Gettingtogripswith fans issueiii-april2007

Getting to grips with FANS – Issue III Foreword

FOREWORD The purpose of this brochure is to provide AIRBUS aircraft operators with an overview of the CNS/ATM concept, more specifically on data link communication matters (i.e. FANS operations), and with operational details regarding AIRBUS FANS A and FANS B systems. This brochure is split into three parts :

Part I – Getting to grips with CNS/ATM, Part II – Getting to grips with FANS A in oceanic and remote areas, Part III – Getting to grips with FANS B in high-density continental areas.

The present brochure is the follow-up of the former brochure entitled “Getting to grips with FANS, issue II – September 2003”. It introduces some updates on operational procedures, the A380 interfaces related to data link communications (Part II), and the brand new AIRBUS FANS B system for A320 family aircraft with the related operational procedures (Part III).

Part I – Getting to grips with CNS/ATM introduces the CNS/ATM concept and the AIRBUS products (i.e. FANS A and FANS B) derived from this concept.

Part II – Getting to grips with FANS A and Part III – Getting to grips with FANS B are two separate parts, respectively dedicated to FANS A system (FANS A+ included) and FANS B system. They are organized exactly in the same way. To ease the reader’s understanding, chapter and page numberings are preceded by A (for FANS A) in Part II and B (for FANS B) in Part III.

It has to be noticed that the present brochure deals with ATC data link communications. The reader is invited to refer to Getting to grips with data link – April 2004 for details about AOC data link communications.

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.

The contents of this Getting to Grips Brochure are not subject to Airworthiness Authority approval. Therefore, this brochure neither supersedes the requirements mandated by the State in which the operator's aircraft is registered, nor does it supersede the contents of other approved documentation (e.g. AFM, FCOM, MEL, etc). If any contradiction exists between this brochure and local/national authorities regulations (or other approved documentation), the latter applies.

Any questions with respect to information contained herein should be directed to:

AIRBUS SAS Flight Operations Support & Services

Customer Services Directorate 1, Rond Point Maurice Bellonte, BP 33

31707 BLAGNAC Cedex – FRANCE

Fax: 33 5 61 93 29 68 or 33 5 61 93 44 65 E-mail: [email protected]

mailto:[email protected]

Getting to grips with FANS – Part I – Issue III Table of contents

- 1 -

PART I – TABLE OF CONTENTS

Abbreviations....................................................................................................................... 4

Part I – Executive Summary .......................................................................................... 8

1. CNS/ATM concept.......................................................................................... 17

1.1. Historical background .........................................................................18

1.2. CNS/ATM concept................................................................................18

1.3. Communication ...................................................................................19

1.4. Navigation...........................................................................................20

1.5. Surveillance.........................................................................................20

1.6. Air Traffic Management .......................................................................21

2. CNS/ATM implementation.......................................................................... 23

2.1. Introduction ........................................................................................24

2.2. FANS 1/A standards for oceanic and remote areas .............................26

2.3. ATN Baseline 1 standards for continental areas ..................................26 2.3.1. Eurocontrol Link 2000+ program ........................................................26 2.3.2. FAA CPDLC Build 1A program ..............................................................27

2.4. Accommodation of standards ..............................................................27

2.5. AIRBUS products.................................................................................28

3. CNS/ATM component description ........................................................... 31

3.1. FANS A architecture ............................................................................33

3.2. FANS B architecture ............................................................................35

3.3. Data link media ...................................................................................35 3.3.1. Air/Ground data link ...........................................................................35 3.3.1.1. VHF data link ........................................................................................35 3.3.1.2. SATCOM...............................................................................................36 3.3.1.3. HF Data Link (HFDL) ..............................................................................36 3.3.2. Ground/Ground data link ....................................................................37 3.3.2.1. The data link communication networks .....................................................37 3.3.2.2. The interoperability of the networks .........................................................38 3.3.2.3. Ground coordination ..............................................................................39

Table of contents Getting to grips with FANS – Part I – Issue III

- 2 -

3.3.2.4. The Aeronautical Telecommunication Network (ATN).................................. 40

3.4. FANS architecture summary ............................................................... 40

3.5. CNS/ATM applications and services.................................................... 41 3.5.1. As per ACARS network – FANS A package........................................... 41 3.5.1.1. ATS Facilities Notification (AFN) .............................................................. 41 3.5.1.2. Controller Pilot Data Link Communication (CPDLC) .................................... 41 3.5.1.3. Automatic Dependent Surveillance (ADS)................................................. 42 3.5.2. As per ATN – FANS B package............................................................. 45 3.5.2.1. Context Management (CM) application..................................................... 46 3.5.2.2. Controller Pilot Data Link Communication (CPDLC) application..................... 46

3.6. ACARS and ATN main discrepancies.................................................... 47 3.6.1. Data Link operations........................................................................... 48 3.6.2. Application name equivalence ............................................................ 49 3.6.3. Technical acknowledgement: LACK/MAS ............................................ 49 3.6.4. Time stamp......................................................................................... 51 3.6.5. Timers ................................................................................................ 51 3.6.5.1. Technical response timer ....................................................................... 51 3.6.5.2. Message latency timer........................................................................... 52 3.6.5.3. Operational timers ................................................................................ 52

3.7. Accommodation .................................................................................. 54

3.8. Which FANS on which aircraft for which environment? ...................... 55 3.8.1. I fly A320 aircraft with FANS A+ system ............................................ 55 3.8.2. I fly A320 aircraft with FANS B system............................................... 55 3.8.3. I fly A330/A340 aircraft with FANS A system..................................... 55 3.8.4. I fly A330/A340 aircraft with FANS A+ system .................................. 55 3.8.5. I fly A380 aircraft with FANS A+ system ............................................ 55

3.9. ATS 623 applications .......................................................................... 56

3.10. ATC data link communication recording.............................................. 57

3.11. Performance requirements ................................................................. 58 3.11.1. General ............................................................................................... 58 3.11.2. Required Communication Performance (RCP)..................................... 58 3.11.3. Required Navigation Performance (RNP)............................................ 59 3.11.4. Required Surveillance Performance (RSP).......................................... 59

4. AIRBUS FANS description ...........................................................................63

4.1. General: the need for flexibility .......................................................... 65

4.2. A320/A330/A340 FANS architecture.................................................. 67 4.2.1. The ATSU for A320/A330/A340 aircraft ............................................. 67 4.2.2. The new FMS (2nd generation FMS)..................................................... 69 4.2.3. A320/A330/A340 crew interfaces...................................................... 70

4.3. Human Machine Interface on A320/A330/A340 aircraft .................... 70 4.3.1. Basic operational principles................................................................ 72 4.3.2. Main HMI rules ................................................................................... 73

Getting to grips with FANS – Part I – Issue III Table of contents

- 3 -

4.3.2.1. DCDU ..................................................................................................73 4.3.2.2. MCDU ..................................................................................................73 4.3.2.3. Alert ....................................................................................................73 4.3.2.4. Messages .............................................................................................73 4.3.2.5. Printer .................................................................................................74 4.3.2.6. FMS/DCDU interactions for FANS A package ..............................................74 4.3.2.7. FMS/ATSU interactions for FANS B package...............................................74 4.3.2.8. ADS – Contract (FANS A package only) ....................................................75 4.3.2.9. Colour coding........................................................................................75 4.3.2.10. Miscellaneous .......................................................................................75

4.4. A380 FANS architecture ......................................................................78 4.4.1. The ATC data link applications.............................................................78 4.4.2. A380 crew interfaces...........................................................................79

4.5. Human Machine Interface on A380 aircraft .........................................80 4.5.1. Basic operational principles.................................................................82 4.5.2. Main HMI rules ....................................................................................82 4.5.2.1. ATC mailbox .........................................................................................82 4.5.2.2. MFD ....................................................................................................83 4.5.2.3. Alert ....................................................................................................83 4.5.2.4. Messages .............................................................................................83 4.5.2.5. Printer .................................................................................................83 4.5.2.6. Interactions with FMS ............................................................................84 4.5.2.7. ADS – Contract .....................................................................................84 4.5.2.8. Colour coding........................................................................................84 4.5.2.9. Miscellaneous .......................................................................................85

Abbreviations Getting to grips with FANS – Part I – Issue III

- 4 -

ABBREVIATIONS

AAC Airline Administrative Communications ACARS Airline Communications, Addressing, and Reporting System ACL ATC Clearance service ACM ATC Communication Management service ACR Avionics Communication Router ADF Automatic Direction Finder ADIRS Air Data Inertial Reference System ADNS Arinc Data Network Service ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance – Broadcast ADS-C Automatic Dependent Surveillance – Contract AEEC Airlines Electronics Engineering Committee AES Aircraft Earth Station AESS Aircraft Environment Surveillance System AFN ATS Facilities Notification AFTN Aeronautical Fixed Telecommunication Network AIDC ATC Inter-facility ground/ground Data Communications AIP Aeronautical Information Publication AMC ATC Microphone Check service AMI Airline Modifiable Information AMU Audio Management Unit AOC Airline Operations Communications (or Centre) ARF ACARS Router Function ARINC Aeronautical Radio INC ASAP As Soon As Possible ATC Air Traffic Control ATM Air Traffic Management ATN Aeronautical Telecommunication Network ATS Air Traffic Services ATSU Air Traffic Services Unit BFE Buyer Furnished Equipment BITE Built In Test Equipment CADS Centralized Automatic Dependent Surveillance CBT Computerized Based Training CDS Control and Display System CDTI Cockpit Display of Traffic Information CFDIU Centralised Fault Display Interface Unit CM Context Management application

Getting to grips with FANS – Part I – Issue III Abbreviations

- 5 -

CMA Context Management Application CMC Central Maintenance Computer CMS Centralized Maintenance System CNS/ATM Communication Navigation Surveillance/Air Traffic Management CPDLC Controller Pilot Data Link Communications CPIOM Core Processing Input/Output Module CSD Customer Service Director CSTDB CuSTomised Data Base CTA Control Area CVR Cockpit Voice Recorder DARP(S) Dynamic Airborne Route Planning (System) D-ATIS Digital Automatic Terminal Information Service DCDU Data link Control and Display Unit DFIS Digital Flight Information Services DGPS Differential GPS DL Down Link DLASD Data Link Application System Document DLIC Data Link Initiation Capability DM Downlink Message DSP Data Service Providers (or Processor) EATMS European Air Traffic Management System ECAM Electronic Centralised Aircraft Monitoring EFIS Electronic Flight Information System EIS Electronic Instrument System ERSA En-Route Supplement Australia EUROCAE European Organisation for Civil Aviation Equipment EWD Engine and Warning Display FANS Future Air Navigation System FHA Functional Hazard Analysis FIR Flight Information Region FIS Flight Information Services FIT FANS Inter operability Team FMS Flight Management System FSM Flight System Message FWC Flight Warning Computer GES Ground Earth Station GLS GPS Landing System GNSS Global Navigation Satellite System GPS Global Positioning System HFDL High Frequency Data Link HFDR High Frequency Data Radio HMI Human Machine Interface

Abbreviations Getting to grips with FANS – Part I – Issue III

- 6 -

ICAO International Civil Aviation Organisation IFALPA International Federation of Airline Pilot Associations IMA Integrated Modular Avionics IMA Integrated Modular Avionics IOM Input Output Module ISPACG Informal South Pacific ATC Co-ordinating Group KCCU Keyboard and Cursor Control Unit LACK Logical ACKnowledgement LRU Line Replaceable Unit LSK Line Select Key MAS Message Assurance MASPS Minimum Aviation Systems Performance Standards MCDU Multifunction Control and Display Unit MCT Media Configuration Table MDDU Multi Disk Drive Unit MFD Multi Function Display MMR Multi Mode Receiver Mode S Radar Mode S NAS National Airspace System NDA Next Data Authority NOTAM NOtice To Air Men NPA Non Precision Approach OCA Oceanic Control Area OMT On-board Maintenance Terminal OPC Operational Program Configuration ORT Owner Requirements Table PACOTS Pacific Organised Track System PRODB data service PROvider Data Base RAIM Receiver Autonomous Integrity Monitoring RCP Required Communications Performance RCSM Resident Customer Service Manager RFC Request For Change RGS Remote Ground Station RNAV Area Navigation RNP Required Navigation Performance RPDB Router Parameter Data Base RSP Required Surveillance Performance RTCA Requirements and Technical Concepts for Aviation RVSM Reduced Vertical Separation Minima SATCOM Satellite Communications SCI Secure Communication Interface SDU Satellite Data Unit

Getting to grips with FANS – Part I – Issue III Abbreviations

- 7 -

SIL Service Information Letter SITA Société Internationale de Télécommunications Aéronautiques SOP Standard Operating Procedures SOR System Objectives and Requirements SPOM South Pacific Operating Manual SPP Soft Pin Program SSR Secondary Surveillance Radar TDM Track Definition Message TMA Terminal Area TMU Traffic Management Unit UL Up Link UM Uplink Message V/DME VHF/Distance Measurement Equipment VCI Voice Contact Instruction VDL VHF Data Link

VDR VHF Data Radio WPR WayPoint Reporting

Executive Summary Getting to grips with FANS – Part I – Issue III

- 8 -

PART I – EXECUTIVE SUMMARY

1. CNS/ATM CONCEPT o Increasing the airspace capacity, enhancing the operational efficiency while

ensuring the best safety level of the air traffic cannot be done without a combined use of the air and ground entities. Following this statement, the concept of CNS/ATM (Communication, Navigation and Surveillance for Air Traffic Management) has been defined.

o Numerous actors play in this global end-to-end concept, which can be seen as a chain linking a pilot and a controller. Although most of these actors are independent entities, the proper interoperability of all of them is the key factor for the right operation of the system.

o Two networks are usually attached to the CNS/ATM concept : ACARS and ATN. The ACARS network was initially used for AOC purposes whereas the ATN is endorsed by the CNS/ATM concept. Airlines rapidly acknowledged benefits from this concept. However, the ACARS network was the only facility available at that time, likely to support the concept.

o Until the ATN became available, and to rapidly fulfil airlines’ eagerness, aircraft manufacturers proposed initial products to work on ACARS network. These products are designed according to the FANS 1/A standards.

o At the time of writing the document, the deployment of the ATN was on-going in Europe, starting with Maastricht. AIRBUS proposes the FANS B package to operate over ATN.

o For the time being, FANS operations over ACARS network apply to oceanic and remote areas, and FANS operations over ATN to high-density continental areas.

o In a near future, it will be possible to fly over an ATN environment with an AIRBUS FANS A+1 equipped aircraft without major modifications. This is called accommodation.

Communication o Operationally speaking, the biggest change provided by FANS is the way pilot

and controllers communicate. In addition to the classical VHF and HF voice, and to the more recent satellite voice, digital CPDLC (Controller Pilot Data Link Communications) expands the set of communication means between pilots and controllers.

o CPDLC is a powerful tool to sustain ATC communications in oceanic or remote areas as a primary means, and it became, by the end of 2006, a supplementary communication means to overcome VHF congestion in some dense continental airspaces (where voice VHF media remains the primary communication means).

1 FANS A+ package is an enhancement of FANS A package with additional features. For more details, please refer to chapter A6 – FANS A evolutions of Part II – Getting to grips with FANS A.

Getting to grips with FANS – Part I – Issue III Executive Summary

- 9 -

Navigation o FANS routes or air spaces are associated with a given RNP (Required

Navigation Performance) value. This RNP is a statement on the navigation performance accuracy necessary for operation in this air space.

Surveillance o Different types of surveillance may be found. Wherever radar coverage is

possible, SSR modes A and C are still used. Mode S is now available with the Elementary version. The Enhanced version of the Mode S that introduces the ADS-Broadcast will be available soon.

o In oceanic and remote FANS air spaces, procedurally controlled surveillance is progressively replaced by Automatic Dependent Surveillance (ADS-Contract), which is expected to allow for reduced lateral and longitudinal separation. It is also expected that there will be no need for HF voice reporting any longer.

Air Traffic Management o Under this term is grouped a large set of methods to improve the management

of all the parts of the air traffic, e.g. traffic flow management, strategic (long term) and tactical (short term) control or air traffic services. New methods are developed and progressively implemented to provide greater airspace capacity to cope with the large increase of air traffic demand.

2. CNS/ATM IMPLEMENTATION This is for a worldwide network. Historically, data link has been operational in oceanic and remote areas first with FANS 1/A2 standards through the existing ACARS network. FANS 1/A standards are highly inspired from ICAO concept but do not comply with the entire ICAO specifications. Indeed, FANS 1/A standards utilise ACARS network that is less efficient than the new ATN. Therefore, in order to offset ACARS weaknesses, a specific communication protocol called ARINC 622 has been implemented. The entry in operation of the ATN all over the world is planned in successive steps. The initial step consists in trials in some areas. The following steps will intent to deploy FANS operations based on ATN on other areas. FANS 1/A standards for oceanic and remote areas For oceanic and remote areas, a dedicated technology has been developed to insure communication, navigation and surveillance according to ICAO CNS/ATM concept. The characteristics of these regions do not allow VHF and Radar antennas to cover air-controlled areas entirely. Therefore, the FANS 1/A packages

2 FANS 1 was developed by Boeing, and FANS A by AIRBUS. The two systems have been harmonized under FANS 1/A standards.


- 10 -

are well-adapted systems to insure the three CNS functions with an accurate constellation of satellites. Notice that in some areas where data link communications have reached a good reliability, data link communication is considered as the primary means of communication and voice communication is used as back up. ATN Baseline 1 standards for continental areas The ATN Baseline 1 standards have been developed to aim the same objectives set by the ICAO CNS/ATM concept. However, because of environment discrepancies (traffic density, procedures, etc), ATN Baseline 1 standards have been settled in a slightly different way. Differences with FANS 1/A standards mainly deal with data link protocols (communication and surveillance), whereas airborne/ground architectures and applications are almost identical. The operational benefits from data link operations in high-density continental airspaces are a significant alleviation of congested voice channels and increased airspace capacity. It should be noticed that data link communications in ATN environments are limited to non-time critical communications. Besides, voice communications remain the primary means in ATN environments.

Eurocontrol Link 2000+ programme The Eurocontrol Link 2000+ programme is limited to the implementation of ATN Baseline 1 standards over European countries. The deployment starts from Maastricht and its completion is expected over the European airspace by 2011. Productivity gains are expected to be :

- 84% reduction of radio communication workload, - 14% capacity increase for ATC sectors, - Reduction of ATS costs since extra sectors are deferred thanks to sector

capacity increase. - Safety benefits in terms of reduction of communication errors, of flight

crew fatigue and of controller fatigue (e.g. 1/20th of communications is addressed to a given flight).

FAA CPDL BUILD 1A programme

For the deployment of the full ICAO CNS/ATM concept, the FAA CPDLC programme is divided into three main steps : Build I, II and III. The initial implementation of ATN Baseline 1 standards over USA is framed in a preliminary step called CPDLC Build 1A. The CPDLC Build 1A programme is focused on Miami area. Unfortunately, since 2001, due to budget reallocation, the FAA CPDLC programme has been frozen.


- 11 -

Accommodation of standards In order not to loose the investments made on systems compliant with FANS 1/A standards while ATN is deploying, studies to adapt one standard (e.g. FANS 1/A) to another (e.g. ATN Baseline 1) are in progress. Such adaptations are called accommodation. Definition of accommodation principles is in progress. However, until a complete definition of accommodation principles, the accommodation of standards will not be detailed further in the present document. AIRBUS products

* In the rest of the document, the term A320 will be used to designate the A320 family.

FANS A over ACARSnetwork in oceanic andremote areas onA320, A330/A340and A380aircraft.

FANS B over ATN in continental areas on A320 family* aircraft.


- 12 -

3. CNS/ATM COMPONENT DESCRIPTION For historical reasons, FANS A is based on ACARS network, whereas FANS B is based on ATN, an ICAO compliant network that is presently deployed in Europe. FANS A architecture o The airborne part :

- For A320/A330/A340 aircraft, the ATSU manages all the communications and automatically chooses the best available medium (e.g. VHF, SATCOM and HF, in that order).

- For A380 aircraft, the ATC applications support the ATC data link functions and the Avionics Communication Router (ACR) manages the data communications .

o The air/ground data link: used to transmit AOC or ATC data to the ground through VDL mode A, VDL mode 2, SATCOM and HFDL.

o The ground/ground data link: to ensure the connection to the ground parts through either satellites, Ground Earth Stations (GES), VHF and HF Remote Ground Stations (RGS), air-ground processors (which route and handle the messages).

o Data Service Providers (DSP) operating with national service providers are currently interconnected to provide a global interoperability of ATS data link applications.

FANS A applications

ATS Facilities Notification (AFN) Through this application, an ATC knows whether an aircraft is capable of using data link communications. This exchange of the data link context is needed prior to any CPDLC or ADS connection from an operational point of view.

Controller Pilot Data Link Communication (CPDLC) CPDLC is a powerful tool to sustain data link communications between a pilot and the controller of the relevant flight region. It is particularly adapted to such areas where voice communications are difficult (e.g. HF voice over oceans or remote part of the world), and became very convenient to alleviate congested VHF of some dense continental airspaces when utilised for routine dialogue (e.g. frequency transfer).

Automatic Dependent Surveillance (ADS) Through the ADS application, the ATSU (respectively ATC applications) automatically sends aircraft surveillance data to the connected ATC centres (up to 5). This is done automatically and remains transparent to the crew. Different types of ADS "contracts" exist : periodic, on demand and on event.


- 13 -

FANS B architecture o The airborne part, with the ATSU, which is a modular hosting platform that

centralises all data communications (ATC and AOC) and manages the dedicated Human Machine Interface (HMI).

o The air/ground data link : - VDL modeA/2, SATCOM or HFDL are used to transmit AOC data to the

ground as per FANS A architecture. SATCOM and HFDL for AOC purposes are optional,

- Only VDL mode 2 is used to transmit ATC data to the ground for communication purposes.

o The ground/ground data link, which is the same as per FANS A architecture. Nevertheless, two types of network have to be considered : ACARS for AOC and ATN for ATC.

o In the same way as in FANS A architecture, DSPs are interconnected to ensure the interoperability of ATS data link applications.

FANS B applications

Context Management (CM) This application provides the Data Link Initiation Capability (DLIC) service, which is similar to the FANS A AFN application and remains mandatory prior to any CPDLC connection from an operational point of view.

Controller Pilot Data Link Communication (CPDLC) It is an application similar to the FANS A CPDLC application and is restricted to non-time critical situations. Three services are provided :

- The ATC Clearance (ACL) to enable the communication between flight crews and controllers,

- The ATC Communication Management (ACM) service to manage the centre transfers, and

- The ATC Microphone Check (AMC) to check that the voice frequency is not blocked.

Thanks to the Logical Acknowledgement (LACK), the end user (pilot or controller) knows when the message is displayed on the recipient’s screen. In addition, the introduction of operational timers imposes to answer a message in a timely manner. ACARS and ATN main discrepancies Even if ACARS and ATN environments provide similar services, some discrepancies exist. Pilots who operate both FANS A and FANS B package should master these discrepancies in order to properly operate any FANS systems with their distinctive features.


- 14 -

These discrepancies are the following : - CPDLC is the primary means of communication in ACARS

environments when the aircraft is equipped with data link systems. In ATN environment, voice will remain the primary means.

- FANS A and FANS B are derived from the same CNS/ATM concept. As such, some equivalences may be found between FANS A and FANS B applications.

- Technical acknowledgement : acknowledgements in FANS 1/A environments and ATN environments do not have the same meanings,

- Timestamp : messages in FANS 1/A environments and ATN environments are not dated in the same way,

- Timers : high density continental airspaces impose to receive and reply messages on time. Timers are set to prevent delays in receiving and replying messages.

Accommodation The accommodation allows a seamless transition between ACARS and ATN environments with potential savings on equipment. At the time of writing the document, the accommodation principles were not clearly defined. However, the FANS A+ package anticipates the accommodation by taking into account the early assumptions (i.e. max uplink delay). Which FANS on which aircraft for which environment? For the time being, data link operations are possible in many parts of the world, mainly over the ACARS network. Consequently, different combinations of aircraft types with data link networks can be imagined. The following table presents the different combinations offered by AIRBUS.

… on which aircraft …

A320

A330/A340

A380

FANS A Oceanic and remote

FANS A+ * Oceanic and

remote Oceanic and remote

Oceanic and remote

Whic

h F

AN

S …

FANS B Continental

… fo

r which

en

vironm

ent?

* FANS A+ is an enhancement of FANS A package, including new functions (e.g. indication of ADS connection number) and options (e.g. ATS 623 applications). For more details, refer to chapter A6 of part II.


- 15 -

ATS 623 applications The AEEC623 specification defines the application text formats for character-oriented Air Traffic Services messages (called ATS 623 applications for departure or oceanic clearances and Digital ATIS) that can be transmitted over the ACARS data link. ATC data link communication recording ICAO requires ATC data link communications to be recorded by flight data recorders from 1st January 2007 on all aircraft. This requirement applies also to aircraft for which the individual certificate of airworthiness is first issued after 1st January 2005. With its NPA-OPS 48, the European JAA proposes to postpone the mandate dates due to the short lead-times (i.e. postponement of 3 years). If your airline is not submitted to European regulations, please refer to your local authority. Performance requirements The three concepts of Required Navigation Performance (RNP), Required Communications Performance (RCP) and Required Surveillance Performance (RSP) are all parts of a general CNS/ATM performance concept and independent of the technologies used. 4. AIRBUS FANS DESCRIPTION The transition to CNS/ATM requires both flexibility and growth capability. For the airplane, flexibility is the essential requirement, but requires computer power. This was tackled right from the beginning with the AIRBUS FANS avionics package: the power and flexibility of a dedicated communications unit (the ATSU, respectively the ATC applications) combined with the power of a new FMS.

A320/A330/A340 aircraft

A320/A330/A340 FANS avionics o This avionics unit (ATSU) has been developed to cope with data link

communications. Its functions are: - To manage the HMI, the display and warning systems, - To enable the access to all available communications media, - To sustain the communications tasks.

o The FMS is a key element of the AIRBUS FANS A system for which :

- It provides data to the ATSU - It monitors the ATC messages and their subsequent implications - It handles and processes some of the ATC messages


- 16 -

As first implementation of ATN Baseline 1 standards, the FANS B package provides limited FMS-ATSU interactions.

A320/A330/A340 crew interfaces o The main crew interface used for the FANS applications is based on the two

DCDUs. All ATC messages, clearances (uplink message), requests or answers (downlink messages) are displayed on the DCDU.

o In addition to the DCDU, the MCDU is mainly used to prepare a request.

A380 aircraft The A380 introduces new technologies. As such, its architecture is different from the ones on A320 and A330/A340 aircraft. However, the basic operational principles remain exactly the same.

A380 FANS avionics Functions that were managed entirely by ATSU on A320/A330/A340 aircraft are distributed between ATC applications and ACR on A380 aircraft.

- ATC applications ensure the management of the HMI, the display and warnings. It also manages interfaces with peripherals.

- The Avionics Communication Router (ACR) supports the routing function (e.g. communication protocols with ground network).

A380 crew interfaces

A380 cockpit benefits from a new design where the Control and Display System (CDS) is the key element. However, A380 FANS interfaces had been designed in order to keep the same operational principles as on A320/A330/A340 aircraft.

- Uplink messages (i.e. clearances or instructions) and downlink messages (i.e. requests or responses) are received on or sent from the ATC mailbox located on the central screen C2 of CDS.

- Downlink messages are prepared from the Multi Function Display (MFD – ATC COM pages) located on either side of the ATC mailbox (i.e. L3 and R3 CDS screens).

Getting to grips with FANS – Part I – Issue III 1 – CNS/ATM concept

- 17 -

1. CNS/ATM CONCEPT

1.1 Historical background 18

1.2 CNS/ATM concept 18

1.3 Communication 19

1.4 Navigation 20

1.5 Surveillance 20

1.6 Air Traffic Management 21

1 – CNS/ATM concept Getting to grips with FANS – Part I – Issue III

- 18 -

1.1. HISTORICAL BACKGROUND In 1983 the ICAO council tasked its special committee on Future Air Navigation Systems (FANS) to make recommendations to upgrade the communications, navigation and surveillance systems so as to cope with the evolution of the worldwide air traffic. In 1989, based on the previous work, a second committee was created aiming at the implementation of the CNS/ATM (Communication, Navigation, Surveillance / Air Traffic Management) concept. This concept was endorsed by the Tenth Air Navigation Conference in 1991. It is mainly built on satellite technology and digital communications and aims at increasing the air space capacity, enhancing the operational flexibility and global safety of the air traffic. Airlines rapidly acknowledged benefits from such a concept and requested for an operational system without waiting for all the required components of the concept (i.e. new ATN network). Consequently, based on the existing ACARS network, aircraft manufacturers proposed first FANS capable aircraft in mid 1990’s. AIRBUS developed and certified the FANS A package in 2000 on A330/A340 aircraft, widely used in oceanic and remote areas such as South Pacific. Since 2005, an enhancement of FANS A, called FANS A+ package, is available both on A3203 and A330/A340 aircraft. The FANS A+ package is a basic installation on A380 aircraft. At the end of 2006, AIRBUS proposed n initial FANS B package as a response to the initial phase of Eurocontrol Link 2000+ programme. The FANS B package is intended for non-time critical communications within continental areas with high traffic on A320 aircraft. FANS operations in oceanic and remote areas are intended to cope with poor reliability of HF communications and with shortage of radar coverage. FANS operations in high density airspaces aim at reducing congestion encountered in voice channels for routine ATC communications. Nevertheless, FANS operations aim at making communication safer in both environments.

1.2. CNS/ATM CONCEPT The CNS/ATM acronym states what is behind its 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. Numerous actors play in this global end-to-end concept, which can be seen as a chain linking a pilot and a controller. Although most of these actors are independent entities (e.g. Air Traffic Services organisations, communication service providers or ATC) the proper interoperability of all of them is the key factor for the right operation of the system.

3 Wherever mentioned, A320 refers to the A320 family.


- 19 -

Figure 1-1 CNS/ATM concept

1.3. COMMUNICATION Operationally speaking, the biggest change provided by FANS is the way pilot and controllers communicate. In addition to the classical VHF and HF voice, and to the more recent satellite voice, digital CPDLC (Controller Pilot Data Link Communications) expands the set the communication means between pilots and controllers. CPDLC is a powerful tool to sustain ATC communications in oceanic and remote areas as a primary means, and became, by the end of 2006, a supplementary communication means to overcome VHF congestion in some dense continental airspaces (where voice VHF media remains the primary communication means). On board, CPDLC messages are displayed to the crew on the dedicated DCDU (Data Communication Display Unit) screens. They can also be printed. Ground-ground communications are also part of the concept. They serve to link and to co-ordinate in between different ATC service organisations (or services of the same ATC) and AOC (Airline Operational Centre). AFTN, voice or AIDC (ATS Interfacility Data Communications) ensure these communications. Under commercial and financial pressures, the airlines have asked for FANS benefits without waiting for complete availability of all the appropriate tools (such

Navigation satellites (GNSS)

ATC Information Service

Airline Host

Ground-based Radio (VHF & HF)

SATCOM Transponder

Ground Network for DDaattaa CCoommmmuunniiccaattiioonnss

AAiirr

GGrroouunndd

SSppaaccee

Differential GNSS

Communication satellites (SATCOM)

1 – CNS/ATM concept Getting to grips with FANS – Part I – Issue III

- 20 -

as a better Aeronautical Telecommunications Network: the ATN). That is why FANS A operations have already started using the existing communications networks and protocols (ACARS / ARINC 622) which are of less performance than the ATN, but were endorsed by the ICAO as a valuable step towards an early introduction of ATM applications. ATN has been implemented and successfully operated in Maastricht (The Netherlands) FIR since April 2004. The deployment over Europe until 2011 is scheduled within the European LINK 2000+ programme. ATN deployment over USA from Miami (CPDLC Build 1A programme) has been suspended at the time of writing the present document. The objectives of the LINK 2000+ programme are to plan and co-ordinate the implementation of operational Air/Ground Data-Link services for Air Traffic Management.

1.4. NAVIGATION To fully benefit from the CNS/ATM concept, aircraft will need to attain a certain level of navigation performance in terms of accuracy, availability, integrity and service continuity. Required Navigation Performance (RNP) is a navigation element, which is expected to affect currently existing airspace structures and lead to a whole new concept in air navigation. Another modern navigation trend involves the development of instrument procedures that are not based on conventional radio Navaids. This type of navigation is called Area Navigation or RNAV. It can be used En-route, in association with the RNP concept, but also for terminal area navigation and instrument approach procedures. Refer to the “Getting to grips with modern navigation” document for detailed explanations.

1.5. SURVEILLANCE Different types of surveillance may be found. Wherever radar coverage is possible, SSR modes A and C are still used. Mode S is used in such areas where traffic densities are high enough to warrant it.

• In oceanic and remote FANS over ACARS airspaces, procedurally controlled surveillance is progressively replaced by Automatic Dependent Surveillance, which allows the aircraft to automatically send position data and F-PLN intents to up to four different ATC centres. It is expected that there will be no need for HF voice reporting any longer. 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), ADS is expected to allow for reduced lateral and longitudinal separation.

• In FANS over ATN continental airspaces, surveillance will be performed

with classical SSR modes A and C, or SSR Mode S when available.


- 21 -

1.6. 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, e.g. traffic flow management, strategic (long term) and tactical (short term) control or air traffic services. New methods are developed and progressively implemented to provide greater airspace capacity to cope with the large increase of air traffic demand. A close co-operation of ATS, crews and airline operational centres is expected to be reached through data communications, and automated sharing of real-time information. CPDLC, ADS and AOC/ATC inter-facility link are some of the tools used to support new ATM methods such as Collaborative Decision Making (CDM). The aim of CDM is to enable the corresponding actors (crews, controllers and airline operations) involved in ATM system, to improve mutual knowledge of the forecast/current situations, of each other constraints, preferences and capabilities, so as to resolve potential problems.

Getting to grips with FANS – Part I – Issue III

- 22 -

INTENTIONALLY LEFT BLANK

Getting to grips with FANS – Part I – Issue III 2 – CNS/ATM implementation

- 23 -

2. CNS/ATM IMPLEMENTATION

2.1 Introduction 24

2.2 FANS 1/A standards for oceanic and remote areas 26

2.3 ATN Baseline 1 standards for continental areas 26

2.3.1 Eurocontrol Link 2000+ program 26

2.3.2 FAA CPDLC Build 1A program 27

2.4 Accommodation of standards 27

2.5 AIRBUS products 28

2 – CNS/ATM implementation Getting to grips with FANS – Part I – Issue III

- 24 -

2.1. INTRODUCTION The standards for the first implementation of the ICAO CNS/ATM concept are known as ICAO CNS/ATM Package 1. The first step is known as ATN Baseline 1, which has been operational since the end of 2006. The objectives of this concept are an airspace capacity increase coupled with an operational efficiency enhancement. Naturally, the continued air traffic safety has to be maintained. To these ends, the implementation of the ICAO CNS/ATM concept will affect the Air Traffic Control procedures by improving voice communications and generalizing data communications and satellite-based navigation. This is for a worldwide network. Historically, data link has been operational in oceanic and remote areas first with FANS 1/A4 standards through the existing ACARS network. FANS 1/A standards are highly inspired from ICAO concept but does not comply the entire ICAO specifications. Indeed, FANS 1/A standards utilise ACARS network that is less efficient than the new ATN. Therefore, in order to offset ACARS weaknesses, a specific communication protocol called ARINC 622 has been implemented. The entry in operation of the ATN all over the world is planned in successive steps. The initial step consists in trials in some areas. The following steps will intent to deploy FANS operations based on ATN on other areas. FANS operations started first in oceanic and remote areas as the FANS technology based on satellites enabled to cope with the drawbacks of HF communications and position reports. At that time, only the ACARS network was able to fulfil the FANS requirements; ACARS weaknesses were accommodated thanks to ARINC 622 protocol. Feasibility studies on FANS operations over ATN are now completed. The saturation of high-density airspaces led to the implementation of FANS technology over ATN in these airspaces to augment their capacity. Therefore, FANS operations over ACARS network are performed in oceanic and remote areas (FANS 1/A standards), and FANS operations over ATN in high-density continental areas (ATN Baseline 1 standards). The following sections provide some details about each type of standards. The following figures identify the FIRs where data link is operated for ATC purposes.

4 FANS 1 was developed by Boeing and FANS A by AIRBUS. The two systems have been harmonised under FANS 1/A standards.


- 25 -

Figure 2-1

FIRs using FANS in the world as of April 2005

Figure 2-2

ATN area in Europe as in 2006 (left) and in 2011 (right) After a phased implementation, the ATN area as in 2011 should cover the

European airspace (in green). Traffic forecasts are in red.


- 26 -

2.2. FANS 1/A STANDARDS FOR OCEANIC AND REMOTE AREAS For oceanic and remote areas, a dedicated technology has been developed to ensure communication, navigation and surveillance according to ICAO CNS/ATM concept. The characteristics of these regions do not allow VHF and Radar antennas to cover air-controlled areas entirely. Therefore, the FANS 1/A packages are well-adapted systems to ensure the three CNS functions with an accurate constellation of satellites. At the beginning, the FANS 1/A was incomplete until the GPS became a certified primary navigation mean. Indeed, only communication and surveillance functions were granted via the CPDLC and ADS applications. Notice that voice communications remain a back up to CPDLC in ACARS oceanic/remote environments where data link communications have proven to be of a good reliability.

2.3. ATN BASELINE 1 STANDARDS FOR CONTINENTAL AREAS The ATN Baseline 1 standards have been developed to aim the same objectives set by the ICAO CNS/ATM concept. However, because of environment discrepancies (traffic density, procedures, etc), ATN Baseline 1 standards have been settled in a slightly different way. Differences with FANS 1/A standards mainly deal with data link protocols (communication and surveillance), whereas airborne/ground architectures and applications are almost identical. Since late 2004, initial trials have been conducted in high-density continental airspaces for first FANS operations based on ATN. FANS operations are supposed to alleviate congested voice channels in these airspaces. These trials have been performed in Maastricht (The Netherlands) within the LINK 2000+ programme and in Miami (USA) within the CPDLC Build 1A programme. By the beginning of 2007, first airlines are expected to fly routinely over Maastricht with ATN. The operational benefits from data link operations in high-density continental airspaces are a significant alleviation of congested voice channels and increased airspace capacity. It should be noticed that data link communications in ATN environments are limited to non-time critical communications. Besides, voice communications remain the primary means in ATN environments. For more details, please refer to Chapter B5 of Part II – Getting to grips with FANS B.

2.3.1. EUROCONTROL LINK 2000+ PROGRAM The Eurocontrol Link 2000+ programme is limited to the implementation of ATN Baseline 1 standards over European countries. The deployment starts from Maastricht and its completion is expected over the European airspace by 2011. For a harmonized entry into services of both ATC centres and aircraft, a progressive roadmap split into three phases has been drawn.


- 27 -

• Pioneer phase : The objective is to start ATN Baseline 1 operations with 150 aircraft over Maastricht ATC centre. The objective of 150 aircraft was exceeded (more than 300 aircraft from 15 airlines, at the time of writing) thanks to the financial participation of Eurocontrol to fit those aircraft.

• Incentive phase : The objective is to speed up the fitting of aircraft to ATN Baseline 1 operations whereas ground deployment continues.

• Mandatory phase : Carriage of ATN Baseline 1 capable systems will be mandatory in this phase. The objective is to get 75% of the traffic capable of ATN Baseline 1 operations. Aircraft non-equipped with ATN Baseline 1 capable systems will not be excluded from LINK 2000+ airspaces. However, data link capable aircraft will fully benefits from data link operations in terms of delay, efficiency and air traffic service costs.

Productivity gains are expected to be :

• 84% reduction of radio communication workload, • 14% capacity increase for ATC sectors, • Reduction of ATS costs since extra sectors are deferred thanks to sector

capacity increase. • Safety benefits in terms of reduction of communication errors, of flight crew

fatigue and of controller fatigue (e.g. 1/20th of communications is addressed to a given flight).

Please refer to Chapter B7 of Part III for more details. Also refer to http://www.eurocontrol.int/link2000/public/subsite_homepage/homepage.html.

2.3.2. FAA CPDLC BUILD 1A PROGRAM For the deployment of the full ICAO CNS/ATM concept, the FAA CPDLC programme is divided into three main steps : Build I, II and III. The initial implementation of ATN Baseline 1 standards over USA is framed in a preliminary step called CPDLC Build 1A. The CPDLC Build 1A programme is focused on Miami area. Unfortunately, since 2001, due to budget reallocation, the FAA CPDLC programme has been frozen.

2.4. ACCOMMODATION OF STANDARDS In order not to loose investments made on systems compliant with FANS 1/A standards while ATN is deploying, studies to adapt one standard (i.e. FANS 1/A or ATN Baseline 1) to another are in progress. Such adaptations are called accommodation. The most probable scenario is a long haul aircraft, equipped with FANS 1/A package, coming from a FANS 1/A airspace and entering an ATN airspace. The accommodation will allow such an aircraft to continue data link operations until the reversion to voice communications for the termination of the flight.

http://www.eurocontrol.int/link2000/public/subsite_homepage/homepage.html


- 28 -

Definition of accommodation principles is in progress. Some details are provided in 3.7 – Accommodation. However, until a complete definition of accommodation principles, the accommodation of standards will not be detailed further in the present document.

2.5. AIRBUS PRODUCTS AIRBUS proposes on its aircraft :

• The FANS A package for operations based on ACARS network (FANS 1/A standards) in oceanic and remote areas, and

• The FANS B package for operations based on ATN (ATN Baseline 1 standards) in high-density continental areas.

FANS A package refers to either FANS A system or FANS A+ system. FANS A system was the first product offered on A330/A340 aircraft in 2000. Since the FANS A+ system had been certified in 2004, FANS A + system replaces FANS A system and is proposed on A320 (optional), A330/A340 (basic) and A380 (basic) aircraft. FANS B package is proposed on A320 aircraft as an option. Please refer to chapter 7 of Part II or Part III for the use of FANS A and respectively FANS B in the world.

Figure 2-3

AIRBUS FANS packages by environment

FANS A over ACARSnetwork in oceanic andremote areas onA320, A330/A340and A380aircraft.

FANS B over ATN incontinental areas onA320 family* aircraft.


- 29 -

Please bear in mind… Historically, data link has been operational in oceanic and remote areas first with FANS 1/A standards through the existing ACARS network. FANS 1/A standards are highly inspired from ICAO concept but does not comply the entire ICAO specifications. Indeed, FANS 1/A standards utilise ACARS network that is less efficient than the new ATN. The entry in operation of the ATN all over the world is planned in successive steps. The initial step consists in trials in some areas. The following steps will intent to deploy FANS operations based on ATN on other areas.

FANS 1/A standards for oceanic and remote areas For oceanic and remote areas, a dedicated technology has been developed to insure communication, navigation and surveillance according to ICAO CNS/ATM concept. The characteristics of these regions do not allow VHF and Radar antennas to cover air-controlled areas entirely. Therefore, the FANS 1/A packages are well-adapted systems to insure the three CNS functions with an accurate constellation of satellites. Notice that in some areas where data link communications have reached a good reliability, data link communication is considered as the primary mean of communication and voice communication is used as back up.

ATN Baseline 1 standards for continental areas ATN Baseline 1 standards have been settled in a slightly different way. Differences with FANS 1/A standards mainly deal with data link protocols (communication and surveillance), whereas airborne/ground architectures and applications are almost identical. The operational benefits from data link operations in high-density continental airspaces are a significant alleviation of congested voice channels and increased airspace capacity. It should be noticed that data link communications in ATN environments are limited to non-time critical communications. Besides, voice communications remain the primary means in ATN environments.

Eurocontrol Link 2000+ programme The Eurocontrol Link 2000+ programme is limited to the implementation of ATN Baseline 1 standards over European countries. The deployment starts from Maastricht and its completion is expected over the European airspace by 2011. The deployment is stepped in three phases : Pioneer, Incentive, Mandatory.


- 30 -

Please bear in mind… (continued)

FAA CPDLC Build 1A programme For the deployment of the full ICAO CNS/ATM concept, the FAA CPDLC programme is divided into three main steps : Build I, II and III. The initial implementation of ATN Baseline 1 standards over USA is framed in a preliminary step called CPDLC Build 1A. The CPDLC Build 1A programme is focused on Miami area. Unfortunately, since 2001, due to budget reallocation, the FAA CPDLC programme has been frozen.

Accommodation of standards In order not to loose investments made on systems compliant with FANS 1/A standards while ATN is deploying, studies to adapt one standard (i.e. FANS 1/A or ATN Baseline 1) to another (i.e. ATN Baseline 1 or FANS 1/A) are in progress. Such adaptations are called accommodation. Definition of accommodation principles is in progress. However, until a complete definition of accommodation principles, the accommodation of standards will not be detailed further in the present document.

AIRBUS products • In oceanic and remote areas : FANS A package over ACARS network

(FANS 1/A standards) for A320, A330/A340 and A380 aircraft. • In high density continental areas : FANS B package over ATN (ATN

Baseline 1 standards) for A320 aircraft.

Getting to grips with FANS – Part I – Issue III 3 – CNS/ATM component description

- 31 -

3. CNS/ATM COMPONENT DESCRIPTION

3.1 FANS A architecture 33

3.2 FANS B architecture 35

3.3 Data link media 35

3.3.1 Air/Ground data link 35

3.3.1.1 VHF data link 35

3.3.1.2 SATCOM 36

3.3.1.3 HF Data Link (HFDL) 36

3.3.2 Ground/Ground data link 37

3.3.2.1 The data link communication networks 37

3.3.2.2 The interoperability of the networks 38

3.3.2.3 Ground coordination 39

3.3.2.4 The Aeronautical Telecommunication Network (ATN) 40

3.4 FANS architecture summary 40

3.5 CNS/ATM applications and services

3.5.1 As per ACARS network – FANS A package 41

3.5.1.1 ATS Facilities Notification (AFN) 41

3.5.1.2 Controller Pilot Data Link Communication (CPDLC) 41

3.5.1.3 Automatic Dependent Surveillance (ADS) 41

3.5.2 As per ATN – FANS B package 42

3.5.2.1 Context Management (CM) application 45

3.5.2.2 Controller Pilot Data Link Communication (CPDLC) application 46

3.6 ACARS and ATN main discrepancies 46

3.6.1 Data Link operations 47

3 – CNS/ATM component description Getting to grips with FANS – Part I – Issue III

- 32 -

3.6.2 Application name equivalence 49

3.6.3 Technical acknowledgement: LACK/MAS 49

3.6.4 Time stamp 51

3.6.5 Timers 51

3.6.5.1 Technical response timer 51

3.6.5.2 Message latency timer 52

3.6.5.3 Operational timers 52

3.7 Accommodation 54

3.8 Which FANS on which aircraft for which environment? 55

3.8.1 I fly A320 aircraft with FANS A+ system 55

3.8.2 I fly A320 aircraft with FANS B system 55

3.8.3 I fly A330/A340 aircraft with FANS A system 55

3.8.4 I fly A330/A340 aircraft with FANS A+ system 55

3.8.5 I fly A380 aircraft with FANS A+ system 55

3.9 ATS 623 applications 56

3.10 ATC data link communication recording 57

3.11 Performance requirements 58

3.11.1 General 58

3.11.2 Required Communication Performance (RCP) 58

3.11.3 Required Navigation Performance (RNP) 59

3.11.4 Required Surveillance Performance (RSP) 59


- 33 -

3.1. FANS A ARCHITECTURE Pending the new Aeronautical Telecommunication Network (ATN) full deployment (for FANS B implementation), the current FANS A step uses the ACARS network to exchange data between aircraft and ground systems. This ACARS network can be accessed through satellite, HF or VHF media, and various ground networks are inter-connected to provide the ATC/ATM services to all FANS A equipped aircraft. These data communications are supported by the aircraft's ATSU (Air Traffic Service Unit) for A320 and A330/A340 aircraft or by ACR (Avionics Communication Router) for A380 aircraft, which manages all the communications and automatically chooses the best available media (for example VHF, SATCOM and HF, in that order). The FANS A data link architecture on A330/A340 aircraft is given in Figure 3-1 (except the ATSU component, this architecture is fully applicable to the A380) It is made of the following components:

• The airborne part, with the ATSU for A320 and A330/A340 aircraft, which is a modular hosting platform that centralises all data communications (ATC and AOC) and manages the dedicated Human Machine Interface (HMI). For A380 aircraft, the airborne part is composed of the ATC applications for the management of ATC data link functions, and of the Avionics Communication Router (ACR) for the management of data communications.

• The air/ground data link (VDL modeA/2, SATCOM or HFDL) is used to transmit AOC or ATC data to the ground.

• The ground/ground data link, which ensure the connection to the ground part through either :

- Satellite Ground Earth Stations (GES) whenever VHF coverage is not available

- VHF and HF Remote Ground Stations (RGS) if within the line of sight of the aircraft

- Air-Ground processors, which route and handle the messages


- 34 -

Figure 3-1 FANS A architecture

Figure 3-2 FANS B architecture

ACARS networks

Global Positioning Satellites (GPS)

Airline Operations Control


VDL Mode Aground station

SATCOMground station

VDL Mode 2 ground station

Air Traffic Control

HFDL ground station

ATSU

ATN networks ACARS networks

Global Positioning Satellites (GPS)

Airline Operations Control


VDL Mode Aground station

SATCOM ground station


Air Traffic Control

HFDL ground station

AOC AOC (optional)

ATC


ATSU


- 35 -

3.2. FANS B ARCHITECTURE As the first implementation of ATN Baseline 1 standards are limited to high-density continental airspaces where a fair VHF and SSR coverage is provided, the ATN can only be accessed through VHF media. The aircraft’s ATSU still manages the data communications for either ATC or AOC, as per FANS A architecture. However, only VDL mode 2 is used to transmit ATC data to the ground through ATN. The FANS B architecture, detailed in figure 3.2, is made of the following components :

• The airborne part, with the ATSU, which is a modular hosting platform that centralises all data communications (ATC and AOC) and manages the dedicated Human Machine Interface (HMI).

• The air/ground data link : - VDL modeA/2, SATCOM or HFDL are used to transmit AOC data to the

ground as per FANS A architecture. Please notice that SATCOM and HFDL for AOC purposes are optional in ATSU architecture,

- Only VDL mode 2 is used to transmit ATC data to the ground for communication purposes. SSR is still used for surveillance purposes as long as FANS B is operated in high-density continental airspaces only.

• The ground/ground data link, which is the same as per FANS A architecture. Nevertheless, two types of network have to be considered : ACARS for AOC and ATN for ATC.

3.3. DATA LINK MEDIA 3.3.1. AIR/GROUND DATA LINK

3.3.1.1. VHF DATA LINK

3.3.1.1.1. VLD 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. 3.3.1.1.2. VDL mode 2 The VDL mode 2 (VHF Data Link mode 2) provides improved air-ground VHF digital communication link compared to VDL mode A. VDL mode 2 is the main media used in ATN Baseline 1 environments (FANS B). Before its implementation in ATN environments, the VDL-2 standard happened to be a good interim solution in ACARS environments (FANS A). As the data link traffic over ACARS network continues to increase and congestion of the current ground networks is expected soon, the VDL-2 was the only way to improve the current performance of data link applications, and to increase the capacity of the ACARS network (which implies a reduction of communication charges by service providers).


- 36 -

This solution is known as the VDL-2/AOA (AOA: ACARS over AVLC: Aviation VHF Link Control). It is intended to cover the gap between the current ACARS system and the ATN capabilities. Compared to the ATSU data link capabilities through the ACARS networks with VDL mode A, the VDL-2 increases the rate of data transmission from 2.4Kbits per second to 31.5Kbits per second. 3.3.1.1.3. VDL mode 2 description VDL-2 is a communication protocol between the aircraft and VHF ground stations of the networks of service providers. Obviously, both the aircraft and the recipient (VHF station) must be equipped. With VDL-2, the messages are transmitted into packets of bits rather than in blocks of characters. This provides a gain in transmission efficiency.

3.3.1.2. SATCOM

Until SATCOM, radio-communications suffered from VHF line-of-sight limitations along with the unreliability and variable quality of HF. Satellite links overcome these weaknesses, being unaffected by distance or ionospheric conditions. SATCOM are thus playing a major role in the implementation of ICAO’s CNS/ATM concept for Air Traffic Control in the 21st century, supporting both ADS and CPDLC applications over the oceanic and remote areas. Whatever the applications (passenger services, airline operational communications or air traffic communications), the voice/data are transmitted via satellite, from the aircraft to the Ground Earth Stations (GES) and then switched through international telecommunications networks (ARINC, SITA, …) to anywhere in the world (airline hosts, ATC centres,…). In 2006, only Inmarsat constellation is able to provide communication services (voice or data) to the whole globe, except to the extreme polar regions (above 80°N and below 80°S) with a bit rate up to 64kbps for Swift64 services. Note 1 : INMARSAT is expected to increase its number of spot beams from 5 to 19 with INMARSAT 4 constellation. At the time of writing the document, only the INMARSAT 4 AOR-W is fully operational. Refer to Appendix C of Part II. Note 2 : MTSAT 1R satellite launched in February 2005 is fully operational since early 2006. MTSAT 2 satellite launched early 2006 is expected to be operational in the first half of 2007. Note 3 : Yamagushi (Japan) GES is no more operational since 31st of March, 2006.

3.3.1.3. HF DATA LINK (HFDL)

HF Data Link (HFDL) was certified for an AOC purpose in April 2002. HFDL was certified as a supplementary (not primary) means for an ATC purpose with the FANS A+ package in July 2004 for A330/A340 aircraft and April 2005 for A320 aircraft.


- 37 -

"Supplementary" means that the certification process authorises the use of HFDL provided that VDL and SATCOM are installed. During the certification process, the demonstration of data link performances including HFDL (measurement of message transit time between end users) was not performed for environments such as polar areas. Nevertheless, in an inbound flight from the North Pole to Edmonton for instance, the use of HFDL for data link operations is possible. In such a case, the operator should notice that HFDL performances, even better than HF voice ones, are not as good as VDL or SATCOM data link ones. Thus, messages transmitted by HFDL may take much more time to reach the addressee than via VDL or SATCOM. Some messages may even be lost.

If the airline elects to use HFDL outside SATCOM coverage, the airline operates outside the approved certification framework of FANS A+. The airline shall submit its choice to its approval authority.

HFDL allows data transmission at a rate of 1.8 Kbits per second. Today, ARINC is the only DSP providing HFDL. The proposed coverage is worldwide (Refer to Appendix C of Part II).

3.3.2. GROUND/GROUND DATA LINK

3.3.2.1. THE DATA LINK COMMUNICATION NETWORKS

Several communications service providers, in addition to the AOC messages, ensure today the routing of ATC messages between the aircraft and the ATC centre. These are growing steadily, thus raising some issues for future interoperability. Among the main ones the following may be listed :

• INMARSAT : covers the space segment through its satellite constellation, which is accessed by numerous GES operators (most of them being sub-contracted).

• MTSAT : operational since the beginning of 2006, it provides communication services over Asia.

• ARINC : through its so-called ADNS network, ensures the SATCOM, VHF and HFDL (High Frequency Data Link) air-ground processing through numerous GESs and RGSs.

• SITA : through its so-called AIRCOM system, ensures the SATCOM and VHF air-ground processing through numerous GESs and RGSs.

• AVICOM : this Japanese provider ensures a VHF air-ground processing within Japan

• DATACOM : this Brazilian provider ensures a VHF air-ground processing within Brazil region.

Both ARINC and SITA networks operate with national service providers and are currently interconnected to provide a global interoperability of ATS data link applications. This means for instance, that an aircraft using a VHF data link under a SITA agreement can nevertheless operate in a FANS ATC area using an ARINC contract (refer to 3.3.2.2 – The interoperability of the networks).


- 38 -

Given in Appendix D of Part II is general information relative to some of these service providers.

3.3.2.2. THE INTEROPERABILITY OF THE NETWORKS

• ACARS network

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, and ensures that each relevant ATC centre has access to all FANS aircraft within its region. Whenever there is a switching for instance from VHF to SATCOM (or vice versa, ACARS environments only), the ATSU sends a Medium Advisory (MA) message to the DSP indicating the status of the communications with each medium. Such an automatic function is needed to fulfil the logic that determines the routing of any uplink message. It is transparent to both the pilot and the controller and ensures that uplink messages can be sent to the aircraft irrespective of the medium or communications service providers used.

Figure 3-3 ACARS network interoperability

ATC 1 ATC 2

ARINC Network SITA Network

Network Interoperability

ATC ground router

ARINC communication domain SITA communication domain

ATC ground router

AIDC


- 39 -

• ATN network

The same kind of feature is provided for ATN in order to ensure a seamless data link connection with the ground. However, in the LINK 2000+ airspaces, VDL mode 2 is the unique medium used for ATC data link purposes. ARINC and SITA are the main DSPs. At the time of writing the document, UAC Maastricht is the single ATC centre providing data link ATS services. UAC Maastricht contracted ARINC to provide VLD mode 2 links with aircraft. Aircraft of airlines, which contracted SITA as their DSP, will be available to connect to UAC Maastricht thanks to the inter-connection between ARINC and SITA. The following figure illustrates a possible extension model of the network.

Figure 3-4 ATN network interoperability

3.3.2.3. GROUND COORDINATION

he ATS Inter-facility Data Communications (AIDC) defines the data link between ATC centres. This link is used for notification, co-ordination and phases for transfer of control. AIDC functions will be progressively introduced, as ATC centres along routes and air spaces are equipped with CNS/ATM systems. For the

UAC Maastricht Other ATC

ARINC Network SITA Network

Network Interoperability

ATC ground router

ARINC communication domain SITA communication domain

ATC ground router

OLDI


- 40 -

same purposes, LINK 2000+ areas implement a variant of AIDC called the On-Line Data Interchange (OLDI). This is not an aircraft issue.

3.3.2.4. THE AERONAUTICAL TELECOMMUNICATION NETWORK (ATN)

With the current FANS A, the Air Traffic Services datalink is based on the ACARS network, which will not be able to handle the increasing volumes of AOC and ATC communications. Therefore, a network dedicated to aeronautical communications is entering into operations to act as a backbone of the ICAO’s CNS/ATM concept. This Aeronautical Telecommunication Network (ATN) will seamlessly connect aircraft, air traffic control centres, airline operations facilities and communication service providers with enhanced efficiency, capability and security. For the initial implementation, the ATN will connect air traffic control centres and will provide data links between aircraft and air traffic control centres. To that end, AIRBUS has proposeds the FANS B package since the end of 2006.

3.4. FANS ARCHITECTURE SUMMARY The table below summarizes the previous paragraphs and provides a comparison between FANS A and FANS B packages.

System FANS A* FANS B

Application ATC AOC ATC AOC

Environment Oceanic and Remote High-density Continental

Network ACARS ACARS ATN ACARS

VDL-A

VDL-2/AOA**

VDL-A

VLD-2/AOA VDL-2

VDL-A

VLD-2/AOA

SATCOM SATCOM N/A SATCOM

Data Link Media

HFDL*** HFDL N/A HFDL

* FANS A or FANS A+. ** FANS A+ only *** FANS A+ only. Certified as a supplementary means.


- 41 -

3.5. CNS/ATM APPLICATIONS AND SERVICES Even if derived from the same ICAO CNS/ATM concept, functionalities of FANS A and FANS B are different as they use different networks. FANS A data link is provided by three main applications (AFN, CPDLC and ADS). For FANS B data link, the notion of service is introduced. A service is intended to fulfil an operational need (ATC or flight crew) and is based on several applications. For the first implementation of ATN (ATN Baseline 1), two applications (CM and CPDLC) are used and support four services (DLIC, ACL, ACM and AMC). The following sections describe applications and services (if applicable) related to each environment.

3.5.1. AS PER ACARS NETWORK – FANS A PACKAGE In FANS 1/A environment, three main applications compose the data link as described in ICAO CNS/ATM concept. These three applications are detailed hereinafter :

• The ATS Facility Notification (AFN) application to log the aircraft on the ACARS network,

• The Controller Pilot Data Link Communication (CPDLC) application that allows data communication between ATC and flight crew,

• The Automatic Dependent Surveillance / Contract (ADS-C, refer to 3.5.1.3 – Automatic Dependent Surveillance (ADS) for more details) application that allows tracking aircraft out of the SSR coverage.

3.5.1.1. ATS FACILITIES NOTIFICATION (AFN)

Through this application, an ATC knows whether an aircraft is capable of using data link communications. This serves to exchange the address information between the aircraft and the ATC centre. This exchange of the data link context is needed prior to any CPDLC or ADS connection from an operational point of view. The AFN notification is a signal for the receiving ATC centre that the aircraft is about to enter the FIR. The flight crew initiates an AFN notification to make the aircraft data link capability and characteristics to the ATC. Whenever there is no automatic transfer of control from one ATC centre to another, the active ATC centre may request the flight crew to perform a notification procedure to the next ATC centre.

3.5.1.2. CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

CPDLC is a powerful tool to sustain data link communications between a pilot and the controller of the relevant flight region. It is particularly adapted to such areas where voice communications are difficult (e.g. HF voice over oceans or remote


- 42 -

part of the world), and became very convenient to alleviate congested VHF of some dense continental airspaces when utilised for routine dialogue (e.g. frequency transfer). CPDLC allows flight crew and controllers to communicate via data link thanks to written messages composed of one or several elements chosen in a set of internationally agreed preformatted elements. Those elements are in line with the existing ICAO voice phraseology and can be used for clearances, requests, reports, negotiations and other kinds of dialog with ATC (e.g. emergency messages, ATC transfer, frequency changes...). Appendix A of Part II lists all the messages (around 180) that are supported by FANS A and FANS A+ airborne and ground systems. Advantages and drawbacks of CPDLC, compared to voice communications, have been discussed at length for some years. Among the main ones, 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, fading, 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, thus

avoiding transcription errors, long and fastidious manual keystrokes. The following points however must be well understood and will have to be underlined in training:

• Handling of CPDLC messages requires time: - Reading and interpreting a written clearance was found to be less

immediate than hearing the same one - Preparing and sending a request through the combination of the MCDU

and DCDU is longer than directly using the microphone. • The party line is lost (the pilot can no longer listen to the surrounding

transmissions).

3.5.1.3. AUTOMATIC DEPENDENT SURVEILLANCE (ADS)

ADS is the tool namely used to support the surveillance function within the CNS/ATM concept. ADS stands for Automatic Dependent Surveillance : Automatic : it is fully transparent to the flight crew (no pilot action required, except AFN procedure for ADS-C). Dependent : it uses accurate position and velocity data from navigation systems (e.g. GNSS). Surveillance : it provides aircraft position, altitude, velocity and other data. Two kinds of ADS exist : ADS-Contract (ADS-C) and ADS-Broadcast (ADS-B). These two kinds of ADS are quite different, as they do not rely on the same system.


- 43 -

The present document only deals with ADS-Contract as part of data link applications. A new brochure dedicated to surveillance aspects of the CNS/ATM concept will be released soon. More details on ADS-Broadcast will be provided in this brochure. The goal of this section is to help the reader in differentiating ADS-Contract and ADS-Broadcast. ADS-Contract is quite similar to CPDLC as it requires the establishment of a connection between the aircraft and the ATC centre. As per CPDLC, a notification should have been performed prior ADS-C operations. Through this data link, the ADS-C application hosted by ATSU5 (respectively ATC applications) reports data requested in a contract established between the airborne system and the ATC ground system. ADS-C is an end-to-end application. ADS-C benefits from the data link range (i.e. almost worldwide). The reader may found the term Centralized ADS (CADS). It is a service provided by ARINC or SITA for ATS providers or airlines that wish to benefit from ADS-C application without investing in ADS-C equipment. ADS-C connections are ensured via a CADS server. This server translates any received ADS-C reports in standard text format and relays them to ATS centres via AFTN. ADS-C reports can also be forwarded to airline servers via a specific ARINC service. ADS-Broadcast is an application of the transponder Mode S. As such, this application is hosted by the transponder. Whereas ADS-C reports on request (via a contract), ADS-B reports data by broadcasting. It means that only a Mode S receiver is needed to collect broadcasted data. It does not require any data link. Since ADS-B uses the transponder aerial, the range is limited to about 120 NM. Any unit equipped (e.g. ATC centre, aircraft) with an ADS-B receiver is capable to pick up broadcasted data. Considering the range of ADS-C and ADS-B, they are expected to complement each other for a complete coverage during a transoceanic flight for instance. When the aircraft is out of VHF coverage, ADS-C makes the link between the aircraft and the ATC centre. When in VHF coverage, ADS-B makes the link with any ATC centres or aircraft in the vicinity, equipped with an ADS-B receiver.

Except when explicitly specified, ADS stands for ADS-Contract for the rest of the document.

3.5.1.3.1. Automatic Dependent Surveillance – Contract (ADS-C) Through the ADS application, the ATSU automatically sends aircraft surveillance data to the connected ATC centres and/or to the airline host. FANS A equipped aircraft can have up to five ADS connections. 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.

5 ADS-C is part of AIRBUS FANS A and FANS A+ packages on A320/A330/A340/A380 aircraft.


- 44 -

This is done automatically and remains transparent to the crew. These are air-ground downlink messages. 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.g.

altitude or heading change, vertical rate change, waypoint change) In the FANS A system, the ADS is based on these contracts, which are set by the ATC centres to satisfy their operational needs for surveillance, as dictated by circumstances (e.g. traffic density). The crew cannot modify these contracts, but the controller can. And so can he specify the parameters of the contract. Optional data groups may thus be added in the contract request. Obviously, at any ATC centre, only one contract may exist at any time, and whenever the controller makes a modification, a new contract is set, which cancels the previous one. Another type of contract may be found: the emergency mode. When the crew activates this mode, an emergency report is sent to any ATC centre which has an ADS contract with the aircraft. The emergency report is sent at the same rate of the current active periodic contract if any, otherwise it is sent every 64 seconds. Appendix B of Part II lists the various elements and groups of data of the ADS-C reports, and provides some details on the different contracts. Based on these contracts, directly addressed between an ATC centre and a given aircraft, ADS is then usually called ADS-C (where C stands for Contract), or ADS-A (where A stands for Addressed). Both these designations are equivalent. 3.5.1.3.2. Automatic Dependent Surveillance – Broadcast (ADS-B) ADS-B is an application in which aircraft avionics automatically broadcast aircraft position, altitude, velocity and other data every 500 ms (or so) via the Mode S Extended Squitter (1090 MHz). ATC and surrounding aircraft equipped with Mode S aerial can collect these data to show the aircraft’s position and altitude on their screen without the need for radar. ADS-B enables pilots and air traffic controllers to get a more precise image of the traffic thanks to enriched data compared to SSR data. Once the broadcasted data are collected, they are displayed in the cockpit on the Cockpit Display of Traffic Information (CDTI). On AIRBUS aircraft, CDTI information is displayed on ND. Unlike SSR, ADS-B works also at low altitudes and on ground. In addition, any vehicle equipped with a Mode S emitter can be “seen” by any vehicle equipped with a Mode S receiver, provided the emitter is in the range of the receiver. For safety reasons, ADS-B can be used on ground only if the Airport Navigation application is available on board. Indeed, the position and the heading of a surrounding aircraft are rightly interpreted only if they are related to the map of the airport (e.g. runways, taxiways).


