Airbus A318/A319/A320/A321 ATA 46

CFM56 cat. B1.1 ATIMS

TRAINING MANUAL

Airbus A318/A319/A320/A321
CFM56 cat. B1.1

ATA 46 ATIMS

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TABLE OF CONTENTS TABLE OF FIGURES

INFORMATION SYSTEM - GENERAL ......................................................... 4
FANS ADVANTAGES................................................................................... 6
TRANSFORMATION TO FANS .................................................................... 8
REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM........................ 9
AIM FANS ARCHITECTURE ...................................................................... 14
COMPONENTS AND INTERFACES .......................................................... 16
SYSTEM DESCRIPTION ............................................................................ 20
COMPONENT DESCRIPTION ................................................................... 22
MCDU Use.................................................................................................. 24
PRINTER USE............................................................................................ 27
GLOSSARY ................................................................................................ 28
Figure 1. Schedule for the Introduction of CNS/ATM ..................................... 8
Figure 2. ATIMS System Overview.............................................................. 11
Figure 3. ATIMS Installation ........................................................................ 13
Figure 4. System Architecture ..................................................................... 15
Figure 5. Concepts ...................................................................................... 16
Figure 6. Location of Cockpit Interfaces & ATSU......................................... 17
Figure 7. DCDU's & ATC Message Lights ................................................... 19
Figure 8. General Schematic....................................................................... 21
Figure 9. ATSU Functions ........................................................................... 23
Figure 10. MCDU Menu .............................................................................. 25

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INFORMATION SYSTEM - GENERAL

Introduction / What is FANS?

General

FANS is an abbreviation and is for Future Air Navigation System. Thus a

procedure represents FANS, which is to be used in the future for navigation
in aviation.
The air traffic control created for it a concept, which itself is called CNS/ATM
(Communication Navigation and Surveillance / Air Traffic Management). This
informations defined by the I.C.A.0.1983 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 countries. This will be a system
used only for civil 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.

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Today & Future Air Traffic Control

Air Traffic Control Today Air Traffic Control Tomorrow

Communication/ Navigation/ Surveillance
Communication takes place by HF or VHF radio Communication takes place via Satellite Communication
communication. This language transmittal, typically (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 ground-based 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 System).

In the air space over highly developed countries the Position monitoring takes place automatically and via
position monitoring takes place by ground-based radars. Satellites.
Over water and small developed countries the position
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
Satellite navigtion 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 addition, 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?
- The separation between the airplanes (in flight) can be reduced. More
airplanes per time unit on a route.
- Air routes can be optimized.
- More direct routes.
- Satellite communication.
- When crossing other air routes it can be omitted more frequently to
change to a lower and thus uneconomic flight level.
At the same time an increase of the safety standard will take place.
Why FANS is necessary?
The current air traffic routes represent often a longer route between two
points on the earth than physically necessary and are used mainly with their
maximum capacity. That means:
- increased fuel consumption by "detours".
- cargo capacities cannot be used completely, since too much fuel
must be carried forward.
- takeoff delays caused by overcrowded air space.
1. Distance / Separation
In order to be able to determine the "safety margin" from airplanes, the
following factors must be considered:
and 120 Nm at geographical length. This results in a surface of 48.000 NM2,
which are blocked by a single airplane! The consequence of the fact is that
many airplanes can't fly at the optimum altitude and with the optimum speed.
FANS equipped airplanes however can deliver automatically their position as
well as its further intentions (heading/ track, speed, altitude) with the help of a
satellite connection at least every five minutes. The determination of the
position takes place with the help of the very exact Global Positioning System
(GPS) or Global Navigation Satellite System (GNSS).
Digital data communication between the crew and the air traffic controller
reduces drastically the possibilities of errors and permits less separation
between individual airplanes. The total of improvements in communication,
navigation and surveillance of air traffic enables Air Traffic Control to reduce
the separation between the airplanes. For this reason the flight can be
performed in optimum altitude which also reduces the fuel burn.
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 represents a section of FANS, the current meteorological data can be
transmitted to the airplane during flight. The flight crews 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 for "Eventualities", which means again that still less
fuel is used, or more pay load can be carried forward.
3. More direct routes

