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Airbus

A319/A320/A321
A330/A340
Issue: JAN2001

ATA 46 Author: ToR


For Training Purposes Only
 LTT 2006
Information Systems

4620 Air Traffic Information


Management System (ATIMS)

A320/A349 FAM. 46
Training Manual

Revision Identification: For training purposes and internal use only.


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ATA 46 INFORMATION SYSTEM


4620 AIR TRAFFIC INFORMATION MANAGEMENT SYSTEM
For Training Purposes Only

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INTRODUCTION / WHAT IS FANS ?


GENERAL
FANS is an abbreviation and is for Future Air Navigation System. Thus a pro-
cedure represents FANS, which is to be used in the future for navigation in avi-
ation. The air traffic control created for it a concept, which itself is called
CNS/ATM (Communication Navigation and Surveillance / Air Traffic Manage-
ment). This informations defined by the I.C.A.O. 1983 were already published.
CNS/ATM represents a concept for the safe and efficient handling of future air
traffic, whereby additionally larger capacities result from this new procedure.
Further the structure of a GNSS (Global Navigation Satellite System) is being
introcuded which is led by the European countrys This wil be a system used
only for cvil aviation.
The IATA (Asia Pacific Group) undertook large efforts, to introduce this concept
and their members will benefit from introduction of the test tracks in 1998
between Asia, Europe and the USA.
For future Navigation procedures in aviation the abbreviation FANS has been
generally established.
For Training Purposes Only

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Air Traffic Control Today Air Traffic Control Tomorrow

Communication / Navigation / Surveillance

Communication takes place by HF or VHF radio Communication takes place via Satellite Communi-
communication. This language transmittal, typically cation (Data and Voice)
through a Third person , which translates the mes-
sages of the crews at the teleprinter and further
sends them to the air traffic controllers.
Over the continents (the USA, Europe) navigation is Navigation takes place by GPS (Global Positioning
based on groundbased radio beacons (VOR, NDB). System).
Over water and small settled or poor countries, navi- For this a civil GPS = GNSS will be introduced.
gation takes place by INS (Inertial Navigation Sy-
stem).
In the air space over highly developed countries the Position monitoring takes place automatically and via
position monitoring takes place by groundbased ra- Satellites.
dar.
Over water and small developed countries the posi-
tion monitoring is made by verbally delivered position
signals via HF.

GNSS 1 represents a transition level to GNSS 2 it be based on the militarily controlled systems GPS and GLONASS, but however certain civilian components (e.g.
EGNOS) have been added to improve the use of the Satellitennavigtion in the European air space.
GNSS 2 is a global civilian satellite system, which is controlled and led by the EU+CIS. It fulfills all European aviation requirements and will be introduced in addi-
For Training Purposes Only

tion, in order to become certified as the only navigation system for all flight phases (+Differential GNSS Ground station).

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FANS ADVANTAGES
 What are the advantages of FANS? 1. Distance / Separation
1. The seperation between the airplanes (in flight) can be reduced. More air- In order to be able to determine the safety margin from airplanes, the follow-
planes per time unit on a route. ing factors must be considered:
2. Air routes can be optimized. errors in navigation actually and
3. More direct routes. potential errors in the voice communication between crews and air traffic
4. Satellite communication. controllers.
5. When crossing other air routes it can be omitted more frequently to change The problems of the traditional, spoken position signals and the delays in con-
to a lower and thus uneconomic flight level. nection with high frequency transfers over Relay stations (20 45 minutes to
transmit a position report), require an enormous distance between individual
airplanes. This distance is typically 100 Nm to geographical latitude and 120
At the same time an increase of the safety standard will take place. Nm at geographical length. This results in a surface of 48.000 NM2, which are
blocked by a single airplane!
Why FANS is necessary?
The consequence of the fact is that many airplanes cant fly at the optimum
The current air traffic routes represent often a longer route between two points
altitude and with the optimum speed.
on the earth than phisically necessary and are used mainly with their maximum
capacity. FANS equipped airplanes however can deliver automatically their position as
well as its further intentions (heading/track, speed, altitude) with the help of a
That means: satellite connection at least every five minutes.The determination of the posi-
 increased fuel consumption by detours . tion takes place with the help of the very exact Global Positioning System
 cargo capacities cannot be used completely, since too much fuel must be (GPS) or Global Navigation Satellite System (GNSS).
carried forward. Digital data communication between the crew and the air traffic controller re-
 takeoff delays caused by overcrowded air space. duces drastically the possibilities of errors and permits lessseperation between
individual airplanes.
CNS
The total of improvements in communication, navigation and surveillance of air
traffic enables Air Traffic Control to reduce the seperation between the air-
planes. For this reason the flight can be performed in optimum altitude which
also reduces the fuel burn.
For Training Purposes Only

2. Optimized air routes


Transatlantic flights e.g. are planned at present with meteorological data, which
are approx. 12 to 18 hours old. If satellite communication is used, which repre-
sents a section of FANS, the current meteorological data can be transmitted to
the airplane during flight. The flightcrews are now able to create an optimized
flight plan, or on the ground an appropriate plan is created and transmitted to
the crew. This dynamic planning enables airlines to carry forward, less fuel
forEventualities , which means again that still lessfuel is used, or more pay
load can be carried forward.

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3. More direct routes
In many cases the current air routes are a compromise due to the navigation 6. Required time of Arrival (RTA)
aids available on the ground and radar coverage. This leads to extended air With RTA air traffic control can transmit temporal limitations concerning a
routes. However if the advantages of the satellite navigation and communica- waypoint. This enables the crew to achieve a certain geographical point at a
tion are used, the possibility is higher of flying more direct and thus shorter previously defined point in time. The cruising speed is adapted to the re-
routes. quirements automatically, so that the desired waypoint at the desired point
After introduction of FANS the operators of airplanes benefit of the lower fuel in time (+ / 30 seconds) is achieved. If the desired RTA is not possible, the
consumption, of shorter flying times and increased pay loads. crew is alarmed visually.
Costs related to crews and maintenance are thereby reduced,too.
4. Satellite communication
To fly FANS routes, the airplanes must fulfill the following requirements:
With the aid of the satellite navigation the period of reply for an airplane, which
1. Airline operational control (AOC) data link requests a Level CHANGE on an optimal flight altitude, can be reduced to a
AOC connection permits the airlines, to transmit optimized roures, to deliver few minutes. A saving of fuel is the result. At present the time for a reply is
position signals and to transmit current wind information about the data link. approx. 20 min. to 45 min.
2. Automatic Dependent Surveillance (ADS)
5. Flight level change
The ADS function transmits the current position via satellite or VHF data
In order to avoid potential conflicts, an airplane, which achieves a crossing air-
link to air traffic control. Automatic surveillance of enroute airplanes takes
way, must be vertically separated from all other airplanes. This means that one
place.
of two airplanes must leave its actual altitude to an altitude up to 4000 feet be-
3. Air Traffic Control (ATC) data link low its optimal flight altitude. If the air traffic controller has more accurate posi-
The ATC datalink connection replaces voice communication of the crew with tion data and if the airplane can control its speed in such a way that the flight
the air traffic controllers. Desired modifications of the original flight plan can level change is achieved at a certain point in time, the vertical seperation for
be transmitted. The air traffic controllers have the possibility of requesting this manouver is used less often.
via this way modifications of the original flight plan.
4. Global Positioning System (GPS) or GNSS integration
By using GPS or GNSS a more exact positioning on routes and during ap-
proach is possible. The navigation system must prove that it achieves the
necessary RNP. It provides also a time reference for the RTA, see below..
5. Required Navigation Performance (RNP)
For Training Purposes Only

RNP criteria describe accuracy, integrity and availability for FANS opera-
tions. The navigation systems are permanently monitored.If the accuracy
required for a route is reduced, the crew is informed and can initiate coun-
teractions if necessary.

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TRANSITION TO FANS
 Schedule for the introduction of CNS/ATM
Yeear 97 98 99 00 01 02 03 04  08
South Pacific VHF Antenna
VHF Rmote
Sibiria
Satellite Antenna Ground Station
China Ground Earth (RGS)
India Station (GES)
North Atlantic
Worldwide? CNS ATM

I1. I2. I3. I4.


DLH from June 2000
4 acft.

Steps for the introduction of FANS

1. Test with FANS1/A (previous FANS)


changes of processes
use of available airplane equipment w.
2. Transition to CNS/ATM FANS A
improvement / extension of the aircraft equipment
retirement of the old airplane and ground equipment
3. New technologies
For Training Purposes Only

ADSB
Free Flight
4. Complete transition to CNS/ATM FANS B (I.C.A.O. requirement)

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What is AIM FANS A or ATIMS?
With Airbus these DATA link AIM FANS A called (Airbus Interoperable Mod-
ular) or ATIMS (Air Traffic and Information Management System).
The new unit which houses the ATIMS fuctions is called ATSU (Air Traffic Ser-
vices Unit). This ATSU will replace the ACARS MU. The ATSU forms the plat-
form for the ACARS and FANS operation after the lineup. (the ATSU is to be
found in the ATA Chapter 46!!)
The further difference exists in the use of two ATTENTION GETTERS i.e.
two ATC message lights and two new DCDUs (Datalink Control Display Unit)
as well as the use of of a new MMR (Multi Mode Receiver) which processes
the ILS / MLS / GPS data.Otherwise FANS A and FANS 1 are identical as far
as possible.

