flight within the
CPDLC service area. Pilots must maintain HF communications capability with New York
Radio at all times within the entire New York Oceanic FIR.
Aircraft entering the KZWY CPDLC service area from NON-CPDLC airspace:
• Initial log-on from non-CPDLC airspace: Log on to KZWY at least 15 minutes but
not more than 45 minutes prior to entering the KZWY CPDLC service area.
EXCEPTION: Flights operating along A700 within MNPS airspace are not to use
CPDLC and are to continue using HF voice.
Aircraft entering the KZWY CPDLC service area from adjacent CPDLC airspace:
Until further advised, there is no automatic transfer of a flight’s CPDLC connection from
any CPDLC service area entering KZWY. If a “Datalink Termination” message is
received, pilots must manually log-on to the KZWY CPDLC system and send a
boundary waypoint position report.
If “KZWY” is not the active centre within 5 minutes after the boundary is crossed, pilots
shall ensure all open uplinks from the previous ATC unit have been responded to, then
terminate the CPDLC connection and log on to KZWY.
While “KZWY” is the active centre the pilot shall ensure HF communications are
maintained as a backup and begin CPDLC communication.
KZWY cannot accept position reports containing latitude and longitude (Lat/Long) in
ARINC 424 format (e.g. 4050N). Position reports containing Lat/Long waypoints within
the KZWY CPDLC service area will be accepted in whole latitude and longitude format
only (050N040W). Flights unable to send position reports in whole latitude and longitude
format must accomplish position reporting via HF voice communications.
5. Controller Pilot Data Link Communications (CPDLC) Failure
In the event of CPDLC failure, flight crews shall contact New York Radio via HF voice
for routine communications. SATVOICE contact is limited to distress and urgency
situations.
Direct questions to New York International Operations, telephone: (1) 631-468-1037,
fax: (1) 631-468-4229 during normal business hours Monday – Friday. During all other
times, contact New York Centre North Atlantic Supervisor: (1) 631-468-1496. Questions
can also be e-mailed to 9-AEA-NYCPDLC@FAA.GOV (email address effective as of 1
March 2003).
APPENDIX F
The dynamic re-routing procedure has been developed by the ISPACG forum to provide
FANS equipped aircraft with the possibility of a complete F-PLN change once airborne.
On the typical Los Angeles/Sydney or Los Angeles/Auckland routes, the wind updates
after the first hours of flight may happen to show that a better F-PLN could be
considered.
Procedures, based on an extensive use of the data link capabilities of the three AOC,
ATC and aircraft, have thus been developed to allow for the crew to get an in-flight route
re-clearance. The DARP scenario is described in the Airbus AIM-FANS A training CD-
ROM.
The following describes the SPOM procedures, for a single re-route per flight, as
currently in use.
1- Prerequisites
- The airline shall have an AOC data link capability to communicate with both the
aircraft and the ATC with data link.
- The airline must be able to sustain CPDLC with the appropriate ATC, and data link
AOC with its operations centre.
- The ATC centres providing the control of the FIR where the re-routing will be done
must have CPDLC capability.
2- PACOTS / DARP Track designations
PACOTS tracks still exist but many operators use them as UPR. Therefore, there are
aircraft both on PACOTS and UPR. Consequently, no more strategic separations
(50Nm) between aircraft can be applied.
3- Descriptive drawing
The following drawing gives a general view of all the co-ordinated sequences that
occur in a DARP phase.
2 – New Track
Definition
Meteo Centre
5 – Cleared 6 – Re-route
Route Notification
Although promising this procedure has not been used very much for the time being,
because it happens that the current wind models, as used by the airlines, are precise
enough within the frame of the flight. Activating the DARP procedure requires a good
co-ordination between all involved actors (Aircraft, AOC, ATC) . The User Preferred
Route procedure (UPR) is by far preferred by the airlines.
The wind models used by the airlines are not the same than those used by the ATC
when the daily PACOTS routes are defined. Differences of up to around 15 minutes of
flight time are claimed by the operators. These have been asking for the possibility to
define their own routes according to the daily conditions. They file their UPR Flight
Plan. These UPR procedures are currently used between Los Angeles and both
Sydney and Auckland.
APPENDIX G
1 - INITIAL NOTIFICATION
The aircraft is in flight, for a flight from Los Angeles (KLAX) to Auckland (NZAA). The
first ATC for this flight is KZAK control and the crew wants to logon to it.
The first step is to notify the ATC center of the aircraft datalink capability.
- First, select the ATC Menu page on the MCDU (by pressing on the ATC COMM
function key), then select the NOTIFICATION page.
BRT
NO AC T I V E AT C
DIM PRINT
MSG - PGE -
MSG + PGE +
FM 1 IN D RDY FM 2
AT SU DAT A L I NK
BRT
FM 1 IN D RDY FM 2
AT C MENU
<WH E N C A N WE OT H E R R E Q>
T E XT >
The ATC FLT NBR is provided by the FMGEC (set on the INIT page).
The system has stored the last active ATC center of the previous flight, here KZAK.
In our example, this is the first ATC for your flight.
Press NOTIFY* in order to notify the KZAK ATC center.
FM 1 IN D RDY FM 2
N OT I F I C A T I ON
A T C F L T N B R
A F 8 0 0
A T C C E N T E R
K Z A K – – – – – – – – – – – – – NOT I F Y *
A T C ME N U C ON N E CT I ON
<R ET U RN ST ATU S>
BRT
BRT
NO A C T I V E A T C PRINT
DIM
MSG - PGE -
MSG + PGE +
FM 1 IN D RDY FM 2
N OT I F I C A T I ON
A T C F L T N B R
A F 8 0 0
A T C C E N T E R
!!!! – – – – – – – – – – – – – N O T I F Y
– – – – – K Z A K : N OT I F I E D – – – – –
A T C ME N U C ON N E CT I ON
<R ET U RN ST ATU S>
BRT
2 - CPDLC LOGON
When the ATC center initialises the CPDLC connection, the display on the DCDU
changes, and the active ATC is displayed on the DCDU. The ATC center has performed
the logon operation and the communication is established.
BRT
ACT I VE AT C : KZ AK CT L PRINT
DIM
MSG - PGE -
MSG + PGE +
The aircraft is now able to exchange datalink messages. Here is how to check the
connection status:
Select the Connection Status page.
FM 1 IN D RDY FM 2
N OT I F I C A T I ON
A T C F L T N B R
A F 8 0 0
A T C C E N T E R
!!!! – – – – – – – – – – – – – N O T I F Y
A T C ME N U C ON N E CT I ON
<R ET U RN ST ATU S>
BRT
FM 1 IN D RDY FM 2
CONN E CT I ON ST AT U S
A C T I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C
– – – –
–––––––– AD S : ON –––––––
* S ET OF F
A T C ME N U
<R ET U RN NOT I F I C AT I ON>
BRT
Notice also the default status of the ADS function, set to ON. This means that ADS is
ready to work (armed), as soon as an ATC will have given an ADS contract to the
aircraft.
The datalink communication transfer to the next ATC, also known as Next Data
Authority, is initialised by the current ATC and automatically performed by the ATSU.
This process is totally transparent to the crew. This is simply indicated by a SERVICE
TERMINATED message sent by the ATC.
The aircraft is in cruise, close to leaving the KZAK CTL and to entering the KOAK.
BRT
ACT I VE AT C : KZ AK CT L PRINT
DIM
MSG - PGE -
MSG + PGE +
RE C AL L*
On the connection status page, KZAK is the active ATC. There is no NEXT ATC.
FM 1 IN D RDY FM 2
AT C MENU
<WH E N C A N WE OT H E R R E Q>
T E XT >
FM 1 IN D RDY FM 2
CONN E CT I ON ST AT U S
A C T I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C
– – – –
–––––––– AD S : ON –––––––
* S ET OF F
A T C ME N U
<R ET U RN NOT I F I C AT I ON>
BRT
Upon reception by the aircraft of an ATC message, both ATC MSG lights flash and as it
is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated
every 15 s.
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.
ATC ATC
MSG MSG
The message received from KZAK CTL is displayed on the DCDU, indicating that the
next ATC is KOAK. Press the CLOSE softkey to store the message. On the connection
status page, the next ATC is displayed: this is a "NO ANSWER" message.
1107Z F ROM K Z AK C T L
BRT
NE X T D AT A A UT HO R I T Y : PRINT
DIM
KO A K
MSG - PGE -
MSG + PGE +
C LOS E *
FM 1 IN D RDY FM 2
CONN E CT I ON ST AT U S
A C T I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C
K OA K
–––––––– AD S : ON –––––––
* S ET OF F
A T C ME N U
<R ET U RN NOT I F I C AT I ON>
BRT
The message is closed: the DCDU screen is cleared. The active ATC is still KZAK and
will change only when KZAK terminates the connection.
The message can be recalled by pressing the RECALL softkey on the DCDU or
displayed in the MSG LOG page on the MCDU.
BRT
ACT I VE AT C : K ZAK CT L PRINT
DIM
MSG - PGE -
MSG + PGE +
RECALL*
An uplink ATC message is received: both ATC MSG lights flash and as it is a normal
message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s.
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.
ATC ATC
MSG MSG
When the new ATC center initialises the connection, the SERVICE TERMINATED
message received from KZAK CTL is displayed on the DCDU. The ATC center has
performed the logon operation and the communication is established.
Press the CLOSE softkey to store the message.
1110Z F ROM K Z AK CT L
BRT
S E R V I C E T E RM I N A T E D PRINT
DIM
MSG - PGE -
MSG + PGE +
BRT
ACT I V E AT C : KOAK CT L PRINT
DIM
MSG - PGE -
MSG + PGE +
RE C AL L*
4 - CLEARANCE
In this scenario the aircraft receives the answer to its previous request and later on, a
lateral clearance.
An uplink ATC message is received: both ATC MSG lights flash and as it is a normal
message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s.
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.
ATC ATC
MSG MSG
The received message is displayed on the DCDU. On the first line, in green, the
indication about the time and the issuer of the message (here, KZAK CTRL).
On the second line, in white, the reply indication, including the sending time of the
aircraft's request.
On the remaining lines, the ATC answer.
To ease the reading, uplink messages are in white with the main parameters highlighted
in cyan.
In order to reply WILCO to the message, select the WILCO softkey.