- 45 -

Some countries started to implement ADS-B : • Australia : operational implementation expected by the end 2007, • Europe : trials by the end 2007, • Reunion (France – Indian Ocean) : trials until end 2007, operational

expected in 2008, • USA : in-service decision in 2010, • China, India, Singapore study the opportunity to implement ADS-B.

At the time of writing the document, CDTI information on ND will be available in 2009.

Figure 3-5

CDTI information displayed on ND

3.5.2. AS PER ATN – FANS B PACKAGE In ATN environment, two applications are used to ensure the data link. Each application provides some services that enable the fulfilment of operational needs from either ATC or flight crew. Used applications and respective services are :

• Context Management (CM) application that ensures the Data Link Initiation Capability (DLIC) service.

• Controller Pilot Data Link Communication (CPDLC) application that ensures the following services :

- ATC Clearance (ACL) service, - ATC Communication Management (ACM) service, - ATC Microphone Check (AMC) service.


- 46 -

3.5.2.1. CONTEXT MANAGEMENT (CM) APPLICATION

The CM Application provides the necessary information to enable data-link communication between ATS units and aircraft systems. This function will typically be initiated when an aircraft is either at the gate in the pre-departure phase of flight, or before entering a new FIR supporting data-link communications. The CM Application supports the DLIC (Data-Link Initiation Capability) Air Traffic Service. 3.5.2.1.1. Data Link Initiation Capability (DLIC) service The DLIC service is executed prior to the first use of any other data link application. It provides the ground with the necessary information to make data link communications possible between the controller and the aircraft :

- Aircraft 24 bits address, - Aircraft flight identification, - Departure/destination airport, - Facility designation, - As well as information about available air applications.

The DLIC Service consists of:

• The Logon function, which is a means of exchanging application information between an aircraft and a given ground ATC centre. It also provides flight data (flight number, FROM/TO airports, aircraft position) to that ground ATC centre. This function could be either triggered manually or automatically;

• The Contact function, which provides a method for a ground ATC centre to request the aircraft system to initiate the logon function with another ground ATC centre, indicated in the contact request. This function is used to transfer the aircraft from one ATC centre to another and it is transparent for the pilot. It is managed by the ground system.

3.5.2.2. CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC) APPLICATION

The CPDLC application provides direct pilot/controller communication using data link in complement of voice between an aircraft and the controlling ATC centre with the objective of reducing flight crew and controller workload and diminishing clearance delivery delays. The CPDLC application provides a set of data link message elements corresponding to existing ICAO phraseology used by current ATC procedures as defined in ATN Baseline 1 standards (Refer to Appendix A of Part III). Functions provided by CPDLC application are:

• Exchange of Controller-Pilot clearance via ATC Clearance (ACL) service, • Transfer of communications via ATC Communication Management

(ACM) service, and, • ATC Microphone Check (AMC) service.


- 47 -

3.5.2.2.1. ATC Clearance (ACL) service ACL is an Air Traffic Service supported by CPDLC, which is used to :

- Request clearances, - Issue clearances, - Expect clearances, - Issue requests for the current or future status of the flight, and - Provide flight status notifications.

An uplink “free text” capability is also provided to uplink information not conforming to defined formats and to append information explaining error reasons. No downlink “free text” message is provided to pilot. Free text downlink capability is only provided for airborne system to append information explaining preformatted error reasons. 3.5.2.2.2. ATC Communication Management (ACM) service Through this function, transfer from one ATC centre to another is performed. The current authority managing the aircraft with data link communications (also called Current Data Authority, CDA) can assign another ATC centre as the Next Data Authority (NDA) and/or instruct a frequency change with a CPDLC message. The NDA can initiate a CPDLC connection with that aircraft and then becomes the current authority. ACM service may be used:

- To initially establish CPDLC with an ATC centre, - To terminate CPDLC with an ATC centre, - To transfer voice communications and CPDLC from the CDA to the

NDA, and, - To issue a change of frequency (also known as Voice Contact

Instruction, VCI). 3.5.2.2.3. ATC Microphone Check (AMC) service It is an Air Traffic Service, which provides controllers with the capability to uplink an instruction for aircraft to check that they are not blocking a voice channel. No acknowledgement of the instruction from the flight crew is required.

3.6. ACARS AND ATN MAIN DISCREPANCIES The following sections describe the main discrepancies between ACARS and ATN environments. Pilots who operate both FANS A and FANS B package should master these discrepancies in order to properly operate any FANS systems with their distinctive features. Knowledge of these discrepancies is not required for pilots who operate exclusively FANS A or FANS B.


- 48 -

These discrepancies are the following : • CPDLC is the primary means of communication in ACARS

environments when the aircraft is equipped with data link systems. In ATN environment, voice will remain the primary means.

• FANS A and FANS B are derived from the same CNS/ATM concept. As such, some equivalences may be found between FANS A and FANS B applications.

• Technical acknowledgement : Acknowledgements in FANS 1/A environments and ATN environments do not have the same meanings,

• Timestamp : Messages in FANS 1/A environments and ATN environments are not dated in the same way,

• Timers : High-density continental airspaces impose to receive and reply messages on time. Timers are set to prevent delays in receiving and replying messages.

3.6.1. DATA LINK OPERATIONS It has to be noticed that the carriage of data link systems is not mandatory in ACARS environments (i.e. FANS 1/A). However, when an aircraft equipped with data link systems is flying a FANS 1/A airspace where CPDLC is serviceable, CPDLC should be used as a primary means unless otherwise specified by local rules. Voice will then be used as a back up means. In ATN environments, the carriage of ATN Baseline 1 capable systems will be mandatory in the Mandatory phase of the Link 2000+ programme. Nevertheless, CPDLC will be considered as a supplementary means for the time being. Voice will remain the primary means of communication.

ACARS environments

FANS A

ATN environments

FANS B

Carriage of data link systems

Not mandatory for the time being

Mandatory in Mandatory phase

CPDLC Primary if aircraft

equipped Supplementary

Voice Back up Primary


- 49 -

3.6.2. APPLICATION NAME EQUIVALENCE The following table provides the equivalence between FANS A and FANS B applications as detailed in 3.5 – CNS/ATM applications and services.

FANS A applications for oceanic and remote areas

FANS B applications for high density continental areas

AFN CM

CPDLC CPDLC

ADS-C No equivalence

3.6.3. TECHNICAL ACKNOWLEDGEMENT: LACK/MAS To ensure a successful message delivery, technical acknowledgement is performed by the receiving system. For ATN Baseline 1 environments, this acknowledgement is called Logical Acknowledgement (LACK), and Message Assurance (MAS) for FANS 1/A environments. These constitute a major difference between ATN Baseline 1 and FANS 1/A. Indeed, these acknowledgements do not address to the same recipient. Besides, the MAS function is required whereas LACK function is not. European airspaces implement the LACK function whereas US airspaces seem not (since the FAA CPDLC Build 1A programme is frozen at the time of writing the present document, the final implementation is not known). In FANS 1/A environment, the MAS is the notification by the Data link Service Provider (DSP) to the ATC centre that the uplink message has been acknowledged or not by the airborne system. The MAS function is provided for uplink messages only. Refer to Figure 3-6. As a consequence, on FANS A interface, when a message is downlinked, a SENT label is displayed once the technical acknowledgement is received from the ACARS network. It means that the message is actually sent but not necessarily displayed on the air traffic controller HMI. Refer to Appendix G or H of Part II for more details. In ATN Baseline 1 environment, the LACK notifies the successful delivery of a message on recipient’s HMI in both directions (uplink and downlink). Refer to Figure 3-7. A termination timer may be coupled to the LACK function. Then, if the termination timer timed out while no LACK is received, the data link dialogue may be terminated (see following section). Thanks to the LACK, on FANS B interface, the RECEIVD6 BY ATC indication is displayed once the technical acknowledgement from the recipient’s HMI is received. Please refer to the Appendix E of Part III for more details. 6 One ‘E’ is omitted due to space restrictions imposed by the interface.


- 50 -

Figure 3-6 Technical acknowledgement in ACARS environment

Figure 3-7 Technical acknowledgement in ATN environment

ACARS Network

Airborne HMI

ATC centre

ATC HMI

Uplink message

ACK

MAS

ACK

Downlink message

ATSU

ATN network

Airborne HMI

ATC centre

ATC HMI

Uplink message

Downlink message

LACK

LACK

ATSU


- 51 -

3.6.4. TIME STAMP The time stamp is defined as the time when the message is sent. At the time when FANS A and FANS A+ systems were certified on A330/A340 aircraft, FANS 1/A standards did not require ATC centres to provide the time stamp in message header. Actually, a very few ATC centres do not provide the time stamp. Consequently, for FANS A and FANS A+ on A330/A340 aircraft, uplink messages are referenced according to the time of receipt on board. However, it has been observed that more and more ATC centres are equipped with systems able to provide the time stamp, and do provide the time stamp in uplink messages. Therefore, a HMI enhancement has been introduced in FANS A+ to be certified on A380 aircraft. The default time information refers to the time stamp if uplink messages are time-stamped; if not, the receipt time is displayed in another way. Refer to Chapter A6 of Part II for more details. For ATN Baseline 1 ATC centres, time stamp is mandatory. Consequently, FANS B interface on A320 aircraft displays permanently the time stamp for uplink messages.

3.6.5. TIMERS In ATN environment, to avoid any everlasting data link dialogue, timers are implemented. That is why time stamps are required in such environment. This section is then specific to ATN environments. Three types of timers are implemented :

• Technical response timer, • Message latency timer, and • Operational timers.

3.6.5.1. TECHNICAL RESPONSE TIMER

Each time a message is sent, the recipient returns a LACK to the sender. The LACK notifies that the message has been well displayed on the recipient’s interface. Refer to 3.6.3 – Technical acknowledgement: LACK/MAS. Once a message is sent, a technical response timer is triggered. For airborne systems, the timer value is set at 20 seconds7. If the LACK is received whereas the technical response timer timed out, the LACK is discarded.

7 This value is valid for the LINK 2000+ Pioneer phase. For post Pioneer phase, this value may change. Hence, the timer will be accordingly updated in a subsequent FANS B package.


- 52 -

Besides, the operational response referencing the message that has been sent is also discarded. It means that if the flight crew sends a message to the ATC and if the LACK is not received within 20 seconds, the ATC response, if any, to the message will not be displayed to the flight crew.

3.6.5.2. MESSAGE LATENCY TIMER

The message latency timer measures the difference between the timestamp and the time of receipt. If the message is received after the message latency timer expires, the message becomes invalid. The content of the message may have lost its relevancy and the flight crew may not have enough time to answer the message considering the Operational timer – Sender (refer to 3.6.5.3 – Operational timers). As per ATN Baseline 1 standards, the value of the message latency timer should vary according to various connection conditions. Under certain circumstances, the timer value should be 21.6 seconds. All stakeholders of the LINK2000+ programme including Eurocontrol identified and agreed with the irrelevancy of the variable timer principle set by the ATN Baseline 1 standards. Consequently, in the framework of the update of ATN Baseline 1 standards, some studies led to an optimal value of 40 seconds. However, the FANS B certification had been achieved before the update becomes available (expected for mid 2007). Concurrently, the Pioneer phase commenced before the optimal value has been defined. On one hand, the LINK 2000+ programme elected to a fixed value of 21.6 seconds for its Pioneer phase. On the other hand, AIRBUS elected to a fixed value of 60 seconds for the FANS B package. This FANS B deviation is known and accepted by Certification authorities. The AIRBUS policy was to avoid too many messages to be rejected due to a too much restrictive timer. In FANS B package, if the receipt time of a message reveals a difference with its timestamp greater than the message latency timer, the message is discarded (i.e. not displayed on DCDU).

3.6.5.3. OPERATIONAL TIMERS

Operational timers are needed as to avoid any everlasting data link dialogue. Therefore, the dialogue is closed :

• If an operational response is received within the timer delay, or • If the timer has timed out.

As a data link dialogue involves two end users, two operational timers are defined:

• Operational timer – Sender, • Operational timer – Responder.


- 53 -

According to whether the air traffic controller or the flight crew sends the message, operational timer values vary. 3.6.5.3.1. Operational timer values for dialogue initiated by the flight

crew The following figure depicts the values of operational timers when the flight crew sends a message to the ground. It means that the flight crew should expect the ATC response within 270 seconds, and that the ATC has 250 seconds after receiving the message to send his response. If STAND BY is answered, all the operational timers (Sender and Responder) are reset.

Figure 3-8 Operational timer values – Dialogue initiated by the flight crew

3.6.5.3.2. Operational timer values for dialogue initiated by the ATC The following figure depicts the values of operational timers when the ATC sends a message to the aircraft. It means that the ATC should expect the flight crew response within 120 seconds, and that the flight crew has 100 seconds after receiving the message to send his response. If STAND BY is answered, then all operational timers (Sender and Responder) are reset. The STAND BY function can be triggered only once.

Message

Response

TLACK = 20 s

TLACK = 20 s

LACK

LACK

TSENDER = 270 s TRESP = 250 s


- 54 -

Figure 3-9 Operational timer values – Dialogue initiated by the ATC

Notice that 100 seconds are quite a short period of time to read the message, to interpret it, to check the aircraft parameters and to prepare the response, especially if a voice read-back has to be performed. The ATN Baseline 1 standards define a 100-second timer assuming that no voice read-back is required. Any uplink message once received should be answered ASAP.

3.7. ACCOMMODATION In order not to loose investments made on systems compliant with FANS 1/A standards while ATN is deploying, studies to adapt one standard (i.e. FANS 1/A or ATN Baseline 1) to another (i.e. ATN Baseline 1 or FANS 1/A) are in progress. Such adaptations are called accommodation. The benefit of accommodation is the seamless operation of a data link equipped aircraft whatever the flown environment (ACARS or ATN), and then to keep the benefits from FANS operations.

Message

Response

TLACK = 20 s

TLACK = 20 s

LACK

LACK

TRESP = 100 s TSENDER = 120 s


- 55 -

The modifications required for either airborne or ground systems to accommodate each other are not clearly defined at the time of writing the present document. However, considering the main discrepancies between FANS 1/A and ATN Baseline standards described above, AIRBUS has implemented a first accommodation step in the FANS A+ system. The FANS A+ system is able to discard any uplink messages received after the operational timer – Sender times out. For instance, an A330/A340 aircraft equipped with a FANS A+ system flying over an ATN airspace, will discard a uplink message received more than 120 seconds after its sending. For more details, refer to the description of Max Uplink Delay in Chapter A6 of Part II.

3.8. WHICH FANS ON WHICH AIRCRAFT FOR WHICH ENVIRONMENT? 3.8.1. I FLY A320 AIRCRAFT WITH FANS A+ SYSTEM

I can use data link over ACARS environment. If ATC in ATN environment accommodates FANS A+ aircraft, I can use data link in a restricted manner (i.e. strategic instructions).

3.8.2. I FLY A320 AIRCRAFT WITH FANS B SYSTEM I can use data link over ATN environment only.

3.8.3. I FLY A330/A340 AIRCRAFT WITH FANS A SYSTEM I can operate data link over ACARS environment only.

3.8.4. I FLY A330/A340 AIRCRAFT WITH FANS A+ SYSTEM I can use data link over ACARS environment. If ATC in ATN

environment accommodates FANS A+ aircraft, I can use data link in a restricted manner (i.e. strategic instructions).

3.8.5. I FLY A380 AIRCRAFT WITH FANS A+ SYSTEM I can use data link over ACARS environment. If ATC in ATN

environment accommodates FANS A+ aircraft, I can use data link in a restricted manner (i.e. strategic instructions).


- 56 -

… on which aircraft …

A320

A330/A340

A380


FANS A+ * Oceanic and

remote Oceanic and remote

Oceanic and remote

Whic

h F

AN

S …

FANS B Continental

… fo

r which

en

vironm

ent?

Note 1 : Combination of FANS A and FANS B packages on the same aircraft is not available. Note 2 : FANS A was the first package proposed in oceanic and remote areas since July 2000. Since the FANS A+ package was certified in April 2004, the FANS A package is not proposed anymore on brand new AIRBUS aircraft.

3.9. ATS 623 APPLICATIONS The AEEC623 standards define the application text formats for character-oriented Air Traffic Services messages that can be transmitted over the ACARS data link. The applications based on these standards are called ATS 623 applications. The main ATS 623 applications are the following :

• D-ATIS (Digital – Automatic Terminal Information Service), • Oceanic Clearance (OCL), • Departure Clearance (DCL).

Through these applications, oceanic and departure clearances and ATIS report, which are usually received via voice channel (either from ATC or broadcasted), are received in a text format. 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). Note : In the framework of data link ATC communications (outside of AOC communications), the ATS 623 applications are optional on A320/A330/A340 aircraft in the FANS A+ package, whereas they are basic on A380 aircraft.


- 57 -

3.10. ATC DATA LINK COMMUNICATION RECORDING The ICAO Annex 6 requires for ATC data link communication recoding the following :

6.3.1.5 All aeroplanes for which the individual certificate of airworthiness is first issued after 1 January 2005, which utilize data link communications and are required to carry a CVR, shall record on a flight recorder, all data link communications to and from the aeroplane. The minimum recording duration shall be equal to the duration of the CVR, and shall be correlated to the recorded cockpit audio. 6.3.1.5.1 From 1 January 2007, all aeroplanes which utilize data link communications and are required to carry a CVR shall record on a flight recorder, all data link communications to and from the aeroplane. The minimum recording duration shall be equal to the duration of the CVR, and shall be correlated to the recorded cockpit audio. 6.3.1.5.2 Sufficient information to derive the content of the data link communications message and, whenever practical, the time the message was displayed to or generated by the crew shall be recorded. Note.— Data link communications include, but are not limited to, automatic dependent surveillance (ADS), controller-pilot data link communications (CPDLC), data linkflight information services (D-FIS) and aeronautical operational control (AOC) messages.

A Notice for Proposed Amendment (NPA-OPS 48) is in progress to align the European JAR-OPS 1 with ICAO Annex 6 regarding ATC data link communication recording. However, the date of 1 January 2005 as required by ICAO cannot be matched regarding the requirements for new aeroplanes in JAR-OPS 1, as the date is already passed. As to comply with the constraints imposed by the JAA rulemaking process and by the industry, the European JAA proposed :

• To delay the introduction of the data link requirements for new aeroplanes to at least 1 January 2008.

• To delay the introduction of the data link requirements for aeroplanes first type certificated before 1 January 2008 and first issued with an individual certificate of airworthiness on or after 1 January 2010, to at least 1 January 2010.

The goal is to postpone the applicability dates for the forward fit and to evaluate later the retrofit impact considering the high costs implied by retrofits. Therefore, the NPA-OPS 48 is split into two parts : NPA-OPS 48A (release date : 01 June 06) for forward fit and Advance-NPA-OPS 48B for retrofit. The harmonisation of the NAP-OPS 48A with the FAA NPRM on FDR requirements is in progress.


- 58 -

Please refer to http://www.jaa.nl/publications/closed_npa_archive.html for more details. If any changes occur, this paragraph will be updated accordingly. If your airline is not submitted to European regulations, please refer to your local authority.

3.11. PERFORMANCE REQUIREMENTS 3.11.1. GENERAL The requirements for operation in a specified airspace may be defined in terms of each of the three "C", "N" and "S" aspects. As such, the three concepts of Required Navigation Performance (RNP), Required Communications Performance (RCP) and Required Surveillance Performance (RSP) are all parts of a general CNS/ATM performance concept and are complementary. They all address the functionality and performance of the system for their relevant aspect and may be defined in terms of availability, accuracy and integrity. Each of these three performance requirements is independent of the technologies used to ensure either of the three Navigation, Communications or Surveillance functions.

3.11.2. 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. It is determined by the relevant authorities for the considered area, taking account of various parameters such as targets level of safety, separation assurance criteria or functional hazard analysis. Human factors considerations are also taken into account to reflect the human performance to complete an exchange of communication by initiating a reply. The RCP is independent of the technology used and is applicable to both voice and data communications. It is now commonly agreed upon that the prime parameter in assessing the technical performance of the communications, is the delay experienced by the exchange of data between the end users (e.g. pilot / controller). According to the latest work of the RTCA/EUROCAE groups, the following terms have been defined to characterise the RCP statement:

• Delay : is a measure of the time required for an information element to transit between two identifiable points.

• Integrity : is expressed as the probability of an undetected system-induced failure of message transmission (i.e. undetected message error, wrong address, lost message transmission).

• Availability : is the ratio of actual operating time to specified operating time.

http://www.jaa.nl/publications/closed_npa_archive.html


- 59 -

When such a concept is endorsed by the relevant airworthiness authorities and is applicable to some CNS/ATM operations, it is intended that further details will be added in this chapter to help the airline in defining its operational context.

3.11.3. REQUIRED NAVIGATION PERFORMANCE (RNP) FANS routes or air spaces are associated with a given RNP (Required Navigation Performance) value. This RNP is a statement on the navigation performance accuracy necessary for operation in this air space. The ATC centres define the RNP criteria to be fulfilled prior to the utilisation of their FANS routes. RNP 10 is the current requirement for oceanic FANS air spaces, however specific areas (e.g. Tasman sea) require RNP4 for 30/30 lateral and longitudinal separations. Each aircraft operating in RNP airspace shall have a total system navigation position error equal to, or less than, the RNP value for 95 % of the flight time. The RNP concept together with the FANS A navigation capabilities of the AIRBUS aircraft are fully described in the "Getting to grips with modern navigation" brochure. Remark : Over North Atlantic, MNPS airspace has been defined before the RNP concept. It is assumed that MNPS is equivalent to RNP11.

Figure 3-10 RNP concept

3.11.4. REQUIRED SURVEILLANCE PERFORMANCE (RSP) The RSP concept, at the time of this edition, is not mature enough to be described here. It is intended that further editions give here the expected level of information to help the airline in defining its operational criteria.

X (RNP value)

X

2X

2X

Containment

Containment

Accuracy limit

Accuracy limit

Desired Flight Path


- 60 -

Please bear in mind…

FANS A and FANS B data link architectures • The airborne part :

- For A320/A330/A340 aircraft, the ATSU that manages all the communications and automatically chooses the best available medium (e.g. VHF, SATCOM and HF, in that order).

- For A380 aircraft, the ATC applications manage the ATC data link functions, and the ACR manages the routing function (e.g. selection of the best available medium).

• The air/ground data link : used to transmit AOC or ATC data to the ground through VDL modeA, VDL mode2, SATCOM and HFDL.

• The ground/ground data link : to ensure the connection to the ground parts through either satellites Ground Earth Stations (GES), VHF and HF Remote Ground Stations (RGS), 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.

FANS A applications

• ATS Facility Notification (AFN) Through this application, an ATC knows whether an aircraft is capable of using data link communications. This exchange of the data link context is needed prior to any CPDLC or ADS-C connection.

• Controller Pilot Data Link Communications (CPDLC) CPDLC is a powerful tool to sustain data link communications between a pilot and the controller of the relevant flight region. It is particularly adapted to such areas where voice communications are difficult (e.g. HF voice over oceans or remote part of the world), and is expected to become very convenient to alleviate congested VHF of some busy TMAs when utilised for routine dialogue (e.g. frequency transfer).

• Automatic Dependent Surveillance (ADS) ADS-Contract is an end-to-end application that uses data link as CPDLC. ADS-C application is hosted by ATSU. Through the ADS-C application, the ATSU automatically sends aircraft surveillance data to the connected ATC centres (up to 4). This is done automatically and remains transparent to the crew. Different types of ADS "contracts" exist: periodic, on demand and on event. ADS-Broadcast is a transponder Mode S application that broadcast data through the transponder aerial. This is also fully automatic and transparent to the crew. Any station equipped with a Mode S receiver is able to collect broadcasted data.


- 61 -


FANS B applications • Context Management (CM)

This application provides the Data Link Initiation Capability (DLIC) service, which is similar to the FANS A AFN application and remains mandatory prior to any CPDLC connection.

• Controller Pilot Data Link Communications (CPDLC) It is an application similar to the FANS A CPDLC application and is restricted to non-time critical situations. Three services are provided : the ATC Clearance (ACL) to communicate, the ATC Communication Management (ACM) service to manage the centre transfers, and the ATC Microphone Check (AMC) to check that the voice frequency is not blocked. Thanks to the LACK, the end user (pilot or controller) knows when the message is displayed on the recipient’s screen. In addition, the introduction of operational timers imposes to answer a message in a timely manner.

Discrepancies between FANS 1/A and ATN The operational constraints set by the oceanic/remote and high-density airspaces are different. As such, FANS 1/A and ATN environments are differently designed. The main discrepancies are :

• CPDLC is the primary means of communication in ACARS environments when the aircraft is equipped with data link systems. In ATN environment, voice will remain the primary means.

• FANS A and FANS B are derived from the same CNS/ATM concept. As such, some equivalences may be found between FANS A and FANS B applications.

• Technical acknowledgement : acknowledgements in FANS 1/A environments and ATN environments do not have the same meanings.

• Timestamp : messages in FANS 1/A environments and ATN environments are not dated in the same way.

• Timers : high density continental airspaces impose to receive and reply messages on time. Timers are set to prevent delays in receiving and replying messages.

Accommodation

The accommodation allows a seamless transition between ACARS and ATN environments with potential savings on equipment. At the time of writing the document, the accommodation principles were not clearly defined. However, the FANS A+ package anticipates the accommodation by taking into account the early assumptions (i.e. max uplink delay).


- 62 -


Which FANS on which aircraft for which environment? In order to fulfil various airline needs, AIRBUS proposes different FANS solutions on AIRBUS aircraft :

• A320 aircraft : FANS A+ for oceanic or remote areas, or FANS B for high-density continental areas,

• A330/A340 aircraft : FANS A (for aircraft purchased before April 04) or FANS A+ (for aircraft purchased after April 04) for oceanic and remote areas.

• A380 aircraft : FANS A+ for oceanic and remote areas.

A320

A330/A340

A380


FANS A+

Oceanic and remote

Oceanic and remote Oceanic and

remote

FANS B Continental

ATS 623 applications The AEEC623 specification defines the application text formats for character-oriented Air Traffic Services messages (called ATS 623 applications for departure or oceanic clearances and Digital ATIS), that can be transmitted over the ACARS data link.

ATC data Link Communication Recording The recording of ATC data link communications will be mandatory for any aircraft equipped with flight data recorder. The data for the mandate is 1 January 2007 for retrofit according to ICAO and 1 January 2005 for new aircraft (forward fit). However, JAA is working on an NPA to postpone the mandate date considering forward fit (NPA-OPS 48A) and will consider the retro fit later on (NPA-OPS 48B). JAA proposes a 3-year postponement.

Performance Requirements The three concepts of Required Navigation Performance (RNP), Required Communications Performance (RCP) and Required Surveillance Performance (RSP) are all parts of a general CNS/ATM performance concept and independent of the technologies used.

Getting to grips with FANS – Part I – Issue III 4 – AIRBUS FANS description

- 63 -

4. AIRBUS FANS DESCRIPTION

4.1 General: the need for flexibility 65

4.2 A320/A330/A340 FANS architecture 67

4.2.1 The ATSU for A320/A330/A340 aircraft 67

4.2.2 The new FMS (2nd generation FMS) 69

4.2.3 A320/A330/A340 crew interfaces 70

4.3 Human Machine Interface on A320/A330/A340 aircraft 70

4.3.1 Basic operational principles 72

4.3.2 Main HMI rules 73

4.3.2.1 DCDU 73

4.3.2.2 MCDU 73

4.3.2.3 Alert 73

4.3.2.4 Messages 73

4.3.2.5 Printer 74

4.3.2.6 FMS/DCDU interactions for FANS A package 74

4.3.2.7 FMS/ATSU interactions for FANS B package 74

4.3.2.8 ADS – Contract (FANS A package only) 75

4.3.2.9 Colour coding 75

4.3.2.10 Miscellaneous 75

4.4 A380 FANS architecture 78

4.4.1 The ATC data link applications 78

4.4.2 A380 crew interfaces 79

4.5 Human Machine Interface on A380 aircraft 80

4.5.1 Basic operational principles 82

4 – AIRBUS FANS description Getting to grips with FANS – Part I – Issue III

- 64 -

4.5.2 Main HMI rules 82

4.5.2.1 ATC mailbox 82

4.5.2.2 MFD 83

4.5.2.3 Alert 83

4.5.2.4 Messages 83

4.5.2.5 Printer 83

4.5.2.6 Interactions with FMS 84

4.5.2.7 ADS – Contract 84

4.5.2.8 Colour coding 84

4.5.2.9 Miscellaneous 85


- 65 -

4.1. GENERAL: THE NEED FOR FLEXIBILITY Air spaces greatly vary from one part of the world to another: some are already congested (e.g. Europe region at some peak hours) whereas others are still relatively empty (e.g. Pacific Ocean). The requirements to change the way we operate in such different areas are not the same. Implementing the latest technologies, which are now available to support these awaited changes, cannot be done without the involvement of numerous parties. States, ATS, communications service providers are affected in the same way as airlines, aircraft manufacturers or avionics equipment manufacturers. That is why the CNS-ATM concept can only be developed regionally or even on a route-by-route basis. FANS A routes have been regionally opened in the Pacific area, in the North Atlantic, in the Bay of Bengal and so on. The AIRBUS forecast for future CNS-ATM implementation envisions two main phases :

• On a short term basis (2007- 2011), ICAO SARPS8 compliant ATN development should allow FANS B to regionally, thus enabling a full-performance data link. The potential economic benefits however, lie mainly in the high traffic density areas for which FANS B is designed. The ADS-B is expected to come into service during this period.

• On a long term basis (starting around 2015), a generalisation of FANS B is expected, since the search for the best economic benefits and the tremendous increase of traffic should then lead to a world-wide generalisation of this concept.

The following figure summarises the AIRBUS view of CNS/ATM implementation : four main steps leading to the global implementation of ICAO standards.

8 The SARPs are international “Standards And Recommended Practices” published by ICAO. National aeronautical regulations of countries member of ICAO shall comply with the content of these SARPS.


- 66 -

Figure 4-1 AIRBUS view of CNS/ATM implementation

It is considered that FANS A, FANS B and non-FANS environments will co-exist for many years. The aircraft's ability to go seamlessly from one environment to another is a fundamental asset, which was one of the prime design objectives of the AIRBUS architecture. Longer term philosophy aiming at defining whether or not and to which extent, the crew will be responsible for their own separation is beyond the scope of the aircraft manufacturers alone. As a conclusion to this brief overview of the implications of CNS-ATM we can say that the transition to this new way of operating requires both flexibility and growth capability. For the airplane, flexibility is the essential requirement :

• Flexibility to grow as the CNS-ATM concept evolves, • Flexibility to adapt to inevitable unforeseen developments of the

environment, • Flexibility to operate in mixed ATC environments.

But flexibility requires computer power. This was tackled right from the beginning with the AIRBUS FANS avionics package (for either A320/A330/A340 aircraft or A380) : the power and flexibility of a dedicated communications unit (the ATSU for A320/A330/A340 aircraft, and ATC applications for A380) combined with the power of a new FMS.

2015

Pre-FANS Airline Data link C: AOC by ACARS N: Classical means S: Transponder ATM: Air Traffic Control procedures

Retain on-board ACARS functionality for AOC

1998

FANS A Oceanic/Remote airspaces - Low density C & S: ATC/AOC data link over ACARS N: GPS-based ATM: Air Traffic Control Procedures enhancement

2000

2007

Ground accommodation of FANS A legacy

FANS B High Density airspaces C: Over ATN S: Over ADS-B N: GNSS/RNP ATM: Air Traffic Control First implementation of FANS B

FANS B High density airspace C & S: Over ATN and ADS-B N: Extended Satellite. Nav.-based (GNSS)/RNP ATM: Air Traffic Management using ICAO standards

Extension of FANSB to other high density areas


- 67 -

4.2. A320/A330/A340 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 FANS architecture on A320/A330/A340 aircraft can be depicted as follows.

Figure 4-2

A320/A330/A340 FANS architecture

4.2.1. THE ATSU FOR A320/A330/A340 AIRCRAFT The avionics unit, called Air Traffic Services Unit (ATSU), has been developed to cope with data link communications. Its functions are:

• To manage the HMI, the display and warning systems. It warns the crew of any up-coming message, displays it, and also sends the appropriate data to the peripherals,

• To enable the access to all available communications media (current and future). The selection of the media is made automatically and without any pilot action,

• To sustain the communications tasks (e.g. selection of the appropriate ATC centre for data link all along the flight).


- 68 -

Part of this, is the management of all the messages (up/down link) whatever their types (ATC clearance, ADS, pilot requests, AOC, flight information). Today's ACARS functions are included in the ATSU. There is no longer a need for an ACARS management unit. 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 figures depict the ATSU modularity concept.

Figure 4-3

ATSU architecture for FANS A package


- 69 -

Figure 4-4

ATSU architecture for FANS B package

4.2.2. 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 FMS9 is a key element of the AIRBUS FANS system for which it ensures three main functions:

• It provides data to the ATSU. • It monitors the ATC messages and their subsequent implications. • It handles and processes some of the ATC messages.

The FMS can first be seen as a data provider for both ADS and CPDLC messages. As such, it periodically sends all the ADS parameters, whether for the basic group (position, altitude, cross track...), the predicted route frame or the intent group. The predicted position, altitude, speed or sequencing time for up to the next 2 waypoints of the flight plan are thus sent by the FMS to the ADS application of the ATSU. Position reports messages whether for manual CPDLC messages or for automatic ADS are processed by the FMS.

9 In the frame of the first release of the FANS B package, the interface between ATSU anf FMS is limited. The FMS only provides the ATSU with the flight number, the departure and destination airports, and the aircraft position.


- 70 -

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.

4.2.3. A320/A330/A340 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. Once ready, the request is transferred to the DCDU for sending. Any ATC message can also be printed on the printer, at any time.

4.3. HUMAN MACHINE INTERFACE ON A320/A330/A340 AIRCRAFT The following figure gives a general view of an A340 cockpit with the main elements of the interface. These elements are identical for A320 family aircraft and A330 aircraft, regardless of the FANS package (FANS A or FANS B). 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.


- 71 -

Figure 4-5 A320/A330/A340 FANS Human Machine Interfaces

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.


- 72 -

The DCDU provides for full time accessibility and readability for both crew, which requires only limited head-down time.

Figure 4-6 Data link Control and Display Unit (DCDU)

* The message time refers to :

• In FANS A package, the time when the message had been received on board. • In FANS B package, the time when the message had been sent from the ground.

4.3.1. BASIC OPERATIONAL PRINCIPLES The flight crew is alerted to an incoming message by two flashing blue ATC MSG pushbuttons on the glare shield (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 (with the first signal delayed by 5 seconds, so as not to multiply audio warnings), and the message is displayed on the DCDU regardless of the state of the screen.

Note: The audio sound is similar to an 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 operational scenarios in appendices of Part II or III).

ATC CentreIdentification and

message time*

MessageSlew key

Functionkeys

Function keys

Information Field

Page Slew key

Print key

Current message

Message Status

Brightness key


- 73 -

4.3.2. MAIN HMI RULES The following lists the main principles retained for the HMI.

4.3.2.1. 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 clear of messages. The application

of this recommendation would allow an immediate display for any new received message and it would avoid any mix-up when messages are stacked. Consequently, DCDU should be cleaned up whenever a message has been completely treated and does no longer require to be displayed.

• Both DCDUs are identical and synchronised. Any operation on either DCDU

is valid for both of them, and both DCDUs show the same display.

4.3.2.2. MCDU

• The MCDUs are also part of the ATS data link system. They are used to prepare downlink messages such as requests or free texts. 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 (this key is optional while retrofitting FANS B on A320 aircraft equipped with Legacy FMS).

4.3.2.3. ALERT

• The alert function is triggered each time a new uplink message arrives or whenever a deferred report or clearance expires.

• Both ATC MSG pushbuttons on the glare shield 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 (5 sec or 15 sec delay

according to the urgency of the message).

4.3.2.4. 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 on FANS A, or ATC MSG DISPL on FANS A+, improved as XFR TO DCDU on FANS B).


- 74 -

• 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 the CLOSE key once the displayed message has been entirely treated.

4.3.2.5. 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.

• The printer is not a certified system as ATSU is. Consequently, the crew should check that printed messages are consistent with messages displayed on the screens.

4.3.2.6. FMS/DCDU INTERACTIONS FOR FANS A PACKAGE

• 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, etc) the pilots can access the MCDU secondary F-PLN pages to assess the reasons for the rejected parameters, and take appropriate actions.

• ATC messages requiring navigation parameters (e.g. CONFIRM SPEED) are

processed by the FMS. An answering message is automatically proposed on the DCDU with the FMS value. The crew can nevertheless modify this message before being sent (press MODIFY soft key on DCDU to open the edition mode on MCDU).

• A monitoring process is launched by the FMS whenever REPORT messages

are received (e.g. REPORT PASSING ALCOA). The message is automatically recalled and the answer is proposed on the DCDU, once it is time to report.

• A monitoring process is launched by the FMS whenever deferred or

conditional clearances (e.g. AT ALCOA CLB TO FL350) are received. 30 seconds before it expires, the message is triggered again to remind the crew of this clearance.

4.3.2.7. FMS/ATSU INTERACTIONS FOR FANS B PACKAGE

• The present framework of the LINK 2000+ programme does not require sophisticated interface with FMS. In future releases, the FMS/ATSU


- 75 -

interface will be enriched. Therefore, for the first release of the FANS B package, there is no interaction between the FMS and DCDUs.

• However, the FMS provides the ATSU with the following parameters for

ATSU initialisation purposes : - The flight number, - The departure and destination airports, - The aircraft position.

4.3.2.8. ADS – CONTRACT (FANS A PACKAGE ONLY)

• ADS reports are automatically sent to the ground without any possibility for the crew to either see or modify them.

• A CPDLC emergency message (e.g. MAY DAY) automatically activates the

ADS emergency mode.

4.3.2.9. COLOUR CODING

The following colour coding philosophy is used for the DCDU:

• The title is always displayed in GREEN.

• 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 no immediate action is

displayed in AMBER.

• NORMAL VIDEO is used for uplink.

• REVERSE VIDEO is used for downlink.

4.3.2.10. MISCELLANEOUS

• A star. “ * ” in front of a LSK means the key is available. Pressing a LSK without a star displayed next to it will have no effect.

• New messages coming from the controller are displayed immediately if they

are of the following type ‘Distress’ or ‘Emergency’ or if the message file is empty. Else they are queued and can be accessed through the ‘MSG+’ and ‘MSG-’ keys on DCDUs).

The flight crew can process (i.e. answer or send) the queued messages in any order.


- 76 -

The access to messages is based on the principle described in the following figure.

Figure 4-7

Management of messages and pages Any next or previous page of the currently displayed message can be accessed through the DCDU keys ‘PGE+’ and ‘PGE-’ respectively. Any next or previous message of the message stack can be accessed through the DCDU keys ‘MSG+’ and ‘MSG-’ respectively. Note: Several scenarios are provided in appendices of Part II and III to develop the handling of both DCDU and MCDU.

MSG 1/4 MSG 2/4

MSG 3/4 MSG 4/4

PGE 2/3

PGE 3/3

PGE 1/3

MSG-

MSG+

PGE-

PGE+


- 77 -

Please bear in mind… The transition to CNS/ATM requires both flexibility and growth capability. For the airplane, flexibility is the essential requirement, but requires computer power. This was tackled right from the beginning with the AIRBUS FANS avionics package: the power and flexibility of a dedicated communications unit (the ATSU, respectively ATC applications) combined with the power of a new FMS.

A320/A330/A340 AIRBUS FANS avionics • This new avionics unit (ATSU) has been developed to cope with data link

communications. Its functions are: - To manage the HMI, the display and warning systems. - To enable the access to all available communications media. - To sustain the communications tasks.

• The FMS is a key element of the AIMAIRBUS-FANS system for which : - It provides data to the ATSU. - It monitors the ATC messages and their subsequent implications. - It handles and processes some of the ATC messages.

A320/A330/A340 Crew Interface

Regardless of the FANS package (FANS A or FANS B), the interfaces are the same on A320 and A330/A340 aircraft.

• The main crew interface used for the FANS applications is based on the two DCDUs. All ATC messages, clearances (uplink message), requests or answers (downlink messages) are displayed on the DCDU.

• In addition to the DCDU, the MCDU is mainly used to prepare a request.


- 78 -

4.4. A380 FANS ARCHITECTURE Design drivers used for A320/A330/A340 FANS architecture reapply to the A380 FANS architecture. The following figure shows a simplified view of the A380 architecture. For a clear and rapid overview, not all the links are represented. In the same way, not all the components are represented.

Figure 4-8

A380 FANS architecture * The clock feeds ATC applications via IOM. Besides, as a back-up, ADIRS modules directly feed ATC applications if the clock fails to provide time information. ADIRS modules are also used as back-up if FMS fails to provide flight parameters.

4.4.1. THE ATC DATA LINK APPLICATIONS In A320/A330/A340 architecture, systems are hosted by Line Replaceable Unit (LRU). The ATSU is one of these LRUs. The new A380 technology replaces the LRUs by Integrated Modular Avionics (IMA). For more details, please refer to section 17 – A380 Avionics Networks and IMA from the Flight Deck and System Briefing for Pilots (ref STL 945.1380/05 Issue 1). Then each system is identified as an application hosted in an IMA.


- 79 -

Onboard the A380, instead of an ATSU, the ATC data link communications are ensured by the ATC data link applications10. Considering ATC data link communications, the ATC data link applications provides the same functions as the ATSU does : · To manage the HMI, the display and warnings. It warns the crew of any up-coming message, displays it, and also sends the appropriate data to the peripherals · To sustain the communications tasks (e.g. selection of the appropriate ATC centre for data link all along the flight). However, the Avionics Communication Router (ACR) on A380 aircraft supports the routing function, which was integrated in the ATSU on A320/A330/A340 aircraft. The main function of ACR is to enable the access to all available communications media (current and future). The selection of the media is made automatically and without any pilot action. The routing function has been granted to a dedicated system, as many other applications require a connection to the ACARS network (e.g. AOC FMS, AOC OIS, Refuel, E-logbook, etc).

Whenever mentioned in the three parts of this document and except when specified, the term “ATC applications” refers to the on-board system in charge of ATC data links as described in this section.

4.4.2. A380 CREW INTERFACES The main crew interface used for the FANS applications in an A380 cockpit is based on one centralized mailbox, dedicated to the ATC data link messages. All ATC messages whether clearances (uplink message), requests or answers (downlink messages) are displayed in the mailbox. The ATC mailbox is located in the main deck, just below the permanent data. The retained principles for an operational use of the mailbox are described in the following chapter. In addition to the ATC mailbox, the MFD ATC pages isare mainly used to prepare a request. Once ready, the request is transferred to the mailbox for sending. Pages related to FANS functions on MFD can be directly displayed thanks to the ATC COM shortcut located on KCCU. Any ATC message can also be printed on the printer, at any time.

10 The AOC communications managed by ATSU on A320/A330/A340 aircraft are shifted to the Avionics domain of the NSS/OIS.


- 80 -

4.5. HUMAN MACHINE INTERFACE ON A380 AIRCRAFT

Figure 4-9 A380 FANS Human Machine Interfaces

The figure above gives an overview of the A380 cockpit with the main elements of the FANS interfaces. As for A320/A330/A340 interfaces, a Human Factor process had been applied all along the design. The centralized mailbox ensures that both pilots read the same thing, and as DCDU the mailbox is permanently visible and then the same


- 81 -

procedures as on A320/A330/A340 aircraft are applicable. Principles of message display in terms of colour coding and reverse video are the same as for a DCDU. The following table compares the interfaces available on A320/A330/A340 aircraft and A380 aircraft, regardless of the FANS package.

Interfaces A320/A330/A340 aircraft A380 aircraft

Aural alert when receiving a message.

Visual alert when receiving a message.

To receive or to send a message.

To edit a message.

To get to ATC COM pages (via soft keys or hard keys).

or

or


- 82 -

4.5.1. BASIC OPERATIONAL PRINCIPLES The basic operational principles are exactly the same as on A320/A330/A340 aircraft. Please refer to 4.3.1 – Basic operational principles.

4.5.2. MAIN HMI RULES The main HMI rules are exactly the same as on A320/A330/A340 aircraft. However, the layout was adapted to the innovative A380 cockpit.

4.5.2.1. ATC MAILBOX

• The centralized ATC mailbox is the compulsory data link communications focal point for either type of messages (up or down link except ATS 623 D-ATIS reports, which are directly received in the MFD ATIS page).

• It is recommended to keep both DCDUs clear of messages. The application

of this recommendation would allow an immediate display for any new received message and it would avoid any mix-up when messages are stacked. Consequently, DCDU should be cleaned up whenever a message has been completely treated and does no longer require to be displayed.

Figure 4-10 ATC mailbox

* The message time refers to : • If the ATC centre provides the time stamp, the time when the message had been sent from

the ground. • If not, a blank field. In this case, an explicit indication is inserted at the end of the message

(e.g. RECEIVED AT 1105Z). Refer to Chapter A6 of Part II for more details.

ATC CentreIdentification and

message time*

Message Slewbuttons Function

keys

Information Fields Page Slew buttons

Message Status


- 83 -

4.5.2.2. MFD

• ATC COM pages on MFDs on either side on the ATC mailbox are used to prepare downlink messages such as requests or free texts. 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.

4.5.2.3. ALERT

• The alert function is triggered each time a new uplink message arrives or whenever a deferred report or clearance expires.

• Both ATC MSG pushbuttons on the glare shield 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 (5 sec or 15 sec delay

according to the urgency of the message).

4.5.2.4. MESSAGES

• As soon as the alert is triggered, the associated ATC message may be accessed and viewed on the ATC mailbox. It is automatically displayed (whether the screen of the ATC mailbox is free or not) if it is a "urgent" or "distress" message.

• Request messages can be brought to the ATC mailbox as soon as the crew

has activated the corresponding command "XFR TO MAILBOX”.

• Pending messages can be brought (one at a time) to the ATC mailbox by the crew who can review them in the order they want.

• The crew can (and is recommended to do so) clean up the ATC mailbox

through a specific function ("CLOSE") once the displayed message has been entirely treated.

4.5.2.5. PRINTER

• A print function is available on the ATC mailbox 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.

• The printer is not a certified system as ATC applications are. Consequently, the crew should check that printed messages are consistent with messages displayed on the screens.


- 84 -

4.5.2.6. INTERACTIONS WITH FMS

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

• ATC messages requiring navigation parameters (e.g. CONFIRM SPEED) are

processed by the FMS. An answering message is automatically proposed on the ATC mailbox with the FMS value. The crew can nevertheless modify this message before being sent (press MODIFY soft key on ATC mailbox to open the edition mode on MFD).

• A monitoring process is launched by the FMS whenever REPORT messages

are received (e.g. REPORT PASSING ALCOA). The message is automatically recalled and the answer is proposed on the ATC mailbox, once it is time to report.

• A monitoring process is launched by the FMS whenever deferred or

conditional clearances (e.g. AT ALCOA CLB TO FL350) are received. 30 seconds before it expires, the message is triggered again to remind the crew of this clearance.

4.5.2.7. ADS – CONTRACT

• ADS reports are automatically sent to the ground without any possibility for the crew to either see or modify them.

• A CPDLC emergency message (e.g. MAY DAY) automatically activates the

ADS emergency mode.

4.5.2.8. COLOUR CODING

The following colour coding philosophy is used for the ATC mailbox. It is identical to the one used for the DCDU :

• The title is always displayed in GREEN.

• 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 no immediate action is

displayed in AMBER.


- 85 -

• NORMAL VIDEO is used for uplink.

• REVERSE VIDEO is used for downlink.

4.5.2.9. MISCELLANEOUS

• New messages coming from the controller are displayed immediately if they

are of the following type ‘Distress’ or ‘Emergency’ or if the message file is empty. Else they are queued and can be accessed through the message slew buttons on the ATC mailbox).

The flight crew can process (i.e. answer or send) the queued messages in any order. The access to messages is based on the principle described in the following figure.

Figure 4-11 Management of messages and pages

The slew buttons either for messages or pages are displayed only when necessary.

MSG 1/4 MSG 2/4

MSG 3/4 MSG 4/4

PGE 2/3

PGE 3/3

PGE 1/3

MSG PGE


- 86 -

Any next or previous page for a currently displayed message can be accessed through the page slew buttons (double arrows on the right side of the ATC mailbox). Any next or previous message of the file can be accessed though the message slew buttons (single arrows on the left side of the ATC mailbox). Note: Some scenarios are provided in appendices of Part II to develop the handling of both ATC mailbox and MFD ATC COM pages.


- 87 -

Please bear in mind… The A380 introduces new technologies. As such, its architecture is different from the ones on A320 and A330/A340 aircraft. However, the basic operational principles remain exactly the same.

A380 FANS avionics Functions that were managed entirely by ATSU on A320/A330/A340 aircraft are distributed between ATC applications and ACR on A380 aircraft.

• ATC applications ensure the management of the HMI, the display and warnings. It also manages interfaces with peripherals.

• The Avionics Communication Router (ACR) supports the routing function (e.g. communication protocols with ground network).

A380 crew interfaces

A380 cockpit benefits from a new design where the CDS is the key element. However, A380 FANS interfaces had been designed in order to keep the same operational principles as on A320/A330/A340 aircraft.

• Uplink messages (i.e. clearances or instructions) and downlink messages (i.e. requests or responses) are received on or sent from the ATC mailbox located on the central screen C2 of CDS.

• Downlink messages are prepared from MFD ATC COM pages located on either side of the ATC mailbox (i.e. L3 and R3 CDS screens).

Getting to grips with FANS – Part I – Issue III

- 88 -


Getting to grips with FANS – Part II – Issue III Table of contents

- A 1 -

PART II – TABLE OF CONTENTS

Abbreviations....................................................................................................................... 5

Part II – Executive Summary ........................................................................................ 9

A5. FANS A operational procedures ............................................................... 17

A5.1. Introduction ........................................................................................19

A5.2. Pre-flight phase...................................................................................19 A5.2.1. ICAO flight plan filling .........................................................................19 A5.2.2. Pre-flight checks .................................................................................20

A5.3. ATS Facilities Notification (AFN) .........................................................21 A5.3.1. Why such a function? ..........................................................................21 A5.3.2. Manual AFN .........................................................................................21

A5.4. CPDLC procedures ...............................................................................25 A5.4.1. CPDLC connection................................................................................25 A5.4.2. CPDLC connection transfer ..................................................................27 A5.4.2.1. Notification of transfer to the next ATC .....................................................27 A5.4.2.2. Transfer to the next ATC ........................................................................28 A5.4.3. Abnormal cases at the time of transfer of connection .........................33 A5.4.3.1. Non-delivery of the NDA.........................................................................33 A5.4.3.2. Non-delivery of the END SERVICE............................................................33 A5.4.3.3. Automatic connection transfer not successful.............................................34 A5.4.4. End of service......................................................................................34 A5.4.5. Failures of the CPDLC connection ........................................................35 A5.4.5.1. Failure detected by the controller.............................................................35 A5.4.5.2. Failure detected by the aircraft or the flight crew .......................................35 A5.4.6. CPDLC shutdown .................................................................................35 A5.4.6.1. Planned shutdown .................................................................................35 A5.4.6.2. Unexpected ground shutdown .................................................................36 A5.4.6.3. Unexpected avionics shutdown ................................................................36 A5.4.6.4. CPDLC resumption.................................................................................37 A5.4.7. Recommendations for exchange of CPDLC messages ..........................37 A5.4.7.1. To be known.........................................................................................37 A5.4.7.2. Use and context of messages ..................................................................37 A5.4.7.3. Expected delays in responding to CPDLC messages ....................................39 A5.4.7.4. Position reporting with CPDLC .................................................................39 A5.4.7.5. Multi-element messages .........................................................................44 A5.4.7.6. Duplicate messages ...............................................................................44 A5.4.7.7. Use of free text .....................................................................................45 A5.4.7.8. CPDLC dialogue closure ..........................................................................45 A5.4.7.9. DCDU (respectively ATC mailbox) management .........................................46

A5.5. ADS procedures...................................................................................48 A5.5.1. ATS notification and ADS connection...................................................48 A5.5.2. ADS connection management..............................................................54

Table of contents Getting to grips with FANS – Part II – Issue III

- A 2 -

A5.5.2.1. ADS connection priorities ....................................................................... 54 A5.5.2.2. Allocation of ADS connections................................................................. 54 A5.5.3. Position reporting with ADS................................................................ 55 A5.5.3.1. Position report at FIR entry .................................................................... 55 A5.5.3.2. Updating waypoint estimates.................................................................. 55 A5.5.3.3. Non-compulsory waypoints .................................................................... 55 A5.5.4. ADS connection closure ...................................................................... 55 A5.5.5. Route offset........................................................................................ 56 A5.5.6. ADS shutdown .................................................................................... 56 A5.5.6.1. ADS-C failure ....................................................................................... 56 A5.5.6.2. Loss of ADS-C ...................................................................................... 57

A5.6. Emergency procedures ....................................................................... 57 A5.6.1. CPDLC emergency procedures ............................................................ 57 A5.6.2. Activation of ADS emergency mode .................................................... 57 A5.6.3. Deactivation of ADS emergency mode ................................................ 58

A5.7. ATS 623 applications .......................................................................... 59

A6. FANS A evolutions .........................................................................................65

A6.1. FANS A+ on A320 aircraft................................................................... 66

A6.2. FANS A enhanced ADS ........................................................................ 66

A6.3. A330/A340 FANS A+ (FANS A system evolution) ............................... 66 A6.3.1. A330/A340 FANS A+ basics................................................................ 68 A6.3.1.1. Enhancements of the Human Machine Interface (HMI) ............................... 68 A6.3.1.2. Improvements related to the CPDLC service ............................................. 69 A6.3.1.3. Data link Service Provider (DSP) world map ............................................. 71 A6.3.1.4. ATSU router customisation via loadable database ...................................... 71 A6.3.1.5. BITE (Built-In Test Equipment) Improvement ........................................... 71 A6.3.2. A320/A330/A340 FANS A+ options.................................................... 72 A6.3.2.1. HF Data Link (HFDL) ............................................................................. 72 A6.3.2.2. High-speed VHF data link – VDL mode 2 .................................................. 72 A6.3.2.3. Wired high speed data loading capability (AEEC 615A) ............................... 73 A6.3.2.4. Clearances and Digital ATIS applications – ATS 623................................... 73 A6.3.3. FANS A+ retrofit ................................................................................. 74

A6.4. FANS A+ on A380 aircraft (enhancement regarding FANS A+ on A330/A340 aircraft)........................................................................................... 76 A6.4.1. A380 FANS A+ basics.......................................................................... 76 A6.4.1.1. Central and unique ATC mailbox ............................................................. 76 A6.4.1.2. Discarding old uplink messages .............................................................. 76 A6.4.1.3. Time reference in uplink messages.......................................................... 77 A6.4.1.4. Clearances and Digital ATIS applications – ATS 623................................... 78 A6.4.1.5. ATC data link communication recording.................................................... 79 A6.4.1.6. BITE (Built-In Test Equipment) on OMT ................................................... 79 A6.4.1.7. SCAN MASK with routing policies ............................................................ 79 A6.4.2. A380 FANS A+ options........................................................................ 80 A6.4.2.1. Dual ACR configuration.......................................................................... 80

A7. FANS A world status .....................................................................................83

Getting to grips with FANS – Part II – Issue III Table of contents

- A 3 -

A7.1. Status of FANS A implementation........................................................84

A7.2. North Atlantic (NAT) ...........................................................................85 A7.2.1. Operational concept ............................................................................85 A7.2.1.1. New York CPDLC implementation .............................................................85 A7.2.2. Area of application ..............................................................................86 A7.2.3. NAT operational procedures ................................................................86 A7.2.4. Contacts ..............................................................................................86

A7.3. North Canada – Edmonton...................................................................87 A7.3.1. Operational concept ............................................................................87 A7.3.2. Area of application ..............................................................................87 A7.3.3. Operational procedures .......................................................................87 A7.3.4. Contacts ..............................................................................................88

A7.4. FOM airspaces .....................................................................................88 A7.4.1. Area of application ..............................................................................88 A7.4.2. Operational concept ............................................................................88 A7.4.3. Operational procedures .......................................................................90 A7.4.4. Contacts ..............................................................................................90

A7.5. China ...................................................................................................91 A7.5.1. Area of application ..............................................................................91 A7.5.2. Operational concept ............................................................................91 A7.5.3. Operational procedures .......................................................................91 A7.5.4. Contacts ..............................................................................................92

A7.6. Worldwide list of FIR providing data link services...............................92

A8. Starting FANS A operations ....................................................................... 95

A8.1. General................................................................................................97

A8.2. Data link : contracts and declarations .................................................97 A8.2.1. Contracts with Data link Service Providers (DSP) ...............................97 A8.2.2. Aircraft declaration to data link service providers and ATC centres.....98 A8.2.3. Recommendations...............................................................................98

A8.3. Impacts on A320/A330/A340 aircraft configuration...........................98 A8.3.1. ATSU SCAN MASK ................................................................................98 A8.3.2. SATCOM user ORT................................................................................99 A8.3.3. AMI database of the FMS.....................................................................99

A8.4. Impacts on A380 aircraft configuration...............................................99 A8.4.1. Customised ACR database .................................................................100 A8.4.2. A380 SATCOM user ORT ....................................................................100 A8.4.3. OPC database of the A380 FMS..........................................................101 A8.4.4. AMI database of the A380 FMS..........................................................101

A8.5. Get the operational approval .............................................................101 A8.5.1. General requirements........................................................................101 A8.5.2. A320/A330/A340 aircraft configuration ...........................................102 A8.5.3. A380 aircraft configuration ...............................................................102 A8.5.4. Flight crew training/qualification......................................................102

Table of contents Getting to grips with FANS – Part II – Issue III

- A 4 -

A8.5.4.1. General recommendations ....................................................................102 A8.5.4.2. Proposed qualification means ................................................................103 A8.5.4.3. Academic training ................................................................................103 A8.5.4.4. Operational training .............................................................................105 A8.5.5. Maintenance personnel training........................................................ 111 A8.5.6. Approved documentation.................................................................. 111 A8.5.6.1. FANS A Airworthiness Approval Summary ...............................................111 A8.5.6.2. Minimum Equipment List for A320/A330/A340 aircraft ..............................112 A8.5.6.3. Minimum Equipment List for A380 aircraft ...............................................113 A8.5.6.4. Aeroplane Flight Manual .......................................................................113

Getting to grips with FANS – Part II – Issue III Abbreviations

- A 5 -

ABBREVIATIONS


Abbreviations Getting to grips with FANS – Part II – Issue III

- A 6 -


Getting to grips with FANS – Part II – Issue III Abbreviations

- A 7 -


Abbreviations Getting to grips with FANS – Part II – Issue III

- A 8 -



Getting to grips with FANS – Part II – Issue III Executive Summary

- A 9 -

PART II – EXECUTIVE SUMMARY

A5. FANS A OPERATIONAL PROCEDURES Pre-flight phase

ICAO flight plan filling The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight plan. o The data link capability is notified by a letter J to be entered in the field 10. o The letter D is also entered in the surveillance part of that field, if ADS1 is

available. o The other capabilities are given in the field 18 (Other Information) under the

DAT/ information. The following code is used: - S (Satellite data link), H (HFDL), V (VHF data link), M (SSR Mode S data

link)

Pre-flight checks Prior to departing for a FANS flight, the crew will check that the required equipment is operative. The following items are recommended to be included in those checks :

- GPS availability, - UTC time settings, - RNP capability, - Data link communications availability, - The initialization of data link systems :

• On the MCDU COMM INIT page for A320 & A330/A340 FANS A package,

• On the RMP MENU>DATALINK INIT page for A380 FANS A package. - Airline 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,

- Give the flight identification and the aircraft registration number. When no other CPDLC or ADS connections have been established with a previous ATC centre, the flight crew must perform an AFN (e.g. prior to departure, between 15 to 45 minutes prior to entering a data link airspace).

1 Whenever mentioned in this part, ADS refers to ADS-Contract. Please refer to Part I for more details.

Executive Summary Getting to grips with FANS – Part II – Issue III

- A 10 -

The AFN can be initiated: - Manually by the pilot, or - Automatically by the ATSU (respectively ATC applications) using the

address forwarding process. This is done for transfer of CPDLC and/or ADS connections between two data link equipped ATC centres.

The AFN must be successfully completed prior to any connection (CPDLC or ADS) is being established. CPDLC procedures

CPDLC connection o Once the AFN has been successfully done, the ATC centre can initiate a CPDLC

connection (no flight crew action required). o Checks are automatically done by the ATSU (respectively ATC applications) to

validate or reject the connection: - Connection is accepted if no previous connection already exists or, it is

relative to the next data link ATC to control the aircraft. - Connection is rejected in all other cases.

o Once connection is established, the active connected ATC centre is then displayed on the DCDU (respectively ATC mailbox), and on the CONNECTION STATUS page of the MCDU (respectively MFD ATC COM pages).

Failures of the CPDLC connection

o As soon as a failure of the CPDLC connection is noticed by either the crew or the ground controller, voice will be used to inform the other part of the failure and to co-ordinate further actions.

o Once a connection has been lost, a complete LOGON procedure (AFN + Connection) must be done.

Transfer to the next ATC

o To inform the aircraft avionics (i.e. ATSU or ATC applications) that a transfer of control will occur, the current active ATC sends a so-called NDA message (Next Data Authority) to the aircraft. This is the only way for the ATSU (respectively ATC applications) to be aware of and to accept the connection with the next ATC centre.

o Once a NDA message has been received, the aircraft is waiting for the connection with the next ATC centre.

o 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.

DCDU (respectively ATC mailbox) management o It is strongly recommended to close with the CLOSE soft key any messages on

DCDUs (respectively ATC mailbox) once they are sent. o The goal is to improve message arrival awareness by keeping DCDUs

(respectively ATC mailbox) clear of messages.


- A 11 -

To be noticed : In ACARS environments (contrary to ATN), both pilot and controllers cannot know whether a message has been delivered to their right counterpart. ADS procedures

ADS connections o An ATC centre can establish ADS contracts once the AFN has been performed

(AFN required for an initial connection). o FANS A equipped aircraft can have up to five ADS connections. o The aircraft has the capability to report to all connected ATC centres

simultaneously using ADS. o 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.

o ADS is transparent to the crew. In particular, contracts can not be modified from the aircraft. 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 (respectively MFD CONNECTION STATUS page).

o The ADS should not be set to off unless instructed to do so by ATC. If the ADS is set to off, the ATC centre can no longer be provided with ADS reports.

o ADS contracts and connections should normally be terminated by the ground system when the:

- Aircraft has crossed a FIR boundary, or - Aircraft's flight plan has been cancelled or has finished, or - Connected ATCs have no further surveillance requirements for the flight.

o A Waypoint will not be sequenced if the position is offset by more than 7NM on Honeywell FMS2 and 5NM on Thalès FMS2 aside from this point. When an offset is flown, it is recommended that the crew keeps updated his FMS flight plan, and that he uses the FMS Offset function.

ADS shutdown

When a shutdown within the ground system occurs, the ATC controller will advise the crew of the requirements for the position reports (by voice or CPDLC).

ADS emergency o The emergency mode can be activated either by the pilot or the controller, and

is normally cancelled by the pilot. When selected on the MCDU ATC page (respectively MFD), the ATSU (respectively ATC applications) immediately sends a report to all ATC centres that currently have contracts established with the aircraft.

o The controller in charge of the flight shall acknowledge any ADS emergency message.


- A 12 -

ADS HMI enhancement The FANS A+ package provides more precise indications : o The number of ADS connections is displayed on DCDU (respectively ATC

mailbox), o The ADS connection status is :

- ARMED when the ADS application is available but no ATCs have established any connections,

- CONNECTED when the ADS application is available and at least one ATC has established a connection.

ATS 623 applications o Pending for a greater maturity of standardised services, AIRBUS has decided to

implement only three ATS 623 applications : - Departure Clearance (DCL) - Oceanic Clearance (OCL) - Digital – Automatic Terminal Information Service (D-ATIS)

o These ATS 623 applications do not require a preliminary AFN procedure contrary to CPDLC and ADS applications.

o In case similar applications have been customised through AOC (ACARS) contracts, these will no longer be available should the ATS623 package be chosen (e.g. AOC DCL or OCL will no longer be sent from a customised AOC page).

o However, customised AOC functions such as Pre-Departure Clearance (PDC), which is not compliant with the AEEC 623 specifications, will remain possible through the ACARS.

A6. FANS A evolutions A320/A330/A340 aircraft

Enhance ADS Current FANS A ADS system can be enhanced through the updates of the ATSU software (CLR3.6b) and FMS Pegasus 2 software (as detailed in Appendix K).

FANS A+ standard To improve the current FANS A package and extend the use of data link services, a new standard, called FANS A+, has been developed. o Improvements address points coming from :

- Operational / in service feedback from operators, - Interoperability and standardization objectives, - Improvement of Human Machine Interface (HMI), - Functional evolutions.

o New data link services have also been added with the introduction of : - VDL mode 2, so as to increase the capacity for ATC communications, - HFDL capability for ATC (once this service is approved), - ATS623 applications (Departure and Oceanic clearances, Digital-ATIS), - High-speed data loading capability (AEEC 615a).


- A 13 -

FANS A+ retrofits

To upgrade aircraft systems from FANS A to FANS A+ standards, only a software update is necessary (except for high speed data loading option). A380 aircraft o The basic definition of the A380 encompasses the A320/A330/A340 FANS A+

package and the ATS 623 applications. The A380 FANS A+ package resumes all the functions provided within the A320/A330/A340 FANS A+ package. Some novelties are also introduced considering the regulation evolutions and the new A380 technology.

