Icao Gold

Global Operational
Data Link Document

(GOLD)
This edition has been issued by the GOLD ad hoc Working Group for the
Asia/Pacific Air Navigation Planning and Implementation Regional Group
(APANPIRG), the North Atlantic Systems Planning Group (NAT SPG), the
European Air Navigation Planning Group (EANPG), the South American
Region Implementation Group (SAM/IG) and the African-Indian Ocean
Planning and Implementation Regional Group (APIRG).
Second Edition 26 April 2013
International Civil Aviation Organization
GOLD (1) Second Edition 26 April 2013

This document is available by accessing any of the following ICAO regional websites.
Asia and Pacific (APAC) Office http://www.icao.int/apac
Eastern and Southern African (ESAF) Office www.icao.int/esaf
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South American (SAM) Office http://www.lima.icao.int
Western and Central African (WACAF) Office http://www.icao.int/wacaf
For more information, contact the ICAO regional office.
Global Operational
Data Link Document
(GOLD)
This edition has been issued by the GOLD ad hoc Working Group for the
Asia/Pacific Air Navigation Planning and Implementation Regional Group
(APANPIRG), the North Atlantic Systems Planning Group (NAT SPG), the
European Air Navigation Planning Group (EANPG), the South American
Region Implementation Group (SAM/IG) and the African-Indian Ocean
Planning and Implementation Regional Group (APIRG).
Second Edition 26 April 2013
International Civil Aviation Organization
GOLD (i) Second Edition 26 April 2013

(ii) Global Operational Data Link Document (GOLD)
AMENDMENTS
The issue of amendments is announced by the ICAO Regional Offices concerned, which holders of this
publication should consult. The space below is provided to keep a record of such amendments.
RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA
No. Date Date Entered by No. Date Date Entered by
applicable entered applicable entered
Second Edition 26 April 2013 (ii) GOLD

Global Operational Data Link Document (GOLD) (iii)
Table of Contents
Page
FOREWORD . ......................................................................................................................................... xv
Chapter 1. Definitions ....................................................................................................................... 1-1

1.1 Terms and definitions .............................................................................................................. 1-1
1.2 Acronyms............................................................................................................................... 1-13
Chapter 2. Overview of data link operations.................................................................................. 2-1

2.1 Data link operational capabilities ............................................................................................ 2-1
2.1.1 Data link benefits ........................................................................................................ 2-1
2.1.2 Data link systems interoperability standards ........................................................... 2-2
2.1.3 Data link services safety and performance specifications ....................................... 2-7
2.1.3.1 Oceanic SPR Standard (RTCA DO-306/EUROCAE ED-122) .................. 2-7
2.1.3.2 Continental SPR Standard (RTCA DO-290/EUROCAE ED-120) ............. 2-9
2.1.3.3 Performance-based communication and surveillance (PBCS).................... 2-9
2.1.4 Airspace types and their data link operational capabilities....................................... 2-10
2.1.4.1 Airspace where procedural separation is being applied ............................ 2-10
2.1.4.2 Airspace where ATS surveillance services are provided .......................... 2-11
2.1.4.3 Global overview of data link operational capabilities............................... 2-11
2.2 Data link systems and services .............................................................................................. 2-13
2.2.1 Network descriptions and message acknowledgements ........................................... 2-13
2.2.1.1 ACARS network and message acknowledgement .................................... 2-13
2.2.1.2 ATN network and message acknowledgement ......................................... 2-14
2.2.2 Data link messages ................................................................................................... 2-15
2.2.3 Data link initiation capability (DLIC) ...................................................................... 2-19
2.2.3.1 Purpose of the logon (flight plan correlation) ........................................... 2-19
2.2.3.2 Initial logon request .................................................................................. 2-21
2.2.3.3 Logon response ......................................................................................... 2-22
2.2.3.4 Logon request triggered by contact request .............................................. 2-22
2.2.4 CPDLC connection management ............................................................................. 2-24
2.2.4.1 Purpose of a CPDLC connection .............................................................. 2-24
2.2.4.2 Active and inactive CPDLC connections.................................................. 2-24
2.2.4.3 Establishing a CPDLC connection............................................................ 2-24
2.2.4.4 Terminating a CPDLC connection (termination request message) ........... 2-26
2.2.4.5 Transferring CPDLC connections ............................................................. 2-27
2.2.4.6 The CPDLC connection sequence ............................................................ 2-29
2.2.4.7 Determining an active CPDLC connection ............................................... 2-33
2.2.4.8 Non-standard events associated with CPDLC transfers............................ 2-34
2.2.5 Controller-pilot data link communications (CPDLC) .............................................. 2-39
2.2.5.1 CPDLC - general....................................................................................... 2-39
2.2.5.2 CPDLC message set .................................................................................. 2-39
2.2.5.3 CPDLC messages...................................................................................... 2-40
2.2.5.4 Responses to CPDLC messages ................................................................ 2-41
2.2.5.5 Open and closed CPDLC messages .......................................................... 2-42
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2.2.5.6 CPDLC dialogues ..................................................................................... 2-43
2.2.5.7 Message identification numbers (MIN) .................................................... 2-44
2.2.5.8 Message reference numbers (MRN) ......................................................... 2-44
2.2.6 Automatic dependent surveillance contract (ADS-C) ........................................... 2-46
2.2.6.1 ADS-C general ....................................................................................... 2-46
2.2.6.3 ADS contract............................................................................................. 2-46
2.2.6.4 ADS-C report ............................................................................................ 2-55
2.2.6.5 Contents of ADS-C groups ....................................................................... 2-59
2.2.6.6 Using ADS-C reports ................................................................................ 2-59
2.2.7 FMC WPR data link system ..................................................................................... 2-64
2.2.7.1 FMC WPR - general ................................................................................. 2-64
2.2.7.2 Description ................................................................................................ 2-65
2.2.7.3 Position report - description ...................................................................... 2-65
Chapter 3. Administrative provisions related to data link operations ......................................... 3-1

3.1 ANSP service provision........................................................................................................... 3-1
3.1.1 ANSP system validation ............................................................................................. 3-1
3.1.2 ATC automated data link functions ............................................................................ 3-3
3.1.2.1 Logon request.............................................................................................. 3-3
3.1.2.2 Transfers between FANS 1/A and ATN B1 adjacent ATSUs .................... 3-3
3.1.2.3 CPDLC and ADS-C connection management ............................................ 3-6
3.1.2.4 Emergency message element handling ....................................................... 3-6
3.1.2.5 Automated responses .................................................................................. 3-6
3.1.2.6 Message latency monitor ............................................................................ 3-7
3.1.2.7 Abnormal cases with ADS-C ...................................................................... 3-8
3.1.2.8 Satcom channel numbers in CPDLC messages .......................................... 3-8
3.1.3 Contractual considerations for CSP ............................................................................ 3-8
3.1.4 Aeronautical information, notifications, and interfacility agreements ....................... 3-9
3.1.5 Monitoring and data recording ................................................................................. 3-11
3.2 Operator eligibility................................................................................................................. 3-11
3.2.1 Operational authorization to use data link ................................................................ 3-11
3.2.2 Regional/State monitoring agencies ......................................................................... 3-13
3.3 Flight planning ....................................................................................................................... 3-13
3.3.1 General...................................................................................................................... 3-13
3.3.2 CPDLC and ADS-C.................................................................................................. 3-14
3.3.3 FMC WPR ................................................................................................................ 3-15
3.4 FMC WPR additional guidance .......................................................................................... 3-15
Chapter 4. Controller and radio operator procedures .................................................................. 4-1

4.1 Overview ................................................................................................................................. 4-1
4.1.1 General........................................................................................................................ 4-1
4.1.2 When to use voice and when to use CPDLC .............................................................. 4-1
4.2 CPDLC connection management and voice communication transfers.................................... 4-2
4.2.1 General........................................................................................................................ 4-2
4.2.2 Establish CPDLC connection ..................................................................................... 4-2
4.2.3 Transfer voice communications with CPDLC connection transfer ............................ 4-3
4.2.4 Termination of the CPDLC connection ...................................................................... 4-5
4.2.5 CPDLC connection with aircraft transiting small data link area ................................ 4-5
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4.3 CPDLC Uplink messages ..................................................................................................... 4-8
4.3.1 General........................................................................................................................ 4-8
4.3.2 Use of free text ........................................................................................................... 4-9
4.3.3 EXPECT uplink messages ...................................................................................... 4-9
4.3.4 Vertical clearances .................................................................................................... 4-11
4.3.5 Report/confirmation requests.................................................................................... 4-13
4.3.6 Creating multi-element uplink messages .................................................................. 4-14
4.3.7 Weather deviations ................................................................................................... 4-15
4.4 CPDLC Downlinks ............................................................................................................. 4-16
4.4.1 General...................................................................................................................... 4-16
4.4.2 Clarifying a downlink message ................................................................................ 4-16
4.4.3 Responses/acknowledgements.................................................................................. 4-16
4.4.4 Responding to multi-element requests...................................................................... 4-18
4.4.5 Offering alternative clearances to requests ............................................................... 4-19
4.5 ADS-C ................................................................................................................................... 4-20
4.5.1 General...................................................................................................................... 4-20
4.5.2 ADS contracts ........................................................................................................... 4-21
4.5.3 ADS-C connection management .............................................................................. 4-22
4.5.4 ADS contract - periodic ............................................................................................ 4-24
4.5.5 ADS contract - waypoint change event .................................................................... 4-25
4.5.6 ADS contract - vertical range change and lateral deviation events .......................... 4-25
4.6 Separation .............................................................................................................................. 4-25
4.6.1 General ADS-C...................................................................................................... 4-25
4.6.2 Vertical separation ADS-C ..................................................................................... 4-26
4.6.3 Lateral separation ADS-C...................................................................................... 4-26
4.6.4 Longitudinal separation ADS-C ............................................................................ 4-27
4.6.5 Using FMC WPR for position reporting .................................................................. 4-28
4.7 Alerting service...................................................................................................................... 4-28
4.8 Emergency procedures........................................................................................................... 4-28
4.8.1 General...................................................................................................................... 4-28
4.8.2 CPDLC and ADS-C emergency ............................................................................... 4-28
4.8.3 ADS-C emergency report without a CPDLC emergency message .......................... 4-29
4.9 Non-routine procedures ......................................................................................................... 4-30
4.9.1 General...................................................................................................................... 4-30
4.9.2 Voice communications related to data link............................................................... 4-30
4.9.3 Data link initiation failure......................................................................................... 4-32
4.9.4 Data link service failures .......................................................................................... 4-32
4.9.4.1 CPDLC connection failure ........................................................................ 4-32
4.9.4.2 Transferring the CPDLC connection abnormal conditions .................... 4-33
4.9.4.3 Data link service failure ............................................................................ 4-33
4.9.4.4 Planned data link shutdown ...................................................................... 4-33
4.9.4.5 CPDLC or ADS-C service failure ............................................................. 4-34
4.9.4.6 Resuming data link operations .................................................................. 4-34
4.9.4.7 Inaccurate time estimates .......................................................................... 4-35
4.9.4.8 SATCOM failure ...................................................................................... 4-35
4.9.5 Using CPDLC to relay messages .............................................................................. 4-35
Chapter 5. Flight crew procedures .................................................................................................. 5-1

5.1 Overview ................................................................................................................................. 5-1
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5.1.1 General........................................................................................................................ 5-1
5.1.2 Operational differences between voice communications and CPDLC ....................... 5-1
5.1.3 When to use voice and when to use CPDLC .............................................................. 5-2
5.2 Logon ....................................................................................................................................... 5-3
5.2.1 General........................................................................................................................ 5-3
5.2.2 When to log on initially for data link services ............................................................ 5-7
5.2.3 Automatic transfer of CPDLC and ADS-C services between ATSUs ....................... 5-7
5.2.4 Transfer voice communications with the CPDLC connection transfer ...................... 5-7
5.2.5 Exiting CPDLC and ADS-C service areas ................................................................. 5-8
5.3 CPDLC ATS uplink messages.............................................................................................. 5-8
5.3.1 General........................................................................................................................ 5-8
5.3.2 Flight crew response times for CPDLC uplink messages......................................... 5-10
5.3.3 Conditional clearances .............................................................................................. 5-11
5.3.4 EXPECT uplink messages .................................................................................... 5-12
5.3.5 Uplinks containing FMS-loadable data .................................................................... 5-13
5.4 CPDLC ATS downlink messages ....................................................................................... 5-14
5.4.1 General...................................................................................................................... 5-14
5.4.2 Free text .................................................................................................................... 5-15
5.4.3 Unsupported messages ............................................................................................. 5-15
5.4.4 CPDLC reports and confirmation requests ............................................................... 5-15
5.5 Automatic dependant surveillance contract (ADS-C) ........................................................ 5-16
5.5.1 General...................................................................................................................... 5-16
5.6 Position reporting .................................................................................................................. 5-16
5.6.1 General...................................................................................................................... 5-16
5.6.2 Position reporting in a non-ADS-C environment ..................................................... 5-17
5.6.3 Position reporting in an ADS-C environment .......................................................... 5-17
5.6.4 Position reporting using FMC WPR ......................................................................... 5-18
5.7 Weather deviations and offsets .............................................................................................. 5-19
5.7.1 General...................................................................................................................... 5-19
5.7.2 Weather deviation requests and offsets .................................................................... 5-19
5.7.3 Deviations either side of route .................................................................................. 5-22
5.7.4 Reporting back on route............................................................................................ 5-23
5.8 Emergency procedures........................................................................................................... 5-23
5.8.1 General...................................................................................................................... 5-23
5.8.2 CPDLC and ADS-C emergency ............................................................................... 5-23
5.9 Non-routine procedures ......................................................................................................... 5-24
5.9.1 General...................................................................................................................... 5-24
5.9.2 Voice communications related to data link............................................................... 5-24
5.9.3 Data link initiation failure......................................................................................... 5-25
5.9.4 Data link system failures .......................................................................................... 5-26
5.9.5 Using CPDLC to relay messages .............................................................................. 5-27
Chapter 6. Advanced air traffic services supported by data link ................................................. 6-1
6.1 Re-route procedures ................................................................................................................. 6-1
6.1.1 General........................................................................................................................ 6-1
6.1.2 Re-route procedures AOC initiated (DARP) ........................................................... 6-1
6.1.3 Re-route procedures ATC initiated .......................................................................... 6-4
6.2 Tailored arrival (TA) ............................................................................................................. 6-11
6.2.1 General...................................................................................................................... 6-11
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6.2.2 Provisions for the TA service ................................................................................... 6-12
6.2.3 Clearance delivery and execution ............................................................................. 6-12
6.3 Automatic dependent surveillance broadcast in-trail procedure (ADS-B ITP) .................. 6-16
6.3.1 General...................................................................................................................... 6-16
6.3.2 Provisions for the ADS-B ITP service and operator eligibility ................................ 6-17
6.3.3 Clearance delivery and execution ............................................................................. 6-17
Chapter 7. State aircraft data link operations................................................................................ 7-1

7.1 General..................................................................................................................................... 7-1
7.2 Military assumes responsibility for separation of aircraft (MARSA) .................................... 7-1
7.3 Air-to-air refueling (AAR) ...................................................................................................... 7-2
7.4 Formation flight data link procedures...................................................................................... 7-7
7.5 ADS-C reports ......................................................................................................................... 7-9
List of Figures
Figure 2-1. Overview of a data link system .......................................................................................... 2-2
Figure 2-2. Different ATSU/aircraft interoperable connectivity........................................................... 2-3
Figure 2-3. Uplink and message assurance ......................................................................................... 2-13
Figure 2-4. Downlink and network acknowledgement ....................................................................... 2-14
Figure 2-5. Uplink and logical acknowledgement .............................................................................. 2-15
Figure 2-6. Downlink and logical acknowledgement ......................................................................... 2-15
Figure 2-7. Initial logon exchanges ..................................................................................................... 2-22
Figure 2-8. Air-ground address forwarding message sequence (Transfer between areas where
data link is provided) ........................................................................................................ 2-23
Figure 2-9. Ground-ground address forwarding using logon forwarding message............................. 2-24
Figure 2-10. CPDLC connection sequence ........................................................................................... 2-25
Figure 2-11. Successful attempt to establish a CPDLC connection (inactive)...................................... 2-26
Figure 2-12. Termination of the CPDLC connection ............................................................................ 2-27
Figure 2-13. Next data authority notification ........................................................................................ 2-28
Figure 2-14. Connection forwarding ..................................................................................................... 2-29
Figure 2-15. Life cycle of the CPDLC connection process .................................................................. 2-30
Figure 2-16. Nominal sequence for initial CPDLC connection establishment and transfer of
CPDLC connection using air-ground address forwarding ............................................... 2-31
CPDLC connection using ground-ground address forwarding (no use of Next
Authority Notified) ........................................................................................................... 2-32
CPDLC connection using ground-ground address forwarding (use of Next
Authority Notified) ........................................................................................................... 2-33
Figure 2-19. Rejection of CPDLC uplinks from the NDA.................................................................... 2-34
Figure 2-20. Depiction of the change in route of an aircraft ................................................................. 2-35
Figure 2-21. Sending a new NDA following a re-route ........................................................................ 2-36
Figure 2-22. Non-receipt of the NDA message..................................................................................... 2-37
Figure 2-23. Connection request from an ATSU not designated as the NDA ...................................... 2-37
Figure 2-24. Successful CPDLC connection following a re-send of the NDA message ...................... 2-38
Figure 2-25. Disconnection of both active and inactive connections.................................................... 2-39
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Figure 2-26. Message/dialogue status for CPDLC request and clearance exchange ............................ 2-43
Figure 2-27. Message/dialogue status for CPDLC confirmation request and report exchange ............ 2-44
Figure 2-28. ADS-C periodic contract sequence .................................................................................. 2-47
Figure 2-29. ADS-C emergency and non-emergency report sequence ................................................. 2-49
Figure 2-30. ADS-C event contract sequence ....................................................................................... 2-50
Figure 2-31. ADS-C waypoint change event ........................................................................................ 2-50
Figure 2-32. ADS-C level range deviation event .................................................................................. 2-51
Figure 2-33. ADS-C level range deviation event report ....................................................................... 2-51
Figure 2-34. ADS-C lateral deviation event.......................................................................................... 2-52
Figure 2-35. ADS-C lateral deviation event report ............................................................................... 2-52
Figure 2-36. Effect of offset on ADS-C lateral deviation event report ................................................. 2-53
Figure 2-37. No lateral deviation event report if active route is different to route held by ATSU ....... 2-54
Figure 2-38. ADS-C basic group........................................................................................................... 2-56
Figure 2-39. ADS-C flight identification group .................................................................................... 2-56
Figure 2-40. ADS-C Earth reference group .......................................................................................... 2-56
Figure 2-41. ADS-C air reference group............................................................................................... 2-57
Figure 2-42. ADS-C airframe identification group ............................................................................... 2-57
Figure 2-43. ADS-C meteorological group ........................................................................................... 2-57
Figure 2-44. ADS-C predicted route group ........................................................................................... 2-58
Figure 2-45. ADS-C fixed projected intent group................................................................................. 2-58
Figure 2-46. ADS-C intermediate projected intent group ..................................................................... 2-59
Figure 2-47. Multiple ADS periodic contracts with different groups ................................................... 2-61
Figure 2-48. Multiple ADS periodic contracts with different reporting intervals................................. 2-61
Figure 2-49. Multiple and different ADS event contracts ..................................................................... 2-62
Figure 2-50. Calculation of ADS-C periodic reporting interval ........................................................... 2-64
Figure 4-1. CPDLC connection transfer - separate messages .............................................................. 4-4
Figure 4-2. Transiting small data link area ........................................................................................... 4-7
Figure 4-3. Priorities for ADS-C connections ..................................................................................... 4-23
Figure 4-4. ADS-C connection not available due to congestion ......................................................... 4-24
Figure 5-1. Depiction of logon addresses and CPDLC/ADS-C services on en route chart .................. 5-5
Figure 5-2. Waypoint sequencing anomaly......................................................................................... 5-17
Figure 5-3. Offset and weather deviation ............................................................................................ 5-19
Figure 5-4. Weather deviation clearance up to 20 NM left of route ................................................... 5-20
Figure 5-5. Subsequent weather deviation clearance up to 50 NM left of route ................................. 5-21
Figure 5-6. Subsequent weather deviation clearance up to 30 NM right of route............................... 5-22
Figure 6-1. The DARP process ............................................................................................................. 6-4
Figure 6-2. ATC initiated re-route first waypoint in the new route is on the current route and
there is no route discontinuity ............................................................................................ 6-7
there is route discontinuity ................................................................................................. 6-8
Figure 6-4. ATC initiated re-route first waypoint in the new route is not on the current route
and there is no route discontinuity...................................................................................... 6-9
and there is route discontinuity......................................................................................... 6-10
Figure 6-6. ATC initiated re-route aircraft is cleared direct to a fix that is located
downstream in the current route ....................................................................................... 6-11
Figure 7-1. Air refueling pattern ........................................................................................................... 7-3
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List of Tables
Table 2-1. Designators for aircraft and ATSU (ground) data link systems ......................................... 2-4
Table 2-2. Designators for subnetworks .............................................................................................. 2-7
Table 2-3. Examples of applying RCP specifications to intended uses ............................................... 2-8
Table 2-4. Examples of applying RSP specifications to intended uses ............................................... 2-8
Table 2-5. Types of data link systems and operations ....................................................................... 2-12
Table 2-6. Air-ground data link messages for DLIC ......................................................................... 2-16
Table 2-7. Ground-ground data link messages for DLIC .................................................................. 2-16
Table 2-8. Data link messages for CPDLC connection ..................................................................... 2-17
Table 2-9. Examples of responses to CPDLC uplink messages ........................................................ 2-40
Table 2-10. Precedence of responses ................................................................................................... 2-41
Table 2-11. Examples of multi-element CPDLC uplink messages ..................................................... 2-42
Table 2-12. Example of CPDLC dialogue ........................................................................................... 2-45
Table 2-13. Figure of merit values....................................................................................................... 2-63
Table 3-1. Supporting technology for transfers between FANS 1/A and ATN B1 ............................. 3-3
Table 3-2 Descriptors for CPDLC/ADS-C equipment and capabilities in Item 10 .......................... 3-14
Table 4-1. CONTACT/MONITOR message elements ........................................................................ 4-4
Table 4-2. EXPECT uplink message elements for flight crew requests .......................................... 4-9
Table 4-3. Procedural EXPECT uplink message elements ............................................................ 4-10
Table 4-4. Conditional vertical clearances applicable during flight maneuver.................................. 4-11
Table 4-5. ADS-C out-of-conformance messages ............................................................................. 4-14
Table 4-6. Voice phraseology related to CPDLC .............................................................................. 4-31
Table 5-1. Messages and indications regarding use of message latency monitor ................................ 5-6
Table 5-2. Conditional clearance clarification of vertical clearances ................................................ 5-11
Table 5-3. Voice phraseology related to CPDLC .............................................................................. 5-25
Table 6-1. AOC initiated re-route procedures ..................................................................................... 6-2
Table 6-2. ATC initiated re-route procedures ...................................................................................... 6-6
Table 6-3. Tailored arrival clearance delivery and execution ............................................................ 6-13
Table 6-4. ADS-B ITP clearance delivery and execution.................................................................. 6-18
Table 7-1. MARSA initiation and termination procedures .................................................................. 7-2
Table 7-2. Air refueling data link procedures ...................................................................................... 7-3
Table 7-3. Single aircraft or formation joining an ALTRV data link procedures................................ 7-8
Table 7-4. Formation break-up or departure from ALTRV data link procedures ............................... 7-8
Appendices
Appendix A CPDLC message elements and standardized free text messages .................................. 1
A.1 General........................................................................................................................................ 1
A.2 CPDLC message element response requirements key ................................................................ 3
A.3 CPDLC uplink message elements .............................................................................................. 4
A.4 CPDLC downlink message elements........................................................................................ 32
A.5 CPDLC standardized free text messages .................................................................................. 46
A.5.1 CPDLC standardized free text uplink messages .......................................................... 46
A.5.2 CPDLC standardized free text downlink messages ..................................................... 52
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Appendix B RCP specifications ............................................................................................................ 1
B.1 General........................................................................................................................................ 1
B.2 Terms and acronyms ................................................................................................................... 1
B.3 RCP 240 specification ................................................................................................................ 6
B.3.1 RCP 240/D allocations .................................................................................................. 6
B.3.1.1 General ........................................................................................................... 6
B.3.1.2 Air navigation service provider (ANSP) ........................................................ 7
B.3.1.3 Communication service provider (CSP) ...................................................... 10
B.3.1.4 Aircraft system ............................................................................................. 12
B.3.1.5 Aircraft operator........................................................................................... 15
B.4 RCP 400 specification .............................................................................................................. 17
B.4.1 RCP 400/D allocations ................................................................................................ 17
B.4.1.1 General ......................................................................................................... 17
B.4.1.2 Air navigation service provider (ANSP) ...................................................... 18
B.5 RCP 150 specification .............................................................................................................. 24
B.5.1 RCP 150/D allocations ................................................................................................ 24
B.5.1.1 General ......................................................................................................... 24
B.5.1.2 Air navigation service provider (ANSP) ...................................................... 25
Appendix C RSP specifications ............................................................................................................. 1

C.1 General........................................................................................................................................ 1
C.2 Terms and acronyms ................................................................................................................... 1
C.3 RSP 180 specification ................................................................................................................. 5
C.3.1 RSP 180/D allocations ................................................................................................... 6
C.3.1.1 General ........................................................................................................... 6
C.3.1.2 Air navigation service provider (ANSP) ........................................................ 6
C.3.1.3 Communication service provider (CSP) ........................................................ 8
C.3.1.4 Aircraft system ............................................................................................... 9
C.3.1.5 Aircraft operator........................................................................................... 11
C.4 RSP 400 specification ............................................................................................................... 13
C.4.1 RSP 400/D allocations ................................................................................................. 14
C.4.1.1 General ......................................................................................................... 14
C.4.1.2 Air navigation service provider (ANSP) ...................................................... 14
C.4.1.3 Communication service provider (CSP) ...................................................... 14
C.4.1.4 Aircraft system ............................................................................................. 16
C.4.1.5 Aircraft operator........................................................................................... 16
Appendix D Post-implementation monitoring and corrective action ................................................ 1

D.1 General........................................................................................................................................ 1
D.2 ANSP data collection and analysis ............................................................................................. 2
D.2.1 General........................................................................................................................... 2
D.2.2 ANSP data collection for CPDLC application .............................................................. 3
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D.2.2.1 General ........................................................................................................... 3
D.2.2.2 Measuring CPDLC communication performance .......................................... 3
D.2.2.3 Recording the data points for each CPDLC transaction ................................ 8
D.2.2.4 Data record for each CPDLC transaction..................................................... 12
D.2.3 ANSP data collection for ADS-C application ............................................................. 12
D.2.3.1 General ......................................................................................................... 12
D.2.3.2 Measuring actual surveillance performance (ASP)...................................... 12
D.2.3.3 Recording the ADS-C data points for each ADS-C downlink ..................... 12
D.2.3.4 Data record for each ADS-C downlink ........................................................ 14
D.2.4 ANSP data analysis ..................................................................................................... 14
D.2.4.1 General ......................................................................................................... 14
D.2.4.2 Graphical analysis ........................................................................................ 15
D.2.4.3 Data filtering ................................................................................................ 16
D.2.4.4 CPDLC performance analysis...................................................................... 17
D.2.4.5 ADS-C surveillance data transit time analysis ............................................. 23
D.2.4.6 Identifying poor performers ......................................................................... 28
D.2.4.7 Assessing periodic monitoring results ......................................................... 29
D.3 Problem reporting and resolution ............................................................................................. 32
D.3.1 General......................................................................................................................... 32
D.3.2 Problem report form .................................................................................................... 33
D.3.3 Problem assessment ..................................................................................................... 36
D.3.3.1 Data collection ............................................................................................. 36
D.3.3.2 Data analysis ................................................................................................ 36
D.3.4 Mitigating procedures problem resolution................................................................ 37
D.4 Regional performance monitoring ............................................................................................ 37
D.4.1 General......................................................................................................................... 37
D.4.2 Reporting on availability ............................................................................................. 37
D.4.3 Reporting on CPDLC actual communications performance ....................................... 39
D.4.4 Reporting on RSP data transit time ............................................................................. 40
D.4.5 Reporting data to enable graphical reports .................................................................. 42
Appendix E Regional/State-specific information ................................................................................ 1

E.1 General........................................................................................................................................ 1
E.2 Africa-Indian Ocean (AFI) Region ............................................................................................. 1
E.2.1 Administrative provisions related to data link operations ............................................. 1
E.2.2 Controller and radio operator procedures ...................................................................... 2
E.2.3 Flight crew procedures .................................................................................................. 2
E.2.4 Advanced data link operations....................................................................................... 2
E.2.5 State aircraft data link operation .................................................................................... 2
E.3 Caribbean (CAR) Region ........................................................................................................... 2
E.3.2 Controller and radio operator procedures ...................................................................... 3
E.3.3 Flight crew procedures .................................................................................................. 4
E.3.4 Advanced data link operations....................................................................................... 4
E.3.5 State aircraft data link operation .................................................................................... 4
E.4 European (EUR) Region ............................................................................................................. 4
E.4.1.1 ANSP service provision ................................................................................. 4
E.4.1.2 EUR - NSAP address registry ........................................................................ 7
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E.4.1.3 Flight plan provisions .................................................................................... 8
E.4.1.4 Logon criteria ................................................................................................. 8
E.4.1.5 Lack Timer ..................................................................................................... 8
E.4.2 Controller procedures .................................................................................................... 8
E.4.2.1 Reverting from CPDLC to voice ................................................................... 8
E.4.2.2 Preconditions for the operational exchange of CPDLC messages ................. 9
E.4.2.3 Uplink messages ............................................................................................ 9
E.4.2.4 Operational timers used by ATSU ............................................................... 12
E.4.2.5 Transfer of data communications with open dialogues................................ 12
E.4.2.6 Abnormal situations ..................................................................................... 13
E.4.2.7 Downlink error messages ............................................................................. 14
E.4.3 Flight crew procedures ................................................................................................ 16
E.4.3.1 General ......................................................................................................... 16
E.4.3.2 Latency time monitor (LTM) ....................................................................... 18
E.4.3.3 Operational use of LACK ............................................................................ 18
E.4.3.4 Operational timers used by the aircraft ........................................................ 19
E.4.3.5 Use of degrees in ACL messages ................................................................. 19
E.4.3.6 Transfer of data communications with open dialogues................................ 20
E.4.3.7 Multiple open requests for a same type ....................................................... 20
E.4.3.8 Abnormal situations ..................................................................................... 20
E.4.3.9 Uplink error messages.................................................................................. 21
E.4.4 Advanced data link operations..................................................................................... 24
E.4.5 State aircraft data link operation .................................................................................. 24
E.5 Middle East/Asia (MID/ASIA) Region .................................................................................... 25
E.5.1 Administrative provisions related to data link operations ........................................... 25
E.5.2 Controller and radio operator procedures .................................................................... 25
E.6 North-America (NAM) Region ................................................................................................ 25
E.7 North Atlantic (NAT) Region ................................................................................................... 28
E.7.1.1 ANSP service provision ............................................................................... 28
E.7.1.2 Uplink message elements unsuited for NAT operations .............................. 31
E.7.1.3 Unsupported CPDLC downlink message elements NAT ......................... 31
E.7.1.4 Reporting requirements in NAT airspace where ADS-C is available .......... 32
E.7.2.1 Voice communication procedures ................................................................ 33
E.7.3.1 Voice communication procedures ................................................................ 34
E.8 Pacific (PAC) Region ............................................................................................................... 36
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E.8.1.1 ANSP service provision ............................................................................... 36
E.8.1.2 Exchange of turbulence information in Fukuoka FIR.................................. 40
E.9 South-America (SAM) Region ................................................................................................. 42
Appendix F Operator/aircraft specific information ........................................................................... 1

F.1 FANS 1/A and ATN B1 product availability ............................................................................. 1
F.2 Verifying aircraft registration ..................................................................................................... 2
F.3 CPDLC connection management ............................................................................................... 3
F.4 Flight crew display response and acknowledgement ............................................................... 3
F.5 FMS processing of waypoints in position reports ...................................................................... 4
F.6 Multiple request messages .......................................................................................................... 4
F.7 Waypoint sequencing.................................................................................................................. 5
F.8 Open uplinks at time of transfer of communications .................................................................. 6
F.9 Variable constraints .................................................................................................................... 6
F.10 ADS-C emergency report interval default .................................................................................. 6
F.11 Message latency monitor ............................................................................................................ 6
F.12 Terminating ADS-C connections ............................................................................................... 7
F.13 SATCOM channel format........................................................................................................... 8
F.14 Transfer of ATSU ....................................................................................................................... 8
F.15 Number of ADS-C connections .................................................................................................. 8
F.16 Lateral deviation events on offsets ............................................................................................. 8
F.17 Assigned block altitude............................................................................................................... 9
F.18 FANS 1/A-ATN B1 aircraft behavior for automatic CPDLC transfers ..................................... 9
F.19 CM contact procedure............................................................................................................... 10
F.20 Duplicate CPDLC uplink message processing ......................................................................... 10
F.21 Response to end-service and error uplink messages ................................................................. 10
F.22 CPDLC connection after logon ................................................................................................ 11
F.23 ARINC 424 oceanic waypoints ................................................................................................ 11
F.24 STANDBY response to pilot-initiated downlink request ......................................................... 12
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FOREWORD.
1. Historical background
1.1 The Global Operational Data Link Document (GOLD) is the result of the progressive evolution
of the ICAO Asia-Pacific (APAC) Initial Future Air Navigation System (FANS 1/A) Operations Manual,
the North Atlantic (NAT) Guidance Material for ATS Data Link Services in North Atlantic Airspace and
the Eurocontrol LINK2000+ Guidance Material for the aeronautical telecommunication network baseline
1 (ATN B1).
1.2 Each of these founding documents provided guidance on a regional basis. However, in
recognition of the need to provide globally harmonized guidance on data link operations, the GOLD, First
Edition, merging initially the APAC and NAT guidance material, was adopted by the APAC and NAT
Regions in 2010. The Second Edition of the GOLD enabled integration of the LINK2000+ guidance
material.
1.3 The GOLD addresses data link service provision, operator readiness, controller and flight crew
procedures, performance-based specifications and post-implementation monitoring and analysis.
2. Scope and purpose

2.1 The GOLD provides guidance and information concerning data link operations and is intended
to facilitate the uniform application of Standards and Recommended Practices contained in Annex 2
Rules of the Air, Annex 10 Aeronautical Telecommunications and Annex 11 Air Traffic Services,
the provisions in the Procedures for Air Navigation Services Air Traffic Management (PANS-ATM,
Doc 4444) and, when necessary, the Regional Supplementary Procedures (Doc 7030).
2.2 This guidance material is intended to improve safety and maximize operational benefits by
promoting seamless and interoperable data link operations throughout the world. This edition applies to
the FANS 1/A and ATN B1 data link operations using automatic dependent surveillance contract
(ADS-C), controller-pilot data link communications (CPDLC) and the flight management computer
waypoint position reporting (FMC WPR). Additional guidance is provided on the use of automatic
dependent surveillance broadcast (ADS-B) in-trail procedures (ITP). It also addresses the performance
of the data link applications taking into consideration the transmission media used by those applications.
2.3 The following personnel and organizations should be familiar with relevant aspects of its
contents: regulators, airspace planners, aircraft operators, dispatchers, air navigation service providers
(ANSPs), aeronautical stations, communication service providers (CSPs), satellite service providers
(SSPs) and radio operators, training organizations, regional/State monitoring agencies, automation
specialists at centers and radio facilities, and aircraft manufacturers and equipment suppliers.
2.4 The guidance will support the following activities:
a) The States roles and responsibilities in relation to the following:
1) Safety regulatory oversight of air navigation services;
2) Operational authorizations, flight crew training and qualification; and
3) Design approval of aircraft data link systems.
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(xvi) Global Operational Data Link Document (GOLD)
b) The development of agreements and/or contractual arrangements between ANSPs and aircraft
operators and their respective communication service providers;
c) The development of operational procedures; and
d) Operational monitoring, analysis, and exchange of operational data among regions, States, and
communication service providers.
3. Status
This guidance is approved and maintained by the respective participating PIRGs and has a status of
an ICAO regional guidance material. It contains material that may eventually become Standards and
Recommended Practices (SARPs) or PANS provisions when it has reached the maturity and stability
necessary for adoption or approval. It also comprises material prepared as an amplification of the basic
principles in the corresponding SARPs, and designed particularly to assist the user in the application of
the SARPs and PANS.
4. Implementation
With a view of facilitating implementation of the provisions herein by States, this guidance material
has been prepared using language that permits direct use by all users.
5. References
6.1 The following references are cited in this document:
a) ICAO Annex 1 Personnel Licensing
b) ICAO Annex 2 Rules of the Air
c) ICAO Annex 4 Aeronautical Charts
d) ICAO Annex 6 Operation of Aircraft Part I International Commercial Air Transport
Aeroplanes
e) ICAO Annex 10 Aeronautical Telecommunications Volume II Communication
Procedures including those with PANS status
f) ICAO Annex 10 Aeronautical Telecommunications Volume III Communication
Systems
g) ICAO Annex 11 Air Traffic Services
h) ICAO Annex 15 Aeronautical Information Services
i) Procedures for Air Navigation Services Air Traffic Management (PANS-ATM, ICAO
Doc 4444)
j) Regional Supplementary Procedures (Regional SUPPs, ICAO Doc 7030)
k) Procedures for Air Navigation Services ICAO Abbreviations and Codes (PANS-ABC, ICAO
Doc 8400)
l) Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services (ICAO
Doc 8585)
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Global Operational Data Link Document (GOLD) (xvii)
m) Aircraft Type Designators (ICAO Doc 8643)
n) Manual on Airspace Planning Methodology for the Determination of Separation Minima
(ICAO Doc 9689)
o) Performance-based Navigation Manual (PBN) (ICAO Doc 9613)
p) Manual on Required Communication Performance (RCP) (ICAO Doc 9869)
q) Manual on Airborne Surveillance Applications (Doc 9994)
r) In Trail Procedure (ITP) Using Automatic Dependant Surveillance - Broadcast (ADS-B)"
(ICAO Circular 325)
s) Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote
Airspace (Oceanic SPR Standard, RTCA DO-306/EUROCAE ED-122)
t) Safety and Performance Standard for Air Traffic Data Link Services in Continental Airspace
(Continental SPR Standard, RTCA DO-290/EUROCAE ED-120, Change 1 and Change 2)
u) Interoperability Requirements for ATS Applications Using ARINC 622 Data Communications
(FANS 1/A INTEROP Standard, RTCA DO-258A/EUROCAE ED-100A)
v) Interoperability Requirements Standard for Aeronautical Telecommunication Network
Baseline 1 (ATN B1 INTEROP Standard, RTCA DO-280B/EUROCAE ED-110B)
w) Future Air Navigation System 1/A Aeronautical Telecommunication Network Interoperability
Standard (FANS 1/A ATN B1 INTEROP Standard, RTCA DO-305A/EUROCAE ED-154A)
x) Safety, Performance and Interoperability Requirements Document for In-Trail Procedure in
Oceanic Airspace (RTCA DO-312/EUROCAE ED-159) and Supplement
y) Navigation Systems Data Base (ARINC 424)
z) Advanced Flight Management Computer System (ARINC 702A)
6. Changes to the document

This document is maintained as a regional document in coordination with all ICAO planning and
implementation regional groups (PIRGs) providing data link services within their region. Each
participating PIRG establishes a mechanism for submitting and administering change proposals.
Change proposals (CPs) can be submitted by any stakeholder participating in data link operations.
The stakeholder should submit a Change Proposal to their ICAO regional office (see Appendix E). The
ICAO regional office will coordinate the change proposal within its own region, other regions, and ICAO
HQ, to determine the acceptability of the change proposal. Once the ICAO regional office has completed
coordination and the participating PIRGs accept the change proposal, the change is concluded by each of
the PIRGs.
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(xviii) Global Operational Data Link Document (GOLD)
Amendments to the GOLD
Approved
Amendment Source(s) Subject(s) Applicable
1st Edition Asia/Pacific Air Navigation Global Operational Data Link Applicable within
(2010) Planning and Implementation Document (GOLD) participating Regions
Regional Group on 1 July 2010.
(APANPIRG/20 2009)
North Atlantic Systems
Planning Group
(NAT SPG/46 2010)
2nd Edition European Air Navigation This Edition will allow GOLD to Applicable within
(2013) Planning Group be applicable to data link participating Regions
(EANPG/52 2010) implementations based on on 1 December 2013.
South American (SAM) existing data link capabilities (i.e.
Implementation Group FANS 1/A, ATN B1 and
(SAM/IG/8 2011) FANS 1/A-ATN B1 aircraft and
African Indian Ocean ground systems) in airspace
Planning and Implementation where procedural separations are
Regional Group applied and where ATS
(APIRG/18 2012) surveillance services are
provided. This Edition includes:
a) general data link descriptions
and common procedures;
b) changes to address High
Level Safety Conference (HLSC)
recommendations;
c) CPDLC procedures and
messages for ATC-initiated re-
route procedure and ADS-B in
trail procedure (ITP);
d) guidance related to the
position reporting requirements
in ADS-C environments (e.g.
reporting revised time estimates);
e) additional guidance on RCP
RSP and post-implementation
monitoring; and
f) A modified section to
facilitate Region / State specific
guidance and new material
specific to European Region.
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Global Operational Data Link Document (GOLD) 1-1
Chapter 1. Definitions
1.1 Terms and definitions