1425Z F ROM K Z AK CT L OP E N
BRT
( REP L Y T O 1 4 1 9 Z REQ ) PRINT
DIM
AT A L COA
MSG - CL B T O & MA I NT F L 3 9 0 PGE -
MSG + PGE +
* U N AB L E ST BY *
<OT HER W I L CO *
Once selected, the WILCO status is displayed in cyan inverse video on the top right
corner.
Each answer selected by the crew will be displayed at this place in this manner before
being physically sent.
In case of mistake, the CANCEL soft key enables the crew to cancel the current
selection and to re-select another answer.
The SEND* function is now available for the sending of the selected answer (WILCO)
Press the SEND softkey.
1425Z F ROM K Z AK CT L W I L CO
BRT
( REP L Y T O 1 4 1 9 Z REQ ) PRINT
DIM
AT A L COA
MSG - CL B T O & MA I NT F L 3 9 0 PGE -
MSG + PGE +
* C AN CE L
1425Z F ROM K Z AK CT L W I L CO
BRT
( REP L Y T O 1 4 1 9 Z REQ ) PRINT
DIM
AT A L COA
MSG - CL B T O & MA I NT F L 3 9 0 PGE -
MSG + PGE +
MO N I T O R I NG
* C AN CE L
1425Z F ROM K Z AK CT L W I L CO
BRT
( REP L Y T O 1 4 1 9 Z REQ ) PRINT
DIM
AT A L COA
MSG - CL B T O & MA I NT F L 3 9 0 PGE -
MSG + PGE +
SENT
During CPDLC exchanges, the FMS processes the ATC conditional or deferred
clearances that are linked to navigation. Then, when approaching a clearance condition,
the FMS is able to recall messages to alert the pilots.
About 30 s before the clearance condition, the FMS automatically displays the deferred
clearance text on the DCDU. This is indicated by the REMINDER information and the
visual and aural alerts:
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.
ATC ATC
MSG MSG
As the clearance condition is fulfilled, the clearance text is shown in green. The answer
to the clearance is also displayed at the top right corner.
The time and active ATC fields at the top of the screen are no longer displayed.
Press the CLOSE softkey to store the message.
W I L CO
BRT
AT A L COA PRINT
DIM
CL B T O & MA I NT F L 3 9 0
MSG - PGE -
MSG + PGE +
REM I NDER
OT HER CLOSE
1154Z F ROM K Z AK CT L OP E N
BRT
WH E N C A N Y O U A C C E P T PRINT
DIM
FL370
MSG - PGE -
MSG + PGE +
* C AN NO T
C AN *
* C AN CE L MO D I F Y *
SE ND
SE ND
FM 1 IN D RDY FM 2
ME S S AG E MOD I F Y
T O K Z A K C T L
ADD T E XT
P A G E A T C
* C AN C E L MOD I F DI SPL
1 2H30
BRT
The time (foreseen to reach the flight level 370) is displayed on the MCDU.
It is possible to add free text to the reply by selecting ADD TEXT. This leads to the
MCDU TEXT page:
FM 1 IN D RDY FM 2
ME S S AG E MOD I F Y
T O K Z A K C T L
ADD T E XT >
P A G E A T C
* C AN C E L MOD I F D I S P L*
BRT
It is possible to enter up to 4 lines of free text, or to chose one of the proposed reasons.
For this example, chose the DUE TO A/C PERFORM. key. The selected text is
displayed in cyan.
FM 1 IN D RDY FM 2
T E XT 1 / 2 "#
DU E T O DU E T O
"A / C P E R F O RM . ME D I C A L#
DU E T O DU E T O
"W E A T H E R T E CHN I C A L#
DU E T O A T P I L OT S
"T U R B U L E N C E D I S C R E T I ON#
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
*ERASE
A T C ME N U A T C
<R ET U RN MOD I F D I S P L*
BRT
Press the line key adjacent to the ATC MSG DISPL* command on the MCDU. This
displays the prepared message on the DCDU.
FM 1 IN D RDY FM 2
T E XT 1 / 2 "#
DU E T O DU E T O
A/ C P E R F O RM . ME D I C A L#
DU E T O DU E T O
"W E A T H E R T E CHN I C A L#
DU E T O A T P I L OT S
"T U R B U L E N C E D I S C R E T I ON#
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
*ERASE
A T C ME N U A T C
<R ET U RN MOD I F D I S P L*
BRT
The MCDU paged is refreshed, with the default "ATC TEXT DISPL" text in line 6R, but
unavailable (no star). Options are all available again to allow for further message
completion if required.
As the created message is too long to be displayed on 1 page of the DCDU, page1/2
appears on the DCDU. The SEND function is not available (no star) until all pages of
the prepared message have not been visualized: press on the PAGE + softkey.
* C AN CE L MO D I F Y *
PGE
1/2 SE ND
FM 1 IN D RDY FM 2
T E XT 1 / 2 "#
DU E T O DU E T O
"A / C P E R F O RM . ME D I C A L#
DU E T O DU E T O
"W E A T H E R T E CHN I C A L#
DU E T O A T P I L OT S
"T U R B U L E N C E D I S C R E T I ON#
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
ERASE
A T C ME N U A T C
<R ET U RN T E XT DI SPL
BRT
CAN
BRT
1 2 H3 0 PRINT
DIM
D U E T O A / C P E R F O RM A N C E
MSG - PGE -
MSG + PGE +
* C AN CE L MO D I F Y *
PGE
2/2 SE ND*
APPENDIX H
1 - INITIAL NOTIFICATION
The aircraft is in flight, for a flight from Los Angeles (KLAX) to Auckland (NZAA). The
first ATC for this flight is KZAK control and the crew wants to logon to it.
The first step is to notify the ATC center of the aircraft datalink capability.
First, select the ATC Menu page on the MCDU then select the NOTIFICATION page.
AT SU D AT A L I N K
AT C MENU 1 / 2 "#
<WH E N C A N WE OT H E R R E Q>
T E XT >
The ATC FLT NBR is provided by the FMGEC (set on the INIT page).
The system has stored the last active ATC center of the previous flight, here KZAK.
In our example, this is the first ATC for your flight.
Press NOTIFY* in order to notify the KZAK ATC center.
NOT I F I C AT I ON
A T C F L T N B R
A F 8 0 0
A T C C E N T E R
K Z A K – – – – – – – – – – – – – N OT I F Y *
A T C ME N U CON N E CT I ON
<R E T U RN ST AT U S>
NOT I F I C AT I ON
A T C F L T N B R
A F 8 0 0
A T C C E N T E R
!!!! – – – – – – – – – – – – – N O T I F Y
A T C N OT I F I E D
KZAK
A T C ME N U CON N E CT I ON
<R E T U RN ST AT U S>
NOTE : all the notification history will be deleted after each flight, 2 minutes after the
engine shut down.
2 - CPDLC LOGON
When the ATC center initialises the CPDLC connection, the display on the DCDU
changes, and the active ATC is displayed on the DCDU. The ATC center has performed
the connection operation and the communication is established.
A C T I V E A T C : K ZA K C T L
The aircraft is now able to exchange datalink messages. Here is how to check the
connection status:
Select the Connection Status page.
NOT I F I C AT I ON
A T C F L T N B R
A F 8 0 0
A T C C E N T E R
!!!! – – – – – – – – – – – – – N O T I F Y
A T C N OT I F I E D
KZAK
A T C ME N U CON N E CT I ON
<R E T U RN ST AT U S>
CONN E CT I ON ST AT U S
A CT I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C MS G L A T E N CY
– – – – N ON E
– – – – – – – – – AD S : A RM E D – – – – –
* S ET OF F
ADS DET A I L
A T C ME N U
<R E T U RN NOT I F I C A T I ON >
Notice also the default status of the ADS function, set to “ARMED”. This means that
ADS is ready to work (armed : ready to accept contract with ground ATC centers)
The datalink communication transfer to the next ATC, also known as Next Data
Authority, is initialised by the current ATC and automatically performed by the ATSU.
This process is totally transparent to the crew. This is simply indicated by a SERVICE
TERMINATED message sent by the ATC.
The aircraft is in cruise, close to leaving the KZAK CTL and to entering the KOAK.
A C T I V E A T C : K ZA K C T L
R E CA L L *
AT C MENU 1 / 2 "#
<WH E N C A N WE OT H E R R E Q>
T E XT >
On the connection status page, KZAK is the active ATC. There is no NEXT ATC.
CONN E CT I ON ST AT U S
A C T I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C MS G L A T E N C Y
– – – – NON E
– – – – – – – – – ADS : A RM E D – – – – –
* S ET OF F
AD S DET A I L
A T C M E N U
<R ET U RN NOT I F I C AT I ON>
Upon reception by the aircraft of an ATC message, both ATC MSG lights flash and as it
is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated
every 15 s.
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.
ATC ATC
MSG MSG
The message received from KZAK CTL is displayed on the DCDU, indicating that the
next ATC is KOAK. Press the CLOSE softkey to store the message. On the connection
status page, the next ATC is displayed: this is a "NO ANSWER" message.
1 1 0 7 Z F ROM K Z A K CT L
N EX T A T C : KOA K C T L
C L O S E
When the connection is established with the next ATC center, we can show it on the
MCDU page in the NEXT ATC field.
CONN E C T I ON ST AT U S
A C T I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C MS G L A T E N CY
K OA K NON E
– – – – – – – – – ADS : A RM E D – – – – –
*S ET OF F
ADS DET A I L
A T C ME N U
<R ET U RN NOT I F I C AT I ON>
The message is closed: the DCDU screen is cleared. The active ATC is still KZAK and
will change only when KZAK terminates the connection.
The message can be recalled by pressing the RECALL softkey on the DCDU or
displayed in the MSG RECORD page on the MCDU.
A C T I V E A T C : K Z A K C T L
R E CA L L *
An uplink ATC message is received: both ATC MSG lights flash and as it is a normal
message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s.
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.
ATC ATC
MSG MSG
1 1 1 0 Z F ROM K Z A K CT L
S ERV I C E T ERM I NA T ED
<OT H E R C L O S E *
4 - CLEARANCE
The exchange of messages described in this scenario and the DCDU associated HMI
are the same for FANS A and FANS A+.