ATC data link recording

o As per new ICAO requirements about data recording, A380 aircraft are basically fitted with flight data recorders (CVR) able to record data link communications.

Novelties introduced by A380 FANS A+

o The A380 technology introduces three main novelties : - New interfaces : a central and unique ATC mailbox to receive and

send ATC messages, ATC COM pages on MFD to prepare and store messages. The central and unique ATC mailbox improves the cross check.

- The BITE interactive functions are relocated in the OMT. - The ACR, to which the routing function for several applications is

granted, offers much more flexibility for the customisation of routing policies.

- As an option, a second ACR can be installed for an advanced reliability.

Timestamp o On the operational side, in order to improve dialogues between flight crews

and air traffic controllers, the timestamp is adopted as the time reference for uplink messages. If ground ATC applications do not provide the timestamp (applicable to few ATCs), the time indication refers to the reception time and is displayed differently from the timestamp.

A7. STATUS OF FANS A IMPLEMENTATION o For the time being only remote areas such as oceanic or desert areas widely

implement FANS compliant with FANS 1/A standards. In these areas ATC radar cannot be used to control Air Traffic and HF radio is used for voice communication with ATC.

FANS A ACARS Router

FANS A with enhanced ADS ACARS Router

FANS A+ with ATS623 applications ACARS Router

Jan-2004

Enhanced ADS automatically provided with FANS A+ standards

1Q-2003


- A 14 -

o All FIRs, which are FANS equipped, do not provide the same services. These FIRs may provide the following FANS functions

- Both ADS and CPDLC. - ADS only - CPDLC only

o FANS B is only deployed in European airspaces (CPDLC only) since FAA CPDLC

programme (deployment from Miami) had been frozen. A8. STARTING FANS A OPERATIONS To ensure proper operations of FANS A aircraft on FANS routes, the operator needs to ensure the following before starting operations :

1. Sign contract(s) with Data link Service Provider(s) (DSP). 2. Declare aircraft to these Data link Services Providers. 3. Declare aircraft and its FANS capability to ATC centres of the operated

routes. 4. Configure adequately the aircraft avionics. 5. Obtain the operational approval.

Contracts with Data link Service Providers o To operate in FANS environment, it is necessary to have a contract with at

least one of the major service providers (ARINC or SITA) for VHF, SATCOM or HF data links.

o For ATC data link, each individual aircraft must be declared, and identified namely through its Aircraft Registration Number in DSP tables.

o In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the aircraft ICAO address, must be declared to the GES (Ground Earth Station) the aircraft will operate. This is achieved through the SATCOM commissioning procedure.

Impacts on A320/A330/A340 aircraft configuration o Once the airline has selected the data link service providers, the aircraft

configuration needs to be adapted accordingly. This can be achieved through customization of :

- The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link, - The SATCOM user ORT for SATCOM data link.

Impacts on A380 aircraft configuration o Once the Data Service Providers (DSP) are selected, the avionics have to be

customised accordingly. The systems involved in the customisation process are:

- The ACR (Avionics Communication Router) for the customised database of routing policies,

- The SATCOM user ORT for SATCOM data link.


- A 15 -

o It is the airline’s responsibility to get its own customised database from the database supplier (namely Rockwell-Collins France). AIRBUS suggests that the airline has issued a RFC to upload their ACR customization databases before the aircraft delivery. If no customised database is provided, the aircraft is fitted with a default database. Note the time schedule for the ACR customisation process :

- Several months (6 months or less depending on the customisation level) are necessary to Rockwell-Collins France for generating the database,

- The availability of the databases is required no later than one month before aircraft delivery for their uploading by AIRBUS.

o The customisation process on A380 SDU remains identical to the one

applicable on A320/A330/A340 SATCOM unit. Operational approval Rules are not yet fully available and individual operational authority may choose the means of compliance stating what the applicant airline may have to demonstrate. However, the following items will have to be complied with:

- Aircraft configuration The aircraft should be configured in accordance with the approved certification configuration for FANS A operations

- Flight crew training/qualification Operating an aircraft in a FANS type environment requires from the crew understanding, knowledge and operational use of the three C, N and S dimensions of the CNS/ATM concept.

- Maintenance training An appropriate maintenance training program relative to the digital communications, must be given to maintenance people

- Approved operational documentation The applicant airline should present to its relevant authority the FANS A Airworthiness Approval Summary, the MEL and the AFM to be approved.

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 (refer to FANS A Airworthiness Approval Summary for test procedures).

Getting to grips with FANS – Part II – Issue III

- A 16 -


Getting to grips with FANS – Part II – Issue III A5 – FANS A operational procedures

- A 17 -

A5. FANS A OPERATIONAL PROCEDURES

A5.1 Introduction 19

A5.2 Pre-flight phase 19

A5.2.1 ICAO flight plan filling 19

A5.2.2 Pre-flight checks 20

A5.3 ATS Facilities Notification (AFN) 21

A5.3.1 Why such a function? 21

A5.3.2 Manual AFN 21

A5.4 CPDLC procedures 25

A5.4.1 CPDLC connection 25

A5.4.2 CPDLC connection transfer 27

A5.4.2.1 Notification of transfer to the next ATC 27

A5.4.2.2 Transfer to the next ATC 28

A5.4.3 Abnormal cases at the time of transfer of connection 33

A5.4.3.1 Non-delivery of the NDA 33

A5.4.3.2 Non-delivery of the END SERVICE 33

A5.4.3.3 Automatic connection transfer not successful 34

A5.4.4 End of service 34

A5.4.5 Failures of the CPDLC connection 35

A5.4.5.1 Failure detected by the controller 35

A5.4.5.2 Failure detected by the aircraft or the flight crew 35

A5.4.6 CPDLC shutdown 35

A5.4.6.1 Planned shutdown 35

A5.4.6.2 Unexpected ground shutdown 36

A5.4.6.3 Unexpected avionics shutdown 36

A5 – FANS A operational procedures Getting to grips with FANS – Part II – Issue III

- A 18 -

A5.4.6.4 CPDLC resumption 37

A5.4.7 Recommendations for exchange of CPDLC messages 37

A5.4.7.1 To be known 37

A5.4.7.2 Use and context of messages 37

A5.4.7.3 Expected delays in responding to CPDLC messages 39

A5.4.7.4 Position reporting with CPDLC 39

A5.4.7.5 Multi-element messages 44

A5.4.7.6 Duplicate messages 44

A5.4.7.7 Use of free text 45

A5.4.7.8 CPDLC dialogue closure 45

A5.4.7.9 DCDU (respectively ATC mailbox) management 46

A5.5 ADS procedures 48

A5.5.1 ATS notification and ADS connection 48

A5.5.2 ADS connection management 54

A5.5.2.1 ADS connection priorities 54

A5.5.2.2 Allocation of ADS connections 54

A5.5.3 Position reporting with ADS 55

A5.5.3.1 Position report at FIR entry 55

A5.5.3.2 Updating waypoint estimates 55

A5.5.3.3 Non-compulsory waypoints 55

A5.5.4 ADS connection closure 55

A5.5.5 Route offset 56

A5.5.6 ADS shutdown 56

A5.5.6.1 ADS-C failure 56

A5.5.6.2 Loss of ADS-C 57

A5.6 Emergency procedures 57

A5.6.1 CPDLC emergency procedures 57

A5.6.2 Activation of ADS emergency mode 57

A5.6.3 Deactivation of ADS emergency mode 58

A5.7 ATS 623 applications 59


- A 19 -

A5.1. INTRODUCTION The following chapter depicts some important and general procedures for an operational use of CNS/ATM systems. These procedures are applicable to FANS A and FANS A+ systems. As already explained FANS routes are, and will be, regionally opened, based on the availability of ground equipment and technologies. At the beginning of FANS operations, operational procedures were defined for each region (e.g. Pacific area, Indian Ocean and Bay of Bengal). Since early 2004, operational procedures have been standardized thanks to the gained experience in the Pacific region. Therefore, most of the FANS 1/A regions worldwide joined the standardization movement to publish the FANS 1/A Operations Manual (FOM), which is based on the Pacific Operations Manual (POM). For the NAT airspace, operational procedures are still described in the Guidance Material for ATS Data Link Services in North Atlantic Airspace.

The here-below recommendations are based on the FANS 1/A Operations Manual (FOM) as of 28 SEP 06, since it involves most of the FIRs providing data link services. Operational procedures for the NAT airspace are specific to this airspace (refer to A7.2). For more details, please refer to Chapter A7 – FANS A world status and Appendix E – FANS operational procedures in oceanic and remote areas.

Procedures described in the following sections are common to FANS A and FANS A+ package disregarding the aircraft models (A320, A330/A340 or A380). In order to keep the educational side of this brochure, illustrations are repeated for each type of interfaces (i.e. DCDU and MCDU on A320/A330/A340 aircraft, and ATC mailbox and MFD on A380). However, keep in mind that procedures and functions are identical whatever the aircraft model. Note : Practical operational scenarios are provided in Appendices G, H and I for any procedures described in the following sections.

A5.2. PRE-FLIGHT PHASE As for any flight, it is the commander's responsibility to ensure that crew FANS training qualifications, aircraft and operational approval are satisfied for the intended flight (refer to A8.5.4 – Flight crew training/qualification).

A5.2.1. ICAO FLIGHT PLAN FILLING The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight plan. A letter code has been defined for this information.


- A 20 -

The data link capability is notified by a letter J to be entered in the field 10 (Equipment). The letter D is also entered in the surveillance part of that field, if ADS is available. The other capabilities are given in the field 18 (Other Information) under the DAT/ information.

10 - EQUIPMENT J / D - J for Data Link,

- D for ADS capability.

18 - OTHER INFORMATION DAT / SV - S for Satellite data link,

- V for VHF data link.

In this example, the data link is ensured by both Satellite and VHF, and ADS is available. The following code is used:

- S...........Satellite data link - H...........HF data link - V...........VHF data link - M...........SSR Mode S data link

If RNP is expected, field 18 will also mention: NAV/RNP (Refer to “Getting to grips with modern navigation” brochure). The aircraft registration is also to be notified in the Field 18. This will be used for correlation purposes by the ATC through a comparison of it with the one contained in the AFN logon (see hereafter).

A5.2.2. PRE-FLIGHT CHECKS Prior to departing for a FANS flight, the crew will check that the required equipment is operative. The following items are recommended to be included in those checks :

• GPS availability, • UTC time settings, • RNP capability, • Data link communications availability (e.g. SATCOM logged), • The initialization of data link systems :

- On the MCDU COMM INIT page for A320/A330/A340 FANS A package, - On the RMP MENU>DATALINK ROUTER>INIT page for A380 FANS A

package. • Airlines’ priority list of contracted DSP for FANS operations with this aircraft

(refer to A8.3.1 – ATSU SCAN MASK). If the data link is to be used a short time after the departure, the ATS Facilities Notification (AFN) function (described here after) will have to be completed prior to take off. As a general rule, it is worth noting that the AFN should be completed 15 to 45 minutes before entering the CPDLC/ADS air space.


- A 21 -

A5.3. ATS FACILITIES NOTIFICATION (AFN) A5.3.1. 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. It is thus two folds:

• To inform the appropriate ATC centre of the capabilities and specifics of the aircraft data link communications (e.g. CPDLC and/or ADS available applications, ACARS address),

• To give the ATC centre the flight identification and aircraft registration number to allow for a correlation with the filled flight plan.

The AFN must be successfully completed prior to any connection is being established. The AFN can be initiated :

• Manually by the pilot (e.g. the first notification which is always manual); or • Automatically by an ATC using the address forwarding process transparent

to the crew (refer toA5.4.2.2 – Transfer to the next ATC). If this process fails, a manual notification should be done.

The table below emphasises the ways to initiate an AFN depending on the services provided by the Current Data Authority (FROM) and the Next Data Authority (TO).

TOFROM

CPDLC only Automatically Automatically Automatically

ADS only Manually Manually Manually

CPDLC & ADS Automatically Automatically Automatically

CPDLC only ADS only CPDLC & ADS

A5.3.2. MANUAL AFN When no other CPDLC or ADS connections have been established with a previous ATC centre, the AFN must be exercised (e.g. prior to departure, prior to entering a data link airspace, or following a failure to re-initiate a connection) To this end, the pilot sends a first AFN CONTACT message (FN_CON). This is done through the NOTIFICATION page of the ATC pages on the MCDU (respectively MFD ATC COM pages), when the crew enters the ICAO 4 letter code of the ATC centre and the automatic exchange of messages between the ground and the aircraft is correctly done. The ATC centre replies to the FN_CON by an AFN ACKNOWLEDGE (FN_ACK). This can be monitored on the NOTIFICATION pages where the sequence NOTIFYING, NOTIFIED is displayed (refer to Figure 5-1 and Figure 5-2). This AFN procedure is more or less transparent to the crew, but must be understood.


- A 22 -

Note : Until the appropriate FANS stations installation in both Nav Canada (Gander Oceanic) and UK NATS (Shanwick Oceanic), ADS was not true ADS. The connection was NOT directly done with any of these centres, but to the ARINC Centralized ADS (CADS) computer in Annapolis, which then transformed 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). The true ADS has been announced to replace CADS in the NAT airspace since May 31st 2005. Actually, some FIRs still conduct some tests until the integrated ADS installation has been completely validated. For instances, at the time of writing the document, Reykjavik still uses CADS, Shanwick and Gander should switch to integrated ADS by April 2007.

Figure 5-1 Manual notification with A320/A330/A340 interfaces

1

2 3

AFN Contact

AFN Acknowledgement

MCDU

MCDU


- A 23 -

Figure 5-2 Manual notification with A380 interfaces

1

2 3

AFN Contact

AFN Acknowledgement

MFD

MFD


- A 24 -

Please bear in mind… If the A380 aircraft introduces a brand new cockpit, it does not modify the procedures.

Pre-flight phase • ICAO F-PLN filling

The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight plan.

- The data link capability is notified by a letter J to be entered in the field 10.

- The letter D is also entered in the surveillance part of that field, if ADS is available.

- The other capabilities are given in the field 18 (Other Information) under the DAT/ information. The following code is used : S (Satellite data link), H (HFDL), V (VHF data link), M (SSR Mode S data link).

• Pre-flight checks Prior to departing for a FANS flight, the crew will check that the required equipment is operative. The following items are recommended to be included in those checks :

- GPS availability - UTC time settings

- RNP capability - Data link communications availability

- The initialization of data link systems : o On the MCDU COMM INIT page for A320/A330/A340 FANS A

package, o On the RMP MENU>DATALINK ROUTER>INIT page for A380 FANS

A package. - Airline 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

- Give the flight identification and the aircraft registration number. • When no other CPDLC or ADS connections have been established with a

previous ATC centre, the AFN must be exercised (e.g. prior to departure, between 15 to 45 minutes prior to entering a data link airspace).

• The AFN can be initiated: - Manually by the pilot, or - Automatically by the ATSU (respectively ATC applications) using the

address forwarding process. The AFN must be successfully completed prior to any connection (CPDLC or ADS) is being established.


- A 25 -

A5.4. CPDLC PROCEDURES A5.4.1. CPDLC CONNECTION Once the AFN has been successfully done (the 4-letter code of the notified is listed in the ATC NOTIFIED section on MCDU NOTIFICATION page for A320/A330/A340 aircraft or the NOTIFIED TO CENTERS section on MFD NOTIFICATION page for A380 aircraft), the ATC centre can initiate a CPDLC connection. For the connection establishment, the ground system and the aircraft exchange two messages : CONNECTION REQUEST and CONNECTION CONFIRM. During this exchange, no flight crew action is required.

Figure 5-3 CPDLC connection with A320/A330/A340 interfaces

1

2 Connection Request

Connection Confirm

MCD

DCDU


- A 26 -

Figure 5-4 CPDLC connection with A380 interfaces

Checks are automatically done by the ATSU (respectively ATC applications) to validate or reject the connection:

• Connection is accepted if no previous connection already exists. • Connection is accepted if it is relative to the next data link ATC to control

the aircraft. • Connection is rejected in all other cases.

Note: The ACTIVE ATC line on the MCDU (respectively MFD) is dedicated to CPDLC connection status. When CPDLC connection has been established, the active ATC is indicated on both DCDU and MCDU (respectively ATC mailbox and MFD).

1


Connection Confirm

ATC mailbox

MFD


- A 27 -

A5.4.2. CPDLC CONNECTION TRANSFER

A5.4.2.1. NOTIFICATION OF TRANSFER TO THE NEXT ATC

The three following paragraphs describe a thorough explanation of the retained mechanisation. The active data link ATC is usually called the Current Data Authority. The next data link ATC is usually called the Next Data Authority (NDA). To inform the aircraft avionics (i.e. ATSU or ATC applications) that a transfer of control will be done, the current active ATC sends a so-called NDA message to the aircraft. This is the only way for the ATSU (respectively ATC applications) to be aware of and to accept the connection with the next ATC centre. Once a NDA message has been received, the aircraft is waiting for the connection with the next ATC centre.

Figure 5-5 Notification of transfer to the next ATC with A320/A330/A340 interfaces

Next Data Authority message

ATC 1 ATC 2

MCDU

DCDU

NEXT ATC : NFFF CTL


- A 28 -

Figure 5-6 Notification of transfer to the next ATC with A380 interfaces

A5.4.2.2. TRANSFER TO THE NEXT ATC

Transfer from one Data Authority to the next one is usually done automatically and remains transparent to the flight crew. The following explanations are nevertheless given for a better understanding of the failure cases and their associated procedures. The automatic transfer to the next ATC is made through a so-called Address Forwarding Process. The aim of the address forwarding is to forward the address of the next ATC to the aircraft avionics.

Next Data Authority message

ATC 1 ATC 2

ATC mailbox

MFD


- A 29 -

• Automated transfer procedures on the avionics side 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. The crew is unaware of this exchange.

- The first ATC sends an AFN Contact Advisory message to the aircraft. - The aircraft acknowledges this message and sends an AFN contact

message to the next ATC. - This second ATC acknowledges the demand through an FN_ ACK

message. - The aircraft sends an AFN Complete (FN_COMP) message to the first

ATC, to inform it of the completion of the AFN. - At this stage, the second ATC initiates a CPDLC connection as described

in A5.4.1 – CPDLC connection. For the termination of a connection, the END SERVICE message is used (refer to A5.4.4 – End of service). Until the END SERVICE message is received from the first ATC, the ATSU (respectively ATC applications) supports two CPDLC connections : one active connection with the Current Data Authority and one passive connection with the Next Data Authority.

• Transfer procedures on the cockpit side Under normal circumstances, the CPDLC connection should be established with the next ATC before the termination of the CPDLC connection with the current ATC. The process of the CPDLC connection transfer is completed with the MONITOR (OR CONTACT) [icaounitname] [frequency] and END SERVICE message elements. These message elements should be sent after the receipt of the last position report before crossing the FIR boundary; but not less than 5 minutes before the FIR boundary. This will allow the next ATC connection to become active when the aircraft crosses the FIR boundary. If the next ATC centre has not been connected to the aircraft at the time the "END SERVICE" message is received, the aircraft is left without any connection. At the receipt of the END SERVICE message, the ATSU (respectively ATC applications) disconnects the Current Data Authority. The Next Data Authority CPDLC connection becomes then active. Three methods may be used. Method 1 : The current ATC centre sends to the flight crew MONITOR (OR CONTACT) [icaounitname] [frequency] and END SERVICE message elements in one single uplink message. When the flight crew sends WILCO as a response to the multi-element message, the ATSU (respectively ATC applications) disconnects the connection with the


- A 30 -

current ATC centre. Therefore, the multi-element message should be received on-board not more than 10 minutes before the frequency transfer point. Refer to Figure 5-7 or Figure 5-8. Method 2 : The current ATC centre sends to the flight crew MONITOR (OR CONTACT) [icaounitname] [frequency] and END SERVICE message elements in separate uplink messages. The flight crew sends WILCO as a response to the MONITOR/CONTACT instruction. The current ATC centre sends the END SERVICE message immediately after the receipt of the WILCO response. Method 3 : the current ATC centre sends AT [position] (or AT [time]) MONITOR (OR CONTACT) [icaounitname] [frequency] and END SERVICE message elements in separate uplink messages. The flight crew sends WILCO as a response to the MONITOR/CONTACT instruction. Once the WILCO response is received on ground and while the aircraft is approaching the FIR boundary, the current ATC centre sends the END SERVICE message.


- A 31 -

Figure 5-7 Transfer to the next ATC with A320/A330/A340 interfaces

2 AFN Contact Advisory

ATC 1 ATC 2

AFN Complete 6

5

3 AFN Contact

AFN Acknowledgement 4

AFN Response

DCDU

MCDU

1 NDA


Connection Confirm 8

9

MONITOR / CONTACT+ END SERVICE

10

WILCO

Disconnection Request

NEXT ATC : NFFF CTL

CDU


- A 32 -

Figure 5-8 Transfer to the next ATC with A380 interfaces

Figure 5.8 Transfer to the next ATC as on A380

DAFN Contact Advisory

ATC 1 ATC 2

AFN Complete 6

5

3 AFN Contact

AFN Acknowledgement 4

AFN Response

1 NDA


Connection Confirm 8

9

MONITOR / CONTACT+ END SERVICE

10

WILCO

Disconnection Request

ATC mailbox

MFD

ATC mailbox


- A 33 -

A5.4.3. ABNORMAL CASES AT THE TIME OF TRANSFER OF CONNECTION

A5.4.3.1. NON-DELIVERY OF THE NDA

If the delivery of NDA has not been successful, the current ATC should re-attempt to send another NDA message. If the tentative is also unsuccessful, the current ATC shall instruct the flight crew to perform a manual AFN notification to the next ATC centre after the current CPDLC connection has been terminated. In this case, the END SERVICE message is not required as the flight crew is instructed to disconnect the current ATC. Either voice or CPDLC can be used for this instruction. The following phraseology is recommended :

Controller : CONTACT [icaounitname] [frequency]. Select ATC Com Off then Logon to [ATC ICAO 4 letter code]. (Note : When via CPDLC, this last element will be free text)

Pilot : WILCO

Remarks on the phraseology The phraseology provided in this Part II is taken from the FANS 1/A Operations Manual. However, the used terms are not adapted to the AIRBUS interfaces. The phraseology is faithfully reproduced, as the ATC controller should use it. Therefore, the following interpretations apply :

• “Select ATC Com Off” for “Disconnect” (i.e. DISCONNECT function in the CONNECTION STATUS page on MCDU or MFD).

• “Logon” for “Notify” (i.e. NOTIFY function in the NOTIFICATION page on MCDU or MFD).

To select ATC Com off, select the DISCONNECT function from the CONNECTION STATUS page on MCDU (respectively MFD).

• Selecting ATC Com off will disconnect the transferring ATC. • Logging on to the designated ATC will allow the designated ATC to perform

a CPDLC connection. Such a procedure is initiated by the transferring ATC while approaching the FIR boundary.

A5.4.3.2. NON-DELIVERY OF THE END SERVICE

It may happen that the automatic termination of the CPDLC connection fails (e.g. the END SERVICE message is not delivered to the avionics). In that case, the ATC should resend an END SERVICE message. If this tentative is also unsuccessful, the ATC should instruct the flight crew to perform a manual disconnection (i.e. DISCONNECTION function from the CONNECTION STATUS page) and to manually logon to the next ATC.


- A 34 -

The voice phraseology will be :

Controller : Select ATC Com Off then Logon to [ATC ICAO 4 letter code].

Pilot : Roger

A5.4.3.3. AUTOMATIC CONNECTION TRANSFER NOT SUCCESSFUL

The CPDLC transfer may occur after the aircraft has passed the FIR transfer point. The ATC notifies then the flight crew with the free text EXPECT CPDLC TRANSFER AT [time].

• If the aircraft crosses the FIR boundary before the time notified in the free text, the boundary position will be sent to the ATC with the active connection.

• If the CPDLC transfer is not completed by the time indicated in the free text, the flight crew is authorized to manually disconnect the current ATC and to logon to the next ATC.

If the CPDLC connection with the current ATC is not terminated at the expected time (i.e. before the position or time indicated in the CONTACT/MONITOR message), the flight crew shall send the CPDLC position report to the current ATC. This CPDLC position report should prompt the ATC controller to terminate the connection. If the END SERVICE message is not received within three minutes after the CPDLC position report has been sent, the flight crew should manually disconnect the current ATC and should notify the next ATC.

A5.4.4. 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 have been exchanged. It is sent just prior to the FIR boundary. The disconnection is made automatically and does not require any pilot actions in normal circumstances. Refer to A5.4.2.2 – Transfer to the next ATC for more details. For the following cases, the avionics will terminate established connections. In both cases, an error message is sent to both ATC centres and a disconnection with both ATC centres occurs :

• When any uplink messages remain open and the aircraft receives an END SERVICE message,

• When the END SERVICE element is part of an uplink multi-element message where none of the elements requires a WILCO response.

If any downlink message remains open when the aircraft receives an END SERVICE message, the avionics will close the message and terminate the CPDLC connection with the current ATC. This will not affect the CPDLC connection with the next ATC.


- A 35 -

A5.4.5. FAILURES OF THE CPDLC CONNECTION

As soon as a failure of the CPDLC connection is noticed by either the flight crew or ground controller, voice will be used to inform the other part of the failure and to co-ordinate further actions. The voice coordination will be done before any disconnection.

Once a connection has been lost, a complete notification/connection procedure must be performed. The appendix J – On-board indications in case of data link failures provides cues available in the cockpit in case of sensed failures. The following sections provide the recommended procedures.

A5.4.5.1. FAILURE DETECTED BY THE CONTROLLER

• The ATC controller instructs via voice the flight crew to perform a manual disconnection followed by a notification.

• The flight crew applies the ATC instructions via the MCDU (respectively MFD) :

- The manual disconnection with the DISCONNECT function in the CONNECTION STATUS page,

- The notification with the NOTIFY function in the NOTIFICATION page. The voice phraseology will be :

Controller : Data link failed. Select ATC Com Off then Logon to [ATC ICAO 4 letter code].

Pilot : Roger

A5.4.5.2. FAILURE DETECTED BY THE AIRCRAFT OR THE FLIGHT CREW

The flight crew should disconnect and re-notify the current ATC as follows : - The manual disconnection with the DISCONNECT function in the

CONNECTION STATUS page, - The notification with the NOTIFY function in the NOTIFICATION page.

A5.4.6. CPDLC SHUTDOWN In the cases described below, ATC/AOC coordination is recommended.

A5.4.6.1. PLANNED SHUTDOWN

• The shutdown period should be notified through NOTAM. During the shutdown period, voice shall be used.

• Prior the commencement of the shutdown period, the ATC controller instructs the flight crew to disconnect the data link and to continue on voice.


- A 36 -

• The flight crew shall terminate the data link (i.e. DISCONNECT function in the CONNECTION STATUS page on MCDU or MFD) and continue on voice.

The following phraseology (either voice or data) will be :

Controller : Data link will be shutdown. Select ATC Com Off. Continue on voice. (The flight crew shall select ATC Com Off when the message is received)

Pilot : Roger

A5.4.6.2. UNEXPECTED GROUND SHUTDOWN

• In the event of an unexpected shutdown of ground system, the ATC controller instructs the flight crew to disconnect the data link and to continue on voice.

• The flight crew shall terminate the data link (i.e. DISCONNECT function in the CONNECTION STATUS page on MCDU or MFD) and continue on voice until the ATC controller informs the resumption of data link communications.


Controller : Data link failed. Select ATC Com Off. Continue on voice.

Pilot : Roger

A5.4.6.3. UNEXPECTED AVIONICS SHUTDOWN

In the event of an unexpected avionics shutdown, the flight crew shall inform the ATC controller via voice. The flight crew shall ask the ATC controller to terminate the data link connection from the ground and shall continue on voice until the avionics resumes. Indeed, in case of ATSU failure, the flight crew is unable to terminate the connection. In case of ATC data link failure (refer to Appendix J for on-board indications in case of data link failures), the flight crew should contact the ATC by voice, even if the avionics require no action. The following voice phraseology is recommended :

Pilot : Data link failed. Select ATC Com Off. Continuing on voice.

Controller : Roger. Continue on voice.


- A 37 -

A5.4.6.4. CPDLC RESUMPTION


Controller : Data link operational. Logon to [ATC ICAO 4 letter code].

Pilot : Logon [ATC ICAO 4 letter code].

A5.4.7. RECOMMENDATIONS FOR EXCHANGE OF CPDLC MESSAGES This chapter depicts the various operational points for a proper understanding and use of the CPDLC system. It also provides for recommendations directly based on the lessons learned in the South Pacific operations. A list of all the up and down link messages supported by the CPDLC system is given in Appendix A.

A5.4.7.1. TO BE KNOWN

In ACARS environments, both pilot and controllers cannot know whether a message has been delivered to their right counterpart. However, it should be noticed :

• Whenever the ATC controller sends a message to an aircraft, a message assurance is triggered to indicate the controller that his message has reached the right aircraft (but this does not mean the message has been displayed and read by the pilot).

• Whenever the crew sends a message to a controller, the "SENDING" then "SENT" indications displayed on the DCDU (respectively ATC mailbox), indicates that the message has been delivered to the network. This does not mean the message has been displayed and read by the relevant controller.

Should any doubt or problem occur when dialoguing through CPDLC, voice should be resumed.

A5.4.7.2. USE AND CONTEXT OF MESSAGES

• Usual answers Most of the clearances can be directly answered through appropriate answer keys on the DCDU (respectively ATC mailbox). According to the recommended international rules, the 5 following closure responses may be used as appropriate: WILCO, ROGER, AFFIRM, UNABLE, NEGATIVE. It is then important that the crew is fully aware of the right meaning and implications of these answers. The following lists the recognised statements for these response elements:


- A 38 -

- WILCO : This downlink message tells the controller that the pilot will comply fully with the clearance/instruction contained in the associated uplink message.

- UNABLE : Through this either uplink or downlink message the pilot or

the controller informs/is informed that the request(s) contained in the associated message cannot be complied with. If used to answer to a multi-element message (either uplink or downlink), it means that at least one of the elements cannot be complied with; therefore, the whole message is rejected, even if some elements could be accepted.

- STANDBY : Through this either uplink or downlink 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). The exchange is not closed and the request will be answered when conditions allow.

- ROGER : Through this either uplink or downlink message the pilot or the

controller informs/is informed that the content of the associated message has been received and understood. ROGER is the only correct response to any uplink free text message. ROGER shall not be used instead of AFFIRM.

- AFFIRM : Whether uplink or downlink, AFFIRM means YES and is an

appropriate response to uplink linked message of negotiation request (e.g. CAN YOU ACCEPT FL 350 AT ALCOA?).

- NEGATIVE : Whether uplink or downlink, NEGATIVE means NO and is an

appropriate response to uplink linked message of negotiation request (e.g. CAN YOU ACCEPT FL 350 AT ALCOA?).

• Meaning of other messages

- DISREGARD : This uplink link message means that the previous uplink

link shall be ignored. DISREGARD should not refer to an instruction or clearance. Another element shall be added to clarify which message is to be disregarded.

- CONFIRM : The present parameter (e.g. position, altitude, speed...) is

awaited by the controller whenever CONFIRM XXXX is used. The DCDU (respectively ATC mailbox) will automatically propose to the crew an answer to the confirm message in which the current FMS target linked to the considered parameter (if any) will be filled in. Sending this answer is done directly on the DCDU (respectively ATC mailbox). Should the flight crew be not satisfied with the proposed answer, it then could modify before sending.

- CONFIRM ASSIGNED : The currently assigned parameter (e.g. altitude,

speed, route) is awaited by the controller whenever CONFIRM ASSIGNED XXXX is used.


- A 39 -

A5.4.7.3. EXPECTED DELAYS IN RESPONDING TO CPDLC MESSAGES

Delays depend upon numerous varying factors and happen to be more or less random and unpredictable. Waiting for a better consolidation of the three availability, integrity and accuracy elements as expected with the ATN, the current FANS A performance requirements have been given for the South Pacific operations:

- Downlink : An end-to-end transit delay of 60 seconds or less for 95% of delivered messages. Transit being measured as the difference in the timestamp of the ground controller station and that of the sending action of the pilot.

- Uplink : A 120 second round trip delay on 95%. Round trip being

obtained by comparing the time the up link is sent from the controller system against the time the message assurance (indicating successful delivery) was received back to the ground controller station.

As an order of magnitude both controller and pilot should consider that it takes up to one minute for a message to be received, around 30 seconds for the pilot or controller to take action and respond and up to one other minute for the reply to be received.

STANDBY answer (either downlink or uplink) assumes that a further response should come within the next 10 minutes. The message thus remains open.

• Uplink STANDBY : If the ATC controller does not respond within this time, the pilot shall send an inquiry (e.g. WHEN CAN WE EXPECT CRUISE CLIMB TO FL360). In no case, should a duplicate message be sent to avoid any confusion. Refer to A5.4.7.6 – Duplicate messages.

• Downlink STANDBY : In addition, if the flight crew needs more time to

assess an ATC instruction, it is recommended to use the STANDBY answer to properly assess the uplink message.

A5.4.7.4. POSITION REPORTING WITH CPDLC

Position reporting may be done either via CPDLC or via ADS-C according to the requirements of the flown airspace (Refer to AIP). Position reporting is transparent to the flight crew. However, some requirements about ADS-C position reporting have to be known (refer to A5.5.3 – Position reporting with ADS). The following sections deals with CPDLC position reporting recommendations as described in FANS 1/A Operations Manual.


- A 40 -

• General “Position” and “Next Position” shall only contain compulsory reporting points unless requested otherwise by ATC. This recommendation allows to receive consistent position reports by either voice or data. The “Ensuing Significant Point” may be either the compulsory or non-compulsory reporting point after the “Next Position”. Refer to AIREP form of ICAO PANS/ATM Doc 4444, Appendix 1.

• Downlink of position report In data link airspaces where only CPDLC is available (no ADS-C service provided), the flight crew shall ensure that a CPDLC position report is sent whenever an ATC waypoint is passed over (or passed abeam if the aircraft flies an offset). The preformatted POSITION REPORT message has to be used. The AIRBUS FANS A and FANS A+ systems provide an automatic position reporting function. The ATSU (respectively ATC applications) collects the required information from FMS to fill in the preformatted position report. When a waypoint is passed over, the position report is directly displayed on DCDU (respectively ATC mailbox). The use of this function should be preferred to manual position report where CPDLC position reporting is needed.

AUTO POS REPORT function and access to MANUAL POS REPORT on MCDU


- A 41 -

MANUAL POS REPORT on MCDU (continued)

AUTO POSITION REPORT function and MANUAL POSITION REPORT on

MFD


- A 42 -

• First position report The first CPDLC position report is expected to be sent :

- After the completion of the initial connection, or - After the transfer of connection from one centre to the next one, or - When crossing a FIR boundary.

This first position report is required whether the flown FIR is ADS capable or not. The first position report confirms that the receiving ATC centre is the Current Data Authority (CDA).

• Position report at ATC waypoints only It is the flight crew’s responsibility to ensure that position reports are only sent at ATC waypoints. Other waypoints are of no interest to ATC.

• Waypoint estimate update If a waypoint ETA has to be updated, a free text shall be sent using the following wording : REVISED ETA [position] [time].

• Position report not received by ATC If the ATC controller does not receive an expected CPDLC position report, the ATC controller may explicitly request a position report with the uplink message REQUEST POSITION REPORT. When this message is received on-board, the ATSU automatically collects the required information from the FMS to fill in the response. The flight crew may modify the response prepared by the ATSU if it is not satisfactory. Refer to figures on next page.

• Position report for flexible tracks All waypoints published for a flexible track are considered as compulsory waypoint. However, when the flexible track follows a published ATS route, position reports are not required at any non-compulsory waypoints defined for that ATS route.

• Sequencing Abeam waypoints The FMS does not sequence the active waypoint when the aircraft is abeam this point by more than 7 NM on Honeywell FMS2 and 5NM on Thalès FMS2. In this case, the waypoint is not sequenced on the CPDLC report message. It is thus recommended to use the offset function of the FMS so as to send true position reports. Once again, and specially in RNP or FANS route, updating the flight plan is highly recommended.


- A 43 -

Position report on DCDU Position report on MFD


- A 44 -

• ARINC 424 Waypoints Since FANS A is operated, 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, but not recognised by ground systems). The problem is that waypoints that use ARINC 424 encoding scheme, which allows latitude and longitude to be encoded in 5 characters (e.g. 7560N for N75W060), are not interpreted properly by some ground systems, which try to decode them as latitude and longitude and may end up with something completely different. The issue is limited to ATC communication (CPDLC) for reporting Ident Waypoint coded in Arinc424. ADS does not use identifiers, but reports all lat./long waypoints, including the Reported Waypoint (in the Basic group) or a Waypoint Change Event report, Next and Next+1 waypoints (in the Predicted Route Group), as well as all those that force track, speed or altitude changes and are reported as “ADS Intent points”. Many ATC centres cannot accept position reports containing latitude and longitude (Lat./Long) in ARINC 424 format (e.g. 4050N). Position reports containing Lat./Long waypoints within these areas will be accepted in whole latitude and longitude format only. Flights unable to send position reports in whole latitude and longitude format must accomplish position reporting via HF voice.

A5.4.7.5. MULTI-ELEMENT MESSAGES

• It is highly recommended to avoid potential ambiguity, that the flight crews do not send multiple clearance requests in a single message.

• Pilots should send one element per downlink message.

A5.4.7.6. DUPLICATE MESSAGES

• General

- As a general rule, duplicate messages, which can cause potential ambiguity, should be carefully avoided.

- To avoid the risk of duplicate messages, incoming request messages shall be answered as soon as possible

• Re-sending of a message

After a reasonable period without answer to its request, the flight crew may elect to re-send a message. In that case, he should do this in the form of a query, not a duplicate of the first request. In the case for instance where the initial request was REQUEST CLIMB TO FL 350, the second attempt should be WHEN CAN WE EXPECT FL 350.


- A 45 -

A5.4.7.7. USE OF FREE TEXT

The automated station of the controller cannot treat free text messages as standard ATC messages. As such, no correlation between the free text and its answer can be provided. Automatic pre-formatted answers cannot be provided in response to a free text. Thus this increases the recipient (i.e. controller or pilot) workload, the response time and the risk of input errors.

• Free text messages should be avoided as much as possible. • Use of free text is to be considered only when the pre-formatted messages

do not allow for a specific message element. • Standard ATC phraseology should be used in free text and abbreviations

should be avoided. • For time information, HHMMZ format should be used as much as possible

(e.g. 1601Z). Note : "Standardised free text" messages have been developed and agreed upon by the main FANS actors of the South Pacific area, to cope with the lack of pre-formatted functions.

A5.4.7.8. CPDLC DIALOGUE CLOSURE

Among the basic assumptions and rules which have presided to the design of the CPDLC system, the closure of a message is one of the most important to be known by the crews. Open messages are prone to potential ambiguity and system issues. They should be avoided as far as possible. Pilots should be prompt to answer the received messages and to clean up their DCDU (respectively ATC mailbox) with the CLOSE prompt. They should be aware of the following definitions, which apply:

• A message is open as long as an associated response is not received • A message which needs not an answer is closed once received • A message is closed when its associated response, other than STANDBY or

REQUEST DEFERRED, is received. Free text message received on board gets closed once ROGER has been answered. ROGER is the sole response to any up linked free text. If a CPDLC message requiring a closure response is negotiated by voice, the CPDLC message closure is still necessary to ensure the proper termination of the dialogue for the ground and aircraft systems.


- A 46 -

A5.4.7.9. DCDU (RESPECTIVELY ATC MAILBOX) MANAGEMENT

From the experience gained from FANS A operations and from the outcomes of the Human Factors process, it has been noticed that when several messages are stacked in DCDUs, some pilots mix messages up when treating them. Consequently, it is strongly recommended to clear DCDUs (respectively ATC mailbox) once messages are treated. The goal is to improve message arrival awareness by keeping DCDUs (respectively ATC mailbox) clear of messages.

When a message is sent (i.e. SENT indication is displayed), always close the message via the CLOSE soft key to clear DCDUs (respectively ATC mailbox). The RECALL soft key displays the last closed message.

All exchanged messages are stored in the MSG RECORD page on MCDU (respectively MFD ATC COM pages) when they are answered (uplink messages) or sent (downlink messages).


- A 47 -

Please bear in mind… If the A380 aircraft introduces a brand new cockpit, it does not modify the procedures.

CPDLC Connection • Once the AFN has been successfully done, the ATC centre can initiate a

CPDLC connection (transparent to the crew). • Checks are automatically done by the ATSU (respectively ATC applications)

to validate or reject the connection: - Connection is accepted if no previous connection already exists or, it is

relative to the next data link ATC to control the aircraft - Connection is rejected in all other cases

• Once connection is established, the active connected ATC centre is then displayed on the DCDU (respectively ATC mailbox), and on the CONNECTION STATUS page of the MCDU (respectively MFD).


• As soon as a failure of the CPDLC connection is noticed by either the crew or the ground controller, voice will be used to inform the other part of the failure and to co-ordinate further actions.

• Once a connection has been lost, a complete LOGON procedure (AFN + Connection) must be done.


• To inform the aircraft avionics (i.e. ATSU or ATC applications) that a transfer of control will occur, the current active ATC sends a so-called NDA message (Next Data Authority) to the aircraft. This is the only way for the ATSU (respectively ATC applications) to be aware of and to accept the connection with the next ATC centre.

• Once a NDA message has been received, the aircraft is waiting for the connection with the next ATC centre.

• 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

DCDU (respectively ATC mailbox) management

It is strongly recommended to close with the CLOSE soft key any messages on DCDUs (respectively ATC mailbox) once they are sent.

To be noticed In ACARS environments (contrary to ATN), both pilots and ATC controllers cannot know whether a message has been delivered to their right counterpart.


- A 48 -

A5.5. ADS PROCEDURES A5.5.1. ATS NOTIFICATION AND ADS CONNECTION The notification procedure as described in A5.3 – ATS Facilities Notification (AFN) is to be applied before the ATC centre performs an ADS connection. The ATC centre will establish ADS contracts once the AFN has been done either manually via the MCDU (respectively the MFD ATC COM page for A380) or automatically through a transfer from a previous ATC centre (refer to A5.4.2.2 – Transfer to the next ATC). As soon as the ATSU (respectively the ATC applications for A380) is initialised, the ADS application is armed, waiting for a possible connection.

• FANS A on A330/A340 aircraft

- ADS is ON by default, which is slightly misleading. Until an ATC centre initiates a contract, ADS remains armed (refer to the examples here after).

- In addition, there is no means for the crew to know whether or not ADS is operative. On the NOTIFICATION page, NOTIFIED is displayed once the notification has been done, but this does not mean that the ADS is operative. No information related to ADS connections (except the ADS mode either ON or OFF) is provided either on MCDU or DCDU.

• FANS A+ on A320/A330/A340 aircraft

In the FANS A+ package on A320/A330/A340 aircraft, the initial FANS A HMI (as described above) has been modified to improve the awareness about ADS connections.

- When ADS is activated and no ADS connections have been established, ADS is in the ARMED mode. ARMED is indicated on the MCDU CONNECTION STATUS page.

- When ADS is activated and at least one ADS connection has been established, ADS is in the CONNECTED mode. CONNECTED is indicated on the MCDU CONNECTION STATUS page, and the number of connections is indicated on DCDU (e.g. ADS CONNECTED (2)). The identifications of connected units are available in the MCDU ADS DETAILS page.

• FANS A+ on A380 aircraft

The awareness of ADS connections has been improved even more on A380 interfaces.

- When ADS is deactivated, ADS is in the OFF mode. It is indicated both on MFD CONNECTION STATUS page and on ATC mailbox (i.e. white ADS OFF indication).


- A 49 -

- When ADS is activated and no ADS connections have been established, ADS is in the ARMED mode. ARMED is indicated on the MFD CONNECTION STATUS page.

- When ADS is activated and at least one ADS connection has been established, ADS is in the CONNECTED mode. CONNECTED is indicated with the identifications of the connected units on the MFD CONNECTION STATUS page, and the number of connections is indicated on ATC mailbox (e.g. 2 ADS CONNECTIONS).

ADS Connection Status

FANS A FANS A+

OFF OFF

ON ARMED On MCDU

ON CONNECTED

OFF

ARMED On MFD

CONNECTED

On DCDU No information ADS CONNECTED (X)

On ATC mailbox X ADS CONNECTIONS

Note 1 : X is the number of connected units (ATC or AOC). Note 2 : The ADS system must be set to ARMED (or ON for A330/A340 aircraft equipped with FANS A package), prior to perform an AFN notification. This setting is the default status.


- A 50 -

A320/A330/A340 aircraft – FANS A vs. FANS A+ MCDU HMI

FANS A MCDU HMI FANS A+ MCDU HMI

Notification done / Waiting for a connection (ADS or CPDLC)

On the MCDU page, ADS status is ON. But it does not mean that ADS contracts have been set up. Actually, here ADS is just armed, waiting for contracts.

On the MCDU page, ADS status is ARMED. The ADS status is given without ambiguity.

An ADS connection occurred

On the MCDU page, ADS status is still ON. But is this example, contract(s) has (have) been set up.

ADS status is now CONNECTED. It is explicitly indicated that the ADS application is sending reports to at least one ATC.


- A 51 -

A320/A330/A340 aircraft – FANS A vs. FANS A+ DCDU HMI

FANS A DCDU HMI FANS A+ DCDU HMI

No CPDLC and No ADS connections

Even if there are no connections, the CPDLC connection status is displayed.

When there are no connections, the default screen is blank.

There is no CPDLC connection, but 2 ADS contracts have been set up.

In case of ADS-only, the information given by the DCDU screen can be misleading. Even if NO ACTIVE ATC is displayed, ADS contract could have been set up.

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. No information relative to ADS contracts is available.

The default screen of the ATC mailbox provides information about CPDLC and ADS connections.

A CPDLC connection exists, but no ADS contract has been set up.

There is no cue on actual ADS contracts (ADS is either ON or OFF).

No ADS contracts have been set-up. (ADS is either OFF or ARMED).


- A 52 -

The principles used for A320/A330/A340 FANS A+ HMI apply for the A380 FANS A+ HMI.

A380 – FANS A+ MFD HMI

Notification done / Waiting for a connection (ADS or CPDLC)

Some ADS connections occurred

The notification has been done. The ADS application is ready (i.e. ARMED) to connect.

At the first ADS connection, the ADS status becomes CONNECTED. For each connected ATC centre, the time at which the ATC centre connected is provided.


- A 53 -

A380 – FANS A+ ATC Mailbox HMI

No CPDLC and No ADS connections

When there are no connections and ADS is ARMED, the default screen is black.

When there are no connections and ADS is OFF, the default screen displays a white ADS OFF indication.

There is no CPDLC connection, but 2 ADS contracts have been set up.

There is no ambiguity regarding the ADS status on the ATC mailbox. The number of ADS contracts is displayed.

CPDLC and 2 ADS connections are active

The default screen of the ATC mailbox provides information about CPDLC and ADS connections.

A CPDLC connection exists, but no ADS contracts have been set up.

ADS is ARMED but no ADS contracts have been set up.

The active ATC is connected for CPDLC. ADS is OFF. No ADS contracts can be established.


- A 54 -

A5.5.2. ADS CONNECTION MANAGEMENT The ADS connection management is transparent to the crew, but is under the responsibility of the ATC centre in charge of the flight.

A5.5.2.1. ADS CONNECTION PRIORITIES

FANS A equipped aircraft can have up to five ADS connections. The aircraft has the capability to report to all different units (ATC or AOC) connected via ADS simultaneously. The FANS A system does not assign technical priority to ADS connections; therefore, the controlling ATC may not be aware of other connections established with the aircraft. In order to manage these connections, a procedural hierarchy controlled by the Address Forwarding process (refer to A5.4.2.2 – Transfer to the next ATC) has been established.

A5.5.2.2. ALLOCATION OF ADS CONNECTIONS

Using the Address Forwarding process, the current controlling authority shall allocate ADS connection priority to the next ATC that will take the responsibility for the aircraft. The priority for the allocation of ADS connections shall be in accordance with the following list (as per FANS 1/A Operations Manual) :

1. The Current Data Authority, 2. The Next Data Authority, 3. An ATC requiring a monitoring of operations close to a FIR border, 4. Airline AOC, 5. Other miscellaneous connections.

ADS DETAIL page on MCDU CONNECTION STATUS page on MFD


- A 55 -

Note : It is to be noticed that in the A320/A330/A340 FANS A+ package, an MCDU ADS DETAIL page lists ATC centres with active ADS contracts. They can easily be disconnected through the appropriate right Line Select Key (LSK) of the MCDU. In the example given through this figure, four centres have set up ADS contracts. Pressing the appropriate LSK cancels the ADS contract established by the corresponding ATC centre. In the A380 FANS A+ package, the same kind of feature is provided in the CONNECTION STATUS page. Just uncheck the ATC centres with which the ADS connection should be terminated.

A5.5.3. POSITION REPORTING WITH ADS The requirements to use either CPDLC or ADS-C for position reporting are published in the AIP of the considered FIR.

A5.5.3.1. POSITION REPORT AT FIR ENTRY

When an ATC has nominated the use of ADS reporting only within the associated FIR, a CPDLC position report at the FIR entry position is still required to confirm that the ATC holds the status of Current Data Authority. Following the initial report at the boundary, no further CPDLC or voice position reports will be required for operations within the FIR.

A5.5.3.2. 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. Exceptions to this rule are that updates to estimates are required when:

• An estimate previously advised by voice or by CPDLC will change by more than 2 minutes, or

• A pilot-initiated action, such as a change in speed, will change the estimate for the next reporting point by more than 2 minutes.

A5.5.3.3. NON-COMPULSORY WAYPOINTS

When reporting by ADS-C only, the flight crew is not required to modify the route to remove the non-compulsory waypoints.

A5.5.4. ADS CONNECTION CLOSURE ADS is transparent to the crew. In particular, contracts cannot be modified from the aircraft. 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 (respectively MFD CONNECTION STATUS page).


- A 56 -

ADS contracts and connections should normally be terminated by the ground system when :

• The aircraft has crossed any FIR boundary and has passed beyond the normal "back co-ordination" parameter, or

• The aircraft's flight plan has been cancelled or has finished, or • The previous ATC, the current ATC or an adjacent ATC has no further

surveillance requirements for the flight. Note : The ADS should not be set to off, unless instructed to do so by ATC. If the ADS is set to off, the ATC centre can no longer be provided with ADS reports.

A5.5.5. 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. If an offset is manually flown, in a Heading Select mode for instance, both the intent and predictions as sent by the FMS for ADS purpose, may be incorrect. A Waypoint will not be sequenced if the position is beyond 7NM on Honeywell FMS2 and 5NM on Thalès FMS2 aside from this point. It is then recommended that the crew keeps updated its FMS flight plan, and that it uses the FMS Offset function. When an Offset is flown with the FMS, the intent and predicted route information will be provided along the offset route.

A5.5.6. ADS SHUTDOWN Some ATC centres are not equipped with both CPDLC and ADS-C applications. Therefore, a CPDLC shutdown or an ADS-C shutdown may be experienced on ground systems. In these cases, the following procedures apply.

A5.5.6.1. ADS-C FAILURE

During the period when the shutdown of the ground ADS-C application occurs, position reports are required either via CPDLC if available or via voice. If CPDLC is still serviceable, the phraseology will be :

Controller : ADS not available revert to ATC data link position reports.

Pilot : Roger


- A 57 -

A5.5.6.2. LOSS OF ADS-C

It may happen that the flight crew has inadvertently switched ADS reporting off. As a consequence, the ATC is not able to establish an ADS contract. In that case, the ATC may request the status of the on-board ADS application with the following the phraseology :

Controller : Confirm ADS armed.

Pilot : Roger

A5.6. EMERGENCY PROCEDURES For the detailed procedures, please refer to FANS 1/ Operations Manual section 7.

A5.6.1. CPDLC EMERGENCY PROCEDURES Pilots should be aware of the CPDLC emergency procedures, which apply in the considered area. The emergency mode is activated from the EMERGENCY page on MCDU or MFD. In particular, they should know what can be expected from the controller once the emergency mode is triggered. The general rules usually apply:

• The controller shall immediately acknowledge receipt of an emergency message, which has been sent by the pilot (e.g. MAYDAY or PAN). Either voice or CPDLC free text will be used. If free text is used, the crew is not required to close it through the ROGER reply.

• The controller shall also attempt a voice contact after he has acknowledged an emergency message through CPDLC

• If CPDLC is the best (or the sole) means for communications, the current controller will keep the connection active to provide the assistance. In particular, no transfer (either automatic or manual) of connection will be done.

A5.6.2. ACTIVATION OF ADS EMERGENCY MODE When both CPDLC and ADS are active, sending the MAYDAY message through CPDLC automatically switches the ground ADS contract to the EMERGENCY mode (the reporting rate is the same as of the previous periodic contract if any, or is set to 64 seconds per default for other existing contracts). Conversely, sending the CPDLC CANCEL EMERGENCY message deactivates the ADS EMERGENCY mode. When only ADS is operating, the ADS EMERGENCY mode can be activated :

• For A320/A330/A340 aircraft, through the EMERG ADS function from MCDU EMERGENCY page,

• For A380 aircraft, through the ADS EMERGENCY function from MFD EMERGENCY page or from MFD CONNECTION STATUS page.


- A 58 -

When the ADS emergency mode is set, the aircraft immediately sends an ADS report containing an emergency flag that is interpreted by all ground systems that currently have periodic or event contracts established with that aircraft.

A5.6.3. DEACTIVATION OF ADS EMERGENCY MODE To deactivate the EMERGENCY mode (MAYDAY message and ADS emergency mode), the flight crew can :

• On A320/A330/A340 aircraft, send an EMERGENCY CANCEL message from the second EMERGENCY page on MCDU, or set the EMERG ADS to OFF.

• On A380 aircraft, send a CANCEL EMER message, or set the ADS EMERGENCY to OFF from either EMERGENCY page or CONNECTION STATUS page on MFD.

When the pilot cancels the emergency mode, the aircraft will send an emergency mode cancellation message to each ground station receiving the emergency mode reports. The cancellation message will remove the emergency flag from the periodic contract, but the data contents will remain the same as per the emergency contract. Any previously existing data groups requested by the ground system will not be restored unless the ground system re-negotiates the periodic contract following receipt of the emergency cancellation message. Existing event contracts are unaffected by the emergency cancellation.

EMERGENCY page on MCDU – 1/2 EMERGENCY page on MFD


- A 59 -

EMERGENCY page on MCDU – 2/2 CONNECTION STATUS page on MFD

A5.7. ATS 623 APPLICATIONS The ATS623 applications (AIRBUS implementation of AEEC623) are an option of the FANS A+ package for A320/A330/A340 aircraft. They are basic on A380 aircraft. As a first step to a greater use of data link applications, and pending for a greater maturity of standardised services, AIRBUS has decided to implement only three ATS623 applications :

• Departure Clearance (DCL), • Oceanic Clearance (OCL), • Digital – Automatic Terminal Information Service (D-ATIS).

Operating these applications is done with both the DCDU and the MCDU (respectively ATC mailbox and MFD). Although very similar to the current FANS A functions, differences exist and must be kept in mind :

• ATS623 exchanges do not require a preliminary notification process (AFN) contrary to CPDLC and ADS applications.

• ATS623 exchanges have been built upon voice exchanges: crew request, ground clearance, crew read-back and ground confirmation. This was a requirement from the Airworthiness Authorities.

• As per AEEC 623 specifications, it is not possible to refuse an ATS 623 clearance by data link. The refusal, if any, shall be done via voice.

• No Time stamp information are available for ATS623 exchanges. Note 1 : In case similar applications have been customised through AOC (ACARS) contracts, these will no longer be available should the ATS623 package be chosen.


- A 60 -

This means that AOC DCL or OCL will no longer be sent from a customised AOC page. However, customised AOC functions such as Pre-Departure Clearance (PDC), which is not compliant with the AEEC 623 specifications, will remain possible through the ACARS. Note 2 : ATS623 applications are not FANS applications, but are considered as such because using the DCDU/MCDU (respectively ATC mailbox and MFD) to exchange messages.

• Usual answers

- ACK (ATS 623 Departure and Oceanic clearances only) : ACK stands for Acknowledgement. This downlink message means that the flight crew has received the departure or oceanic clearance contained in the associated uplink message. An ATC confirmation should follow.

- REFUSE (ATS 623 Departure and Oceanic clearances only) : This is

not a downlink message. As per AEEC 623 specifications, a departure or oceanic clearance cannot be refused by data link. The flight crew shall revert to voice procedure. When selecting the REFUSE option on DCDU (respectively ATC mailbox), a reminder for a reversion to voice procedure is triggered for display.

The following figure provides a typical scenario for a departure clearance using the ATS623 application. The introduction of new interfaces with the A380 does not modify the communication protocol. Therefore, this figure applies to the A380 with ATC mailbox and MFD instead of DCDU and MCDU.


- A 61 -

Standard Departure Clearance Communication Scenario

Ground DSP

Aircraft

Request DCL

ACK DSP

Clearance

Answer (ACK)

Confirmed

DCDUMCDU +

ATCMSG DCDU

+

DCDU

ATCMSG

DCDU+

1-

2-

3-

4-

ATC center

‘ sending ’

‘ sent ’

ACK DSP‘ sending ’

‘ sent ’

NAT

NAT

AUCT

NAT = Network Acknowledgement TimerAUCT = ATC Uplink Confirmation Timer

Figure 5-9

Departure Clearance scenario 1. Departure Clearance request : The DEPARTURE CLEARANCE request is

prepared on the MCDU, displayed on the DCDU and sent to the ground. 2. Departure Clearance receipt : An uplink clearance is received: the aural and

visual warnings are activated, and the message is displayed on the DCDU. 3. Departure Clearance read-back : If the pilot accepts the clearance, he

selects the proposed ACK answer on the DCDU and sends it to the ground 4. Departure Clearance confirmation : The ground confirms that the

acknowledgement for this clearance has been received, this is displayed on the DCDU.

If the crew prefers to REFUSE the received clearance (step 3), 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. Refer to Appendix I for an ATS623 operational scenario.


- A 62 -


ADS connections • An ATC will establish ADS contracts once the AFN has been performed. • FANS A equipped aircraft can have up to five ADS connections. • The aircraft has the capability to report to all connected ATC centres

simultaneously using ADS. • Different types of ADS "contracts" exist:

- Periodic : the data are sent at periodic time intervals. - On demand : the data are sent only when asked for. - On event : the data are sent whenever a specified event occurs.

• ADS is transparent to the crew. In particular, contracts cannot be modified from the aircraft. 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 (respectively MFD CONNECTION STATUS page).

• The ADS should not be set to off unless instructed to do so by ATC. If the ADS is set to off, the ATC centre can no longer be provided with ADS reports.

• ADS contracts and connections should normally be terminated by the ground system when the:

- Aircraft has crossed a FIR boundary, or - Aircraft's flight plan has been cancelled or has finished, or - Connected ATCs have no further surveillance requirements for the

flight. • A Waypoint will not be sequenced if the position is offset by more than

7NM on Honeywell FMS2 and 5NM on Thalès FMS2 aside from this point. When an offset is flown, it is recommended that the crew keeps updating its FMS flight plan, and that it uses the FMS Offset function.

ADS shutdown

• When a shutdown occurs the ATC controller will advise the crew of the requirements for the position reports (by voice or CPDLC).

ADS Emergency

• The emergency mode can be activated either by the pilot or the controller, and is normally cancelled by the pilot. When selected on the MCDU ATC page (respectively MFD ATC COM pages), the TSU (respectively ATC applications) immediately sends a report to all ATC centres that currently have contracts established with that aircraft.

• The controller in charge of the flight shall acknowledge any ADS emergency report.


- A 63 -

Please, bear in mind… (continued)

ADS HMI enhancement • The FANS A+ package provides more precise indications :

- The number of ADS connections is displayed on DCDU (respectively ATC mailbox),

- The ADS connection status is : ARMED when the ADS application is available but no ATCs have

established any contracts, CONNECTED when the ADS application is available and at least

one ATC has established a contract.

ATS623 • Pending for a greater maturity of standardised services, AIRBUS has

decided to implement only three ATS 623 applications: - Departure Clearance (DCL) - Oceanic Clearance (OCL) - Digital – Automatic Terminal Information Service (D-ATIS)

• These ATS 623 applications do not require a preliminary AFN procedure compared to CPDLC and ADS applications.

• In case similar applications have been customised through AOC (ACARS) contracts, these will no longer be available should the ATS623 package be chosen (e.g. AOC DCL or OCL will no longer be sent from a customised AOC page). However, customised AOC functions such as Pre-Departure Clearance (PDC), which is not compliant with the AEEC 623 specifications, will remain possible via ACARS.


- A 64 -


Getting to grips with FANS – Part II – Issue III A6 – FANS A evolutions

- A 65 -

A6. FANS A EVOLUTIONS

A6.1 FANS A+ on A320 aircraft 66

A6.2 FANS A enhanced ADS 66

A6.3 A330/A340 FANS A+ (FANS A system evolution) 66

A6.3.1 A330/A340 FANS A+ basics 68

A6.3.1.1 Enhancements of the Human Machine Interface (HMI) 68

A6.3.1.2 Improvements related to the CPDLC service 69

A6.3.1.3 Data link Service Provider (DSP) world map 71

A6.3.1.4 ATSU router customisation via loadable database 71

A6.3.1.5 BITE (Built-In Test Equipment) Improvement 71

A6.3.2 A320/A330/A340 FANS A+ options 72

A6.3.2.1 HF Data Link (HFDL) 72

A6.3.2.2 High-speed VHF data link – VDL mode 2 72

A6.3.2.3 Wired high speed data loading capability (AEEC 615A) 73

A6.3.2.4 Clearances and Digital ATIS applications – ATS 623 73

A6.3.3 FANS A+ retrofit 74

A6.4 FANS A+ on A380 aircraft (enhancement regarding FANS A+ on A330/A340 aircraft)

76

A6.4.1 A380 FANS A+ basics 76

A6.4.1.1 Central and unique ATC mailbox 76

A6.4.1.2 Discarding old uplink messages 76

A6.4.1.3 Time reference in uplink messages 77

A6.4.1.4 Clearances and Digital ATIS applications – ATS 623 78

A6.4.1.5 ATC data link communication recording 79

A6.4.1.6 BITE (Built-In Test Equipment) on OMT 79

A6.4.1.7 SCAN MASK with routing policies 79

A6.4.2 A380 FANS A+ options 80

A6.4.2.1 Dual ACR configuration 80

A6 – FANS A evolutions Getting to grips with FANS – Part II – Issue III

- A 66 -

The present chapter is divided into two parts : • The first part is related to FANS A evolution available on A320 and

A330/A340 aircraft. The evolution is identified as the FANS A+ package. The novelties are described compared to the FANS A package as of July 2000. The FANS A+ package has been available since April 2004 on A330/A340 aircraft and March 2005 on A320 aircraft.

• The second part is related to FANS A+ enhancement available on A380 aircraft. Regardless the interfaces, it is to be noticed that FANS A+ functions on A380 are the same as the ones on A320/A330/A340 aircraft, apart from a very few exceptions. These exceptions are described in this second part.

Note 1 : Whenever used, the term A320 designates the A320 family. Note 2 : The A380 FANS A+ package and the ATS 623 applications are included in the basic definition of the A380 aircraft.


A6.1. FANS A+ ON A320 AIRCRAFT Since March 2005, the FANS A+ package is available on A320 aircraft. This package is identical to the one proposed on A330/A340 aircraft.

A6.2. 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 K (OIT/FOT Ref. “SE 999.0001/03/VHR”).

A6.3. A330/A340 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, the North Atlantic Ocean or even the Indian Ocean. 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. The aim of this chapter is thus to list and to describe the main points that are addressed by this latest standard of FANS A services.


- A 67 -

The objectives of this 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.g. ADS information on DCDU), interoperability and standardisation objectives (e.g. addition of CPDLC elements to clarify some messages) or have been dictated by improvement of Human Machine Interface (HMI) or by functional evolutions (e.g. availability of the "LOAD" command on the DCDU). New data link services have also been added with the introduction of :

• VDL mode 2, so as to increase the capacity for ATC communications, • HFDL capability for ATC (once this service is approved), • ATS623 applications : Departure & Oceanic clearances and Digital-ATIS, • High-speed data loading capability (AEEC 615A).

These services are optional and may be chosen separately according to the airlines needs and types of operations. Note : The following evolutions are independent of the software update providing an enhanced ADS (refer to A6.2 – FANS A enhanced ADS) and have been basic for the A330/A340 at the entry into service since January 2004.


- A 68 -

A6.3.1. A330/A340 FANS A+ BASICS

A6.3.1.1. ENHANCEMENTS OF THE HUMAN MACHINE INTERFACE (HMI)

In the FANS A+ package, the initial FANS A HMI has been modified to provide additional information relative to:

• ADS/CPDLC Connections • CPDLC Message and functions

A6.3.1.1.1. Modifications relative to ADS on MCDU

• MCDU CONNECTION STATUS page indicates if ADS is either ARMED, CONNECTED or OFF (as detailed in A5.5.1 – ATS notification and ADS connection).

• MCDU ADS DETAIL page lists ATC centres with active ADS contracts. They can easily be disconnected separately through the appropriate right Line Select Key (LSK) of the MCDU (as detailed in A5.5.2 – ADS connection management).

A6.3.1.1.2. Modifications on DCDU

• FANS A DCDU was designed for operations in an ADS/CPDLC environment, as it was foreseen in the CNS/ATM concept. In case of ADS-only regions, the FANS A DCDU displayed the NO ACTIVE ATC indication. This message refers to the CPDLC status only, and does not mean there are no ADS contracts established with the aircraft. So as to improve the knowledge of the ADS status, an ADS indication has been added on the DCDU (refer to A5.5.1 – ATS notification and ADS connection).

• The NO ACTIVE ATC indication (for the CPDLC status on FANS A DCDU) has been removed in FANS A+.

A6.3.1.1.3. DCDU indications in case of failures In any abnormal conditions as regards the CPDLC services, positive information is provided on the DCDU screen whenever appropriate (refer to Appendix J). In case of connection loss, 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 to A5.3 – ATS Facilities Notification (AFN)). A6.3.1.1.4. Crew awareness in case of no reply from the ATC Whenever an ATC reply has not been received after 5 minutes, the crew is warned by a message on the DCDU.