When the following terms are used in this document they have the following meanings. Where the term
has (ICAO) annotated, the term has already been defined as such in SARPs and/or PANS.
Term
ADS-C service. A term used to indicate an ATS service that provides surveillance information by
means of the ADS-C application.
Note. ICAO Doc 4444 does not include ADS-C in its definition for ATS surveillance system.
Therefore, an ATS surveillance service does not consider those provided by means of the ADS-C
application, unless it can be shown by comparative assessment to have a level of safety and
performance equal to or better than monopulse SSR.
Aeronautical fixed telecommunication network (AFTN). A worldwide system of aeronautical fixed

circuits provided, as part of the aeronautical fixed service, for the exchange of messages and/or
digital data between aeronautical fixed stations having the same or compatible communications
characteristics. (ICAO)
Aeronautical Information Publication (AIP). A publication issued by or with the authority of a State
and containing aeronautical information of a lasting character essential to air navigation. (ICAO)
Aeronautical operational control (AOC). Communication required for the exercise of authority over
the initiation, continuation, diversion or termination of flight for safety, regularity and efficiency
reasons. (ICAO)
Aeronautical telecommunication network (ATN). A global internetwork architecture that allows

ground, air-ground and avionic data subnetworks to exchange digital data for the safety of air
navigation and for the regular, efficient and economic operation of air traffic services. (ICAO)
Air navigation services provider (ANSP). An organization responsible for the provision of air traffic
services.
Air traffic control (ATC) clearance. Authorization for an aircraft to proceed under conditions
specified by an air traffic control unit.
Note 1. For convenience, the term air traffic control clearance is frequently abbreviated to
clearance when used in appropriate contexts.
Note 2. The abbreviated term clearance may be prefixed by the words taxi, take-off,
departure, en-route, approach or landing to indicate the particular portion of flight to which
the air traffic control clearance relates.
(ICAO)
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1-2 Global Operational Data Link Document (GOLD)
Term
Air traffic control (ATC) service. A service provided for the purpose of:
a) Preventing collisions:
1) Between aircraft, and
2) On the manoeuvring area between aircraft and obstructions; and
b) Expediting and maintaining an orderly flow of air traffic. (ICAO)
Air traffic management (ATM). The dynamic, integrated management of air traffic and airspace
including air traffic services, airspace management and air traffic flow management safely,
economically and efficiently through the provision of facilities and seamless services in
collaboration with all parties and involving airborne and ground-based functions. (ICAO)
Air traffic service (ATS). A generic term meaning variously, flight information service, alerting
service, air traffic advisory service, air traffic control service (area control service, approach control
service or aerodrome control service). (ICAO)
Air traffic services unit (ATSU). A generic term meaning variously, air traffic control unit, flight
information centre or air traffic services reporting office. (ICAO)
Airborne collision avoidance system (ACAS). An aircraft system based on secondary surveillance
radar (SSR) transponder signals which operates independently of ground-based equipment to
provide advice to the pilot on potential conflicting aircraft that are equipped with SSR
transponders. (ICAO)
Aircraft active flight plan. (See flight plan).
Aircraft address. A unique combination of 24 bits available for assignment to an aircraft for the
purpose of air-ground communications, navigation and surveillance. (ICAO)
Aircraft identification. A group of letters, figures or a combination thereof which is either identical to,
or the coded equivalent of, the aircraft call sign to be used in air-ground communications, and
which is used to identify the aircraft in ground-ground air traffic services communications. (ICAO)
Note 1. The aircraft identification does not exceed 7 characters and is either the aircraft
registration or the ICAO designator for the aircraft operating agency followed by the flight
identification.
Note 2. ICAO designators for aircraft operating agencies are contained in ICAO Doc 8585.
Aircraft registration. A group of letters, figures or a combination thereof which is assigned by the
State of Registry to identify the aircraft.
Note. Also referred to as registration marking.
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Term
Aircraft system availability (A AIRCRAFT ). The required probability of available capability on an aircraft
with an average flight of 6 hours.
Note. The actual aircraft system availability is computed assuming that the service is available
in the relevant airspace.
Air-report. A report from an aircraft in flight prepared in conformity with requirements for position,
and operational and/or meteorological reporting. (ICAO)
Altitude reservation (ALTRV). Airspace utilization under prescribed conditions normally employed
for the mass movement of aircraft or other special requirements which cannot otherwise be
accomplished.
Appropriate ATS authority. The relevant authority designated by the State responsible for providing
air traffic services in the airspace concerned. (ICAO)
Appropriate authority.
a) Regarding flight over the high seas: The relevant authority of the State of Registry.
b) Regarding flight other than over the high seas: The relevant authority of the State having
sovereignty over the territory being overflown. (ICAO)
Area control centre (ACC). A unit established to provide air traffic control service to controlled flights
in control areas under its jurisdiction. (ICAO)
Area navigation (RNAV) specification. See navigation specification. (ICAO)
ATC waypoint. A waypoint contained in Item 15 of the ICAO flight plan, or as amended by ATC.
Note. A waypoint inserted by the flight crew for purposes of conducting flight operations such as
points of no return are not ATC waypoints.
ATS interfacility data communication (AIDC). Automated data exchange between air traffic services
units, particularly in regard to co-ordination and transfer of flights. (ICAO)
ATS surveillance service. A term used to indicate a service provided directly by means of an ATS
surveillance system. (ICAO)
ATS surveillance system. A generic term meaning variously, ADS-B, PSR, SSR or any comparable
ground-based system that enables the identification of aircraft.
Note. A comparable ground-based system is one that has been demonstrated, by comparative
assessment or other methodology, to have a level of safety and performance equal to or better than
monopulse SSR.
(ICAO)

Term
Automatic dependent surveillance broadcast (ADS-B). A means by which aircraft, aerodrome

vehicles and other objects can automatically transmit and/or receive data such as identification,
position and additional data, as appropriate, in a broadcast mode via a data link. (ICAO)
Automatic dependent surveillance contract (ADS-C). A means by which the terms of an ADS-C
agreement will be exchanged between the ground system and the aircraft, via a data link,
specifying under what conditions ADS-C reports would be initiated, and what data would be
contained in the reports. (ICAO)
Note. The abbreviated term ADS contract is commonly used to refer to ADS event contract,
ADS demand contract, ADS periodic contract or an emergency mode.
C for RCTP. The proportion of intervention messages and responses that can be delivered within the
specified RCTP time for intervention.
C for RCTP AIR . The proportion of intervention messages and responses that can be delivered within the
specified RCTP AIR time for intervention.
C for RCTP ATSU . The proportion of intervention messages and responses that can be delivered within
the specified RCTP ATSU time for intervention.
C for RCTP CSP . The proportion of intervention messages and responses that can be delivered within
the specified RCTP CSP time for intervention.
C for RSTP AIR . The proportion of surveillance messages that can be delivered within the specified
RSTP AIR time.
C for RSTP ATSU . The proportion of surveillance messages that can be delivered within the specified
RSTP ATSU time.
C for RSTP CSP . The proportion of surveillance messages that can be delivered within the specified
RSTP CSP time.
C for TRN. The proportion of intervention messages and responses that can be delivered within the
specified TRN time for intervention.
Call sign. The designator used in air-ground communications to identify the aircraft and is equivalent to
the encoded aircraft identification.
Closed message. A message that:

a) Contains no message elements that require a response; or
b) Has received a closure response.

Term
Closure response. A message containing a message element that has the ability to close another
message.
Compulsory reporting point. An ATC waypoint for which a position report is required by the aircraft.
Control area (CTA). A controlled airspace extending upwards from a specified limit above the earth.
(ICAO)
Controller. A person authorized by the appropriate authority to provide air traffic control services.
Controller-pilot data link communications (CPDLC). A means of communication between controller

and pilot, using data link for ATC communications. (ICAO)
CPDLC dialogue. (See ICAO definition for dialogue.)

a) A single message that is a closed message; or
b) A series of messages beginning with an open message, consisting of any messages related to
the original open message and each other through the use of a Message Reference Number (MRN) and
ending when all of these messages are closed.
CPDLC message. Information exchanged between an airborne application and its ground counterpart.
A CPDLC message consists of a single message element or a combination of message elements
conveyed in a single transmission by the initiator.
Note. The abbreviated term message is commonly used to refer to a CPDLC message.
CPDLC message element. A component of a message. A message element is defined for specific uses
(e.g. vertical clearance, route modification). Afree text message element provides additional
capability.
Note. The abbreviated term message element is commonly used to refer to a CPDLC message
element.
Current data authority (CDA). The designated ground system through which a CPDLC dialogue
between a pilot and a controller currently responsible for the flight is permitted to take place.
(ICAO)
Current flight plan. (See flight plan).
Data link initiation capability (DLIC). A data link application that provides the ability to exchange
addresses, names and version numbers necessary to initiate data link applications. (ICAO)
Dialogue. A co-operative relationship between elements which enables communication and joint
operation. (ICAO)
Downlink message (DM). A CPDLC message sent from an aircraft.

Term
Dynamic airborne re-route procedure (DARP). The procedure for executing a re-route clearance
initiated by a request from AOC.
Filed flight plan. (See flight plan).
Flight crew member. A person authorized by the appropriate authority charged with duties essential to
the operations of an aircraft on the flight deck during a flight duty period.
Flight identification. A group of numbers, which is usually associated with an ICAO designator for an
aircraft operating agency, to identify the aircraft in Item 7 of the flight plan.
Flight information region (FIR). An airspace of defined dimensions within which flight information
service and alerting service are provided. (ICAO)
Flight level (FL). A surface of constant atmospheric pressure which is related to a specific pressure
datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure
intervals. (ICAO)
Note 1. A pressure type altimeter calibrated in accordance with the Standard Atmosphere:
a) when set to a QNH altimeter setting, will indicate altitude;
b) when set to QFE altimeter setting, will indicate height above the QFE reference datum;
c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels.
Note 2. The terms height and altitude, used in Note 1 above, indicate altimetric rather than
geometric heights and altitudes.
Flight plan. Specified information provided to air traffic services units, relative to an intended flight or
portion of a flight of an aircraft. (ICAO)
A flight plan can take several forms, such as:
Current flight plan (CPL). The flight plan, including changes, if any, brought about by
subsequent clearances. (ICAO)
Note 1. When the word message is used as a suffix to this term, it denotes the content and
format of the current flight plan data sent from one unit to another.
Filed flight plan (FPL). The flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes. (ICAO)
Note 2. When the word message is used as a suffix to this term, it denotes the content and
format of the filed flight plan data as transmitted.
Aircraft active flight plan. The flight plan used by the flight crew. The sequence of legs and
associated constraints that define the expected 3D or 4D trajectory of the aircraft from takeoff to
landing. (RTCA/EUROCAE)

Term
FMC WPR service. A term used to indicate an ATS service that provides surveillance information by
means of the FMC WPR application.
Note. ICAO Doc 4444 does not include FMC WPR in its definition for ATS surveillance system.
Therefore, an ATS surveillance service does not consider those provided by means of the FMC WPR
application, unless it can be shown by comparative assessment to have a level of safety and
Figure of merit. An indication of the aircraft navigation systems ability to maintain position accuracy.
Free text message element. A message element used to exchange information not conforming to a
defined message element.
Lateral deviation event (LDE). A type of event that triggers an ADS-C report when the absolute value
of the lateral distance between the aircraft`s actual position and the aircraft`s expected position on
the aircraft active flight plan becomes greater than the lateral deviation threshold.
Level range deviation event (LRDE). A type of event that triggers an ADS-C report when the
aircraft`s level is higher than the level ceiling or the aircraft`s level is lower than the level floor.
Note. Sometimes referred to as altitude range change event or altitude range event.
Maximum accumulated unplanned outage time (min/yr). Measured by accumulating only the
duration times for unplanned outages greater than the unplanned outage duration limit during any
12-month period. The accumulation is performed separately for each relevant operational airspace.
Maximum number of unplanned outages. Measured separately for each relevant operational airspace
over any 12-month period.
Message. Basic unit of user information exchanged between an airborne application and its ground
counterpart or between two ground applications. Messages are passed in one or more data blocks
from one end user to another through different subnetworks. (ICAO Doc 9880)
Note. Used in this document to mean CPDLC message.
Message element. A component of a message used to define the context of the information exchanged.
(ICAO Doc 9880)
Note. Used in this document to mean CPDLC message element.
Message element identifier. The ASN.1 tag of the ATCUplinkMsgElementId or the

ATCDownlinkMsgElementId. (ICAO)
Message identification number (MIN). An integer in the range 0 to 63 (inclusive) that uniquely
identifies specific uplink and downlink messages for each CPDLC connection.
Military assumes responsibility for the separation of aircraft (MARSA). Procedures between the
controller and the aircraft that delegate the separation responsibility temporarily to the military
authority operating the flights, thereby relieving ATC of the separation workload.

Term
Minimum equipment list (MEL). A list which provides for the operation of aircraft, subject to
specified conditions, with particular equipment inoperative, prepared by an operator in conformity
with, or more restrictive than, the MMEL established for the aircraft type. (ICAO)
Monitored operational performance (TRN). The portion of the transaction time (used for
intervention) that does not include the times for message composition or recognition of the
operational response.
Multi-element message. A CPDLC message consisting of more than one message element (clearance,
instruction or information), handled by the controller of the flight crew as a single message.
Navigation specification. A set of aircraft and flight crew requirements needed to support performance-
based navigation operations within a defined airspace. There are two kinds of navigation
specifications:
Required navigation performance (RNP) specification. A navigation specification based on area
navigation that includes the requirement for performance monitoring and alerting, designated
by the prefix RNP (e.g. RNP 4, RNP APCH).
Area navigation (RNAV) specification. A navigation specification based on area navigation that
does not include the requirement for performance monitoring and alerting, designated by the
prefix RNAV (e.g. RNAV 5, RNAV 1).
Note 1. The Performance-based Navigation (PBN) Manual (Doc 9613), Volume II, contains
detailed guidance on navigation specifications.
Note 2. The term RNP, previously defined as a statement of the navigation performance
necessary for operation within a defined airspace, has been removed from this Annex as the concept of
RNP has been overtaken by the concept of PBN. The term RNP is now solely used in the context of
navigation specifications that require performance monitoring and alerting (e.g. RNP 4 refers to the
aircraft and operating requirements, including a 4 NM lateral performance with on-board performance
monitoring and alerting that are detailed in Doc 9613).
Next data authority. The ground system so designated by the current data authority through which an
onward transfer of communications and control can take place. (ICAO)
NOTAM. A notice distributed by means of telecommunication containing information concerning the

establishment, condition or change in any aeronautical facility, service, procedure or hazard, the
timely knowledge of which is essential to personnel concerned with flight operations. (ICAO)
Open message. A message that contains at least one message element that requires a response. An
open message remains open until the required response is received.
Operational communication transaction. The process a human uses to initiate the transmission of an
instruction, clearance, flight information, and/or request, and is completed when that human is
confident that the transaction is complete.

Term
Performance-based communication (PBC). ATS communication services and capability based on

performance requirements for air traffic service provision, aircraft and flight operations along an
ATS route, on an instrument approach procedure or in a designated airspace.
Note. Communication performance requirements are allocated to system components in an RCP
specification in terms of communication transaction time, continuity, availability, integrity, safety and
functionality needed for the proposed operation in the context of a particular airspace concept.
Performance-based navigation (PBN). Area navigation based on performance requirements for

aircraft operating along an ATS route, on an instrument approach procedure or in a designated
airspace.
Note. Performance requirements are expressed in navigation specifications (RNAV specification,
RNP specification) in terms of accuracy, integrity, continuity, availability and functionality needed for
the proposed operation in the context of a particular airspace concept. (ICAO)
Performance-based surveillance (PBS). ATS surveillance services and capability based on

performance requirements for air traffic service provision, aircraft and flight operations along an
ATS route, on an instrument approach procedure or in a designated airspace.
Note. Surveillance performance requirements are allocated to system components in an RSP
specification in terms of surveillance data delivery time, continuity, availability, integrity, accuracy of
the surveillance data, safety and functionality needed for the proposed operation in the context of a
particular airspace concept.
Preformatted free text message. A free text message element that is stored within the aircraft system
or ground system for selection.
Procedural control. Term used to indicate that information derived from an ATS surveillance system
is not required for the provision of air traffic control service. (ICAO)
Procedural separation. The separation used when providing procedural control. (ICAO)
Radio operator. A person authorized by the appropriate authority to relay a radiotelephony

communication between the ATSU and the flight crew.
RCP availability (A). The required probability that an operational communication transaction can be
initiated when needed.
RCP continuity (C). The required probability that an operational communication transaction can be
completed within the communication transaction time, either ET or TT 95%, given that the service
was available at the start of the transaction.
RCP expiration time (ET). The maximum time for the completion of the operational communication
transaction after which the initiator is required to revert to an alternative procedure.

Term
RCP integrity (I). The required probability that an operational communication transaction is completed
with no undetected errors.
Note. Whilst RCP integrity is defined in terms of the goodness of the communication
capability, it is specified in terms of the likelihood of occurrence of malfunction on a per flight hour
-5
basis (e.g. 10 ), consistent with RNAV/RNP specifications.
RCP nominal time (TT 95%). The maximum nominal time within which 95% of operational
communication transactions is required to be completed.
RCP type. A label (e.g. RCP 240) that represents the values assigned to RCP parameters for
communication transaction time, continuity, availability and integrity. (ICAO)
Note. This document uses the term RCP specification to align RCP with RNP and RNAV
specifications provided in the Performance Based Navigation Manual.
RCTP AIR . The summed critical transit times for an ATC intervention message and a response message,
allocated to the aircraft system.
RCTP ATSU . The summed critical transit times for an ATC intervention message and a response
message, allocated to the ATSU system.
RCTP CSP . The summed critical transit times for an ATC intervention message and a response message,
allocated to the CSP system.
Required communication performance (RCP) specification. A set of requirements for air traffic
service provision, aircraft capability, and operations needed to support performance-based
communication within a defined airspace.
Note 1. See ICAO Doc 9869 and Appendix B of this document for RCP specifications.
Note 2. The term RCP, currently defined by ICAO as a statement of performance requirements
for operational communication in support of specific ATM functions, is used in this document to align
the concept of PBC with the concept of PBN. The term RCP is now used in the context of a specification
that is applicable to the prescription of airspace requirements, qualification of ATS provision, aircraft
capability, and operational use, including post-implementation monitoring (e.g. RCP 240 refers to the
criteria for various components of the operational system to ensure an acceptable intervention
capability for the controller is maintained.
Required communication technical performance (RCTP). The portion of the (intervention)

transaction time that does not include the human times for message composition, operational
response, and recognition of the operational response.
Required surveillance technical performance (RSTP). The technical transit time for surveillance data
delivery from the time associated with the aircrafts position to when the recipient (e.g. ATSU)
receives the report, but does not include the generation or processing of the report.
Required navigation performance (RNP) specification. See navigation specification. (ICAO)

Term
Required surveillance performance (RSP) specification. A set of requirements for air traffic service
provision, aircraft capability, and operations needed to support performance-based surveillance
within a defined airspace.
Note 1. See ICAO Doc 9869 and Appendix C of this document for RSP specifications.
Note 2. The term RSP is used in the context of a specification that is applicable to the
prescription of airspace requirements, qualification of ATS provision, aircraft capability, and
operational use, including post-implementation monitoring (e.g. RSP 180 refers to the criteria for
various components of the operational system to ensure an acceptable surveillance capability for the
controller is maintained).
Responder performance criteria. The operational portion of the transaction time to prepare the
operational response, and includes the recognition of the instruction, and message composition
(e.g. flight crew/HMI) for intervention transactions.
RSTP AIR . The overdue (OD) and nominal (DT) transit times for surveillance data from the aircraft
system to the antenna.
RSTP ATSU . The overdue (OD) and nominal (DT) transit times for surveillance data from the CSP
interface to the ATSUs flight data processing system.
RSTP CSP . The overdue (OD) and nominal (DT) transit times for surveillance data allocated to the CSP.
Service availability (A CSP ). The required probability that the communication service is available to all
users in a specific airspace when desired.
Standardized free text message. A message element that uses a defined free text message format,
using specific words in a specific order which has been agreed by stakeholders. Standardized free
text message elements may be manually entered by the user or may be a preformatted free text
message.
Standard message element. Any message element defined by ICAO Doc 4444 that does not contain
the [free text] parameter.
RSP availability (A). The required probability that surveillance data can be provided when needed.
RSP continuity (C). The required probability that surveillance data can be delivered within the
surveillance delivery time parameter, either OT or DT 95%, given that the service was available at
the start of delivery.
Surveillance data. Data pertaining to the identification of aircraft and/or obstructions for route
conformance monitoring and safe and efficient conduct of flight.
Surveillance data delivery. The process for obtaining surveillance data.
RSP data transit time. The required time for surveillance data delivery.

Term
RSP integrity (I). The required probability that the surveillance data is delivered with no undetected
error.
Note 1. Surveillance integrity includes such factors as the accuracy of time, correlating the time
at aircraft position, reporting interval, data latency, extrapolation and/or estimation of the data.
Note 2. Whilst surveillance integrity is defined in terms of the goodness of the surveillance
capability, it is specified in terms of the likelihood of occurrence of malfunction on a per flight hour
-5
basis (e.g. 10 ), consistent with RCP and RNAV/RNP specifications.
RSP nominal delivery time (DT 95%). The maximum nominal time within which 95% of surveillance
data is required to be delivered.
RSP overdue delivery time (OT). The maximum time for the successful delivery of surveillance data
after which the initiator is required to revert to an alternative procedure.
RSP specification. A set of ATS provision, including communication services, aircraft and operator
requirements (e.g. RSP 180) needed for surveillance supporting a performance-based operation
within a defined airspace.
Required surveillance performance (RSP). A statement of the performance requirements for

operational surveillance in support of specific ATM functions.
Tailored arrival (TA). A 4-dimentional (4-D) arrival procedure, based on an optimized ATC
clearance, including, as necessary, vertical and/or speed restrictions, from the aircraft's current
position, normally just prior to top of descent, to the designated destination runway. The TA
clearance is issued via CPDLC data link message(s) to the aircraft and automatically loaded into
the aircraft's 4-D trajectory guidance capability.
Time critical situation. A situation when a prompt controlling action is required in the provision of air
traffic services.
Note. Time-criticality is mainly determined by the following factors: ATC traffic situation, end-
to-end performance (systems and flight crew/controller response time), recovery time and
controller/flight crew confidence and experience on the means of communication that are available.
Unplanned outage duration limit (minutes). Time after the unplanned outage begins at which there is
an operational impact. Measured from when an unplanned outage begins to when the ATSU
receives notification that the service has been restored.
Unplanned outage notification delay (min). Notification to the ATSU of an unplanned outage.
Measured from when the unplanned outage begins to when the ATSU receives notification.
Uplink message (UM). A CPDLC message sent from a ground system.
Vertical rate change event (VRE). A type of event that triggers an ADS-C report when the aircraft`s
rate of climb or descent is greater than the vertical rate threshold.

Term
Waypoint change event (WCE). A type of event that triggers an ADS-C report when there is a change
in the next waypoint or the next plus 1 waypoint on the aircraft active flight plan.
1.2 Acronyms
When the following acronyms are used in this document they have the following meanings. Where the
term has (ICAO) annotated, the acronym has already been defined as such in SARPs and/or PANS.
Acronym Description
AAR Air-to-air refueling.
ACARS Aircraft communications addressing and reporting system.
ACAS Aircraft collision avoidance system. (ICAO)
ACC Area control centre. (ICAO)
ACL ATS clearance (data link service).
ACM ATS communications management (data link service).
ACP Actual communication performance.
ACTP Actual communication technical performance.
ADS Automatic dependent surveillance (retained for reference with non-updated documents.
This term would normally be used to refer to ADS-C).
ADS-B Automatic dependent surveillance broadcast. (ICAO)
ADS-C Automatic dependent surveillance contract. (ICAO)
AFN ATS facilities notification.
AFTN aeronautical fixed telecommunication network. (ICAO)
AGL Above ground level (ICAO)
AIC Aeronautical information circular. (ICAO)
AIDC ATS interfacility data communications. (ICAO)
AIP Aeronautical Information Publication. (ICAO)

Acronym Description
AIREP Air-report. (ICAO)
ALTRV Altitude reservation.
AMC ATS microphone check (data link service).
AMS(R)S Aeronautical mobile satellite (route) service. (ICAO)
ANSP Air navigation service provider.
AOC Aeronautical operational control. (ICAO)
ARCP Air refueling control point. (ICAO abbreviation?)
AREX Air refueling exit point. (ICAO abbreviation?)
ARIP Air refueling initial point. (ICAO abbreviation?)
ARP Air-report message. (See AIREP)
ATC Air traffic control. (ICAO)
ATM Air traffic management. (ICAO)
ATN Aeronautical telecommunication network. (ICAO)
ATN B1 Aeronautical telecommunication network baseline 1, as defined by RTCA

DO-280B/EUROCAE ED-110B.
Note. ATN B1 generally means that the data link system on an aircraft, the ATSU
ground system, and communication service provision comply with the standard as
adapted by Eurocontrol Specification on Data Link Services (EUROCONTROL-SPEC-
0116). ATN B1 consists of the following data link applications:
a) Context management (CM) for data link initiation capability (DLIC); and
b) Limited CPDLC for ATS communications management (ACM), ATS clearance
(ACL), and ATC microphone check (AMC).
ATS Air traffic service. (ICAO)
ATSU ATS unit. (ICAO, sort of)
CADS Centralized ADS-C system.
CDA Current data authority. (See ICAO definition for current data authority)
CFRS Centralized FMC waypoint reporting system.

Acronym Description
CM Context management (data link application).
CNS Communications, navigation and surveillance. (ICAO)
CNS/ATM Communications, navigation and surveillance/air traffic management. (ICAO)
CPDLC Controller-pilot data link communications. (ICAO)
CRC Cyclic redundancy check.
CSP Communication service provider.
CTA Control area. (ICAO)
DARP Dynamic airborne re-route procedure.
D-ATIS Data link automatic terminal information service (data link service).
DCL Departure clearance (data link service).
DCPC Direct controller-pilot communications.
DLIC Data link initiation capability. (ICAO)
DM Downlink message.
DSC Downstream clearance (data link service).
EMERG Emergency. (ICAO)
ETD Estimated time of departure or estimating departure. (ICAO)
FANS Future air navigation system.
FANS 1/A Future air navigation system - initial, as defined by RTCA DO-258A/EUROCAE
ED-100A, or previous standards that defined the FANS 1/A capability.
Note. FANS 1/A generally means that the data link system on an aircraft, the
ATSU ground system, and communication service provision comply with the standard.
In certain cases, specific reference is made to a particular type of FANS 1/A aircraft as
follows:
a). FANS 1/A+ means that the aircraft completely complies with Revision A of the
standard, which includes message latency monitor; and
b) FANS 1/A ADS-C means that the aircraft complies with AFN and ADS-C
applications, but does not include the CPDLC application.
FDPS Flight data processing system. (ICAO)

Acronym Description
FIR Flight information region. (ICAO)
FL Flight level.
FLIPCY Flight plan consistency (data link service).
FMC Flight management computer.
FMC WPR Flight management computer waypoint position reporting.
FMS Flight management system.
GPS Global positioning system (USA).
HF High frequency (3-30 Mhz). (ICAO)
IATA International Air Transport Association.
ICAO International Civil Aviation Organization. (ICAO)
ICD Interface control document.
ITP In trail procedure
LDE Lateral deviation event.
LRDE Level range deviation event.
MARSA Military assumes responsibility for separation of aircraft.
MAS Message assurance.
MASPS Minimum aviation system performance standards.
MEL Minimum equipment list. (ICAO)
MET Meteorological or meteorology. (ICAO)
MIN Message identification number.
MRN Message reference number.
MTBF Mean time between failures.
MTTR Mean time to repair.
NDA Next data authority. (See ICAO definition for next data authority.)

Acronym Description
ORT Operational requirements table.
PANS-ATM Procedures for Air Navigation Services Air Traffic Management (ICAO Doc 4444).
(ICAO)
PBC Performance-based communication
PBCS Performance-based communication and surveillance
PBN Performance-based navigation
PBS Performance-based surveillance
PORT Pilot operational response time.
POS Position report message.
RCP Required communication performance.
RCTP Required communication technical performance.
RGS Radio ground station.
RNAV Area navigation.
RNP Required navigation performance.
RSP Required surveillance performance
RSTP Required surveillance technical performance.
SARPs Standards and Recommended Practices. (ICAO)
SATCOM Satellite communication. (ICAO)
SELCAL Selective calling system. (ICAO)
TA Tailored arrival.
TRN Monitored operational performance.
UM Uplink message.
UPR User preferred route.
VDL M0/A VHF data link mode 0/A subnetwork.

Acronym Description
VDL M2 VHF data link mode 2 subnetwork,
VHF Very high frequency (30-300 Mhz). (ICAO)
VRE Vertical rate change event.
WCE Waypoint change event.

Chapter 2. Overview of data link operations
2.1 Data link operational capabilities
2.1.1 Data link benefits
2.1.1.1 Data link services provide communications that are intended to support more efficient air
traffic management and increase airspace capacity.
2.1.1.2 In addition, in airspace where procedural separation is being applied, the data link
services improve communications, surveillance and route conformance monitoring to support operational
capabilities that enable:
a) Reduced separations, for example, in addition to navigation performance requirements, the
following reduced separations require FANS 1/A aircraft, FANS 1/A ATSU, RCP 240 and RSP 180;
1) 50 NM longitudinal separation;
3) 30 NM lateral separation;
b) User preferred route (UPR);
c) Dynamic airborne re-route procedure (DARP); and
d) Weather deviation management.
2.1.1.3 CPDLC improves communication capabilities by reducing voice channel congestion and
enabling the use of CPDLC-related automation.
2.1.1.4 Depending on the specific implementation, other advantages associated with CPDLC
include:
a) Providing direct controller-pilot communications (DCPC) in airspace where it was not
previously available;
b) Allowing the flight crew to print messages;
c) Allowing messages to be stored and reviewed as needed;
d) Reducing flight crew-input errors by allowing the loading of information from specific uplink
messages, such as route clearances or frequency change instructions, into other aircraft systems, such as
the FMS or radios;
e) Allowing the flight crew to request complex route clearances, which the controller can respond
to without having to manually enter a long string of coordinates;
f) Reducing flight crew workload by supporting automatically transmitted reports when a specific
event occurs, such as crossing a waypoint and the loading of clearance information directly into the flight
management system;
g) Reducing controller workload by providing automatic flight plan updates when specific
downlink messages (and responses to some uplink messages) are received.

2.1.2 Data link systems interoperability standards
2.1.2.1 Data link is a generic term that encompasses different types of data link systems and
subnetworks. Figure 2-1 provides an overview of a data link system, including subnetworks. While all
data link capable aircraft have access to VHF data link, not all aircraft have access to additional satellite,
and/or HF data link capability. Similarly, not all CSPs have HF data link capability. Some ANSPs do not
operationally require, nor allow use of, some of the subnetworks (e.g. SATCOM).
Aeronautical Mobile Airborne equipment (avionics) Global Navigation

Satellite System Satellite System
CSP Networks
Satellite Ground VHF & HF Radio Remote

Station(s) Ground Station(s)
ATS Unit(s)
Figure 2-1. Overview of a data link system
2.1.2.2 Figure 2-2 shows different ATSU ground systems and aircraft systems that are
interoperable. A designator is assigned to each type of ATSU and aircraft data link system. Table 2-1
provides a brief description for each designator and identifies the applicable interoperability standards.
Note 1. RTCA DO-305A/EUROCAE ED-154A chapter 4 provides additional requirements to
support automatic CPDLC transfers between ATSUs using different technologies (i.e. FANS 1/A and
ATN B1). Refer to paragraph 3.1.2.2 for applicability of chapter 4 in RTCA DO-305A/EUROCAE
ED-154A to ATN B1, FANS 1/A-ATN B1 and FANS 1/A ground systems.
Note 2. A single aircraft or a single ATSU may employ multiple types of data link systems.
FANS 1/A-ATN B1 aircraft are not specifically depicted in Figure 2-2.

2.1.2.3 Table 2-2 provides a brief description of each type of subnetwork that supports the
different data link systems and identifies the applicable interoperability standards. A designator is
assigned to each type of subnetwork shown in Figure 2-1.
2.1.2.4 The applicable interoperability standards for each type of data link system and each type
of subnetwork allocate requirements to the operator, the aircraft data link system, and the ANSP to ensure
that the aircraft system, the ATSU ground system, and subnetworks are compatible.
Aircraft with multiple types of data link systems

(e.g. FANS 1/A-ATN B1 and ACARS ATS)
FANS 1/A (Generic)
FANS 1/A ADS-C

(Shown for FANS 1/A+
FMC WPR
reference only)
ACARS ATS
FANS 1/A ATN B1
Operator CSP
Functionally
AOC equivalent CFRS CADS
ATSU -AOC ATSU - CFRS ATSU - CADS FANS 1/A

ACARS ATS FANS 1/A ATN B1
ATN B1
ATSU Any airspace ATSU Oceanic and remote airspace ATSU Continental airspace
Figure 2-2. Different ATSU/aircraft interoperable connectivity

Table 2-1. Designators for aircraft and ATSU (ground) data link systems
Designator Description of designator Applicable interoperability Applicable

standard(s) system
ACARS ATS applications, departure clearance a) ED-85A (DCL) ATSU and
ATS (DCL), oceanic clearance (OCL) and data b) ED-106A (OCL) Aircraft
link automatic terminal information service c) ED-89A (D-ATIS)
(D-ATIS), supported by aircraft
d) ARINC 623-3
communications addressing and reporting
system (ACARS).
Note. ACARS ATS is defined for reference
only. Guidance for these applications is not
provided in this document.
FMC WPR Flight management computer waypoint ARINC 702A-3 Aircraft
position reporting (FMC WPR)
ATS application, generates and sends
waypoint position reports, supported by
flight management system and ACARS.
ATSU Communication service providers (CSPs) a) ARINC 702A-3 ATSU
CFRS centralized flight management computer b) CFRS Common
waypoint reporting system (CFRS) enables Specification, Version 2.0,
ATSU to receive waypoint position reports in April 2004 (Available from
ICAO format from any FMC WPR aircraft. ICAO Regional Office in
Paris)
ATSU AOC Operators aeronautical operational control a) ARINC 702A-3 ATSU
(AOC) facility enables ATSU to receive b) Aeronautical fixed
waypoint position reports in ICAO format telecommunication network
from the operators FMC WPR aircraft. (AFTN) specifications
ATSU CSPs centralized ADS-C system (CADS) a) DO-258A/ED-100A, or ATSU
CADS enables an ATSU without FANS 1/A previous versions.
capability to receive ADS-C reports from any b) CADS Common
FANS 1/A, FANS 1/A+ or FANS 1/A Specification, Version 2.0,
ADS-C aircraft. April 2004 (Available from
ICAO Regional Office in
Paris)


standard(s) system
FANS 1/A Initial future air navigation system a) DO-258A/ED-100A, or ATSU and
(FANS 1/A) ATS applications, AFN, previous versions. Aircraft
CPDLC and ADS-C, supported by b) Boeing document D6-
FANS 1/A over ACARS. 84207, Loading of ATC
Note. FANS 1/A typically involve Clearances into the Flight
communication (CPDLC), navigation Management System (FMS),
(RNAV/RNP) and surveillance (ADS-C). This August 2009
document refers to the FANS 1/A for the data c) Airbus document
link system, which includes the CPDLC and X4620RP1133312,
ADS-C applications. Refer to ICAO FANSA/A+ Function
Doc 9613 for guidance material on Integration with FMS
navigation (RNAV/RNP) qualification and Technical Report
use.
FANS 1/A+ Same as FANS 1/A, except with additional a) DO-258A/ED-100A only Aircraft
features, such as the message latency monitor b) Boeing document D6-
function, described in DO-258A/ED-100A, 84207, Loading of ATC
paragraph 4.6.6.9. See also this document, Clearances into the Flight
paragraph 3.1.2.6, for procedures on its use. Management System (FMS),
FANS 1/A+ - complies with Revision A of August 2009
the standard (i.e. not previous versions) c) Airbus document
X4620RP1133312,
FANSA/A+ Function
Integration with FMS
Technical Report
FANS 1/A ATS applications, AFN and ADS-C, DO-258A/ED-100A Aircraft
ADS-C supported by FANS 1/A over ACARS.
FANS 1/A ADS-C - complies with AFN and
ADS-C applications, No CPDLC.


standard(s) system
ATN B1 ATS applications, CM and CPDLC, a) DO-280B/ED-110B ATSU and
supported by aeronautical telecommunication b) Eurocontrol Specification Aircraft
network baseline 1 (ATN B1): on Data Link Services
a) Context management (CM) application (EUROCONTROL-SPEC-
for data link initiation capability (DLIC); 0116)
b) CPDLC for ATS communications
management (ACM), ATS clearance (ACL),
and ATC microphone check (AMC), except
that:
1) UM 135 CONFIRM ASSIGNED
LEVEL and UM 233 USE OF LOGICAL
ACKNOWLEDGEMENT PROHIBITED
will not be used by the ATSU; and
2) DM 38 ASSIGNED LEVEL (level)
is not required by the aircraft.
Note. Interoperability for departure
clearance (DCL), downstream clearance
(DSC), data link automatic terminal
information service (D-ATIS), and flight plan
consistency (FLIPCY) data link services,
which are defined in DO-280B/ED-110B, are
not supported.
FANS 1/A Enables ATSU with ATN B1 ground system a) ATN B1 standards are ATSU
ATN B1 to provide data link service to FANS 1/A applicable and, in addition,
aircraft. b) DO-305A/ED-154A
Enables the use of CPDLC along a route of a) ATN B1 and FANS 1/A Aircraft
flight where data link services are provided standards are applicable and,
by FANS 1/A technology in some airspaces in addition,
and ATN B1 in other airspaces. b) DO-305A/ED-154A
Note. Some aircraft (see
Appendix F, paragraph F.1)
implement FANS 1/A and
ATN B1 capabilities as
separate systems and do not
comply with ED154A/
DO305A. Such aircraft do
not benefit from automatic
CPDLC transfers.

Table 2-2. Designators for subnetworks
Designator Description of designator Applicable standard(s)

VDL M0/A Very high frequency data link ARINC 618-6 (INTEROP) for air/ground
mode 0/A protocol
VDL M2 Very high frequency data link a) ICAO Annex 10, Vol III
mode 2 b) ICAO Doc 9776, Manual on VDL Mode 2
c) RTCA DO-224C (MASPS)
d) ARINC 631-6 (INTEROP)
HFDL High frequency data link a) ICAO Annex 10, Vol III
b) ICAO Doc 9741, Manual on HF Data Link
c) RTCA DO-265 (MASPS)
d) ARINC 753-3 (INTEROP)
SATCOM Inmarsat or MT-SAT aero classic a) ICAO Annex 10, Vol III
(Inmarsat) satellite communications b) ICAO Doc 9925, AMS(R)S Manual
c) RTCA DO-270 (MASPS)
d) ARINC 741P2-11 (INTEROP)
SATCOM Iridium short burst data satellite a) ICAO Annex 10, Vol III
(Iridium) communications b) ICAO Doc 9925, AMS(R)S Manual
c) RTCA DO-270, Change 1 (MASPS)
d) ARINC 741P2-11 (INTEROP)
2.1.3 Data link services safety and performance specifications
2.1.3.1 Oceanic SPR Standard (RTCA DO-306/EUROCAE ED-122)
2.1.3.1.1 The Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and
Remote Airspace (Oceanic SPR Standard, RTCA DO-306/EUROCAE ED-122), provides operational,
safety and performance criteria for data link services that are applicable in airspace, where procedural
separation is being applied, for normal ATC communication and surveillance to support separation
assurance, route conformance monitoring, re-routes, and weather deviation management. These criteria
include specifications for required communication performance (RCP) and required surveillance
performance (RSP), taking into consideration the following data link applications:
a) Data link initiation capability (DLIC);
b) CPDLC for ATC communication;
1) RCP 240 operations; and
2) RCP 400 operations;
c) ADS-C for surveillance - automatic position reporting;
1) RSP 180 operations; and
2) RSP 400 operations;
d) FMC WPR for surveillance - automatic position reporting at ATC waypoints.
Note. When RCP and RSP specifications are prescribed in Regional SUPPs, AIP (or other
appropriate publication), the specifications are associated with any required interoperability (e.g.
FANS 1/A or ATN B1) and functionality (e.g, ADS periodic and event contracts and parameter values to
be used.)
2.1.3.1.2 If the data link operation is dependent on certain performance, then the ANSP may
prescribe RCP and/or RSP specifications. Table 2-3 provides examples of intended uses for which the
RCP specifications defined in Appendix B are applicable. Table 2-4 provides examples of intended uses
for which the RSP specifications defined in Appendix C are applicable.
Table 2-3. Examples of applying RCP specifications to intended uses
RCP Intended uses for which the RCP specification is applicable

specification
RCP 240 When CPDLC is the normal means of communications supporting the application of
separation minima predicated on communication performance (e.g. 30 NM lateral and
30 NM or 50 NM longitudinal).
RCP 400 When a technology other than HF voice radio is the normal means of communication
and the ATS function specifies a requirement for RCP 400.
When a technology other than HF voice radio is the alternative means of
communication supporting the application of separation minima predicated on
communication performance (e.g. 30 NM lateral and 30 NM or 50 NM longitudinal).
Table 2-4. Examples of applying RSP specifications to intended uses
RSP Intended uses for which the RSP specification is applicable

specification
RSP 180 When ADS-C is the normal means of surveillance supporting the application of
separation minima predicated on surveillance performance (e.g. 30 NM lateral and
RSP 400 When ADS-C or FMC WPR is the normal means of surveillance supporting the
application of lateral separation greater than or equal to 50 NM and time-based
longitudinal separation.
When a technology other than HF voice radio provides an alternative means of
surveillance (e.g. position reporting via satellite voice) supporting the application of
separation minima predicated on surveillance performance (e.g. 30 NM lateral and
Note 1. For example, satellite voice and CPDLC over the HFDL subnetwork may provide ATC
communication other than by HF voice radio. Appendix B and Appendix C provide criteria only when
the communication is a data link system.