- errors in navigation actually and
- potential errors in the voice communication between crews and air
traffic controllers.
The problems of the traditional, spoken position signals and the delays in
connection 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
In many cases the current air routes are a compromise due to the navigation
aids available on the ground and radar coverage. This leads to extended air
routes. However if the advantages of the satellite navigation and
communication are used, the possibility is higher of flying more direct and
thus shorter routes. After introduction of FANS the operators of airplanes
benefit of the lower fuel consumption, of shorter flying times and increased
pay loads. Costs related to crews and maintenance are thereby reduced, too.
To fly FANS routes, the airplanes must fulfil the following requirements:

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- Airline operational control (AOC) data link. AOC connection permits 5. Flight level change
the airlines, to transmit optimized routes, to deliver position signals
and to transmit current wind information about the data link. In order to avoid potential conflicts, an airplane, which achieves a crossing
- Automatic Dependent Surveillance (ADS) The ADS function transmits airway, must be vertically separated from all other airplanes. This means that
the current position via satellite or VHF data link to air traffic control. one of two airplanes must leave its actual altitude to an altitude up to 4000
Automatic surveillance of "enroute" airplanes takes place. feet below its optimal flight altitude. If the air traffic controller has more
- Air Traffic Control (ATC) data link accurate position data and if the airplane can control its speed in such a way
- The ATC datalink connection replaces voice communication of the that the flight level change is achieved at a certain point in time, the vertical
crew with the air traffic controllers. Desired modifications of the separation for this manoeuvre is used less often.
original flight plan can be transmitted. The air traffic controllers have
the possibility of requesting via this way modifications of the original
flight plan.
- Global Positioning System (GPS) or GNSS integration
- By using GPS or GNSS a more exact positioning on routes and
during approach is possible. The navigation system must prove that it
achieves the necessary RNP. It provides also a time reference for the
RTA, see below.
- Required Navigation Performance (RNP)
- RNP criteria describe accuracy, integrity and availability for "FANS"
operations. The navigation systems are permanently monitored.If the
accuracy required for a route is reduced, the crew is informed and
can initiate counteractions if necessary.
- Required time of Arrival (RTA)
- With RTA air traffic control can transmit temporal limitations
concerning a way-point. This enables the crew to achieve a certain
geographical point at a previously defined point in time. The cruising
speed is adapted to the requirements automatically, so that the
desired waypoint at the desired point in time (+ / - 30 seconds) is
achieved. If the desired RTA is not possible, the crew is alarmed
visually.

4. Satellite communication

With the aid of the satellite navigation the period of reply for an airplane,
which requests a "Level CHANGE" on an optimal flight altitude, can be
reduced to a few minutes. A saving of fuel is the result. At present the time
for a reply is approx. 20 min. to 45 min.

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TRANSFORMATION TO FANS

What is AIM FANS A or ATIMS?

With Airbus these DATA link "AIM FANS A" called (Airbus Interoperable
Modular) or "ATIMS" (Air Traffic and Information Management System). The
new unit which houses the ATIMS functions is called ATSU (Air Traffic
Services Unit). This ATSU will replace the ACARS MU. The ATSU forms the
platform for the ACARS and FANS operation after the line-up. (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
DCDU's (Datalink Control Display Unit) as well as the use 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.
Figure 1. Schedule for the Introduction of CNS/ATM
What is FANS-1?
Steps for the introduction of FANS
On the way up to the complete introduction of CNS/ATM the available aircraft
1. Test with "FANS-1/A" (previous FANS) are equipped or upgraded gradually with the necessary systems. The
manufacturer BOEING calls its systems with ADS and CPDLC at present
- changes of processes FANS 1, AIRBUS however FANS A.
- use of available airplane equipment. CPDLC is for CONTROLLER/PILOT DATA links Communication and
represents satellite connections between the air traffic controllers and the
2. Transition to CNS/ATM "FANS A" crews.