1 5 4 9 Z F ROM K Z A K CT L O P E N
WH E N C A N YOU A C C E PT
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E PT F L 3 7 0 NOW
[ 1 5 4 9 Z ]
* CA NN OT MOD I F Y *
<OT H E R S E ND *
1 5 4 9 Z F ROM K Z A K CT L O P EN
WH E N C A N YOU A C C E P T
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A NNOT A C C E P T F L 3 7 0
* C A N C E L MOD I F Y *
<OT H E R S E ND*
1 5 4 9 Z F ROM K Z A K CT L O P EN
WH E N C A N YOU A C C E P T
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A NNOT A C C E PT F L 3 7 0
<OT H E R S E N D*
ME S S AG E MOD I F Y
"C AN F L370
C ANNOT F L370
P A G E
* CAN C E L ADD T E XT >
A T C R E P O RT S A T C
<RE T U RN MOD I F D I S P L*
ME S S AG E MOD I F Y
CA N F L 3 7 0 A T
1549Z
"C A N N OT F L370
P A G E
* C AN C E L ADD T E XT>
A T C R E P O RT S A T C
<R E T U RN MOD I F D I S P L*
ME S S AG E MOD I F Y
C A N F L 3 7 0 A T
1549Z
"C A N N OT F L370
P A G E
* C ANC E L ADD T E XT>
A T C R E P O RT S A T C
<R E T U RN MOD I F D I SP L*
1555Z
By pressing ATC MODIF DISPL, the DCDU message can be modified with the new
time.
ME S S AG E MOD I F Y
C A N F L 3 7 0 A T
1555Z
"C A N N OT F L370
P A G E
* C ANC E L ADD T E XT>
A T C R E P O RT S A T C
<R E T U RN MOD I F D I SP L*
At this moment, crew can add text by pressing modify which cause TEXT page to be
displayed on the MCDU.
1 5 4 9 Z F ROM K Z A K CT L O P EN
WH E N C A N YOU A C C E P T
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E P T F L 3 7 0 A T
1 5 5 5 Z
* CA N N OT MOD I F Y *
<OT H E R S E N D*
ME S S AG E MOD I F Y T E XT 1 / 2 "#
D U E T O DU E T O
"A / C P E R F O RM . ME D I C A L#
CA N F L 3 7 0 A T D U E T O DU E T O
1555Z " WE A T H E R T E CHN I C A L#
D U E T O A T P I L OT S
"C A NNOT F L370 "T U R B U L E N C E D I S C R E T I ON#
– – – – – – F R E E T E X T – – – – – – –
[ ]
P A G E A L L F I E L D S
* CANC E L ADD T E XT > E RASE
A T C R E P O RT S A T C A T C M E NU A T C
<R E T U RN MOD I F D I S P L* <R E T U RN T E XT DI SPL
T E XT 1 / 2 "#
D U E T O DU E T O
A/C P E R F O RM . ME D I C A L#
D U E T O DU E T O
" WE A T H E R T E CHN I C A L#
D U E T O A T P I L OT S
"T U R B U L E N C E D I S C R E T I ON#
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
*E RASE
A T C M E NU A T C
<R E T U RN MOD I F D I S P L*
1 5 5 5 Z
DU E TO A / C P ER FORMA NC E
* CA N C E L MOD I F Y *
P G E
2 / 2 S E N D*
1 1 5 4 Z F ROM K Z A K CT L
WH E N C A N YOU A C C E P T
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E PT F L 3 7 0 A T
1 5 5 5 Z
S E NT
P G E
1 / 2 C L O S E *
APPENDIX I
OPERATIONAL SCENARIOS ATS623
On the DCDU, the default screen is displayed, indicating that the ARINC 623 ATC
applications are available. The applications can be used as they are, no prior
connection with the ground is required.
(Note: this screen is displayed when there are ATC applications)
The Departure Clearance application is an ARINC 623 ATC application: these can be
reached through the ATSU MENU by selecting the prompt ATS623, or directly by
selecting the ATC COM hardkey:
M C DU ME N U
<F M1
<AT S U
AT C ME NU 2 / 2 "#
– – – – – A T S 6 2 3 P A G E – – – – – –
<D E P A R T REQ AT I S>
<O C E A N I C REQ
A T S U D L K
<RE T U RN
Amber boxes represent fields that must be filled in order to send the Departure
Clearance request: the function REQ DISPL (to display the request on the DCDU) will
only be available (star present) when all mandatory fields are filled.
The flight number is displayed in green: this colour indicates that the parameters is
automatically set by the system (it comes from the FMS), and it is not modifiable.
Parameters in cyan indicate modifiable parameters. Here the system has automatically
filled the origin and destination airports (taken from the FMS). These are also
mandatory parameters: if they are cleared, amber boxes will appear.
Type in the aircraft type, and insert it in the corresponding field.
AT S 6 2 3 D E P A RT REQ
A T C F L T N B R A / C T Y P E
A F R 0 0 6 !!!!
F ROM / T O
LF PG / K J F K
GA T E A T I S COD E
[ ] !
– – – – – – – – F R E E T E XT – – – – – – –
[ ]
MO R E
F RE E T E XT >
A T C ME N U A T C D E P A RT
<RE T U RN REQ D I S P L
A320
AT S 6 2 3 D E P A RT REQ
A T C F L T N B R A / C T Y P E
A F R 0 0 6 A320
F ROM / T O
L F P G / K J F K
GA T E A T I S C OD E
[ ] !
– – – – – – – – F R E E T E X T – – – – – – –
[ ]
MO R E
F REE T E XT >
A T C ME N U A T C D E P A RT
<RE T U RN REQ D I SP L
H
As all mandatory fields are completed, the star appears in front of REQ DISPL,
indicating that this function is available.
For this example, let us add free text: type in the text and insert it.
AT S 6 2 3 D E P A RT REQ
A T C F L T N B R A / C T Y P E
A F R 0 0 6 A320
F ROM / T O
L F P G / K J F K
G A T E A T I S COD E
[ ] H
– – – – – – – – F R E E T E X T – – – – – – –
[ ]
MO R E
F REE T E XT>
A T C ME N U A T C D E P A RT
<R ET U RN REQ D I SP L*
CH A RT E R E D F L I GHT
AT S 6 2 3 D E P A RT REQ
A T C F L T N B R A / C T Y P E
A F R 0 0 6 A320
F ROM / T O
L F P G / K J F K
G A T E A T I S COD E
[ ] H
– – – – – – – – F R E E T E X T – – – – – – –
CH A RT E R E D F L I GHT
MO R E
F REE T E XT>
A T C ME N U A T C D E P A RT
<R ET U RN REQ D I SP L*
A65
To add more free text, select the prompt MORE FREE TEXT.
AT S 6 2 3 D E P A RT REQ
A T C F L T N B R A / C T Y P E
A F R 0 0 6 A320
F ROM / T O
L F P G / K J F K
G A T E A T I S COD E
A65 H
– – – – – – – – F R E E T E X T – – – – – – –
CH A RT E R E D F L I GHT
MO R E
F REE T E XT>
A T C ME N U A T C D E P A RT
<R ET U RN REQ D I SP L*
3 more lines of free text can be added. The first line of free text is already displayed on
this page. Type in one line of text and insert it.
MOR E F REE T E XT
CH A RT E R E D F L I GHT
[ ]
[ ]
[ ]
D E P A RT R E Q A T C D E P A RT
<R ET U RN REQ D I SP L*
175 PAX ON BOA RD
It is possible to display the clearance request on the DCDU from this page also: select
REQ DISPL.
MOR E F REE T E XT
CH A RT E R E D F L I GHT
[ ]
[ ]
D E P A RT R E Q A T C D E P A RT
<R ET U RN REQ D I SP L*
The Departure Clearance request is displayed on the DCDU. At it takes more than 1
page, page 1/2 is indicated. It is not possible to send the message before all pages
have been visualised or printed: select PGE+ to see next page.
1 0 5 6 Z T O L F P G CT L O P EN
D E P A R T UR E R EQU E S T
A F R 0 0 6
F ROM : L F P G GA T E : A 6 5
TO : K J F K A T I S : H
A / C T Y P E : A 3 2 0
* CA N C E L
PG E
1 / 2
S E N D
Page 2/2 is displayed and it is now possible to send the message: select SEND.
O P EN
A / C T Y P E : A 3 2 0
C HA R T ER ED F L I GHT
1 7 5 P A X ON BOA R D
* CA N C E L
PG E
2 / 2
S E N D*
The message switches to green inverse video, indicating that is has been sent. The first
page is displayed, with the SENDING indication.
1 0 5 6 Z T O L F P G CT L
D E PA RT UR E R EQU E S T
A F R 0 0 6
F ROM : L F P G GA T E : A 6 5
TO : K J F K A T I S : H
A / C T Y P E : A 3 2 0
S E N D I N G
PG E
1 / 2
C L O S E
The SENT information indicates that the message has been received by the ground
network. It is now possible to close the message. Closing the message stores it in the
message log. Select CLOSE.
1 0 5 6 Z T O L F P G CT L
D E P A RT UR E R EQU E S T
A F R 0 0 6
F ROM : L F PG GA T E : A 6 5
TO : K J F K A T I S : H
A / C T Y P E : A 3 2 0
S E N T
PG E
1 / 2
C L O S E *
The default screen is displayed, and the previous message can be recalled if required.
R E CA L L *
The flashing "ATC message" pushbuttons and the aural warning (telephone ring)
indicate that a message from the ATC has been received: extinguish the alert by
pushing a pushbutton.
ATC ATC
MSG MSG
The received message is displayed on the DCDU. As this new message contains
several pages, "PGE 1/2" is displayed.
The received message is the departure clearance. Its status for the moment is "OPEN"
because no answer has been prepared yet.
Proposed answers are REFUSE or ACK. It is not possible to select ACK before the
whole clearance has been read, or printed. To read the following pages, select PGE+.
1 0 5 9 Z F ROM L F P G CT L O P EN
D E P A RT C L EA RA NC E N O 1 4 6
1 0 5 8 Z 2 5 J UN 2 0 0 0
F ROM : L F P G
A F R 0 0 6
C L RD TO : K J F K
* R E F U S E
P G E
<OT H E R 1 / 2 A C K
The REFUSE and ACK answers are now selectable. Let us say, for this example, that
you want to refuse the clearance: select REFUSE.