2.1.3.1.3 Data link operations that use certain subnetworks (e.g. HFDL) or take place in
subnetwork transition areas (e.g. VHF fringe coverage area) may not meet the criteria for some RCP or
RSP specifications.
2.1.3.1.4 Aircraft capability that supports multiple RCP and/or RSP operations needs to include
appropriate indications and/or procedures to enable the flight crew to notify ATC when aircraft equipment
failures result in the aircrafts inability to meet its criteria for any of the RCP or RSP specifications. (See
Appendix B and Appendix C.)
2.1.3.1.5 An ATSU that supports multiple RCP and/or RSP operations needs to include appropriate
indications and/or procedures to enable the controller to notify all affected aircraft when infrastructure
failures result in the ground systems inability to meet its criteria for any of the RCP or RSP
specifications.
2.1.3.1.6 If no RCP or RSP specification is prescribed for the data link operation, then any
subnetwork provided in Table 2-2 is acceptable, unless otherwise prescribed by airspace requirements.
2.1.3.2 Continental SPR Standard (RTCA DO-290/EUROCAE ED-120)
2.1.3.2.1 The Safety and Performance Standard for Air Traffic Data Link Services in Continental
Airspace (Continental SPR Standard, RTCA DO-290/EUROCAE ED-120, Change 1 and Change 2),
provides operational, safety and performance criteria for data link services in airspace where ATS
surveillance services (e.g. radar services) are provided and where certain specific criteria for sector
densities and separation minima apply. Specific criteria for data link services to support ATS surveillance
under circumstances where lower densities and/or higher minima apply would be locally assessed taking
into consideration the appropriate safety and performance standards.
2.1.3.2.2 Appendix B provides an RCP 150 specification based on the performance criteria
provided in RTCA DO-290/EUROCAE ED-120 for CPDLC supporting ACM, AMC and ACL in
airspace where ATS surveillance services are provided.
2.1.3.2.3 An ATSU that prescribes RCP 150 for CPDLC in its airspace needs to include
appropriate indications and/or procedures to enable the controller to notify all affected aircraft when
infrastructure failures result in the ground systems inability to meet its RCP allocation.
2.1.3.2.4 Data link operations that use certain subnetworks (e.g. VDL M0/A), or take place in
subnetwork transition areas (e.g. VHF fringe coverage area), may not meet the performance criteria.
2.1.3.3 Performance-based communication and surveillance (PBCS)
2.1.3.3.1 Where beneficial, performance-based communication and surveillance performance is a

concept that enables the management of communication and surveillance capabilities by prescription of
RCP and RSP specifications (See Appendix B and Appendix C). When an ATS operation is predicated
on communication and surveillance performance, RCP and RSP specifications provide operational
requirements and allocations that apply to infrastructure as well as aircraft and operations. For example:
a) RCP 240 includes a four-minute time requirement for a controller capability to intervene with
an aircraft; the requirement is specified from when the controller initiates the communication to when the
controller receives the operational response from the flight crew; and

b) RSP 180 includes an accuracy requirement on the position at time based on the prescribed
RNP/RNAV specification and a +/- one-second accuracy on Coordinated Universal Time (UTC). It also
includes a time requirement from when the aircraft is at the compulsory reporting point to when the report
is received by the controlling ATS unit.
Note. RCP 240 and RSP 180 also include requirements associated with continuity, service
availability, integrity and functionality.
2.1.3.3.2 Based on RCP and RSP, PBCS will enable:

a) ICAO to specify communication and surveillance requirements for specific ATS operations
(e.g. application of separation minimum) by reference to RCP and RSP specifications;
b) Regions/States to prescribe RCP and RSP specifications in Regional Supplementary Procedures
and Aeronautical Information Publications (AIPs or equivalent publication);
c) Aircraft systems to be approved in accordance with prescribed RCP and RSP specifications;
d) Operators to be authorized by the State of Registry or State of the Operator, as appropriate, and
to file the prescribed performance based designators (e.g. RCP 240, RSP 180) in their flight plans;
e) ANSPs to ensure infrastructure in accordance with prescribed RCP and RSP specifications and
assess aircraft capability from flight plan information, to safely apply the appropriate ATS (e.g. reduced
separation) to eligible aircraft; and
f) ICAO Regions to conduct post-implementation monitoring of operational performance, in
accordance with Appendix D, against RCP and RSP specifications, and initiate corrective action to the
appropriate party, as necessary, for continued operational safety. Operators will need to establish
programs that support post-implementation monitoring activities.
2.1.4 Airspace types and their data link operational capabilities

Note 1. Depending on airspace type, RTCA DO-306/EUROCAE ED-122 (see section 2.1.3.1) or
RTCA DO-290/EUROCAE ED-120 (see section 2.1.3.2) can be considered for operational, safety and
performance requirements.
Note 2. Operational, safety and performance requirements applicable in an airspace are specified
by the appropriate ATS authority.
2.1.4.1 Airspace where procedural separation is being applied
2.1.4.1.1 The data link system in airspace where procedural separation is being applied, as shown
in Figure 2-2, comprises a variety of ground systems that may provide data link services to FANS 1/A
(generic) aircraft, FMC WPR aircraft and ACARS ATS aircraft.
2.1.4.1.2 The data link services improve communications, surveillance and route conformance
monitoring to support operational capabilities that enable:
a) Reduced separations, for example, in addition to navigation performance requirements, the
following reduced separations require FANS 1/A aircraft, FANS 1/A ATSU, RCP 240 and RSP 180;

3) 30 NM lateral separation;
b) User preferred route (UPR) may require data link in some airspace;
c) Re-route, may require data link in some airspace; dynamic airborne re-route procedure (DARP)
requires FANS 1/A aircraft and FANS 1/A ATSU;
d) Weather deviation management may require data link in reduced separation environments;
e) More efficient air traffic management and increases in airspace capacity. For example, ADS-C
provides automatic surveillance capability that an ANSP may use to replace CPDLC and/or voice position
reporting; and
f) Reduced flight crew workload through, for example, automatic position reporting and the ability
to load clearance information directly into the flight management system.
2.1.4.2 Airspace where ATS surveillance services are provided
2.1.4.2.1 As shown in Figure 2-2, the data link system in airspace where ATS surveillance services
are provided comprises a variety of ground systems:
a) ATN B1 ground systems, that may provide data link services to ATN B1 aircraft and
FANS 1/A-ATN B1 aircraft;
b) FANS 1/A-ATN ground systems, that may provide data link services to ATN B1 aircraft,
FANS 1/A aircraft and FANS 1/A-ATN B1 aircraft;
c) FANS 1/A ground systems, that may provide data link services to FANS 1/A aircraft,
FANS 1/A+ aircraft and FANS 1/A-ATN B1 aircraft; and
d) ACARS ATS ground systems, that may provide data link services to ACARS ATS aircraft.
Note. FANS 1/A aircraft are technically interoperable with a FANS 1/A-ATN ATSU. However,
operationally, FANS-1/A+ may be required for data link operations in applicable airspace as specified in
Regional SUPPs and/or AIP (or other appropriate publication, such as AIC or NOTAM). (refer to Table
2-1).
2.1.4.3 Global overview of data link operational capabilities
2.1.4.3.1 Table 2-5 provides an overview of the operational capabilities that are supported by each
of the different data link systems.
Note. In Table 2-5, the term surveillance includes conformance monitoring and conflict
detection.

Table 2-5. Types of data link systems and operations
Aircraft ATSU ground data link system

equipment ACARS ATS CADS, CFRS FANS 1/A ATN B1 FANS 1/A
and or AOC ATN B1
capability
ACARS ATC N/A N/A N/A N/A
ATS communication
DCL or PDC
OCL
Flight
information
D-ATIS
FMC WPR N/A Surveillance N/A N/A N/A
FMC WPR
(CFRS or AOC)
FANS 1/A N/A Surveillance Surveillance N/A N/A
ADS-C ADS-C ADS-C
(CADS)
FANS 1/A N/A Surveillance ATC N/A ATC
ADS-C communication communication
(CADS) CPDLC CPDLC for
Surveillance ACM, ACL,
ADS-C and AMC data
link services
FANS 1/A+ N/A Surveillance ATC N/A ATC
ADS-C communication communication
(CADS) CPDLC CPDLC for
Surveillance ACM, ACL,
ADS-C and AMC data
link services
ATN B1 N/A N/A N/A ATC ATC
communication communication
CPDLC for CPDLC for
ACM, ACL, ACM, ACL,
and AMC data and AMC data
link services link services
FANS 1/A N/A Surveillance ATC ATC ATC
ATN B1 ADS-C communication communication communication
(CADS) CPDLC CPDLC for CPDLC for
Surveillance ACM, ACL, ACM, ACL,
ADS-C and AMC data and AMC data
link services link services

2.2 Data link systems and services
2.2.1 Network descriptions and message acknowledgements
2.2.1.1 ACARS network and message acknowledgement
2.2.1.1.1 The FANS 1/A data link system (including FANS 1/A+, FANS 1/A ADS-C and
FANS 1/A-ATN B1 defined in paragraph 2.1.2) relies on the ACARS network, which is provided and
maintained by various communication service providers (CSPs).
2.2.1.1.2 The ACARS network evolved from the need to be able to exchange messages between an
aircraft and its AOC.
2.2.1.1.3 The ACARS network consists mainly of VHF (VDL M0/A and VDL M2) and satellite
subnetworks, but also includes the HFDL subnetwork. The performance characteristics of each
subnetwork varies and its use for ATS communications will depend on the performance required for the
intended operation (refer paragraph 2.1.3).
2.2.1.1.4 While there are no technical provisions to indicate to the ATSU that an uplink message is
available for display to the flight crew, the ACARS network allows the ATSU to receive a message
assurance (MAS) indicating that an uplink message has been delivered to the aircraft, as shown in Figure
2-3.
Note. It is possible that after successful delivery of an uplink message to the aircraft, the delivery
of the associated MAS success response to the ATSU fails. Therefore, non-reception of a MAS-S by the
ATSU is not necessarily a confirmation that the uplink was not delivered to the aircraft.
ATSU 1 CSP
Uplink
Uplink
Message assurance
(MAS)
Message assurance
(MAS)
Figure 2-3. Uplink and message assurance
2.2.1.1.5 While there are no technical provisions to indicate to the aircraft that a downlink message
has been delivered to the ATSU and is available for display to the controller, the ACARS network allows
the aircraft to receive a network acknowledgement indicating that a downlink message has been delivered
to the CSP system, as shown in Figure 2-4.

Note 1. Some aircraft may re-send the downlink if the network acknowledgement is not received
within a given time. This may result in the ATSU receiving a duplicated downlink message.
Note 2. In some cases, the aircraft may have sent a downlink message that was not received by the
ATSU. For example, this is one reason the ATSU will not rely solely on some event reports, such as the
lateral deviation event report, for protecting airspace.
ATSU 1 CSP
Downlink
Downlink
Network
acknowledgement
Figure 2-4. Downlink and network acknowledgement
2.2.1.1.6 As the controller does not have a means to ensure that a clearance was made available for
display to the flight crew, procedures are in place to mitigate the effects of non-delivery (refer to
paragraph 4.3.1.2).
2.2.1.2 ATN network and message acknowledgement
2.2.1.2.1 The ATN B1 data link system relies on the aeronautical telecommunication network
(ATN), which is provided and maintained by various communication service providers (CSPs) and/or
ANSPs.
2.2.1.2.2 The ATN was developed by ICAO to support the need for ATS communications.
2.2.1.2.3 The ATN relies only on VHF (VDL M2) to meet the performance required for the
intended operations (refer paragraph 2.1.3.2).
2.2.1.2.4 There are technical provisions, as shown in Figure 2-5 and Figure 2-6, for the sender to
ensure that a message has been delivered and made available for display to the receiver (end-to-end
acknowledgement).
Note 1. This acknowledgement mechanism is based on the use of dedicated CPDLC message
elements (e.g. UM 227 and DM 100). The ATS system (air or ground) will send a logical
acknowledgement for any incoming message as long as it is requested by the sender (a dedicated field in
each individual message allows the sender to indicate if LACK is required or not).
Note 2. In areas where logical acknowledgements are not intended to be used, the ground system
will instruct the aircraft:

a) By sending UM 233 USE OF LOGICAL ACKNOWLEDGEMENT PROHIBITED, not to require
the UM 227 LOGICAL ACKNOWLEDGEMENT response for any future downlink message for the rest of
the CPDLC connection; and
b) By specifying LackNotRequired within each of its uplink messages for the rest of the CPDLC
connection, not to send a DM 100 LOGICAL ACKNOWLEDGEMENT message in response to the related
uplink message.
ATSU 1
Uplink
Logical
Acknowledgement
(LACK)
Figure 2-5. Uplink and logical acknowledgement
ATSU 1
Downlink
Logical
Acknowledgement
(LACK)
Figure 2-6. Downlink and logical acknowledgement
2.2.2 Data link messages
2.2.2.1 Table 2-6 provides the list of air-ground data link messages that support the data link
initiation capability service. It defines a generic term for each message that will be used in this document.
It also provides the purpose and specific content for FANS 1/A and ATN B1 messages.

Table 2-6. Air-ground data link messages for DLIC
Generic Purpose FANS-1/A ATN B1 Messages

Message Messages
Name
Air-ground logon procedure
Logon To provide the ATSU with information FN_CON CM_LOGON_REQUEST
Request to confirm the identity of the aircraft
and its data link capabilities, and to
notify the ATSU of the flight crews
intention to use data link services.
Logon To notify the aircraft of the status of its FN_AK CM_LOGON_RESPONSE
Response logon request.
Air-ground address forwarding procedure
Contact To instruct the aircraft to send a logon FN_CAD CM_CONTACT
Request request to the specified ATSU.
Contact To indicate to the initiating ATSU that FN_RESP No ATN equivalent
Response the logon request will be sent to the
specified ATSU.
Contact To provide to the initiating ATSU the FN_COMP CM_CONTACT_RESPONSE
Complete status of the logon request to the
specified ATSU.
2.2.2.2 Table 2-7 provides the list of ground-ground data link messages that support the ground-
ground coordination for address forwarding between initiating and receiving ATSUs.
Table 2-7. Ground-ground data link messages for DLIC
Generic Purpose AIDC OLDI (See note)

Message
Name
Ground-ground address forwarding procedure
Logon To provide an ATSU with logon AIDC FAN OLDI LOF
Forwarding information from an aircraft.
Next To provide the receiving ATSU with No equivalent OLDI NAN
Authority the information that the aircraft has
Notified been notified about its next data
authority.
Note. This message is to prevent the
receiving ATSU from attempting to
establish a CPDLC connection prior to
the NDA message being uplinked to the
aircraft.

Generic Purpose AIDC OLDI (See note)

Message
Name
Ground-ground address forwarding procedure
Connection To advise an ATSU that the AIDC FCN Not applicable.
Forwarding transferring ATSU has terminated its
CPDLC connection with the aircraft
using a CPDLC Connection Status
identifier (CPD =0).
Note. This message can also be used
to notify the status of the inactive
connection.
Note. OLDI is implemented in European Region to provide AIDC capability.
2.2.2.3 Table 2-8 provides the list of data link messages that support the CPDLC connection. It
defines a generic term for each message that will be used in this document. It also provides specific
content and purpose for FANS 1/A and ATN B1.
Table 2-8. Data link messages for CPDLC connection

Generic Message Name FANS-1/A Message ATN B1 Message
CPDLC Connection Establishment

Connection Request CR1 containing UM 163 [icao CPDLC_START_REQUEST
facility designation] [tP4+Table]
Connection Rejection DR1 optionally containing error CPDLC_START_CONFIRM
message element DM 64 [facility (rejected) and optionally containing
designation] error message element DM 107 NOT
AUTHORIZED NEXT DATA
AUTHORITY
Connection Confirm CC1 containing DM 73 [version CPDLC_START_CONFIRM
number] (accepted)

Generic Message Name FANS-1/A Message ATN B1 Message
CPDLC Connection Termination

Termination Request CPDLC message containing CPDLC_END_REQUEST and
UM 161 END SERVICE and optionally containing a CONTACT
optionally a CONTACT or or MONITOR message element.
MONITOR message element.
Note 1. Under normal
circumstances, FANS 1/A ATSU will
send a CONTACT or MONITOR
message and then the termination
request message containing UM 161
END SERVICE message element
only.
Note 2. Under normal
circumstances, FANS 1/A-ATN B1
ATSU will send a termination
request message containing both UM
161 END SERVICE message element
and a CONTACT or MONITOR
message element.
Termination Rejection CPDLC message containing: CPDLC_END_CONFIRM (rejected)
DM 63 NOT CURRENT DATA containing:
AUTHORITY, or if a CONTACT or DM 63 NOT CURRENT DATA
MONITOR message is included in AUTHORITY, or if a CONTACT or
the termination request, DM 1 MONITOR message is included in
UNABLE the termination request, DM 1
UNABLE
Termination DR1 CPDLC_END_CONFIRM
Confirmation (accepted) containing DM 0 WILCO
CPDLC Connection Abort
Abort Request DR1 USER_ABORT
(downlink)
Abort Request CPDLC message containing USER_ABORT
(uplink) UM 161 END SERVICE and
UM 159 ERROR (commanded
termination).

2.2.3 Data link initiation capability (DLIC)
2.2.3.1 Purpose of the logon (flight plan correlation)
2.2.3.1.1 The logon is the first step in the data link process. A logon, initiated either by the flight
crew or by another ATSU, is performed prior to the ATSU establishing a CPDLC and/or ADS-C
connection. The purpose of the logon is to:
a) Provide the ATSU with the data link application context of the aircraft, namely:
1) The ATS data link applications supported by the aircraft system (e.g. CPDLC, ADS-C) and
the associated version numbers of these applications; and
2) The unique identification of the aircraft;
b) Provide the ATSU with the relevant aircraft information required to allow the ATSU to
correlate the logon information with the aircrafts corresponding flight plan.
Note 1. For FANS 1/A, the unique identification of the aircraft is the aircraft registration and/or
aircraft address; for ATN B1 the unique identification of the aircraft is the aircraft address.
Note 2. Under certain circumstances, it may be operationally desirable for an ATSU to set up an
ADS-C connection (perhaps for a single demand contract) without a preceding logon. When this is done,
correlation with the flight plan can be achieved by requesting the optional flight identification group and
checking this against the aircraft registration in the flight plan. See also section 4.5.3 for guidelines on
ADS-C connection management.
2.2.3.1.2 On receipt of a logon request, the ATSU correlates the logon information with the
relevant information in the flight plan held by the ATSU. This ensures that messages are sent to the
correct aircraft and that automation associated with ADS-C reports or CPDLC messages updates the
correct flight plan.
2.2.3.1.3 When making this correlation, the ground system:

a) Ensures that the aircraft identification in the logon request matches that in Item 7 of the
associated flight plan and at least one of the aircraft registration or aircraft address provided match the
corresponding descriptors (following the REG and/or CODE indicators, respectively) in Item 18 of the
flight plan; and
b) Only uses the information contained within the portion of the logon request message that is
protected by the cyclic redundancy check (CRC).
Note 1. The data used for correlation are:
a) For FANS-1/A, the aircraft identification, aircraft registration, and optionally, the aircrafts
current position (lat/long) and the aircraft address (if available);
b) For ATN B1, the aircraft identification, departure and destination airports, the aircraft address,
and optionally estimated off-block time (EOBT), if available.
Note 2. For FANS 1/A, the aircraft identification in the ACARS message header is not protected by
the CRC and the flight crew does not use this information to verify aircraft identification. Additionally,
the format for the aircraft identification in the ACARS message header is different from the format used
by the ground system. For example, the ground system uses a three alpha character ICAO designator for
the operating agency followed by up to four numeric characters for the flight identification.

FANS 1/A Example

The following example of an AFN logon indicates the appropriate information in the
ACARS message to correlate the AFN logon with a flight plan.
QU <ACARS TO address>
. <ACARS FROM address> 010000
AFD
FI AB0123/AN ST-XYZ
DT QXT POR1 010000 J59A
- AFN/FMHABC123,.ST-XYZ,DEF456,000002/FPOS30000E160000,0/FCOADS,01/
FCOATC,01<CRC>
The ATSU only uses the information in the CRC-protected portion of the ACARS
message. In the example above, the CRC portion is highlighted, and contains the
following information:
aircraft identification is ABC123 (not the AB0123 contained in the ACARS header);
aircraft registration is ST-XYZ (hyphen is removed by ATS automation per paragraph
3.1.2.1.2); and
aircraft address is DEF456.
Note. Some ATSUs may operate a ground system that does not integrate data link
capability with a flight data processing system. Under these circumstances, the ATSU
will need to ensure that the logon information is available for the controller to manually
cross-check the information with the details in the flight plan.
ATN B1 Example
The following example of a CM logon indicates the appropriate information in the CM
message to correlate the CM logon with a flight plan.
CMLogonRequest
aircraftFlightIdentification ABC123
cMLongTSAP ATN address of the aircraft CM application
(string of 18 or 19 octets), including the
aircraft address DEF456 (3 octets).
groundInitiatedApplications 1 (CMA) and 22 (PM-CPDLC)
airOnlyInitiatedApplications 1 (CMA)
facilityDesignation None
airportDeparture LFBO
airportDestination ENGM

dateTimeDepartureETD None
The ATSU only uses the information in the CRC-protected portion of the message:
aircraft identification is ABC123;
aircraft address is DEF456 and is included in the cMLongTSAP; and
departure airport is LFBO (Toulouse) and destination airport is ENGM (Oslo).
Note. The facilityDesignation field would be used to require a logon to a facility
different from the one to which the logon request will be addressed. Such capability
(commonly referred to as DLIC server) is not implemented by ATN B1 systems.
2.2.3.2 Initial logon request
2.2.3.2.1 An initial logon request is needed when the aircraft does not already have an ADS-C or
CPDLC connection, such as when:
a) The aircraft is preparing for departure; or
b) The aircraft will enter an area where data link services are available from an area where data
link services are not available; or
c) Instructed by ATC (e.g. following a failed data link transfer).
2.2.3.2.2 To perform an initial logon request, the flight crew enters the four character ICAO
identifier of the ATSU to which the logon request is to be sent and includes the following flight-specific
information:
a) Aircraft identification (same as item 7 of the flight plan);
b) Aircraft registration and/or aircraft address (same as item 18, preceded by REG and/or CODE,
of the flight plan); and
c) Departure and destination aerodromes, when required (same as items 13 and 16 of the flight
plan).
Note 1. In accordance with ICAO Doc 4444, the aircraft identification entered into the aircraft
system is either the ICAO designator for the aircraft operating agency followed by the flight identification
or the aircraft registration.
Note 2. The aircraft identification and registration may have been loaded prior to departure.
Note 3. When the aircraft identification includes a numeric component, this component matches
exactly that included in the flight plan. In other words, ABC3 does not match ABC003.
Note 4. While the ATSU identifier is only 4-characters, ATN B1 is capable of supporting up to 8
characters.
2.2.3.2.3 To avoid an automatic rejection of the logon request, the flight crew ensures that the
flight-specific information entered into the aircraft system is the same as the corresponding details filed in
the flight plan.

2.2.3.2.4 When the flight crew performs the logon request, the aircraft system transmits the logon
information in a logon request message (as per Table 2-6) to the specified ATSU.
Note. The flight crew procedure for performing an initial logon request is provided in paragraph
5.2.
2.2.3.3 Logon response
2.2.3.3.1 As shown in Figure 2-7, the ground system automatically responds to a logon request
with a logon response (as per Table 2-6). The logon response message provides information to the aircraft
system concerning whether:
a) The logon request was successful (e.g. could be correlated with a flight plan); or
b) The logon request was unsuccessful (e.g. could not be correlated with a flight plan). Refer to
paragraph 3.1.2.1.1 for conditions when an ATSU rejects a logon request.
2.2.3.3.2 The logon response message also provides information concerning the ATS data link
applications the ATSU supports.
ATSU
Logon
Request
Logon
Response
Figure 2-7. Initial logon exchanges
2.2.3.4 Logon request triggered by contact request
2.2.3.4.1 The air-ground address forwarding procedure is the process whereby one ATSU instructs
the aircraft system to initiate a logon request to another ATSU (e.g. when the flight is leaving one ATSU
where a logon had already been completed and the flight is transferred to another ATSU).
2.2.3.4.2 When triggered by a contact request, a logon request is initiated without flight crew input.
2.2.3.4.3 The CDA typically initiates address forwarding to permit a downstream or adjacent
ATSU (NDA) to establish an inactive CPDLC connection and/or an ADS contract for monitoring
purposes.

2.2.3.4.4 Any ATSU can initiate address forwarding by sending a contact request message to the
aircraft. Upon receipt, the aircraft automatically transmits a logon request to the ATSU whose address
was included in the contact request message.
Note. Some aircraft will not accept a CPDLC connection with an ATSU to which they have been
instructed to log on unless the ATSU issuing the instruction had itself established a CPDLC connection
with the aircraft. Refer to Appendix F, paragraph F.3
2.2.3.4.5 The messages associated with address forwarding are listed in Table 2-6, and the
sequence is depicted in Figure 2-8.
Note 1. Only FANS 1/A aircraft will send a contact response message to the initiating ATSU.
Note 2. For some ATN B1 aircraft, the contact complete message indicates a positive result even
though the logon response from the receiving ATSU indicated failure.
2.2.3.4.6 The ATSU initiating the address forwarding procedure receives an indication of the status
of the air-ground logon procedure with the specified ATSU upon receipt of the contact complete message.
ATSU 1 ATSU 2
Contact
Request
Contact
Response Logon
Request
Logon
Reponse
Contact
Complete
Figure 2-8. Air-ground address forwarding message sequence

(Transfer between areas where data link is provided)
2.2.3.4.7 Where the functionality is available, an ATSU can imitate the air-ground address
forwarding procedure with a ground-ground address forwarding procedure that uses messages listed in
Table 2-7. The logon forwarding message contains the same information as a logon request, but is
transmitted by one ATSU to another as depicted in Figure 2-9.

ATSU 1 ATSU 2
Logon Forwarding
Figure 2-9. Ground-ground address forwarding using logon forwarding message
2.2.4 CPDLC connection management
2.2.4.1 Purpose of a CPDLC connection
2.2.4.1.1 The purpose of a CPDLC connection is to allow the exchange of CPDLC messages
between an aircraft and an ATSU (active connection), and also to provide an advance connection with the
next ATSU (inactive connection). An aircraft can have a maximum of two CPDLC connections
established concurrently, each with a different ATSU. Only one CPDLC connection can be active at any
given time; any second connection is inactive.
2.2.4.2 Active and inactive CPDLC connections
2.2.4.2.1 An active CPDLC connection can be established upon completion of the logon procedure
if no previous CPDLC connection exists with the aircraft. An active CPDLC connection allows an ATSU
and the aircraft to exchange CPDLC messages. The ATSU with which an aircraft has an active CPDLC
connection is referred to as the CDA.
Note. In some circumstances an active connection may not be operational (e.g. the connected
ATSU is not controlling the aircraft). Refer to paragraph 4.9.4.1 and paragraph 5.2.2.2.
2.2.4.2.2 An inactive CPDLC connection can be established upon completion of the logon
procedure if a previous CPDLC connection exists with the aircraft. The ATSU and the aircraft cannot
exchange CPDLC messages when the CPDLC connection is inactive. The ATSU with an inactive
CPDLC connection is referred to as the next data authority (NDA).
2.2.4.3 Establishing a CPDLC connection
2.2.4.3.1 The ATSU can only initiate a CPDLC connection request after successfully correlating
an aircraft with the associated flight plan (paragraph 2.2.3.1 refers).

Note. Flight plan correlation can occur as the result of the air-ground address forwarding
procedure, or as the result of ground-ground address forwarding procedure. The connection request can
generally be sent automatically by the ATSU system, or manually by the controller. Depending on the
functionality of the ground system, the ATSU may send the connection request upon completion of a
successful logon procedure, or at some later time (e.g. as the aircraft approaches the ATSUs airspace,
or manually by the controller).
2.2.4.3.2 The ATSU initiates a CPDLC connection by sending a CPDLC connection request to the
aircraft as shown in Figure 2-10.
2.2.4.3.3 Provided there is no existing CPDLC connection, the aircraft system:

a) Accepts the connection request;
b) Establishes this CPDLC connection as the active connection; and
c) Responds with a CPDLC connection confirm.
Note. If the logon procedure was not successful with the requesting ATSU, some aircraft will
reject the CPDLC connection request. Refer to Appendix F, paragraph F.3.
ATSU
Connection
Request
Connection
Confirm
Figure 2-10. CPDLC connection sequence
2.2.4.3.4 If there is an existing CPDLC connection when a CPDLC connection request is received,
the aircraft system verifies that the ATSU sending the CPDLC connection request has been specified as
the next data authority. In this case, as shown in Figure 2-11, the aircraft system:
a) Accepts the CPDLC connection request;
b) Establishes the connection, which is inactive; and
c) Responds with a CPDLC connection confirm.
Otherwise, the aircraft system rejects the CPDLC connection request by sending a connection rejection
message.

Note. In addition to the connection rejection message, FANS 1/A aircraft will include the identity
of the CDA, while ATN B1 aircraft will include DM 107 NOT AUTHORIZED NEXT DATA AUTHORITY,
notifying that the ATSU is not the authorized NDA.
ATSU 1 ATSU 2
Active Connection
NEXT DATA AUTHORITY

[ATSU 2]
Connection
Request
Connection
Confirmation
Inactive Connection
Figure 2-11. Successful attempt to establish a CPDLC connection (inactive)
2.2.4.4 Terminating a CPDLC connection (termination request message)
2.2.4.4.1 The CDA initiates the termination of the CPDLC connection by sending a termination
request message (Table 2-8 refers) to the aircraft as depicted in Figure 2-12.
Note. A ground system can only terminate an active CPDLC connection. It is not possible for the
ground system to terminate an inactive CPDLC connection.
2.2.4.4.2 On receipt of a termination request message (without any additional message elements),
the aircraft system will downlink a CPDLC termination confirmation message. The aircraft system will
consider the aircraft to be disconnected as soon as the termination confirmation message has been sent.
2.2.4.4.3 On receipt of a termination request message containing a CONTACT or MONITOR

message element as per Table 2-8, the aircraft system will:
a) Display the message contained in the termination request message for flight crew processing;
and
b) If the flight crew responds with DM 0 WILCO, send a CPDLC termination confirmation
message containing DM 0 WILCO and then consider the aircraft to be disconnected.
Note 1. In case the flight crew sends an DM 1 UNABLE response to the message, the aircraft
system sends a CPDLC termination rejection message containing DM 1 UNABLE and maintains the
CPDLC connection with the CDA (and the next data authority, if any).
Note 2. Any CPDLC termination request message that would contain a message with a response
attribute different from DM 0 or DM 1 would be considered as a CPDLC abort request by the aircraft

system. This would cause all CPDLC connections to be aborted by the aircraft system, leading to the
failure of the transfer of CPDLC connections.
2.2.4.4.4 If the next data authority attempts to uplink a termination request message to the aircraft,
the aircraft system will maintain the inactive CPDLC connection and send a termination rejection
message including DM 63 NOT CURRENT DATA AUTHORITY.
Note. Some aircraft may include the MRN in the termination rejection message.
ATSU
Termination
Request
Termination
Confirmation
Figure 2-12. Termination of the CPDLC connection
2.2.4.5 Transferring CPDLC connections
2.2.4.5.1 ATSUs manage CPDLC connections to ensure that the ATSU with control for the flight
holds the active CPDLC connection, except in certain circumstances. (See paragraph 4.2.1.1). The flight
crew can also terminate a CPDLC connection. (See paragraph 5.2.5).
2.2.4.5.2 Under normal circumstances, the CDA will initiate a CPDLC transfer to an adjacent
ATSU as the aircraft transits from the current ATSU to another CPDLC-capable ATSU. These transfers
are normally automatic, without flight crew action.
Note 1. Paragraph 2.2.4.8 provides non-standard events associated with CPDLC transfers that
may require controller action per paragraph 4.2 and/or the flight crew action per paragraph 5.2.3.
Note 2. Material for CPDLC connection transfers in the document are applicable independently
of the supporting technology (e.g. FANS or ATN B1).
2.2.4.5.2.1 The CDA performs the following steps in the exact order listed to transfer a CPDLC
connection to the next ATSU:
a) Sends a NDA message to notify the aircraft of the identity of the next ATSU permitted to
establish a CPDLC connection;
b) Initiates address forwarding with the next ATSU; and
c) Sends a CPDLC termination request message when the aircraft is in the vicinity of the boundary
with the next ATSU.

Note. The aircraft system will only accept a CPDLC connection request from the ATSU specified
in the NDA message.
2.2.4.5.2.2 Only the CDA can specify the next data authority by including the four-character ICAO
identifier for the appropriate ATSU in the NDA message, as shown in Figure 2-13.
Note. ATSU 1 may optionally send a ground-ground next authority notified message.
ATSU 1 ATSU 2
NEXT DATA AUTHORITY

[ATSU 2]
Next Authority Notified
Figure 2-13. Next data authority notification
2.2.4.5.2.3 When the active CPDLC connection is terminated, the aircraft will activate any inactive
connection. In this case, the next data authority becomes the CDA and is now able to exchange CPDLC
messages with the aircraft.
2.2.4.5.2.4 ATSU 1 may use the connection forwarding message described in paragraph 2.2.2.2, to
provide notification to the next ATSU that ATSU 1 has terminated its CPDLC connection, as depicted in
Figure 2-14.
Note. If the connection forwarding message is not used, then when a CPDLC connection has been
transferred between ATSUs:
a) For FANS 1/A aircraft, the new ATSU (CDA) has no indication that it has the active CPDLC
connection until a CPDLC downlink is received from the aircraft (See paragraph 2.2.4.7.3).
b) For ATN B1 aircraft, the new ATSU (CDA) has an indication that it has the active CPDLC
connection (See paragraph 2.2.4.7.2).

ATSU 1 ATSU 2
Active Connection
Termination Inactive Connection

Request
Termination
Confirmation Active Connection
Connection Forwarding
Figure 2-14. Connection forwarding
2.2.4.5.2.5 A successful CPDLC transfer is dependent upon the next ATSU establishing its own
CPDLC connection prior to the termination request message being received by the aircraft.
2.2.4.5.2.6 Failure of the next ATSU to establish a CPDLC connection before the termination
request message reaches the aircraft will have the following consequence:
a) The aircraft will not have CPDLC connectivity and the previous ATSU will no longer be able to
exchange CPDLC messages with the aircraft, and,
b) The first ATSU to send a CPDLC connection request message to the aircraft will become the
CDA.
Note. Some FANS 1/A aircraft may require a logon request to be completed with that ATSU
before it can accept the connection request. See Appendix F, paragraph F.14.
2.2.4.5.3 If the aircraft is entering an airspace where data link services are not provided, no NDA
message is sent, nor is the address forwarding process performed.
2.2.4.5.3.1 When the active CPDLC connection is terminated, the aircraft will no longer have a
CPDLC connection.
2.2.4.6 The CPDLC connection sequence
2.2.4.6.1 As the aircraft transits from one CPDLC-capable ATSU to another, the same CPDLC
transfer process is repeated. The cyclical nature of this process is depicted in Figure 2-15.

CPDLC connection
ATSU(N) Aircraft
ATSU(N) Aircraft
Active connection
CPDLC connection CPDLC disconnection

Next Data ATSU(N+1) Aircraft ATSU(N) Aircraft
Authority
ATSU(N+1) ATSU(N+1) Aircraft ATSU(N+1) Aircraft
Non-active connection Active connection
N = N+1
Figure 2-15. Life cycle of the CPDLC connection process
2.2.4.6.2 The sequence of messages from the logon request to the completion of the CPDLC
transfer when using air-ground address forwarding is depicted in Figure 2-16.
Note. Only FANS 1/A aircraft will send Contact Response message to the initiating ATSU.

ATSU 1 ATSU 2
Logon Request
Logon Response
Connection Request
Connection Confirmation
Exchange of
CPDLC messages
NEXT DATA
AUTHORITY [ATSU 2]
Contact Request
Contact Response Logon Request
Logon Response
Contact Complete Connection request
Termination Request Connection Confirmation
Termination Confirmation Exchange of

CPDLC messages
CPDLC connection using air-ground address forwarding
transfer when using ground-ground address forwarding (no use of Next Authority Notified) is depicted in
Figure 2-17.

ATSU 1 ATSU 2
Logon Request
Logon Response
Connection Request
Exchange of
CPDLC messages
NEXT DATA
AUTHORITY [ATSU 2]
Logon Forwarding
Connection request
Termination Request
CPDLC messages
CPDLC connection using ground-ground address forwarding (no use of Next
Authority Notified)
transfer when using ground-ground address forwarding (use of Next Authority Notified) is depicted in
Figure 2-18.

ATSU 1 ATSU 2
Logon Request
Logon Response
Connection Request
Exchange of
CPDLC messages
Logon Forwarding
NEXT DATA
AUTHORITY [ATSU 2]
Next Authority Notified
Connection request
Termination Request
CPDLC messages
CPDLC connection using ground-ground address forwarding (use of Next
Authority Notified)
2.2.4.7 Determining an active CPDLC connection
2.2.4.7.1 CPDLC messages can only be exchanged between the aircraft and the CDA. If the ATSU
with the inactive connection uplinks a CPDLC message to the aircraft, the aircraft system rejects the
message by sending DM 63 NOT CURRENT DATA AUTHORITY to the ATSU (Refer to Figure 2-19).
2.2.4.7.2 As soon as the CPDLC connection becomes active, ATN B1 aircraft will notify the CDA
by sending DM 99 CURRENT DATA AUTHORITY.
Note. A FANS 1/A aircraft does not provide such automated capability.
2.2.4.7.3 When connected with a FANS 1/A aircraft, the receiving ATSU can use the following
methods to confirm a CPDLC connection is active:
a) Wait until a CPDLC downlink message is received from the aircraft per paragraph 5.2.3.5; or
b) Wait until the ground-ground connection forwarding message for the flight is received from the
transferring ATSU (if in use between the ATSUs); or

ATSU
Inactive connection
Any CPDLC Uplink
NOT CURRENT DATA

AUTHORITY
Figure 2-19. Rejection of CPDLC uplinks from the NDA
2.2.4.8 Non-standard events associated with CPDLC transfers
2.2.4.8.1 Multiple NDA messages
2.2.4.8.1.1 Under normal circumstances, the CDA sends only a single NDA message to an aircraft.
Exceptions to this may include:
a) Following a re-route (e.g. due to weather) that affects the identity of the next ATSU whose
airspace the aircraft will enter; or
b) If the initial NDA message was not delivered to the aircraft.
2.2.4.8.1.2 When a NDA message is received, the aircraft system replaces any previous NDA
message the aircraft may have received unless the facility designation in the message is the same as the
facility designation already held by the aircraft system. If the facility designation is different, the aircraft
terminates any inactive CPDLC connection that an ATSU may have established.
Note. Some aircraft types may terminate an inactive CPDLC connection even if the facility
designation in the NDA message is the same. See Appendix F, paragraph F.3.
2.2.4.8.1.3 In Figure 2-20, the next ATSU on the aircrafts route was ATSU 2. Shortly after
ATSU 1 had commenced the CPDLC transfer sequence to ATSU 2, the aircraft was re-routed in such a
way that ATSU 3 is now the next ATSU.

ATSU 2
ATSU 3
ATSU 1
Figure 2-20. Depiction of the change in route of an aircraft
2.2.4.8.1.4 Figure 2-21 shows that ATSU 1 sends a new NDA message specifying ATSU 3 as the
next data authority. On receipt of this NDA message, the aircraft disconnects its CPDLC connection from
ATSU 2 (if it had an inactive connection). In addition, ATSU 1 initiates address forwarding for the
aircraft to ATSU 3.
2.2.4.8.1.5 In the case that ATSU 3 does not support CPDLC services, ATSU 1 requests the
aircraft to terminate the CPDLC connection with ATSU 2 by:
a) Sending a CPDLC abort request in order to terminate all connections, or
b) Alternatively, for ATN B1 aircraft, sending a new NDA message specifying that there is now
no next data authority, which will ensure that the aircraft terminates the connection with ATSU 2.

ATSU 1 ATSU 2
Active Connection Inactive Connection
Re-route
(e.g. due to weather)
NEXT DATA AUTHORITY

[ATSU 3] Connection
Abort
ATSU 3
Address forwarding messages
Figure 2-21. Sending a new NDA following a re-route
2.2.4.8.2 Failures of the CPDLC connection establishment
2.2.4.8.2.1 Upon receipt of a CPDLC connection request, the aircraft system sends a CPDLC
connection rejection message to the next ATSU when the aircraft system receives the:
a) CPDLC connection request message from the next ATSU before the NDA message from the
CDA, as shown in Figure 2-22; or
b) NDA message designating an ATSU that is different from the ATSU sending the CPDLC
connection request, as shown in Figure 2-23.
Note 1. To prevent rejection of the CPDLC connection request:
The CDA sends the NDA message prior to initiating air-ground address forwarding to the next
ATSU (Refer to Figure 2-16),
When it is known that the ground-ground address forwarding would trigger a CPDLC connection
request by next ATSU, CDA sends the NDA message prior to initiating ground-ground address
forwarding to the next ATSU (Refer to Figure 2-17).
When it is known that the next ATSU will wait for a Next Authority Notified message prior to
initiating a CPDLC connection request, CDA can send the NDA message after completing ground-
ground address forwarding to the next ATSU (Refer to Figure 2-18).
Note 2. In addition to the connection rejection message, FANS 1/A aircraft will send DM 64,
which provides the identity of the CDA, while ATN B1 aircraft will send DM 107, which is a notification
that the ATSU is not authorized to become the next data authority.

ATSU 1 ATSU 2
NEXT DATA AUTHORITY
[ATSU 2]
(not received
by aircraft)
Connection
Request
Connection
Rejection
Figure 2-22. Non-receipt of the NDA message
ATSU 1 ATSU 3
NEXT DATA AUTHORITY
[ATSU 2]
Connection
Request
Connection
Rejection
Figure 2-23. Connection request from an ATSU not designated as the NDA
2.2.4.8.2.2 The flight crew has no indication that the CPDLC connection request has been rejected.
2.2.4.8.2.3 If the controlling ATSU sends another NDA message specifying the correct ATSU to
the aircraft, the next ATSU will need to send a subsequent CPDLC connection request to establish the
connection, as shown in Figure 2-24.