- improvement / extension of the aircraft equipment What is CNS/ATM-1?

- retirement of the old airplane and ground equipment
Airplanes with FANS-1/A and additionally ADS-B (AUTOMATIC Dependant
3. New technologies Surveillance Broadcast) as well as the final installation of a new ATN
(Aeronautical Telecommunication network) represent the future standard
- ADS-B CNS/ATM-1. ADS-B means sending (Broadcast) all necessary information
- Free Flight for automatic air traffic control to all other airspace users. The recipients are
thereby automatically enabled, to initiate the appropriate measures for the
4. Complete transition to CNS/ATM "FANS B" (I.C.A.O. requirement) avoidance of collisions.
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
endangered.

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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 aircraft 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
necessary 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
necessary to maintain certain RTA.
- provides mode selectors, in order to support the AOC function.

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SATCOM Data or HF Data
Satellite Communication or High frequency DATA
- voice transmission only as "Backup" for data communication.
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.
ATIMS Description
The ATIMS consists of:
1 ATSU: It's a modular hosting platform that:
Centralizes all data communication-related 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);
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ATIMS
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.
2 Datalink Control and Displays Units (DCDUs) which provide the flight crew
with display capabilities and control resources, allowing the display of data re
ceived from ATC and the sending of answers and messages to ATC.
2 ATC MSG attentions getters: P/Bs used for visual alert in case of ATC
messages reception.
The two DCDUs are not fitted in Pre-FANS configuration and the ATC MSG
pushbuttons switches are not operational.
The ATSU is connected to the following units and uses the services of these
multipurpose 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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Figure 2. ATIMS System Overview

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Figure 3. ATIMS Installation

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AIM FANS ARCHITECTURE

General

AIM - FANS program launched by Airbus Industrie is designed to allow the
aircraft to adapt to the steps of the transition towards the ultimate FANS
Worl through modular and flexible avionics upgrade. In order to optimize the
system architecture of the Airbus range of aircraft, the ATSU will also
integrate right from its entry into service the functions that are currently
available on the ACARS equipment, such as the routing function and all AOC
services dedicated to exchanges, between the aircraft and the airline
operational centers.
Due to entry into service in 1998, the ATSU and associated systems will
enable the airlines to draw maximum benefit from the new communications
and navigation facilities, while retaining an aircraft architecture capable of
receiving future upgrades.
The Datalink Control and Display Units (DCDU) and the ATC MSG
pushbutton switches are not operational.
or
2. In FANS A configuration:
- Air/ground communications Router Functions (ARF)
- Airline Operational Control applications (AOC)
- FANS A Air Traffic Control (ATC) applications.
The DCDUs and the ATC MSG pushbutton switches are operational.

New:

ATSU= Air Traffic Services Unit DCDU= Datalink Control and Display unit
MMR= Multi Mode Receiver

Updated:

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

System Description

The Air Traffic and Information Management System is organized around a

host platform which integrates datalink applications and the routing function.
The ATIMS system can be configured in two ways:

1. In Pre-FANS configuration:

- Air/ground communication Router Function (ARF)

- Airline Operational Control applications (AOC).

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Figure 4. System Architecture

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COMPONENTS AND INTERFACES

General

Up to now, flight crew have communicated with air traffic controllers using
HF and VHF radio communications which are subject to atmospheric
disturbances and so, often difficult to understand.
Furthermore, the transmission networks become saturated due to the air
traffic increase, and to the limited capability to exchange complex data
(routes, weather information...).
Consequently, the Air Traffic and Information Management System (ATIMS)
has been developed to enable datalink communications and the exchange
of complex data or specific reports between the aircraft and the ground
centers:

- controller-pilot datalink communications (HF voice in backup) for air

traffic
- management,
- automatic reporting (position, intention) for air traffic surveillance,
- specific airline-aircraft communications (operational control) to
improve airline operational costs and flexibility.