O P EN
C L RD TO : K J F K
RWY : 0 9 S I D : B N E 8A
SQK : 5 0 2 3 S LOT : 1 1 3 5 Z
F R EQ : 1 2 4 . 2 5 A T I S : H
HA V E A N I C E F L I GHT
* R E F U S E
P G E
<OT H E R 2 / 2 A C K*
On the DCDU, you can see that no datalink message has been sent to signify the
refusal: you must contact the ATC by voice. The received clearance is repeated on the
following pages, in green: select PGE+ to see the clearance.
1 0 5 9 Z F ROM L F P G CT L R E F U S E
CONT A C T A T C B Y VO I C E
R E F U S E NOT SU P PORT ED
B Y DA T A L I NK
– – – – – – – – – – – – – – – – – – – – – – – –
D E P A R T C L EA R A NC E NO 1 4 6
* CA N C E L
P G E
<OT H E R 1 / 3 C L O S E *
On each page of the refused clearance, the status "REFUSE" is displayed. However it
is displayed in white, signifying that no downlink message has been sent.
R E F U S E
DE P A RT C L EA RA NC E N O 1 4 6
1 0 5 8 Z 2 5 J UN 2 0 0 0
F ROM : L F P G
A F R 0 0 6
C L RD TO : K J F K
* CA N C E L
P G E
<OT H E R 2 / 3 C L O S E *
For our example, let us finally decide that this clearance is convenient: as no message
has been sent to the controller, the fact that we had refused this clearance will be
transparent for the ground: the REFUSE state can be cancelled by selecting the
corresponding softkey.
R E F U S E
C L RD TO : K J F K
RWY : 0 9 S I D : B N E 8 A
SQK : 5 0 2 3 S LOT : 1 1 3 5 Z
F R EQ : 1 2 4 . 2 5 A T I S : H
HA V E A N I C E F L I GHT
* CA N C E L
P G E
<OT H E R 3 / 3 C L O S E *
The clearance is displayed with the 'open' status, and the ACK and REFUSE functions
are proposed: to accept the clearance, select ACK.
1 0 5 9 Z F ROM L F P G CT L O P EN
D E P A R T C L EA RA NC E N O 1 4 6
1 0 5 8 Z 2 5 J UN 2 0 0 0
F ROM : L F P G
A F R 0 0 6
C L R D TO : K J F K
* R E F U S E
P G E
<OT H E R 1 / 2 A C K*
The message is displayed in the 'ACK' state. To send the DC readback, select SEND.
1 0 5 9 Z F ROM L F P G CT L A C K
D E P A RT C L EA R A NC E NO 1 4 6
1 0 5 8 Z 2 5 J UN 2 0 0 0
F ROM : L F P G
A F R 0 0 6
C L R D TO : K J F K
* CA N C E L
P G E
<OT H E R 1 / 2 S E N D*
1 0 5 9 Z F ROM L F P G CT L A C K
D E PA RT C L EA RA NC E NO 1 4 6
1 0 5 8 Z 2 5 J UN 2 0 0 0
F ROM : L F P G
A F R 0 0 6
C L RD TO : K J F K
S E N D I N G
P G E
<OT H E R 1 / 2 C L O S E
When the ground service provider acknowledges reception of the message, the
information 'sent' is displayed. The aircrew is informed that a confirmation of this
readback must follow.
1 0 5 9 Z F ROM L F P G CT L A C K
P G E
<OT H E R 1 / 2 C L O S E*
When the confirmation of the readback arrives, it is indicated to the crew with the visual
and aural alerts: extinguish the alerts by pressing the ATC MSG pushbutton.
ATC ATC
MSG MSG
The departure clearance is confirmed. The message can now be closed (it will be
stored).
1 1 0 0 Z F ROM L F P G CT L
D E P A RT ME S SA G E
A C K R E C E I V ED
1 0 5 9 Z 2 5 J UN 2 0 0 0
A F R 0 0 6
– – – – – – – – – – – – – – – – – – – – – – – –
P G E
<OT H E R 1 / 3 C L O S E *
APPENDIX J
OIT/FOT REF. 999.0001/03
NEW AIR TRAFFIC SERVICES UNIT (ATSU) AIRCRAFT INTERFACE
FROM : AIRBUS CUSTOMER SERVICES TOULOUSE TX530526
I/ VALIDITY:
ALL A330 AND A340 AIRCRAFT EQUIPPED WITH FANS A
- FORWARD FIT: MODIFICATION 48227 EMBODIED
- RETROFIT: AIRBUS SB A330-46-3006/A340-46-4010.
A340-600 AND A340-500 ARE NOT CONCERNED BY THIS OIT/FOT SINCE THE
SUBJECT CONFIGURATION IS BASIC AT THE ENTRY INTO SERVICE.
II/ REASON
III/ DESCRIPTION
IIIA) ATSU
IIIB) FMS
2/ A340
FMS P2A10 UPGRADE FROM P1A9 FOR CFMI ENGINES CONSISTS IN:
- FMGEC HARDWARE CHANGE TO PN C12858AA03 FROM PN C12858AA02 VIA FG
OBRM REPLACEMENT
- ABOVE MENTIONED FM PERFORMANCE DATABASE (FIN 1CA0M2) AND FM
OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADES, APPLY ALSO TO THE A340
(SAME SOFTWARE PN) AND ARE ALSO TO BE DONE ON AIRCRAFT. THE SAME
CROSSLOADING LIMITATIONS OF ABOVE CAUTION PARAGRAPH APPLY TO P2A10
UPGRADE ON A340.
IV) RECOMMENDATION
IN ORDER TO EASE ATSU CLR3.6B AND FMS P2 RETROFIT ON ALL AIRCRAFT
TYPES, CORRESPONDING AIRBUS SB'S WILL NOT BE PHYSICALLY LINKED.
THIS WILL ALLOW PROCEEDING SEPARATELY WITH ATSU THEN FMS RETROFIT.
HOWEVER, IN ORDER TO ENSURE SUBSTANTIAL ADS PERFORMANCE
IMPROVEMENT, IT IS HIGHLY RECOMMENDED TO PROCEED FIRST WITH ATSU
SOFTWARE UPGRADE, THAT CORRECTS THE MAJOR ADS ISSUE, I.E. MISSING
ADS REPORT. ASSOCIATION OF FMS P2 WITH ATSU CLR3.5B WOULD DEGRADE
ADS PERFORMANCE.
V) RETROFIT
ATSU CLR3.6B/FMS P2 RETROFIT, MONITORED BY AIRBUS (SET4), WILL
START SOON AFTER SB ISSUE AND WILL BE ANNOUNCED BY A RETROFIT
INFORMATION LETTER.
EACH OPERATOR WILL THEN BE CONTACTED INDIVIDUALLY BY AIRBUS FRANCE
AND THALES AVIONICS, THROUGH A CUSTOMIZED RETROFIT PLANNING LETTER
(RPL), IN ORDER TO FORMALIZE THE LOGISTICAL ASPECTS OF THE
RETROFIT CAMPAIGN.
QUOTE
- DURING FLIGHTS ON NORTH ATLANTIC ROUTES, IT HAS BEEN REPORTED
THAT, SOMETIMES, ADS REPORTS ARE NOT TRIGGERED WHEN OVERFLYING A
WAYPOINT. WHEN THE FMS2 IS THE MASTER, AND SEQUENCES A WAYPOINT
BEFORE FMS1, IT MAY OCCUR THAT THE ATSU DOES NOT DETECT THE
WAYPOINT CHANGE EVENT.
TO AVOID MISSING ADS REPORTS, WHEN OVERFLYING A WAYPOINT, DO NOT
USE AP2 DURING ADS OPERATIONS.
UNQUOTE
BEST REGARDS.
P. GLAPA C. MONTEIL
VICE PRESIDENT, SYSTEMS & POWERPLANT VICE PRESIDENT
ENGINEERING SERVICES FLIGHT OPERATIONS
CUSTOMER SERVICES DIRECTORATE SUPPORT AND LINE ASSISTANCE
APPENDIX K
FANS A AIRWORTHINESS SUMMARY
(Ref. 555.1221/00)
This document is an outcome of the AIM FANS A Airworthiness Approval process intended to be widely
distributed to any party planning to make use of data communications for Air Traffic Services purposes.
This document is primarily intended for Operators, ATC Service Providers and National Aviation
Authorities.
They should refer to this document when deciding on how to implement operations based on data
communications for ATS purposes. It may also be used by Operators as substantiating data in order to
help in obtaining operational changes.
- Section 2 : the description of the operational environment in which the AIM FANS A package is intended
to be used. This description was used as the basis for the end-to-end Hazard Analysis,
- Section 3 : the listing of all industry standards considered for the development of the datalink
applications, and the record of all clarifications, additions and/or deviations to those standards, applicable
to the AIM FANS A avionics systems,
- Section 4 : the list of all assumptions placed on the ATS Ground Systems and Communication Service
Providers that must be fulfilled,
- Section 5 : an overview of the interoperability, safety and performance demonstrations achieved during
the airworthiness approval process of the AIM FANS A package. This section also provides a set of flight
crew procedures,
- Section 6 : a proposal for a list of checks and verifications that Operators and ATC providers may wish
to perform before starting operations.
The scope of this document is limited to Air Traffic Services datalink communications implemented in the
AIM FANS A avionics package. These functions to be considered are :
. ATS Facilities Notification (AFN),
. Controller-Pilot DataLink Communication (CPDLC)
. Automatic Dependent Surveillance (ADS)
The AIM FANS A avionics package has been designed to be operated in an operational environment
having the characteristics specified below. Any operational environment that fulfills these characteristcs is
classified as « FANS A Code 1 » according to an Airbus Industries internal terminology.
These characteristics have been considered during the end-to-end Functional Hazard Analysis (FHA)
conducted in the frame of the AIM FANS A Airworthiness Approval.
Therefore, Operators or National Aviation Authorities willing to implement operations using AIM FANS A
datalink communication capabilities must ensure the foreseen environment satisfies these characteristics.