ATSU 1 ATSU 2
NEXT DATA AUTHORITY
[ATSU 2]
(not received
by aircraft)
Connection
Request
Connection
NEXT DATA AUTHORITY Rejection
[ATSU 2]
Connection
Request
Connection
Confirm
Figure 2-24. Successful CPDLC connection following a re-send of the NDA message
2.2.4.8.3 Termination of both active and inactive CPDLC connections
2.2.4.8.3.1 Normally, on receipt of a termination request message from the CDA, the aircraft
system will only terminate the active CPDLC connection. However, if the termination request message
element is part of a multi-element message where none of the elements require a WILCO/UNABLE
(W/U) response, the aircraft system will terminate all CPDLC connections (active and inactive) by
sending abort request messages, as shown in Figure 2-25.
Note 1. Some FANS 1/A aircraft will also abort all connections when open uplinks exist when the
termination request message is received. Refer to Appendix F, paragraph F.8 for variations in aircraft
processing of open uplinks at time of transfer of communications.
Note 2. Some ATN B1 aircraft will also abort all connections when the termination request
message includes any message element other than UM 117, UM 120 and UM 135. Refer to Appendix F,
paragraph F.8 for variations in aircraft processing of open uplinks at time of transfer of communications.
Note 3. For FANS 1/A. the termination request message is normally sent as a single-element
message. Refer to paragraph 3.1.2 for ATC automated data link functions and paragraph 4.2 for
controller procedures related guidance.
Note 4. For ATN B1. the termination request message is normally sent as a single-element
message or as a multi-element message that includes UM 117 or UM 120 and UM 135. Refer to
paragraph 3.1.2 for ATC automated data link functions and paragraph 4.2 for controller procedures
related guidance.
Note 5. See Appendix A for message elements that require a W/U response.

ATSU 1 ATSU 2
Active Connection Inactive Connection
Termination request +
CPDLC uplink with no
W/U response attribute
Connection Connection
Abort Abort
Figure 2-25. Disconnection of both active and inactive connections
2.2.5 Controller-pilot data link communications (CPDLC)
2.2.5.1 CPDLC - general
2.2.5.1.1 CPDLC is a data link application that supports the exchange of data messages directly
between a controller and a flight crew.
2.2.5.1.2 When communicating with an aircraft that is operating within airspace beyond the range
of DCPC VHF voice communication, CPDLC is available, and local ATC procedures do not state
otherwise, the controller and flight crew would normally chose CPDLC as the means of communication.
The controller and flight crew would use voice as an alternative means of communication (e.g. VHF, HF
or SATVOICE direct or via a radio operator). However, in any case, the controller and flight crew will
determine the communication medium that they deem to be the most appropriate at any given time.
2.2.5.1.3 In airspace where both DCPC VHF voice and CPDLC communication services are
provided, and local ATC procedures do not state otherwise, the controller and flight crew will determine
the communication medium to use at any given time.
Note. ICAO Doc 4444, paragraph 8.3.2, requires that DCPC be established prior to the provision
of ATS surveillance services, unless special circumstances, such as emergencies, dictate otherwise. This
does not prevent the use of CPDLC for ATC communications, voice being immediately available for
intervention and to address non-routine and time critical situations.
2.2.5.2 CPDLC message set
2.2.5.2.1 The CPDLC message set consists of a set of message elements, most of which
correspond to a radiotelephony phraseology.
2.2.5.2.2 CPDLC message elements are referred to as:

a) Uplinks (message elements that are sent to an aircraft); or

b) Downlinks (message elements that are sent by the aircraft).
2.2.5.2.3 Each message element has a number of attributes associated to it, including:
a) A message number that uniquely identifies each type of message element. Uplink message
elements are prefixed UM and downlink message elements are prefixed with DM;
b) A response attribute that defines whether or not a response is required for a message element,
and, in the case of an uplink message element, the type of response required.
Note. Other attributes include the urgency and alert attributes to specify precedence in message
presentation and indication to the recipient. However, these attributes are currently not used.
2.2.5.2.4 The CPDLC message set, including the possible responses associated with each response
attribute, is included in Appendix A.
2.2.5.2.5 Table 2-9 provides examples of responses that may be required for a CPDLC uplink
message depending on its response attribute. See Appendix A, paragraph A.2 for a complete description
of the responses associated with each response attribute.
Table 2-9. Examples of responses to CPDLC uplink messages
Response attribute Description

W/U A DM 0 WILCO or DM 1 UNABLE is required in response to this CPDLC
uplink message element.
A/N An DM 4 AFFIRM or DM 5 NEGATIVE is required in response to this CPDLC
R A DM 3 ROGER or DM 1 UNABLE is required in response to this CPDLC
Note 1. FANS 1/A allows only DM 3 ROGER message as a response to uplink
message with a R response attribute.
Y A response is required to close the CPDLC uplink message element. Any
CPDLC downlink message satisfies the requirement.
Note 2. FANS 1/A does not include any message element with Y response
attribute.
NE (for FANS 1/A) A response is not required to close the CPDLC uplink message element even
N (for ATN B1) though a response may be required operationally.
2.2.5.3 CPDLC messages
2.2.5.3.1 A CPDLC message consists of either a single message element, or a combination of up to

five message elements. A CPDLC message that consists of more than one message element is a multi-
element message.
Note. As a general rule, the size of a CPDLC message needs to be kept to a minimum. Refer to
paragraphs 4.3.6, 4.4.4, 5.3.1.2 and 5.4.1.4 for guidelines on use of multi-element messages.

2.2.5.4 Responses to CPDLC messages
2.2.5.4.1 A CPDLC message may be a multi-element message containing a number of message

elements that have different response types. However, the flight crew or controller can only provide a
single response, based on the highest precedence of the response type for the message elements in the
message. Table 2-10 lists the response types in order of decreasing precedence for CPDLC uplink and
downlink messages.
2.2.5.4.2 When a multi-element message contains at least one message element with a Y response
type, the flight crew or controller responds with a single message element response associated with the
highest precedence response type for the elements in the message (as per Table 2-10), and additionally the
message element(s) associated with the message element(s) with a Y response type.
Note. Some aircraft send all elements in a multi-element response message, others send the initial
response associated with the highest precedence response type for the elements in the message first, and
then send the message element(s) associated with the message element(s) with a Y response type.
Table 2-10. Precedence of responses
CPDLC uplink messages

Response type Precedence
W/U 1
A/N 2
R 3
Y (for ATN B1) 4
NE (for FANS 1/A)
N (for ATN B1) 5
CPDLC downlink messages

Response type Precedence
Y 1
N 2
2.2.5.4.3 Table 2-11 provides examples of the appropriate responses to various multi-element
CPDLC uplink messages.

Table 2-11. Examples of multi-element CPDLC uplink messages
Multi-element message (Individual) response Response required

required for each for entire message
message element
UM 20 CLIMB TO FL370 or CLIMB TO AND W/U W/U
MAINTAIN FL370
UM 129 REPORT MAINTAINING FL370 or REPORT W/U or R
LEVEL FL370
UM 20 CLIMB TO FL370 or CLIMB TO AND W/U W/U
MAINTAIN FL370
UM 107 MAINTAIN PRESENT SPEED W/U
UM 147 REQUEST POSITION REPORT Y or NE R and additionally
UM 169 ADS-C HAS FAILED R DM 48 POSITION
REPORT [position
report] (appended to
R response message
or as separate
message)
UM 150 CAN YOU ACCEPT FL370 AT 2200 A/N A/N
UM 87 EXPECT DIRECT TO MINNY R
UM 190 FLY HEADING 350 W/U W/U and
UM 231 STATE PREFERRED LEVEL Y additionally DM 106
PREFERRED
LEVEL [level] or
FL[altitude]
(appended to W/U
response message or
as separate message)
2.2.5.5 Open and closed CPDLC messages
2.2.5.5.1 A CPDLC message is open if the aircraft or ground system has not yet received a
required response.
2.2.5.5.2 A CPDLC message is closed if the aircraft or ground system either:

a) Does not require a response; or
b) Has already received a required response.
Note 1. UM 1 STANDBY and UM 2 REQUEST DEFERRED responses do not close a downlink
CPDLC message.
Note 2. DM 2 STANDBY response does not close an uplink CPDLC message.

2.2.5.6 CPDLC dialogues
2.2.5.6.1 Messages that are related (e.g. a CPDLC downlink request, the corresponding CPDLC
uplink clearance and the subsequent pilot response) constitute a CPDLC dialogue.
a) A CPDLC dialogue is open if any of the CPDLC messages in the dialogue are open;
b) A CPDLC dialogue is closed if all CPDLC messages in the dialogue are closed.
Note. A dialogue can be technically closed, but still be operationally open. For example, when a
DM 0 WILCO has been sent for a UM 129 REPORT MAINTAINING [level], the dialogue is technically
closed, but not operationally closed until the ATSU receives the DM 37 MAINTAINING [level].
2.2.5.6.2 Figure 2-26 provides an example of the individual message and dialogue status for a
CPDLC request and clearance exchange.
ATSU
Step 1
DM9 REQUEST CLIMB TO FL370
Step 2
UM20 CLIMB TO FL370
or CLIMB TO AND MAINTAIN FL370
Step 3
DM0 WILCO
Step CPDLC Message Response UM DM Dialogue

Attribute Status Status Status
1 Downlink request Y N/A Open Open
2 Uplink response W/U Open Closed Open
3 Downlink response N Closed Closed Closed
Figure 2-26. Message/dialogue status for CPDLC request and clearance exchange
2.2.5.6.3 Figure 2-27 provides an example of the individual messages and dialogue status for a
CPDLC confirmation request and report exchange.

ATSU
Step 1
UM136 CONFIRM ASSIGNED SPEED
Step 2
DM39 ASSIGNED SPEED 250KT
Step CPDLC Message Response UM DM Dialogue

Attribute Status Status Status
Y or Open or Open or
1 Uplink request N/A
NE Closed Closed
2 Downlink response N Closed Closed Closed
Figure 2-27. Message/dialogue status for CPDLC confirmation request and report exchange
2.2.5.7 Message identification numbers (MIN)
2.2.5.7.1 For each CPDLC connection, the aircraft and ground systems assign every CPDLC
uplink and downlink message an identifier, known as a message identification number (MIN). The MIN
is an integer in the range 0 to 63 (inclusive). The ground system assigns the MIN for uplink messages,
and the aircraft system assigns the MIN for downlink messages.
Note. Some aircraft and ground systems assign MINs sequentially through the allowed range,
while others re-assign MINs as soon as the dialogues using them have been closed. The numbers used as
MINs by the ground and aircraft systems are entirely independent.
2.2.5.8 Message reference numbers (MRN)
2.2.5.8.1 The aircraft and ground systems assign a message reference number (MRN) to a CPDLC
message when it is a response to another CPDLC message. The MRN of the response message is the
same as the MIN of the corresponding CPDLC message in the dialogue.
2.2.5.8.2 The aircraft and ground systems associate corresponding CPDLC messages within a
dialogue by their message identification numbers and message reference numbers.
2.2.5.8.3 This functionality ensures that the aircraft and ground systems associate a CPDLC
response message with the correct CPDLC message in the dialogue.

2.2.5.8.4 Table 2-12 provides an example of a CPDLC dialogue to illustrate the way in which the
aircraft and ground systems track the CPDLC messages using the MIN and MRN. In this example, the
last MIN assigned by the aircraft system was 7 and by the ground system was 11.
Table 2-12. Example of CPDLC dialogue
CPDLC message MIN MRN Comment

DM 6 REQUEST FL350 8 The aircraft system assigns a MIN of 8 to this message.
The downlink request is open.
UM 1 STANDBY 12 8 The ground system assigns a MIN of 12 to this uplink.
Because this uplink is a response to the downlink, the
ground system assigns the MRN equal to the MIN of the
downlink request (i.e. MRN = 8).
UM 1 STANDBY is not a closure message. The status of
the downlink request is open.
UM 20 CLIMB TO 13 8 The ground system assigns a MIN of 13 to this uplink (i.e.
FL350 or CLIMB TO AND the ground system increments the MIN of the previous
MAINTAIN FL350 uplink message by one).
UM 129 REPORT Because this uplink is a response to the downlink, the
MAINTAINING [level] ground system assigns the MRN equal to the MIN of the
or REPORT LEVEL FL350 downlink request (i.e. MRN = 8).
DM 0 WILCO 9 13 The aircraft system assigns a MIN of 9 to this downlink (i.e.
the aircraft system increments the MIN of the previous
downlink message by one).
Because this downlink is a response to the uplink, the
aircraft system assigns the MRN equal to the MIN of the
uplink (i.e. MRN = 13).
DM 0 WILCO is a closure message. The status of the
uplink message is closed.
DM 37 MAINTAINING 10 The aircraft system assigns a MIN of 10 to this downlink
FL350 or LEVEL FL350 (i.e. the aircraft system increments the MIN of the previous
downlink message by one).
The aircraft system does not assign an MRN because the
associated uplink message has already been closed with the
WILCO response.
The ground system does not respond to this downlink
message because it does not require a response.

2.2.6 Automatic dependent surveillance contract (ADS-C)
2.2.6.1 ADS-C general
2.2.6.2 ADS-C uses various systems on board the aircraft to automatically provide aircraft
position, altitude, speed, intent and meteorological data, which can be sent in a report to an ATSU or
AOC facility ground system for surveillance and route conformance monitoring.
2.2.6.2.1 One or more reports are generated in response to an ADS contract, which is requested by
the ground system. An ADS contract identifies the types of information and the conditions under which
reports are to be sent by the aircraft. Some types of information are included in every report, while other
types are provided only if specified in the ADS contract request. The aircraft can also send unsolicited
ADS-C emergency reports to any ATSU that has an ADS contract with the aircraft.
2.2.6.2.2 An ATSU system may request multiple simultaneous ADS contracts to a single aircraft,
including one periodic and one event contract, which may be supplemented by any number of demand
contracts. Up to five separate ground systems may request ADS contracts with a single aircraft.
Note. Although the terms are similar, ADS-C and ADS-B are two different applications. In
comparison, ADS-B (PSR, SSR or any comparable ground-based system that enables the identification of
aircraft) is an ATS surveillance system. An ADS-B-capable aircraft supports ATS surveillance services
and broadcasts information at a relatively high rate, and any appropriate receiver on the ground or in
another aircraft within range can receive the information.
2.2.6.3 ADS contract
2.2.6.3.1 After receiving a logon request, the ATSU will need to establish ADS contract(s) with
the aircraft before it can receive any ADS-C reports. There are three types of ADS contracts:
a) Periodic contract;
b) Demand contract; and
c) Event contract.
2.2.6.3.2 The ground system can establish ADS contracts without flight crew action provided that
ADS-C in the aircraft system is not selected off. The flight crew has the ability to cancel all contracts by
selecting ADS-C off and some aircraft systems allow the flight crew to cancel an ADS contract with a
specific ATSU.
Note. The ADS-C capability on the aircraft is normally not turned off per paragraph 5.5.1. ADS
contracts are managed by ATSUs based on their surveillance requirements (refer to paragraph 4.5.2).
2.2.6.3.3 Periodic contract
2.2.6.3.3.1 A periodic contract allows an ATSU to specify:

a) The time interval at which the aircraft system sends an ADS-C report; and
b) The optional ADS-C groups that are to be included in the periodic report. Each optional group
may have a unique modulus which defines how often the optional group is included with the periodic
report (e.g. a modulus of five indicates that the optional group would be included with every fifth periodic
report sent).

2.2.6.3.3.2 The range and resolution of the time interval parameter in the periodic contract allows
for an interval to be specified between 1 second and 4,096 seconds (approximately 68 minutes).
However, RTCA DO-258A/EUROCAE ED-100A limits the minimum interval to 64 seconds. If the
ground system specifies a time interval less than 64 seconds, the aircraft system will respond with a non-
compliance notification and establish a periodic contract with a 64-second reporting interval. If the
ground system does not specify a time interval, the aircraft will establish a periodic contract of 64 seconds
for emergency periodic reporting and 304 seconds for normal periodic reporting.
2.2.6.3.3.3 The ground system may permit the controller to alter the periodic reporting interval to
allow for situations where the controller desires a longer or shorter reporting interval. The controller may
select a shorter reporting interval to obtain more frequent surveillance information, for example, during an
off-route deviation or an emergency.
Note. The ANSP ensures that separation minima are applied in accordance with appropriate
standards. The ground system may prevent the controller from selecting a periodic reporting interval
that is longer than the maximum interval specified in the standard for the separation minima being
applied.
2.2.6.3.3.4 An ATSU can establish only one periodic contract with an aircraft at any one time. A
number of ATSUs can each establish their own periodic contract and specify their own conditions for the
report with the same aircraft at the same time.
2.2.6.3.3.5 A periodic contract remains in place until it is either cancelled or modified. Whenever
an ATSU establishes a new periodic contract, the aircraft system automatically replaces the previous
periodic contract with the new one.
2.2.6.3.3.6 As shown in Figure 2-28, in response to a new ADS-C periodic contract, the aircraft:
a) Sends an acknowledgement; and
b) Sends the first periodic report of the new contract.
Note. The contract acknowledgement and first ADS-C report may be transmitted in a single
downlink message.
ATSU
New periodic
contract
Contract
acknowledgement
First ADS-C report

for new contract
Figure 2-28. ADS-C periodic contract sequence

2.2.6.3.4 Demand contract
2.2.6.3.4.1 A demand contract allows an ATSU to request a single ADS-C periodic report. A
demand contract does not cancel or modify any other ADS contracts that may be in effect with the
aircraft.
2.2.6.3.5 ADS-C emergency reports
2.2.6.3.5.1 The ADS-C application also supports emergency alerting. An ADS-C emergency report
is a periodic report that is tagged as an emergency report, allowing the emergency situation to be
highlighted to ATC.
2.2.6.3.5.2 An ADS-C emergency can be triggered by the flight crew in a number of ways:
a) Manually, by selecting the ADS-C emergency function;
b) Indirectly, by triggering another type of emergency alerting system (e.g. transmission of a
CPDLC position report or selection of an SSR emergency code); and
c) Covertly.
Note. The availability of the above functionality may vary between aircraft types.
2.2.6.3.5.3 There have been reported instances of inadvertent ADS-C emergencies being
transmitted. To check for inadvertent or covert activation of the ADS-C emergency function, refer to
paragraph 4.8.3.3.
2.2.6.3.5.4 Once an ADS-C emergency has been triggered, under normal circumstances the
avionics will continue to transmit ADS-C emergency periodic reports until the flight crew de-selects the
ADS-C emergency function.
2.2.6.3.5.5 When this occurs, a cancel ADS-C emergency report is transmitted with the next
ADS-C periodic report. Depending on the current ADS-C periodic reporting interval, this may be 20-30
minutes after the flight crew has actually cancelled the emergency, as shown in Figure 2-29.
2.2.6.3.5.6 To reduce the time interval between the flight crew cancelling the ADS-C emergency
and the transmission of the cancel ADS-C emergency report, a recommended practice is to reduce the
ADS-C reporting interval (refer to paragraph 4.8.2.5). This also provides enhanced situational awareness
for an aircraft that is potentially in an emergency situation. Refer paragraph 4.5.4.

ATSU 1 ATSU 2
ADS-C ADS-C
emergency emergency
report report
New ADS-C contract
(reduced reporting
interval)
Flight crew cancels the
ADS-C non- ADS-C emergency
emergency
report
It may be some time before
ATSU2 receives a cancellation
of the ADS-C emergency
ADS-C non-
emergency
report
Figure 2-29. ADS-C emergency and non-emergency report sequence
2.2.6.3.6 Event contract
2.2.6.3.6.1 An event contract allows an ATSU to request an ADS-C report whenever a specific
event occurs. An ATSU can establish only one event contract with an aircraft at any one time. However,
the event contract can contain multiple event types. These types of optional events include:
a) Waypoint change event (WCE);
b) Level range deviation event (LRDE);
c) Lateral deviation event (LDE); and
d) Vertical rate change event (VRE).
2.2.6.3.6.2 As shown in Figure 2-30, in response to a new ADS-C event contract, the aircraft
separately sends an acknowledgement and then an ADS-C report(s) is transmitted only after one of the
specified events occurs.

ATSU
New event contract
Contract
acknowledgement
Event
triggered
ADS-C event report
Figure 2-30. ADS-C event contract sequence
2.2.6.3.6.3 An event contract remains in effect until the ATSU cancels it or until the event(s) used
to trigger the report occurs. The waypoint change event contract will trigger a report for all waypoint
changes. All other event contracts will trigger a report on the first occurrence and then, if necessary, the
ATSU will need to request a new event contract indicating all desired event types.
2.2.6.3.6.4 Waypoint change event (WCE)
2.2.6.3.6.4.1 The aircraft system sends a WCE report when a change occurs to the Next and/or
Next + 1 waypoint (due to a flight plan change or waypoint sequence) in the FMS.
2.2.6.3.6.4.2 As shown in Figure 2-31, when the aircraft sequences MICKY, the Next and Next + 1
waypoints contained in the FMS change. This results in sending a WCE report to all ATSUs that have an
event contract containing a WCE with this aircraft.
MICKY PLUTO MINNY
Next Next + 1
Before sequencing MICKY MICKY PLUTO
After sequencing MICKY PLUTO MINNY
Figure 2-31. ADS-C waypoint change event
2.2.6.3.6.4.3 Other events that may cause the aircraft system to send a WCE report include:
a) The flight crew executing a clearance direct to a waypoint (i.e. next waypoint is changed);

b) The flight crew inserting a waypoint ahead of the aircraft (resulting in a change to the Next or
Next + 1 waypoint); and
c) The flight crew executing a lateral offset (resulting in a change to the Next waypoint).
2.2.6.3.6.4.4 A waypoint change event report contains the following ADS-C groups:
a) Basic group; and
b) Predicted route group.
2.2.6.3.6.5 Level range deviation event (LRDE)
2.2.6.3.6.5.1 The ATSU specifies the LRDE by defining the lower and upper limits of the level
range.
2.2.6.3.6.5.2 For example, in Figure 2-32, the LRDE has been defined with a lower limit of FL368
and an upper limit of FL372.
Upper Limit 372
370
Lower Limit 368
Figure 2-32. ADS-C level range deviation event
2.2.6.3.6.5.3 The aircraft system sends a LRDE report when the aircrafts flight level is outside the
level range tolerances defined in the ADS-C event contract (Figure 2-33).
LRDE report
Upper Limit 372
370
Lower Limit 368
Figure 2-33. ADS-C level range deviation event report

2.2.6.3.6.5.4 Once an aircraft sends an LRDE report, it will not send another LRDE report until the
ATSU establishes a new ADS-C LRDE contract.
2.2.6.3.6.5.5 An LRDE report contains the ADS-C basic group only.
2.2.6.3.6.6 Lateral deviation event
2.2.6.3.6.6.1 The ATSU specifies the lateral deviation event by defining a lateral deviation
threshold, which is a maximum off-route distance either side of the route as specified by the ATSU. It is
not possible to define different distances on each side of the route.
2.2.6.3.6.6.2 For example, in Figure 2-34, the lateral deviation event has been defined to be
triggered for a lateral deviation threshold of greater than 5NM either side of the route.
5NM
DAFFY PLUTO
5NM
Figure 2-34. ADS-C lateral deviation event
2.2.6.3.6.6.3 The lateral deviation event is triggered when the lateral distance between the aircrafts
actual position and its expected position, as defined in the aircraft active flight plan, exceeds the lateral
deviation threshold defined in the ADS-C event contract (Figure 2-35).
LDE report
5NM
DAFFY PLUTO
5NM
Figure 2-35. ADS-C lateral deviation event report

2.2.6.3.6.6.4 Under certain circumstances, such as when the flight crew activates an offset that is
greater than the lateral deviation threshold, the aircraft may transmit a lateral deviation event report
immediately while still on the cleared route. This should be interpreted as an early warning of an
impending lateral deviation.
2.2.6.3.6.6.5 As shown in Figure 2-36, after the offset has been activated, the aircraft system
compares the current position of the aircraft (on route) with the expected position of the aircraft on the
offset route , and concludes that it is off route by the intervening distance. If this off-route distance
exceeds the lateral deviation threshold, the aircraft will transmit a lateral deviation event report,
containing the current position of the aircraft .
LDE report
5NM
1
DAFFY PLUTO
5NM
10NM
2 OFFSET PATH
Figure 2-36. Effect of offset on ADS-C lateral deviation event report
2.2.6.3.6.6.6 As shown in Figure 2-37, LDE reports are based on deviations from the aircraft active
flight plan. If the aircraft active flight plan is different to the flight plan held by the ATSU, and the aircraft
remains within the lateral deviation threshold (as defined by the ADS contract) of the aircraft active flight
plan, no lateral deviation event report will be triggered.

Aircraft
active
M flight plan
5N
LDE report
M
5N
Flight plan
held by
ATSU
DAFFY PLUTO
Figure 2-37. No lateral deviation event report if active route is different to route held by ATSU
2.2.6.3.6.6.7 Once an aircraft has downlinked a lateral deviation event report, no further deviations
will trigger another report until the ATSU re-establishes an ADS-C event contract containing a lateral
deviation event.
2.2.6.3.6.6.8 A lateral deviation event report contains the ADS-C basic group only.
2.2.6.3.6.7 Vertical rate change event (VRE)
2.2.6.3.6.7.1 The vertical rate change event is triggered in one of two ways:
a) Positive vertical rate: aircraft`s rate of climb is greater than the vertical rate threshold; or
b) Negative vertical rate: aircraft`s rate of descent is greater than the vertical rate threshold.
Note. The vertical rate change event does not detect a reduction in either the climb or descent
rate.
2.2.6.3.6.7.2 A vertical rate change event report contains the following ADS-C groups:
a) Basic group; and
b) Earth reference group.
2.2.6.3.7 Cancelling ADS contracts
2.2.6.3.7.1 Cancelling ADS contracts assists in:

a) Minimizing costs associated with unnecessary ADS-C reports;
b) Reducing congestion in the communication network; and
c) Ensuring that subsequent ATSUs can establish ADS contracts with the aircraft (there is a limit
to the number of ADS-C connections that an aircraft can support).

2.2.6.3.7.2 The ATSU cancels an ADS contract and terminates the ADS-C connection when it no
longer needs ADS-C reports to avoid unnecessary loading of the data link system. The ground system
terminates the ADS-C connection when:
a) The aircraft has crossed the boundary and the transferring ATSU needs no further surveillance
information from the flight;
b) The ATSU has cancelled or finished the flight plan for the aircraft; or
c) The controlling authority or an adjacent ATSU needs no further surveillance information from
the flight.
2.2.6.3.7.3 The flight crew is able to terminate ADS-C connections, which in turn cancels ADS
contracts. This capability is used in accordance with guidelines provided in paragraph 5.5.
2.2.6.4 ADS-C report
2.2.6.4.1 The aircraft system sends specific aircraft data in different groups of an ADS-C report.
Each group contains different types of data. An ADS-C event report contains only some of the groups,
which are fixed. The ADS-C periodic report can contain any of the ADS-C groups, which the ATSU
specifies in the contract request.
2.2.6.4.2 ADS-C groups include:

a) Basic group (Figure 2-38);
b) Flight identification group (Figure 2-39);
c) Earth reference group (Figure 2-40);
d) Air reference group (Figure 2-41);
e) Airframe identification group (Figure 2-42);
f) Meteorological group (Figure 2-43);
g) Predicted route group (Figure 2-44);
h) Fixed projected intent group (Figure 2-45); and
i) Intermediate projected intent group (Figure 2-46).
2.2.6.4.3 At a minimum, all ADS-C reports contain the basic group.

Navigation TCAS
system status
redundancy
Time
stamp
DAFFY
DUMBO SPEDY
Figure
of merit MICKY
Altitude
Present position
Figure 2-38. ADS-C basic group
DAFFY
Aircraft DUMBO SPEDY
identification MICKY
Figure 2-39. ADS-C flight identification group
True track and

ground speed
DAFFY
Vertical rate DUMBO SPEDY
MICKY
Figure 2-40. ADS-C Earth reference group

True heading and

Mach number
DAFFY
Vertical rate DUMBO SPEDY
MICKY
Figure 2-41. ADS-C air reference group
DAFFY
Aircraft address DUMBO SPEDY
(24 bit code) MICKY
Figure 2-42. ADS-C airframe identification group
Wind speed and

direction
DAFFY
Temperature DUMBO SPEDY
MICKY
Figure 2-43. ADS-C meteorological group

Next
Next + 1 DAFFY
1500S14211E SPEDY
1515S14425E
Position, time interval and
predicted altitude
Position and
predicted altitude
Figure 2-44. ADS-C predicted route group
Fixed Projected Intent Point

(time interval ahead of aircraft)
DAFFY
DUMBO SPEDY
MICKY
1505S15715E
Position, predicted altitude, and

projected time interval
Figure 2-45. ADS-C fixed projected intent group

Pilot inserted waypoint

Fixed Projected Intent Point
093/175
090/195
SPEDY
107/120
No planned change in speed,
altitude, or direction = Intermediate Intent Points
Position (bearing/distance),
projected altitude, and
projected time interval
Figure 2-46. ADS-C intermediate projected intent group
2.2.6.5 Contents of ADS-C groups
2.2.6.5.1 The contents of the various ADS-C groups are depicted in the figures identified in
paragraph 2.2.6.4.2.
Note 1. Up to 10 points can be included in the intermediate projected intent group. For a point to
qualify to be included in the intermediate projected intent group, the point needs to be:
a) between the current position and the fixed projected point; and
b) associated with a planned speed, altitude or route change.
Note 2. The intermediate projected intent group may include a FMS generated point, for example,
the top of descent (TOD) point (planned altitude change), which does not correspond to any waypoint in
the flight plan.
2.2.6.5.2 The aircraft system defines the:

a) Present position (in the basic group) and Next and Next + 1 information (in the predicted route
group and fixed projected intent group) as latitude/longitude; and
b) Positional information (in the intermediate projected intent group) as a bearing/distance from
the present position in the basic group.
Note. Positional information in an ADS-C report does not contain the name(s) of waypoints.
2.2.6.5.3 The time stamp is expressed in seconds past the last hour
2.2.6.5.4 Estimates are expressed as estimated time intervals (in seconds) from the time stamp at
the present position in the basic group.
2.2.6.6 Using ADS-C reports
2.2.6.6.1 The ATSU may use an ADS-C report for a variety of purposes. These include:

a) Establishing and monitoring of traditional time-based separation minima;
b) Establishing and monitoring of distance-based separation standards;
c) Flagging waypoints as overflown;
d) Updating estimates for downstream waypoints;
e) Route and level conformance monitoring;
f) Updating the display of the ADS-C position symbol, and the associated extrapolation;
g) Generating (and clearing) alerts;
h) Generating (and clearing) ADS-C emergencies;
i) Updating meteorological information; and
j) Updating other information in the flight plan held by the ATSU.
2.2.6.6.2 Predicted route conformance
2.2.6.6.2.1 The ATSU may use information from the basic group, the intermediate projected intent
group, the fixed projected intent group and the predicted route group for route conformance monitoring.
2.2.6.6.2.2 The ATSU can compare information from the predicted route group, the fixed projected
intent group or intermediate projected intent group against the expected route in the flight plan to provide
an indication to the controller when a discrepancy exists.
Note. To prevent nuisance indications, route conformance monitoring may include tolerances,
consistent with safety criteria, when comparing the reported data against the expected route (e.g. to
accommodate 1 or 2 nm strategic lateral offset procedures).
2.2.6.6.2.3 A ground system supporting ATS or AOC can specify periodic and event contracts
differently from other ground systems, such as:
a) Different ADS-C groups as shown in Figure 2-47;
b) Different periodic reporting interval as shown in Figure 2-48; and
c) Different types of event contracts as shown in Figure 2-49.

d route
Basic Predicte rth
group Ea
group +
n ce group
ATSU 1 refere ATSU 3
nt
d inte e
cte iat
p roje ermed roup All
g rou
ed t g
Fix p + in intent p s
u
gro ected
j
pro
ATSU 2 AOC ATSU 4
Figure 2-47. Multiple ADS periodic contracts with different groups
20 mi
n repor eports
ts 15 min r ATSU 3
ATSU 1
14
rts m in r
repo epo
min rts
24
ATSU 2 AOC ATSU 4
Figure 2-48. Multiple ADS periodic contracts with different reporting intervals

LRDE
WCE
LRDE + ATSU 3
ATSU 1
E All
WC eve
E, nts
, LD
DE
LR
ATSU 2 AOC ATSU 4
Figure 2-49. Multiple and different ADS event contracts
2.2.6.6.3 Level conformance
2.2.6.6.3.1 The ATSU may use level range deviation events (LRDE) to monitor an aircraft
conformance with cleared level.
2.2.6.6.4 Generating emergency alerts
2.2.6.6.4.1 The ATSU may use the vertical rate change event (VRE) to assist in the provision of
Alerting service. The VRE can be used in this context to provide an indication of an uncontrolled descent
from cruise level where flight crew incapacity prevents activation of the ADS-C emergency.
Note. A VRE of negative 5000 feet per minute (descent rate) is suggested as a suitable value.
2.2.6.6.5 Route conformance
2.2.6.6.5.1 The ATSU may use the lateral deviation event (LDE) to detect deviations from the
aircraft active flight plan.
2.2.6.6.6 Updating other information in the flight plan.
2.2.6.6.6.1 The ATSU may use the Mach number in the air reference group to monitor
conformance with filed flight plan speed and provide updates as required.
2.2.6.6.7 Figure of merit
2.2.6.6.7.1 The ADS-C basic report contains a figure of merit (FOM) that provides the navigational
accuracy of position data in the basic report in accordance with Table 2-13.

Table 2-13. Figure of merit values
Figure of Accuracy of Remarks

merit value position
0 Complete loss of Inability to determine position within 30 nautical miles is considered
navigational total loss of navigation. Includes the inability to associate a valid
capabilities time with the position.
1 < 30 nm Consistent with inertial navigation on long flight without updates.
2 < 15 nm Consistent with inertial navigation on intermediate length flight
without updates.
3 < 8 nm Consistent with inertial navigation on short length flight and beyond
50 nautical miles from VOR.
4 < 4 nm Consistent with VOR accuracies at 50 nautical miles or less and with
GPS worldwide.
5 < 1 nm Consistent with RHO-RHO applications of ground-based DME,
RNAV using multiple DME or GPS position updates.
6 < 0.25 nm Consistent with RNAV using GPS.
7 < 0.05 nm Consistent with augmented GPS accuracies.
2.2.6.6.8 ADS-C reporting interval
2.2.6.6.8.1 While ADS-C reporting intervals are generally referred to in whole minutes, they are
not actually defined that way in the ADS contract. The required ADS-C reporting interval is uplinked to
the aircraft in one byte (eight bits) of data, in accordance with Figure 2-50.

Reporting Interval = (1 + Rate) x SF, where

Rate is the value contained in bits one to six. These six bits allow a
range of values between 0 and 63.
SF is the scaling factor in bits seven and eight where:
Bit 7 Bit 8 Definition
0 0 0 seconds, used for a Demand Contract Request
1 0 1 second
0 1 8 seconds
1 1 64 seconds
Bit numbers
8 7 6 5 4 3 2 1
Scaling Rate
factor
Figure 2-50. Calculation of ADS-C periodic reporting interval
2.2.6.6.8.2 For example, to establish a 40 minute reporting interval, the SF would equal 64
seconds and the rate would equal 36. The actual reporting interval specified in the ADS contract would
be 64 x (1 + 36) = 2368 seconds (39 minutes 28 seconds).
2.2.7 FMC WPR data link system
2.2.7.1 FMC WPR - general
2.2.7.1.1 An aircraft may be ACARS-capable, but not be CPDLC or ADS-C-capable. These

aircraft can exchange data link messages with the operators aeronautical operational control (AOC)
facility, but not with an ATSU.
2.2.7.1.2 The operator configures these aircraft to send ACARS position reports to their
aeronautical operational control (AOC) facility for flight monitoring. Additional ground-based
functionality can reformat the ACARS position report and forward it to an ATSU via AFTN as a
replacement for voice position reports.
2.2.7.1.3 The method of delivery for the ACARS position report from an aircraft to an ATSU is
referred to as flight management computer waypoint position reporting (FMC WPR).

2.2.7.1.4 FMC WPR provides the operator an alternative to FANS 1/A ADS-C position reporting,
in cases where FANS 1/A equipage is impractical or cost prohibitive for the operator. FMC WPR is not
intended to replace or delay FANS 1/A equipage.
2.2.7.2 Description
2.2.7.2.1 In some airspace, the aircraft sends the FMC waypoint position report to a central FMC
waypoint reporting system (CFRS) or to the operators AOC host computer. The CFRS or operators
AOC host computer converts the position report to a suitable format and delivers it via AFTN to
appropriate ATSUs. A CFRS may also convert the report to standard AFTN format and deliver it to
appropriate meteorological facilities to support weather forecasting.
Note. Because there is no format defined, formats may vary slightly between ATSUs. The CFRS or
AOC host computer should support different formats for different ATSUs.
2.2.7.2.2 Appendix E indicates which of the above two approaches each ATSU uses.
2.2.7.3 Position report - description
2.2.7.3.1 A logon request is not necessary to initiate FMC WPR.
2.2.7.3.2 An FMC WPR is a position report that:

a) Consists entirely of data entered automatically by the FMS;
b) Consists of data CRC protected by the FMS;
c) Consists of data formatted and populated in accordance with the ARINC 702A; and
d) Contains geographical coordinates in ICAO format (Refer to paragraph 5.6.1.2).
2.2.7.3.3 An FMC WPR can be initiated automatically or manually as prescribed by flight deck
procedures (Refer to paragraphs 3.2, 3.4, and 5.6.4).
2.2.7.3.4 An operator participating in FMC WPR ensures that the FMC WPR:
a) Is generated at each ATC waypoint of a cleared route; and
b) Contains data only for an ATC waypoint.

Chapter 3. Administrative provisions related to data link operations

This chapter includes the prerequisites for data link operations, including service provision, operator
eligibility, and flight planning.
3.1 ANSP service provision
3.1.1 ANSP system validation
3.1.1.1 The ANSP should ensure a validation process that confirms the integrity of their
equipment and procedures meets system integrity requirements. This process should include:
a) A system safety assessment which demonstrates that the service provision meets the safety
objectives. The ANSP should conduct a system safety assessment through a functional hazard analysis or
a documented system safety case for initial implementation as well as for future enhancements. These
assessments should include:
1) Identifying failure conditions;
2) Assigning levels of criticality;
3) Determining probabilities for occurrence; and
4) Identifying mitigating measures;
b) Integration test results confirming interoperability for operational use of the aircraft and ground
systems; and
c) Confirmation that the ATS operation manuals are compatible with those of adjacent providers.
3.1.1.2 Following the safety assessment, the ANSP should institute measures through automation
or procedures to mitigate the identified failure conditions. For example:
a) If the ANSP uses integrated measurement tools for the purpose of determining separation, they
may need to publish limitations on the use of such tools for establishing and monitoring separation
standards;
b) If an ANSP receives both an ADS-C and a CPDLC position report containing ETA that differ
by 3 minutes or more, the controller should request confirmation of the estimate for the waypoint in
question; and
c) To fulfill the requirements of Annex 10, paragraph 8.2.8, the controller should be provided with
automation and/or procedures to ensure that the appropriate ATC unit has established an active CPDLC
connection with the aircraft. Refer to Appendix E for the mitigating measures used for confirming CDA.
3.1.1.3 The ANSP should ensure that it provides communication services that meet the
performance specifications provided at Appendix B and Appendix C, and that the contracted CSP meets
its performance allocations. The risks represented by the requirements are regarded as being minimum for
the specified ATS function to maintain operational efficiency while meeting its required safety needs.
3.1.1.4 If the ANSP uses free text messages, it should include an evaluation of the effects
associated with the use of free text messages in operational and system safety assessments. When the
intent/use of the free text message impacts seamless operations, the ANSP should globally coordinate the
free text message to define the operational contents, format, and use as a new standardized free text
message. The standardized free text messages are provided in Appendix A, paragraph A.5.
a) The results of an operational assessment may conclude that a free text message needs to be pre-
formatted and readily available for the flight crew or the controller because it is too workload intensive to
manually enter the message. Pre-formatted free text messages should only be selected from standardized
free text messages, which are appropriate for the intended use.
b) When the ANSP establishes procedures that require the controller or flight crew to use a free
text message element to mimic ICAO Doc 4444 standard message elements, the ANSP should apply the
following criteria:
1) The ground system should apply any range, resolution, and units of measure restrictions
prior to use of the message;
2) The ground system and aircraft system should provide a human interface for message
composition and recognition of free text messages consistent with operational, safety, and performance
requirements associated with use of the free text message;
3) The ATSU should not use free text to mimic an ICAO Doc 4444 message element with a
W/U response attribute, unless the free text is combined with a standard message element with a W/U
response attribute as part of a multi-element message (see paragraph 4.3.6); and
4) When a free text message (with a R response attribute) is used to mimic a message element
with a Y response attribute, the ATSU should provide procedures and/or automation to ensure the
appropriate operational response is received.
Note. The ground system will technically close the uplink message when it receives the R response
from the aircraft.
3.1.1.5 The ANSP should conduct trials with aircraft to ensure that the system meets the
requirements for interoperability such as is defined for FANS 1/A in RTCA DO-258A/EUROCAE
ED-100A. Refer to paragraph 2.1 for applicable interoperability standards for the different data link
system.
3.1.1.6 The ANSP should develop appropriate procedures or other means to:
a) Respond to CPDLC downlink message elements defined in Appendix A (See paragraph 3.1.4.2
for publication of unsupported downlink messages);
b) Ensure that data are correct and accurate, including any changes, and that security of such data
is not compromised;
c) Notify adjacent ATSUs of system failures, software upgrades (or downgrades) or other changes,
which may impact them. Such notification procedures will normally be detailed in letters of agreement
between adjacent units; and
d) Ensure that the ATSU only establishes an ADS contract with aircraft for which that ATSU has
direct control or monitoring responsibility.
Note. An ATSU may need to establish ADS contracts with aircraft operating in their area of
responsibility for purposes other than direct control or monitoring (e.g. testing of ground system software
before operational release).