What is FANS1?
On the way up to the complete introduction of CNS/ATM the available aircraft
are equipped or upgraded gradually with the necessary systems.
The manufacturer BOEING calls its systems with ADS and CPDLC at present
FANS 1, AIRBUS however FANS A.
CPDLC is for CONTROLLER/PILOT DATA links Communication and repre-
sents satellite connections between the air traffic controllers and the crews.
What is CNS/ATM1? = FAN + ADS_B
Airplanes with FANS1/A and additionally ADSB (AUTOMATIC Dependant
Surveillance Broadcast) as well as the final installation of a new ATN (Aeronau-
tical Telecommunication network) represent the future standard CNS/ATM1.
ADSB means sending (Broadcast) all necessary information for automatic air
traffic control to all other airspace users. The recipients are thereby automati-
cally enabled,to initiate the appropriate measures for the avoidance of colli-
sions.
For Training Purposes Only

What is Free Flight?


Free Flight represents a concept, with which airspace users may fly free and
undisturbed from the air traffic control (ATC), as long as security is not endan-
gered.

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REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM?


ACARS
Aircraft Communication Addressing and Reporting System.
 Data communication of the airline for surveillance, for maintenance, for air-
craft operational data and others.

FMS-MCDU-ACARS INTERFACE
Flight Management System
Multipurpose Control and Display Unit
 flight plan, Take-Off information and wind information can be transmitted
up to the aircraft.
 position signals, flight progress, flight plan, performance data and if neces-
sary ADS reports of the aircraft can be transmitted down to the ground
station.
 display of the RNP as a function of the air route and the flight phase.
 calculation and display of the current ANP (Actual navigation performance)
in dependency of the availability as well as the accuracy of the navigation
systems.
 power specification concerning the necessary cruising speed this is neces-
sary to maintain certain RTA.
 provides mode selectors , in order to support the AOC function.

SATCOM DATA or HF DATA


Satellite Communication or High frequency DATA
 voice transmission only as Backup for data communication.
For Training Purposes Only

GPS / GNSS
Global Positioning System (military/civilian)
Global Navigation Satellite System (civilian)
 high accuracy during the positioning. High system integrity.
 ability for navigation on all RNP routes.
ATC Communication Annunciation
Air Traffic control
 visual and aural alerting of the crew with messages of air traffic control.

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COMMUNICATION NAVIGATION
SATELLITES SATELLITES
(SATCOM) (GPS/GNSS)
For Training Purposes Only

AIRLINE AOC INFORMATION SERVICE DIFFERENTIAL GPS/GNSS STATION

ATC CENTER

Figure 1 CNS/ATM Principle


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ATIMS DESCRIPTION
The ATIMS consists of:
1ea ATSU: Its a modular hosting platform that:
Centralizes all data communicationrelated functions:
ATC datalink,
Airline data communication.
Manages the dedicated Human Machine Interface for datalink.
Hosts software developed by several suppliers:
ATC software controlled and managed by Airbus/Aerospatiale,
Customizable AOC software open to competition between ACARS
vendors (Rockwell Collins and Allied Signal);
Communicates initially via ACARS networks:
Is upgradable to communicate over ATN
(Aeronautical Telecommunication Network).
The main functions performed by the ATSU are:
 to host the various datalink applications, including Airline Operational Control
and Air Traffic Services,
 to provide management and access to the different datalink services available,
 to provide management and access to the various datalink networks available.
2ea Datalink Control and Displays Units (DCDUs) which provide the flight
crew with display capabilities and control resources, allowing the display of
data received from ATC and the sending of answers and messages to ATC.
2ea ATC MSG attentions getters: P/Bs used for visual alert in case of ATC
For Training Purposes Only

messages reception.
NOTE:The two DCDUs are not fitted in PreFANS configuration and the ATC
MSG pushbuttons switches are not operational.
The ATSU is connected to the following units and uses the services of these multi-
purpose devices for interface needs:
 the Multipurpose Control and Display Units (MCDUs)
 the Printer
 the Flight Warning Computers (FWCs)
 the Radio Management Panels (RMPs).

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For Training Purposes Only

Figure 2 ATIMS Installations (A340 shown)


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AIM FANS ARCHITECTURE


General System Description
AIM FANS program launched by Airbus Industrie is designed to allow the air- The Air Traffic and Information Management System is organized around a
craft to adapt to the steps of the transition towards the ultimate ((Fans Worl& host platform which integrates datalink applications and the routing function.
through modular and flexible avionics upgrade. In order to optimize the system The ATIMS system can be configured in two ways:
architecture of the Airbus range of aircraft, the ATSU will also integrate right
 in PreFANS configuration:
from its entry into service the functions that are currently available on the
ACARS equipment, such as the routing function and all AOC services dedi- Air/ground communication Router Function (ARF)
cated to exchanges, between the aircraft and the airline operational centers. Airline Operational Control applications (AOC).
Due to entry into service in 1998, the ATSU and associated systems will enable NOTE : The Datalink Control and Display Units (DCDU) and the ATC MSG
the airlines to draw maximum benefit from the new communications and navi- pushbutton switches are not operational.
gation facilities, while retaining an aircraft architecture capable of receiving fu-
ture upgrades. or
NEW:  in FANS A configuration:
ATSU= Air Traffic Services Unit Air/ground communications Router Functions (ARF)
DCDU= Datalink Control and Display unit Airline Operational Control applications (AOC)
MMR= Multi Mode Receiver FANS A Air Traffic Control (ATC) applications.
UPDATED: NOTE : The DCDUs and the ATC MSG pushbutton switches are opera-
tional.
CMS= Central Maintenance System
FMS= Flight Management System
FWS= Flight Warning System
HFDR= HF Data Radio
MCDU= Multipurpose Control and Display Unit
VDR= VHF Data Radio
For Training Purposes Only

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For Training Purposes Only

Figure 3 System Architecture


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DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS A CONFIG ONLY)
The DCDUs are the interface means dedicated to the ATC applications. They pro- Physical Description
vide the flight crew with display capabilities and control means, allowing the display The DCDU is equipped with a LCD screen and twice four pushbuttons located
of messages received from ATC ground center and the sending of answer and on each side of the screen.
messages to the ground center. The DCDUs are managed by the ATSU which pro-
Electrical Characteristics
cesses and organizes the data in screen pages to be displayed and translates re-
ceived key codes into crew orders (soft keys).  power supply: 28VDC
 dissipated power : 16.5 Watts (average value).
Functional Operation
 one back connector
The DCDU has two main functions:
 Display function: display of the air traffic system information to the flight ATC MSG Illuminated Pushbutton Switches Description
crew These pushbutton switches provide the flight crew with a visual alert in case of ATC
The DCDU is equipped with an LCD flat panel. The DCDU displays the message reception and with an alert cancel means by pressing them.
messages formatted by the ATSU on a black background, in eight different In addition, an aural alert is triggered by the FWCs, single or repetitive chime
colors: amber, black, cyan, green, magenta, red, white and yellow. sounds according to the priority of the message.
These messages are in semigraphical format and include alphanumerical
text and simple graphical attributes such as boxes, arrows, separation lines,
inverse video...
 Control function: a response device for the flight crew.
The DCDU has:
four pushbuttons switches associated to menu keys named soft keys
four engraved pushbuttons switches dedicated to:
 page up and down functions.
 message up and down functions .
 print function .
 manual brightness control.
For Training Purposes Only

In addition, the pushbuttons switches are lighted for night vision in


accordance with the general cockpit selection.
Each DCDU has a black screen function in order not to disturb the flight crew
in case of abnormal display. Any action on a pushbutton switch is transmitted
to the ATSU.
Any action on a menu key is acknowledged by the DCDU itself on the display,
prior to and independently of a possible message change from the ATSU, by a
reverse video display.

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For Training Purposes Only

Figure 4 DCDUs and ATC MSG Lights


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DATALINK ALERTS AND WARNINGS


The ATIMS system uses the services provided by the FWCs to activate visual/ In PreFANS configuration
aural alerts and warnings for: The FWCs generate the system warnings such as internal ATSU failure, loss of
 air/ground communication services datalink applications or communications...
 hosted AOC applications They are inhibited during some flight phases according to the priority level.
 ATC applications. 1. System warnings
They are generated depending on the following ATSU information: The FWCs display the following warnings/malfunctions in amber on the
 its own status: EWD:
ATSU Fault/No Fault DATALINK ATSU / ACARS FAULT in case of ATSU failure
CPDLC application Fault/No Fault DATALINK ATSU / ACARS FAULT+ ATSU INIT FAULT when the ATSU
Router is not initialized
ADS application Fault/No Fault
DATALINK COM NOT AVAIL when the VHF3 and the SATCOM net-
Standard AOC application Fault/No Fault.
works are not available
 its interface status with communication system units:
DATALINK COM FAULT + VHF3 + SATCOM FAULT when the VHF3
VDR3 data mode status (Fault/No Fault) and the SATCOM systems are faulty.
Selected VDR3 mode (Data/Voice) This green memo is displayed on the bottom left section of the EWD:
 the Datalink availability: DATALINK STBY when the VHF3 and the SATCOM systems are in NO
Communication peripheral status (Fault/No Fault) COMM status.
ATC presence in ATSU (to avoid an automatic display in PreFANS con- 2. INOP System
figuration). The following INOP System indications are displayed in amber on the Sys-
tem Displays (SD):
Air/ground communication warnings
ATSU / ACARS
In FANS A configuration
DATALINK COM
The FWCs are used to generate air/ground communication warnings such as
internal ATSU failure, datalink status (failure or unavailability) and Communica- 3. Limitations
tion system failure. This limitation indication is displayed in cyan in the SD:
For Training Purposes Only

They are managed by the FWCs according to ATSU information (and from COMPANY COM VOICE ONLY
other onboard systems), to the flight phase and to the priority level.
Limitations are displayed to the crew to indicate the availability of the commu- NOTE: On A320 family aircraft a failure concerning the ATSU is still indicated
nication subnetworks and of the pilot/controller communication (CPDLC ap- as an ACARS FAULT on the ECAM displays.
plication). In case of datalink unavailability, the procedure is to return to the
VOICE mode.
The following table presents the main alarm generation conditions.
NOTE : All these alarms are inhibited during takeoff and landing phases.

