Flight Operations Support & Line Assistance

getting to grips with

FANS
Future Air Navigation System
Issue II - September 2003

Flight Operations Support & Line Assistance
Customer Services
1, rond-point Maurice Bellonte, BP 33 31707 BLAGNAC Cedex FRANCE Telephone (+33) 5 61 93 33 33 Telefax (+33) 5 61 93 29 68 Telex AIRBU 530526F SITA TLSBI7X

getting to grips with

FANS
Future Air Navigation System
Issue II - September 2003

FANS
Future Air Navigation System
Communication Navigation Surveillance (CNS) Aircraft upgrade of:

To allow for efficient:

Air Traffic Management (ATM)

Airbus product:

AIM-FANS
(Airbus Interoperable Modular-FANS)

STEP 1

FANS A
• Air Traffic Services Data link based on ACARS network

STEP 2 •

FANS B
Introduction of ATN (Aeronautical Telecommunication Network) • ICAO approved (CNS/ATM-1 standards)

STEP 3

FULL FANS
• "Free Flight" concept supported

Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03

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Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03

FOREWORD

FOREWORD
The purpose of this brochure is to provide Airbus aircraft operators with the agreed interpretations of the currently applicable CNS/ATM (i.e. FANS) regulations. The intent is thus to provide guidance material on CNS/ATM operations, which satisfy airworthiness requirements in order for an airline to obtain operational approval from its national operational authorities. All recommendations conform to the current regulatory requirements and are intended to assist the operators in maximising the cost effectiveness of their operations. The content of this second edition is limited to the FANS A system, which is in use at the date of publication (Step 1, ref. p3). New feature have been added to the 1st edition, such as a description of the Airbus FANS A+ package, new FANS application procedures, and a FANS world status. Future editions will include information on further systems, e.g. ATN (or CNS/ATM-1; Step 2, ref. p3) based systems and ADS-B, once these are certified and there are definite plans to introduce them in some areas. As detailed hereafter, CNS/ATM is a global system concept, which is based on global navigation, communications and automatic dependent surveillance systems. Although FANS air spaces or routes are usually defined in terms of all the three C, N and S aspects, this brochure mainly addresses the Data Link Communications and Automatic Dependent Surveillance issues only. Recommendations for RNP (Required Navigation Performance) and RVSM (Reduced Vertical Separation Minima) operational approval are given in the brochure “Getting to grips with modern navigation” - A flight operations view - (reference: STL 945.0415/99). Whenever needed, the reader will be invited to refer to this document. Any questions with respect to information contained herein should be directed to:

AIRBUS SAS
Flight Operations Support Customer Services Directorate 1, Rond Point Maurice Bellonte, BP 33 31707 BLAGNAC Cedex- FRANCE TELEX: AIRBU 530526F SITA: TLSBI7X Telefax: 33 5 61 93 29 68 or 33 5 61 93 44 65

Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03

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........ 2.7011/03 ................................... 27 2............. 31 2................................................................... 23 Navigation.............. The ATSU ...............3..6......... Required Navigation Performance (RNP) ......................................................TABLE OF CONTENTS TABLE OF CONTENTS EXECUTIVE SUMMARY .................... 1..........................................1...............1......................... Air/Ground datalink ........ 33 2.............................................................................................................................. 31 2.................3.................................................. CNS/ATM CONCEPT. 33 2........3...2.... 38 3. 44 3.......... Datalink media.................................3..........................................................4............................... 1........................................3..................... 27 2... 24 Surveillance .............................................................2..................................................................................4... 32 2...................... AIM-FANS DESCRIPTION...2.......................................4............ Ground/Ground datalink... 34 2..3........................2................. Crew interfaces ...................................... 26 FANS A architecture ....................... 44 6 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945........ 1......................................4.................................. AIM-FANS architecture ............................................... 40 3......... General .......................5.......3............... 33 2.......................................................... 10 ABBREVIATIONS ....................................... 22 Communications .............4................................... 18 1.......................... 1.................................................................................................3.......1............................. 3............... 41 3...... Automatic Dependent Surveillance (ADS) ................................ 40 3....................... 29 2................3................................. CNS/ATM ATC applications ..........2............. Human Machine Interface....... 24 Air Traffic Management ..........................1...... ATS Facility Notification (AFN)................ Controller Pilot Data link Communications (CPDLC) ............... 1......3..... 31 2..... 24 CNS/ATM COMPONENTS DESCRIPTION .................2.......................................... 26 2....................................................................................... 22 CNS/ATM global concept ......... Basic operational principles ................................. AEEC623 ........... Main HMI rules............................................2............................................................... 42 3................ Performance requirements ...........................1.......1.....2............................... 1...2..........2.........................................1.............................................2............................... 2..................................................... 34 3...3.....................................4...............4........................... 33 2................ 42 3............ The new FMS (2nd generation FMS)...............................................1............... 38 General: the need for flexibility.......................3.... Required Communication performance (RCP)....................................................2................................ 22 Historical background ...... Required Surveillance Performance (RSP)................................2.............4..............

........1.........2.................................................2.............................78 5....... ADS connections management ..................5.....................................82 5..........................................2........ End of service ......1.........................2...................................... Enhancements to the Human-Machine Interface (HMI) ..................................72 4................................. 5.........7011/03 7 ...2.73 4..... 5............. Failures of the CPDLC connection........61 4............3.............. ADS procedures................................................................................................................................50 Pre-flight phase........3....3.........5......... FANS A+ options .... Position reporting with ADS ............................................. High speed VHF datalink (VDL mode2) . Clearances and digital ATIS applications (ATS623).......4..68 4........................TABLE OF CONTENTS 4.........................................1..........6.......................................1....1........61 4...................4............5..........................1.............................2.2....50 ATS Facilities Notification (AFN) .................................79 5....83 5.........................5............................................................84 5.. Recommendations for exchange of CPDLC messages...2.................... CPDLC shutdown .....................................................50 Introduction...............................................................78 FANS A enhanced ADS ...............................1.6................................2.....80 5.........3......................................................................59 4..4.5. ............ Improvements related to the CPDLC service..............................................82 5................81 5......................81 5........................2.....3...................68 4. OPERATIONAL PROCEDURES .................................................60 4..........2................2......................74 FANS A EVOLUTION . BITE (Built-In Test Equipment) improvement ................4..51 4.....................................2........4.......................... FANS A+ basics .......................79 5...................................................... Wired high speed dataloading capability (AEEC 615a)................5......................... DataLink Service Provider (DSP) worldmap .................... ADS connections closure......................................5...... 4.... ATSU router customisation via loadable database....4...2....................................... Route offset .1..... HF dataLink (HFDL) .......................3........2.................83 5..........................2.............................60 4.....4............2...............................81 5.5...........2...........72 4.................................... ATS623 applications...7........ 4.................................................... CPDLC connection transfer ....................1..............1....................2.....78 5...............4.....................2.1.......5.................5...84 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945............. CPDLC procedures .....4........... Emergency procedures........... FANS A+ (FANS A system evolution) ............2..........................1. ATS notification and ADS connection ............ 4.................55 4.............................55 4....................71 4......... CPDLC connection .........................5...................................................2.. FANS A+ Retrofits .... ADS shutdown .4...............6................73 4.................. Abnormal cases at the time of transfer of connection ............................4.2.4............................7........................73 4..56 4........................

...............................................1.................................................... Approved documentation ............................. 102 7...................... Aircraft configuration ........... 7... China .................................................. 6.......................................................................... 111 8 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.... Impact on aircraft configuration ... FANS A WORLD STATUS ...7011/03 ..6....................... 101 7......4....................... Recommendations ............................................................................ SATCOM user ORT ...................4..................................... 6.4............... 100 7...........................2.................. 101 7............ 6.... 90 North Canada.. 88 Status of Fans A implementation ..........1....................................... Contracts with Datalink Service Providers (DSP)..3........................ 101 7............... DataLink: contracts and declarations ...................................................................... AMI database of the FMS .2............. Maintenance training...........4............................... Flight crew training / qualification ....... 89 South Atlantic................. 91 Pacific Ocean........3............3...............2..................... ATSU scan mask ......... 101 7................... 102 7.....................4..... 100 7.... 100 General.................... STARTING FANS OPERATIONS ............. 6................................... 100 7..............1.................................................. 97 7....................................3...........................................................................................................4.........................................................................................5..................................................................................... 95 Singapore .. 102 7........ 6...............10................................. 91 Indian Ocean : South Africa ....................................7...2........................... 103 7................. 96 Bay of Bengal ...... 6....................... 101 7................ 94 Indian Ocean : Australia .........8.............1......................... 103 7......................................... 6.............................. 6...... 88 North Atlantic (NAT)................................................................................. 111 7..........1......2.....3...........................3........................................................ Get the operational approval...4............... General requirements ................................................................................2...............TABLE OF CONTENTS 6.................4..9.....5...................................................................................... 96 6. Aircraft declaration to DataLink Service Providers and ATC centres .............3... 6.......2............................................................................3......2.............

...................................................116 APPENDIX B : ADS REPORT DATA ...............Indian ocean FANS operations .Pacific FANS operations..........................South Atlantic FANS operations (trials) ...........................212 APPENDIX K : FANS A AIRWORTHINESS SUMMARY ......186 2 ...............................................................................................When can you… ..........................................................................When can you ..................................Initial notification..................................................................216 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945...189 3 ........................169 1 .........CPDLC logon ..................TABLE OF CONTENTS APPENDIX A : LIST OF CPDLC MESSAGES WITH THEIR MEANING...........................................................................................................................................................................................174 4 ...................................145 2 .....................181 APPENDIX H : OPERATIONAL SCENARIOS FANS A+..........................................North Atlantic FANS operations..........................133 APPENDIX C : DATA COMMUNICATIONS SERVICE PROVIDERS ...............................186 1 ...........................................................Initial notification.............................................144 1 ...........................................................................................................................................Connection to next ATC.................................................191 4 ..............New York oceanic (KZWY) CPDLC service area.............178 5 ............195 5 ..........................................Clearance .........................169 2 .........................172 3 .......................165 APPENDIX F : DYNAMIC AIRBORNE ROUTE PLANNING .............................................CPDLC logon ......200 APPENDIX J : OIT/FOT NEW ATSU AIRCRAFT INTERFACE ......................144 APPENDIX E : FANS OPERATIONAL PROCEDURES.......................................................................7011/03 9 ..........135 APPENDIX D : SATCOM OPERATORS .............................................................................................................167 APPENDIX G : OPERATIONAL SCENARIOS FANS A.................................................................................................................................................Logon to next ATC .........................Clearance ................150 4 .......................159 5 ...................195 APPENDIX I : OPERATIONAL SCENARIOS ATS623..................................................148 3 ......................................................................

Navigation • FANS routes or air spaces are associated with a given RNP (Required Navigation Performance) value. e. 10 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. enhancing the operational efficiency while ensuring the best safety level of the air traffic cannot be done without a combined use of the air and ground entities. In addition to the classical VHF and HF voice.g. procedurally controlled surveillance is progressively replaced by Automatic Dependent Surveillance. New methods are developed and progressively implemented to provide greater airspace capacity to cope with the large increase of air traffic demand. Navigation and Surveillance for Air Traffic Management) has been defined. the proper interoperability of all of them is the key factor for the right operation of the system. in a near future. an additional tool to overcome VHF congestion in some busy TMAs. • Numerous actors play in this global end-to-end concept.7011/03 . • In oceanic and remote FANS air spaces. • CPDLC is a powerful means to sustain ATC communications in oceanic or remote areas first. which is expected to allow for reduced lateral and longitudinal separation. which can be seen as a chain linking a pilot and a controller. and to the more recent satellite voice. the concept of CNS/ATM (Communication. Communications • Operationally speaking. strategic (long term) and tactical (short term) control or air traffic services. the biggest change provided by FANS is the way pilot and controllers communicate.EXECUTIVE SUMMARY EXECUTIVE SUMMARY 1 – CNS/ATM CONCEPT CNS/ATM global concept • Increasing the airspace capacity. Wherever radar coverage is possible. This RNP is a statement on the navigation performance accuracy necessary for operation in this air space. traffic flow management. Although most of these actors are independent entities. Surveillance • Different types of surveillance may be founded. It is also expected that there will be no need for HF voice reporting any longer. and it is expected to become. Following this statement. digital CPDLC (Controller Pilot Data Link Communications) will now become the primary means to communicate. Air Traffic Management • Under this term is grouped a large set of methods to improve the management of all the parts of the air traffic. SSR modes A and C are still used (mode S is soon expected to be used in such areas).

Satcom and HF. • Controller Pilot Data Link Communications (CPDLC) CPDLC is a powerful tool to sustain data link communications between a pilot and the controller of the relevant flight region. Required Communications Performance (RCP) and Required Surveillance Performance (RSP) are all parts of a general CNS/ATM performance concept and independent of the technologies used. the current FANS A step uses the ACARS network to exchange data between aircraft and ground systems.g. the ATSU automatically sends aircraft surveillance data to the connected ATC centres (up to 4). air-ground processors (which route and handle the messages). • DSP operating with national service providers are currently interconnected to provide a global interoperability of ATS data link applications. It is particularly adapted to such areas where voice communications are difficult (e. Satcom and HFDL. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. an ATC knows whether an aircraft is capable of using data link communications. that can be transmitted over the ACARS data link. departure or oceanic clearances). VHF. VDL mode2.g. • The ground/ground datalink: to ensure the connection to the ground parts through either satellites Ground Earth Stations (GES). HF voice over oceans or remote part of the world). Performance requirements The three concepts of Required Navigation Performance (RNP).7011/03 11 . FANS A applications • ATS Facility Notification (AFN) Through this application. This is done automatically and remains transparent to the crew.g.CNS/ATM COMPONENT DESCRIPTION Pending the new Aeronautical Telecommunication Network (ATN) availability for FANS B.EXECUTIVE SUMMARY 2 . frequency transfer). • Automatic Dependent Surveillance (ADS) Through the ADS application. Different types of ADS "contracts" exist: periodic. and is expected to become very convenient to alleviate congested VHF of some busy TMAs when utilised for routine dialogue (e. in that order).g. This exchange of the data link context is needed prior to any CPDLC or ADS connection. on demand and on event • AEEC623 The AEEC623 specification defines the application text formats for characteroriented Air Traffic Services messages (e. VHF and HF Remote Ground Stations (RGS). FANS A data link architecture • The airborne part: the ATSU which manages all the communications and automatically chooses the best available medium (e. • The air/ground datalink: used to transmit AOC or ATC data to the ground through VDL modeA.

H (HFDL). The following code is used: S (Satellite data link). the MCDU is mainly used to prepare a request.UTC time settings . M (SSR Mode S data link) Pre-flight checks Prior to departing for a FANS flight. AIM-FANS avionics • This new avionics unit (ATSU) has been developed to cope with data link communications.7011/03 . This was tackled right from the beginning with the AIM-FANS avionics package: indeed. flexibility is the essential requirement.Data link communications availability .GPS availability . but requires computer power. the crew will check that the required equipment is operative.It handles and processes some of the ATC messages • Crew interface • The main crew interface used for the FANS applications is based on the two DCDUs.It monitors the ATC messages and their subsequent implications . The FMS is a key element of the AIM-FANS system for which : . clearances (uplink message).Flight Id.To enable the access to all available communications media.To manage the HMI. The following items are recommended to be included in those checks: . requests or answers (downlink messages) are displayed on the DCDU.EXECUTIVE SUMMARY 3 . Its functions are: . V (VHF data link). (on the MCDU “COMM INIT“ page) . • The letter "D" is also entered in the surveillance part of that field. • The data link capability is notified by a letter "J" to be entered in the field 10. All ATC messages. the display and warning systems.Airlines’ priority list of contracted DSP for FANS operations with this aircraft 12 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. .OPERATIONAL PROCEDURES Pre-flight phase ICAO F-PLN filing The CNS/ATM capabilities of the aircraft will be notified when filing in the ICAO flight plan. 4 . the power and flexibility of a dedicated communications unit (the ATSU) combined with the power of a new FMS. For the airplane.AIM-FANS DESCRIPTION The transition to CNS/ATM requires both flexibility and growth capability.To sustain the communications tasks.It provides data to the ATSU . In addition to the DCDU. if ADS is available.RNP capability . . • The other capabilities are given in the field 18 (Other Information) under the DAT/ information.

• Under normal circumstances the CPDLC connection should be established with the Next Data Authority prior to the connection between the aircraft and the current data authority being terminated Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.g. The AFN can be initiated: . a complete LOGON procedure (AFN + Connection) must be done. • Checks are automatically done by the ATSU to validate or reject the connection: . the current active ATC sends a so-called NDA message (Next Data Authority) to the aircraft. and on the CONNECTION STATUS page of the MCDU. CPDLC procedures CPDLC Connection • Once the AFN has been successfully done. or . the aircraft is waiting for the connection with the next ATC centre. • Once a NDA message has been received. voice will be used to inform the other part of the failure and to co-ordinate further actions.EXECUTIVE SUMMARY ATS Facilities Notification (AFN) The aim of the ATS Facilities Notification is to: .automatically by the ATSU using the address forwarding process.Connection is rejected in all other cases • Once connection is established.notify the appropriate ATC centre of the capabilities and specifics of the aircraft data link communication applications . ATSU) that a transfer of control will occurred.e.manually by the pilot.Connection is accepted if no previous connection already exists or. it is relative to the next data link ATC to control the aircraft . This is the only way for the ATSU to be aware of and to accept the connection with the next ATC centre.7011/03 13 . The AFN must be successfully completed prior to any connection is being established. the ATC centre can initiate a CPDLC connection (transparent to the crew). the active connected ATC centre is then displayed on the DCDU. • Once a connection has been lost. prior to entering a data link airspace).give the flight identification and the aircraft registration number When no other CPDLC or ADS connections have been established with a previous ATC centre. prior to departure. the AFN must be exercised (e. Failures of the CPDLC connection • As soon as a failure of the CPDLC connection is noticed by either the crew or the ground controller. Transfer to the next ATC • To inform the aircraft avionics (i.

and is normally cancelled by the pilot. • FANS A equipped aircraft can have up to five ADS connections. as long as the FANS A ACARS based protocols is used.EXECUTIVE SUMMARY To be noticed Pending the ATN. One of these is reserved to the AOC. • The controller in charge of the flight shall acknowledge any ADS emergency message. ADS shutdown When a shutdown occurs the controller will advise the crew of the requirements for the position reports (by voice or CPDLC). it is recommended that the crew keeps updated his FMS flight plan. • Different types of ADS "contracts" exist: .Aircraft has crossed a FIR boundary . contracts can not be modified from the aircraft.Digital – Automatic Terminal Information Service (D-ATIS) 14 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The aircraft has the capability to report to four different ATC centres simultaneously using ADS.on demand: the data are sent only when asked for. . ADS procedures ADS connections • An ATC centre can establish ADS contracts once the AFN has been performed. When selected on the MCDU ATC page. the FMS immediately sends a message to all ATC centres that currently have contracts established with that aircraft. .Aircraft's flight plan has been cancelled or has finished • A Waypoint will not be sequenced if the position is offset by more 7NM aside from this point. ATS623 applications Pending for a greater maturity of standardised services. In particular. A connection may be stopped from the ground or manually by the crew through the CONNECTION STATUS page of the MCDU ATC menu • ADS contracts and connections should normally be terminated by the ground system when the: .Oceanic Clearance (OCL) . ADS emergency • The emergency mode can be activated either by the pilot or the controller. When an offset is flown. and that he uses the FMS Offset function.on event: the data are sent whenever a specified event occurs. both pilot and controllers cannot know whether a message has been delivered to their right counterpart.7011/03 .Departure Clearance (DCL) .periodic: the data are sent at periodic time intervals. • ADS is transparent to the crew. Airbus has decided to implement only three AEEC623 applications: .

FANS A ACARS Router ATSU Software CLR3.ATS623 (Departure and Oceanic clearances. so as to increase the capacity for ATC communications . FANS A+ standard To improve the current FANS A package and extend the use of data link services.7011/03 15 . ♦ Improvements address points coming from: .customised AOC functions such as Pre-Departure Clearance (PDC). will remain possible through the ACARS. these will no longer be available should the ATS623 package be chosen (e. called FANS A+. However. which is not compliant with the AEEC 623 specifications.FANS A EVOLUTION Enhance ADS Current FANS A ADS system can be enhanced through the updates of the ATSU software (CLR3.functional evolutions ♦ New data link services have also been added with the introduction of : . a new standard. only a software update is necessary (no hardware components need to be changed).5 1Q-2003 Enhanced ADS automatically provided with FANS A+ standards Jan-2004 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Digital-ATIS applications) .6 FANS A+ ACARS Router ATSU Software CLR4.improvement of Human Machine Interface (HMI) . AOC DCL or OCL will no longer be sent from a customised AOC page).5 FANS A with enhanced ADS ACARS Router ATSU Software CLR3.High speed dataloading capability (AEEC 615a) FANS A+ retrofits To upgrade aircraft systems from FANS A to FANS A+ standards.6b) and FMS Pegasus 2 software (as detailed in Appendix G). .HFDL capability for ATC (once this service is approved) .operational / in service feedback from operators .interoperability and standardization objectives . • 5 .VDL mode 2.g. has been developed.EXECUTIVE SUMMARY • In case similar applications have been customised through AOC (ACARS) contracts.

Both ADS and CPDLC. the SATCOM AES (Aircraft Earth Station) identification.7011/03 . 4. 16 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This is achieved through the SATCOM commissioning procedure. 2. the operator needs to ensure the following before starting operations: 1.ADS only . N and S dimensions of the CNS/ATM concept. This can be achieved through customization of: .Flight crew training/qualification Operating an aircraft in a FANS type environment requires from the crew understanding.EXECUTIVE SUMMARY 6 . These FIRs may provide the following FANS functions . do not provide the same services. i.CPDLC only • 7 . Impact on aircraft configuration Once the airline has selected the datalink service providers. • In addition. In these areas ATC radar cannot be used to control Air Traffic and HF radio is used for voice communication with ATC. the aircraft configuration needs to be adapted accordingly. the following items will have to be complied with: .STATUS OF FANS A IMPLEMENTATION • For the time being only remote areas such as oceanic or desert areas are implemented with FANS. 5. 3. Sign contract(s) with Datalink Service Provider(s) (DSP) Declare aircraft to these Datalink Services Providers Declare aircraft and its FANS capability to ATC centres of the operated routes Configure adequately the aircraft avionics Obtain the operational approval Contracts with Datalink Service Providers • To operate in FANS environment. All FIRs which are FANS equipped. . the aircraft ICAO address. knowledge and operational use of the three C. it is necessary to have a contract with at least one of the major service providers (ARINC or SITA) for SATCOM and VDL datalink • For ATC datalink.Aircraft configuration The aircraft should be configured in accordance with the approved certification configuration for FANS A operations . each individual aircraft must be declared. and identified namely through its Aircraft Registration Number in DSP tables.The SATCOM user ORT for SATCOM datalink Operational approval Rules are not yet fully available and individual operational authority may choose the "means of compliance" stating what the applicant airline may have to demonstrate.STARTING FANS OPERATIONS To ensure proper operations of FANS A aircraft on FANS routes. must be declared to the GES (Ground Earth Station) the aircraft will operate.e. However.The ATSU (Air Traffic Services Unit) scan mask for VHF DataLink .

It is strongly recommended not to make spontaneous FANS testing with ATC centres when they have not been previously made aware of a given aircraft intention to operate in FANS mode. the MEL and the AFM to be approved.7011/03 17 . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. must be given to maintenance people Approved operational documentation The applicant airline should present to its relevant authority the FANS A Airworthiness Approval Summary.EXECUTIVE SUMMARY - - Maintenance training An appropriate maintenance training program relative to the digital communications.

7011/03 .Future Air Navigation System Aeronautical Information Publication Airline Modifiable Information Audio Management Unit Airline Operations Communications (or Centre) Aeronautical Radio INC Air Traffic Control Air Traffic Management Aeronautical Telecommunication Network Air Traffic Services Air Traffic Services Unit Cockpit Display of Traffic Information Centralised Fault Display Interface Unit Central Maintenance Computer Communication Navigation Surveillance/Air Traffic Management Controller Pilot Data Link Communications Control Area Dynamic Airborne Route Planning (System) Data Communications Display Unit Digital Flight Information Services Differential GPS Down Link Downlink Message Data Service Providers (or Processor) European Air Traffic Management System Electronic Centralised Aircraft Monitoring Electronic Flight Information System Electronic Instrument System En-Route Supplement Australia European Organisation for Civil Aviation Equipment Future Air Navigation System Functional Hazard Analysis Flight Information Region Flight Information Services FANS Inter operability Team Flight Management System 18 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. and Reporting System Automatic Direction Finder Air Data Inertial Reference System Arinc Data Network Service Automatic Dependent Surveillance Automatic Dependent Surveillance.ABBREVIATIONS ACARS ADF ADIRS ADNS ADS ADS-B AEEC AES AFN AFTN AIDC AIM-FANS AIP AMI AMU AOC ARINC ATC ATM ATN ATS ATSU CDTI CFDIU CMC CNS/ATM CPDLC CTA DARP(S) DCDU DFIS DGPS DL DM DSP EATMS ECAM EFIS EIS ERSA EUROCAE FANS FHA FIR FIS FIT FMS Airline Communications. Addressing.Broadcast Airlines Electronics Engineering Committee Aircraft Earth Station ATS Facility Notification Aeronautical Fixed Telecommunication Network ATC Inter-facility ground/ground Data Communications Airbus Interoperable Modular.

7011/03 19 .ABBREVIATIONS FWC GES GNSS GLS GPS HFDL HFDR HMI ICAO IFALPA ISPACG LSK MASPS MCDU MDDU MMR Mode S NAS NDA NOTAM NPA OCA ORT PACOTS RAIM RCP RGS RNAV RNP RSP RTCA RVSM SATCOM SITA SOP SOR SPOM SSR TDM TMA TMU UL UM V/DME VDL VDR WPR Flight Warning Computer Ground Earth Station Global Navigation Satellite System GPS Landing System Global Positioning System High Frequency Data Link High Frequency Data Radio Human Machine Interface International Civil Aviation Organisation International Federation of Airline Pilot Associations Informal South Pacific ATC Co-ordinating Group Line Select Key Minimum Aviation Systems Performance Standards Multifunction Control and Display Unit Multi Disk Drive Unit Multi Mode Receiver Radar Mode S National Airspace System Next Data Authority NOtice To Air Men Non Precision Approach Oceanic Control Area Owner Requirements Table Pacific Organised Track System Receiver Autonomous Integrity Monitoring Required Communications Performance Remote Ground Station Area Navigation Required Navigation Performance Required Surveillance Performance Requirements and Technical Concepts for Aviation Reduced Vertical Separation Minima Satellite Communications Société Internationale de Télécommunications Aéronautiques Standard Operating Procedures System Objectives and Requirements South Pacific Operating Manual Secondary Surveillance Radar Track Definition Message Terminal Area Traffic Management Unit Up Link Uplink Message VHF/Distance Measurement Equipment VHF Data Link VHF Data Radio WayPoint Reporting Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

7011/03 .ABBREVIATIONS 20 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

........................ Navigation ......................................22 1.......................................22 1........................................ Air Traffic Management ................................................................ CNS/ATM CONCEPT....................................CNS/ATM CONCEPT 1.......................................1 ............. Historical background .........1..5.......................................24 1.........................................3.......24 1...............................6...............2.......24 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.............4............7011/03 21 ............... Communications..........................23 1.. Surveillance........................................................ CNS/ATM global concept .................................................22 1....

Navigation.g. communication service providers or ATC) the proper interoperability of all of them is the key factor for the right operation of the system. Surveillance / Air Traffic Management) concept. Increasing the airspace capacity. enhancing the operational efficiency while ensuring the best safety level of the air traffic cannot be done without a combined use of the air and ground elements. CNS/ATM CONCEPT 1.1. In 1989.2.1 – CNS/ATM CONCEPT 1. 1. which can be seen as a chain linking a pilot and a controller. Numerous actors play in this global end-to-end concept.7011/03 . This concept was endorsed by the Tenth Air Navigation Conference in 1991.1 CNS/ATM global concept 22 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Although most of these actors are independent entities (e. Air Traffic Services organisations. HISTORICAL BACKGROUND In 1983 the ICAO council tasked its special committee on Future Air Navigation Systems (FANS) to make recommendations to upgrade the communications. based on the previous work. Communication satellites (SATCOM) Navigation satellites (GNSS) Space Air Satcom Ground-based Radio (VHF & HF) Transponder Ground Network for Data Communications Ground Differential GNSS station Airline Host Information Service ATC Figure 1. navigation and surveillance systems so as to cope with the evolution of the world wide air traffic. enhancing the operational flexibility and global safety of the air traffic. CNS/ATM GLOBAL CONCEPT The CNS/ATM acronym states what is behind its concept. It is mainly built on satellite technology and digital communications and aims at increasing the air space capacity. a second committee was created aiming at the implementation of the CNS/ATM (Communication.

ATN is implemented and successfully operated both in Miami and Maastricht FIRs. voice or AIDC (ATS Interfacility Data Communications) ensure these communications. and to the more recent satellite voice. The objective of those programs is to plan and co-ordinate the implementation of operational Air/Ground Data-Link services for Air Traffic Management.1 . and it is expected to become. the airlines have asked for FANS benefits without waiting for complete availability of all the appropriate tools (such as a better Aeronautical Telecommunications Network: the ATN).7011/03 23 . with the CPDLC Build1A program (for Miami) and Link2000+ program (for Europe).CNS/ATM CONCEPT 1. Ground-ground communications are also part of the concept. COMMUNICATIONS Operationally speaking. They can also be printed. These ATC are currently used as test centres. an additional tool to overcome VHF congestion in some busy TMAs. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. On board. CPDLC messages are displayed to the crew on the dedicated DCDU (Data Communication Display Unit) screens.3. the biggest change provided by FANS is the way pilot and controllers communicate. Under commercial and financial pressures. CPDLC is a powerful means to sustain ATC communications in oceanic or remote areas first. They serve to link and to co-ordinate in between different ATC service organisations (or services of the same ATC) and AOC (Airline Operational Centre). AFTN. First implementation phases are scheduled for 2005. In addition to the classical VHF and HF voice. digital CPDLC (Controller Pilot Data Link Communications) will now become the primary means to communicate. That is why FANS A operations have already started using the existing communications networks and protocols (ACARS / ARINC 622) which are of less performance than the ATN. in a near future. but were endorsed by the ICAO as a valuable step towards an early introduction of ATM applications.

strategic (long term) and tactical (short term) control or air traffic services.g. ADS and AOC/ATC inter-facility link are some of the tools used to support new ATM methods such as Collaborative Decision Making (CDM). but also for terminal area navigation and instrument approach procedures. It is expected that there will be no need for HF voice reporting any longer. In oceanic and remote FANS air spaces. Mode S is expected to be used in such areas where traffic densities are high enough to warrant it. to improve mutual knowledge of the forecast/current situations. e. With the possibilities offered to the controllers to select the rate and mode of reporting (at specified time intervals or on the occurrence of a special event such as a heading or attitude change). availability. NAVIGATION To fully benefit from the CNS/ATM concept. A close co-operation of ATS. Required Navigation Performance (RNP) is a navigation element. Wherever radar coverage is possible. aircraft will need to attain a certain level of navigation performance in terms of accuracy. of each other constraints. It can be used En-route. CPDLC. crews and airline operational centres.1 – CNS/ATM CONCEPT 1. procedurally controlled surveillance is progressively replaced by Automatic Dependent Surveillance. SSR modes A and C are still used.7011/03 . 24 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. AIR TRAFFIC MANAGEMENT Under this term is grouped a large set of methods to improve the management of all the parts of the air traffic. in association with the RNP concept. is expected to be reached through data communications. This type of navigation is called Area Navigation or RNAV. traffic flow management. so as to resolve potential problems. New methods are developed and progressively implemented to provide greater airspace capacity to cope with the large increase of air traffic demand. 1. 1. Another modern navigation trend involves the development of instrument procedures that are not based on conventional radio Navaids. SURVEILLANCE Different types of surveillance may be found. and automated sharing of real-time information. preferences and capabilities. The aim of CDM is to enable the corresponding actors (crews. which allows the aircraft to automatically send position data and F-PLN intents to up to four different ATC centres.4.6. which is expected to affect currently existing airspace structures and lead to a whole new concept in air navigation. controllers and airline operations) involved in ATM system.5. Refer to the “Getting to grips with modern navigation” document for detailed explanations. integrity and service continuity. ADS is expected to allow for reduced lateral and longitudinal separation.

..................2........32 2...2....2......2..... Required Communication performance (RCP) ...................................... Required Navigation Performance (RNP) .............3..........26 2..............31 2...................................1 FANS A architecture ........................................................ Automatic Dependent Surveillance (ADS) ...............................27 2................................7011/03 25 ...4........1...........................4................................................ Air/Ground datalink ................4...................................27 2...........................4.................. Ground/Ground datalink ................3....3... CNS/ATM COMPONENTS DESCRIPTION .......4......... AEEC623 ........ Controller Pilot Data link Communications (CPDLC) ..........................33 2....................................................3.................. General................................................4.....................3....................................................33 2..34 2.......26 2........................................................4........3.2......29 2..1.............................3.........33 2........ Datalink media..........34 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945....34 2........ CNS/ATM ATC applications .....................31 2...2....1.....2.........................33 2. Performance requirements ........... Required Surveillance Performance (RSP).................... ATS Facility Notification (AFN) .........................

FANS A ARCHITECTURE Pending the new Aeronautical Telecommunication Network (ATN) availability (for FANS B implementation). HF or VHF media.2 – CNS/ATM COMPONENTS DESCRIPTION 2. • The air/ground datalink.1 FANS A architecture 26 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. which manages all the communications and automatically chooses the best available media (for example VHF.7011/03 . Satcom or HFDL are used to transmit AOC or ATC data to the ground. VDL modeA/2. These data communications are supported by the aircraft's ATSU (Air Traffic Service Unit).VHF and HF Remote Ground Stations (RGS) if within the line of sight of the aircraft . • The ground/ground datalink. Satcom and HF.1. with the ATSU. in that order).1. which route and handle the messages Communication satellites (SATCOM) Global Positioning Satellites (GPS) ATSU SATCOM ground station VDL Mode A ground station VDL Mode 2 ground station HFDL ground station ACARS networks Airline Operations Control Air Traffic Control Figure 2. It is made of the following components: • The airborne part. CNS/ATM COMPONENTS DESCRIPTION 2. The FANS A data link architecture is given in figure 2. This ACARS network can be accessed through either satellite. and various ground networks are inter-connected to provide the ATC/ATM services to all FANS A equipped aircraft. which ensure the connection to the ground part through either : . which is a modular hosting platform that centralises all data communications (ATC and AOC) and manages the dedicated Human Machine Interface (HMI).Satellite Ground Earth Stations (GES) whenever VHF coverage is not available .Air-Ground processors. the current FANS A step uses the ACARS network to exchange data between aircraft and ground systems.

Obviously. the VDL-2 increases the rate of data transmission from 2.2.2. VDL-2 description VDL-2 is a communication protocol between the aircraft and VHF ground stations of the networks of service providers.2. DATALINK MEDIA 2. and to increase the capacity (which implies a reduction of communication charges by service providers). 2. VHF DATALINK 2. This provides a gain in transmission efficiency. the VDL-2 standard happens to be as a good interim solution.5Kbits per second. As delays have been experienced in an ATN development and deployment on ground. It is expected to cover the gap between the current ACARS system and the future ATN capabilities.1. 2. and congestion of the current ground networks is soon to be expected.1. AIR/GROUND DATALINK 2.1. the VDL-2 is the only way to improve the current performance of data link applications.7011/03 27 . Compared to the current ATSU data link capabilities through the ACARS networks. VDL-2 capability The VDL Mode 2 (VHF Data Link Mode 2) function provides improved air-ground VHF digital communications link.1.2. With VDL-2.1.1. VDL-2 stands for VDL2/AOA. VDL mode A Data Link transmission over ACARS (so-called VDL mode A) has been used for years for AOC data purpose and for FANS A.1. the ACARS messages are transmitted into packets of bits rather than in blocks of characters.3.2. both the aircraft and the recipient (VHF station) must be equipped.1. and ACARS is soon to be congested.4Kbits per second to 31. As the data link traffic over ACARS continues to increase. 2. Waiting for the ATN development (for FANS B implementation). VDL-2 over ACARS network VDL2 was originally designed to be used with an ATN router.2. Whenever referred to in this document.2.1.1. the VDL-2 function has first been adapted to the ACARS environment.1. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.4. This solution is known as the VDL-2/AOA (AOA: ACARS over AVLC: Aviation VHF Link Control).2 – CNS/ATM COMPONENTS DESCRIPTION 2.1.2.

1. …) to anywhere in the world (airline hosts. Satcom are thus playing a major role in the implementation of ICAO’s CNS/ATM concept for Air Traffic Control in the 21st century.2. except to the extreme polar regions (above 80°N and below 80°S) with a bit rate up to 64kbps for Swift64 services. airline operational communications or air traffic communications). Satellite links overcome these weaknesses. being unaffected by distance or ionospheric conditions.2. Today. HFDL allows data transmission at a rate of 1.8 Kbits per second.7011/03 . Operational trials have started in some parts of the world to demonstrate that HFDL could be used for ATC. SATCOM Until Satcom.…).2. HFDL performance happens to be better than current HF voice. 28 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the voice/data are transmitted via satellite. HF DATALINK (HFDL) HF Data Link (HFDL) has been certified only for an AOC purpose in April 2002. HFDL for ADS or CPDLC is expected to be used efficiently. 2. SITA. Good results have so far been gathered.3. but in some areas such as Polar regions where neither VDL nor Satcom are available.1. ATC centres. The proposed coverage is world-wide (refer to Appendix C).2 – CNS/ATM COMPONENTS DESCRIPTION 2. Note: MTSAT satellite is to be launched in early 2004 to provide communication services over Asia. from the aircraft to the Ground Earth Stations (GES) and then switched through international telecommunications networks (ARINC. ARINC is the only DSP providing HFDL. radio-communications suffered from VHF line-of-sight limitations along with the unreliability and variable quality of HF. Whatever the applications (passenger services. It is not as good as VDL or Satcom. supporting both ADS and CPDLC applications over the oceans and wilderness areas. only Inmarsat constellation is able to provide communication services (voice or data) to the whole globe. and should be certified for an ATC purpose in early 2004 with the FANS A+ package. Currently.

VHF and HFDL (High Frequency Data Link) air-ground processing through numerous GESs and RGSs. Given in Appendix D is general information relative to some of these service providers. AVICOM: this Japanese provider ensures a VHF air-ground processing within Japan DATACOM: this Brazilian provider ensures a VHF air-ground processing within Brazil region. This means for instance.2. thus raising some issues for future interoperability.2.7011/03 29 .2. which is accessed by numerous GES operators (most of them being sub-contracted). the ATSU sends a Medium Advisory (MA) message to the DSP indicating the status of the communications with each medium. that an aircraft using a VHF data link under a SITA agreement can nevertheless operate in a FANS ATC area using an ARINC contract (refer to § 2.2). GROUND/GROUND DATALINK 2. ARINC: through its so-called ADNS network.2. MTSAT: to be launched in early 2004. It is transparent to both the pilot and the controller and ensures that uplink messages can be sent to the aircraft irrespective of the medium or communications service providers used. ensures the SATCOM and VHF airground processing through numerous GESs and RGSs. 2. Among the main ones the following may be listed: • • • INMARSAT: covers the space segment through its satellite constellation. in addition to the AOC messages. and ensures that each relevant ATC centre has access to all FANS aircraft within its region.2.2. SITA: through its so-called AIRCOM system.2. • • • Both ARINC and SITA networks operate with national service providers and are currently interconnected to provide a global interoperability of ATS data link applications. These are growing steadily.2. ensures the SATCOM. THE INTEROPERABILITY OF THE NETWORKS The interoperability between the Data Service Processors of the two main communications service providers (ARINC and SITA) is a key element in the overall performance of the system.1.2 – CNS/ATM COMPONENTS DESCRIPTION 2. ensure today the routing of ATC messages between the aircraft and the ATC centre. Whenever there is a switching for instance from VHF to Satcom (or vice versa). it will provides communication services aver Asia. Such an automatic function is needed to fulfil the logic that determines the routing of any uplink message.2. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. THE DATA LINK COMMUNICATIONS NETWORKS Several communications service providers.

2. AIDC COMMUNICATIONS The ATS Inter-facility Data Communications (AIDC) defines the data link between ATC centres. air traffic control centres.4.2.7011/03 . 2. capability and security.3.2 – CNS/ATM COMPONENTS DESCRIPTION ARINC Network SITA Network Network Interoperability Network Interoperability ATC 1 ARINC communication domain ATC 2 SITA communication domain Figure 2. AIDC functions will be progressively introduced as ATC centres along routes and air spaces are equipped with CNS/ATM systems. This is not an aircraft issue.2. This link is used for notification. which will not be able to handle the increasing volumes of AOC and ATC communications. This Aeronautical Telecommunication Network (ATN) will seamlessly connect aircraft. Therefore.2. the Air Traffic Services datalink is based on the ACARS network. airline operations facilities and communication service providers with enhanced efficiency.2 Network interoperability 2. FUTURE NETWORK With the current FANS A. co-ordination and phases for transfer of control. a network dedicated to aeronautical communications is being developed to act as a backbone of the ICAO’s CNS/ATM concept. 30 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

the active one may request the pilot to make a log on procedure to the next centre. emergency notifications. reports. The AFN log on is initiated by the pilot to notify the ATC of its data link capability and characteristics. CPDLC consists in the exchange of messages. long and fastidious manual keystrokes.7011/03 31 .g. negotiations or miscellaneous ATC information (e. thus avoiding transcription errors. fading. This exchange of the data link context is needed prior to any CPDLC or ADS connection. ATS FACILITY NOTIFICATION (AFN) Through this application. Whenever there is no automatic transfer of control from one ATC centre to another.g.3. • the party line is lost (the pilot can no longer listen to the surrounding transmissions) Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This serves to exchange the address information between the aircraft and the ATC centre.1.3. Advantages and drawbacks of CPDLC have been discussed at length for some years. CNS/ATM ATC APPLICATIONS 2.preparing and sending a request through the combination of the MCDU and DCDU is longer than directly using the mike.3.2 – CNS/ATM COMPONENTS DESCRIPTION 2. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC) CPDLC is a powerful tool to sustain data link communications between a pilot and the controller of the relevant flight region. CPDLC is a remedy to shortcomings of the existing systems: • significant reduction of the transmission time • suppression of the errors or misunderstandings pertaining to poor voice quality.reading and interpreting a written clearance was found to be less immediate than hearing the same one .g. and is expected to become very convenient to alleviate congested VHF of some busy TMAs when utilised for routine dialogue (e. Appendix A lists all the messages (around 180) that are supported by FANS A and FANS A+ airborne and ground systems. 2. It is particularly adapted to such areas where voice communications are difficult (e. and serve to exchange nominal clearances. transfer of ATC centre or frequency). an ATC knows whether an aircraft is capable of using data link communications. Among the main ones. The following points however must be well understood and will have to be underlined in training: • handling of CPDLC messages requires time: .2. HF voice over oceans or remote part of the world). language • suppression of mistakenly actions on ATC messages intended for another flight • suppression of the tiring listening watch of the radio traffic • possibility for an immediate access to previously recorded messages • automatic loading within the FMS of route or F-PLN clearances. which can be formed by the use of individual (or combination) elements chosen within a set of internationally agreed preformatted ATC ones. requests. frequency transfer). These elements are in agreement with the existing ICAO phraseology.

and provides some details on the different contracts. The crew cannot modify these contracts.2 – CNS/ATM COMPONENTS DESCRIPTION 2. Both these designations are equivalent. the aircraft are expected to have the capability to broadcast their positions and intents not only to the ground. 32 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. only one contract may exist at any one time. Optional data groups may thus be added in the contract request. which are set by the ATC centres to satisfy their operational needs for surveillance. but also to other aircraft in their vicinity. which cancels the previous one. In a future step. the ATSU automatically sends aircraft surveillance data to the connected ATC centres and/or to the airline host. as dictated by circumstances (e. a new contract is set. ADS-B is intended to be an enabler to free flight concepts. One of the five connections is reserved for use of the AOC. at anyone ATC centre. the ADS is based on these contracts. Associated with Cockpit Display of Traffic Information (CDTI). and whenever a modification is asked by the controller.g. Different types of ADS "contracts" exist: • periodic: the data are sent at periodic time intervals • on demand: the data are sent only when asked for • on event: the data are sent whenever a specified event occurs (e. Another type of contract may be found: the emergency mode. Obviously. the data are automatically sent at a high rate (every 64 seconds). altitude or heading change. Appendix B lists the various elements and groups of data of the ADS messages. When the crew activates this mode. or ADS-A (where A stands for Addressed). traffic density). ADS is then usually called ADS-C (where C stands for Contract).g.3. These are air-ground downlink messages.3. AUTOMATIC DEPENDENT SURVEILLANCE (ADS) Through the ADS application. directly addressed between an ATC centre and a given aircraft.7011/03 . This is done automatically and remains transparent to the crew. but the controller can. waypoint change) In the FANS A system. FANS A equipped aircraft can have up to five ADS connections. Trials of this ADS-B (B stands for Broadcast) have already started. vertical rate change. The aircraft has the capability to report to four different ATC simultaneously using ADS. And so can he specify the parameters of the contract. independently of the previous contract. Based on these contracts.

AEEC623 The AEEC623 specification defines the application text formats for character-oriented Air Traffic Services messages that can be transmitted over the ACARS data link.4.Pushback Clearance .g. 2. 2. the RNP value for 95 % of the flight time. Tasman sea) require RNP4 for 30/30 lateral and longitudinal separations. The main AEEC623 applications are the followings: . Communications or Surveillance functions.4. As such.4. RNP 10 is the current requirement for oceanic FANS air spaces.Departure Clearance (DCL) . "N" and "S" aspects. Each of these three performance requirements is independent of the technologies used to ensure either of the three Navigation. however specific areas (e.D-ATIS (Digital – Automatic Terminal Information Service) . the three concepts of Required Navigation Performance (RNP). GENERAL The requirements for operation in a specified airspace may be defined in terms of each of the three "C". accuracy and integrity.2 – CNS/ATM COMPONENTS DESCRIPTION 2. REQUIRED NAVIGATION PERFORMANCE (RNP) FANS routes or air spaces are associated with a given RNP (Required Navigation Performance) value.3 illustrating the track error accuracy.Terminal Weather Information for Pilots . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The ATC centres define the RNP criteria to be fulfilled prior to the utilisation of their FANS routes.2.1. They all address the functionality and performance of the system for their relevant aspect and may be defined in terms of availability.Taxi Clearance These applications will enhanced the existing customised AOC applications as transaction messages will no more go through the airline host but directly from the ATC to the aircraft (via DSP).7011/03 33 . or less than. Required Communications Performance (RCP) and Required Surveillance Performance (RSP) are all parts of a general CNS/ATM performance concept and are complementary. See Figure 2. This RNP is a statement on the navigation performance accuracy necessary for operation in this air space. Each aircraft operating in RNP airspace shall have a total system navigation position error equal to. PERFORMANCE REQUIREMENTS 2.3.Oceanic Clearance (OCL) .4.

It is assumed that MNPS is equivalent to RNP11. is not mature enough to be described here.4. When such a concept is endorsed by the relevant airworthiness authorities and is applicable to some CNS/ATM operations. at the time of this edition. It is determined by the relevant authorities for the considered area. taking account of various parameters such as targets level of safety. wrong address. Human factors considerations are also taken into account to reflect the human performance to complete an exchange of communication by initiating a reply. • Availability: is the ratio of actual operating time to specified operating time. is the delay experienced by the exchange of data between the end users (e. it is intended that further details will be added in this chapter to help the airline in defining its operational context. The RCP is independent of the technology used and is applicable to both voice and data communications. REQUIRED SURVEILLANCE PERFORMANCE (RSP) The RSP concept.4. undetected message error. • Integrity: is expressed as the probability of an undetected system-induced failure of message transmission (i. Remark: over North Atlantic. 2. It is intended that further editions give here the expected level of information to help the airline in defining its operational criteria.3 RNP concept The RNP concept together with the FANS A navigation capabilities of the Airbus aircraft are fully described in the "Getting to grips with modern navigation" brochure. 2. REQUIRED COMMUNICATION PERFORMANCE (RCP) The RCP concept defines the end to end communications performance which is required to operate in a specified airspace or under specified procedures of operation.7011/03 . lost message transmission).2 – CNS/ATM COMPONENTS DESCRIPTION Containment 2X Accuracy limit Desired Flight Path X (RNP value) X Accuracy limit 2X Containment Figure 2. pilot / controller).3.g.4. 34 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. According to the latest work of the RTCA/EUROCAE groups. MNPS airspace has been defined before the RNP concept. the following terms have been defined to characterise the RCP statement: • Delay: is a measure of the time required for an information element to transit between two identifiable points.e. separation assurance criteria or functional hazard analysis. It is now commonly agreed upon that the prime parameter in assessing the technical performance of the communications.