3.1.1.7 The ANSP should ensure that its controllers receive appropriate training in accordance
with ICAO Annex 1 and obtain any necessary approval from the State.
3.1.2 ATC automated data link functions
3.1.2.1 Logon request
3.1.2.1.1 To ensure that CPDLC messages are sent only to aircraft for which the ATSU has a flight
plan, the ATSU should reject a logon request if:
a) There is no flight plan for the flight;
b) The flight plan does not contain the aircraft registration/address; or
c) The aircraft registration/address in the logon request message does not match the aircraft
registration/address in the flight plan.
3.1.2.1.2 Hyphens or spaces contained in an aircraft registration are not valid characters in the
ICAO flight plan and therefore are not present in the filed flight plan. The ground system should be
configured to prevent the logon request being rejected due to hyphens or spaces being included in the
aircraft registration sent in the logon request message, but not in the flight plan.
3.1.2.2 Transfers between FANS 1/A and ATN B1 adjacent ATSUs
3.1.2.2.1 To ensure transfers of CPDLC between FANS 1/A and ATN B1 areas, the ANSP should
ensure its FANS 1/A and ATN B1 ATSUs comply with chapter 4 in ED-154A/DO-305A standard.
Note 1 Compliance with the full ED-154A/DO-305A standard is not required to support automatic
CPDLC transfer. Only one particular requirement in chapter 4 applies to the T-ATSU:
a) FANS 1/A T-ATSU ground systems include, in the contact request message, a specific 7-character
ACARS address based on the 4-character ICAO identifier of the ATN B1 R-ATSU combined with ATN.
b) ATN B1 and FANS 1/A-ATN B1 T-ATSU ground systems include, in the contact request message,
a specific ATN address as a binary string made of zeroes.
Note 2 When ED-154A/DO-305A chapter 4 applies for a given transition, the T-ATSU behavior is
systematic whatever the aircraft type.
Note 3. Table 3-1 identifies the different combinations of transfers that can occur between two
different types of ground systems and specifies when ED-154A/DO-305A chapter 4 applies to the
T-ATSU, in addition to the standards per Table 2-1.
Table 3-1. Supporting technology for transfers between FANS 1/A and ATN B1
T-ATSU R-ATSU Aircraft Additional standards Resulting technology with R-ATSU

technology technology technology to support CPDLC
transfer
FANS 1/A FANS 1/A FANS 1/A None FANS 1/A
ATN B1 Not applicable Voice


transfer
FANS 1/A- None FANS 1/A
ATN B1
FANS 1/A FANS 1/A- FANS 1/A ED154A/DO305A FANS 1/A
ATN B1 Chapter 4.2.2
(IR-208) for ground
FANS 1/A T-ATSU
ATN B1 Not supported No CPDLC with T-ATSU.
Note. ATN B1 may be used after a
manual logon procedure is initiated.
FANS 1/A- ED154A/DO305A ATN B1
ATN B1 Chapter 4.2.2 Note. Some aircraft (see Appendix
(IR-208) for ground F, paragraph F.1) implement both
FANS 1/A T-ATSU FANS 1/A and ATN B1 capabilities as
separate systems and do not comply
with ED154A/DO305A. For such
aircraft, the transfer results in using
FANS 1/A for the receiving ATSU.
FANS 1/A ATN B1 FANS 1/A Not supported Voice
ATN B1 Not supported No CPDLC with T-ATSU.
Note. ATN B1 may be used after a
FANS 1/A- ED154A/DO305A ATN B1
(IR-208) for ground F, paragraph F.1) implement both
FANS 1/A T-ATSU FANS 1/A and ATN B1 capabilities as
with ED154A/DO305A. Such aircraft
do not benefit from automatic transfer.
ATN B1 may be used after a manual
logon procedure is initiated.
FANS 1/A- FANS 1/A FANS 1/A None FANS 1/A
ATN B1 ATN B1 Not supported Voice
FANS 1/A- ED154A/DO305A FANS 1/A
(IR-213) for ground F, paragraph F.1) implement
FANS 1/A-ATN B1 FANS 1/A and ATN B1 capabilities as
T-ATSU separate systems and do not comply
may be using FANS 1/A with T-ATSU.
The transfer will succeed as a nominal
FANS 1/A to FANS 1/A transfer.


transfer
FANS 1/A- FANS 1/A- FANS 1/A None FANS 1/A
ATN B1 ATN B1 ATN B1 None ATN B1
FANS 1/A- None Same as with T-ATSU (ATN B1 or
ATN B1 FANS 1/A)
FANS 1/A- ATN B1 FANS 1/A Not supported Voice
ATN B1 ATN B1 None ATN B1
FANS 1/A- None ATN B1
ATN B1 Note. Some aircraft (see Appendix
F, paragraph F.1) implement
FANS 1/A and ATN B1 capabilities as
may be using FANS 1/A with T-ATSU
and do not benefit from automatic
transfer. ATN B1 may be used after a
ATN B1 FANS 1/A FANS 1/A Not supported No CPDLC with T-ATSU.
Note. FANS 1/A may be used after
manual logon procedure.
ATN B1 Not supported Voice
FANS 1/A- ED154A/DO305A FANS 1/A
(IR-213) for ground F, paragraph F.1) implement
ATN B1 T-ATSU FANS 1/A and ATN B1 capabilities as
do not benefit from automatic transfer.
FANS 1/A may be used after a manual
logon procedure is initiated.
ATN B1 FANS 1/A- FANS 1/A Not supported No CPDLC with T-ATSU.
ATN B1 Note. FANS 1/A may be used after
manual logon procedure.
ATN B1 None ATN B1
ATN B1
ATN B1 ATN B1 FANS 1/A Not supported Voice
ATN B1 None ATN B1
ATN B1

3.1.2.3 CPDLC and ADS-C connection management
3.1.2.3.1 To prevent the aircraft rejecting the CPDLC connection request message from the
receiving ATSU, the CDA should ensure completion of the NDA process prior to initiating address
forwarding to the next ATSU.
3.1.2.3.2 To avoid interruption of data link service, the ATSU should:

a) Initiate address forwarding at an agreed time prior to the estimated time at the boundary of a
downstream unit; or
b) When short transit times preclude this, as soon as possible after becoming CDA. Confirmation
of CDA status may be necessary to ensure that the NDA message, which needs to precede address
forwarding, is not rejected by the aircraft (see paragraph 4.2.4).
3.1.2.3.3 If the ground system does not receive the contact complete message within a specified
time (e.g. 15 minutes) from sending the contact request message, it should provide an indication to the
controller. Refer to paragraph 4.2.2.3 for associated controller procedures.
3.1.2.3.4 If open uplink or downlink messages exist for the aircraft, the ground system should
provide indication to the controller and confirm messages are closed prior to sending the CPDLC
termination request message.
3.1.2.3.5 When a CPDLC connection cannot be established by any ATSU, the ground system
should indicate to the controller at that ATSU that no connection has been established.
3.1.2.4 Emergency message element handling
3.1.2.4.1 The ground system should provide a clear indication to the controller of downlinked
messages that contain any of the message elements from the emergency message elements (see Appendix
A, paragraph A.4, for the list of emergency message elements.)
3.1.2.4.2 When the ground system receives an emergency-mode ADS-C report, it should present it
to the controller. If a periodic contract is active, the emergency report will be transmitted at the existing
periodic interval. Otherwise, the interval will default to a value determined by the aircraft system (see
Appendix F, paragraph F.10). Only the flight crew can cancel the emergency mode (see paragraph 4.8.3
for associated controller procedures).
3.1.2.5 Automated responses
3.1.2.5.1 With the exception of UM 1 STANDBY or UM 2 REQUEST DEFERRED, the ground

system should assign an MRN to only one uplink message in response to a particular downlink message.
If the ground system sends two separate messages with the same MRN, and neither of the messages is
UM 1 or UM 2, the aircraft system will discard the second message and not display it to the flight crew.
3.1.2.5.2 The ground system should only assign a MRN to an uplink message that is responding to
a downlink message with the associated MIN and the downlink message requires a response. If the
ATSU sends an uplink message with a MRN and the downlink message with the associated MIN did not
require a response, the aircraft system will discard the uplink message and not display it to the flight crew.
Note. If an uplink message is discarded for the reasons described in paragraph 3.1.2.5.1 or
paragraph 3.1.2.5.2, the aircraft system will send an error message to the ground system indicating that
the MRN was not recognized.
3.1.2.5.3 If a downlink message contains a message element that is not supported, then the ATSU
should:
a) For a FANS 1/A ATSU, send CPDLC free text UM 169u MESSAGE NOT SUPPORTED BY
THIS ATS UNIT rather than terminating the connection; or
b) For an ATN B1 ATSU, send UM 162 MESSAGE NOT SUPPORTED BY THIS ATS UNIT
or SERVICE UNAVAILABLE.
Note. For UM 162, some FANS 1/A aircraft may display SERVICE UNAVAILABLE, which may be
confusing to the flight crew. An ATN B1 aircraft will display MESSAGE NOT SUPPORTED BY THIS
ATS UNIT.
3.1.2.5.4 ATSUs may automate the sending of the CPDLC termination request message, based
upon the estimated time or location the aircraft is expected to cross the boundary. Refer to paragraph
2.2.4 and paragraph 4.2 for the proper sequence and timing for sending the CPDLC termination request
message and associated controller procedures. Refer to paragraph 3.1.4.8 for guidance on detailing the
parameters for this operation in interfacility agreements.
3.1.2.6 Message latency monitor
3.1.2.6.1 An ATSU may implement automation to support use of a message latency monitor on the
aircraft. The extent to which automation supports controller procedures that use the message latency
monitor is a local matter.
3.1.2.6.2 The use of the message latency monitor, available on all ATN B1 aircraft and
FANS 1/A+ aircraft, can provide the ANSP a means to mitigate the effects of a delayed CPDLC message
that is delivered to the aircraft, and contributes to meeting the safety requirements for the ATSU and the
aircraft. Refer to Appendix B for specific safety requirements associated with each RCP specification.
3.1.2.6.3 The ANSP should consider the effects of a delayed CPDLC message in accordance with
paragraph 3.1.1.1 and identify mitigating measures.
Note 1. A FANS 1/A ATSU or a FANS 1/AATN B1 ATSU, providing CPDLC services to
FANS 1/A aircraft, does not use the message latency monitor. To mitigate the effects of a delayed
CPDLC message, the ATSU may apply the following alternative mitigation measures:
a) Specify, in a contract or service agreement with the communication service provider, provisions
that would preclude the delivery of a delayed CPDLC message to an aircraft; or
b) Perform the procedure from paragraph 4.3.1.2 a); or
c) For FANS 1/AATN B1 ATSU, perform the procedure from paragraph 4.3.1.2 c).
Note 2. An ATN B1 ATSU or a FANS 1/A-ATN B1 ATSU that provides CPDLC services to
ATN B1 aircraft may use the message latency monitor as mitigation against a delayed CPDLC message.
The procedures are applicable only in the European Region and are described in Appendix E, paragraph
E.4.3.2.

3.1.2.7 Abnormal cases with ADS-C
3.1.2.7.1 When more than one ADS-C report for the same waypoint (or position) are received, the
ground system should update the flight data with the first report and provide an indication to the
controller if there are significant discrepancies in subsequent reports.
3.1.2.7.2 When the time stamp in the basic group is determined to be invalid for the position in an
ADS-C report, the ground system should not use it to update any flight data.
Note 1. When the time stamp is invalid, the figure of merit (FOM) will be set to 0 and any value
could be expected in the basic group.
Note 2. The time stamp in a FANS 1/A ADS-C report is provided only as seconds past the last
hour. Therefore, when an ADS-C report is received with a time stamp greater than the current ground
system seconds past the hour, the time stamp in the report may be related to the previous hour (possibly
even the previous day/month/year). The ground system may need to determine the full time stamp (i.e.
including hours/day/month/year) for the ADS-C report when determining the validity of the time stamp
with the associated position in the ADS-C report.
3.1.2.7.3 If the aircraft is in heading select mode and the aircraft passes abeam an ATC waypoint
by more than a defined distance, the FMS will not sequence this or subsequent waypoints. Consequently,
the aircraft will not send an ADS-C waypoint change event report. However, if the aircraft sends an
ADS-C periodic report with a predicted route group, the NEXT waypoint data in the report will continue
to indicate the waypoint that was passed. As a result, the ground system could use invalid data for display
of the aircraft position or extrapolating the correct route for the aircraft. Refer to paragraph 5.6.1.1 for
flight crew procedures.
Note. When the aircraft is in heading select mode, the intent and predicted route information
transmitted by the aircraft will contain the next waypoint in the aircraft active flight plan regardless of
the actual position and heading of the aircraft. Predicted information is based on the FMS intent, which
may not necessarily reflect the intentions of the flight crew.
3.1.2.8 Satcom channel numbers in CPDLC messages
3.1.2.8.1 The CPDLC standard provides a [Frequencysatchannel] variable that is intended for
ATSUs to send satellite voice telephone numbers in MONITOR and CONTACT messages (UM 117 to
UM 122). However, the decoding of this variable varies by aircraft type. Therefore, the ATSU should
not use this variable in these messages unless the ground system can determine the appropriate decoding
in use by the receiving aircraft and encode the uplink accordingly.
3.1.3 Contractual considerations for CSP
3.1.3.1 The CSP should meet the performance criteria for communication services, in accordance
with Appendix B and Appendix C.
3.1.3.2 If an aircraft generated downlink message passes all validation criteria, the CSP should
send an acknowledgement (ACK) to the aircraft and deliver the message to the address identified in the
downlink message.
Note. If the message is not delivered to the address identified in the downlink message, the CSP
should not send an acknowledgement (ACK) to the aircraft.
3.1.3.3 For those situations when a CSP cannot continue to provide data communications, it
should inform ANSPs and operators in accordance with established coordination procedures.
Note. A CSP that holds a contract with an operator per paragraph 3.2.1.8 but not with the ANSP
should notify the ANSP when such situations occur and that operator is conducting data link operations
in the ANSPs airspace.
3.1.3.4 In the event of a centralized ADS-C (CADS) failure, the CSP for the CADS service
should inform ATS.
3.1.3.5 In the event of a CFRS failure, the CSP for the CFRS service should inform ATS.
3.1.4 Aeronautical information, notifications, and interfacility agreements
3.1.4.1 The ANSP should notify operators of data link services using the AIP (or other
appropriate publication). Notification includes:
a) The ICAO 4-letter location indicator assigned to the ATSU serving the airspace;
b) Logon address, The logon address should preferably match the 4-letter location indicator. The
ANSP should ensure that the logon address for the ATSU serving the airspace is provided on the
appropriate aeronautical charts (ICAO Annex 4);
c) Applications, including for each application; application name, version interoperability
coverage, scheduled service, shutdowns, and information/alert bulletins;
d) Differences between national regulations and practices, and related ICAO SARPs and
procedures;
e) Requirements for use, for example:
1) Procedures for initiation - When an ATSU is unable to accept a logon request sent between
15 and 25 minutes prior to either the ETD or the estimate for entering its airspace, the ANSP should
publish in appropriate AIP (or other appropriate publication) the criteria for when a logon request will be
accepted. Refer to paragraph 2.2.3.1.2;
2) ADS-C and CPDLC position reporting requirements;
Note. The AIP may specify that ADS-C reports may fulfill all normal position reporting
requirements. Refer to paragraph 5.6.3 for position reporting guidelines in an ADS-C environment.
3) Supporting reduced separations, re-routes, tailored arrival and associated RCP and/or RSP
specification(s); and
4) Any required functionality, such as the message latency monitor provided by FANS 1/A+
aircraft (Refer to paragraph 3.1.2.6); and
f) Flight plan form and submission requirements.
3.1.4.2 The ANSP should support all downlink message elements as defined in Appendix A,
unless the ANSP publishes the differences in the appropriate regional/State supplement along with
procedures for handling unsupported message elements.
Note 1. Emergency messages, as a minimum, are displayed to the controller per paragraph
3.1.2.4.

Note 2. When a reduced CPDLC message set is used across a group of adjoining ATSUs, the
ANSP(s) need to ensure that the reduced message set is common and adequate for the applicable
airspace.
3.1.4.3 An ANSP may suspend ADS-C, FMC WPR and/or CPDLC use (including trials) for the
control area under its jurisdiction. Notification to affected ATSUs should be carried out in accordance
with coordination requirements specified in applicable interfacility agreements.
3.1.4.4 The ANSP should issue a timely NOTAM for scheduled and/or extended outages of the
ADS-C or FMC WPR service and advise the operators to conduct position reporting via CPDLC or voice
communications.
3.1.4.5 When an ANSP suspends CPDLC operations or when a planned system shutdown of the
communications network or the ATS system occurs, the ANSP should publish a NOTAM to inform all
affected parties of the shutdown period and advise operators to use voice communications during that
time. The ANSP should ensure procedures are established for the ATSU to notify flight crews by voice
or CPDLC of any imminent loss of CPDLC service.
3.1.4.6 In the event of an unexpected outage of ADS-C service, the ANSP should establish
interfacility agreements with other ATSUs concerned and issue a NOTAM if required to inform affected
parties.
3.1.4.7 In the event of an unexpected outage of CPDLC service, or if an ATSU suspends CPDLC
operations without prior notice, the ANSP should:
a) Inform aircraft currently in communication with the ATSU of the loss of CPDLC service;
b) Inform other ATSUs concerned;
c) Specifically advise whether the outage also affects ADS-C service; and
d) Issue a NOTAM, if required.
3.1.4.8 When one or more ANSPs provide CPDLC service with adjoining ATSUs, the ANSP(s)
should establish interfacility agreements to allow the uninterrupted transfer of the CPDLC connection.
The interfacility agreements should include:
a) The time or location at which address forwarding occurs taking into consideration any
automation requirements;
b) The time at which CPDLC termination request message is sent (see paragraph 3.1.2.5.4
regarding related ATC automation and paragraph 4.1.2 for associated ATC procedures) taking into
consideration;
1) Sufficient time to allow the NDA (if established) to establish an active CPDLC connection
prior to the aircraft crossing the common boundary; and
2) Sufficient time to prevent an inappropriate active CPDLC connection from continuing with
an aircraft while it is transiting airspace where CPDLC is not available.
3.1.4.9 When an ATSU will only have control of a CPDLC-capable aircraft for a relatively short
duration, the ANSP may establish procedures in appropriate interfacility agreements to coordinate the
transfer of communications for the aircraft among the controlling and the affected ATSUs. Refer to
paragraph 4.2.4.
3.1.4.10 The ANSP should establish interfacility agreements, as appropriate, to ensure that
adjacent FIRs can establish ADS contracts to monitor aircraft in the vicinity of the common boundary.
3.1.4.11 When CPDLC is used to assign frequencies, the ANSP should establish the frequencies
to be used by interfacility agreements.
3.1.4.12 If the message latency monitor described in paragraph 3.1.2.6 is used, the ANSP should
establish interfacility agreements, as necessary, to ensure that its use or non-use is consistent with data
link operations in airspace controlled by any of the adjacent ATSUs.
3.1.5 Monitoring and data recording
3.1.5.1 The CNS/ATM environment is an integrated system including physical systems

(hardware, software, and communication network), human elements (the flight crew and the controller),
and the related procedures.
3.1.5.2 The ANSP should establish end-to-end system monitoring in accordance with the
guidelines provided in Appendix D. The guidelines aim to ensure end-to-end system integrity through
post-implementation monitoring, identifying, reporting and tracking of problems, and corrective action.
Note. The guidelines presented herein do not replace the ATS incident reporting standards and
guidelines, as specified in ICAO Doc 4444, Appendix 4; ICAO Air Traffic Services Planning Manual
(Doc 9426), Chapter 3; or applicable State regulations, affecting the parties directly involved in a
potential ATS incident.
3.1.5.3 The ANSP and its CSP(s) should retain records for at least 30 days to allow for
accident/incident investigation purposes. The ANSP and CSPs should make these records available for
air safety investigative purposes on demand. These recordings should allow replaying of the situation and
identifying the messages that the ATSU sent or received.
3.2 Operator eligibility
3.2.1 Operational authorization to use data link
3.2.1.1 An operator intending to use CPDLC or ADS-C service should obtain an operational
authorization with the State of registry or State of the operator, if required, in accordance with their rules
and means of compliance. This operational authorization should address flight crew training and
qualification, maintenance, MEL, user modifiable software, service agreements with the CSP, and
procedures for submitting problem reports and data to the regional/State monitoring agencies. The
operator should also ensure that aircraft equipment has been approved for the intended use per
interoperability standards (e.g. FANS 1/A or ATN B1), described in paragraph 2.1.2, performance
specifications (e.g. RCP 240 or RCP 400), described in paragraph 2.1.3, and in accordance with
airworthiness requirements and related means of compliance.
3.2.1.2 The operator is not required to obtain an operational authorization to use FMC WPR.
However, the operator should ensure that the aircraft equipment has been approved by the State of

Registry or State of the Operator for FMC WPR (e.g. meets appropriate software assurance criteria). See
paragraph 3.4 for additional guidance on operational use of FMC WPR.
3.2.1.3 The operator should establish policy and procedures for flight crews and operational staff
involved in data link operations, and incorporate them in appropriate operations manuals. The operations
manuals should include:
a) Procedures for use of the data link system specific to the aircraft type in accordance with
operating manuals provided by the aircraft or system manufacturer;
Note. See Appendix F, paragraph F.4, for aircraft-specific display of responses and
acknowledgements to CPDLC messages and any constraints on processing these responses and
acknowledgements.
b) Procedures for the data link operations taking into account the guidance provided in Chapter 5
and Chapter 6, as necessary;
c) Minimum equipment lists (MEL) modifications (if required); and
d) Flight crew and operational staff procedures, including procedures for establishing and
maintaining voice communications (including any required SELCAL check(s)) with every ATSU along
the route of flight.
3.2.1.4 The operator should ensure the flight crews and operational staff (e.g. dispatcher)
receives appropriate training in accordance with Annex 1 and Annex 6 to the Convention on International
Civil Aviation.
3.2.1.5 If applicable, the operator should ensure the operational staff is trained in data link
operations. This training should include:
a) Description of the data link system, including applications, network and subnetworks;
b) Flight planning requirements for data link flights;
c) Implications of flights departing under minimum equipment list (MEL) relief; and
d) Implications of planned and unplanned network outages on data link operations.
3.2.1.6 From time to time aircraft manufacturers release new software which will often rectify in
service issues and may add increased functionally. The operator should update their software as new
releases become available to ensure best possible performance.
3.2.1.7 The operator should initially coordinate with its CSP(s) to initiate ground system
configuration for its aircraft. In operations involving CFRS, to ensure FMC WPR downlinks are properly
routed to the appropriate CFRS system(s), the operator should coordinate with their CSP(s) to configure
for routing their FMC WPRs to the appropriate CFRS system(s).
3.2.1.8 The operator should ensure that their CSP(s) meets the performance criteria for
communication services, in accordance with Appendix B and Appendix C, and notifies them and
appropriate ANSPs when data communication services as prescribed for the intended operations cannot
be provided.

3.2.1.9 The operator should ensure that flight operations, the flight crews and the appropriate
ANSPs are notified of failures with the aircraft equipment or the operators AOC system related to data
link operations (such as when used to provide FMC WPR service to ANSPs).
3.2.1.10 The operator should provide flight operations and the flight crew with procedures, as
appropriate, when the following occurs:
a) The operator is notified of data link system failures per paragraph 3.2.1.8; or
b) The AOC system or aircraft equipment fails such that the aircraft capability can no longer meet
the performance specifications (Appendix B and Appendix C) prescribed for the intended operation.
3.2.1.11 The operator may be required to make special arrangements with an ATSU for the
purposes of undertaking trials using ATC data link equipment.
3.2.2 Regional/State monitoring agencies

Note. Guidelines on problem reporting and corrective action can be found at Appendix D.
Contact information for the appropriate regional/State monitoring agency can be found at Appendix E.
3.2.2.1 The operator should indicate their intention to participate in data link operations by
contacting the appropriate regional/State monitoring agency and providing the following information
thirty days in advance:
a) Operator name;
b) Operator contact person; and
c) The appropriate 8-letter aeronautical fixed telecommunication network (AFTN) address(es) if
the operator requires receipt of converted ADS-C waypoint change event reports or FMC waypoint
position reports.
3.2.2.2 If any of the information provided in paragraph 3.2.2.1 changes, the operator should
advise the appropriate regional/State monitoring agency.
3.2.2.3 The operator should establish procedures to report to the appropriate regional/State
monitoring agency, as soon as practicable, any problems its flight crews and dispatchers have with data
link operations.
Note. Filing a report with regional/State monitoring agencies does not replace the ATS incident
reporting procedures and requirements, as specified in ICAO Doc 4444, Appendix 4; ICAO Doc 9426,
Chapter 3; or applicable State regulations affecting parties involved in a potential ATS incident.
3.3 Flight planning
3.3.1 General
3.3.1.1 When filing data link capability, the operator should ensure that the planned use of data
link for the flight will be in accordance with regulations, policies and procedures applicable in individual

States and/or FIRs for the flight, as published in documents such as regional supplementary (SUPPs)
procedures and AIPs (or other appropriate publications).
Note. Refer to paragraph 3.2 for guidance on operator eligibility to participate CPDLC and
ADS-C operations and paragraph 3.4 to participate in FMC WPR.
3.3.1.2 The operator should ensure that the proper information is included in the ICAO flight
plan.
Note. Refer to ICAO Doc 4444, Appendix 2, for flight plan requirements.
3.3.2 CPDLC and ADS-C
3.3.2.1 In Item 10 of the flight plan, the operator should insert one or more of the descriptors, as
appropriate, listed in Table 3-2, to identify an aircrafts data link equipment and capabilities:
Table 3-2 Descriptors for CPDLC/ADS-C equipment and capabilities in Item 10

Item 10a - CPDLC equipment and capabilities Descriptor
CPDLC ATN VDL Mode 2 (ATN B1) J1
CPDLC FANS 1/A HFDL J2
CPDLC FANS 1/A VDL Mode 0/A J3
CPDLC FANS 1/A VDL Mode 2 J4
CPDLC FANS 1/A SATCOM (INMARSAT) J5
CPDLC FANS 1/A SATCOM (MTSAT) J6
CPDLC FANS 1/A SATCOM (Iridium) J7
RCP 400 P1
RCP 240 P2
Item 10b ADS-C equipment and capabilities Descriptor

ADS-C with FANS 1/A capabilities D1
ADS-C with ATN capabilities G1
3.3.2.2 In Item 18 of the flight plan, the operator should insert the following other information
relevant to CPDLC and ADS-C equipment and capabilities:
a) The indicator REG/ followed by the aircraft registration;
b) The indicator CODE/ followed by the aircraft address expressed in the form of an
alphanumerical code of six hexadecimal characters; and
c) The indicator SUR/ followed by RSP400 or RSP180, as appropriate.

Note 1. The ATSU compares information contained in the flight plan, which may also include
aircraft identification (item 7), departure aerodrome (item 13) and destination aerodrome (item 16) with
the information contained in the logon request message prior to accepting the logon request (paragraph
2.2.3.2 refers).
Note 2. The hyphen is not a valid character to include in a flight plan. Any hyphen that may be
contained in the aircraft registration needs to be omitted when including the aircraft registration in the
flight plan.
3.3.3 FMC WPR
3.3.3.1 In Item 10a of the flight plan, the operator should insert the E1 descriptor, to identify
an aircrafts FMC WPR capability.
Note. The aircraft identification (ACID) provided in the FMC WPR is correlated with the ID
provided in the filed flight plan and will be rejected if they do not match.
3.4 FMC WPR additional guidance
3.4.1.1 In addition to the guidelines provided in paragraph 3.2, an operator who intends to
participate in FMC WPR data link operations should advise participating ANSPs of the following
information at least thirty days in advance:
a) Whether the FMC WPRs will be manually triggered by the flight crew or be fully automated;
b) That the necessary coordination has taken place with the CSP, in operations involving a CFRS;
and
c) The aircraft type(s) and associated aircraft registration(s) of aircraft, in operations involving a
CFRS, since CFRS reports can only be received from aircraft whose aircraft registration is known to the
system.
3.4.1.2 The participating operator should demonstrate to the appropriate planning and
implementation regional group (PIRG) that they meet the RSP specifications (see Appendix C) for the
provision of FMC WPRs for ATS purposes. Once this has been demonstrated, the operator will be able
to participate in FMC WPR operations. Utilizing FMC WPR will be at the discretion of the operator.
3.4.1.3 An operator participating in FMC WPR should ensure that:

a) The FMC WPR is generated at each ATC waypoint of a cleared route in airspace where FMC
WPR is available;
b) Any waypoint uplinked to the FMS for the purposes of generating automatically initiated FMC
WPRs is an ATC waypoint; and
c) The FMC WPR contains the data elements that are required for ATC, per ICAO Doc 4444.
3.4.1.4 The operator should use numeric characters in the flight identification portion (e.g.
ABC123) of the aircraft identification. When use of alphabetic characters (e.g. ABC123A) in the flight
identification is unavoidable, the operator should ensure the flight crew provides position reports by
voice.

Note. Per ARINC 618, the flight identifier in the ACARS downlink message consists of a two
character airline identifier and a four character flight number field. Aircraft identifications such as
ABC124A (flight identification 124A) or ABC324W (flight identification 324W) cannot be encoded in the
ACARS message, therefore making FMC WPR for these flights unavailable.
3.4.1.5 Early versions of Airbus software are prone to large errors in position data. Operators
should ensure they have updated software before using FMC WPR.

Chapter 4. Controller and radio operator procedures
4.1 Overview
4.1.1 General
4.1.1.1 This chapter provides guidance on procedures and recommended practices for the
controller and the radio operator in airspace where data link services are available.
4.1.1.2 This information is intended to assist in the development of:

a) Local procedures and associated documentation; and
b) Appropriate training programs.
4.1.1.3 Controllers should be knowledgeable in the ATC automation. Refer to paragraph 3.1.2
for guidelines for implementation of ground systems supporting data link operations.
4.1.1.4 Controllers should be knowledgeable in data link operations. Refer to Chapter 2 for an
overview of data link operations.
4.1.1.5 Radio operator procedures specific to data link operations can be found in paragraphs 4.9
and 4.9.3.
4.1.2 When to use voice and when to use CPDLC
4.1.2.1 When communicating with an aircraft that is operating within airspace beyond the range
of DCPC VHF voice communication, CPDLC is available and local ATC procedures do not state
otherwise, the controller should normally choose CPDLC as the means of communication. The controller
would use voice as an alternative means of communication (e.g. VHF, HF or SATVOICE direct or via a
radio operator). However, in any case, the controller will determine the appropriate communication
medium to use at any given time.
4.1.2.2 In airspace where both DCPC VHF voice and CPDLC communication services are
provided, and local ATC procedures do not state otherwise, the controller will determine the appropriate
communication medium to use at any given time.
4.1.2.3 To minimize pilot head down time and potential distractions during critical phases of
flight, the controller should use voice to communicate with aircraft operating below 10,000 ft AGL.
4.1.2.4 While the CPDLC message set, as defined in Appendix A, generally provides message
elements for common ATC communications, the controller may determine voice to be a more appropriate
means depending on the circumstances (e.g. some types of non-routine communications).

Note 1. Refer to paragraph 4.8 and paragraph 4.9 for guidelines on use of voice and data
communications in emergency and non-routine situations, respectively.
Note 2. During an emergency, the flight crew would normally revert to voice communications.
However, the flight crew may use CPDLC for emergency communications depending on the situation.
Refer to paragraph 5.8.1 for flight crew procedures on use of voice and data communications in
emergency situations.
4.1.2.5 The controller should respond to a CPDLC message via CPDLC, and should respond to a
voice message via voice.
4.1.2.6 If a conflicting CPDLC and voice communication is received, the controller should
obtain clarification using voice.
4.2 CPDLC connection management and voice communication transfers
4.2.1 General
4.2.1.1 The ATSU should manage its CPDLC connections, including initiating, transferring and
terminating the connection when no longer needed.
Note. The controlling ATSU coordinates with the next ATSU, establishing clearly when or where
the address forwarding will have to occur.
4.2.1.2 An ATSU may have an active connection with an aircraft not in that ATSUs airspace.
Some examples are:
a) When the aircraft is within a non-CPDLC service area and the flight crew initiates a logon to
the next controlling ATSU which is a CPDLC service area;
b) During the CPDLC connection transfer process;
c) Where the active connection is retained by the transferring ATSU subject to prior coordination;
or
d) In emergency circumstances.
4.2.1.3 Regardless of its connection status, an ATSU should never issue a clearance or
instruction to an aircraft outside its control area unless it has been coordinated with the ATSU in whose
airspace the aircraft is operating.
4.2.1.4 The ATSU should conduct any transfer of the CPDLC connection, or termination when
the aircraft leaves CPDLC airspace, in conjunction with an instruction (CONTACT or MONITOR)
identifying the appropriate ATSU for further communication.
4.2.2 Establish CPDLC connection

Note. See paragraph 2.2.4 for a description of CPDLC connection management.

4.2.2.1 The first ATSU should establish a CPDLC connection if no previous CPDLC connection
exists with the aircraft.
4.2.2.2 The next ATSU should establish a CPDLC connection prior to the CDA terminating the
active CPDLC connection.
4.2.2.3 An ATSU should confirm that its CPDLC connection is active as soon as practicable
after the controller has assumed control of the aircraft, using one of the following methods:
a) For FANS 1/A, receipt of a DM 3 ROGER in response to UM 169 [free text];
b) For FANS 1/A, receipt of a DM 48 POSITION REPORT [position report], either initiated by
the flight crew or in response to UM 147 REQUEST POSITION REPORT; or
c) For ATN B1, receipt of a DM 99 CURRENT DATA AUTHORITY message; or
Note 1. If the receiving ATSU has not confirmed its CPDLC connection as being active, the receipt
of any response to an uplink (other than DM 63 NOT CURRENT DATA AUTHORITY), or any unsolicited
downlink message, will confirm that the connection is active.
Note 2. Refer Appendix E for regional/State differences.
4.2.3 Transfer voice communications with CPDLC connection transfer
4.2.3.1 When using CPDLC to effect voice communications transfers, the CDA should complete
the voice frequency change process with the CPDLC connection transfer, as shown in Figure 4-1, using
the CONTACT/MONITOR message elements (UM 117 through UM 122):
a) If the frequency change is to be made immediately, sending UM 117 CONTACT [unit name]
[frequency] or UM 120 MONITOR [unit name] [frequency] and then, as soon as possible after the receipt
of the DM 0 WILCO response to the CONTACT or MONITOR message, terminate the CPDLC
connection; or
Note. For ATN B1, the termination request message is sent as a multi-element message that
includes UM 117 or UM 120.,while the termination confirmation is sent as a multi-element message that
includes the WILCO response. Refer to paragraph 2.2.4.8.3 for CPDLC termination.
b) If the frequency change is to be made at some time or position in the future, such as at the
boundary, sending UM 118 or UM 119 AT [position/time] CONTACT [unit name] [frequency] or UM
121 or UM 122 AT [position/time] MONITOR [unit name] [frequency] and then, after the receipt of the
DM 0 WILCO response, terminate the CPDLC connection in accordance with interfacility agreements
(See paragraph 3.1.4.8).
4.2.3.2 When using the (UM 117 through UM 122) CONTACT/MONITOR message elements,
the CDA should use the facility name for the [unit name] parameter.
Note. See Appendix F, paragraph F.9 for aircraft that do not support a <space> within the [unit
name] parameter.

ATSU 1
CONTACT or MONITOR
or
AT [position/time]
CONTACT or MONITOR
WILCO
Termination
Request
Termination
Confirmation
Figure 4-1. CPDLC connection transfer - separate messages
4.2.3.3 Since the CONTACT/MONITOR message elements listed in Table 4-1 include only one
[frequency] parameter, the controller should only use these message elements when instructing the flight
crew to change the primary frequency. In areas of poor radio coverage, the controller may append
CPDLC free text UM 169o SECONDARY FREQUENCY [frequency] to specify a secondary frequency.
Table 4-1. CONTACT/MONITOR message elements

Ref # Message element
UM 117 CONTACT [unit name] [frequency]
UM 118 AT [position] CONTACT [unit name] [frequency]
UM 119 AT [time] CONTACT [unit name] [frequency]
UM 120 MONITOR [unit name] [frequency]
UM 121 AT [position] MONITOR [unit name] [frequency]
UM 122 AT [time] MONITOR [unit name] [frequency]
4.2.3.4 In the FANS 1/A CPDLC message set, the option of RADIO per ICAO Annex 10,
Volume II, paragraph 5.2.1.7.1.2 is not a possible value for the [unit name] parameter used in CONTACT
and MONITOR messages. In the absence of this option, some ANSPs use CENTER to apply to an
aeronautical station (RADIO). Other ANSPs use CPDLC free text to mimic the MONITOR/CONTACT
instructions and indicate the facility name followed by RADIO.

4.2.4 Termination of the CPDLC connection
4.2.4.1 Normally, the transferring ATSU should terminate the CPDLC connection prior to the
aircraft crossing a common boundary with the next ATSU. If for operational reasons the transferring
ATSU needs to delay the transfer until after the aircraft has passed the transfer point, the controller should
coordinate the transfer with the downstream ATSU and then notify the flight crew of the intended delay
using CPDLC free text UM 169l EXPECT CPDLC TRANSFER AT [time/position] or equivalent voice
phraseology.
Note. A termination request message is used to terminate a CPDLC connection (paragraph
2.2.4.4 refers). The controller may also initiate CPDLC termination via voice communication with the
flight crew.
4.2.4.2 The transferring ATSU should avoid terminating any CPDLC connection with open
dialogues. In cases where it is necessary, then prior to terminating the CPDLC connection, the
transferring ATSU should either:
a) Advise the flight crew using CPDLC free text UM 169j CHECK AND RESPOND TO OPEN
CPDLC MESSAGES or equivalent voice phraseology; or
b) Coordinate with the receiving ATSU, as necessary, any CPDLC messages that were still open
after terminating the CPDLC connection.
Note. Upon termination of the CPDLC connection, the open uplink CPDLC messages are
technically closed at the transferring ATSU and the aircraft.
4.2.4.3 Before terminating the CPDLC connection, the transferring ATSU should respond to
open CPDLC downlink messages.
Note. For an ATN B1 ground or aircraft system, an open downlink message is closed upon receipt
of the uplink response UM 0 UNABLE or UM 237 REQUEST AGAIN WITH NEXT UNIT.
4.2.4.4 If the controller receives an indication that the CPDLC termination was unsuccessful, the
controller may attempt to resend the termination request message. If the termination is still unsuccessful,
the controller should instruct the flight crew to terminate the CPDLC connection and initiate a logon to
the next unit. The controller should use the CPDLC free text UM 169am or UM 183am AUTOMATIC
TRANSFER OF CPDLC FAILED. WHEN ENTERING [unit name] AREA DISCONNECT CPDLC
THEN LOGON TO [facility designation] or equivalent voice phraseology.
Note 1. The [unit name] is expressed as the radiotelephony name, not the 4-character code. The
[facility designation] is the four character ICAO code.
Note 2. Instructing the flight crew to DISCONNECT CPDLC will result in loss of CPDLC
connectivity. This procedure should only be applied approaching the boundary with the next ATSU.
4.2.5 CPDLC connection with aircraft transiting small data link area
4.2.5.1 Unless otherwise agreed in inter-facility agreements, the current ATSU should complete
the process for establishing a CPDLC connection and for communication transfer to the next ATSU, even
though the transit time through the current airspace and/or the next airspace may be very short.

Note. CPDLC connection transfer failures can be caused by controllers or systems not completing
the establishment of a CPDLC connection and/or the connection transfer during a short transit time
through an ATSUs airspace.
4.2.5.2 As a consequence, even though the short transit period through an ATSUs airspace is not
adequate to complete the communication transfer before the aircraft leaves the airspace, the current
ATSU should ensure that all messages are sent in the proper sequence at the correct time to successfully
establish a CPDLC connection and transfer the connection to the next ATSU (e.g. NDA, address
forwarding, MONITOR/CONTACT, and termination request message) and manually intervene, if
necessary.
Note 1. The transferring ATSU will need to be the CDA before any of these messages can be sent
successfully. For example, if the transferring ATSU tries to send the NDA message prior to becoming the
CDA to account for a short transit time, the aircraft system will reject the NDA. As a result, the
communication transfer may not be completed until the aircraft has traveled a significant distance into
the receiving ATSUs airspace.
Note 2. In areas where short-term transfers are common, facilities may establish agreements, per
paragraph 3.1.4.9, to facilitate improved connection transfers. In some instances, an advantage may be
gained by skipping the CPDLC connection to an ATSU (ATSU 2 in the Figure 4-2) where a short transit
occurs and transferring the NDA to the next downstream ATSU (ATSU 3)
4.2.5.3 As shown in Figure 4-2, if ATSU 2 requires ADS contracts to monitor the transit of the
aircraft across its area of responsibility, but the transfer of communications is not required, then ATSU 1
should send the NDA message specifying ATSU 3 as the NDA. In this case, a system with manual
capability should perform address forwarding to ATSU 3 first and then to ATSU 2 to give ATSU 3 a
higher priority ADS-C connection.