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EWD MESSAGE ATTENTION GETTERS STATUS FAILURE CASE


DATALINK ATSU / ACARS FAULT Master Caution / Single Chime INOP SYSTEM (Amber): ATSU failure or wrong pin program-
(Amber) ATSU / ACARS ming parity
DATALINK ATC No datalink communications are avail-
DATA COMPANY able between ground and the aircraft
LIMITATION (Cyan):
ATC COM VOICE ONLY
DATALINK ATSU / ACARS FAULT Master Caution / Single Chime INOP SYSTEM (Amber): Initialization failure:
ATSU / ACARS INIT FAULT (Amber) ATSU / ACARS Mandatory parameter(s) (VHF SCAN
DATALINK ATC MASK; A/L IDENT or A/C REGISTRA-
DATA COMPANY TION) are is (are) missing
LIMITATION (Cyan): No datalink communication
ATC COM VOICE ONLY
COMPANY / ACARS DATALINK Temporary loss of AOC datalink com-
STBY (Green Left Memo) munication, but no failure detected
DATALINK COMPANY FAULT INOP SYSTEM (Amber): AOC datalink communication failure
DATA COMPANY due to loss of all air-ground commu-
nication means
ATC DATALINK STBY Temporary loss of ATC datalink com-
munication, but no failure detected.
DATALINK ATC FAULT (Amber) Master Caution / Single Chime INOP SYSTEM (Amber): ATC datalink communication failure
ATC COM VOICE ONLY (Cyan) DATALINK ATC due to loss of all air-ground commu-
LIMITATION (Cyan): nication means, airborne ATC applica-
ATC COM VOICE ONLY tions lost or both DCDUs failed
COM HF1 DATA FAULT (Amber) INOP SYSTEM (Amber): HF1 datalink communication failure
HF1 DATA
COM VHF3 DATA FAULT (Amber) INOP SYSTEM (Amber): VHF3 datalink communication failure
VHF3 DATA
For Training Purposes Only

COM SATCOM DATA FAULT INOP SYSTEM (Amber): SATCOM datalink communication fail-
(Amber) SATCOM DATA ure, message is not displayed if COM
SATCOM FAULT is already shown
HF VOICE (Green Right Memo puls- HFDR is in VOIVE mode
ing)
GND HF DATA (Green Right Memo) HF DATA on ground
VHF3 VOICE (Green Right Memo VDR3 in VOICE mode
pulsing)

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Company alerts (in preFANS and FANS A configura- The following fuctions are provided for MSG and Alert handling:
tions) 1. Sound and light synchronization
Two different signals are used to manage separately the aural and visual
The ATSU generates the alert while the FWCs manage the flight phase inhibi-
warning (synchronization, delay...).
tion, the alert cancel and priority.
2. Accumulation of alerts
The FWCs manage three different alerts according to the standard AOC mes-
sage arrived from the airline and display the following green memo on the bot- Two different alerts have two corresponding sounds always separated by a
tom right section of the EWD: transition period (a silence) of two seconds. During this transition period, the
pushbutton switches are off.
 COMPANY MSG without any sound associated, when a standard AOC
message is received from the airline. 3. Alert cancelling
 COMPANY CALL without any sound associated, when a message is re- The ATC alert is cancelled by pressing either ATC MSG pushbutton switch
ceived from the airline requiring a voice conversation. or by answering the corresponding message on the DCDU by pressing one
softkey.
 COMPANY ALERT, pulsing during the first three minutes and associated
with a buzzer sound limited to one second, when an alert message is re- Pressing the MASTER WARN and/or the MASTER CAUT pushbutton
ceived from the airline switches does not affect the ATC alerts. Closing the current alert by press-
ing the ATC MSG pushbutton switches cancels the alert for all messages
NOTE : The first two messages are inhibited during takeoff and landing
arrived in the meantime.
phases.
4. Flight phase inhibition
ATC MSG alert (in FANS A configuration only) ATC alerts are inhibited during takeoff and landing phases.
ATC alerts are generated to warn the crew: 5. Priority level
 when a new ATC message arrives from the ground If a message arrives and requires a higher level alert than the alert in prog-
 when a reminder message (for a deferred clearance or a report request) is ress, it takes priority.
automatically presented within the DCDU message file. 6. Sound and light repetition
The ATC alerts consist in: For repetitive aural alerts, the first sound is not emitted. The ATC MSG
 one aural alert: specific sound named RING (double brief ringing: phone pushbutton switches first come on and then, repetitive sounds start after a
ring). According to the message priority, the aural ATC alert is less or more time delay corresponding to the frequency rate.
repetitive. The sound is emitted through the Audio Management Unit
(AMU).
For Training Purposes Only

 one visual alert: flashing of two lighted pushbutton switches labeled ATC
MSG and located in the glareshield.
NOTE : No ECAM message is displayed with an ATC alert.
The ATSU handles this alert operationally (flight phase inhibition, sound and
light repetition, synchronization and delay, alert cancel...) while the FWCs are
in charge of aural alert priority handling, transmission to the AMU and electrical
signal generation of the lighted pushbutton switches (flashing light).
The illumination and the extinction of the two pushbutton switches are coupled,
but no synchronization is required from the FWCs.

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ATC
MSG

SINGLE CHIME
+
MASTER CAUTION

ECP
For Training Purposes Only

COMPANY MSG

Figure 5 ATSU Warnings


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ATSU DESCRIPTION
The new ATSU (Air Traffic Services Unit) is certified of the JAA in Dec.98 for
the A330 / 340 and in June 99 for the A320 family. Herewith the way for a full
DATALINK Communications between the pilots and Air Traffic Control is
opened.
The ATSU, which is part of the Airbus modular AIM FAN strategy, replaces the
available ACARS unit in all new A330 and A340 airplanes.
The ATSU is manufactured by Aerospatiale Matra and fullfills the the worldwide
possibilities for DATA LINKS as the ACARS before. Additionally it also covers
DATA LINK fuctions with ATC which are being activated in the future.
The ATC DATA link communication however goes beyond the language, since
it operates with more precise text Messages to the pilots in order to reduce
possible navigational errors.
The new ATSU is thus the first Avionics Computing Resurce which enables
the airlines the possibility to select between different software manufacturers.
The airlines have the choice to select either the AlliedSignal or the Rockwell
AOC software (Airline Operational Control).
NOTE: LUFTHANSA HAS CHOOSEN ALLIED SIGNAL FOR THE AOC
SOFTWARE. WITH THE ATN ROUTER HOWEVER FOR ROCK-
WELL.
For Training Purposes Only

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DATA
COMMUNICATIONS
NAVIGATION
SYSTEMS
SYSTEMS
(SATELLITE
DIGITAL RADIO
MODE-S)
For Training Purposes Only

HMI GROUND:
ATC
(DCDUs, MCDUs, PRINTER...) AIRLINE
INFO SERVICES
Figure 6 ATSU Functions
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ATSU SOFTWARE DESCRIPTION


General
The ATSU is the main component of the system. Its architecture is based on:
 an Air Traffic Service Unit (ATSU) hardware case
 an ATSU A/C INTERFACE software uploaded in the ATSU through the Multi-
purpose Disk Drive Unit (MDDU) or the portable data loader
 an AOC software uploaded in the ATSU through the MDDU or the portable data
loader
 an ATSU FANS A APPLICATIONS software uploaded in the ATSU through the
MDDU or the portable data loader (only in FANS A configuration).
The ATSU Software consists of the three following Software packages, each
package includes one or more disks.
ATSU A/C interface software
Its different functions are :
 monitoring of the system (power supply and BITE functions)
 acquisition of the aircraft parameters for applications software use
 management of the air/ground communications (ARF function)
 management of the communication with the onboard peripheral units
 management of the human/machine interface (MCDU, DCDU, Printer and
alert function)
The Software loaded is the ATSU A/C INTERFACE Software (20TX)
For Training Purposes Only

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For Training Purposes Only

Figure 7 ATSU Interfaces and Software


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ATSU SOFTWARE CONTD


FANS A application software AOC software
The FANS A application packages consist of: The AOC software consists in hosted AOC applications which are depending
 ATSU AFN (ATS Facilities Notification) application software on airline definition.
The purpose of this application is to establish the contact with the ATC These datalink applications concern operations related to the flight such as
ground center, then to provide the ATC center with the aircraft registration, flight plans, weather, behaviour of aircraft elements transmitted for mainte-
the datalink applications available on the aircraft with the corresponding nance reasons, fuel quantity, personnel management, gate management...
addresses. The Software loaded is the Airline Operational Control (AOC) Application Soft-
 ATSU CPDLC (ControllerPilot DataLink Communications) application Soft- ware (22TX) and the AOC Database (24TX)
ware
IMPORTANT NOTE FOR ALL DATA LOADING PROCEDURES !!!
The aim of this application is to provide dialog between ATC controllers and
As mentioned in the Airbus AMM and TSM procedures the Data Loader selec-
flight crew, using datalink communication instead of voice communications.
tor switches (overhead panel) must be set to OFF when the data loading of
Each CPDLC message is composed of a set of message elements which
ONE software P/N, which may include 1 or more disks, is completed (TRANS
correspond to the existing phraseology used by current ATC procedures.
COMPLETE on MDDU) then, you must wait for the disappearance of the
 ATSU ADS (Automatic Dependent Surveillance) application Software ECAM alert, DATALINK ATSU FAULT, and the return of the ATSU prompt on
The ADS function is to provide the ATC ground center with aircraft surveil- MCDU, before go on with the NEXT software P/N uploading.
lance data through periodic, event or ondemand reports. The loading time for one full disk is ten minutes approximately but the AFN ap-
Two utilities packages are necessary for ATC applications: plication is quickly loaded (two minutes approximately).
 ATC HMI UTILITIES software: this package provides services for the HMI of After the uploading operations, the operator must mandatorily do a check of the
the ATC application (DCDU, MCDU, printer and ATC alert) reference of the data loaded in the computer, on the MCDU.
 ATC INTEGRATION UTILITIES software: this package provides services
for integration of the ATC application with onboard system, mainly for inter-
face with the FMS.
The Software loaded for the ATSU FANS A Applications are composed of five
sets of disks:
 ATC HMI UTILITIES software disk (25TX)
For Training Purposes Only

 ATC INTEGRATION UTILITIES software disk (26TX)


 ATSU AFN APPLICATION software disk (28TX)
 ATSU ADS APPLICATION software disk (27TX)
 ATSU CPDLC APPLICATION software disk (29TX)
NOTE : They have to be loaded in the order shown above and the two DATA
LOADER selector switches must be set to OFF between each set of disk
uploading. The ATSU must perform a Power On Self Test to validate each ap-
plication uploading.