• If the request is still displayed, the indication NO ATC REPLY is just added on the DCDU (as per FANS A package).

• If the request had been closed, it is then automatically recalled and displayed again with the NO ATC REPLY indication (new on FANS A+ package).


- A 69 -

If the downlink message was not previously closed, SENT and NO ATC REPLY indications are alternatively displayed.

If the downlink message was previously closed, REMINDER and NO ATC REPLY indications are alternatively displayed.

A6.3.1.2. IMPROVEMENTS RELATED TO THE CPDLC SERVICE

They have been added in agreement with international FANS interoperability groups that have been working on CNS/ATM implementations in various parts of the world. A6.3.1.2.1. Addition of information on REPORT messages When needed, the following message elements are now automatically proposed as part of the downlink message : CLIMBING TO, DESCENDING TO or DEVIATING TO. They are part of the Report messages, and are proposed wherever appropriate by the FMS.


- A 70 -

A6.3.1.2.2. Discarding old uplink messages To prevent operational misunderstanding due to delayed messages presentation (because of ACARS networks' performance), some ATC centres will ask, in a near future, the crews to set a maximum value for an acceptable delay. This request, done via CPDLC the message: SET MAX UPLINK DELAY VALUE TO xxx SEC, will be displayed on the DCDU. The crew will set the value on the CONNECTION STATUS page in the MAX UPLINK DELAY field.

The MAX UPLINK DELAY value shall be inserted into MCDU on ATC request only.

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.

DCDU on A320/A330/A340 MCDU on A320/A330/A340

A6.3.1.2.3. BACK ON ROUTE message after an offset has been flown When offsets are flown in areas where CPDLC is the first means of communication, to avoid the use of a free text to inform the ATC once back on the initial route, the "Back On Route" pre-formatted message has been added on the MCDU ATC REPORTS page.


- A 71 -

DCDU on A320/A330/A340 MCDU on A320/A330/A340

A6.3.1.3. DATA LINK SERVICE PROVIDER (DSP) WORLD MAP

In order to optimise Frequency, Media and DSP selection, an algorithm (VHF world map) lists the VHF data link service providers available in each geographical area. The ATSU router automatically selects a VHF frequency depending on the aircraft position in accordance with the scan mask entered by the airline. The availability of a world map update is announced through a Service Information Letter (SIL).

A6.3.1.4. 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. MCDU input inhibition for those parameters is also achieved via loading of a customised ATSU router database.

A6.3.1.5. BITE (BUILT-IN TEST EQUIPMENT) IMPROVEMENT

The BITE relative to the FANS system performs the surveillance of the ATSU and DCDUs and logs all the internal or external failures it has detected. In the interactive BITE mode, accesses to various data are provided (leg reports, LRU identification with part numbers of all FANS system components, trouble shooting data, pin program configuration). Main BITE functions are :

• The dump of trouble shooting data via MDDU, • The system test to check the status of ATSU, DCDUs and inputs/outputs.

The system capacity to auto-diagnose its failures (or those of its peripherals) has been improved to limit the number of inopportune messages, which harm the correct breakdown service of the system.


- A 72 -

A6.3.2. A320/A330/A340 FANS A+ OPTIONS

A6.3.2.1. HF DATA LINK (HFDL)

A6.3.2.1.1. 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 FANS A architecture description in Part I). In the FANS A+ package, HFDL has been also certified for ATC purpose as a supplementary means of communication. Please refer to HFDL description in Part I – Chapter 3 for more details. A6.3.2.1.2. Operational use of HFDL As there is only one HF antenna to support the use of either HFDL or HF voice, some operational constraints exist that have to be understood. HF voice and HFDL cannot be used at the same time, and as per the international aeronautical rule (AEEC 753), HFDL is inhibited for 60 seconds whenever HF voice has been used for transmission. This 60 seconds limitation is justified by the need for a possible HF voice reply to any HF voice initiated from the aircraft. So as not to disturb this reply, HFDL is thus inhibited momentarily. This one-minute limitation is arguable: in some poor conditions of propagation, one minute may not be sufficient. The above-mentioned rule however, recommends an inhibition in between 30 and 120 seconds. 60 seconds were chosen on AIRBUS aircraft. When HFDL is used, the aircraft may be emitting for slots of 2.5 seconds every 32 seconds.

A6.3.2.2. HIGH-SPEED VHF DATA LINK – VDL MODE 2

VHF Data Link mode2 (as described in FANS A architecture description in Part I) is an optional function of the FANS A+ package that allows higher data rate than VDL mode A. A6.3.2.2.1. VDL mode 2 operations Although both the current VDL mode A and VDL mode 2 are available in the ATSU, only one of them can be used at the same time. Although mostly developed to overcome the current ACARS networks congestion, the VDL mode 2 should be used for ATC purpose. It has indeed started to be used in two ATC centres (Maastricht and Miami) and will be implemented in other ATC over the next years. VDL mode 2 ensures a communication function, and as such is not dependent of any application. Current AOC applications can be transferred to VDL mode 2 without modification. The figure given in Appendix C gives the current deployment of VDL mode 2 ground stations.


- A 73 -

A6.3.2.3. WIRED HIGH SPEED DATA LOADING CAPABILITY (AEEC 615A)

A6.3.2.3.1. General The ATSU has now the capability to support wired high-speed data loading specification AEEC-615A (Ethernet loading usually called ARINC-615A), which enables airlines to save additional operating costs. This new feature reduces software data loading duration with a factor of 5 at a minimum and introduces also a full ATSU software configuration management (including the AOC) to ease maintenance operations. On-board high-speed data loading requires installation of :

• A dedicated plug in the avionics bay, • An hardware modification, which consists in integrating an Ethernet module

in the ATSU.

A6.3.2.3.2. Benefits A joint utilisation of a high-speed-data loading ATSU and of a SDL/PDL provides the following benefits :

• Reduced data loading time with a factor of five at a minimum, • Compatible with AEEC 615-3 and AEEC 615A, • Facilitated maintenance operation :

- Reduce manual intervention between loads, - Capacity to load customised airline configuration, - User-friendly data loader design, - Trouble shooting aids in case of loading issue.

A6.3.2.4. CLEARANCES AND DIGITAL ATIS APPLICATIONS – ATS 623

A6.3.2.4.1. ATS 623 main HMI principles In Appendix I, a departure clearance scenario is proposed to depict the main points that are linked to the three applications. A6.3.2.4.2. Operational use of ATS 623 applications As part of the certification, the operational conditions for a use of the ATS623 is as follows :

• Pre-flight and En-Route phases for both Departure Clearance (DCL) and Oceanic Clearance (OCL),

• All flight phases for Digital ATIS (D-ATIS), • During Take off and landing phases, all associated uplinks are inhibited.

They indeed are put in a buffer and are displayed once out off the inhibition phases. Although very similar to FANS A as far as the DCDU and MCDU displays and handling are concerned, the ATS623 operations do present some differences that have to be known (refer to A5.7 – ATS 623 applications).


- A 74 -

The most important point is that DCL and OCL are not true FANS A services, and as such, cannot be processed by the system in the same way as CPDLC for instance. The associated HMI (DCDU mainly) is thus slightly different, and has been adapted to take account of these differences. It has to be noticed that D-ATIS reports are not parts of a direct dialogue between the flight crew and the ATC controller. As a consequence, D-ATIS reports are directly received into the MCDU.

A6.3.3. FANS A+ RETROFIT To upgrade aircraft systems from FANS A to FANS A+ standards, only a software update is necessary for basic package and options (no hardware components need to be changed except AEEC 615A option). For operators wishing to modify their aircraft configuration, an RFC (Request For Change) must be issued for the basic functions package (see A6.3.1 – A330/A340 FANS A+ basics) and a specific RFC for capabilities to be activated separately (options). Note : The provision of AEEC615a capability (option detailed in A6.3.2.3 – Wired high speed data loading capability (AEEC 615A)) requires a hardware modification, which consists in the installation of a dedicated plug in the avionics bay along with the integration of an Ethernet module in the ATSU.


- A 75 -



Enhanced ADS Current FANS A ADS system can be enhanced through the updates of the ATSU software (CLR3.6b) and FMS Pegasus 2 software (as detailed in Appendix K).

FANS A+ Standard To improve the current FANS A package and extend the use of data link services, a new standard, called FANS A+, has been developed.

• Improvements address points coming from: - Operational / in service feedback from operators, - Interoperability and standardisation objectives, - Improvement of Human Machine Interface (HMI), - Functional evolutions.

• New data link services have also been added with the introduction of : - VDL mode 2, so as to increase the capacity for ATC communications, - HFDL capability for ATC (once this service is approved), - ATS623 (Departure & Oceanic clearances, Digital-ATIS applications), - High-speed data loading capability (AEEC 615a).

FANS A+ retrofits

To upgrade aircraft systems from FANS A to FANS A+ standards, only a software update is necessary (no hardware components need to be changed).

FANS A ACARS Router

FANS A with enhanced ADS ACARS Router

FANS A+ with ATS 623 applications ACARS Router

Jan-2004

Enhanced ADS automatically provided with FANS A+ standards

1Q-2003


- A 76 -

A380 aircraft

A6.4. FANS A+ ON A380 AIRCRAFT (ENHANCEMENT REGARDING FANS A+ ON A330/A340 AIRCRAFT)

This section describes features that are available in A380 FANS A+ package but not in A320/A330/A340 FANS A+ package. The A380 FANS A+ package derives from an adaptation of the A320/A330/A340 FANS A+ package to the A380 architecture. Therefore, all features available in A320/A330/A340 FANS A+ package are available in A380 FANS A+ package, except when specified. It should be noted that all FANS A+ functions described for A320/A330/A340 aircraft (either basic or optional) are included in the basic definition of the A380 aircraft. For instance, HFDL is optional on A320/A330/A340 aircraft and basic on A380 aircraft. It does not apply to functions specific to A320/A330/A340 architecture.

A6.4.1. A380 FANS A+ BASICS

A6.4.1.1. CENTRAL AND UNIQUE ATC MAILBOX

The uniqueness of the ATC mailbox was validated as an efficient means to improve the flight crew’s crosscheck of messages. The uniqueness naturally called for a central position of the ATC mailbox.

A6.4.1.2. DISCARDING OLD UPLINK MESSAGES

The function MAX UPLINK DELAY and the related procedure are identical to the ones on A320/A330/A340 aircraft. However, the access is different from A320/A330/A340 interfaces. The function is accessible through the pull-down menu CONNECT on MFD. Per default, the NONE option is selected. When an ATC instruction to modify the value of the maximum uplink delay is received, select the SET MAX UPLINK DELAY option and copy the value mentioned in the ATC instruction.

The MAX UPLINK DELAY value shall be inserted into MCDU on ATC request only.


- A 77 -

ATC Mailbox on A380 MFD ATC COM on A380

A6.4.1.3. TIME REFERENCE IN UPLINK MESSAGES

In ATN environment, uplink messages shall be presented to pilots with the time at which the message had been sent (i.e. timestamp). This requirement allows both pilots and ATC controllers to have the same time reference for a given messages. In ACARS environment, there are no such requirements. However, in a recent survey, it has been noticed that most of the ATC centres in ACARS environment do provide the timestamp. At the time of editing the document, only Oakland and Anchorage FIRs do not provide the timestamp in their messages. Considering the requirements in ACARS environment, the FANS A+ package on A320/A330/A340 aircraft had been designed so as to display the time at which the message has been received on DCDU (i.e. time in the upper left corner of DCDU). Taking into account the statement on the timestamp provided by most ATC centres, the FANS A+ package on A380 aircraft offered an opportunity to manage the timestamp while displaying the uplink message on ATC mailbox. The management of the timestamp is described below. Besides, it has been observed that most pilots considered the time provided at the top left corner of DCDU as the time at which the message has been sent (timestamp). The management introduced by the A380 ATC mailbox allows getting rid of this confusion.


- A 78 -

When the uplink message is provided with the timestamp, the time reference is displayed in the upper left corner of the ATC mailbox.

When the uplink message is not provided with the timestamp, the time reference (i.e. time at which the message has been received) is inserted at the end of the message. The upper left corner is empty.

A6.4.1.4. CLEARANCES AND DIGITAL ATIS APPLICATIONS – ATS 623

The ATS 623 applications are included in the basic definition of A380 aircraft. The services provided are the same as on A320/A330/A340 aircraft : Departure clearance request, Oceanic clearance request and Digital ATIS (D-ATIS).

Departure clearance request and Oceanic clearance request are accessible from the REQUEST page on MFD.

The D-ATIS service is available through the ATIS page on MFD. ATIS requests for three airports may be done. The ATIS report can be displayed on an expanded area through the triple rightward arrow. If the ATIS report cannot be displayed entirely in the allowed space, suspension points “…” are inserted at the end.


- A 79 -

A6.4.1.5. ATC DATA LINK COMMUNICATION RECORDING

ICAO requires that all aircraft with a type certification issued after the 1st January 2005 to be equipped with flight data recorder that records ATC data link communications. A380 aircraft are basically fitted with such flight data recorders.

A6.4.1.6. BITE (BUILT-IN TEST EQUIPMENT) ON OMT

The ATC data link applications have a BITE function to monitor internal ATC operation in normal mode. The interactive mode provides the maintenance operator with access, through On-Board Maintenance Terminal (OMT), to a set of ATC specific maintenance functions :

• System test function : its checks that one system component (LRU, CPIOM or application) has been correctly replaced or upgraded and that the system is ready to work.

• Soft Pin Program (SPP) display function : SPP is one of the enhancement brings by the A380 technology. It replaces hard pin program. This function collects for display the status of all SPP involved in the configuration of the on-board FANS system.

• BITE memory dump function : this function transfers the BITE memory into the Centralized Maintenance System (CMS).

A6.4.1.7. SCAN MASK WITH ROUTING POLICIES

On A380 aircraft, the Avionics Communication Router (ACR) supports the routing function. Three loads make up the ACR :

• Operational Software : it is certified within AIRBUS process and provides the basic function of ACR,

• Data Service Provider Database (PRODB) ; it is BFE and contains values for parameters of air/ground communication protocols set as required to ensure interoperability with Datalink Service Providers (DSPs). It includes only air/ground data common to the different areas of the world where the service is provided

• Customized Database (CSTDB) : it is BFE and contains parameters which are defined upon airline choice. These parameters are specified in the terms of contracts established between the airline and its DSPs. The non-exhaustive list of these parameters would be the list of IATA /ICAO identification codes, the VHF DSP preference configuration, the AOC routing policies configuration, the VHF DSP world map configuration and the VHF frequencies.

As a comparison with A320/A330/A340 aircraft, the ATSU integrates this routing function.


- A 80 -

The ACR PRODB is comparable to the Media configuration table (MCT) part of the DSP world map file of the ATSU Router Parameter Database (ATSU RPDB) except that it does not contain the VHF frequencies. The ACR CSTDB is comparable to the ARF customisation file and the DSP world map file except the MCT but with the VHF frequencies.

A6.4.2. A380 FANS A+ OPTIONS

A6.4.2.1. DUAL ACR CONFIGURATION

A second Avionics Communication Router (ACR) may be installed as back up. The interface with ATC applications is adapted to the ACR configuration by soft pin programming. In a dual ACR configuration, if ACR 1 fails, ACR 2 becomes active. This ACR reconfiguration has no impact on ATC connections with the ground. Only messages queued in ACR 1 at the time of the failure are lost. Mechanisms have been implemented inside ATC applications to get aware of the message loss.


- A 81 -


A380 aircraft The basic definition of the A380 encompasses the FANS A+ package and the ATS 623 applications. The A380 FANS A+ package resumes all the functions provided within the A320/A330/A340 FANS A+ package. Some novelties are also introduced considering the regulation evolutions and the new A380 technology.

ATC data link recording As per new ICAO requirements about data recording, A380 aircraft are basically fitted with flight data recorders able to record data link communications.

Novelties introduced by A380 FANS A+ The A380 technology introduces three main novelties :

• New interfaces : a central and unique ATC mailbox to receive and send ATC messages, ATC COM pages on MFD to prepare and store messages. The central and unique ATC mailbox improves the cross check.

• The maintenance functions provided by the BITE are accessible through the OMT.

• The ACR, to which the routing function for several applications is granted, offers much more flexibility for the customisation of routing policies.

• As an option, a second ACR can be installed for an advanced reliability.

Timestamp On the operational side, in order to improve dialogues between flight crews and air traffic controllers, the timestamp is adopted as the time reference for uplink messages. If ground ATC applications do not provide the timestamp (applicable to few ATCs), the time indication refers to the reception time and is displayed differently from the timestamp.


- A 82 -


Getting to grips with FANS – Part II – Issue III A7 – FANS A world status

- A 83 -

A7. FANS A WORLD STATUS

A7.1 Status of FANS A implementation 84

A7.2 North Atlantic (NAT) 85

A7.2.1 Operational concept 85

A7.2.1.1 New York CPDLC implementation 85

A7.2.2 Area of application 86

A7.2.3 NAT operational procedures 86

A7.2.4 Contacts 86

A7.3 North Canada – Edmonton 87



A7.3.3 Operational procedures 87

A7.3.4 Contacts 88

A7.4 FOM airspaces 88




A7.4.4 Contacts 90

A7.5 China 91




A7.5.4 Contacts 92

A7.6 Worldwide list of FIR providing data link services 92

A7 – FANS A world status Getting to grips with FANS – Part II – Issue III

- A 84 -

A7.1. STATUS OF FANS A IMPLEMENTATION For the time being only oceanic and remote areas widely implement FANS technology compliant with FANS 1/A standards. All FIRs, which are FANS equipped, do not provide the same services. These FIRs may provide the following FANS functions

• Both ADS and CPDLC. • ADS only • CPDLC only

These FANS capabilities are represented on the following chart (based on data available in April 2005).

Figure 7-1

FANS equipped FIRs as of April 2005


- A 85 -

A7.2. NORTH ATLANTIC (NAT) A7.2.1. OPERATIONAL CONCEPT

• A mixed aircraft equipage environment will continue to exist for many years. Mandatory FANS 1/A or FMC WPR aircraft equipage is currently not envisaged for the NAT Region.

• Initial ATS trial use of FANS 1/A data link in NAT airspace consisted of ADS WPR. Its performance and usefulness have been confirmed and it is currently in the operational phase in all NAT Oceanic Control Areas/Flight Information Regions (OCA/FIRs).

• The use of FMC WPR2 is not intended to replace or delay ADS equipage, but is intended to give operators an alternative, in cases where the cost of ADS would be prohibitive. A FMC WPR is a position report that consists entirely of data entered automatically by the Flight Management System (FMS).

• The backup system for CPDLC, FMC WPR and ADS WPR is voice radio. • The use of HF data link for FANS 1/A ATS messages is not approved at this

time.

A7.2.1.1. NEW YORK CPDLC IMPLEMENTATION

The approach described in this section is applicable to the implementation of CPDLC services in the New York Data Link service area. CPDLC service will utilize the message sets contained in sections 7 and 8 of the Guidance Material for ATS Data Link Services in North Atlantic Airspace. Operators should note that other NAT areas do not support all of the message elements contained in this section 8. In the New York Data Link service area, first preference for position reports is ADS WPR, followed by CPDLC (ensuring that geographic coordinates are not encoded as per ARINC specification 424), followed by HF voice. Operators should note that voice reports are required unless otherwise advised. Unless otherwise advised, additional AFN Notification to initiate ADS services with other NAT OCAs is not required, once an Active CPDLC connection is established with KZWY. Flights entering the New York Data Link service area should be especially aware of the guidance related to transfer to another ATC while crossing the FIR boundary because automatic CPDLC transfers from other FIRs to KZWY may not be enabled during the initial New York CPDLC implementation.

2 FMC WPR is out of the scope of Getting to Grips with FANS brochure. For more details, please refer to Getting to Grips with Data Link brochure.


- A 86 -

A7.2.2. AREA OF APPLICATION The NAT airspace consists of :

OCA name ICAO code ADS CPDLC Gander OCA CZQX X X Shanwick OCA EGGX X X Reykjavik OCA BIRD X X Santa Maria OCA LPPO X New York OCA KZWY X X Bodø OCA ENOB X

Note 1 : The Gander OCA encompasses the Gander Oceanic FIR and that part of the Sondrestrom FIR south of 63°30' North and above FL195. Note 2 : The Reykjavik OCA encompasses the Reykjavik FIR and that part of the Sondrestrom FIR north of 63°30' North and above FL195.

A7.2.3. NAT OPERATIONAL PROCEDURES They are based on the Guidance Material for ATS Data Link Services in North Atlantic Airspace, issue 14.0 (29 MAY 06). This document may be downloaded from the NAT PCO (North Atlantic Programme Coordination) website : http://www.nat-pco.org/adswpr.htm. For deeper interest, the main NAT operational procedures are given in Appendix E.

A7.2.4. CONTACTS

Contacts Company Phone Fax E-mail

Tom Cole FANS Central Monitoring Agency

Nav Canada

(613) 248-7158

(613) 248-6802

[email protected]

Carole Stewart Manager, enroute and Oceanic Procedures

Nav Canada

(613) 563-5674

(613) 563-7987

[email protected]

Operators using ARINC as their DSP

Pete Grogan (410) 266-2344

[email protected]

Operators using SITA as their DSP

Karen Stephenson

61 29240 1427

61 2 9247 9330

[email protected]

http://www.nat-pco.org/adswpr.htm






- A 87 -

A7.3. NORTH CANADA – EDMONTON A7.3.1. OPERATIONAL CONCEPT Operational trials of automatic dependant surveillance waypoint position reporting (ADS WPR) in portions of the Edmonton flight information region/control area (FIR/CTA) are planned to commence on or after June 8, 2006. Non-participating aircraft will not be affected by these trials.

A7.3.2. AREA OF APPLICATION ADS WPR will be conducted in that portion of the Edmonton FIR that is on and northeast of NCA 24. Aircraft are advised that, depending on their position, initial radio contact will be with either Edmonton ACC (“Edmonton Centre”) or North Bay flight service station (“Arctic Radio”).

A7.3.3. OPERATIONAL PROCEDURES They are based on AIC 16/06 – Automatic Dependent Surveillance (ADS) Waypoint Position Reporting (WPR) In The Edmonton Flight Information Region/Control Area (FIR/CTA) from NAV Canada. This document may be downloaded from the NAV Canada website : http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm. For deeper interest, the main operational procedures are given in Appendix E.

http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm


- A 88 -

A7.3.4. CONTACTS


John Fekkes Nav Canada

1 613 248 6930

1 613 248 6802

[email protected]

Norm Dimock Nav Canada

1 613 248 6859

1 613 248 6802

[email protected]

A7.4. FOM AIRSPACES A7.4.1. AREA OF APPLICATION FIRs that base their operational procedures on the FOM are : Accral Algeria Anchorage

Oceanic Atlantico Auckland

Oceanic Antananarivo (Madagascar)

Bahrain Brisbane Canarias Casablanca Colombo Dakar Oceanic

Egypt Emirates Fukuoka Honiara India Indonesia Iraq Johannesburg

Oceanic Jordan Kuwait Lebanon Libya

Lisbon Luanda Malaysia Mauritius Melbourne Morocco Myanmar Nadi Nauru Oakland Oman Palestinian

Gaza Qatar Sal Saudi

Arabia Seychelles Singapore Sudan

Syria Tahiti Thailand Tunisia Yemen

A7.4.2. OPERATIONAL CONCEPT For more than 7 years, the South Pacific has been used as a trial area for data link operations. CPDLC and ADS procedures have been experienced and fine tuned. Thanks to the gained experience, operational procedures have been harmonised with other regions. These procedures are stated in the FANS 1/A Operations Manual (FOM).

• CPDLC : It is used as the primary means of communications within the Pacific FIRs.

• ADS : It is used by all the ATCs within the Pacific areas (except Oakland

and Anchorage, which should be equipped in 2004).

• 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. It consists in allowing an in-flight dynamic re-routing once better wind




- A 89 -

conditions are known. Once primarily negotiated with the concerned ATCs, a new flight plan is sent by AOC to the aircraft via ACARS into the FMS secondary flight plan. It is then up to the crew to decide and negotiate for the new route. All this transaction with ATC is done through CPDLC. Now, DARP is used on some User Preferred Route (detailed below). Although promising, this procedure (detailed in Appendix F) has not been used very much for the time being, because it happens that the current wind models, as used by the airlines, are precise enough within the frame of the flight. Activating the DARP procedure requires a good co-ordination between all involved actors (Aircraft, AOC, ATC). The User Preferred Route procedure (UPR) is by far preferred by the airlines. In addition, DARP cannot be generalised because it needs AIDC between the various ground ATC, which is not available in all ATC centres.

• 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. Differences of up to around 15 minutes of flight time are claimed by the operators. These have been asking for the possibility to define their own routes according to the daily conditions. They file their UPR Flight Plan. These UPR procedures are generalised throughout South Pacific.

• Reduced lateral separation (50NM and 30 NM) As previously mentioned, 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). But PACOTS tracks are only defined with 50NM lateral separation outside areas of known or forecast convective weather. It is to be notice that 30/30 lateral and longitudinal separations has been successfully implemented in the Tasman sea area since January 2005. Trials on 30/30 horizontal separations are on going in the Oakland OCA since December 2005 (refer to http://www.faa.gov/ats/ato/cns.htm). The end-to-end data link system is now sufficiently reliable to support 50NM lateral spacing in the South Pacific. Weather deviations occur frequently in the South Pacific but application of RVSM provides an opportunity for more flexibility and for added contingency procedures that pilots can use if a weather deviation clearance cannot be provided (refer to http://www.faa.gov/ats/ato/rvsm_documentation.htm - areas_specific).

http://www.faa.gov/ats/ato/cns.htm

http://www.faa.gov/ats/ato/rvsm_documentation.htm#areas_specific


- A 90 -

A7.4.3. OPERATIONAL PROCEDURES They are based on the FANS 1/A Operations Manual (FOM), version 4.0 (28 SEP 06). This document may be downloaded on the FAA web site : http://www.faa.gov/ats/ato/data_link.htm. For deeper interest, the main operational procedures are given in Appendix E.

A7.4.4. CONTACTS


Pacific Ocean – Oakland

Robert Hansen

FAA 510-745-3836

510-745-3826

[email protected]

Pacific Ocean – Tahiti

Jean-Michel Prost-Boucle

VIVO Tahiti [email protected]

Pacific Ocean – Fiji

J. Seetom SASL-Fiji 679-725110

679-724-525

[email protected]

Pacific Ocean – Auckland

Paul Radford ACNZ 64-9-2568077

64-9-275-3106

[email protected]

Pacific Ocean – Brisbane

Adam Watkin Air Services Australia

61-7-3866-3421

61-7-3866-3257

[email protected]

Pacific Ocean – Japan

Hideo Watanabe

JCAB [email protected]

Yoshiro Nakatsuji

ATCA Japan +81 3 3747 1231

[email protected] [email protected]

Indian Ocean – South Africa

Peter Marais ATNS +2711 961 0100

[email protected]

Indian Ocean – Australia

Adam Watkin Air Services Australia

61-7-3866-3421

61-7-3866-3257

[email protected]

Singapore

Soo Kiat Goh CAAS/OP [email protected]

Bay of Bengal

Nanang Indonesia [email protected]

http://www.faa.gov/ats/ato/data_link.htm














- A 91 -


TARUF FIR, Makassar, WAAA,

Nub RAO Chennai,India [email protected]

PC GOEL Mumbai, India

[email protected]

A7.5. CHINA A7.5.1. AREA OF APPLICATION A specific FANS route (L888) has been opened along Western China over Tibetan plateau. Four FANS equipped stations ensure CPDLC and ADS services along this route :

• Kunming (ZPPP), • Chengdu (ZUUU),

• Lanzhou (ZLLL), • Urumqi (ZWWW).

A7.5.2. OPERATIONAL CONCEPT The route is RNP 4 or less; it provides 10 minutes longitudinal separation, 600 metres vertical separation, and the available flight levels are:

• 10200m / 11400m on the Urumqi to Kunming sector, • 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). An AIP has been published to describe the data link capabilities supported by the China Air Traffic services on this Chinese western route. Both CPDLC and ADS operations are carried out through Satellite data link in a first step. Alternate airports along the route are :

• Kunming, • Chengdu,

• Urumqi, • Kashi.

A7.5.3. OPERATIONAL PROCEDURES The complete procedures relative to data link operations are described in the AIP – ENR 3.3. The AIP is available at http://www.aischina.com/eng.htm.



http://www.aischina.com/eng.htm


- A 92 -

A7.5.4. CONTACTS


Aeronautical Information Service Center Air Traffic Management Bureau General Administration of Civil Aviation of China P.O.Box 2272, Shilihe, Chaoyang District Beijing 100021, People's Republic of China

86-10-67347230

[email protected]

A7.6. WORLDWIDE LIST OF FIR PROVIDING DATA LINK SERVICES

The table below is reproduced with the courtesy of SITA. This table is protected by copyright SITA 2006. It provides the list of all FIRs ensuring data link services as of June 2006. CAUTION: While SITA and AIRBUS SAS have taken every precaution to avoid any errors or omissions that may inadvertently be contained in this document, SITA and AIRBUS SAS do not accept any liability for the accuracy of information contained herein. Please refer to the relevant ATS Provider publications such as AIPs, AIC, NOTAMs, etc. to verify information and to find out the specific participation requirements. Please advise SITA at [email protected] if you are aware of any errors or omissions and/or would like more information on any of the ATS data link services.

State/ATS Provider

ATS Provider

FIR Log On Code

SATCOM Voice

OCL FMC WPR (via

CFRS)

FANS-1/A CPDLC

and ADS

ATN/ CPDLC

Algeria ENNA Alger ACC DAAA Trial

Australia ASA Brisbane YBBB Y

Australia ASA Honiara YBBB Y

Australia ASA Melbourne YMMM Y

Australia ASA Nauru YBBB Y

Brazil DECEA Atlântico SBAO Trial

Canada NAV CANADA

Edmonton FIR/Control Area (CTA)

CZEG Trial ADS only via CADS




- A 93 -

State/ATS Provider

ATS Provider

FIR Log On Code

SATCOM Voice

OCL FMC WPR (via

CFRS)

FANS-1/A CPDLC

and ADS

ATN/ CPDLC

Canada NAV CANADA

Gander OCA CZQX (FANS) CYQX (OCL)

Y Y Y-Phase 3

China CAAC Beijing ZBAB Y

China CAAC Harbin ZYHB Y

China CAAC Lhasa ZULS Y

China CAAC L888 CTU (Chengdu)

ZUUU Y

China CAAC L888 KMG (Kunming/ Wujiaba)

ZPPP Y

China CAAC L888 LHW (Lanzhou/ Chongchuan)

ZLLL Y

China CAAC L888 URC (Urum-Qi/Diwopu)

ZWWW Y

Fiji Airports Fiji Limited

Nadi NFFF Y

French Polynesia (Tahiti)

STNA, SEAC

Papeete NTTT Y

Iceland ICAA Reykjavik OCA

BIRD Y-CPDLC Phases 1 and 2, ADS via CADS

India AAI Kolkata VECF Trial

India AAI Chennai VOMF Trial

India AAI Delhi VIDF Trial

India AAI Mumbai VABF Trial

Japan JCAB Fukuoka RJJJ Y

Maastricht Eurocontrol Maastricht EDYY No ADS Y

Madagascar ASECNA Antananarivo FMMM Trial

Mauritius DCA Mauritius

Mauritius FIMM Trial

Mongolia DCA Mongolia

Ulan Bataar ZMUA Trial

Myanmar DCA Myanmar

Yangon VYYF Trial


- A 94 -

State/ATS Provider

ATS Provider

FIR Log On Code

SATCOM Voice

OCL FMC WPR (via

CFRS)

FANS-1/A CPDLC

and ADS

ATN/ CPDLC

New Zealand

Airways New Zealand

Auckland NZZO Y

Norway Avinor AS Bodo OCA ENOB Y ADS only via CADS

Portugal NAV Portugal EPE

Santa Maria OCA

LPPO Y Y ADS Only via CADS

Singapore CAA Singapore

Singapore WSJC Y

South Africa South Africa ATNS

Johannesburg Oceanic

FAJO Y

South Africa South Africa ATNS

Capetown FACT Y

Spain AENA Canarias GCCC Trial

Russian Far East

Magadan GDXB Y

Sri Lanka AASL–Sri Lanka

Colombo VCCC Trial

UK NATS Shanwick OCA

EGGX Y (provided by IAA)

Y Y Y-CPDLC Phase 3, ADS via CADS

US FAA Anchorage ARTCC

PAZA Y-however, ADS in selected airspace

US FAA New York ARTCC

KZWY Y

US FAA Oakland ARTCC

KZAK Y

Getting to grips with FANS – Part II – Issue III A8 – Starting FANS A operations

- A 95 -

A8. STARTING FANS A OPERATIONS

A8.1 General 97

A8.2 Data link : contracts and declarations 97

A8.2.1 Contracts with Data link Service Providers (DSP) 97

A8.2.2 Aircraft declaration to data link service providers and ATC centres

98

A8.2.3 Recommendations 98

A8.3 Impacts on A320/A330/A340 aircraft configuration 98

A8.3.1 ATSU SCAN MASK 98

A8.3.2 SATCOM user ORT 99

A8.3.3 AMI database of the FMS 99

A8.4 Impacts on A380 aircraft configuration 99

A8.4.1 Customised ACR database 100

A8.4.2 A380 SATCOM user ORT 100

A8.4.3 OPC database of the A380 FMS 101

A8.4.4 AMI database of the A380 FMS 101

A8.5 Get the operational approval 101

A8.5.1 General requirements 101

A8.5.2 A320/A330/A340 aircraft configuration 102

A8.5.3 A380 aircraft configuration 102

A8.5.4 Flight crew training/qualification 102

A8.5.4.1 General recommendations 102

A8.5.4.2 Proposed qualification means 103

A8.5.4.3 Academic training 103

A8.5.4.4 Operational training 105

A8 – Starting FANS A operations Getting to grips with FANS – Part II – Issue III

- A 96 -

A8.5.5 Maintenance personnel training 111

A8.5.6 Approved documentation 111

A8.5.6.1 FANS A Airworthiness Approval Summary 111

A8.5.6.2 Minimum Equipment List for A320/A330/A340 aircraft 112

A8.5.6.3 Minimum Equipment List for A380 aircraft 113

A8.5.6.4 Aeroplane Flight Manual 113


- A 97 -

A8.1. GENERAL This chapter aims at providing airlines with administrative and technical guidelines so as to ensure proper operations of FANS A aircraft on FANS routes. To perform FANS operations, 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.

For these reasons the operator needs to ensure the following before starting FANS Operations :

1. Sign contract(s) with Data link Service Provider(s) (DSP), 2. Declare aircraft to these Data link Services Providers, 3. Declare aircraft and its FANS capability to ATC centres of the

operated routes, 4. Configure adequately the aircraft avionics, 5. Obtain the operational approval.

A8.2. DATA LINK : CONTRACTS AND DECLARATIONS The air/ground data communications can be made through the three following communication media : VHF, SATCOM, HF. As of today, VHF, SATCOM and HFDL are certified by AIRBUS to sustain both ATC and AOC data link. However, it is to be noticed that HFDL is certified :

• As a primary means for AOC purposes, • As a supplementary means for ATC purposes.

Refer to Chapter 3 of Part I for more details.

A8.2.1. CONTRACTS WITH DATA LINK SERVICE PROVIDERS (DSP) To operate in FANS environment, i.e. on routes where AFN, ADS and CPDLC functions are required, it is necessary to have a contract with at least one of the major service providers (ARINC or SITA) for SATCOM data link and VDL (VHF data link).


- A 98 -

If an airline wishes to use more than one service provider, then two solutions may be considered :

• Place contracts directly with each service provider, or • Place a contract with a unique service provider who will subcontract data

handling to other service providers.

A8.2.2. AIRCRAFT DECLARATION TO DATA LINK SERVICE PROVIDERS AND ATC CENTRES

For ATC data link, each individual aircraft must be declared, and identified namely through its Aircraft Registration Number in Data link Service Provider tables. This is an imperative condition to allow ATC data link message exchanges between an aircraft and the ATC centre on the ground. In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the aircraft ICAO address, must be declared to the GES (Ground Earth Station) the aircraft will operate with. This is achieved through registering with INMARSAT using the Registration for service activation of Aircraft Earth Station (AES) form. The airline should make sure that all service providers to be potentially contacted by a given aircraft have been advised of its FANS capability and identification. Each new FANS aircraft entry into service must be declared to the service providers selected by the airline and to the ATC centres the aircraft will communicate with.

A8.2.3. RECOMMENDATIONS

It is strongly recommended not to make spontaneous FANS testing with ATC centres when they have not been previously made aware of a given aircraft intention to operate in FANS mode. Such unscheduled testing are indeed inconvenient for ground ATC centres, and disturb them in their daily work.

A8.3. IMPACTS ON A320/A330/A340 AIRCRAFT CONFIGURATION Once the airline has selected the data link service providers, the aircraft configuration needs to be adapted accordingly. This can be achieved through customisation of :

• The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link, • The SATCOM user ORT (Owner Requirements Table) for SATCOM data link.

A8.3.1. ATSU SCAN MASK The ATSU scan mask is a user-modifiable list of VHF Data link Service Providers (DSP). The ATSU uses the scan mask to operate in VHF data link. DSP(s) to which the aircraft has been declared FANS capable must be sorted by order of priority in the scan mask. Airlines must therefore set up a scan mask programming policy to


- A 99 -

be applied on each FANS aircraft. If the scan mask is not set properly, FANS operation will be impacted, and this may result in ATC data link message losses. The Initialisation procedure of the ATSU router (airline identification and scan mask) is provided through AMM 46-21-00-860-801.

A8.3.2. SATCOM USER ORT The SATCOM user ORT (Owner Requirements Table) is a database of GES/satellites on which the aircraft SATCOM system will logon for both voice and data communications. The airline specifies the contents of this database. GES are connected to ARINC or SITA networks to provide SATCOM data link services. Therefore, the programming of the ORT will impact FANS operation if not done properly (i.e. selected GES are connected to data link service provider networks to which the aircraft is not declared). The Appendix D gives the GES code and associated Satellite code that are used by Airborne SATCOM systems for both voice and data link communications. Pairs of selected Satellite/GES should be entered in the ORT with a priority order. The ORT cannot be modified via MCDU, thus is less prone to programming errors than the ATSU scan mask.

A8.3.3. AMI DATABASE OF THE FMS This paragraph is applicable to FMS P1 only on A330/A340 aircraft. FMS2 Honeywell P1 on A320 aircraft and FMS2 Honeywell P2 are not affected. The FMS database called AMI (Airline Modifiable Information) allows activating the FMS/ATSU interface. FMS data are required by the ATSU to operate in ADS, AFN and CPDLC. A wrong AMI definition can cause these FANS applications to be inoperative on a FANS aircraft. Airlines are required, by their FMS supplier, to fill-in a form called AMI worksheet, where they must specify the FMS optional functions they wish to use. In order to have FANS functions activated, it is necessary to have the data link function enabled (§2.5.1 of Honeywell AMI worksheet). Airlines should advise their FMS supplier, that the aircraft on which the AMI will be loaded have the FANS function activated, so that a particular attention will be paid at AMI settings.

A8.4. IMPACTS ON A380 AIRCRAFT CONFIGURATION Once the Data Service Providers (DSP) are selected, the avionics have to be customised accordingly. The systems involved in the customisation process are :

• The ACR (Avionics Communication Router) for the customised database of routing policies,

• The SATCOM user ORT for SATCOM data link.


- A 100 -

A8.4.1. CUSTOMISED ACR DATABASE The ACR serves several applications hosted either in the avionics or by the NSS/OIS (e.g. ATC, AOC FMS, AOC OIS, Refuel, E-logbook, etc). For each application requiring a data link, a routing policy has to be defined. The routing policy defines in which order the available media (VHF, HF, SATCOM) have to be used considering performances and costs of the media, and with which DSPs according to the contracts the airline has made. For ATC applications, the order of media to be used is fixed to VDL>SATCOM>HFDL. However, the airline has to define the DSPs to which the ACR has to connect. The data loading procedure is described in AMM 42-11-00-616-804.

It is the airline’s responsibility to get its own customised database from the database supplier (namely Rockwell-Collins France). AIRBUS proposes for the airline having issued a RFC to upload their ACR customization databases before the aircraft delivery. If no customised database is provided, the aircraft is fitted with a default database.

Note the time schedule for the ACR customisation process :

• Several months (6 months or less depending on the customisation level, refer to Appendix N for more details) are necessary to Rockwell-Collins France for generating the database,

• The availability of the databases is required no later than one month before aircraft delivery for their uploading by AIRBUS.

To initiate the customisation process please contact :

Didier VIVIER Program Manager – Commercial Avionics Rockwell Collins France 6, avenue Didier Daurat – BP 20008 – 31701 Blagnac – France Phone : +33 (0) 5 34 61 86 14 Mobile : +33 (0) 6 87 76 71 55 Fax : +33 (0) 5 61 71 51 69 Email: [email protected]

A8.4.2. A380 SATCOM USER ORT The customisation process on A380 SDU remains identical to the one applicable on A320/A330/A340 SATCOM unit. Please refer to A8.3.2 – SATCOM user ORT. Once the ORT is loaded, the loading can be checked in the MENU>SATCOM>SATCOM SETTINGS page of the RMPs.


- A 101 -

A8.4.3. OPC DATABASE OF THE A380 FMS Since the A380 FANS A+ package is basic, the FMS is configured per default to sustain the interface with ATC applications. Nevertheless, if the airline elects for a second ACR to be installed, the OPC database of the FMS has to be configured accordingly.

A8.4.4. AMI DATABASE OF THE A380 FMS An option in the AMI database of the A380 FMS allows appending a free text to requests of route clearances.

A8.5. GET THE OPERATIONAL APPROVAL A8.5.1. GENERAL REQUIREMENTS Based on the systems global description and operational points, as described in the previous parts, the aim of this chapter is to provide the operators with recommendations and guidance material, that will help them to put in place operational procedures, training programs, and maintenance needed to obtain the operational approval to use CPDLC and ADS. Data link operations over oceanic and remote areas are not mandatory. Therefore, there are no requirements that define the operational approval process. However, airlines that elect to use data link systems are required to get an operational approval for their local authority. To that end, some materials are available (such as FAA AC 120-70A available at http://www.faa.gov/ats/ato/data_link.htm), stating what the applicant airline may have to demonstrate. It is however expected that the following items will have to be complied with, by the applicant airline :

• Aircraft configuration, • Flight crew training/qualification, • Maintenance training, • Approved operational documentation and procedures.

In complement to the FANS A certification system, the airworthiness authorities of the applicant airline may require additional demonstration activities for specific environment or operational conditions. To this end, the FANS A Airworthiness Approval Summary document has been written for certification and provided to both the airline and its authority (refer to Appendix M). Based on this document, which lists the assumptions on the ground environment and gives a synthesis of the tests carried out for certification, the scope of additional tests may be defined :

• Interoperability test scenarios, • Verification of the safety and performance criteria with regards to the

considered environment.



- A 102 -

A8.5.2. A320/A330/A340 AIRCRAFT CONFIGURATION The aircraft should be configured in accordance with the approved certification configuration for FANS A operations. In particular the following list of equipment shall be implemented:

• 1 ATSU, • 2 DCDU, • 2 “Attention getter” pushbuttons on the glare shield, • 3 VDR, • 2 second generation FMS: Honeywell Pegasus or Thales FMS2, • MCDU with the "ATC COMM" key, • FWC at appropriate standard, • UTC Time Clock, • MDDU at appropriate standard, • SATCOM system, • 2 HF.

The list of the approved FANS aircraft configuration will be kept updated by AIRBUS. Compliance to this list will have to be ensured.

A8.5.3. A380 AIRCRAFT CONFIGURATION At the time of writing the document, the MMEL regarding A380 FANS system was not yet validated. The minimum list of equipment will be provided in the next issue. Nevertheless, if needed, please contact [email protected].

A8.5.4. FLIGHT CREW TRAINING/QUALIFICATION

A8.5.4.1. GENERAL RECOMMENDATIONS

Operating an aircraft in a FANS type environment requires from the crew understanding, knowledge and operational use of the three C, N and S dimensions of the CNS/ATM concept. The Navigation aspects are addressed in the “Getting to grips with modern navigation” brochure. The following develops recommendations to assure flight crew qualification for a safe and efficient use of data link communications and surveillance systems. They should be part of the programmes to be presented to the airworthiness authorities.



- A 103 -

To this end, the following points will be emphasised in preparing the flight crew training programs :

• Basic knowledge of the overall CNS/ATM environment for which, the various concepts and interacting elements, the involved aircraft systems and relevant operating procedures to be applied should be covered in a dedicated academic training.

• Operational use of data link communications (e.g. handling of up and down link ATC messages or ATC operating procedures) should be taught so as to develop skills and practices for the considered FANS environment.

• Initial evaluation and recurrent training have to be part of the approved syllabi.

• Specific Human Factors points pertaining to the data link communications should be carefully addressed (refer to A8.5.4.3 – Academic training).

A8.5.4.2. PROPOSED QUALIFICATION MEANS

A training program has been discussed with the main airworthiness authorities FAA/JAA. The individual airline should submit its own training program to its relevant authority to get the operational approval. It is AIRBUS opinion that the initial qualification should be made of the following components :

• Half a day familiarisation course, to address the academic training, and emphasise the main operational critical points.

• "Home work" training for each pilot, through the interactive Computerized Based Training (CBT) developed by AIRBUS.

• One operational flight conducted with an airline check pilot.

A8.5.4.3. ACADEMIC TRAINING

The aim of the academic training is to familiarise the flight crew with the main characteristics of the digital communications, as used in a CNS/ATM context. In a first step prior to FANS operations, pilots will be introduced to the basic principles of CNS/ATM concept. The following sections should be part of this academic training. Such an initial training may be based on the CBT developed by AIRBUS or given as a first step. Note : To obtain a copy of the AIRBUS training course, a CBT license is needed. For further information, contact your AIRBUS Resident Customer Service Manager (RCSM) or Customer Service Director (CSD). Once completed, this program needs not to be repeated. Only the new, modified or specific points will be addressed during further programs.


- A 104 -

A8.5.4.3.1. General presentation of the CNS/ATM concept C, N and S together with the current trends for ATM should be described. The general characteristics of the data link communications will be given and the chain links of the components that exist in between a pilot and a controller will be emphasised. Flight crews should be made aware of the nominal systems operations and performance parameters, normal and abnormal use together with the limitations of the systems. A8.5.4.3.2. Basic use of the AIRBUS FANS The crews should be taught on the normal handling of the data link. In particular, coping with the DCDU (respectively ATC mailbox) ATC messages receipt and acknowledgement, acceptance or rejection should be addressed. At this stage, the crews will be made aware of the DCDU / MCDU (respectively ATC mailbox / MFD) relations for handling of Clearances and Requests and of the role of the FMS in such operations. A8.5.4.3.3. Terminology and phraseology Use of CPDLC and ADS for instance, are based on an extensive set of formatted messages, agreed upon abbreviations, conventions and assumptions the main of which will have to be known. The crews will be made aware of and familiar with the existing terminology as used by the considered ATS, as displayed on relevant charts or manuals, or given by the various service providers (ATC and communications). Familiarisation with all the available means of communications (e.g. VDR, HF, SATCOM both in voice and data communications) is expected at that stage. In particular SATCOM voice procedures, call addressing, ATC facility phone access, codes, call ID and priority will be covered. A8.5.4.3.4. Awareness of the ATS communications, coordination and

credits for use of data link The ATC requirements in terms of F-PLN classification, separation criteria, operating procedures or MEL credits that are based on digital communications use should be known of the crews. A special emphasis on the voice/data link communications transition in both normal and abnormal configurations will be given. Although voice remains the ultimate back up mode, procedures for its use must be carefully followed. A8.5.4.3.5. Basic knowledge of the main AIRBUS FANS components,

equipment and controls in both nominal an abnormal operations The interaction of the various computers (e.g. ATSU respectively ATC applications, FMS, FWC) or the relations in between their interface (e.g. DCDU respectively ATC mailbox, MCDU respectively MFD, ECAM, printer, warning lights..) will have to be described here. Transmission times, failure annunciation, constraints and limitations of these components should be known of the crews for a safe and efficient operation.


- A 105 -

A8.5.4.3.6. Human Factors considerations 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, as entailed by the ATC data link messages, is fully shared by the other pilot. To this end, any message transiting through the DCDU respectively ATC mailbox (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.

• 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.

• Emphasis will be done on the crew work sharing, so as to avoid simultaneous head down attention by both pilots, while handling of the messages is done.

A8.5.4.4. OPERATIONAL TRAINING

In addition to the academic training, the airline will have to demonstrate to its authorities that an operational training is done to provide all the flight crewmembers with the adequate training to perform their duties in an operational FANS environment. A8.5.4.4.1. Operational items This paragraph addresses the practical application of the operational procedures described in Chapter A5 – FANS A operational procedures. The AIRBUS CBT training device, through its interactive operational scenarios, mostly covers this training syllabus. It may be presented by the airline to the airworthiness authorities as a stand-alone computer-based instruction. It covers the data link communications items of the global FANS, and comes in complement to the RNP/RVSM operational training (as described in the Getting to grips with modern navigation brochure). The following lists the items to be tackled in a training course. All but the "Special Recommendations" paragraph are addressed in the AIRBUS CBT :

• Message handling The pilots should be trained on how to receive and interpret ATC messages. Understanding the CPDLC / ADS phraseology is to be acquired. Appropriate use of the pre-formatted answers of the DCDU respectively ATC mailbox (e.g. WILCO, ROGER, UNABLE, CANCEL...) together with the knowledge for storing and retrieving messages from the ATC messages logbook will be addressed.


- A 106 -

Will also be practised the operations that require simultaneous work on both the DCDU and the MCDU (respectively ATC mailbox and MF). In particular, loading route clearance messages in the FMS, or preparing requests on the ATC pages of the MCDU (respectively MFD) should be covered. The automatism, as provided by the FMS, for monitoring and answering to some specific messages (e.g. differed clearances) should be known from the flight crews. Handling of automatically FMS proposed answers should be mastered.

• Managing the communications systems The global use of the communications systems, whether they are traditional voice or new data link communications will have to be acquired. Establishing and terminating CPDLC, activating and deactivating ADS, switching from traditional voice based to digital communications control and coping with failures of these systems should be practised. All the available controls and indicators of the AIRBUS FANS system should be known and used (e.g. the meaning of the various displays, advisories, available functions). Whenever CPDLC is the primary means of communications, pilots should be trained to monitor the appropriate HF primary and secondary frequencies through the SELCAL. Whenever CPDLC is the primary means of communications, the use of voice communications should be done as a complement, and through the following available means : VHF, HF, SATCOM. SATVOICE may be considered, at pilot's discretion whenever required (emergency, medical advice, hazards,..)

• ATS procedures and services Knowledge of the ATS procedures for the considered FANS area (e.g. timely, relevant and appropriate responses to communications and surveillance failures) is of prime importance. In addition, crews should be able to recognise "usual" failures and be fully aware of the tricks pertaining to the sensitivity of the end-to-end data link communications (Refer to the following recommendations).

• Special recommendations Derived from the lessons learned during FANS operations in the South Pacific area, the following list gives the main points to be underlined in the operational training:


- A 107 -

- Flight identification

The correlation of the flight identification, between that expected by an ATC ground system according to the filed F-PLN, and that of the coded message exercised during the initial log on attempt (AFN), is very prone to errors. Pilots should be fully aware that the flight identification of both the filed F-PLN and the one used for data link communications must be identical. It is the pilot's responsibility to ensure that correct flight identification and registration number are used. In particular, the operator ICAO 3-letter code is to be used (e.g. ICAO ATC filed F-PLN, FMS, data link). Attempting a connection with AI 123 identification for instance, whereas AIB123 has been filed, will cause the ground system to reject the connection. Space and leading zeros in these identifications have to be carefully handled.

- Establishment of data link Pilots shall be aware when the data link shall be established at the latest.

- Communication means When the dialogue is initiated via CPDLC, the response shall be via CPDLC. When the dialogue is initiated via voice, the response shall be via voice. When CPDLC fails and communications revert to voice, all outstanding CPDLC messages should be considered not delivered and the entire dialogue involving the outstanding messages should be recommenced by voice. Pilots should preferably exchange time critical or urgent instructions and information, like EXPEDITE and IMMEDIATE clearances, and emergency messages by the most prompt communication means (e.g. VHF voice, SATCOM voice or CPDLC).

- Use of free text Limit the use of free text message to exceptional cases. Pilots should be made aware that free text messages cannot be treated by the automated station of the controller as a standard ATC message. As such, no correlation between the free text and its answer can be provided. Avoid abbreviations and acronyms since they may have different meanings to different operators.

- Use Standard English aeronautical terminology only.


- A 108 -

ROGER is the sole answer for an up linked free text message. Any other answer will keep the received message open.

- FIR transfer of control o Until the AIDC function in between subsequent ATC centres is fully

implemented, the transfer of control between two FIR will have to be carefully monitored by the crew. The applicable procedures will have to be strictly followed. Whenever an automatic transfer is done, it is recommended to monitor it through the display of the active ATC centre on the DCDU (respectively ATC mailbox). In case a manual transfer is done, carefully apply the correct sequence of actions (as described in the "operational procedures" chapter or by the relevant ATC).

In particular, pilots should verify that the expected ICAO 4 letter code for the region is displayed on the DCDU (respectively ATC mailbox), and should not send any message before this check has been done.

o Disconnection may also occur during FIR transfers due to pending uplink

messages and this, although the recommended procedures specify that the END SERVICE message is not transmitted while there are open messages. Pilots should be aware of such occurrences.

o During a transfer, if the END SERVICE message is not received on-board, the

flight crew shall apply the appropriate procedure : Manual disconnection with the current ATC followed by an AFN notification

to the next ATC as per section 4.7.2.1 of FANS 1/A Operations Manual, or Voice contact with the current ATC followed by manual disconnection with

the current ATC and a logon to the next ATC as per section 5.8 of Guidance Material for ATS Data Link Services in North Atlantic Airspace.

- 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, misunderstanding of replies, wrong correlation of up/down links or even disconnection (in the case of transfer of centre).

- Delays in responding Both pilots and ATC answers to messages should be done as soon as possible. In case a STANDBY response has been received from the ATC, the flight crew should expect a further answer within 10 minutes. Waiting for it, the message remains open. If no answer comes on time, and to avoid a duplicate message, it is then recommended that the next message of the crew is based on an inquiry (e.g. WHEN CAN WE EXPECT)


- A 109 -

- Multi-element messages Multi-elements messages (up/down links) should be avoided. Answering multi-elements messages is prone to misunderstanding since it is done for the whole message itself and cannot apply to each element individually.

- Waypoint sequencing When an aircraft is laterally displaced by more than a set distance (7NM for AIRBUS models) from the track defined by an active flight plan, waypoints cease to be sequenced. This affects the data transmitted in CPDLC position reports and prevents ADS waypoint events from triggering reports. Monitoring the correct sequencing of the waypoints together with the updating of the F-PLN is thus to be recommended, especially in those areas of flight where ADS (or CPDLC) position reporting is done. Pilots should be well aware of the consequences on CPDLC and ADS applications when flying an offset in Heading Selected mode.

- Position reporting Pilots should be aware that there is no ATC response to their CPDLC position report. As such, they must not re-send their message. The ATC ground systems are designed so as to address compulsory reporting points as defined on approved En route charts. Pilots are thus invited to check that their FMS F-PLN is consistent with these charts, and that only compulsory position reports are sent through data link (CPDLC or ADS).

- Weather deviation Weather deviation procedures should be emphasised in training. Increasing use of ADS and radar cover in some unexpected areas have shown that crews routinely deviate from track without a clearance for ATC. Clearances and use of offset should be highlighted. Weather deviation procedures have been developed and published : o Priority is given to aircraft, which include DUE TO WEATHER in requests or

those using the urgency pro-word PAN) o If ATC is unable to achieve the required deviation and maintain minimum

horizontal separation, a 1000-foot vertical buffer will be provided. o If ATC is unable to issue a clearance or if communication cannot be

established, the aircraft should climb or descend 500 feet, establish communications, and make the aircraft visible. This is a simple modification of global contingency procedures.


- A 110 -

- Message printing Pilots shall carefully crosscheck printed messages with information displayed on DCDU or MCDU (respectively ATC mailbox or MFD). If any discrepancies are identified on the printed messages, pilots shall refer to the information displayed on DCDU or MCDU (respectively ATC mailbox or MFD).

- Abnormal configurations Pilots should be well aware of applicable procedures to revert to voice communications whenever a data link failure or misbehaviour is encountered. A8.5.4.4.2. Operational responsibilities

• Pilot responsibilities : During their operational training, flight crews should be taught of their responsibilities with regards to the use of digital communications. The following lists the expected pilot's behaviour for an efficient use of the data communications systems, whether this is used as either a primary or a secondary means :

- Prompt and appropriate answer to up linked messages - Appropriate emission of down linked messages - Nominal crew work share for an efficient handling of the messages - Compensation of system failures through prompt back up voice - Compliance with the voice clearance whenever this contradicts the data

link one - Use of data link only within approved area and configuration

• Operator responsibilities :

Operators have the following responsibilities regarding the use of digital communications :

- Signing contract with DSP and declaring aircraft to DSP and ATC centres of operated routes

- Configuring adequately the aircraft avionics, - Verifying digital communications functionality for each environment to be

used and when new or modified components or software are introduced, - Assuring follow up and evaluation of exceptional data link events; - Periodically assessing digital communication training, checking and

maintenance programs to ensure their correctness, pertinence, timeless and effectiveness.

A8.5.4.4.3. Operational feedback Pilots should be encouraged to report on the overall performance of the FANS system. Specific data link events should be reported to the flight operations department or to the ATC whenever appropriate. Data link anomalies (failures, loss of messages, unanswered messages, very long response time, disconnection...), procedural difficulties, human factors issues


- A 111 -

should be reported through any appropriate devices according to the airline policies.

A8.5.5. MAINTENANCE PERSONNEL TRAINING To get its operational approval, the airline must demonstrate that an appropriate maintenance training program relative to the digital communications is given to its maintenance people. This is part of the ICAO Annex 6, paragraph 8.3. In this program, the procedures for digital communications maintenance will be consistent with that recommended in the relevant chapters of the aircraft maintenance manuals. The aim is to train the maintenance personnel to properly implement, maintain, or replace the AIRBUS FANS equipment (e.g. ATSU respectively ATC applications, DCDU respectively ATC mailbox, FMS, printer, VDR, etc). Installation, modification and use of testing tools are some of the points to be trained. The maintenance people should also be aware of the MEL items associated to the relief of FANS equipment. Adhering to configuration control lists that may be recommended in some FANS areas, so as to maintain recognised operating equipment and performance levels, might be part of the requirements. Data link service providers can provide the airline with information on poor performance by individual aircraft. 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. Implementing the adequate Service Bulletins for approved configuration and ensuring software updates of the FANS systems are correctly incorporated should also be assured.

A8.5.6. APPROVED DOCUMENTATION The applicant airline should present to its relevant authority a set of documents to be approved. It is expected that the following documentation will be required : FANS A Airworthiness Approval Summary, MEL, AFM.

A8.5.6.1. FANS A AIRWORTHINESS APPROVAL SUMMARY

This document (described in Appendix M) is part of the manufacturer airworthiness approval process. It can be made available to the national authority of the applicant airline. It contains the assumptions on the ground environment and a synthesis of the results of certification tests. Based on this document, the operational and technical context may be evaluated and additional demonstration activities be asked by the authority.


- A 112 -

To get a copy of the FANS A Airworthiness Approval Summary, contact the AIRBUS engineering support at [email protected].

A8.5.6.2. MINIMUM EQUIPMENT LIST FOR A320/A330/A340 AIRCRAFT

The airline should submit its intended MEL for operation of FANS routes to its airworthiness authority. In addition to the MEL provisions taken for the navigation equipment, in the frame of RNP/RVSM context (“Getting to grips with modern navigation” brochure), 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, continental, remote areas). The airline should thus take provisions for some specific operating systems at dispatch, and consider the consequences of their loss on the data link communications. FANS operations are related to operational aspects, and therefore AIRBUS current policy is not to include FANS considerations in the MMEL. Therefore it remains up to the operators to amend their own MEL for FANS operations. However, for CNS/ATM operations, the following minimum equipment must be operative. A8.5.6.2.1. ATA 46-20 – Cockpit information system

• ATSU, • 1 DCDU, • 1 ATC MSG push-button.

A8.5.6.2.2. ATA 23 – Communications

• VDR3, • SATCOM.

Note : 2 HF are required for remote area further than VHF line-of-sight with or without FANS capability. Although the availability and the reliability of the SATCOM have proven to be good enough in South Pacific area, dispatch with one HF only is still not granted for such area. A8.5.6.2.3. ATA 22 – Auto flight

• 1 FMGC Note : Second FMGC or its Nav Backup function may be required in function of the RNP of the planned route.



- A 113 -

A8.5.6.2.4. ATA 34 – Navigation • 1 GPS

Note : GPS is needed for ensuring position/time report accuracy

A8.5.6.3. MINIMUM EQUIPMENT LIST FOR A380 AIRCRAFT

At the time of writing the document, the MMEL regarding A380 FANS system was not yet validated. The minimum list of equipment will be provided in the next issue. Nevertheless, if needed, please contact [email protected].

A8.5.6.4. AEROPLANE FLIGHT MANUAL

The Airplane Flight Manual references the FANS A Airworthiness Approval Summary document.



- A 114 -

Please bear in mind… To ensure proper operations of FANS A aircraft on FANS routes, the operator needs to ensure the following before starting operations :

1. Sign contract(s) with Data link Service Provider(s) (DSP) 2. Declare aircraft to these Data link Services Providers 3. Declare aircraft and its FANS capability to ATC centres of the operated

routes 4. Configure adequately the aircraft avionics 5. Obtain the operational approval

Contracts with Data link Service Providers

• To operate in FANS environment, it is necessary to have a contract with at least one of the major service providers (ARINC or SITA) for SATCOM and VDL data link.

• For ATC data link, each individual aircraft must be declared, and identified namely through its Aircraft Registration Number in DSP tables.

• In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the aircraft ICAO address, must be declared to the GES (Ground Earth Station) the aircraft will operate. This is achieved through the SATCOM commissioning procedure.

Impacts on A320/A330/A340 aircraft configuration

Once the airline has selected the data link service providers, the aircraft configuration needs to be adapted accordingly. This can be achieved through customisation of :

• The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link, • The SATCOM user ORT for SATCOM data link.

Impacts on A380 aircraft configuration

Once the Data Service Providers (DSP) are selected, the avionics have to be customised accordingly. The systems involved in the customisation process are :

• The ACR (Avionics Communication Router) for the customised database of routing policies,

• The SATCOM user ORT for SATCOM data link. It is the airline’s responsibility to provide AIRBUS with its customised database. If no customised database is provided, the aircraft is fitted with a default database. Note the time schedule for the ACR customisation process :

• 2 to 5 months according to the customisation level for the ACR customisation by Rockwell-Collins,

• Not later than 1month before aircraft delivery for integration and test by AIRBUS.


- A 115 -

Operational approval Rules are not yet fully available and individual operational authority may choose the "means of compliance" stating what the applicant airline may have to demonstrate. However, the following items will have to be complied with:

• Aircraft configuration The aircraft should be configured in accordance with the approved certification configuration for FANS A operations.

• Flight crew training/qualification Operating an aircraft in a FANS type environment requires from the crew understanding, knowledge and operational use of the three C, N and S dimensions of the CNS/ATM concept.

• Maintenance training An appropriate maintenance training program relative to the digital communications, must be given to maintenance people.

• Approved operational documentation The applicant airline should present to its relevant authority the FANS A Airworthiness Approval Summary, the MEL and the AFM to be approved. 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.


- A 116 -


Getting to grips with FANS – Part II – Issue III APPENDICES

- A 117 -

APPENDICES

APPENDIX A – List of FANS A CPDLC messages with their meaning......... 118

APPENDIX B – ADS report data ................................................................................ 141

APPENDIX C – Data service providers ................................................................... 143

APPENDIX D – SATCOM operators .......................................................................... 157

APPENDIX E – FANS operational procedures in oceanic and remote areas............................................................................................................................................... 158

APPENDIX F – Dynamic Airborne Route Planning (DARP) ............................ 178

APPENDIX G – FANS A operational scenarios..................................................... 180

APPENDIX H – FANS A+ operational scenarios ................................................. 192

APPENDIX I – ATS 623 operational scenarios.................................................... 216

APPENDIX J – On-board indications in case of data link failures ............... 228

APPENDIX K – OIT/FOT ref 999.0001/03 – New Air Traffic Service Unit (ATSU) aircraft interface............................................................................................. 234

APPENDIX L – OIT ref 999.0072/06/VHR – Prevention of disruption SATCOM systems associated with the introduction of new spot beam maps on INMARSAT 4 satellite constellation ...................................................... 239

APPENDIX M – FANS A Airworthiness Approval Summary............................ 243

APPENDIX N – Frequently Asked Questions related to the A380 ACR customization .................................................................................................................. 245

APPENDIX A Getting to grips with FANS – Part II – Issue III

- A 118 -

APPENDIX A – LIST OF FANS A CPDLC MESSAGES WITH THEIR MEANING

Listed in this appendix are all the FANS A and FANS A+ messages supported by the CPDLC, as defined by the EUROCAE ED-100 and endorsed by the ICAO ADS panel. Additional comments provided by the ISPACG user forum are displayed in italics. All up and down messages have been classified into operational groups. The reference number is that of the initial ED-100. The abbreviations used for classification purpose are defined here below.

ABBREVIATIONS CLOSURE RESPONSES

W/U WILCO, UNABLE, will close the uplink message.

A/N AFFIRM, NEGATIVE, will close the uplink message.

R ROGER, will close the uplink message.

NE WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, STANDBY, will not close the uplink message. Only the actual referenced response (time, heading, speed,…) will close the uplink message. Remark: The response is typed through the MCDU scratch pad after having pressed the DCDU “MODIFY” key.

Y Response required.