ATSU 1
Requires CPDLC and ADS-C
Priority 1
Priority 3
ATSU 3 ATSU 2
Requires CPDLC and ADS-C Requires ADS-C only
Priority 2
Flight
planned
route
Figure 4-2. Transiting small data link area
4.2.5.4 When the CPDLC connection is transferred from ATSU 1 to ATSU 3, these ATSUs
should agree on the location or time the connection transfer is to occur.
4.2.5.5 In this circumstance, ATSU 1 may inform the flight crew by CPDLC free text UM 169m
(or voice equivalent): EXPECT NEXT CENTER [facility designation]. CONTACT WITH [facility
designation] NOT REQUIRED.
Example:
Controller UM 169m EXPECT NEXT CENTER ATSU 3. CONTACT WITH ATSU 2 NOT
(free text) REQUIRED
4.2.5.6 When applying this procedure for transferring CPDLC from ATSU 1 to ATSU 3, if the
interfacility agreement requires voice to also be transferred to ATSU 3, then ATSU 1 should specify
ATSU 3 in the CONTACT or MONITOR message prior to ending the CPDLC connection or
alternatively use voice. However, it may be advantageous to transfer voice communications to ATSU 2
even though ATSU 2 will not need a CPDLC connection. To achieve this, ATSU 1 may specify ATSU 2
in the CONTACT/MONITOR message sent prior to ending the CPDLC connection or alternatively use
voice.

4.2.5.7 If address forwarding can be manually initiated, then ATSU 1 (priority 1) should initiate
address forwarding to ATSU 3 (priority 2) prior to initiating address forwarding to ATSU 2 (priority 3).
A system that performs automatic address forwarding would normally perform the address forwarding in
sequence (i.e. ATSU 2 first and then ATSU 3).
Note. The order in which the ATSU 1 performs address forwarding will ensure that the limited
number of ADS-C connections available are used in the priority assigned to each ATSU.
4.3 CPDLC Uplink messages
4.3.1 General
4.3.1.1 If an unexpected or inappropriate response to a CPDLC uplink message is received or

there is any misunderstanding or doubt about the intent of a CPDLC dialogue, the controller should
initiate voice contact to clarify the meaning or intent. (see Appendix A for intent and use of CPDLC
uplink and downlink message elements).
4.3.1.2 When a closure response to an open CPDLC uplink message is not received within a
reasonable time period as determined by the ATSU, the controller should:
a) Continue to protect any airspace reserved by an outstanding clearance until an appropriate
operational response is received from the flight crew;
b) For a FANS 1/A ATSU, send CPDLC free text UM 169j CHECK AND RESPOND TO OPEN
CPDLC MESSAGES, rather than re-sending the original message. Alternatively, the controller may use
voice communication to clarify the status of the open CPDLC uplink message; or
c) For an ATN-B1 ATSU or a FANS 1/A-ATN B1 ATSU providing services to a FANS 1/A
aircraft, use voice communication to resolve the operational situation resulting from the timed out
CPDLC uplink message.
Note 1. A closure response is a response that operationally closes the dialogue. A DM 2
STANDBY response to an open CPDLC uplink message does not operationally close the dialogue.
Note 2. The use of a CPDLC free text message by a FANS 1/A ATSU avoids multiple open
messages involving the same instruction.
Note 3. An ATN B1 aircraft system and ground system close the uplink message after the aircraft
timer (ttr) expiration and receipt of an ERROR response. In normal circumstances, the aircraft-timer
(ttr) expires before the ground-timer (tts) expires.
Note 4. Some FANS 1/A-ATN B1 ATSUs automatically initiate a Provider Abort (commanded
termination) message to the aircraft upon expiration of the ground timer (tts).
4.3.1.3 The controller should only use standard message elements when composing clearances or
instructions. However, circumstances may exist where the controller may use free text to supplement the
standard message elements (See paragraph 4.3.2).
Note. The use of standard message elements will minimize the risk of input errors and
misunderstandings, and facilitate use by a non-native English speaking controllers and flight crews. The
use of standard message elements allows the aircraft and ground systems to automatically process the
information in the messages that are exchanged, which allows the flight crew to respond more quickly to

a standard clearance. For example, the ground system can be capable of automatically updating flight
plan data for route conformance monitoring, the aircraft system can be capable of allowing the flight
crew to load clearance information into the FMS with a LOAD prompt and review the clearance, and
both aircraft and ground systems can associate responses to messages.
4.3.2 Use of free text
4.3.2.1 The controller should avoid the use of the free text message element. However, its use
may offer a viable solution to enhance operational capability.
Note. See paragraph 3.1.1.4 for guidelines for the ANSP to validate the use of the free text
message element.
4.3.2.2 The controller should only use a free text message when an appropriate standard message
element does not exist and the intended use does not change the volume of protected airspace.
4.3.2.3 When free text is used, the controller should use standard ATS phraseology and format
and avoid nonessential words and phrases. The controller should only include abbreviations in free text
messages when they form part of standard ICAO phraseology, for example, ETA.
4.3.3 EXPECT uplink messages
4.3.3.1 The controller should only use the EXPECT message elements:
a) When responding to a flight crew request using the appropriate message element provided in
Table 4-2; or
b) When procedurally required to advise the flight crew using the appropriate message element
provided in Table 4-3.
Note. The FANS 1/A CPDLC message set contains EXPECT uplink message elements that the
controller should NOT use because of potential misinterpretation in the event of a total communication
failure. Some of these message elements have been reserved by Doc 4444. See Appendix A, paragraph
A.3, and Appendix E, paragraph E.7.1.3, for specific uplink message elements that should not be used.
Table 4-2. EXPECT uplink message elements for flight crew requests
Ref DL Request message Element Ref UL Response message element
EXPECT Vertical Clearances
DM 53 WHEN CAN WE EXPECT UM 7 EXPECT CLIMB AT [time]
HIGHER LEVEL or WHEN CAN WE UM 8 EXPECT CLIMB AT [position]
EXPECT HIGHER ALTITUDE
DM 52 WHEN CAN WE EXPECT LOWER UM 9 EXPECT DESCENT AT [time]
LEVEL or WHEN CAN WE EXPECT UM 10 EXPECT DESCENT AT [position]
LOWER ALTITUDE

Ref DL Request message Element Ref UL Response message element

EXPECT Lateral Offsets
DM 51 WHEN CAN WE EXPECT BACK ON UM 70 EXPECT BACK ON ROUTE BY
ROUTE [position]
UM 71 EXPECT BACK ON ROUTE BY
[time]
EXPECT Speed Changes
DM 49 WHEN CAN WE EXPECT [speed] UM 100 AT [time] EXPECT [speed]
UM 101 AT [position] EXPECT [speed]
Table 4-3. Procedural EXPECT uplink message elements

Ref UL Intent Advisory message element
EXPECT Route Modifications
UM 93 Notification that an onwards clearance may be EXPECT FURTHER CLEARANCE
issued at the specified time. AT [time]
UM 99 Notification that a clearance may be issued for the EXPECT [procedure name]
aircraft to fly the specified procedure.
EXPECT Air Traffic Advisories
UM 169k Notification that a SELCAL check on the specified EXPECT SELCAL CHECK HF
HF frequency should be expected. [frequency]
UM 169l Notification that the CPDLC transfer process will EXPECT CPDLC TRANSFER AT
not be completed at the boundary and will be [time/position]
delayed until the specified time or position. If the
CPDLC transfer is not completed by the specified
time or position, the flight crew should manually
disconnect CPDLC and initiate a logon to the next
center.
UM 169m Notification that a CPDLC connection is not EXPECT NEXT CENTER [facility
required by the next ATSU (e.g. due to short designation]. CONTACT WITH
transition time through the next ATSUs airspace) [facility designation] NOT
and CPDLC connection will be transferred to the REQUIRED
subsequent ATSU.
UM 169p Notification that a previously issued speed can be EXPECT TO MAINTAIN [speed]
expected to be maintained until the specified UNTIL [time / position]
position or time.

4.3.4 Vertical clearances
4.3.4.1 When a vertical clearance contains a constraint for starting the climb or descent, the
controller should precede the conditional vertical clearance with UM 19 MAINTAIN [level]:
Controller UM 19 MAINTAIN [level]
UM 21 AT [time] CLIMB TO [level] or AT [time] CLIMB TO AND MAINTAIN
[altitude]
UM 22 AT [position] CLIMB TO [level] or AT [position] CLIMB TO AND
MAINTAIN [altitude]
UM 24 AT [time] DESCEND TO [level] or AT [time] DESCEND TO AND
MAINTAIN [altitude]
UM 25 AT [position] DESCEND TO [level] or AT [position] DESCEND TO
AND MAINTAIN [altitude]
Note 1. Conditional clearances add to the operational efficiency of the airspace. Conditional
clearances, however, have been associated with a large number of operational errors. Conditional
clearances are therefore used only when necessary.
Note 2. The potential exists for the AT [time/position] constraint at the beginning of a conditional
vertical clearance to be missed by the flight crew and consequently the clearance may be executed
prematurely. Including the UM 19 MAINTAIN [level] message element indicates to the flight crew that
the current level/altitude is to be maintained until the specified condition has been satisfied and may
prevent such clearances being executed prematurely.
Note 3. For ATN-B1 systems, these vertical clearance message elements are not available.
4.3.4.2 When a vertical clearance contains a constraint that is applicable during the flight
maneuver, the controller may use a conditional vertical clearance, as provided in Table 4-4, as either:
a) A single-element message, when the conditional vertical clearance is independent; or
b) A multi-element message, when another vertical clearance is dependent on the conditional
vertical clearance (see also paragraph 4.3.6).
Table 4-4. Conditional vertical clearances applicable during flight maneuver

UM 26 CLIMB TO REACH [level] BY [time]
UM 27 CLIMB TO REACH [level] BY [position]
UM 28 DESCEND TO REACH [level] BY [time]
UM 29 DESCEND TO REACH [level] BY [position]
UM 171 CLIMB AT [vertical rate] MINIMUM
UM 172 CLIMB AT [vertical rate] MAXIMUM


UM 173 DESCEND AT [vertical rate] MINIMUM
UM 174 DESCEND AT [vertical rate] MAXIMUM
Example 1: The controller issues a vertical clearance for the aircraft to climb to FL 390 and maintain
FL 390 AT or BEFORE 2200Z.
Controller UM 26 CLIMB TO REACH FL390 BY 2200Z
Example 2: The controller issues a vertical clearance for the aircraft to climb to FL 390 at a vertical rate
of 2000 feet per minute (or greater).
Controller UM 20 CLIMB TO FL390 or CLIMB TO AND MAINTAIN FL390
UM 171 CLIMB AT 2000 FEET PER MINUTE MINIMUM
UM 129 REPORT MAINTAINING FL390 or REPORT LEVEL FL390
Example 3: The controller issues a vertical clearance for the aircraft to climb to FL 390, and reach an
intermediate level of FL 370 (or higher) AT or BEFORE 0100Z.
UM 26 CLIMB TO REACH FL370 BY 0100Z
Note. A more appropriate procedure would be for the controller to use the message element UM
192 REACH [level] BY [time], defined in ICAO Doc 4444. However, this message element is not
available in the FANS 1/A message set. The example uses the message element UM 129 REPORT
MAINTAINING [level] or REPORT LEVEL [altitude] to highlight the final level intended by the
clearance.
4.3.4.3 If a level restriction is required after sending the initial clearance, the controller should
resend the entire clearance with the level restriction in a single CPDLC message.
Note. The controller should not send a vertical clearance in a CPDLC message and then
subsequently send a related level restriction in a separate message. If the controller sends the vertical
clearance and the related level restriction in two separate CPDLC messages, the controller would be
unintentionally amending the final cleared level of the aircraft (to FL 370) with the level restriction. The
flight crew may misinterpret the two separate instructions.
4.3.4.4 If a CPDLC level report is needed, the controller should append UM 129 REPORT
MAINTAINING [level] or REPORT LEVEL [altitude] to the vertical clearance message element that is
used to assign a single level/altitude.
Note 1. When UM 129 REPORT MAINTAINING [level] or REPORT LEVEL [altitude] is
appended, the flight crew has access to the standard message element UM 19 MAINTAINING [level] or

LEVEL [altitude]. If the report request is not appended, the flight crew may not report when maintaining
the cleared flight level.
Note 2. Some States do not request a CPDLC level report when using ADS-C.
Note 3. The controller should not use UM 175 REPORT REACHING [level]. ICAO Doc 4444 has
reserved this message element. The programmed intent of this message element was to request a report if
the aircraft occupies the specified level, which occurs as the aircraft is about to level at the specified
level, but also occurs if the aircraft passes through the specified level during a climb or descent. To
obtain a report at an intermediate level, use UM 128 REPORT LEAVING [level].
Example: The controller issues a conditional clearance to a flight currently cruising at FL310 requesting
climb to FL350 when the climb can not be executed until the aircraft is at MICKY. The controller
appends a request for a report when level at FL350.
Controller UM 19 MAINTAIN FL310
UM 25 AT MICKY CLIMB TO FL350 or AT MICKY CLIMB TO AND
MAINTAIN FL350
4.3.4.5 To cancel a previously issued vertical range (i.e. block level) clearance and limit the
aircraft to one specific level, the controller should issue an appropriate vertical clearance.
Example 1:
Controller UM 19 MAINTAIN FL390
Flight crew DM 0 WILCO
Example 2:
Note. The DM 0 WILCO response to the vertical clearance uplink cancels any previously issued
vertical range clearance.
4.3.5 Report/confirmation requests

Note. For ATN-B1 systems, report/confirmation request message elements are not available,
except as indicated in Appendix A.
4.3.5.1 If the controller requests the aircrafts Mach number or indicated airspeed, then the
controller should use the standard message element UM 134 (or UM 169b) REPORT [speed type]
[speed type] [speed type] SPEED or CONFIRM SPEED.
Note. Use of standard message elements allows the flight crew to use an automated response.
4.3.5.2 If ADS-C indicates a deviation from cleared route, level or assigned speed, the controller
may query the flight crew via CPDLC per Table 4-5.

Table 4-5. ADS-C out-of-conformance messages

Message element
UM 169f ADS-C INDICATES OFF ROUTE. ADVISE INTENTIONS.
UM 169t ADS-C INDICATES LEVEL DEVIATION. ADVISE INTENTIONS.
UM 169v ADS-C INDICATES SPEED DEVIATION. ADVISE INTENTIONS.
4.3.5.3 If a scheduled CPDLC position report is not received, the controller may request the
report by uplinking message UM 147 REQUEST POSITION REPORT.
4.3.6 Creating multi-element uplink messages
4.3.6.1 The controller should minimize the use of CPDLC multi-element uplink messages and
keep message size to a minimum.
4.3.6.2 The controller should only combine clearance or instruction message elements that are
dependent on each other into a single uplink message.
Note. The flight crew can only respond to the entire message with a single response and would
have to respond DM 1 UNABLE if they cannot comply with any part of the message. In addition, an
aircraft system may present long multi-element messages on multiple screens or pages, which increases
the complexity for the flight crew in reading and understanding the message in the correct sequence prior
to responding (paragraph 5.3.1 refers).
Example 1: The controller sends a single multi-element uplink message containing message elements for
each of the different parts of the clearance and/or instruction.
Controller UM 164 WHEN READY or UM 177 AT PILOTS DISCRETION
UM 23 DESCEND TO FL280 or DESCEND TO AND MAINTAIN FL280
Example 2: The controller sends a single multi-element uplink message containing message elements for
each of the different parts of the clearance and/or instruction.
Controller UM 23 DESCEND TO FL280 or DESCEND TO AND MAINTAIN FL280
UM 48 CROSS DAFFY AT OR ABOVE FL310
Note 1. The flight crew may misinterpret messages that contain unrelated clearances or
instructions.
Note 2. The controller should not send two independent clearances in a single message because
the flight crew cannot individually respond to each clearance, if necessary (e.g. WILCO one clearance
and UNABLE the other). The following is not recommended:

Controller CLIMB TO AND MAINTAIN FL350

INCREASE SPEED TO .84
4.3.6.3 The controller should send all elements of a dependent clearance in a single unambiguous
uplink message.
Example 1: Level FL330 is only available for a flight if the speed is adjusted with other flights in the
same route to Mach .80 minimum, so the controller can only clear the aircraft to climb FL330 if its speed
is Mach .80 or more. Both clearances are mutually dependent. If the aircraft is unable to climb then a
speed adjustment is not required. If the aircraft cannot meet the speed constraint then a climb clearance is
not available.
Controller UM 108 MAINTAIN M.80 OR GREATER
UM 20 CLIMB TO FL330 or CLIMB TO AND MAINTAIN FL330
Note 1. A dependent clearance is a message consisting of more than one clearance element,
where the flight crew is required to comply with each of the elements. A rejection of any of the elements,
either singly or in combination, renders the entire clearance invalid.
Note 2. Sending the elements as individual messages may compromise safety or separation if the
flight crew accepts the first uplink of a dependent clearance, complies with the instruction, and then
responds DM 1 UNABLE to the next message when received.
Note 3. The flight crew will respond to the multi-element uplink message with either DM 0
WILCO or DM 1 UNABLE, which applies to the entire message, per paragraph 5.3.1.2.
Note 4. The controller should not send a dependent clearance in a single multi-element uplink
message containing the condition THEN. In the following example, the message element UM 165 THEN
followed by the route clearance message element UM 74 PROCEED DIRECT TO [position] does not
clearly convey that the flight crew needs to complete the climb clearance prior to commencing the route
clearance change.
Controller CLIMB TO AND MAINTAIN FL330
THEN
PROCEED DIRECT TO TUNTO
Example 2: The controller sends a single multi-element uplink message containing an amended route
clearance that is dependent on a vertical clearance. To eliminate any potential ambiguity, the controller
chose the second element to reinforce that the flight crew needs to comply with the vertical clearance
prior to complying with the amend route clearance.
UM 78 AT FL330 PROCEED DIRECT TO TUNTO
UM 129 REPORT MAINTAINING FL330 or REPORT LEVEL FL330.
4.3.7 Weather deviations

Note. For an ATN-B1 ATSU, message elements supporting weather deviations are not available.

4.3.7.1 When issuing a deviation clearance, the controller should use UM 82 CLEARED TO
DEVIATE UP TO [specified distance] [direction] OF ROUTE and append UM 127 REPORT BACK ON
ROUTE.
Note. If a clearance direct to a waypoint is issued before the deviating aircraft has reported back
on route, the controller will need to determine the aircrafts location or continue to protect the airspace
affected by the weather deviation clearance until the aircraft sequences the specified waypoint.
4.3.7.2 A weather deviation clearance remains in effect until either:

a) A back on route report is received; or
b) The aircraft reaches a subsequent waypoint to which it has been cleared when clear of weather.
4.4 CPDLC Downlinks
4.4.1 General
4.4.1.1 The ATSU should respond to a downlink message that it does not support according to
paragraph 3.1.2.5.3.
4.4.1.2 The ATSU should respond to an incoming request as soon as practicable to avoid the
flight crew initiating a duplicate request.
Note. ATN B1 ground systems provide for automatic timeout of messages that are not responded
to, while FANS 1/A ground system messages can remain open indefinitely.
4.4.2 Clarifying a downlink message
4.4.2.1 In the case of a controller having any doubt as to the intent of a downlink message, or if
any other ambiguity exists, the controller should seek clarification using CPDLC or voice. The controller
should then respond to the downlink message with a CPDLC message consistent with the clarification to
prevent confusion and to close the open downlink message.
4.4.3 Responses/acknowledgements
4.4.3.1 The controller should respond to a clearance request by issuing a clearance using an
appropriate standard message element, UM 1 STANDBY or UM 0 UNABLE.
4.4.3.2 When a clearance request is denied, the controller should send UM 0 UNABLE and,
when practicable, append a reason for the non-availability of the clearance.
Note. The controller should not restate the aircrafts current clearance.
4.4.3.3 The controller should send UM 1 STANDBY to provide advice to the flight crew that the
requested clearance is being assessed, but is not readily available, for example, due to traffic or delays in
coordination with the next sector or ATSU.

Note 1. Some ATSUs automatically send a UM 1 STANDBY to acknowledge that it received a
downlink request (refer to Appendix E).
Note 2. Some FANS 1/A aircraft may reject the actual response after having received a
preliminary UM 1 STANDBY for the downlink request (refer to Appendix F, paragraph F.24).
4.4.3.4 If a UM 1 STANDBY response is sent, the controller should subsequently send another
response within a reasonable period of time, or as required to prevent message timeout or flight crew
confusion.
Note. The downlink message remains open. If the controller does not respond within this time, the
flight crew may query the controller per paragraph 5.4.1.5.
4.4.3.5 If a duplicate CPDLC request is received prior to having responded to the first request,
the controller should send appropriate responses to both of the requests.
Note. Responding to both requests will close the downlink messages. Depending on the ground
system, the closure response for the second request may be:
a) a re-iteration of the response for the first downlink request (e.g. a clearance or UM 0 UNABLE);
or
b) some other uplink message that does not contradict any previous clearance that may have been
sent (i.e. avoid sending a clearance to one downlink request and UM 0 UNABLE to the duplicated
downlink message)
Example 1:
Dialogue 1 Dialogue 2
Flight crew DM 9 REQUEST CLIMB TO FL370
Controller UM 0 UNABLE
Example 2:
Controller UM 20 CLIMB TO FL370 or CLIMB
TO AND MAINTAIN FL370
Controller UM 20 CLIMB TO FL370 or CLIMB TO
AND MAINTAIN FL370; or (for example)
UM 169 CLEARANCE ALREADY SENT
Flight crew DM 0 WILCO or DM 3 ROGER, as
appropriate

4.4.3.6 If a UM 1 STANDBY message had previously been sent when a duplicated request is
received, and additional time is required before the clearance is available, the controller should respond
with UM 2 REQUEST DEFERRED, when appropriate.
Example:
Controller UM 1 STANDBY
Controller UM 2 REQUEST DEFERRED
Time passes until clearance is available.
Controller UM 20 CLIMB TO FL370 or CLIMB
Controller UM 20 CLIMB TO FL370 or CLIMB TO
AND MAINTAIN FL370; or (for example)
UM 169 CLEARANCE ALREADY SENT
4.4.4 Responding to multi-element requests
4.4.4.1 While it is recommended that the flight crew avoid requests for multiple clearances in a
single CPDLC message per paragraph 5.4.1.4, such requests can occur.
4.4.4.2 If the controller receives multiple clearance requests in a single message and can approve
all clearance requests, the controller should respond in a single message that includes the appropriate
clearance for each request in the message.
Example:
DM 22 REQUEST DIRECT TO TUNTO
UM 74 PROCEED DIRECT TO TUNTO
4.4.4.3 If the controller receives multiple clearance requests in a single message and cannot
approve all of the clearance request elements, the controller should send, in a single message, UM 0
UNABLE, which applies to all elements of the original message.
Note 1. The controller should not restate the aircrafts current clearance.

Note 2. The controller should not send a single message containing UM 0 UNABLE for elements
of the multiple clearance request that cannot be granted and a clearance for the remaining elements.
Note 3. The controller may include a reason to remove any ambiguity and, if appropriate,
information on when the portions of the clearance request that are available might be expected.
Note 4. The controller may, following the UM 0 UNABLE [reason] message, send a separate
CPDLC message (or messages) to respond to those elements for which they can issue an appropriate
clearance.
Example 1:
Example 2:
(provide UM 166 DUE TO TRAFFIC
reason using
standard
message
element)
Controller UM 74 PROCEED DIRECT TO TUNTO
(separate
message
element)
4.4.5 Offering alternative clearances to requests
4.4.5.1 If a clearance request contained in a CPDLC message cannot be issued, the controller
should send UM 0 UNABLE to deny the request prior to issuing any subsequent clearances.
a) If an alternative clearance (intermediate level or deferred climb) can be issued, the controller
may subsequently uplink the clearance in a separate CPDLC message; and
b) If an alternative clearance that the flight crew might not be able to accept (higher level or route
modification) can be issued, the controller should negotiate the clearance with the flight crew prior to
issuing it.
Note. The procedures for issuing alternative clearances are not applicable to a clearance request
associated with an ADS-B ITP. See paragraph 6.3.
Example 1: The aircraft is maintaining FL330. The controller is unable to issue the requested clearance
and issues an alternative clearance to a flight level that is lower than requested.
UM 166 DUE TO TRAFFIC
Controller UM 20 CLIMB TO FL350. UM 129 REPORT MAINTAINING FL350 or
UM 20 CLIMB TO AND MAINTAIN FL350. UM 129 REPORT LEVEL FL350
Example 2. The aircraft is maintaining FL330. The controller is unable to issue the requested clearance,
and queries whether the aircraft can accept a flight level that is higher than requested.
Controller UM 148 WHEN CAN YOU ACCEPT FL390
Flight crew DM 81 WE CAN ACCEPT FL390 AT 2200
Note. The controller should not simply respond to the downlink request with the alternative
clearance. The following procedure is not a recommended practice. The controller does not provide the
correct ATC response.
Flight crew REQUEST CLIMB TO FL370
Controller UNABLE. CLIMB TO FL350. REPORT MAINTAINING FL350 or
UNABLE. CLIMB TO AND MAINTAIN FL350. REPORT LEVEL FL350
4.5 ADS-C
Note. For ATN B1, the ADS-C application is not supported.
4.5.1 General
4.5.1.1 ADS-C reports contain FMS information relating to the figure of merit (FOM), ACAS
and the aircraft's navigational redundancy. Some automated ground systems use the FOM value received
in an ADS-C report to determine whether to display the report to controllers, or to display a "high" or
"low" quality ADS-C symbol.
4.5.1.2 If a FOM-reported navigational performance is being used and a change to the FOM
value is observed, the controller should seek clarification from the flight crew as to the extent of any
observed navigational degradation.
Note. In accordance with ICAO Doc 4444, paragraph 5.2.2, the flight crew advises ATC of
degraded performance below the level required for the airspace and where the reported degradation
affects the separation minimum currently being applied, the controller would take action to establish
another appropriate type of separation.
4.5.1.3 If a flight crew inserts a non-ATC waypoint into the aircraft active flight plan, the aircraft
may send a waypoint change event report, which contains information on the non-ATC waypoint in the
predicted route group, as well as the intermediate and fixed projected intent groups of the report. The
ATSU may receive information on the next, or the next-plus-one waypoints from that report that do not
correlate with the waypoint information provided in the current flight plan or flight data record held by
the ATSU. Refer to Appendix F, paragraph F.5 for FMS processing of waypoints on different aircraft
types.
Note. The flight crew normally would not insert non-ATC waypoints per paragraph 5.6.4.4.
4.5.1.4 Unless required for safety purposes, such as to monitor aircraft operating close to, but not
entering its airspace, the ATSU should only establish ADS contracts for aircraft within its area of
responsibility.
4.5.1.5 A controller who becomes aware of corrupt or incorrect data from an ADS-C report
should establish voice contact with the aircraft concerned in order to correct the situation.
4.5.1.6 When an ATSU is using both ADS-C and CPDLC position reporting and detects a
discrepancy of 2 minutes or less between the reports, the controller should reconcile the time difference.
Where the time difference is more than 2 minutes, the controller should request confirmation of the
estimate for the waypoint in question.
Note. CPDLC and ADS-C estimates received from the same aircraft for the same position may
differ as a result of the ADS-C application reporting time to the second and the time reported by CPDLC
application either being truncated or rounded to the nearest full minute (depending on aircraft type). The
flight crew also has the ability to modify the estimate for the next position in the CPDLC position report.
Any such modification will not be reflected in the ADS-C report.
4.5.1.7 Whenever an ADS-C report (either a periodic or waypoint change event report) is not
received within a parameter of the expected time, the controller should ascertain the position of the
aircraft by initiating a demand contract request, re-establish a new periodic contract with the aircraft, or
request a CPDLC or voice position report.
4.5.1.8 When the application of specified separation minima is dependent on the reporting
interval of periodic position reports, the ATC unit should only establish a periodic contract with a
reporting interval less than the required reporting interval.
4.5.1.9 If the controller becomes aware of a data link communications failure, the controller
should advise affected aircraft to revert to voice position reporting in accordance with paragraph 4.9.3.
4.5.2 ADS contracts
4.5.2.1 In airspace where procedural separation is being applied, the ATSU should establish the
following:
a) ADS periodic contract at an interval appropriate to the airspace requirements; and
b) ADS event contract for the following events:
1) Waypoint change event;
2) Lateral deviation event;
3) Level range deviation event; and
4) Vertical rate change event of negative 5000 feet per minute (descent rate).
4.5.3 ADS-C connection management
4.5.3.1 The ATSU should terminate ADS contracts when they are no longer operationally
required.
4.5.3.2 When the ATS ground system receives a logon request message, the ATSU may initiate
an ADS-C connection by sending an ADS contract request(s) to the aircraft. The ADS-C application does
not assign any technical priority to ADS-C connections; therefore, the controlling ATSU may not be
aware of other connections established with the aircraft. As a result, when the ground system functionality
permits it, and where circumstances make it advantageous, the controlling ATSU should initiate address
forwarding in an order that would provide ATSUs that will control the aircraft with an opportunity to
have the highest priority for ADS-C connections.
Note1. ADS-C reports are assembled and sent in a sequential process based on the order of the
ADS contracts established with the various ATSUs. For example, the first ATSU to establish contracts
with the aircraft will continue to receive the reports from the aircraft first, even if it no longer has control
of the flight. When this connection is terminated, the next ATSU to have established ADS contracts begins
to receive the reports first. This may have the effect of reducing the apparent ADS-C performance of
aircraft for which the ATSU is not the first unit to be receiving the ADS-C report.
Note2. The following guidance is for ground systems that allow the controller to manually initiate
the address forwarding process. Other systems have automated this process, often linking it to the
automated coordination of the aircraft. Those systems will normally forward aircraft in the order in
which they need to be coordinated.
4.5.3.3 The order for address forwarding should be as follows:

a) The NDA;
b) An ATSU requiring an ADS-C connection for close boundary monitoring; and
c) Other miscellaneous connections.
Note 1. The NDA may not be the next ATSU on route in the situation where there is a short sector
transition and the next ATSU has advised that it wants to assume NDA.
4.5.3.4 For example, as shown in Figure 4-3, an ADS contract is required by ATSU 2 to monitor
the aircrafts progress. To ensure that the next unit with direct control responsibility for the aircraft
(ATSU 3) has priority over the ADS-C connections, ATSU 1 should initiate address forwarding to
ATSU 3 prior to address forwarding to ATSU 2.

ATSU 1 CDA
Priority 1
Priority 3
Priority 2 ATSU 2 Adjacent ATSU

Flight Requires ADS-C only
planned
route
ATSU 3 Next ATSU (NDA)
Figure 4-3. Priorities for ADS-C connections
4.5.3.5 When all available ADS-C connections with a particular aircraft have been established,
such as shown in Figure 4-4, any other ATSUs attempting to connect with the aircraft will receive a
DISCONNECT REQUEST (DIS) message with "reason code 1" (congestion).
4.5.3.6 When such a DIS message is received by an ATSU that would normally have priority for
an ADS-C connection, the ATSU should notify the current controlling ATSU. The controlling ATSU
should attempt to resolve the situation.
4.5.3.7 The controlling ATSU has a number of options available, such as coordination with the
previous ATSU or other adjacent ATSUs to determine if the existing ADS-C connections are still
required or, when considered absolutely necessary, instructing the flight crew to terminate ADS-C
connections per Appendix F, paragraph F.11.
4.5.3.8 Depending on aircraft type, the latter option may terminate all current ADS contracts;
therefore, the controlling authority should consider the operational effect on other ATSUs prior to
employing this method. For example, as shown in Figure 4-4, the aircraft has allocated priority for
ADS-C connections with four ATSUs and one AOC facility:

Connection: 1 - with ATSU 1

2 - with ATSU 2
3 - with the previous controlling ATSU
4 - with the AOC facility
5 - with a ground facility collecting test data
ATSU 3, the next controlling authority, is unable to establish an ADS-C connection with the aircraft due
to congestion.
Priority 5
ATSU 1 (ADS-C)
Current controlling authority
Priority 1
Priority 3
Priority 4
Priority 2
ATSU 2 (ADS-C)
Flight Adjacent FIR
planned
route
ATSU 3 (ADS-C)
Next controlling authority
Figure 4-4. ADS-C connection not available due to congestion
4.5.4 ADS contract - periodic
4.5.4.1 When setting a default periodic reporting interval, the ANSP should take into account
requirements for the separation standard in use, conformance monitoring, traffic levels, and alerting
service. Typically, default periodic contract intervals are set to satisfy the position reporting requirements
of the default separation standard in use.
4.5.4.2 The ANSP should avoid arbitrarily selecting short periodic default intervals because of
the economic cost to the users and the unnecessary system loading imposed by these short default
intervals.

4.5.4.3 There are a number of situations where a controller or ground automation may use a
reporting interval other than the default interval in the periodic contract. A change to the default interval
for an aircraft may be warranted or useful when:
a) The aircraft is cleared to deviate from areas of known significant weather;
b) The application of a smaller separation standard requires a shorter periodic interval;
c) There are periods of turbulence;
d) An unauthorized deviation from the clearance is detected; or
e) The aircraft is approaching a crossing route on which there is other traffic.
4.5.4.4 The ANSP should ensure that the periodic reporting interval in use is in accordance with
the position reporting requirements of the separation standard being used. In some circumstances, such as
an emergency situation, the ATSU may establish a shorter periodic reporting interval. When not required
for the application of separation, or other circumstances, the ANSP should return to a longer periodic
reporting interval to reduce operators costs and unnecessary loading of the system.
Note. Normally, the controlling ATSU should not establish ADS-C periodic reporting at an
interval shorter than five minutes. An adjacent non-controlling ATSU should not establish ADS-C
periodic reporting at an interval shorter than what is required for application of any reduced separation
in effect for the flight. In unusual circumstances, the ATSU may specify a periodic reporting interval for
a few aircraft as short as 64 seconds, per paragraph 2.2.6.3.3.2.
4.5.5 ADS contract - waypoint change event
4.5.5.1 A waypoint event report will be sent at any waypoint contained in the aircraft active
flight plan, which may include compulsory and non-compulsory reporting points. These waypoints are
reflected in the predicted route group.
4.5.6 ADS contract - vertical range change and lateral deviation events
4.5.6.1 When the level range deviation event and lateral deviation event contracts are
established, the controller will only be alerted to vertical or lateral variations that exceed the associated
tolerances.
Note. If a regular periodic report is sent as the aircraft is deviating from cleared level or route
(but still within the level or lateral tolerances) the controller will still be alerted to the variation despite
no event report having been sent.
4.6 Separation
4.6.1 General ADS-C
4.6.1.1 The ATSU may use ADS-C for the application of procedural separation within a mixed
environment, such as airspace where position reports are provided by a mixture of aircraft reporting by
ADS-C and aircraft reporting by other means.

4.6.1.2 For example, the ATSU may use a combination of ADS-C, voice reports, radar or
ADS-B information to determine separation between two or more aircraft.
4.6.1.3 When ADS-C is used for route conformance monitoring to support the separation, the
ATSU should establish appropriate ADS contracts that specify the periodic reporting interval and
tolerances on events in accordance with separation standards.
Note. This will ensure that estimates being used for route conformance monitoring are acceptable
for the separation and the controller receives an indication when the aircraft is not in conformance with
its current flight plan.
4.6.1.4 The controller should advise the flight crew when the controller observes that the aircraft
has deviated significantly from its cleared flight profile. The controller should take action as appropriate if
the deviation is likely to affect the air traffic service being provided.
4.6.2 Vertical separation ADS-C
4.6.2.1 Where practical, the tolerances used to determine whether a specific level is occupied by
an ADS-C reporting aircraft within the airspace of a specific ATSU should be consistent with other
tolerances used throughout the airspace. For example, the vertical tolerances for ADS-C should be
consistent with vertical tolerances used for level adherence monitoring by other forms of surveillance,
such as radar.
4.6.2.2 Where other vertical tolerances do not exist, the ATSU should apply a vertical tolerance
of +/ 300 feet for ADS-C applications. However, an individual ATSU may specify in local instructions
and the AIP (or other appropriate publication) that it uses a tolerance of not less than +/ 200 feet to
provide consistency with other vertical tolerances applied within its airspace.
4.6.2.3 If displayed ADS-C level information does not satisfy the required tolerance for an
individual ATSU, then the controller should advise the flight crew accordingly and request confirmation
of the aircraft's level. If following confirmation of the level, the displayed ADS-C level information is
still beyond the required tolerance, the controller may need to apply another method of separation or
another method of determining level information.
4.6.2.4 When displayed ADS-C level information is within the specified tolerance of the
expected or cleared flight level, the ATSU may use the ADS-C level information to apply vertical
separation and to determine that an aircraft has reached or is maintaining a specified level.
4.6.2.5 The controller can consider that an aircraft has left a specified level when the displayed
ADS-C level information indicates that the aircraft has passed the level in the required direction by more
than the required tolerance.
4.6.3 Lateral separation ADS-C
4.6.3.1 An ATSU can use ADS-C report information to automatically detect when an aircraft is
beyond an area of lateral conflict and provide an indication when this occurs to the controller.

4.6.3.2 When conflict detection tools are not available, the controller can determine lateral
conflicts by observing the ADS-C report information and determining if the aircraft is within or outside
the area of conflict.
Note. The adequacy of the procedures used to detect lateral conflicts is a matter of the State.
4.6.4 Longitudinal separation ADS-C
4.6.4.1 ATSUs that use approved or integrated measurement tools for the purpose of determining
screen-based separation should publish in local documentation any limitations on the use of such tools for
the establishment and monitoring of separation standards.
4.6.4.2 The ATSU may use ADS-C reports to establish and monitor longitudinal time and
distance separation standards.
4.6.4.3 Some ground systems display an extrapolated or interpolated ADS-C symbol between the
receipt of ADS-C reports. Provided that the periodic reporting interval in use is in accordance with any
maximum reporting interval specified by the separation standard, the ATSU may determine separation
between the extrapolated/interpolated symbols by the use of screen-based measurement tools, or by the
use of automated conflict detection tools.
4.6.4.4 When the ATSU uses extrapolated or interpolated ADS-C symbols to provide separation
and any doubt exists as to the integrity or validity of the information being presented, the controller
should send a demand contract to update the relevant information. If doubt still exists, the controller
should consider using an alternative method of separation.
4.6.4.5 The ATSU may use ground system flight data records updated by ADS-C reports in the
application of appropriate time-based separation standards. Methods of determination may include
reference to:
a) Estimates at waypoints;
b) Calculated estimates for positions not contained in the flight plan;
c) Screen-based measurement tools; or
d) Automated conflict detection tools.
4.6.4.6 The ATSU may use ADS-C reports for the application of appropriate longitudinal
distance standards. Methods of determination may include:
a) The use of automated system tools to measure the displayed positions of two or more aircraft
reporting by ADS-C;
b) Comparing the displayed position of an ADS-C aircraft with the position of another aircraft
determined by an alternative form of surveillance; or
c) The use of automated conflict detection tools.

4.6.5 Using FMC WPR for position reporting
4.6.5.1 Whenever an FMC waypoint position report is overdue by more than a specific interval,
as determined by ATC, the controller should take action to advise the aircraft concerned and request a
voice position report. If either the flight crew or the controller notices intermittent operation, either may
revert to voice reporting at any time. (The flight crew would be expected to report by voice for the
remainder of the flight.)
4.6.5.2 A controller who becomes aware of corrupt or incorrect data in the FMC waypoint
position report should establish voice contact with the aircraft concerned in order to correct the situation.
4.6.5.3 A controller who becomes aware of a FMC WPR service failure should advise affected
aircraft to revert to voice position reporting in accordance with paragraph 4.9.3.
4.7 Alerting service
4.7.1 For ADS-C aircraft, the ATSU should base the provision of the alerting service on any
missed scheduled report (i.e. provided by either the periodic contract or the waypoint event contract).
4.8 Emergency procedures
4.8.1 General
4.8.1.1 The flight crew will use whatever means are appropriate (i.e. CPDLC and/or voice) to
communicate during an emergency.
Note. For ATN B1 aircraft, emergency message elements are not supported. See Appendix A,
paragraph A.4, for a list of emergency message elements.
4.8.1.2 When emergency situations are communicated via CPDLC, the controller may respond
via CPDLC. However, the controller may also attempt to make voice contact with the aircraft.
4.8.1.3 The controller should follow normal emergency response procedures, as appropriate,
depending on the nature of the emergency.
4.8.2 CPDLC and ADS-C emergency
4.8.2.1 If the ATSU receives an ADS-C emergency report without a corresponding CPDLC
emergency message, then the controller should request confirmation of the emergency in accordance with
the guidelines provided in paragraph 4.8.3.
4.8.2.2 The controller should treat any CPDLC downlink message that contains an emergency
message element (see Appendix A, paragraph A.4 for the list of emergency message elements) as an
emergency message.