VHF and HF Remote Ground Stations (RGS). the ATSU automatically sends aircraft surveillance data to the connected ATC centres (up to 4). Satcom and HF.g. FANS A applications • ATS Facility Notification (AFN) Through this application.g. an ATC knows whether an aircraft is capable of using data link communications. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This is done automatically and remains transparent to the crew. • Controller Pilot Data Link Communications (CPDLC) CPDLC is a powerful tool to sustain data link communications between a pilot and the controller of the relevant flight region. • The air/ground datalink: used to transmit AOC or ATC data to the ground through VDL modeA. air-ground processors (which route and handle the messages). HF voice over oceans or remote part of the world). Performance Requirements The three concepts of Required Navigation Performance (RNP).7011/03 35 .2 – CNS/ATM COMPONENTS DESCRIPTION Please. the current FANS A step uses the ACARS network to exchange data between aircraft and ground systems. • Automatic Dependent Surveillance (ADS) Through the ADS application. Satcom and HFDL. This exchange of the data link context is needed prior to any CPDLC or ADS connection. VDL mode2. • The ground/ground datalink: to ensure the connection to the ground parts through either satellites Ground Earth Stations (GES). bear in mind… Pending the new Aeronautical Telecommunication Network (ATN) availability for FANS B.g. departure or oceanic clearances). frequency transfer). on demand and on event • AEEC623 The AEEC623 specification defines the application text formats for characteroriented Air Traffic Services messages (e. VHF.g. It is particularly adapted to such areas where voice communications are difficult (e. in that order). Different types of ADS "contracts" exist: periodic. FANS A data link architecture • The airborne part: the ATSU which manages all the communications and automatically chooses the best available medium (e. and is expected to become very convenient to alleviate congested VHF of some busy TMAs when utilised for routine dialogue (e. • DSP operating with national service providers are currently interconnected to provide a global interoperability of ATS data link applications. Required Communications Performance (RCP) and Required Surveillance Performance (RSP) are all parts of a general CNS/ATM performance concept and independent of the technologies used. that can be transmitted over the ACARS data link.

36 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

.........................2... Human Machine Interface ................................. Basic operational principles .....................................................................44 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945...................... AIM-FANS DESCRIPTION .....2............. Main HMI rules.......................................................................................2...42 3......44 3.......38 3...............................................1............40 3.38 3..................................... Crew interfaces....42 3......3...........2..... Need for flexibility...........3...3...........7011/03 37 .............40 3........... The new FMS (2nd generation FMS). The ATSU ................1.....................................1...................................................................................2..3........................................41 3.................... AIM-FANS architecture..................................................2..........3........

ICAO SARPS*-compliant ATN development should allow FANS B to spread around the world. Other operational concepts and technologies. airframers or avionics equipment manufacturers. lie mainly in the high traffic density areas for which FANS B is designed. • • The following figure summarises the Airbus implementation of CNS/ATM (four main steps leading to global implementation of ICAO standards). States. FANS A routings are being opened (e. are expected to come into service. * : The SARPs are international “Standards And Recommended Practices” published by ICAO. since the search for the best economic benefits and the tremendous increase of traffic should then lead to a world-wide generalisation of this concept. ATS. The potential economic benefits however.2010).g. cannot be done without the involvement of numerous parties.1. Pacific Ocean). Regions of low traffic density may plan to then leapfrog the FANS A step and go directly to FANS B.g. AIM-FANS DESCRIPTION 3.3 – AIM-FANS DESCRIPTION 3.g.7011/03 . communications service providers are affected in the same way as airlines. Europe / Asia through the Bay of Bengal. GENERAL: THE NEED FOR FLEXIBILITY Air spaces greatly vary from one part of the world to another: some are already congested (e. On a mid term basis (2007. 38 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The requirements to change the way we operate in such different areas are not the same. Implementing the latest technologies. Europe region at some peak hours) whereas others are still relatively empty (e. The Airbus forecast for future CNS-ATM implementation envisions three main phases: • On a short term basis. such as ADS-B. That is why the CNS-ATM concept can only be developed regionally or even on a route by route basis. a generalisation of FANS B is expected. National aeronautical regulations of countries member of ICAO shall comply with the content of these SARPS. Europe / North America or Australia / South Africa in complement to the current operative Pacific area). On a long term basis (starting around 2015). which are now available to support these awaited changes. thus enabling a full-performance data link.

such as free flight concepts (as described either in the NAS . the power and flexibility of a dedicated communications unit (the ATSU) combined with the power of a new FMS. FANS B and non-FANS environments will co-exist for many years. ADS-B) have been secured in the proposed system. the crew will be responsible for their own separation is beyond the scope of the aircraft manufacturers alone.7011/03 39 .program or mentioned in the EATMS .operational concept for instance).g. Further extensions to FANS B. Longer term philosophy aiming at defining whether or not and to which extent.3 – AIM-FANS DESCRIPTION 2015 2007 2000 FANS A Oceanic/Remote airspace .European Air Traffic Management System . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The aircraft's ability to go seamlessly from one environment to another is a fundamental asset. are also already considered: the provisional capacity for data broadcast operations (e. Nav. For the airplane. As a conclusion to this brief overview of the implications of CNS-ATM we can say that the transition to this new way of operating requires both flexibility and growth capability. starts transition towards Free Flight) FANS B High and Low density airspace C & S: Over ATN and ADS-B N: Extended Satellite. which was one of the prime design objectives of the Airbus architecture. This was tackled right from the beginning with the AIM-FANS (Airbus Interoperable Modular -FANS) avionics package: indeed.-based (GNSS)/RNP ATM: Air Traffic Management using ICAO standards 1998 Pre-FANS Airline Datalink C: AOC by ACARS N: Classical means S: Transponder ATM: Air Traffic Control procedures Extension of FANSB to low density areas Ground accommodation of FANS A legacy systems Retain on-board ACARS functionality for AOC purpose Figure 3.US National Air Space . flexibility is the essential requirement: • Flexibility to grow as the CNS-ATM concept evolves • Flexibility to adapt to inevitable unforeseen developments of the environment • Flexibility to operate in mixed ATC environments But flexibility requires computer power.Low density C & S: ATC/AOC datalink over ACARS N: GPS-based ATM: Air Traffic Control Procedures enhancement FANS B High Density airspace C: Over ATN S: Over ADS-B N: GNSS/RNP ATM: Air Traffic Control (enhanced procedures.1 Airbus implementation of CNS/ATM Four main steps leading to global implementation of ICAO standards It is considered that FANS A.

7011/03 40 .1. AOC. the display and warning systems.2. Part of this. selection of the appropriate ATC centre for data link all along the flight). • To sustain the communications tasks (e.2.3 – AIM-FANS DESCRIPTION 3. and also sends the appropriate data to the peripherals • To enable the access to all available communications media (current and future). Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. flight information). pilot requests. Its functions are: • To manage the HMI.g. called Air Traffic Services Unit (ATSU). The selection of the media is made automatically and without any pilot action. There is no longer a need for an ACARS management unit. is the management of all the messages (up/down link) whatever their types (ATC clearance. displays it. Today's ACARS functions are included in the ATSU. It warns the crew of any upcoming message.2 AIM-FANS architecture 3. AIM-FANS ARCHITECTURE The Airbus objectives in defining its system are: • To adapt the aircraft to the various CNS-ATM environments • To cope with a moving FANS world • To minimise the burden of the airlines in their moving to CNS-ATM • To introduce a user-friendly Human Machine Interface for the data link • To ensure the Airbus family concept The following figure shows the architecture used: Figure 3. THE ATSU This new avionics unit. ADS. has been developed to cope with data link communications.

3 – AIM-FANS DESCRIPTION

In the frame of FANS A and B, only one ATSU is used. But for later steps, two ATSUs can be installed, dealing with all the expected evolutions, as aircraft operation and safety become more dependent on data link communications. Furthermore, to answer the airlines' expectations, Airbus has committed to be responsible for the responsiveness and quality of their entire FANS system. Just like the Flight Warning System for example, the ATSU becomes an essential equipment for the flight safety, and thus must be controlled accordingly throughout its design realisation and implementation on board. The ATSU is a hosting platform, which has been designed so as to take provision of all foreseen evolutions. This modularity concept for both software and hardware permits to ease a quick and dependable introduction of all the ATC data link capability during the transition to the ultimate full FANS. The following figure depicts the modularity concept of the ATSU.

Figure 3.3

3.2.2. THE NEW FMS (2ND GENERATION FMS) An overall description of the new FMS functions can be found in the FCOM volume 4 (FMGS Pilot's guide). The following chapter describes the role of the FMS within the FANS A operations. The FMS is a key element of the AIM-FANS system for which it ensures three main functions: • it provides data to the ATSU • it monitors the ATC messages and their subsequent implications • it handles and processes some of the ATC messages
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3 – AIM-FANS DESCRIPTION

The FMS can first be seen as a data provider for both ADS and CPDLC messages. As such, it periodically sends all the ADS parameters, whether for the basic group (position, altitude, cross track...), the predicted route frame or the intent group. The predicted position, altitude, speed or sequencing time for up to the next 2 waypoints of the flight plan are thus sent by the FMS to the ADS application of the ATSU. Position reports messages whether for manual CPDLC messages or for automatic ADS are processed by the FMS. The FMS monitors the ATC conditional or deferred clearances that are linked to the navigation (e.g. "AT ALCOA CLIMB TO AND MAINTAIN FL 350"). It triggers the signal to warn the pilot of the completion of the clearance. Whenever confirmation messages are received (e.g. "CONFIRM ASSIGNED SPEED") it automatically proposes the answer to the pilot. This is true for both current data (e.g. altitude, speed, route...) or target data (e.g. altitude, speed, heading...) Route requests or route clearances are processed by the FMS. Once prepared in the secondary F-PLN, a route request is sent by the FMS to the ATSU/DCDU prior to being sent. Similarly, once a route clearance (or a re-route proposed by the AOC) is received, it is loaded into the FMS, which acknowledges or rejects this new routing. The reasons for a rejection (for instance proposed waypoint not in database) are indicated to the pilots so that they can solve the issue. Co-ordination and exchange of F-PLN between ATC, AOC and the aircraft is processed with the FMS. 3.2.3. CREW INTERFACES The main crew interface used for the FANS applications is based on the two Data Communications Display Unit (DCDU), which are LCD screens dedicated to the ATC data link messages. All ATC messages, whether clearances (uplink message), requests or answers (downlink messages) are displayed on the DCDU. The two DCDUs are located in the main deck, just above each MCDU. The retained principles for an operational use of the DCDU are described in the following chapter. In addition to the DCDU, the MCDU is mainly used to prepare a request. Any ATC message can also be printed on the printer, at any time.

3.3.

HUMAN MACHINE INTERFACE

The following figure gives a general view of the cockpit with the main elements of the interface. The Human Factors considerations were particularly addressed all along the development of this interface. From the initial capture of the operational needs at the very beginning of the design phase, to the operational flight test evaluation and certification, numerous pilots from various origins such as flight test, training instructors and airline pilots, were involved in the definition of this interface. The whole Human Factors plan, as defined and presented to the airworthiness authorities, was also applied.

42

Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03

3 – AIM-FANS DESCRIPTION

Figure 3.4 FANS HMI

The retained interface, with the two DCDUs in the core part of the cockpit, provides for a minimum perturbation of the existing procedures. This allows for a simple reversion to backup voice-based procedures when needed. Colour coding and/or reverse video on the DCDU have been used to differentiate between titles, text, main parameters in the text, uplink or downlink messages. The DCDU provides for full time accessibility and readability for both crew, which requires only limited head-down time.

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3 – AIM-FANS DESCRIPTION

3.3.1. BASIC OPERATIONAL PRINCIPLES The flight crew is alerted to an incoming message by means of a flashing blue "ATC MSG" light in two pushbuttons on the glareshield (i.e. visual), as well as by a dedicated audio sound. The alert is stopped by pressing one of these two pushbuttons or by answering the message, directly on the DCDU. For normal messages the buttons flash, and the audio signal is repeated about every 15 seconds (with the first signal delayed by 15 seconds, so as not to multiply audio warnings). The message will appear on the DCDU if the screen is empty. If the screen is not empty, a flashing cue (e.g. "MSG 1/2") reminds the crew of the arrival of the message. For urgent messages the buttons flash, the audio signal is repeated about every 5 seconds, and the message is displayed on the DCDU regardless of the state of the screen. Note: The audio sound is similar to a old telephone sound. It was elected by a great majority of the consulted pilots. To reply to a message, the flight crew either uses the standard replies on the DCDU or composes a reply on a menu-page from the MCDU. After composing the message on the MCDU it is transferred to the DCDU for sending (refer to scenarios in Appendix G, H and I). 3.3.2. MAIN HMI RULES The following lists the main principles retained for the HMI: a) DCDU • • The two DCDUs are the compulsory data link communications focal point for either type of messages (up or down link). It is recommended to keep both DCDUs without anything displayed. This, to allow for an immediate display of a new message. Consequently, it will be recommended to clean up the screens whenever a message has been completely treated and does no longer require to be displayed. Both DCDUs are identical, are interconnected and have the same displays. Any operation on either DCDU is valid for both of them.
ATC Centre Identification and message time Message Status

Brightness key Message Slew key

Current message Print key Page Slew key Informatio n Field

Function keys

Function keys

Figure 3.5 : DCDU HMI

44

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3 – AIM-FANS DESCRIPTION

b) MCDU • The MCDUs are also part of the ATS data link system. They are used to prepare the request type of messages or free text messages. They also provide for an access to the file of the stored messages. The "ATC COMM" key of the MCDU gives access to the various pages of the ATS data link system

c) Alert • • The alert function is triggered each time a new uplink message arrives or whenever a deferred report or clearance expires. Both the "ATC MSG" pushbuttons on the glareshield are lighted and flash until a positive action of the crew (either by pressing one of the pushbuttons or by answering the uplinked message on the DCDU) is done to stop the alert. The specific ATC audio sound may also be activated (15 sec delay)

d) Messages • As soon as the alert is triggered, the associated ATC message may be accessed and viewed on both DCDUs. It is automatically displayed (whether the screens of the DCDUs are free or not) if it is an "urgent" or "distress" message. Request messages can be brought to the DCDU as soon as the crew has activated the corresponding command ("ATC REQ DISPL"). Pending messages can be brought (one at a time) to the DCDU by the crew who can review them in the order they want. The crew can (and is recommended to do so) clean up the DCDU through a specific function key ("CLOSE") once the displayed message has been entirely treated.

• • •

e) Printer • • A print function is available on the DCDU to print the currently displayed message in whole. This can be done at any time. It is recommended to print long messages (e.g. F-PLN clearance) or reports.

f) FMS/DCDU interface • An ATC F-PLN can be loaded in the secondary F-PLN of the FMS. This is done through the "LOAD" key of the DCDU. The crew is kept aware of the result of this loading by an indication located on the DCDU (e.g. "LOAD OK", or "LOAD PARTIAL"). Whenever this loading cannot be done entirely (for instance waypoint not in data base, runway/ILS mismatch,..) the pilots can access the MCDU secondary F-PLN pages to assess the reasons for the rejected parameters, and take appropriate actions.

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A monitoring process is launched by the FMS whenever "Report" messages are received (e. the message is triggered again to remind the crew of this clearance. once it is time to report."). h) Colour coding The following colour coding philosophy is used for the DCDU: • • • • • • The title is always displayed in GREEN. An answering message is automatically proposed on the DCDU with the FMS value. • • g) ADS • • ADS reports are automatically sent to the ground without any possibility for the crew to either see or modify them.g..g. "AT ALCOA CLB TO FL350") are received.g. "MAY DAY") automatically activates the ADS emergency mode. "Report Passing. The message is automatically recalled and the answer is proposed on the DCDU. The crew can nevertheless modify this message before being sent. A monitoring process is launched by the FMS whenever deferred or conditional clearances (e. A CPDLC emergency message (e. "Confirm speed") are processed by the FMS.3 – AIM-FANS DESCRIPTION • ATC messages requiring navigation parameters (e. 30 seconds before it expires.g. Uplink messages are displayed with the text in WHITE and the main parameters are highlighted in CYAN Closed actions are always in GREEN Configuration or failure requiring awareness but not immediate action are displayed in AMBER NORMAL VIDEO is used for uplink REVERSE VIDEO is used for downlink 46 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 ..

New messages coming from the controller are displayed immediately if they are ‘Distress’ or ‘Emergency’ or if the message file is empty. answer or send) the filed message in any order. Else they are filed and can be displayed through dedicated flight crew actions (MSG keys of the DCDUs).3 – AIM-FANS DESCRIPTION i) Miscellaneous • • A star. “ * ” in front of a LSK means the key is activated. Any next or previous message of the file can be accessed though a press on DCDU commands ‘MSG+’ and ‘MSG-’. Note: Several scenarios are provided in Appendix G.7011/03 47 . The message access principle is based on the following figure: MSG 1/4 MSG 2/4 MSG 3/4 MSG 4/4 PGE 1/3 PGE 2/3 PGE 3/3 MSG- PGE- MSG+ Figure 3.6 Messages and pages management PGE+ Any next or previous page for a currently displayed message can be accessed through a press on DCDU commands ‘PGE+’ and ‘PGE-’. The flight crew can process (i. H and I to develop the handling of both DCDU and MCDU Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.e.

This was tackled right from the beginning with the AIM-FANS avionics package: indeed. 48 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.It provides data to the ATSU .7011/03 . AIM-FANS Avionics • This new avionics unit (ATSU) has been developed to cope with data link communications. In addition to the DCDU. Its functions are: . requests or answers (downlink messages) are displayed on the DCDU.It monitors the ATC messages and their subsequent implications . the power and flexibility of a dedicated communications unit (the ATSU) combined with the power of a new FMS.It handles and processes some of the ATC messages • Crew Interface • The main crew interface used for the FANS applications is based on the two DCDUs. bear in mind… The transition to CNS/ATM requires both flexibility and growth capability. The FMS is a key element of the AIM-FANS system for which : . . the display and warning systems.3 – AIM-FANS DESCRIPTION Please. the MCDU is mainly used to prepare a request.To manage the HMI.To sustain the communications tasks. For the airplane.To enable the access to all available communications media. clearances (uplink message). . flexibility is the essential requirement. but requires computer power. All ATC messages.

.........................4...... Emergency procedures... Failures of the CPDLC connection...... CPDLC procedures .......1. Recommendations for exchange of CPDLC messages..4............................7........................68 4.................................74 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945........................... Introduction .........4...........................................2. ATS623 applications.5.....................4.................................4...... ADS shutdown .............68 4.................... End of service ........................4......4...............6............56 4.................4..........59 4..72 4............. Pre-flight phase.....5.......... ATS notification and ADS connection .....2............... ADS connections closure...3......................... CPDLC shutdown ....................................................... Route offset .2...61 4.3.....50 4............5........................50 4.4....................................................................... OPERATIONAL PROCEDURES ............73 4.......................................................................................................60 4........................................55 4......... ADS procedures..........................5.............1...............................................7......71 4.................... ATS Facilities Notification (AFN) ...........5..............51 4.................................................................................61 4......4..................4...73 4........55 4......................................................................................................................60 4.....5...7011/03 49 ..... CPDLC Connection transfer ....................50 4.............................. ADS connections management .....1.5............6...................................................6...................................5........ CPDLC connection .......................................3.......... Abnormal cases at the time of transfer of connection ..........5.............72 4.5......73 4.............. Position reporting with ADS .............................................................

4.. aircraft and operational approval are satisfied for the intended flight (refer to §7.. As already explained FANS routes are. INTRODUCTION The following chapter depicts some important and general procedures for an operational use of CNS/ATM systems... based on the availability of ground equipment and technologies.H..... OPERATIONAL PROCEDURES 4. regionally opened.... if ADS is available. The here-below recommendations are based on these manuals.... The following code is used: . The other capabilities are given in the field 18 (Other Information) under the DAT/ information.EQUIPMENT J / D 18 ..4 – OPERATIONAL PROCEDURES 4.....Satellite data link ... The data link capability is notified by a letter "J" to be entered in the field 10 (Equipment).7011/03 . PRE-FLIGHT PHASE As for any flight... 10 .HF data link . A letter code has been defined for this information.3).VHF data link ... Operational procedures are defined for each area and published in “Operations Manuals” such as POM (Pacific Operations Manual) or IOOM (Indian Ocean Operations Manual).V. The letter "D" is also entered in the surveillance part of that field. the data link is ensured by both Satellite and VHF.OTHER INFORMATION DAT / SV In this example.SSR Mode S data link 50 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945..1.2..... • ICAO F-PLN filing The CNS/ATM capabilities of the aircraft will be notified when filing in the ICAO flight plan..4...S. and ADS is available.M... it is the commander's responsibility to ensure that crew FANS training qualifications... and will be....

Satcom logged) Flight Id.To give the ATC centre the flight identification and aircraft registration number to allow for a correlation with the filed flight plan.7011/03 51 .1). ACARS address) .2).g.4 . CPDLC and/or ADS available applications.Automatically by an ATC using the address forwarding process transparent to the crew (refer to §4. the ATS Facilities Notification (AFN) function (described here after) will have to be completed prior to take off. the first notification which is always manual).g. As a general rule. The table below emphasises the ways to initiate an AFN depending on the services provided by the “Current Data Authority” (FROM) and the “Next Data Authority” (TO).3. or . The aircraft registration is also to be notified in the Field 18. a manual connection should be done.3. the crew will check that the required equipment is operative. (Refer to “Getting to grips with modern navigation” brochure).OPERATIONAL PROCEDURES If RNP is expected. TO FROM CPDLC only Automatically Manually Automatically ADS only Automatically Manually Automatically CPDLC & ADS Automatically Manually Automatically CPDLC only ADS only CPDLC & ADS Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This will be used for correlation purposes by the ATC through a comparison of it with the one contained in the AFN logon (see here-after).g.To inform the appropriate ATC centre of the capabilities and specifics of the aircraft data link communications (e. It is thus two folds: . The AFN must be successfully completed prior to any connection is being established.Manually by the pilot (e. • ATS FACILITIES NOTIFICATION (AFN) Why such a function? The aim of the ATS Facilities Notification is to tell (to notify) an ATC centre that your aircraft is able to sustain digital communications and that you are ready to connect. In case this process fails.4. (on the MCDU “COMM INIT“ page) Airlines’ priority list of contracted DSP for FANS operations with this aircraft (refer to §7. The following items are recommended to be included in those checks: GPS availability UTC time settings RNP capability Data link communications availability (e. If the data link is to be used a short time after the departure. 4. field 18 will also mention: NAV/RNP. it is worth noting that the AFN should be completed 30 to 45 minutes before entering the CPDLC/ADS air space. The AFN can be initiated: . • Pre-flight checks Prior to departing for a FANS flight.

52 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. to be used in conjunction with communications media (CPDLC). ADS. There is no connection between a controller and the aircraft.1). ADS is not true ADS. is however not a CPDLC. "NOTIFIED" is displayed. This AFN procedure is more or less transparent to the crew. So. The ATC centre replies to the FN_CON by an AFN ACKNOWLEDGE (FN_ACK). The original goal of ADS was to reduce horizontal separation. or following a failure to re-initiate a connection) To this end. The connection is NOT done with either of these centres. although the "logon" is apparently performed to the Gander or Shanwick centres (when the crew type the 4-letter address on the NOTIFICATION page) it is indeed connected to the CADS. Remark: Pending the appropriate FANS stations installation in the next coming year in both Nav Canada (Gander Oceanic) and UK NATS (Shanwick Oceanic). but to the ARINC Central ADS (CADS) computer in Annapolis.7011/03 . This can be monitored on the NOTIFICATION pages where the sequence "NOTIFYING". This is done through the NOTIFICATION page of the ATC pages on the MCDU.4 – OPERATIONAL PROCEDURES • Manual AFN When no other CPDLC or ADS connections have been established with a previous ATC centre. and as such ADS is transparent to the crew: this choice of design has been done because ADS is a surveillance tool. prior to departure. or pseudo ADS. the AFN must be exercised (e. when the crew enters the ICAO 4 letter code of the ATC centre and the automatic exchange of messages between the ground and the aircraft is correctly done.g. the pilot sends a first AFN CONTACT message (FN_CON). prior to entering a data link airspace. (See picture 4. but must be understood. which then transforms the received ADS reports into position reports as if received by the aeradio operators and then transmitted to the controllers via AFTN (Aero Fixed Telecom Network).

Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. When this acknowledgement is received on board. but must be understood. it replies by an “AFN Acknowledge”.OPERATIONAL PROCEDURES MCDU MCDU Figure 4. This AFN procedure is more or less transparent to the crew. "NOTIFIED" is displayed on the NOTIFICATION page.7011/03 53 . This means the ATC has been correctly informed of the aircraft’ datalink capabilities.1 Manual Notification The pilot sends an AFN CONTACT message to the appropriate ATC through the NOTIFICATION page of the MCDU (selecting “NOTIFY” Line Select Key).4 . When the ATC centre receives the “AFN Contact” message.

g. The following items are recommended to be included in those checks: .automatically by the ATSU using the address forwarding process.RNP capability . or .give the flight identification and the aircraft registration number When no other CPDLC or ADS connections have been established with a previous ATC centre. (on the MCDU “COMM INIT“ page) . the crew will check that the required equipment is operative. prior to departure.manually by the pilot.GPS availability . bear in mind… Pre-flight phase ICAO F-PLN filing The CNS/ATM capabilities of the aircraft will be notified when filing in the ICAO flight plan. • The data link capability is notified by a letter "J" to be entered in the field 10.Data link communications availability . V (VHF data link). • The other capabilities are given in the field 18 (Other Information) under the DAT/ information. • The letter "D" is also entered in the surveillance part of that field. The following code is used: S (Satellite data link). The AFN can be initiated: . if ADS is available.7011/03 . 54 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Airlines’ priority list of contracted DSP for FANS operations with this aircraft ATS Facilities Notification (AFN) The aim of the ATS Facilities Notification is to: .notify the appropriate ATC centre of the capabilities and specifics of the aircraft data link communication applications . H (HFDL). The AFN must be successfully completed prior to any connection is being established.UTC time settings . M (SSR Mode S data link) Pre-flight checks Prior to departing for a FANS flight.Flight Id. the AFN must be exercised (e. prior to entering a data link airspace).4 – OPERATIONAL PROCEDURES Please.

4 .Connection is accepted if it is relative to the next data link ATC to control the aircraft .2 CPDLC connection When CPDLC connection has been established. Checks are automatically done by the ATSU to validate or reject the connection: .1.4.Connection is accepted if no previous connection already exists .Connection is rejected in all other cases DCDU MCDU Figure 4. an exchange of two messages (CONNECTION REQUEST and CONNECTION CONFIRM) occurs between the ground and the aircraft to initiate the connection. the active ATC is indicated on both DCDU and MCDU Note: The “Active ATC” line on the MCDU is dedicated to CPDLC connection status.OPERATIONAL PROCEDURES 4. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. But this is transparent to the crew. Here also.7011/03 55 . CPDLC PROCEDURES 4.4. CPDLC CONNECTION Once the AFN has been successfully done (“ATC NOTIFIED” on the MCDU Notification page). the ATC centre can initiate a CPDLC connection.

4 – OPERATIONAL PROCEDURES 4. CPDLC CONNECTION TRANSFER 4. the current active ATC sends a so-called NDA message to the aircraft. The active data link ATC is usually called the Data Authority. DCDU MCDU Figure 4. The next data link ATC is usually called the Next Data Authority (NDA). ATSU box) that a transfer of control will be done. Nominal case • To inform the aircraft avionics (i.2. Once a NDA message has been received. This is the only way for the ATSU to be aware of and to accept the connection with the next ATC centre.1. the aircraft is waiting for the connection with the next ATC centre.7011/03 .4.e. NOTIFICATION OF TRANSFER TO THE NEXT ATC The three following paragraphs describe a thorough explanation of the retained mechanisation.3 Notification of transfer to the next ATC 56 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.2.4.

4 . Either voice or CPDLC can be used for this. The automatic transfer to the next ATC is made through a so-called “Address Forwarding Process”. he will ask the crew for a manual AFN with the next centre. • Automated procedures for an automatic transfer The following sequence of message exchange should be initiated by the first ATC around 30 minutes prior to the estimated time at the FIR boundary. Frequency YYYYY. The following phraseology is recommended: .Controller: " Contact (ATCXXXX).Pilot: "WILCO". Select ATC com off then logon to ATCXXXX " . This is transparent to the crew.2. TRANSFER TO THE NEXT ATC Transfer from one Data Authority to the next one is usually done automatically and remains transparent to the crew. 4. The aim of the address forwarding is to forward the address of the next ATC to the aircraft avionics. Whenever the controller of the transferring ATC knows the NDA message has not been delivered. to inform it of the completion of the AFN Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. this connection attempt is rejected.2. The following explanations are nevertheless given for a better understanding of the failure cases and their associated procedures.7011/03 57 . The first ATC sends an AFN Contact Advisory message to the aircraft The aircraft acknowledges this message and sends an AFN contact message to the next ATC This second ATC acknowledges the demand through an FN_ ACK message The aircraft sends an AFN Complete (FN_COMP) message to the first ATC. The crew is unaware of this exchange.OPERATIONAL PROCEDURES • Abnormal cases If the aircraft NDA message has not been received at the time when the next ATC centre tries to connect.4.

a manual connection is to be done.1). The controller of the first ATC will ask the crew to manually send an AFN logon to the next ATC as explained in the previous paragraph (§4.7011/03 . 58 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.2.4 Transfer to the next ATC • Abnormal cases Whenever the previous exchanges are not successful.4 – OPERATIONAL PROCEDURES DCDU MCDU Figure 4.4.

3.Activates the pending connection to the next ATC centre. the aircraft is left without any connection.4.Sends down a "DISCONNECT" message and physically disconnects from the first ATC centre .When the END SERVICE element is part of a multi-element message where none of the elements require a WILCO response. There are two cases in which the avionics will terminate established connections. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.4. If any downlink message remains open when the aircraft receives an END SERVICE message.4 . If the next ATC centre has not been connected to the aircraft at the time the "END SERVICE" message is received.When any uplink messages remain open when the aircraft receives an END SERVICE message. It is sent just prior to the FIR boundary.OPERATIONAL PROCEDURES 4. the CPDLC connection will remain active until termination of flight. Upon receipt of this message the ATSU: . and the aircraft will not cross a FIR boundary. the avionics will close the message and terminate the CPDLC connection with the current ATC.7011/03 59 . and local instructions do not exist telling the contrary.2) have been exchanged. In this case. it is not necessary to send an END SERVICE message to disconnect CPDLC. This will not affect the CPDLC connection with the next ATC. the controller with jurisdiction for CPDLC must ensure that CPDLC clearances or instructions are not issued to the aircraft while it is under the control of another sector. In both cases an error message will be generated to both ATS systems and a deconnection with both ATC will occur. Aircraft entering VHF coverage For aircraft entering airspace where radar and air-ground VHF are provided. END OF SERVICE A CPDLC connection with one ATC centre is usually terminated once this centre has sent an "END SERVICE" message to the aircraft. This message is sent once all the preparatory messages for the automatic transfer (as described in the §4. If subsequent control sector within the FIR does not have CPDLC capability. The disconnection is made automatically and does not require any pilot action. . .

The following procedures are recommended: • Failure detected by the controller . . ATC / AOC co-ordination is recommended. through voice. informs the crews of the shutdown using the following phraseology: "CPDLC shutdown. the following voice phraseology applies: .The crew notifies the controller of the shutdown through the voice phraseology: "CPDLC shutdown. Once a connection has been lost. • In all the three above cases.7011/03 .4.4 – OPERATIONAL PROCEDURES 4.The controller. Logon to (ATC XXXX) . Select ATC com off. and to reinitialise it.5. through voice. Continue on voice" .The controller. Continue on voice" . voice will be used to inform the other part of the failure and to co-ordinate further actions. • CPDLC Resumption Once CPDLC can be resumed. notifies the controller of the problem. . a complete LOGON procedure (AFN + Connection) must re-apply.4. Continue on voice".The pilot.The crew access to the MCDU ATC pages and reinitialises the connection through the complete AFN from the NOTIFICATION pages. announces: "CPDLC operational. Select ATC Com Off.He restarts the CPDLC connection through the complete AFN from the NOTIFICATION pages • 4. tells the crew to switch off his data link system. notified by the crew: .The controller acknowledges: " Roger.It should be notified through NOTAM.The controller.The pilot acknowledges: "Select ATC com off. notified by the ground: . through voice. FAILURES OF THE CPDLC CONNECTION As soon as a failure of the CPDLC connection is noticed by either of the flight crew member or ground controller. CPDLC SHUTDOWN The following procedures should be followed whenever a shutdown occurs: • • Planned shutdown: .The pilot continues on voice until further ATC notification.The pilot answers: "Logon to XXXX" 60 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Voice is to be used Unplanned shutdown. Unplanned shutdown. through a voice system. Failure detected by the aircraft . Continue on voice" .4.

the "SENDING" then "SENT" indications displayed on the DCDU. This does not mean the message has been displayed and read by the relevant controller. as long as the FANS A ACARS based protocols exist.Whenever the crew sends a message to a controller.Pilot: "Select ATC Com Off then logon to ATCXXXX" • Automatic connection transfer not successful Before crossing the boundary of the second data link ATC centre. The recommended voice phraseology is: . both pilot and controllers cannot know whether a message has been delivered to their right counterpart.Logon to the next ATC .Manual disconnect from the current ATC .7011/03 61 .7. It also provides for recommendations directly based on the lessons learned in the South Pacific operations. Voice will be used until the connection with the next ATC has been done.4 . at the time when a first position report to the next ATC) he should follow the recommended procedure: . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.4.6. Whenever the crew is aware that the connection with the first ATC centre is not terminated (e.Controller: "Select ATC Com Off then logon to ATCXXXX" . the following is worth noting: . voice should be resumed.Send a CPDLC position report at the FIR boundary to the second ATC 4.Whenever the controller sends a message to an aircraft. the crew should have checked that the connection is well established with this ATC. TO BE KNOWN Pending for the ATN. A list of all the up and down link messages supported by the CPDLC system is given in Appendix A.Advise the first ATC of the situation by voice . a message assurance is triggered to indicate the controller that his message has reached the right aircraft (but this does not mean the message has been displayed and read by the pilot .4. However.ABNORMAL CASES AT THE TIME OF TRANSFER OF CONNECTION • Non delivery of the END SERVICE Whenever the controller is aware that the "END SERVICE" message has not been successful.g.4.RECOMMENDATIONS FOR EXCHANGE OF CPDLC MESSAGES This chapter depicts the various operational points for a proper understanding and use of the CPDLC system. he will tell (by voice) the crew to manually disconnect. indicates that the message has been delivered to the network. Should any doubt or problem occur when dialoguing through CPDLC.1.7. 4.OPERATIONAL PROCEDURES 4.

7011/03 . DISREGARD should not refer to an instruction or clearance. .CONFIRM: The present parameter (e. altitude.7. he then could modify before sending.g..DISREGARD: This up link message means that the previous up link shall be ignored.UNABLE: Through this either up or down link message the pilot or the controller informs/is informed that the request(s) contained in the associated message cannot be complied with . The exchange is not closed and the request will be answered when conditions allow. Another element shall be added to clarify which message is to be disregarded. It is then important that the crew is fully aware of the right meaning and implications of these answers.AFFIRM: Whether up or down link. The following lists the recognised statements for these response elements: . speed. Sending this answer is done directly on the DCDU. speed. position. UNABLE. According to the recommended international rules. NEGATIVE. . the 5 following closure responses may be used as appropriate: WILCO. altitude.4.2.g. NEGATIVE means NO and is an appropriate response to up linked message of negotiation request (e. ROGER. ROGER shall not be used instead of AFFIRM. USE AND CONTEXT OF MESSAGES • Usual answers Most of the clearances can be directly answered through appropriate answer keys on the DCDU. ROGER is the only correct response to any up link free text message. "CAN YOU ACCEPT FL 350 AT ALCOA?"). . Should the crew be not satisfied with the proposed answer. . "CAN YOU ACCEPT FL 350 AT ALCOA?").g. 62 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.. • Meaning of other messages .4 – OPERATIONAL PROCEDURES 4.NEGATIVE: Whether up or down link.ROGER: Through this either up or down link message the pilot or the controller informs/is informed that the content of the associated message has been received and understood.CONFIRM ASSIGNED: The currently assigned parameter (e. route) is awaited by the controller whenever CONFIRM ASSIGNED XXXX is used.STANDBY: Through this either up or down link message the pilot or the controller is informed that the request is being assessed and there will be a short term delay (within 10 minutes). AFFIRM.WILCO: This down link message tells the controller that the pilot will comply fully with the clearance/instruction contained in the associated up link message . .g. AFFIRM means YES and is an appropriate response to up linked message of negotiation request (e. The DCDU will automatically propose to the crew the current FMS target linked to the considered parameter.) is awaited by the controller whenever CONFIRM XXXX is used.

7.4. Up link: A 120 second round trip delay on 95%. The message thus remains open. If the controller does not respond within this time the pilot shall send an inquiry. around 30 seconds for the pilot or controller to take action and respond and up to one other minute for the reply to be received. integrity and accuracy elements as expected with the ATN.7. Waiting for a better consolidation of the three availability. "CAN YOU ACCEPT FL 350 AT 1030Z") • Negative answer to a negotiation request NEGATIVE is to be used whenever an up linked negotiation request is not approved (e. Pilot will then fully comply with the clearance or instruction • Affirmative answer to a negotiation request AFFIRM is to be used whenever an up linked negotiation request is approved (e.g.4 .4. EXPECTED DELAYS IN RESPONDING TO CPDLC MESSAGES Delays depend upon numerous varying factors and happen to be more or less random and unpredictable. Transit being measured as the difference in the timestamp of the ground controller station and that of the sending action of the pilot. "CAN YOU ACCEPT FL 350 AT 1030Z") Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. STANDBY answers assume that a further response should come within the next 10 minutes.7011/03 63 .OPERATIONAL PROCEDURES 4. In no case should a duplicate message be sent (this would cause failure of the system). the current FANS A performance requirements have been given for the South Pacific operations: Down link: An end-to-end transit delay of 60 seconds or less for 95% of delivered messages. RECOMMENDED ANSWERS TO REQUEST AND CLEARANCES • Affirmative answer to a clearance WILCO is to be used. Round trip being obtained by comparing the time the up link is sent from the controller system against the time the message assurance (indicating successful delivery) was received back to the ground controller station.3.4. - As an order of magnitude both controller and pilot should consider that it takes up to one minute for a message to be received.g. To be noted that a 6 minute round trip delay is also aimed at on 99%. 4.

Only compulsory reporting points (unless requested otherwise by ATC) shall be reported by either voice. after the completion of the initial connection. updating the flight plan is highly recommended. Use of the POSITION REPORT message (as given on the MCDU ATC pages) is expected. which try to decode them as latitude and longitude and may end up with something completely different. POSITION REPORT • General recommendations .g. 7560N for N75W060). when crossing the FIR boundary Updating the estimate for a given waypoint should be done through a free text message in the form of e. when ADS is used. including the Reported Waypoint (in the Basic group) or a Waypoint Change Event report. CPDLC or ADS for the "POSITION" and "NEXT POSITION". which allows latitude and longitude to be encoded in 5 characters (e. - - - - • Sequencing Abeam waypoints The FMS does not sequence the active waypoint when the aircraft is abeam this point by more than 7 NM. as well as all those that force track. It is thus recommended to use the offset function of the FMS so as to send true position reports. or . 64 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. speed or altitude changes and are reported as “ADS Intent points”. The first CPDLC position report is expected to be sent: . CPDLC position reporting will be done once the waypoint is passed over (or abeam when an offset is in progress). Next and Next+1 waypoints (in the Predicted Route Group).g./long waypoints. The issue is limited to ATC communication (CPDLC) for reporting Ident Waypoint coded in Arinc424. The problem is that waypoints that use ARINC 424 encoding scheme. Whenever ADS is not used. and specially in RNP or FANS route.4.4 – OPERATIONAL PROCEDURES 4. after the transfer of connection from one centre to the next one. some issues have been highlighted concerning Waypoints Position Reporting (WPR) to ATC centres when encoded in ARINC 424 (format used to code FMS Navigation Database. or . This will avoid that reports are triggered immediately and at unknown fixes. the waypoint is not sequenced on the CPDLC report message. the controller may ask for it through the CPDLC up link: "REQUEST POSITION REPORT" The use of the automatic position report capability should be preferred to manual position report where CPDLC position reporting is needed. Once again.7011/03 .5. ADS does not use identifiers. In particular.7. • ARINC 424 Waypoints Since FANS A is operated. "REVISED ETA ALCOA 1034" Whenever a position report is not received by the ground. In this case. only ATC reporting points will be entered in the FMS F-PLN. but reports all lat. but not recognised by ground systems). are not interpreted properly by some ground systems.

Flights unable to send position reports in whole latitude and longitude format must accomplish position reporting via HF voice.8. incoming request messages shall be answered as soon as possible Re-sending of a message After a reasonable period without answer to his request. the crew may elect to resend a message. This thus increases the controller workload. MULTI-ELEMENT MESSAGES It is highly recommended to avoid potential ambiguity. . Standard ATC phraseology should be used in free text and abbreviations should be avoided.7011/03 65 . As such.4 .To avoid the risk of duplicate messages. In that case.7.7. USE OF FREE TEXT Free text messages cannot be treated by the automated station of the controller as standard ATC messages. no correlation between the free text and its answer can be provided./Long) in ARINC 424 format (e. Position reports containing Lat. • 4.4. duplicate messages. 4.4. that the crews do not send multiple clearance requests in a single message. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. 4050N). should be carefully avoided. 4. Automatic pre-formatted answers cannot be provided in response to a free text. the response time and the risk of input errors.As a general rule. the second attempt should be "WHEN CAN WE EXPECT FL 350".4./Long waypoints within these areas will be accepted in whole latitude and longitude format only. Remark: "Standardised free text" messages have been developed and agreed upon by the main FANS actors of the South Pacific area.OPERATIONAL PROCEDURES Many ATC centres cannot accept position reports containing latitude and longitude (Lat. In the case for instance where the initial request was "REQUEST CLIMB TO FL 350".g.6. not a duplicate of the first request.7. Use of free text is to be considered only when the pre-formatted messages do not allow for a specific message element. Free text messages should be avoided as much as possible. DUPLICATE MESSAGES • General . which can cause potential ambiguity. to cope with the lack of preformatted functions. Pilots should send one message per clearance element.7. he should do this in the form of a query.

which apply in the considered area.7. Conversely. they should know what can be expected from the controller once the emergency mode is triggered. Free text message received on board will be closed once ROGER has been answered.4 – OPERATIONAL PROCEDURES 4. which has been sent by the pilot (e.4. They should be aware of the following definitions. sending the CPDLC "CANCEL EMERGENCY" message deactivates the ADS emergency mode.4. is received.9. Pilots should be prompt to answer the received messages and to clean up their DCDU with the "CLOSE" prompt. - - Remark: When both CPDLC and ADS are active. the crew is not required to close it through the "ROGER" reply.10. Either voice or CPDLC free text will be used. the closure of a message is one of the most important to be known by the crews. EMERGENCY PROCEDURES Pilots should be aware of the CPDLC emergency procedures. the current controller will keep the connection active to provide the assistance. 4.g. The controller shall also attempt a voice contact after he has acknowledged an emergency message through CPDLC If CPDLC is the best (or the sole) means for communications.A message is closed when its associated response. In particular. 66 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. sending an emergency message through CPDLC automatically switches the ground ADS contract to the "High Periodic Reporting rate" (ADS Emergency mode). The general rules usually apply: The controller shall immediately acknowledge receipt of an emergency message.A message is open as long as an associated response is not received . MAYDAY or PAN).7. no transfer (either automatic or manual) of connection will be done. If free text is used. which apply: . MESSAGE CLOSURE Among the basic assumptions and rules which have presided to the design of the CPDLC system. other than STANDBY or REQUEST DEFERRED. ROGER is the sole response to any up linked free text.7011/03 . Open messages are prone to potential ambiguity and system issues. They should be avoided as far as possible. In particular.A message which needs not an answer is closed once received . The emergency mode is activated through the EMERGENCY prompt of the ATC menu page.

ATSU) that a transfer of control will occurred. it is relative to the next data link ATC to control the aircraft . the ATC centre can initiate a CPDLC connection (transparent to the crew). the current active ATC sends a so-called NDA message (Next Data Authority) to the aircraft. Transfer to the next ATC • To inform the aircraft avionics (i. the active connected ATC centre is then displayed on the DCDU. the aircraft is waiting for the connection with the next ATC centre. as long as the FANS A ACARS based protocols is used. bear in mind… CPDLC Connection • Once the AFN has been successfully done. a complete LOGON procedure (AFN + Connection) must be done.e.Connection is rejected in all other cases • Once connection is established.7011/03 67 .OPERATIONAL PROCEDURES Please. and on the CONNECTION STATUS page of the MCDU. both pilot and controllers cannot know whether a message has been delivered to their right counterpart. Failures of the CPDLC connection • As soon as a failure of the CPDLC connection is noticed by either the crew or the ground controller. • Under normal circumstances the CPDLC connection should be established with the Next Data Authority prior to the connection between the aircraft and the current data authority being terminated To be noticed Pending the ATN. • Once a connection has been lost.4 .Connection is accepted if no previous connection already exists or. • Once a NDA message has been received. • Checks are automatically done by the ATSU to validate or reject the connection: . voice will be used to inform the other part of the failure and to co-ordinate further actions. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This is the only way for the ATSU to be aware of and to accept the connection with the next ATC centre.

On the NOTIFICATION page. At this time. but this does not mean that the ADS is launched. ADS is ON by default. nothing is displayed (NO ACTIVE ATC for the DCDU and the ACTIVE ATC is dashed ---.4 – OPERATIONAL PROCEDURES 4. the ADS application is armed. ADS PROCEDURES 4.With the current FANS A design. This setting is the default status. This is not the case with FANS A. . FANS-A ADS Connection Status on MCDU FANS-A+ "OFF" "ARMED" "CONNECTED" "ADS Connected (X)" where X is the number of connections "OFF" "ON" ADS Connection Status on DCDU No Information MCDU / DCDU ADS Connection status Note: The ADS system must be set to “ON” (or “ARMED” with FANS A+). prior to perform an ATC notification. waiting for a possible connection: . which is slightly misleading.3 is to be applied to initiate an ADS connection with the desired ATC centre. there is no means for the crew to know whether or not ADS is operative. ADS remains armed (refer to the examples here after).5. On the CONNECTION STATUS page as well as on the DCDU. "NOTIFIED" is displayed once the notification has been done. the ADS status switches to “CONNECTED”. on the MCDU page). The ATC centre can establish ADS contracts once the AFN has been done either manually via the MCDU or automatically through a transfer from a previous ATC centre.1. In the FANS A+ package. for which ADS status is “ON” before and after a contract establishment (see examples hereafter).In addition. These two devices are devoted to CPDLC only. ATS NOTIFICATION AND ADS CONNECTION The AFN procedure as described in §4. Until an ATC centre initiates a contract. With FANS A+.7011/03 . the initial FANS A HMI (as defined here above) has been modified to provide additional information relative to ADS/CPDLC connections. As soon as the ATSU is initialised.5. ADS connection status will stay on “ARMED” after AFN until at least one contract has been established. 68 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

The ADS status is given without ambiguity. ADS status is now “CONNECTED”.OPERATIONAL PROCEDURES FANS A vs. We clearly know that the ADS application is sending reports to at least one ATC. here ADS is just «armed”.7011/03 69 .4 . waiting for contracts ADS status is « ARMED » on the MCDU page. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. An ADS connection occurred ADS status is still « ON » on the MCDU page. But it does not mean that ADS contracts have been set up. FANS A+ MCDU HMI FANS A MCDU HMI FANS A+ MCDU HMI Notification done / Waiting for a connection (ADS or CPDLC) ADS status is « ON » on the MCDU page. But is this example. contract(s) has(have) been set up. In fact.

There is no CPDLC connection. the default screen is black. (ADS is either “OFF” or “ARMED”) 70 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. There is no ambiguity regarding the ADS status on the DCDU screen CPDLC and 2 ADS connections are active DCDU is devoted to CPDLC application. When there are no connections. Information relative to ADS contracts are available A CPDLC connection exists. We can not see that no ADS contracts has been set-up (ADS is “ON” or “OFF”) We can see that no ADS contracts has been set-up. the CPDLC connection status is displayed. Even if there is “NO active ATC”.4 – OPERATIONAL PROCEDURES FANS A DCDU HMI FANS A+ DCDU HMI No CPDLC and No ADS connections Even if there are no connections.7011/03 . but 2 ADS contracts have been set up. the information given by the DCDU screen can be misleading. No information relative to ADS contracts are available DCDU is devoted to both CPDLC & ADS applications. but no ADS contract has been set up. ADS contract could have been set up. In case of ADS-only.