ENVIRONMENT
- Airspace type : oceanic / Remote
- Traffic Density : low
- Traffic Complexity : in convoy
- Datalink Operations : En-Route / Cruise
- Airspace Management : procedural (based on CPDLC Position Reports and/or ADS information)
- Aircraft Separation Minima : lateral : 50 NM
longitudinal : 50 NM
vertical : 2000 ft, 1000 ft with RVSM
Communications
Datalink communications is assumed to be the primary means of communication between Air Traffic
Controller and Flight Crew. However, all existing voice communication media must be available for
back-up communications and reversion to conventional ATM operations must be made using the
following communication means as appropriate :
- VHF
- direct HF
- third party HF
- SATCOM voice
Note : other communication means do exist to enable quick ATC centre – flight crew communications,
but no benefit has been claimed for the use of these means in the end-to-end Functional Hazard
Analysis. These are :
- CPDLC free text
- VHF with other aircraft in the vicinity
- Any other usable means (e.g. passenger phone).
Navigation
RNP10 navigation performance has been assumed as an acceptable performance to allow, in
conjunction with both communication and surveillance means, a 50x50 NM aircraft separation minima.
Surveillance
CPDLC and/or ADS reports are the primary means of surveillance. Voice position report (using VHF,
HF or SATCOM voice as appropriate) must be kept as back-up means.
This section lists the interoperability requirements resulting from this joint group that Airbus Industries has
elected to apply in the development of the AIM FANS A avionics systems.
Deviations to this specification have been made as indicated in Appendix #1 « Amendments to ARINC
622-2 for AFN application ».
Deviations to this standard have been made as indicated in Appendix #2 « Amendments to DO-219
for CPDLC application ».
In addition, specific design choices have been made that particularise the AIM FANS A package :
- DO-219 does not specify message pairing for all uplink messages.
Appendix 3 « CPDLC Message Pairing » provides information as to the mapping between uplink
report/confirmation request and corresponding downlink reports generated by the AIM FANS A
system.
- Finally, Appendix 5 « CPDLC Error Processing » gives the list of conditions under which the
CPDLC application transmit an error message. Signification of the associated error code used in
the [ErrorInformation] element is also given in this Appendix.
Deviations to this standard have been made as indicated in Appendix 6 « Amendments to DO-212 for
ADS application ».
Note : appendices assume previous knowledge of AFN, CPDLC and ADS MOPS.
The AIM FANS A system complies with the following communication protocols :
- ARINC 620 « Datalink Ground System Standard and Interface Specification »
- ARINC 619 « ACARS Protocols for Avionics End Systems »
- ARINC 618 « Air Ground Character Oriented Protocol Specification »
The AIM FANS A system is able to exchange datalink messages for ATS purposes over the following
communication media :
- SATCOM
- VHF Data Radio
Datalink communications require that end-to-end requirements be specified and complied with by all
systems involved in the realisation of the functions (i.e. ATS Systems, Communication Service Providers
and Airborne Avionics).
Airworthiness Approval of the AIM FANS A ensures that the avionics package complies with the
requirements and industry standards listed in Section 3 of this document.
Formally speaking, industry standards apply to aircraft systems only. In order to ensure end-to-end
interoperability, it has been found necessary to produce interoperability requirements applicable to
Communication Service Providers’ systems and to ATS Providers’ systems. This activity has been done
within the EUROCAE WG53 / RTCA SC-189 joint group.
In addition, while conducting the end-to-end Functional Hazard Analysis, Airbus Industries has made
some assumptions concerning design features of the ATS Ground Systems and/or ATC Controller’s
behaviours and procedures. These assumptions are used in the FHA to mitigate the effects of functional
failure and incorrect behaviours.
These assumptions become Safety Requirements that must be considered by ATS Service Providers.
This section lists the resulting Interoperability and Safety requirements applicable to Communication
Service Providers’ systems and/or ATS Providers’ systems. Airbus Industries assumed that these
requirements would be satisfied in order to ensure continued interoperability and safety of the AIM FANS
A package.
- All FANS A communications shall comply with ARINC Specifications 618, 620, and 622.
- All FANS A uplink traffic shall be identified by the use of “A” labels as described in ARINC
Specification 620.
- All FANS A downlink traffic shall be identified by the use of “B” labels as described in ARINC
Specification 620.
- Recording of datalink messages : on-ground recording of all datalink messages, including time
stamp, shall be provided.
- ATS Providers shall have the capability to request notification of successful delivery for uplink
messages, via the Message Assurance (MAS) function (as described in ARINC Specification 620).
- Every uplink message from an ATS Provider shall use the aircraft registration number which is
contained within the portion of the AFN logon message (FN_CON) that is encapsulated by the
Cyclical Redundancy Check (CRC).
- Since FANS A downlink messages do not include a Message Function Identifier (MFI), the ATS
Provider shall use the following uplink Standard Message Identifiers (SMI), as defined in ARINC
Specification 622 for each application :
- “ATC” for CPDLC application,
- “AFU” for AFN application,
- “RAR” for ADS application.
- For FANS A uplink messages, the optional MFI shall not be used; that is, the address will
immediately follow “/” in the free text format.
Note : uplink messages containing a MFI will be discarded by the AIM FANS A avionics package.
- As the Communication Service Provider determines the routing of FANS A messages to the aircraft,
the following text elements (described in ARINC Specification 620, Section 3.7) shall not be used by
an ATS Provider in uplink messages : AP, GL, TP because the CSPs have the responsibility for
routing of uplink messages.
The ATS Ground Systems supporting Air Traffic Services Datalink Applications shall implement datalink
applications compatible with :
- ARINC 622-2 Specification Section 2 for the ACARS Convergence Function, as amended according
to the table included in Appendix 8 « Amendments to A622 ACARS Convergence Function for ATS
Ground Systems ».
- ARINC 622-2 Specification Section 3 for the AFN application, as amended according to the table
included in Appendix 9 « Amendments to A622 AFN Application for ATS Ground Systems ».
- DO-219 MOPS, Sections 2.2.2 through 2.2.6 for the CPDLC application, as amended according to
the table included in Appendix 10 « Amendments to DO-219 CPDLC Applicaion for ATS Ground
Systems ».
- DO-212 MOPS, Section 2.2.1 for the ADS application, as amended according to the table included
in Appendix 11 « Amendments to DO-212 ADS Application for ATS Ground Systems »
Where the term “ATS contracted CSP” is used in this Section, it refers to the particular CSP contracted by
an ATS Provider to provide all FANS A datalink services (e.g. VHF and SATCOM).
The term “alternate ATS CSP” applies to another CSP whose network is needed by the ATS Provider to
communicate with some aircraft.
- All FANS A communications shall comply with ARINC Specifications 618, 620, and 622.
- All FANS A uplink traffic shall be identified by the use of “A” labels or Message Function Identifiers
(MFIs) as described in ARINC Specification 620.
- All FANS A downlink traffic shall be identified by the use of “B” labels or Message Function
Identifiers as described in ARINC Specification 620.
- Recording of datalink messages : on-ground recording of all datalink messages, including time
stamp, shall be provided.
- CSPs shall support the message assurance function as described in ARINC Specification 620. If the
ATS Provider requests Message Assurance (MAS), the ATS contracted CSP shall provide one of
the following notifications to the ATS Provider for each uplink message :
- "success" (MAS/S) indicating that the uplink message has been received and positively
acknowledged by the aircraft.
- "failure" (MAS/F) indicating that the all parts of the uplink message have not been received
and positively acknowledged by the aircraft, or have been delayed.
- "not known" (MAS/X) indicating that the CSP is unable to provide an indication of delivery for
this uplink message.
- The CSPs shall use unique uplink block identifiers (UBIs) for uplink messages to a given aircraft.
- From the downlink message, the CSP shall extract the address of the ATS Provider to which the
message will be delivered.
- The CSP shall translate the message from air-ground (type-A) format to ground-ground (type-B)
format.
- When a downlink message is received by the Central Processor of a CSP, it shall be routed to the
unique address of the ATS Provider.
- The CSP shall use either of the following mechanisms in the CP to provide this routing:
- mapping of 4 character supplemental address to the corresponding 7 character IATA Type B
address, or
- use of actual 7 character supplemental address in the downlink message.
- The 7 character address assignment of each ATS Provider is unique and shall be configured in the
networks of all CSPs.
- If the addressed ATS Provider is not connected to the ground network of the CSP which received
the downlink message, the message shall be forwarded to the correct CSP’s network via a
connection between the networks of the CSPs.
- Each CSP offering FANS A communication service to an ATS Provider shall support an
internetworking function.
- Communication shall only be attempted via a maximum of two media or CSP.
- The internetworking function shall address and deliver the message to the appropriate CSP for
delivery (based on current media advisory information or default delivery preferences), with the
request for Message Assurance delivery confirmation.
- If successful delivery (indicated by receipt of an aircraft ACK as described in ARINC Specification
618) is achieved, a Message Delivery Confirmation message shall be returned to the
internetworking function.
- Upon receipt of the Message Delivery Confirmation message the internetworking function shall
forward this to the ATS Provider, if requested as the message assurance.
- If delivery is unsuccessful (indicated as described in ARINC Specification 618), either an
Untransmittable Message Assurance or an Undeliverable Message Assurance shall be returned to
the internetworking function.
- Receipt of these messages by the internetworking function shall result in either :
- another attempt at message delivery as required by the routing logic in the internetworking
function or;
- the Untransmittable Message Assurance or Undeliverable Message Assurance being forwarded
to the ATS Provider, if requested.
- If VHF is available then uplink delivery shall be attempted via VHF.
- If VHF is available and delivery is not successful or VHF is unavailable and the aircraft is a
contracted user and is logged-on to the CSPs satellite service, uplink delivery shall be attempted via
satellite.
- If VHF is available and the attempt at delivery via VHF was not successful, uplink delivery shall be
attempted via the satellite communications facilities of an alternate CSP.
- If communication is not possible via the ATS contracted CSP and the aircraft is using the air-ground
facilities of an alternate CSP, then uplink delivery shall be attempted via the alternate CSP.
- If the first uplink delivery attempt was made via an alternate CSP (VHF) provider and was
unsuccessful, the second uplink delivery attempt shall be made via the aircraft’s contracted satellite
datalink service provider.
- Media Advisory downlinks shall be delivered to the internetworking functions of all CSPs, which use
the media advisory message.
- In the absence of media advisory messages or if the first attempt to deliver a message has failed
then the internetworking function shall forward the message to the next CSP as determined by
contractual arrangements of the particular Operator.