N Response not required

Getting to grips with FANS – Part II – Issue III APPENDIX A

- A 119 -

UPLINK MESSAGES

UPLINK – RESPONSES AND ACKNOWLEDGEMENTS

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

0 UNABLE Indicates that ATS cannot comply with the request.

NE

1 STANDBY Indicates that ATS has received the message and will respond. The pilot is informed that the request is being assessed and there will be a short-term delay (within 10 minutes). The exchange is not closed and the request will be responded to when conditions allow.

NE

2 REQUEST DEFERRED Indicates that ATS has received the request but it has been deferred until later. The pilot is informed that the request is being assessed and a long-term delay can be expected. The exchange is not closed and the request will be responded to when conditions allow.

NE

3 ROGER Indicates that ATS has received and understood the message.

NE

4 AFFIRM Yes NE

5 NEGATIVE No NE

UPLINK – VERTICAL CLEARANCES


6 EXPECT [altitude] Notification that a level change instruction should be expected.

R

7 EXPECT CLIMB AT [time] Notification that an instruction should be expected for the aircraft to commence climb at the specified time.

R

8 EXPECT CLIMB AT [position] Notification that an instruction should be expected for the aircraft to commence climb at the specified position.

R

9 EXPECT DESCENT AT [time] Notification that an instruction should be expected for the aircraft to commence descent at the specified time.

R


- A 120 -


10 EXPECT DESCENT AT [position]

Notification that an instruction should be expected for the aircraft to commence descent at the specified position.

R

11 EXPECT CRUISE CLIMB AT [time]

Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time.

R

12 EXPECT CRUISE CLIMB AT [position]

Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position.

R

13 AT [time] EXPECT CLIMB TO [altitude]

Notification that an instruction should be expected for the aircraft to commence climb at the specified time to the specified level.

R

14 AT [position] EXPECT CLIMB TO [altitude]

Notification that an instruction should be expected for the aircraft to commence climb at the specified position to the specified level.

R

15 AT [time] EXPECT DESCENT TO [altitude]

Notification that an instruction should be expected for the aircraft to commence descent at the specified time to the specified level.

R

16 AT [position] EXPECT DESCENT TO [altitude]

Notification that an instruction should be expected for the aircraft to commence descent at the specified position to the specified level.

R

17 AT [time] EXPECT CRUISE CLIMB TO [altitude]

Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time to the specified level. Due to different interpretations between the various ATS units, this element should be avoided.

R

18 AT [position] EXPECT CRUISE CLIMB TO [altitude]

Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position to the specified level. Due to different interpretations between the various ATS units, this element should be avoided.

R

19 MAINTAIN [altitude] Instruction to maintain the specified level.

W/U


- A 121 -


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.

W/U

21 AT [time] CLIMB TO AND MAINTAIN [altitude]

Instruction that at the specified time, a climb to the specified level is to commence and once reached the specified level is to be maintained.

W/U

22 AT [position] CLIMB TO AND MAINTAIN [altitude]

Instruction that at the specified position, a climb to the specified level is to commence and once reached the specified level is to be maintained.

W/U

23 DESCEND TO AND MAINTAIN [altitude]

Instruction that a descent to the specified level is to commence and the level is to be maintained when reached.

W/U

24 AT [time] DESCEND TO AND MAINTAIN [altitude]

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.

W/U

25 AT [position] DESCEND TO AND MAINTAIN [altitude]

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.

W/U

26 CLIMB TO REACH [altitude] BY [time]

Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified time.

W/U

27 CLIMB TO REACH [altitude] BY [position]

Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified position.

W/U

28 DESCEND TO REACH [altitude] BY [time]

Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified time.

W/U

29 DESCEND TO REACH [altitude] BY [position]

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

30 MAINTAIN BLOCK [altitude] TO [altitude]

A level within the specified vertical range is to be maintained.

W/U


- A 122 -


31 CLIMB TO AND MAINTAIN BLOCK [altitude] TO [altitude]

Instruction that a climb to a level within the specified vertical range is to commence.

W/U

32 DESCEND TO AND MAINTAIN BLOCK [altitude] TO [altitude]

Instruction that a descent to a level within the specified vertical range is to commence.

W/U

33 Reserved

34 CRUISE CLIMB TO [altitude] A cruise climb is to commence and continue until the specified level is reached.

W/U

35 CRUISE CLIMB ABOVE [altitude]

A cruise climb can commence once above the specified level.

W/U

36 EXPEDITE CLIMB TO [altitude]

The climb to the specified level should be made at the aircraft's best rate.

W/U

37 EXPEDITE DESCENT TO [altitude]

The descent to the specified level should be made at the aircraft's best rate.

W/U

38 IMMEDIATELY CLIMB TO [altitude]

Urgent instruction to immediately climb to the specified level.

W/U

39 IMMEDIATELY DESCEND TO [altitude]

Urgent instruction to immediately descend to the specified level.

W/U

40 IMMEDIATELY STOP CLIMB AT [altitude]

Urgent instruction to immediately stop a climb once the specified level is reached.

W/U

41 IMMEDIATELY STOP DESCENT AT [altitude]

Urgent instruction to immediately stop a descent once the specified level is reached.

W/U

171 CLIMB AT [vertical rate] MINIMUM

Instruction to climb at not less than the specified rate.

W/U

172 CLIMB AT [vertical rate] MAXIMUM

Instruction to climb at not above the specified rate.

W/U

173 DESCEND AT [vertical rate] MINIMUM

Instruction to descend at not less than the specified rate.

W/U

174 DESCEND AT [vertical rate] MAXIMUM

Instruction to descend at not above the specified rate.

W/U


- A 123 -

UPLINK – CROSSING CONSTRAINTS


42 EXPECT TO CROSS [position] AT [altitude]

Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level.

R

43 EXPECT TO CROSS [position] AT OR ABOVE [altitude]

Notification that a level change instruction should be expected which will require the specified position to be crossed at or above the specified level.

R

44 EXPECT TO CROSS [position] AT OR BELOW [altitude]

Notification that a level change instruction should be expected which will require the specified position to be crossed at or below the specified level.

R

45 EXPECT TO CROSS [position] AT AND MAINTAIN [altitude]

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.

R

46 CROSS [position] AT [altitude]

The specified position is to be crossed at the specified level. This may require the aircraft to modify its climb or descent profile.

W/U

47 CROSS [position] AT OR ABOVE [altitude]

The specified position is to be crossed at or above the specified level.

W/U

48 CROSS [position] AT OR BELOW [altitude]

The specified position is to be crossed at or below the specified level.

W/U

49 CROSS [position] AT AND MAINTAIN [altitude]

Instruction that the specified position is to be crossed at the specified level and that level is to be maintained when reached.

W/U

50 CROSS [position] BETWEEN [altitude] AND [altitude]

The specified position is to be crossed at a level between the specified levels.

W/U

51 CROSS [position] AT [time] The specified position is to be crossed at the specified time.

W/U

52 CROSS [position] AT OR BEFORE [time]

The specified position is to be crossed at or before the specified time.

W/U


- A 124 -


53 CROSS [position] AT OR AFTER [time]

The specified position is to be crossed at or after the specified time.

W/U

54 CROSS [position] BETWEEN [time] AND [time]

The specified position is to be crossed at a time between the specified times.

W/U

55 CROSS [position] AT [speed] The specified position is to be crossed at the specified speed and the specified speed is to be maintained until further advised.

W/U

56 CROSS [position] AT OR LESS THAN [speed]

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.

W/U

57 CROSS [position] AT OR GREATER THAN [speed]

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.

W/U

58 CROSS [position] AT [time] AT [altitude]

The specified position is to be crossed at the specified time and the specified level.

W/U

59 CROSS [position] AT OR BEFORE [time] AT [altitude]

The specified position is to be crossed at or before the specified time and at the specified level.

W/U

60 CROSS [position] AT OR AFTER [time] AT [altitude]

The specified position is to be crossed at or after the specified time and at the specified level.

W/U

61 CROSS [position] AT AND MAINTAIN [altitude] AT [speed]

Instruction that the specified position is to be crossed at the specified level and speed and the level and speed are to be maintained.

W/U

62 AT [time] CROSS [position] AT AND MAINTAIN [altitude]

Instruction that at the specified time the specified position is to be crossed at the specified level and the level is to be maintained.

W/U

63 AT [time] CROSS [position] AT AND MAINTAIN [altitude] AT [speed]

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.

W/U


- A 125 -

UPLINK – LATERAL OFFSETS


64 OFFSET [direction] [distance offset] OF ROUTE

Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction.

W/U

65 AT [position] OFFSET [direction] [distance offset] OF ROUTE

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.

W/U

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

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.

W/U

67 PROCEED BACK ON ROUTE The cleared flight route is to be rejoined.

W/U

68 REJOIN ROUTE BY [position] The cleared flight route is to be rejoined at or before the specified position.

W/U

69 REJOIN ROUTE BY [time] The cleared flight route is to be rejoined at or before the specified time.

W/U

70 EXPECT BACK ON ROUTE BY [position]

Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified position.

R

71 EXPECT BACK ON ROUTE BY [time]

Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified time.

R

72 RESUME OWN NAVIGATION Instruction to resume own navigation following a period of tracking or heading clearances. May be used in conjunction with an instruction on how or where to rejoin the cleared route.

W/U

UPLINK – ROUTE MODIFICATIONS


73 [predepartureclearance] Notification to the aircraft of the instructions to be followed from departure until the specified clearance limit.

W/U


- A 126 -


74 PROCEED DIRECT TO [position]

Instruction to proceed directly from the present position to the specified position.

W/U

75 WHEN ABLE PROCEED DIRECT TO [position]

Instruction to proceed, when able, directly to the specified position.

W/U

76 AT [time] PROCEED DIRECT TO [position]

Instruction to proceed, at the specified time, directly to the specified position.

W/U

77 AT [position] PROCEED DIRECT TO [position]

lnstruction to proceed, at the specified position, directly to the next specified position.

W/U

78 AT [altitude] PROCEED DIRECT TO [position]

Instruction to proceed, upon reaching the specified level, directly to the specified position.

W/U

79 CLEARED TO [position] VIA [route clearance]

Instruction to proceed to the specified position via the specified route.

W/U

80 CLEARED [route clearance] Instruction to proceed via the specified route.

W/U

81 CLEARED [procedure name] Instruction to proceed in accordance with the specified procedure.

W/U

82 CLEARED TO DEVIATE UP TO [direction] [distance offset] OF ROUTE

Approval to deviate up to the specified distance from the cleared route in the specified direction.

W/U

83 AT [position] CLEARED [route clearance]

Instruction to proceed from the specified position via the specified route.

W/U

84 AT [position] CLEARED [procedure name]

Instruction to proceed from the specified position via the specified procedure.

W/U

85 EXPECT [route clearance] Notification that a clearance to fly on the specified route may be issued.

R

86 AT [position] EXPECT [route clearance]

Notification that a clearance to fly on the specified route from the specified position may be issued.

R

87 EXPECT DIRECT TO [position] Notification that a clearance to fly directly to the specified position may be issued.

R

88 AT [position] EXPECT DIRECT TO [position]

Notification that a clearance to fly directly from the first specified position to the next specified position may be issued.

R


- A 127 -


89 AT [time] EXPECT DIRECT TO [position]

Notification that a clearance to fly directly to the specified position commencing at the specified time may be issued.

R

90 AT [altitude] EXPECT DIRECT TO [position]

Notification that a clearance to fly directly to the specified position commencing when the specified level is reached may be issued.

R

91 HOLD AT [position] MAINTAIN [altitude] INBOUND TRACK [degrees][direction] TURN LEG TIME [leg type]

Instruction to enter a holding pattern with the specified characteristics at the specified position and level.

W/U

92 HOLD AT [position] AS PUBLISHED MAINTAIN [altitude]

Instruction to enter a holding pattern with the published characteristics at the specified position and level.

W/U

93 EXPECT FURTHER CLEARANCE AT [time]

Notification that an onwards clearance may be issued at the specified time.

R

94 TURN [direction] HEADING [degrees]

Instruction to turn left or right as specified onto the specified heading.

W/U

95 TURN [direction] GROUND TRACK [degrees]

Instruction to turn left or right as specified onto the specified track.

W/U

96 FLY PRESENT HEADING Instruction to continue to fly on the current heading.

W/U

97 AT [position] FLY HEADING [degrees]

Instruction to fly on the specified heading from the specified position.

W/U

98 IMMEDIATELY TURN [direction] HEADING [degrees]

Instruction to turn immediately left or right as specified onto the specified heading.

W/U

99 EXPECT [procedure name] Notification that a clearance may be issued for the aircraft to fly the specified procedure.

R

178 TRACK DETAIL MESSAGE Message not defined.

UPLINK – SPEED CHANGES


100 AT [time] EXPECT [speed] Notification that a speed instruction may be issued to be effective at the specified time.

R


- A 128 -


101 AT [position] EXPECT [speed] Notification that a speed instruction may be issued to be effective at the specified position.

R

102 AT [altitude] EXPECT [speed] Notification that a speed instruction may be issued to be effective at the specified level.

R

103 AT [time] EXPECT [speed] TO [speed]

Notification that a speed range instruction may be issued to be effective at the specified time.

R

104 AT [position] EXPECT [speed] TO [speed]

Notification that a speed range instruction may be issued to be effective at the specified position.

R

105 AT [altitude] EXPECT [speed] TO [speed]

Notification that a speed range instruction may be issued to be effective at the specified level.

R

106 MAINTAIN [speed] The specified speed is to be maintained.

W/U

107 MAINTAIN PRESENT SPEED The present speed is to be maintained.

W/U

108 MAINTAIN [speed] OR GREATER

The specified speed or a greater speed is to be maintained.

W/U

109 MAINTAIN [speed] OR LESS The specified speed or a lesser speed is to be maintained.

W/U

110 MAINTAIN [speed] TO [speed]

A speed within the specified range is to be maintained.

W/U

111 INCREASE SPEED TO [speed] The present speed is to be increased to the specified speed and maintained until further advised.

W/U

112 INCREASE SPEED TO [speed] OR GREATER

The present speed is to be increased to the specified speed or greater, and maintained at or above the specified speed until further advised.

W/U

113 REDUCE SPEED TO [speed] The present speed is to be reduced to the specified speed and maintained until further advised.

W/U

114 REDUCE SPEED TO [speed]

OR LESS The present speed is to be reduced to the specified speed or less and maintained at or below the specified speed until further advised.

W/U

115 DO NOT EXCEED [speed] The specified speed is not to be exceeded.

W/U

116 RESUME NORMAL SPEED Notification that the aircraft need no longer comply with the previously issued speed restriction.

W/U


- A 129 -

UPLINK – CONTACT/MONITOR/SURVEILLANCE REQUESTS


117 CONTACT [icaounitname][frequency]

The pilot is required to call the ATS facility on the specified frequency.

W/U

118 AT [position] CONTACT [icaounitname] [frequency]

At the specified position the ATS unit with the specified ATS unit name is to be contacted on the specified frequency.

W/U

119 AT [time] CONTACT [icaounitname] [frequency]

At the specified time the ATS unit with the specified ATS unit name is to be contacted on the specified frequency.

W/U

120 MONITOR [icaounitname][frequency]

The pilot is required to monitor the specified ATS facility on the specified frequency. The Pilot is not required to check in.

W/U

121 AT [position] MONITOR [icaounitname] [frequency]

At the specified position the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.

W/U

122 AT [time] MONITOR [icaounitname] [frequency]

At the specified time the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.

W/U

123 SQUAWK [beacon code] The specified code (SSR code) is to be selected.

W/U

124 STOP SQUAWK The SSR transponder responses are to be disabled.

W/U

125 SQUAWK ALTITUDE The SSR transponder responses should include level information.

W/U

126 STOP ALTITUDE SQUAWK The SSR transponder responses should no longer include level information.

W/U

179 SQUAWK IDENT The 'ident' function on the SSR transponder is to be actuated.

W/U


- A 130 -

UPLINK – REPORT/CONFIRMATION REQUESTS


127 REPORT BACK ON ROUTE Instruction to report when the aircraft is back on the cleared route.

R

128 REPORT LEAVING [altitude]

Instruction to report when the aircraft has left the specified level. Either a level that has been maintained, or a level passed through on climb or descent.

R

129 REPORT LEVEL [altitude] Instruction to report when the aircraft is in level flight at the specified level. Note: To avoid confusion, Some States have decided that they will not use this element

R

175 REPORT REACHING [altitude]

Instruction to report when the aircraft has reached the specified level. To be interpreted as “Report reaching an assigned level.”

R

180 REPORT REACHING BLOCK [altitude] TO [altitude]

Instruction to report when the aircraft is within the specified vertical range.

R

130 REPORT PASSING [position] Instruction to report when the aircraft has passed the specified position.

R

181 REPORT DISTANCE [to/from] [position]

Instruction to report the present distance to or from the specified position.

NE

131 REPORT REMAINING FUEL AND SOULS ON BOARD

Instruction to report the amount of fuel remaining and the number of persons on board.

NE

132 CONFIRM POSITION Instruction to report the present position.

NE

133 CONFIRM ALTITUDE Instruction to report the present level.

NE

134 CONFIRM SPEED Instruction to report the present speed.

NE

135 CONFIRM ASSIGNED ALTITUDE

Instruction to confirm and acknowledge the currently assigned level.

NE

136 CONFIRM ASSIGNED SPEED Instruction to confirm and acknowledge the currently assigned speed.

NE


- A 131 -


137 CONFIRM ASSIGNED ROUTE Instruction to confirm and acknowledge the currently assigned route.

NE

138 CONFIRM TIME OVER REPORTED WAYPOINT

Instruction to confirm the previously reported time over the last reported waypoint.

NE

139 CONFIRM REPORTED WAYPOINT

Instruction to confirm the identity of the previously reported waypoint.

NE

140 CONFIRM NEXT WAYPOINT Instruction to confirm the identity of the next waypoint.

NE

141 CONFIRM NEXT WAYPOINT ETA

Instruction to confirm the previously reported estimated time at the next waypoint.

NE

142 CONFIRM ENSUING WAYPOINT

Instruction to confirm the identity of the next plus one waypoint.

NE

143 CONFIRM REQUEST The request was not understood. It should be clarified and resubmitted.

NE

144 CONFIRM SQUAWK Instruction to report the currently selected transponder code.

NE

145 CONFIRM HEADING Instruction to report the present heading.

NE

146 CONFIRM GROUND TRACK Instruction to report the present ground track.

NE

182 CONFIRM ATIS CODE Instruction to report the identification code of the last ATIS received.

NE

147 REQUEST POSITION REPORT Instruction to make a position report. To be used if the controller does not receive a scheduled position report.

NE

UPLINK – NEGOTIATION REQUESTS


148 WHEN CAN YOU ACCEPT [altitude]

Request for the earliest time at which the specified level can be accepted.

NE

149 CAN YOU ACCEPT [altitude] AT [position]

Instruction to report whether or not the specified level can be accepted at the specified position.

A/N

150 CAN YOU ACCEPT [altitude] AT [time]

Instruction to report whether or not the specified level can be accepted at the specified time.

A/N


- A 132 -


151 WHEN CAN YOU ACCEPT [speed]

Instruction to report the earliest time when the specified speed can be accepted.

NE

152 WHEN CAN YOU ACCEPT [direction] [distance offset] OFFSET

Instruction to report the earliest time when the specified offset track can be accepted.

NE

UPLINK – AIR TRAFFIC ADVISORIES


153 ALTIMETER [altimeter] ATS advisory that the altimeter setting should be the specified setting.

R

154 RADAR SERVICES TERMINATED

ATS advisory that the radar service is terminated.

R

155 RADAR CONTACT [position] ATS advisory that radar contact has been established at the specified position.

R

156 RADAR CONTACT LOST ATS advisory that radar contact has been lost.

R

157 CHECK STUCK MICROPHONE [frequency]

A continuous transmission is detected on the specified frequency. Check the microphone button.

R

158 ATIS [atis code] ATS advisory that the ATIS information identified by the specified code is the current ATIS information.

R

UPLINK – SYSTEM MANAGEMENT MESSAGES


159 ERROR [error information] A system generated message that the ground system has detected an error.

NE

160 NEXT DATA AUTHORITY [facility designation]

Notification to the avionics that the next data authority is the specified ATSU.

NE

161 END SERVICE Notification to the avionics that the data link connection with the current data authority is being terminated.

NE

162 SERVICE UNAVAILABLE Notification that the ground system does not support this message.

NE

163 [icao facility designation] [tp4Table]

Notification to the pilot of an ATSU identifier.

NE


- A 133 -

UPLINK – ADDITIONAL MESSAGES


164 WHEN READY The associated instruction may be complied with at any future time.

NE

165 THEN Used to link two messages, indicating the proper order of execution of clearances or instructions.

NE

166 DUE TO TRAFFIC The associated instruction is issued due to traffic considerations.

NE

167 DUE TO AIRSPACE RESTRICTION

The associated instruction is issued due to airspace restrictions.

NE

168 DISREGARD The indicated communication should be ignored. The previously sent uplink CPDLC message shall be ignored. DISREGARD should not refer to a clearance or instruction. If DISREGARD is used, another element shall be added to clarify which message is to be disregarded.

R

176 MAINTAIN OWN SEPARATION AND VMC

Notification that the pilot is responsible for maintaining separation from other traffic and is also responsible for maintaining Visual Meteorological Conditions.

W/U

177 AT PILOTS DISCRETION Used in conjunction with a clearance or instruction to indicate that the pilot may execute when prepared to do so.

N

169 [free text] Normal urgency attribute R

170 [free text] Distress urgency attribute R


- A 134 -

DOWNLINK MESSAGES

DOWNLINK – RESPONSES

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

0 WILCO The instruction is understood and will be complied with.

N

1 UNABLE The instruction cannot be complied with.

N

2 STANDBY Wait for a reply. The controller is informed that the request is being assessed and there will be a short term delay (within 10 minutes). The exchange is not closed and the request will be responded to when conditions allow.

N

3 ROGER Message received and understood. ROGER is the only correct response to an uplink free text message. Under no circumstances will ROGER be used instead of AFFIRM.

N

4 AFFIRM Yes AFFIRM is an appropriate response to an uplinked negotiation request message (e.g. CAN YOU ACCEPT

[altitude] AT [time]).

N

5 NEGATIVE No NEGATIVE is an appropriate response to an uplinked negotiation request message (e.g. CAN YOU ACCEPT

[altitude] AT [time]).

N

DOWNLINK – VERTICAL REQUESTS


6 REQUEST [altitude] Request to fly at the specified level. Y

7 REQUEST BLOCK [altitude] TO [altitude]

Request to fly at a level within the specified vertical range.

Y

8 REQUEST CRUISE CLIMB TO [altitude]

Request to cruise climb to the specified level.

Y

9 REQUEST CLIMB TO [altitude] Request to climb to the specified level.

Y

10 REQUEST DESCENT TO [altitude]

Request to descend to the specified level.

Y



- A 135 -


11 AT [position] REQUEST CLIMB TO [altitude]

Request that at the specified position a climb to the specified level be approved.

Y

12 AT [position] REQUEST DESCENT TO [altitude]

Request that at the specified position a descent to the specified level be approved.

Y

13 AT [time] REQUEST CLIMB TO [altitude]

Request that at the specified time a climb to the specified level be approved.

Y

14 AT [time] REQUEST DESCENT TO [altitude]

Request that at the specified time a descent to the specified level be approved.

Y

DOWNLINK – LATERAL OFFSET REQUESTS


15 REQUEST OFFSET [direction] [distance offset] OF ROUTE

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

Y

16 AT [position] REQUEST OFFSET [direction] [distance offset] OF ROUTE

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

Y

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

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

Y

DOWNLINK – SPEED REQUESTS


18 REQUEST [speed] Request to fly at the specified speed. Y

19 REQUEST [speed] TO [speed] Request to fly within the specified speed range.

Y

DOWNLINK – VOICE CONTACT REQUESTS


20 REQUEST VOICE CONTACT Request for voice contact. Y

21 REQUEST VOICE CONTACT [frequency]

Request for voice contact on the specified frequency.

Y


- A 136 -

DOWNLINK – ROUTE MODIFICATION REQUESTS


22 REQUEST DIRECT TO [position]

Request to track from the present position direct to the specified position.

Y

23 REQUEST [procedure name] Request for the specified procedure clearance.

Y

24 REQUEST [route clearance] Request for a route clearance. Y

25 REQUEST CLEARANCE Request for either a pre-departure or route clearance.

Y

26 REQUEST WEATHER DEVIATION TO [position] VIA [route clearance]

Request for a weather deviation to the specified position via the specified route.

Y

27 REQUEST WEATHER DEVIATION UP TO [direction] [distance offset] OF ROUTE

Request for a weather deviation up to the specified distance off track in the specified direction.

Y

70 REQUEST HEADING [degrees] Request a clearance to adopt the specified heading.

Y

71 REQUEST GROUND TRACK [degrees]

Request a clearance to adopt the specified ground track.

Y

DOWNLINK – REPORTS


28 LEAVING [altitude] Notification of leaving the specified level.

N

29 CLIMBING TO [altitude] Notification of climbing to the specified level.

N

30 DESCENDING TO [altitude] Notification of descending to the specified level.

N

31 PASSING [position] Notification of passing the specified position.

N

78 AT [time] [distance] [to/from] [position]

At the specified time, the aircraft's position was as specified.

N

32 PRESENT ALTITUDE [altitude] Notification of the present level. N

33 PRESENT POSITION [position]

Notification of the present position. N

34 PRESENT SPEED [speed] Notification of the present speed. N

35 PRESENT HEADING [degrees] Notification of the present heading in degrees.

N

36 PRESENT GROUND TRACK [degrees]

Notification of the present ground track in degrees.

N

37 LEVEL [altitude] Notification that the aircraft is N


- A 137 -


maintaining the specified level.

72 REACHING [altitude] Notification that the aircraft has reached the specified level.

N

76 REACHING BLOCK [altitude] TO [altitude]

Notification that the aircraft has reached a level within the specified vertical range.

N

38 ASSIGNED ALTITUDE [altitude]

Read-back of the assigned level. N

77 ASSIGNED BLOCK [altitude] TO [altitude]

Read-back of the assigned vertical range.

N

39 ASSIGNED SPEED [speed] Read-back of the assigned speed. N

40 ASSIGNED ROUTE [route clearance]

Read-back of the assigned route. N

41 BACK ON ROUTE The aircraft has regained the cleared route.

N

42 NEXT WAYPOINT [position] The next waypoint is the specified position.

N

43 NEXT WAYPOINT ETA [time] The ETA at the next waypoint is as specified.

N

44 ENSUING WAYPOINT [position]

The next plus one waypoint is the specified position.

N

45 REPORTED WAYPOINT [position]

Clarification of previously reported waypoint passage.

N

46 REPORTED WAYPOINT [time] Clarification of time over previously reported waypoint.

N

47 SQUAWKING [beacon code] The specified (SSR) code has been selected.

N

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

N

79 ATIS [atis code] The code of the latest ATIS received is as specified.

N

80 DEVIATING [direction] [distance offset] OF ROUTE

Notification that the aircraft is deviating from the cleared route by the specified distance in the specified direction.

N


- A 138 -

DOWNLINK – NEGOTIATION REQUESTS


49 WHEN CAN WE EXPECT [speed]

Request for the earliest time at which a clearance to the specified speed can be expected.

Y

50 WHEN CAN WE EXPECT [speed] TO [speed]

Request for the earliest time at which a clearance to a speed within the specified range can be expected.

Y

51 WHEN CAN WE EXPECT BACK ON ROUTE

Request for the earliest time at which a clearance to regain the planned route can be expected.

Y

52 WHEN CAN WE EXPECT LOWER ALTITUDE

Request for the earliest time at which a clearance to descend can be expected.

Y

53 WHEN CAN WE EXPECT HIGHER ALTITUDE

Request for the earliest time at which a clearance to climb can be expected.

Y

54 WHEN CAN WE EXPECT CRUISE CLIMB TO [altitude]

Request for the earliest time at which a clearance to cruise climb to the specified level can be expected.

Y

DOWNLINK – EMERGENCY MESSAGES


55 PAN PAN PAN Urgency prefix. N

56 MAYDAY MAYDAY MAYDAY Distress prefix. N

57 [remaining fuel] OF FUEL REMAINING AND [souls on board] SOULS ON BOARD

Notification of fuel remaining and number of persons on board.

N

58 CANCEL EMERGENCY Notification that the pilot wishes to cancel the emergency condition.

N

59 DIVERTING TO [position] or DIVERTING TO [position] VIA [x]

Notification that the aircraft is diverting to the specified position via the specified route.

N

60 OFFSETTING [direction] [distance offset] OF ROUTE

Notification that the aircraft is deviating the specified distance in the specified direction off the cleared route and maintaining a parallel track.

N

61 DESCENDING TO [altitude] Notification that the aircraft is descending to the specified level.

N


- A 139 -

DOWNLINK – SYSTEM MANAGEMENT MESSAGES


2 ERROR [error information] system generated message that the avionics has detected an error.

N

3 NOT CURRENT DATA AUTHORITY

system generated denial to any CPDLC message sent from a ground facility that is not the Current Data Authority.

N

4 [icao facility designation] otification to the ground system that the specified ATSU is the current data authority.

N

3 [version number] system generated message indicating the software version number.

N

DOWNLINK – ADDITIONAL MESSAGES


65 DUE TO WEATHER Used to explain reasons for aircraft operator’s message.

N

66 DUE TO AIRCRAFT PERFORMANCE

Used to explain reasons for aircraft operator's message.

N

74 MAINTAIN OWN SEPARATION AND VMC

States a desire by the pilot to provide his/her own separation and remain in VMC.

N

75 AT PILOTS DISCRETION Used in conjunction with another message to indicate that the pilot wishes to execute the request when the pilot is prepared to do so.

N

67 [free text] Normal urgency attribute N

67b WE CAN ACCEPT [altitude] AT [time]

We can accept the specified level at the specified time.

N

67c WE CAN ACCEPT [speed] AT [time]

We can accept the specified speed at the specified time.

N

67d WE CAN ACCEPT [direction] [distance offset] AT [time]

We can accept a parallel track offset the specified distance in the specified direction at the specified time.

N

67e WE CANNOT ACCEPT [altitude]

We cannot accept the specified level. N

67f WE CANNOT ACCEPT [speed] We cannot accept the specified speed.

N


- A 140 -


67g WE CANNOT ACCEPT [direction] [distance offset]

We cannot accept a parallel track offset the specified distance in the specified direction.

N

67h WHEN CAN WE EXPECT CLIMB TO [altitude]

Request for the earliest time at which a clearance to climb to the specified level can be expected.

N

67i WHEN CAN WE EXPECT DESCENT TO [altitude]

Request for the earliest time at which a clearance to descend to the specified level can be expected.

N

68 [free text] Distress urgency attribute Y

Getting to grips with FANS – Part II – Issue III APPENDIX B

- A 141 -

APPENDIX B – ADS REPORT DATA (*) on request

GROUP PARAMETERS

Basic ADS group (Required)

• 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

Earth Reference Group (*)

• True Track • Ground Speed • Inertial Vertical Rate

Air Reference Group(*)

• Current True Heading • Mach • Inertial Vertical Rate

Airframe Ident Group(*)

• 24 bit ICAO code (Not provided in FANS A)

Flight Ident Group(*)

• Flight ID

Meteorological Group(*)

• Wind Speed • True Wind Direction • Static Air Temperature

Predicted Route Group(*)

• 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

Fixed Intent Group(*)

• 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

Intermediate Projected Intent

Group(*)

• 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

APPENDIX B Getting to grips with FANS – Part II – Issue III

- A 142 -

Output values of ADS message parameters

PARAMETER VALID RANGE DEFAULT VALUE (1)

SIGNIFICANT BITS (7)

DEFINED MSB VALUE (2)

APPROX. LSB VALUE

Latitude ±90° (Note 3) 20 & sign 90° 0.000172°

Longitude ±180° (Note 3) 20 & sign 90° 0.000172°

Altitude ±131,068 feet -131,072 feet 15 & sign 65,536 feet 4 feet

Time Stamp (Note 8)

0 – 3599.875 sec FOM = 0 (Note 9)

15 2048 sec 0.125 sec

Flight ID Alphanumeric Space (Note 4)

6 per character (Note 5)

N/A N/A

Mach 0 – 4.095 mach 4.0955 mach 13 2.048 mach 0.0005 mach

Ground Speed 0 – 4095 knots 4095.5 knots 13 2048 knots 0.5 knots

Wind Speed 0 – 255 knots 255.5 knots 9 128 knots 0.5 knots

True Wind Direction

-180 - + 179.296875

Valid bit = 1 (Note 6)

8 & sign & valid 90° 0.703125°

Vertical Rate ±32,752 ft/min -32,768 ft/min 11 & sign 16,384 ft/min 16 ft/min

Temperature ±511.75°C -512°C 11 & sign 256°C 0.25°C

True Track Angle -180 - +179.912°


11 & sign & valid 90° 0.08789°

True Heading -180 - +179.912°


11 & sign & valid 90° 0.08789°

Distance 0 – 8191.750 nm 8191.875 nm 16 4096 nm 0.125 nm

ETA 0 – 16382 sec 16383 sec 14 8192 sec 1 sec

Projected Time 0 – 16382 sec 16383 sec 14 8192 sec 1 sec

NOTES: 1. When no value is available or the value available to the ADS is invalid, a default value

shall be inserted in the field. The values shown here reflect a coding of all "ones". 2. The value of the Most Significant Bit (MSB) is accurate by definition. The value of the

Least Significant Bit (LSB) is an approximation. 3. When either the latitude or the longitude for a position is invalid, both shall be set to –

180° In the Basic ADS Group, the FOM shall also be set to 0. 4. When the Flight Identification is invalid, all characters shall be encoded as spaces.

When the Flight Identification is less than eight characters, the Flight Identification shall be encoded left justified and the unused characters shall be encoded as spaces.

5. The character set for the Flight Identification Group shall be ISO 5, without the most significant bit. This allows the characters to be encoded using only six bits. Valid characters are contained in the following sets: (A..Z), (0..9) and ( ).

6. The validation of the direction parameter shall be indicated by the immediately preceding bit, where 0 = valid and 1 = invalid.

7. Signed numerical values shall be represented in two's complement notation. 8. The time stamp shall be expressed as the time elapsed since the most recent hour.

Time shall be rounded, not truncated, to accurately yield the value loaded into the time stamp field.

Getting to grips with FANS – Part II – Issue III APPENDIX C

- A 143 -

APPENDIX C – DATA SERVICE PROVIDERS

1. INMARSAT • Aeronautical global coverage and spot beams Contact : [email protected]

2. MTSAT • SATCOM coverage over Asia-Pacific region Contact : [email protected] SITA ensures the customer support as it is the exclusive service provider for MTSAT communications.

3. ARINC • VHF world coverage • VDL mode 2 coverage Contact : http://www.arinc.com/contact/index.html

4. SITA • VDL mode A and mode 2 world coverage • VDL regional coverage Contact : http://www.sita.aero/News_Centre/Contact_SITA/default.htm

The following maps are provided with the courtesy of INMARSAT, MTSAT, ARINC and SITA.



http://www.arinc.com/contact/index.html

http://www.sita.aero/News_Centre/Contact_SITA/default.htm

APPENDIX C Getting to grips with FANS – Part II – Issue III

- A 144 -

INMARSAT 3 SPOT BEAMS (SEPTEMBER 2003)


- A 145 -

INMARSAT 4 AOR-W SPOT BEAMS (JAN 2007)


- A 146 -

MTSAT COVERAGE (2006)


- A 147 -

ARINC – VHF WORLD COVERAGE (MARCH 2006)


- A 148 -

ARINC – EUROPE – VDL MODE 2 (SEPTEMBER 2004)


- A 149 -

ARINC – NORTH AMERICA – VDL MODE 2 (MARCH 2006)


- A 150 -

ARINC – HFDL COVERAGE


- A 151 -

SITA – WORLD COVERAGE – VLD MODE A (MARCH 2006) Altitude 30 000 ft – On line RGS are in red, planned are in blue.


- A 152 -

SITA – EUROPE, AFRICA AND MIDDLE EAST – VDL MODE A (MARCH 2006) Altitude 30 000 ft – On line RGS are in red, planned are in blue.


- A 153 -

SITA – ASIA PACIFIC – VDL MODE A (MARCH 2006) Altitude 30 000 ft – On line RGS are in red, planned are in blue.


- A 154 -

SITA – AMERICAS – VDL MODE A (MARCH 2006) Altitude 30 000 ft – On line RGS are in red, planned are in blue.


- A 155 -

SITA – WORLD COVERAGE– VDL MODE 2 (MARCH 2006) Altitude 30 000 ft – On line RGS are in red, planned are in blue.


- A 156 -

SITA – EUROPE– VDL MODE 2 (MARCH 2006) Altitude 30 000 ft – On line RGS are in red, planned are in blue.

Getting to grips with FANS – Part II – Issue III APPENDIX D

- A 157 -

APPENDIX D – SATCOM OPERATORS S

erv

ice p

rovid

er

for

SA

TC

OM

data

lin

k

ARIN

C,

SIT

A

SIT

A

SIT

A

ARIN

C

ARIN

C

SIT

A (

AO

C m

essa

ges

) JC

AB (

TS m

essa

ges

)

Tele

com

Pro

vid

ers

fo

r vo

ice/

fax

com

mu

nic

ati

on

s

Str

atos

Str

atos

Fran

ce T

elec

om

Tel

enor

Tel

enor

JCAB (

GES o

per

ato

r)

SIT

A (

pro

vider

)

Co

de

01

00

03

02

01

00

01

03

00

02

04

INM

AR

SA

T S

ate

llit

e

Nam

e

AO

R/E

AO

R/W

IOR

POR

AO

R/E

AO

R/W

AO

R/E

IOR

AO

R/W

POR

MTSAT

Co

de

(oct

al)

101

305

205

103

005

104

301

002

202

161

Lo

cati

on

Goonhill

y

Pert

h

Auss

aguel

Eil

South

bury

San

ta P

aula

Kobe

GES

Co

un

try

SK

YP

HO

NE C

ON

SO

RTIU

M

UK

SA

TELLIT

E A

IRC

OM

CO

NS

OR

TIU

M

Aust

ralia

Fran

ce

GLO

BA

L L

INK

Norw

ay

USA

MTS

AT S

ate

llit

es

Japan

APPENDIX E Getting to grips with FANS – Part II – Issue III

- A 158 -

APPENDIX E – FANS OPERATIONAL PROCEDURES IN OCEANIC AND REMOTE AREAS

1. FOM AIRSPACE OPERATIONS

2. NORTH ATLANTIC FANS OPERATIONS

3. NORTH CANADA FANS OPERATIONS

The following sections are extracted from the mentioned manuals. They are consistent with those manuals at the time of their effectiveness. They are intended to illustrate FANS operations in the mentioned regions. It is strongly recommended to refer to the manuals available at the mentioned website address as they may be updated without prior notice. At any time, the following sections shall not be used for operations. AIRBUS SAS shall not be liable for any direct, indirect, or consequential damages that results from the use or inability to use the extracts, in particular for, but not limited to, errors, or omissions in the contents of the following sections or the consequences of its use, nor for inaccurate transmission or misdirection, even if AIRBUS SAS has been advised of the possibility of such damage. This limitation applies whether the alleged liability is based on contract, tort, or any other basis. It is the user’s responsibility to make sure that she or he is using the most up-to-date information available.

Getting to grips with FANS – Part II – Issue III APPENDIX E

- A 159 -

1. FOM AIRSPACE OPERATIONS As of FANS 1/A Operations Manual, issue 4.0, September 28th, 2006. Website : http://www.faa.gov/ats/ato/data_link.htm

1.1. ATSU DESIGNATORS The following table contains the various ACARS addresses, and the ICAO facility designations ( also called “4 character ICAO code”) of the associated FIR.

ATS Units ATS System ICAO facility designation

ACARS Address

Anchorage OCS PAZA ANCXFXA

Antananarivo (Madagascar)

FMMM

Auckland OCS NZZO AKLCDYA

Brisbane TAAATS YBBB BNECAYA

Columbo VCCC

Honiara TAAATS YBBB BNECAYA

Johannesburg SAAATS FAJO

Mauritius FIMM

Melbourne TAAATS YMMM MELCAYA

Nadi Eurocat 2000X NFFF NANCDYA

Nauru TAAATS YBBB BNECAYA

Oakland ODL KZAK OAKODYA

Seychelles FSSS

Tahiti VIVO NTTT PPTCDYA

Fukuoka ODP RJJJ FUKJJYA



- A 160 -

1.2. HF VOICE COMMUNICATION REQUIREMENTS

1.2.1. CROSSING INTERNATIONAL FIR BOUNDARIES

When entering an FIR from an adjacent international FIR and CPDLC is serviceable, the CPDLC CONTACT or MONITOR message shall be sent as detailed below :

FIR CPDLC Instruction

Anchorage Oceanic CONTACT PAZACENTER [frequency]


Auckland Oceanic MONITOR NZZOCENTER [frequency]

Brisbane MONITOR YBBBCENTER [frequency]

Columbo

Honiara MONITOR YBBBCENTER [frequency]

Johannesburg

Maldives

Mauritius

Melbourne MONITOR YMMMCENTER [frequency]

Nadi MONITOR NFFFCENTER [frequency]

Nauru MONITOR YBBB CENTER [frequency]

Oakland CONTACT KSFO CENTER [frequency] KSFO (San Francisco Radio) will provide all primary and secondary HF frequencies, and HF transfer points along the route of flight.

Tahiti CONTACT NTTT CENTER [frequency] A SELCAL check is required.

Fukuoka CONTACT FUKUOKA CENTER [frequency]

1.2.2. CPDLC SERVICES WITHIN THE TOKYO FIR

Initial notification of emergency status may be accepted by CPDLC. Depending on the nature of the emergency condition experienced, the pilot should notify ATC of the circumstances by the most efficient means (voice or CPDLC). Clearances/instructions relating to cruise climb are not issued within the Fukuoka FIR. Therefore, downlink request DM#8 “REQUEST CRUISE CLIMB TO [ level ]” should not be used.


- A 161 -

Pre-formatted messages regarding route modifications, including route clearance are not able to be uplinked. These messages include UM#79, UM#80, UM#81, UM#83, UM#84, UM#85 and UM#86 detailed in APPENDIX 5. CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC) MESSAGE SET of the ICAO PANS/ATM. The route clearance should, therefore be requested and issued by HF or VHF voice communication. Special and other non-routine aircraft observation, i.e. moderate turbulence (transonic and supersonic aircraft only), severe turbulence, and volcanic activity should be reported by HF or VHF voice communication. Flight information services will be provided by HF or VHF voice communication.

1.2.3. NOTIFICATION PROCEDURES WITHIN THE TOKYO FIR

Data link-equipped aircraft inbound from non-data link airspace or radar airspace to Fukuoka Oceanic Controlled airspace are required to notify between 15 and 45 minutes prior to entering data link airspace within the Fukuoka FIR. On initial contact with Tokyo Radio, the pilot should inform Tokyo Radio that they have the CPDLC connection using the voice phraseology “WE HAVE CPDLC CONNECTION”, and should downlink a CPDLC position report. Data link-equipped aircraft inbound from the Anchorage FIR or Oakland FIR to Fukuoka Oceanic Controlled airspace will be automatically transferred to “RJJJ” by Anchorage or Oakland. If the process is not successful and “RJJJ” is not the active centre, the pilot shall, within 5 minutes after crossing the Fukuoka and Anchorage/Oakland common FIR boundary, terminate the connection by selecting ATC data link off, then notify with “RJJJ”. Once a CPDLC connection has been established with “RJJJ (Fukuoka ACC)”, the pilot should inform Tokyo Radio that they have the CPDLC connection using the voice phraseology “WE HAVE CPDLC CONNECTION”, and should downlink a CPDLC position report.

1.3. DIFFERENCES OF USE OF FANS A MESSAGES The States listed in the box on the right do NOT use these two messages.

33 UM Cruise [altitude] Australia, Fiji, Japan, Mauritius, New Zealand, South Africa, and Tahiti do not use this message.

129 UM Report level[altitude]

The United States has not used this message, but will be phasing it in during the 2003-4 time period.


- A 162 -

1.4. POSITION REPORTING REQUIREMENTS : CPDLC AND ADS ENVIRONMENTS The following table lists the position reporting requirements of individual ATSUs.

ATSU Reporting Requirements

Anchorage Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.


Auckland Requires an initial CPDLC position report at the FIR boundary entry point, then ADS reporting only.

Brisbane Requires an initial CPDLC position report at the FIR boundary entry point, then ADS reporting only.

Columbo Currently trialing ADS and CPDLC. CPDLC position reports requested at each waypoint. Primary communications via voice. Full HF reporting still required.

Maldives

Mauritius Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.

Melbourne Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.

Nadi Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.

Oakland Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.

Seychelles

Johannesburg Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.

Tahiti Requires an initial CPDLC position report at the FIR boundary entry point, then ADS-C reporting only.

Fukuoka Accepts CPDLC position reports in lieu of HF voice.


- A 163 -

2. NORTH ATLANTIC FANS OPERATIONS As of Guidance Material for ATS Data Link Services in North Atlantic Airspace, issue 14.0, May 29th, 2006. Website : http://www.nat-pco.org/adswpr.htm

2.1. AFN NOTIFICATION PROCEDURES • When initializing the FMC, it is essential to ensure that the aircraft

identification matches the one displayed in the filed ATC flight plan. If a flight crew becomes aware that they have provided incorrect flight identification data for the AFN notification, they shall immediately terminate FANS and re-notify with a correct identification.

• Various FIRs in the NAT provide different FANS 1/A data link services. Some FIRs offer ADS only, while others will offer CPDLC plus ADS. Aircraft may pass through FIRs that offer only ADS services prior to, and/or between, entering FIRs that offer CPDLC and ADS services. NAT Provider States are in the process of developing procedures to ensure that CPDLC connections are initiated and utilized only as appropriate for aircraft under their control (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details).

• Between 15 and 45 minutes prior to entering NAT ADS airspace the flight crew should initiate an AFN notification. For flights departing from airports adjacent to, or underlying NAT ADS Airspace, the pilot should notify prior to departure (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details).

• If entering a CPDLC OCA/FIR from adjacent airspace where no CPDLC connections or ADS contracts have been established, the flight crew should initiate AFN notify the CPDLC ATC between 15 and 45 minutes prior to entering the CPDLC OCA/FIR unless the circumstances noted for Shanwick - EGGX pertain to the flight (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details). Flight crews should note that standard ATS procedures require that when an ATC is in communication with a flight under the control of another ATC, no clearances or instructions are given to that flight without the appropriate coordination between the ATCs.

• The flight crew should not initiate an AFN notify EGGX if (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details) :

- The flight is entering the Shanwick FIR and the oceanic clearance has not yet been issued to the flight; or

- The flight will proceed westbound from the Shanwick FIR into or to transit the Madrid FIR.

• The flight crew initiates the first AFN notification. After completing the notification procedure, the aircraft system will send an AFN CONTACT message to the specified ground system. The ground system will automatically acknowledge this message, completing the transaction.

• If, after initiating an AFN notification, the Active Centre does not match the AFN address specified during the notification, the flight crew should clarify the situation via voice.

http://www.nat-pco.org/adswpr.htm


- A 164 -

• Once an AFN notification is completed to any of the AFN addresses, ground systems will transfer and manage the various connections required for ADS WPR services as the aircraft traverses the NAT OCAs and FIRs served by the various ATCs. These transfers are initiated and completed automatically, without action by the flight crew.

- The ATS ground system will accept the ATS Facilities Notification (AFN) Contact from the aircraft and generate an AFN Acknowledgement. The AFN Acknowledgement will indicate that ADS is supported.

- When the ATS ground system receives an AFN notification message, it will use the received information to immediately initiate an ADS waypoint event contract request to the aircraft.

- When the ATS ground system initiates an ADS waypoint event contract request, it will also initiate any required ADS MET Data contract request (i.e. a contract for periodic reporting of the Meteorological Group data with a typical reporting period of 30 minutes).

- When the aircraft has exited ADS Airspace, the ATS ground system will terminate ADS reporting.

• In the event of an abnormal disconnect from the FANS 1/A network, another manually initiated AFN notification will be required in order to resume FANS 1/A data link operations.

2.2. FLIGHT CREW – CONTACT WITH AERADIO • The integrity of the ATC service remains wholly dependent on establishing

and maintaining HF or VHF voice communications with each ATC along the route of flight. The procedures in this section are applicable only in NAT airspace and pertain only to ATS data link operations.

• Prior to entering each NAT oceanic CTA, the pilot shall contact the appropriate AERADIO station.

• The following data link terms should be used to identify the flight:

Term Data link status of aircraft “A-D-S” Participating in ADS WPR only “F-M-C” Participating in FMC WPR “C-P-D-L-C” Participating in CPDLC

Flight crews should continue to use the data link term until either the SELCAL check has been completed or the frequency assignment has been received. • If the flight will exit the CTA into oceanic airspace, on initial contact with

the CTA the pilot shall: 1. Not include a position report; 2. Use the appropriate data link term after the aircraft call sign (i.e. A-D-S,

F-M-C or C-P-D-L-C); 3. State the name of the next OCA/FIR to be entered; and 4. Request the SELCAL check.


- A 165 -

Example 1 (initial contact from an eastbound ADS-only flight about to enter the Gander OCA): GANDER RADIO, AIRLINE 123 A-D-S, SHANWICK NEXT, REQUEST SELCAL CHECK CDAB. Example 2 (initial contact from a westbound FMC WPR flight about to enter the Santa Maria OCA): SANTA MARIA RADIO, AIRLINE 123 F-M-C, NEW YORK NEXT, REQUEST SELCAL CHECK AFMP. Example 3 (initial contact from an eastbound CPDLC flight about to enter the New York Data Link service area): NEW YORK ARINC, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK CKFM. • If the flight will exit the CTA into domestic airspace, on initial contact with

the CTA, the pilot shall: 1. Not include a position report; 2. Use the appropriate data link term after the aircraft call sign (i.e. A-D-S,

F-M-C or C-P-D-L-C); 3. State the track letter if operating on the Organized Track System (OTS); 4. State the last two fixes in the cleared route of flight if operating outside

the OTS; and 5. Request the SELCAL check.

Example 1 (initial contact from an eastbound ADS-only flight about to enter the Shanwick OCA): SHANWICK RADIO, AIRLINE 123 A-D-S, TRACK BRAVO, REQUEST SELCAL CHECK CDAB. Example 2 (initial contact from a westbound CPDLC flight about to enter the Gander OCA): GANDER RADIO, AIRLINE 123 C-P-D-L-C, SCROD VALIE, REQUEST SELCAL CHECK DMCS. Example 3 (initial contact from an eastbound FMC flight about to enter the Shanwick OCA): SHANWICK RADIO, AIRLINE 123 F-M-C, TRACK BRAVO, REQUEST SELCAL CHECK CDAB. • Depending on which data link services are offered in the CTA and the

operational status of those services, the AERADIO operator will provide appropriate information and instructions to the flight crew (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details).


- A 166 -

• In the event an onboard systems failure prevents CPDLC, ADS WPR or FMC WPR or if any of these services is terminated:

a. If the failure/termination occurs prior to initial contact with the AERADIO station, do not use the phrase “A-D-S”, “C-P-D-L-C” or “F-M-C” after the aircraft call sign;

b. Resume normal voice communications, including providing all subsequent position reports via voice;

c. Do not inform AERADIO that the service has been terminated; and

d. Inform Company Operations Department in accordance with established problem reporting procedures.

• Flight crews are required to submit position reports via voice unless otherwise advised by the AERADIO operator. To reduce frequency congestion, when instructed “VOICE REPORTS NOT REQUIRED IN (nominated OCA/FIR)” flight crews should not send position reports via voice.

• ADS WPR flights, which have been instructed “VOICE REPORTS NOT REQUIRED”, are exempt from all routine voice meteorological reporting, however reports of unusual meteorological conditions such as severe turbulence should be made by voice to the AERADIO station. CPDLC should not be used for meteorological reports unless voice contact cannot be established.

• Flight crews should not ask AERADIO questions regarding the status of the ADS or CPDLC connections or whether an ADS WPR or an FMC WPR has been received. Should ATC fail to receive an expected ADS WPR or FMC WPR, they will request a voice report.

• When leaving NAT airspace, flight crews should comply with all communication requirements applicable to the airspace being entered.

• If no domestic frequency assignment has been received by 10 minutes prior to the flight’s entry into domestic airspace, the flight crew should contact AERADIO and request the frequency, stating the oceanic exit fix.

2.3. FLIGHT CREW – ADS WPR • Flight crews should not insert non-ATC waypoints (e.g. mid-points) in

cleared oceanic flight legs, as it will result in transmission of unwanted ADS reports. Non-ATC waypoints may prevent the provision of proper ETA data in the ADS reports required for ATC purposes.

• The crew may assume that the estimate for the next waypoint, shown on the FMS at the time a waypoint is crossed, is the estimate transmitted to ATC in the ADS report. If that estimate subsequently changes by three minutes or more, a revised estimate shall be transmitted via voice to the ATS unit concerned as soon as possible.

2.4. FLIGHT CREW – FMC WPR • When FMC WPRs are manually initiated, this should be done within 3

minutes of crossing each waypoint. If this cannot be achieved, the FMC WPR should not be triggered, but a voice report made instead.


- A 167 -

• The crew may assume that the estimate for the next waypoint, shown on the FMS at the time a waypoint is crossed, is the estimate transmitted to ATC in the ADS report. If that estimate subsequently changes by three minutes or more, a revised estimate shall be transmitted via voice to the ATS unit concerned as soon as possible.

• Flight crews should avoid inserting non-ATC waypoints (e.g. mid-points) in cleared oceanic flight legs, as non-ATC waypoints may prevent the provision of proper ETA data in the FMC reports required for ATC purposes.

If the flight number contains an alphabetic character (such as ABC132A or ABC324W) the flight cannot participate in FMC WPR and the flight crew should not use the term “F-M-C” during contact with AERADIO (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details). Flight crews should not use the initial contact procedures AERADIO, but should revert to normal voice procedures.

2.5. FLIGHT – CPDLC • In the Shanwick FIR, the AFN Logon will be rejected unless the oceanic

clearance has been issued to the flight (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details). As well, the Shanwick system will reject AFN notifications 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 Logon 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 Logon after receipt of the oceanic clearance; or d. Do not attempt another AFN Logon if the flight is westbound in the

Shanwick FIR and will proceed into or transit the Madrid FIR. • CPDLC transfers to adjacent ATCs offering CPDLC services should be

automatic. Normally, the transfer will occur at or shortly before crossing the OCA/FIR boundary. When the ATC intends the transfer to take place after the OCA/FIR boundary, preformatted freetext message “EXPECT CPDLC TRANSFER AT [time]” will be uplinked. When a flight does not receive preformatted freetext message “EXPECT CPDLC TRANSFER AT [time]” and crosses and OCA/FIR boundary without the active Center changing to reflect the transfer, flight crews should manually disconnect and notify the appropriate ATC.

• 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. Normally, the transfer will occur at or shortly before crossing the OCA/FIR boundary. When the ATC intends the transfer to take place after the OCA/FIR boundary, preformatted freetext message will be uplinked. When a flight does not receive


- A 168 -

preformatted freetext message “EXPECT CPDLC TRANSFER AT [time]” and crosses and OCA/FIR boundary without the CPDLC connection being terminated, flight crews should manually disconnect.

• 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 utilized except in highly unusual or emergency situations.

• Where CPDLC-related voice communications are required, flight crews should utilize the appropriate phraseology as detailed in 2.5.1 – CPDLC voice phraseologies.

• Flight crews should be aware of 2.5.3 – Cautions with the END SERVICE message concerning END SERVICE. For this reason, it is important to respond to uplink messages promptly and appropriately, particularly when approaching an FIR boundary. It should be noted that if any uplink messages are open when the END SERVICE message is sent, the CPDLC connection to the CDA will be terminated and the CPDLC connection to the NDA may be terminated.

• If unable to continue using CPDLC, flight crews should revert to voice procedures. 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.

• The flight crew should initiate voice contact to clarify the meaning or intent if an unexpected or illogical response is received to a CPDLC downlink message. In the event of receiving a CPDLC clearance which is not clearly understood, the message should be rejected and an UNABLE response sent. The intent of the message should then be confirmed by voice.

• It is possible for multi-element CPDLC messages to be displayed on more than one screen page. Crews should carefully refer to screen page numbers to ensure that elements have been read in the proper order. Printing and reading the entire CPDLC message prior to responding may be an appropriate technique to avoid missing any message elements.

• Flight crews should be aware of the technical aspects and associated procedures regarding emergency CPDLC downlink messages (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details).

• Flight crews should be aware of the technical aspects and associated procedures regarding altitude assignment via CPDLC (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details).

• Flight crews should be aware of the following information regarding the meaning of the freetext message MESSAGE NOT SUPPORTED BY THIS UNIT:

- Phased CPDLC implementations (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details) utilize strictly limited message sets. Message elements which are not included in these sets are considered “unsupported message elements”.

- Except for emergency messages (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details), any CPDLC downlink that contains an unsupported message element is an


- A 169 -

unsupported message. If such a message is received by the ground system, the message may not be presented to controllers at some ATCs.

- If an unsupported downlink message is received, the following preformatted freetext message will be uplinked to the flight crew: MESSAGE NOT SUPPORTED BY THIS UNIT. If a flight crew receives this freetext, it means that the CPDLC downlink contained at least one message element that was not included in the message set being used in the current phase of CPDLC operations in that OCA/FIR.

- During CPDLC Phase 3 operations, the most commonly used unsupported donwlink message elements have been DM11 AT [position] REQUEST CLIMB TO [altitude], DM8 REQUEST CRUISE CLIMB TO [altitude], DM53 WHEN CAN WE EXPECT HIGHER ALTITUDE, DM25 REQUEST CLEARANCE, DM54 WHEN CAN WE EXPECT CRUISE CLIMB TO [altitude] and DM13 AT [time] REQUEST CLIMB TO [altitude]. Flight crews are reminded not to use these message elements during Phase 3 CPDLC operations, but to use approved message elements or, alternatively, communicate via voice.

2.5.1. CPDLC VOICE PHRASEOLOGIES

The phrase “CPDLC” is spoken as “see-pee-dee-ell-see”. The phrase “ADS” is spoken as “ay-dee-ess”. 2.5.1.1. ATC phraseology

• To instruct flight crews to manually initiate Logon to the subsequent ATC: SELECT ATC COM OFF THEN LOGON TO [ATC name]

Note: Use the ICAO four-character code when identifying the ATC. Note: Use this phraseology when the NDA message delivery or address forwarding is unsuccessful or when the END SERVICE message does not terminate the CPDLC connection.

• To inform aircraft that the FANS 1/A data link has failed: DATA LINK FAILED. SELECT ATC COM OFF. CONTINUE ON VOICE.

• To advise aircraft prior to the commencement of a FANS 1/A data link

shutdown: DATA LINK WILL BE SHUT DOWN. SELECT ATC COMM OFF. CONTINUE ON VOICE.

• To advise that the transmission is being made due to a CPDLC failure: CPDLC FAILURE.

Note: This phraseology should only be included with the first transmission made for this reason.


- A 170 -

• To advise of a complete ground system failure: ALL STATIONS CPDLC FAILURE [identification of station calling].

2.5.1.2. Pilot phraseology

• To advise ATC that the CPDLC connection is being terminated manually: CPDLC CONNECTION WITH [current ATC] TERMINATED. CONNECTING WITH [subsequent ATC].

Note: The pilot may use the ICAO four-character codes or plain language at his/her discretion.

• To advise that the transmission is being made due to a CPDLC failure: CPDLC FAILURE.

Note: This phraseology should only be included with the first transmission made for this reason.

2.5.2. TERMINATING THE ACTIVE CPDLC CONNECTION

• Under normal conditions, the CDA initiates the CPDLC connection termination sequence by sending an END SERVICE uplink message (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details).

• In response to an END SERVICE message: a. The avionics will downlink a DISCONNECT message. The avionics will

consider the aircraft to be disconnected from the CDA as soon as the DISCONNECT message is sent.

b. The Active CPDLC connection will be terminated, which will cause the Inactive CPDLC connection (if established) to become the Active CPDLC connection.

c. The NDA (if any) will now become the CDA and be able to exchange CPDLC messages with the aircraft.

2.5.3. CAUTIONS WITH THE END SERVICE MESSAGE

• If any downlink messages remain open when the aircraft receives an END SERVICE message, the avionics will abort these messages and terminate the CPDLC connection with the CDA. This will not affect the sequence of events reference the CPDLC connection with the NDA as detailed in 2.5.2 – Terminating the Active CPDLC connection.(response to an END SERVICE message).

• If any uplink messages remain open when the aircraft receives an END SERVICE message, the avionics will abort these messages and terminate the CPDLC connections with the CDA. For FANS A aircraft, the CPDLC connection with the NDA will also be terminated; in this case, the aircraft must complete another AFN Logon in order to establish an active CPDLC connection with the ATC that was nominated as the NDA.


- A 171 -

• If an END SERVICE message is included as part of a multi-element message, and none of those elements requires a WILCO response, the avionics will terminate the Active CPDLC connection.

• If an END SERVICE message is included as part of a multi-element message and at least one of those elements requires a WILCO response and: a. WILCO is sent, the connection with the CDA will be terminated, and the

connection with the NDA (if any) will become Active; b. UNABLE is sent, the END SERVICE message will be ignored; the Active

connection with the CDA will not be terminated and the NDA will continue to have an Inactive connection; or

c. STANDBY is sent, the END SERVICE message will be ignored; the Active connection with the CDA will not be terminated and the NDA will continue to have an Inactive connection. i. If WILCO is sent subsequently, the connection with the CDA will be

terminated, and the connection with the NDA (if any) will become Active; or

ii. If UNABLE is sent subsequently, the END SERVICE message will continue to be ignored; the Active connection with the CDA will not be terminated and the NDA will continue to have an Inactive connection.

• In initial CPDLC implementations, the END SERVICE message will generally be sent alone.

2.5.4. NON-DELIVERY OF THE END SERVICE

• In unusual circumstances, the END SERVICE message may not trigger the disconnection sequence, or the END SERVICE message may not reach the aircraft.

• If the controller becomes aware that such a situation has occurred, the flight crew should be instructed via voice to terminate the connection.

• If the flight crew becomes aware that such a situation has occurred, they should advise ATC via voice and manually disconnect from the current ATC.

• In order to resume FANS 1/A data link operations, the flight crew will have to initiate an AFN Logon to the appropriate AFN address.

2.5.5. EMERGENCY MESSAGES

• It is expected that, in an emergency, flight crews will immediately revert to voice communications. This does not preclude crews from using CPDLC for emergency communications if unable to establish voice contact.

• Any downlink message that contains an emergency message element (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details) should be treated as an emergency message.

• 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.


- A 172 -

• Upon receipt of an emergency downlink message, the controller shall indicate to the aircraft that the message was received by: a. Responding with preformatted freetext message 004: ROGER PAN if the

message contains DM55 PAN PAN PAN; b. Responding with preformatted freetext message 005: ROGER MAYDAY if

the message contains DM56 MAYDAY MAYDAY MAYDAY; or c. Responding with UM3 ROGER if the message contains DM57, DM58,

DM59, DM60 or DM61. • If an emergency downlink message is inadvertently sent, the flight crew

should send DM58 CANCEL EMERGENCY as soon as practicable. After sending DM58, the flight crew should confirm their status and intentions via voice.

• Once an emergency downlink message is received, controllers will consider the aircraft to be in an emergency state until confirmed otherwise via voice contact with the flight crew.

• Controllers should be aware that altitude information included with DM55 or DM56 may not be reliable. In some cases, this information is included automatically and may not accurately reflect the current altitude or attitude of the aircraft nor the intentions of the flight crew.

2.5.6. UNSUPPORTED MESSAGES

• Phased CPDLC implementations (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details) utilize strictly limited message sets. Message elements which are not included in these sets are considered “unsupported message elements”.

• Except for emergency messages (refer to Guidance Material for ATS Data Link Services in North Atlantic Airspace for details), any CPDLC downlink that contains an unsupported message element is an unsupported message. If such a message is received by the ground system, the message may not be presented to controllers at some ATCs.

• If an unsupported downlink message is received, the following preformatted freetext message will be uplinked to the flight crew: MESSAGE NOT SUPPORTED BY THIS UNIT. If a flight crew receives this freetext, it means that the CPDLC downlink contained at least one message element that was not included in the message set being used in the current phase of CPDLC operations in that OCA/FIR.

• During CPDLC Phase 3 operations, the most commonly used unsupported donwlink message elements have been DM11 AT [position] REQUEST CLIMB TO [altitude], DM8 REQUEST CRUISE CLIMB TO [altitude], DM53 WHEN CAN WE EXPECT HIGHER ALTITUDE, DM25 REQUEST CLEARANCE, DM54 WHEN CAN WE EXPECT CRUISE CLIMB TO [altitude] and DM13 AT [time] REQUEST CLIMB TO [altitude]. Flight crews are reminded not to use these message elements during Phase 3 CPDLC operations, but to use approved message elements or, alternatively, communicate via voice.


- A 173 -

2.5.7. DELAYED UPLINK MESSAGES

• A CPDLC function has been implemented in some aircraft. This function identifies whether an uplink message has been received more than XXX seconds after it was sent, where XXX is either a default maximum delay value or a value set by the flight crew. At present, it is not possible to identify the relatively small number of aircraft with this function. To avoid confusion, flight crews will not normally be instructed to set a maximum delay value.

• For Airbus aircraft entering a NAT FIR, this function should automatically be re-set to OFF whenever the Current Data Authority changes to a NAT ATC.

• It is possible a flight crew may set a maximum delay value, even if not instructed to do so. In this case, the avionics will reject uplink messages that are received after the maximum delay time.

• The flight crew will not see such messages. If such a message is rejected, the ATC will receive the following downlink message: INVALID DATA UPLINK DELAYED IN NETWORK AND REJECTED RESEND OR CONTACT BY VOICE. This message will include a link to the delayed uplink message.

• If an ATC receives the above downlink, the following freetext message should be sent: SET MAX UPLINK DELAY VALUE TO 999 SEC. This will minimize the possibility of subsequent uplink messages being rejected. If this message is also rejected, the instruction should be provided via voice.

• The delayed uplink may be re-sent or the flight contacted via voice, at the controller’s discretion.