2) has been established. One of the five connections is reserved for use of the AOC. The aircraft has the capability to report to four different ATC simultaneously using ADS. Other miscellaneous connections. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. an MCDU “ADS DETAIL” page lists ATC centres with active ADS contracts. ADS CONNECTIONS MANAGEMENT The ADS connection management is transparent to the crew. 2.2. 4. 4. but is under the responsibility of the ATC centre in charge of the flight.2.2. a procedural hierarchy controlled by the Address Forwarding process (§ 4.4 . the controlling ATC may not be aware of other connections established with the aircraft. They can easily be disconnected through the appropriate right Line Select Key (LSK) of the MCDU. therefore. Airline AOC 5. In the example given through this figure. ADS CONNECTION PRIORITIES: FANS A equipped aircraft can have up to five ADS connections. The priority for the allocation of ADS connections shall be in accordance with the following list: 1.4.2.7011/03 71 .5. four centres have set up ADS contracts. Pressing the appropriate LSK cancels the ADS contract established by the corresponding ATC centre.2. The Next Data Authority. the current controlling authority shall allocate ADS connection priority to the next ATC that will have air traffic control responsibility for the aircraft.1. 3. The FANS A system does not assign technical priority to ADS connections. The Current Data Authority. 4. Remark: It is to be noticed that in the FANS A+ package.5. ALLOCATION OF ADS CONNECTIONS: Using the Address Forwarding process.5.OPERATIONAL PROCEDURES 4. In order to manage these connections. An ATC requiring a connection for monitoring operations close to a FIR border.

contracts can not be modified from the aircraft. This will avoid immediate reports triggering at unknown fixes. and to a greater extent. Exceptions to this rule are that updates to estimates are required when: .7011/03 .3.3. The way to report position by CPDLC or ADS is mentioned in AIPs of concerned area. no further CPDLC or voice position reports will be required for operations within the FIR. only ATC reporting points should be entered in the FMS F-PLN.1.Aircraft has crossed any FIR boundary and has passed beyond the normal "back co-ordination" parameter . 72 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.5. some areas (such as NAT) has developed possibility to use ADS for position reporting. unless instructed to do so (e. 4. In particular. the ADS should not be set to off. An individual ADS connection may be stopped from the ground or manually by the crew (FANS A+ only) through the ADS DETAIL page of the MCDU ATC menu. If the ADS is set to off. ADS contracts and connections should normally be terminated by the ground system when the: . In all cases. 4. POSITION REPORTING WITH ADS Initially CPDLC was used for position reporting.4 – OPERATIONAL PROCEDURES 4. but using the possibility of ADS to send position co-ordinates. will change the estimate for the next reporting point by more than 2 minutes Here also.5.5. an HF or CPDLC position report at the FIR entry position is still required to confirm that the ATC holds the status of Current Data Authority. the ATC centre can no longer be provided with ADS reports.4. CPDLC REPORT AT FIR ENTRY POSITION When an ATC has nominated the use of ADS reporting only within the associated FIR.An estimate previously advised by voice or by CPDLC will change by more than 2 minutes .3. HF voice is on stand by to be use as a back up. ADS CONNECTIONS CLOSURE ADS is transparent to the crew. Following the initial report at the boundary. UPDATING WAYPOINT ESTIMATES ATS should publish in the AIP that pilots are not required to update estimates for waypoints when the aircraft is reporting by ADS in airspace where additional CPDLC or voice reports are not required.g. whenever ADS is used.A pilot-initiated action.5. such as a change in speed.Aircraft's flight plan has been cancelled or has finished Note: Once the ATC centre has been notified ("NOTIFIED" is displayed on the MCDU). ATC request). 4.2.

both the intent and predictions as sent by the FMS for ADS purpose. EMERGENCY PROCEDURES The emergency mode can be activated either by the pilot or the controller.5.5. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the intent and predicted route information will be provided along the offset route. the existing contracts are unaffected by this cancellation.7011/03 73 . It is then recommended that the crew keeps updated his FMS flight plan.5. The controller in charge of the flight shall acknowledge any ADS emergency message. and is normally cancelled by the pilot. ROUTE OFFSET The accuracy of the ADS intent and predicted route information is of prime importance when it is to be used by the ATC centre to allow for reduced lateral and /or longitudinal separation. This activation is done through the EMERGENCY prompt accessed on the MCDU ATC page. If CPDLC is still available. This means that all the established connections switch to this emergency mode and the High Reporting Rate will be automatically selected. the controller shall send a CPDLC free text: "ADS SHUTDOWN. and that he uses the FMS Offset function. REVERT TO ATC DATALINK POSITION REPORT" As for any free text the pilot will answer "ROGER". in a Heading Select mode for instance.7. When selected. If an offset is manually flown. the ATSU immediately sends a message to all ATC centres that currently have periodic or event contracts established with that aircraft. The following phraseology is then expected: "ROGER MAYDAY" or "ROGER PAN".5.OPERATIONAL PROCEDURES 4. A Waypoint will not be sequenced if the position is beyond 7NM from this point.6. It is to be noticed that when the pilot cancels the emergency mode. may be incorrect. 4. This is done through either a voice contact or a free text CPDLC message.4 . When an Offset is flown with the FMS. 4. ADS SHUTDOWN When a shutdown occurs the controller will advise the crew of the requirements for the position reports.

- It is to be noted that in case similar applications have been customised through AOC (ACARS) contracts.Oceanic Clearance (OCL) .Departure Clearance (DCL) . differences exist and must be kept in mind: ATS623 exchanges do not require a permanent connection between the ground and the aircraft systems ATS623 exchanges have been built upon voice exchanges: crew request. will remain possible through the ACARS. Note: ATS623 applications are not FANS applications. However. As a first step to a greater use of data link applications. ATS623 APPLICATIONS The ATS623 applications (Airbus implementation of AEEC623) are an option of the FANS A+ package.7011/03 . Although very similar to the current FANS A functions. Airbus has decided to implement only three AEEC623 applications: .Digital – Automatic Terminal Information Service (D-ATIS) Operating these applications is done with both the DCDU and the MCDU. This was a requirement from the Airworthiness Authorities. ground clearance.6. these will no longer be available should the ATS623 package be chosen. and pending for a greater maturity of standardised services. which is not compliant with the AEEC 623 specifications. customised AOC functions such as Pre-Departure Clearance (PDC). ATS623 exchanges do not allow for any data-link refusal of a clearance No Time stamp information are available for ATS623 exchanges. but are considered as such because using the DCDU/MCDU to exchange messages.4 – OPERATIONAL PROCEDURES 4. crew read-back and ground confirmation. 74 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This means that AOC DCL or OCL will no longer be sent from a customised AOC page.

OPERATIONAL PROCEDURES Example: Standard Departure Clearance Communication Scenario Aircraft Ground DSP ATC center 1- M CDU + DCDU ‘ sending ’ NAT Request DCL ACK DSP ‘ sent ’ Clearance 2- ATC MSG + DCDU NAT = Network Acknowledgement Timer AUCT = ATC Uplink Confirmation Timer 3- DCDU ‘ sending ’ NAT Answer (ACK) ACK DSP ‘ sent ’ AUCT Confirmed 4- ATC MSG + DCDU Figure 4.Departure Clearance confirmation: The ground confirms that the acknowledgement for this clearance has been received.5 : DCL communication scenario 1. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. 2. 4.7011/03 75 . 3. he selects the proposed ACK answer on the DCDU and sends it to the ground together with the clearance.Departure Clearance request: The DEPARTURE CLEARANCE request is prepared on the MCDU.4 . this is displayed on the DCDU. and the message is displayed on the DCDU. then no downlink message is sent to the ground and this must be done by voice contact: this is indicated on the DCDU when REFUSE is selected.Departure Clearance readback: If the pilot accepts the clearance. displayed on the DCDU and sent to the ground. Note: An operational scenario can be found in Appendix I. If the crew prefer to REFUSE the received clearance (step 3).Departure Clearance reception: An uplink clearance is received: the aural and visual warnings are activated.

and that he uses the FMS Offset function. it is recommended that the crew keeps updated his FMS flight plan. • However.Aircraft's flight plan has been cancelled or has finished • A Waypoint will not be sequenced if the position is offset by more 7NM aside from this point. will remain possible through the ACARS.g. When an offset is flown. 76 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. • FANS A equipped aircraft can have up to five ADS connections. In particular. and is normally cancelled by the pilot. bear in mind… ADS Connections • An ATC centre can establish ADS contracts once the AFN has been performed.Departure Clearance (DCL) . ADS Emergency • The emergency mode can be activated either by the pilot or the controller.4 – OPERATIONAL PROCEDURES Please. When selected on the MCDU ATC page. contracts can not be modified from the aircraft.7011/03 .customised AOC functions such as Pre-Departure Clearance (PDC). . these will no longer be available should the ATS623 package be chosen (e. which is not compliant with the AEEC 623 specifications. ADS shutdown When a shutdown occurs the controller will advise the crew of the requirements for the position reports (by voice or CPDLC). . • Different types of ADS "contracts" exist: .Aircraft has crossed a FIR boundary .Oceanic Clearance (OCL) .periodic: the data are sent at periodic time intervals. .on demand: the data are sent only when asked for. One of these is reserved to the AOC.Digital – Automatic Terminal Information Service (D-ATIS) • In case similar applications have been customised through AOC (ACARS) contracts. The aircraft has the capability to report to four different ATC centres simultaneously using ADS. AOC DCL or OCL will no longer be sent from a customised AOC page). ATS623 • Pending for a greater maturity of standardised services. A connection may be stopped from the ground or manually by the crew through the CONNECTION STATUS page of the MCDU ATC menu • ADS contracts and connections should normally be terminated by the ground system when the: . the FMS immediately sends a message to all ATC centres that currently have contracts established with that aircraft. • ADS is transparent to the crew. Airbus has decided to implement only three AEEC623 applications: . • The controller in charge of the flight shall acknowledge any ADS emergency message.on event: the data are sent whenever a specified event occurs.

........ DataLink Service Provider (DSP) worldmap ....2.......3........................ Wired High speed dataloading capability (AEEC 615a) .. 81 5.......78 5........1..2.............2.................. Enhancements to the Human-Machine Interface (HMI) ........................2..84 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.................1..2.............................................................2.................1............... BITE (Built-In Test Equipment) improvement ...2.. ATSU router customisation via loadable database .................. 83 5...........2................2................1........2.....................1...........................................................78 5..2...... FANS A+ Options ................... 82 5....2............4.......................2.............. Improvements related to the CPDLC service...3....79 5... 83 5.......... FANS A EVOLUTION ... 81 5....4.................................. HF DataLink (HFDL) ................... 79 5............2..............................................................5............7011/03 77 ...... 81 5..........3..2...........................................2.....................1...........5...........1....................... FANS A Enhanced ADS ........................ High speed VHF datalink (VDL mode2) ......................1. 84 5........ FANS A+ (FANS A System Evolution).......................2...2....................82 5...2.......................... clearances and digital atis applications (ATS623) .................................. FANS A+ Basics ............ 80 5......2...............1..........78 5.. FANS A+ Retrofits .....

“SE 999. the North Atlantic Ocean or even the Indian Ocean.g. New data link services have also been added with the introduction of : .g. FANS A EVOLUTION 5. These three years of operations and an active participation in numerous international forums for CNS/ATM implementation have led to the introduction of new services and of modifications so as to satisfy to interoperability and standardisation requirements.Departure and Oceanic clearances together with Digital-ATIS applications (ATS623) . ADS information on DCDU). addition of CPDLC elements to clarify some messages) or have been dictated by improvement of Human Machine Interface (HMI) or by functional evolutions (e.VDL mode 2.2. FANS A+ (FANS A SYSTEM EVOLUTION) Since certified on both A330 and A340 aircraft in July 2000. FANS A has been used by numerous operators in various areas such as the Pacific Ocean.1. The objectives of this new standard FANS A+ are two-fold: • To improve the current package of FANS A services (FANS A+ basics) • To extend the use of data link services (FANS A+ options) Improvements address points coming from feedback from operators (e. The aim of this chapter is thus to list and to describe the main points that are addressed by this new standard of FANS A services.7011/03 . availability of the "LOAD" command on the DCDU).0001/03/VHR”). 5. FANS A ENHANCED ADS The issues concerning aircraft position reporting through ADS with FANS A over North Atlantic have been solved as detailed in Appendix J (OIT/FOT Ref. Note: The following evolutions are independent of the software update providing an enhanced ADS (detailed in §5. interoperability and standardisation objectives (e.1) and will be basics for A330/A340 at the entry into service since January 2004.g.HFDL capability for ATC (once this service is approved) . 78 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. so as to increase the capacity for ATC communications .High speed dataloading capability (AEEC 615A) These services are optional and may be chosen separately according to the airlines needs and types of operations.5 – FANS A EVOLUTION 5.

So as to improve the knowledge of the ADS status.CPDLC Message and functions • ADS (Modifications on MCDU): .2.ADS/CPDLC Connections .5 – FANS A EVOLUTION 5.1).7011/03 79 .5. - • DCDU indications in case of failures In any abnormal conditions as regards the CPDLC services. • Crew awareness in case of no reply from the ATC Whenever an ATC reply has not been received after 5 minutes. the initial FANS A HMI has been modified to provide additional information relative to: .MCDU “CONNECTION STATUS” page specifies if ADS is either "ARMED". This message refers to the CPDLC status only. the DCDU HMI indicates “NO ACTIVE ATC”. . an ADS indication has been added on the DCDU (refer to §4. the indication is just added on the DCDU.1.If the request is still displayed. "CONNECTED" or "OFF" (as detailed in § 4.5.1) Previous «NO ACTIVE ATC» indication (on CPDLC status) has been removed in FANS A+. They can easily be disconnected separately through the appropriate right Line Select Key (LSK) of the MCDU (as detailed in § 4. MCDU “ADS DETAIL” page lists ATC centres with active ADS contracts. positive information is provided on the DCDU screen whenever appropriate. . the crew is warned by a message on the DCDU. • Modifications on DCDU: FANS A DCDU was designed to be operated in an ADS/CPDLC environment. it is then automatically recalled and displayed again with the "NO ATC REPLY" indication.1. as it was foreseen in the CNS/ATM concept.1. ENHANCEMENTS TO THE HUMAN-MACHINE INTERFACE (HMI) In the FANS A+ package. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. In case of ADS-only regions.2).5.3).If the request had been closed. and does not mean there are no ADS contracts established with the aircraft. the pilot (through voice) must notify the current ATC of the problem and restart the CPDLC connection through the complete AFN procedure from the MCDU NOTIFICATION pages (refer §4. In this case. FANS A+ BASICS 5.2.

some ATC centres will ask.7011/03 . the following message elements are now automatically proposed as part of the down-link message: "CLIMBING TO".2.1. and are proposed wherever appropriate by the FMS.1 80 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. They have been added in agreement with international FANS inter-operability groups that have been working on CNS/ATM implementations in various parts of the world. Messages received beyond this maximum elapsed time will be discarded (not displayed on the DCDU). An error message will be sent to the ground indicating that the related delayed message has been discarded by the airborne system. the crews to set a maximum value for an acceptable delay. Figure 5. will be displayed on the DCDU. IMPROVEMENTS RELATED TO THE CPDLC SERVICE. The crew will set the value on the CONNECTION STATUS page in the MAX UPLINK DELAY field. • Discarding old up-link messages To prevent operational misunderstanding due to delayed messages presentation (because of ACARS networks' performance).5 – FANS A EVOLUTION 5. This request. They are part of the Report messages.2. in a near future. "DESCENDING TO" or "DEVIATING TO". • Addition of information on Report messages When needed. done via CPDLC the message: "SET MAX UPLINK DELAY VALUE TO xxx SEC".

Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. 5. to avoid the use of a free text to inform the ATC once back on the initial route. ATSU ROUTER CUSTOMISATION VIA LOADABLE DATABASE Configuration of the ATSU Router (SCAN MASK and A/L IDENT parameters) can be achieved through a loadable database. The ATSU router automatically selects a VHF frequency depending on the aircraft position in accordance with the scan mask entered by the airline.3. MCDU inputs inhibition for those parameters is also achieved via loading of a customised ATSU router database.1. which harm the correct breakdown service of the system.4. an algorithm (VHF Worldmap) lists the VHF datalink service providers available in each geographical area. 5. DATALINK SERVICE PROVIDER (DSP) WORLDMAP In order to optimise Frequency.1. the "Back On Route" pre-formatted message has been added on the MCDU ATC REPORTS page.5.7011/03 81 .2. Figure 5. Media and DSP selection.2.2 5.2.1. BITE (BUILT-IN TEST EQUIPMENT) IMPROVEMENT The system capacity to auto-diagnose its failures (or those of its peripherals) has been improved to limit the number of inopportune messages.5 – FANS A EVOLUTION • The "Back On Route" Message after an offset has been flown When offsets are flown in areas where CPDLC is the first means of communication.

This 60 seconds limitation is justified by the need for a possible HF voice reply to any HF voice initiated from the aircraft.5 – FANS A EVOLUTION 5. the aircraft may be emitting for slots of 2. 60 seconds were chosen on Airbus aircraft.2. HF DATALINK (HFDL) • HFDL for ATC purpose HF Data Link (HFDL) is an optional function of the FANS A package that has been certified only for AOC purpose (as explained in §2.1. The reason behind this is that operational trials have started in some parts of the world. although HFDL is not yet approved by airworthiness authorities as a medium for ATC communications or surveillance functions. 82 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. HFDL for ATC purpose will be certified with FANS A+ and we can reasonably hope that it will soon be approved for ATC communications. HFDL is inhibited for 60 seconds whenever HF voice has been used for transmission. The above mentioned rule however.2.2.3). For this reason. FANS A+ OPTIONS 5.2. When HFDL is used. it has been decided to remove the “lock" installed on current FANS A.7011/03 .5 seconds every 32 seconds. • Operational use of HFDL As there is only one HF antenna to support the use of either HFDL or HF voice. Good results have so far been gathered. HFDL is thus inhibited momentarily. one minute may not be sufficient. some operational constraints exist that have to be understood. and allow for the use of HFDL as a tertiary means of communication for data link ATC messages. to demonstrate that HFDL could be used for ATC. This one minute limitation is arguable: in some poor conditions of propagation. HFDL performance happens to be better than current HF voice. HF voice and HFDL cannot be used at the same time.1. recommends an inhibition in between 30 and 120 seconds.2. and as per the international aeronautical rule (AEEC 753). So as not to disturb this reply.

• VDL-2 operations Although both the current VDL mode A and VDL mode 2 are available in the ATSU.2. (ARINC courtesy).an hardware modification.a dedicated plug in the avionics bay .Compatible with AEEC 615-3 and AEEC 615A .2. HIGH SPEED VHF DATALINK (VDL MODE2) VHF Data Link mode2 (as described in §2. deployment over continental US airspace is large. 5. On board high speed dataloading requires installation of: . user-friendly dataloader design .1) is an optional function of the FANS A+ package that allows higher data rate than VDL mode A.2. The figure given in Appendix C gives the current deployment of VDL-2 ground stations. This new feature reduces software data loading duration with a factor of 5 at a minimum and introduce also a full ATSU software configuration management (including the AOC ) to ease maintenance operations. Current AOC applications can be transferred to VDL-2 without modification.5 – FANS A EVOLUTION 5.2. capacity to load customised airline configuration .2.7011/03 83 . and as such is not dependent of any application.Reduced dataloading time with a factor of five at a minimum . As can be seen.2. It has indeed started to be used in two ATC centres (Maastricht and Miami) and will be implemented in other ATC over the next years.3. VDL-2 ensures a communication function. reduce manual intervention between loads . WIRED HIGH SPEED DATALOADING CAPABILITY (AEEC 615A) • General: The ATSU has now the capability to support wired high speed data loading specification AEEC-615A (Ethernet loading usually called ARINC-615A). trouble shooting aids in case of loading issue Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. which consists in integrating an Ethernet module in the ATSU • Benefits: A joint utilisation of a high-speed-dataloading ATSU and of a SDL/PDL provides the following benefits: .Facilitated maintenance operation: .2. the VDL-2 should be used for ATC purpose. It must be noted that another service provider (namely SITA) has already taken the needed provisions on their ground stations throughout both Europe and USA for a quick upgrade to VDL. which enables airlines to save additional operating costs. Although mostly developed to overcome the current ACARS networks congestion. only one of them can be used at the same time.

an RFC (Request For Change) must be issued for the “basic functions” package (see §5.2. • Operational use of ATS623 As part of the certification. which consists in the installation of a dedicated plug in the avionics bay along with the integration of an Ethernet module in the ATSU. all associated uplinks are inhibited. 5. For operators wishing to modify their aircraft configuration. Although very similar to FANS A as far as the DCDU and MCDU displays and handling are concerned.3) requires a hardware modification. a departure clearance scenario is proposed to depict the main points that are linked to the three applications. They indeed are put in a buffer and are displayed once out off the inhibition phases.2.2. 84 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.4.3. CLEARANCES AND DIGITAL ATIS APPLICATIONS (ATS623) • ATS623 Main HMI principles In Appendix I.FANS A+ RETROFITS To upgrade aircraft systems from FANS A to FANS A+ standards.7011/03 .6). Remark: the provision of AEEC615a capability (option detailed in §5. and as such. and has been adapted to take account of these differences. the operational conditions for a use of the ATS623 is as follows: .2. the ATS623 operations do present some differences that have to be known (refer to 4. cannot be processed by the system in the same way as CPDLC for instance.2.1) and a specific RFC for capabilities to be activated separately (options).All flight phases for D-ATIS .5 – FANS A EVOLUTION 5.2. The associated HMI (DCDU mainly) is thus slightly different. The most important point is that Oceanic Clearance and Departure Clearance are not true FANS A services.Pre-flight and En-Route phases for both DCL and OCL .During Take off and landing phases. only a software update is necessary for basic package and options (no hardware components need to be changed).

High speed dataloading capability (AEEC 615a) FANS A+ RETROFITS To upgrade aircraft systems from FANS A to FANS A+ standards. a new standard. 2004 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Digital-ATIS applications) .7011/03 85 . has been developed.ATS623 (Departure and Oceanic clearances.interoperability and standardisation objectives .6b) and FMS Pegasus 2 software (as detailed in Appendix G). FANS A ACARS Router ATSU Software CLR3.5 FANS A with enhanced ADS ACARS Router ATSU Software CLR3. bear in mind… Enhance ADS Current FANS A ADS system can be enhanced through the updates of the ATSU software (CLR3.6 FANS A+ ACARS Router ATSU Software CLR4. called FANS A+. FANS A+ Standard To improve the current FANS A package and extend the use of data link services.functional evolutions ♦ New data link services have also been added with the introduction of : .HFDL capability for ATC (once this service is approved) .VDL mode 2.5 1Q-2003 Enhanced ADS automatically provided with FANS A+ package Jan.5 – FANS A EVOLUTION Please.operational / in service feedback from operators . ♦ Improvements address points coming from: . only a software update is necessary (no hardware components need to be changed).improvement of Human Machine Interface (HMI) . so as to increase the capacity for ATC communications .

86 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

.........................................2........................................................................10................... Singapore ......................................95 6.........88 6..... Indian Ocean : South Africa ...................90 6.6... FANS A WORLD STATUS ............................................................................................................................6.................................................... Bay of Bengal ................................ North Atlantic (NAT) .1..96 6....................8.....91 6......... Indian Ocean : Australia.....................................89 6.......7011/03 87 ...... South Atlantic................. China............96 6.....5............................3.........................................................................88 6....... Status of FANS A implementation.................................9..... Pacific Ocean ..................................91 6.................................................94 6...97 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.........................................................................................7............................................... North Canada .................................................4..................

. do not provide the same services. FANS A WORLD STATUS 6.Both ADS and CPDLC.1.7011/03 .6 – FANS A WORLD STATUS 6. These FIRs may provide the following FANS functions .ADS only . All FIRs which are FANS equipped. STATUS OF FANS A IMPLEMENTATION For the time being only remote areas such as oceanic or desert areas are implemented with FANS.CPDLC only These FANS capabilities are represented on the following chart (based on data available in April 2003) : FIR using FANS = Full FANS (ADS + CPDLC) = CPDLC only = ADS only = ADS only + CPDLC trials = ADS and/or CPDLC trials = ADS-B only = ADS and/or CPDLC planned before 2005 Note: New York Oceanic service area (KZWY) is expected to implement ADS in September 2003. 88 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

• The NAT CPDLC operational airspace consists of New-York Oceanic Control Area. Typically.4.2. on a Europe / North America flight (Eastbound and Westbound). OPERATIONAL CONCEPT The use of ADS to report position over waypoints is called ADS Waypoint Position Reporting (ADS WPR). Iceland (Reykjavik) and Portugal (Santa Maria) have indicated that they may be able to begin CPDLC pre-operational trials in 2004. NAT OPERATIONAL PROCEDURES They are based on a "Guidance material for ATS Data Link Services in the NAT Airspace".nat-pco.2. NORTH ATLANTIC (NAT) 6. This document may be downloaded from the NAT PCO (North Atlantic Program Coordination) web site: http://www.6 – FANS A WORLD STATUS 6.5674 E-mail: harrisd@navcanada.coulson@nats. ADS WPR is done at the 5 longitude crossings (10°W.7011/03 89 . • 6.3). 40°W.is Fax: 44 1293 576452 Fax: 354 552 2744 Leifur Hakonarson CAA Iceland Ph: 354 569 4100 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. AREA OF APPLICATIONS • The NAT ADS airspace consists of both: . Waiting for the implementation of ADS. 30°W. In addition to the above NATS operations. Both ADS and CPDLC trials have started in Canary Islands FIR (see South Atlantic operations §6.Shanwick Oceanic Control Area . It is to be noticed that CPDLC trials are carried out in both Gander and Shanwick OCA.Gander* Oceanic Control Area .uk E-mail: leifur@caa. it is to be noted that the New York oceanic FIR (KZWY) provides full CPDLC services and is to implement ADS in September 2003. the main NAT operational procedures are given in Appendix E. 6.New York Oceanic Control Area (September 2003) * Gander Oceanic CTA encompasses the Gander Oceanic FIR and that part of the Sondrestrom FIR south of 63°30' and above FL195 ** Reykjavik CTA encompasses the Reykjavik FIR and that part of the Sondrestrom FIR north of 63°30' and above FL195.2. 6.Reykjavik** Oceanic Control Area .2. pilots should send their required position reports using CPDLC.2.ca E-mail: john. POINT OF CONTACTS Nav Ph: (613) 563-5674 Don Harris Canada Manager.Santa Maria Oceanic Control Area .org For deeper interest.1. Procedures John Coulson UK NATS Ph:44 1293 576385 Fax: (613) 563. 50°W). 20°W.3.co.2.

the main South and Central Atlantic operational procedures are given in Appendix E.7011/03 . satmasat.3. The CANARIAS ATS unit (GCCC) ensures those services.com Operators using SITA as their DSP Eduard Blasi SITA Ph : + 33 1 4641 2473 Fax :+ 33 1 4641 1978 eduard. 6.com For deeper interest. Furthermore. AREA OF APPLICATIONS A protocol was developed by Cape Verde and Spain in order to enable Sal (Cape Verde) ACC to receive information from Canary Island ADS system. which can be requested to SATMA (South Atlantic Monitoring Agency) or directly downloaded from its web site: www. 6.2. 6.3. Spain is initiating protocols for “ADS sharing” with other members of EUR/SAM Corridor. OPERATIONAL CONCEPT CPDLC for position reports and ADS functions may be exercised within the Canarias airspace for operational evaluation trials.int 90 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. POINTS OF CONTACT Contact points for the SACCAN FANS A operational evaluation trials within SATMA are as follows: Jorge Cabrera Umpiérrez (Operational Support Department) Jorge Ascensión Godoy (Operations Management Department) AENA Ph : + 34 928577060 Fax :+ 34 928577052 jagodoy@aena. OPERATIONAL PROCEDURES Details about the SACCAN system and necessary detailed procedures to participate in the trials can be found in the document titled “Guidance material on SACCAN FANS A operational evaluation trials in Canarias airspace”.3.6 – FANS A WORLD STATUS 6.4.3. such as Brazil (Recife) and Senegal (Dakar). SOUTH ATLANTIC 6.es AENA Ph : + 34 928577057 Fax : + 34 928577052 jcupierrez@aena.3.3.blasi@sita.1.es Operators using ARINC as their DSP Terry Anton ARINC Ph : 410 266-4027 Fax :410 573-3515 txa@arinc.

The 5 following ATC centres have been involved so far: .Auckland ACC .4. the South Pacific has been used as a trial area for data link operations.ca 6. Waiting for HFDL to be approved as an ATC media.7011/03 91 .5. CPDLC and ADS procedures have been experienced and fine tuned.Oakland ACC .Tokyo ACC Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.1.ca dimockn@navcanada. POINTS OF CONTACT Nav Canada John Fekkes Nav Canada Norm Dimock Ph: 1 613 248 6930 Ph: 1 613 248 6859 Fax: 1 613 248 6802 Fax:1 613 248 6802 fekkesj@navcanada. NORTH CANADA 6. 6.Brisbane ACC • Based on the procedures that have been developed in the South Pacific data link operations are in use on routes of both the North and Central Pacific where the controlling centres are: .5. Such an upgrade could facilitate air transport flights that take the polar routes between North America and the Asia-Pacific region. • PACIFIC OCEAN 6.4.Anchorage ACC . Specific operations have been developed so as to increase the operational benefits of the operators under the auspices of the ICAO ISPACG group (Informal South Pacific ATC Co-ordination Group).Tahiti ACC . AREA OF APPLICATIONS For more than 7 years .AREA OF APPLICATIONS Independent of NAT Region. Nav Canada also plans to expand its domestic data link service into Canada's northern airspace by making its Edmonton (CZEG) area control centre ADS and CPDLC-capable in early 2004.1.2.6 – FANS A WORLD STATUS 6.4. ADS and CPDLC services will be limited to 80°N (satellite coverage limitation).Nadi ACC .Oakland ACC .

All this transaction with ATC is done through CPDLC. In addition. 92 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Although promising. Now. These have been asking for the possibility to define their own routes according to the daily conditions.7011/03 . are precise enough within the frame of the flight. Differences of up to around 15 minutes of flight time are claimed by the operators. which is not available in all ATC centres. DARP is used on some User Preferred Route (detailed below). as used by the airlines. because it happens that the current wind models.5.2. ADS: It is used by all the ATCs within the Pacific areas (except Oakland and Anchorage. 50 NM lateral separation is already used in New Zealand airspace and throughout Oakland's airspace between RNP-10-capable aircraft (75NM between RNP-10 and non-RNP-10 aircraft and 100NM between non-RNP-10 aircraft). this procedure (detailed in Appendix F) has not been used very much for the time being. These UPR procedures are generalised throughout South Pacific. ATC) . DARP cannot be generalised because it needs AIDC between the various ground ATC. DARP (Dynamic Airborne Route Planning): This type of operation has been specifically developed to take full advantage of the weather conditions as they appeared along the average 14 hours flight in the SOPAC. Once primarily negotiated with the concerned ATCs. The User Preferred Route procedure (UPR) is by far preferred by the airlines. It is then up to the crew to decide and negotiate for the new route. It consists in allowing an in-flight dynamic re-routing once better wind conditions are known. which should be equipped in 2004). They file their UPR Flight Plan.6 – FANS A WORLD STATUS 6. a new flight plan is sent by AOC to the aircraft via ACARS into the FMS secondary flight plan. AOC. • UPR (User Preferred Route): The wind models used by the airlines are not the same than those used by the ATC when the daily PACOTS routes are defined. • Reduced lateral separation (50Nm) As previously mentioned. It is to be notice that 30/30 lateral and longitudinal separation is to start in the Tasman sea area. Activating the DARP procedure requires a good co-ordination between all involved actors (Aircraft. But PACOTS tracks are only defined with 50NM lateral separation outside areas of known or forecast convective weather. OPERATIONAL CONCEPT • • • CPDLC: It is used as the primary means of communications within the Pacific FIRs.

Tahiti: Jean-Pierre VIVO Tahiti Carle Carle_jean-pierre@seac.fj .nz Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.nz ACNZ Ph: 64-9-2568077 Fx: 64-9-275-3106 Radfordp@airways.5.co.com Ph: 510-745-3836 Fx: 510-745-3826 Bob.gov/ats/ato/130.com.hansen@faa.com. This document may be downloaded from the FAA-Oceanic Procedures Branch (ATP130) web site: http://www. Imposition of Required Navigation Performance RNP-10 in the Central Pacific has enabled the reduction in the lateral separation minimum from 100 nautical miles to 50 nautical miles.Auckland: Mark Goodall Paul Radford ACNZ Ph: 64-9-275-3109 Fx: 64-9-275-3106 Goodallm@airways.7011/03 93 .gov .Fiji: Inia Tueli J.faa. Seetom SASL-Fiji Ph: 679-725110 Fx: 679-724-525 Sasl@is.6 – FANS A WORLD STATUS The end-to-end data link system is now sufficiently reliable to support 50NM lateral spacing in the south Pacific. All the operations are described in the so-called POM (Pacific Operating Manual) which has now been used as a basis to other areas in the world.3. POINT OF CONTACT .co. Contingency procedures for 300 feet climbs are being developed and will provide a level of safety in all scenarios. Weather deviations occur frequently in the south Pacific but application of RVSM provides an opportunity for more flexibility and for added contingency procedures that pilots can use if a weather deviation clearance cannot be provided.Oakland: Jerry Audiat FAA Robert Hansen FAA Ph: 510-745-3320 Fx: 510-745-3628 Jerry.fj Seetomj@afl.Audiat@FAA.pf . Refer to POM manual for description of all the procedures in use.htm 6.

Japan: Yoshiki Imawaka Yoshinori Furukawa JCAB Director ATC Div JCAB Ph: 81 3 3581 6672 Fx: 81 3 3580 7971 YoshikiImawaka@so.1.co.2. B and C have been defined: .au .Brisbane: Adam Watkin Air Services Australia Ph: 61-7-3866-3421 Fx: 61-7-3866-3257 Adam.gov. 6.6. 6.United States: Jerry Audiat Robert Hansen FAA Ph: 510-745-3320 Fx:510-745-3628 Jerry.6.6.Area C covers the Atlantic Ocean part (Up to 10°W in the Johannesburg Oceanic FIR) Appendix E highlight the main operations principles within this area. For further details. Johannesburg ATC centre (FAJO) ensures those services.za Manager ATNS Ph: 2711 928 6433 Fx: 2711 928 6420 Stuartr@atns.motnet. AREA OF APPLICATIONS Three areas A.motnet.Audiat@FAA. refer to the Indian Ocean Operating Manuals (IOOM).6.co.za Stuart Ratcliff 94 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. or over the oceanic routes (Indian and Atlantic). OPERATIONAL CONCEPT CPDLC for position reports and ADS functions may be exercised along some African routes below the equator line.Area B covers the Indian Ocean part (Between 75°E and Johannesburg and down to 60°S ) .hansen@faa.jp y-furukawa @so. POINTS OF CONTACT A J Bradshaw G AL ATNS Ph: 27 11 392 4895 Fx: 27 11 392 3946 arthurb@atns.6 – FANS A WORLD STATUS .Area A is the continental part over the South part of Africa (South latitudes) .7011/03 .go. INDIAN OCEAN : SOUTH AFRICA 6.3.gov .jp 6.com FAA Ph: 510-745-3836 Fx: 510-745-3826 Bob.go.watkin@airservices.

Melbourne (YMMM) .Brisbane (YBBB) 6.1. SITA or ARINC) and therefore have been unable to logon to Australian data link system until the registration is completed. then only ADS position reporting is required by the ATC. For further details.On the FIR boundary for aircraft inbound to Australian airspace .roberts@airservices. which describe data link operations within Australian airspace. other than the aircraft and crew to meet the FANS training/performance standards of their State of Registration.7. There are two Australian FIRs: . (No CPDLC or voice position report is then required).7. and providing that ADS is operating normally.7. Australian ATC does not have any requirements for new FANS operators. Inside VHF voice range CPDLC is used in conjunction with VHF on certain routes. A CPDLC position report is required at the first contact: . Appendix E highlight the main operations principles within this area.g.gov. INDIAN OCEAN : AUSTRALIA 6. POINTS OF CONTACT Craig Roberts Adam Watkin Air Services Ph: 61-3-9339-2615 Australia Air Services Ph: 61-7-3866-3421 Australia Fx: 61-3-9339-2108 Fx: 61-7-3866-3257 Craig.3. 6. ADS is thus used for this purpose on all routes outside radar coverage and allows lateral/longitudinal separation 30/30 Nm. both ADS and CPDLC are used in Australian FIRs.On being transferred to datalink from voice for outbound aircraft Once the CPDLC position report is received by the ATC (which is only used to confirm that the FIR is the CPDLC data authority).au Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 95 . OPERATIONAL CONCEPT CPDLC: is the primary means of communication outside VHF voice range and is used in conjunction with an HF backup frequency. AREA OF APPLICATIONS According to ERSA NAV/COMM §2-5.2.au Adam.watkin@airservices. but primarily outside radar coverage (generally the traffic within radar coverage is too busy for FANS A CPDLC). Emphasis is thus put on the correct preparation of data link operations. Australian ATC has noticed that some new FANS operators have not had their aircraft registered correctly with the datalink service providers (e. and unless otherwise specified.gov.7. refer to the Indian Ocean Operating Manuals (IOOM).6 – FANS A WORLD STATUS 6.

Myanmar and Thailand have published the route with special conditions. 6. the Singapore FIR does support both CPDLC and ADS operations (The 4-letter address code is WSJC).1. OPERATIONAL CONCEPT Although of a limited geographic area.9.6 – FANS A WORLD STATUS 6.a-net.9.2. The Singapore CAA are waiting for international separation standards to be finalised to introduce reduced separation standards.1. ADS and CPDLC are the aircraft capabilities pre-requisites. OPERATIONAL CONCEPT India. POINTS OF CONTACT S. POINT OF CONTACT Soo Kiat Goh CAAS/OP Soo_Kiat_Goh@caas.sg 6.Phuket.8. 6.8. These are used on the South China Sea area (which is outside radar coverage) of the FIR.9. thus providing for a better knowledge of the aircraft position and for easier communications in these areas of poor HF operations.9.2.Yangon. Thailand (VTBB) 6. AREA OF APPLICATIONS The L759 route (previously UM501) crossing above Bay of Bengal has been the very first one to be defined for specific FANS operations.net.P. The published requirements can be get from the local AIPs authorities.3. Sikka U YAO SHU G Manager-Ops Airports Authority-India t al Ph: 91 11 465 2649 Fx: 91 11 461 1078 Fx: 95 665124 suriya_bacc@radius.Phuket. Myanmar .7011/03 . Myanmar (VYYF) . BAY OF BENGAL 6. India . namely RNP4. This route crosses over three FIRs: .gov. SINGAPORE 6. less delays due to increased airspace capacity should bring the first benefits to airlines.th Director ATS Dep of Civil Ph: 5 11 665 144 Aviation Myanmar Bangkok Area Control Ph: 662 285 9405 Suriya Samittachatti Centre Thailand 96 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.8.Calcutta. Once introduced.Calcutta.Yangon. India (VECO) . Thailand The three ATC centres are respectively: .

6. Procedures may be get from the local AIPs authorities.cn Ph: 8610 67318866 Fx: 8610 6731 8482 lixin@atmb.10.net.1. OPERATIONAL PROCEDURES The route is RNP 4 or less.10200m / 11400m on the Urumqi to Kunming sector . 600 metres vertical separation.net.3. Both CPDLC and ADS operations are carried out through Satellite data link in a first step.Urumqi (ZWWW) It is to be noticed that ADS and CPDLC operational trials are conducted along route A588.Kunming .10.cn Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. AREA OF APPLICATIONS A specific FANS route (L888) has been opened along Western China over Tibetan plateau.7011/03 97 . 6.Urumqi .Lanzhou (ZLLL) .Kashi The diverting routes are described in the AIP.10. Four FANS equipped stations ensure CPDLC and ADS services along this route: .10. POINTS OF CONTACT Yi Qun Deputy Director Li Xin CNS/ATM Division ATM Bureau CNS/ATM Division ATM Bureau Ph: 8610 67318866 Fx: 8610 6731 8482 yiqun@atmb.6 – FANS A WORLD STATUS 6.Kunming (ZPPP) . An AIP has been published to describe the data link capabilities supported by the China Air Traffic services on this Chinese western route.Chengdu (ZUUU) .9600m/10800m/12000m on the Kunming to Urumqi way The route is defined as follows: BIDRU MAKUL DONEN NIVUX LEVBA PEXUN SANLI LUVAR MUMAN TEMOL LEBAK TONAX NOLEP SADAN KCA(VOR).2. CHINA 6. Alternate airports along the route are: .Chengdu . it provides 10 minutes longitudinal separation. and the available flight levels are: . in Shenyang FIR (ZYSH).

) I c e la n d C anada C anada S o u th A t la n t ic W e s te rn E u ro p e E a s te rn E u ro p e C e n t r a l A s ia C a n a r ie s Is .0 3 X X X X X X X 4 Q -0 3 3 Q -0 4 X X X 4 Q .7011/03 . S ta te F ra n c e F r e n c h P o l.H a r b in ( A 5 8 8 ) S in g a p o r e M a n ila Taegu H ong Kong H anoi M a a s t r ic h t M ia m i C a ir o T e h ra n X X X X X X X X X X 2004 2004 X X 2005 X 2005 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X 3 Q -0 3 X X X X 2004 2004 2004 X 2004 X X 2005 4 Q -0 3 X X 2005 X O p e r a tio n a l CPDLC A D S -C X X X X X X X X X X X 4 Q .0 3 X X X X X X T r ia ls CPDLC A D S -C S o u th P a c i f ic N o rth P a c i f ic In d i a n O cean M adagascar S e y c h e lle s S o u t h A fr ic a M a u r itiu s G r e a t B r ita in U n it e d S ta t e s P o rtu g a l N o rth A tla n tic G r e e n la n d ( D e n . N o rw a y Sw eden R u s s ia n F e d e r a t io n R u s s ia n F e d e r a t io n U z b e k is ta n M o n g o lia I n d ia I n d ia M yanm ar T h a ila n d S ri L a n k a I n d o n e s ia I n d o n e s ia M a la y s ia Lao PD R C h in a C h in a C h in a C h in a C h in a S in g a p o r e P h ilip p in e s K o r e a . S o u th H o n g K o n g . NTTT NFFF NZZO YBBB YMMM R JTG KZAK PAZA* YBBB YMMM FM M M FSSS FAJO F IM M EGGX KZW Y LPPO BG G L* B IR D CZQ X CZEG * GCCC G VSC ENO B* ESO S UHMM* ULM M * UTTT ZM BZ VECF VOMF VYYY VTBB VCCC W AAZ W II Z W M FC V L IV ZPKM ZPKM ZLHW ZW UQ ZYSH W SJC RPHI RKTT VHHK VVGL EHBK KZM A HECC O IIX F IR T a h iti N adi A u k la n d B r ib a n e M e lb o u r n e Tokyo O a k la n d A n c h o ra g e B r is b a n e M e lb o u r n e A n t a n a n a r iv o S e y c h e lle s J o h a n n e s b u rg M a u r itiu s S h a n w ic k N e w Y o r k O c e a n ic S a n ta M a r ia . C h in a V ie t n a m M a a s t r ic h t U n it e d S ta t e s Egypt Ira n B ay of E q u ip m e n t T e s t O p e r t a t io n s Far East ATN M id d le E a s t * : p e n d in g H F D L a p p r o v a l a s a t e r tia r y m e d ia fo r A T C .6 – FANS A WORLD STATUS Synthesis The table underneath is based on data available in April 2003.) Bodo S t o c k h o lm M agadan M u rm a n s k Tashkent U la a n B a to r K o lk a ta C hennai Yangoon Phuket C o lo m b o U ju n g J a k a rta K u a la L u m p u r V ie n t ia n e K u n m in g ( L 8 8 8 ) C h e n g d u (L 8 8 8 ) Lanzhou (L 8 8 8 ) U ru m q i (L 8 8 8 ) S h e n y a n g . ( S p a in ) C a p e V e rd e Is . T a h it i F iji N e w Z e a la n d A u s t r a lia A u s t r a lia Japan U n it e d S ta t e s U n it e d S ta t e s A u s t r a lia A u s t r a lia U IR i d . A z o r e s S o n d re s tro m ( R e y k la v ic & G a n d e r C T A s ) R e y k ja v ik G ander E d m o n to n L a s P a lm a s ( C a n a r y I s la n d s ) S a l (C a p e V e rd e Is . F A N S s e r v ic e s a r e n o t p r o v id e d a b o v e 8 0 ° N 98 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

.........2. Flight crew training / qualification..4.................4...............103 7.........2........................................100 7...3....................103 7..................101 7..1..............3............................................................................... Impact on aircraft configuration ...............3...111 7..................................3........................................2.......101 7............. Contracts with Datalink Service Providers (DSP) ....2...4..................3.............................7...........4..........102 7.......................................... Get the operational approval ...5....................................................4............................................101 7.......... AMI database of the FMS ..........................7011/03 99 .................101 7.... Maintenance training ..101 7.......................................102 7..........................1......2........2............................1. General ..... STARTING FANS OPERATIONS.........100 7.100 7...3........1......102 7............... ATSU scan mask ................................ Aircraft configuration.................. DataLink: contracts and declarations ....................111 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945...... General.........................4.................... Approved documentation .......................................................100 7... SATCOM user ORT........4........................................2........ Recommendations..... Aircraft declaration to DSP and ATC centres.............3.............................................................................

DATALINK: CONTRACTS AND DECLARATIONS The air/ground data communications can be made through the three following communication media: • VHF • SATCOM • HF As of today.2. it is necessary to have a contract with at least one of the major service providers (ARINC or SITA) for SATCOM datalink and VDL (VHF datalink). 4. STARTING FANS OPERATIONS 7.1.7011/03 .7 – STARTING FANS OPERATIONS 7. For these reasons the operator needs to ensure the following before starting FANS Operations: 1. whereas HFDL (already used to make AOC datalink) is to be certified for ATC communications at the beginning of 2004. data communication has to be ensured between the concerned Aircraft and the following entities: • ATC Centres • Information service • Airline host Or part of them depending on the operated area or the required services.e. 7. i.1. VHF and SATCOM are certified by Airbus to sustain both ATC and AOC datalink. To perform FANS operations. If an airline wishes to use more than one service provider. 3. 5. then two solutions may be considered: . GENERAL This chapter aims at providing airlines with administrative and technical guidelines so as to ensure proper operations of FANS A aircraft on FANS routes. on routes where AFN. ADS and CPDLC functions are required. 100 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.2.Place a contract with a unique service provider who will subcontract data handling to other service providers. Sign contract(s) with Datalink Service Provider(s) (DSP) Declare aircraft to these Datalink Services Providers Declare aircraft and its FANS capability to ATC centres of the operated routes Configure adequately the aircraft avionics Obtain the operational approval 7. 2. CONTRACTS WITH DATALINK SERVICE PROVIDERS (DSP) To operate in FANS environment.Place contracts directly with each service provider .

the aircraft ICAO address. Each new FANS aircraft entry into service must be declared to the service providers selected by the airline and to the ATC centres the aircraft will communicate with. IMPACT ON AIRCRAFT CONFIGURATION Once the airline has selected the datalink service providers.2.3. if selected GES are connected to datalink service provider networks to which the aircraft is not declared.2. This can be achieved through customisation of: . must be sorted by order of priority in the scan mask. and this may result in ATC Datalink message losses. the programming of the ORT will impact FANS operation if not done properly. This is an imperative condition to allow ATC datalink message exchanges between an aircraft and the ATC centre on the ground. 7. AIRCRAFT DECLARATION TO DATALINK SERVICE PROVIDERS AND ATC CENTRES For ATC datalink. Such unscheduled testing are indeed inconvenient for ground ATC centres. ATSU SCAN MASK The ATSU scan mask is a user-modifiable list of VHF Datalink Service Providers (DSP) that is used by the ATSU to operate in VHF datalink. i.3.3. must be declared to the GES (Ground Earth Station) the aircraft will operate with. and disturb them in their daily work. each individual aircraft must be declared.The SATCOM user ORT (Owner Requirements Table) for SATCOM datalink 7. In addition.2. FANS operation will be impacted.7011/03 101 . GES are connected to ARINC or SITA networks to provide SATCOM datalink services.1. DSP(s) to which the aircraft registration number has been declared FANS capable. and identified namely through its Aircraft Registration Number in Datalink Service Provider tables. Airlines must therefore set up a scan mask programming policy to be applied on each FANS aircraft. 7. SATCOM USER ORT The SATCOM user ORT (Owner Requirements Table) is a database in which the airline specifies the GES/satellites on which the aircraft SATCOM system will logon for both voice and data communications. The airline should make sure that all service providers to be potentially contacted by a given aircraft have been advised of its FANS capability and identification.e. the SATCOM AES (Aircraft Earth Station) identification.The ATSU (Air Traffic Services Unit) scan mask for VHF DataLink . the aircraft configuration needs to be adapted accordingly.3. 7. i. This is achieved through registering with Inmarsat using the Registration for service activation of Aircraft Earth Station (AES) form.2. The Initialisation procedure of the ATSU router (airline identification and scan mask) is provided through AMM 46-21-00-860-801. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. If the scan mask is not set properly. Therefore.e.7 – STARTING FANS OPERATIONS 7. RECOMMENDATIONS It is strongly recommended not to make spontaneous FANS testing with ATC centres when they have not been previously made aware of a given aircraft intention to operate in FANS mode.