Figure 5. Concepts

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Figure 6. Location of Cockpit Interfaces & ATSU

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Figure 7. DCDU's & ATC Message Lights

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SYSTEM DESCRIPTION
The Air Traffic and Information Management System is organized around a
host platform which integrates datalink applications and the routing function.
The ATIMS is configured in Pre-FANS configuration:
- Air/ground communication Router Function (ARF)
- Airline Operational Control applications (AOC).
The Datalink Control and Display Units (DCDU) are not fitted and the ATC
MSG pushbutton switches are not operational in Pre-FANS configuration.
System Configuration
The Air Traffic and Information Management System (ATIMS) consists
mainly of an Air Traffic Service Unit (ATSU) which provides:
1. Datalink services to remote Airline Operational Control (AOC) application
embedded in the ATSU and in on-board peripherals:
- Flight Management and Guidance Computer (FMGC)
- Data Management Unit (DMU)
- Centralized Fault Display Interface Unit (CFDIU)
- Cabin Terminal (Digital Interface Unit (DIU)
2. Management of the datalink media:
- VHF datalink and Satellite datalink (optional).
The ATSU is configured in Pre-FANS + configuration with the following
applications:
- Aircraft Interface software (for host platform services)
- Configuration software (for manufacturer configuration parameters)
- Router parameters software (for the VHF Datalink Service Provider (DSP)
World Map)
- AOC application software
- AOC database software.
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ATIMS
System Architecture
The ATIMS comprises:
- an Air Traffic Service Unit (ATSU),
- two Datalink Control and Display Units (DCDUs),
- two ATC MSG illuminated pushbutton switches.
The ATSU interfaces with the following on-board units:
1. For hosted AOC applications:
- Flight Management and Guidance Computer (FMGC),
- Centralized Fault Display Interface Unit (CFDIU),
- Flight Warning Computer (FWC),
- System Data Acquisition Concentrator (SDAC),
- Display Management Computer (DMC),
- Clock,
- Landing Gear Control and Interface Unit (LGCIU),
- Data Management Unit (DMU).
2. For remote AOC/Aeronautical Passenger Communications (APC)
applications:
- FMGC, CFDIU, DMU, Digital Interface Unit (DIU).
3. For access and management to the datalink subnetworks:
- VHF Data Radio (VDR3), SATCOM (optional).
4. For system management, maintenance and configuration:
- FWC, SDAC, CFDIU, LGCIU, Multipurpose Disk Drive Unit (MDDU)
or Portable Data Loader (PDL).
5. For multipurpose Human-Machine Interface needs:
- Multipurpose Control and Display Unit (MCDU), Printer and Radio
Management Panels (RMPs).
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Figure 8. General Schematic

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COMPONENT DESCRIPTION
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
"DATA-LINK 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 fulfils the worldwide possi-
bilities for DATA LINKS as the ACARS before. Additionally it also covers
DATA LINK functions 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 Resource" which enables the airlines the possibility to select
between different software manufacturers. The airlines have the choice to
select either the Allied Signal or the Rockwell - AOC software (Airline
Operational Control). The ATSU is the main component of the system. Its
architecture is based on: The ATSU consists of a hardware case with
minimum software and of five packages, each one corresponding to a set of
disks identified by a Functional Item Number. These disks contain the ATSU
software and application software. The software is uploaded in the ATSU by
means of the MDDU or the PDL.
Its main functions are:
- to host the various datalink applications, including Airline Operational
Control,
- to provide management and access to the different datalink services
available,
- to provide management and access to the various datalink networks
available.
ATSU Hardware Case
The ATSU hardware case consists of all necessary hardware resources
(hardware platform) and minimum software.
The minimum software contains two main parts:
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- the first one is in charge of hardware initialization
- the second part is designed to allow the uploading of the software
components.
ATSU A/C Interface Software
Its different functions are:
- monitoring of the system (power supply and BITE functions)
- acquisition of the aircraft parameters for application software use
- management of the air/ground communications (ARF function)
- management of the communication with the on-board peripheral units
- management of the Human/Machine Interface (MCDU, printer and
alert function).
ATSU Configuration Software
The configuration software is a complement to the A/C interface software.
This software consists of a database containing routing policies definitions
and configuration elements,
ATSU Router Parameters Software
The ATSU router parameters software is a complement to the A/C interface
software.
This software contains the standard DSP world map database. The DSP
world map contains two types of tables: media configuration tables and VHF
world map
AOC Software
The AOC software consists of hosted AOC applications which depend on
airline definition. These datalink applications concern operations related to
the flight such as flight plans, weather, behaviour of aircraft elements
transmitted for maintenance reasons, fuel quantity, personnel management,
gate management...
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Figure 9. ATSU Functions