- A 174 -

3. NORTH CANADA FANS OPERATIONS As of AIC 16/06, Automatic Dependent Surveillance (ADS) Waypoint Position Reporting (WPR) in the Edmonton (Flight Information Region/Control Area (FIR/CTA), June 8th, 2006. Website : http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm

3.1. ATS FACILITIES NOTIFICATION An ADS contract is initiated by the ground system in response to an AFN logon received from the aircraft. The ATS facilities notification (AFN) logon address for flights entering the Edmonton FIR/CTA is CZEG. It is important when initializing the flight management computer (FMC) to ensure that the aircraft identification matches the one displayed in the filed air traffic control (ATC) flight plan (FP) message. If a flight becomes aware that incorrect flight identification data was provided in the AFN logon, ADS must immediately be terminated and a new AFN logon performed with the correct information. Flights entering Edmonton ADS airspace from airspace where FANS 1/A ATS data link services are being received do not need to perform another AFN logon to continue participating in ADS WPR. Flights entering Edmonton ADS airspace from airspace where FANS 1/A ATS data link services are not being received should ensure their ADS function is turned on and perform an AFN logon

• 15 to 45 min prior to entering the airspace; or • prior to departure, for flights departing airports adjacent to or underlying

the airspace. Flights exiting Edmonton ADS airspace into adjacent airspace where ADS and controller-pilot data link communications (CPDLC) services are offered do not need to perform another AFN logon to continue participating in ADS or to initiate a CPDLC connection. Note: Currently, CPDLC services are not available in the Edmonton FIR. Until CPDLC services are available, flights identifying themselves as CPDLC will be advised “CPDLC SERVICE NOT AVAILABLE IN THE EDMONTON FIR”.

3.2. FLIGHT CREW INITIAL CONTACT WITH EDMONTON CENTRE (PHASE 2, FLIGHT IS RADAR IDENTIFIED)

Flights that have been radar identified by a previous unit and that will transit the Edmonton FIR south of NCA 24 prior to entering the Edmonton ADS airspace should not identify themselves as ADS (or CPDLC) on initial radio contact with Edmonton Centre. Prior to each flight leaving radar coverage and thereby approaching the Edmonton ADS airspace, Edmonton Centre will advise the flight that radar service is terminated. At that time, participating flights should use the term “A–D–S” (or “C–P–D–L–C”) after the aircraft call sign to indicate their capability. The following are sample exchanges with Edmonton Centre (Phase 2):

http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm


- A 175 -

Sample One, flight is ADS AIRLINE EIGHT FIVE ONE RADAR SERVICES TERMINATED, CONTACT EDMONTON CENTRE AT SEDAG ON 133.4 EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE A-D-S, ROGER, CONTACT EDMONTON CENTRE AT SEDAG ON 133.4 AIRLINE EIGHT FIVE ONE A-D-S, VOICE REPORTS NOT REQUIRED Sample Two, flight is CPDLC AIRLINE EIGHT FIVE ONE RADAR SERVICES TERMINATED, CONTACT EDMONTON CENTRE AT SEDAG ON 133.4 EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE C-P-D-L-C, ROGER, CONTACT EDMONTON CENTRE AT SEDAG ON 133.4 AIRLINE EIGHT FIVE ONE C-P-D-L-C, CPDLC SERVICE NOT AVAILABLE IN THE EDMONTON FIR, VOICE REPORTS NOT REQUIRED

3.3. FLIGHT CREW INITIAL CONTACT WITH EDMONTON CENTRE (PHASE 2, FLIGHT IS NOT RADAR IDENTIFIED)

Flights that are not radar identified when making initial contact with Edmonton Centre should:

1. Not include a voice position report; and 2. Use the term “A–D–S” (or “C–P–D–L–C”) after the aircraft call sign.

Flight crews can expect the reply from Edmonton Centre to include: 1. Acknowledgement that the flight is ADS (or CPDLC); 2. For Phase 2, the advisory VOICE REPORTS NOT REQUIRED; and 3. The assigned frequency for the next station en route.

The following is a sample exchange with Edmonton Centre (Phase 2): EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE A-D-S, FLIGHT LEVEL 350 AIRLINE EIGHT FIVE ONE A-D-S, EDMONTON CENTRE, VOICE REPORTS NOT REQUIRED, CONTACT EDMONTON CENTRE AT INUVIK ON 134.47

3.4. FLIGHT INITIAL CONTACT WITH ARCTIC RADIO Upon initial contact with Arctic Radio flight crews should:

1. Not include a voice position report; 2. Use the term “A–D–S” (or “C–P–D–L–C”) after the aircraft call sign; 3. For westbound and southbound flights, state the name of the first

reporting point entering the Edmonton FIR; 4. For eastbound and northbound flights, state the name of the first

reporting point entering Edmonton ADS airspace; 5. Advise an additional point or co-ordinate as follows:

a. For westbound flights, advise where the flight will cross W90°, b. For eastbound flights state the last reporting point exiting the

Edmonton FIR/CTA, c. For southbound (polar) flights, advise where the flight will cross

N65°, or d. For northbound (polar) flights, state the last point exiting the

Edmonton FIR/CTA; and 6. Request a selective calling system (SELCAL) check, if necessary.


- A 176 -

Flight crews can expect the reply from Arctic Radio to include: 1. Acknowledgement that the flight is ADS (or CPDLC); 2. For Phase 2, the advisory “VOICE REPORTS NOT REQUIRED”; 3. An Arctic Radio frequency to monitor; and 4. The assigned frequency for the next station en route.

The following are sample exchanges with Arctic Radio, using four scenarios: Scenario One, Westbound on NCA Track ARCTIC RADIO, AIRLINE EIGHT FIVE ONE A-D-S, EPMAN, SIX ZERO NORTH ZERO NINER ZERO WEST AIRLINE EIGHT FIVE ONE A-D-S ARCTIC RADIO, VOICE REPORTS NOT REQUIRED, MONITOR ARCTIC RADIO ONE TWO SIX DECIMAL SEVEN, AT ZERO EIGHT ZERO WEST CONTACT EDMONTON CENTRE, FREQUENCY ONE TREE TREE DECIMAL SEVEN Scenario Two, Eastbound on ACA Track ARCTIC RADIO, AIRLINE SIX FOUR ZERO ONE C-P-D-L-C, JESRU, PELRI AIRLINE SIX FOUR ZERO ONE C-P-D-L-C ARCTIC RADIO, CPDLC SERVICE NOT AVAILABLE IN THE EDMONTON FIR, VOICE REPORTS NOT REQUIRED, AT PELRI CONTACT ICELAND RADIO, FREQUENCY EIGHT EIGHT NINER ONE, SELCAL CHECK ALPHA BRAVO CHARLIE DELTA Scenario Three, Southbound on Polar Route ARCTIC RADIO, AIRLINE EIGHT FIVE ZERO A-D-S, RESUM, SIX FIVE NORTH ZERO NINER ZERO WEST AIRLINE EIGHT FIVE ZERO A-D-S ARCTIC RADIO, VOICE REPORTS NOT REQUIRED, AT SIX FIVE NORTH CONTACT EDMONTON CENTRE, FREQUENCY ONE TREE TREE DECIMAL FOUR, SELCAL CHECK ALPHA BRAVO CHARLIE DELTA Scenario Four, Northbound on Polar Route ARCTIC RADIO, AIRLINE NINER NINER C-P-D-L-C, SIX FIVE NORTH ZERO SEVEN TWO WEST, DEKMO AIRLINE NINER NINER C-P-D-L-C ARCTIC RADIO, CPDLC SERVICE NOT AVAILABLE IN THE EDMONTON FIR, VOICE REPORTS NOT REQUIRED, MONITOR ARCTIC RADIO ONE TWO SIX DECIMAL SEVEN, AT DEKMO CONTACT ARCTIC RADIO FREQUENCY EIGHT EIGHT NINER ONE SECONDARY ONE ONE TWO SEVEN NINER, SELCAL CHECK ALPHA BRAVO CHARLIE DELTA

3.5. DEVIATIONS AROUND WEATHER If deviations around weather are required, flight crews should establish voice contact and advise ATC of their intentions. Position reports via voice should be made abeam waypoints until the flight is back on its cleared route.

3.6. SATELLITE COMMUNICATION (SATCOM) SHADOW The airspace where ADS WPR will be conducted is affected by an area of satellite communication (SATCOM) unreliability (see map below). This area, referred to as the SATCOM shadow, prevents satellite voice and data link, including ADS. The


- A 177 -

exact extent and effect of the shadow depends on atmospheric conditions, aircraft antenna placement and direction of flight. Flights observing an indication that satellite communications have been lost should expect that their ADS reporting has been terminated as a result. Flight crews can re-logon to CZEG if it is felt that the outage has been overcome. Otherwise, ensuing position reports must be provided via voice.

APPENDIX F Getting to grips with FANS – Part II – Issue III

- A 178 -

APPENDIX F – DYNAMIC AIRBORNE ROUTE PLANNING (DARP)

The dynamic re-routing procedure has been developed by the ISPACG forum to provide FANS equipped aircraft with the possibility of a complete F-PLN change once airborne. On the typical Los Angeles/Sydney or Los Angeles/Auckland routes, the wind updates after the first hours of flight may happen to show that a better F-PLN could be considered.

Procedures, based on an extensive use of the data link capabilities of the three AOC, ATC and aircraft, have thus been developed to allow for the crew to get an in-flight route re-clearance. The DARP scenario is described in the AIRBUS FANS A CBT. The following describes the SPOM procedures, for a single re-route per flight, as currently in use.

PREREQUISITES • The airline shall have an AOC data link capability to communicate with both

the aircraft and the ATC with data link. • The airline must be able to sustain CPDLC with the appropriate ATC, and

data link AOC with its operations centre. • The ATC centres providing the control of the FIR where the re-routing will

be done must have CPDLC capability.

PACOTS / DARP TRACK DESIGNATIONS PACOTS tracks still exist but many operators use them as UPR. Therefore, there are aircraft both on PACOTS and UPR. Consequently, no more strategic separations (50Nm) between aircraft can be applied.

DESCRIPTIVE DRAWING The following sequence is applied: OAKLAND

• Oakland (ZOA) receives new weather forecast and loads it in its system • ZOA Traffic Management Unit defines the DARP entry point on the original

track, at least 90 minutes ahead of the aircraft. • ZOA TMU (Traffic Management Unit) defines a new track based on the old

route until the DARP entry point. • ZOA TMU sends a new TDM (Track Definition Message) to all concerned

ATCs

AOC / Aircraft/ ATC • Following the receipt of the new TDM, AOC decides whether or not to re-

route • If re-route decided, the AOC uplinks the new route to the aircraft • After evaluation of the received P-PLN, the pilot asks for a re-route

clearance

Getting to grips with FANS – Part II – Issue III APPENDIX F

- A 179 -

• Once cleared, the crew activates the re-route and notifies it to its AOC • The AOC transmits a Change message to the all concerned ATC (until AIDC

exists) The following drawing gives a general view of all the co-ordinated sequences that occur in a DARP phase.

Although promising this procedure has not been used very much for the time being, because it happens that the current wind models, as used by the airlines, are precise enough within the frame of the flight. Activating the DARP procedure requires a good co-ordination between all involved actors (Aircraft, AOC, ATC) . The User Preferred Route procedure (UPR) is by far preferred by the airlines. 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. Differences of up to around 15 minutes of flight time are claimed by the operators. These have been asking for the possibility to define their own routes according to the daily conditions. They file their UPR Flight Plan. These UPR procedures are currently used between Los Angeles and both Sydney and Auckland. Next Step: DARP from UPR The South Pacific FIT is developing procedures for a trial of a DARP from the airlines' individual UPR. In this case, the airlines do not need to take into account the daily published PACOTS. Trials are on going.

Oakland (USA) Traffic Management Unit

Meteo Centre

ATC1 ATC2 Airline Operations Control

AFTN

1 – Wind Forecast

2 – New TrackDefinition

3 – RevisedF-PLN

4 – Route Clearance Request

5 – ClearedRoute

6 – Re-routeNotification

7 – Revised F-PLN

APPENDIX G Getting to grips with FANS – Part II – Issue III

- A 180 -

APPENDIX G – FANS A OPERATIONAL SCENARIOS

1. INITIAL NOTIFICATION

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

NO AC T I V E AT C

The aircraft is in flight, for a flight from Los Angeles (KLAX) to Auckland (NZAA). The first ATC for this flight is KZAK control and the crew wants to logon to it. The first step is to notify the ATC centre of the aircraft data link capability.

First, select the ATC Menu page on the MCDU (by pressing on the ATC COMM function key), and then select the NOTIFICATION page.

D IR

F U E LP R E D

S E CF -P L NF -P L N R A D

N A VA T C

C O M MM C D UM E N U

D A T AIN ITP E R FP R O G

F M 1 IN D R D Y F M 2

B R T

O F F

A T S U D A T A L I N K

< A T C M E N U A O C M E N U >

D IR

F U E LP R E D


N A VA T C




B R T

O F F

< L A T R E Q

<WH E N C A N WE

<M S G L O G

<N O T I F I C A T I ON A T S U D L K

< R E T U R N

V E R T R E Q >

O T H E R R E Q >

T E X T >

R E P O R T S >

C O N N E C T I O N

S T A T U S > E M E R G E N C Y >

A T C M E N U

Getting to grips with FANS – Part II – Issue III APPENDIX G

- A 181 -

D IR

F U E LP R E D


N A VA T C




B R T

O F F

N OT I F I C A T I O N A T C F L T N B R

A F 8 0 0

A T C C E N T E R

K Z A K – – – – – – – – – – – – – N O T I F Y *

A T C M E N U

< R E T U R NC O N N E C T I O N

S T A T U S >

The ATC FLT NBR is provided by the FMGEC (set on the INIT page). The system has stored the last active ATC centre of the previous flight, here KZAK. In our example, this is the first ATC for your flight. Press NOTIFY* in order to notify the KZAK ATC centre.

D IR

F U E LP R E D


N A VA T C




B R T

O F F


A F 8 0 0

A T C C E N T E R

– – – – – – – – – – – – – N O T I F Y

– – – – – K Z A K : N O T I F I E D – – – – –

A T C M E N U


S T A T U S >

KZAK NOTIFIED is displayed in green. It means that the ATC has been notified of the aircraft data link capability. It does not mean that the connection has been performed.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

N O A C T I V E A T C

This is confirmed on the DCDU by the NO ACTIVE ATC message. Once notified, the connection operation is initialised by the ATC at their discretion.


- A 182 -

2. CPDLC CONNECTION

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

A C T I V E A T C : K Z A K C T L

When the ATC centre initialises the CPDLC connection, the display on the DCDU changes, and the active ATC is displayed on the DCDU. The ATC centre has performed the connection operation and the communication is established.

D IR

F U E LP R E D


N A VA T C




B R T

O F F


A F 8 0 0

A T C C E N T E R

– – – – – – – – – – – – – N O T I F Y

A T C M E N U


S T A T U S >

The aircraft is now able to exchange data link messages. Here is how to check the connection status: Select the Connection Status page.

D IR

F U E LP R E D


N A VA T C




B R T

O F F

C ON N E C T I ON S T A T U SA C T I V E A T C

K Z A K

A T C M E N U

< R E T U R N

N E X T A T C

– – – –

– – – – – – – – A D S : O N – – – – – – –* S E T O F F

N O T I F I C A T I O N >

– – – – – – – D I S C O N N E C T *

The active ATC is displayed. Note : As a general rule, the connection should be completed 15 to 45 min before entering a CPDLC airspace. Notice also the default status of the ADS function, set to ON. This means that ADS is ready to work (armed). An ADS connection will be established as soon as an ATC will have given an ADS contract to the aircraft.


- A 183 -

3. TRANSFER TO THE NEXT ATC The data link communication transfer to the next ATC, also known as Next Data Authority, is initialised by the current ATC and automatically performed by the ATSU. This process is totally transparent to the crew. This is simply indicated by a SERVICE TERMINATED message sent by the ATC.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

R E C A L L *


The aircraft is in cruise, close to leaving the KZAK CTL and to entering the KOAK.

On the connection status page, KZAK is the active ATC. There is no NEXT ATC.

D IR

F U E LP R E D


N A VA T C




B R T

O F F

< L A T R E Q

<WH E N C A N WE

<M S G L O G

<N O T I F I C A T I ON A T S U D L K

< R E T U R N

V E R T R E Q >

O T H E R R E Q >

T E X T >

R E P O R T S >

C O N N E C T I O N


A T C M E N U

D IR

F U E LP R E D


N A VA T C




B R T

O F F


K Z A K

A T C M E N U

< R E T U R N

N E X T A T C

– – – –

– – – – – – – – A D S : O N – – – – – – –* S E T O F F


– – – – – – – D I S C O N N E C T *

Upon reception by the aircraft of an ATC message, both ATC MSG lights flash and as it is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is pressed).


- A 184 -

Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

1 1 0 7 Z F R O M K Z A K C T L

C L O S E *

N E X T D A T A A U T H O R I T Y :K O A K

The message received from KZAK CTL is displayed on the DCDU, indicating that the next ATC is KOAK. Press the CLOSE soft key to store the message. On the connection status page, the next ATC is displayed: this is a "NO ANSWER" message.

D IR

F U E LP R E D


N A VA T C




B R T

O F F


K Z A K

A T C M E N U

< R E T U R N

N E X T A T C

K O A K

– – – – – – – – A D S : O N – – – – – – –* S E T O F F


– – – – – – – D I S C O N N E C T *

The message is closed: the DCDU screen is cleared. The active ATC is still KZAK and will change only when KZAK terminates the connection.

The message can be recalled by pressing the RECALL soft key on the DCDU or displayed in the MSG LOG page on the MCDU.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

R E C A L L *


ATC MSG ATC

MSG


- A 185 -

An uplink ATC message is received: both ATC MSG lights flash and as it is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is pressed). Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

1 1 1 0 Z F R O M K Z A K C T L

C L O S E *< O T H E R

S E R V I C E T E RM I N A T E D

When the new ATC centre initialises the connection, the SERVICE TERMINATED message received from KZAK CTL is displayed on the DCDU. The ATC centre has performed the logon operation and the communication is established. Press the CLOSE soft key to store the message.

The message is closed: the DCDU screen is cleared. The new active ATC (KOAK CTL) is displayed on the DCDU.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

R E C A L L *

A C T I V E A T C : K O A K C T L

4. CLEARANCE In this scenario the aircraft receives the answer to its previous request. An uplink ATC message is received: both ATC MSG lights flash and as it is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is pressed).

ATC MSG ATC

MSG


- A 186 -

Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

1 4 2 5 Z F R O M K Z A K C T L O P E N

* U N A B L E S T B Y *

W I L C O *< O T H E R

( R E P L Y T O 1 4 1 9 Z R E Q )A T A L C O A C L B T O & M A I N T F L 3 9 0

In order to reply WILCO to the message, select the WILCO soft key.

The received message is displayed on the DCDU. On the first line, in green, the indication about the time and the issuer of the message (here, KZAK CTL). On the second line, in white, the reply indication, including the sending time of the aircraft's request. On the remaining lines, the ATC answer. To ease the reading, uplink messages are in white with the main parameters highlighted in cyan.

Once selected, the WILCO status is displayed in cyan inverse video on the top right corner. Each answer selected by the crew will be displayed at this place in this manner before being physically sent. In case of mistake, the CANCEL soft key enables the crew to cancel the current selection and to re-select another answer. The SEND* function is now available for the sending of the selected answer (WILCO).

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

1 4 2 5 Z F R O M K Z A K C T L W I L C O

* C A N C E L

S E N D *< O T H E R


Press the SEND soft key.

ATC MSG ATC

MSG


- A 187 -

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM


M O N I T O R I N G * C A N C E L



When the SEND soft key is pressed, the parameter ALCOA turns magenta indicating that the FMS is currently monitoring the related deferred clearance. This is confirmed by the MONITORING information displayed in the information area. This means that when closing to ALCOA, the FMS will recall the message to remind the crew about this clearance. When the MONITORING process is completed, the SENDING indication is displayed in the information area, the message turns into green and the downlink response turns into green inverse video.

When the ground network receives the message, the SENT indication is displayed in the information area. The message can be closed. Select the CLOSE soft key. MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM


S E N T



During CPDLC exchanges, the FMS processes the ATC conditional or deferred clearances that are linked to navigation. Then, when approaching a clearance condition, the FMS is able to recall messages to alert the pilots. About 30 s before the clearance condition, the FMS automatically displays the deferred clearance text on the DCDU. This is indicated by the REMINDER information and the visual and aural alerts. Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

ATC MSG ATC

MSG


- A 188 -

As the clearance condition is fulfilled, the clearance text is shown in green. The answer to the clearance is also displayed at the top right corner. The time and active ATC fields at the top of the screen are no longer displayed. Press the CLOSE soft key to store the message.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

W I L C O

R E M I N D E R

C L O S E O T H E R

A T A L C O A C L B T O & M A I N T F L 3 9 0

5. WHEN CAN YOU

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM


* C A N N O T

C A N *

WH E N C A N Y O U A C C E P TF L 3 7 0

In this scenario, the ATC sends a question message containing the element “WHEN CAN YOU”. The received message s displayed on the DCDU. The CAN and CANNOT softkeys are available. Press the CAN soft key. The response message is automatically created.

The OPEN message status is replaced by CAN status in inverse video. The text of the reply is displayed with the data field to fill in by means of the MCDU. Now, the CANCEL and MODIFY soft keys are available. Note that the SEND function is not available, as the message is still incomplete: the user must press MODIFY in order to fill the brackets, or else CANCEL the message.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

1 1 5 4 Z F R O M K Z A K C T L C A N

* C A N C E L M O D I F Y *

S E N D

WH E N C A N Y O U A C C E P TF L 3 7 0– – – – – – – – – – – – – – – – – – – – – – – –WE C A N A C C E P T F L 3 7 0 B Y []

Press the MODIFY softkey.


- A 189 -

Under the reply, the MCDU FOR EDIT indication is displayed. The MESSAGE EDITION page is called for display on the MCDU.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM


M C D U F O R E D I T * C A N C E L M O D I F Y

S E N D

WH E N C A N Y O U A C C E P TF L 3 7 0– – – – – – – – – – – – – – – – – – – – – – – –WE C A N A C C E P T F L 3 7 0 B Y []

Enter the time parameter in the MCDU scratchpad and press the line key adjacent to the BY data field.

D IR

F U E LP R E D


N A VA T C




B R T

O F F

A T C

M O D I F D I S P LP A G E

C A N C E L

M E S S A G E M O D I F Y

A D D T E X T

T O K Z A K C T L

*

B Y

[ ]

WE C A N A C C E P T F L 3 7 0

1 2 H 3 0

D IR

F U E LP R E D


N A VA T C




B R T

O F F

A T C

M O D I F D I S P LP A G E

C A N C E L


A D D T E X T

T O K Z A K C T L

>

* *

B Y

1 2 H 3 0

WE C A N A C C E P T F L 3 7 0

The time (foreseen to reach the flight level 370) is displayed on the MCDU. It is possible to add free text to the reply by selecting ADD TEXT. This leads to the MCDU TEXT page:


- A 190 -

D IR

F U E LP R E D


N A VA T C




B R T

O F F

T E X T 1 / 2

A T C M E N U

< R E T U R N

*

*

I N P U T S

E R A S E A T C

M O D I F D I S P L

D U E T O

M E D I C A L D U E T O

WE A T H E R D U E T O

T E C H N I C A L D U E T O

T U R B U L E N C E A T P I L O T S

D I S C R E T I O N– – – – – – F R E E T E X T – – – – – – –

[ ]

D U E T O

A / C P E R F O RM .

It is possible to enter up to 4 lines of free text, or to chose one of the proposed reasons. For this example, chose the DUE TO A/C PERFORM. key. The selected text is displayed in cyan.

D IR

F U E LP R E D


N A VA T C




B R T

O F F

T E X T 1 / 2

A T C M E N U

< R E T U R N

*

*

I N P U T S

E R A S E A T C

M O D I F D I S P L

D U E T O






[ ]

D U E T O


Press the line key adjacent to the ATC MSG DISPL* command on the MCDU. This displays the prepared message on the DCDU. The MCDU page is refreshed, with the default "ATC TEXT DISPL" text in line 6R, but unavailable (no star). Options are all available again to allow for further message completion if required.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM



S E N D

WH E N C A N Y O U A C C E P TF L 3 7 0– – – – – – – – – – – – – – – – – – – – – – – –WE C A N A C C E P T F L 3 7 0 B Y 1 2 H 3 0

P G E 1 / 2

As the created message is too long to be displayed on 1 page of the DCDU, page1/2 appears on the DCDU. The SEND function is not available (no star) until all pages of the prepared message have not been visualized: press on the PAGE + softkey.


- A 191 -

The SEND softkey is now available. Press the SEND softkey. MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM

C A N


S E N D *

1 2 H 3 0 D U E T O A / C P E R F O RM A N C E

P G E 2 / 2

Under the reply, the SENDING information is displayed TEMPORARILY. The message body changes to green once sent.

MSG +

MSG -

PGE +

PGE -

PRINT

BRT

DIM


S E N T

C L O S E *

WH E N C A N Y O U A C C E P TF L 3 7 0– – – – – – – – – – – – – – – – – – – – – – – –WE C A N A C C E P T F L 3 7 0 B Y 1 2 H 3 0

P G E 1 / 2

APPENDIX H Getting to grips with FANS – Part II – Issue III

- A 192 -

APPENDIX H – FANS A+ OPERATIONAL SCENARIOS

1. INITIAL NOTIFICATION The aircraft is flying from Los Angeles (KLAX) to Auckland (NZAA). The first ATC for this flight is KZAK control and the crew wants to logon to it. The first step is to notify the ATC centre of the aircraft data link capability.

⇓ Interfaces on A320/A330/A340 ⇓ ⇓ Interfaces on A380 ⇓

First, select the ATC Menu page on the MCDU then select the NOTIFICATION page.

On the MFD, select in the pull-down menu the ATC COM item.

A T S U D A T A L I N K

< A T C M E N U A O C M E N U >

To display ATC pages, the hard key ATC COM can also be used either on MCDU for A320/A330/A340 aircraft, or on KCCU for A380 aircraft.

Getting to grips with FANS – Part II – Issue III APPENDIX H

- A 193 -

< L A T R E Q

<WH E N C A N WE

<M S G R E C O R D

<N O T I F I C A T I O N A T S U D L K

< R E T U R N

V E R T R E Q >

O T H E R R E Q >

T E X T >

R E P O R T S >

C O N N E C T I O N


A T C M E N U 1 / 2

The ATC FLT NBR is provided by the FMS (set on the INIT page). The system has stored the last active ATC centre of the previous flight, here KZAK. In our example, this is the first ATC for your flight. Select NOTIFY* in order to notify the KZAK ATC centre.


- A 194 -

KZAK is displayed in green. It means that the ATC has been notified of the aircraft data link capability. It does not mean that the connection has been performed. The connection is confirmed on DCDU by the default message ACTIVE ATC. Once notified, the connection operation is initialised by the ATC at its discretion.

Notes :

• The last 6 notified centres can be displayed on MCDU (respectively MFD). • All the notification history will be deleted after each flight, 2 minutes after

the engine shut down. • The notification time is provided on A380 MFD ATC COM pages only.


- A 195 -

2. CPDLC CONNECTION When the ATC centre initialises the CPDLC connection, the DCDU display (respectively ATC mailbox) changes, and the active ATC is displayed on DCDU (respectively ATC mailbox). The ATC centre has performed the connection operation and the communication is established.


The aircraft is now able to exchange data link messages. Here is how to check the connection status. Select the Connection Status page.

The CONNECTION STATUS page can be also accessed from :

• The ATC MENU on MCDU for A320/A330/A340 aircraft, or • The CONNECT drop-down menu on MFD for A380 aircraft.


- A 196 -

The active ATC is displayed. Note : As a general rule, the connection should be completed 15 to 45 min before entering a CPDLC airspace.

Notice also the default status of the ADS function, set to “ARMED”. This means that ADS is ready to work (ARMED : ready to accept contract with ground ATC centres).

3. TRANSFER TO THE NEXT ATC The data link communication transfer to the next ATC, also known as Next Data Authority, is initialised by the current ATC and automatically performed by the ATSU (respectively ATC applications). This process is totally transparent to the crew. This is simply indicated by a SERVICE TERMINATED message sent by the ATC. The aircraft is in cruise. KZAK is about to transfer the aircraft to KOAK.


- A 197 -

R E C A L L *


< L A T R E Q

<WH E N C A N WE

<M S G R E C O R D


< R E T U R N

V E R T R E Q >

O T H E R R E Q >

T E X T >

R E P O R T S >

C O N N E C T I O N


A T C M E N U 1 / 2

On the connection status page, KZAK is the active ATC. There is no NEXT ATC.


- A 198 -

Upon reception by the aircraft of an ATC message, both ATC MSG lights flash and as it is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is pressed). Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

The message received from KZAK is displayed on DCDU (respectively ATC mailbox), indicating that the next ATC is KOAK. This message does not require any response. You can close the message that will be stored in the message record. In the CONNECTION STATUS page, the next ATC is displayed.

ATC MSG ATC

MSG


- A 199 -

1 1 0 7 Z F R O M K Z A K C T L

C L O S E

N E X T A T C : K O A K C T L

When the connection is established with the next ATC centre, the name of the next ATC centre is displayed in the MCDU CONNECTION STATUS page (respectively MFD) in the NEXT ATC field.

C ON N E C T I O N S T A T U SA C T I V E A T C

K Z A K

A T C M E N U

< R E T U R N

N E X T A T C

K O A K

– – – – – – – – – A D S : A RM E D – – – – –* S E T O F F

N OT I F I C A T I O N >

– – – – – – – D I S C O N N E C T * M S G L A T E N C Y

N ON E

A D S D E T A I L

Once the message is closed,: the DCDU screen (respectively ATC mailbox) is cleared. The active ATC is still KZAK and will change only when KZAK terminates the connection. The message (as a general rule, the last processed message) can be recalled by pressing the RECALL soft key on the DCDU (respectively ATC mailbox) or displayed in the MSG RECORD page on MCDU (respectively MFD).


- A 200 -

R E C A L L *


An uplink ATC message is received: both ATC MSG lights flash and as it is a normal message, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is pressed). Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

The message CONTACT coupled with the message SERVICE TERMINATED are received from KZAK and displayed on DCDU (respectively ATC mailbox). These messages mean that KZAK instructs t contact the next ATC centre on the given frequency and ends the data link connection when the flight crew answers the message. The NDA, which was connected in a passive mode becomes active at this time. Press the CLOSE soft key to clear the DCDU screen (respectively ATC mailbox) and to store the message in the MSG RECORD.

ATC MSG ATC

MSG


- A 201 -

Once the message is closed, the DCDU screen (respectively ATC mailbox) is cleared. The new active ATC (KOAK) is displayed on DCDU (respectively ATC mailbox). The flight crew shall contact KOAK via voice on the given frequency.

4. CLEARANCE The exchange of messages described in this scenario and the DCDU associated HMI are the same for FANS A and FANS A+. A comparison with A380 interfaces is provided below. A request has been previously performed. The clearance related to this request is received. Both ATC MSG lights flash and as it is a message of normal priority, the first telephone ring is delayed by 15 s, then it will be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is pressed). Press on the ATC MSG pushbutton to extinguish the lights and stop the aural signal.

The received message is displayed on DCDU (respectively ATC mailbox).

The first line in green indicates the time at which the message has been received and the issuer of the message. The second line in white reminds the time reference of the related request. The ATC clearance is displayed on the following lines.

The first line in green indicates the time at which the message has been sent (i.e. timestamp) and the issuer of the message. If the timestamp is not available, the time field is blank and the reception time is inserted at the end of the message. The second line in white reminds the time reference of the related request. The clearance is displayed on the following lines.

ATC MSG ATC

MSG


- A 202 -

If the clearance cannot be complied with, select UNABLE. You are able to insert text to justify the refusal.

Thanks to the new design of the ATC mailbox, the text can be inserted directly from the ATC mailbox.

The MCDU FOR TEXT indication is displayed. The text has to be edited from the MCDU TEXT page. This page is accessible from the TEXT prompt in the ATC MENU page.

< L A T R E Q

<WH E N C A N WE

<M S G R E C O R D


< R E T U R N

V E R T R E Q >

O T H E R R E Q >

T E X T >

R E P O R T S >

C O N N E C T I O N


A T C M E N U 1 / 2


- A 203 -

Select the DUE TO A/C PERFORM prompt for instance and transfer the text to the DCDU.

Select the DUE TO button and select the A/C PERF option.


- A 204 -

By selecting CANCEL, the ATC mailbox display returns to the initial state.

As it is a deferred clearance, sending WILCO triggers the monitoring process by the FMS. The MONITORING indication is displayed.

Once the monitoring process is activated, the monitoring condition is displayed in magenta. At this stage, the message can be closed.


- A 205 -

About 30 seconds before the monitoring condition is met, the visual and aural alerts are triggered. In addition, a reminder pops up on the DCDU (respectively ATC mailbox). The reminder includes the clearance and the operational response made by the flight crew.

As the monitoring condition is about to be met, the clearance is entirely displayed in green. You can close the reminder.

5. WHEN CAN YOU In this scenario, the ATC sends a question message containing the element “WHEN CAN YOU”. The received message is displayed on DCDU (respectively ATC mailbox). Press the CANNOT soft key. The response message is automatically created. If required, the response can be modified on MCDU (respectively MFD) through the MODIFY soft key.

ATC MSG ATC

MSG


- A 206 -


* C A N N O T M O D I F Y *


W H E N C A N Y O U A C C E P T

F L 3 7 0

– – – – – – – – – – – – – – – – – – – – – – – –

W E C A N A C C E P T F L 3 7 0 N O W

[ 1 5 4 9 Z ]

Press the MODIFY soft key.





F L 3 7 0

– – – – – – – – – – – – – – – – – – – – – – – –

W E C A N N O T A C C E P T F L 3 7 0

Under the reply, the MCDU FOR MODIF (respectively MFD FOR MODIF) information is displayed.


* C A N C E L

M O D I F Y *



F L 3 7 0

– – – – – – – – – – – – – – – – – – – – – – – –

W E C A N N O T A C C E P T F L 3 7 0

M C D U F O R M O D I F

The MESSAGE MODIFY page pops up on MCDU (respectively MFD) if a page related to ATC application was previously displayed on MCDU (respectively MFD). If not, the MESSAGE MODIFY page may be accessed manually.


- A 207 -

Select the positive response (e.g. CAN FL370 for A320/A330/A340 aircraft or WE CAN ACCEPT for A380 aircraft). Once selected, time may be modified.

A T C

M O D I F D I S P L *

P A G E

C A N C E L


A D D T E X T >*

C A N N O T F L 3 7 0

C A N F L 3 7 0

M E

A T C R E P O R T S

< R E T U R N

A T C

M O D I F D I S P L

P A G E

C A N C E L


A D D T E X T >*

*

C A N N O T F L 3 7 0

C A N F L 3 7 0 A T

1 5 4 9 Z

M E

A T C R E P O R T S

< R E T U R N


- A 208 -

A T C

M O D I F D I S P L

P A G E

C A N C E L


A D D T E X T >*

*

C A N N O T F L 3 7 0

C A N F L 3 7 0 A T

1 5 4 9 Z

1 5 5 5 Z

M E

A T C R E P O R T S

< R E T U R N

By pressing ATC MODIF DISPL, the modification can be transferred to DCDU.

From the MFD, the transfer to the ATC mailbox is controlled with the XFR TO MAILBOX button.

A T C

M O D I F D I S P L

P A G E

C A N C E L


A D D T E X T >*

*

C A N N O T F L 3 7 0

C A N F L 3 7 0 A T

1 5 5 5 Z

M E

A T C R E P O R T S

< R E T U R N


- A 209 -

If you wish to append a text to the response, press MODIFY to call the MESSAGE MODIFY page on MCDU (respectively MFD). From this page, select ADD FREE TEXT.


* C A N N O T M O D I F Y *



F L 3 7 0

– – – – – – – – – – – – – – – – – – – – – – – –

W E C A N A C C E P T F L 3 7 0 A T

1 5 5 5 Z

A T C

M O D I F D I S P L

P A G E

C A N C E L


A D D T E X T >*

*

C A N N O T F L 3 7 0

C A N F L 3 7 0 A T

1 5 5 5 Z

M E

A T C R E P O R T S

< R E T U R N

On MCDU, some pre-formatted responses are proposed in addition to a free text line. Select the line selection key related to aircraft performances.

Selecting the ADD FREE TEXT button adds an edit box where text can be freely typed. It is strongly recommended to use words commonly used in aeronautic phraseology.


- A 210 -

T E X T 1 / 2

A T C M E N U

< R E T U R N

A L L F I E L D S

E R A S E A T C

T E X T D I S P L

D U E T O






[ ]

D U E T O


When finished, the message can be transferred to DCDU (respectively ATC mailbox).

T E X T 1 / 2

A T C M E N U

< R E T U R N

*

*

I N P U T S

E R A S E A T C

M O D I F D I S P L

D U E T O






[ ]

D U E T O



- A 211 -

In this case, the addition of a free text requires a second page on DCDU (respectively ATC mailbox) as the five lines of the screen are already filled in. Before sending a message displayed on several pages, it has to be entirely review. Scroll the message down until the last page. The SEND soft key becomes available. Press the SEND soft key.


S E N D *

1 5 5 5 Z

D U E T O A / C P E R F O R M A N C E

P G E

2 / 2

1 1 5 4 Z F R O M K Z A K C T L

S E N T

C L O S E *


F L 3 7 0

– – – – – – – – – – – – – – – – – – – – – – – –

W E C A N A C C E P T F L 3 7 0 A T

1 5 5 5 Z

P G E

1 / 2

Under the reply, the SENDING information is displayed until the acknowledgement from the ground network is received. The message body turns into green once SEND is selected.

6. MSG RECORD Once a message is closed on DCDU (respectively ATC mailbox), it is stored in the MSG RECORD. The storage capacity is up to 99 messages. When this limit is reached, the oldest message is deleted to store the most recent one. Messages in the MSG RECORD are sorted in the chronological order (i.e. from the most recent message to the oldest one).


- A 212 -

On MCDU, access to MSG RECORD is via the LSK 4L from the ATC MENU page.

On MFD, access to MSG RECORD is via the MSG RECORD button at the top of the screen.

The same kinds of features as on MCDU are provided on MFD.

Up to four messages per page are displayed on MCDU. The time, the addressee/addresser, the first line of the message and the associated response if any are provided.


- A 213 -

Thanks to the larger MFD screen, more messages are displayed per pages (up to eight messages). If the MSG RECORD is not deleted at the end of a flight, a FLT NUMBER CHANGE separator is inserted in the MFD MSG RECORD.

To display the entire message on MCDU, select the prompt at the left side of the chosen message.

To display the entire message on MFD, select the triple rightward arrow at the right side of the chosen message.


- A 214 -

In the example below, the ATC request and the flight response are displayed. Time and ATC designator are repeated.

The message is displayed in the same way as on MCDU.

Select MSG RECORD ERASE function to erase the MSG RECORD on MCDU.

Select ERASE ALL button to erase the MSG RECORD on MFD.


- A 215 -

A confirmation is requested during 5 seconds. If the confirmation is not performed within 5 seconds, the MSG RECORD ERASE function reappears. A confirmation pop-up is displayed.

APPENDIX I Getting to grips with FANS – Part II – Issue III

- A 216 -

APPENDIX I – ATS 623 OPERATIONAL SCENARIOS

DEPARTURE CLEARANCE – DCL The ATS 623 applications do not require a preliminary notification process. As a consequence, a departure request may be performed even if the DCDU (respectively ATC mailbox) is blank (i.e. no active ATC is displayed).

⇓ Interfaces on A320/A330/A340 ⇓ ⇓ Interfaces on A380 ⇓

The Departure Clearance application is an ATS 623 application: it can be reached through the ATC MENU by selecting the prompt ATSU, or directly by selecting the ATC COM hard key.

On the A380, ATS 623 application is merged with CPDLC application from an HMI point of view. It means that Departure and Oceanic requests are available from the MFD ATC COM REQUEST page through the CLEARANCE pull-down menu. D-ATIS is part of dedicated MFD page ATIS.

M C DU ME N U

<F M1

<AT S U

Accesses to ATS623 applications are provided on the second page of the ATC MENU.

Getting to grips with FANS – Part II – Issue III APPENDIX I

- A 217 -

Select the Departure Request.

A T C M E N U

A T S U D L K

R E T U R N<

2 / 2

– – – – – A T S 6 2 3 P A G E – – – – – –

<D E P A R T R E Q A T I S >

<O C E A N I C R E Q

Amber boxes identify mandatory fields prior to sending the Departure Clearance request. The function REQ DISPL (to display the request on DCDU) will only be available (star displayed) when all mandatory fields are filled.

The same amber box principle as on MCDU applies on MFD. The XFR TO MAILBOX button is inactive (i.e. greyed) until all mandatory fields are filled.


- A 218 -

The flight number is displayed in small green font : it means that the flight number is provided by the FMS (small font) and is not modifiable (green colour). Parameters in cyan indicate modifiable parameters. Here the system has automatically filled the origin and destination airports (taken from the FMS). These are also mandatory parameters: if they are cleared, amber boxes will appear. Fill in the aircraft type field.

The flight number is permanently displayed in the upper right corner of the MFD. Consequently, the flight number is not repeated in this page. Departure and destination airports are the ones entered into the FMS. As they are mandatory, if not available, amber boxes would be displayed instead. The aircraft type is automatically filled by the application.

Enter the ATIS code.

As all mandatory fields are completed, REQ DISPL (respectively XFR TO MAILBOX) function becomes available. A free text may be also appended to the request.


- A 219 -

Type in the gate number (optional parameter) and insert it.


- A 220 -

To add more free text, select the prompt MORE FREE TEXT.

[No equivalent as the free text field is directly accessible on MFD]

Three additional lines of free text can be added. The first line of free text is already displayed on this page. Type in one line of text and insert it.

M O R E F R E E T E X T

A T C D E P A R T

R E Q D I S P L * D E P A R T R E Q

< R E T U R N

C H A R T E R E D F L I G H T [ ] [ ] [ ]

1 7 5 P A X O N B O A R D

The request is now completed and may be transferred to DCDU (respectively ATC mailbox).


- A 221 -

M O R E F R E E T E X T

A T C D E P A R T

R E Q D I S P L * D E P A R T R E Q

< R E T U R N


C H A R T E R E D F L I G H T

[ ] [ ]

The Departure request on DCDU (respectively ATC mailbox) lies on two pages. The request cannot be sent until it has been entirely reviewed. To review a message on several pages, scroll down with PGE+ key (respectively button with double downward arrows).

Page 2/2 is displayed and it is now possible to send the message: select SEND.


- A 222 -

O P E N

* C A N C E L

S E N D *

A / C T Y P E : A 3 2 0

C H A R T E R E D F L I G H T


P G E

2 / 2

The message switches to green inverse video, indicating that is being sent. The first page is displayed, with the SENDING indication.

The SENT information indicates that the message has been received by the ground network. It is now possible to close the message. Closing the message stores it in the message log. Select CLOSE.

The default screen is displayed, and the previous message can be recalled if required.


- A 223 -

R E C A L L *

The flashing ATC MSG pushbuttons and the aural warning (telephone ring) indicate that a message from the ATC has been received: extinguish the alert by pushing a pushbutton.

The received message is displayed on DCDU (respectively ATC mailbox). As this new message contains several pages, "PGE 1/2" is displayed. The received message is the departure clearance. Its status for the moment is OPEN because no answer has been prepared yet. Proposed answers are REFUSE or ACK (i.e. ACKnowledge). It is not possible to select ACK before the whole clearance has been entirely read. To read the following pages, select PGE+ (respectively button with double downward arrows).

The REFUSE and ACK answers are now selectable. For this example, select REFUSE.

ATC MSG ATC

MSG


- A 224 -

O P E N

* R E F U S E

A C K *< O T H E R

C L R D T O : K J F K

R W Y : 0 9 S I D : B N E 8 A

S Q K : 5 0 2 3 S L O T : 1 1 3 5 Z

F R E Q : 1 2 4 . 2 5 A T I S : H

H A V E A N I C E F L I G H T

P G E

2 / 2

According to AEEC 623 protocol, the refusal is not supported by data link. Consequently, on DCDU (respectively ATC mailbox), a reminder is inserted before the clearance. The received clearance is repeated on the following pages, in green: select PGE+ (respectively button with double downward arrows) to see the clearance.

1 0 5 9 Z F R O M L F P G C T L R E F U S E

* C A N C E L


C O N T A C T A T C B Y V O I C E

R E F U S E N O T S U P P O R T E D

B Y D A T A L I N K

– – – – – – – – – – – – – – – – – – – – – – – –

D E P A R T C L E A R A N C E N O 1 4 6

P G E

1 / 3

On each page of the refused clearance, the status "REFUSE" is displayed. However it is displayed in white, meaning that no downlink message has been sent.

For training purposes, cancel the refusal. As no message has been sent to the controller, the refusal is transparent to the ground. Select CANCEL.


- A 225 -

R E F U S E

* C A N C E L


C L R D T O : K J F K

R W Y : 0 9 S I D : B N E 8 A

S Q K : 5 0 2 3 S L O T : 1 1 3 5 Z

F R E Q : 1 2 4 . 2 5 A T I S : H

H A V E A N I C E F L I G H T

P G E

3 / 3

The clearance is displayed with the 'open' status, and the ACK and REFUSE functions are proposed. To accept the clearance, select ACK.

The message is displayed in the 'ACK' status. To send the Departure clearance read back, select SEND.

Temporarily the information SENDING is displayed.


- A 226 -

When the ground service provider acknowledges reception of the message, the information 'sent' is displayed. At that time, the indication that the flight crew will receive a confirmation of its read back is displayed. Before the confirmation is received, it is highly recommended to close the message as usual.

1 0 5 9 Z F R O M L F P G C T L A C K


W A I T F O R C O N F I R M A T I O N

– – – – – – – – – – – – – – – – – – – – – – – –

D E P A R T C L E A R A N C E N O 1 4 6

1 0 5 8 Z 2 5 J U N 2 0 0 0

F R O M L F P G

P G E

1 / 2

S E N T

When the confirmation of the read back arrives, it is indicated to the crew with the visual and aural alerts: extinguish the alerts by pressing the ATC MSG pushbutton.

The departure clearance is confirmed. Close the message to clear the DCDU, respectively ATC mailbox.

ATC MSG ATC

MSG


- A 227 -

From an operational point of view, the flight crew shall execute the clearance (departure or oceanic) only once the confirmation is received on-board.

APPENDIX J Getting to grips with FANS – Part II – Issue III

- A 228 -

APPENDIX J – ON-BOARD INDICATIONS IN CASE OF DATA LINK FAILURES

In case of failures, a warning is displayed on EWD or some indications are provided on DCDU. The following sections provide the main failures that may imply the application of one of the procedures described in chapter A5.

1. A320/A330/A340 AIRCRAFT

ATSU FAILURE

The ATSU is not working anymore. Data link communications between the aircraft and the ground are not available. The ATSU failure affects both ATC and AOC applications. The flight crew shall contact ATC by voice if any ATC was connected. The DATALINK ATSU FAULT caution is displayed on EWD.

A white NO DATA indication is displayed on DCDU and ATSU pages on MCDU are not available.

TEMPORARY LOSS OF ATC DATA LINK COMMUNICATIONS

The air-ground communication means used for ATC applications are temporarily unavailable, but not failed (i.e. no system failure, but data link is not available). The ATSU is trying to recover the data link communications with the ground for 16 minutes. The flight crew should wait for 5 minutes before contacting ATC by voice. After 5 minutes, the loss may be considered as stable. At the time of writing the document, the 5-minute period was being discussed within FANS interoperability meetings and may change. In any cases, the National regulations apply.

Getting to grips with FANS – Part II – Issue III APPENDIX J

- A 229 -

ATC DATALINK STBY memo is displayed in green on EWD. This indication on EWD is only available for aircraft equipped with FANS A package.

For FANS A+ aircraft, some indications are provided on DCDU :

1. The system message ATC DATALINK COM NOT AVAILABLE is displayed in amber.

2. If a message (CPDLC or ATS 623) is on DCDU, the indication COM NOT AVAIL is displayed in amber in the information area.

The message cannot be sent.

If the ATSU fails to recover the data link communications within 16 minutes, an abnormal ATC data link disconnection occurs. Refer to description below.

DEFINITIVE LOSS OF ATC DATA LINK COMMUNICATIONS

• The air-ground communication means used for ATC applications (VDL, SATCOM and HFDL if installed) are failed, or

• The airborne data link ATC applications are failed (AOC application may still running).

These cases result in an abnormal ATC data link disconnection described in the following paragraph. The flight crew shall contact ATC by voice.


- A 230 -

For aircraft equipped with FANS A or FANS A+ package, the DATALINK ATC FAULT caution is displayed on EWD. Similarly to the ATSU failure, if the airborne data link ATC applications are failed, a white NO DATA indication is displayed on DCDU, and the ATC COM pages are not available.

ABNORMAL ATC DATA LINK DISCONNECTION

When an abnormal ATC data link disconnection occurs, the following indications are provided.

1. The system message ATC DISCONNECTED is displayed in amber.

2. If a CPDLC message is on DCDU, the following indications are displayed : amber ABORT in the top right corner and amber LINK LOST in the information zone.


- A 231 -

2. A380 AIRCRAFT

ACR FAILURE

The ACR1 (and ACR2 if installed) is (are) not working anymore. Data link communications between the aircraft and the ground are not available. The ACR failure affects all applications using data link (i.e. ATC, AOC, AAC). The flight crew shall contact ATC by voice if any ATC was connected. The COM DATALINK FAULT caution is displayed on EWD.

Thanks to the A380 architecture, the ACR manages the communication means and the ATC applications manage the ATC communications, contrary to the ATSU that manage both communication means and ATC communications. Therefore, in the A380 architecture, the ACR failure is considered as a temporary loss of ATC data link communications for the first 16 minutes. The consequences on the ATC mailbox are the ones (except the system message ATC DATALINK COM NOT AVAIL that is not triggered) described for the temporary loss of ATC data link communications. If the ACR is not recovered within the first 16 minutes, the consequences on ATC mailbox are the ones described for the definitive loss of ATC communications.

TEMPORARY LOSS OF ATC DATA LINK COMMUNICATIONS

The air-ground communication means used for ATC applications are temporarily unavailable, but not failed (i.e. no system failure, but data link is not available). The ACR is trying to recover the data link communications with the ground for 16 minutes. The flight crew should wait for 5 minutes before contacting ATC by voice. After 5 minutes, the loss may be considered as stable. At the time of writing the document, the 5-minute period was being discussed within FANS interoperability meetings and may change. In any cases, the National regulations apply.

On the ATC mailbox, the following indications are displayed : 1. The system message ATC DATALINK

COM NOT AVAIL is displayed in amber.


- A 232 -

2. If a message (CPDLC or ATS 623) is on ATC mailbox, the indication COM NOT AVAIL is displayed in amber in the information area.

If the ACR fails to recover the data link communications within 16 minutes, an abnormal ATC data link disconnection occurs. Refer to description below.

DEFINITIVE LOSS OF DATA LINK COMMUNICATIONS

The air-ground communication means used for ATC applications are failed for the following reasons :

• The ACR failure lasts more than 16 minutes, or

• The ACR does not succeed in recovering the data link within 16 minutes.

These cases result in an abnormal ATC data link disconnection described in the following paragraph.

ABNORMAL ATC DATA LINK DISCONNECTION

When an abnormal ATC data link disconnection occurs, the following indications are provided.

On the ATC mailbox, the following indications are displayed : 1. The system message ATC

DISCONNECTED is displayed in amber.

2. If a CPDLC message is on ATC mailbox, the following indications are displayed : amber ABORT in the top right corner and amber LINK LOST in the information zone.


- A 233 -

ATC DATA LINK APPLICATION FAILURE

Due to the new architecture of the A380, two cases may occur : • The on-board ATC function (including AFN, CPDLC, ADS, ATS 623

applications) is failed, • The on-board ADS application is failed.

In any case, the flight crew shall contact ATC by voice.

ATC mailbox

1. The ATC function is failed (i.e. at least CPDLC application is lost).

The ADS application may be still available. In this case, the indication ADS DATALINK STILL AVAIL is displayed in the STATUS INFO page. ATC COM pages on MFD and ATC mailbox are not available.

MFD

2. The ADS application is failed (i.e. ADS application is lost).

AFN, CPDLC and A623 applications remain available on MFD and ATC mailbox. In this case, position reporting should be done via CPDLC or voice as required by Operations manual or local regulations.

APPENDIX K Getting to grips with FANS – Part II – Issue III

- A 234 -

APPENDIX K – OIT/FOT REF 999.0001/03 – NEW AIR TRAFFIC SERVICE UNIT (ATSU) AIRCRAFT INTERFACE

FROM : AIRBUS CUSTOMER SERVICES TOULOUSE TX530526 OPERATOR INFORMATION TELEX - OPERATOR INFORMATION TELEX AND FLIGHT OPERATIONS TELEX - FLIGHT OPERATIONS TELEX TO : FANS A OPERATORS ON A330/A340 (A340-500/-600 EXCLUDED) SUBJECT : A330/A340 - ATA 46 -NEW AIR TRAFFIC SERVICES UNIT (ATSU) AIRCRAFT INTERFACE SOFTWARE VERSION CLR3.6B AND FMS VERSION P2 FOR ENHANCED AUTOMATIC DEPENDENT SURVEILLANCE (ADS) OUR REF.: SE 999.0001/03/VHR DATE 07 JAN 2003 OIT CLASSIFICATION: ENGINEERING AND OPERATIONAL RECOMMENDATION I/ VALIDITY: ALL A330 AND A340 AIRCRAFT EQUIPPED WITH FANS A - FORWARD FIT: MODIFICATION 48227 EMBODIED - RETROFIT: AIRBUS SB A330-46-3006/A340-46-4010. A340-600 AND A340-500 ARE NOT CONCERNED BY THIS OIT/FOT SINCE THE SUBJECT CONFIGURATION IS BASIC AT THE ENTRY INTO SERVICE. II/ REASON THE PURPOSE OF THIS OIT/FOT IS TO ADVISE A330/A340 FANS A OPERATORS OF ATSU SOFTWARE CLR3.6B AND FMS P2 CERTIFICATION. ASSOCIATION OF ATSU SOFTWARE CLR3.6B AND FMS P2, WILL ADDRESS THE FOLLOWING ISSUES: - MISSING ADS REPORTS - DOWNSTREAM ADS REPORTS - ADS REPORTS WITH MISSING PREDICTIONS OR MISSING ETA (ESTIMATED TIME OF ARRIVAL) AT ''TO'' WAYPOINT. THIS CONFIGURATION IS ALREADY IN SERVICE ON THE A340-600 AND PROVES FULLY SATISFACTORY. III/ DESCRIPTION IIIA) ATSU ATSU SOFTWARE CLR3.6B CORRECTS MISSING ADS AND PARTIALLY ADDRESSES DOWNSTREAM ADS REPORTS (ATSU REPRESENTS 80 PERCENT OF FULL

Getting to grips with FANS – Part II – Issue III APPENDIX K

- A 235 -

CORRECTION BY FMS P2/ATSU CLR3.6B). ATSU SOFTWARE UPGRADE TO CLR3.6B PN LA2T0S11105J0F1 (FIN 20TX) FROM CURRENT FANS A SOFTWARE CLR3.5B PN LA2T0S11105G0F1 CAN BE DONE BY ATSU SOFTWARE UPLOADING ON THE AIRCRAFT. PLEASE NOTE THAT CURRENT ATC (AIR TRAFFIC CONTROL) AND AOC (AIRLINE OPERATIONAL COMMUNICATION) APPLICATIONS, FIN 25TX, 26TX, 27TX, 28TX, 29TX, 22TX AND 24TX INSTALLED IN THE CURRENT FANS A CONFIGURATION REMAIN COMPATIBLE WITH CLR3.6B. UPLOADING OF 20TX SOFTWARE HOWEVER CAUSES ERASURE OF ALL APPLICATIONS PREVIOUSLY LOADED, THUS THE COMPLETE ATSU SOFTWARE MUST BE RELOADED DURING THE UPGRADE TO CLR3.6B. CLR3.6B SOFTWARE CAN BE USED WITH ATSU HARDWARE PN LA2T0G20503B040 OR PN LA2T0G20503B050. ATSU CLR3.6B CERTIFICATION AND RETROFIT ARE COVERED THROUGH: - MOD 50323 - AIRBUS FRANCE AVIONICS AND SIMULATION PRODUCTS VSB REFERENCE LA2T0-46-008 DISPATCHED ON 09TH OCTOBER 2002 - SB A330-46-3011 OR SB A340-46-4011 BOTH EXPECTED FOR DISPATCH BY THE 28TH FEBRUARY 2003. PRODUCTION EMBODIMENT RANK FOR ATSU CLR3.6B IS MADE/SCHEDULED FROM A330 MSN 510 AND A340 MSN 528. IIIB) FMS FMS P2 ADDRESSES ADS REPORTS WITH MISSING POSITION AND REDUCES OCCURRENCE RATE OF MISSING ETA/ALTITUDE AT ''TO'' WAYPOINT, AND COMPLETES CORRECTION TO DOWNSTREAM ADS REPORTS (FMS P2 REPRESENTS 20 PERCENT OF FULL CORRECTION BY FMS P2/ATSU CLR3.6B). FOR FMS 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: - FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE TO PN PS4087700-902 FROM PN PS4087700-901 - 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. CAUTION: FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE MUST BE DONE


- A 236 -

ON BOTH FMS ON THE AIRCRAFT VIA THE MDDU. INDEED, USE OF THE CROSSLOADING FUNCTION FOR FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE ON SECOND FMS IS FORBIDDEN DUE TO A P1 SOFTWARE UPLOAD LIMITATION, ADDRESSED THROUGH P2 UPGRADE. BUT FMS CROSSLOADING CAN BE USED FOR SECOND FMS UPLOADING WITH FM PERFORMANCE DATABASE (FIN 1CA0M2), OPERATIONAL PROGRAM CONFIGURATION (OPC), AIRLINE MODIFIABLE INFORMATION (AMI) AND NAVDATABASE. 2/ A340 FMS P2A10 UPGRADE FROM P1A9 FOR CFMI ENGINES CONSISTS IN: - FMGEC HARDWARE CHANGE TO PN C12858AA03 FROM PN C12858AA02 VIA FG OBRM REPLACEMENT - ABOVE MENTIONED FM PERFORMANCE DATABASE (FIN 1CA0M2) AND FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADES, APPLY ALSO TO THE A340 (SAME SOFTWARE PN) AND ARE ALSO TO BE DONE ON AIRCRAFT. THE SAME CROSSLOADING LIMITATIONS OF ABOVE CAUTION PARAGRAPH APPLY TO P2A10 UPGRADE ON A340. FMS P2 CERTIFICATION AND RETROFIT WILL BE COVERED THROUGH: - MOD 50716/SB A330-22-3042 FOR A330 PW-RR - MOD 50717/SB A330-22-3043 FOR A330 GE - MOD 50718/SB A340-22-4035 FOR A340 CFM. MODIFICATION 50716 AND 50717 EXPECTED FOR CERTIFICATION BY MID JANUARY 2003, MODIFICATION 50718 BY MID FEBRUARY 2003. AIRBUS SBS ARE EXPECTED TO BE DISPATCHED BY THE 28TH FEBRUARY 2003. THE OPERATIONAL PROGRAM CONFIGURATION (OPC), THE AIRLINE MODIFIABLE INFORMATION (AMI) AND EVEN THE NAVDATABASE CYCLES PREVIOUSLY USED ON FMS P1 REMAIN COMPATIBLE WITH FMS P2. THOSE SOFTWARE WILL HOWEVER NEED TO BE RELOADED AFTER FM PERFORMANCE AND OPERATIONAL SOFTWARE UPLOAD. PRODUCTION EMBODIMENT RANK FOR FMS P2 IS SCHEDULED FROM: - A330 RR/PW: MSN 526 - A330 GE: MSN 530 - A340 CFMI: MSN538 IV) RECOMMENDATION IN ORDER TO EASE ATSU CLR3.6B AND FMS P2 RETROFIT ON ALL AIRCRAFT TYPES, CORRESPONDING AIRBUS SB'S WILL NOT BE PHYSICALLY LINKED. THIS WILL ALLOW PROCEEDING SEPARATELY WITH ATSU THEN FMS RETROFIT.

Getting to grips with FANS – Part II – Issue III APPENDIX K

- A 237 -

HOWEVER, IN ORDER TO ENSURE SUBSTANTIAL ADS PERFORMANCE IMPROVEMENT, IT IS HIGHLY RECOMMENDED TO PROCEED FIRST WITH ATSU SOFTWARE UPGRADE, THAT CORRECTS THE MAJOR ADS ISSUE, I.E. MISSING ADS REPORT. ASSOCIATION OF FMS P2 WITH ATSU CLR3.5B WOULD DEGRADE ADS PERFORMANCE. AIRLINES ARE HOWEVER RECOMMENDED TO TAKE APPROPRIATE ACTIONS TO ENSURE THAT WITHIN A REASONABLE TIME, FMS P2 UPGRADE IS MADE ON TOP OF ATSU CLR3.6B. V) RETROFIT ATSU CLR3.6B/FMS P2 RETROFIT, MONITORED BY AIRBUS (SET4), WILL START SOON AFTER SB ISSUE AND WILL BE ANNOUNCED BY A RETROFIT INFORMATION LETTER. EACH OPERATOR WILL THEN BE CONTACTED INDIVIDUALLY BY AIRBUS FRANCE AND THALES AVIONICS, THROUGH A CUSTOMIZED RETROFIT PLANNING LETTER (RPL), IN ORDER TO FORMALIZE THE LOGISTICAL ASPECTS OF THE RETROFIT CAMPAIGN. VI) OPERATIONAL REPERCUSSIONS ONCE BOTH FMS P2 AND ATSU CLR3.6B ARE RETROFITTED ON THE FANS A FLEET OF A GIVEN AIRLINE, THE RECOMMENDATION OF FOT REFERENCE STL 999.0022/02 REV01- JC/FPA DATED 24 MAY 2002 QUOTED HEREAFTER BECOMES OBSOLETE AND SHOULD NOT BE FOLLOWED ANYMORE : QUOTE - DURING FLIGHTS ON NORTH ATLANTIC ROUTES, IT HAS BEEN REPORTED THAT, SOMETIMES, ADS REPORTS ARE NOT TRIGGERED WHEN OVERFLYING A WAYPOINT. WHEN THE FMS2 IS THE MASTER, AND SEQUENCES A WAYPOINT BEFORE FMS1, IT MAY OCCUR THAT THE ATSU DOES NOT DETECT THE WAYPOINT CHANGE EVENT. TO AVOID MISSING ADS REPORTS, WHEN OVERFLYING A WAYPOINT, DO NOT USE AP2 DURING ADS OPERATIONS. UNQUOTE BUT, THE OTHER RECOMMENDATIONS MADE IN THE SAME FOT REMAIN APPLICABLE AS THEY CONCERN NOMINAL SYSTEM OPERATION. THOSE FLIGHT OPERATION RECOMMENDATIONS ARE REPEATED THEREAFTER AS A REMINDER: IN ORDER TO IMPROVE ADS OPERATIONAL EFFICIENCY, AIRBUS HAS THE FOLLOWING RECOMMENDATIONS: - DO NOT TRY TO LOGON / NOTIFY THE ATC CENTRE, IF AIRCRAFT REGISTRATION AND FANS CAPABILITY HAVE NOT BEEN DECLARED TO CONCERNED ATC CENTRES, OR IF AGREEMENT FOR ADS (FANS) UTILIZATION HAS NOT BEEN OBTAINED FROM THESE ATC.


- A 238 -

- DO NOT PERFORM SPONTANEOUS FANS TESTING WITH ATC CENTRES, WHEN THEY HAVE NOT BEEN PREVIOUSLY NOTIFIED OF A GIVEN AIRCRAFT'S INTENTION TO OPERATE IN FANS MODE. - TO USE THE ADS SYSTEM, THE FOLLOWING RULES MUST BE OBSERVED: - THE ADS SYSTEM MUST BE SET TO ON, PRIOR TO PERFORMING AN ATC NOTIFICATION. THE ADS IS NORMALLY SET TO ON BY DEFAULT. THIS CAN BE CHECKED BY SELECTING "ATSU" ON THE MCDU MENU PAGE, THEN "ATC MENU" ON THE ATSU DATALINK PAGE, AND "CONNECTION STATUS" ON THE ATC MENU PAGE. - ONCE THE ATC CENTRE HAS BEEN NOTIFIED ("NOTIFIED" IS DISPLAYED ON THE MCDU), THE ADS WORKS TRANSPARENTLY TO THE FLIGHT CREW AND SHOULD NOT BE SET TO OFF, UNLESS INSTRUCTED TO DO SO (E. G. ATC REQUEST). IF THE ADS IS SET TO OFF, THE ATC CENTRE CAN NO LONGER BE PROVIDED WITH ADS REPORTS. - DO NOT ACTIVATE THE ADS EMERGENCY MODE, WITHOUT GOOD REASON. - DO NOT MODIFY THE SCAN MASK SETTING, IF NOT REQUIRED BY AIRLINE POLICY. THE SCAN MASK IS A LIST OF THE VHF DATALINK SERVICE PROVIDERS, USED BY ATSU, TO OPERATE IN VHF DATALINK. MODIFICATION OF THE SCAN MASK SETTING MAY RESULT IN THE LOSS OF AIR-GROUND VHF DATALINK COMMUNICATION. AIRLINES MUST DEFINE A SORTED LIST, BASED ON THEIR RESPECTIVE AGREEMENT WITH DATALINK SERVICE PROVIDERS. VII) REFERENCE DOCUMENTS TFU 46.22.00.001: ADS ISSUES. DETAILS ADS ISSUES EXPERIENCED WITH ATSU CLR3.5B/ FMS P1, AND SOLUTIONS DESIGNED THROUGH ATSU CLR3.6B/ FMS P2. QUESTIONS ABOUT THE TECHNICAL CONTENT OF THIS OIT ARE TO BE ADDRESSED TO MR. C. CASSIAU-HAURIE, DEPT. SEE4, PHONE +33/(0)5 62 11 05 25, FAX +33/(0)5 61 93 44 25. QUESTIONS CONCERNING THE OPERATIONAL CONTENT OF THIS FOT ARE TO BE ADDRESSED TO MR. JACQUES CASAUBIEILH, DEPT. STLS / PHONE +33/(0)5 61 93 40 41, FAX +33/(0)5 61 93 29 68. BEST REGARDS. P. GLAPA C. MONTEIL VICE PRESIDENT, SYSTEMS & POWERPLANT VICE PRESIDENT ENGINEERING SERVICES FLIGHT OPERATIONS CUSTOMER SERVICES DIRECTORATE SUPPORT AND LINE

ASSISTANCE

Getting to grips with FANS – Part II – Issue III APPENDIX L

- A 239 -

APPENDIX L – OIT REF 999.0072/06/VHR – PREVENTION OF DISRUPTION SATCOM SYSTEMS ASSOCIATED WITH THE

INTRODUCTION OF NEW SPOT BEAM MAPS ON INMARSAT 4 SATELLITE CONSTELLATION

FROM : AIRBUS CUSTOMER SERVICES TOULOUSE OPERATORS INFORMATION TELEX - OPERATORS INFORMATION TELEX TO: A300/A300-600/A310/A318/A319/A320/A321/A330/A340/A340-500/A340-600 OPERATORS. SUBJECT: ATA 23 - PREVENTION OF DISRUPTION ON SATCOM SYSTEMS ASSOCIATED WITH THE INTRODUCTION OF NEW SPOTBEAM MAPS ON INMARSAT 4 SATELLITE CONSTELLATION OUR REF.: SE 999.0072/06/VHR dated 13 June 2006 OIT CLASSIFICATION: Maintenance and Engineering Advice 1/ PURPOSE The purpose of this OIT is to: - Advise Airbus customers that the new INMARSAT 4 Satellite will start broadcast with an extended number of spot-beams. This can affect the users of Rockwell-Collins and Honeywell Aero I and Aero H-PLUS SATCOM systems, - Relay to these users, the Rockwell-Collins and Honeywell recommendation on maintenance action to be done on the SATCOM Satellite Data Units in order to avoid any Service Interruption. 2/ BACKGROUND Airbus has been informed by Rockwell-Collins and Honeywell that the entry into service of the extended spot-beam map on INMARSAT 4 constellation scheduled on 31st Oct 2006 with the Atlantic Ocean Region West satellite (AOR-W), can lead to disruptions on SATCOM systems, depending on the geographical position of the aircraft. The new INMARSAT 4 generation of satellites uses an increased number of spot-beams: 19 spot-beams instead of 5 previously used by INMARSAT 3 constellation. The AOR-W satellite has already started its operation in 22 January 2006. Nevertheless, its broadcast is being limited to the use of 14 spot-beams to avoid disruptions with some avionics, until they are upgraded, as here below described.