Note 1. For FANS 1/A, DM 80 DEVIATING UP TO [specified distance] [direction] OF ROUTE
or DEVIATING [distanceoffset] [direction] OF ROUTE is used in normal operations and is not an
emergency message element.
Note 2. When the ATSU receives DM 55 PAN PAN PAN or DM 56 MAYDAY MAYDAY MAYDAY,
additional message elements (e.g. DM 61DESCENDING TO [level]) may be appended. These additional
message elements may not accurately reflect the current level/altitude, attitude, tracking information, or
the intentions of the flight crew.
4.8.2.3 If the ATSU receives a CPDLC emergency message such as DM 55 PAN PAN PAN or
DM 56 MAYDAY MAYDAY MAYDAY, the controller should acknowledge receipt of the CPDLC
message using the most appropriate means (voice or CPDLC). If responding by CPDLC, the controller
should use either of the following free text message elements (as appropriate):
a) UM 169r ROGER PAN if the downlink message contains DM 55 PAN PAN PAN; or
b) UM 169q ROGER MAYDAY if the downlink message contains DM 56 MAYDAY MAYDAY
MAYDAY.
Note 1. For FANS 1/A, the CPDLC emergency messages do not require a closure response.
Therefore, the aircraft system will reject receipt of any technical response (i.e. including a MRN), such as
the DM 3 ROGER message element.
Note 2. For FANS 1/A, if the controller sends a CPDLC free text message to respond to an
emergency message, the flight crew may not send the required response (i.e. DM 3 ROGER) to the free
text message, depending on workload and the nature of the emergency .
4.8.2.4 The controller should attempt to determine the nature of the emergency and ascertain any
assistance that may be required.
4.8.2.5 The ATSU with control responsibility for the flight may choose to:
a) Shorten the ADS-C periodic reporting interval; or
b) Send a demand contract request.
Note 1. Shortening the ADS-C reporting interval reduces the period between cancellation of the
ADS-C emergency and receipt of the ADS-C CANCEL EMERGENCY message.
Note 2. Adjacent ATSUs should not shorten the ADS-C periodic reporting interval.
Note 3. A demand contract request is not required if the periodic reporting interval has been
shortened an ADS-C report will have already been triggered by the aircraft when the new periodic
contract is received.
4.8.3 ADS-C emergency report without a CPDLC emergency message
4.8.3.1 When an ATSU not having control responsibility for the aircraft receives an indication of
an ADS-C emergency, they should confirm that the controlling authority has also received the emergency
report (see paragraph 3.1.2.4.2 for related information).
4.8.3.2 When an ATSU having control responsibility for the aircraft receives an indication of an
ADS-C emergency report without either a CPDLC emergency message or voice confirmation, then it is
possible that the aircraft may be subject to unlawful interference or inadvertent activation of the ADS-C
emergency mode. If a subsequent ADS-C report indicates that the aircraft is maintaining normal
operations (i.e. the aircraft is operating in accordance with its clearance), the controller should confirm the
ADS-C emergency using CPDLC or voice.
4.8.3.3 To confirm activation of the ADS-C emergency mode using CPDLC, the controller
should send the following CPDLC free text uplink (or voice equivalent).
Controller UM 169ak CONFIRM ADS-C EMERGENCY
4.8.3.3.1 If the emergency mode has been activated inadvertently, the controller expects the flight
crew to cancel the ADS-C emergency and advise the controller either by voice or the following CPDLC
messages.
Flight crew DM 3 ROGER, then
DM 67ab ADS-C RESET
4.8.3.3.2 If the aircraft continues with the ADS-C emergency mode activated, the controller should
assume the aircraft is in emergency conditions and follow normal alerting procedures.
Note. The aircraft may not send the ADS-C CANCEL EMERGENCY message until the next ADS-C
periodic report is due.
4.9 Non-routine procedures
4.9.1 General
4.9.1.1 Refer to current ICAO procedures for standards and recommended practices on complete
communications failure (CPDLC and voice).
4.9.2 Voice communications related to data link
4.9.2.1 When CPDLC fails and open messages existed at the time of failure, the controller
should re-commence any dialogues involving those messages by voice.
4.9.2.2 The controller or radio operator should use the standard voice phraseology under certain
conditions as indicated in Table 4-6.
Note. See paragraph 5.9.2.2 for standard voice phraseology used by the flight crew.

Table 4-6. Voice phraseology related to CPDLC
Condition Voice phraseology

To advise all stations or a [ALL STATIONS] CPDLC FAILURE (instructions).
specific flight of a complete
ground system failure and Example:
provide further instructions.
ALL STATIONS CPDLC FAILURE. DISCONNECT CPDLC.
(ICAO Doc 4444)
CONTINUE ON VOICE
To instruct the flight crew CPDLC MESSAGE FAILURE (appropriate clearance, instruction,
of a single CPDLC message information or request)
failure. (ICAO Doc 4444)
To instruct the flight crew DISREGARD CPDLC (message type) MESSAGE, BREAK (correct
of a correction to a CPDLC clearance, instruction, information or request)
clearances, instructions,
information or requests.
(ICAO Doc 4444)
To instruct all stations or a [ALL STATIONS] STOP SENDING CPDLC REQUESTS [UNTIL
specific flight to avoid ADVISED] [(reason)]
sending CPDLC requests
for a limited period of time.
(ICAO Doc 4444)
To instruct the flight crew DISCONNECT CPDLC THEN LOGON TO [facility designation]
to manually initiate a logon Note 1. The [facility designation] is the four character ICAO code.
to the subsequent ATSU Note 2. Use this voice phraseology when the CPDLC transfer to an
Note. No equivalent to adjacent ATSU has failed.
ICAO Doc 4444.
To advise the flight crew CPDLC WILL BE SHUT DOWN. DISCONNECT CPDLC. CONTINUE
prior to the commencement ON VOICE.
of a CPDLC shutdown and
instruct them to continue on
voice.
Note. No equivalent to
ICAO Doc 4444.
To advise all stations or a [ALL STATIONS] RESUME NORMAL CPDLC OPERATIONS.
specific flight to resume LOGON TO [facility designation]
normal CPDLC operations
and provide the logon
address.
Note. Modified from
ICAO Doc-4444 to include
logon address.

4.9.3 Data link initiation failure
4.9.3.1 In the event of a log on failure by an aircraft in or approaching an ATSUs airspace, and
when a flight plan is available, the ATSU should check that the aircraft identification and aircraft
registration or address, as well as other details contained in the data link initiation request, correspond
with details in the flight plan.
Note. In the case of FANS 1/A, the geographic position of the aircraft at the time of initiating the
logon is contained in the logon request message.
4.9.3.1.1 If initiation request details differ from the flight plan details, the controller should contact
the flight crew to resolve differences between the aircraft details and the flight plan and make the
appropriate changes in either the flight plan or the aircraft; and then arrange a re-initiation of the logon
process by the flight crew.
4.9.3.1.2 If initiation request details match the flight plan details but the flight is not eligible for log
on at this time, the controller should contact the flight crew to arrange a re-initiation of the logon process
at an appropriate time.
4.9.3.2 In the event of a log on failure by an aircraft in or approaching an ATSUs airspace, and,
when no flight plan is available, the controller should:
a) If possible, contact the flight crew to obtain sufficient flight plan data to enable a successful log
on; and then
b) Arrange a re-initiation of the logon process.
4.9.3.3 The ANSP should ensure that procedures are in place to notify the appropriate
State/regional monitoring agency via a problem report of the failure.(paragraph 3.2.2 refers)
Note. When it can be determined that the log on is inappropriate, no action is required.
4.9.4 Data link service failures
4.9.4.1 CPDLC connection failure
4.9.4.1.1 If a CPDLC dialogue is interrupted by a data link service failure, the controller should re-
commence the entire dialogue by voice communication.
4.9.4.1.2 When the controller recognizes a failure of the CPDLC connection, the controller should
instruct the flight crew to terminate the connection and then initiate another logon. The controller or radio
operator should use the following voice phraseology:
Controller CPDLC FAILURE.
(or radio operator) DISCONNECT CPDLC THEN LOGON TO [facility designation]
Flight crew ROGER
Note. The [facility designation] is the 4 character ICAO code.

4.9.4.2 Transferring the CPDLC connection abnormal conditions
4.9.4.2.1 When the automatic transfer of the CPDLC connection fails, the controller should use the
following messages via CPDLC. When using voice, use the equivalent voice phraseology:
Controller UM 169am or UM 183am AUTOMATIC TRANSFER OF CPDLC FAILED.
WHEN ENTERING [unit name] AREA DISCONNECT CPDLC THEN LOGON
TO [facility designation]
Flight crew DM 3 ROGER
Note 1. The [unit name] is expressed as the radiotelephony name, not the 4-character code. The
[facility designation] is the relevant four character ICAO code.
Note 2. Instructing the flight crew to DISCONNECT CPDLC will result in loss of CPDLC
connectivity. This procedure should only be applied approaching the boundary with the next ATSU.
4.9.4.3 Data link service failure
4.9.4.3.1 In the event of an unplanned data link shutdown, the relevant ATSU should inform:
a) All affected aircraft using the following voice phraseology:
Controller ALL STATIONS CPDLC FAILURE.
(or radio operator) DISCONNECT CPDLC. CONTINUE ON VOICE
Flight crew ROGER
b) The adjacent ATSUs by direct coordination; and
c) All relevant parties via the publication of a NOTAM, if appropriate.
Note. In the event of a planned or unexpected network or satellite data service outage (e.g.
ground earth station failure), the CSP will notify all ATSUs within the affected area in accordance with
paragraph 3.1.3.1 so the controller can inform affected aircraft.
4.9.4.4 Planned data link shutdown
4.9.4.4.1 During the time period of a planned data link shutdown, the ANSP will advise the
operators of the requirements to use voice communication procedures.
4.9.4.4.2 When advising the flight crew prior to the commencement of a planned data link
shutdown, the controller should use the following CPDLC message or the radio operator should use the
equivalent voice phraseology:
Controller UM 169ax CPDLC WILL BE SHUT DOWN. DISCONNECT CPDLC.
(or radio operator, CONTINUE ON VOICE
if voice) Note 1. The controller could optionally provide the voice frequency.
Note 2. The controller expects the flight crew to terminate the CPDLC
connection and continue on voice.

4.9.4.5 CPDLC or ADS-C service failure
4.9.4.5.1 Some ATSUs are not equipped with both CPDLC and ADS-C and consequently may
experience a failure of either the CPDLC or ADS-C service. For ATSUs that have both CPDLC and
ADS-C, both components can fail independently or simultaneously.
4.9.4.5.2 When the ADS-C service is shut down, the affected ATSU should inform all other
affected parties of the shutdown and likely duration.
4.9.4.5.3 If the CPDLC service is still available, the controller should revert to either CPDLC or
voice to fulfill the position reporting requirement. The controller should then send a CPDLC message to
notify the flight crew of position reporting requirements using either of the following free text messages:
Controller UM 169ao ADS-C SHUT DOWN AT [facility designation]. REVERT TO CPDLC
POSITION REPORTS. LEAVE ADS-C ARMED.
or
Controller UM 169at ADS-C SHUT DOWN AT [facility designation]. REVERT TO VOICE
POSITION REPORTS. LEAVE ADS-C ARMED.
4.9.4.5.4 When an ADS-C contract cannot be established, or if ADS-C reporting from an aircraft
ceases unexpectedly, the controller should instruct the flight crew, using the following CPDLC message
or use equivalent voice phraseology:
Controller UM 169an CONFIRM ADS-C ARMED
Note. The flight crew may have inadvertently selected ADS-C off. If ADS-C had been turned off,
re-arming it will not re-initiate previous ADS contracts. The ATSU will need to establish new ADS
contracts.
4.9.4.6 Resuming data link operations
4.9.4.6.1 The controller or radio operator should use the following voice phraseology to advise the
flight crew that the CPDLC system has resumed operations.
Controller [ALL STATIONS] RESUME NORMAL CPDLC OPERATIONS.
(or radio operator) LOGON TO [facility designation]
Flight crew LOGON [facility designation]
4.9.4.6.2 The controller or radio operator should use the following voice phraseology to advise the
flight crew that the CPDLC and ADS-C system has resumed operations.
Controller [ALL STATIONS] RESUME NORMAL CPDLC and ADS-C

(or radio operator) OPERATIONS.
CPDLC AND VOICE POSITION REPORTS NOT REQUIRED
Flight crew LOGON [facility designation]
4.9.4.6.3 The controller or radio operator should use the following CPDLC message or use
equivalent voice phraseology to advise the flight crew that the ADS-C system has resumed operations and
CPDLC and voice position reports are not required.
Controller UM 169aw RESUME NORMAL ADS-C OPERATIONS.
(or radio operator) CPDLC AND VOICE POSITION REPORTS NOT REQUIRED
4.9.4.7 Inaccurate time estimates
4.9.4.7.1 If ADS-C or CPDLC position reports indicate inaccurate time estimates. The controller
should notify the flight crew using voice or the following free text message:
Controller UM 169h ADS-C ESTIMATES APPEAR INACCURATE. CHECK FMS.
4.9.4.8 SATCOM failure
4.9.4.8.1 If the flight crew advises that a SATCOM failure has occurred on the aircraft and the
failure affects the separation minimum currently being applied, the controller should establish an
appropriate separation minimum.
4.9.5 Using CPDLC to relay messages
4.9.5.1 In airspace where procedural separation is being applied, when an ATSU and an aircraft
cannot communicate, the controller may use CPDLC to relay messages via an intermediary CPDLC-
capable aircraft. Depending on circumstances, the controller may first confirm that the CPDLC-capable
aircraft is in contact with the subject aircraft, and should obtain concurrence from the flight crew that they
will act as an intermediary. The controller should only use free text, with the following form:

Controller UM 169ap RELAY TO [call sign] [unit name] [text of message to be relayed]
Where:
[call sign] is expressed as the radiotelephony call sign, rather than the ICAO three
letter or IATA two letter designator;
[unit name] is expressed as the radiotelephony name, not the 4-character code;
and
[text of message to be relayed] conforms to the guidelines provided paragraph
3.1.1.4 and 4.3.2 (e.g. CLEARS [call sign] CLIMB TO AND MAINTAIN FL340).
Note. The use of standard message elements is prohibited because the

intermediary aircrafts FMS could be unintentionally armed.
Flight crew DM 67ae RELAY FROM [call sign] [response parameters]
Example:
Controller UM 169ap RELAY TO UNITED345 OAKLAND CLEARS UNITED345 CLIMB
Flight crew DM 67ae RELAY FROM UNITED345 CLIMBING FL340

Chapter 5. Flight crew procedures
5.1 Overview
5.1.1 General
5.1.1.1 The operator may be required to obtain an operational authorization by the State of the
Operator or State of Registry to use CPDLC and ADS-C services in accordance with paragraph 3.2. This
chapter provides guidance on procedures for the flight crew in airspace where data link services are
available.
5.1.1.2 These procedures are intended to assist operators in the development of:
a) Operating procedures and associated documentation; and
b) Appropriate training programs.
5.1.1.3 Flight crews should be knowledgeable in operating manuals for use of the data link
system specific to the aircraft type.
Note. Refer to paragraph 3.2.1.3.
5.1.1.4 Flight crews should be knowledgeable in data link operations.

Note 1. Refer to Chapter 2 for an overview of data link operations.
Note 2. Where applicable, the communication procedures for the provision of CPDLC shall be in
line with ICAO Annex 10, Volume II and Volume III, Part I, Chapter 3. CPDLC message element intent
and text and associated procedures are, in general, consistent with ICAO Doc 4444 PANS-ATM Chapter
12 Phraseologies and Chapter 14 CPDLC.
5.1.2 Operational differences between voice communications and CPDLC
5.1.2.1 Development, testing, and operational experience have highlighted fundamental

differences between CPDLC and voice communications. These differences need to be considered when
developing or approving flight crew procedures involving the use of CPDLC.
5.1.2.2 For example, when using voice communications, each flight crew member hears an
incoming or outgoing ATS transmission. With voice, the natural ability for each flight crew member to
understand incoming and outgoing transmissions for their own aircraft has provided a certain level of
situational awareness among the flight crew. With CPDLC, flight crew procedures need to ensure that the
flight crew has an equivalent level of situational awareness associated with understanding the content and
intent of a message in the same way.
5.1.2.3 Each flight crew member (e.g. pilot flying and pilot monitoring) should individually
review each CPDLC uplink message prior to responding to and/or executing any clearance, and
individually review each CPDLC downlink message prior to transmission.

5.1.2.4 If an operator uses augmented crews, the flight crew carrying out the handover briefing
should thoroughly brief the changeover flight crew or flight crew member on the status of ADS-C and
CPDLC connections and messages, including a review of any pertinent uplink and downlink CPDLC
messages (e.g. conditional clearances).
5.1.2.5 Uplink messages require special attention to prevent the flight crew from responding to a
clearance with DM 0 WILCO, but not complying with that clearance. To minimize errors, when
responding to a clearance with DM 0 WILCO, each flight crew member should read the uplink message
individually (silently) before initiating a discussion about whether and how to act on the message.
Reading a message individually is a key element to ensuring that each flight crew member does not infer
any preconceived intent different from what is intended or appropriate. Use of this method can provide a
flight crew with an acceptable level of situational awareness for the intended operations.
5.1.2.6 In a similar manner, each flight crew member should individually review CPDLC
downlink messages before the message is sent. Having one flight crew member (e.g. the pilot
monitoring) input the message and having a different flight crew member (pilot flying) review the
message before it is sent provides an adequate level of situational awareness comparable to or better than
voice communication.
5.1.2.7 The flight crew should coordinate uplink and downlink messages using the appropriate
flight deck displays. Unless otherwise authorized, the flight crew should not use printer-based
information to verify CPDLC messages as printers are not usually intended for this specific purpose.
Note. For aircraft that have CPDLC message printing capabilities, there are constraints
associated with the use of the flight deck printer. Printers may not produce an exact copy of the
displayed clearance with the required reliability, and should not be used as the primary display for
CPDLC. However, in some cases, printed copies may assist the flight crew with clearances and other
information that are displayed on more than one page, conditional clearances and crew handover
briefings.
5.1.3 When to use voice and when to use CPDLC
5.1.3.1 When operating within airspace beyond the range of DCPC VHF voice communication,
CPDLC is available and local ATC procedures do not state otherwise, the flight crew should normally
choose CPDLC as the means of communication. The flight crew would use voice as an alternative means
of communication (e.g. VHF, HF or SATVOICE direct or via a radio operator). However, in any case,
the flight crew will determine the appropriate communication medium to use at any given time.
5.1.3.2 In airspace where both DCPC VHF voice and CPDLC communication services are
provided, and local ATC procedures do not state otherwise, the flight crew will determine the
communication medium to use at any given time.
5.1.3.3 To minimize pilot head down time and potential distractions during critical phases of
flight, the flight crew should use voice for ATC communications when operating below 10,000 ft AGL.

5.1.3.4 While the CPDLC message set, as defined in Appendix A, generally provides message
elements for common ATC communications, the flight crew may determine voice to be a more
appropriate means depending on the circumstances (e.g. some types of non-routine communications).
Note. Refer to paragraph 5.8 for guidelines on use of voice and data communications in
emergency and non-routine situations.
5.1.3.5 During an emergency, the flight crew would normally revert to voice communications.
However, the flight crew may use CPDLC for emergency communications if it is either more expedient
or if voice contact cannot be established. Refer to paragraph 5.8.2 for guidelines on use.
5.1.3.6 Except as provided in paragraph 5.8.1.2, the flight crew should respond to a CPDLC
message via CPDLC, and should respond to a voice message via voice.
Note. This will lessen the opportunity for messages to get lost, discarded or unanswered between
the ATSU and the flight crew and cause unintended consequences.
5.1.3.7 If the intent of an uplink message is uncertain, the flight crew should respond to the
uplink message with DM 1 UNABLE and obtain clarification using voice.
Note.For FANS 1/A aircraft, some uplink messages do not have a DM 1 UNABLE response. On
these aircraft, the flight crew should respond with DM 3 ROGER and then obtain clarification via voice.
5.1.3.8 Regardless of whether CPDLC is being used, the flight crew should continuously monitor
VHF/HF/UHF guard frequency. In addition, the flight crew should continuously maintain a listening or
SELCAL watch on the specified backup or secondary frequency (frequencies). On aircraft capable of two
SATCOM channels, one channel may be selected to the phone number for the radio facility assigned to
the current ATSU to enable timely voice communications. The second channel may be selected to the
company phone number to enable timely voice communications with company dispatch.
5.2 Logon
5.2.1 General
5.2.1.1 A CPDLC connection requires a successfully completed logon procedure before the
ATSU can establish a CPDLC connection with the aircraft.
Note. Refer to paragraph 2.2.1.2 for an overview of the logon procedure.
5.2.1.2 Prior to initiating the logon, the flight crew should verify the following:
a) The aircraft identification provided when initiating the logon exactly matches the aircraft
identification (Item 7) of the filed flight plan;
b) The flight plan contains the correct aircraft registration in Item 18 prefixed by REG/;
c) The flight plan contains the correct aircraft address in Item 18 prefixed by CODE/, when
required;

d) The flight plan contains the correct departure and destination aerodromes in Items 13 and 16,
when required; and
e) The aircraft registration provided when initiating the logon exactly matches the aircraft placard,
when the flight crew manually enters the aircraft registration. Refer to Appendix F, paragraph F.1 for
aircraft types that require manual entry.
Note. If a logon request has been initiated with incorrect aircraft identification and aircraft
registration, the logon process will fail. The flight crew will need to correct the information and
reinitiate the logon request.
5.2.1.3 If any of the information described in paragraph 5.2.1.2 do not match, the flight crew will
need to contact AOC or ATC, as appropriate, to resolve the discrepancy.
Note 1: In accordance with ICAO Doc 4444, the aircraft identification is either the:
a) ICAO designator for the aircraft operating agency followed by the flight identification; or
b) aircraft registration.
Note 2. The aircraft registration entered into the aircraft system can include a hyphen(-), even
though the aircraft registration in the flight plan message cannot include a hyphen.
Note 3.- The ATSU correlates the data sent in a logon request message with flight plan data. If the
data does not match, the ATSU will reject the logon request.
5.2.1.4 The flight crew should then manually initiate a logon using the logon address, as
indicated on aeronautical charts (See Figure 5-1 for example).
Note 1. Often the logon address is the same as the 4-letter facility designator but in some airspace
a different logon address is used. Refer to Appendix E.
Note 2. Some aircraft (see Appendix F, paragraph F.1) implement FANS 1/A and ATN B1
capabilities as separate systems and do not comply ith ED154A/DO305A. For these aircraft, the flight
crew will have to select the appropriate system (FANS 1/A or ATN B1) to initiate the logon.

Figure 5-1. Depiction of logon addresses and CPDLC/ADS-C services on en route chart
5.2.1.5 If there are no indications that the logon procedure was unsuccessful, the flight crew can
assume that the system is functioning normally and that they will receive a CPDLC connection prior to
entry into the next ATSUs airspace.
5.2.1.6 If an indication that the logon procedure was unsuccessful is received, the flight crew
should reconfirm that the logon information is correct per paragraphs 5.2.1.2 and 5.2.1.4 and reinitiate a
logon.
Note. If the logon information is correct and the logon process fails, see paragraph 5.9.3 for more
information.
5.2.1.7 Each time a CPDLC connection is established, the flight crew should ensure the identifier
displayed on the aircraft system matches the logon address for the controlling authority.
5.2.1.8 In the event of an unexpected CPDLC disconnect, the flight crew may attempt to
reinitiate a logon to resume data link operations.
5.2.1.9 The flight crew may receive a CPDLC free text message from the ATSU or a flight deck
indication regarding the use of the message latency monitor on FANS 1/A+ aircraft. When this message
is received, the flight crew should respond as described in Table 5-1 and in accordance with procedures
for the specific aircraft type.
Note 1. Procedures associated with the message latency monitor are applicable only in the
European Region and are described in Appendix E, paragraph E.4.3.2.

Note 2. FANS 1/A aircraft do not support the message latency monitor. Refer to Appendix F,
paragraph F.1, for availability of a FANS 1/A+ upgrade on different types of aircraft. Refer to Appendix
F, paragraph F.11, for the specifications of the message latency monitor on different types of aircraft.
Table 5-1. Messages and indications regarding use of message latency monitor
Instruction to switch message latency monitor off

ATSU UM 169au CONFIRM MAX UPLINK DELAY VALUE IS NOT SET
Flight FANS 1/A+ aircraft Message latency monitor not available

crew The flight crew should: The flight crew should respond to the CPDLC
[free text] message with DM 3 ROGER.
a) Confirm that the message latency
monitor is off (or not set); and
b) Respond to the uplink [free text]
message with DM 3 ROGER.
Instruction to set the maximum uplink delay value

ATSU UM 169w SET MAX UPLINK DELAY VALUE TO [delayed message parameter]
SECONDS
where the [delayed message parameter] is an integer value (e.g. 40).
Flight FANS 1/A+ aircraft Message latency monitor not available

crew The flight crew should: The flight crew should respond to the uplink
[free text] message with DM 3 ROGER and
a) Set the value; and
append the DM 67af TIMER NOT
b) Respond to the uplink message AVAILABLE.
with DM 3 ROGER.
Indication of delayed CPDLC uplink message (Some FANS 1/A+ aircraft only)
ATSU/ (any CPDLC uplink message displayed with indication of delayed message)
aircraft
system
Flight Some FANS 1/A+ aircraft only

crew The flight crew should:
a) Revert to voice communications to notify the ATSU of the delayed message
received and to request clarification of the intent of the CPDLC message (paragraph 5.9.2.2
refers); and
b) Respond, appropriately, to close the message per the instructions of the controller.

5.2.2 When to log on initially for data link services
5.2.2.1 When operating outside data link airspace, the flight crew should initiate a logon 10 to 25
minutes prior to entry into airspace where data link services are provided.
Note. When departing an aerodrome close to or within such airspace, this may require the logon
to be initiated prior to departure.
5.2.2.2 Where a data link service is only provided in upper airspace and where local procedures
do not dictate otherwise, the flight crew should log on to that ATSU in whose airspace a data link service
will first be used.
5.2.2.3 When failure of a data link connection is detected, the flight crew should terminate the
connection and then initiate a new logon with the current ATSU.
5.2.3 Automatic transfer of CPDLC and ADS-C services between ATSUs
5.2.3.1 Under normal circumstances, the current and next ATSUs automatically transfer CPDLC
and ADS-C services. The transfer is seamless to the flight crew.
Note. The flight crew should not need to reinitiate a logon.
5.2.3.2 The flight crew should promptly respond to CPDLC uplinks to minimize the risk of an
open CPDLC uplink message when transferring to the next ATSU.
Note. If a flight is transferred to a new ATSU with an open CPDLC message, the message status
will change to ABORTED. If the flight crew has not yet received a response from the controller, the
downlink request will also display the ABORTED status. Refer also to Appendix F, paragraph F.8.
5.2.3.3 Prior to the point at which the current ATSU will transfer CPDLC and/or ADS-C
services, the flight crew may receive an instruction to close any open CPDLC messages.
5.2.3.4 When entering the next ATSUs airspace, the flight crew should confirm the successful
transfer from the current ATSU to the next ATSU by observing the change in the active center indication
provided by the aircraft system.
5.2.3.5 When required by local procedures, the flight crew should send DM 48 POSITION
REPORT [position report]. Alternatively, the flight crew may be required to respond to a CPDLC
message exchange initiated by the ATSU.
Note. Since FANS 1/A aircraft do not report that the downstream ATSU has become the CDA, the
only way to confirm that it has taken place is for the ATSU to receive a CPDLC message from the aircraft
(refer to Appendix E).
5.2.4 Transfer voice communications with the CPDLC connection transfer
5.2.4.1 Prior to crossing the boundary, the active center may initiate transfer of voice
communications with the CPDLC connection transfer using any of the message elements containing
CONTACT or MONITOR. Refer to paragraph 4.2.3 for guidelines on the controllers use of these
message elements.
5.2.4.2 A CONTACT or MONITOR message instructs the flight crew to change to the specified
frequency and may include a position or time for when to change to the new frequency.
a) When a MONITOR message is received, the flight crew should change to the specified
frequency upon receipt of the instruction or at the specified time or position. The flight crew should not
establish voice contact on the frequency.
b) When a CONTACT message is received, the flight crew should change to the specified
frequency upon receipt of the instruction or at the specified time or position, and establish voice contact
on the frequency.
Note 1. Some States do not require HF SELCAL checks. If, following a MONITOR instruction, a
SELCAL check is specifically required by operator procedures, this will usually be accommodated on the
allocated frequency.
Note 2. If the next ATSU provides CPDLC services, the flight crew should not expect that CPDLC
will be terminated or suspended once voice contact is established per receipt of a CONTACT message,
unless otherwise advised per paragraph 4.2.4.4.
5.2.4.3 If the ATSU assigns a single HF frequency, the flight crew should select another
frequency from the same family as a secondary frequency.
Note. In areas of poor radio coverage, the controller may append UM 238 SECONDARY
FREQUENCY [frequency] to specify a secondary frequency.
5.2.5 Exiting CPDLC and ADS-C service areas
5.2.5.1 The flight crew should consult the current ATSU prior to the manual termination of any
ADS contract with the aircraft, even if it is suspected to be unnecessary or that its termination has failed.
Note. ADS contracts are managed (e.g. established and terminated) by ATSUs per paragraph
4.5.3.
5.2.5.2 Approximately 15 minutes after exiting CPDLC and/or ADS-C service areas, the flight
crew should ensure there are no active CPDLC or ADS-C connections. Ensuring that connections are not
active eliminates the possibility of inadvertent or inappropriate use of the connections, and reduces
operating costs and loading of the system.
Note. Some ATSUs may maintain ADS contracts with an aircraft for a period of time (e.g. 15
minutes) after the aircraft has left the airspace.
5.3 CPDLC ATS uplink messages
5.3.1 General
5.3.1.1 When a CPDLC uplink is received, each flight crew member (e.g. pilot flying and pilot
monitoring) should read the message from the flight deck displays individually to ensure situational
awareness is maintained. Once the message has been individually read, the flight crew should then
discuss whether to respond to the message with DM 0 WILCO or DM 3 ROGER, as appropriate, or DM 1
UNABLE.

5.3.1.2 When processing an uplink multi-element message, the flight crew should ensure that the
entire uplink has been read and understood in the correct sequence prior to responding.
Note. A CPDLC multi-element message is one that contains multiple clearances and/or
instructions. The display may only show part of a CPDLC multi-element message and require flight crew
interaction to see the entire message.
Example:
Controller UM 20 CLIMB TO FL350 or CLIMB TO AND MAINTAIN FL350.
UM 128 REPORT LEAVING FL330.
UM 129 REPORT MAINTAINING FL350 or REPORT LEVEL FL350.
5.3.1.3 If multiple clearances are received in a single message, the flight crew should only
respond with DM 0 WILCO if all the clearances in the entire message can be complied with.
5.3.1.4 If the flight crew cannot comply with any portion of a multi-element message, the flight
crew should respond to the entire message with DM 1 UNABLE.
Note. The flight crew can only provide a single response to the entire multi-element uplink
message. The flight crew cannot respond to individual elements of a multi-element message and should
not execute any clearance contained in the message.
5.3.1.5 When an uplink responded to with DM 0 WILCO or DM 3 ROGER, the flight crew
should take appropriate action to comply with the clearance or instruction.
Note.- Although a DM 0 WILCO or DM 3 ROGER response technically closes the uplink message, in
some cases, other responses may follow to provide additional information, as requested, to operationally
close the message.
5.3.1.6 The flight crew should respond to an uplink message with the appropriate response(s), as
provided in Appendix A, paragraph A.4.
Note 1. The flight crew may need to perform some action before a subsequent CPDLC message
can be displayed.
Note 2.- For ATN-B1 systems, if the ground system does not receive a response within 120 seconds
from the time the uplink message was sent, the ATSU will send an ERROR message for display to the
flight crew and both the aircraft and ground system close the dialogue.
5.3.1.7 When a message is received containing only free text, or a free text element combined
with elements that do not require a response, the flight crew should respond to the message with DM 3
ROGER before responding to any query that may be contained in the free text message element.
Example:
Controller UM 169b REPORT GROUND SPEED.
(free text)

Flight crew DM 67l GROUND SPEED 490 or GS 490

(free text)
5.3.2 Flight crew response times for CPDLC uplink messages
5.3.2.1 System performance requirements have been established to support reduced separation
standards. Specific latency times have been allocated to the technical performance, and flight crew and
controller response times. Regional/State monitoring agencies analyze actual performance to ensure the
technical and operational components of the system meet required standards. For example, to support
RCP 240 operations, the flight crew is expected to be able to respond to a CPDLC uplink message within
one minute.
5.3.2.2 For an ATN-B1 aircraft, the flight crew should respond to a CPDLC uplink message
within 100 seconds to prevent the CPDLC uplink message from automatically timing out.
Note.- ATN-B1 aircraft use a CPDLC message response timer, which is set at 100 seconds upon
receipt of the CPDLC uplink message. If the flight crew has not sent a response within this time:
a) the flight crew is no longer provided with any response prompts for the message;
b) the aircraft sends an ERROR message for display to the controller; and
c) the aircraft and ground systems close the dialogue.
5.3.2.3 When a CPDLC uplink message automatically times out, the flight crew should contact
ATC by voice.
5.3.2.4 The flight crew should respond to CPDLC messages as soon as practical after they are
received. For most messages, the flight crew will have adequate time to read and respond within one
minute. However, the flight crew should not be pressured to respond without taking adequate time to fully
understand the CPDLC message and to satisfy other higher priority operational demands. If additional
time is needed, the flight crew should send a DM 2 STANDBY response.
Note. For ATN B1 aircraft systems, if the flight crew does not send an operational response
within 100 seconds after the DM 2 STANDBY was sent, the CPDLC uplink message will time out (refer to
paragraph 5.3.2.3).
5.3.2.5 If a DM 2 STANDBY response has been sent, the flight crew should provide a
subsequent closure response to the CPDLC message.
Note 1. In the case of a DM 2 STANDBY response, the uplink message remains open until the
flight crew responds with a DM 0 WILCO orDM 1 UNABLE. If the closure response is not received
within a reasonable period of time, the controller is expected to query the flight crew per paragraph
4.3.1.2.
Note 2. Transmission times for messages may vary for a number of reasons including the type of
transmission media, network loading, or the criteria for transitioning from one media to another (e.g.
VHF/Satcom). Operational response times may vary depending on workload and complexity of the
instruction or clearance.

5.3.3 Conditional clearances
5.3.3.1 Conditional clearances require special attention by the flight crew, particularly for a non-
native English speaking flight crew. A conditional clearance is an ATC clearance given to an aircraft
with certain conditions or restrictions such as changing a flight level based on a time or place. Conditional
clearances add to the operational efficiency of the airspace. Conditional clearances, however, have been
associated with a large number of operational errors. Following guidelines provided in paragraphs 5.1.2
and 5.3.1, such as each flight crew member individually reading the uplinked clearances and conducting
briefings with augmented crews, should aid in reducing errors.
5.3.3.2 The flight crew should correctly respond to conditional clearances containing AT or
BY, taking into account the intended meaning and any automation features provided by the aircraft
systems. Table 5-2 clarifies the intended meaning for conditional clearance message elements. (Refer
also to Appendix A, paragraph A.3.)
Table 5-2. Conditional clearance clarification of vertical clearances
Message Intent Message element

Instruction that at the specified time a climb to the specified level is to UM 21 AT [time] CLIMB TO
commence and once reached the specified level is to be maintained. [level] or AT [time] CLIMB TO
Note 1. Instruction that, NOT BEFORE the specified time, a climb AND MAINTAIN [altitude]
to the specified level is to commence and, once reached, the specified
level is to be maintained.
Note 2. This message element would be preceded with UM 19
MAINTAIN [level], to prevent the premature execution of the
instruction.
Instruction that at the specified position a climb to the specified level UM 22 AT [position] CLIMB
is to commence and once reached the specified level is to be TO [level] or AT [position]
maintained. CLIMB TO AND MAINTAIN
Note 1. Instruction that, AFTER PASSING the specified position, a [altitude]
climb to the specified level is to commence and, once reached, the
specified level is to be maintained.
instruction.
Instruction that at a specified time a descent to a specified level is to UM 24 AT [time] DESCEND
commence and once reached the specified level is to be maintained. TO [level] or AT [time]
Note 1. Instruction that, NOT BEFORE the specified time, a descent DESCEND TO AND
to the specified level is to commence and, once reached, the specified MAINTAIN [altitude]
instruction.

Message Intent Message element

Instruction that at the specified position a descent to the specified level UM 25 AT [position]
is to commence and once reached the specified level is to be DESCEND TO [level] or AT
maintained. [position] DESCEND TO AND
Note 1. Instruction that, AFTER PASSING the specified position, a MAINTAIN [altitude]
descent to the specified level is to commence and, once reached, the
specified level is to be maintained.
instruction.
Instruction that a climb is to commence at a rate such that the specified UM 26 CLIMB TO REACH
level is reached at or before the specified time. When this message [level] BY [time]
element is not concatenated with another vertical clearance, the level
specified is the assigned level which is to be maintained.
Note. Instruction that a climb is to commence at a rate such that the
specified level is reached NOT LATER THAN the specified time.
Instruction that a climb is to commence at a rate such that the specified UM 27 CLIMB TO REACH
level is reached at or before the specified position. When this message [level] BY [position]
element is not concatenated with another vertical clearance, the level
specified is the assigned level which is to be maintained.
Note. Instruction that a climb is to commence at a rate such that the
specified level is reached BEFORE PASSING the specified position.
Instruction that a descent is to commence at a rate such that the UM 28 DESCEND TO
specified level is reached at or before the specified time. When this REACH [level] BY [time]
message element is not concatenated with another vertical clearance,
the level specified is the assigned level which is to be maintained.
Note. Instruction that a descent is to commence at a rate such that
the specified level is reached NOT LATER THAN the specified time.
Instruction that a descent is to commence at a rate such that the UM 29 DESCEND TO
specified level is reached at or before the specified position. When REACH [level] BY [position]
this message element is not concatenated with another vertical
clearance, the level specified is the assigned level which is to be
maintained.
Note. Instruction that a descent is to commence at a rate such that
the specified level is reached BEFORE PASSING the specified
position.
5.3.4 EXPECT uplink messages
5.3.4.1 EXPECT uplink messages are typically received in response to a flight crew request,
and, in some cases, when procedurally required per paragraph 4.3.3.

5.3.4.2 When receiving an EXPECT uplink message, the flight crew should respond with DM 3
ROGER, meaning that the message was received and understood.
Note 1. The flight crew should NOT comply with an EXPECT message as if it was a clearance.
Note 2. The FANS 1/A CPDLC message set contains EXPECT uplink message elements that the
controller should NOT use because of potential misinterpretation in the event of a total communication
failure. Some of these message elements have been reserved by Doc 4444. As a consequence, some
WHEN CAN WE EXPECT downlink messages are not supported. See Appendix A, paragraph A.3, and
Appendix E, paragraph E.7.1.3, for specific message elements that are not supported.
5.3.5 Uplinks containing FMS-loadable data
5.3.5.1 CPDLC allows aircraft systems to be capable of loading route clearance information from
CPDLC messages directly into an FMS. The flight crew can use this capability to minimize the potential
for data entry errors when executing clearances involving loadable data. It also enables advanced air
traffic services supported by data link, such as a re-route or a tailored arrival, as described in Chapter 6,
which otherwise may not be possible via voice.
Note. Not all aircraft have the capability to load information from CPDLC message directly into
the FMS.
5.3.5.2 If a clearance is received that can be automatically loaded into the FMS, the flight crew
should load the clearance into the FMS and review it before responding with DM 0 WILCO.
5.3.5.3 The flight crew should verify that the route modification in the FMS is consistent with
the CPDLC route clearance. A discontinuity in a CPDLC route clearance is not necessarily a reason to
respond to the clearance with DM 1 UNABLE, as these can be appropriate in some circumstances.
5.3.5.4 The flight crew should respond to the clearance with DM 1 UNABLE when:
a) The FMS indicates that it cannot load the clearance (e.g. partial clearance loaded or unable to
load); or
Note. The FMS checks the clearance to ensure it is correctly formatted and compatible with the
FMS navigation database.
b) The FMS indicates any inconsistencies or discontinuities with the route modification that are
not addressed by AIP (or other appropriate publication) or cannot be resolved by the flight crew.
5.3.5.5 The flight crew should use CPDLC or voice to clarify any clearance that was responded
to with DM 1 UNABLE due to any loading failures, route discontinuities or inconsistencies.
5.3.5.6 If the clearance loads successfully and is acceptable, the flight crew may execute an FMS
route modification and respond to the clearance with DM 0 WILCO.
Note. The flight crew will ensure the route in the FMC matches the ATC clearance.

5.4 CPDLC ATS downlink messages
5.4.1 General
5.4.1.1 Downlink messages can only be sent to the ATSU that holds the active CPDLC
connection. To provide situational awareness, procedures should ensure that each flight crew member has
read each downlink message before it is sent.
5.4.1.2 When the aircraft has an active CPDLC connection with an ATSU, the flight crew should
downlink a clearance request only if the flight is in that ATSUs airspace.
5.4.1.3 The flight crew should use standard downlink message elements to compose and send
clearance requests, CPDLC position reports, and other requested reports. Additional qualifying standard
message elements, such as DM 65 DUE TO WEATHER, should also be used as needed.
Note. The use of standard message elements will minimize the risk of input errors,
misunderstandings, and confusion, and facilitate use by a non-native English speaking flight crew. The
use of standard message elements allows the aircraft and ground systems to automatically process the
information in the messages that are exchanged. For example, the flight crew can automatically load
clearance information into the FMS and review the clearance, the ground system can automatically
update flight plan data for route conformance monitoring, and both aircraft and ground systems can
associate responses to messages.
5.4.1.4 To avoid potential ambiguity, the flight crew should avoid sending multiple clearance
requests in a single downlink message. For example, the flight crew should send separate downlink
messages for DM 9 REQUEST CLIMB TO [level] and DM 22 REQUEST DIRECT TO [position] unless
there is an operational need to combine them in a single message (i.e. the flight crew does not want to
climb unless they can re-route).
5.4.1.5 When a closure response to an open CPDLC downlink message is not received within a
reasonable time period, the flight crew should:
a) For a FANS 1/A aircraft, send a query using one of the Negotiation Requests messages or a DM
67 [free text] message rather than resending the downlink message. Alternatively, the flight crew may
use voice communication to clarify the status of the open CPDLC downlink message; or
b) For an ATN-B1 aircraft, the flight crew should use voice communication to resolve the
operational situation resulting from the timed out CPDLC downlink message.
Note 1. A closure response is a response that operationally closes the dialogue. A UM 1
STANDBY response to an open CPDLC downlink message does not operationally close the dialogue.
Note 2. The use of a CPDLC free text message by a FANS 1/A aircraft avoids multiple open
messages involving the same downlink message.
Note 3.- ATN-B1 ground systems will reject duplicate requests and return an ERROR message for
display to the flight crew TOO MANY (dialogue type) REQUESTS - EXPECT ONLY ONE REPLY.
Example:
Reasonable period of time has passed

Flight crew DM 53 WHEN CAN WE EXPECT HIGHER LEVEL (or ALTITUDE)

or
DM 87 WHEN CAN WE EXPECT CLIMB TO FL350
5.4.1.6 If the flight crew receives an indication of non-delivery of a downlink message, they may
elect to re-send an identical message within a reasonable amount of time or as required. Alternatively,
they may use voice communication to clarify the status of the downlink message.
5.4.2 Free text
5.4.2.1 The flight crew should avoid the use of the free text message element. However, its use
may offer a viable solution to enhance operational capability.
Note 1. The use of standard message elements is intended to reduce the possibility of
misinterpretation and ambiguity.
Note 2. A free text message (such as DM 67k REVISED ETA [position] [time]) does not require a
response from the ATSU.
5.4.2.2 Free text messages should be used only when an appropriate standard message element
does not exist.
5.4.2.3 When composing a free text message, the flight crew should use standard ATS
phraseology and format and avoid nonessential words and phrases. Abbreviations should only be included
in free text messages when they form part of standard ICAO phraseology, for example, ETA.
5.4.3 Unsupported messages
5.4.3.1 While ATSUs should provide CPDLC service using the complete message set provided
in Appendix A, some ATSUs provide a CPDLC service using a limited message set. The flight crew
should be are aware of any unsupported downlink message elements that are described in regional or
State documentation.
5.4.3.2 If a downlink message, containing a message element that is not supported by the ATSU,
is sent, the flight crew will typically receive the uplink message, UM 162 or UM 169u MESSAGE NOT
SUPPORTED BY THIS ATS UNIT. If this message is received, the flight crew should respond to the
message with DM 3 ROGER and use voice for the communication transaction.
5.4.4 CPDLC reports and confirmation requests
5.4.4.1 The flight crew should respond to CPDLC reports and confirmation requests, when
appropriate.
Note 1. ATSUs may send a CPDLC message that combines a REPORT instruction with a
clearance. The flight crew may use automation, procedures, and/or a combination to remind them when
to send the reports requested in the CPDLC message.