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MCDU USE

Two sets of functions are accessed via the MCDU: with an ATC center and establish contact.
- the VERT REQ page for request of vertical trajectory changes to the
- hosted AOC applications ATC center
- air/ground communication management function - the OTHER REQ page for miscellaneous request such as voice
contact request with ATC center
These two functions are considered as independent. When inside the menu - the TEXT page to send justifications to negative replies to the ATC
structure of one of these functions, it is not possible to access directly the center
other one. The user has to return to the main ATSU menu in order to activate - the REPORTS page to generate automatically position reports at
the other function. each ATC waypoint
The MCDU provides the crew with the following functions: - the CONNECTION STATUS page to display the status of the CPDLC
connections and to activate/deactivate the ADS applications
1. For air/ground communication management: - the EMERGENCY page to generate emergency messages to the
ATC center.
- configuration/initialization
- VHF3 control The pages managed by the ATSU are independently accessible from two
- communication statistics display MCDUs and are accessible in parallel on two MCDUs: access to and exit
- test/audit mode control from MCDU pages are independent on these MCDUs.
If a third MCDU is installed, only two MCDUs upon three can be used
2. For AOC hosted applications simultaneously by the ATSU.

- configuration/initialization FWC use

- downlink message entry/selection/transmission
- uplink message display The ATSU uses the services provided by the FWCs to activate visual/aural
alerts and warnings for the different applications.
3. Controller-Pilot Data Link Communication Menu
AOC Alerts
The ATC menu is only comprised in FANS A configuration and gives access
to: The AOC application is in charge of the activation and deactivation of the
AOC alert while the FWC is in charge of the display of the corresponding
- the LAT REQ page for request of lateral trajectory changes to the green memo without any sound associated:
ATC center
- the WHEN CAN WE page for time estimation request to the ATC - ACARS CALL (call request from the ground AOC)
center - ACARS MSG (message received from the ground AOC).
- the MSG LOG page to display any message closed and stored on the
DCDU
- the NOTIFICATION page to initialize the ATS Facilities Notification

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Figure 10. MCDU Menu

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Air/Ground Communication Warnings

Air/Ground communication warnings are generated by the FWCs according

to the information provided by the ATSU and the communication peripherals:
- internal ATSU failure
- datalink status (failure or unavailability)
- communication system failure or unavailability.

They are inhibited during some flight phases following priority level.

Air/Ground Communication Limitations

Limitations are displayed to the crew to indicate the availability of the

communication subnetworks. In. case of unavailability, the procedure is to
return to VOICE mode.

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Airbus A318/A319/A320/A321 ATA 46
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PRINTER USE