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For Training Purposes Only

Figure 8 ATSU Software


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ATSU DATALINK APPLICATIONS


Three menus are available: ControllerPilot Data Link Communication Menu
The ATC menu is only comprised in FANS A configuration and gives access to:
Air/Ground communication menu
 the LAT REQ page for request of lateral trajectory changes to the ATC cen-
The COMM MENU is available in preFANS and FANS A configurations and
ter
gives access to:
 the WHEN CAN WE page for time estimation request to the ATC center
 the COMM INIT page to initialize the datalink communications
 the MSG LOG page to display any message closed and stored on the
 the VHF3 DATA MODE page to select the ground station (Service Provider)
DCDU
for datalink communications
 the NOTIFICATION page to initialize the ATS Facilities Notification with an
 the VHF3 VOICE DIRECTORY page to select the mode VOICE or DATA
ATC center and establish contact
and the VOICE frequency
 the VERT REQ page for request of vertical trajectory changes to the ATC
 the COMM STATUS page to display the availability of the VHF3 and SAT-
center
COM networks
 the OTHER REQ page for miscellaneous request such as voice contact re-
 the COMPANY CALL page to display the message content and to validate a
quest with ATC center
VOICEGOAHEAD
 the TEXT page to send justifications to negative replies to the ATC center
 the MAINTENANCE page which comprises a TEST part and an AUDIT part
 the REPORTS page to generate automatically position reports at each ATC
Airline company menu waypoint
The AOC menu is comprised in preFANS and FANS A configurations and is  the CONNECTION STATUS page to display the status of the CPDLC con-
specific to the airline. Generally it hosts these applications: nections and to activate/deactivate the ADS applications
 configuration/initialization.  the EMERGENCY page to generate emergency messages to the ATC cen-
 downlink message entry/selection/transmission. ter.
 uplink message display
For Training Purposes Only

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(') ( "

! ( !") # !")

!'
!'
'(
(') #!!





( !") #!! !") # !")


#!! #!!
 ( &% *&( &% "( '(()' $& (  ( #
* #!$"-
For Training Purposes Only

+" " + #(& &% ( !#   "&#)( +(& &%


* *#
(,( &(#&- $#'( ( &* !''
!' # &$#&(' !"("" &$#&('
#""(#"
"#((#" '(()' '" #"
&()&" (# &()&" (#
(')   !&"- (')  

Figure 9 MCDU MENU


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INTERFACE
The ATSU uses the data transparent protocol, defined in ARINC 429 Specifica-  VHF3 voice
tion, when it communicates with the onboard avionics systems.
Flight Management and Guidance Computer 1 and 2 (FMGC) only A320
The ATSU is interfaced with the following peripherals units:
Family
Datalink Control and Display Unit 1 and 2 (DCDU 1 & 2) The FMGCs provide the air/ground communication routing function with the
The ATSU/DCDU interface fulfills the following functions: following services:
 Display function Acquisition of:
 Recall function  FMGC activity label
 Flight crew response function  Flight number
 Initialization function  FMS communication master/slave information
 BITE function composed of DCDU test, error report, DCDU status report  Destination airport
and LRU identification functions. Transmission and Exxchange of status information:
 ATSU validity
Multipurpose Control and Display Units (MCDU)
 Datalink status
The MCDUs provide the air/ground communication routing function with the
following services:  Voice busy
 Possible connection with any MCDU and simultaneously with up to two  VHF3 voice
MCDUs.
GPS Airborne System
 HumanMachine Interface provided with the MCDU system pages and
The GPS receiver is used to provide the ATSU with UTC date and time.
scratchpad message displays.
The GPS receiver can be the First Officer Multi Mode Receiver (MMR2) or the
Flight Management Guidance and Envelope Computers 1 and 2 (FMGEC) First Officer Global Positioning System Sensor Unit (GPSSU2) depending on
only A330/A340 the aircraft configuration. The data are broadcasted on bus 3 of the MMR2 or
The FMGECs provide the air/ground communication routing function with the GPSSU2 to the ATSU.
following services:
VHF Data Radio 3 (VDR3) transceiver
Acquisition of:
For Training Purposes Only

The VDR3 provides the air/ground communication routing function with the fol-
 FMGEC activity label lowing services:
 Flight number  VDR mode control,
 FMS communication master/slave information  ARINC 618 data exchange,
 Destination airport  VHF link management,
Transmission and Exxchange of status information:  Error indication,
 ATSU validity  Status reporting.
 Datalink status
 Voice busy

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MMR2 or
For Training Purposes Only

GPSSU2

TO VDR3

AIRSHOW
DIU

Figure 10 ATSU Interface


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SATCOM Satellite Data Unit (SDU) Landing Gear Cntrol and Interface Unit (LGCIU)
The ATSU uses the service provided by the SDU1 to communicate with the The ATSU and both DCDUs receive information from the Landing Gear Control
ground in Data mode. The ATSU COM2 output bus and SDU1 input bus sup- Interface Unit (LGCIU) to determine whether the aircraft is on ground or in
port (optional in PreFANS configuration): flight.
 SDU status transmission to the ATSU This information corresponds to Nose Landing Gear compressed or not. It is
 ATSU status transmission to the SDU1 (primary source/destination, fail- provided by the LGCIU through three distinct discrete signals, one sent to the
ure...) ATSU, the second one to the DCDU1 and the last one to the DCDU2:
 A ground signal indicates that the aircraft is on ground.
High Frequency Data Radio 1 (HFDR1) transceiver (optional)
 An open signal indicates that the aircraft is in flight. The LGCIU provides the
The ATSU uses the service provided by the HFDR1 to communicate with the air/ground communication routing function with the Flight/Ground informa-
ground in Data mode. The ATSU COM2 output bus and HFDR1 input bus sup- tion .
port:
 HFDR1 status transmission to the ATSU Clock
 ATSU status transmission to the HFDR1 (primary source/destination, fail- The Clock provides the air/ground communication routing function with the
ure...) UTC date and time.
NOTE : The HFDL (HF Datalink) function is optional. A pinprogramming re- Data Management Unit (DMU)
ceived from the SDAC enables the ATSU to determine if the HFDR1 is installed
The ACMS/AIDS DMU provides the air/ground communication routing function
or not.
with the following services:
Cabin Terminals  Acquisition of ACMS/AIDS DMU activity label.
The Cabin Terminal system provides the air/ground communication routing  Exchange and Transmission by the system of status information
function with the following services:  System validity
 Acquisition of the Cabin Terminal activity label.  Datalink availability (VHF,SATCOM)
Exchange and Transmission by the system of
Flight Warning Computers 1 and 2 (FWC)
 System validity
The ATSU acquires broadcasted data needed for AOC hosted application from
 Datalink availability (VHF,SATCOM)
both FWCs and SDACs.
Airshow Digital Interface Unit (DIU) The FWCs provide the air/ground communication routing function with:
For Training Purposes Only

The DIU receives information like Connecting Gates, News, Advertising, Test  alert generation service,
patterns...  warning generation service.
Radio Management Panels 1, 2 and 3 (RMP) NOTE : The inhibition of the warnings depending on the flight phase is per-
formed by the FWCs.
The RMPs provide the air/ground communication routing function with the fol-
lowing services: System Data Acquisition Concentrators 1 and 2 (SDAC)
 Remote port select to indicate a request for switching the system which The ATSU acquires broadcasted data needed for AOC hosted application from
controls the VDR3, both FWCs and SDACs.
 port select information to indicate which system is controlling the VDR3.