APPENDIX L Getting to grips with FANS – Part II – Issue III

- A 240 -

The full broadcast with the 19 spot-beams will be activated with the AOR-W Satellite on 31st Oct. 2006. This activation was initially scheduled for 01 Jul 2006. It has recently been reported by IMMARSAT in order to leave more time to the Operators to perform the SATCOM upgrades as necessary. 3/ CAUSES/CONSEQUENCES 3.1/ EFFECT ON ROCKWELL-COLLINS SATCOM SYSTEMS For Rockwell-Collins systems, the Vendor has identified that Aero I and Aero H-PLUS systems can present resets when trying to logon to the requested Ground Earth Station. This results in logon/reset cycles that can repeat several times as long as the aircraft is flying in the new INMARSAT Satellite spot-beam. Then, the SDU (Satellite Data Unit) will eventually recover its normal operation after having acquired the new INMARSAT 4 system tables broadcast by the Satellite (AOR-W). In the mean time, Voice or Data communications using SATCOM will be interrupted during these repeated logon/reset cycles with affected units. This disruption can already occur when connecting to the AOR-W satellite. The transition to the broadcast with 19 spot-beams to come with the AOR-W satellite (from 31 Oct 2006 on) will not have any additional effect on these avionics. The affected SDU Part Numbers from Aero H-PLUS Rockwell-Collins SAT-906 family, currently certified by Airbus on A330/A340 family that have the potential to reset, are listed here below. - PN 822-0314-303, installed through MOD 49352, - PN 822-0314-350, installed through MOD 52730. The affected SDU Part Numbers from Aero I Rockwell-Collins SRT-2000 family, currently certified by Airbus on A318/A319/A320/A321 that have the potential to reset, are listed here below: - PN 822-1348-401, installed through MOD 28137, - PN 822-1349-401, installed through MOD 28138, - PN 822-1405-401, installed through MOD 28208. Nota: some A300/A300-600/A310 aircraft may be equipped with some of the Rockwell-Collins SDU Part Numbers of this list, following application of Engineering Orders. In this case, the statements and recommendations of this OIT are applicable. 3.2/ EFFECT ON HONEYWELL SATCOM SYSTEMS The current Aero H-PLUS Honeywell MCS-6000 and MCS-4000/7000 systems have been designed to support up to 14 spot-beams. The broadcast with an increased number of spot-beams will cause the SDU to continuously reset. The SDU will not be able to eventually recover its normal operation. The affected Honeywell SDU Part Numbers currently certified by Airbus on A330/A340 family that have the potential to reset, are listed here below: - PN 7516100-20060, installed through MOD 46609, - PN 7516118-24020, installed through MOD 51944, - PN 7516118-27020, installed through MOD 49740.

Getting to grips with FANS – Part II – Issue III APPENDIX L

- A 241 -

Nota: some A300/A300-600/A310 as well as A320 family aircraft may be equipped with some of the Honeywell SDU Part Numbers of this list, following application of Engineering Orders. In this case, the statements and recommendations of this OIT are applicable. 3.3/ EFFECT ON THALES SATCOM SYSTEMS THALES have confirmed that the Aero I system certified on A330/A340 and A320 families has capability to support the transition to INMARSAT 4. So, no adverse effect is to expect on the considered THALES Aero I system based on: - SDU PN 3433-500-000A00 installed through MOD 47508 on A330/A340 family, - SDU PN 3433-500-001A00 installed through MOD 48447 on A330/A340 family, - SDU PN 3433-500-002A00 installed through MOD 28169 on A320 family. 4/ RECOMMENDATIONS FOR MAINTENANCE 4.1/ ROCKWELL-COLLINS SATCOM SYSTEMS The description of the issue, as well as the Rockwell-Collins recommended preventive actions, are described in the Rockwell-Collins Service Information Letter: SIL 06-1 "SATCOM Issues due to INMARSAT I4 Satellite Transition". As per this Rockwell-Collins Service Information Letter, it is necessary to upgrade the Operational Software of the SDU as follows: - For SAT-906 Aero H-PLUS SATCOM system, based on PN 822-0314-303, it is necessary to apply VSB SDU-906-23-41. - For SAT-906 Aero H-PLUS Hi-speed (Swift 64) SATCOM system, based on SDU PN 822-0314-350, it is necessary to apply VSB SDU-906-23-38. - For SRT-2000 Aero I SATCOM systems, based on either SDU PN 822-1348-401, PN 822-1349-401 or PN 822-1405-401, it is necessary to apply VSB SRT-2000-23-10. Since the next coming extension of broadcast from 14 to 19 spot-beams for the AOR-W satellite does not change anything for the Rockwell-Collins avionics, and since such an avionic can already be affected by the issue if flying in the AOR-W zone, it is recommended to perform this software upgrade at the soonest opportunity (without consideration of the 31st Oct 2006 date). 4.2/ HONEYWELL SATCOM SYSTEMS The descriptions of the issue, as well as the Honeywell recommended preventive actions, are described in the Honeywell Technical Newsletter: A23-5111-007 "Impact of the new 5th Ocean Region (MTSAT) and Inmarsat I4 transition". As per this Honeywell Technical Letter, it is necessary before 30 June 2006, to upgrade the Operational Software of the SDU as follows: - For MCS-6000 Aero H-PLUS SATCOM system, based on SDU PN 7516100-20060, it is necessary to apply VSB 7516100-23-6114. - For MCS-4000 Aero H-PLUS SATCOM system, based on SDU 7516118-24020, it is necessary to apply VSB 7516118-23-6012.

APPENDIX L Getting to grips with FANS – Part II – Issue III

- A 242 -

- For MCS-7000 Aero H-PLUS SATCOM system, based on SDU 7516118-27020, it is necessary to apply VSB 7516118-23-6012. For more information on these SDU software modifications, Honeywell has also issued the Technical Newsletter A23-5111-008 "Software Modification to SD-600/-700 Satellite Data Unit." 4.3/ THALES SATCOM SYSTEMS No specific Maintenance action recommended. 4.4/ PROCEDURE TO UPLOAD NEW SATCOM SOFTWARE The upgrade of a new SATCOM SDU operational software has been certified by Airbus to be done in shop only. The uploading of the SDU Operational Software directly on the aircraft, through either the MDDU or a PDL (Portable Data-Loader), has not been certified by Airbus. Therefore, no specific task is available in the Airbus AMM for uploading of Operational SDU software. The uploading described in the AMM is limited to the ORT (Owner Requirement Table) databases part of the SDU software. Nevertheless, even if such uploading possibility of the SDU Operational Software is not certified by Airbus, for all SATCOM SDUs certified by Airbus, the aircraft is technically able to have all SDU Software parts uploaded with the aircraft Multi-Purpose Disk Drive Unit (MDDU). So, if the Operator wishes to perform the data-loading on-board via MDDU, Airbus suggests the Operator to approach its Authorities in order to allow an uploading through the MDDU, with a procedure similar to the existing one for the User ORT in the AMM. 5/ FOLLOW-UP PLAN No specific follow-up of this OIT is planned. Questions about the technical content of this OIT are to be addressed to: Mr G. Martins, Dept SEE44, Phone: +33/(0)5 67 19 03 74, Fax: +33/(0)5 61 93 44 25 E-mail: [email protected] Best Regards, P. GLAPA VICE PRESIDENT ENGINEERING SUPPORT CUSTOMER SERVICES

Getting to grips with FANS – Part II – Issue III APPENDIX M

- A 243 -

APPENDIX M – FANS A AIRWORTHINESS APPROVAL SUMMARY

The purpose of this document is to describe the Communication, Navigation and Surveillance airborne capabilities required for FANS A+ operations, and the interoperability, safety and performance requirements that have been considered for the development and airworthiness approval of the Airbus FANS A+ avionics package that supports Air Traffic Services data-link applications. It also summarizes the main results and achievements of interoperability, safety and performance demonstrations that have been conducted by Airbus. This document is an outcome of the FANS A+ Airworthiness Approval process intended to be widely distributed to any party planning to make use of data communications for Air Traffic Services purposes. This document is primarily intended for Operators, ATC Service Providers and National Aviation Authorities. They should refer to this document when deciding on how to implement operations based on data communications for ATS purposes. It may also be used by Operators as substantiating data in order to help in obtaining operational changes. This document contains:

• Section 1 : Executive summary • Section 2 : A short overview of FANS A+ functional evolutions in regards

with the current FANS A package (see hereafter); • Section 3 : A short overview of specific aircraft architecture required by

FANS A+ implementation; • Section 4 : The presentation of FANS A+ airworthiness approval context by

describing the Communication, Navigation and Surveillance (CNS) airborne capabilities assumed for FANS A+ operations;

• Section 5 : The listing of all industry standards considered for the development of the data-link applications, and the record of all clarifications, additions and/or deviations to those standards, applicable to the FANS A+ avionics systems;

• Section 6 : The list of all assumptions/requirements placed on the ATS Ground Systems and Communication Service Providers that must be fulfilled;

• Section 7 : An overview of the interoperability, safety and performance demonstrations achieved during the airworthiness approval process of the FANS A+ package. This section also provides a set of flight crew procedures used as mitigation means in Safety Assessment process;

• Section 8 : A proposal for a list of checks and verifications that Operators and ATC providers may wish to perform before starting operations;

• Section 9 : Additional information concerning the ATSU Router Parameters’ customization process.

APPENDIX M Getting to grips with FANS – Part II – Issue III

- A 244 -

A certification process was performed for each FANS configuration on any Airbus aircraft model. As a consequence, an Airworthiness Approval Summary is applicable to a given FANS configuration and a given aircraft model. To a get a copy of the appropriate Airworthiness Approval Summary, please mention to the AIRBUS engineering support one of the following references :

FANS configurations

Aircraft models

Airworthiness Approval Summary references

FANS A A330/A340 00F460P0210/C02 Issue 5

A320 Family 00D460P0210/C02 Issue 1

A330/A340 00F460P0211/C02 Issue 2 FANS A+

A380 00L462Y0210/C02 Issue 2

Getting to grips with FANS – Part II – Issue III APPENDIX N

- A 245 -

APPENDIX N – FREQUENTLY ASKED QUESTIONS RELATED TO THE A380 ACR CUSTOMIZATION

REF. L2321ME0602624 – 20 JAN 2006 (This appendix may be submitted to changes without prior notice.)

1. WHY IS THE DO200A PROCESS REQUIRED? ACR and ATSU both provide data link communication services to ATC and AOC data link applications. The safety effects resulting from the failure conditions pertaining to these applications are the following:

• AOC data link applications: no safety effect has been identified (i.e. failure conditions that do not affect the operational capability of the aircraft or increase crew workload). They are consequently developed with a Design Assurance Level E

• ATC data link applications: no more than Major safety effects have been identified (i.e. failure conditions that would reduce the capability of the aircraft or the ability of the crew to cope with adverse operating conditions to the extent that there would be). They are consequently developed with a Design Assurance Level C.

The "Functional Hazard Analysis" has concluded that a number of failure conditions at ACR level could result in a safety impact of level up to Major - notably for cases on undetected loss of communication or messages corruptions during ATC messages exchanges. As a result, the DAL of the ACR is DO-178B level C. In order to modify data contained in PRODB and CSTDB for ACR (and RPDB for ATSU) when ATC are installed, a safety analysis has been conducted on all parameters to classify the potential failures caused by an erroneous parameter in database. The main outcome of this analysis leads to a Major safety impact. That means that a modification of a parameter may "alter" the DAL C of ACR (ATSU). Conclusion: in order to modify data contained in PRODB and CSTDB for ACR (and RPDB for ATSU) when ATC are installed, a specific process has to be put in place in order to guarantee that there is no corruption or error in the format or content of database, or no incompatibility between databases and aircraft systems. In order to achieve these objectives, application of DO-200A (*) "Standards for processing aeronautical Data" has been retained by Airbus. On ACR A380, the use of DO-200A was negotiated between EASA and Airbus in CRI F-07 Issue 3.

APPENDIX N Getting to grips with FANS – Part II – Issue III

- A 246 -

(*) Reminder: the aim of DO-200A is the following: "This document provides the minimum standards and guidance for the processing of aeronautical data that are used for navigation, flight planning, terrain awareness, flight simulators and for other applications. Such data would be passed on to the user as a database. The standard provides requirements that should be used to develop, assess change, and support implementation of data processing quality assurance and data quality management. When applied, the standard will provide the user with assurance of the level of quality that can be associated with the processed data, e.g. aeronautical database."

2. DIFFERENCES BETWEEN THE A320/A340 AND A380 PROGRAMS AS FAR AS THE CUSTOMIZATION IS CONCERNED

2.1. DIFFERENCES BETWEEN THE A320/A340 AND A380 PROGRAMS

2.1.1. A320 AND A340 PROGRAMS (ATSU)

• ATSU is delivered in FAL with a Standard VHF World Map (contained in RPDB)

• Airlines have to: - Select and order the VHF DSPs (Scan Mask) via a specific menu

("VHF3 Scan Select") of the ATSU MCDU and - Enter the A/L ID via an other ATSU MCDU Menu ("COMM CONFIG")

• ATSU only offers a Global VHF Scan Mask (only one VHF Scan Mask is available in the World)

Limitations:

• The Standard VHF World Map is defined 1 or 2 years before the EASA Certification Approval. VHF World Map is not necessarily the last update VHF World Map when EASA Certification Approval is obtained.

• Errors may occur during the selection of VHF Scan Mask or during the input of A/L ID by the airline. For instance unsubscribed DSP selected in VHF Scan Mask may lead to undetected loss of communication, with a potential Major Safety impact for ATC applications.

2.1.2. A380 PROGRAM (ACR)

• If the airline has not contacted R-CF to order its customized CSTDB, ACR will be delivered with a minimum CSTDB. Only HF and SATCOM data link capabilities will be available and no airline preference will be available. Airlines need to order a customized CSTDB if the airline wants to operate with VHF Data link providers. This service is not free of charge.

• Each World Map is based on the last Reference World Map managed by R-CF.

• New ACR mechanisms were designed in order to answer to the airlines needs:

- The Scan Mask is regional (VHF DSP, HF and SATCOM could be specified in each area of the world). Moreover, several Scan Mask

Getting to grips with FANS – Part II – Issue III APPENDIX N

- A 247 -

could be specified in a same area through the definition of several routing policies

- Each airline defines and gets its/their own CSTDB. • Some parameters (inhibition label SA, Flight Number source) are modifiable

by the airlines. Why the choice of a database and why the database shall be defined by each airline before delivery?

• Configuration of ACR will not be easy to define manually with HMI due to new ACR mechanisms (for instance: routing policy for each area...).

• Moreover provisions for ATN and security will also make more complex the configuration of ACR. It has been anticipated that the future introduction of an ATN stack or Security for the data link in the ACR will make more complex the customization, and would hence have become impractical via an avionics HMI.

• ACR HMI has been minimized to fit on the RMP and should be minimalist. Developing the ACR HMI on CDS would have increased the ACR cost and complexity.

• On ATSU, some airlines have asked Airbus to protect the VHF Scan Mask MCDU access by a password or other solutions. Airbus has chosen the database to answer to this airline need.

• For ACR configuration, it is faster to load a database than to enter manually all parameters.

• Tools will be proposed to airlines to customize their own database after EIS.

2.2. CUMBERSOMENESS OF DO200A PROCESS FOR A380? ACR seems to be heavier than ATSU probably because ACR DO-200A customization offers more services. It is worth noting that R-CF offers four levels of customization.

• The simplest (Step 1), the so-called “enabler” allows for the Airlines to indicate the Service Providers they wish to operate with. This is R-CF who defines the database (world map breakdown, routing policies) based on this information.

• A simplified level (Step 2a) that allows for the Airlines to indicate the ordered list of Service Providers (RP00) they wish to operate with on a regional basis and a global definition of the other routing policies. The world map breakdown is done by R-CF

• A refined level (Step 2a) that is based on the previous one and that allows for the Airlines to define the RP01 to RP10 on a regional basis. The world map breakdown is still done by R-CF

• A highly refined level of customization (Step 2b) that allows for the Airlines to indicate the ordered list of Service Providers (RP00), the other routing policies on a regional basis and the subdivision of the current world map breakdown.

The complexity of the ACR customization is very dependant on the level of optimization the airlines are looking for. For the basic level of optimization, the ACR customization is very simple.


- A 248 -


Getting to grips with FANS – Part III – Issue III Table of contents

PART III – TABLE OF CONTENTS

Abbreviations....................................................................................................................... 3

Part III – Executive Summary ...................................................................................... 7

B5. FANS B operational procedures ............................................................... 11

B5.1. Introduction ........................................................................................13

B5.2. Pre-flight phase...................................................................................13 B5.2.1. ICAO flight plan filling .........................................................................13 B5.2.2. Pre-flight checks .................................................................................14

B5.3. Notification procedures .......................................................................16 B5.3.1. Data Link Initiation Capability (DLIC) service .....................................16 B5.3.1.1. Manual notification with logon function .....................................................16 B5.3.1.2. Automatic notification with Contact function ..............................................17

B5.4. CPDLC procedures ...............................................................................19 B5.4.1. Initial CPDLC connection .....................................................................19 B5.4.2. CPDLC connection transfer ..................................................................22 B5.4.2.1. Transfer between ATC centres.................................................................22 B5.4.2.2. Abnormal cases at the time of the transfer of connection ............................26 B5.4.3. CPDLC termination ..............................................................................26 B5.4.3.1. During a transfer from one ATC centre to another, both using CPDLC............26 B5.4.3.2. During a transfer from one ATC centre using CPDLC to another using CPDLC .26 B5.4.3.3. Open dialogue during CPDLC termination ..................................................28 B5.4.4. Inhibition of CPDLC application ...........................................................28 B5.4.5. Failures of the CPDLC connection ........................................................28 B5.4.6. Intentional CPDLC shutdown...............................................................28 B5.4.7. Loss of communication means.............................................................29 B5.4.8. Use of CPDLC in the event of voice radio communication failure .........29 B5.4.9. Recommendations for exchange of CPDLC messages ..........................30 B5.4.9.1. To be known.........................................................................................30 B5.4.9.2. Expected delays in responding to CPDLC messages ....................................31 B5.4.9.3. Responding to CPDLC messages ..............................................................31 B5.4.9.4. Multi-elements messages .......................................................................32 B5.4.9.5. Downlink free text .................................................................................32 B5.4.9.6. CPDLC dialogue closure ..........................................................................32 B5.4.9.7. DCDU management ...............................................................................32 B5.4.9.8. Reverting from CDPLC to voice ................................................................33

B6. FANS B integration........................................................................................ 37

B6.1. FANS B retrofit ....................................................................................38 B6.1.1. Air Traffic Service Unit (ATSU) ............................................................38 B6.1.1.1. Router function .....................................................................................39 B6.1.2. Data link Control and Display Unit (DCDU) ..........................................40

- B 1 -

Table of contents Getting to grips with FANS – Part III – Issue III

B6.1.3. ATC message push-button .................................................................. 40

B7. FANS B world status .....................................................................................43

B7.1. LINK airspace ..................................................................................... 44 B7.1.1. Operational concept............................................................................ 44 B7.1.2. Area of application.............................................................................. 44 B7.1.3. LINK 2000+ operational procedures................................................... 45 B7.1.4. Contacts ............................................................................................. 46

B8. Starting FANS B operations .......................................................................47

B8.1. General ............................................................................................... 48

B8.2. Data link : contracts and declarations................................................. 48 B8.2.1. Contracts with Data link Service Providers (DSP)............................... 48 B8.2.2. Aircraft declaration to data link service providers and ATC centres .... 48 B8.2.3. Recommendations .............................................................................. 49

B8.3. Impacts on aircraft configuration ....................................................... 49 B8.3.1. ATSU SCAN MASK ............................................................................... 49 B8.3.2. CMA address database........................................................................ 49

B8.4. Get the operational approval .............................................................. 50 B8.4.1. General requirements ......................................................................... 50 B8.4.2. Aircraft configuration ......................................................................... 51 B8.4.3. Flight crew training/qualification ....................................................... 51 B8.4.3.1. General recommendations ..................................................................... 51 B8.4.3.2. Proposed qualification means ................................................................. 52 B8.4.3.3. Academic training ................................................................................. 52 B8.4.3.4. Operational training .............................................................................. 54 B8.4.4. Maintenance personnel training.......................................................... 58 B8.4.5. Approved documentation.................................................................... 59 B8.4.5.1. FANS B Airworthiness Approval Summary ................................................ 59 B8.4.5.2. Minimum Equipment List........................................................................ 59 B8.4.5.3. Aeroplane Flight Manual ........................................................................ 60

- B 2 -

Getting to grips with FANS – Part III – Issue III Abbreviations

ABBREVIATIONS


- B 3 -

Abbreviations Getting to grips with FANS – Part III – Issue III


- B 4 -

Getting to grips with FANS – Part III – Issue III Abbreviations


- B 5 -

Abbreviations Getting to grips with FANS – Part III – Issue III



- B 6 -

Getting to grips with FANS – Part III – Issue III Executive Summary

PART III – EXECUTIVE SUMMARY

B5. FANS B OPERATIONAL PROCEDURES Pre-flight phase

ICAO flight plan filling The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight plan. o The data link capability is notified by a letter J to be entered in the field 10. o The other capabilities are given in the field 18 (Other Information). The

following codes have to be used : - Following DAT/ information : V (VHF data link), M (SSR Mode S data

link), - For aircraft having CPDLC capability, the flight crew shall insert

COM/CPDLC.

Pre-flight checks Prior to departing for a FANS flight, the crew will check that the required equipment is operative. The following items are recommended to be included in those checks :

- GPS availability - UTC time settings - RNP capability - Data link communications availability - The initialization of data link systems :

• On MCDU>ATSU MENU>COMM MENU>COMM CONFIG page for the Aircraft Registration Number,

• On MCDU>ATSU MENU>ATC MENU>NOTIFICATION page for the flight number.

- Airlines’ priority list of contracted DSP for FANS operations with this aircraft

Notification procedures The aim of the notification is to :


- Give the flight identification, the aircraft address, and the departure and destination airports.

When no other CPDLC connections have been established with a previous ATC centre, the flight crew must perform a DLIC notification (e.g. prior to departure, prior to entering a data link airspace). The DLIC notification can be initiated:

- Manually by the pilot, or - Automatically by the ATSU using the Contact function.

- B 7 -

Executive Summary Getting to grips with FANS – Part III – Issue III

The DLIC notification must be successfully completed 15 to 45 minutes prior to entering the airspace and prior to any connection is being established. CPDLC procedures

CPDLC connection o Once the DLIC notification has been successfully done, the ATC centre will

initiate a CPDLC connection (no action required from the flight crew). CPDLC messages shall only be sent when the aircraft is assumed by the ATC (i.e. reception of the uplink message indicating the name of the ATC).

o Checks are automatically done by the ATSU to validate or reject the connection:

- Connection is accepted if no previous connection already exists or, it is relative to the next data link ATC to control the aircraft

- Connection is rejected in all other cases o Once connection is established:

- For the technical connection, the active connected ATC centre is then displayed on the DCDU, and on the CONNECTION STATUS page of the MCDU.

- For the operational connection, a uplink message indicating the name of the current ATC (e.g. EDYY, MAASTRICHT, CENTER) is received.

o Any received message shall be promptly answered (100-second timer) and shall be closed once the response has been sent.

o A Voice read-back is required for any messages related to any changes of the aircraft trajectory in the framework of the FANS B system.


o As soon as a failure of the CPDLC connection is noticed by either the crew or the ground controller, voice will be used to inform the other part of the failure and to co-ordinate further actions.

o At that time, pending CPDLC messages should be considered as not delivered and the entire dialogue related to these messages should be restarted on voice.

o Once a connection has been lost, a complete re-connection procedure (DLIC notification + Connection) should be done.


o To inform the aircraft avionics (i.e. ATSU) that a transfer of control will occur, the current active ATC sends a so-called NDA message (Next Data Authority) to the aircraft. This is the only way for the ATSU to be aware of and to accept the connection with the next ATC centre.

o Once a NDA message has been received, the aircraft is waiting for the connection with the next ATC centre.

o 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.

- B 8 -

Getting to grips with FANS – Part III – Issue III Executive Summary

DCDU management When a message is received by the ATC ground system (i.e. RECEIVD BY ATC indication is displayed on DCDU), always close the message via the CLOSE soft key to clear DCDUs. Once closed, the message can be recalled via the RECALL soft key.

Reverting from CPDLC to Voice o Whenever a CPDLC message is ambiguous. o Whenever an operational timer related to a CPDLC message times out. o Whenever an error is replied to a CPDLC message. o Whenever a timely execution of clearances or instructions transmitted by

CPDLC is required. o To correct any sent CPDLC messages including incorrect parameters. B6. FANS B integration FANS B retrofit To install the FANS B package on a A320 aircraft, the following equipment is required :

- 1 ATSU CSB5, - 2 DCDUs; - 2 ATC message push-buttons, - 1 VHF Data Radio (VDR) for data and voice communications capable of

VDL mode 2. B7. STATUS OF FANS B IMPLEMENTATION o For the time being only remote areas such as oceanic or desert areas are

implemented with FANS over ACARS network, and European airspaces with FANS over ATN. The deployment over FAA airspaces is frozen.

o In European airspaces, VHF channels are congested and CPDLC is expected to alleviate these congested channels. Surveillance is still performed via SSR.

o FANS operations over ATN will be deployed over the European airspaces on a step-by-step basis until 2011.

B8. STARTING FANS B OPERATIONS To ensure proper operations of FANS B aircraft in high-density continental data link airspaces, the operator needs to ensure the following before starting operations :

1. Sign contract(s) with Data link Service Provider(s) (DSP). 2. Declare aircraft to these Data link Services Providers. 3. Declare aircraft and its FANS capability to ATC centres of the operated

routes. 4. Configure adequately the aircraft avionics. 5. Obtain the operational approval.

- B 9 -

Executive Summary Getting to grips with FANS – Part III – Issue III

Contracts with Data link Service Providers o To operate in FANS environment, it is necessary to have a contract with at

least one of the major service providers (ARINC or SITA) for VHF data link. o For ATC data link, each individual aircraft must be declared and namely

identified through its Aircraft Registration Number in DSP tables. Impacts on aircraft configuration o Once the airline has selected the DSPs, the aircraft configuration needs to be

adapted accordingly. This can be achieved through customization of the ATSU (Air Traffic Service Unit) scan mask for VHF data link.

Operational approval Individual operational authority may choose the "means of compliance" stating what the applicant airline may have to demonstrate. However, the following items will have to be complied with :

- Aircraft configuration The aircraft should be configured in accordance with the approved certification configuration for FANS B operations

- Flight crew training/qualification Operating an aircraft in a FANS type environment requires from the crew understanding, knowledge and operational use of the three C, N and S dimensions of the CNS/ATM concept.

- Maintenance training An appropriate maintenance training program relative to the digital communications, must be given to maintenance people

- Approved operational documentation The applicant airline should present to its relevant authority the FANS B Airworthiness Approval Summary, the MEL and the AFM to be approved.

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 (refer to FANS B Airworthiness Approval Summary for test procedures).

- B 10 -

Getting to grips with FANS – Part III – Issue III B5 – FANS B operational procedures

B5. FANS B OPERATIONAL PROCEDURES

B5.1 Introduction 13

B5.2 Pre-flight phase 13

B5.2.1 ICAO flight plan filling 13

B5.2.2 Pre-flight checks 14

B5.3 Notification procedures 16

B5.3.1 Data Link Initiation Capability (DLIC) service 16

B5.3.1.1 Manual notification with logon function 16

B5.3.1.2 Automatic notification with Contact function 17

B5.4 CPDLC procedures 19

B5.4.1 Initial CPDLC connection 19

B5.4.2 CPDLC connection transfer 22

B5.4.2.1 Transfer between ATC centres 22

B5.4.2.2 Abnormal cases at the time of the transfer of connection 26

B5.4.3 CPDLC termination 26

B5.4.3.1 During a transfer from one ATC centre to another, both using CPDLC

26

B5.4.3.2 During a transfer from one ATC centre using CPDLC to another using CPDLC

26

B5.4.3.3 Open dialogue during CPDLC termination 28

B5.4.4 Inhibition of CPDLC application 28

B5.4.5 Failures of the CPDLC connection 28

B5.4.6 Intentional CPDLC shutdown 28

B5.4.7 Loss of communication means 29

B5.4.8 Use of CPDLC in the event of voice radio communication failure

29

- B 11 -

B5 – FANS B operational procedures Getting to grips with FANS – Part III – Issue III

B5.4.9 Recommendations for exchange of CPDLC messages 30

B5.4.9.1 To be known 30

B5.4.9.2 Expected delays in responding to CPDLC messages 31

B5.4.9.3 Responding to CPDLC messages 31

B5.4.9.4 Multi-elements messages 32

B5.4.9.5 Downlink free text 32

B5.4.9.6 CPDLC dialogue closure 32

B5.4.9.7 DCDU management 32

B5.4.9.8 Reverting from CDPLC to voice 33

- B 12 -


B5.1. INTRODUCTION The following chapter depicts some important and general procedures for an operational use of CNS/ATM systems. As already explained FANS operations are and will regionally started, based on the availability of ground equipment and technologies. Operational procedures are defined and published in Flight Crew Data Link Guidance for Link 2000+ Services. The following procedures are based on this document as per 15 JAN 07 (available at http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html). The here-below recommendations are based on this manual. Detailed descriptions of the applications are provided in Part I.

It has to be noticed that CPDLC is intended to non-time critical en-route communications. In ATN environment for Pioneer and Incentive phases of the Link 2000+ programme, voice communications remain the primary means of communication. If the flight crew experiences any difficulty to maintain data link communications, the flight crew shall revert to voice.

Note : A practical operational scenario is provided in Appendix E for any procedures described in the following sections.

B5.2. PRE-FLIGHT PHASE As for any flight, it is the commander's responsibility to ensure that crew FANS training qualifications, aircraft and operational approval are satisfied for the intended flight (refer to B8.4.3 – Flight crew training/qualification).

B5.2.1. ICAO FLIGHT PLAN FILLING The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight plan. A letter code has been defined for this information. The data link capability is notified by a letter J to be entered in the field 10 (Equipment). The other capabilities are given in the field 18 (Other Information). The following codes have to be used :

• After DAT/ information : V (VHF data link), M (SSR Mode S data link), • For aircraft having CPDLC capability, the flight crew shall insert

COM/CPDLC.

10 - EQUIPMENT J / - J for Data Link.

18 - OTHER INFORMATION DAT / V

COM/CPDLC - V for VHF data link.

- B 13 -

http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html


If RNP is expected, field 18 will also mention: NAV/RNP. (Refer to “Getting to grips with modern navigation” brochure). The A/C ICAO CODE is also to be notified in the field 18 preceded by CODE/. This will be used for correlation purposes by the ATC through a comparison of it with the one contained in the notification. Refer to B5.2.2 – Pre-flight checks.

B5.2.2. PRE-FLIGHT CHECKS Prior to departing for a FANS flight, the crew will check that the required equipment is operative. The following items are recommended to be included in those checks:

• GPS availability • UTC time settings • RNP capability • Data link communications availability (e.g. VHF3 set to DATA) • The initialization of data link systems :

- On MCDU>ATSU MENU>COMM MENU>COMM CONFIG page for the A/C ICAO Code.

- On MCDU>ATSU MENU>ATC MENU>NOTIFICATION page for the flight number.

• Airlines’ priority list of contracted DSP for FANS operations with this aircraft (refer to B8.3.1 – ATSU SCAN MASK).

To guarantee the success of the notification process, it is highly recommended to check :

• The correct ATC centre address (4 to 8 characters) has been entered in the NOTIFICATION page,

• The flight number filled in the ATC flight plan (field 7) matches the one displayed in the NOTIFICATION page (use ICAO format i.e. three-letter code, do not use IATA format i.e. two-letter code and do not insert leading zero into the flight number),

• Departure and destination airports are identified with their ICAO 4-letter codes.

If the data link is to be used a short time after the departure, the notification (described here after) will have to be completed prior to take off. As a general rule, it is worth noting that the notification should be completed 15 to 45 minutes before entering the CPDLC airspace. Note 1 : Some figures in the following sections illustrate some exchanges via data link between the aircraft and the ATC centre. In order to ease the understanding of these figures, the LACK is not illustrated even if the use of LACK is required for some regions. Note 2 : The Context Management (CM) and Controller Pilot Data Link Communication (CPDLC) applications and their related services are described in details in part I.

- B 14 -



- B 15 -


B5.3. NOTIFICATION PROCEDURES The aim of the notification via the Data Link Initiation Capability (DLIC) service is to provide necessary information to enable data link communications. The information is transmitted through the Context Management (CM) application.

The notification should be completed between 15 and 45 minutes before entering the airspace. The appropriate time for notification is published in AIP of the concerned state. For Maastricht airspace, the notification is expected to be 30 minutes prior to entry.

B5.3.1. DATA LINK INITIATION CAPABILITY (DLIC) SERVICE The DLIC service consists of two functions (Logon and Contact functions). The DLIC service does not provide functions to establish CPDLC connection. The Logon function is used for transmitting the necessary information required for flight plan association and CPDLC information required for connection establishment. The Logon function is manually triggered in case of initial notification, or is automatically triggered in case of transfer from one ATC centre to another. The Contact function provides the Current Data Authority (CDA) with a means to transfer an aircraft to the Next Data Authority (NDA). This function is transparent to the flight crew.

B5.3.1.1. MANUAL NOTIFICATION WITH LOGON FUNCTION

The initial notification is performed through the Logon function. For this purpose, enter the ICAO code of the ATC centre ((4 to 8 characters) to notify in the CONNECTION ATSU DLK>NOTIFICATION page on MCDU. On pressing on NOTIFY key (2R), a Logon request is sent to the ground. Refer to Figure 5-1. As a response, the notified ATC centre sends a Logon response to the aircraft. On the NOTIFICATION page, the ATC centre is then declared as notified with the corresponding time.

From an operational point of view, a successful notification is mandatory prior to any CPDLC communications.

- B 16 -


MCDU

EDYY

F R O M / TE F H F / L F P

MCDU

F R O M / TE F H F / L F P

EDYY NOTIFIED 1233Z

1

2

Logon request

Logon response

Figure 5-1 Manual notification

B5.3.1.2. AUTOMATIC NOTIFICATION WITH CONTACT FUNCTION

With the Contact function, the ATC centre requests the aircraft to initiate the Logon function with another ATC centre. Therefore, the Current Data Authority (CDA) sends a Contact request to the aircraft. On reception of this Contact request, the aircraft sends a Logon request to the NDA. The Next Data Authority (NDA) sends a Logon response to the aircraft while receiving the Logon request. To close the Contact process, the aircraft sends a Contact response to the CDA on reception of the Logon response. Refer to B5.4.2.1 – Transfer between ATC centres. The entire process is transparent to the flight crew.

- B 17 -



Pre-flight phase • ICAO F-PLN filling

The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight plan.

- The data link capability is notified by a letter J to be entered in the field 10.

- The other capabilities are given in the field 18 (Other Information). The following codes have to be used : o Following DAT/ information : V (VHF data link), M (SSR Mode S

data link), o For aircraft having CPDLC capability, the flight crew shall insert

COM/CPDLC. • Pre-flight checks

Prior to departing for a FANS flight, the crew will check that the required equipment is operative. The following items are recommended to be included in those checks :

- GPS availability - UTC time settings

- RNP capability - Data link communications availability

- The initialization of data link systems : o The Aircraft Registration Number on the MCDU>ATSU

MENU>COMM MENU>COMM CONFIG page, o The flight number on the MCDU>ATSU MENU>ATC

MENU>NOTIFICATION page. - Airlines’ priority list of contracted DSP for FANS operations with this

aircraft

Notification procedures • The aim of the notification is to :


- Give the flight identification and the aircraft registration number. • When no other CPDLC connection has been established with a previous ATC

centre, the DLIC notification must be exercised (e.g. prior to departure, prior to entering a data link airspace).

• The DLIC notification can be initiated: - Manually by the pilot, or - Automatically by the ATSU using the Contact function.

The DLIC notification must be successfully completed 15 to 45 minutes prior to entering the airspace and prior to any connection is being established.

- B 18 -


B5.4. CPDLC PROCEDURES The CPDLC application provides direct communications between the air traffic controller and the flight crew. Based on this application, three services are available :

• The ATC Communication Management (ACM) service to handle CPDLC establishment and termination,

• The ATC Clearance (ACL) service for the exchange of clearances and requests,

• The ATC Microphone Check (AMC) service to check if one aircraft is not blocking a voice channel.

The time at which the ATC centre will attempt a CPDLC connexion varies according to the ATC centres. For Maastricht, the CPDLC start request is sent approximately 10 minutes before entering the airspace.

B5.4.1. INITIAL CPDLC CONNECTION Once the ATC centre is indicated as notified in the MCDU NOTIFICATION page, a CPDLC connection is expected from this ATC centre. The flight crew shall only initiate CPDLC messages when the ATC centre has enabled CPDLC. The flight crew shall not send CPDLC messages before CPDLC is enabled. Any attempt to send CPDLC messages before CPDLC is enabled results in uplink error message TRANSFER NOT COMPLETED – REPEAT REQUEST1 displayed on DCDU. The flight crew knows that the ATC centre has enabled CPDLC when :

• The flight crew have made an initial voice contact, • A uplink message indicating the name of the ATC centre is displayed on the

DCDU. For Maastricht, the message is EDYY, MAASTRICHT, CENTER. Checks are automatically done by the ATSU to validate or reject the connection :

• Connection is accepted if no previous connection already exists, • Connection is accepted if it is relative to the next data link ATC to control

the aircraft, • Connection is rejected in all other cases.

Hereinafter a comprehensive description of the initial CPDLC connection is provided. Since CPDLC is to be used for non-time critical en-route communications, the scenario described below relates either a transfer from a departure control to an en-route control, or a transfer from an ATC centre not using CPDLC to an ATC centre using CPDLC. Refer to Figure 5-2.

1 This is a standardised message. This message will be uplinked even if the early CPDLC attempt precedes an initial CPDLC connection.

- B 19 -


Bold font is used to identify human interactions.

1. The flight crew sends a logon request to the Receiving ATC (R-ATC) as already described in B5.3.1.1 – Manual notification with logon function.

2. As a response, the R-ATC sends a logon response to the aircraft.

3. On one hand, the Transmitting ATC (T-ATC) instructs via voice the flight crew to contact or to monitor the R-ATC on a given frequency.

4. The flight crew copies the T-ATC instruction via voice while tuning the instructed frequency on the RMP.

5. On the other hand, the R-ATC initiates the CPDLC connection through a CPDLC start request.

6. The airborne system confirms the receipt of the CPDLC start request. The name of the active ATC is displayed in green on DCDU (e.g. ACTIVE ATC : EDYY CTR).

7. The flight crew contacts by voice (or monitor as appropriate) the R-ATC, whereas the airborne system notifies the R-ATC that it becomes the CDA. The technical connection is established. However, the operation connection is not yet completed. Refer to the following step.

8. The R-ATC sends a uplink message identifying the R-ATC to the flight crew (e.g. “EDYY, MAASTRICHT, CENTER”). This message confirms that CPDLC is well established from an operational point of view. The ATC assumes the aircraft.

The flight crew should not send any downlink message to the R-ATC until the R-ATC has identified himself by sending its designation (e.g. EDYY, MAASTRICHT, CENTER). Early sending of downlink messages may results in rejection of these messages by the ground. The ground will send to the airborne system an error message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST displayed on DCDU.

- B 20 -


MCDU

Figure 5-2 Initial CPDLC connection

When the CPDLC connection has been established, the active ATC is indicated on both DCDU and MCDU.

EDYY

- - - -

ACTIVE ATC : EDYY CTR

1

4

Logon response

CDA

Contact by voice

T-ATC R-ATC

ATC unit name

3

Logon request

Contact / Monitor by voice

F R O M / T E F H F / L F P

EDYY NOTIFIED 1233Z

2

WILCO by voice

CPDLC start request

CPDLC start response 6

5

7

8 CURRENT ATC UNIT EDYY, MAASTRICHT, CTR

1559Z FROM EDYY

DCDU

ACTIVE ATC : EDYY CTR

- B 21 -


B5.4.2. CPDLC CONNECTION TRANSFER The following paragraphs describe a thorough explanation of the retained mechanisation.

• The ATC unit that initiates the transfer is called the Transferring ATC (T-ATC),

• The ATC unit that receives the aircraft is called the Receiving ATC (R-ATC),

• The ATC unit that uses data link and is currently responsible of the aircraft is usually called the Current Data Authority (CDA).

• The ATC unit that uses data link and is designated by the CDA for an onward transfer is usually called the Next Data Authority (NDA).

B5.4.2.1. TRANSFER BETWEEN ATC CENTRES

Since CPDLC is restricted to non-time critical en-route communications, three kinds of scenarios may occur :

• The T-ATC does not use data link whereas R-ATC uses data link (e.g. transfer from departure control to en-route control),

• Both T-ATC and R-ATC use data link, • The T-ATC uses data link whereas R-ATC does not use data link (e.g.

transfer from en-route control to approach control) Voice and data link communications relative to these scenarios are detailed in the following section. B5.4.2.1.1. Transfer from T-ATC not using CPDLC to R-ATC using CPDLC For this scenario, two cases may occur :

• A transfer from the departure control to an en-route control, or • A transfer between two en-route ATC centres, the first one does not use

data link. In both cases, an initial CPDLC connection has to be performed. Refer to B5.4.1 – Initial CPDLC connection for more details. B5.4.2.1.2. Transfer from T-ATC to R-ATC, both using CPDLC

• Transfer between sectors – No change of CPDLC connection In case of inter-sector transfers, the CPDLC connection is maintained. The procedure describes hereinafter is also valid for a frequency change within a sector. Refer to Figure 5-3.

- B 22 -



1. The T-ATC sends a data link Voice Contact Instruction (VCI) to the flight crew to be transferred (e.g. CONTACT EDYY 127.13).

2. The flight crew answers WILCO on the DCDU. At this stage, no CPDLC messages can be sent to the T-ATC anymore. The transfer of data link is fully managed by the ground and is transparent to the flight crew.

3. While sending the WILCO response, the flight crew tunes the assigned frequency on the RMP and contacts the R-ATC.

4. The R-ATC sends a data link message containing its name (e.g. EDYY, MAASTRICHT, CENTER) and becomes the Current Data Authority.

2

1

3

Contact

WILCO Contact by voice

T-ATC R-ATC

CONTACT EDYY 127.13

1556Z FROM EDYY WILCO

DCDU

ATC Unit name

4

DCDU

CURRENT ATC UNIT EDYY, MAASTRICHT, CTR

1559Z FROM EDYY

Figure 5-3 Transfer between ATC sectors – No change of CPDLC connection

- B 23 -


• Transfer between centres – Use of DLIC Contact function For transferring an aircraft from one centre to another, a CPDLC disconnection occurs. There are two methods to transfer the CPDLC connection :

- The ground-ground logon forwarding process, and - The transfer using the DLIC Contact function.

The ground-ground logon forwarding process should be the normal procedure. The DLIC Contact function is to be used when the ground-ground logon forwarding process failed or is not available. For the Pioneer phase (and likely Incentive phase) of the Link 2000+ programme, the ground-ground logon forwarding process is not implemented. Consequently, transfers will be performed while using the DLIC Contact function. Both methods are transparent to the flight crew. Hereinafter is described the transfer process based on DLIC Contact function. Refer to Figure 5-4.


1. The T-ATC sends a Contact request to the airborne system and subsequently notifies the NDA to the airborne system. A message indicating the name of the R-ATC is displayed on DCDU.

2. While receiving the Contact request from the T-ATC, the airborne system sends a Logon request to the R-ATC.

3. The R-ATC replies the airborne system with a Logon response.

4. This Logon response allows the airborne system to send a Contact response to the T-ATC.

5. On one hand, after sending the logon response to the airborne system, the R-ATC initiates the CPDLC connection by sending a CPDLC start request.

6. The airborne system confirms the reception of the CPDLC start request. The name of the R-ATC is displayed in white on DCDU (e;g. NEXT ATC : LFFF CTR) underneath the ACTIVE ATC indication, and in green in the MCDU CONNECTION STATUS page.

7. On the other hand, the T-ATC sends a Voice Contact Instruction (VCI) coupled with an instruction to end the CPDLC connection.

When the flight crew replies WILCO to the VCI, a CPDLC end confirmation is appended to this response. At that stage, the CPDLC connection with the T-ATC is ended.

8. The flight crew contacts by voice the R-ATC, whereas the airborne system notifies the R-ATC that it becomes the CDA.

9. The R-ATC sends a uplink message identifying the R-ATC to the flight crew (e.g. EDYY, MAASTRICHT, CENTER). This message confirms that CPDLC is well established from an operational point of view. The ATC assumes the aircraft.

- B 24 -


ACTIVE ATC : LFFF CTR NEXT ATC : LFFF CTR

1

8

Contact request

CPDLC end confirmation

WILCO

T-ATC R-ATC

CPDLC end request 7

Contact

Contact / Monitorby voice

VCI

CPDLC start response

CPDLC start request

6

5

7

4

LFFF, PARIS, CENTER

1559Z FROM LFFF CTL

DCDU

2 Logon request

Logon response 3

NDA

CDA

ATC unit name 9

DCDU

DCDU

CONTACT LFFF 128.275

1556Z FROM EDYY CTL WILC

ACTIVE ATC : LFFF CTL

EDYY

LFFF

MCDU



CURRENT ATC UNIT LFFF, PARIS, CTR

1559Z FROM LFFF

ACTIVE ATC : LFFF CTR

NEXT DATA AUTHORITY LFFF

1540Z FROM EDYY

DCDU

Figure 5-4 Transfer between ATC centres – Use of DLIC Contact function

- B 25 -


The flight crew should not send any downlink message to the R-ATC until the R-ATC has identified himself by sending its designation (e.g. EDYY, MAASTRICHT, CENTER). Early sending of downlink messages may results in rejection of these messages by the ground. The ground will send to the airborne system an error message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST displayed on DCDU.

B5.4.2.1.3. Transfer from T-ATC using CPDLC to R-ATC not using CPDLC For this scenario, two cases may occur :

• A transfer from the en-route control to an approach control, or • A transfer between two en-route ATC centres, the second one does not use

data link. In both cases, a CPDLC termination has to be performed. Refer to B5.4.3 – CPDLC termination for more details.

B5.4.2.2. ABNORMAL CASES AT THE TIME OF THE TRANSFER OF CONNECTION

Unable to contact R-ATC by voice When the flight crew is unable to contact the R-ATC on the frequency instructed in the VCI, the flight crew shall contact the T-ATC by voice for further instructions.

B5.4.3. CPDLC TERMINATION A CPDLC connection is terminated in two cases :

• During a transfer from one ATC centre to another, both ATC centres using CPDLC, or

• During a transfer from one ATC centre to another, the second ATC centre does not use CPDLC.

B5.4.3.1. DURING A TRANSFER FROM ONE ATC CENTRE TO ANOTHER, BOTH USING CPDLC

Please refer to B5.4.2.1.2 – Transfer from T-ATC to R-ATC, both using CPDLC for details on the procedure.

B5.4.3.2. DURING A TRANSFER FROM ONE ATC CENTRE USING CPDLC TO ANOTHER USING CPDLC

Such a transfer occurs when the aircraft is transferred : • Either between two en-route ATC centres, the R-ATC does not use CPDLC, • Or between an en-route control and an approach control, since CPDLC is

intended for non-time critical communications. This type of transfer is detailed hereinafter. Refer to Figure 5-5.

- B 26 -



1. The T-ATC sends a Voice Contact Instruction (VCI) coupled with an instruction to end the CPDLC connection.

2. When the flight crew replies WILCO to the VCI, a CPDLC end confirmation is appended to this response. At that stage, the CPDLC connection with the T-ATC is ended.

3. The flight crew contacts by voice the R-ATC.

Contact by voice

T-ATC R-ATC

WILCO

1

VCI

CPDLC end request

CPDLC end confirmation 2

3

DCDU



Figure 5-5 CPDLC termination

- B 27 -


B5.4.3.3. OPEN DIALOGUE DURING CPDLC TERMINATION

If some dialogues remain open (initiated either by the ATC controller or the flight crew) at the time when a CPDLC end request is received on board :

• The dialogues are maintained open if the flight crew replies UNABLE or STAND BY to the VCI,

• The dialogues are cancelled if the flight crew replies WILCO to the VCI. If the ATC controller decides to transfer the aircraft without waiting for the responses to any open dialogues, before initiating the transfer, the ATC controller should revert to voice in order to avoid any ambiguity implied by the open dialogues.

B5.4.4. INHIBITION OF CPDLC APPLICATION On board, the system inhibits the CPDLC application upon the following events :

• On system power on (after power cuts or software resets), • On flight number change (from the FMS INIT page), • On manual disconnection of CPDLC by the flight crew (via the CONNECTION

STATUS page), • At the end of flight (last engine shutdown).

The system resumes the CPDLC application when the flight crew initiates a manual notification (whatever the result of the notification). When the CPDLC application is inhibited, any valid CPDLC connection request is rejected by the system (transparent for the flight crew). The system justifies the connection rejection with an error downlink message followed by a free text AIRCREW HAS INHIBITED CPDLC.

B5.4.5. 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, voice will be used to inform the other part of the failure and to co-ordinate further actions. The flight crew or the ATC controller should preface the information with the phrase CPDLC FAILURE. At that time, pending CPDLC messages should be considered as not delivered and the entire dialogue related to these messages should be restarted on voice.

B5.4.6. INTENTIONAL CPDLC SHUTDOWN If a CPDLC shutdown is planned, a NOTAM is published to inform of the shutdown period and the voice frequencies to be used. Aircraft currently connected to affected ATCs are informed either by CPDLC or by voice of the CPDLC shutdown.

- B 28 -


B5.4.7. LOSS OF COMMUNICATION MEANS If the aircraft flies an area not covered by VDL 2 antennas, a temporary loss of communication means occurs. This temporary loss is notified to the flight crew as follows. If a loss of communication lasts less than 6 minutes, the flight crew is notified by the message “ATC DATALINK COM NOT AVAILABLE”.

If no message is open when the communication means is lost, the indication “NO ATC DLK” is added to the default page.

For any messages remained open, the SEND key is not available. The indication “NO ATC DLK” is displayed.

If the communication means loss lasts more than 6 minutes, all active CPDLC connections are definitively disconnected.

B5.4.8. USE OF CPDLC IN THE EVENT OF VOICE RADIO COMMUNICATION FAILURE The voice communication remains the primary means of communication in ATN environment. Consequently, even if a CPDLC connection exists, the flight crew shall apply all the procedures provisioned in the event of radio communication loss.

- B 29 -


B5.4.9. RECOMMENDATIONS FOR EXCHANGE OF CPDLC MESSAGES This chapter depicts the various operational points for a proper understanding and use of the CPDLC system. Lists of all the up and down link messages supported by the CPDLC system are given in Appendix A.

B5.4.9.1. TO BE KNOWN

B5.4.9.1.1. Technical acknowledgement Thanks to the ATN protocol, either the flight crew or the ATC controller gets the assurance that the sent message is displayed on the recipient’s HMI. This is valid only in areas where the LACK is used. When a downlink message is sent, the indication RECEIVD2 BY ATC is displayed in the information zone of the DCDU, at the reception of the corresponding LACK. However, there is an exception when the aircraft is transferred to another ATC. When the flight crew sends WILCO as a response to the Voice Contact Instruction (e.g. CONTACT EDYY 127.13), the ground system will not return any LACK. Therefore, the indication SENT will be directly displayed on the DCDU, instead of RECEIVD BY ATC. Indeed, when the WILCO response is sent, the ATSU appends a disconnection request to this response. Then the T-ATC is no more connected to the aircraft. B5.4.9.1.2. Technical acknowledgement not received on due time When an uplink LACK (related to a downlink message) is received after the expiration of the technical response timer, an amber SEND FAILED indication and an amber OPEN status are displayed on DCDU. The flight crew shall revert to voice.

B5.4.9.1.3. Message not received on due time For uplink messages, if the receipt time of a message reveals a difference with its timestamp greater than the message latency timer, the message is rejected and not displayed on DCDU. An error message UPLINK DELAYED IN NETWORK AND REJECTED. RESEND OR CONTACT BY VOICE is then automatically downlinked to the ATC controller. 2 One ‘E’ is omitted due to space restrictions imposed by the interface.

- B 30 -


For downlink messages, the same principle may apply according to the local implementation of the ATC ground systems. If the ground systems discard delayed downlink messages, the ATC controller will not see the downlink message and the flight crew will receive the error message DOWNLINK DELAYED – USE VOICE. The flight crew shall revert to voice. B5.4.9.1.4. Uplink error messages The flight crew may receive some error messages from the ground system. These messages are triggered for various reasons (e.g. message not supported, multi-element messages not allowed, transfer not completed, etc). The flight crew should provide the appropriate response by applying the right procedure. All these messages are listed in Appendix B with the appropriate procedure.

B5.4.9.2. EXPECTED DELAYS IN RESPONDING TO CPDLC MESSAGES

Delays depend upon numerous varying factors. Thanks to the availability, integrity and accuracy of the ATN, flight tests showed that messages are sent within an average delay of 3 seconds. However, the network was not overloaded by trials. Anyway, the performance requirements are the following :

• An end-to-end transit time of 16 seconds or less for 95% of delivered messages. Transit being measured as the sum of the downlink transit time and the uplink transit time.

B5.4.9.3. RESPONDING TO CPDLC MESSAGES

B5.4.9.3.1. Media to be used When the air traffic controller or the flight crew communicates via CPDLC, the response should be via CPDLC. When the air traffic controller or the flight crew communicates via voice, the response should be via voice. B5.4.9.3.2. Voice read-back

In the framework of FANS B system, a voice read-back is required for any messages related to any changes of the aircraft trajectory.

These messages are listed in Appendix A. B5.4.9.3.3. Recommended answers When responding to a CPDLC message, the responses proposed by the DCDU shall be used.

- B 31 -


B5.4.9.4. MULTI-ELEMENTS MESSAGES

• It is highly recommended to avoid potential ambiguity, that the crews do not send multiple clearance requests in a single message.

• Pilots should send one message per clearance element. Answering multi-elements messages is prone to misunderstanding since it is done for the whole message itself and cannot apply to each element individually.

B5.4.9.5. DOWNLINK FREE TEXT

The first FANS B package designed to the Pioneer phase of Link 2000+ programme does not allow sending downlink free text.

B5.4.9.6. CPDLC DIALOGUE CLOSURE

Among the basic assumptions and rules which have presided to the design of the CPDLC system, the closure of a message is one of the most important to be known by the crews. Open messages are prone to potential ambiguity and system issues. They should be avoided as far as possible.

Pilots should answer any received messages within 100 seconds (refer to the description of operational timers in Part I).

They should be aware of the following definitions, which apply:

• A message is open as long as an associated response is not received or until the operational timer – Responder expires (refer to the description of operational timers in Part I),

• A message which needs not an answer is closed once received, • A message is closed when its associated response, other than STANDBY or

REQUEST DEFERRED, is received or when the operational timer – Responder expires (refer to the description of operational timers in Part I).

Free text message received on board will be closed once ROGER has been answered. ROGER is the sole response to any up linked free text.

B5.4.9.7. DCDU MANAGEMENT

From the experience gained from FANS A operations and from the outcomes of the Human Factors process, it has been noticed that when several messages are stacked in DCDUs, some pilots mix messages up when treating them. Consequently, it is strongly recommended to clear DCDUs once messages are treated.

When a message is received by the ATC ground system (i.e. RECEIVD BY

- B 32 -


ATC indication displayed on DCDU), always close the message via the CLOSE soft key to clear DCDUs. Once closed, the message can be recalled via the RECALL soft key.

B5.4.9.8. REVERTING FROM CDPLC TO VOICE

The air traffic control or the flight crew shall revert from CPDLC to voice in the following cases :

• Whenever a CPDLC message is ambiguous. • Whenever an operational timer related to a CPDLC message times out. • Whenever an error is replied to a CPDLC message. • Whenever a timely execution of clearances or instructions transmitted by

CPDLC is required. Clearances or instructions whose execution is expected to be within 2 or 3 minutes should be transmitted via CPDLC. If execution is expected in a shorter period, voice shall be used.

• To correct any sent CPDLC messages including incorrect parameters. Once a message has been sent, there is no means to cancel it. In order to avoid duplicate messages that would lead to ambiguous situations, no new CPDLC messages shall be sent to correct a previous CPDLC message.

In those cases, the air traffic control or the flight crew shall preface their transmission with the following sentence DISREGARD CPDLC (message content or type) MESSAGE, BREAK followed by the correction. If a CPDLC message requiring an operational response is negotiated via voice, an appropriate CPDLC closure response shall be sent. This ensures the proper closure of the CPDLC dialogue in accordance with the negotiation made by voice. To do so, the flight crew may be explicitly instructed to select the appropriate response, or the flight crew may wait for the operational timer to time out.

- B 33 -



CPDLC Connection • Once the DLIC notification has been successfully done, the ATC centre

can initiate a CPDLC connection (no action required from the flight crew). CPDLC messages shall only be sent when the aircraft is assumed by the ATC (i.e. reception of the uplink message indicating the name of the ATC).

• Checks are automatically done by the ATSU to validate or reject the connection :

- Connection is accepted if no previous connection already exists or, it is relative to the next data link ATC to control the aircraft,

- Connection is rejected in all other cases. • Once connection is established :

- For the technical connection, the active connected ATC centre is then displayed on the DCDU, and on the CONNECTION STATUS page of the MCDU.

- For the operational connection, a uplink message indicating the name of the current ATC (e.g. EDYY, MAASTRICHT, CENTER) is received.

• Pilots should answer any received messages within 100 seconds. • It is strongly recommended to close with the CLOSE soft key any

messages on DCDUs once they are sent. • A Voice read-back is required for any messages related to any changes of

the aircraft trajectory in the framework of FANS B system.

Failures of the CPDLC connection • As soon as a failure of the CPDLC connection is noticed by either the crew

or the ground controller, voice will be used to inform the other part of the failure and to co-ordinate further actions.

• At that time, pending CPDLC messages should be considered as not delivered and the entire dialogue related to these messages should be restarted on voice.

• Once a connection has been lost, a complete re-connection procedure (DLIC notification + connection) should be done.


• To inform the aircraft avionics (i.e. ATSU) that a transfer of control will occur, the current active ATC sends a so-called NDA message (Next Data Authority) to the aircraft. This is the only way for the ATSU to be aware of and to accept the connection with the next ATC centre.

• Once a NDA message has been received, the aircraft is waiting for the connection with the next ATC centre.

- B 34 -


Please, bear in mind… (continued) 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.

DCDU management When a message is received by the ATC ground system (i.e. RECEIVD BY ATC indication is displayed on DCDU), always close the message via the CLOSE soft key to clear DCDUs. Once closed, the message can be recalled via the RECALL soft key.

Reverting from CPDLC to Voice • Whenever a CPDLC message is ambiguous. • Whenever an operational timer related to a CPDLC message times out. • Whenever an error is replied to a CPDLC message.- Whenever a timely

execution of clearances or instructions transmitted by CPDLC is required. To correct any sent CPDLC messages including incorrect parameters.

- B 35 -

Getting to grips with FANS – Part III – Issue III


- B 36 -

Getting to grips with FANS – Part III – Issue III B6 – FANS B integration

B6. FANS B INTEGRATION

B6.1 FANS B retrofit 38

B6.1.1 Air Traffic Service Unit (ATSU) 38

B6.1.1.1 Router function 39

B6.1.2 Data link Control and Display Unit (DCDU) 40

B6.1.3 ATC message push-button 40

- B 37 -

B6 – FANS B integration Getting to grips with FANS – Part III – Issue III

B6.1. FANS B RETROFIT To install the FANS B package on a A320 aircraft, the following equipment is required :

• 1 ATSU CSB5, • 2 DCDUs; • 2 ATC message push-buttons, • 1 VHF Data Radio (VDR) for data and voice communications capable of VDL

mode 2. For aircraft not equipped of MMR (if the CLOCK is not synchronised with GPS), a direct link has to be installed between GPS and ATSU.

B6.1.1. AIR TRAFFIC SERVICE UNIT (ATSU) The ATSU is the main system of FANS B avionics. The general functions of the ATSU are :

• Hosting the CM and CPDLC applications, • Managing the DLIC, ACM, ACL, AMC services, • Providing ATN capacity over VDL mode 2, • Routing (Router function) messages between communications means and

the ATC data link applications, • Hosting AOC functions without interfering with ATC functions (AOC is out of

scope of FANS B perimeter). For FANS B, the ATSU CSB 5 has been developed. The following configurations are inherited from the ATSU CSB 4 (ATSU CSB 4 has been certified for FANS A+ function on Single Aisle) :

• Host platform, • Hardware inherited of HW70 (with Ethernet capability), • ACARS router (with VDL mode 2 function), • Capability to host AOC applications (either AOC customized by the airlines

or standard AOC provided by AIRBUS), • Capability to customize the router, with customization in 2 steps :

- Customization step 1 allows the ATSU supplier to modify the AIRLINE ID and the SCAN MASK parameters upon customer request.

- Customization step 2 allows ATSU supplier to modify a defined set of parameters contained in the DSP World map file.

Note : These two customization services are identical to CSB 4 customization services.

- B 38 -


Nevertheless the ATSU CSB 5 integrates new functions: • An update of computer card to upgrade microprocessor and memory

capacity, • A new ATN router, • An update of the router function to drive simultaneously ACARS and ATN

router, • New ATC FANS B applications (CMA and CPDLC applications), • A configuration file, which contains the CMA ATN, ground addresses that

will be preloaded in the on-board ATN Router to allow the pilot to initiate a manual notification procedure. Currently the configuration file doesn't gather all ATC ground system addresses (addresses not defined at this time). A CMA customization service is available to add new ATN CMA addresses.

• A new AOC application called ISM (In Service Monitoring), which collects traces and observation points of ATSU components. These recorded data could be downloaded via a PDL link.

B6.1.1.1. ROUTER FUNCTION

On FANS B, the router is integrated to the ATSU. The on-board ARF (ATSU Router Function) consists of 2 main functions :

• The ARF Router which consists in : - An ATN router routing uplink and downlink ATC Data link messages

between the ATC data link application system (ATN applications) and the communication means (it is in charge of routing messages via the VDL mode 2 sub-network),

- The VDL Mode 2 module, - An ACARS router routing uplink and downlink AOC Data link messages

between the AOC data link application system (ACARS applications) and the communication means (it is in charge of routing messages via: VHF ACARS Mode A also called Plain Old ACARS (POA), VHF ACARS over AVLC (or AOA), HF(optional), SATCOM (optional)).

• The ARF_Manager (ARF_MGR) in charge of configuring the ARF router and of providing status, maintenance and debugging functions.

- B 39 -

B6 – FANS B integration Getting to grips with FANS – Part III – Issue III

B6.1.2. DATA LINK CONTROL AND DISPLAY UNIT (DCDU) The DCDU are dedicated to pilot/controller data link exchanges and allow the flight crew to :

• Read and answer to CPDLC messages received from the ground, • Display CPDLC messages before sending it to the ground.

B6.1.3. ATC MESSAGE PUSH-BUTTON The two ATC illuminated pushbutton are located on both sides of the FCU. When a data link message is received, the two ATC pushbutton switch on to warn the crew (visual alert) then an aural alert is periodically emitted. By pressing on one ATC push button the warning alerts (aural and visual) are cancelled. Each ATC message pushbutton is controlled by both FWC.

- B 40 -



FANS B options Wired high speed data loading capability (AEEC 615A) This feature reduces software data loading duration with a factor of 5 at a minimum and introduces also a full ATSU software configuration management (including the AOC) to ease maintenance operations. On board high speed dataloading requires installation of:

• A dedicated plug in the avionics bay • An hardware modification, which consists in integrating an Ethernet module

in the ATSU

FANS B retrofits To install the FANS B package on a A320 aircraft, the following equipment is required :

• 1 ATSU CSB5, • 2 DCDUs, • 2 ATC message push-buttons, • 1 VHF Data Radio (VDR) for data and voice communications capable of VDL

mode 2.