4.3 - SAFETY REQUIREMENTS FOR ATS GROUND SYSTEMS & COMMUNICATION SERVICE
PROVIDERS
Airbus Industries has performed an end-to-end Functional Hazard Analysis for the AIM FANS A functions
where Functional Failures and Incorrect Behaviour of the functions were analysed and evaluated for their
effects and impacts on flight crew, ground ATC and airspace. Doing so, a number of detection means,
protections or barriers, and procedures were assumed to be implemented in the ATS ground systems.
These assumptions made on the ground systems have been presented to the JAA Team during the AIM
FANS A Airworthiness Approval process. They have all been accepted as being realistic assumptions for
an ATS Provider implementing datalink communications.
However, these assumptions turn out to be Safety Requirements that ATS providers must comply with
prior to start actual operations based on CPDLC and ADS in order to ensure adequate safety level is
attained.
- GT #1 : Ground/Ground communications
A telephone back-up is assumed for inter-facility data communication (ground/ground) and
procedures are established for its use.
- GT #2 : CPDLC and ADS use
Processing of CPDLC and ADS position reports shall be developed to allow primary means of
surveillance (e.g. separation assurance, up to reduction of separation).
- GT #3 : Alert of non-reception of CPDLC/ADS report
Controller shall be alerted in case of non-reception of expected ADS report or CPDLC position
report.
- GT #6 : communication outage information
The communication service provider shall inform ATS srvice providers involved in the operation of
the datalink system in case of communication outage (satellite, RGS)
- GT #7 : Internetworking
Internetworking between service providers shall ensure correct process of ATC datalink messages.
- GT #8 : Error detection
The ATC system must be able to detect that the aircraft is deviating from its assigned route. If the
deviation exceeds 7.5NM, data of the predicted and A/C intent groups may prove to be incorrect. In
this situation, the ATC system should base extrapolation of the aircraft trajectory on track data rather
than on predicted group and intent group data.
- CT #1 : Back-up communication
The ATC centres and the aircraft shall have backup communication systems. All voice capabilities
must be retained (HF, VHF, SATCOM).
- CT #2 : Timers
There shall exist timers for the ATC controllers and flight crews to monitor the air/ground processing
status of a message.
These timers must be consistent with the communication performance objectives :
- response time for donwlink message (one way) : 1 minute 95% of the time
- response time for uplink message (round trip) : 2 minutes 95% of the time.
- CT #6 : CRC
CRC must be implemented against air/ground segment corruption of each uplink or downlink
message. For interoperability reasons, this 16 bit CRC has been agreed as an accpetable means of
compliance with this objective.
These demonstrations were conducted according to the AIRBUS INDUSTRIES document « FANS A :
Interoperability, Safety and Performance Demonstration Test Plan » that has been agreed by the JAA.
In addition, this section provides with inputs for procedures to be applied by the flight crew.
Airbus Industries has demonstrated compliance to industry standards as indicated in Section 3 of this
document thanks to a combination of simulator tests and flight tests. In both cases, the avionics package
under test was in a configuration representative of the AIM FANS A production package configuration.
Peer ground systems used for Interoperability demonstrations were a combination of simulated ATC
system and several actual ATC systems where AFN, CPDLC and ADS applications are recognised as
« operational » for ATS purposes (i.e. daily used).
The AIM FANS A package complies with Interoperability requirements listed in Section 3, and AFN,
CPDLC and ADS applications may be used with ATS Ground Systems compliant with Interoperability
requirements listed in Section 4 of this document.
Based on the end-to-end Functional Hazard Analysis conducted by Airbus Industries, a list of Failure
Conditions has been deduced and allocated to the avionics package. Safety Objectives were specified for
each Failure Condition.
Failure Condition allocated to the aircraft were ranked from MINOR to MAJOR effects, according to
classification per JAR 25.1309.
Airbus Industries has conducted a System Safety Analysis of the AIM FANS A package in order to
demonstrate compliance to these Safety Objectives : all Safety Objectives are satisfied.
The following assumptions were made as part of the System Safety Analysis of the AIM FANS A system :
- the flight crew follows, as a minimum, the procedures listed in Section 5.5 of this document.
These crew procedures were used in the System Safety Analysis as detection, protection or
barriers to the analysed Failure Conditions. All these procedures are taken into account in the
Airbus Industries Flight Crew Operating Manual (FCOM) for FANS A functions. Operators
should be encouraged to follow the procedures recommended in this manual to ensure
proper operation with AIM FANS A system.
All messages are timestamped based on UTC time information from GPS with a +/- 2seconds accuracy.
- Uplinks messages are timestamped when they are put in the DCDU queue for display.
- Downlink messages are timestamped when the Flight Crew depresses the SEND soft key on the
DCDU.
Airbus Industries has demonstrated communication performances based on actual flight tests with one
simulated ATC ground system, with a representative combination of uplink and downlink and use of VHF
and SATCOM. The times from more than 500 messages were used to conduct a statistical analysis.
Additionally, Airbus Industries conducted specific flight tests in operational environment connected with
operational ATC ground systems. Again, the times from more than 500 messages were used to conduct a
statistical analysis.
The Communication Performances demonstrated by Airbus Industries in the frame of the AIM FANS A
Airworthiness Approval process are the following :
- Round-Trip transit time for uplink messages is less than 2 minutes for more than 95% of the
uplink ATC messages
This time is the measure between the time an uplink message is sent by the ATC Ground System
and the time the Message Assurance (MAS) issued by the avionic system is received by the ATC
Ground System.
- One-Way transit time for downlink messages is less than 1 minute for more than 95% of the
downlink messages
This time is the measure between the time a downlink message is timestamped by the avionics
system and the time this message is received by the ATC Ground System.
These communication performance values were used in the end-to-end Functional Hazard Analysis and
subsequent System Safety Analysis conducted by Airbus Industries.
Note : these communication performances have been established where appropriate coverage of the
communication media (VHF or Satellite) was available.
In particular, satellite datalink communications are based on a constellation of 4 INMARSAT
satellites that can provide virtually world-wide coverage between 75°N and 75°S latitudes. Use of
satellite datalink communications outside of these latitudes may either not be possible, or may
exhibit degraded performances.
The following are differences between the desired FANS A requirements and the actual implementation.
Only differences which have a potentially significant impact on ATC systems/operations are described.
For some items there is a requirement placed on ATC to work around the problem; the remaining items
are for information only.
5.4.1 - AFN
None
5.4.2 - ADS
1. When an Intermediate Projected Intent group contains default values, the three last bits of the
group are set to 1 instead of 0. Note that these bits are padding bits to achieve an integral
number of octets.
Requirement on ATC : ignore the value of the three last bits of an Intermediate Projected Intent
group.
2. Upon receipt of a Cancel Emergency Mode Request containing the contract number of an
existing event contract, a Negative Acknowledgement should be sent. Instead, the request is
acknowledged and the event contract is cancelled. Note that the emergency mode will be
cancelled on that connection.
Requirement on ATC : none.
5.4.3 - CPDLC
1. The BACK ON ROUTE (dM#41) message element cannot be generated. The crew has to send this
information using a free-text (dM#67).
Requirement on ATC: none.
Crew Procedure : manually send a free-text message with the "BACK ON ROUTE" text when
appropriate.
2. When the optional [legtype] is not included in the uplink HOLD AT [position] MAINTAIN [altitude]
INBOUND TRACK [degrees] [direction] TURNS [legtype] (uM#91) message element, the aircraft
sends back an error message.
Requirement on ATC : insert the optional [legtype] in message element uM#91.
3. Transfer of connection while pending uplink messages exist disconnects both the current and next
data authorities.
Requirement on ATC : pending uplink messages must be closed before sending END SERVICE.
5. The uplink WHEN CAN YOU ACCEPT [speed] (uM#151) message element with a choice 4 or 5
(speedground or speedgroundmetric) locks CPDLC.
Requirement on ATC : do not send a ground speed in message element uM#151.
6. The CLEARED [routeclearance] (uM#80) message element containing more than 82 place-bearing-
distance cannot be loaded.
Requirement on ATC : do not send more than 82 place-bearing-distance in message element
uM#80.
8. An uplink message containing more than three confirm message elements (uM#132 to uM#147)
cannot be processed.
Requirement on ATC : do not send an uplink message containing more than three confirm message
elements.
The following flight crew procedures are used in the System Safety Analysis as detection, protection or
barriers to the Failure Conditions.
All these procedures are taken into account in the Airbus Industries Crew Operating Manual (FCOM) for
FANS A functions. Operators should be encouraged to follow the procedures recommended in this
manual to ensure proper operation with AIM FANS A system.
In addition, this section proposes a list of functional tests that Operators and/or ATS Service Providers
may wish to perform before starting operations.
All verifications and tests contained in this section are only provided to assist Operators deciding to use
datalink communications with AIM FANS A package.
1. The Operator will ensure that it has the appropriate contract(s) with one or more CSP for the intended
operational environment.
2. Operators may make use of different Communication Service Providers and/or media depending on
the availability of services and their individual contractual arrangements. Operators will ensure that all
CSP with whom they have contracts have the appropriate labels configured to support the FANS A
messages.
Note : as satellite datalink is usually global, an Operator generally needs to contract with only one
CSP for satellite datalink service. VHF datalink facilities, on the other hand, are supported in
different regions by different CSPs. This means that Operators may contract with more than one
CSP for VHF datalink service. In a given region an Operator may receive VHF datalink service
from one CSP and satellite datalink service from another CSP. There are cases where a number
of CSPs support VHF datalink service in the same region. Where this occurs, the Operator’s
contractual arrangements will determine the choice of VHF CSP by the aircraft.
3. The requirement for a particular medium on a particular route may be specified by the appropriate
States based on factors such as performance and coverage. Such requirement can lead to a need for
carriage of specific communication equipment. The Operator will ensure the aircraft configuration
comply with such requirement.
If two real ATS Provider systems can participate to the test, the following scenario is also worth testing :
In any case, the Operator and the ATS Provider must ensure that:
- Aircraft flight number and tail number (included in the Notification message) will be recognized by
the ATS Provider system,
- Network addresses, choice of medium and choice of communication service provider are
adequate.
Scenarios for each of the above proposed tests are detailed in Appendix #12 with following terminology:
FN_CON: manual Notification (downlink)
FN_AK: Notification Acknowledgement (uplink)
CR1: CPDLC Connection Request (uplink)
CC1: CPDLC Connection Confirm (downlink, system-generated)
NDA: NEXT DATA AUTHORITY ATC name
DR1: CPDLC or ADS connection termination (downlink, system-generated).