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MMR2 or
For Training Purposes Only

GPSSU2

TO VDR3

AIRSHOW
DIU

Figure 11 ATSU Interface


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Light System Centralized Fault Display Interface Unit (CFDIU) only A320 Family
The ATC MSG pushbutton switches power supply is provided by transformers The CFDIU provides the air/ground communication routing function with the
from LP circuit (Annunciator Light Test and Dimming) following services:
Acquisition of the following parameters
Display Management Computers (DMC)
 Aircraft registration number
The DMC provides Speed, Altitude, Vertical Speed, Heading, Track, Wind and
Present Position Data as a Back-Up for the FMS  Flight number
 Destination airport
Central Maintenance Computers 1 and 2 (CMC) only A330/A340
 SDU installed/not installed
The CMCs provide the air/ground communication routing function with the fol-
 VDR3 installed/not installed
lowing services:
 CFDIU activity label
Acquisition of the following parameters
 Date
 Aircraft registration number
 ACMS DMU installed/not installed.
 Flight number
Exchange and Transmission by the system of status information
 Destination airport
 System validity
 SDU installed/not installed
 Datalink availability (VHF,SATCOM)
 VDR3 installed/not installed
 CMC activity label Multipurpose Disk Drive Unit (MDDU)
 Date The ATSU uses the Data Loading System services for core application soft-
 ACMS DMU installed/not installed. ware and database uploading.
Exchange and Transmission by the system of status information Printer
 System validity The printer provides the air/ground communication routing function with the
 Datalink availability (VHF,SATCOM) transmission of printouts service:
For Training Purposes Only

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MMR2 or
For Training Purposes Only

GPSSU2

TO VDR3

AIRSHOW
DIU

Figure 12 ATSU Interface


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ATSU RECONFIGURATION
Reconfiguration Rules In Case of Interfaced System Failure
The main rule is when a system includes two units connected to the ATSU, the
Captain unit is first used as long as it provides valid data.
The following table defines the rules of reconfiguration to ensure the informa-
tion availability for the ATSU.
For Training Purposes Only

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Parameter 1st Source 2nd Source 3rd Source 4th Source 5th Source
A/C Altitude FMS Master Guidance EIS
A/C Position FMS Master Guidance FMS EIS
A/C Registration CMS / CFDS
A//C Type FMS Master COM
ADS Event Lateral Deviation Waypoint Change FMS Master Guidance
ADS Fixed Intermediate Intent FMS Master Guidance
ADS FOM: NAV Redundancy FMS Master Guidance YES if FMG(E)Cs OK Fixed NO Fixed NO Fixed NO
ADS FOM: POS Redundancy FMS Master Guidance Fixed 20 NM Fixed 20 NM Fixed 30 NM Fixed 30 NM
ADS FOM: TCAS Healthy FWS
ADS Predicted route FMS ADS BUS
ADS TIime stamp FMS Master Guidance GPS synchro Clock GPSSU / MMR 2 Clock CMS / CFDS
Alternate Airport FMS Master COM
ATIMS Time & Date GPS synchro Clock GPSSU / MMR 2 Clock CMS / CFDS
Departure Airport CMS / CFDS
Destination Airport FMS Master COM CMS / CFDS
Engine Shut Down FWS & LGCIU
Flight Number FMS Master COM CMS / CFDS
Flight Phases FWS
FMS Communication Status FMS Master COM
Ground Speed FMS Master Guidance EIS
For Training Purposes Only

Mach FMS Master Guidance FWS


Temperature FMS Master Guidance EIS
True Heading FMS Master Guidance FWS
True Track FMS Master Guidance EIS
Vertical Rate FMS Master Guidance EIS
Wind Direction FMS Master Guidance EIS
Wind Speed FMS Master Guidance EIS

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POWER SUPPLY
A320 family A330/A340
The ATIMS system is supplied with this(these) following circuit breaker(s): The ATIMS system is supplied through this(these) circuit breaker(s):

PANEL DESIGNATION FINLOCATION PANEL DESIGNATION FIN


121VU ATSU 1 3TX1 721VU ATSU1 115VAC PWR SPLY 3TX1
121VU ATSU 1/SWTG 5TX1 721VU ATSU 1 SWTG 5TX1
121VU DCDU 1 6TX1 721VU DCDU 1 6TX1
121VU DCDU 2 6TX2 722VU DCDU 2 6TX2
ATSU
ATSU
The ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 101XPC
The ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 103XPB
via circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 101PP
via circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 103PP
via circuit breaker 5TX1.
via circuit breaker 5TX1.
DCDU
The DCDU1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PP via DCDU
circuit breaker 6TX1. The DCDU 1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PP
The DCDU2 is supplied with 28VDC from the main 28VDC BUS1 bar 202PP via via circuit breaker 6TX1.
circuit breaker 6TX2. The DCDU 2 is supplied with 28VDC from the main 28VDC BUS1 bar 206PP
via circuit breaker 6TX2.
Each DCDU front face is lighted by 5VAC/400Hz.

RESET/ATSU1 Circuit Breaker (7TX)


A RESET/ATSU1 circuit breaker is installed in the cockpit, on the overhead
panel 261VU to reset the ATSU.
For Training Purposes Only

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A320 family A330/A340


For Training Purposes Only

Figure 13 ATIMS - Power Supply


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COMPONENT LOCATIONS
The ATSU 1TX1 is installed in the rack 80VU in the Avionics Compartment The ATSU 1TX1 is installed in the rack 821VU in the Avionics Compartment
(only A320 family) (only A330/A340)
For Training Purposes Only

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A320 family A330/A340


For Training Purposes Only

Figure 14 ATIMS - Locations


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GROUND NETWORK
Interface with the ground network
Ground network architecture
The airline can exchange data with its aircraft through a ground network which
is managed by different world or local service providers, these providers are:
 SITA Europe 131.725 MHz
 SITA USA 136.850 MHz
 SITA Pacific 131.550 MHz
 ARINC Europe 136.925 MHz
 ARINC USA 131.550 MHz
 ARINC South America 131.550 MHz
 ARINC Korea 131.725 MHz
 AVICOM 131.450 MHz
 AIR CANADA 131.475 MHz
 DEPV Brazil 131.550 MHz
 AEROTHAI Thailand 131.450 MHz
 ADCC China 131.450 MHz
In this ground network, each service provider is responsible for its own net-
work. The networks are interconnected, therefore the data is transferred over
any network.
The aircraft can be in liaison with the network through the VHF. On the ground,
each service provider works on a special frequency.
For Training Purposes Only

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ADCC
SITA ARINC 131.450
136.850
136.925
AEROTHAI
131.450

DEPV AVICOM
131.550 131.725
For Training Purposes Only

Figure 15 ATIMS - Ground Network


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INITIALIZATION
The air/ground communication functions and services are active when the init- Scan mask
ialization is complete. Then, they can receive ground messages from both VHF The VHF scan mask gives an ordered list of service providers (SP) usable for
and SATCOM subnetworks and send messages to the ground. VHF data communications. The scan mask must be an ordered subset of the
list of authorized SPs which are:
ATSU Startup
 SITA Europe/Africa (SITA 725)
On ground, as soon as the ATSU is supplied, the ATSU performs a PowerOn
Self Test (POST) to determine if the ATIMS system is operational. Detected  SITA USA (SITA 550)
failures are recorded for BITE and Trouble Shooting Data.  SITA Pacific
The System Management functions of the A/C interface software also acquire  SITA Latin America
pin programming information in order to provide applications and functions.  ARINC Europe
NOTE : In FANS A configuration, the DCDUs and the SDU1 are always  ARINC USA
installed.  ARINC South America
 ARINC KOREA
Mandatory Parameters  AVICOM Japan
Once the ATSU selftest is performed, the ATSU checks the presence of pa-  AIR CANADA
rameters that are mandatory for its operation. These parameters are the air-  DEPV Brazil
craft addresses:  AEROTHAI Thailand
 the airline ID consisting in two codes, one in two characters and the other  ADCC China
one in three characters for the airline identification  TEST AS (unavailable)
 the Aircraft Registration Number (ARN) consisting in seven characters.  TEST DA (unavailable)
NOTE : If one of these two parameters is not available, the ACARS router If the VHF scan mak is unavailable, then the ATSU sends an order to the FWS
function becomes unavailable. for to activate the DATALINK ATSU FAULT message on the EWD and displays
The initialization is considered as complete when these parameters and the the ENTER VHF3 SCAN MASK message in the MCDU scratchpad.
scan mask are entered and valid on the COMM INIT page. If not, the ACARS NOTE : Once the scan mask is loaded in the VHF3 SCAN MASK page, the
router function is not available. scan mask becomes available and the ATSU resets the warning on the EWD. If
the scan mask cannot be read by the ATSU, the DEFAULT VHF SP LIST mes-
For Training Purposes Only

sage is displayed in the MCDU scratchpad.

Datalink Service Provider (DSP) USERDEFINED pages


These pages enable the airline to define up to two service providers of its
choice. These are defined with the same type of parameters as the default ser-
vice providers proposed. The DSP USERDEFINED pages are accessible
from the last VHF3 SCAN MASK page by entering a password NEW DSP in
the MCDU scratchpad and by pressing the line key 2R for the DSP USERDE-
FINED1 page and 3R for the DSP USERDEFINED2 page.

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#!! !") #!! "(


#!! #!!
"( '(()'
* #!$"-  &'(&
( !#   
* *#  "(1
&(#&- 
 "(1 *
!"(""  '" !'

&()&" (# &()&" (# $


(')   #!! !") $&"(

ENTER NEW DSP IN THE MCDU


SCRATCHPAD AND PRESS LSK 2R (3R)
TO DISPLAY THE DSP USER-DEFINED


* '" !'