1. AMI DATABASE OF THE FMS The FMS database called AMI (Airline Modifiable Information) allows activating the FMS/ATSU interface.3. To this end. In order to have FANS functions activated. stating what the applicant airline may have to demonstrate. it is necessary to have the datalink function enabled (§2. Airlines should advise their FMS supplier. training programs. as described in the previous parts. A wrong AMI definition can cause these FANS applications to be inoperative on a FANS aircraft. It is however expected that the following items will have to be complied with.Maintenance training .5. GENERAL REQUIREMENTS Based on the systems global description and operational points. the couple Satellite/GES through which they will operate for both voice communications and datalink. 7. by their FMS supplier. The ORT cannot be modified via MCDU. thus is less prone to programming errors than the ATSU scan mask.7 – STARTING FANS OPERATIONS The table (Appendix D) gives the GES code and associated Satellite code that are used by Airborne SATCOM systems to select.Approved operational documentation and procedures In complement to the FANS A certification system. Operational approval rules are not yet fully available and individual operational authority may choose the "means of compliance" (such as FAA AC 120-70). 7.4. the aim of this chapter is to provide the operators with recommendations and guidance material. that will help them to put in place operational procedures. according to the priority order set in the ORT. where they must specify the FMS optional functions they wish to use. so that a particular attention will be paid at AMI settings. the FANS A Airworthiness Approval Summary document has been written for certification and provided to both the airline and its authority (refer to Appendix K). For FANS A+ approval.Flight crew training/qualification . by the applicant airline: .7011/03 . that the aircraft on which the AMI will be loaded have the FANS function activated.3. GET THE OPERATIONAL APPROVAL 7.4. FMS data are required by the ATSU to operate in ADS. AFN and CPDLC. the airworthiness authorities of the applicant airline may require additional demonstration activities for specific environment or operational conditions. Airlines are required.Aircraft configuration .1 of Honeywell AMI worksheet). to fill-in a form called AMI worksheet. and maintenance needed to obtain the operational approval to use CPDLC and ADS. an Airworthiness Approval Summary document will also be available early 2004. 102 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

Remark: To operate in the South Pacific and take benefit of the problem analysis as currently proposed by the FIT (FANS Interoperability Team.1 ATSU . FLIGHT CREW TRAINING / QUALIFICATION 7.1.FWC at appropriate standard .UTC Time Clock .3 VDR .SATCOM system .4.2 second generation FMS: Honeywell Pegasus or Thales FMS2 (once certified) .2 HF The list of the approved FANS aircraft configuration will be kept updated by Airbus. knowledge and operational use of the three C.MDDU at appropriate standard .2 DCDU . In particular the following list of equipment shall be implemented: .4. Compliance to this list will have to be ensured. 7.7 – STARTING FANS OPERATIONS Based on this document. the scope of additional tests may be defined: . They should be part of the programmes to be presented to the airworthiness authorities. which lists the assumptions on the ground environment and gives a synthesis of the tests carried out for certification. N and S dimensions of the CNS/ATM concept. subgroup of the ISPACG).Interoperability test scenarios .Verification of the safety and performance criteria with regards to the considered environment 7.2 “Attention getter” pushbuttons on the glareshield .7011/03 103 . GENERAL RECOMMENDATIONS Operating an aircraft in a FANS type environment requires from the crew understanding. The following develops recommendations to assure flight crew qualification for a safe and efficient use of data link communications and surveillance systems. The Navigation aspects are addressed in the “Getting to grips with modern navigation” brochure.4. AIRCRAFT CONFIGURATION The aircraft should be configured in accordance with the approved certification configuration for FANS A operations.3.2. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. a strict adherence to the South Pacific Operations approved aircraft configuration list will have to be observed.MCDU with the "ATC COMM" key .3.

handling of up and down link ATC messages or ATC operating procedures) should be taught so as to develop skills and practices for the considered FANS environment. transition. 104 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the FANS training can be proposed in various options: initial. ACADEMIC TRAINING The aim of the academic training is to familiarise the flight crew with the main characteristics of the digital communications. It is Airbus opinion that the initial qualification should be made of the following components: • Half a day familiarisation course. the various concepts and interacting elements. PROPOSED QUALIFICATION MEANS A training program has been discussed with the main airworthiness authorities FAA/JAA. the involved aircraft systems and relevant operating procedures to be applied should be covered in a dedicated academic training.2. contact your Airbus Customer Service Manager.g.7 – STARTING FANS OPERATIONS To this end. as used in a CNS/ATM context.4. through the interactive CD-ROM developed by Airbus.3. a CBT license is needed. Note: To obtain a CD-ROM. For further information.7011/03 . and emphasise the main operational critical points. pilots will be introduced to the basic principles of CNS/ATM concept. In a first step prior to FANS operations. the following points will be emphasised in preparing the flight crew training programs: • Basic knowledge of the overall CNS/ATM environment for which.3. • "Home work" training for each pilot. As soon as the FANS training are available in the simulators. Specific Human Factors points pertaining to the data link communications should be carefully addressed (they are mentioned in the here below "academic training" chapter. • • • 7. • One operational flight conducted with an airline check pilot. The individual airline should submit its own training program to its relevant authority to get the operational approval. 7.3. recurrent or upgrade training or qualification programs. Such an initial training may be based on the CD-ROM developed by Airbus or given as a first step. Operational use of data link communications (e. to address the academic training.4. Initial evaluation and recurrent training have to be part of the approved syllabi.

In particular. terms to be used and information to be exchanged. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Flight crews should be made aware of the nominal systems operations and performance parameters. Familiarisation with all the available means of communications (e. call addressing. Satcom both in voice and data communications) is expected at that stage. Use of CPDLC and ADS for instance. mode S or VDL 2. normal and abnormal use together with the limitations of the systems.7 – STARTING FANS OPERATIONS Once completed. ATC facility phone access. 3 or 4 will be included. At this stage. modified or specific points will be addressed during further programs.7011/03 105 . VDR. Later on. • Basic use of the AIM-FANS. as displayed on relevant charts or manuals.g. In particular Satcom voice procedures. the crews will be made aware of the DCDU / MCDU relations for handling of Clearances and Requests and of the role of the FMS in such operations. • Basic knowledge of the data link communications language. are based on an extensive set of formatted messages. Only the new. or given by the various service providers (ATC and communications). conventions and assumptions the main of which will have to be known. codes. The crews should be taught on the normal handling of the data link. The general characteristics of the data link communications will be given and the chain links of the components that exist in between a pilot and a controller will be emphasised. call ID and priority will be covered. C. agreed upon abbreviations. coping with the DCDU ATC messages reception and acknowledgement. The following points should be part of this academic training: • General presentation of the CNS/ATM concept. this program should not be repeated. HF. The crews will be made aware of and familiar with the existing terminology as used by the considered ATS. acceptance or rejection should be addressed. N and S together with the current trends for ATM should be described.

DCDU. separation criteria. warning lights. The following recommendations have been developed to cope with the specific issues of the data communications: The pilot responsible for the communications ensures that the situation awareness. The interaction of the various computers (e. printer. - 7. To this end. mostly covers this training syllabus. co-ordination and credits for use of data link The ATC requirements in terms of F-PLN classification. A special emphasis on the voice/data link communications transition in both normal and abnormal configurations will be given. Crew co-ordination should be completed before any action ensuing a received message is done or before any message or answer is sent to the ground. ATSU. FWC) or the relations in between their interface (e. through its interactive operational scenarios. • Basic knowledge of the main AIM-FANS components.g.3. It covers the data link communications items of the global FANS. Transmission times.7 – STARTING FANS OPERATIONS • Awareness of the ATS communications. equipment and controls in both the nominal and abnormal operations. FMS.7011/03 . the airline will have to demonstrate to its authorities that an operational training is done to provide all the flight crew members with the adequate training to perform their duties in an operational FANS environment. ECAM. while handling of the messages is done. operating procedures or MEL credits that are based on digital communications use should be known of the crews. • Human Factors considerations. The Airbus CD-ROM training device. procedures for its use must be carefully followed. MCDU. Emphasis will be done on the crew work sharing. so as to avoid simultaneous head down attention by both pilots..4.4. and comes in complement to the RNP/RVSM operational training (as described in the “Getting to grips with modern navigation” brochure). • Operational points This paragraph addresses the practical application of the operational procedures described in chapter 5.g. It may be presented by the airline to the airworthiness authorities as a "stand alone" computer-based instruction (CBI). is fully shared by the other pilot. constraints and limitations of these components should be known of the crews for a safe and efficient operation. 106 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. OPERATIONAL TRAINING In addition to the academic training. Although voice remains the ultimate back up mode. any message transiting through the DCDU (whether received or to be sent) will be read in a loud voice so as to ensure a common understanding and allow for a good cross checking between the two pilots. failure annunciation.) will have to be described here. as entailed by the ATC data link messages.

activating and deactivating ADS.Message handling The pilots should be trained on how to receive and interpret ATC messages.7011/03 107 . crews should be able to recognise "usual" failures and be fully aware of the tricks pertaining to the sensitivity of the end-to-end data link communications (Refer to the following recommendations). ROGER.g. pilots should be trained to monitor the appropriate HF primary and secondary frequencies through the SELCAL. relevant and appropriate responses to communications and surveillance failures) is of prime importance. switching from traditional voice based to digital communications control and coping with failures of these systems should be practised.. In particular.g... available functions).. Appropriate use of the pre-formatted answers of the DCDU (e. In addition. loading route clearance messages in the FMS. at pilot's discretion whenever required (emergency. medical advice. the meaning of the various displays. All but the "Special Recommendations" paragraph are addressed in the Airbus CD-ROM: . and through the following available means: .) together with the knowledge for storing and retrieving messages from the ATC messages logbook will be addressed. differed clearances) should be known from the flight crews. as provided by the FMS. Handling of automatically FMS proposed answers should be mastered.SATCOM SATVOICE may be considered. hazards. Will also be practised the operations that require simultaneous work on both the DCDU and the MCDU. whether they are traditional voice or new data link communications will have to be acquired. CANCEL. advisories. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Establishing and terminating CPDLC. UNABLE. Managing the communications systems The global use of the communications systems. or preparing requests on the ATC pages of the MCDU should be covered.g.VHF . WILCO. The automatism. Understanding the CPDLC / ADS phraseology is to be acquired. Whenever CPDLC is the primary means of communications. All the available controls and indicators of the AIM-FANS system should be known and used (e.g. timely. Whenever CPDLC is the primary means of communications.) ATS procedures and services Knowledge of the ATS procedures for the considered FANS area (e.HF .7 – STARTING FANS OPERATIONS The following lists the items to be tackled in a training course. the use of voice communications should be done as a complement. for monitoring and answering to some specific messages (e.

data link). In case a manual transfer is done. It is the pilot's responsibility to ensure that correct flight identification and registration number are used. pilots should verify that the expected ICAO 4 letter code for the region is displayed on the DCDU. the following list gives the main points to be underlined in the operational training: . the transfer of control between two FIR will have to be carefully monitored by the crew. Use of free text Limit the use of free text message to exceptional cases.7 – STARTING FANS OPERATIONS - Special recommendations Derived from the lessons learned during FANS operations in the South Pacific area. the operator ICAO 3-letter code is to be used (e. The applicable procedures will have to be strictly followed. Avoid abbreviations and acronyms since they may have different meanings to different operators.7011/03 .Until the AIDC function in between subsequent ATC centres is fully implemented. is very prone to errors. will cause the ground system to reject the connection. 108 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. . "ROGER" is the sole answer for an up linked free text message. Use standard English aeronautical terminology only. In particular. and should not send any message before this check has been done. Space and leading zeros in these identifications have to be carefully handled. FMS. Any other answer will keep the received message open. carefully apply the correct sequence of actions (as described in the "operational procedures" chapter or by the relevant ATC). Pilots should be fully aware that the flight identification of both the filed F-PLN and the one used for data link communications must be identical.g. . . Pilots should be made aware that free text messages cannot be treated by the automated station of the controller as a standard ATC message. ICAO ATC filed FPLN. no correlation between the free text and its answer can be provided. Flight identification The correlation of the flight identification. FIR transfer of control . between that expected by an ATC ground system according to the filed F-PLN. Whenever an automatic transfer is done. it is recommended to monitor it through the display of the active ATC centre on the DCDU. whereas TAP232 has been filed. As such. In particular. and that of the coded message exercised during the initial log on attempt (AFN). Attempting a connection with a TP 232 ident for instance.

Pilots should be aware of such occurrences. Position reporting Pilots should be aware that there is no ATC response to their CPDLC position report. wrong correlation of up/down links or even disconnection (in the case of transfer of centre). the flight crew should expect a further answer within 10 minutes. As such. Waiting for it.7011/03 109 . waypoints cease to be sequenced. Monitoring the correct sequencing of the waypoints together with the updating of the FPLN is thus to be recommended. .. "When can we expect. Delays in responding Both pilots and ATC answers to messages should be done as soon as possible. although the recommended procedures specify that the "END SERVICE" message is not transmitted while there are open messages. especially in those areas of flight where ADS (or CPDLC) position reporting is done. Waypoint sequencing When an aircraft is laterally displaced by more than a set distance (7NM for Airbus models) from the track defined by an active flight plan.g. . it is then recommended that the next message of the crew is based on an inquiry (e. and that only compulsory position reports are sent through data link (CPDLC or ADS).. The ATC ground systems are designed so as to address compulsory reporting points as defined on approved En route charts.Disconnection may also occur during FIR transfers due to pending uplink messages and this.") . Pilots are thus invited to check that their FMS F-PLN is consistent with these charts. . misunderstanding of replies. and to avoid a duplicate message. In case a STANDBY response has been received from the ATC. . Open message Open messages should be chased and it should be recommended to avoid sending messages whenever another one is open. This is to avoid crossing answers. If no answer comes on time. Answering multi-elements messages is prone to misunderstanding since it is done for the whole message itself and cannot apply to each element individually. they must not re-send their message.7 – STARTING FANS OPERATIONS . This affects the data transmitted in CPDLC position reports and prevents ADS waypoint events from triggering reports. the message remains open. Multi-element messages Multi-elements messages (up/down links) should be avoided. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

whether this is used as either a primary or a secondary means: . pertinence. Weather deviation procedures have been developed and published: .Signing contract with DSP and declaring aircraft to DSP and ATC centres of operated routes . 110 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. and make the aircraft visible. checking and maintenance programs to ensure their correctness. Increasing use of ADS and radar cover in some unexpected areas have shown that crews routinely deviate from track without a clearance for ATC.Nominal crew work share for an efficient handling of the messages . a 1000-foot vertical buffer will be provided.7011/03 . Abnormal configurations Pilots should be well aware of applicable procedures to revert to voice communications whenever a data link failure or misbehaviour is encountered. If ATC is unable to issue a clearance or if communication cannot be established. Weather deviation Weather deviation procedures should be emphasised in training. Clearances and use of offset should be highlighted. establish communications. The following lists the expected pilot's behaviour for an efficient use of the data communications systems. • Operational responsibilities Pilot responsibilities: During their operational training.Prompt and appropriate answer to up linked messages . .Appropriate emission of down linked messages .Configuring adequately the aircraft avionics. This is a simple modification of global contingency procedures. the aircraft should climb or descend 500 feet.Compliance with the voice clearance whenever this contradicts the data link one . Priority is given to aircraft which include "Due to weather" in requests or those using the urgency pro-word "PAN") . .Compensation of system failures through prompt back up voice . . timeless and effectiveness.Assuring follow up and evaluation of exceptional data link events.7 – STARTING FANS OPERATIONS . If ATC is unable to achieve the required deviation and maintain minimum horizontal separation. .Periodically assessing digital communication training. .Use of data link only within approved area and configuration Operator responsibilities: Operators have the following responsibilities regarding the use of digital communications: . flight crews should be taught of their responsibilities with regards to the use of digital communications.Verifying digital communications functionality for each environment to be used and when new or modified components or software are introduced.

Adhering to configuration control lists that may be recommended in some FANS areas. It is also recommended that the airline provide Airbus with information on their current avionics configuration and operating performance so as to ensure a good feed back on the FANS systems and documentation update. modification and use of testing tools are some of the points to be trained. VDR. 7.5. MAINTENANCE TRAINING To get its operational approval.4. unanswered messages. disconnection. FANS A AIRWORTHINESS APPROVAL SUMMARY This document (provided in Appendix K) is part of the manufacturer operational approval. Implementing the adequate Service Bulletins for approved configuration and ensuring software updates of the FANS systems are correctly incorporated should also be assured..g. Data link anomalies (failures. The aim is to train the maintenance personnel to properly implement. loss of messages.FANS A Airworthiness Approval Summary . the airline must demonstrate that an appropriate maintenance training program relative to the digital communications. FMS.4. might be part of the requirements. the operational and technical context may be evaluated and additional demonstration activities be asked by the authority.. In this program. procedural difficulties. Data link service providers can provide the airline with information on poor performance by individual aircraft.3. is given to its maintenance people. the procedures for digital communications maintenance will be consistent with that recommended in the relevant chapters of the aircraft maintenance manuals. DCDU.).7 – STARTING FANS OPERATIONS • Operational feed back Pilots should be encouraged to report on the overall performance of the FANS system. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.. printer.1. 7. very long response time. or replace the AIM-FANS equipment (e. The maintenance people should also be aware of the MEL items associated to the relief of FANS equipment.4. ATSU.MEL . APPROVED DOCUMENTATION The applicant airline should present to its relevant authority a set of documents to be approved. Specific data link events should be reported to the flight operations department or to the ATC whenever appropriate. It is expected that the following documentation will be required: .AFM 7. It can be made available to the national authority of the applicant airline.) Installation. This is part of the ICAO Annex 6. human factors issues should be reported through any appropriate devices according to the airline policies. so as to maintain recognised operating equipment and performance levels.5. Based on this document. paragraph 8. It contains the assumptions on the ground environment and a synthesis of the results of certification tests.7011/03 111 ..4. maintain.

7011/03 . dispatch with one HF only is still not granted for such area. Although the availability and the reliability of the SATCOM have proven to be good enough in South Pacific area.SATCOM Note : 2 HF are required for remote area further than VHF line-of-sight with or without FANS capability.4. in the frame of RNP/RVSM context (“Getting to grips with modern navigation” brochure). The airline should thus take provisions for some specific operating systems at dispatch. the following minimum equipment must be operative : * ATA 46-20 COCKPIT INFORMATION SYSTEM ATSU 1 DCDU 1 ATC MSG pb * ATA 23 COMMUNICATIONS .VDR3 . for CNS/ATM operations.5. In addition to the MEL provisions taken for the navigation equipment. FANS operations are related to operational aspects. Therefore it remains up to the operators to amend their own MEL for FANS operations. remote areas). As soon as HFDL is available and authorized for ATC data link purpose. provisions will have to be taken for the digital communications equipment. The MEL items for data link communications may depend on the considered FANS route (oceanic. However.5. and therefore Airbus current policy is not to include FANS considerations in the MMEL. AIRPLANE FLIGHT MANUAL The airplane flight manual shall reference the FANS A Airworthiness Approval Summary document (provided in Appendix K). * ATA 34 NAVIGATION .1 GPS Note : GPS is needed for ensuring position/time report accuracy 7. continental.2.4. 112 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.1 FMGC Note : Second FMGC or its Nav Backup function may be required in function of the RNP of the planned route.7 – STARTING FANS OPERATIONS 7. and consider the consequences of their loss on the data link communications.3. dispatch equipment list may be reconsidered. MEL (MINIMUM EQUIPMENT LIST) The airline should submit its intended MEL for operation of FANS routes to its airworthiness authority. * ATA 22 AUTO FLIGHT .

. the SATCOM AES (Aircraft Earth Station) identification. This is achieved through the SATCOM commissioning procedure. However. Configure adequately the aircraft avionics 5. Declare aircraft and its FANS capability to ATC centres of the operated routes 4. bear in mind… To ensure proper operations of FANS A aircraft on FANS routes. the MEL and the AFM to be approved. Impact on aircraft configuration Once the airline has selected the datalink service providers.The SATCOM user ORT for SATCOM datalink Operational approval Rules are not yet fully available and individual operational authority may choose the "means of compliance" stating what the applicant airline may have to demonstrate. the aircraft ICAO address. i. This can be achieved through customisation of: .The ATSU (Air Traffic Services Unit) scan mask for VHF DataLink . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Declare aircraft to these Datalink Services Providers 3. • In addition.7 – STARTING FANS OPERATIONS Please. It is strongly recommended not to make spontaneous FANS testing with ATC centres when they have not been previously made aware of a given aircraft intention to operate in FANS mode.7011/03 113 . must be given to maintenance people .Aircraft configuration The aircraft should be configured in accordance with the approved certification configuration for FANS A operations .Flight crew training/qualification Operating an aircraft in a FANS type environment requires from the crew understanding.e. it is necessary to have a contract with at least one of the major service providers (ARINC or SITA) for SATCOM and VDL datalink • For ATC datalink. the following items will have to be complied with: . Sign contract(s) with Datalink Service Provider(s) (DSP) 2. the aircraft configuration needs to be adapted accordingly. knowledge and operational use of the three C. Obtain the operational approval Contracts with Datalink Service Providers • To operate in FANS environment. the operator needs to ensure the following before starting operations: 1. must be declared to the GES (Ground Earth Station) the aircraft will operate.Approved operational documentation The applicant airline should present to its relevant authority the FANS A Airworthiness Approval Summary. N and S dimensions of the CNS/ATM concept. and identified namely through its Aircraft Registration Number in DSP tables. each individual aircraft must be declared.Maintenance training An appropriate maintenance training program relative to the digital communications.

7011/03 .114 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

ADS Report data C .Data Communications Service Providers - D .FANS Operational Procedures Pacific FANS operations Indian ocean FANS operations North Atlantic FANS operations South Atlantic FANS operations New York oceanic CPDLC service area INMARSAT ARINC SITA F .OIT/FOT Ref.Dynamic Airborne Route Planning (DARP) G . 999.CPDLC messages and their meaning B .SATCOM Operators E .FANS A Airworthiness Summary Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Operational Scenarios FANS A+ I .0001/03: New Air Traffic Services Unit (ATSU) aircraft interface K .APPENDICES APPENDICES A .7011/03 115 .Operational Scenarios ATS623 J .Operational Scenarios FANS A H .

Indicates that ATS has received the message and will respond. UNABLE. All up and down messages have been classified into operational groups. The pilot is informed that the request is being assessed and a long-term delay can be expected. will not close the uplink message. ROGER. AFFIRM. Remark: The response is typed through the MCDU scratch pad after having pressed the DCDU “MODIFY” key. will close the uplink message. UNABLE. ROGER. Only the actual referenced response (time. Indicates that ATS has received and understood the message. WILCO. will close the uplink message. The exchange is not closed and the request will be responded to when conditions allow. Response required. Yes No RESPONSE NE NE 2 REQUEST DEFERRED NE 3 4 5 ROGER AFFIRM NEGATIVE NE NE NE 116 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Indicates that ATS has received the request but it has been deferred until later. AFFIRM. heading. speed. as defined by the EUROCAE ED-100 and endorsed by the ICAO ADS panel.…) will close the uplink message. NEGATIVE. The exchange is not closed and the request will be responded to when conditions allow. will close the uplink message. NEGATIVE. STANDBY.Responses and Acknowledgements UL 0 1 MESSAGE ELEMENT UNABLE STANDBY MESSAGE INTENT Indicates that ATS cannot comply with the request. Response not required Uplink . Additional comments provided by the ISPACG user forum are displayed in italics. The reference number is that of the initial ED-100. The abbreviations used for classification purpose are defined here below.APPENDIX A APPENDIX A LIST OF CPDLC MESSAGES WITH THEIR MEANING Listed in this appendix are all the FANS A and FANS A+ messages supported by the CPDLC.7011/03 . The pilot is informed that the request is being assessed and there will be a shortterm delay (within 10 minutes). ABBREVIATIONS W/U A/N R NE Y N CLOSURE RESPONSES WILCO.

7011/03 117 . RESPONSE R R 8 EXPECT CLIMB AT [position] R 9 EXPECT DESCENT AT [time] R 10 EXPECT DESCENT AT [position] R 11 EXPECT CRUISE CLIMB AT [time] R 12 EXPECT CRUISE CLIMB AT [position] R 13 AT [time] [altitude] EXPECT CLIMB TO R 14 AT [position] EXPECT CLIMB TO [altitude] R 15 AT [time] EXPECT DESCENT TO [altitude] R 16 AT [position] EXPECT DESCENT TO [altitude] R 17 AT [time] EXPECT CRUISE CLIMB TO [altitude] R 18 AT [position] TO [altitude] EXPECT CRUISE CLIMB R 19 MAINTAIN [altitude] W/U Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Vertical Clearances UL 6 7 MESSAGE ELEMENT EXPECT [altitude] EXPECT CLIMB AT [time] MESSAGE INTENT Notification that a level change instruction should be expected. Notification that an instruction should be expected for the aircraft to commence descent at the specified time to the specified level. Due to different interpretations between the various ATS units. this element should be avoided. Notification that an instruction should be expected for the aircraft to commence climb at the specified time. this element should be avoided. Notification that an instruction should be expected for the aircraft to commence climb at the specified position to the specified level. Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position to the specified level. Notification that an instruction should be expected for the aircraft to commence descent at the specified position to the specified level. Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time. Instruction to maintain the specified level. Notification that an instruction should be expected for the aircraft to commence climb at the specified position. Notification that an instruction should be expected for the aircraft to commence climb at the specified time to the specified level. Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position. Notification that an instruction should be expected for the aircraft to commence descent at the specified position.APPENDIX A Uplink . Notification that an instruction should be expected for the aircraft to commence descent at the specified time. Due to different interpretations between the various ATS units. Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time to the specified level.

APPENDIX A Uplink . a climb to the specified level is to commence and once reached the specified level is to be maintained. The descent to the specified level should be made at the aircraft's best rate. A level within the specified vertical range is to be maintained. Instruction that at the specified time. Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified time. A cruise climb can commence once above the specified level. A cruise climb is to commence and continue until the specified level is reached. Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified time. Instruction that at the specified position. Instruction that a climb to a level within the specified vertical range is to commence. Instruction that at the specified time a decent to the specified level is to commence and once reached the specified level is to be maintained.Vertical Clearances (Continued) 20 CLIMB TO AND MAINTAIN [altitude] Instruction that a climb to the specified level is to commence and the level is to be maintained when reached. Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified position.7011/03 . Instruction that a descent to the specified level is to commence and the level is to be maintained when reached. Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified position. W/U 21 AT [time] CLIMB TO AND MAINTAIN [altitude] W/U 22 AT [position] CLIMB MAINTAIN [altitude] TO AND W/U 23 DESCEND [altitude] TO AND MAINTAIN W/U 24 AT [time] DESCEND MAINTAIN [altitude] TO AND W/U 25 AT [position] DESCEND TO AND MAINTAIN [altitude] W/U 26 CLIMB TO REACH [altitude] BY [time] W/U 27 CLIMB TO REACH [altitude] BY [position] W/U 28 DESCEND TO REACH [altitude] BY [time] DESCEND TO REACH [altitude] BY [position] W/U 29 W/U 30 31 MAINTAIN BLOCK [altitude] TO [altitude] CLIMB TO AND MAINTAIN BLOCK [altitude] TO [altitude] DESCEND TO AND MAINTAIN BLOCK [altitude] TO [altitude] Reserved CRUISE CLIMB TO [altitude] W/U W/U 32 W/U 33 34 W/U 35 36 37 CRUISE CLIMB ABOVE [altitude] EXPEDITE CLIMB TO [altitude] EXPEDITE DESCENT TO [altitude] W/U W/U W/U 118 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The climb to the specified level should be made at the aircraft's best rate. a climb to the specified level is to commence and once reached the specified level is to be maintained. Instruction that at the specified position a descent to the specified level is to commence and when the specified level is reached it is to be maintained. Instruction that a descent to a level within the specified vertical range is to commence.

Instruction to descend at not less than the specified rate. This may require the aircraft to modify its climb or descent profile. Instruction that the specified position is to be crossed at the specified level and that level is to be maintained when reached. Urgent instruction to immediately stop a descent once the specified level is reached. Instruction to climb at not above the specified rate. Notification that a level change instruction should be expected which will require the specified position to be crossed at or below the specified level. Notification that a level change instruction should be expected which will require the specified position to be crossed at or above the specified level. Instruction to descend at not above the specified rate. Urgent instruction to immediately descend to the specified level. The specified position is to be crossed at or above the specified level. The specified position is to be crossed at or below the specified level. W/U W/U W/U W/U W/U W/U W/U W/U Uplink . Urgent instruction to immediately stop a climb once the specified level is reached. Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level which is to be maintained subsequently.APPENDIX A Uplink . Instruction to climb at not less than the specified rate.7011/03 119 .Vertical Clearances (Continued) 38 39 40 41 IMMEDIATELY CLIMB TO [altitude] IMMEDIATELY DESCEND TO [altitude] IMMEDIATELY STOP CLIMB AT [altitude] IMMEDIATELY STOP DESCENT AT [altitude] CLIMB AT [VERTICAL RATE] MINIMUM 171 172 173 174 CLIMB AT [vertical rate] MAXIMUM DESCEND AT [vertical rate] MINIMUM DESCEND MAXIMUM AT [vertical rate] Urgent instruction to immediately climb to the specified level. RESPONSE R 43 EXPECT TO CROSS ABOVE [altitude] [position] AT OR R 44 EXPECT TO CROSS BELOW [altitude] [position] AT OR R 45 EXPECT TO CROSS [position] AT AND MAINTAIN [altitude] R 46 CROSS [position] AT [altitude] W/U 47 48 49 CROSS [position] AT OR ABOVE [altitude] CROSS [position] AT OR BELOW [altitude] CROSS [position] AT AND MAINTAIN [altitude] W/U W/U W/U Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Crossing Constraints UL 42 MESSAGE ELEMENT EXPECT TO CROSS [position] AT [altitude] MESSAGE INTENT Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level. The specified position is to be crossed at the specified level.

The specified position is to be crossed at or before the specified time and at the specified level. The specified position is to be crossed at or after the specified time. W/U W/U W/U W/U W/U W/U 56 CROSS [position] AT OR LESS THAN [speed] W/U 57 CROSS [position] AT OR GREATER THAN [speed] W/U 58 59 CROSS [position] AT [time] AT [altitude] CROSS [position] AT OR BEFORE [time] AT [altitude] CROSS [position] AT OR AFTER [time] AT [altitude] CROSS [position] AT AND MAINTAIN [altitude] AT [speed] W/U W/U 60 W/U 61 W/U 62 MAINTAIN At [time] CROSS [position] AT AND [altitude] W/U 63 AT [time] CROSS [position] AT AND MAINTAIN [altitude] AT [speed] W/U 120 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The specified position is to be crossed at the specified speed and the specified speed is to be maintained until further advised. The specified position is to be crossed at a time between the specified times. The specified position is to be crossed at the specified time. The specified position is to be crossed at or before the specified time. The specified position is to be crossed at a speed equal to or less than the specified speed and the specified speed or less is to be maintained until further advised. Instruction that the specified position is to be crossed at the specified level and speed and the level and speed are to be maintained.7011/03 .APPENDIX A Uplink . Instruction that at the specified time the specified position is to be crossed at the specified level and speed and the level and speed are to be maintained. The specified position is to be crossed at or after the specified time and at the specified level. The specified position is to be crossed at a speed equal to or greater than the specified speed and the specified speed or greater is to be maintained until further advised. Instruction that at the specified time the specified position is to be crossed at the specified level and the level is to be maintained. The specified position is to be crossed at the specified time and the specified level.Crossing Constraints (Continued) 50 51 52 53 54 55 CROSS [position] BETWEEN [altitude] AND [altitude] CROSS [position] AT [time] CROSS [position] AT OR BEFORE [time] CROSS [position] AT OR AFTER [time] CROSS [position] BETWEEN [time] AND [time] CROSS [position] AT [speed] The specified position is to be crossed at a level between the specified levels.

directly to the specified position. Instruction to proceed. directly to the next specified position.APPENDIX A Uplink . Instruction to proceed directly from the present position to the specified position. May be used in conjunction with an instruction on how or where to rejoin the cleared route.Lateral Offsets UL 64 MESSAGE ELEMENT OFFSET [direction] [distance offset] OF ROUTE 65 AT [position] OFFSET [direction] [distance offset] OF ROUTE 66 AT [time] OFFSET [direction] [distance offset] OF ROUTE 67 68 69 70 PROCEED BACK ON ROUTE REJOIN ROUTE BY [position] REJOIN ROUTE BY [time] EXPECT BACK [position] ON ROUTE BY MESSAGE INTENT Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction. lnstruction to proceed. Instruction to proceed. RESPONSE W/U 74 75 76 77 PROCEED DIRECT TO [position] W HEN ABLE PROCEED DIRECT TO [position] AT [time] PROCEED DIRECT TO [position] AT [position] PROCEED DIRECT TO [position] AT [altitude] PROCEED DIRECT TO [position] W/U W/U W/U W/U 78 W/U Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The cleared flight route is to be rejoined at or before the specified position. Instruction to proceed. RESPONSE W/U W/U W/U W/U W/U W/U R 71 EXPECT BACK ON ROUTE BY [time] R 72 RESUME OWN NAVIGATION W/U Uplink . The cleared flight route is to be rejoined. The cleared flight route is to be rejoined at or before the specified time. upon reaching the specified level. when able. directly to the specified position. Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction and commencing at the specified position. Instruction to resume own navigation following a period of tracking or heading clearances.7011/03 121 . Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction and commencing at the specified time. Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified time. at the specified time. directly to the specified position. at the specified position.Route Modifications UL 73 MESSAGE ELEMENT [predepartureclearance] MESSAGE INTENT Notification to the aircraft of the instructions to be followed from departure until the specified clearance limit. Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified position.

Instruction to fly on the specified heading from the specified position. Instruction to proceed from the specified position via the specified procedure. Notification that a clearance to fly on the specified route may be issued. Notification that a clearance to fly directly from the first specified position to the next specified position may be issued. Notification that a clearance to fly directly to the specified position may be issued. Notification that an onwards clearance may be issued at the specified time. Instruction to proceed in accordance with the specified procedure. Instruction to continue to fly on the current heading. Instruction to enter a holding pattern with the published characteristics at the specified position and level.7011/03 . Notification that a clearance to fly on the specified route from the specified position may be issued. Instruction to turn immediately left or right as specified onto the specified heading. Notification that a clearance to fly directly to the specified position commencing when the specified level is reached may be issued. Instruction to enter a holding pattern with the specified characteristics at the specified position and level. W/U W/U 81 82 CLEARED [procedure name] CLEARED TO DEVIATE UP [direction] [distance offset] ROUTE TO OF W/U W/U 83 84 85 86 AT [position] CLEARED [route clearance] AT [position] CLEARED [procedure name] EXPECT [route clearance] AT [position] clearance] EXPECT W/U W/U R R [route 87 88 EXPECT DIRECT TO [position] AT [position] EXPECT DIRECT TO [position] AT [time] [position] EXPECT DIRECT TO R R 89 R 90 AT [altitude] EXPECT DIRECT TO [position] R 91 92 HOLD AT [position] MAINTAIN [altitude] INBOUND TRACK [degrees][direction] TURN LEG TIME [leg type] HOLD AT [position] AS PUBLISHED MAINTAIN [altitude] EXPECT FURTHER CLEARANCE AT [time] TURN [direction] HEADING [degrees] TURN [direction] GROUND TRACK [degrees] FLY PRESENT HEADING AT [position] FLY HEADING [degrees] TURN [direction] IMMEDIATELY HEADING [degrees] W/U W/U 93 94 95 96 97 98 R W/U W/U W/U W/U W/U 122 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Instruction to turn left or right as specified onto the specified track. Instruction to turn left or right as specified onto the specified heading. Notification that a clearance to fly directly to the specified position commencing at the specified time may be issued. Instruction to proceed from the specified position via the specified route. Instruction to proceed via the specified route.APPENDIX A Uplink . Approval to deviate up to the specified distance from the cleared route in the specified direction.Route Modifications (Continued) 79 80 CLEARED TO [position] VIA [route clearance] CLEARED [route clearance] Instruction to proceed to the specified position via the specified route.

A speed within the specified range is to be maintained. The present speed is to be reduced to the specified speed or less and maintained at or below the specified speed until further advised. The specified speed or a greater speed is to be maintained.Speed Changes UL 100 MESSAGE ELEMENT AT [time] EXPECT [speed] MESSAGE INTENT Notification that a speed instruction may be issued to be effective at the specified time.7011/03 123 . Notification that a speed instruction may be issued to be effective at the specified level. Notification that a speed instruction may be issued to be effective at the specified position. The present speed is to be maintained. The specified speed is to be maintained.Route Modifications (Continued) 99 EXPECT [procedure name] Notification that a clearance may be issued for the aircraft to fly the specified procedure. Notification that a speed range instruction may be issued to be effective at the specified position. and maintained at or above the specified speed until further advised. The specified speed or a lesser speed is to be maintained.APPENDIX A Uplink . Notification that a speed range instruction may be issued to be effective at the specified level. The present speed is to be reduced to the specified speed and maintained until further advised. RESPONSE R 101 AT [position] EXPECT [speed] R 102 AT [altitude] EXPECT [speed] R 103 AT [time] [speed] EXPECT [speed] TO R 104 AT [position] EXPECT [speed] TO [speed] AT [altitude] EXPECT [speed] TO [speed] MAINTAIN [speed] MAINTAIN PRESENT SPEED MAINTAIN [speed] OR GREATER MAINTAIN [speed] OR LESS MAINTAIN [speed] TO [speed] INCREASE SPEED TO [speed] R 105 R 106 107 108 109 110 111 W/U W/U W/U W/U W/U W/U 112 INCREASE SPEED TO GREATER [speed] OR W/U 113 REDUCE SPEED TO [speed] W/U 114 REDUCE SPEED TO [speed] OR LESS W/U Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The present speed is to be increased to the specified speed and maintained until further advised. R 178 TRACK DETAIL MESSAGE Uplink . The present speed is to be increased to the specified speed or greater. Notification that a speed range instruction may be issued to be effective at the specified time. Message not defined.

Notification that the aircraft need no longer comply with the previously issued speed restriction. The 'ident' function on the SSR transponder is to be actuated. The SSR transponder responses should include level information. At the specified position the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.Report/Confirmation Requests UL 127 128 MESSAGE ELEMENT REPORT BACK ON ROUTE REPORT LEAVING [altitude] MESSAGE INTENT Instruction to report when the aircraft is back on the cleared route. Note: To avoid confusion. Some States have decided that they will not use this element RESPONSE R R 129 REPORT LEVEL [altitude] R 124 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. At the specified time the ATS unit with the specified ATS unit name is to be contacted on the specified frequency. The Pilot is not required to check in. The specified code (SSR code) is to be selected.Speed Changes (Continued) 115 116 DO NOT EXCEED [speed] RESUME NORMAL SPEED The specified speed is not to be exceeded. or a level passed through on climb or descent.7011/03 . W/U W/U Uplink . At the specified time the ATS unit with the specified ATS unit name is to be monitored on the specified frequency. RESPONSE W/U 118 W/U 119 W/U 120 W/U 121 AT [position] MONITOR [icaounitname] [frequency] AT [time] MONITOR [icaounitname] [frequency] SQUAWK [beacon code] STOP SQUAWK SQUAWK ALTITUDE STOP ALTITUDE SQUAWK SQUAWK IDENT W/U 122 W/U 123 124 125 126 179 W/U W/U W/U W/U W/U Uplink . Instruction to report when the aircraft has left the specified level.APPENDIX A Uplink . At the specified position the ATS unit with the specified ATS unit name is to be contacted on the specified frequency. The SSR transponder responses are to be disabled.Contact/Monitor/Surveillance Requests UL 117 MESSAGE ELEMENT CONTACT [icaounitname][frequency] AT [position] CONTACT [icaounitname] [frequency] AT [time] CONTACT [icaounitname] [frequency] MONITOR [icaounitname][frequency] MESSAGE INTENT The pilot is required to call the ATS facility on the specified frequency. Instruction to report when the aircraft is in level flight at the specified level. Either a level that has been maintained. The pilot is required to monitor the specified ATS facility on the specified frequency. The SSR transponder responses should no longer include level information.

Instruction to report the currently selected transponder code.” Instruction to report when the aircraft is within the specified vertical range. Instruction to confirm the identity of the next waypoint. Instruction to confirm the previously reported estimated time at the next waypoint. Instruction to report the present level. R 180 130 181 131 REPORT REACHING BLOCK [altitude] TO [altitude] REPORT PASSING [position] REPORT DISTANCE [to/from] [position] REPORT REMAINING FUEL AND SOULS ON BOARD R R NE NE 132 133 134 135 136 137 138 CONFIRM POSITION CONFIRM ALTITUDE CONFIRM SPEED CONFIRM ASSIGNED ALTITUDE CONFIRM ASSIGNED SPEED CONFIRM ASSIGNED ROUTE CONFIRM TIME OVER REPORTED WAYPOINT NE NE NE NE NE NE NE 139 140 141 CONFIRM REPORTED WAYPOINT CONFIRM NEXT WAYPOINT CONFIRM NEXT WAYPOINT ETA NE NE NE 142 143 144 145 146 182 147 CONFIRM ENSUING WAYPOINT CONFIRM REQUEST CONFIRM SQUAWK CONFIRM HEADING CONFIRM GROUND TRACK CONFIRM ATIS CODE REQUEST POSITION REPORT NE NE NE NE NE NE NE Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The request was not understood. To be interpreted as “Report reaching an assigned level. Instruction to report the present ground track. Instruction to confirm and acknowledge the currently assigned speed. Instruction to confirm and acknowledge the currently assigned level. Instruction to confirm and acknowledge the currently assigned route. Instruction to report the amount of fuel remaining and the number of persons on board. Instruction to confirm the identity of the next plus one waypoint. Instruction to confirm the identity of the previously reported waypoint. It should be clarified and resubmitted. Instruction to report when the aircraft has passed the specified position. To be used if the controller does not receive a scheduled position report. Instruction to report the identification code of the last ATIS received.APPENDIX A Uplink . Instruction to report the present heading. Instruction to report the present position. Instruction to confirm the previously reported time over the last reported waypoint.Report/Confirmation Requests (Continued) 175 REPORT REACHING [altitude] Instruction to report when the aircraft has reached the specified level. Instruction to report the present distance to or from the specified position.7011/03 125 . Instruction to report the present speed. Instruction to make a position report.

7011/03 . Check the microphone button.Negotiation Requests UL 148 149 MESSAGE ELEMENT W HEN CAN YOU ACCEPT [altitude] CAN YOU ACCEPT [altitude] AT [position] CAN YOU ACCEPT [altitude] AT [time] W HEN CAN YOU ACCEPT [speed] MESSAGE INTENT Request for the earliest time at which the specified level can be accepted. RESPONSE NE A/N 150 A/N 151 NE 152 W HEN CAN YOU ACCEPT [direction] [distance offset] OFFSET NE Uplink . ATS advisory that radar contact has been established at the specified position. Notification to the pilot of an ATSU identifier. Notification that the ground system does not support this message. Instruction to report the earliest time when the specified offset track can be accepted. Instruction to report the earliest time when the specified speed can be accepted. RESPONSE R R R 156 RADAR CONTACT LOST R 157 STUCK CHECK [frequency] MICROPHONE R 158 ATIS [atis code] R Uplink . RESPONSE NE NE NE 162 163 SERVICE UNAVAILABLE [icao facility [tp4Table] designation] NE NE 126 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. ATS advisory that radar contact has been lost.APPENDIX A Uplink .System Management Messages UL 159 160 161 MESSAGE ELEMENT ERROR [error information] NEXT DATA AUTHORITY designation] END SERVICE [facility MESSAGE INTENT A system generated message that the ground system has detected an error. A continuous transmission is detected on the specified frequency. ATS advisory that the radar service is terminated. Notification to the avionics that the next data authority is the specified ATSU. Notification to the avionics that the data link connection with the current data authority is being terminated.Air Traffic Advisories UL 153 154 155 MESSAGE ELEMENT ALTIMETER [altimeter] RADAR SERVICES TERMINATED RADAR CONTACT [position] MESSAGE INTENT ATS advisory that the altimeter setting should be the specified setting. Instruction to report whether or not the specified level can be accepted at the specified position. Instruction to report whether or not the specified level can be accepted at the specified time. ATS advisory that the ATIS information identified by the specified code is the current ATIS information.

Normal urgency attribute Distress urgency attribute RESPONSE NE NE 166 167 168 DUE TO TRAFFIC DUE TO AIRSPACE RESTRICTION DISREGARD NE NE R 176 MAINTAIN OWN SEPARATION AND VMC W/U 177 AT PILOTS DISCRETION N 169 170 [free text] [free text] R R Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Additional Messages UL 164 165 MESSAGE ELEMENT WHEN READY THEN MESSAGE INTENT The associated instruction may be complied with at any future time. The associated instruction is issued due to traffic considerations. indicating the proper order of execution of clearances or instructions. The previously sent uplink CPDLC message shall be ignored. DISREGARD should not refer to a clearance or instruction. If DISREGARD is used.APPENDIX A Uplink . The indicated communication should be ignored. another element shall be added to clarify which message is to be disregarded. The associated instruction is issued due to airspace restrictions. Notification that the pilot is responsible for maintaining separation from other traffic and is also responsible for maintaining Visual Meteorological Conditions. Used to link two messages. Used in conjunction with a clearance or instruction to indicate that the pilot may execute when prepared to do so.7011/03 127 .

g. Wait for a reply.7011/03 . Request to descend to the specified level. CAN YOU ACCEPT [altitude] AT [time]).g. Message received and understood. Request that at the specified position a descent to the specified level be approved. Request to climb to the specified level. RESPONSE Y Y Y Y Y Y Y 13 14 Y Y 128 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Under no circumstances will ROGER be used instead of AFFIRM.Vertical Requests DL 6 7 8 9 10 11 12 MESSAGE ELEMENT REQUEST [altitude] REQUEST BLOCK [altitude] TO [altitude] REQUEST CRUISE CLIMB TO [altitude] REQUEST CLIMB TO [altitude] REQUEST DESCENT TO [altitude] AT [position] REQUEST CLIMB TO [altitude] AT [position] REQUEST DESCENT TO [altitude] AT [time] REQUEST CLIMB TO [altitude] AT [time] REQUEST DESCENT TO [altitude] MESSAGE INTENT Request to fly at the specified level. The controller is informed that the request is being assessed and there will be a short term delay (within 10 minutes). ROGER is the only correct response to an uplink free text message. The exchange is not closed and the request will be responded to when conditions allow. CAN YOU ACCEPT [altitude] AT [time]). Request that at the specified time a descent to the specified level be approved. RESPONSE N N N 3 ROGER N 4 AFFIRM N 5 NEGATIVE N Downlink .APPENDIX A Downlink Messages Downlink . No NEGATIVE is an appropriate response to an uplinked negotiation request message (e. Yes AFFIRM is an appropriate response to an uplinked negotiation request message (e. Request to fly at a level within the specified vertical range.Responses DL 0 1 2 MESSAGE ELEMENT W ILCO UNABLE STANDBY MESSAGE INTENT The instruction is understood and will be complied with. Request that at the specified position a climb to the specified level be approved. Request that at the specified time a climb to the specified level be approved. Request to cruise climb to the specified level. The instruction cannot be complied with.

APPENDIX A

Downlink - Lateral Off-Set Requests DL 15 MESSAGE ELEMENT REQUEST OFFSET [direction] [distance offset] OF ROUTE AT [position] REQUEST OFFSET [direction] [distance offset] OF
ROUTE

16

17

[time] REQUEST OFFSET AT [direction] [distance offset] OF
ROUTE

MESSAGE INTENT Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved. Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved from the specified position. Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved from the specified time.

RESPONSE Y

Y

Y

Downlink - Speed Requests DL 18 19 MESSAGE ELEMENT REQUEST [speed] REQUEST [speed] TO [speed] MESSAGE INTENT Request to fly at the specified speed. Request to fly within the specified speed range. RESPONSE Y Y

Downlink - Voice Contact Requests DL 20 21 MESSAGE ELEMENT REQUEST VOICE CONTACT REQUEST [frequency]
VOICE CONTACT

MESSAGE INTENT Request for voice contact. Request for voice contact on the specified frequency.

RESPONSE Y Y

Downlink - Route Modification Requests DL 22 23 24 25 26 27 MESSAGE ELEMENT REQUEST DIRECT TO [position] REQUEST [procedure name] REQUEST [route clearance] REQUEST CLEARANCE REQUEST WEATHER DEVIATION TO [position] VIA [route clearance] REQUEST WEATHER DEVIATION UP TO [direction] [distance offset] OF
ROUTE

MESSAGE INTENT Request to track from the present position direct to the specified position. Request for the specified procedure clearance. Request for a route clearance. Request for either a pre-departure or route clearance. Request for a weather deviation to the specified position via the specified route. Request for a weather deviation up to the specified distance off track in the specified direction. Request a clearance to adopt the specified heading. Request a clearance to adopt the specified ground track.