AOC Applications RMP Use

The AOC applications use the services of the printer for the following Each of the three RMPs is an interface device for the VDR3 operation.
purposes: The frequency range is from 118.000 to 136.975 KHz by 25 KHz or
8.33KHz steps.
- print out of received messages (automatic or manually initiated on Each RMP enables the crew to request a switching of the system (between
MCDU) the RMP and the ATSU) which controls the VDR3 frequency by pressing the
- MCDU screen hard copies transfer pushbutton switch, located between the two windows:
- company needs through the hosted AOC application and manually When the frequency is displayed in the ACTIVE window of the RMP, the
initiated on MCDU. RMP controls the VDR3 frequency.
Only the Voice mode is available and the selection of the VDR3 frequency is
If the printer is busy with a previous task, the BUSY indication is displayed on done through the RMP by displaying the selected frequency in the ACTIVE
the MCDU scratchpad. window.
No print task can exceed 5 minutes. After this time, the operation is stopped. When the ACARS indication is displayed in the ACTIVE window of the RMP
instead of the frequency, the ATSU controls the VDR3 frequency whether the
Air/Ground Communication Function VDR3 is in Data or Voice mode.
The RMP sends to the ATSU the pilot request of switching the system
The air/ground communication management function uses the services of the controlling the VDR3 between the RMP and the ATSU. In return, the ATSU
printer for the following purposes: indicates to the RMP which system, between the RMP and the ATSU, is
controlling the VDR3 frequency.
- Automatic print out of a message directed to the printer (label C1)
- MCDU screen hard copy
- Statistics reports
- Audit information
- Company Call message print

In the case of ground messages directed to the printer (label C1), the ATSU
can reject the uplink message if the printer is unavailable. The UPLINK
REJECT message is sent to the ground to indicate that the printer is failed.
The PRT MSG PRINT FAIL message is also displayed on the MCDU
scratchpad.
Even if the printer is busy, the print request is accepted by the ATSU and the
ATSU bufferizes the data waiting for the printer availability.

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Airbus A318/A319/A320/A321 ATA 46
CFM56 cat. B1.1 ATIMS

GLOSSARY

A ATM Air Traffic Management

ATN Aeronautical Telecommunication Network
A/C Aircraft ATS Air Traffic Service
AAC Airline Administrative Communications ATSU Air Traffic Services Unit
ACARS Aircraft Communication Addressing and Reporting System AVLC Aviation VHF Link Control
ACAS Airborne Collision Avoidance System AVPAC Aviation VHF Packet Communications
ACF ACARS Convergence Function
ACMS Aircraft Condition Monitoring System B
ADF Automatic Direction Finder
ADIRS Air Data and Inertial Reference System BITE Built In Test Equipment
ADLP Airborne Data Link Processor BO Bit Oriented
ADS Automatic Dependent Surveillance BOP Bit Oriented Protocol
ADS-B ADS-Broadcast BPC Back Plane Card
AES Airborne Earth Station BPM Back Plane Module
AFN ATS Facilities Notification
Al ARINC Input C
AIM-FANS Airbus Interoperable Modular FANS
AMU Audio Management Unit CDTI Cockpit Display of Traffic Information
AO ARINC Output CFDIU Central Fault Detection Interface Unit
AOA Acars Over AVLC (VDL MODE 2) CMC Central Maintenance Computer
AOC Airline Operational Control/Communications/Center CMS Central Maintenance System CMA
ARINC Aeronautical Radio INCorporated Context Management Application
ARINC 429 Mark 33 Digital Information Transfer System CMU Communication Management Unit
ARINC 615 Airborne Computer High Speed Data Loader CNS Communication Navigation Surveillance
ARINC 618 Air-Ground Character Oriented Protocol Specification CNS/ATM CNS/Air Traffic Management
ARINC 619 ACARS Protocols for Avionics End System CO Character Oriented
ARINC 620 Data Link Ground System Standard and Interface CPDLC Controller Pilot Data Link Communication
Specification CPMU Cabin Passenger Management Unit
ARINC 622 ATS Data Link Applications over ACARS Air-Ground Network CPU Central Processing Unit
ARINC 623 Character Oriented ATS Data Link Applications CRC Cyclical Redundant Check
ARINC 750 VHF Data Radio CT Cabin Terminal
ASIC Application Specific Integrated Circuit
ATC Air Traffic Control D
ATE Automatic Test Equipment
ATIMS Air Traffic and Information Management System DC Departure Clearance
ATIS Air Traffic Information Services/Automatic Terminal Information DCDU Datalink Control and Display and Unit