  * '" !'   '$ )'&1" 
'(1)&#$ '(1)' '(1$ 1"
' ( '$ "! &(&-
' ( ' ( ' (  
&"1)&#$ &"1)' *#!1$"
' ( &%)"- &(&-1 -
For Training Purposes Only

' ( ' (  


$*1&. & " &"1#& !"!,
' ( '%((& 
' ( ' ( 
&"1' !& &#( ('(1' ('(1 (-'  "$)('
' ( ' ( ' ( ' ( -'"# &'
 "$)(' '" !'  "$)(' '" !' ' "" -'
&' (*( &' (*( -'"# #
&()&" (# '" !' &()&" (# '" !' $
#!! "( $&"( #!! "( $&"( &()&" $&"(

Figure 16 COMM INIT and VHF SCAN MASK


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ATSU/VDR3 INTERFACE
This interface is in accordance with ARINC 750 specifications.The ATSU uses NOTE:When the ATSU is faulty or not supplied, the VDR3 operates in Voice
the services provided by the VDR3 to communicate with the ground in DATA or mode and the frequency is controlled by the RMPs.
VOICE mode.The ATSU receives uplink messages and transmits downlink
messages through the VHF3 Data Radio.
Switching to Voice mode
Functional split If the switching to Voice mode is initiated from one RMP, the ATSU router
The functional split between ATSU and VDR3 is the following: sends:
 in Voice mode  a VDR Voice mode order
The ATSU controls the VHF3 transfer switch between Data and Voice  a VDR port B select order.
mode. If the switching to Voice mode is initiated from one MCDU, the ATSU router
 in Data mode sends:
The ATSU configures the VDR3 in the appropriate protocol, the ARINC 750  a VDR Voice mode order
data mode (VDR mode control and VDR data mode setting).  a VDR port A select order
The ATSU controls the VHF operational parameters of the VDR (fre-
 the voice frequency to be used by the VDR (frequency in 8.33 KHz or 25
quency).
KHz resolution range depending on the system configuration).
Voice/Data select discrete
Switching to Data mode
The ATSU has direct control of VDR3 switching between Voice and Data
Whether the switching to Data mode is initiated from one RMP or through one
mode.The VDR3 Voice/Data mode selection is controlled through:
MCDU , the ATSU router sends:
 any of the three RMPs by displaying DATA indication for DATA mode or the
 a VDR Data mode order
selected frequency for VOICE mode in the ACTIVE display.
 a VDR port A select order.
 the MCDU in VHF3 CONTROL page through COMM menu.
NOTE:Sending a VDR port A select order has for consequence the display of
Port select discrete ACARS or DATA indication in the ACTIVE window on the RMPs.
The VDR3 has two frequency control interfaces:
 Port A is a digital input linked to the ATSU
For Training Purposes Only

 Port B is a digital input linked to the RMPs.


The ATSU applies a command signal to the VDR3:
 when the port select discrete is a ground signal, the VDR3 takes into ac-
count the digital input port A and operates on the frequency transmitted by
the ATSU
 when the discrete is in open circuit, the VDR3 takes into account the digital
input port B and operates on the frequency transmitted by the RMPs.

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#!! !")
#!! #!!
"( '(()'
* #!$"-
( !#  
* *#
&(#&-
!"(""

&()&" (#
(')  

* ( !# * *# &(#&-


)(# '( 

  (
,,,,,, ,,,,,,
'(   &"
For Training Purposes Only

)&#$ )'
'(  & "
')'( "
*#! # 
$" ,,,,,,
!") &% !#
/ 0/ 0 (
&()&" (# $ &()&" (# $
* ( $&"( * ( $&"(

Figure 17 ATSU / VDR3 Interface


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RMP UTILIZATION
Each of the three RMPs is an interface device for the VDR3 operation.
The frequency range is from 118000 to 136975 KHz by 25 KHz or 8.33KHz steps.
Each RMP enables the crew to ask for a switching between the RMP and the ATSU
to control the VDR3 frequency:
 When the RMP controls the VDR3 frequency, only the Voice mode is avail-
able and the selection of the VDR3 frequency is done through the RMP by dis-
playing the frequency in the ACTIVE window.
 When the ATSU controls the VDR3 frequency, the Voice mode can be ac-
cessed through the ATSU menu on the MCDU and the selection of the VDR3
frequency is done on the MCDU either in Data mode or in Voice mode.
For Training Purposes Only

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or

SELECT NEW FREQUENCY

PRESS CHANGE OVER


(Activation of Voice/
Data select discrete)

or

VDR3 IS IN VOICE MODE,


ATSU DATALINK IS IN STBY MODE
(Port select descrete is open)
For Training Purposes Only

or

Figure 18 ATIMS - RMP


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COMM STATUS PAGE


The first COMM STATUS page displays the status of the various ARINC 618
media VHF3, SATCOM and HF1:
 OP/INOP/NOT INST to indicate the media status
 COMM/NO COMM/DLK INOP to indicate the communication status be-
tween the media and the service provider
 VOICE or DATA to indicate the VDR3 mode of operation.
The second COMM STATUS page displays the status of the connections with
ARINC 619 peripherals FMGEC1, FMGEC2, DMU and CMC:
 OP/INOP/NOT INST to indicate the peripheral status.
For Training Purposes Only

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#!! !")
#!! #!!
"( '(()'
* #!$"-
( !#  
* *#
&(#&-
!"(""

&()&" (#
(')  


#!! '(()'
  #!! '(()'  

* 
&#)(& '(()'
#$ #$
#!! "# #!! !
#$
For Training Purposes Only

( *# ! #$


!) "#( "'(
! "#$
'(#!
#$
#!!
&()&" (# $ &()&" (# $
#!! !") $&"( #!! !") $&"(

Figure 19 ATSU / COMM STATUS


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COMPANY CALL PAGE


The COMPANY CALL page enables the crew to acknowledge, validate a COM-
PANY CALL message and to display the related message from the ground cen-
ter. It enables also the crew to switch directly the VDR3 in voice mode. The
Voice frequency is the frequency requested by the airline and contained in the
message.
 VHF3 TUNE (1L)
Below VHF3 TUNE indication, the airline frequency is displayed. This line
key enables to deactivate the alert and activate automatically the com-
mand to switch the VDR3 in Voice mode.
 3L, 4L, 3R and 4R fields
The message content is displayed there or MESSAGE CONTAINS FREE
TEXT/SEE NEXT PAGE or MESSAGE DOES NOT CONTAIN FREE TEXT
message is displayed depending on the message.
Up to 220 characters of free text can be displayed. But, beyond 100 charac-
ters, text display is displayed on page 2/2.
 CO CALL CLEAR (1R)
This line key enables to deactivate the alert and to receipt the COMPANY
CALL message.
For Training Purposes Only

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#!! !")
#!! #!!
"( '(()'
* #!$"-
( !#  
* *#
&(#&-
!"(""

&()&" (#
(')  

#!$"- 
* ()"

  &
(,(

#"(( (#) #)' !"(""


 #"
 !.
For Training Purposes Only

&()&" (# 
#!! !") $&"(

Figure 20 ATSU / COMPANY CALL


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MAINTENANCE PAGE
The MAINTENANCE page in the ATSU COMM MENU gives access to TEST, The ROUTER STATS page shows the statistics for different communication
STATISTICS and AUDIT pages. means, and for different types of messages (ATC, peripherals...).This page dis-
plays the global statistics for uplink and downlink messages and gives access
TEST page to three specific pagesfor more details:
This page is used to test the link between the aircraft and the ground through a  the ATC STATS page gives the number of uplink and downlink ATC mes-
specific communication media. Pressing the related line key causes the ATSU sages, OK and failed
to send a downlink message to the ground and wait for the answer:
 the PERIPHERALS STATS page gives the number of uplink and downlink
 the IN PROGRESS indication is displayed instead of the REQUEST indica- messages, OK and failed, coming from the ATSU peripherals (FMGEC1
tion during the link test and 2, CMC, DMU, Cabin Terminal1 and 2)
 Then, the result of the test is shown: OK or FAILED indication.  the OTHERS STATS page gives the number of uplink and downlink mes-
REQUEST VHF3 LINK (1L) sages, OK and failed, exchanged between the hosted AOC applications and
the router.
This line key enables to activate the link test and to display the status of
the connection between VDR3 and the ground center. AUDIT page
REQUEST SAT LINK (1R) The AUDIT page enables automatic printing of all downlink and/or uplink datal-
This line key enables to activate the link test and to display the status of inkmessages that pass through the ATSU. Specific communication media can
the connection between the SDU1 and the ground center. be audited separately by pressing the line key adjacent to the YES/NO indica-
tionto display YES (for activation) or NO (for deactivation) next to:
REQUEST HF LINK (3R) (if HFDR system installed)
 VHF3 (1L)
This line key enables to activate the link test and to display the status of
 SATCOM (1R)
the connection between the HFDR1 and the ground center.
 HF (2R) (optional)
STATISTICS page  UPLINKS (3L)
The STATISTICS page is used to display and print the statistics reports on  DOWNLINKS (4L)
each communication media:
NOTE : The AUDIT mode is deactivated by default (all toggles set to NO).
 VHF3 STATS page (1L)
 SATCOM STATS page (2L)
For Training Purposes Only

 HF STATS page (4L)


 ROUTER STATS page (3L)
Statistics are representative of the state of each media at the time when the
line key corresponding to this media is pressed.
On the VHF3 STATS, SATCOM STATS and HF STATS pages, the XXX indica-
tion is comprised between 0 and 999 and indicates the number of blocks trans-
mitted, received and failed through the concerned media and also the number
of retries.

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!"("" #!! !")