RESPONSE Y Y Y Y Y Y

70 71

REQUEST HEADING [degrees] REQUEST GROUND TRACK [degrees]

Y Y

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APPENDIX A

Downlink - Reports DL 28 29 30 31 MESSAGE ELEMENT LEAVING [altitude] CLIMBING TO [altitude] DESCENDING TO [altitude] PASSING [position] MESSAGE INTENT Notification of leaving the specified level. Notification of climbing to the specified level. Notification of descending to the specified level. Notification of passing the specified position. At the specified time, the aircraft's position was as specified. Notification of the present level. Notification of the present position. Notification of the present speed. Notification of the present heading in degrees. Notification of the present ground track in degrees. Notification that the aircraft is maintaining the specified level. Notification that the aircraft has reached the specified level. Notification that the aircraft has reached a level within the specified vertical range. Read-back of the assigned level. Read-back of the assigned vertical range. Read-back of the assigned speed. Read-back of the assigned route. The aircraft has regained the cleared route. The next position. waypoint is the specified RESPONSE N N N N

78 32 33 34 35 36 37 72 76 38 77 39 40 41

AT [time] [distance] [to/from] [position] PRESENT ALTITUDE [altitude] PRESENT POSITION [position] PRESENT SPEED [speed] PRESENT HEADING [degrees] PRESENT GROUND TRACK [degrees] LEVEL [altitude] REACHING [altitude] REACHING BLOCK [altitude] [altitude] ASSIGNED ALTITUDE [altitude] ASSIGNED BLOCK [altitude] [altitude] ASSIGNED SPEED [speed]
TO

N N N N N N N N N N N N N N

TO

ASSIGNED ROUTE [route clearance] BACK ON ROUTE

42

NEXT WAYPOINT [position]

N

43

NEXT WAYPOINT ETA [time]

The ETA at the next waypoint is as specified. The next plus one waypoint is the specified position. Clarification of previously reported waypoint passage. Clarification of time over previously reported waypoint. The specified (SSR) code has been selected.

N

44 45 46 47

ENSUING WAYPOINT [position] REPORTED WAYPOINT [position] REPORTED WAYPOINT [time] SQUAWKING [beacon code]

N N N N

130

Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03

APPENDIX A

Downlink – Reports (Continued) 48 POSITION REPORT [position report] Reports the current position of the aircraft when the pilot presses the button to send this message. ATC expects position reports based on this downlink message The code of the latest ATIS received is as specified. Notification that the aircraft is deviating from the cleared route by the specified distance in the specified direction. N

79 80

ATIS [atis code] DEVIATING [direction] offset] OF ROUTE [distance

N N

Downlink - Negotiation Requests DL 49 MESSAGE ELEMENT W HEN CAN WE EXPECT [speed] MESSAGE INTENT Request for the earliest time at which a clearance to the specified speed can be expected. Request for the earliest time at which a clearance to a speed within the specified range can be expected. Request for the earliest time at which a clearance to regain the planned route can be expected. Request for the earliest time at which a clearance to descend can be expected. Request for the earliest time at which a clearance to climb can be expected. Request for the earliest time at which a clearance to cruise climb to the specified level can be expected. RESPONSE Y

50

W HEN CAN WE EXPECT [speed] TO [speed] W HEN CAN WE EXPECT BACK ON ROUTE W HEN CAN WE EXPECT LOWER ALTITUDE W HEN CAN WE EXPECT HIGHER ALTITUDE W HEN CAN WE EXPECT CRUISE CLIMB TO [altitude]

Y

51

Y

52 53 54

Y Y Y

Downlink - Emergency Messages DL 55 56 57 MESSAGE ELEMENT PAN PAN PAN MAYDAY MAYDAY MAYDAY [remaining fuel] OF FUEL REMAINING AND [souls on board] SOULS ON
BOARD CANCEL EMERGENCY

MESSAGE INTENT Urgency prefix. Distress prefix. Notification of fuel remaining and number of persons on board. Notification that the pilot wishes to cancel the emergency condition. Notification that the aircraft is diverting to the specified position via the specified route. Notification that the aircraft is deviating the specified distance in the specified direction off the cleared route and maintaining a parallel track. Notification that the aircraft is descending to the specified level.

RESPONSE N N N

58 59

N N

DIVERTING TO [position] or DIVERTING TO [position] VIA [x] OFFSETTING [direction] offset] OF ROUTE [distance

60

N

61

DESCENDING TO [altitude]

N

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APPENDIX A

Downlink - System Management Messages DL 2 3 MESSAGE ELEMENT [error information] MESSAGE INTENT RESPONSE system generated message that the N avionics has detected an error. system generated denial to any CPDLC N message sent from a ground facility that is not the Current Data Authority. N otification to the ground system that the specified ATSU is the current data authority. system generated message indicating the N software version number.

RROR

OT CURRENT DATA AUTHORITY

4

cao facility designation]

3

version number]

Downlink - Additional Messages DL 65 66 74 MESSAGE ELEMENT DUE TO WEATHER DUE TO AIRCRAFT PERFORMANCE MAINTAIN OWN SEPARATION AND VMC MESSAGE INTENT Used to explain reasons for aircraft operator’s message. Used to explain reasons for aircraft operator's message. States a desire by the pilot to provide his/her own separation and remain in VMC. Used in conjunction with another message to indicate that the pilot wishes to execute the request when the pilot is prepared to do so. Normal urgency attribute We can accept the specified level at the specified time. We can accept the specified speed at the specified time. We can accept a parallel track offset the specified distance in the specified direction at the specified time. We cannot accept the specified level. We cannot accept the specified speed. We cannot accept a parallel track offset the specified distance in the specified direction. Request for the earliest time at which a clearance to climb to the specified level can be expected. Request for the earliest time at which a clearance to descend to the specified level can be expected. Distress urgency attribute RESPONSE N N N

75

AT PILOTS DISCRETION

N

67 67 b 67c 67 d 67e 67f 67 g 67 h 67i

[free text] W E CAN ACCEPT [altitude] AT [time] W E CAN ACCEPT [speed] AT [time] W E CAN ACCEPT [direction] [distance offset] AT [time] W E CANNOT ACCEPT [altitude] W E CANNOT ACCEPT [speed] W E CANNOT ACCEPT [distance offset] [direction]

N N N N

N N N

W HEN CAN WE EXPECT CLIMB TO [altitude] W HEN CAN WE EXPECT DESCENT TO [altitude] [free text]

N

N

68

Y

132

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APPENDIX B

APPENDIX B ADS REPORT DATA
GROUP
Basic ADS group (Required) -

(*): On request PARAMETERS
Current latitude Current longitude Current STD altitude UTC Time stamp Navigation redundancy bit: set to 1 if two or more IRS are providing valid position to the FMS, else, set to 0 Figure of merit: level (0-7), which reflects the accuracy of the reported position TCAS health: set to 1 if valid data, else to 0 True Track Ground Speed Inertial Vertical Rate Current True Heading Mach Inertial Vertical Rate 24 bit ICAO code (Not provided in FANS A) Flight ID

-

Earth Reference Group (*) Air Reference Group(*) Airframe Ident Group(*) Flight Ident Group(*) Meteorological Group(*) Predicted Route Group(*)

Fixed Intent Group(*)

Intermediate Projected Intent Group(*)

Wind Speed True Wind Direction Static Air Temperature Latitude at next waypoint Longitude at next waypoint STD altitude at next waypoint Estimated Time to Go (ETG) to next waypoint Latitude at Next +1 waypoint Longitude at Next+1 waypoint STD altitude at Next+1 waypoint Latitude of fixed projected point Longitude of fixed projected point STD altitude of fixed projected point Projected time: Travel time to the fixed intent point along the active route - Distance: . from current a/c position to the first intermediate projected point . from the previous intermediate projected point, for the subsequent points - Track:: . from current a/c position to the first intermediate projected point . from the previous intermediate projected point, for the subsequent points - STD altitude of the intermediate projected point Projected Time: Estimated Time to Go (ETG) to the intermediate projected point

Output values of the parameters of the ADS messages

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536 feet 2048 sec.875 nm 16383 sec 16383 sec SIGNIFICANT BITS (7) 20 & sign 20 & sign 15 & sign 15 6 per character (Note 5) 13 13 9 8 & sign & valid 11 & sign 11 & sign 11 & sign & valid 11 & sign & valid 16 14 14 DEFINED MSB VALUE (2) 90° 90° 65.APPENDIX B PARAMETER VALID RANGE DEFAULT VALUE (1) (Note 3) (Note 3) -131.703125° 16 ft/min 0.16382 sec 0 . When the Flight Identification is less than eight characters. the FOM shall also be set to 0.3599.8191.750 nm 0 . Signed numerical values shall be represented in two's complement notation. The validation of the direction parameter shall be indicated by the immediately preceding bit. 2.0955 mach 4095. When the Flight Identification is invalid.125 nm 1 sec 1 sec Latitude Longitude Altitude Time (Note 8) Flight ID Mach Ground Speed Wind Speed True Direction Vertical Rate Temperature True Track Angle True Heading Distance ETA Projected Time Wind Stamp ±90° ±180° ±131.+179.75°C -180 . Time shall be rounded.08789° 0.4095 knots 0 .5 knots Valid bit = 1 (Note 6) -32. This allows the characters to be encoded using only six bits.255 knots -180 . where 0 = valid and 1 = invalid.875 sec Alphanumeric 0 . the Flight Identification shall be encoded left justified and the unused characters shall be encoded as spaces. The time stamp shall be expressed as the time elapsed since the most recent hour. When no value is available or the value available to the ADS is invalid.25°C 0.068 feet 0 .912° -180 . without the most significant bit. When either the latitude or the longitude for a position are invalid. LSB VALUE 0. 8.. a default value shall be inserted in the field. not truncated. The value of the Most Significant Bit (MSB) is accurate by definition.16382 sec NOTES: 1.5 knots . In the Basic ADS Group. N/A 0. to accurately yield the value loaded into the time stamp field..752 ft/min ±511.125 sec. 3.08789° 0.000172° 0.072 feet FOM = 0 (Note 9) Space (Note 4) 4. 134 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. 7.000172° 4 feet 0.048 mach 2048 knots 128 knots 90° 16.+179.4.5 knots 0. The character set for the Flight Identification Group shall be ISO 5. N/A 2.9) and ( ). all characters shall be encoded as spaces. 6. The values shown here reflect a coding of all "ones".384 ft/min 256°C 90° 90° 4096 nm 8192 sec 8192 sec APPROX.7011/03 .768 ft/min -512°C Valid bit = 1 (Note 6) Valid bit = 1 (Note 6) 8191. The value of the Least Significant Bit (LSB) is an approximation.Z).296875° ±32. 5.095 mach 0 .+179. both shall be set to -180°.0005 mach 0. (0.5 knots 255. Valid characters are contained in the following sets: (A.912° 0 . 4.

7011/03 135 .APPENDIX C APPENDIX C DATA COMMUNICATIONS SERVICE PROVIDERS A) INMARSAT Aeronautical global and spot beam coverage B) ARINC VHF datalink coverage VHF coverage HFDL coverage C) SITA VDL coverage Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

APPENDIX C INMARSAT 136 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

APPENDIX C ARINC .VHF Data Link Coverage North America ARINC VDL COVERAGE Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 137 .

APPENDIX C ARINC VHF COVERAGE ARINC .VHF Coverage 138 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

7011/03 139 .APPENDIX C ARINC .HFDL Coverage ARINC HFDL COVERAGE Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

APPENDIX C SITA . planned are in blue SITA VDL COVERAGE 140 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .Americas coverage Altitude 30 000 feet / On-line RGS are in red.

7011/03 141 . Africa and Middle-East coverage Altitude 30 000 feet / On-line RGS are in red.APPENDIX C SITA .Europe. planned are in blue Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

planned are in blue 142 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Asia Pacific coverage Altitude 30 000 feet / On-line RGS are in red.APPENDIX C SITA .7011/03 .

APPENDIX D : SATCOM OPERATORS GES Country UK Singapore Inmarsat Satellite Code (Octal) Location Goonhilly Sentosa Name Code Telecom Providers for voice/fax communications Service provider for SATCOM datalink 101 001 310 201 305 205 103 005 004 104 301 312 105 002 202 306 203 302 SKYPHONE CONSORTIUM AOR/E 01 British Telecom AOR/W 00 IOR 03 Singapore Telecom POR 02 SATELLITE AIRCOM CONSORTIUM IOR 03 TELSTRA POR 02 AOR/E 01 France Telecom AOR/W 00 SKYWAYS ALLIANCE AOR/W 00 Norwegian Telecom AOR/E 01 IOR 03 IOR 03 Telecom Italia AOR/E 01 AOR/W 00 COMSAT POR 02 COMSAT IOR 03 KDD POR 02 IOR 03 CAT MTSAT Satellites (expected availability end 2004) JCAB (GES operator) SITA (Provider) ARINC ARINC Australia France Perth Aussaguel SITA SITA Norway Italy USA USA Japan Thailand Eik Fucino Southbury Santa Paula Yamaguchi Nonthaburi ARINC NONE ARINC ARINC AVICOM AEROTHAI SITA (AOC Messages) JCAB (ATS Messages) Japan Kobe 161 MTSAT 07 .

APPENDIX E APPENDIX E FANS OPERATIONAL PROCEDURES 1) Pacific FANS operations 2) Indian Ocean FANS operations 3) North Atlantic FANS operations A) CPDLC procedures B) ADS procedures 4) South Atlantic FANS operations (Trials) 5) New York Oceanic (KZWY) CPDLC service area 144 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

Japan .1) available on the FAA web site (Oceanic Procedures Branch): http://www1.Fiji .PACIFIC FANS OPERATIONS This appendix provides information of FANS A datalink operations in the Pacific area: .2 ACARS ADDRESSES The following indicates the ATS Unit addresses lodged in the ACARS system.faa. ATSU Designators 1.APPENDIX E E.United States All the following information are based on the Pacific Operation Manual (v1.1 ICAO The Pacific ICAO facility designations (called also “4 character ICAO code”) are: ATS Units ICAO Facility Designation Anchorage PAZA Auckland NZZO Brisbane YBBB Melbourne YMMM Nadi NFFF Oakland KZAK Tahiti NTTT Tokyo RJTG 1.7011/03 145 .Tahiti . for the Pacific: ATS System OCS – Anchorage OCS – Auckland TAATS – Brisbane TAATS – Melbourne Eurocat 2000X – Nadi ODL – Oakland VIVO – Tahiti ODP-3 – Tokyo ATSU Address ANCXFXA AKLCDYA BNECAYA MELCAYA NANCDYA OAKODYA PPTCDYA TYOTGYA Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.htm 1.1 .gov/ats/ato/130.New Zealand .Australia .

CONTACT NTTT CENTRE [frequency] A SELCAL check is required. 84. Depending on the nature of the emergency condition experienced. CONTACT TOKYO CENTRE [frequency] Tahiti Tokyo c) CPDLC Services Within The Tokyo FIR Initial notification of emergency status may be accepted by CPDLC. moderate turbulence (transonic and supersonic aircraft only).7011/03 . Flight information services will be provided by HF or VHF voice communication. should conduct a SELCAL check prior to departure. Clearances/instructions relating to cruise climb are not issued within the Tokyo FIR. 85 and 86 (detailed in appendix A). and volcanic activity should be reported by HF or VHF voice communication. downlink request DL #8 “REQUEST CRUISE CLIMB TO [ level ]” should not be used. 80. including route clearance are not able to be uplinked. Therefore. therefore be requested and issued by HF or VHF voice communication. Pre-formatted messages regarding route modifications. Special and other non-routine aircraft observation. i. the pilot should notify ATC of the circumstances by the most efficient means (voice or CPDLC). 83. the HF instruction CONTACT or MONITOR datalink message shall be sent as detailed below: FIR Anchorage Oceanic Auckland Oceanic Brisbane Melbourne Nadi Oakland HF Instruction CONTACT PAZA CENTRE [frequency] CONTACT NZZO CENTRE [frequency] CONTACT YBBB CENTRE [frequency] CONTACT YMMM CENTRE [frequency] CONTACT NFFF CENTRE [frequency] CONTACT KSFO CENTRE [frequency] KSFO (San Francisco Radio) will provide all primary and secondary HF frequencies. severe turbulence.APPENDIX E 2 HF Voice Communications Requirements a) Pre-Departure All South Pacific ATS Units require a SELCAL check prior to departure. b) Crossing International FIR Boundaries When entering a Pacific FIR from an adjacent international FIR and CPDLC is serviceable. In the North and Central Pacific only those aircraft. 81. intending to operate in the North and Central Pacific airspace using a Selective Calling System (SELCAL) to fulfil communications listening watch requirements. The route clearance should. 146 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.e. These messages include UL #79. including aircraft equipping with FANS A datalink. and HF transfer points along the route of flight.

3 Differences of Use of FANS A Messages The Pacific States listed in the box on the right do NOT use these two messages. then ADS reporting only. Once a CPDLC connection has been established with “RJTG (Tokyo ACC)”. Fiji. the pilot should inform Tokyo Radio that they have the CPDLC connection using the voice. 129 UL Report level[altitude] Australia. and should downlink a CPDLC position report. Australia. Oakland Tahiti Tokyo Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Accepts CPDLC position reports. then ADS reporting only. Controllers will send a free text request for an FIR boundary estimate for outbound flights. the pilot shall. Fiji. Japan. New Zealand. and should downlink a CPDLC position report. Requires an initial CPDLC position report at the FIR boundary entry point. Currently accepts CPDLC position reports. Accepts CPDLC position reports in lieu of HF voice. ATC Reporting Requirements Anchorage Does not accept CPDLC position reports in lieu of HF voice Auckland Brisbane Melbourne Nadi Requires an initial CPDLC position report at the FIR boundary entry point. Datalink-equipped aircraft inbound from the Anchorage FIR or Oakland FIR to Tokyo Oceanic Controlled airspace will be automatically transferred to “RJTG” by Anchorage or Oakland. within 5 minutes after crossing the Tokyo and Anchorage/Oakland common FIR boundary. Accepts CPDLC position reports in lieu of HF voice. then ADS reporting only. Following the commissioning of the EASY system Fiji will require an initial CPDLC position report at the FIR boundary entry point. the pilot should inform Tokyo Radio that they have the CPDLC connection using the voice phraseology “WE HAVE CPDLC CONNECTION”. Japan. terminate the connection by selecting ATC datalink off. New Zealand.APPENDIX E d) Logon Procedures within the Tokyo FIR Datalink-equipped aircraft inbound from non-datalink airspace or radar airspace to Tokyo Oceanic Controlled airspace are required to log on between 15 and 45 minutes prior to entering datalink airspace within the Tokyo FIR. If the process is not successful and “RJTG” is not the active centre. then ADS reporting only.7011/03 147 . On initial contact with Tokyo Radio. then log on with “RJTG”. Tahiti and the United States do not to use this message 4 Position Reporting Requirements: CPDLC and ADS Environments The table below lists the position reporting requirements of individual ATS Units in the Pacific. 33 UL Cruise [altitude] and Tahiti do not use this message. Requires an initial CPDLC position report at the FIR boundary entry point.

APPENDIX E

E.2 - INDIAN OCEAN FANS OPERATIONS
All the following information is based on the Indian Ocean Operation Manual (v1.0) available on the following web site http://members.optusnet.com.au/~cjr/index.html HF Voice Communications Requirements • HF SELCAL Check All Indian Ocean ATCs, except Australia, require a SELCAL check. • Crossing International FIR Boundaries When entering an Indian Ocean FIR from an adjacent international FIR and CPDLC is serviceable, the HF instruction CONTACT or MONITOR datalink message shall be sent as detailed below: FIR Antananarivo Brisbane Melbourne Johannesburg Seychelles HF Instruction CONTACT FMMM CONTACT YBBB CONTACT YMMM CONTACT FAJO CONTACT FSSS CENTRE [frequency] CENTRE [frequency] CENTRE [frequency] CENTRE [frequency] CENTRE [frequency]

• Differences of Use of FANS A Messages The Indian Ocean States use the following FANS A messages as detailed below: Australia, South Africa and 33 UL Cruise [altitude] Madagascar do not use this message. 129 UL Report level[altitude] Australia does not use this message in order to avoid confusion because it does not comply with voice phraseology.

• Position Reporting Requirements: CPDLC and ADS Environments The following table lists the position reporting requirements of individual ATCs in the Indian Ocean. ATC Antananarivo Johannesburg Brisbane Melbourne Seychelles Requires an initial CPDLC position report at the FIR boundary entry point, then ADS reporting only. Reporting Requirements

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APPENDIX E

Class G airspace procedures: MELBOURNE FIR

Some specific procedures apply for flight operating the Indian Ocean portion of the Melbourne FIR south of Latitude 45 South (Class G airspace). Despite operating in a Traffic Information only when south of 45 South, flight crew should still send CPDLC requests for changes of level and/or amended tracking that will apply to route segments wholly within Class G airspace. This action will update the controller flight data record, ensuring that the most accurate information is presented to the controller. These specific procedures (level changes, route clearance request…) are detailed in the “Indian Ocean Operations Manual”, Part 8, which can be obtained from Airservices Australia (www.airservices.gov.au).

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APPENDIX E

E.3 - NORTH ATLANTIC FANS OPERATIONS
All the following information are based on the “ATS Data link Services in NAT Airspace” Version 7.0. This document is available on the NAT PCO web site: www.nat-pco.org

1. CPDLC PROCEDURES
1.1 Flight Planning • The aircraft registration is required in Field 18 of the ATC flight plan. If the aircraft registration is missing, or different from that contained in the AFN CONTACT message, the ground system will not establish a CPDLC connection with that aircraft. • Hyphens contained in an aircraft registration must not be entered into the ICAO flight plan form. 1.2 Air Traffic Control • Where CPDLC-related voice communications are required, utilise the appropriate phraseology as detailed in Appendix A. • When CPDLC fails and communications revert to voice, all open messages should be considered not delivered and any dialogues involving those messages should be re-commenced by voice. Initiate voice contact to clarify the meaning or intent if an unexpected or inappropriate response is received to an uplink message. Immediately revert to voice communications if at any time it appears that there is a misunderstanding about the intent of a CPDLC dialogue. If possible, all open messages should be closed, regardless of any associated voice communications. These responses should be consistent with the voice communication, in order to prevent confusion. Up to five message elements can be sent within the same message, but the number of elements should be kept to a minimum. Messages should not include ATC clearances or instructions that are not dependent on one another. Misunderstanding could result if only part of such a message could be complied with. If the controller becomes aware that the AFN to the NDA is not successful, the controller should instruct the aircraft to manually initiate an AFN with the next ATC Do not re-send the NDA message. - Co-ordinate with the next ATC, establishing clearly when or where the aircraft will be instructed to initiate AFN with that unit. - The AFN instruction should be timed to allow the next ATC to establish an Active CPDLC connection prior to the aircraft’s crossing the common boundary. Note that this process will terminate the current CPDLC connection.

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APPENDIX E

• • •

Do not include any other message element with the END SERVICE message. Appropriate responses to any received downlink messages should be sent prior to sending the END SERVICE message. If an NDA was established, co-ordinate with that ATC regarding any CPDLC uplink messages that were open at the time the END SERVICE message was sent.

1.3 Flight Crew – General The following procedures apply to all Phases of CPDLC Operational Trials. • When initialising the FMC, it is essential to ensure that the aircraft identification/callsign/flight ID matches the one displayed in the filed ATC flight plan. If the aircraft identification/call-sign/flight ID and registration contained in the AFN CONTACT message do not match what is provided in the flight plan, the AFN will be rejected. • In the Shanwick FIR, the AFN will be rejected unless the oceanic clearance has been issued to the flight. As well, the Shanwick system will reject AFN from westbound flights proceeding into or transiting the Madrid FIR, because the limited benefit for such flights does not justify the workload associated with providing CPDLC services to them. If an AFN is rejected: a) check whether the aircraft identification/call-sign/flight ID in the FMC matches the aircraft identification/call-sign/flight ID provided in the flight plan and make corrections if necessary; b) check whether the aircraft registration matches the aircraft registration provided in the flight plan, and arrange for the flight plan to be modified, if necessary; c) attempt another AFN after receipt of the oceanic clearance; or d) do not attempt another AFN if the flight is westbound in the Shanwick FIR and will proceed into or transit the Madrid FIR. If entering CPDLC or ADS airspace via departure from an airport adjacent to, or underlying the airspace, initiate AFN with the appropriate ATC prior to departure. If entering a CPDLC OCA/FIR from adjacent airspace where no CPDLC connections have been established, initiate AFN to the CPDLC ATC between 15 and 45 minutes prior to entering the CPDLC OCA/FIR. If, after initiating an AFN, the Active Centre does not match the ATC specified during the Logon, the flight crew should clarify the situation via voice. CPDLC transfers to adjacent ATCs offering CPDLC services will be automatic.

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APPENDIX E

When exiting a CPDLC OCA/FIR into a non-CPDLC OCA/FIR flight crews should expect the Active Centre to terminate the CPDLC connection, leaving the aircraft with no CPDLC connectivity. If entering a subsequent CPDLC OCA/FIR, crews should initiate an AFN to the CPDLC ATC between 15 and 45 minutes prior to entering the CPDLC OCA/FIR. Unless otherwise instructed, flight crews should revert to voice communications while transiting non-CPDLC OCA/FIRs. Crews should note that an active CPDLC connection may be established with the next CPDLC OCA/FIR well before entering that OCA/FIR. Such connections should not be utilised except in highly unusual or emergency situations. Where CPDLC-related voice communications are required, utilise the appropriate phraseology as detailed in Appendix A. Initial contact and SELCAL check (if SELCAL will be used to monitor HF) with the appropriate aeradio station are essential requirements prior to entering oceanic airspace and each OCA/FIR along the route of flight. If no domestic frequency assignment has been received by 10 minutes prior to the flight’s entry into domestic airspace, contact aeradio and request the frequency, stating the oceanic exit fix. Flight crews should be aware of paragraph 5.4.6 concerning END SERVICE. For this reason, it is important to respond to uplink messages promptly and appropriately, particularly when approaching a FIR boundary. It should be noted that if any uplink messages are open when the END SERVICE message is sent, the CPDLC connections to both the CDA and NDA will be terminated. If unable to continue using CPDLC, flight crews should revert to voice procedures. Flight crews should be aware of the Expected Responses to particular downlink message elements listed in Appendix A. If one of the Expected Responses is not received, the flight crew should initiate voice contact to clarify the situation.

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• •

• All open messages should be closed, regardless of any associated voice communications. These responses should be consistent with the voice communication, in order to prevent confusion.

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contact the appropriate aeradio station. Example: KLM634 C-P-D-L-C. on initial contact the pilot shall: a) use the term “C-P-D-L-C” after the aircraft call sign. c) state the last two fixes in the cleared route of flight if operating outside the OTS.7011/03 153 . specific Air Traffic Service Providers may be in various stages of development and testing. the frequency assignment has been received or advised about the frequency that will be assigned via CPDLC. REQUEST SELCAL CHECK DMCS. and d) request the SELCAL check. and c) request the SELCAL check. Expect to either receive the frequencies for the stated OCA/FIR or to be advised about the frequencies that will be assigned via CPDLC. SCROD VALIE. • If the flight will exit the CTA into domestic airspace. If a frequency assignment is not received prior to crossing an OCA/FIR boundary. Expect to receive the domestic frequencies or to be advised about the frequencies that will be assigned via CPDLC.4 Flight Crew –Contact with Aeradio The integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice communications. SHANWICK NEXT. REQUEST SELCAL CHECK CDAB. TRACK BRAVO. Example 1: KLM634 C-P-D-L-C. b) state the name of the next OCA/FIR to be entered. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. During implementation of CPDLC. on initial contact the pilot shall: a) use the term “C-P-D-L-C” after the aircraft call sign. REQUEST SELCAL CHECK CDAB. Example 2: CRX126 C-P-D-L-C. the pilot shall contact the appropriate aeradio station. • • Continue to use the term “C-P-D-L-C” until the SELCAL check has been completed. b) state the track letter if operating on the Organised Track System (OTS). If the flight will exit the CTA into oceanic airspace. • • Prior to entering each oceanic CTA.APPENDIX E 1.

or . • • • 154 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. b) if the failure occurs prior to initial contact with the aeradio station. or . do not use the phrase “C-P-D-L-C”.communication instructions and the frequency to contact the appropriate ATS unit approaching. the exit point. and b) issue: .normal voice procedures if entering non-FANS A airspace. Aeradio operators shall: a) respond to an aircraft that identifies itself as “C-P-D-L-C” by restating “C-P-D-L-C” in conjunction with the aircraft call-sign. or over. When leaving CPDLC airspace. or b) issue: .ADS procedures if entering ADS airspace. and a) advise aircraft that: “(type) FREQUENCIES WILL BE ASSIGNED VIA CPDLC”. or . VOICE REPORTS NOT REQUIRED IN (name) OCA/FIR”. or .7011/03 . while other aeradio operators will continue to provide frequency assignments.APPENDIX E • • When an onboard systems failure prevents CPDLC.communication instructions and the frequency to contact the appropriate ATS unit approaching. Aeradio operators serving ATCs that are participating in ADS WPR operational trials but not in CPDLC operational trials shall: a) advise aircraft that: “CPDLC SERVICE NOT AVAILABLE IN (name) OCA/FIR.communication instructions for the next OCA/FIR. or over. or .instructions for the aircraft to call the aeradio station serving the next OCA/FIR at a time or location prior to the exit OCA/FIR boundary or exit point. or if CPDLC is terminated due to FANS A problems: a) do not inform aeradio that CPDLC has been terminated. Aeradio operators serving ATCs that are participating in ADS WPR operational trials and in CPDLC operational trials shall advise aircraft that: “VOICE REPORTS NOT REQUIRED IN (name) OCA/FIR”. the exit point. 1.5 Aeradio • If an OCA/FIR implements Phase 2 operational trials: some aeradio operators will advise CPDLC flights that frequencies will be provided via CPDLC. resume: .instructions for the aircraft to call the aeradio station serving the next OCA/FIR at a time or location prior to the exit OCA/FIR boundary or exit point. and b) complete the SELCAL check.communication instructions for the next OCA/FIR. and c) inform Company Operations Department in accordance with established problem reporting procedures.

After sending DM58. . in an emergency. This does not preclude crews from using CPDLC for emergency communications if unable to establish voice contact. the flight crew should send DM58 CANCEL EMERGENCY as soon as practicable. flight crews will immediately revert to voice communications.APPENDIX E 1. In the event that a controller receives an emergency downlink message he/she should take immediate action to confirm the status and intentions of the aircraft via voice. or .7011/03 155 . DM58.6 Emergency Messages During Operational Trials • It is expected that. controllers will consider the aircraft to be in an emergency state until confirmed otherwise via voice contact with the flight crew. the flight crew should confirm their status and intentions via voice.responding with standard freetext message 004: ROGER PAN if the message contains DM55 PAN PAN PAN.responding with standard freetext message 005: ROGER MAYDAY if the message contains DM56 MAYDAY MAYDAY MAYDAY. Upon receipt of an emergency downlink message. If an emergency downlink message is inadvertently sent. the controller shall indicate to the aircraft that the message was received by: . • • • • • Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. DM60 or DM61. DM59. Any downlink message that contains an emergency message element (see Appendix 1) should be treated as an emergency message.responding with UM3 ROGER if the message contains DM57. Once an emergency downlink message is received.

the controller with control responsibility for the aircraft shall request confirmation of the emergency through voice communications with the aircraft. .Gander is CZQX. . For flights departing from airports adjacent to. they shall immediately terminate ADS and re. If a flight crew becomes aware that they have provided incorrect flight identification data for the AFN. a data link communications failure. the logon address for: .7011/03 . To assist in the smooth transition to full implementation of ADS WPR throughout the NAT Region. subsequent logons with adjacent participating ATS providers will be automatic. Flight Crew Procedures .) • A controller who becomes aware of corrupt or incorrect data shall initiate action to establish voice contact with the aircraft concerned in order to correct the situation. • If the controller is advised. If either the pilot or the controller notices intermittent operation. specific Air Traffic and Communications Service Providers may be in various stages of development and testing. aircraft concerned shall be advised as necessary to revert to voice position reporting. Flight Crew Procedures – ATS Facilities Notification (AFN) • When initialising the FMC. a controller shall take action to advise the aircraft concerned and request a voice position report. • Once logon has been established with one participating ATS provider. or underlying ADS Airspace. ADS PROCEDURES Air Traffic Control Procedures • Whenever an ADS WPR is overdue by more than an period of time. • When an ADS emergency message is received. as determined by ATC.Reykjavik is BIRD. The application of the following pilot and associated aeradio procedures will permit a seamless expansion of ADS WPR without numerous changes to the procedures themselves . the pilot shall logon prior to departure. it is essential to ensure that the aircraft identification matches the one displayed in the filed ATC flight plan. 156 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Shanwick is EGGX. They are also applicable for operation within OCA/FIR’s conducting Pre Operational Trials.General The integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice communications. During implementation of ADS WPR. Regardless of the Data link Service Provider. either may revert to voice communications at any time. he/she shall co-ordinate with the controlling authority to ensure that the emergency report has been received.APPENDIX E 2.with a correct identification. • Between 15 and 45 minutes prior to entering an ADS CTA the pilot shall initiate an AFN. • When a controller not having control responsibility for the aircraft receives an ADS emergency report. (Crews would be expected to log-off and resume voice reporting for the remainder of the crossing. .Santa Maria is LPPO. the pilot procedures below reflect the end-state for ADS WPR. or becomes aware of.

. Example 1: KLM634 A-D-S.state the name of the next OCA/FIR to be entered.state the track letter if operating on the Organised Track System (OTS). as it will result in transmission of unwanted ADS reports. If the estimated time for the NEXT position last reported to ATC is found to be delayed by three minutes or more. do not use the phrase “A-D-S”. the pilot shall contact the appropriate aeradio station. SCROD VALIE. on initial contact. TRACK BRAVO.request the SELCAL check. . a revised estimate shall be transmitted via voice to the ATS unit concerned as soon as possible. (Expect to receive the Domestic frequencies).request the SELCAL check. on initial contact the pilot shall: . and . Example: KLM634 A-D-S. REQUEST SELCAL CHECK DMCS.use the term “A-D-S” after the aircraft call sign.g.state the last two fixes in the cleared route of flight if operating outside the OTS and . Example 2: CRX126 A-D-S. • • • Continue to use the term “A-D-S” until either the SELCAL check has been completed or the frequency assignment has been received. REQUEST SELCAL CHECK CDBA. Pilots shall resume normal voice communications. When an onboard system failure prevents ADS WPR. (See next section. Non ATC waypoints may prevent the provision of proper ETA data in the ADS reports required for ATC waypoints. inform Company Operations Department in accordance with established problem reporting procedures. transmit all subsequent position reports via voice.7011/03 157 . Aeradio Procedures). • Flight crews should not insert non-ATC waypoints (e. mid-points) in cleared oceanic flight legs.APPENDIX E Flight Crew Procedures – Aeradio Communications Prior to entering an ADS CTA. • - When leaving ADS airspace. Pilots shall submit position reports via voice unless otherwise advised by the aeradio operator. . the pilot shall: . • If the flight will exit an ADS CTA into oceanic airspace. if the failure occurs prior to initial contact with the aeradio station.use the term “A-D-S” after the aircraft call sign. or if ADS is terminated due to FANS A problems: do not inform aeradio that ADS has been terminated. REQUEST SELCAL CHECK CDBA. SHANWICK NEXT. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. (Expect to receive the frequencies for the stated OCA/FIR) If the flight will exit an ADS CTA into domestic airspace.

Complete the SELCAL check. .The use of ADS WPR does not negate the requirement to advise ATC whenever any lateral offset is initiated or terminated. or . During Pre-Operational Trials.Aircraft participating in ADS WPR are exempt from all routine voice Meteorological Reporting (wind and temperature). . aeradio operators shall advise the pilot to make position reports by HF voice. and .7011/03 .communication instruction for the next OCA/FIR.communications instructions and the frequency to contact the appropriate ATS unit approaching. Aeradio Procedures • Aeradio operators shall: Respond to an aircraft that identifies itself as “A-D-S” by restating “A-D-S” in conjunction with the aircraft call-sign.Issue: . the exit point or .instructions for the aircraft to call the aeradio station serving the next OCA/FIR at a time or location prior to the next OCA/FIR boundary or exit point.ADS WPR will automatically terminate after exiting ADS Airspace. or over. . During the Operational Trial aeradio operators shall: Advise aircraft that “VOICE REPORTS NOT REQUIRED IN (nominated) OCA/FIR”. - • • 158 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. requirements.APPENDIX E Notes: .

the pilot should log-on prior to departure. containing the 4 character ICAO code of the CANARIAS ATS unit “GCCC” between 15 and 45 minutes prior to entering the CANARIAS FIR/UIR.MANAGING ADS AND CPDLC • Log-on/Connection Aircraft participating in the SACCAN FANS A operational evaluation trials are kindly requested to manually log-on the Canary Islands SACCAN system by sending an ATS Facilities Notification (AFN) Contact message. .SOUTH ATLANTIC FANS OPERATIONS (TRIALS) All the following information are based on the “Guidance material on SACCAN FANS A operational evaluation trials in Canarias airspace” Version 1.4 . and.the aircraft registration/flight identification pairing does not match the pairing contained in the flight plan. or .there is no flight plan in the ATS system (SACCAN) for that flight. If a log-on attempt is not successful. .Altitude Range.com SYSTEM OPERATION . . This document is available on the SATMA web site: www. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Although several types of event contracts will be operationally evaluated . The AFN log-on will be rejected if: . the most commonly used will be: . • Establishing and Terminating an ADS Connection Immediately after log-on has been completed successfully SACCAN will automatically activate the ADS connection and set an initial 15 minutes (adaptable value) periodic reporting rate contract with the aircraft.there is no aircraft registration included in the flight plan. and therefore the only connection to be activated will be ADS. .0. .ADS Way Point Change Event. The flight identification used for log-on must be exactly the same as the filed in the ATS flight plan. wait at least 5 minutes before making a second attempt For flights departing from airports adjacent to. and. and. or within CANARIAS FIR/UIR.7011/03 159 .Demand contracts (set by the ground system at any time).APPENDIX E E.ADS MET Data contract request will also be evaluated.satmasat.Lateral Deviation Change Event. During the aircraft transit through CANARIAS FIR/UIR airspace different periodic contract reporting rates and data contents will be exercised in order to operationally evaluate the SACCAN automatic ADS contracts management feature. Some aircraft may decide to participate only in ADS operational evaluation trials.

and expects he/she will never be before the aircraft leaves the Canarias airspace. the answer will be “UNABLE TO PERFORM CPDLC TRIALS”. Executing. SACCAN will be used in a first operational phase for “ADS monitoring” • Establishing. and Terminating a CPDLC Connection Participating FANS A equipped aircraft wanting/able to participate on top of ADS also in CPDLC operational evaluation trials. it will alert the Controller. I WILL CALL YOU BACK FOR CPDLC TRIALS”. Only after proper evaluation. or “EXPECT CPDLC CONECTION FOR TRIALS AT TIME __ __”.APPENDIX E In order to minimise the cost of data communications the use of high periodic reporting rates (the highest possible is 64 seconds for FANS A avionics) and in general the amount of ADS data exchanged will be kept to the minimum required. Only the pilot can cancel the emergency mode. he/she will answer “ROGER. During the operational evaluation trials phase it is not expected to execute any transfer since no adjacent ATS unit FANS A equipped is yet available • ADS Emergency Mode Operation When SACCAN receives an emergency-mode ADS report (triggered by pilot action) . and validation. If when receiving the aircraft request the controller is not ready for CPDLC trials. or any kind of ADS service. 160 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. If when receiving the aircraft request the controller is not ready for CPDLC trials with that aircraft. the emergency reports will be transmitted at the existing periodic rate. once entered Canarias airspace and ready to start the trials. aircraft and the terrain. but he/she expects to be ready for it later before the aircraft leaves the Canarias airspace. INITIATING CPDLC” while he/she manually triggers the CPDLC initiation in the SACCAN system.7011/03 . system modification if required. should inform Canarias ACC by means of the following voice phraseology: “READY FOR CPDLC TRIALS” If when receiving the aircraft request the controller is ready for CPDLC trials. Pilot triggering of the emergency mode for testing purposes will be done only on controller request via voice communications. or via data link free text in case the aircraft is also participating in CPDLC trials. If a periodic contract is active. he/she will answer “ ROGER. During the ADS operational evaluation trials the ADS Emergency Mode Operation will be occasionally evaluated with aircraft. • Surveillance Safety Considerations During this first phase of ADS operational evaluation trials ADS data will never be used for operational purposes such as application of ADS separations between aircraft.

ATC expects position reports based on downlink message POSITION REPORT [position report] (Message 48 of the DOWNLINK MESSAGE ELEMENT TABLE defined in RTCA DO-219 that also can be seen in Appendix 3). The CPDLC messages exchanged during this first phase of operational evaluation trials are not operationally valid and therefore instructions or requests in them shall never be considered as operational valid either by the crew or controller.APPENDIX E Once the controller is ready for CPDLC trials he/she will indicate it to the pilot by the voice message “ CONFIRM READY FOR CPDLC TRIALS”. The controller will trigger the initiation of the CPDLC connection termination sequence which will cause SACCAN to send an END SERVICE uplink message. A set of CPDLC tests to be carried out during the first phase of the operational evaluation is in “Guidance material on SACCAN FANS A Operational Evaluation Trials in Canarias Airspace. either by pilot or FMS. and if the pilot response is ”AFFIRMATIVE” he/she will answer “ROGER” and trigger the CPDLC initiation in the SACCAN system. The controller shall ensure that no open uplink CPDLC messages exist prior to the uplinking of an END SERVICE message. Pilots will ensure that the CPDLC connection is an active connection. Free text message “STOP CPDLC WAYPOINT POSITION REPORTING” will be used by ATC to advice pilot to stop this reporting. A CPDLC exchange can only occur after the AFN has been completed. When so requested by ATC by means of the free text message “START CPDLC WAYPOINT POSITION REPORTING” pilots shall ensure that a CPDLC message will be issued whenever an ATC waypoint is passed over (Waypoint Change Events (WCE) ).7011/03 161 . Once a test have been commenced. The termination of a CPDLC trials session may be decided at any moment by either pilot or controller and will be communicated to each other by means of the following free text message: “REQUEST CPDLC TRIALS TERMINATION” Pilot response to this message should be “ROGER”. that test should be completed in order not to leave open messages before terminating the CPDLC trials. Pilots should not expect a controller response to these position reports. Controller instructions via CPDLC are not to be complied with. the CPDLC initiated by means of a CONNECTION REQUEST message triggered manually by the controller and sent by the SACCAN system to the aircraft. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. and a CONNECTION CONFIRM message received from the aircraft.

the pilot will be instructed by voice to terminate the connection. During this first phase of the operational evaluation trials the integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice communications. It is to be noticed that the Item 18 must be filled with RMK/ followed by CANARIAS FANS 1 or CANARIAS FANS A (specifically requested by Canarias ACC to FANS A participating aircraft).APPENDIX E Although it is an abnormal case. this will not restrict participation in the SACCAN FANS A Operational Evaluation Trials. 162 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The only operational valid means of communications continue to be VHF and HF voice communications.2. if the controller is aware that the END SERVICE message has been unsuccessful. The operator is responsible for ensuring that the correct aircraft registration is filed in Field 18 of the ICAO flight plan.7011/03 .RMK/CANARIAS FANS 1 (for a satellite and VHF data link equipped aircraft. Example: ICAO Item 18: DAT/SV. The ATS system (SACCAN) compares the registration number of the aircraft contained in Field 18 (Other Information) of the ICAO flight plan with the registration contained in the ATS Facilities Notification (AFN). If the CPDLC connection does not terminate automatically at the appropriate time (normally 5 minutes after leaving CANARIAS FIR/UIR. OPERATIONAL EVALUATION TRIALS PROCEDURES • Flight Planning Procedures Operators should complete the ICAO flight plan form as follows for FANS A equipped aircraft as detailed in §5. If an operator’s flight planning system does not have the capability to enter any of the data as indicated.. • Communications Safety Considerations The CPDLC messages exchanged during this first phase of operational evaluation trials are not operationally valid and therefore instructions or requests in them shall never be considered as operational valid either by the crew or controller. and FANS 1 aircraft participating in the Canarias FANS A operational evaluation trials ) NOTE: The above requirements are for an end-state system. then the pilot shall manually disconnect.

On initial voice contact with CANARIAS ACC the pilot will use the term “FANS ADS” after the call-sign. pilot response should be : “TIME (minutes. When an unexpected /not programmed ADS emergency message is received. the controller will take action to advise the aircraft concerned in order to investigate or try to correct the situation. Pilots are requested to log-on between 15 and 45 minutes prior to entering the CANARIAS FIR/UIR. he/she shall co-ordinate with the controlling authority to ensure that the emergency report has been received and is investigated. If unable to log-on after several attempts . Whenever an ADS-WPR is overdue by more than interval. If a flight crew becomes aware that they have provided incorrect flight identification data for logon to ATC. if that is the case. will take action to advise the aircraft concerned in order to investigate or try to correct the situation. If the controller is advised. aircraft concerned will be advised. as determined by ATC. • Flight Crew Procedures When initializing the FMC.7011/03 163 . or becomes aware of a data link communications failure. A controller who becomes aware of corrupt or incorrect data. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. they shall immediately terminate ADS and re-logon with a correct identification. it is essential to ensure that the aircraft identification matches the one displayed in the filed ATC flight plan (FPL Message). UTC Pilots might be asked by the controller to provide a “time check for ADS” by means of the following voice message: “REQUEST TIME CHECK FOR ADS”. seconds)”. the controller with control responsibility for the aircraft shall request confirmation of the emergency through voice communications with the aircraft. on initial voice contact with CANARIAS ACC the pilot should inform ATS using the following terminology: “UNABLE TO FANS LOG-ON”. In order to perform the operational evaluation the controller will follow the internal evaluation procedures and protocols established to this respect. Pilots must be aware that appropriate clocks synchronisation to (hours/minutes/seconds) is essential for FANS operations and specially for ADS.APPENDIX E • Air Traffic Control Procedures It is to be noticed that logon and connection management are detailed in § 5. When a controller not having control responsibility for the aircraft receives an ADS emergency report.

managed.APPENDIX E ADS. pilot should inform ATS via HF or VHF voice using the following terminology: “PROBLEMS WITH CPDLC CONNECTION” Log-off should normally take place 5 minutes after leaving CANARIAS FIR/UIR unless something different is agreed in real time via pilot-controller voice communications Flight crews that encounter problems with FANS A data link will inform controller and advise their Company Operations Department in accordance with their established problem reporting procedures. and terminated by the ground system. If problems are experienced with the CPDLC connection . with the exception of the “ADS Emergency Mode Operation” will normally be initiated. 164 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 . The CPDLC messages exchanged during this first phase of operational evaluation trials are not operationally valid and therefore instructions or requests in them shall never be considered as operational valid either by the crew or controller. During this first phase of the operational evaluation trials the integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice communications. without pilot intervention.

contact New York Radio on HF or VHF and identify the flight as CPDLC equipped. Meteorological reports will not be required from flights when utilising CPDLC. pilots should send their required position reports utilising CPDLC. EXCEPTION: Flights operating along A700 within MNPS airspace are not to use CPDLC and are to continue using HF voice. 2. As KZWY does not have the capability to receive waypoint position reports using ADS.APPENDIX E E. provide SELCAL. Continue normal ATC communication via HF voice until entering the KZWY CPDLC service area. Pilots must maintain HF communications capability with New York Radio at all times within the entire New York Oceanic FIR.htm On March 2003.NEW YORK OCEANIC (KZWY) CPDLC SERVICE AREA This document is based on a NOTAM (March 20th. and aircraft registration number. The New York Oceanic FIR log-on address is “KZWY”. departure point. Expect to receive primary and secondary HF frequency assignments from New York Radio for the route of flight within the CPDLC service area. Commence CPDLC communications at the service area boundary. destination.faa. 1. FANS A capable aircraft that wish to participate in CPDLC may utilise this service. New York ARTCC has implemented full FANS1/A CPDLC capability in the New York Oceanic FIR MNPS airspace including that additional airspace within the New York Oceanic FIR south of 27 degrees North latitude and east of 60 degrees West longitude inclusive.7011/03 165 . CPDLC will not be available in the WATRS area. Log-On (Entry Procedures) Aircraft entering the KZWY CPDLC service area from NON-CPDLC airspace: • Initial log-on from non-CPDLC airspace: Log on to KZWY at least 15 minutes but not more than 45 minutes prior to entering the KZWY CPDLC service area.gov/ats/ato/data_link. Downlink messages sent prior to entering the CPDLC service area will be rejected and a response of "Service unavailable" will be uplinked. HF Communications Requirement Prior to entering the KZWY CPDLC service area.5 . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. • Initial log-on in transit eastbound through WATRS airspace: Log on to CPDLC at least 15 minutes but no more than 45 minutes prior to entering the KZWY CPDLC service area. 2003) available on the FAA web site: http://www1.