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Airbus A318/A319/A320/A321 ATA 46
CFM56 cat. B1.1 ATIMS

DGNSS Differential GNSS HFDR HF Data Radio

DGPS Differential GPS HMI Human Machine Interface
DILI Data Interface Unit HS High Speed
DMC Display Management Computer I
DME Distance Measuring Equipment ICAO International Civil Aviation Organisation
DMU Data Management Unit ILS Instrument Landing System
DO 212 RTCA document Nr. D0212 (ADS specification) INMARSAT INternational MARitime SATellite
DO 219 RTCA document Nr. D0219 (CPDLC specification) IO (I/O) Input Output
DSI Discrete Input IOM Input Output Memory
DSO Discrete Output IS Intermediate System
DSP Datalink Service Provider J
E JAA Joint Airworthiness Authorities
ECAM Electronic Centralized Aircraft Monitoring L
ECSB Embedded Computer System Bus LADGNSS Local Area Differential GNSS
EFIS Electronic Flight Instrument System LADGPS Local Area Differential GPS
EIS Electronic Instrument System (EFIS + ECAM) LAN Local Area Network
ES End System LRU Line Replaceable Unit
ETOPS Extended Twin OPerationS LS Low Speed
F LSB Least Significant Bit
F-PLN Flight Plan
FAA Federal Aviation Administration M
FANS Future Air Navigation System
FDDI Fiber Distributed Data Interface MCDU Multipurpose Control and Display Unit
FIR Flight Information Region MDDU Multipurpose Disk Drive Unit
FIS Flight Information Service MEL Minimum Equipment List
FMGEC Flight Management Guidance and Envelope Computer MICBAC Microsystem Bus Access Channel
FMS Flight Management System MLS Microwave Landing System
FOM Figure of Merit MMR Multi-Mode Receiver
FWC Flight Warning Computer MODE S Mode Select Transponder
G MSB Most Significant Bit
GES Ground Earth Station (SATCOM) MSG Message
GIU Gatelink Interface Unit MSK Minimum Shift Keying (modulation)
GLONASS Russian Satellite Navigation System MSP Mode S Protocol
GNSS Global Navigation Satellite System (ICAO)
GPS Global Positioning System (USA) N
H
HF High Frequency NC Normally Closed
HFDL HF Data Link NO Normally Open

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Airbus A318/A319/A320/A321 ATA 46
CFM56 cat. B1.1 ATIMS

NOTAM NOtice To AirMan SATCOM SATellite COMmunication

SD System Display
O SDAC System Data Acquisition Concentrator
SDU Satellite Data Unit
OC Oceanic Clearance SITA Societe Internationale des Telecommunications Aeronautiques
OCD Oceanic Clearance Delivery SP Service Provider
OMS On-board Maintenance System SRU Shop Replaceable Unit
OOOI Out Off On In (events) SSR Secondary Surveillance Radar
OSI Open System Interconnection STDMA Self-organized Time Division Multiple Access (VHF)

P T

P/B Push-Button TBD To Be Defined

PDC Pre-Departure Clearance TCAS Traffic alert and Collision Avoidance System
PIREP Pilot REPort TDMA Time Division Multiple Access
PP Pin Programming TIS Traffic Information Service
PSM Power Supply Module TWIP Terminal Weather Information for Pilots
PVIS Passenger Visual Information System
U
Q
UTC Universal Time Coordinate
QAT Quadruple ARINC Transmitter
V
R
VDR VHF Data Radio
RCP Required Communication Performance VHF Very High Frequency
RGS Remote Ground Station VOR VHF Omni Range
RMP Radio Management Panel/Required Monitoring Performance
RNAV aRea NAVigation W
RNP Required Navigation Performance
RSP Required Surveillance/System Performance WADGPS Wide Area Differential GPS
RTA Required Time of Arrival WPR Waypoint Positioning Report
RTCA Requirements and Technical Concepts for Aviation
RVSM Reduced Vertical Separation Minima X

S XPDR Trans(X)PonDeR

SARPS Standard and Recommended Practices

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