#!! #!!
('( "( '(()'
* #!$"-
'(('(' ( !#  
* *#
)( &(#&-
!"(""

&()&" (# &()&" (#
#!! !") (')  

('( '(('(' )(


&%)'( &%)'( *  "# '(#! "#
* " '( " * '((' -'"# -'"#
 "#
'(#! '((' -'"#
&%)'( )$ "' "#
 " &#)(& '((' -'"#
For Training Purposes Only

#+" "' "#


 '((' -'"#

&()&" (# $ &()&" (# '((' &()&" (# $


!"("" $&"( !"("" $&"( !"("" $&"(

Figure 21 ATSU / MAINTENANCE Pages


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BITE ARCHITECTURE
The ATIMS BITE is used to detect, identifie and memorize the internal and ex-
ternal failures related to the ATIMS system:
 ATSU internal failures
 DCDU 1 & 2 failures
 Interface failures between ATSU and DCDUs
 external interface failures with ATSU peripherals.
The ATIMS BITE is ensured by the ATSU which concentrates the failure infor-
mation provided by the ATSU internal monitoring.
This BITE is of type 1 and operates in two modes:
 normal mode
 MENU or INTERACTIVE mode

Normal mode
During the normal mode, the BITE:
 monitors the ATSU and DCDU status
 monitors data inputs from the various ATIMS peripherals (FMGC, MCDU,
CMCs / CFDIU,...)
 permanently transmits ATIMS system status and its identification message
to the CMCs / CFDIU.
In case of fault detection, the BITE stores the information in the fault memories
and transmits it to the CMCs / CFDIU.
The BITE memorizes the failures which occurred during the last 63 flight legs.
For Training Purposes Only

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OPERATIONAL ONLY WITH FANS A CONFIGURATION

CMS/CFDS
For Training Purposes Only

Figure 22 ATIMS - BITE Architecture


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MENU or INTERACTIVE mode


System Report/Test Function
The BITE information (system report) and the test request (system test func-
tion) are available through MCDU menus which allows to communicate with
ATIMS BITE via the CMCs / CFDIU.
To gain access to the BITE, it is necessary to use one MCDU .All the informa-
tion displayed on the MCDU during the BITE test configuration can be printed
by the printer.
ATIMS maintenance menu is only accessible on ground from the general main-
tenance menu and the SYSTEM REPORT/TEST page.
This mode enables communication between the CMCs / CFDIU and the
ATIMS BITE by means of the MCDU.
ATIMS menu mode is composed of:
 LAST LEG REPORT
 PREVIOUS LEGS REPORT
 LRU IDENTIFICATION
 GROUND SCANNING
 TROUBLE SHOOTING DATA
 RETURN
 CLASS 3 FAULT
 SYSTEM TEST
 GROUND REPORT
 SPECIFIC DATA
For Training Purposes Only

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'-'(! &$#&(  ('( '-'(! &$#&(  ('( 


#! (   &  
&' !)   ((#"

') $&''  (!$ &#'' 


(  A330/A340
 +(&  +'(
(# (
(   !"(""
#"#& !"( '-'(!
(   "# '-'(!
"#&!(#" '-'(!
&()&" &()&"

A320 family A330/A340

(!' (!'
'(   '' '(   ''
&$#&( ) (' &$#&( ) ('
$&*#)' ' '-'(! $&*#)' ' '-'(!
For Training Purposes Only

&$#&( ('( &$#&( ('(


 &) "(  &) "(
" '""" " '"""
(&#)  '##( &#)" (&#)  '##( &#)"
( &$#&( ( &$#&(
'$ '$
&()&" ( &()&" (

Figure 23 ATIMS - SYSTEM REPORT / TEST page access


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CLASS 3 FAULTS page
LAST LEG REPORT page
This menu enables to display the Class 3 faults recorded during the last flight leg.
This report contains the fault messages (internal and external, Class 1 and 2)
recorded during the last flight. GROUND REPORT page
PREVIOUS LEGS REPORT page This function is used to present Class 1, 2 or 3 internal failures when they are
detected on ground.
This report contains the fault messages related to the external or internal failu-
res (Class 1 or 2) recorded during the previous 63 flight legs. The relevant trouble shooting data are displayed by pressing the line key adja-
cent to the failure indication.
LRU IDENTIFICATION page These failures differ from those displayed on the LAST LEG REPORT page.
This menu enables to display the Identification of the various ATIMS compo-
nents: ATSU, DCDU1, DCDU2, software and associated databases.
The following information is displayed on the LRU IDENTIFICATION page:
 Part Number and Serial Number of the ATSU (1TX1)
 Part Number of the Aircraft Interface software (20TX)
 Part Number of ATC utilities (ATC HMI (AHMI) Utilities 25TX and ATC In-
tegration Utilities (AOPB) 26TX)
 Part Number of ATC FANS A Application software (ATSU ADS Application
(AADS) 27TX, ATSU AFN Application (AAFN) 28TX and ATSU CPDLC Ap-
plication (ACPD) 29TX)
 Part Number of the AOC Application software (22TX)
 Part Number of the AOC database (24TX)
 Part Number and Serial Number of the DCDU (2TX1 and 2TX2)
NOTE : When a component is normally missing for one configuration, the cor-
responding lines are not displayed. This menu enables to display the Part
Numbers of the different components (ATSU, DCDU, Software packages).

GROUND SCANNING page


For Training Purposes Only

This function is based on the monitoring and the fault analysis during the flight
and enables consultation of the ATIMS failure recordings.
The ATSU peripheral monitoring and internal cyclic tests are used in order to
detect transient failures.

TROUBLE SHOOTING DATA page


This function provides correlation parameters and snapshot data concerning
the failure displayed in the LAST LEG REPORT and the PREVIOUS LEGS
REPORT pages.

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(!' (!' 
&) "((#"
'(   ''
&$#&( ) ('
$&*#)' ' '-'(! )
$  "
&$#&( ('(
!


)
'  "
 &) "(

) $  "
" '"""
!


(&#)  '##( &#)" ) '  "


( &$#&(

'$
&()&" ( &()&" $&"(





  

(!'
 (!'  (!' 
&) "((#" &) "((#" &) "((#"

(') &+& $  " (')    "(&   " (') " $  "


For Training Purposes Only

 (#     (  
 ( 
 

(') &+& '  " (')    "(&   " (') $ $  "

 (  
 (  ,-- 

(')    "(& $  " (') #$ $  " (') &# $  "


 (#'

  ( 
,-- 
& ( 


(')    "(&   " (') ! $  " (') &#   "


 (# 
 ( 
,-- 
& ( 



&()&" $&"( &()&" $&"( &()&" $&"(

Figure 24 LRU IDENT Page


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SYSTEM TEST page


The ATIMS BITE test is initiated when pressing the line key adjacent to the
SYSTEM TEST indication.
This activates the following subtests:
 DCDU self tests
 ATSU Internal tests (POST)
ARINC Reception and Transmission
Discrete Inputs Reception
Discrete Outputs Activation
EPROM Check
RAM Check
EEPROM Check
CPU CORE
Timers and Interrupt Control
ARINC Outputs Switching
The test ends with the display of the following message on the MCDU:
 TEST OK indication when all the tests are completed and no failure has
been detected
 or the failure message(s) when one or more failures have been detected.
NOTE: Communication Tests with the ground (VHF3, HF and SATCOM link
tests) are initiated from ATSU DATALINK sreen on MCDU (Test Page from
MAINTENANCE sreen of COMM MENU).
For Training Purposes Only

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(!'
'(   ''
&$#&( ) ('
$&*#)' ' '-'(!
&$#&( ('(
 &) "(
" '"""
(&#)  '##( &#)"
( &$#&(
'$
&()&" (

(!' (!'
'-'(! ('( '-'(! ('(
)( (  ''

  

('( " $&#&''


 ' )
 (,
  (')

(,

For Training Purposes Only

&()&" $&"( &()&" $&"(

NO YES

FAULTS DETECTED ?

Figure 25 SYSTEM TEST Page 1


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(!'
 (!'  (!' 
'-'(! ('( '-'(! ('( '-'(! ('(

1! ')& ( &'( 1! ')& ( '#" 1! ')& ( (&
('( '&" # #&' ' ('( '&"   + ' ('( '&" +   '
'$ - #" )
 '$ - #" )
 '$ - #" )

#( # #" - )
 #( # #" - )
 #( # #" - )

"#" #" - )  "#" #" - )  "#" #" - ) 
$&"( $&"( $&"(

NOTE:
DCDUs only tested in
FANS A Configuration !
For Training Purposes Only

Figure 26 SYSTEM TEST Page 2 (DCDU TEST Indication)


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(!' (!'
'-'(! ('( '-'(! ('(

('( " $&#&'' ('( #

&()&" $&"( &()&" $&"(


For Training Purposes Only

Figure 27 SYSTEM TEST Page 3


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SPECIFIC DATA page


This menu enables acces to different functions:
 PIN PROGRAMMING
to check the ATSU configuration with its parity validity
NOTE:The order of the pin programming display is in accordance with the
one of the ATSU input connector:
a pin programming not defined (spare) is displayed with a zero value.
an active pin programming is displayed with a 1 value.
 DUMP TSD
to download TSD via the MDDU
 SW P/N PRINT OUT
to print the list of various ATSU software P/Ns (ATC applications and utili-
ties, services and softwaren sub-parts of A/C Interface SW)
 ATSU CONFIGURATION
to display HW, SW, CPU1 SW, and ARINC SW P/N
For Training Purposes Only

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(!' (!'
'$ (
'(   ''
&$#&( ) (' $" $&#
$&*#)' ' '-'(!
&$#&( ('( )!$ ('
 &) "( '+ $  " $&"( #)(
" '""" (') #")&(#"
(&#)  '##( &#)"
( &$#&(
'$
&()&" ( &()&" $&"(

"#( , * ) " 
 $" $&# "#( (*

 $" $&# (*
(!' (!'
$" $&# $" $&#

(') $&(- # (') $&(-  


,,,,,,,,,,,, ,,,,,,,,,,,,
For Training Purposes Only

&()&" $&"( &()&" $&"(

Figure 28 ATIMS - Specific Data Page


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LINK TESTS OF THE ATSU


TEST page
This page is used to test the link between the aircraft and the ground through a
specific communication media.
Pressing the related line key causes the ATSU to send a downlink message to
the ground and wait for the answer:
 the IN PROGRESS indication is displayed instead of the REQUEST indica-
tion during the link test
 Then, the result of the test is shown: OK or FAILED indication.