• 4. If “KZWY” is not the active centre within 5 minutes after the boundary is crossed. contact New York Centre North Atlantic Supervisor: (1) 631-468-1496. 5. Questions can also be e-mailed to 9-AEA-NYCPDLC@FAA. KZWY CPDLC Service Area Exit Procedures • Aircraft exiting the KZWY CPDLC service area to adjacent NON-CPDLC airspace (Santa Maria.g.APPENDIX E Aircraft entering the KZWY CPDLC service area from adjacent CPDLC airspace: Until further advised. Direct questions to New York International Operations. 3. While “KZWY” is the active centre the pilot shall ensure HF communications are maintained as a backup and begin CPDLC communication.7011/03 . Moncton. there is no automatic transfer of a flight’s CPDLC connection from any CPDLC service area entering KZWY. flight crews shall contact New York Radio via HF voice for routine communications. During all other times. Piarco. If a “Datalink Termination” message is received. pilots shall ensure all open uplinks from the previous ATC unit have been responded to. CPDLC will be transferred approximately 10 minutes prior to the boundary crossing point. 4050N). Bermuda Radar. SATVOICE contact is limited to distress and urgency situations. 166 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. and Gander Domestic): Aircraft approaching the airspace above can expect the CPDLC “CONTACT” message containing the frequency for the next facility. Controller Pilot Data Link Communications (CPDLC) Failure In the event of CPDLC failure. then terminate the CPDLC connection and log on to KZWY. pilots must manually log-on to the KZWY CPDLC system and send a boundary waypoint position report.GOV (email address effective as of 1 March 2003). Position Report Message Format KZWY cannot accept position reports containing latitude and longitude (Lat/Long) in ARINC 424 format (e. New York Centre. telephone: (1) 631-468-1037. Flights unable to send position reports in whole latitude and longitude format must accomplish position reporting via HF voice communications. WATRS. Aircraft exiting the KZWY CPDLC service area to adjacent CPDLC airspace (presently only applicable to Gander Oceanic): Aircraft approaching adjacent CPDLC airspace above can expect the CPDLC “MONITOR” message containing the frequency for the next facility. fax: (1) 631-468-4229 during normal business hours Monday – Friday. CPDLC will be terminated approximately 10 minutes prior to the boundary crossing point. San Juan. Position reports containing Lat/Long waypoints within the KZWY CPDLC service area will be accepted in whole latitude and longitude format only (050N040W).

Descriptive drawing The following sequence is applied: OAKLAND .If re-route decided. Therefore.The AOC transmits a Change message to the all concerned ATC (until AIDC exists) Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. 2. and data link AOC with its operations centre. for a single re-route per flight. there are aircraft both on PACOTS and UPR. the crew activates the re-route and notifies it to his AOC .7011/03 167 .After evaluation of the received P-PLN. . On the typical Los Angeles/Sydney or Los Angeles/Auckland routes. Procedures. 1.ZOA TMU sends a new TDM (Track Definition Message) to all concerned ATCs AOC / Aircraft/ ATC .ZOA TMU (Traffic Management Unit) defines a new track based on the old route until the DARP entry point. The DARP scenario is described in the Airbus AIM-FANS A training CDROM. Consequently. AOC decides whether or not to re-route .The ATC centres providing the control of the FIR where the re-routing will be done must have CPDLC capability.Oakland (ZOA) receives new weather forecast and loads it in its system . the wind updates after the first hours of flight may happen to show that a better F-PLN could be considered. the AOC uplinks the new route to the aircraft . The following describes the SPOM procedures. 3. as currently in use. the pilot asks for a re-route clearance .Once cleared. at least 90 minutes ahead of the aircraft. have thus been developed to allow for the crew to get an in-flight route re-clearance.The airline must be able to sustain CPDLC with the appropriate ATC. .Prerequisites .APPENDIX F APPENDIX F DYNAMIC AIRBORNE ROUTE PLANNING The dynamic re-routing procedure has been developed by the ISPACG forum to provide FANS equipped aircraft with the possibility of a complete F-PLN change once airborne. ATC and aircraft. . no more strategic separations (50Nm) between aircraft can be applied.ZOA Traffic Management Unit defines the DARP entry point on the original track.The airline shall have an AOC data link capability to communicate with both the aircraft and the ATC with data link. .Following the receipt of the new TDM. based on an extensive use of the data link capabilities of the three AOC.PACOTS / DARP Track designations PACOTS tracks still exist but many operators use them as UPR.

APPENDIX F The following drawing gives a general view of all the co-ordinated sequences that occur in a DARP phase.7011/03 . 168 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Differences of up to around 15 minutes of flight time are claimed by the operators. These UPR procedures are currently used between Los Angeles and both Sydney and Auckland. The User Preferred Route procedure (UPR) is by far preferred by the airlines. because it happens that the current wind models. the airlines do not need to take into account the daily published PACOTS. Activating the DARP procedure requires a good co-ordination between all involved actors (Aircraft. They file their UPR Flight Plan. as used by the airlines. are precise enough within the frame of the flight. AOC. Oakland (USA) Traffic Management Unit 2 – New Track Definition 1 – Wind Forecast Meteo Centre 5 – Cleared Route 4 – Route Clearance Request 3 – Revised F-PLN 6 – Re-route Notification ATC1 ATC2 AFTN 7 – Revised F-PLN Airline Operations Control Although promising this procedure has not been used very much for the time being. ATC) . UPR (User Preferred Route): The wind models used by the airlines are not the same than those used by the ATC when the daily PACOTS routes are defined. These have been asking for the possibility to define their own routes according to the daily conditions. In this case. Next Step: DARP from UPR The South Pacific FIT is developing procedures for a trial of a DARP from the airlines' individual UPR. A trial of the procedure is proposed for mid-2003.

select the ATC Menu page on the MCDU (by pressing on the ATC COMM function key). The first step is to notify the ATC center of the aircraft datalink capability. then select the NOTIFICATION page. BRT NO AC T I V E AT C DIM MSG MSG + PRINT PGE PGE + FM 1 IN D RDY FM 2 AT SU <AT C ME NU DAT A L I NK AOC MENU> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. for a flight from Los Angeles (KLAX) to Auckland (NZAA).First. .7011/03 169 . The first ATC for this flight is KZAK control and the crew wants to logon to it.APPENDIX G APPENDIX G OPERATIONAL SCENARIOS FANS A 1 .INITIAL NOTIFICATION The aircraft is in flight.

7011/03 . Press NOTIFY* in order to notify the KZAK ATC center. The system has stored the last active ATC center of the previous flight. here KZAK. In our example.APPENDIX G FM 1 IN D RDY FM 2 AT C MENU < L AT <WH E N REQ C A N WE V E RT OT H E R R E Q> R E Q> T E XT > <M S G L OG R E P ORT S > C ON N E CT I ON <N OT I F I C A T I ON A T S U D L K ST ATU S> EM E RG E N CY > BRT <R ET U RN D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU The ATC FLT NBR is provided by the FMGEC (set on the INIT page). FM 1 IN D RDY FM 2 N OT I F I C A T I ON A T C A F 8 0 0 A T C C E N T E R F L T N B R K Z A K – – – – – – – – – – – – – NOT I F Y * A T C ME N U C ON N E CT I ON <R ET U RN ST ATU S> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU 170 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. this is the first ATC for your flight.

It does not mean that the connection has been performed. BRT DIM MSG MSG + NO A C T I V E A T C PRINT PGE PGE + FM 1 IN D RDY FM 2 N OT I F I C A T I ON A T C A F 8 0 0 A T C C E N T E R F L T N B R !!!! – – – – – – – – – – – – – N O T I F Y – – – – – K Z A K : N OT I F I E D – – – – – A T C ME N U C ON N E CT I ON <R ET U RN ST ATU S> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This is confirmed on the DCDU by the NO ACTIVE ATC message.7011/03 171 . It means that the ATC has been notified of the aircraft datalink capability.APPENDIX G KZAK NOTIFIED is displayed in green. the connection operation is initialised by the ATC at their discretion. Once notified.

7011/03 . The ATC center has performed the logon operation and the communication is established. the display on the DCDU changes.APPENDIX G 2 .CPDLC LOGON When the ATC center initialises the CPDLC connection. FM 1 IN D RDY FM 2 N OT I F I C A T I ON A T C A F 8 0 0 A T C C E N T E R F L T N B R !!!! – – – – – – – – – – – – – N O T I F Y A T C ME N U C ON N E CT I ON <R ET U RN ST ATU S> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU 172 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. BRT DIM MSG MSG + ACT I VE AT C : KZ AK CT L PRINT PGE PGE + The aircraft is now able to exchange datalink messages. Here is how to check the connection status: Select the Connection Status page. and the active ATC is displayed on the DCDU.

7011/03 173 . as soon as an ATC will have given an ADS contract to the aircraft. This means that ADS is ready to work (armed). FM 1 IN D RDY FM 2 CONN E CT I ON A C T I V E K Z A K N E X T – – – – A T C ST AT U S D I S CONN E CT * ––––––– A T C –––––––– * S ET OF F AD S : ON ––––––– A T C ME N U <R ET U RN NOT I F I C AT I ON> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU Notice also the default status of the ADS function. the connection should be completed 15 to 45 mn before entering a CPDLC airspace. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.APPENDIX G The active ATC is displayed. Note: As a general rule. set to ON.

7011/03 . BRT DIM MSG MSG + ACT I VE AT C : KZ AK CT L PRINT PGE PGE + RE C AL L* On the connection status page. The aircraft is in cruise. is initialised by the current ATC and automatically performed by the ATSU. This process is totally transparent to the crew. close to leaving the KZAK CTL and to entering the KOAK. This is simply indicated by a SERVICE TERMINATED message sent by the ATC.LOGON TO NEXT ATC The datalink communication transfer to the next ATC. also known as Next Data Authority.APPENDIX G 3 . FM 1 IN D RDY FM 2 AT C MENU < L AT <WH E N REQ C A N WE V E RT OT H E R R E Q> R E Q> T E XT > <M S G L OG R E P ORT S > C ON N E CT I ON <N OT I F I C A T I ON A T S U D L K ST ATU S> EM E RG E N CY > BRT <R ET U RN D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU 174 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. There is no NEXT ATC. KZAK is the active ATC.

APPENDIX G FM 1 IN D RDY FM 2 CONN E CT I ON A C T I V E K Z A K N E X T – – – – A T C ST AT U S D I S CONN E CT * ––––––– A T C –––––––– * S ET OF F AD S : ON ––––––– A T C ME N U <R ET U RN NOT I F I C AT I ON> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU Upon reception by the aircraft of an ATC message. ATC MSG ATC MSG Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. both ATC MSG lights flash and as it is a normal message.7011/03 175 . then it will be repeated every 15 s. the first telephone ring is delayed by 15 s. Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

The message can be recalled by pressing the RECALL softkey on the DCDU or displayed in the MSG LOG page on the MCDU. On the connection status page.7011/03 . Press the CLOSE softkey to store the message. BRT DIM MSG MSG + ACT I VE AT C : K ZAK CT L PRINT PGE PGE + RECALL* 176 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.APPENDIX G The message received from KZAK CTL is displayed on the DCDU. indicating that the next ATC is KOAK. the next ATC is displayed: this is a "NO ANSWER" message. BRT DIM MSG MSG + 1107Z F ROM K Z AK C T L PRINT PGE PGE + NE X T D AT A A UT HO R I T Y : KO A K C LOS E * FM 1 IN D RDY FM 2 CONN E CT I ON A C T I V E K Z A K N E X T K OA K A T C ST AT U S D I S CONN E CT * ––––––– A T C –––––––– * S ET OF F AD S : ON ––––––– A T C ME N U <R ET U RN NOT I F I C AT I ON> BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU The message is closed: the DCDU screen is cleared. The active ATC is still KZAK and will change only when KZAK terminates the connection.

The ATC center has performed the logon operation and the communication is established.APPENDIX G An uplink ATC message is received: both ATC MSG lights flash and as it is a normal message. BRT DIM MSG MSG + 1110Z F ROM K Z AK CT L PRINT PGE PGE + S E R V I C E T E RM I N A T E D <OT HER CLOSE* The message is closed: the DCDU screen is cleared. then it will be repeated every 15 s. Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.7011/03 177 . ATC MSG ATC MSG When the new ATC center initialises the connection. The new active ATC (KOAK CTL) is displayed on the DCDU. the first telephone ring is delayed by 15 s. the SERVICE TERMINATED message received from KZAK CTL is displayed on the DCDU. BRT DIM MSG MSG + ACT I V E AT C : KOAK CT L PRINT PGE PGE + RE C AL L* Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Press the CLOSE softkey to store the message.

Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal. On the second line. a lateral clearance.CLEARANCE In this scenario the aircraft receives the answer to its previous request and later on. An uplink ATC message is received: both ATC MSG lights flash and as it is a normal message. Each answer selected by the crew will be displayed at this place in this manner before being physically sent. To ease the reading. the WILCO status is displayed in cyan inverse video on the top right corner.APPENDIX G 4 . In case of mistake. ATC MSG ATC MSG The received message is displayed on the DCDU. the ATC answer. 178 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. in white. the CANCEL soft key enables the crew to cancel the current selection and to re-select another answer. The SEND* function is now available for the sending of the selected answer (WILCO) Press the SEND softkey. On the first line. including the sending time of the aircraft's request. BRT DIM MSG MSG + 1425Z F ROM K Z AK CT L OP E N PRINT PGE PGE + ( REP L Y T O 1 4 1 9 Z REQ ) AT A L COA CL B T O & MA I NT F L 3 9 0 * U N AB L E <OT HER ST BY * W I L CO * Once selected.7011/03 . then it will be repeated every 15 s. On the remaining lines. the reply indication. select the WILCO softkey. KZAK CTRL). uplink messages are in white with the main parameters highlighted in cyan. the first telephone ring is delayed by 15 s. In order to reply WILCO to the message. the indication about the time and the issuer of the message (here. in green.

This is confirmed by the MONITORING information displayed on the DCDU bottom centre. BRT DIM MSG MSG + 1425Z F ROM K Z AK CT L W I L CO PRINT PGE PGE + ( REP L Y T O 1 4 1 9 Z REQ ) AT A L COA CL B T O & MA I NT F L 3 9 0 * C AN CE L <OT HER MO N I T O R I NG SE ND* BRT DIM MSG MSG + 1425Z F ROM K Z AK CT L W I L CO PRINT PGE PGE + ( REP L Y T O 1 4 1 9 Z REQ ) AT A L COA CL B T O & MA I NT F L 3 9 0 SENT <OT HER CLOSE* Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.APPENDIX G BRT DIM MSG MSG + 1425Z F ROM K Z AK CT L W I L CO PRINT PGE PGE + ( REP L Y T O 1 4 1 9 Z REQ ) AT A L COA CL B T O & MA I NT F L 3 9 0 * C AN CE L <OT HER SE ND* As already seen. and the message content changes to green once sent. This means that when closing to ALCOA. The parameter ALCOA turns magenta indicating that the FMS is currently monitoring the related deferred clearance. The SEND status is in green inverse video when SEND has been selected. the SENDING/SENT information is shown. the FMS will recall the message to remind the crew about this clearance.7011/03 179 .

the FMS automatically displays the deferred clearance text on the DCDU. BRT DIM MSG MSG + W I L CO AT A L COA CL B T O & MA I NT F L 3 9 0 PRINT PGE PGE + REM I NDER OT HER CLOSE 180 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Press the CLOSE softkey to store the message. the FMS processes the ATC conditional or deferred clearances that are linked to navigation.7011/03 . the FMS is able to recall messages to alert the pilots. The time and active ATC fields at the top of the screen are no longer displayed. ATC MSG ATC MSG As the clearance condition is fulfilled. when approaching a clearance condition.APPENDIX G During CPDLC exchanges. This is indicated by the REMINDER information and the visual and aural alerts: Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal. Then. the clearance text is shown in green. About 30 s before the clearance condition. The answer to the clearance is also displayed at the top right corner.

as the message is still incomplete: the user must press MODIFY in order to fill the brackets. the CANCEL and MODIFY softkeys are available. The text of the reply is displayed with the data field to fill in by means of the MCDU. The CAN and CANNOT softkeys are available. Press the CAN softkey. or else CANCEL the message.APPENDIX G 5 . Press the MODIFY softkey. the ATC sends a question message containing the element “WHEN CAN YOU”. Note that the SEND function is not available. BRT DIM MSG MSG + 1154Z F ROM K Z AK CT L OP E N PRINT PGE PGE + WH E N C A N Y O U A C C E P T FL370 * C AN NO T C AN * The OPEN message status is replaced by CAN status in inverse video.7011/03 181 . BRT DIM MSG MSG + 1154Z F ROM K Z AK CT L CAN PRINT PGE PGE + WH E N C A N Y O U A C C E P T FL370 –––––––––––––––––––––––– WE C A N A C C E P T F L 3 7 0 B Y [ ] * C AN CE L MO D I F Y * SE ND Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The received message s displayed on the DCDU.WHEN CAN YOU… In this scenario. The response message is automatically created. Now.

7011/03 .APPENDIX G Under the reply. the MCDU FOR EDIT information is displayed. BRT DIM MSG MSG + 1154Z F ROM K Z AK CT L CAN PRINT PGE PGE + WH E N C A N Y O U A C C E P T FL370 –––––––––––––––––––––––– WE C A N A C C E P T F L 3 7 0 B Y [ ] * C AN CE L MCDU FOR E D I T MO D I F Y SE ND FM 1 IN D RDY FM 2 ME S S AG E T O K Z A K C T L MOD I F Y WE B Y CAN ACCEPT F L370 ] [ ADD P A G E T E XT A T C * C AN C E L 1 2H30 D IR F -P L N PRO G RAD NAV PERF FUEL PRED MOD I F DI SPL BRT IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU 182 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The MESSAGE EDITION page comes into view on the MCDU. Enter the time parameter in the MCDU scratchpad and press the line key adjacent to the BY data field.

It is possible to add free text to the reply by selecting ADD TEXT.7011/03 183 . or to chose one of the proposed reasons. T O T O F R E E ME D I C A L# T E CHN I C A L# P I L OT S – – – – – – – "W E A T H E R "T U R B U L E N C E – – – – – – D I S C R E T I ON# T E X T [ I N P U T S ] *ERASE A T C ME N U A T C <R ET U RN MOD I F D I S P L* BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. chose the DUE TO A/C PERFORM.APPENDIX G The time (foreseen to reach the flight level 370) is displayed on the MCDU. FM 1 IN D RDY FM 2 T E XT DU E T O 1 / 2 DU E DU E A T "# T O T O "A / C DU E DU E P E R F O RM . This leads to the MCDU TEXT page: FM 1 IN D RDY FM 2 ME S S AG E T O K Z A K C T L MOD I F Y WE B Y CAN ACCEPT F L370 1 2H30 ADD P A G E T E XT > A T C * C AN C E L MOD I F D I S P L* BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU It is possible to enter up to 4 lines of free text. For this example. key. The selected text is displayed in cyan.

Options are all available again to allow for further message completion if required. but unavailable (no star). BRT DIM MSG MSG + 1154Z F ROM K Z AK CT L CAN PRINT PGE PGE + WH E N C A N Y O U A C C E P T FL370 –––––––––––––––––––––––– WE C A N A C C E P T F L 3 7 0 B Y 1 2 H3 0 * C AN CE L PGE 1/2 MO D I F Y * SE ND 184 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. This displays the prepared message on the DCDU. page1/2 appears on the DCDU.7011/03 .APPENDIX G Press the line key adjacent to the ATC MSG DISPL* command on the MCDU. FM 1 IN D RDY FM 2 T E XT DU E T O 1 / 2 DU E DU E A T "# T O T O A/ C DU E DU E P E R F O RM . with the default "ATC TEXT DISPL" text in line 6R. The SEND function is not available (no star) until all pages of the prepared message have not been visualized: press on the PAGE + softkey. T O T O F R E E ME D I C A L# T E CHN I C A L# P I L OT S – – – – – – – "W E A T H E R "T U R B U L E N C E – – – – – – D I S C R E T I ON# T E X T [ I N P U T S ] *ERASE A T C ME N U A T C <R ET U RN MOD I F D I S P L* BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU The MCDU paged is refreshed. As the created message is too long to be displayed on 1 page of the DCDU.

The message body changes to green once sent.7011/03 185 . the SENDING information is displayed TEMPORARILY. Press the SEND softkey. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. BRT DIM MSG MSG + CAN 1 2 H3 0 D U E T O A / C P E R F O RM A N C E PRINT PGE PGE + * C AN CE L PGE 2/2 MO D I F Y * SE ND* BRT DIM MSG MSG + 1154Z F ROM K Z AK CT L CAN PRINT PGE PGE + WH E N C A N Y O U A C C E P T FL370 –––––––––––––––––––––––– WE C A N A C C E P T F L 3 7 0 B Y 1 2 H3 0 SENT PGE 1/2 CLOSE* Under the reply. T O T O F R E E ME D I C A L# T E CHN I C A L# P I L OT S – – – – – – – "W E A T H E R "T U R B U L E N C E – – – – – – D I S C R E T I ON# T E X T [ I N P U T S ] ERASE A T C ME N U A T C <R ET U RN T E XT DI SPL BRT D IR F -P L N PRO G RAD NAV PERF FUEL PRED IN IT SEC F -P L N DATA ATC COMM O FF M CDU M ENU The SEND softkey is now available.APPENDIX G FM 1 IN D RDY FM 2 T E XT DU E T O 1 / 2 DU E DU E A T "# T O T O "A / C DU E DU E P E R F O RM .

7011/03 . for a flight from Los Angeles (KLAX) to Auckland (NZAA). The first step is to notify the ATC center of the aircraft datalink capability.INITIAL NOTIFICATION The aircraft is in flight. select the ATC Menu page on the MCDU then select the NOTIFICATION page. AT SU <AT C MENU D AT A L I N K AOC MENU> 186 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The first ATC for this flight is KZAK control and the crew wants to logon to it.APPENDIX H APPENDIX H OPERATIONAL SCENARIOS FANS A+ 1 . First.

In our example. this is the first ATC for your flight. here KZAK. Press NOTIFY* in order to notify the KZAK ATC center.APPENDIX H AT C MENU < L AT <WH E N REQ C A N WE 1 / 2 "# V E RT OT H E R R E Q> R E Q> T E XT > <M S G R E CORD R E P ORT S > CON N E CT I ON <N OT I F I C A T I ON A T S U D L K ST AT U S> EME RG E N CY > <R E T U RN The ATC FLT NBR is provided by the FMGEC (set on the INIT page).7011/03 187 . NOT I F I C AT I ON A T C A F 8 0 0 A T C C E N T E R F L T N B R K Z A K – – – – – – – – – – – – – N OT I F Y * A T C ME N U CON N E CT I ON <R E T U RN ST AT U S> Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The system has stored the last active ATC center of the previous flight.

It means that the ATC has been notified of the aircraft datalink capability. This is confirmed on the DCDU by the default message. 188 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the connection operation is initialised by the ATC at their discretion. NOTE : all the notification history will be deleted after each flight. Once notified. NOT I F I C AT I ON A T C A F 8 0 0 A T C A T C C E N T E R N OT I F I E D F L T N B R !!!! – – – – – – – – – – – – – N O T I F Y KZAK A T C ME N U CON N E CT I ON <R E T U RN ST AT U S> NOTE : the last 6 notified centers can be displayed on the MCDU. It does not mean that the connection has been performed.7011/03 . 2 minutes after the engine shut down.APPENDIX H KZAK is displayed in green.

A C T I V E A T C : K ZA K C T L The aircraft is now able to exchange datalink messages. and the active ATC is displayed on the DCDU. NOT I F I C AT I ON A T C A F 8 0 0 A T C A T C C E N T E R N OT I F I E D F L T N B R !!!! – – – – – – – – – – – – – N O T I F Y KZAK A T C ME N U CON N E CT I ON <R E T U RN ST AT U S> Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the display on the DCDU changes.CPDLC LOGON When the ATC center initialises the CPDLC connection.APPENDIX H 2 . Here is how to check the connection status: Select the Connection Status page. The ATC center has performed the connection operation and the communication is established.7011/03 189 .

the connection should be completed 15 to 45 mn before entering a CPDLC airspace. Note: As a general rule. set to “ARMED”.7011/03 . CONN E CT I ON A CT I V E K Z A K N E X T – – – – A T C ST AT U S D I S CONN E CT * ––––––– A T C MS G L A T E N CY N ON E – – – – – – – – – AD S : * S ET OF F A RM E D – – – – – ADS A T C ME N U DET A I L <R E T U RN NOT I F I C A T I ON > Notice also the default status of the ADS function. This means that ADS is ready to work (armed : ready to accept contract with ground ATC centers) 190 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.APPENDIX H The active ATC is displayed.

CONNECTION TO NEXT ATC The datalink communication transfer to the next ATC.7011/03 191 .APPENDIX H 3 . KZAK is the active ATC. There is no NEXT ATC. A C T I V E A T C : K ZA K C T L R E CA L L * AT C MENU < L AT <WH E N REQ C A N WE 1 / 2 "# V E RT OT H E R R E Q> R E Q> T E XT > <M S G R E CORD R E P ORT S > CON N E CT I ON <N OT I F I C A T I ON A T S U D L K ST AT U S> EME RG E N CY > <R E T U RN On the connection status page. is initialised by the current ATC and automatically performed by the ATSU. close to leaving the KZAK CTL and to entering the KOAK. The aircraft is in cruise. This is simply indicated by a SERVICE TERMINATED message sent by the ATC. This process is totally transparent to the crew. also known as Next Data Authority. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

APPENDIX H CONN E CT I ON A C T I V E K Z A K N E X T – – – – A T C ST AT U S D I S CONN E CT * ––––––– A T C MS G L A T E N C Y NON E – – – – – – – – – ADS : * S ET OF F A RM E D – – – – – AD S A T C M E N U DET A I L <R ET U RN NOT I F I C AT I ON> Upon reception by the aircraft of an ATC message. Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal. ATC MSG ATC MSG 192 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the first telephone ring is delayed by 15 s. then it will be repeated every 15 s. both ATC MSG lights flash and as it is a normal message.7011/03 .

we can show it on the MCDU page in the NEXT ATC field.7011/03 193 . 1 1 0 7 Z F ROM K Z A K CT L N EX T A T C : KOA K C T L C L O S E When the connection is established with the next ATC center. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. On the connection status page. The active ATC is still KZAK and will change only when KZAK terminates the connection. the next ATC is displayed: this is a "NO ANSWER" message. The message can be recalled by pressing the RECALL softkey on the DCDU or displayed in the MSG RECORD page on the MCDU. CONN E C T I ON A C T I V E K Z A K N E X T K OA K A T C ST AT U S D I S CONN E CT * ––––––– A T C MS G L A T E N CY NON E – – – – – – – – – ADS : *S ET OF F A RM E D – – – – – ADS A T C ME N U DET A I L <R ET U RN NOT I F I C AT I ON> The message is closed: the DCDU screen is cleared. indicating that the next ATC is KOAK. Press the CLOSE softkey to store the message.APPENDIX H The message received from KZAK CTL is displayed on the DCDU.

it is displayed on the DCDU.7011/03 . 1 1 1 0 Z F ROM K Z A K CT L S ERV I C E T ERM I NA T ED <OT H E R C L O S E * The message is closed: the DCDU screen is cleared. then it will be repeated every 15 s. Press the CLOSE softkey to store the message. Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal. the first telephone ring is delayed by 15 s. The new active ATC (KOAK CTL) is displayed on the DCDU. 194 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.APPENDIX H A C T I V E A T C : K Z A K C T L R E CA L L * An uplink ATC message is received: both ATC MSG lights flash and as it is a normal message. The ATC center has performed the connection operation and the communication is established. ATC MSG ATC MSG When the SERVICE TERMINATED message is received from KZAK CTL .

The text of the reply is displayed with the data field to fill in by means of the MCDU. The response message is automatically created.CLEARANCE The exchange of messages described in this scenario and the DCDU associated HMI are the same for FANS A and FANS A+. The received message is displayed on the DCDU. 1 5 4 9 Z F ROM K Z A K CT L O P E N WH E N F L 3 7 0 C A N YOU A C C E PT – – – – – – – – – – – – – – – – – – – – – – – – WE C A N A C C E PT F L 3 7 0 NOW [ 1 5 4 9 Z ] * CA NN OT <OT H E R MOD I F Y * S E ND * Press the CANNOT softkey. Press the MODIFY softkey.WHEN CAN YOU In this scenario. Refer to Appendix G (Operational scenarios FANS A .7011/03 195 .Deferred clearance) for further details.APPENDIX H 4 . the ATC sends a question message containing the element “WHEN CAN YOU”. 5 . 1 5 4 9 Z F ROM K Z A K CT L O P EN WH E N F L 3 7 0 C A N YOU A C C E P T – – – – – – – – – – – – – – – – – – – – – – – – WE C A NNOT A C C E P T F L 3 7 0 * C A N C E L <OT H E R MOD I F Y * S E ND* Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

1 5 4 9 Z F ROM K Z A K CT L O P EN WH E N F L 3 7 0 C A N YOU A C C E P T – – – – – – – – – – – – – – – – – – – – – – – – WE C A NNOT A C C E PT F L 3 7 0 * CA N C E L <OT H E R MCD U F O R MOD I F MOD I F Y * S E N D* The MESSAGE EDITION page comes into view on the MCDU. ME S S AG E MOD I F Y "C AN F L370 F L370 C ANNOT P A G E * CAN C E L A T C R E P O RT S ADD MOD I F T E XT > A T C <RE T U RN D I S P L* ME S S AG E MOD I F Y CA N F L 3 7 0 A T 1549Z "C A N N OT F L370 P A G E * C AN C E L A T C R E P O RT S ADD MOD I F T E XT> A T C <R E T U RN D I S P L* 196 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the MCDU FOR MODIF information is displayed.7011/03 . and it’s possible to enter the time parameter in the MCDU scratchpad and press the line key adjacent to the BY data field.APPENDIX H Under the reply. Press the CAN key on the MCDU.

ME S S AG E MOD I F Y C A N F L 3 7 0 A T 1555Z "C A N N OT F L370 P A G E * C ANC E L A T C R E P O RT S ADD MOD I F T E XT> A T C <R E T U RN D I SP L* At this moment. the DCDU message can be modified with the new time.APPENDIX H ME S S AG E MOD I F Y C A N F L 3 7 0 A T 1549Z "C A N N OT F L370 P A G E * C ANC E L A T C R E P O RT S ADD MOD I F T E XT> A T C <R E T U RN 1555Z D I SP L* By pressing ATC MODIF DISPL.7011/03 197 . 1 5 4 9 Z F ROM K Z A K CT L O P EN WH E N F L 3 7 0 C A N YOU A C C E P T – – – – – – – – – – – – – – – – – – – – – – – – WE C A N A C C E P T F L 3 7 0 A T 1 5 5 5 Z * CA N N OT <OT H E R MOD I F Y * S E N D* Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. crew can add text by pressing modify which cause TEXT page to be displayed on the MCDU.

T O T O F R E E ME D I C A L# T E CHN I C A L# P I L OT S – – – – – – – CA N F L 3 7 0 A T D U E D U E 1555Z "C A NNOT " WE A T H E R "T U R B U L E N C E – – – – – – F L370 D I S C R E T I ON# T E X T [ P A G E ] A L L F I E L D S M E NU A T C * CANC E L A T C R E P O RT S ADD MOD I F T E XT > A T C E RASE A T C <R E T U RN D I S P L* <R E T U RN T E XT DI SPL T E XT D U E T O 1 / 2 DU E DU E A T "# T O T O A/C D U E D U E P E R F O RM . T O T O F R E E ME D I C A L# T E CHN I C A L# P I L OT S – – – – – – – " WE A T H E R "T U R B U L E N C E – – – – – – D I S C R E T I ON# T E X T [ I N P U T S ] *E RASE A T C M E NU A T C <R E T U RN MOD I F D I S P L* 198 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.APPENDIX H ME S S AG E MOD I F Y D U E T O T E XT "A / C 1 / 2 DU E DU E A T "# T O T O P E R F O RM .7011/03 .

the SENDING information is displayed TEMPORARILY. Press the SEND softkey. 1 5 5 5 Z DU E TO A / C P ER FORMA NC E * CA N C E L P G E 2 / 2 MOD I F Y * S E N D* 1 1 5 4 Z F ROM K Z A K CT L WH E N F L 3 7 0 C A N YOU A C C E P T – – – – – – – – – – – – – – – – – – – – – – – – WE C A N A C C E PT F L 3 7 0 A T 1 5 5 5 Z S E NT P G E 1 / 2 C L O S E * Under the reply. The message body changes to green once sent.APPENDIX H The SEND softkey is now available. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 199 .

(Note: this screen is displayed when there are ATC applications) The Departure Clearance application is an ARINC 623 ATC application: these can be reached through the ATSU MENU by selecting the prompt ATS623. no prior connection with the ground is required.7011/03 . indicating that the ARINC 623 ATC applications are available. The applications can be used as they are. or directly by selecting the ATC COM hardkey: M C DU <F M1 ME N U <AT S U 200 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. the default screen is displayed.APPENDIX I APPENDIX I OPERATIONAL SCENARIOS ATS623 DEPARTURE CLEARANCE (DCL) On the DCDU.

These are also mandatory parameters: if they are cleared. and it is not modifiable. Here the system has automatically filled the origin and destination airports (taken from the FMS). and insert it in the corresponding field. The flight number is displayed in green: this colour indicates that the parameters is automatically set by the system (it comes from the FMS).7011/03 201 . Type in the aircraft type. amber boxes will appear.APPENDIX I Select the Departure Request application: AT C ME NU – – – – – A T S 6 2 3 P A G E 2 / 2 "# – – – – – – <D E P A R T <O C E A N I C REQ REQ AT I S> A T S U D L K <RE T U RN Amber boxes represent fields that must be filled in order to send the Departure Clearance request: the function REQ DISPL (to display the request on the DCDU) will only be available (star present) when all mandatory fields are filled. Parameters in cyan indicate modifiable parameters. AT S 6 2 3 A T C F L T A F R 0 0 6 F ROM / T O D E P A RT N B R REQ T Y P E A / C !!!! LF PG / K J F K GA T E A T I S COD E [ [ ] ! T E XT – – – – – – – – – – – – – – – F R E E ] MO R E F RE E A T C ME N U A T C T E XT > D E P A RT <RE T U RN A320 REQ D I S P L Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

For this example.APPENDIX I Type in the ATIS code and insert it in the corresponding field.7011/03 . AT S 6 2 3 A T C F L T A F R 0 0 6 F ROM / T O L F P G / K J F K GA T E D E P A RT N B R REQ T Y P E A / C A320 A T I S C OD E [ [ ] ! T E X T – – – – – – – – – – – – – – – F R E E ] MO R E F REE A T C ME N U A T C T E XT > D E P A RT <RE T U RN H REQ D I SP L As all mandatory fields are completed. AT S 6 2 3 A T C F L T A F R 0 0 6 F ROM / T O L F P G / K J F K G A T E D E P A RT N B R REQ T Y P E A / C A320 A T I S COD E [ [ ] H T E X T – – – – – – – – – – – – – – – F R E E ] MO R E F REE A T C ME N U A T C T E XT> D I SP L* D E P A RT <R ET U RN CH A RT E R E D REQ F L I GHT 202 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. let us add free text: type in the text and insert it. indicating that this function is available. the star appears in front of REQ DISPL.

7011/03 203 .APPENDIX I Type in the gate number (optional parameter) and insert it. select the prompt MORE FREE TEXT. AT S 6 2 3 A T C F L T A F R 0 0 6 F ROM / T O L F P G / K J F K G A T E D E P A RT N B R REQ T Y P E A / C A320 A T I S COD E A65 – – – – – – – – F R E E H T E X T – – – – – – – MO R E CH A RT E R E D F L I GHT F REE T E XT> D I SP L* A T C ME N U A T C D E P A RT <R ET U RN REQ Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. AT S 6 2 3 A T C F L T A F R 0 0 6 F ROM / T O L F P G / K J F K G A T E D E P A RT N B R REQ T Y P E A / C A320 A T I S COD E [ ] F L I GHT MO R E H T E X T – – – – – – – – – – – – – – – F R E E CH A RT E R E D F REE A T C ME N U A T C T E XT> D I SP L* D E P A RT <R ET U RN A65 REQ To add more free text.

Type in one line of text and insert it. MOR E CH A RT E R E D [ [ [ F REE F L I GHT T E XT ] ] ] D E P A RT R E Q A T C D E P A RT <R ET U RN 175 PAX ON REQ BOA RD D I SP L* It is possible to display the clearance request on the DCDU from this page also: select REQ DISPL. MOR E CH A RT E R E D 175 [ [ PAX ON F REE F L I GHT BOA RD T E XT ] ] D E P A RT R E Q A T C D E P A RT <R ET U RN REQ D I SP L* 204 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The first line of free text is already displayed on this page.APPENDIX I 3 more lines of free text can be added.7011/03 .

7011/03 205 . with the SENDING indication. At it takes more than 1 page. 1 0 5 6 Z T O L F P G CT L D E PA RT UR E A F R 0 0 6 F ROM : TO : L F P G R EQU E S T GA T E : A T I S : A 3 2 0 S E N D I N G PG E 1 / 2 A 6 5 K J F K H A / C T Y P E : C L O S E Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. page 1/2 is indicated. 1 0 5 6 Z T O L F P G CT L O P EN D E P A R T UR E A F R 0 0 6 F ROM : TO : L F P G R EQU E S T GA T E : A T I S : A 3 2 0 H A 6 5 K J F K A / C T Y P E : * CA N C E L PG E 1 / 2 S E N D Page 2/2 is displayed and it is now possible to send the message: select SEND.APPENDIX I The Departure Clearance request is displayed on the DCDU. O P EN A / C T Y P E : C HA R T ER ED 1 7 5 P A X ON A 3 2 0 F L I GHT BOA R D * CA N C E L PG E 2 / 2 S E N D* The message switches to green inverse video. indicating that is has been sent. It is not possible to send the message before all pages have been visualised or printed: select PGE+ to see next page. The first page is displayed.

and the previous message can be recalled if required. Select CLOSE. ATC MSG ATC MSG 206 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. R E CA L L * The flashing "ATC message" pushbuttons and the aural warning (telephone ring) indicate that a message from the ATC has been received: extinguish the alert by pushing a pushbutton.APPENDIX I The SENT information indicates that the message has been received by the ground network.7011/03 . It is now possible to close the message. 1 0 5 6 Z T O L F P G CT L D E P A RT UR E A F R 0 0 6 F ROM : TO : L F PG R EQU E S T GA T E : A T I S : A 3 2 0 S E N T PG E 1 / 2 A 6 5 K J F K H A / C T Y P E : C L O S E * The default screen is displayed. Closing the message stores it in the message log.

As this new message contains several pages. Let us say. Its status for the moment is "OPEN" because no answer has been prepared yet. O P EN C L RD RWY : SQK : F R EQ : HA V E * R E F U S E P G E <OT H E R 2 / 2 A C K* TO : 0 9 5 0 2 3 A K J F K S I D : B N E 8A 1 1 3 5 Z H A T I S : F L I GHT S LOT : 1 2 4 . To read the following pages. 2 5 N I C E On the DCDU.7011/03 207 . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Proposed answers are REFUSE or ACK.APPENDIX I The received message is displayed on the DCDU. It is not possible to select ACK before the whole clearance has been read. The received message is the departure clearance. select PGE+. that you want to refuse the clearance: select REFUSE. in green: select PGE+ to see the clearance. The received clearance is repeated on the following pages. or printed. "PGE 1/2" is displayed. you can see that no datalink message has been sent to signify the refusal: you must contact the ATC by voice. for this example. 1 0 5 9 Z F ROM L F P G CT L O P EN N O D E P A RT 1 0 5 8 Z F ROM : A F R 0 0 6 C L RD * R E F U S E C L EA RA NC E 2 5 J UN 2 0 0 0 L F P G 1 4 6 TO : K J F K P G E <OT H E R 1 / 2 A C K The REFUSE and ACK answers are now selectable.

R E F U S E DE P A RT 1 0 5 8 Z F ROM : A F R 0 0 6 C L RD * CA N C E L P G E <OT H E R 2 / 3 C L O S E * C L EA RA NC E 2 5 J UN 2 0 0 0 L F P G N O 1 4 6 TO : K J F K For our example. signifying that no downlink message has been sent. the status "REFUSE" is displayed.7011/03 . 208 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. let us finally decide that this clearance is convenient: as no message has been sent to the controller. However it is displayed in white.APPENDIX I 1 0 5 9 Z F ROM L F P G CT L R E F U S E VO I C E CONT A C T R E F U S E B Y A T C NOT B Y SU P PORT ED DA T A L I NK C L EA R A NC E NO 1 4 6 – – – – – – – – – – – – – – – – – – – – – – – – D E P A R T * CA N C E L P G E <OT H E R 1 / 3 C L O S E * On each page of the refused clearance. the fact that we had refused this clearance will be transparent for the ground: the REFUSE state can be cancelled by selecting the corresponding softkey.

7011/03 209 . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. To send the DC readback. select SEND. select ACK. and the ACK and REFUSE functions are proposed: to accept the clearance. 1 0 5 9 Z F ROM L F P G CT L O P EN N O D E P A R T 1 0 5 8 Z F ROM : A F R 0 0 6 C L R D * R E F U S E C L EA RA NC E 2 5 J UN 2 0 0 0 L F P G 1 4 6 TO : K J F K P G E <OT H E R 1 / 2 A C K* The message is displayed in the 'ACK' state. 2 5 N I C E The clearance is displayed with the 'open' status.APPENDIX I R E F U S E C L RD RWY : SQK : F R EQ : HA V E * CA N C E L P G E <OT H E R 3 / 3 C L O S E * TO : 0 9 5 0 2 3 A K J F K S I D : B N E 8 A 1 1 3 5 Z H A T I S : F L I GHT S LOT : 1 2 4 .

the information 'sent' is displayed. The aircrew is informed that a confirmation of this readback must follow.7011/03 .APPENDIX I 1 0 5 9 Z F ROM L F P G CT L A C K NO 1 4 6 D E P A RT 1 0 5 8 Z F ROM : A F R 0 0 6 C L R D * CA N C E L C L EA R A NC E 2 5 J UN 2 0 0 0 L F P G TO : K J F K P G E <OT H E R 1 / 2 S E N D* Temporarily the information 'sending' is displayed. 1 0 5 9 Z F ROM L F P G CT L A C K NO 1 4 6 D E PA RT 1 0 5 8 Z F ROM : A F R 0 0 6 C L RD C L EA RA NC E 2 5 J UN 2 0 0 0 L F P G TO : K J F K S E N D I N G P G E <OT H E R 1 / 2 C L O S E When the ground service provider acknowledges reception of the message. 210 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

ATC MSG ATC MSG The departure clearance is confirmed.APPENDIX I 1 0 5 9 Z F ROM L F P G CT L A C K WA I T FOR CON F I RMA T I ON NO 1 4 6 – – – – – – – – – – – – – – – – – – – – – – – – D E P A RT 1 0 5 8 Z F ROM C L EA RA NC E 2 5 J UN 2 0 0 0 L F P G S E N T P G E <OT H E R 1 / 2 C L O S E* When the confirmation of the readback arrives. 1 1 0 0 Z F ROM L F P G CT L D E P A RT A C K 1 0 5 9 Z A F R 0 0 6 ME S SA G E 2 5 J UN 2 0 0 0 R E C E I V ED – – – – – – – – – – – – – – – – – – – – – – – – P G E <OT H E R 1 / 3 C L O S E * Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 211 . it is indicated to the crew with the visual and aural alerts: extinguish the alerts by pressing the ATC MSG pushbutton. The message can now be closed (it will be stored).

FORWARD FIT: MODIFICATION 48227 EMBODIED .6B).6B CORRECTS MISSING ADS AND PARTIALLY ADDRESSES DOWNSTREAM ADS REPORTS (ATSU REPRESENTS 80 PERCENT OF FULL CORRECTION BY FMS P2/ATSU CLR3. UPLOADING OF 20TX SOFTWARE HOWEVER CAUSES ERASURE OF ALL APPLICATIONS PREVIOUSLY 212 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.DOWNSTREAM ADS REPORTS .MISSING ADS REPORTS . III/ DESCRIPTION IIIA) ATSU ATSU SOFTWARE CLR3. A340-600 AND A340-500 ARE NOT CONCERNED BY THIS OIT/FOT SINCE THE SUBJECT CONFIGURATION IS BASIC AT THE ENTRY INTO SERVICE. 29TX.0001/03/VHR DATE 07 JAN 2003 OIT CLASSIFICATION: ENGINEERING AND OPERATIONAL RECOMMENDATION I/ VALIDITY: ALL A330 AND A340 AIRCRAFT EQUIPPED WITH FANS A . ATSU SOFTWARE UPGRADE TO CLR3.0001/03 NEW AIR TRAFFIC SERVICES UNIT (ATSU) AIRCRAFT INTERFACE FROM : AIRBUS CUSTOMER SERVICES TOULOUSE TX530526 OPERATOR INFORMATION TELEX AND FLIGHT OPERATIONS TELEX OPERATOR INFORMATION TELEX FLIGHT OPERATIONS TELEX TO : FANS A OPERATORS ON A330/A340 (A340-500/-600 EXCLUDED) SUBJECT : A330/A340 . 22TX AND 24TX INSTALLED IN THE CURRENT FANS A CONFIGURATION REMAIN COMPATIBLE WITH CLR3.7011/03 . FIN 25TX.6B AND FMS P2 CERTIFICATION.6B AND FMS P2.ATA 46 -NEW AIR TRAFFIC SERVICES UNIT (ATSU) AIRCRAFT INTERFACE SOFTWARE VERSION CLR3.6B PN LA2T0S11105J0F1 (FIN 20TX) FROM CURRENT FANS A SOFTWARE CLR3.: SE 999.ADS REPORTS WITH MISSING PREDICTIONS OR MISSING ETA (ESTIMATED TIME OF ARRIVAL) AT ''TO'' WAYPOINT. 27TX.6B.6B AND FMS VERSION P2 FOR ENHANCED AUTOMATIC DEPENDENT SURVEILLANCE (ADS) OUR REF. 999. PLEASE NOTE THAT CURRENT ATC (AIR TRAFFIC CONTROL) AND AOC (AIRLINE OPERATIONAL COMMUNICATION) APPLICATIONS. THIS CONFIGURATION IS ALREADY IN SERVICE ON THE A340-600 AND PROVES FULLY SATISFACTORY. WILL ADDRESS THE FOLLOWING ISSUES: .APPENDIX J APPENDIX J OIT/FOT REF. II/ REASON THE PURPOSE OF THIS OIT/FOT IS TO ADVISE A330/A340 FANS A OPERATORS OF ATSU SOFTWARE CLR3. ASSOCIATION OF ATSU SOFTWARE CLR3. 28TX.5B PN LA2T0S11105G0F1 CAN BE DONE BY ATSU SOFTWARE UPLOADING ON THE AIRCRAFT.RETROFIT: AIRBUS SB A330-46-3006/A340-46-4010. 26TX.

AIRLINE MODIFIABLE INFORMATION (AMI) AND NAVDATABASE. 2/ A340 FMS P2A10 UPGRADE FROM P1A9 FOR CFMI ENGINES CONSISTS IN: .6B IS MADE/SCHEDULED FROM A330 MSN 510 AND A340 MSN 528.6B).7011/03 213 .6B CERTIFICATION AND RETROFIT ARE COVERED THROUGH: . THUS THE COMPLETE ATSU SOFTWARE MUST BE RELOADED DURING THE UPGRADE TO CLR3.MOD 50323 . CAUTION: FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE MUST BE DONE ON BOTH FMS ON THE AIRCRAFT VIA THE MDDU. AND COMPLETES CORRECTION TO DOWNSTREAM ADS REPORTS (FMS P2 REPRESENTS 20 PERCENT OF FULL CORRECTION BY FMS P2/ATSU CLR3.FM PERFORMANCE DATABASE (FIN 1CA0M2) UPGRADE TO PN PS4087705-903 FROM PN PS4087705-901 FMGEC HARDWARE AND FG OBRM ARE NOT IMPACTED BY THIS CHANGE ON A330.6B SOFTWARE CAN BE USED WITH ATSU HARDWARE PN LA2T0G20503B040 OR PN LA2T0G20503B050.FMGEC HARDWARE CHANGE TO PN C12858AA03 FROM PN C12858AA02 VIA FG OBRM REPLACEMENT .MOD 50717/SB A330-22-3043 FOR A330 GE . USE OF THE CROSSLOADING FUNCTION FOR FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE ON SECOND FMS IS FORBIDDEN DUE TO A P1 SOFTWARE UPLOAD LIMITATION. ATSU CLR3.FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE TO PN PS4087700-902 FROM PN PS4087700-901 .MOD 50718/SB A340-22-4035 FOR A340 CFM. BUT FMS CROSSLOADING CAN BE USED FOR SECOND FMS UPLOADING WITH FM PERFORMANCE DATABASE (FIN 1CA0M2). PRODUCTION EMBODIMENT RANK FOR ATSU CLR3. THE SAME CROSSLOADING LIMITATIONS OF ABOVE CAUTION PARAGRAPH APPLY TO P2A10 UPGRADE ON A340.ABOVE MENTIONED FM PERFORMANCE DATABASE (FIN 1CA0M2) AND FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADES.SB A330-46-3011 OR SB A340-46-4011 BOTH EXPECTED FOR DISPATCH BY THE 28TH FEBRUARY 2003. OPERATIONAL PROGRAM CONFIGURATION (OPC). ADDRESSED THROUGH P2 UPGRADE. TWO CASES MUST BE DISTINGUISHED: 1/ A330 FMS P2CD7 FOR PW-RR ENGINES/FMS P2B7 FOR GE ENGINES UPGRADE FROM FMSP1CD7/P1B7 CONSISTS IN: . CLR3.MOD 50716/SB A330-22-3042 FOR A330 PW-RR . FOR FMS P2 UPGRADE. IIIB) FMS FMS P2 ADDRESSES ADS REPORTS WITH MISSING POSITION AND REDUCES OCCURRENCE RATE OF MISSING ETA/ALTITUDE AT ''TO'' WAYPOINT.6B. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. INDEED.AIRBUS FRANCE AVIONICS AND SIMULATION PRODUCTS VSB REFERENCE LA2T0-46-008 DISPATCHED ON 09TH OCTOBER 2002 . FMS P2 CERTIFICATION AND RETROFIT WILL BE COVERED THROUGH: .APPENDIX J LOADED. APPLY ALSO TO THE A340 (SAME SOFTWARE PN) AND ARE ALSO TO BE DONE ON AIRCRAFT.