FANS A complies with ARINC Specification 622-2, Section 3 except as noted below.
The alert attribute for this message is medium. The urgency attribute for this message is normal.
2.2.3.3 Message An optional time stamp field is defined in the header of CPDLC messages.
Structure and Content
ATCmessageheader ::= SEQUENCE
{
msgidentificationnumber Msgidentificationnumber,
msgreferencenumber Msgreferencenumber OPTIONAL,
timestamp Timestamp OPTIONAL
}
All downlink CPDLC messages will contain a timestamp which indicates the originators send time and should use a
time source which is referenced to UTC.
2.2.3.3 Three optional fields are added to the position report.
Message Structure and Positionreport ::= SEQUENCE
Content {
positioncurrent [0] Positioncurrent,
timeatpositioncurrent [1] Timeatpositioncurrent,
altitude [2] Altitude,
fixnext [3] Fixnext OPTIONAL,
timeetaatfixnext [4] Timeetaatfixnext OPTIONAL,
fixnextplusone [5] Fixnextplusone OPTIONAL,
timeetadestination [6] Timeetadestination OPTIONAL,
remainingfuel [7] Remainingfuel OPTIONAL,
temperature [8] Temperature OPTIONAL,
winds [9] Winds OPTIONAL,
turbulence [10] Turbulence OPTIONAL,
icing [11] Icing OPTIONAL,
speed [12] Speed OPTIONAL,
speedground [13] Speedground OPTIONAL,
verticalchange [14] Verticalchange OPTIONAL,
trackangle [15] Trackangle OPTIONAL,
trueheading [16] Trueheading OPTIONAL,
distance [17] Distance OPTIONAL,
supplementaryinformation [18] SupplementaryinformationOPTIONAL,
reportedwaypointposition [19] Reportedwaypointposition OPTIONAL,
reportedwaypointtime [20] Reportedwaypointtime OPTIONAL,
reportedwaypointaltitude [21] Reportedwaypointaltitude OPTIONAL
}
Reportedwaypointposition ::= Position
Reportedwaypointtime ::= Time
Reportedwaypointaltitude ::= Altitude
Appendix #3
The following mapping between uplink report/confirmation requests (uM#) and downlink reports (dM#)
applies.
Appendix #4
The following rules for [position] loading apply to standalone [position] variables, as in message element
uM77, and to those embedded in the [routeclearance] variable.
In the message structure defined in section 4.6.3.3, the [position] variable is defined as a choice of ‘fixname’,
‘navaid’, ‘airport’, ‘latitudeLongitude’, or ‘placebearingdistance’. The first three choices have "overlapping"
definitions. [Fixname] is an IA5String (Size(1..5)); [navaid] is an IA5String (Size(1..4)); and [airport] is an
IA5String (Size(4)). Consequently, a 1, 2, or 3 character identifier could be encoded as a [fixname] or
[navaid], and a four character identifier could be encoded as any of the first three [position] choices.
The FMS Navigation Data Base (NDB) is configured to the ARINC 424 specification, which defines the record
structure and naming conventions for NDB data. When the FMS receives an uplink message with a loadable
message element containing the [position] variable, it uses the [position] choice to determine which of its
NDB records to search for a matching identifier.
This is required in order for the FMS to be able to load the uplinked [position] into the FMS flight plan.
For example, if an uplink message with a [position] choice of 'navaid' is received, the FMS will search only the
NDB Navaid record for a matching identifier. Similarly, the ‘airport’ choice leads to a search of the NDB
airport record and the ‘fixname’ choice leads to a search of the NDB waypoint record and the NDB non-
directional beacon record (explained further below).
If a match is not found, then the FMS will not load the specified [position] into the FMS flight plan. Limiting the
search in this manner (i.e., as opposed to searching all NDB records, irrespective of the [position] choice)
decreases, but does not eliminate, the likelihood of the FMS finding duplicate matching identifiers.
The FMS will create a waypoint at the specified [position] when the ‘latitudeLongitude’ choice is selected.
If the ‘placebearingdistance’ choice is selected, the [fixname] must match an identifier in the FMS Navigation
Database (waypoint, navaid, airport, or non-directional beacon), otherwise, the [fixname] and the
corresponding [placebearingdistance] are not loadable.
It must be noted that in the case of the FMS finding duplicate matching identifiers, or a FMS Navigation
Database unsuccessfull match , a downlink ERROR message element will not be generated.
The following table describes how the constituent variables of the [routeclearance] variable will be loaded into
the FMS flight plan.
NOTE: FMSs have the capability to store two flight plans. The flight plan along which the aircraft is to be
flown is called the active flight plan. The "selected route" in which the [routeclearance] variable is loaded is
the secondary flight plan.
The constituent variables of the [routeclearance] variable are all optional. If the data associated with a particular variable do not exist in the "selected
route", then no data are encoded for that variable. The "selected route" is the secondary FMS flight plan in constructing a downlink route clearance
request or the active flight plan when responding to a CONFIRM ASSIGNED ROUTE message element.
Appendix #5
The following lists the conditions under which the CPDLC application will transmit an error message.
These conditions are listed by the error code that will be transmitted in the downlink ERROR
[errorinformation] message element. Imbedded Message Identifiers (IMI) of the ERROR [errorinformation]
message element are detailed.
0. applicationError
The CPDLC application receives an uplink message (IMI=AT1) with one of the following combinations:
message element 160 (NEXT DATA AUTHORITY [icaofacilitydesignation]) and any other message
element,
message element 159 (ERROR [errorinformation]) and any other message element,
message element 162 (SERVICE UNAVAILABLE) and any other message element.
1. duplicateMsgIdentificationNumber
The CPDLC application receives an uplink message (IMI=AT1) with an MIN equal the MIN of a previous
uplink which is still pending.
2. unrecognizedMsgReferenceNumber
The CPDLC application receives an uplink message (IMI=AT1) with an MRN and there is no pending
downlink message with a matching MIN. (Downlink IMI=AT1).
The CPDLC application receives an uplink with IMI=CR1 and the uplink includes an MRN. (Downlink
IMI=DR1).
3. endServiceWithPendingMsgs
The CPDLC application receives an uplink message (IMI=AT1) containing element 161 and no other
element and there are pending uplink messages, (downlink IMI=DR1), or
The CPDLC application receives an uplink message (IMI=AT1) containing element 161 plus another
element requiring WILCO/UNABLE response and there are pending uplink messages and the pilot sends
WILCO. (Downlink IMI=DR1).
4. endServiceWithNoValidResponse
The CPDLC application receives an uplink message (IMI=AT1) containing element 161 and another
element requiring no response or a response other than WILCO/UNABLE. (Downlink IMI=DR1).
5. insufficientMsgStorageCapacity
The CPDLC application receives an uplink message (IMI=AT1) when the message storage or processing
capacity is full. (Downlink IMI=AT1).
6. noAvailableMsgIdentificationNumber
The CPDLC application has only one MIN available that is not being used for a pending downlink
message (or a downlink message not acknoweldged by the network) (Downlink IMI=DR1)
7. commandedTermination
The pilot disconnects the CPDLC application or changes the entered flight number. (Downlink IMI=DR1).
8. insufficientData
The CPDLC application receives an uplink message (IMI=CR1 or AT1) containing no message element.
(If the uplink IMI=CR1, the downlink IMI=DR1. If the uplink IMI=AT1, the downlink IMI=AT1).
9. unexpectedData
The CPDLC application receives an uplink message during a CPDLC inhibition phase.
10. invalidData
The CPDLC application receives an uplink with IMI=CR1 and either datum in element 163 is invalid.
(Downlink IMI=DR1).
The CPDLC application receives an uplink message (IMI=AT1) with element 178 or 183-255, (downlink
IMI=AT1), or
The CPDLC application receives an uplink message (IMI=AT1) with a variable outside its valid range.
(Downlink IMI=AT1).
The CPDLC application receives an uplink message (IMI=AT1) containing an IA5String (e.g. element 169
[freetext]) and the string contains a character which the DCDU can not display. (Downlink IMI=AT1).
The CPDLC application receives an uplink message (IMI=CR1 or AT1) without enough bits to define the
header and one valid element, (If the uplink IMI=CR1, the downlink IMI=DR1. If the uplink IMI=AT1, the
downlink IMI=AT1). or
The CPDLC application receives an uplink message (IMI=AT1) without enough bits to define all variables
required for each element, (downlink IMI=AT1), or
The CPDLC application receives an uplink message (IMI=AT1) containing an IA5String and the string
contains fewer characters than specified, (downlink IMI=AT1), or
The CPDLC application receives an uplink (IMI=AT1) with more than 5 message elements. (Downlink
IMI=AT1).
The CPDLC application receives an uplink message (IMI=AT1) with more pad bits than required to make
a full octet, (downlink IMI=AT1), or
The CPDLC application receives an uplink message (IMI=AT1) containing an IA5String and the string
contains more characters than specified, (downlink IMI=AT1), or
The CPDLC application receives an uplink message with IMI=CR1 and an element other than 163,
(downlink IMI=DR1), or
The CPDLC application receives an uplink message with IMI=CR1 and element 163 plus any other
element. (Downlink IMI=DR1).
11. reservedErrorMsg
Not Used
APPENDIX #9
AMENDMENTS TO A622 AFN Application for ATS Ground Systems
ARINC 622 section Description
3.3.2 Request for The active ATS Provider system (i.e., the current ATC Data Authority) shall be able to forward AFN logon information.
Notification
3.4 Timers / Reason ATST3 value shall be greater than ATST1 value.
Codes NOTE: ATS Provider systems should use 15 minutes for ATST3.
3.5.3 AFN Message Where an Aircraft Registration Number is less than seven characters, the Aircraft Registration Number shall be placed in the
Header right of the field tail_no and the remainder of the field padded out with period [.] characters.
Attachment 2, table 2-1 Version number shall be 01 for ADS and CPDLC.
APPENDIX #10
DO-219 Description
section
2.2.1 The CPDLC application shall interface with:
The ACARS Compatible System defined in section 2 of ARINC Specification 622-2,
The Application Interface defined in section 4 of ARINC Specification 622-2.