1. REQUEST VHF3 LINK


This line key enables to activate the link test and to display the status of the
connection between VDR3 and the ground center.
2. REQUEST SAT LINK
This line key enables to activate the link test and to display the status of the
connection between the SDU1 and the ground center.
NOTE: The SATCOM has to be LOGGED ON, if not the IN PROGRESS
message is displayed permanently and the test is not completed.
3. REQUEST HF LINK (if HFDR system installed)
This line key enables to activate the link test and to display the status of the
connection between the HFDR1 and the ground center.
For Training Purposes Only

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#!! !") !"(""


#!! #!!
"( '(()' ('(
* #!$"-
( !#   '(('('
* *#
&(#&- )(
!"(""

&()&" (# &()&" (#
(')   #!! !")

('(
&%)'( &%)'(
* " '( "

&%)'(
For Training Purposes Only

 "

&()&" (# $
!"("" $&"(

Figure 29 LINK TESTs


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GLOSSARY
A ARINC 750 VHF Data Radio
A/C Aircraft ASIC Application Specific Integrated Circuit
AAC Airline Administrative Communications ATC Air Traffic Control
ACARS Aircraft Communication Addressing and Reporting System ATE Automatic Test Equipment
ACAS Airborne Collision Avoidance System ATIMS Air Traffic and Information Management System
ACF ACARS Convergence Function ATIS Air Traffic Information Services/Automatic Terminal Information
ACMS Aircraft Condition Monitoring System Service (ARINC 623 application)
ADF Automatic Direction Finder ATM Air Traffic Management
ADIRS Air Data and Inertial Reference System ATN Aeronautical Telecommunication Network
ADLP Airborne Data Link Processor ATS Air Traffic Service
ADS Automatic Dependent Surveillance ATSU Air Traffic Services Unit
ADSB ADSBroadcast AVLC Aviation VHF Link Control
AES Airborne Earth Station AVPAC Aviation VHF Packet Communications
AFN ATS Facilities Notification B
AI ARINC Input BITE Built In Test Equipment
AIMFANS Airbus Interoperable Modular FANS BO Bit Oriented
AMU Audio Management Unit BOP Bit Oriented Protocol
AO ARINC Output BPC Back Plane Card
AOA Acars Over AVLC (VDL MODE 2) BPM Back Plane Module
AOC Airline Operational Control/Communications/Center
C
ARINC Aeronautical Radio INCorporated
CDTI Cockpit Display of Traffic Information
ARINC 429 Mark 33 Digital Information Transfer System (broadcast IO -
BOP) CFDIU Central Fault Detection Interface Unit
For Training Purposes Only

ARINC 615 Airborne Computer High Speed Data Loader CMC Central Maintenance Computer
ARINC 618 AirGround Character Oriented Protocol Specification (ACARS CMS Central Maintenance System
=> GND) CMA Context Management Application
ARINC 619 ACARS Protocols for Avionics End System (ACARS => A/C CMU Communication Management Unit
systems) CNS Communication Navigation Surveillance
ARINC 620 Data Link Ground System Standard and Interface Specification CNS/ATM CNS/Air Traffic Management
ARINC 622 ATS Data Link Applications over ACARS AirGround Network CO Character Oriented
ARINC 623 Character Oriented ATS Data Link Applications CPDLC Controller Pilot Data Link Communication

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CPMU Cabin Passenger Management Unit FIS Flight Information Service
CPU Central Processing Unit FMGEC Flight Management Guidance and Envelope Computer
CRC Cyclical Redundant Check FMS Flight Management System
CT Cabin Terminal FOM Figure of Merit
FWC Flight Warning Computer
D
DC Departure Clearance G
DCDU Datalink Control and Display and Unit GES Ground Earth Station (SATCOM)
DGNSS Differential GNSS GIU Gatelink Interface Unit
DGPS Differential GPS GLONASS Russian Satellite Navigation System
DIU Data Interface Unit GNSS Global Navigation Satellite System (ICAO)
DMC Display Management Computer GPS Global Positioning System (USA)
DME Distance Measuring Equipment
H
DMU Data Management Unit
HF High Frequency
DO 212 RTCA document Nr. D0212 (ADS specification)
HFDL HF Data Link
DO 219 RTCA document Nr. D0219 (CPDLC specification)
HFDR HF Data Radio
DSI Discrete Input
HMI Human Machine Interface
DSO Discrete Output
HS High Speed
DSP Datalink Service Provider
I
E
ICAO International Civil Aviation Organisation
ECAM Electronic Centralized Aircraft Monitoring
ILS Instrument Landing System
ECSB Embedded Computer System Bus
INMARSAT INternational MARitime SATellite
EFIS Electronic Flight Instrument System
IO (I/O) Input Output
EIS Electronic Instrument System (EFIS + ECAM)
IOM Input Output Memory
ES End System
For Training Purposes Only

IS Intermediate System
ETOPS Extended Twin OPerationS
J
F
JAA Joint Airworthiness Authorities
FPLN Flight Plan
FAA Federal Aviation Administration L
FANS Future Air Navigation System LADGNSS Local Area Differential GNSS
FDDI Fiber Distributed Data Interface LADGPS Local Area Differential GPS
FIR Flight Information Region LAN Local Area Network

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ATIMS
S

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LRU Line Replaceable Unit PSM Power Supply Module
LS Low Speed PVIS Passenger Visual Information System
LSB Least Significant Bit
Q
M QAT Quadruple ARINC Transmitter
MCDU Multipurpose Control and Display Unit
R
MDDU Multipurpose Disk Drive Unit
RCP Required Communication Performance
MEL Minimum Equipment List
RGS Remote Ground Station
MICBAC MICrosystem Bus Access Channel
RMP Radio Management Panel/Required Monitoring Performance
MLS Microwave Landing System
RNAV aRea NAVigation
MMR MultiMode Receiver
RNP Required Navigation Performance
MODE S Mode Select Transponder
RSP Required Surveillance/System Performance
MSB Most Significant Bit
RTA Required Time of Arrival
MSG Message
RTCA Requirements and Technical Concepts for Aviation
MSK Minimum Shift Keying (modulation)
RVSM Reduced Vertical Separation Minima
MSP Mode S Protocol
S
N
SARPS Standard and Recommended Practices
NC Normally Closed
SATCOM SATellite COMmunication
NO Normally Open
SD System Display
NOTAM NOtice To AirMan
SDAC System Data Acquisition Concentrator
O SDU Satellite Data Unit
OC Oceanic Clearance SITA Socit Internationale des Tlcommunications Aronautiques
OCD Oceanic Clearance Delivery SP Service Provider
OMS Onboard Maintenance System SRU Shop Replaceable Unit
For Training Purposes Only

OOOI Out Off On In (events) SSR Secondary Surveillance Radar


OSI Open System Interconnection STDMA Selforganized Time Division Multiple Access (VHF)

P T
P/B PushButton TBD To Be Defined
PDC PreDeparture Clearance TCAS Traffic alert and Collision Avoidance System
PIREP PIlot REPort TDMA Time Division Multiple Access
PP Pin Programming TIS Traffic Information Service

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TWIP Terminal Weather Information for Pilots
U
UTC Universal Time Coordinate
V
VDR VHF Data Radio
VHF Very High Frequency
VOR VHF Omnidirectional Range

W
WADGPS Wide Area Differential GPS
WPR Waypoint Positioning Report

X
XPDR trans(X)PonDeR
For Training Purposes Only

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TABLE OF CONTENTS
ATA 46 INFORMATION SYSTEM . . . . . . . . . . . . . . 1
4620 AIR TRAFFIC INFORMATION MANAGEMENT SYSTEM . . . . . . 1
INTRODUCTION / WHAT IS FANS ? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FANS ADVANTAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
TRANSITION TO FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM? . . . . . . 8
ATIMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
AIM FANS ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS
A CONFIG ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DATALINK ALERTS AND WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ATSU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ATSU SOFTWARE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ATSU SOFTWARE CONTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
ATSU DATALINK APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
ATSU RECONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
GROUND NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
ATSU/VDR3 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
RMP UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
COMM STATUS PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
COMPANY CALL PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
MAINTENANCE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
BITE ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
LINK TESTS OF THE ATSU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

Page i
TABLE OF FIGURES
Figure 1 CNS/ATM Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 2 ATIMS Installations (A340 shown) . . . . . . . . . . . . . . . . . . . 11
Figure 3 System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 4 DCDUs and ATC MSG Lights . . . . . . . . . . . . . . . . . . . . . . 15
Figure 5 ATSU Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 6 ATSU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 7 ATSU Interfaces and Software . . . . . . . . . . . . . . . . . . . . . . 23
Figure 8 ATSU Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 9 MCDU MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 10 ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 11 ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 12 ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 13 ATIMS - Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 14 ATIMS - Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Figure 15 ATIMS - Ground Network . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 16 COMM INIT and VHF SCAN MASK . . . . . . . . . . . . . . . . 43
Figure 17 ATSU / VDR3 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Figure 18 ATIMS - RMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 19 ATSU / COMM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 20 ATSU / COMPANY CALL . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 21 ATSU / MAINTENANCE Pages . . . . . . . . . . . . . . . . . . . . 53
Figure 22 ATIMS - BITE Architecture . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 23 ATIMS - SYSTEM REPORT / TEST page access . . . . 57
Figure 24 LRU IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 25 SYSTEM TEST Page 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 26 SYSTEM TEST Page 2 (DCDU TEST Indication) . . . . . 62
Figure 27 SYSTEM TEST Page 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 28 ATIMS - Specific Data Page . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 29 LINK TESTs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

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