MISSING ADS REPORT.APPENDIX J MODIFICATION 50716 AND 50717 EXPECTED FOR CERTIFICATION BY MID JANUARY 2003. IN ORDER TO FORMALIZE THE LOGISTICAL ASPECTS OF THE RETROFIT CAMPAIGN. IT IS HIGHLY RECOMMENDED TO PROCEED FIRST WITH ATSU SOFTWARE UPGRADE. HOWEVER. IN ORDER TO ENSURE SUBSTANTIAL ADS PERFORMANCE IMPROVEMENT. THE RECOMMENDATION OF FOT REFERENCE STL 999. THOSE SOFTWARE WILL HOWEVER NEED TO BE RELOADED AFTER FM PERFORMANCE AND OPERATIONAL SOFTWARE UPLOAD. VI) OPERATIONAL REPERCUSSIONS ONCE BOTH FMS P2 AND ATSU CLR3. WHEN OVERFLYING A WAYPOINT. AIRBUS SBS ARE EXPECTED TO BE DISPATCHED BY THE 28TH FEBRUARY 2003. WILL START SOON AFTER SB ISSUE AND WILL BE ANNOUNCED BY A RETROFIT INFORMATION LETTER. AIRLINES ARE HOWEVER RECOMMENDED TO TAKE APPROPRIATE ACTIONS TO ENSURE THAT WITHIN A REASONABLE TIME.DURING FLIGHTS ON NORTH ATLANTIC ROUTES. AND SEQUENCES A WAYPOINT BEFORE FMS1. WHEN THE FMS2 IS THE MASTER. MODIFICATION 50718 BY MID FEBRUARY 2003.E.JC/FPA DATED 24 MAY 2002 QUOTED HEREAFTER BECOMES OBSOLETE AND SHOULD NOT BE FOLLOWED ANYMORE : QUOTE . V) RETROFIT ATSU CLR3. CORRESPONDING AIRBUS SB'S WILL NOT BE PHYSICALLY LINKED. IT MAY OCCUR THAT THE ATSU DOES NOT DETECT THE WAYPOINT CHANGE EVENT. MONITORED BY AIRBUS (SET4). EACH OPERATOR WILL THEN BE CONTACTED INDIVIDUALLY BY AIRBUS FRANCE AND THALES AVIONICS. THE AIRLINE MODIFIABLE INFORMATION (AMI) AND EVEN THE NAVDATABASE CYCLES PREVIOUSLY USED ON FMS P1 REMAIN COMPATIBLE WITH FMS P2. PRODUCTION EMBODIMENT RANK FOR FMS P2 IS SCHEDULED FROM: .5B WOULD DEGRADE ADS PERFORMANCE.A340 CFMI: MSN538 IV) RECOMMENDATION IN ORDER TO EASE ATSU CLR3. I. THE OPERATIONAL PROGRAM CONFIGURATION (OPC).6B. THIS WILL ALLOW PROCEEDING SEPARATELY WITH ATSU THEN FMS RETROFIT. THROUGH A CUSTOMIZED RETROFIT PLANNING LETTER (RPL).A330 GE: MSN 530 .6B ARE RETROFITTED ON THE FANS A FLEET OF A GIVEN AIRLINE.6B/FMS P2 RETROFIT.0022/02 REV01. THAT CORRECTS THE MAJOR ADS ISSUE. SOMETIMES.6B AND FMS P2 RETROFIT ON ALL AIRCRAFT TYPES.A330 RR/PW: MSN 526 . TO AVOID MISSING ADS REPORTS.7011/03 . ADS REPORTS ARE NOT TRIGGERED WHEN OVERFLYING A WAYPOINT. UNQUOTE 214 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. FMS P2 UPGRADE IS MADE ON TOP OF ATSU CLR3. DO NOT USE AP2 DURING ADS OPERATIONS. IT HAS BEEN REPORTED THAT. ASSOCIATION OF FMS P2 WITH ATSU CLR3.

MODIFICATION OF THE SCAN MASK SETTING MAY RESULT IN THE LOSS OF AIR-GROUND VHF DATALINK COMMUNICATION.DO NOT MODIFY THE SCAN MASK SETTING. AIRLINES MUST DEFINE A SORTED LIST. THEN "ATC MENU" ON THE ATSU DATALINK PAGE. THE ATC CENTRE CAN NO LONGER BE PROVIDED WITH ADS REPORTS. CASSIAU-HAURIE. THE OTHER RECOMMENDATIONS MADE IN THE SAME FOT REMAIN APPLICABLE AS THEY CONCERN NOMINAL SYSTEM OPERATION. SEE4. AIRBUS HAS THE FOLLOWING RECOMMENDATIONS: . AND SOLUTIONS DESIGNED THROUGH ATSU CLR3. SYSTEMS & POWERPLANT ENGINEERING SERVICES CUSTOMER SERVICES DIRECTORATE C. . BEST REGARDS. TO OPERATE IN VHF DATALINK. THOSE FLIGHT OPERATION RECOMMENDATIONS ARE REPEATED THEREAFTER AS A REMINDER: IN ORDER TO IMPROVE ADS OPERATIONAL EFFICIENCY. VII) REFERENCE DOCUMENTS TFU 46. ATC REQUEST).DO NOT ACTIVATE THE ADS EMERGENCY MODE. QUESTIONS CONCERNING THE OPERATIONAL CONTENT OF THIS FOT ARE TO BE ADDRESSED TO MR. FAX +33/(0)5 61 93 29 68. P. USED BY ATSU. THE FOLLOWING RULES MUST BE OBSERVED: . STLS / PHONE +33/(0)5 61 93 40 41. THIS CAN BE CHECKED BY SELECTING "ATSU" ON THE MCDU MENU PAGE. UNLESS INSTRUCTED TO DO SO (E.22. THE ADS WORKS TRANSPARENTLY TO THE FLIGHT CREW AND SHOULD NOT BE SET TO OFF. PHONE +33/(0)5 62 11 05 25. IF NOT REQUIRED BY AIRLINE POLICY.7011/03 215 .00. JACQUES CASAUBIEILH.5B/ FMS P1. PRIOR TO PERFORMING AN ATC NOTIFICATION. THE SCAN MASK IS A LIST OF THE VHF DATALINK SERVICE PROVIDERS.001: ADS ISSUES. DETAILS ADS ISSUES EXPERIENCED WITH ATSU CLR3. DEPT. OR IF AGREEMENT FOR ADS (FANS) UTILIZATION HAS NOT BEEN OBTAINED FROM THESE ATC. . QUESTIONS ABOUT THE TECHNICAL CONTENT OF THIS OIT ARE TO BE ADDRESSED TO MR. THE ADS IS NORMALLY SET TO ON BY DEFAULT. .6B/ FMS P2.THE ADS SYSTEM MUST BE SET TO ON. AND "CONNECTION STATUS" ON THE ATC MENU PAGE.APPENDIX J BUT. BASED ON THEIR RESPECTIVE AGREEMENT WITH DATALINK SERVICE PROVIDERS.TO USE THE ADS SYSTEM. WHEN THEY HAVE NOT BEEN PREVIOUSLY NOTIFIED OF A GIVEN AIRCRAFT'S INTENTION TO OPERATE IN FANS MODE. IF AIRCRAFT REGISTRATION AND FANS CAPABILITY HAVE NOT BEEN DECLARED TO CONCERNED ATC CENTRES. IF THE ADS IS SET TO OFF.DO NOT PERFORM SPONTANEOUS FANS TESTING WITH ATC CENTRES. WITHOUT GOOD REASON. FAX +33/(0)5 61 93 44 25. G. . .ONCE THE ATC CENTRE HAS BEEN NOTIFIED ("NOTIFIED" IS DISPLAYED ON THE MCDU). GLAPA VICE PRESIDENT. DEPT.DO NOT TRY TO LOGON / NOTIFY THE ATC CENTRE. C. MONTEIL VICE PRESIDENT FLIGHT OPERATIONS SUPPORT AND LINE ASSISTANCE Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

. applicable to the AIM FANS A avionics systems. This description was used as the basis for the end-to-end Hazard Analysis. The definition of the AOC applications and obtaining its subsequent approval is the responsibility of the operator. This document is primarily intended for Operators. . the Airline Operational Communication (AOC) applications : these applications are considered as « user-modifiable software » and are therefore not covered by the Airworthiness Approval granted for the basic AIM FANS A package.Section 2 : the description of the operational environment in which the AIM FANS A package is intended to be used. 555.PURPOSE AND SCOPE The purpose of this document is to describe the characteristics of the operational environment and the interoperability. safety and performance demonstrations achieved during the airworthiness approval process of the AIM FANS A package.APPENDIX K APPENDIX K FANS A AIRWORTHINESS SUMMARY (Ref. the ground-to-ground ATS communications.1221/00) 1 . additions and/or deviations to those standards. It may also be used by Operators as substantiating data in order to help in obtaining operational changes. . and the record of all clarifications. It also summarises the main results and achievements of interoperability. safety and performance requirements that have been considered for the development and airworthiness approval of the Airbus Industries AIM FANS A avionics package that supports Air Traffic Services datalink applications.Section 5 : an overview of the interoperability. . They should refer to this document when deciding on how to implement operations based on data communications for ATS purposes. This document is an outcome of the AIM FANS A Airworthiness Approval process intended to be widely distributed to any party planning to make use of data communications for Air Traffic Services purposes. 216 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. ATS Facilities Notification (AFN). This document does not cover : . These functions to be considered are : . Automatic Dependent Surveillance (ADS) The underlying communication network is the ACARS Air-Ground Network. Controller-Pilot DataLink Communication (CPDLC) .7011/03 . . .Section 4 : the list of all assumptions placed on the ATS Ground Systems and Communication Service Providers that must be fulfilled.Section 3 : the listing of all industry standards considered for the development of the datalink applications. ATC Service Providers and National Aviation Authorities.Section 6 : a proposal for a list of checks and verifications that Operators and ATC providers may wish to perform before starting operations. safety and performance demonstrations that have been conducted by Airbus Industries. The scope of this document is limited to Air Traffic Services datalink communications implemented in the AIM FANS A avionics package. This section also provides a set of flight crew procedures. This document contains : . . the process for declaring an ATS Ground System as « operational ».

Voice position report (using VHF. Any operational environment that fulfills these characteristcs is classified as « FANS A Code 1 » according to an Airbus Industries internal terminology. 1000 ft with RVSM COMMUNICATION.Any other usable means (e. in conjunction with both communication and surveillance means. but no benefit has been claimed for the use of these means in the end-to-end Functional Hazard Analysis. These are : . a 50x50 NM aircraft separation minima.Aircraft Separation Minima : lateral : 50 NM longitudinal : 50 NM vertical : 2000 ft. The characteristics of a FANS A Code 1 operational environment are the following : ENVIRONMENT .CPDLC free text .Traffic Density : low . However.7011/03 217 . Operators or National Aviation Authorities willing to implement operations using AIM FANS A datalink communication capabilities must ensure the foreseen environment satisfies these characteristics. SURVEILLANCE CAPABILITIES Communications Datalink communications is assumed to be the primary means of communication between Air Traffic Controller and Flight Crew.VHF with other aircraft in the vicinity .APPENDIX K 2 .Airspace type : oceanic / Remote .g.OPERATIONAL ENVIRONMENT DESCRIPTION The AIM FANS A avionics package has been designed to be operated in an operational environment having the characteristics specified below. NAVIGATION. Surveillance CPDLC and/or ADS reports are the primary means of surveillance.Datalink Operations : En-Route / Cruise .Airspace Management : procedural (based on CPDLC Position Reports and/or ADS information) . HF or SATCOM voice as appropriate) must be kept as back-up means. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. These characteristics have been considered during the end-to-end Functional Hazard Analysis (FHA) conducted in the frame of the AIM FANS A Airworthiness Approval.Traffic Complexity : in convoy . all existing voice communication media must be available for back-up communications and reversion to conventional ATM operations must be made using the following communication means as appropriate : VHF direct HF third party HF SATCOM voice Note : other communication means do exist to enable quick ATC centre – flight crew communications. Navigation RNP10 navigation performance has been assumed as an acceptable performance to allow. passenger phone). Therefore.

This section lists the interoperability requirements resulting from this joint group that Airbus Industries has elected to apply in the development of the AIM FANS A avionics systems.Datalink Applications 3. specific design choices have been made that particularise the AIM FANS A package : .1 . Industry has recognised that some of these requirements needed additions.1.6.7011/03 . clarifications and/or changes.1 . Note : results of this standardisation activity is now published by EUROCAE under document ED-100. 3. Particular attention must be paid to the encoding by the ground system of these elements to ensure proper treatment by the on-board FMS once the uplink message is delivered to the aircraft. . Section 3 for the AFN application. Appendix 3 « CPDLC Message Pairing » provides information as to the mapping between uplink report/confirmation request and corresponding downlink reports generated by the AIM FANS A system. These specific guidelines are provided in Appendix 4 « [Position] and [RouteClearance] Variable Processing ».Datalink communications involving [Position] or [RouteClearance] variables activate interface and functions with the on-board Flight Management System (FMS). . Deviations to this standard have been made as indicated in Appendix 6 « Amendments to DO-212 for ADS application ». Appendix 5 « CPDLC Error Processing » gives the list of conditions under which the CPDLC application transmit an error message.2 through 2.Controller Pilot DataLink Communications (CPDLC) AIM FANS A system complies with DO-219 MOPS (dated August 27. Signification of the associated error code used in the [ErrorInformation] element is also given in this Appendix.Finally. Note : appendices assume previous knowledge of AFN. section 2.1. 3.2.1. 218 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. CPDLC and ADS MOPS.2 .2.APPENDIX K 3 . ATS Providers and their system suppliers within the frame of standardisation activities led by the EUROCAE WG53 / RTCA SC-189 joint group.2. Deviations to this standard have been made as indicated in Appendix #2 « Amendments to DO-219 for CPDLC application ».1. Deviations to this specification have been made as indicated in Appendix #1 « Amendments to ARINC 622-2 for AFN application ». 1993).INDUSTRY STANDARDS FOR AVIONICS SYSTEM Industry Standards define the interoperability requirements for Air Traffic Services supported by data communications.DO-219 does not specify message pairing for all uplink messages. In addition.ATS Facilities Notification (AFN) AIM FANS A system complies with ARINC 622-2 specification.Automatic Dependent Surveillance (ADS) The AIM FANS A system complies with DO-212 MOPS (dated October 26. 3.3 . 1992) section 2. All amendments to these initial standards have been validated by Communication Service Providers.

2.Communication means The AIM FANS A system is able to exchange datalink messages for ATS purposes over the following communication media : . 3.2.ARINC 622-2 Specification.3 .SATCOM .ARINC 622-2 Specification.7011/03 219 .2 .ACARS Convergence Function (ACF) The AIM FANS A system complies with : . Section 4 for the Support of Bit-Oriented Applications.1 .Communication protocols The AIM FANS A system complies with the following communication protocols : .ARINC 619 « ACARS Protocols for Avionics End Systems » .Communications protocols 3.ARINC 620 « Datalink Ground System Standard and Interface Specification » .APPENDIX K 3.VHF Data Radio Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Deviations to this specification have been made as indicated in Appendix 7 « Amendments to ARINC 622-2 for Application Interface ». Section 2 for the ACARS Compatible System with no deviation .2 .ARINC 618 « Air Ground Character Oriented Protocol Specification » 3.

Airbus Industries has made some assumptions concerning design features of the ATS Ground Systems and/or ATC Controller’s behaviours and procedures. industry standards apply to aircraft systems only. Airworthiness Approval of the AIM FANS A ensures that the avionics package complies with the requirements and industry standards listed in Section 3 of this document.“RAR” for ADS application. Since FANS A downlink messages do not include a Message Function Identifier (MFI). As the Communication Service Provider determines the routing of FANS A messages to the aircraft.INTEROPERABILITY & SAFETY REQUIREMENTS FOR ATS GROUND SYSTEMS Datalink communications require that end-to-end requirements be specified and complied with by all systems involved in the realisation of the functions (i. . This section lists the resulting Interoperability and Safety requirements applicable to Communication Service Providers’ systems and/or ATS Providers’ systems. while conducting the end-to-end Functional Hazard Analysis. the optional MFI shall not be used. shall be provided.7011/03 . All FANS A uplink traffic shall be identified by the use of “A” labels as described in ARINC Specification 620.e. Note : uplink messages containing a MFI will be discarded by the AIM FANS A avionics package. it has been found necessary to produce interoperability requirements applicable to Communication Service Providers’ systems and to ATS Providers’ systems. - - - 220 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. In addition. the ATS Provider shall use the following uplink Standard Message Identifiers (SMI). TP because the CSPs have the responsibility for routing of uplink messages.APPENDIX K 4 .1.“ATC” for CPDLC application. including time stamp. Communication Service Providers and Airborne Avionics). via the Message Assurance (MAS) function (as described in ARINC Specification 620).1 . 4. Section 3. This activity has been done within the EUROCAE WG53 / RTCA SC-189 joint group.7) shall not be used by an ATS Provider in uplink messages : AP. and 622. Every uplink message from an ATS Provider shall use the aircraft registration number which is contained within the portion of the AFN logon message (FN_CON) that is encapsulated by the Cyclical Redundancy Check (CRC). These assumptions are used in the FHA to mitigate the effects of functional failure and incorrect behaviours. In order to ensure end-to-end interoperability. For FANS A uplink messages.Communication services All FANS A communications shall comply with ARINC Specifications 618. Recording of datalink messages : on-ground recording of all datalink messages. Formally speaking.INTEROPERABILITY & TECHNICAL REQUIREMENTS FOR ATS GROUND SYSTEMS 4. that is. 620. All FANS A downlink traffic shall be identified by the use of “B” labels as described in ARINC Specification 620. These assumptions become Safety Requirements that must be considered by ATS Service Providers.“AFU” for AFN application. GL. ATS Providers shall have the capability to request notification of successful delivery for uplink messages.1 . ATS Systems. Airbus Industries assumed that these requirements would be satisfied in order to ensure continued interoperability and safety of the AIM FANS A package. the address will immediately follow “/” in the free text format. as defined in ARINC Specification 622 for each application : . . the following text elements (described in ARINC Specification 620.

The CSPs shall use unique uplink block identifiers (UBIs) for uplink messages to a given aircraft.6 for the CPDLC application.2 .2 through 2.2.mapping of 4 character supplemental address to the corresponding 7 character IATA Type B address.1 for the ADS application.Datalink Applications The ATS Ground Systems supporting Air Traffic Services Datalink Applications shall implement datalink applications compatible with : .2. All FANS A downlink traffic shall be identified by the use of “B” labels or Message Function Identifiers as described in ARINC Specification 620. the CSP shall extract the address of the ATS Provider to which the message will be delivered. - - Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. From the downlink message. All FANS A communications shall comply with ARINC Specifications 618."failure" (MAS/F) indicating that the all parts of the uplink message have not been received and positively acknowledged by the aircraft.7011/03 221 . CSPs shall support the message assurance function as described in ARINC Specification 620. shall be provided. or . The term “alternate ATS CSP” applies to another CSP whose network is needed by the ATS Provider to communicate with some aircraft. .ARINC 622-2 Specification Section 2 for the ACARS Convergence Function. . Section 2.APPENDIX K 4. or have been delayed. the ATS contracted CSP shall provide one of the following notifications to the ATS Provider for each uplink message : . The 7 character address assignment of each ATS Provider is unique and shall be configured in the networks of all CSPs. The CSP shall translate the message from air-ground (type-A) format to ground-ground (type-B) format. The CSP shall use either of the following mechanisms in the CP to provide this routing: . .1.2 . . as amended according to the table included in Appendix 8 « Amendments to A622 ACARS Convergence Function for ATS Ground Systems ». it refers to the particular CSP contracted by an ATS Provider to provide all FANS A datalink services (e. including time stamp. as amended according to the table included in Appendix 9 « Amendments to A622 AFN Application for ATS Ground Systems ». VHF and SATCOM). . All FANS A uplink traffic shall be identified by the use of “A” labels or Message Function Identifiers (MFIs) as described in ARINC Specification 620. When a downlink message is received by the Central Processor of a CSP.use of actual 7 character supplemental address in the downlink message. it shall be routed to the unique address of the ATS Provider. as amended according to the table included in Appendix 10 « Amendments to DO-219 CPDLC Applicaion for ATS Ground Systems ». If the ATS Provider requests Message Assurance (MAS).INTEROPERABILITY & TECHNICAL REQUIREMENTS FOR COMMUNICATION SERVICE PROVIDERS Where the term “ATS contracted CSP” is used in this Section."success" (MAS/S) indicating that the uplink message has been received and positively acknowledged by the aircraft. as amended according to the table included in Appendix 11 « Amendments to DO-212 ADS Application for ATS Ground Systems » 4.ARINC 622-2 Specification Section 3 for the AFN application."not known" (MAS/X) indicating that the CSP is unable to provide an indication of delivery for this uplink message.DO-219 MOPS.2. and 622. Recording of datalink messages : on-ground recording of all datalink messages.DO-212 MOPS. 620. Sections 2.g.

a Message Delivery Confirmation message shall be returned to the internetworking function. a number of detection means. Communication shall only be attempted via a maximum of two media or CSP. In the absence of media advisory messages or if the first attempt to deliver a message has failed then the internetworking function shall forward the message to the next CSP as determined by contractual arrangements of the particular Operator. if requested as the message assurance. uplink delivery shall be attempted via the satellite communications facilities of an alternate CSP. then uplink delivery shall be attempted via the alternate CSP. If VHF is available then uplink delivery shall be attempted via VHF. 4. the message shall be forwarded to the correct CSP’s network via a connection between the networks of the CSPs. However. If successful delivery (indicated by receipt of an aircraft ACK as described in ARINC Specification 618) is achieved. with the request for Message Assurance delivery confirmation. The internetworking function shall address and deliver the message to the appropriate CSP for delivery (based on current media advisory information or default delivery preferences). the second uplink delivery attempt shall be made via the aircraft’s contracted satellite datalink service provider. If delivery is unsuccessful (indicated as described in ARINC Specification 618). which use the media advisory message. These assumptions made on the ground systems have been presented to the JAA Team during the AIM FANS A Airworthiness Approval process. Receipt of these messages by the internetworking function shall result in either : . If communication is not possible via the ATS contracted CSP and the aircraft is using the air-ground facilities of an alternate CSP. Upon receipt of the Message Delivery Confirmation message the internetworking function shall forward this to the ATS Provider. . If the first uplink delivery attempt was made via an alternate CSP (VHF) provider and was unsuccessful.SAFETY REQUIREMENTS FOR ATS GROUND SYSTEMS & COMMUNICATION SERVICE PROVIDERS Airbus Industries has performed an end-to-end Functional Hazard Analysis for the AIM FANS A functions where Functional Failures and Incorrect Behaviour of the functions were analysed and evaluated for their effects and impacts on flight crew. ground ATC and airspace. uplink delivery shall be attempted via satellite. If VHF is available and the attempt at delivery via VHF was not successful. 222 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. protections or barriers.APPENDIX K - - - - - - - - If the addressed ATS Provider is not connected to the ground network of the CSP which received the downlink message. Media Advisory downlinks shall be delivered to the internetworking functions of all CSPs. if requested. If VHF is available and delivery is not successful or VHF is unavailable and the aircraft is a contracted user and is logged-on to the CSPs satellite service. Doing so. these assumptions turn out to be Safety Requirements that ATS providers must comply with prior to start actual operations based on CPDLC and ADS in order to ensure adequate safety level is attained. They have all been accepted as being realistic assumptions for an ATS Provider implementing datalink communications. and procedures were assumed to be implemented in the ATS ground systems.3 .the Untransmittable Message Assurance or Undeliverable Message Assurance being forwarded to the ATS Provider.another attempt at message delivery as required by the routing logic in the internetworking function or. either an Untransmittable Message Assurance or an Undeliverable Message Assurance shall be returned to the internetworking function. Each CSP offering FANS A communication service to an ATS Provider shall support an internetworking function.7011/03 .

g. the ATC controller shall take appropriate action to establish communication. - - - 4. the ATC system should base extrapolation of the aircraft trajectory on track data rather than on predicted group and intent group data. GT #8 : Error detection The ATC system must be able to detect that the aircraft is deviating from its assigned route.COMMON TECHNICAL REQUIREMENTS CT #1 : Back-up communication The ATC centres and the aircraft shall have backup communication systems.APPENDIX K 4. VHF. separation assurance.5NM. up to reduction of separation).2 . the ATC ground system or controller must check that the flight number and A/C Tail Number match with those of the registered Flight Plan. If the deviation exceeds 7. GT #2 : CPDLC and ADS use Processing of CPDLC and ADS position reports shall be developed to allow primary means of surveillance (e. he must check that this aircraft is in his FIR. GT #6 : communication outage information The communication service provider shall inform ATS srvice providers involved in the operation of the datalink system in case of communication outage (satellite.3. CT #6 : CRC CRC must be implemented against air/ground segment corruption of each uplink or downlink message. If communication is not established within Tc=8minutes from the time the report should have been received. GP#13 : CPDLC report delay If an A/C has to report via CPDLC its position at a given time. an alternative form of separation shall be applied. All voice capabilities must be retained (HF.GROUND PROCEDURES GP#1 : Area of control The ATCO shall not issue a clearance to an aircraft that is not in his area of control.1 . - - Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. GP#10 : Non reception of an expected ADS report In case of signaled non-reception of an expected ADS report.GROUND TECHNICAL REQUIREMENT GT #1 : Ground/Ground communications A telephone back-up is assumed for inter-facility data communication (ground/ground) and procedures are established for its use. RGS) GT #7 : Internetworking Internetworking between service providers shall ensure correct process of ATC datalink messages. this 16 bit CRC has been agreed as an accpetable means of compliance with this objective. 4.g. For interoperability reasons. These timers must be consistent with the communication performance objectives : .response time for donwlink message (one way) : 1 minute 95% of the time . GT #3 : Alert of non-reception of CPDLC/ADS report Controller shall be alerted in case of non-reception of expected ADS report or CPDLC position report.7011/03 223 . and fails to report its position within Tr=3minutes.3. GP#3 : Entering aircraft check When the ATC controller receives the first CPDLC Position Report from an aircraft.3 . the ATC controller shall take appropriate corrective action ASAP (e. SATCOM). CT #2 : Timers There shall exist timers for the ATC controllers and flight crews to monitor the air/ground processing status of a message. GP#4 : Flight Plan/Flight Number check During any notification procedure (AFN). In this situation. by sending a demand contract or establishing a new periodic contract with the aircraft.response time for uplink message (round trip) : 2 minutes 95% of the time. data of the predicted and A/C intent groups may prove to be incorrect.3.

INTEROPERABILITY DEMONSTRATIONS Airbus Industries has demonstrated compliance to industry standards as indicated in Section 3 of this document thanks to a combination of simulator tests and flight tests.APPENDIX K 5 . 5.Uplinks messages are timestamped when they are put in the DCDU queue for display.3 .e.the flight crew follows.1 . The following assumptions were made as part of the System Safety Analysis of the AIM FANS A system : . 224 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Safety and Performance demonstrations conducted by AIRBUS INDUSTRIES in the frame of the Airworthiness Approval of the AIM FANS A package.Achieved Time Accuracy All messages are timestamped based on UTC time information from GPS with a +/. Failure Condition allocated to the aircraft were ranked from MINOR to MAJOR effects. a list of Failure Conditions has been deduced and allocated to the avionics package. Peer ground systems used for Interoperability demonstrations were a combination of simulated ATC system and several actual ATC systems where AFN. SAFETY & ACHIEVED FOR AIM FANS A SYSTEM PERFORMANCE DEMONSTRATIONS This section provides the results and achievements of Interoperability.PERFORMANCE DEMONSTRATIONS 5. .5 of this document. daily used). CPDLC and ADS applications are recognised as « operational » for ATS purposes (i. All these procedures are taken into account in the Airbus Industries Flight Crew Operating Manual (FCOM) for FANS A functions. and AFN. as a minimum.3. Safety and Performance Demonstration Test Plan » that has been agreed by the JAA. 5. In both cases. Operators should be encouraged to follow the procedures recommended in this manual to ensure proper operation with AIM FANS A system. according to classification per JAR 25.2 . These demonstrations were conducted according to the AIRBUS INDUSTRIES document « FANS A : Interoperability.7011/03 . Safety Objectives were specified for each Failure Condition. These crew procedures were used in the System Safety Analysis as detection.2seconds accuracy. the avionics package under test was in a configuration representative of the AIM FANS A production package configuration. Airbus Industries has conducted a System Safety Analysis of the AIM FANS A package in order to demonstrate compliance to these Safety Objectives : all Safety Objectives are satisfied.INTEROPERABILITY. CPDLC and ADS applications may be used with ATS Ground Systems compliant with Interoperability requirements listed in Section 4 of this document.1 . this section provides with inputs for procedures to be applied by the flight crew.SAFETY DEMONSTRATIONS Based on the end-to-end Functional Hazard Analysis conducted by Airbus Industries. . 5. protection or barriers to the analysed Failure Conditions. the procedures listed in Section 5. The AIM FANS A package complies with Interoperability requirements listed in Section 3. In addition.Downlink messages are timestamped when the Flight Crew depresses the SEND soft key on the DCDU.1309.

The times from more than 500 messages were used to conduct a statistical analysis. 5. the times from more than 500 messages were used to conduct a statistical analysis. Airbus Industries conducted specific flight tests in operational environment connected with operational ATC ground systems. Note that these bits are padding bits to achieve an integral number of octets.Achieved Communication Performances Airbus Industries has demonstrated communication performances based on actual flight tests with one simulated ATC ground system. with a representative combination of uplink and downlink and use of VHF and SATCOM. the three last bits of the group are set to 1 instead of 0. Requirement on ATC : ignore the value of the three last bits of an Intermediate Projected Intent group. Requirement on ATC : none. Upon receipt of a Cancel Emergency Mode Request containing the contract number of an existing event contract. 2. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Use of satellite datalink communications outside of these latitudes may either not be possible.4. 5. Note : these communication performances have been established where appropriate coverage of the communication media (VHF or Satellite) was available.4.AFN None 5.7011/03 225 .2 . In particular. Note that the emergency mode will be cancelled on that connection. the request is acknowledged and the event contract is cancelled. Additionally. Instead.4 .2 . When an Intermediate Projected Intent group contains default values. The Communication Performances demonstrated by Airbus Industries in the frame of the AIM FANS A Airworthiness Approval process are the following : Round-Trip transit time for uplink messages is less than 2 minutes for more than 95% of the uplink ATC messages This time is the measure between the time an uplink message is sent by the ATC Ground System and the time the Message Assurance (MAS) issued by the avionic system is received by the ATC Ground System.APPENDIX K 5.3. or may exhibit degraded performances. One-Way transit time for downlink messages is less than 1 minute for more than 95% of the downlink messages This time is the measure between the time a downlink message is timestamped by the avionics system and the time this message is received by the ATC Ground System. Only differences which have a potentially significant impact on ATC systems/operations are described. the remaining items are for information only. - These communication performance values were used in the end-to-end Functional Hazard Analysis and subsequent System Safety Analysis conducted by Airbus Industries.AIM FANS A Adventitious Characteristics The following are differences between the desired FANS A requirements and the actual implementation.ADS 1. Again. satellite datalink communications are based on a constellation of 4 INMARSAT satellites that can provide virtually world-wide coverage between 75°N and 75°S latitudes. a Negative Acknowledgement should be sent. For some items there is a requirement placed on ATC to work around the problem.1 .

APPENDIX K 226 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

Requirement on ATC : insert the optional [legtype] in message element uM#91. Requirement on ATC : do not send more than 82 place-bearing-distance in message element uM#80. When the optional [legtype] is not included in the uplink HOLD AT [position] MAINTAIN [altitude] INBOUND TRACK [degrees] [direction] TURNS [legtype] (uM#91) message element. 4.CPDLC 1.4. Requirement on ATC : pending uplink messages must be closed before sending END SERVICE. The CLEARED [routeclearance] (uM#80) message element containing more than 82 place-bearingdistance cannot be loaded. Upon receipt of the [trackdetailmessage] (uM#178) message element. Requirement on ATC: none. 3. Requirement on ATC : do not send an uplink message containing more than three confirm message elements. 7. 2. Requirement on ATC : none. 6.7011/03 227 . an ERROR [errorinformation] with the [invaliddata] value should be sent. Requirement on ATC : do not send a ground speed in message element uM#151. Instead the ERROR message will contain the [insufficientstoragecapacity] value. An uplink message containing more than three confirm message elements (uM#132 to uM#147) cannot be processed. Display of the satellite channel frequency is incorrect. 8.3 . Transfer of connection while pending uplink messages exist disconnects both the current and next data authorities. 5. Requirement on ATC : do not send the [Frequencysatchannel] variable. the aircraft sends back an error message.APPENDIX K 5. The BACK ON ROUTE (dM#41) message element cannot be generated. The crew has to send this information using a free-text (dM#67). Crew Procedure : manually send a free-text message with the "BACK ON ROUTE" text when appropriate. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The uplink WHEN CAN YOU ACCEPT [speed] (uM#151) message element with a choice 4 or 5 (speedground or speedgroundmetric) locks CPDLC.

FP #2 : Flight Ident check The Flight Crew shall check that correct Flight Number and Aircraft Tail Number are entered in the avionics before initiating any Notification Procedure. FP #3 : Next controlling ATC check The Flight Crew shall check that the next controlling ATC designated in the NEXT DATA AUTHORITY CPDLC message is as per their flight plan. the Flight Crew must report when reaching the assigned heading. The Flight Crew shall not rely on the use of the PRINTER for decision making. For deferred clearance related to heading. tell the ATC Controller ASAP the clearances they cannot comply with. FP #9 : Display of ATC clearances. the Flight Crew shall follow the procedure defined in the SPOM Part 5 Chapter 2. that are neither current controlling ATC nor next controlling ATC). in case of navigation failure or error). FP #1 : Initial Notification procedure The Flight Crew must not initiate a notification procedure with ATC that have no juridiction on their flight (i.Input for Flight Crew Procedures The following flight crew procedures are used in the System Safety Analysis as detection. The DCDU is the reference equipment for the display of any ATC message. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. HEADING. FP #20 : Position comparison The Flight Crew should compare the CPDLC Position Report with current aircrfat position in FMS before sending. before deviating from his assigned flight plan.7011/03 228 . this may lead to lost messages. SPEED. protection or barriers to the Failure Conditions. FP #4 : CPDLC connection check The Flight Crew shall check that the establishment of the CPDLC connection has been made with the expected ATC centre. FP #11 : deviation procedure Except in emergency. If not. FP #18 : Deferred Clearance.g.FP #7 : PF / PNF mutual information The PF and PNF should inform each other of all the received messages by reading them aloud. they shall readily inform the ATC Controller. For deferred clearance related to speed.APPENDIX K 5. the Flight Crew must report when reaching the assigned speed.e. For deferred clearance related to altitude. If the Flight Crew realizes that the aircraft has deviated from its route (e. ALTITUDE. . - - - - - - - FP #19 : Deferred Clearance. All these procedures are taken into account in the Airbus Industries Crew Operating Manual (FCOM) for FANS A functions. FP #17 : Deferred Clearance.2 (Deviation from centreline). They may justify (by free text) the reason why they cannot comply with the clearance.5 . If the aircraft has lost communication. the Flight Crew must report when reaching the assigned altitude. FP #8 : Positive or Negative answer The Flight Crew must answer all clearances requesting an answer and in particular. the Flight Crew must request the deviation from the ATC Controller and receive appropriate clearance. Operators should be encouraged to follow the procedures recommended in this manual to ensure proper operation with AIM FANS A system.

Indeed. 6. Operators will ensure that all CSP with whom they have contracts have the appropriate labels configured to support the FANS A messages. is understood as such and is operationally meaningful). most of these checks aim at verifying that the Operator is correctly registered into its selected Communication Service Provider. The objectives of these tests are : . VHF datalink facilities.Proposed tests Some functional tests may be performed with an aircraft on ground and an ATS Provider system to ensure the correct functioning of the AIM FANS A system on the aircraft. an Operator generally needs to contract with only one CSP for satellite datalink service..Proposed verifications 1. on the other hand.Demonstration of message pairing (i. an answer correctly refers to a request.PROPOSED COMPLEMENTARY VERIFICATIONS BEFORE STARTING OPERATIONS This section is proposing a list of verifications that an Operator may consider prior to start operations using data communications in order to ensure correct functioning of the AIM FANS A system. . exchange of clearances and reports. Note : as satellite datalink is usually global.e. In addition. Where this occurs. There are cases where a number of CSPs support VHF datalink service in the same region. use of Satcom and VHF data link subnetworks) . This means that Operators may contract with more than one CSP for VHF datalink service. The Operator will ensure that it has the appropriate contract(s) with one or more CSP for the intended operational environment. The Operator will ensure the aircraft configuration comply with such requirement.1 . Such requirement can lead to a need for carriage of specific communication equipment. Message pairing and usability of data will be checked. In a given region an Operator may receive VHF datalink service from one CSP and satellite datalink service from another CSP. Demonstration of CPDLC exchanges The objective is to reflect CPDLC operations with one real ATC ground system: establishment and termination of a CPDLC connection. Following minimum tests are proposed : a.7011/03 229 .Ability to encode/decode data link messages. These checks cannot be performed during the Airworthiness Approval of the avionics package since they depend on each Operator. the Operator’s contractual arrangements will determine the choice of VHF CSP by the aircraft. The requirement for a particular medium on a particular route may be specified by the appropriate States based on factors such as performance and coverage. 3. 2. this section proposes a list of functional tests that Operators and/or ATS Service Providers may wish to perform before starting operations. All verifications and tests contained in this section are only provided to assist Operators deciding to use datalink communications with AIM FANS A package. maintain and terminate data link connections via real subnetworks (correct addressing.2 . Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.Ability to establish. 6. Operators may make use of different Communication Service Providers and/or media depending on the availability of services and their individual contractual arrangements. are supported in different regions by different CSPs.APPENDIX K 6 .

Robustness to duplicate logons The objective is to check that duplicate logons do not affect established CPDLC and ADS connections.Aircraft flight number and tail number (included in the Notification message) will be recognized by the ATS Provider system.APPENDIX K b. system-generated) NDA: NEXT DATA AUTHORITY ATC name DR1: CPDLC or ADS connection termination (downlink. the following scenario is also worth testing : d. c. Ability to transfer a CPDLC connection In any case. system-generated). reporting in normal mode and transition to emergency mode. choice of medium and choice of communication service provider are adequate. Demonstration of ADS reporting The objective is to reflect ADS operations with one real ATC ground system: establishment and termination of an ADS connection. Processing and usability of data will be checked.7011/03 . the Operator and the ATS Provider must ensure that: . 230 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. .Network addresses. Scenarios for each of the above proposed tests are detailed in Appendix #12 with following terminology: FN_CON: manual Notification (downlink) FN_AK: Notification Acknowledgement (uplink) CR1: CPDLC Connection Request (uplink) CC1: CPDLC Connection Confirm (downlink. If two real ATS Provider systems can participate to the test.

Version number will be 01 for ADS and CPDLC.5 Only the overall reason code in the FN_AK will be used to determine whether the response is positive or not AFN Acknowledge (i. Where an Aircraft Registration Number is less than seven characters.3 AFN-Active Flag The ‘Active Flag’ value is not significant. Attachment 2. Codes 3. The aircraft will accept FN_CAD messages from any ATS Provider system.] characters.3. table 2.APPENDIX # 1 Amendments to ARINC 622-2 for AFN application ATS Facilities Notification (AFN) FANS A complies with ARINC Specification 622-2. The optional FCO AIF and version number will not be used. table 2.The Application Name ‘ATC’ is used for CPDLC. Message .3 AFN The optional 24-bit ICAO address will not be provided. ARINC 622 section Description 3.5. 3. Section 3 except as noted below. 3.5. the Aircraft Registration Number will be placed in the right of the field tail_no and the remainder of the field padded out with period [.e. ‘Flight ID’ defined in ARINC Specification 620 will not be used.5.4 AFN Contact [ap_name] fields will reflect the applications basically available in the aircraft and will not reflect the Message applications available (i. flt_no value must be as filed in field 7 of the ICAO flight plan.4 Timers / Reason ATST1 value will be 10 minutes. the AFN logon is successful or not). not failed or not off) at the time the AFN Contact Message is initiated.e. 1 Attachment 2. 1 3. Message Header Time stamp will be provided (HHMMSS).

2. Uplink and downlink messages will be paired as detailed in Appendix #3. the next ATC Data Authority facility designation will be retained even after an END SERVICE (uM161) message element has been received. 2.2. Tp4 timer requirements are not applicable.APPENDIX # 2 Amendments to DO 219 MOPS for CPDLC application Controller Pilot Data Link Communication (CPDLC) FANS A complies with DO-219 except as noted below.2. The Response Attribute of uplink message element #177 will be NE.a.2. The Application Interface defined in section 4 of ARINC Specification 622-2.3.3.2. If the connection with the next ATC Data Authority has not been established. DO-219 section Description The CPDLC application will interface with: The ACARS Compatible System defined in section 2 of ARINC Specification 622-2.a Connection Initiation 2.2.2.a Connection Termination 2. NOTE: This next ATC Data Authority facility designation will be subsequently cleared upon manual Notification (AFN). .3.b Next ATC Data Authority Retention 2.2.2. If a message is received with an END SERVICE (uM161) message element only and pending uplink messages exist. the CPDLC application will send the “Connect Confirm” (IMI=CC1) containing a message with the [versionnumber] (dM73) message element only. 2. NOTE: This situation happens when the flight crew manually notifies (AFN) an ATS Provider system which has already established a CPDLC connection.1.2.2.2.2.1.a.3.1.2.1.i Connection Initiation 2.2.2.2.1. Position and routeclearance will be processed as detailed in Appendix #4.a. 2.1. the CPDLC application will send "Disconnect Request" (IMI=DR1) containing a message with the ERROR [errorinformation] (dM62) message element with the [endServiceWithPendingMsgs] value for the active connection only. Pending messages in the aircraft will not be affected. The uplink message element #178 will be considered to be undefined.2.3 Message Structure and Content If a valid "Connect Request" (IMI=CR1) is received from a facility designation which is already connected.1 Connection Initiation 2.2.

2. timestamp Timestamp OPTIONAL } Msgidentificationnumber ::= INTEGER (0.. An optional time stamp field is defined in the header of CPDLC messages.Units = 1 Second.63) Msgreferencenumber ::= INTEGER (0..3.3 Message Structure and Content ATCmessageheader ::= SEQUENCE { msgidentificationnumber Msgidentificationnumber.63) Timestamp ::= SEQUENCE { timehours Timehours. Range (0.The downlink message element #80 is defined.59) -.. timeminutes Timeminutes. Resp ( N ) The alert attribute for this message is medium. . 2.59) All downlink CPDLC messages will contain a timestamp which indicates the originators send time and should use a time source which is referenced to UTC. -.. The urgency attribute for this message is normal. msgreferencenumber Msgreferencenumber OPTIONAL. timeseconds Timeseconds } Timeseconds ::= INTEGER (0.DEVIATING [distanceoffset] [direction] OF ROUTE dM80DistanceoffsetDirection [80] DM80DistanceoffsetDirection.

1.3. trueheading [16] Trueheading OPTIONAL. speed [12] Speed OPTIONAL. remainingfuel [7] Remainingfuel OPTIONAL.3 Message Structure and Positionreport ::= SEQUENCE { Content positioncurrent [0] Positioncurrent. the aircraft will discard the duplicate message and generate no error message. time stamp and content are equal to those of a pending message.b Message In cases where the Message Identification Number. supplementaryinformation [18] SupplementaryinformationOPTIONAL. reportedwaypointposition [19] Reportedwaypointposition OPTIONAL. 2.6. Specifies the time an aircraft crossed the previously reported point in the route. timeetaatfixnext [4] Timeetaatfixnext OPTIONAL. 2.a Message If a message is received with a Message Reference Number which does not equal the Message Identification Number Reference Number of a pending message. altitude [2] Altitude. trackangle [15] Trackangle OPTIONAL. distance [17] Distance OPTIONAL. 2. Reportedwaypointaltitude.2. reportedwaypointtime [20] Reportedwaypointtime OPTIONAL.1.Three optional fields are added to the position report. verticalchange [14] Verticalchange OPTIONAL.2.2.4. fixnext [3] Fixnext OPTIONAL. and does not contain either the ERROR [errorinformation] (uM159) .4.4. as per section 2.2. speedground [13] Speedground OPTIONAL. icing [11] Icing OPTIONAL.e Message When only one Message Identification Number is available in the aircraft for subsequent transmission of messages. Reportedwaypointtime. fixnextplusone [5] Fixnextplusone OPTIONAL.4.2. turbulence [10] Turbulence OPTIONAL. Identification Number as per section 2. the Identification Number CPDLC application will send for all connections the “Disconnect Request” which contains the ERROR [errorinformation] (dM62) message element with the [noAvailableMsgIdentificationNumber] value.2. timeetadestination [6] Timeetadestination OPTIONAL. timeatpositioncurrent [1] Timeatpositioncurrent.6. Specifies the altitude an aircraft crossed the previously reported point in the route. Specifies the previously reported point in the aircraft’s route. winds [9] Winds OPTIONAL. 2. reportedwaypointaltitude [21] Reportedwaypointaltitude OPTIONAL } Reportedwaypointposition ::= Position Reportedwaypointtime ::= Time Reportedwaypointaltitude ::= Altitude Reportedwaypointposition. temperature [8] Temperature OPTIONAL.4.2.

message element or SERVICE UNAVAILABLE (uM162) message element, then CPDLC will send a message containing the ERROR [errorinformation] (dM62) message element and discard the received message. 2.2.4.2.a Message If a message is received with a Message Reference Number which does not equal the Message Identification Number Reference Number of a pending message, as per section 2.2.6.4, and contains either the ERROR [errorinformation] (uM159) message element or SERVICE UNAVAILABLE (uM162) message element, then CPDLC will not send a message containing the ERROR [errorinformation] 2.2.4.2.b Message The CPDLC application will assign a Message Reference Number equal to the Message Identification Number for the Reference Number associated uplink message for each downlink message initiated for transmission with a WILCO (dM0), UNABLE (dM1), STANDBY (dM2), ROGER (dM3), AFFIRM (dM4), NEGATIVE (dM5), [versionnumber] (dM73) or ERROR [errorinformation] (dM62) (with the exception below) message element. If the message header of the uplink message associated to a downlink ERROR [errorinformation] (dM62) message element does not contain enough bits to constitute a Message Identification Number, then ATCComm will not assign a Message Reference Number for the ERROR [errorinformation] (dM62) message element. 2.2.5.1 Urgency The Urgency Attribute has been implemented according to the existing cockpit philosophy. 2.2.5.2 Alert The Alert Attribute has been implemented according to the existing cockpit philosophy. 2.2.5.3.a.1, 2.2.5.3.a.2 The ERROR [errorinformation] (dM62) and NOT CURRENT DATA AUTHORITY (dM63) message elements are also 2.2.5.3.a.3 Response acceptable responses. 2.2.5.4 Recall The Recall Attribute has been implemented according to the existing cockpit philosophy. 2.2.6.3 Message Display Message Display has been implemented according to the existing cockpit philosophy. 2.2.6.8 Message Errors Error processing is detailed in Appendix #5.