2.2.2 A CPDLC application built to the functional capability described here shall be version number 01.
2.2.2.1 The ATS Provider System shall initiate connections with aircraft by sending the “Connect Request” (IMI=CR1) containing a message
with the [icaofacilitydesignation][tp4table] (uM163) message element only.
2.2.2.1.1.c If no connections are established or in the process of being established, upon receipt of any message, the ATS Provider system shall
ignore that message.
2.2.2.1.2.c If a "Connect Request" (IMI=CR1) is pending, upon receipt of a message other than the corresponding "Connect Confirm" (IMI=CC1),
the ATS Provider system shall ignore that message.
2.2.3.3.a CPDLC message structure and content shall conform to the abstract syntax in this section.
2.2.3.4.a CPDLC shall use ISO/IEC 8825-2:1996 Packed Encoding Rules (PER) – Basic Unaligned, to encode/decode the ASN.1 message
structure and content specified in section 2.2.3.3 or a functionally equivalent means which provides the same result.
2.2.3.4.b Encoded messages shall be padded with bits set to the zero value at the end of the message to achieve an integral number of octets.
2.2.4 If a message is received and there are not enough bits to constitute a header, CPDLC shall send a message with the ERROR
[errorinformation] (uM159) message element and discard the received message.
2.2.4.1.b If the received downlink message has a “Y” Response type, the ATS Provider system shall use the Message Identification Number for
that received message as the Message Reference Number for the message containing the response message element(s).
2.2.4.1.c If a message is received containing a Message Identification Number equal to that of a pending message, as specified in section
2.2.6.4, CPDLC shall send a message containing the ERROR [errorinformation] (uM159) message element with the
[duplicateMsgIdentificationNumber] value and discard the received message
2.2.4.1.d On a given connection, CDPLC shall assign a Message Identification Number for each message initiated for transmission.
2.2.4.1.e Each assigned Message Identification Number shall be unique from any Message Identification Number for a pending message, as per
section 2.2.6.4.
2.2.4.1.g If a pending message, as per section 2.2.6.4, has been deleted, CPDLC shall not allow the Message Identification Number for that
message to be made available for re-use except as specified in paragraph 2.2.6.4.c.
2.2.4.2.a If a message is received with a Message Reference Number which does not equal the Message Identification Number of a pending
message, as per section 2.2.6.4, and does not contain either the ERROR [errorinformation] (uM159) message element or SERVICE
UNAVAILABLE (uM162) message element, then CPDLC shall send a message containing the ERROR [errorinformation] (uM159)
message element and discard the received message.
DO-219 Description
section
2.2.4.2.b If a message is received with a Message Reference Number which does not equal the Message Identification Number of a pending
message, as per section 2.2.6.4, and contains either the ERROR [errorinformation] (uM159) message element or SERVICE
UNAVAILABLE (uM162) message element, then CPDLC shall not send a message containing the ERROR [errorinformation].
2.2.4.2.e If a message is received by an ATS Provider system with a Message Reference Number which does not equal the Message
Identification Number of a pending uplink message in the ATS Provider system, then the message shall be discarded.
2.2.4.2.f On a given connection, the ATS Provider system shall assign a Message Reference Number equal to the Message Identification
Number for the associated downlink message for each uplink message sent with an UNABLE (uM0), STANDBY (uM1), REQUEST
DEFERRED (uM2), ROGER (uM3), AFFIRM (uM4), NEGATIVE (uM5), ERROR [errorinformation] (uM159), or SERVICE
UNAVAILABLE (uM162) message element, or any other uplink message transmitted in response to a downlink message element with
a “Y” response attribute.
2.2.4.2.g The [versionnumber] (dM73) message element sent with the “Connect Confirm” (IMI=CC1) shall contain a Message Reference Number
corresponding to the associated Message Identification Number of the [ICAOfacilitydesignation][tp4table] (uM163) message element
sent with the“Connect Request” (IMI=CR1).
2.2.5 For a given message, Urgency, Alert, Response, and Recall types will be assigned for each message element as specified in section
2.2.3.3. For a message containing multiple message elements, the message element type with the highest precedence shall be
assigned for each attribute for that message, as determined from Table 2-4 through Table 2-8 from Section 2.2.3.1.
2.2.5.3.b Only one closure response shall be allowed for a given message.
2.2.5.3.c When an unacceptable closure response to an uplink message is received by the ATS Provider system (e.g. ROGER in response to a
message with a W/U Response type), the ATS Provider system shall discard the message.
2.2.6 If a message is received and insufficient storage exists to handle the message, CPDLC shall send a message containing the ERROR
[errorinformation] (uM159) message element with the [insufficientMsgStorageCapacity] value and discard the received message.
2.2.6.1.a If a message is received and any message element number is not represented in section 2.2.3.3, CPDLC shall send a message with
the ERROR [errorinformation] (uM159) message element with the [invalidData] value and discard the received message.
2.2.6.1.b If a message is received and there are more than 5 message elements, CPDLC shall send a message with the ERROR
[errorinformation] (uM159) message element and discard the received message.
2.2.6.1.c CPDLC shall not permit a message with missing mandatory data to be transmitted.
2.2.6.1.d If a message is received and there are message elements containing an IA5 string character not supported, CPDLC shall send a
message with the ERROR [errorinformation] (uM159) message element and discard the received message.
2.2.6.2 If a message is received and any message Data Type is not as represented in section 2.2.3.3, CPDLC shall send a message with the
ERROR [errorinformation] (uM159) message element with the [invalidData] value and discard the received message.
2.2.6.4.a A message shall be retained by CPDLC as a pending uplink message until at least one of the following conditions have been met:
1.The message has a "W/U", "A/N", or "R" Response type and a message which contains a closure response as indicated in section
2.2.5.3.a with a Message Reference Number equal to the Message Identification Number for the uplink message has been sent by
aircraft or received by the ATS Provider system.
2. This connection has been terminated.
DO-219 Description
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2.2.6.4.c If a downlink message has a "Y" Response type, that message shall be retained by CDPLC as a pending downlink message until at
least one of the following conditions have been met:
1. A message with a Message Reference Number equal to the Message Identification Number for the downlink message has been sent
by the ATS Provider system or received by aircraft, and that the received message did not have a STANDBY or REQUEST
DEFERRED message element.
2. This connection has been terminated.
2.2.6.8 When a message error is detected, CPDLC shall send a response message containing the ERROR [errorinformation] (uM159)
message element with the value selected in accordance with the specific requirements of section 2.2.
2.2.2.1 After successful completion of the AFN logon, the ATS Provider system shall send a CPDLC Connect Request (IMI = CR1 and
contains message element uM163 [ICAO facility designation]) to the aircraft.
2.2.2.2 If address forwarding is carried out using ground-ground communications networks or by the AFN Address Forwarding, the CPDLC
NEXT DATA AUTHORITY [icaofacilitydesignation] (uM160) message element shall be sent by the active ATS Provider system before
forwarding the AFN logon information to the next ATS Provider system.
The [position] variable does not allow a position to be defined as a latitude or longitude only. To overcome this limitation some ATS
Providers define a latitude or longitude using the ‘fixname’ choice. For example CROSS 140W AT FL330 or AT 5S CLIMB TO AND
MAINTAIN FL310, with 140W and 5S being defined as ‘fixname’. However, if minutes of latitude or longitude are used, e.g., CROSS
4030N AT FL330, this may correspond to an actual fix as defined by the ARINC 424 specification in the aircraft Nvigation Data Base. It
should be noted that this fix could be geographically different from the intended position in the ATS Provider instruction. This situation
should be avoided.
In order to assure that the data are loaded correctly, the following constituent variables of the [routeclearance] variable should not be
used with elements uM79 and uM83: airportdeparture, proceduredeparture, procedureapproach, procedurearrival, and airwayintercept.
APPENDIX #11
Appendix #12
Message pairing (appropriate and meaningful answers) and state of messages (open or not) will be
observed.
aircraft ATC
FN_CON
FN_AK
CR1
CC1
Exchange of CPDLC
messages
END SERVICE
DR1
This scenario intends to reflect real ADS operations with one ATS Provider system.
Periodic, event and demand contracts will be established in normal mode. Then emergency mode will be
created. Reporting intervals, on-request groups and events will be adapted to test means. As a minimum,
a periodic contract requesting Predicted Route group and an event contract including Waypoint Change
should be established.
Note: except the Notification (FN_CON), all exchanges will be transparent to the crew. Results will be
visible at the ATS Provider system level.
aircraft ATC
FN_CON
FN_AK
Acknowledgement
ADS normal
+Report
mode
ADS reporting
Creation of
emergency mode
ADS reporting ADS emergency
mode
Cancellation of
emergency mode
ADS reporting ADS normal
mode
In this scenario, a CPDLC connection is established with the ATS Provider system.
Then the crew sends a Notification to this ATS Provider system. From the crew perspective, the CPDLC
connection should not be affected.
To complement this scenario, an uplink clearance (e.g., CLIMB TO altitude) can be sent but not
responded by the crew before the second Notification attempt.
Similarly a downlink clearance request (e.g., REQUEST speed) can be sent but not responded by the
ATC controller before the second Notification attempt.
The respective answers must be sent after the second Notification. From the crew perspective, the
processing of messages should not be affected.
aircraft ATC
FN_CON
aircraft ATC
FN_AK
FN_CON
CR1
FN_AK
CC1
CR1
CPDLC connection
established CC1
FN_CON
CPDLC connection
FN_AK established
FN_CON
CR1
FN_AK
CC1
CR1
CC1
This scenario requires two ATS Provider systems and they must be able to transfer a CPDLC connection
from one to the other. This ability must be checked and may require coordination with the appropriate
ATS Provider staff.
In this scenario, a CPDLC connection is established with an ATS Provider system (ATC 1). The whole
sequence of transfer from ATC 1 to ATC 2 is initiated by ATC 1. The level of automation will depend on
the test means.
The crew will verify on cockpit displays that the controlling ATS Provider system has become ATC 2.
Note: FN_CAD, FN_RESP and FN_COMP are system-generated downlinks. In this specific scenario,
FN_CON will also be system-generated. These messages will therefore be transparent to the crew.
NDA
FN_CAD
FN_CON
FN_RESP
FN_AK
FN_COMP CR1
MONITOR + CC1
END SERVICE
WILCO
DR1