- B 41 -



- B 42 -

Getting to grips with FANS – Part III – Issue III B7 – FANS B world status

B7. FANS B WORLD STATUS

B7.1 LINK airspace 44

B7.1.1 Operational concept 44

B7.1.2 Area of application 44

B7.1.3 LINK 2000+ operational procedures 45

B7.1.4 Contacts 46

- B 43 -

A7 – FANS B world status Getting to grips with FANS – Part III – Issue III

B7.1. LINK AIRSPACE B7.1.1. OPERATIONAL CONCEPT The following principles apply for the use of data link in the areas quoted above :

• Voice and data link are used as communication means with ATC. However, CPDLC is to be considered as a supplementary means of communication to voice communications.

• CPDLC has to be used for non-time critical communications. The flight crew should take into account the traffic context, the end-to-end communication performance (human and system) and the recovery time for the determination of the time criticality.

• The use if either voice or data link is at the discretion of the flight crew and/or the ATC controller.

• At any time, the aircraft shall remain under the control of only one ATC centre as per ICAO Annex 11, Chapter 3, § 3.5.1.

In the framework of FANS B system, a voice read-back is required for any ATC instruction affecting the flight profile.

B7.1.2. AREA OF APPLICATION The use of CPDLC within SSR coverage is expected in the following airspaces with the corresponding timetable.

FIR/UIR Responsible ACC ICAO Facility Designator

Notes

Hannover UIR Maastricht UAC EDYY Operational April 2004

Amsterdam FIR Maastricht UAC EDYY Operational April 2004

Brussels UIR Maastricht UAC EDYY Operational April 2004

Wien FIR Wien ACC LOVV Operational TBD

France UIR Brest UAC LFRR Operational 2011

Reims UAC LFEE Operational 2009

Paris UAC LFFF Operational 2011

Marseille UAC LFMM Operational 2011

Bordeaux UAC LFBB Operational 2011

Rhein UIR Rhein UAC EDUU Operational 2008

Milano UIR Roma ACC LIRR Operational 2008

Brindisi UIR Brindisi ACC LIBB Operational 2008

Roma UIR Roma ACC LIRR Operational 2008

Canarias UIR Canary ACC GCCC Operational 2011

- B 44 -

Getting to grips with FANS – Part III – Issue III B7 – FANS B world status

FIR/UIR Responsible ACC ICAO Facility Designator

Notes

Barcelona UIR Barcelona ACC LECB Operational 2011

Palma ACC LECP Operational 2011

Madrid UIR Madrid ACC LECM Operational 2011

Sevilla ACC LECS Operational 2011

Swiss UIR Geneva ACC LSAG Operational 2008

Zurich ACC LSAZ Operational 2008

Lisboa UIR Lisboa ACC LPPC Operational 2011

Shannon UIR Shannon UAC EISN Operational TBD

Here below, are provided the ATN airspace deployment and the traffic growth forecast.

2005 2011

Figure 7-1 ATN airspaces (green) and traffic forecasts (red)

B7.1.3. LINK 2000+ OPERATIONAL PROCEDURES They are based on Flight Crew Data Link Guidance for LINK 2000+ Services, edition 3.0 (15 JAN 07). This document may be downloaded with the following address from the Eurocontrol website : http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html For deeper interest, an extract of The Netherlands’ AIP is provided in Appendix D.

- B 45 -


A7 – FANS B world status Getting to grips with FANS – Part III – Issue III

B7.1.4. CONTACTS For general information on Link 2000+ programme, please refer to : http://www.eurocontrol.int/link2000. For contacts refer to : http://www.eurocontrol.int/link2000/public/contact/contacts.html.


LINK 2000+ programme

Eurocontrol [email protected]

- B 46 -

http://www.eurocontrol.int/link2000

http://www.eurocontrol.int/link2000/public/contact/contacts.html


Getting to grips with FANS – Part III – Issue III B8 – Starting FANS B operations

B8. STARTING FANS B OPERATIONS

B8.1 General 48

B8.2 Data link : contracts and declarations 48

B8.2.1 Contracts with Data link Service Providers (DSP) 48

B8.2.2 Aircraft declaration to data link service providers and ATC centres

48

B8.2.3 Recommendations 49

B8.3 Impacts on aircraft configuration 49

B8.3.1 ATSU SCAN MASK 49

B8.3.2 CMA address database 49

B8.4 Get the operational approval 50

B8.4.1 General requirements 50

B8.4.2 Aircraft configuration 51

B8.4.3 Flight crew training/qualification 51

B8.4.3.1 General recommendations 51

B8.4.3.2 Proposed qualification means 52

B8.4.3.3 Academic training 52

B8.4.3.4 Operational training 54

B8.4.4 Maintenance personnel training 58

B8.4.5 Approved documentation 59

B8.4.5.1 FANS B Airworthiness Approval Summary 59

B8.4.5.2 Minimum Equipment List 59

B8.4.5.3 Aeroplane Flight Manual 60

- B 47 -

B8 – Starting FANS B operations Getting to grips with FANS – Part III – Issue III

B8.1. GENERAL This chapter aims at providing airlines with administrative and technical guidelines so as to ensure proper operations of FANS B aircraft in ATN-based FANS airspaces. To perform FANS operations, 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. For these reasons the operator needs to ensure the following before starting FANS Operations :

1. Sign contract(s) with Data link Service Provider(s) (DSP). 2. Declare aircraft to these Data link Services Providers. 3. Declare aircraft and its FANS capability to ATC centres of the operated routes. 4. Configure adequately the aircraft avionics. 5. Obtain the operational approval.

B8.2. DATA LINK : CONTRACTS AND DECLARATIONS The air/ground data communications can be made through the three following communication media : VHF, SATCOM, HF. ATSU is certified to sustain ATC data link communications via VHF in ATN environments, and certified for AOC communications via VHF, SATCOM and HFDL.

B8.2.1. CONTRACTS WITH DATA LINK SERVICE PROVIDERS (DSP) To operate in ATN environments, it is necessary to have a contract with at least one of the major service providers (ARINC or SITA) for VHF Data Link. If an airline wishes to use more than one service provider, then two solutions may be considered :

• Place contracts directly with each service provider, or • Place a contract with a unique service provider who will subcontract data

handling to other service providers.

B8.2.2. AIRCRAFT DECLARATION TO DATA LINK SERVICE PROVIDERS AND ATC CENTRES

For the establishment of the ATC data link, each individual aircraft must be declared and identified namely through its Aircraft Registration Number in Data link Service Provider (DSP) tables. This is an imperative

- B 48 -


condition to allow exchanges of ATC data link messages between an aircraft and the ATC centre. The airline should make sure that all service providers to be potentially contacted by a given aircraft have been advised of its FANS capability and identification. Each new FANS aircraft entry into service must be declared to the service providers selected by the airline and to the ATC centres the aircraft will communicate with.

B8.2.3. RECOMMENDATIONS

It is strongly recommended not to make spontaneous FANS testing with ATC centres when they have not been previously made aware of a given aircraft intention to operate in FANS mode. Such unscheduled testing are indeed inconvenient for ground ATC centres, and disturb them in their daily work.

B8.3. IMPACTS ON AIRCRAFT CONFIGURATION Once the airline has selected the DSPs, the aircraft configuration needs to be adapted accordingly. This can be achieved through the customisation of the ATSU scan mask for VHF Data Link.

B8.3.1. ATSU SCAN MASK The ATSU scan mask is a user modifiable list of VHF DSPs. The ATSU uses this list to establish the VHF data link. DSP(s) to which the aircraft registration number has been declared FANS capable, must be sorted by order of priority in the scan mask. Airlines must therefore set up a scan mask programming policy to be applied on each FANS aircraft. If the scan mask is not set properly, FANS operation will be impacted, and this may result in losses of ATC data link messages. The Initialisation procedure of the ATSU router (airline identification and scan mask) is provided through AMM 46-21-00-860-801.

B8.3.2. CMA ADDRESS DATABASE The ATSU is delivered with a pre-loaded database of Context Management Application (CMA) addresses. This addressing database is published by Eurocontrol and updated each time a new ATC centre is operable.

- B 49 -


If the flight crew notifies an ATC centre designated by a 4 or 8-letter code that is not in the addressing database, the notification fails and the message NOT IN DATABASE is displayed in the MCDU scratchpad. AIRBUS proposes a service to update this addressing database. The availability of an update is published via a Service Information Letter (SIL).

B8.4. GET THE OPERATIONAL APPROVAL B8.4.1. GENERAL REQUIREMENTS Based on the systems global description and operational points, as described in the previous parts, the aim of this chapter is to provide the operators with recommendations and guidance material, that will help them to put in place operational procedures, training programs, and maintenance needed to obtain the operational approval to use CPDLC. Operational approval rules are not yet fully available and individual operational authority may choose the "means of compliance" (such as ACJ-20X103 available at http://www.eurocontrol.int/link2000/public/standard_page/bsl_docs.html), stating what the applicant airline may have to demonstrate. It is however expected that the following items will have to be complied with, by the applicant airline :

• Aircraft configuration, • Flight crew training/qualification, • Maintenance training, • Approved operational documentation and procedures.

In complement to the FANS B certification system, the airworthiness authorities of the applicant airline may require additional demonstration activities for specific environment or operational conditions. To this end, the FANS B Airworthiness Approval Summary document has been written for certification and provided to both the airline and its authority (refer to Appendix F).

3 At the time of writing the document, ACJ-20X10 entitled “Advisory Material for the Approval of use of Initial Services for Air-Ground Data Link in Continental Airspace” was still a NPA referenced as NPA 20-11c.

- B 50 -

http://www.eurocontrol.int/link2000/public/standard_page/bsl_docs.html


Based on this document, which lists the assumptions on the ground environment and gives a synthesis of the tests carried out for certification, the scope of additional tests may be defined :

• Interoperability test scenarios, • Verification of the safety and performance criteria with regards to the

considered environment.

B8.4.2. AIRCRAFT CONFIGURATION The aircraft should be configured in accordance with the approved certification configuration for FANS B operations. In particular the following list of equipment shall be implemented:

• 1 ATSU, • 2 DCDU, • 2 “Attention getter” pushbuttons on the glare shield, • 1 VDR capable of VDL mode 2, • FWC at appropriate standard, • UTC Time Clock synchronised with GPS (if not, ATSU-GPS link is required), • MDDU at appropriate standard.

The list of the approved FANS aircraft configuration will be kept updated by AIRBUS. Compliance to this list will have to be ensured.

B8.4.3. FLIGHT CREW TRAINING/QUALIFICATION The following sections are derived from FANS A experience.

B8.4.3.1. GENERAL RECOMMENDATIONS

Operating an aircraft in a FANS type environment requires from the crew understanding, knowledge and operational use of the three C, N and S dimensions of the CNS/ATM concept. The Navigation aspects are addressed in the “Getting to grips with modern navigation” brochure. The following develops recommendations to assure flight crew qualification for a safe and efficient use of data link communications and surveillance systems. They should be part of the programmes to be presented to the airworthiness authorities. To this end, the following points will be emphasised in preparing the flight crew training programmes :

• Basic knowledge of the overall CNS/ATM environment for which, the various concepts and interacting elements, the involved aircraft systems and relevant operating procedures to be applied should be covered in a dedicated academic training.

- B 51 -


• Operational use of data link communications (e.g. handling of up and down link ATC messages or ATC operating procedures) should be taught so as to develop skills and practices for the considered FANS environment.

• Initial evaluation and recurrent training have to be part of the approved syllabi.

• Specific Human Factors points pertaining to the data link communications should be carefully addressed (refer to B8.4.3.3 – Academic training).

B8.4.3.2. PROPOSED QUALIFICATION MEANS

A training program has been discussed with the main airworthiness authorities FAA/JAA. The individual airline should submit its own training program to its relevant authority to get the operational approval. It is AIRBUS opinion that the initial qualification should be made of the following components :

• Half-a-day familiarisation course to address the academic training and to emphasise the main operational critical points,

• Home work training for each pilot through the interactive Computerized Based Training (CBT) developed by AIRBUS,

• One operational flight conducted with an airline check pilot.

B8.4.3.3. ACADEMIC TRAINING

The aim of the academic training is to familiarise the flight crew with the main characteristics of the digital communications, as used in a CNS/ATM context. In a first step prior to FANS operations, pilots will be introduced to the basic principles of CNS/ATM concept. Such an initial training may be based on the AIRBUS CBT. Note : To obtain a copy of the AIRBUS training course, a CBT license is needed. For further information, contact your AIRBUS Resident Customer Service Manager (RCSM) or Customer Service Director (CSD). B8.4.3.3.1. General presentation of the CNS/ATM concept C, N and S together with the current trends for ATM should be described. The general characteristics of the data link communications will be given and the chain links of the components that exist in between a pilot and a controller will be emphasised. Flight crews should be made aware of the nominal systems operations and performance parameters, normal and abnormal use together with the limitations of the systems.

- B 52 -


B8.4.3.3.2. Basic use of the AIRBUS FANS The crews should be taught on the normal handling of the data link. In particular, coping with the DCDU ATC messages reception and acknowledgement, acceptance or rejection should be addressed. At this stage, the crews will be made aware of the DCDU / MCDU relations for handling of Clearances and Requests. B8.4.3.3.3. Terminology and phraseology Use of CPDLC is based on an extensive set of formatted messages, agreed upon abbreviations, conventions and assumptions the main of which will have to be known. The crews will be made aware of and familiar with the existing terminology as used by the considered ATS, as displayed on relevant charts or manuals, or given by the various service providers (ATC and communications). B8.4.3.3.4. Awareness of the ATS communications, coordination and

credits for use of data link The ATC requirements in terms of F-PLN classification, separation criteria, operating procedures or MEL credits that are based on digital communications use should be known of the crews. A special emphasis on the voice/data link communications transition in both normal and abnormal configurations will be given. In particular, procedures to revert to voice will be covered. It has to be noticed that voice remains the primary means of communication in ATN environments. B8.4.3.3.5. Basic knowledge of the main AIRBUS FANS components,

equipment and controls in both nominal an abnormal operations The interaction of the various computers (e.g. ATSU, FMS, FWC) or the relations in between their interface (e.g. DCDU, MCDU, ECAM, printer, warning lights, etc) will have to be described here. Transmission times, failure annunciation, constraints and limitations of these components should be known of the crews for a safe and efficient operation. B8.4.3.3.6. Human Factors considerations 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, as entailed by the ATC data link messages, is fully shared by the other pilot. To this end, 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.

• 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.

• Emphasis will be done on the crew work sharing, so as to avoid simultaneous head down attention by both pilots, while handling of the messages is done.

- B 53 -


B8.4.3.4. OPERATIONAL TRAINING

In addition to the academic training, the airline will have to demonstrate to its authorities that an operational training is done to provide all the flight crewmembers with the adequate training to perform their duties in an operational FANS environment. B8.4.3.4.1. Operational items This paragraph addresses the practical application of the operational procedures described in B5 – FANS B OPERATIONAL PROCEDURES. The AIRBUS CBT training device, through its interactive operational scenarios, mostly covers this training syllabus. It may be presented by the airline to the airworthiness authorities as a stand-alone computer-based instruction. It covers the data link communications items of the global FANS, and comes in complement to the RNP/RVSM operational training (as described in the “Getting to grips with modern navigation” brochure). The following lists the items to be tackled in a training course. All but the "Special Recommendations" paragraph are addressed in the AIRBUS CBT :

• Message handling The pilots should be trained on how to receive and interpret ATC messages. Understanding the CPDLC phraseology is to be acquired. Appropriate use of the pre-formatted answers of the DCDU (e.g. WILCO, ROGER, UNABLE, CANCEL...) together with the knowledge for storing and retrieving messages from the ATC messages logbook will be addressed. Will also be practised the operations that require simultaneous work on both the DCDU and the MCDU. In particular, the preparation of requests and the edition of responses on the MCDU ATC pages should be covered.

• Managing the communications systems The global use of the communications systems, whether they are traditional voice or new data link communications will have to be acquired. Establishing and terminating CPDLC switching from traditional voice based to digital communications control and coping with failures of these systems should be practised. All the available controls and indicators of the AIRBUS FANS system should be known and used (e.g. the meaning of the various displays, advisories, available functions). Whenever a CPDLC failure occurs or whenever a doubt while using CPDLC raises, procedures to revert to voice have to be mastered.

- B 54 -


• ATS procedures and services

Knowledge of the ATS procedures for the considered FANS area (e.g. timely, relevant and appropriate responses to communication failures) is of prime importance. In addition, crews should be able to recognise "usual" failures and be fully aware of the tricks pertaining to the sensitivity of the end-to-end data link communications (Refer to the following recommendations).

• Special recommendations Derived from the lessons learned during FANS operations in FANS 1/A areas, the following list gives the main points to be underlined in the operational training:

- Flight identification The correlation of the flight identification, between that expected by an ATC ground system according to the filed F-PLN, and that of the coded message exercised during the initial notification attempt (CM – Logon function) is very prone to errors. Pilots should be fully aware that the flight identification of both the filed F-PLN and the one used for data link communications must be identical. It is the pilot's responsibility to ensure that correct flight identification and registration number are used. In particular, the operator ICAO 3-letter code is to be used (e.g. ICAO ATC filed F-PLN, FMS, data link). Attempting a connection with AI 123 identification for instance, whereas AIB123 has been filed, will cause the ground system to reject the connection. Space and leading zeros in these identifications have to be carefully handled.

- Establishment of data link Pilots shall be aware : o When the data link shall be established at the latest, o Of the consequences of an early attempt of sending a downlink CPDLC

message.

- Communication means When the dialogue is initiated via CPDLC, the response shall be via CPDLC. When the dialogue is initiated via voice, the response shall be via voice.

- B 55 -


When CPDLC fails and communications revert to voice, all outstanding CPDLC messages should be considered not delivered and the entire dialogue involving the outstanding messages should be recommenced by voice.

- Use standard English aeronautical terminology only. ROGER is the sole answer for an up linked free text message. Any other answer will keep the received message open.

- FIR transfer of control o Until the ground forwarding function in between subsequent ATC centres is

fully implemented, the transfer of control between two FIRs will have to be carefully monitored by the crew. The applicable procedures will have to be strictly followed.

Whenever an automatic transfer is done, it is recommended to monitor it through the display of the active ATC centre on the DCDU. In case a manual transfer is done, carefully apply the correct sequence of actions (as described in the "operational procedures" chapter or by the relevant ATC).

In particular, pilots should verify that the expected ICAO 4 letter code for the region is displayed on the DCDU. , Pilots should also verify that a uplink message indicating the name of the ATC centre is well received and should not send any message before this uplink message is received. Any downlink messages sent before the reception of this uplink message will be discarded by the ground.

o Disconnection may also occur during FIR transfers due to pending uplink

messages and this, although the recommended procedures specify that the "END SERVICE" message is not transmitted while there are open messages. Pilots should be aware of such occurrences.

- Open message

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, misunderstanding of replies, wrong correlation of up/down links or even disconnection (in the case of transfer of centre).

- Delays in responding

For ATC responses to downlink messages, the flight crew should expect an ATC response within 250 seconds. if a STANDBY response has been received from ATC, the flight crew should expect a further answer within further 250 seconds (Refer to the description of operational timers in Part I). At the timer expiration, a

- B 56 -


system message is sent to the aircraft and closes the dialogue. ATC TIME OUT – REPEAT REQUEST is displayed on DCDU. Reversion to voice is let at discretion of the flight crew. For flight crew responses to uplink messages, the flight crew should respond within 100 seconds after the message has been received (refer to the description of operational timer in Part I). If the flight crew answers STANDBY, the timer is reset. The flight crew should be aware that a 100-second period is all the more short because a voice read back has to be done for some messages. If a time-out occurs, communication should revert to voice.

- Multi-element messages Multi-elements messages (up/down links) should be avoided. Answering multi-elements messages is prone to misunderstanding since it is done for the whole message itself and cannot apply to each element individually.

- Abnormal configurations Pilots should be well aware of applicable procedures to revert to voice communications whenever a data link failure or misbehaviour is encountered. B8.4.3.4.2. Operational responsibilities

• Pilot responsibilities : During their operational training, flight crews should be taught of their responsibilities with regards to the use of digital communications. The following lists the expected pilot's behaviour for an efficient use of the data communications systems :

- Prompt and appropriate answer to up linked messages, - Appropriate emission of down linked messages, - Nominal crew work share for an efficient handling of the messages, - Compensation of system failures through prompt reversion to voice, - Compliance with the voice clearance whenever this contradicts the

data link one.

• Operator responsibilities : Operators have the following responsibilities regarding the use of digital communications:

- Signing contract with DSP and declaring aircraft to DSP and ATC centres of operated routes,

- B 57 -


- Configuring adequately the aircraft avionics, - Verifying digital communications functionality for each environment to

be used and when new or modified components or software are introduced,

- Assuring follow up and evaluation of exceptional data link events, - Periodically assessing digital communication training, checking and

maintenance programs to ensure their correctness, pertinence, timeless and effectiveness.

B8.4.3.4.3. Operational feedback Pilots should be encouraged to report on the overall performance of the FANS system. Specific data link events should be reported to the flight operations department or ATC whenever appropriate, and to AIRBUS :

• [email protected] for engineering issues, • [email protected] for operational issues.

Data link anomalies (failures, loss of messages, unanswered messages, very long response time, disconnection...), procedural difficulties, human factors issues should be reported through any appropriate devices according to the airline policies. Significant incidents associated with an ATC message transmitted by data link that affects or could affect the safe operation of the aircraft will need to be reported in accordance with JAR-OPS 1.420 (or national regulations, as applicable), and to the air traffic services provider and its responsible authority.

B8.4.4. MAINTENANCE PERSONNEL TRAINING To get its operational approval, the airline must demonstrate that an appropriate maintenance training program relative to the digital communications is given to its maintenance people. This is part of the ICAO Annex 6, paragraph 8.3. In this program, the procedures for digital communications maintenance will be consistent with that recommended in the relevant chapters of the aircraft maintenance manuals. The aim is to train the maintenance personnel to properly implement, maintain, or replace the AIRBUS FANS equipment (e.g. ATSU, DCDU, FMS, printer, VDR, etc). Installation, modification and use of testing tools are some of the points to be trained. The maintenance people should also be aware of the MEL items associated to the relief of FANS equipment. Adhering to configuration control lists that may be recommended in some FANS areas, so as to maintain recognised operating equipment and performance levels, might be part of the requirements. Data link service providers can provide the airline with information on poor performance by individual aircraft. It is also recommended that the airline provide AIRBUS with information on their current

- B 58 -




avionics configuration and operating performance so as to ensure a good feed back on the FANS systems and documentation update. Implementing the adequate Service Bulletins for approved configuration and ensuring software updates of the FANS systems are correctly incorporated should also be assured.

B8.4.5. APPROVED DOCUMENTATION The applicant airline should present to its relevant authority a set of documents to be approved. It is expected that the following documentation will be required FANS A Airworthiness Approval Summary, MEL, AFM.

B8.4.5.1. FANS B AIRWORTHINESS APPROVAL SUMMARY

This document (described in Appendix F) is part of the manufacturer airworthiness approval process. It can be made available to the national authority of the applicant airline. It contains the assumptions on the ground environment and a synthesis of the results of certification tests. Based on this document, the operational and technical context may be evaluated and additional demonstration activities be asked by the authority. To get a copy of the FANS B Airworthiness Approval Summary, contact the AIRBUS engineering support at [email protected].

B8.4.5.2. MINIMUM EQUIPMENT LIST

The airline should submit its intended MEL for operation of FANS routes to its airworthiness authority. In addition to the MEL provisions taken for the navigation equipment, in the frame of RNP/RVSM context (“Getting to grips with modern navigation” brochure), 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, continental, remote areas). The airline should thus take provisions for some specific operating systems at dispatch, and consider the consequences of their loss on the data link communications. For Master MEL (MMEL) considerations, the following pieces of equipment may be inoperative. The following list is provided for information only. Refer to the MMEL for the official dispatch conditions.

- B 59 -



B8.4.5.2.1. ATA 46-20 – Cockpit information system Without any restrictions :

• One DCDU, • One ATC message push-button.

Provided FANS B is not required for the intended flight :

• Both DCDU, • Both ATC message push-buttons, • ATSU with the ECAM warning DATALINK ATSU FAULT.

B8.4.5.2.2. ATA 23 – Communications Provided FANS B is not required for the intended flight :

• VDR3 with the ECAM caution COM VHF3 DATA FAULT. B8.4.5.2.3. ATA 22 – Auto flight

• FANS B FMS functions for one FMGEC. Provided FANS B is not required for the intended flight :

• FANS B FMS functions for both FMGECs. B8.4.5.2.4. ATA 31 – Clock and ATA 34 – Navigation GPS is needed for ensuring timestamp accuracy of +/- 1 second in UTC time. For aircraft equipped with GPS synchronised CLOCK (time is provided by CLOCK), provided FANS B is not required for the intended flight :

• GPS time when CLOCK UTC selector is on GPS, • CLOCK, • GPS1 with the ECAM caution NAV GPS1 FAULT.

For aircraft without GPS synchronised CLOCK (time is provided by GPSSU2), provided FANS B is not required for the intended flight :

• GPSSU2 with the ECAM caution NAV GPS2 FAULT.

B8.4.5.3. AEROPLANE FLIGHT MANUAL

The Airplane Flight Manual references the FANS B Airworthiness Approval Summary document.

- B 60 -



To ensure proper operations of FANS B aircraft in high density continental airspaces, the operator needs to ensure the following before starting operations :

1. Sign contract(s) with Data link Service Provider(s) (DSP). 2. Declare aircraft to these Data link Services Providers. 3. Declare aircraft and its FANS capability to ATC centres of the operated routes. 4. Configure adequately the aircraft avionics. 5. Obtain the operational approval.

Contracts with Data link Service Providers • To operate in ATN environments, it is necessary t have a contract with at

least one of the major service providers (ARINC or SITA) for VHF data link. • For the establishment of the ATC data link, each individual aircraft must be

declared and identified namely through its Aircraft Registration Number in DSP tables.

Impact on aircraft configuration • Once the airline has selected the data link service providers, the aircraft

configuration needs to be adapted accordingly. This can be achieved through customisation of the ATSU (Air Traffic Services Unit) scan mask for VHF Data Link

Operational approval Individual operational authority may choose the "means of compliance" stating what the applicant airline may have to demonstrate. However, the following items will have to be complied with:

• Aircraft configuration The aircraft should be configured in accordance with the approved certification configuration for FANS A operations.

• Flight crew training/qualification Operating an aircraft in a FANS type environment requires from the crew understanding, knowledge and operational use of the three C, N and S dimensions of the CNS/ATM concept.

• Maintenance training An appropriate maintenance training program relative to the digital communications, must be given to maintenance people

• Approved operational documentation The applicant airline should present to its relevant authority the FANS A Airworthiness Approval Summary, the MEL and the AFM to be approved. 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.

- B 61 -



- B 62 -

Getting to grips with FANS – Part II – Issue III APPENDICES

- B 63 -

APPENDICES

APPENDIX A – List of FANS B CPDLC messages with their meaning .............................................64

APPENDIX B – Uplink error messages ................................................................................................72

APPENDIX C – Data service providers.................................................................................................78

APPENDIX D – Extracts from The netherlands AIP ............................................................................80

APPENDIX E – FANS B operational scenarios....................................................................................85

APPENDIX F – FANS B Airworthiness Approval Summary ............................................................ 100

APPENDIX A Getting to grips with FANS – Part III – Issue III

APPENDIX A – LIST OF FANS B CPDLC MESSAGES WITH THEIR MEANING

Messages that are shaded require a voice read-back as per procedures.

UPLINK MESSAGES

FANS B CATEGORY

UM MESSAGES DESCRIPTION

UM133 REPORT PRESENT LEVEL

Instruction to report the present level.

UM135 CONFIRM ASSIGNED LEVEL

Instruction to confirm and acknowledge the currently assigned level.

UM231 STATE PREFERRED LEVEL

Instruction to indicate the pilot’s preferred level.

CONFIRM REQUEST

UM232 STATE TOP OF DESCENT

Instruction to indicate the pilot’s preferred time and/or position to commence descent to the aerodrome of intended arrival.

NEGOTIATION UM205 [free text]

OPEN NEGOTIATION

UM148 WHEN CAN YOU ACCEPT [level]

Request for the earliest time at which the specified level can be accepted

UM6 EXPECT [level] Notification that a level change instruction should be expected.

UM203 [free text]

UM213 [facility designation] ALTIMETER [altimeter]

ATS advisory that the specified altimeter setting relates to the specified facility

INFORMATION

UM222 NO SPEED RESTRICTION

Notification that the aircraft may keep its preferred speed without restriction.

STANDARD CLEARANCE

UM19 MAINTAIN [level] Instruction to maintain the specified level.

- B 64 -

Getting to grips with FANS – Part III – Issue III APPENDIX A

FANS B CATEGORY


UM20 CLIMB TO [level] Instruction that a climb to a specified level is to commence and once reached the specified level is to be maintained.

UM23 DESCEND TO [level] Instruction that a descent to a specified level is to commence and once reached the specified level is to be maintained.

UM26 CLIMB TO REACH [level] BY [time]

Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified time.

UM27 CLIMB TO REACH [level] BY [position]

Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified position.

UM28 DESCEND TO REACH [level] BY [time]

Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified time.

UM29 DESCEND TO REACH [level] BY [position]

Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified position.

UM46 CROSS [position] AT [level]

Instruction that the specified position is to be crossed at the specified level. This may require the aircraft to modify its climb or descent profile.

UM47 CROSS [position] AT OR ABOVE [level]

Instruction that the specified position is to be crossed at or above the specified level.

UM48 CROSS [position] AT OR BELOW [level]

Instruction that the specified position is to be crossed at or below the specified level.

- B 65 -


FANS B CATEGORY


UM51 CROSS [position] AT [time]

Instruction that the specified position is to be crossed at the specified time.

UM52 CROSS [position] AT OR BEFORE [time]

Instruction that the specified position is to be crossed at or before the specified time.

UM53 CROSS [position] AT OR AFTER [time]

Instruction that the specified position is to be crossed at or after the specified time.

UM54 CROSS [position] BETWEEN [time] AND [time]

Instruction that the specified position is to be crossed at a time between the specified times.

UM55 CROSS [position] AT [speed]

Instruction that the specified position is to be crossed at the specified speed and the specified speed is to be maintained until further advised.

UM61 CROSS [position] AT AND MAINTAIN [level] AT [speed]

Instruction that the specified position is to be crossed at the specified level and speed, and the level and speed are to be maintained.

UM64 OFFSET [specified distance] [direction] OF ROUTE

Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction.

UM72 RESUME OWN NAVIGATION

Instruction to resume own navigation following a period of tracking or heading clearances. May be used in conjunction with an instruction on how or where to rejoin the cleared route.

UM74 PROCEED DIRECT TO [position]

Instruction to proceed directly from its present position to the specified position.

UM75 WHEN ABLE PROCEED DIRECT TO [position]

Instruction to proceed, when able, directly to the specified position.

- B 66 -


FANS B CATEGORY


UM78 AT [level] PROCEED DIRECT TO [position]

Instruction to proceed, upon reaching the specified level, directly to the specified position.

UM79 CLEARED TO [position] VIA [route clearance]

Instruction to proceed to the specified position via the specified route.

UM80 CLEARED [route clearance]

Instruction to proceed via the specified route.

UM81 CLEARED [procedure name]

Instruction to proceed in accordance with the specified procedure.

UM82 CLEARED TO DEVIATE UP TO [specified distance] [direction] OF ROUTE

Approval to deviate up to the specified distance from the cleared route in the specified direction.

UM92 HOLD AT [position] AS PUBLISHED MAINTAIN [level]

Instruction to enter a holding pattern with the published characteristics at the specified position and level.

UM94 TURN [direction] HEADING [degrees]

Instruction to turn left or right as specified on to the specified heading.

UM96 CONTINUE PRESENT HEADING

Instruction to continue to fly on the current heading.

UM106 MAINTAIN [speed] Instruction that the specified speed is to be maintained.

UM107 MAINTAIN PRESENT SPEED

Instruction that the present speed is to be maintained.

UM108 MAINTAIN [speed] OR GREATER

Instruction that the specified speed or a greater speed is to be maintained.

UM109 MAINTAIN [speed] OR LESS

Instruction that the specified speed or a lesser speed is to be maintained.

UM111 INCREASE SPEED TO [speed]

The present speed is to be increased to the specified speed and maintained until further advised.

- B 67 -


FANS B CATEGORY


UM112 INCREASE SPEED TO [speed] OR GREATER

The present speed is to be increased to the specified speed or greater, and maintained at or above the specified speed until further advised.

UM113 REDUCE SPEED TO [speed]

The present speed is to be reduced to the specified speed and maintained until further advised.

UM114 REDUCE SPEED TO [speed] OR LESS

The present speed is to be reduced to the specified speed or less and maintained at or below the specified speed until further advised.

UM116 RESUME NORMAL SPEED

Notification that the aircraft need no longer comply with the previously issued speed restriction.

UM123 SQUAWK [code] Instruction that the specified code (SSR code) is to be selected.

UM171 CLIMB AT [vertical rate] MINIMUM

Instruction to climb at not less than the specified rate.

UM172 CLIMB AT [vertical rate] MAXIMUM

Instruction to climb at not above the specified rate.

UM173 DESCEND AT [vertical rate] MINIMUM

Instruction to descend at not less than the specified rate.

UM174 DESCEND AT [vertical rate] MAXIMUM

Instruction to descend at not above the specified rate.

UM179 SQUAWK IDENT Instruction that the ‘ident’ function on the SSR transponder is to be actuated.

UM190 FLY HEADING [degrees] Instruction to fly on the specified heading

UM196 [free text]

UM215 TURN [direction] [degrees]

Instruction to turn a specified number of degrees left or right.

- B 68 -


FANS B CATEGORY


UM117 CONTACT [unitname] [frequency]

Instruction that the ATS unit with the specified ATS unit name is to be contacted on the specified frequency.

VOICE CONTACT INSTRUCTION

UM120 MONITOR [unitname] [frequency]

Instruction that the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.

UM0 UNABLE Indicates that ATC cannot comply with the request.

UM1 STANDBY Indicates that ATC has received the message and will respond.

UM3 ROGER Indicates that ATC has received and understood the message.

UM4 AFFIRM Yes.

UM5 NEGATIVE No

UM157 CHECK STUCK MICROPHONE [frequency]

Instruction that a continuous transmission is detected on the specified frequency. Check the microphone button.

UM159 ERROR [error information]

A system generated message notifying that the ground system has detected an error.

UM160 NEXT DATA AUTHORITY [facility]

Notification to the avionics that the specified data authority is the NDA. If no data authority is specified, this indicates that any previously specified NDA is no longer valid.

UM162 SERVICE UNAVAILABLE Notification that the ground system does not support this message.

WITHOUT ANSWER

UM165 THEN Used to link two messages, indicating the proper order of execution of clearances/ instructions.

- B 69 -


FANS B CATEGORY


UM183 [free text]

UM211 REQUEST FORWARDED Indicates that the ATC has received the request and has passed it to the next control authority.

UM227 LOGICAL ACKNOWLEDGMENT

Confirmation to the aircraft system that the ground system has received the message to which the logical acknowledgment refers and found it acceptable for display to the responsible person.

UM233 USE OF LOGICAL ACKNOWLEDGMENT PROHIBITED

Notification to the pilot that messages sent requiring a logical acknowledgment will not be accepted by this ground system.

DOWNLINK MESSAGES

FANS B CATEGORY

DM MESSAGES DESCRIPTION

DM6 REQUEST [level] Request to fly at the specified level

DM18 REQUEST [speed] Request to fly at the specified speed.

REQUEST

DM22 REQUEST DIRECT TO [position]

Request to track from the present position direct to the specified position.

DM81 WE CAN ACCEPT [level] AT [time]

We can accept the specified level at the specified time.

OPEN NEGOTIATION

DM82 WE CANNOT ACCEPT [level]

We cannot accept the specified level.

DM32 PRESENT LEVEL [level] Notification of the present level. REPORT RESPONSE

DM38 ASSIGNED LEVEL [level]

Read-back of the assigned level.

- B 70 -


DM106 PREFERRED LEVEL [level]

Notification of the preferred level.

DM109 TOP OF DESCENT [time]

Notification of the preferred time to commence descent for approach.

DM0 WILCO The instruction is understood and will be complied with.

DM1 UNABLE The instruction cannot be complied with.

DM2 STANDBY Wait for a reply.

DM3 ROGER Message received and understood.

DM4 AFFIRM Yes.

RESPONSE MESSAGE

DM5 NEGATIVE No.

DM62 ERROR [error information]

A system-generated message that the avionics has detected an error.

DM63 NOT CURRENT DATA AUTHORITY

A system-generated denial to any CPDLC message sent from a ground facility that is not the CDA.

DM98 [free text]

DM99 CURRENT DATA AUTHORITY

A system-generated message to inform a ground facility that it is now the CDA

DM100 LOGICAL ACKNOWLEDGMENT

Confirmation to the ground system that the aircraft system has received the message to which the logical acknowledgment refers and found it acceptable for display to the responsible person.

SYSTEM MANAGEMENT MESSAGE

DM107 NOT AUTHORIZED NEXT DATA AUTHORITY

A system-generated message sent to a ground system that tries to connect to an aircraft when a CDA has not designated the ground system as the NDA.

- B 71 -

APPENDIX B Getting to grips with FANS – Part III – Issue III

APPENDIX B – UPLINK ERROR MESSAGES

Extracts from the Flight Crew Data Link Guidance for Link 2000+ Services v3.0 (as of 15 JAN 2007).

Available at : http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html

The following sections are copied from the above website with the courtesy of the EUROCONTROL Agency. They are reproduced for information only. It is a faithful copy as of 15 JAN 2007. It is strongly recommended to check the accuracy of these sections at the mentioned website address. Use of the below extracts from the Flight Crew Data Link Guidance for Link 2000+ Services as of 15 JAN 2007 and such as may be updated from time to tome by the EUROCONTROL Agency (called “the extracts”) is subject to the following conditions:

• The use of the extracts in this brochure is under the sole responsibility of the user of such material;

• AIRBUS SAS and the EUROCONTROL Agency shall not be liable for any direct, indirect, or consequential damages that results from the use or inability to use the extracts, in particular for, but not limited to, errors, or omissions in the contents of the http://www.eurocontrol.int website or the consequences of its use, nor for inaccurate transmission or misdirection, even if AIRBUS SAS and/or the EUROCONTROL Agency have been advised of the possibility of such damage. This limitation applies whether the alleged liability is based on contract, tort, or any other basis. It is the user responsibility to make sure that she or he is using the most up to date information available.

The messages below are standard messages that the flight crew may receive in case an error occurs. For each message, the appropriate procedure is provided.

1. CPDLC AIR-INITIATION NOT IMPLEMENTED – USE VOICE Description: The ground system rejects a CPDLC-start request from an aircraft and discards any CPDLC message in the request. Procedure: The flight crew should communicate with ATC via voice alone, until the CPDLC connection has been properly established.

- B 72 -


http://www.eurocontrol.int/

Getting to grips with FANS – Part III – Issue III APPENDIX B

2. DOWNLINK MESSAGE REQUEST REJECTED – SEND (NUMBER) ELEMENTS MAX

Description: The ground system receives a message that contains more message elements than it can support in a message. Ex: The flight crew sends a combined message (REQUEST level, REQUEST heading, DUE TO WEATHER) and the ground system accepts only a maximum of two message elements. Note: It is a local choice of the ground system to reject downlink messages containing more than 1, 2 or 3 message elements or to accept up to 5 message elements. Procedure: The flight crew may resend the request in the form of separate messages, or make the request/s by voice.

3. (DIALOGUE TYPE) NOT AVAILABLE AT THIS TIME – USE VOICE Description: The ground system receives a downlink message that is discarded because the associated dialogue type is disabled. Dialogue type is one of the following: LEVEL, HEADING, SPEED, ROUTE REQUEST, FREE TEXT, DOWNLINK MESSAGE. Procedure: The flight crew should make the request by voice.

4. ELEMENT COMBINATION REJECTED – USE VOICE Description: The ground system receives a concatenated downlink message that it does not support, (invalid element combination, or at least one message element is not supported, or invalid element order). Note: Whether a combination of message elements is valid or not, is determined through local choice of the ground system. Examples of obvious invalid combinations: request climb to + request descend to, WILCO + UNABLE, etc. Procedure: The flight crew may resend the message/request in the form of separate messages, or make the request/s by voice

- B 73 -


5. TOO MANY (DIALOGUE TYPE) REQUESTS – EXPECT ONLY ONE REPLY Description: Dialogue type is one of the following: LEVEL, HEADING, SPEED, ROUTE. The ground system receives a downlink request, and there is an existing open downlink request containing the same type and it discards the second request. Ex: The flight crew sends two successive CLIMB TO requests and the ground system discards the second one. Procedure: The flight crew should be aware that only one downlink request for a single type will be presented to the controller, and that this open dialogue must be closed before a second request of that type may be treated.

6. (DIALOGUE TYPE) REQUEST REJECTED – REPLY TO (DIALOGUE TYPE) UPLINK FIRST

Description: Dialogue type is one of the following: LEVEL, HEADING, SPEED, ROUTE. The ground system receives a downlink request, and there is an existing open uplink containing the same type. The downlink request is discarded. Note: Ground systems only accept one data link exchange of a given type at the same moment. This means that if e.g. a CLIMB TO [level] clearance has been sent, a REQUEST DESCEND TO [level] request will be rejected until the flight crew has responded to the clearance. Procedure: The flight crew must respond to the uplink before being able to send a downlink request of this type. For example, if CLIMB TO [altitude] has been received, the flight crew must answer WILCO or UNABLE before being able to send REQUEST CLIMB TO [altitude].

7. TOO MANY CPDLC REQUESTS – USE VOICE Description: The ground system receives a downlink request, and discards a message because the maximum number of open operational dialogues with the aircraft is exceeded and there is no pending uplink message. Note: The total number of data link exchanges with an aircraft may be limited by some ground systems. This means that further requests will be rejected. If there are only downlink requests, the flight crew cannot do anything about it. If there is at least one uplink expecting a response, the flight crew can respond to that clearance first to enable reception of a downlink request. Procedure: The flight crew should make the request/s by voice

- B 74 -


8. CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST Description: Until CPDLC is enabled, the ground system rejects any downlink message; except DM99 (CURRENT DATA AUTHORITY), DM89 (MONITORING), DM62 (ERROR), and DM62 concatenated with DM98 (ERROR + Free text). Note: This error case is related to a situation of transfer of communications (voice and data). Ground systems check that certain conditions are met before enabling communications between controllers and flight crew. These conditions are usually at least:

- The flight is expected at that moment in the ATC sector - The message DM99 has been received. DM99 (CURRENT DATA

AUTHORITY) informs the ground that the aircraft is ready to conduct CPDLC with the current ATC.

- Satisfaction of local conditions, e.g. ASSUME input When the conditions to enable CPDLC have been met, the ground system will accept the CPDLC messages received from the aircraft. Procedure: The flight crew cannot use data link now, but when CPDLC is enabled, a CPDLC message is uplinked and displayed to the flight crew, indicating the name and function of the current ATC unit.

9. ATC TIME OUT – REPEAT REQUEST Description: Upon expiry of the timer-responder, the ground system automatically sends an error message in response to the downlink message request. Note: The timer-responder is a timeout on the ground that is triggered on reception of a downlink request. Upon expiry, the ground system will send an error in response to the flight crew request and inform the controller. Procedure: The flight crew should repeat the request/s by voice

10. DOWNLINK DELAYED – USE VOICE Description: The ground system receives a message and discards the message because it contains a timestamp that is older than the allowed limit. Procedure: The flight crew should revert to voice.

- B 75 -


11. DOWNLINK TIMESTAMP INDICATES FUTURE TIME Description: The ground system receives a message timestamp that indicates a future time greater than 2 seconds from the current time. Procedure: The flight crew should revert to voice.

12. SERVICE UNAVAILABLE Description: The ground system receives a downlink message that it does not support, whether or not the message contains a message reference number, and discards the received message. Note: Text ‘SERVICE UNAVAILABLE’ is just an ICAO intention. It is recommended to use the text ‘MESSAGE NOT SUPPORTED BY THIS ATS UNIT’ for display in the aircraft. Procedure: The light crew should revert to voice.

13. FREE TEXT MESSAGE TOO LARGE – USE VOICE Description: The ground system receives a downlink free text message element containing more than 80 characters, and the system cannot support the number of characters in a free text message element, and discard the received message. Procedure: The flight crew should revert to voice. Note1: The flight crew should not use “Free text” if a relevant CPDLC message already exists for the situation. Note2: Ground systems may not accept downlinked free text messages, or may not display them to the controller.

14. CPDLC MESSAGE FAILED – USE VOICE Description: A CPDLC downlink message is received that results in an error, that is not already covered in the ATN SARPs, and not defined explicitly elsewhere in REF [1 and 2], and the ground system discards the message. Procedure: The flight crew should revert to voice.

- B 76 -


15. INVALID USE OF FREE TEXT MESSAGE – CONTACT ATC Description: The ground system does not support a message containing a free text message element because the message does not also contain the DM62 (ERROR (error information) message element and discards the message. Procedure: The flight crew should revert to voice.

16. RADAR TRACKING TERMINATED – TERMINATING CPDLC Description: The ground system decides to terminate a CPDLC connection with an aircraft because it has lost radar data, the ground system terminates the CPDLC connection. Procedure: The flight crew should revert to voice.

17. CPDLC FOR (DIALOGUE TYPE) FAILED – USED VOICE Description: Dialogue type is one of the following: LEVEL, HEADING, SPEED, ROUTE. The ground system receives a downlink message containing a dialogue type that it does not support and discards the message. Procedure: The flight crew should revert to voice.

18. MESSAGE DOES NOT CONTAIN FACILITY NAME Description: The ground system receives a downlink message that contains the unitname data type, but rejects the message because it does not also contain the facilityname data type and discards the message. Procedure: The flight crew should revert to voice.

- B 77 -

APPENDIX D Getting to grips with FANS – Part III – Issue III

APPENDIX C – DATA SERVICE PROVIDERS

The following maps are provided with the courtesy of SITA and ARINC.

SITA – VLD MODE 2 COVERAGE – EUROPE Contact : http://www.sita.aero/News_Centre/Contact_SITA/default.htm

- B 78 -

http://www.sita.aero/News_Centre/Contact_SITA/default.htm

Getting to grips with FANS – Part III – Issue III APPENDIX D

ARINC – VDL MODE 2 COVERAGE – EUROPE Contact : http://www.arinc.com/contact/index.html

- B 79 -

http://www.arinc.com/contact/index.html


APPENDIX D – EXTRACTS FROM THE NETHERLANDS AIP

As of 18 JAN 2007 Available at http://www.ais-netherlands.nl/index.html in the AIS publication section.

The following sections are copied from the above website with the courtesy of the Air Traffic Control The Netherlands. They are reproduced for information only. It is a faithful copy as of 13 APR 06. It is strongly recommended to check the accuracy of these sections at the mentioned website address. Use of the below extracts from the The Netherlands AIP as of 18 JAN 2007 and such as may be updated from time to tome by the Air Traffic Control The Netherlands (called “the extracts”) is subject to the following conditions:

• The user accepts all the conditions and disclaimers applying to the use of the information contained in the http://www.ais-netherlands.nl website;

• The use of the extracts in this brochure and/or via the http://www.ais-netherlands.nl website is under the sole responsibility of the user of such material;

• AIRBUS SAS and the Air Traffic Control The Netherlands shall not be liable for any direct, indirect, or consequential damages that results from the use or inability to use the extracts, in particular for, but not limited to, errors, or omissions in the contents of the http://www.ais-netherlands.nl website or the consequences of its use, nor for inaccurate transmission or misdirection, even if AIRBUS SAS and/or the Air Traffic Control The Netherlands have been advised of the possibility of such damage. This limitation applies whether the alleged liability is based on contract, tort, or any other basis. It is the user responsibility to make sure that she or he is using the most up to date information available. The Air Traffic Control The Netherlands may change materials on the website without prior notice.

- B 80 -

http://www.ais-netherlands.nl/index.html

http://www.ais-netherlands.nl/





GEN 3.4 COMMUNICATION SERVICES 3.6. ATS DATA LINK

3.6.1. GENERAL

Data link services are available for aircraft operating within the upper airspace (above FL 245) of the Amsterdam FIR, under the responsibility of Maastricht UAC. The following data link services are provided in this airspace:

• DLIC (data link initiation capability) • ACL (ATC clearances and instructions) • ACM (ATC communications management) • AMC (ATC microphone check)

Use of CPDLC (controller pilot data link communications) is not mandatory in this airspace and is conducted at the discretion of ATC and the aircrew concerned. If either the aircrew or ATC consider that CPDLC should not be used in the prevailing circumstances then the operation shall be suspended or terminated and the other party informed by voice communication.

3.6.2. REGISTER OF AIRCRAFT OPERATORS

Aircraft operators wishing to conduct CPDLC in this airspace shall first register with Maastricht UAC. Registration shall be made a minimum of 4 weeks prior to the first intended CPDLC flight of an operator in the airspace. Post: Paul CONROY

OPS – Systems Implementation Maastricht UAC Horsterweg 11 6199 AC Maastricht Airport The Netherlands Tel: +31 43 366 1242 Fax: +31 43 366 1502 Email: [email protected]

3.6.3. FLIGHT PLAN

To facilitate the association of DLIC with the flight plan, it is recommended that aircrew file their aircraft tail number (registration) or aircraft 24-bit address code in item 18 of their flight plan.

3.6.4. CPDLC USE

In the airspace under the responsibility of Maastricht UAC, voice communications and voice instructions shall have precedence over data link communications at all times.

- B 81 -


The data link messages concerning changes to aircraft profile require voice readback by the crew on reception. Example – “Callsign – Confirming datalink climb FL 370”. Data link messages concerning SQUAWK, SQUAWK IDENT and CONTACT do not require voice readback prior to execution. Clearances shall be executed when the WILCO message is sent. If uncertainty arises regarding a data link message, voice communication shall be used. If a downlink request receives a timeout aircrew should make the request again by voice. Although DLIC log-on is normally initiated when an aircraft is outside Maastricht UAC airspace, CPDLC exchanges shall not be conducted until the aircraft is under the control and responsibility of Maastricht UAC.

3.6.5. DLIC LOG-ON

The facility address for Maastricht UAC is EDYY. Log-on shall be initiated by the aircrew. Aircrew shall log-on using their ICAO callsign as filed in their flight plan. Aircrews shall not use a two-letter IATA flight ID, or insert a leading zero (0) into a callsign, as these actions will result in a failed log-on. Log-on should be initiated 30 minutes prior to entry into Maastricht UAC airspace. For aircraft departing from an aerodrome in close proximity to Maastricht UAC airspace, log-on can be initiated when the aircraft is on the ground. Irrespective of the number of Maastricht sectors entered during their flight only one log-on per flight is required.

3.6.6. ATS DATA LINK SERVICES

3.6.6.1. ACL Aircrew may receive, via data link, the uplink messages described. Aircrew may request, via data link, clearance direct to a point on their route. Aircrew are requested, until further advised, not to data link requests for a level change. 3.6.6.2. ACM When an aircraft is transferred by data link to an adjacent sector/ATSU, aircrew shall acknowledge the instruction by WILCO, and shall then contact the next sector/ATSU by voice communication on the frequency given.

- B 82 -


3.6.6.3. AMC A ‘Check Stuck Microphone’ instruction may be sent by ATC in circumstances where an aircraft is inadvertently blocking a voice communication frequency. For FANS aircraft a ROGER response is expected to this instruction. If the ‘Check Stuck Microphone’ instruction relates to the R/T frequency being used, then the aircrew shall check that their radio equipment is not causing the blockage. If the ‘Check Stuck Microphone’ instruction does not relate to the R/T frequency being used then no further aircrew action is required.

3.6.7. MESSAGE RESTRICTIONS

Aircrew shall not use free-format free-text messages when communicating via CPDLC with Maastricht UAC. Use of such a free-text message will result in an error response.

3.6.8. LOG-OFF

Log-off is automatic on exiting Maastricht UAC airspace. No aircrew action is required.

3.6.9. DATA LINK FAILURE

In the event of a scheduled outage or unexpected failure of the CPDLC system, ATC will instruct all data link equipped aircraft to revert to voice communications. In the event of airborne CPDLC failure, the aircrew shall revert to voice communication and inform ATC.

3.6.10. MESSAGES

The following uplink clearances and instructions may be expected by aircrew using CPDLC with Maastricht UAC.

ATC Uplink Clearances and Instructions [No voice readback required]

Contact [unitname] [frequency]

Squawk [code]

Squawk ident

Check stuck microphone [frequency]

- B 83 -


ATC Uplink Clearances and Instructions [Voice readback required]

Proceed direct to (point)

Turn [direction] heading [degrees]

Turn [direction] [degrees]

Fly heading [degrees]

Continue present heading

Climb to [level]

Descend to [level]

Maintain [level]

Aircrew shall respond to a profile-changing clearance with a readback of the received clearance. Example - “Callsign – Confirming datalink climb FL 370” Aircrew should also respond to all uplink clearances / instructions with an appropriate data link operational response. The following downlink requests may be sent by aircrew using CPDLC with Maastricht UAC.

Aircrew Requests

Request direct to

Request Climb to [level]

Request Level

Request Descent to [level]

If a downlink request receives a timeout aircrew should make the request again by voice.

- B 84 -

Getting to grips with FANS – Part III – Issue III APPENDIX E

APPENDIX E – FANS B OPERATIONAL SCENARIOS

1. CHECK INITIALISATION OF ATSU Before starting data link operations (ATC and/or AOC), check that the ATSU is well initialised. The following parameter shall be set :

• The aircraft ICAO code, • The aircraft registration number (i.e. tail number), • The ACARS airline identification, • The standard airline identification.

If not, ATC and/or AOC applications cannot be used. To enable the ACARS router, the aircraft registration number and the ACARS airline identification are necessary. In addition, to enable the use of VDL mode 2, the aircraft ICAO code must be set. To enable the ATN router, the aircraft ICAO code (for VDL mode) and the standard airline identification are necessary. The default DCDU screen before starting any ATC data link operations is blank.

From the ATSU DATALINK page, select the COMM MENU prompt.

Select the COMM CONFIG prompt in the COMM MENU page.

- B 85 -

APPENDIX E Getting to grips with FANS – Part III – Issue III

If the ATSU is correctly initialised, the COMM CONFIG page shall appear as follows.

If not, the parameters shall be entered manually.

When all required parameters are entered, select the CONFIG ACTIVATE prompt to activate all the entered parameters.

Important : Those parameters cannot be modified after take-off.

2. INITIAL NOTIFICATION The aircraft is flying from Helsinki – Malmi, Finland (EFHF) to Paris – Charles De Gaulles, France (LFPG). The first ATC using data link for this flight is Maastricht UAC, The Netherlands (EDYY) and the flight crew wants to notify it. The notification shall be done 15 to 45 minutes before entering the airspace. Refer to AIP. For Maastricht, it should be done 30 minutes prior to entering.

- B 86 -


Select the ATC MENU prompt on MCDU. Then, select the CONNECTION prompt.

Select the NOTIFICATION prompt.

The ATC flight number and the FROM/TO airports are directly acquired from the FMS. The ATC flight number shall match the one declared on the ATC flight plan, as it is used to correlate the aircraft to the ATC flight plan. Enter the ATC centre identification (4 to 8 characters).

- B 87 -


Notify the ATC centre by selecting the 2R key. Once the ATC centre has been notified, the notification time is indicated underneath. At this stage, the connection is initialised at ATC controller’s discretion.

Note : Once the CPDLC connection is established, the notification indication (e.g. EDYY NOTIFIED 1233Z) disappears.

3. CPDLC CONNECTION Once the notification is completed, the ATC will establish a CPDLC connection. The time at which it will be established varies according to the airspace. For Maastricht, the CPDLC connection should be established 10 minutes prior to entering.

Once the CPDLC connection is established, the ATC centre identification is displayed on the default screen of the DCDU.

From a technical point of view, the CPDLC connection is established. However, from an operational point of view, the ATC centre does not assume the aircraft yet.

Few minutes later, the first uplink message that clearly identifies the ATC centre to which the aircraft is connected is received.

Press the ATC MSG pus-button to switch the light off and to stop the aural signal.

ATC MSG

ATC MSG

- B 88 -


Note : For regular (respectively urgent) messages, the aural signal is delayed by 15 seconds (respectively 5 seconds) and then repeated every 15 seconds (respectively 5 seconds) until the receipt of the message is acknowledged (i.e. ATC MSG push-button is switched off or a key to treat the message is pressed).

This message confirms that the ATC centre assumes the aircraft. Close the message. CPDLC communication may start. Important : Do not send any downlink messages until you have received this uplink message. Otherwise, the ground station will discard any early downlink messages and will reply with an error message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST.

The following figures provide the method to check the connection status. From the ATC MENU page on MCDU, go to the CONNECTION page, and then select the CONNECTION STATUS prompt.

On ATC request, you can disconnect the connected ATC centres (here the ACTIVE ATC) with the 3R key of the CONNECTION STATUS page.

- B 89 -


4. RECEPTION OF AN ATC INSTRUCTION

The ATC sent an uplink message. Press the ATC MSG push-button to switch the light off and to stop the aural signal.

The message was sent at 12.59Z. The ATC instructs to climb and to reach FL370 at 13.10Z. If aircraft performances allow doing so, select WILCO.

The selected response is displayed in the upper right corner. Select SEND to physically send the message.

Once the SEND key is pressed, the message turns into green and a SENDING indication appears in the informationa area.

Thanks to the ATN architecture, you know when the message is displayed on the ATC controller screen. The indication RECEIVD BY ATC appears on DCDU. Close the message to free the DCDU screen.

ATC MSG

ATC MSG

- B 90 -


Remember that 100 seconds are quite a short period of time to read the message, to interpret it, to check the aircraft parameter and to prepare the response, especially if a voice read-back has to be performed. The ATN Baseline 1 standards define a 100-second timer assuming that no voice read-back is required. Any uplink message once received on-board should be answered promptly.

5. UPLINK MESSAGE IS NOT ANSWERED ON TIME The ATC sent an uplink message. Press the ATC MSG push-button to switch the light off and to stop the aural signal.

The ATC requests to report the present level. You may have noticed that the SEND key is not available. Indeed, to be able to send a response, you should first edit the response with the EDIT key. Notice that no STBY function is provided as per ATN Baseline 1 standards.

If for any reasons, you did not reply within 100 seconds, an amber REPLY: TIME OUT indication appears. For the CPDLC application, the dialogue is closed. You can only close the message. As per procedure, you should revert to voice in order to properly close the dialogue from the operational point of view.

Your voice transmission should start as follows : DISREGARD CPDLC REPORT PRESENT LEVEL MESSAGE, BREAK. Continue as appropriate in compliance with standards aeronautical phraseology. Once the voice transmission is finished, close the message.

ATC MSG

ATC MSG

- B 91 -


If you need to recall the last closed message, press the RECALL key from the default DCDU screen.

6. TRANSFER TO THE NEXT ATC The transfer to the next ATC, also called Next Data Authority (NDA), is initialised by the current ATC. From the airborne perspective, the ATSU automatically manages the transfer. Therefore, the transfer is transparent to the crew. The flight crew knows that the transfer procedure starts when the Voice Contact Instruction and the uplink message identifying the NDA are received. For the following figures, it is assumed that the aircraft is about to transit from the EDYY airspace to the LFFF airspace. Note : At the time of writing the document, LFFF is not data link equipped. For training purposes, the transfer illustrated below assumes that the NDA is data link equipped. The ATC sent an uplink message. Press the ATC MSG push-button to switch the light off and to stop the aural signal.

The current ATC, EDYY, informs you that LFFF is the next ATC that will be responsible of your aircraft. Close the message.

ATC MSG

ATC MSG

- B 92 -


When LFFF starts the connection process (i.e. CPDLC start request), the default DCDU screen appears as follows. You are still under the authority of EDYY. LFFF will take over soon. On MCDU CONNECTION STATUS page, you can also check that LFFF is the NEXT ATC.

The ATC sent the Voice Contact Instruction. Press the ATC MSG push-button to switch the light off and to stop the aural signal.

You are requested to contact LFFF on 128.275. Select WILCO.

Select SEND.

ATC MSG

ATC MSG

- B 93 -


As a CPDLC disconnection with EDYY occurs while replying to this message, the ATC ground station does not send any technical acknowledgement back to the aircraft. Consequently, the SENT indication appears instead of RECEIVD BY ATC. Close the message.

The aircraft confirms that LFFF is the Current Data Authority by sending a downlink CDA message to LFFF ground station. The ground station replies with a technical acknowledgement. At the receipt of this acknowledgement, the default DCDU screen becomes as shown.

The aircraft is now disconnected from EDYY. The establishment of the CPDLC connection with LFFF is almost completed. As soon as you have replied WILCO to the Voice Contact Instruction, contact LFFF by voice on the instructed frequency.

The new ATC, LFFF, sent an initial uplink message that clearly identifies the ATC centre to which the aircraft is connected.

Press the ATC MSG push-button to switch the light off and to stop the aural signal.

This message confirms that the ATC centre assumes the aircraft. The establishment of the CPDLC connection is completed. CPDLC communication may start. Close the message.

Important : Do not send any downlink messages until you have received this uplink message. Otherwise, the ground station will discard any early downlink messages and will reply with an error message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST.

ATC MSG

ATC MSG

- B 94 -


7. OPEN NEGOTIATION

You are now under the authority of LFFF. The ATC sent an uplink message. Press the ATC MSG push-button to switch the light off and to stop the aural signal.

This is an open negotiation. On receiving this type of message, the ATSU proposes a default response. If you do not agree with the proposal, select EDIT.

The MCDU FOR EDIT indication appears

If no page from the ATC application was displayed on MCDU, you should call the ATC MENU page, then select the EDIT prompt. The MCDU MENU light is flashing, reminding you to do so.

ATC MSG

ATC MSG

- B 95 -


The EDIT page allows modifying the response. You can either modify the time or refuse the negotiation.

You have checked that the aircraft cannot fly the FL370. Then select the CANNOT option and transfer the response to the DCDU.

Send the response. Once the message is received by the ATC, close the message.

- B 96 -


8. NO RESPONSE FROM ATC

You would like to request a direct leg to KENAP. To this end, select the REQUEST page on MCDU. Edit your request.

Once finished, transfer it to DCDU. Send the request.

- B 97 -


Once the request is received by the ATC, do not forget to close the message. By systematically clearing the DCDU, you avoid any mix-up you may encounter if you have stacked the messages. At this time, you should expect a response within 270 seconds. The ATC controller has 250 seconds to answer your request.

If the ATC controller fails to answer within this period, the ground system sends a time-out advisory. Per procedure, revert to voice. Your voice transmission should start as follows : DISREGARD CPDLC REQUEST MESSAGE, BREAK. Continue as appropriate in compliance with standard aeronautical phraseology. Once the transmission is finished, close the message.

Under certain circumstances, the time-out advisory sent by the ground system may not reach the aircraft. Therefore, the ATSU displays a time-out indication NO ATC REPLY in amber on DCDU. The NO ATC REPLY indication is alternatively displayed with a white REMINDER indication. Proceed to a voice procedure as described above.

9. MSG RECORD The ATSU records up to 99 CPDLC messages (either uplink or downlink). When this limit is reached, the latest message overwrites the oldest message. Note : the time-out advisory received from the ground is not store in the MSG RECORD as it is just a means to properly close the CPDLC dialogue, without any particular operational interest.

- B 98 -


From the ATC MENU page, display the message record by selecting the MSG RECORD prompt. You can scroll up or scroll down if the message record cannot be displayed in once page. For each message, the timestamp, the corresponding ATC, the first line of the message and the response if any are displayed.

Select the left prompt to display the entire content of a message. The PRINT function allows printing either the whole message record or one single message (to that end, call for display the message to print). Select the MSG RECORD ERASE function to erase the message record. You should confirm within 5 seconds. If not, the MSG RECORD ERASE function is reset.

- B 99 -

APPENDIX F Getting to grips with FANS – Part II – Issue III

APPENDIX F – FANS B AIRWORTHINESS APPROVAL SUMMARY

Ref 00D460P1210/C02, Issue 1 The purpose of this document is to describe the Communication, Navigation and Surveillance airborne capabilities required for FANS B operations, and the interoperability, safety and performance requirements that were considered for the development and the airworthiness approval of the Airbus FANS B avionics package (MOD 35865) that supports Air Traffic Services data link applications. It also summarizes the main results and achievements of interoperability, safety and performance demonstrations that were conducted by Airbus. This document is an outcome of the FANS B airworthiness approval process intended to be widely distributed to any party planning to make use of data communications for Air Traffic Services purposes. This document is primarily intended for operators, ATC service providers and national aviation authorities. They should refer to this document when deciding on how to implement operations based on data communications for ATS purposes. It may also be used by operators as substantiating data in order to help in obtaining operational changes. This document contains:

• Section 1: Introduction, • Section 2: A brief description of the FANS B product on A320 family aircraft, • Section 3: A short overview of specific aircraft architecture required by

FANS B implementation, • Section 4: A presentation of FANS B airworthiness approval context by

describing the Communication, Navigation and Surveillance (CNS) airborne capabilities assumed for FANS B operations,

• Section 5: A listing of all industry standards considered for the development of the data link applications, and the record of all clarifications, additions and/or deviations to those standards, applicable to the FANS B avionics systems,

• Section 6: A list of all assumptions/requirements placed on the ATS ground systems and Communication Service Providers that must be fulfilled,

• Section 7: An overview of the interoperability, safety and performance demonstrations achieved during the airworthiness approval process of the FANS B package. This section also provides a set of flight crew procedures used as mitigation means in the safety assessment process,

• Section 8: A proposal for a list of checks and verifications that operators and ATC providers may wish to perform before starting operations,

• Section 9: Additional information concerning the ATSU router parameters’ customisation process.

- B 100 -

Gettingtogripswith fans issueiii-april2007

Career

Transcript of Gettingtogripswith fans issueiii-april2007