APPENDIX K

Appendix #3 CPDLC Uplink/Downlink Message Pairing
The following mapping between uplink report/confirmation requests (uM#) and downlink reports (dM#) applies.

uM #
127 128 129 130 131

Message Element
REPORT BACK ON ROUTE REPORT LEAVING [altitude] REPORT LEVEL [altitude] REPORT PASSING [position] REPORT REMAING FUEL AND SOULS ON BOARD CONFIRM POSITION CONFIRM ALTITUDE CONFIRM SPEED CONFIRM ASSIGNED ALTITUDE CONFIRM ASSIGNED SPEED CONFIRM ASSIGNED ROUTE CONFIRM TIME OVER REPORTED WAYPOINT CONFIRM REPORTED WAYPOINT CONFIRM NEXT WAYPOINT CONFIRM NEXT WAYPOINT ETA CONFIRM ENSUING WAYPOINT CONFIRM SQUAWK CONFIRM HEADING CONFIRM GROUND TRACK REQUEST POSITION REPORT REPORT REACHING [altitude] REPORT REACHING BLOCK [altitude] TO [altitude] REPORT DISTANCE [tofrom] [position] CONFIRM ATIS CODE

dM #
41 28 37 31 57

Message Element
BACK ON ROUTE LEAVING [altitude] LEVEL [altitude] PASSING [position] [remainingfuel] OF FUEL REMAINING AND [remainingsouls] SOULS ON BOARD PRESENT POSITION [position] PRESENT ALTITUDE [altitude] PRESENT SPEED [speed] ASSIGNED ALTITUDE [altitude] ASSIGNED SPEED [speed] ASSIGNED ROUTE [routeclearance] REPORTED WAYPOINT [time] REPORTED WAYPOINT [position] NEXT WAYPOINT [position] NEXT WAYPOINT ETA [time] ENSUING WAYPOINT [position] SQUAWKING [beaconcode] PRESENT HEADING [degrees] PRESENT GROUND TRACK [degrees] POSITION REPORT [positionreport] REACHING [altitude] REACHING BLOCK [altitude] TO [altitude] AT [time] [distance] [toFrom] [position] ATIS [atiscode]

132 133 134 135 136 137 138 139 140 141 142 144 145 146 147 175 180 181 182

33 32 34 38 39 40 46 45 42 43 44 47 35 36 48 72 76 78 79

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APPENDIX K

Appendix #4 [Position] and [RouteClearance] Variable Processing
Loadable Uplink Message Elements Most CPDLC uplink message elements are merely displayed to the pilot for action. However, some may be loaded into the flight management function of the aircraft. The following table lists those message elements which can be loaded.

uM# Crossing Constraints
51 52 53 79 80 83 CROSS [position] AT [time] CROSS [position] AT OR BEFORE [time] CROSS [position] AT OR AFTER [time] Route Modifications CLEARED TO [position] VIA [routeclearance] CLEARED [routeclearance] AT [position] CLEARED [routeclearance]

[position] Variable Loading
The following rules for [position] loading apply to standalone [position] variables, as in message element uM77, and to those embedded in the [routeclearance] variable. In the message structure defined in section 4.6.3.3, the [position] variable is defined as a choice of ‘fixname’, ‘navaid’, ‘airport’, ‘latitudeLongitude’, or ‘placebearingdistance’. The first three choices have "overlapping" definitions. [Fixname] is an IA5String (Size(1..5)); [navaid] is an IA5String (Size(1..4)); and [airport] is an IA5String (Size(4)). Consequently, a 1, 2, or 3 character identifier could be encoded as a [fixname] or [navaid], and a four character identifier could be encoded as any of the first three [position] choices. The FMS Navigation Data Base (NDB) is configured to the ARINC 424 specification, which defines the record structure and naming conventions for NDB data. When the FMS receives an uplink message with a loadable message element containing the [position] variable, it uses the [position] choice to determine which of its NDB records to search for a matching identifier. This is required in order for the FMS to be able to load the uplinked [position] into the FMS flight plan. For example, if an uplink message with a [position] choice of 'navaid' is received, the FMS will search only the NDB Navaid record for a matching identifier. Similarly, the ‘airport’ choice leads to a search of the NDB airport record and the ‘fixname’ choice leads to a search of the NDB waypoint record and the NDB nondirectional beacon record (explained further below).

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APPENDIX K

If a match is not found, then the FMS will not load the specified [position] into the FMS flight plan. Limiting the search in this manner (i.e., as opposed to searching all NDB records, irrespective of the [position] choice) decreases, but does not eliminate, the likelihood of the FMS finding duplicate matching identifiers. The FMS will create a waypoint at the specified [position] when the ‘latitudeLongitude’ choice is selected. If the ‘placebearingdistance’ choice is selected, the [fixname] must match an identifier in the FMS Navigation Database (waypoint, navaid, airport, or non-directional beacon), otherwise, the [fixname] and the corresponding [placebearingdistance] are not loadable. It must be noted that in the case of the FMS finding duplicate matching identifiers, or a FMS Navigation Database unsuccessfull match , a downlink ERROR message element will not be generated.

6.2.1 - [routeclearance] Variable Loading The following table describes how the constituent variables of the [routeclearance] variable will be loaded into the FMS flight plan. NOTE: FMSs have the capability to store two flight plans. The flight plan along which the aircraft is to be flown is called the active flight plan. The "selected route" in which the [routeclearance] variable is loaded is the secondary flight plan.

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Table - [routeclearance] Variables Variable Name
[airportdeparture]

Loaded into the Additional information selected route as:
Origin airport for the selected route Destination airport for the selected route Departure runway direction and configuration for the selected route Departure procedure and departure transition for the selected route Arrival runway direction and configuration for the selected route Approach procedure and approach transition for the selected route The [airportdeparture] variable is not loadable if the [airport] identifier does not match an identifier in the FMS Navigation Database. Otherwise, the [airportdeparture] is loadable. The [airportdestination] variable is not loadable if the [airport] identifier does not match an identifier in the FMS Navigation Database. Otherwise, the [airportdestination] is loadable. The [runwaydeparture] variable is not loadable if the [runway] [runwaydirection] and [runwayconfiguration] do not match a runway identifier for the applicable origin airport in the FMS Navigation Database. Otherwise, the [runwaydeparture] is loadable. The [proceduredeparture] is not loadable if the [procedure], or [procedure] and [proceduretransition], do not match a departure procedure identifier, or departure procedure and transition identifiers, for the applicable origin airport in the FMS Navigation Database. Otherwise, the [proceduredeparture] is loadable. The [runwayarrival] variable is not loadable if the [runway] [runwaydirection] and [runwayconfiguration] do not match a runway identifier for the applicable destination airport in the FMS Navigation Database. Otherwise, the [runwayarrival] is loadable The [procedureapproach] is not loadable if the [procedure], or [procedure] and [proceduretransition], do not match an approach procedure identifier, or approach procedure and transition identifiers, for the applicable destination airport in the FMS Navigation Database. Otherwise, the [procedureapproach] is loadable The [procedurearrival] is not loadable if the [procedure], or [procedure] and [proceduretransition], do not match an arrival procedure identifier, or arrival procedure and transition identifiers, for the applicable destination airport in the FMS Navigation Database. Otherwise, the [procedurearrival] is loadable The [airwayintercept] is not loadable.

[airportdestination]

[runwaydeparture] [runway] [runwaydirection] [runwayconfiguration] [proceduredeparture] [procedurename] [procedure] [proceduretransition] [runwayarrival] [runway] [runwaydirection] [runwayconfiguration] [procedureapproach] [procedurename] [procedure] [proceduretransition] [procedurearrival] [procedurename] [procedure] [proceduretransition] [airwayintercept]

Arrival procedure and arrival transition for the selected route The first airway in the en route portion of the selected route; the FMS automatically selects the point at which the airplane should join the airway.

as stated above. Any [airwayidentifier] which does not match an airway identifier in the FMS Navigation Database is not loadable. or non-directional beacon). The ATS Provider system should include the optional [latitudelongitude] with any [publishedidentifier] for which duplicates exist. Any [airwayidentifier] for which the point at which the airplane is to join the airway is not defined by a [publishedidentifier] or by another [airwayidentifier] immediately preceding the [airwayidentifier] in the [routeinformation] is not loadable. and [aTWdistancetolerance] are all loadable (see below). Otherwise. [routeinformationadditiona l] [atwalongtrackwaypointsequence] [atwalongtrackwaypoint] [routeinformationadditiona l] [atwalongtrackwaypoint] [position] Place-bearing-distance [routeinformationadditiona l] [atwalongtrackwaypoint] [aTWdistance] [aTWdistancetolerance] [distance] [routeinformationadditiona l] [atwalongtrackwaypoint] [speed] . or does not match a waypoint on an airway defined by an [airwayidentifier] in the uplinked [routeinformation]. then the [position] (and the [aTWalongtrackwaypoint]) is not loadable.Variable Name [routeinformation] [publishedidentifier] [latitudelongitude] [placebearingplacebearin g] [placebearingdistance] [airwayidentifier] [trackdetail] Loaded into the selected Additional information route as: En route data for the selected route The FMS ignores (and does not attempt to load) any [trackdetail] encoded in the [routeinformation] portion of a [routeclearance] variable. airport. navaid. The [distance] and [aTWdistancetolerance] are used to convert the along track waypoint to a PBD. is not loadable. the FMS converts these and then inserts the result into the correct location in the selected route If the [position] does not match a loadable [publishedidentifier] or [placebearingdistance] in the uplinked [routeinformation]. Any [airwayidentifier] for which the point at which the airplane is to leave the airway is not defined by a [publishedidentifier] or by another [airwayidentifier] immediately following the [airwayidentifier] in the [routeinformation] is not loadable. [placebearingdistance] [fixname] or [placebearingplacebearing] [fixname]. When the [aTWalongtrackwaypoint] [position]. The FMS attempts to load all other [routeinformation] variables into the selected route in the order in which they occur in the [routeinformation] variable. as stated above. the [position] is loadable and is used to convert the along track waypoint to a PBD. ATW that would not fall between the [position] and the preceding or following waypoint are not loadable. Speed constraint corresponding PBD for the [speed] with a speed choice other than choice 0 (speedindicated) or choice 1 (speedindicatedmetric) is not loadable. Any [publishedidentifier] [fixname]. for which the [fixname] does not match an identifier in the FMS Navigation Database (waypoint. [aTWdistance].

AT OR ABOVE or AT OR BELOW altitude constraint for the corresponding PBD Following altitudes are not loadable: [altitude] with an altitude choice other than choice 0 (altitudeqnh). then the [latlonreportingpoints] is not loadable. then the FMS will insert a latitude/longitude waypoint at the intersection point. The [aTWaltitude] variable is not loadable. Otherwise. or a longitude defined by a [longitudedirection] and [longitudedegrees].[ latitudelongitude]. does not intersect the selected route. The [holdatwaypointspeedlow] variable is not loadable. [aTWaltitudesequence] with a choice of 2 (altitude window). a single [aTWaltitude] which is at or above the current cruise altitude. then the FMS will insert reporting points at intervals along the selected route. AT OR ABOVE or AT OR BELOW altitude constraint associated with a given hold in the selected route If the [position] does not match a loadable [publishedidentifier]. the [position] is loadable. If a latitude defined by a [latitudedirection] and [latitudedegrees]. does intersect the selected route. or does not match a waypoint on an airway defined by an [airwayidentifier] in the uplinked [routeinformation]. If the [degreeincrement] is included. or a longitude defined by a [longitudedirection] and [longitudedegrees]. If a latitude defined by a [latitudedirection] and [latitudedegrees]. as defined by the [degreesincrement] along the direction of flight starting at the intersection point. . 6 (altitudeflightlevel). or 7 (altitudeflightlevelmetric). 1 (altitudeqnhmeters). then the [position] (and the [holdatwaypoint]) is not loadable. The FMS ignores (and does not attempt to load) any [interceptcoursefrom] encoded in the [routeinformationadditional] Latitude/longitude waypoint or series of latitude/longitude waypoints NOT USED Hold position and associated data for a given holding pattern in the selected route Position for a given hold in the selected route [routeinformationadditional] [holdatwaypoint] [holdatwaypointspeedlow] [routeinformationadditional] [holdatwaypoint] [aTWaltitude] [aTWaltitudetolerance] [altitude] Speed constraint associated with a given hold in the selected route AT. or [placebearingdistance] in the uplinked [routeinformation].Variable Name [routeinformationadditional][ aTWalongtrackwaypointsequence][aTWaltitudesequ ence] [aTWaltitude] [aTWaltitudetolerance] [altitude] [routeinformationadditional] [reportingpoints] [latlonreportingpoints] latitudereportingpoints] [latitudedirection] [latitudedegrees] [longitudereportingpoints] [longitudedirection] [longitudedegrees] [degreeincrement] [routeinformationadditional][i nterceptcoursefromsequenc e] [interceptcoursefrom] [routeinformationadditional] [holdatwaypointsequence] [holdatwaypoint] [routeinformationadditional] [holdatwaypoint] [position] Loaded into the selected route Additional information as: AT.

Variable Name [routeinformationadditional] [holdatwaypoint] [holdatwaypointspeedhigh] [routeinformationadditional] [holdatwaypoint] [direction] [routeinformationadditional] [holdatwaypoint] [degrees] [routeinformationadditional] [holdatwaypoint] [EFCtime] [routeinformationadditional] [holdatwaypoint] [legtype] [routeinformationadditional] [waypointspeedaltitude] Loaded into the selected route Additional information as: Speed constraint associated with a given hold in the selected route Turn direction associated with a given hold in the selected route Inbound course associated with a given hold in the selected route Expect Further Clearance Time associated with a given hold in the selected route Leg Distance. If the [direction] choice is anything other than choice 0 (left) or 1 (right). altitude. if specified for a given hold in the selected route. the [waypointspeedaltitude] variable should appear only once in the uplinked [routeinformationadditional]. [degrees] is loadable. the [direction] is loadable. irrespective of the [degrees] choice The [EFCtime] variable is not loadable. then the [direction] is not loadable. For a given [position]. Otherwise. [latitudelongitude]. the [position] is loadable. and associated position for a given waypoint speed and altitude or altitude-only or speedonly constraint in the selected route Position of a waypoint in the selected route which has a corresponding speed and altitude or altitude-only or speed-only constraint The [holdatwaypointspeedhigh] variable is not loadable. [routeinformationadditional] [waypointspeedaltitude] [position] If the [position] does not match a loadable [publishedidentifier]. Otherwise. Otherwise. then the [position] (and the [waypointspeedaltitude]) is not loadable. The [legdistance] with a choice of 1 (legdistancemetric) is not loadable. or does not match a waypoint on an airway defined by an [airwayidentifier] in the uplinked [routeinformation]. or [placebearingdistance] in the uplinked [routeinformation]. Leg Time associated with a given hold in the selected route Speed. .

. 1 If the [position] does not match a loadable [publishedidentifier]. or [placebearingdistance] in the uplinked [routeinformation]. [latitudelongitude]. (altitudeqnhmeters).Variable Name [routeinformationadditiona l] [waypointspeedaltitude] [speed] [routeinformationadditiona l] [waypointspeedaltitude] [ATWaltitudesequence] [RTArequiredtimeofarrival] [RTArequiredtimeofarrival] [position] Loaded into the selected Additional information route as: Speed portion of speed and altitude or speed-only constraint for a waypoint in the selected route AT. or 7 (altitudeflightlevelmetric). or AT OR BELOW altitude constraint or window altitude constraint for the corresponding [waypointspeedaltitude] [position] RTA on the specified position in the selected route position of a waypoint in the selected route which has an RTA applied to it The [speed] variable with a speed choice other than choice 0 (speedindicated) or choice 1 (speedindicatedmetric) is not loadable. Otherwise. or does not match a waypoint on an airway defined by an [airwayidentifier] in the uplinked [routeinformation]. Only one [RTArequiredtimeofarrival] variable is loadable. 6 (altitudeflightlevel). Following altitudes are not loadable: [altitude] with an altitude choice other than choice 0 (altitudeqnh). AT OR ABOVE. then the [position] (and the [waypointspeedaltitude]) is not loadable. [RTArequiredtimeofarrival] [RTAtime] [RTArequiredtimeofarrival] [RTAtolerance] [RTAtime] for the specified [position] [timetolerance] for the specified [position] The [RTAtolerance] is not loadable. a single [aTWaltitude] which is at or above the current cruise altitude. the [position] is loadable. [aTWaltitudesequence] with a choice of 2 (altitude window).

If the data associated with a particular variable do not exist in the "selected route".[routeclearance] Variable Encoding The following table describes how the constituent variables of the [routeclearance] variable will be encoded when an element containing the [routeclearance] variable is sent in a downlink message. The "selected route" is the secondary FMS flight plan in constructing a downlink route clearance request or the active flight plan when responding to a CONFIRM ASSIGNED ROUTE message element. Destination airport for the selected route. Otherwise. En route data for the selected route. the [position] is encoded as choice value 0 (fixname). then the [position] is encoded as choice value 3 (latitudelongitude). Arrival runway ([runwaydirection] and [runwayconfiguration]) for the selected route. as appropriate. Table . All [routeinformation] variables are encoded in the order in which they occur in the selected route. Arrival procedure and arrival transition for the selected route. or 4 (placebearingdistance).[routeclearance] Variable Encoding Table Variable Name [airportdeparture] [airportdestination] [runwaydeparture] [proceduredeparture] [runwayarrival] [procedureapproach] [procedurearrival] [airwayintercept] [routeinformation] [routeinformationadditional] [atwalongtrackwaypointsequence] [routeinformationadditional] [reportingpoints] [routeinformationadditional] [interceptcoursefrom] [routeinformationadditional] [holdatwaypoint] [routeinformationadditional] [holdatwaypoint] [position] Data Source Origin airport for the selected route. NOT USED . NOT USED. NOT USED. Departure runway ([runwaydirection] and [runwayconfiguration]) for the selected route.ATWs (Along Track Waypoints) are stored in the FMS and sent in downlinks as PBDs. NOT USED. [routeinformationadditional] [holdatwaypoint] holdatwaypointspeedlow] . The constituent variables of the [routeclearance] variable are all optional. 2 (airport). If the [position] variable does not match an identifier in the FMS's Navigation Database or is not a Place Bearing Distance. Position for a given hold in the selected route. Hold data and associated position for each holding pattern in the selected route. Departure procedure and departure transition for the selected route. Approach procedure and approach transition for the selected route. 1 (navaid). then no data are encoded for that variable. NOT USED.

Otherwise. Leg Distance. as appropriate. If a Leg Distance is specified. the [position] is encoded as choice value 0 (fixname). Otherwise . [degrees] are encoded as choice value 1 (degreestrue). then [legdistance] is encoded as choice value 0 (legdistanceenglish). Position of a waypoint which has a defined RTA. Inbound course associated with a given hold in the selected route. [degrees] are encoded as choice value 0 (degreesmagnetic). or 4 (placebearingdistance). as appropriate. 1 (navaid). Leg Time associated with a given hold in the selected route. 1 (navaid). Altitude portion of an altitude or speed/altitude or window altitude constraint associated with a waypoint in the selected route. The [altitude] is encoded as choice value 0 (altitudeqnh) or as choice value 6 (altitudeflightlevel). Speed and altitude constraint and associated position for each waypoint speed and altitude constraint in the selected route. (tbc) RTA data for a position in the selected route.Variable Name [routeinformationadditional] [routeinformationadditional] [holdatwaypoint] [holdatwaypointspeedhigh] [routeinformationadditional] [holdatwaypoint] [direction] [routeinformationadditional] [holdatwaypoint][degrees] [routeinformationadditional] [holdatwaypoint][EFCtime] [routeinformationadditional] [holdatwaypoint] [legtype] [routeinformationadditional] [waypointspeedaltitude] [routeinformationadditional] [waypointspeedaltitude] [position] Data Source NOT USED. NOT USED. When possible. the [position] is encoded as choice value 0 (fixname). If a window constraint exists for a given waypoint. Otherwise. or 4 (placebearingdistance). FMS can only have one at a time. then the [position] is encoded as choice value 3 (latitudelongitude). Speed portion of a speed or speed/altitude constraint for a waypoint in the selected route. 2 (airport). then the [ATWaltitudetolerance] for the lower of the two altitudes is encoded as choice value 1 (at or above) and the [ATWaltitudetolerance] for the higher of the two altitudes is encoded as choice value 2 (at or below). If the [position] variable does NOT match an identifier in the FMS's Navigation Database or is not a Place Bearing Distance. Turn direction (left or right) associated with a given hold in the selected route. [routeinformationadditional] [waypointspeedaltitude] [speed] [routeinformationadditional] [waypointspeedaltitude] [ATWaltitudesequence] [RTArequiredtimeofarrival] [RTArequiredtimeofarrival] [position] . if specified for a given hold in the selected route. Position of a waypoint which has a corresponding altitude or speed or speed and altitude constraint. Otherwise. The [speed] is encoded as choice value 0 (speedindicated). 2 (airport). If the [position] variable does NOT match an identifier in the FMS's Navigation Database or is not a Place Bearing Distance. then the [position] is encoded as choice value 3 (latitudelongitude).

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3. 8. message element 159 (ERROR [errorinformation]) and any other message element. noAvailableMsgIdentificationNumber The CPDLC application has only one MIN available that is not being used for a pending downlink message (or a downlink message not acknoweldged by the network) (Downlink IMI=DR1) 7. If the uplink IMI=AT1. unexpectedData The CPDLC application receives an uplink message during a CPDLC inhibition phase. 1. message element 162 (SERVICE UNAVAILABLE) and any other message element. (Downlink IMI=AT1). (Downlink IMI=DR1). duplicateMsgIdentificationNumber The CPDLC application receives an uplink message (IMI=AT1) with an MIN equal the MIN of a previous uplink which is still pending. The CPDLC application receives an uplink with IMI=CR1 and the uplink includes an MRN. Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. 4. (Downlink IMI=AT1).APPENDIX K Appendix #5 CPDLC Error Processing The following lists the conditions under which the CPDLC application will transmit an error message. (If the uplink IMI=CR1. or The CPDLC application receives an uplink message (IMI=AT1) containing element 161 plus another element requiring WILCO/UNABLE response and there are pending uplink messages and the pilot sends WILCO. (Downlink IMI=DR1). insufficientData The CPDLC application receives an uplink message (IMI=CR1 or AT1) containing no message element. 2. the downlink IMI=AT1). (Downlink IMI=DR1). the downlink IMI=DR1. applicationError The CPDLC application receives an uplink message (IMI=AT1) with one of the following combinations: message element 160 (NEXT DATA AUTHORITY [icaofacilitydesignation]) and any other message element. endServiceWithPendingMsgs The CPDLC application receives an uplink message (IMI=AT1) containing element 161 and no other element and there are pending uplink messages. 9.7011/03 247 . unrecognizedMsgReferenceNumber The CPDLC application receives an uplink message (IMI=AT1) with an MRN and there is no pending downlink message with a matching MIN. commandedTermination The pilot disconnects the CPDLC application or changes the entered flight number. (downlink IMI=DR1). (Downlink IMI=DR1). insufficientMsgStorageCapacity The CPDLC application receives an uplink message (IMI=AT1) when the message storage or processing capacity is full. 0. Imbedded Message Identifiers (IMI) of the ERROR [errorinformation] message element are detailed. 6. endServiceWithNoValidResponse The CPDLC application receives an uplink message (IMI=AT1) containing element 161 and another element requiring no response or a response other than WILCO/UNABLE. 5. These conditions are listed by the error code that will be transmitted in the downlink ERROR [errorinformation] message element.

or The CPDLC application receives an uplink message (IMI=AT1) containing an IA5String and the string contains more characters than specified. The CPDLC application receives an uplink message (IMI=CR1 or AT1) without enough bits to define the header and one valid element. reservedErrorMsg Not Used 248 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The CPDLC application receives an uplink message (IMI=AT1) with element 178 or 183-255. element 169 [freetext]) and the string contains a character which the DCDU can not display. (downlink IMI=AT1). or The CPDLC application receives an uplink (IMI=AT1) with more than 5 message elements.g. (Downlink IMI=DR1). (If the uplink IMI=CR1. or The CPDLC application receives an uplink message (IMI=AT1) containing an IA5String and the string contains fewer characters than specified. (downlink IMI=AT1). (Downlink IMI=AT1). or The CPDLC application receives an uplink message with IMI=CR1 and element 163 plus any other element. or The CPDLC application receives an uplink message (IMI=AT1) with a variable outside its valid range. the downlink IMI=DR1. the downlink IMI=AT1).7011/03 . (downlink IMI=AT1). (Downlink IMI=AT1). The CPDLC application receives an uplink message (IMI=AT1) with more pad bits than required to make a full octet. (Downlink IMI=DR1). (downlink IMI=AT1). (Downlink IMI=AT1). The CPDLC application receives an uplink message (IMI=AT1) containing an IA5String (e.APPENDIX K 10. invalidData The CPDLC application receives an uplink with IMI=CR1 and either datum in element 163 is invalid. or The CPDLC application receives an uplink message with IMI=CR1 and an element other than 163. or The CPDLC application receives an uplink message (IMI=AT1) without enough bits to define all variables required for each element. (downlink IMI=DR1). If the uplink IMI=AT1. 11. (downlink IMI=AT1).

2.1.2.5.2.2. If a periodic reporting interval which is less than 64 seconds is requested.1.2. the ADS emergency Mode Request application will perform the following in the listed order: cancel the emergency periodic contract.d Periodic Contract Request Description The ADS application will interface with: The ACARS Compatible System defined in section 2 of ARINC Specification 622-2.1. establish a normal periodic contract with the same reporting rate and the same on-request groups as existed before the emergency mode was canceled. When a default emergency periodic contract is created. The ADS application will support a periodic reporting interval of 64 seconds on any or all connections. 2.2.1.2.1.1. 2.1 Flight Crew The flight crew will have the means to initiate/terminate the ADS application's emergency mode and to terminate all ADS Interfaces connections.Appendix 6 Deviation to DO-212 for ADS application FANS A complies with DO-212.2. 2. DO-212 section 2.d Processing of Uplinks 2. except as noted below.5 Cancel When the ADS application receives a Cancel Emergency Mode Request with a contract number that matches the contract emergency Mode Request request number of an active emergency periodic contract on that connection.2.g Contract Request 2. a Negative Acknowledgement with a negative acknowledgement reason of 6 will be sent (i.1.2.3.1..1.2 Context Management Interface 2.2. Periodic The contract number will be modified based upon the new contract number. send immediately an Acknowledgement message to the Cancel Emergency Mode Request.1.1.2.2.2. its reporting rate will be retained and applied Emergency Mode to the default emergency periodic contract. Not applicable.e.3.1. the contract number in a Cancel Emergency Mode Request cannot be the same as the contract number of an existing contract on that connection). the ADS application will respond with a Non-compliance Notification and will establish a periodic contract with a 64-second reporting period.1. send the first normal periodic report with respect to the period. 2.2.1 Application Interface 2.2.a Create When a normal periodic contract exists before the creation of emergency mode.1. Indication Any downlinking of an Acknowledgement message or a Non-Compliance Notification message will reset the counter of consecutive Non-Acknowledgement messages.a Cancel When an emergency periodic contract exists and the ADS application receives a Cancel Emergency Mode Request. The Application Interface defined in section 4 of ARINC Specification 622-2.1. the first emergency periodic report will be sent immediately.1.a Connection Denial 2. .3.

5.c Create Emergency Mode connection establishment will result in an event contract only.1. Indication If a new connection is established while the ADS application is in emergency mode.1.2.1. Connection Termination .875 nm.4. The ADS application will send event reports within 5 seconds of detecting the event occurrence.d Non.2.1. The valid range for ETA and Projected Time is 16382 seconds. ATC mandatory and non-mandatory waypoints (e. The default value is 8191.This applies when the requested reporting rate is less than 64 seconds. The connection will be in emergency mode and no default emergency periodic contract will be established..2. 2. Generation The ADS application will send subsequent periodic reports within 5 seconds of detecting the expiry of the reporting interval.If a new connection is established while the ADS application is in emergency mode.2. 2. then the last waypoint of the route will be reported as the fixed projected point.a Abnormal When the ADS application receives a disconnect indication. Figure 2-14 In the True Track field definition. then an event contract request during 2.3.g.g. then the ADS application will send the initial Generation response within 60 seconds of receipt of the contract request. 2.. The valid range for Distance is 0-8191.4. If the predicted aircraft location at the requested time is beyond the end of route. then a normal demand contract request during connection establishment will result in a Negative Acknowledgement with a negative acknowledgement reason of 4. inserted by the pilot) and computed vertical profile points will be reported in the Intermediate Projected Intent Group.i Message If Aircraft Intent Groups are requested in a valid Demand Contract Request. Compliance Notification 2. inserted by the pilot) will be reported in the Predicted Route Group. the validity and the sign bits are in reverse order. Table 2-4 The unit for altitude is feet. A maximum of 10 Intermediate Projected Intent points will be provided. When the Predicted Route Group is required.2. the ETA field will contain the estimated time to go (ETG) from aircraft position to the next waypoint. ATC mandatory and non-mandatory waypoints (e. DO-212 section Figure 2-11 Figure 2-13 Description Airframe Identification Group will not be provided in ADS reports. all connections will be canceled.3.4.1.1.1.750 nm. The default value is 16383 seconds.l Message The ADS application will send the initial response within 5 seconds of receipt of a contract request (except as noted above). Figure 2-15 The fixed projected point is the predicted aircraft location along the flight plan at the end of the requested time interval.

. table 2-1 For ADS. ATCComm is also known as CPDLC. Where an Aircraft Registration Number is less than seven characters. ATST3 value shall be greater than ATST1 value. This implies that both routings of ATS messages will be available in ATS Providers systems. table 2-1 For CPDLC.4 ATCComm Provisions Description Not applicable. ARINC 622 section 4. System CRC Attachment 2. NOTE: ATS Provider systems should use 15 minutes for ATST3.4 Timers / Reason Codes 3.3. APPENDIX #8 AMENDMENTS TO A622 ACARS Convergence Function for ATS Ground Systems ARINC 622 section Description 2.e. Application name AIF and Version number of this application will not be used. the current ATC Data Authority) shall be able to forward AFN logon information.0 ACARS Compatible ATS Provider systems are required to support both avionics architectures (ATS applications in ACARS management function System unit or in ACARS management function peripheral) if they intend to support the aircraft types covered in this document. Version number shall be 01 for ADS and CPDLC. Section 4 except as noted below. APPENDIX #9 AMENDMENTS TO A622 AFN Application for ATS Ground Systems ARINC 622 section 3.3 ACARS Compatible In the event that the appended CRC does not match the calculated CRC.6 FIS Provisions 4. Not applicable. 2.5. only the following IMI shall be used: ADS. only the following IMIs shall be used: AT1.5 CMA Provisions 4.3 AFN Message Header Attachment 2.APPENDIX #7 Amendments to ARINC 622-2 Section 4 for Application Interface FANS A complies with ARINC Specification 622-2. .2 Request for Notification 3.1 ACARSApplication Interface 4. Attachment 2.] characters.2. CR1. the Aircraft Registration Number shall be placed in the right of the field tail_no and the remainder of the field padded out with period [. the message shall be discarded. table 2-1 Description The active ATS Provider system (i. and DR1.

If no connections are established or in the process of being established.4.6.d 2.2.4.3. CPDLC shall send a message containing the ERROR [errorinformation] (uM159) message element with the [duplicateMsgIdentificationNumber] value and discard the received message On a given connection. Encoded messages shall be padded with bits set to the zero value at the end of the message to achieve an integral number of octets.2. Each assigned Message Identification Number shall be unique from any Message Identification Number for a pending message.3.2.3.4.4.2.2. CPDLC shall send a message with the ERROR [errorinformation] (uM159) message element and discard the received message.1. If the received downlink message has a “Y” Response type.2.2. The Application Interface defined in section 4 of ARINC Specification 622-2. CPDLC message structure and content shall conform to the abstract syntax in this section.b 2.a 2. CPDLC shall use ISO/IEC 8825-2:1996 Packed Encoding Rules (PER) – Basic Unaligned.3. A CPDLC application built to the functional capability described here shall be version number 01. upon receipt of a message other than the corresponding "Connect Confirm" (IMI=CC1). as specified in section 2.1.1.1.6.b 2. CDPLC shall assign a Message Identification Number for each message initiated for transmission.2.2.1.1 Description The CPDLC application shall interface with: The ACARS Compatible System defined in section 2 of ARINC Specification 622-2. The ATS Provider System shall initiate connections with aircraft by sending the “Connect Request” (IMI=CR1) containing a message with the [icaofacilitydesignation][tp4table] (uM163) message element only.4. the ATS Provider system shall use the Message Identification Number for that received message as the Message Reference Number for the message containing the response message element(s). the ATS Provider system shall ignore that message.1.2. upon receipt of any message.3.1 2.2 2.2.4.e .2.2.c 2. If a message is received and there are not enough bits to constitute a header.2.a 2.c 2.2.3 or a functionally equivalent means which provides the same result. as per section 2.4.1 message structure and content specified in section 2.1. If a message is received containing a Message Identification Number equal to that of a pending message.2.2. the ATS Provider system shall ignore that message. If a "Connect Request" (IMI=CR1) is pending.c 2. to encode/decode the ASN. 2.2.APPENDIX #10 AMENDMENTS TO DO-219 CPDLC Application for ATS Ground Systems DO-219 section 2.4.2.4 2.2.

For a message containing multiple message elements.2. NEGATIVE (uM5).2.4. has been deleted.3.2.2.4.2. ROGER (uM3).1.2. as per section 2.6.2.f 2.2. Urgency.c.6 2.2.2.2.b 2. the message element type with the highest precedence shall be assigned for each attribute for that message. the ATS Provider system shall assign a Message Reference Number equal to the Message Identification Number for the associated downlink message for each uplink message sent with an UNABLE (uM0).3. When an unacceptable closure response to an uplink message is received by the ATS Provider system (e. Response. If a message is received and there are more than 5 message elements.2.2. and Recall types will be assigned for each message element as specified in section 2.2.4.3.6.2.2. as determined from Table 2-4 through Table 2-8 from Section 2. then the message shall be discarded. REQUEST DEFERRED (uM2).2.c 2.2. CPDLC shall not allow the Message Identification Number for that message to be made available for re-use except as specified in paragraph 2.6.4. and contains either the ERROR [errorinformation] (uM159) message element or SERVICE UNAVAILABLE (uM162) message element.4. If a message is received by an ATS Provider system with a Message Reference Number which does not equal the Message Identification Number of a pending uplink message in the ATS Provider system.e 2. as per section 2.1.4.2.b 2.2. CPDLC shall send a message with the ERROR [errorinformation] (uM159) message element and discard the received message.3.2.3. ROGER in response to a message with a W/U Response type).2. If a message is received with a Message Reference Number which does not equal the Message Identification Number of a pending message. 2.1.2.6.4. For a given message. or SERVICE UNAVAILABLE (uM162) message element.6.4.3. The [versionnumber] (dM73) message element sent with the “Connect Confirm” (IMI=CC1) shall contain a Message Reference Number corresponding to the associated Message Identification Number of the [ICAOfacilitydesignation][tp4table] (uM163) message element sent with the“Connect Request” (IMI=CR1). CPDLC shall send a message with the ERROR [errorinformation] (uM159) message element with the [invalidData] value and discard the received message. ERROR [errorinformation] (uM159). On a given connection.5.6.5.c .g.a 2.g 2.4.g If a pending message. then CPDLC shall not send a message containing the ERROR [errorinformation]. CPDLC shall send a message containing the ERROR [errorinformation] (uM159) message element with the [insufficientMsgStorageCapacity] value and discard the received message.2. Only one closure response shall be allowed for a given message. CPDLC shall not permit a message with missing mandatory data to be transmitted. then CPDLC shall send a message containing the ERROR [errorinformation] (uM159) message element and discard the received message. 2.3.6. or any other uplink message transmitted in response to a downlink message element with a “Y” response attribute.2.b Description If a message is received with a Message Reference Number which does not equal the Message Identification Number of a pending message.1. and does not contain either the ERROR [errorinformation] (uM159) message element or SERVICE UNAVAILABLE (uM162) message element. STANDBY (uM1).2. the ATS Provider system shall discard the message.1. Alert. as per section 2. If a message is received and insufficient storage exists to handle the message.5 2.a DO-219 section 2. If a message is received and any message element number is not represented in section 2.4. AFFIRM (uM4).

this may correspond to an actual fix as defined by the ARINC 424 specification in the aircraft Nvigation Data Base.5.2. If address forwarding is carried out using ground-ground communications networks or by the AFN Address Forwarding.a with a Message Reference Number equal to the Message Identification Number for the uplink message has been sent by aircraft or received by the ATS Provider system.2 .d 2.3. that message shall be retained by CDPLC as a pending downlink message until at least one of the following conditions have been met: 1.6.2. This situation should be avoided. This connection has been terminated. "A/N".6. the CPDLC NEXT DATA AUTHORITY [icaofacilitydesignation] (uM160) message element shall be sent by the active ATS Provider system before forwarding the AFN logon information to the next ATS Provider system. CROSS 4030N AT FL330.6. A message shall be retained by CPDLC as a pending uplink message until at least one of the following conditions have been met: 1.8 2. and that the received message did not have a STANDBY or REQUEST DEFERRED message element. The [position] variable does not allow a position to be defined as a latitude or longitude only.1.3.4. After successful completion of the AFN logon. If a message is received and any message Data Type is not as represented in section 2.2.3. e.2. This connection has been terminated. proceduredeparture.2. or "R" Response type and a message which contains a closure response as indicated in section 2. For example CROSS 140W AT FL330 or AT 5S CLIMB TO AND MAINTAIN FL310.2 2. However. the ATS Provider system shall send a CPDLC Connect Request (IMI = CR1 and contains message element uM163 [ICAO facility designation]) to the aircraft. CPDLC shall send a response message containing the ERROR [errorinformation] (uM159) message element with the value selected in accordance with the specific requirements of section 2. CPDLC shall send a message with the ERROR [errorinformation] (uM159) message element with the [invalidData] value and discard the received message.1 2. if minutes of latitude or longitude are used.2. procedurearrival. When a message error is detected. with 140W and 5S being defined as ‘fixname’. CPDLC shall send a message with the ERROR [errorinformation] (uM159) message element and discard the received message. To overcome this limitation some ATS Providers define a latitude or longitude using the ‘fixname’ choice. It should be noted that this fix could be geographically different from the intended position in the ATS Provider instruction.a If a message is received and there are message elements containing an IA5 string character not supported.2.4.6. the following constituent variables of the [routeclearance] variable should not be used with elements uM79 and uM83: airportdeparture.g.2. 2.2. DO-219 section 2.2.6. A message with a Message Reference Number equal to the Message Identification Number for the downlink message has been sent by the ATS Provider system or received by aircraft. 2.The message has a "W/U".2. 2. and airwayintercept. procedureapproach.2..c Description If a downlink message has a "Y" Response type.2. In order to assure that the data are loaded correctly.

2).1. Valid requests shall be: Cancel All Contracts and Terminate Connection (tag value 1.1. as required. Event Contract (tag value 8.1.2.2.2.2. The Application Interface defined in section 4 of ARINC Specification 622-2. The reporting rate.2.3 Periodic Contract Request 2.2.2.b. in binary format.1. Bits 6 through 1 shall define the rate.1.1. When a valid request tag is encountered. using the following table: The following algorithm shall be used to determine the reporting interval: 2.1 ADSF Operation 2.1.2.2.2.2.1.2.a Periodic Contract Request 2.2.2.2.1 Periodic Contract Request 2. and the Non-compliance Notification message shall inform the ATS Provider system that this capability is not supported.2 Processing of Uplinks 2.1. If the aircraft cannot comply with a particular Event Contract Request.2. and no other events were requested with the contract request.2.b. Periodic Contract (including Demand Contract) (tag value 7.c Periodic Contract Request .APPENDIX #11 AMENDMENTS TO DO-212 ADS Application for ATS Ground Systems DO-212 section 2. and Emergency Periodic Contract (tag value 9.1). the aircraft shall interpret the data as defined in the referenced section and operate as defined in subparagraph 2.1 Application Interface 2. on-request group tag octet followed by the on-request group modulus octet followed by zero or more octets of parameter data.2.2.e. see subparagraph 2.2. The first octet of an ADS request shall define the type of request being made.4). see subparagraph 2.b Processing of Uplinks 2.2. octet shall define how often the Basic ADS Group is sent.1).5). An ADS application built to the functional capability described here shall be version number 01 To establish an ADS connection.1. see subparagraph 2.2.1. the aircraft shall recognize that fact.2.2.4. The format of the reporting rate octet shall be defined as follows.1. see subparagraph 2.1. or interval. then the ATS Provider system and the aircraft shall both transition to a state as if the contract request were fulfilled.2.2).2.1.1.3). Bits 8 and 7 shall define the Scaling Factor (SF) to be used when computing the reporting interval. see subparagraph 2.1.1.2. Cancel Emergency Mode (tag value 6. The optional groups of data shall be: reporting rate tag octet followed by the reporting rate octet. the ATS Provider system shall send an ADS contract request (IMI = ADS and containing one or more contract request messages as defined in section 2. Cancel Contract (tag value 2.1.1. These optional groups of data may appear in any order following the contract request number.1. see subparagraph 2.2. The Periodic Contract Request shall be interpreted as a mandatory request tag octet and a mandatory contract request number octet followed by optional groups of data.1 Connection Description When the ATS Provider system requests a capability not supported by an aircraft. The ATS Provider system shall interface with: The ACARS Compatible System defined in section 2 of ARINC Specification 622-2.2.1.

The second octet of the request shall be assumed to be the ADS contract request number (returned in the second octet of the Negative Acknowledgement). When the Aircraft Intent Group is required.2. ADS contract request number that cannot be complied with. to accurately yield the value loaded into the time stamp field.2.2. and shall contain the data defined in Table 4.1. not truncated.4.5-6. where X is the aircraft intent projection time contained in the Periodic Contract Request. and altitude range tag octet followed by the ceiling and floor altitude data.a Negative Acknowledgement 2. The time stamp shall be expressed as the time elapsed since the most recent hour. The ADS contract request number contained in the Acknowledgement message shall correspond to the ADS contract request number being acknowledged. The optional data shall define the event that is used to generate an event report.3 Message Generation 2. normal periodic (including demand) or event.1. track or speed change is predicted to occur.d.1.1 Acknowledgement Message 2.a Non-Compliance Notification Message .7 Message Generation 2. The extended data octet shall not be sent for other Negative Acknowledgement reasons.5-6.2.2. These optional groups of data shall be: vertical rate change tag octet followed by vertical rate change threshold octet.2.b. each two octets in length.2.2. The report generated for a waypoint change event shall contain the Predicted Route Group.b Negative Acknowledgement 2. waypoint change tag octet. its content shall be determined as follows. the first octet of the request will have contained a number not defined for uplink requests.1. For Negative Acknowledgement reason 7.1. The fixed projected point shall be determined by the predicted location of the aircraft in X minutes. the ADS connection shall be terminated by the ATS Provider system sending the Cancel All Contracts And Terminate Connection request.2.2.1.4.1 Event Contract Request 2.4.2.1. The report generated for a vertical rate event shall contain the Earth Reference Group. The ADS-report tag contained in the Basic ADS Group shall define the type of report generated : emergency periodic (including demand).4 Cancel All Contracts and Terminate Connection 2.4.a.a Event Contract Request 2. The Non-compliance Notification message shall consist of the following mandatory five octets: non-compliance notification tag. Time shall be rounded.b.1.g Message Generation 2.4. Under normal operations. 2 and 7. The ADS contract request number contained in the Negative Acknowledgement message shall correspond to the ADS contract request number being negatively acknowledged.2. lateral deviation change tag octet followed by the lateral deviation change threshold octet.4.2.2.3.1.2.2. Intermediate projected intent points shall be any points between the aircraft's present position and the fixed projected point where an altitude. 2.1.1.2.4. the number of on-request groups and events that cannot be complied with.f Message Generation 2. The Negative Acknowledgement reasons shall be as defined in Table 4. and a fifth octet containing coded data.2.1.4.2.1 Message Generation The Event Contract Request shall be interpreted as a mandatory request tag octet and a mandatory contract request number octet followed by optional groups of data.2.4. the tag of the first on-request group or event that cannot be complied with. The extended data octet shall only be used with Negative Acknowledgement reasons 1.

4.4. as many parameter octets as needed shall follow the fifth octet.3.1. If unavailable.c Non-Compliance Notification Message 2.3. .2.2.1.2. the first bit of octet five shall be set to zero. The remaining bits of octet five shall not be used.1.b. Bits 6 and 5 are reserved.d Non-Compliance Notification Message The most significant bit (bit 8) of the fifth octet shall define whether the on-request group is undefined or unavailable. A one shall indicate undefined. to define the unavailable parameters.3 Non-Compliance Notification Message 2.1. and the remainder of the octet shall not be used. This parameter number shall be in reference to the location of the parameter in the on-request group. a zero shall indicate unavailable.4.3. the last four bits of the last parameter octet shall be all zeros. If parameters are not available.b.2. A zero shall indicate that one or more parameters of an on-request group are not available.4. If an odd number of parameters is unavailable. the reporting rate tag shall be contained in octet four.1 Non-Compliance Notification Message 2.2. Each parameter octet that follows shall be divided in half. When the aircraft uses the Non-compliance Notification message to indicate that it is not going to support a reporting interval of less than the minimum reporting interval. The remaining four bits in the fifth octet shall contain the number of parameters that are not available. the next bit (bit 7) shall define whether the entire on-request group or event is unavailable. and the second bit of octet five shall be set to one.3. A one shall indicate that the entire on-request group or event is unavailable. each half shall contain a parameter number.

7011/03 . As a minimum. establishment of a CPDLC connection. aircraft FN_CON FN_AK CR1 CC1 ATC Exchange of CPDLC messages END SERVICE DR1 258 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Demonstration of CPDLC exchanges This scenario is supposed to reflect real CPDLC operations with one ATS Provider system. Notification.APPENDIX K Appendix #12 Scenario and message sequence chart for proposed tests 1. Message pairing (appropriate and meaningful answers) and state of messages (open or not) will be observed. altitude clearances and position reports must be exchanged. several exchanges of messages (or combination of messages) and ground-initiated termination of the connection will be executed.

Results will be visible at the ATS Provider system level. Then emergency mode will be created. Demonstration of ADS reporting This scenario intends to reflect real ADS operations with one ATS Provider system. Periodic.APPENDIX K 2. Note: except the Notification (FN_CON). a periodic contract requesting Predicted Route group and an event contract including Waypoint Change should be established. on-request groups and events will be adapted to test means. As a minimum.7011/03 259 . event and demand contracts will be established in normal mode. all exchanges will be transparent to the crew. Reporting intervals. aircraft FN_CON FN_AK ATC 1st ADS Contract Request Acknowledgement +Report ADS reporting Creation of emergency mode ADS reporting ADS normal mode ADS emergency mode Cancellation of emergency mode ADS reporting ADS normal mode Contract All Contracts and Terminate Connection Request Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.

g. Then the crew sends a Notification to this ATS Provider system.APPENDIX K 3. The respective answers must be sent after the second Notification.g. To complement this scenario. the processing of messages should not be affected. Robustness to duplicate logons In this scenario. an uplink clearance (e.. the CPDLC connection should not be affected.7011/03 .. REQUEST speed) can be sent but not responded by the ATC controller before the second Notification attempt. aircraft FN_CON FN_AK CR1 CC1 ATC aircraft FN_CON FN_AK CR1 ATC CPDLC connection CC1 established FN_CON CPDLC connection established FN_AK FN_CON CR1 FN_AK CC1 CR1 CC1 260 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. Similarly a downlink clearance request (e. CLIMB TO altitude) can be sent but not responded by the crew before the second Notification attempt. From the crew perspective. a CPDLC connection is established with the ATS Provider system. From the crew perspective.

7011/03 261 . Note: FN_CAD. The whole sequence of transfer from ATC 1 to ATC 2 is initiated by ATC 1. The level of automation will depend on the test means. FN_RESP and FN_COMP are system-generated downlinks. In this specific scenario. In this scenario. a CPDLC connection is established with an ATS Provider system (ATC 1). FN_CON will also be system-generated. These messages will therefore be transparent to the crew. This ability must be checked and may require coordination with the appropriate ATS Provider staff. Transfer of CPDLC connection This scenario requires two ATS Provider systems and they must be able to transfer a CPDLC connection from one to the other. ATC 1 NDA FN_CAD FN_RESP aircraft ATC 2 FN_CON FN_AK FN_COMP MONITOR + END SERVICE WILCO DR1 CR1 CC1 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. The crew will verify on cockpit displays that the controlling ATS Provider system has become ATC 2.APPENDIX K 4.

APPENDIX K 262 Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945.7011/03 .

Where the supporting grounds for these statements are not shown the Company will be pleased to explain the basis thereof.7011/03 Printed in France Flight Operations Support & Line Assistance Getting to grips with FANS – Ref STL 945. They are based on the assumptions shown and are expressed in good faith.AIRBUS SAS All right reserved The statement herein do not constitute an offer.7011/03 263 . Customer Services 31707 Blagnac Cedex France Telephone +33 (0) 5 61 93 33 33 Ref. STL 945.

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