Example:
Controller UM 20 CLIMB TO FL350 or CLIMB TO AND MAINTAIN FL350.
UM 128 REPORT LEAVING FL330.
UM 129 REPORT MAINTAINING [level] or REPORT LEVEL FL350.
Note 2. The controller may send a CPDLC message to request the flight crew to advise intentions
when ADS-C indicates the aircraft has deviated from its cleared route, level or assigned speed
(paragraph 4.3.5.2 refers).
5.5 Automatic dependant surveillance contract (ADS-C)
5.5.1 General
5.5.1.1 ADS-C allows the ATSU to obtain position reports from the aircraft without flight crew
action to update the current flight plan, to check conformance and to provide emergency alerting.
Note. In airspace where ADS-C services are available, the flight crew need not send position
reports via voice or CPDLC, except as described in paragraph 5.6.3 or when required by regional
supplementary procedures or AIP (or other appropriate publication).
5.5.1.2 When using ADS-C services, the flight crew should check to ensure ADS-C is armed
prior to initiating a logon with an ATSU.
Note. The flight crew can switch ADS-C off, which will cancel any ADS-C connections with the
aircraft. While ADS-C is disabled, the ground system will not be able to establish an ADS-C connection.
5.5.1.3 Normally, the flight crew should leave ADS-C armed for the entire flight. However, in
airspace where ADS-C services are available, if the flight crew switches ADS-C off for any reason, or
they receive indication of avionics failure leading to loss of ADS-C service, the flight crew should advise
ATC and follow alternative procedures for position reporting per paragraphs 5.6 and 5.9.4.4.
5.5.1.4 In airspace where ADS-C services are not available, the flight crew may switch ADS-C
off to cancel inadvertent ADS-C connections. In such cases, the flight crew should ensure that ADS-C is
armed when re-entering airspace where ADS-C services are again available.
5.5.1.5 If ADS-C is disabled in an ADS-C environment, the ATSU may send the flight crew an
inquiry per paragraph 5.9.4.6.
5.6 Position reporting
5.6.1 General
5.6.1.1 The flight crew should ensure that waypoints are sequenced correctly. If an aircraft
passes abeam a waypoint by more than the aircraft FMS waypoint sequencing parameter, the flight crew
should sequence the waypoints in the FMS, as appropriate.
Note. As shown in Figure 5-2, when an aircraft passes abeam a waypoint in excess of the defined
sequencing parameter (refer to Appendix F, paragraph F.7) for specific aircraft types), the FMS will not
sequence the active waypoint. If the flight crew does not sequence the waypoint, incorrect information
will be contained in ADS-C reports, CPDLC position reports and FMC waypoint position reports the
next waypoint in these reports will actually be the waypoint that the aircraft has already passed.
Sequencing
parameter
Next Next + 1
FMS route
A B
Figure 5-2. Waypoint sequencing anomaly
5.6.1.2 When using CPDLC or FMC WPR to provide position information, the flight crew
should use latitudes and longitudes encoded as waypoint names in the ICAO format.
Note 1. The flight crew should not use the ARINC 424 format.
Note 2. ARINC 424 describes a 5-character latitude/longitude format for aircraft navigation
databases (e.g. 10N40 describes a lat/long of 10N140W). The ATSU will likely reject any downlink
message containing waypoint names in the ARINC 424 format.
5.6.2 Position reporting in a non-ADS-C environment
5.6.2.1 When ADS-C is not available, the flight crew should conduct position reporting by voice
or CPDLC. When using CPDLC, the flight crew should send DM 48 POSITION REPORT [position
report] whenever an ATC waypoint is sequenced, (or passed abeam when offset flight is in progress).
5.6.2.2 When using CPDLC for position reporting, the flight crew should send position reports
only at compulsory reporting points and ensure that the position and next position information applies to
compulsory reporting points, unless requested otherwise by ATC. The ensuing significant point after the
next position may be either a compulsory or non-compulsory reporting point (Refer AIREP form ICAO
Doc 4444, Appendix 1).
5.6.3 Position reporting in an ADS-C environment

Note. In an ADS-C environment, the flight crew should not provide position reports or revised
waypoint estimates by CPDLC or voice, unless otherwise instructed or under conditions in certain
airspace as stipulated in Regional Supplementary Procedures or AIP (or other appropriate publication)
(See also Appendix E).

5.6.3.1 If required by regional supplementary procedures or AIP (or other appropriate
publication), the flight crew should provide a CPDLC position report when either of the following events
occurs:
a) An initial CPDLC connection is established; or
b) The CPDLC connection transfer has been completed (i.e. at the associated boundary entry
position).
Note. Some ANSPs require a single CPDLC position report, even when in an ADS-C environment,
to provide the controlling ATSU confirmation that it is the CDA and the only ATSU able to communicate
with the aircraft via CPDLC (refer to Appendix E).
5.6.3.2 The flight crew should include only ATC waypoints in cleared segments of the aircraft
active flight plan.
Note. If the flight crew inserts non-ATC waypoints (e.g. mid-points) into the aircraft active flight
plan and activates the change, the aircraft system may trigger an ADS-C waypoint change event report at
the non-ATC waypoint, or include information about the non-ATC waypoint in the predicted route group,
as well as the intermediate and fixed projected intent groups. As a result, the ADS-C report will include
information about the non-ATC waypoint, which is not expected by the ATC ground system.
5.6.3.3 The flight crew should maintain the active route in the aircraft system to be the same as
the ATC cleared route of flight.
Note. If the flight crew activates a non-ATC cleared route into the aircraft system, the ADS-C
reports will include information that will indicate the aircraft is flying a route that is deviating from the
cleared route.
5.6.3.4 When reporting by ADS-C only, the flight crew should include ATC waypoints in the
aircraft active flight plan even if they are not compulsory reporting points.
5.6.4 Position reporting using FMC WPR
5.6.4.1 Prior to using FMC WPR for position reporting, the flight crew should verify the aircraft
identification (ACID) entered into the system is the same as filed in Item 7 of the flight plan.
5.6.4.2 When FMC waypoint position reports are manually initiated, the flight crew should send
the report 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.
5.6.4.3 The flight 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 FMC waypoint position report.
If that estimate subsequently changes by more than 2 minutes, the flight crew should transmit a revised
estimate via voice to the ATSU concerned as soon as possible.
Note. Some regions permit a revised FMC WPR to be transmitted to update a previously notified
estimate.
5.6.4.4 The flight crew should avoid inserting non-ATC waypoints (e.g. mid-points) in route
segments because non-ATC waypoints may prevent the provision of proper ETA data in the FMS reports
required for ATC purposes.
5.6.4.5 If the flight identification portion of the aircraft identification contains an alphabetic
character (such as ABC132A or ABC324W, where 132A or 324W is the flight identification) the flight
cannot participate in FMC WPR (see paragraph 3.4.1.4 for more information regarding this limitation).
5.7 Weather deviations and offsets
5.7.1 General
5.7.1.1 The flight crew may use CPDLC to request a weather deviation clearance or an offset
clearance. The difference between a weather deviation and an offset is portrayed in Figure 5-3.
a) A weather deviation clearance authorizes the flight crew to deviate up to the specified distance
at their discretion in the specified direction from the route in the flight plan; and
b) An offset clearance authorizes the flight crew to operate at the specified distance in the
specified direction from the route in the flight plan. A clearance is required to deviate from this offset
route.
Note. CPDLC offers more timely coordination of weather deviation clearances. However, the
flight crew may deviate due to weather under the provisions of ICAO Doc 4444, paragraph 15.2.3. The
extent to which weather deviations are conducted may be a consideration when applying reduced
separations, as noted in ICAO Doc 4444, paragraph 5.4.2.6.4.3.
5.7.1.2 Flight crews should use the correct message element when requesting an off-route
clearance.
Note. The difference between a weather deviation and an offset affects how ATC separate aircraft.
Offset
Weather
deviation
FMS route
Figure 5-3. Offset and weather deviation
5.7.2 Weather deviation requests and offsets
5.7.2.1 When requesting a weather deviation or offset clearance, the flight crew should specify
the distance off route with respect to the cleared route of the aircraft. If the flight crew has received an
off-route clearance and then requests and receives a subsequent off-route clearance, the new clearance
supersedes the previous clearance (i.e. only the most recent clearance is valid).

Note. When an off-route clearance has been received, the flight crew will need to ensure that
waypoints are sequenced correctly per paragraph 5.6.1.1.
Example 1: As shown in Figure 5-4, the flight crew requests a weather deviation clearance to operate up
to 20NM left of route. The controller issues the appropriate clearance.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 20NM LEFT OF ROUTE
Controller UM 82 CLEARED TO DEVIATE UP TO 20NM LEFT OF ROUTE
UM 127 REPORT BACK ON ROUTE
Weather deviation clearance
20 NM
FMS route
Figure 5-4. Weather deviation clearance up to 20 NM left of route
Example 2: As shown in Figure 5-5, the flight crew is operating on a weather deviation clearance up to
20 NM left of route and then requests another weather deviation clearance to operate up to a further
30NM left of route. In the clearance request, the flight crew specifies a deviation distance from the
cleared route rather than from the current weather deviation clearance. The controller issues the
appropriate clearance.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 50NM LEFT OF ROUTE
Controller UM 82 CLEARED TO DEVIATE UP TO 50NM LEFT OF ROUTE

(New) Weather deviation clearance
(Old) Weather deviation clearance 50 NM
20 NM
FMS route
Figure 5-5. Subsequent weather deviation clearance up to 50 NM left of route
Example 3: As shown in Figure 5-6, the aircraft then requests a weather deviation clearance to operate
30NM right of route. The controller issues the appropriate clearance. The flight crew expeditiously
navigates from one side of route to the other in accordance with the above clearance.
Note. The ATSU applies the appropriate separation standards during the maneuvers.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 30NM RIGHT OF ROUTE

Controller UM 82 CLEARED TO DEVIATE UP TO 30NM RIGHT OF ROUTE

(Old) Weather
deviation clearance
50 NM
(Old) Weather
deviation clearance
20 NM
FMS route
30 NM
(New) Weather
deviation clearance
Figure 5-6. Subsequent weather deviation clearance up to 30 NM right of route
5.7.3 Deviations either side of route
5.7.3.1 There are a number of valid formats for the CPDLC [direction] variable. A number of
aircraft types, however, can only request one direction (left or right) in weather deviation requests. When
operating these aircraft types, the flight crew should request a deviation left and right of route using the
following procedures:
a) Construct a weather deviation request for a deviation on one side of route using DM 27
REQUEST WEATHER DEVIATION UP TO [specified distance] [direction] OF ROUTE; and
b) Append free text DM 67ac AND [specified distance] [direction] describing the distance to the
other side of route.
Example: The flight crew requests a deviation left and right of route. The controller issues the
appropriate clearance.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 20NM LEFT OF ROUTE.
DM 67ac AND 20NM RIGHT
Controller UM 82 CLEARED TO DEVIATE UP TO 20NM EITHER SIDE OF ROUTE

5.7.4 Reporting back on route
5.7.4.1 When the flight crew no longer needs the deviation clearance and is back on the cleared
route, the flight crew should send a DM 41 BACK ON ROUTE report.
a) If during the weather deviation, the flight crew receives a clearance to proceed direct to a
waypoint and the flight crew responds to the clearance with DM 0 WILCO the aircraft is considered
to be on the cleared route. Therefore, the flight crew should send a DM 41 BACK ON ROUTE report
after they execute the direct to clearance; and
b) If the aircraft is off route during a weather deviation clearance and proceeding direct to a
waypoint on the cleared route, the flight crew should send a DM 41 BACK ON ROUTE report after the
aircraft has sequenced the waypoint on the cleared route.
Note. If a DM 41 BACK ON ROUTE report is received while the aircraft is still off route, the
incorrect information provided to ATC may affect the separation standards in use. Alternatively, the
flight crew may consider requesting a clearance direct to the waypoint on receipt of the uplink
clearance, the procedure specified in item a) above applies.
5.8 Emergency procedures
5.8.1 General
5.8.1.1 In accordance with established emergency procedures, the ATSU within whose airspace
the aircraft is operating remains in control of the flight. If the flight crew takes action contrary to a
clearance that the controller has already coordinated with another sector or ATSU and further
coordination is not possible in the time available, then the flight crew performs this action under their
emergency command authority.
5.8.1.2 The flight crew will use whatever means are appropriate (i.e. CPDLC and/or voice) to
communicate during an emergency.
5.8.1.3 During an emergency, the flight crew would normally revert to voice communications.
However, the flight crew may use CPDLC for emergency communications if it is either more expedient
or if voice contact cannot be established.
5.8.2 CPDLC and ADS-C emergency
5.8.2.1 When using CPDLC to indicate an emergency situation or degraded operations to an

ATSU, the flight crew should use the CPDLC emergency downlink message, either DM 56 MAYDAY
MAYDAY MAYDAY or DM 55 PAN PAN PAN.
Note 1. The flight crew may enter PERSONS on BOARD during preflight preparation, prior to
initiating a logon, or prior to sending the emergency message.
Note 2. The CPDLC emergency downlink message will automatically select the ADS-C function to
emergency mode. When a situation prohibits sending a CPDLC emergency message (e.g. in an ADS-C
only environment), the flight crew may activate ADS-C emergency mode directly via ADS-C control
functions.
5.8.2.2 If a CPDLC emergency downlink message is inadvertently sent or the emergency

situation is resolved, the flight crew should send DM 58 CANCEL EMERGENCY as soon as possible to
advise the controller and automatically set the ADS-C emergency mode to off. After sending DM 58
CANCEL EMERGENCY, the flight crew should confirm the status of the flight and their intentions via
either voice or CPDLC.
5.8.2.3 To check for inadvertent activation of the ADS-C emergency mode using CPDLC, the
controller may send the following CPDLC free text uplink or use equivalent voice phraseology:
Controller UM 169ak CONFIRM ADS-C EMERGENCY
The flight crew should then check the status of the aircrafts ADS-C emergency mode and if the
emergency mode has been activated inadvertently, the flight crew should select ADS-C emergency mode
to off and advise the controller either by voice or by the following CPDLC messages.
Flight crew DM 3 ROGER, then (free text)
DM 67ab ADS-C RESET
5.9 Non-routine procedures
5.9.1 General
5.9.1.1 Refer to current ICAO procedures for standards and recommended practices on complete
communications failure (CPDLC and voice).
5.9.2 Voice communications related to data link
5.9.2.1 When CPDLC fails and open messages existed at the time of failure, the flight crew
should re-commence any dialogues involving those messages by voice.
5.9.2.2 The flight crew should use the standard voice phraseology under certain conditions as
indicated in Table 5-3.
Note. See paragraph 4.9.2.2 for standard voice phraseology used by the controller or radio
operator.
5.9.2.3 Except as provided in Table 5-3 and paragraph 4.9.2.2, voice communication procedures
related to data link operations are not standardized among the regions. Refer to Appendix E for any
additional voice communication procedures for a specific region.

Table 5-3. Voice phraseology related to CPDLC
Condition Voice phraseology

To notify ATC of a DISREGARD CPDLC (message type) MESSAGE, BREAK (correct
correction to a CPDLC information or request)
message. (ICAO Doc 4444)
To notify ATC of a single CPDLC MESSAGE FAILURE (appropriate information or request)
CPDLC message failure.
(ICAO Doc 4444)
To notify ATC of an aircraft CPDLC FAILURE (requests/notifications)
data link system or CPDLC Note. This voice phraseology is included only with the first
connection failure. (ICAO transmission made for this reason.
Doc 4444)
Example: CPDLC FAILURE. CONTINUING ON VOICE.
To advise ATC that the DISCONNECTED CPDLC WITH [facility designation]. LOGGING
CPDLC connection is being ON TO [facility designation]
terminated manually and Note. The facility designation is the ICAO four-character facility code
logon procedure is being or facility name.
initiated with the next ATSU.
ICAO Doc 4444.
To advise ATC that a logon LOGGING ON TO [facility designation]
procedure is being initiated
following restoration of data
link service.
ICAO Doc 4444.
To advise ATC that a DELAYED CPDLC MESSAGE RECEIVED (requests)
delayed CPDLC uplink has Note. See paragraph 5.2.1.9 and Appendix F, paragraph F.11 for
been received and to request associated procedures.
clarification of the intent of
the CPDLC message.
ICAO Doc 4444.
5.9.3 Data link initiation failure
5.9.3.1 In the event of a logon failure, the flight crew should confirm the aircraft identification
matches the information provided in the FPL and, as appropriate:
a) Make the necessary corrections; and then
b) Re-initiate the logon.
5.9.3.2 If no reason for the failure is evident, the flight crew should:
a) Contact the ATSU by voice to advise of the failure; and
b) Contact AOC to advise of the failure.
Note. The ATSU will attempt to resolve the problem.
5.9.3.3 The flight crew should report log-on failures to the appropriate State/regional monitoring
agency in accordance with procedures established by the operator (paragraph 3.2.2 refers).
5.9.4 Data link system failures
5.9.4.1 When operating CPDLC and the aircraft data link system provides an indication of
degraded performance resulting from a failure or loss of connectivity, the flight crew should notify the
ATSU of the failure as soon as practicable, including:
a) When operating outside of VHF coverage area and the SATCOM data link system fails; and
b) When operating in airspace where ATS surveillance services are provided and the VHF data
link system fails.
Note. Timely notification is appropriate to ensure that the ATSU has time to assess the situation
and apply a revised separation standard, if necessary.
5.9.4.2 If an automatic transfer of the CPDLC connection does not occur at the boundary, the
flight crew should contact the transferring ATSU by sending DM 67j CPDLC TRANSFER FAILURE (or
voice equivalent), advising them that the transfer has not occurred.
5.9.4.3 In the event of an aircraft data link system failure, the flight crew should notify the ATSU
of the situation using the following voice phraseology:
Flight crew CPDLC FAILURE. CONTINUING ON VOICE
Controller ROGER. CONTINUE ON VOICE
Note. The flight crew continues to use voice until the functionality of the aircraft system can be re-
established.
5.9.4.4 When the ATSU provides notification that the CPDLC service has failed or will be shut
down, the flight crew should follow the instructions provided in the notification (e.g. disconnect CPDLC
and continue on voice until informed by the ATSU that the data link system has resumed normal CPDLC
operations).
5.9.4.5 If only the ADS-C service is terminated, then during that time period, the flight crew
should conduct position reporting by other means (e.g. CPDLC, if available, or via voice).
5.9.4.6 If the ATSU cannot establish ADS contracts with an aircraft, or if ADS-C reporting from
an aircraft ceases, the flight crew may have inadvertently switched ADS-C off. If CPDLC is still
available and the flight crew receives the CPDLC message UM 169an CONFIRM ADS-C ARMED (or
voice equivalent), they should check to ensure that ADS-C is not switched off and respond to the
controller as follows:
Controller UM 169an CONFIRM ADS-C ARMED

5.9.4.7 If the aircraft is operating on a vertical profile that is different from the profile
programmed in the FMS, the time estimates in the ADS-C report will be inaccurate. If the flight crew
receives the message UM 169h ADS-C ESTIMATES APPEAR INACCURATE. CHECK FMS, the
flight crew should check the FMS, correct any the discrepancy and respond to the CPDLC message with
DM 3 ROGER.
5.9.5 Using CPDLC to relay messages
5.9.5.1 When an ATSU and an aircraft cannot communicate, the controller may use CPDLC or
voice to relay messages. When it had been determined to use CPDLC, the controller may first confirm
that the CPDLC-capable aircraft is in contact with the subject aircraft. The flight crew should concur that
they will act as an intermediary.
5.9.5.2 When using CPDLC to relay messages, the flight crew should:
a) Only respond with DM 3 ROGER to CPDLC messages consisting entirely of free text; and
b) Respond with DM 1 UNABLE to any CPDLC message containing standard message elements
to avoid confusion.
5.9.5.3 After sending DM 3 ROGER, the flight crew should only use free text to respond to the
controllers uplink free text message.
Example, using:
a) UM 169ap RELAY TO [call sign] [unit name] [text of message to be relayed]; and
b) DM 67ae RELAY FROM [call sign] [response parameters]; where.
1) [call sign] is expressed as the radiotelephony call sign, rather than the ICAO three letter or
IATA two letter designator; and
2) [response parameters] conform to the guidelines provided paragraph 5.4.2.3.
Controller UM 169ap RELAY TO UNITED345 OAKLAND CLEARS UNITED345 CLIMB
Flight crew DM 67ae RELAY FROM UNITED345 CLIMBING FL340

Chapter 6. Advanced air traffic services supported by data link
6.1 Re-route procedures
6.1.1 General
6.1.1.1 When re-routing an aircraft, the flight crew, AOC and each ATSU should follow
standardized procedures using appropriate CPDLC message elements. For flight crews performing re-
routes, see paragraph 5.3.5.
6.1.1.2 The availability of new weather forecasts on long-haul routes may provide the potential
for economic and/or safety benefits for operators by allowing them to propose revised routes for airborne
aircraft.
6.1.1.3 The flight crew may initiate a re-route request. Each ATSU along the route may initiate
an amended route clearance.
6.1.1.4 For flights that cross the common boundary between two automated ATSUs, the ATSUs
can coordinate revised route information, reducing the requirement for AOC to transmit modification
messages to all the ATSUs along the route.
6.1.1.5 If a re-route clearance changes the NEXT or NEXT+1 waypoint, the flight crew should
update the re-route clearance with most current available weather information for the new
waypoints/levels.
6.1.2 Re-route procedures AOC initiated (DARP)
6.1.2.1 The purpose of the dynamic airborne re-route procedure (DARP) is to allow aeronautical
operational control (AOC) to initiate the process for an airborne aircraft to be issued an amended route
clearance by the ATSU.
6.1.2.2 An operator should only initiate these procedures where the re-route will occur in FIRs
where DARP services are available (Refer to Appendix E).
Note. DARP service requires Air Traffic Services Interfacility Data Communications (AIDC) to
permit the electronic exchange of revised route information.
6.1.2.3 To be eligible for DARP, the operator will need an aircraft with operational CPDLC
capability. Additionally, the flight crew should downlink the route request:
a) At least 60 minutes prior to crossing the next boundary to permit AIDC messaging to take place
between the affected ATSUs. This time period may be reduced between ATSUs that support AIDC CDN
messaging to coordinate the modification of route information; and
b) At least 20 minutes prior to the divergence waypoint to allow processing time by the ATSU and
the flight crew.

Note. A downlink route request may be made to a new ATSU immediately after crossing the
boundary provided the above requirements are still met.
6.1.2.4 Table 6-1 provides the procedures for an AOC initiated re-route and Figure 6-1 provides
an overview of the DARP process.
Table 6-1. AOC initiated re-route procedures

Who Procedures
AOC a) The AOC should generate the amended route in compliance with standard UPR
flight planning requirements (e.g. common boundary waypoints).
(Step 1)
b) The AOC ensures that the elements used to define the amended route comply
with the requirements of ICAO Doc 4444. The elements that may be used to describe the
amended route include:
1) Fix Names;
Note 1. ARINC 424 fix names should not be used to define latitude and longitude.
2) Airway Designators;
Note 2. Where an airway designator is used it should be preceded and followed
by a fix name or navaid designator that is defined on the airway described.
3) Navaid Designators; and
4) Latitude and Longitude.
Note 3. The ICAO requirement is that position should be defined in either whole
degrees of latitude and longitude (e.g. 35S164E), or degrees and minutes for both
latitude and longitude (e.g. 2513S15645E). A mixture of these formats should be avoided
(e.g. 35S15725E).
c) The AOC uplinks the proposed route to the aircraft via ACARS.
Flight crew a) Where applicable, delete any waypoints on the proposed route that have
already been sequenced.
(Step 2)
b) Providing that the proposed route is acceptable to the flight crew, downlink the
route request to the controlling ATSU using the CPDLC message element:
DM 24 REQUEST CLEARANCE [route clearance] or REQUEST [route clearance]
where the first fix in the route clearance is the next waypoint ahead of the aircraft.
Note 4. The route request may also contain additional information such as
departure airport, destination airport, etc.
Note 5. Flight crew procedures should include guidance on downlinking CPDLC
route clearance requests.

Who Procedures
ATSU a) Where the requested clearance is available, uplink the amended route clearance
to the aircraft.
(Step 3)
Example:
UM 83 AT [position] CLEARED [route clearance]
where [position] = [(fix1)] is the next waypoint ahead of the aircraft and [route clearance]
= [(fix2) (fix3) ].
Note 6. The route clearance may also contain additional information such as
departure airport, destination airport, etc.
Note 7. On occasions, other CPDLC message elements may be more appropriate
than UM 83.
b) Where the requested clearance is not available, uplink UM 0 UNABLE and

append the [reason].
Example:
UM 0 UNABLE. UM 166 DUE TO TRAFFIC
Note 8. ATSUs should not modify the content of the route without advising the
flight crew. This requirement does not apply to the removal of waypoints that have been
sequenced prior to the clearance being uplinked or minor changes to the route.
Flight crew a) On receipt of a CPDLC route clearance from the ATSU, the flight crew should:
(Step 4) 1) Load the uplink into the FMS and review the clearance. If the clearance is
acceptable, respond with DM 0 WILCO to confirm that the flight crew will comply with
the clearance; or
2) Otherwise:
i) Respond with DM 1 UNABLE; and
ii) Continue in accordance with the current ATC clearance.
b) Where the requested clearance is rejected by the ATSU, the flight crew should
continue in accordance with the existing clearance.
c) The flight crew should request new route data from AOC.

X Y Z
XXXX
A B C D E I
1 2
F G H
The AOC uplinks the proposed amended route B C D E X Y Z I to destination

XXXX starting from the next point ahead of aircraft (B) and diverging from the current
clearance at E.
1
The flight crew reviews the proposed route and downlinks REQUEST [B C D E X Y
Z I] to ATC.
ATC reviews the route request and uplinks the clearance AT [C] CLEARED [D E X Y
Z I] to the aircraft using UM83.
Note. In this example, by the time the clearance is uplinked, the aircraft has passed B
and so this is not included in the clearance. Point C must also be removed from the
2 [route clearance] parameter of UM 83 because point C is the [position] at which the
reroute clearance begins.
The flight crew responds to the clearance with a WILCO.
Figure 6-1. The DARP process
6.1.2.5 While the method described in Figure 6-1, step (2), is the preferred method, the following
examples show how other CPDLC route clearance message elements could be used in this scenario:
a) UM 83 AT [E] CLEARED [X Y Z I];
b) UM 80 CLEARED [C D E X Y Z I]; or
c) UM 79 CLEARED TO [I] VIA [C D E X Y Z].
Note. When using UM 79, the position [I] should be a position on the original route of the aircraft
6.1.3 Re-route procedures ATC initiated
6.1.3.1 The purpose of the ATC initiated re-route procedure is to allow an ATSU to initiate the
process to issue an amended route clearance to an airborne aircraft.
6.1.3.2 ATC should be aware that any waypoint that is sent in an uplink message and loaded as
part of a new route in the FMS will not contain forecast weather data. It does not make any difference
whether the waypoint was previously in the route or not. As a consequence, the flight crew will lose from
the FMS all forecast weather data for waypoints that were previously in the route but are uploaded again
as part of the new route. ATC should therefore, as far as possible, restrict the uplinked waypoints to that
part of the route that is being amended. Some flight crews may be able to request the missing forecast
weather data from the operator.
6.1.3.3 If the re-route clearance changes the NEXT or NEXT+1 waypoint, then ATC may
receive an ADS-C report based on zero wind at the next waypoint which may result in an inaccurate
estimate for that waypoint.
Note. See also paragraph 6.1.1.5.
6.1.3.4 ATC should uplink the re-route as soon as practicable to allow processing time by the
flight crew prior to the divergence waypoint. For those cases where the aircraft is getting close to the
divergence waypoint when the clearance is issued, the controller should consider the option of clearing
the aircraft direct to the next waypoint.
6.1.3.5 If the aircraft has passed the divergence waypoint when the CPDLC re-route message is
received, the flight crew should select DM 1 UNABLE and continue on the currently cleared route.
6.1.3.6 Aircraft operators should establish procedures for the flight crew to deal with clearances
that create route discontinuities. Such procedures should include the flight crew taking an initiative to
obtain further route clearance before reaching the waypoint where the route discontinuity occurs if such
route clearance has not been received from ATC a reasonable time before reaching the discontinuity
waypoint.
6.1.3.7 ATC should only use UM 83 AT [position] CLEARED [route clearance] to issue CPDLC
re-route clearances if the following conditions are satisfied:
a) The route is specified to destination; and
b) The [position] in UM 83 is on the currently cleared route.
Note.All forecast weather data after [position] is lost from the FMS when the new route is
activated.
6.1.3.8 ATC should only use UM 80 CLEARED [route clearance] to issue CPDLC re-route
clearances if the route is specified from the aircraft present position to destination. All forecast weather
data is lost from the FMS when the new route is activated.
6.1.3.9 When using UM 79 CLEARED TO [position] VIA [route clearance], ATC should not
populate the [position] field with the destination airport unless the route is specified to destination. All
forecast weather data for the uplinked waypoints is lost from the FMS when the new route is activated.
6.1.3.10 The [position] in UM 79 CLEARED TO [position] VIA [route clearance] does NOT
change the clearance limit for the flight. The clearance limit remains unchanged unless explicitly changed
by ATC. Although UM 79 semantically resembles a clearance limit (CLEARED TO [position] VIA
[route]), it is important to note that the FMS has no concept of a clearance limit. The word TO in UM
79 merely signifies the far end of the route segment that is being changed. Although it may coincidentally
be identical to the clearance limit previously specified by ATC, this will not normally be the case.
6.1.3.11 Table 6-2 provides the procedures for an ATC initiated re-route, and figures provide an
overview of the process for the following cases:

Figure Figure Figure Figure Figure

6-2 6-3 6-4 6-5 6-6
First waypoint in new route is on current route.
There is route discontinuity.
Aircraft is cleared direct to a fix located
downstream in current route.
Table 6-2. ATC initiated re-route procedures
Who Procedures
ATSU a) Uplink an amended route clearance to the aircraft and append the [reason] if
possible.
(Step 1)
Example:
UM 83 AT [position] CLEARED [route clearance] UM 166 DUE TO TRAFFIC
Flight crew a) On receipt of a CPDLC route clearance initiated by an ATSU, the flight crew
should:
(Step 2)
1) Load the uplink into the FMS and review the clearance. If the clearance is
acceptable, respond with DM 0 WILCO to confirm that the flight crew will comply with
the clearance; or
2) Otherwise:
i) Respond with DM 1 UNABLE; and
ii) Continue in accordance with the current ATC clearance.
b) Where an uplinked clearance is acceptable to the flight crew but creates a route
discontinuity, the flight crew should proceed to overcome the potential discontinuity by
applying their existing company practices.

E F
D
C
B
A
X Y
1 a) ATC uplinks the clearance CLEARED TO [E] VIA [A B C X Y] to the aircraft using
UM 79 CLEARED TO [position] VIA [route clearance]. There is no discontinuity because the
uplink fix (E) is in the existing cleared flight plan; or
Note 1. Forecast weather data in the FMS is lost for waypoints A, B, C, D, waypoints X, Y
do not contain any forecast weather data, forecast weather data for waypoints E, F, . remains
intact.
b) ATC uplinks the clearance CLEARED [A B C X Y E F ] to the aircraft using UM 80
CLEARED [route clearance]. There is no discontinuity because the entire route has been replaced.
The route must be specified to destination; or
Note 2. Forecast weather data in the FMS is lost for the whole route.
c) ATC uplinks the clearance AT [C] CLEARED [X Y E F ] to the aircraft using UM 83
AT [position] CLEARED [route clearance]. There is no discontinuity because the entire route after
C was specified. The route must be specified to destination.
Note 3. Forecast weather data in the FMS is lost for all waypoints after C.
2 The flight crew responds to the clearance with DM 0 WILCO or DM 1 UNABLE, as appropriate.
there is no route discontinuity

G H
F
E
D
C
B
A
X Z
Y
1 ATC uplinks the clearance CLEARED TO [Z] VIA [A B C X Y] to the aircraft using UM 79
CLEARED TO [position] VIA [route clearance].
Note 1. Forecast weather data in the FMS is lost for waypoints A, B, C waypoints. X, Y, Z
do not contain any forecast weather data. Forecast weather data for waypoints D, E F, G, H etc
remains intact.
Note 2. In this case, ATC should not use CPDLC message elements UM 80 CLEARED
[route clearance] or UM 83 AT [position] CLEARED [route clearance].
2 a) The flight crew responds to the clearance with DM 0 WILCO or DM 1 UNABLE, as

appropriate.
b) This clearance creates a route discontinuity at Z. The flight crew should obtain further
route clearance from ATC before the aircraft reaches Z (that clearance could, for example, be from
Z direct to G). In the meantime, the flight crew should overcome the discontinuity at Z by
applying their existing company practices under the assumption that a further route clearance will
be received before reaching Z.
there is route discontinuity

F
E
D
C
B
A
X Y
1 a) ATC uplinks the clearance CLEARED TO [E] VIA [X Y] to the aircraft using UM 79
CLEARED TO [position] VIA [route clearance]. There is no discontinuity at E because the uplink
fix (E) is in the existing cleared flight plan; or
Note 1. Forecast weather data in the FMS is lost for waypoints A, B, C, D, waypoints X, Y
do not contain any forecast weather data, forecast weather data for waypoints E, F, etc, remains
intact).
b) ATC uplinks the clearance CLEARED [X, Y, E, F ] to the aircraft using UM 80
CLEARED [route clearance]. The entire route is replaced and the route must be specified to
destination.
Note 2. Forecast weather data in the FMS is lost for the whole route.
Note 3. The clearance in a) and b) above takes immediate effect and, since the first fix
specified (X) is not on the existing route of flight, the new route effectively starts with present
position direct X, although this is not explicitly stated in the uplink message.
Note 4. In this case, ATC should not use CPDLC message element UM 83 AT [position]
CLEARED [route clearance].
2 The flight crew responds to the clearance with DM 0 WILCO or DM 1 UNABLE, as appropriate.
and there is no route discontinuity

H I
F G
D E
C
B
A
X
Y Z
1 ATC uplinks the clearance CLEARED TO [Z] VIA [X Y] to the aircraft using UM 79 CLEARED
TO [position] VIA [route clearance].
Note 1. Waypoints X, Y, Z do not contain any forecast weather data, forecast weather data
for waypoints A, B, C, D, E, F,G, H, I etc remains intact).
Note 2. The clearance above takes immediate effect and, since the first fix specified (X) is
not on the existing route of flight, the new route effectively starts with "present position direct X,
although this is not explicitly stated in the uplink message.
Note 3. In this case, ATC should not use CPDLC message elements UM 80 CLEARED
[route clearance] or UM 83 AT [position] CLEARED [route clearance].
2 a) The flight crew responds to the clearance with DM 0 WILCO or DM 1 UNABLE, as

appropriate.
b) This clearance creates a route discontinuity at Z. The flight crew should obtain further
route clearance from ATC before the aircraft reaches Z (that clearance could, for example, be from
Z direct to I). In the meantime, the flight crew should overcome the discontinuity at Z by applying
their existing company practices under the assumption that a further route clearance will be
received before reaching Z.
and there is route discontinuity

XXXX
A B C D E I
F G H
1 ATC uplinks the clearance UM 74 PROCEED DIRECT TO [fix I] to the aircraft.
2 The flight crew responds to the clearance with DM 0 WILCO, immediately loading the clearance
into the FMC and proceeding direct to the cleared direct-to fix I.
Figure 6-6. ATC initiated re-route aircraft is cleared direct to a fix that is located downstream
in the current route
6.2 Tailored arrival (TA)
6.2.1 General
6.2.1.1 The tailored arrival (TA) is a 4-dimensional (4-D) arrival procedure, based on an
optimized ATC clearance, including, as necessary, vertical and/or speed restrictions, from the aircraft's
current position, normally just prior to top of descent, to the designated destination runway. This
optimized ATC clearance, or TA clearance, is issued via CPDLC data link message(s) to the aircraft and,
upon flight crew selection, automatically loaded into the aircraft's FMS (i.e. 4-D trajectory guidance).
The TA clearance generally consists of the lateral path, vertical and speed constraints, published approach
procedure, and runway assignment.
6.2.1.2 This section provides guidelines and procedures for delivering and executing the TA
clearance. These guidelines and procedures are intended for ANSPs that provide the TA service and
participating operators.
Note. As ANSPs plan for providing the TA service throughout the world, ground system capability
and geographical constraints may lead to some variations in local implementations. As experience is
gained, these variations and other refinements will need to be coordinated in future amendments to the
guidelines provided herein.

6.2.2 Provisions for the TA service
6.2.2.1 The operator should establish operating and notification procedures for the flight crew
and conduct training to be eligible to participate in tailored arrivals.
6.2.2.2 At each of the ATSUs where the TA service is available, the ANSP should provide
procedures to the controllers and conduct training for constructing and issuing the TA clearance. If the
flight crew from an eligible operator requests a TA clearance and the traffic situation permits, the
controller should accommodate the request. All other standard operating procedures apply.
6.2.2.3 When the TA service is provided, the ANSP should:

a) Assign a TA designator to the TA clearance. The TA designator should:
1) Contain more than five letters so that it is not easily confused with a published or public
procedure;
2) Relate to the geographical arrival area (e.g. PACIFIC 1 TA); and
3) Be easy to pronounce when communicating on voice.
Note. The flight crew and the controller use the TA designator throughout the procedure to
unambiguously convey the route and vertical and speed constraints associated with the TA.
b) Define and notify operators of the TA request point as a time in minutes from the estimated top
of descent (TOD) or from the airspace boundary where CPDLC service is terminated.
Note. For example, the TA request point for the PACIFIC 1 TA at San Francisco airport is 45
minutes before the aircraft enters U.S. domestic airspace.
6.2.3 Clearance delivery and execution
6.2.3.1 Table 6-3 provides the procedures for delivering and executing a tailored arrival
clearance.

Table 6-3. Tailored arrival clearance delivery and execution
Who Procedures
Flight crew At the TA request point, the flight crew should request a TA using the CPDLC standard
free text message element:
(Step 1)
DM 67ad REQUEST TAILORED ARRIVAL [TA designator] [speed] or REQ TA
[TA designator] [speed], where [TA designator] and [speed] are optional.
Note 1. When the ANSP and operators are evaluating a TA, the flight crew may
include additional information such as an intended descent speed, using the format
M[nn] for Mach or [nnn]KIAS for IAS. When this information is included, the controller
and flight crew procedures should include message formats and intended use to avoid
misunderstanding or confusion with the operational procedures.
Example 1: DM 67ad REQ TA PACIFIC 1.
Example 2: DM 67ad REQ TA PACIFIC 1 M.83
Example 3: DM 67ad REQ TA 280KIAS
Controller a) If the situation permits, the controller should uplink the TA clearance via
CPDLC using:
(Step 2)
UM 169 [TA designator]
UM 19 MAINTAIN [level]
Example: The controller uses the name PACIFIC 1 TA, which is unambiguous for the
specific route and vertical and speed constraints. The route clearance includes lateral
route, crossing restrictions, approach procedure, and runway assignment, and FL370 is
the currently assigned flight level.
PACIFIC 1 TA
AT CINNY CLEARED [Route Clearance]
MAINTAIN FL370.
b) The controller may issue a vertical clearance after delivery of the tailored
arrival clearance, without interfering with the TA clearance. In such cases, the controller
should reissue the TA clearance to ensure no ambiguity.

Who Procedures
Flight crew a) The flight crew should load the TA clearance into the FMS and review it. If
acceptable, the flight crew should activate the route in the FMS and respond to the
(Step 3)
clearance with DM 0 WILCO. If unacceptable, the flight crew should respond to the
clearance with DM 1 UNABLE.
b) The flight crew should select the appropriate descent speed schedule (e.g.
280kts (+/- 10kts)) above 10,000ft.
Note 2. This procedure provides additional descent profile predictability to the
controllers, increasing the potential for the controllers to allow a full TA during
congested periods when increased predictability is required due to other traffic. This
function will eventually be replaced by ground automation which advises the optimum
speed for the descent, based on the entire airspace situation at the expected time of the
arrival.
c) If possible, the flight crew should request FMC waypoint wind and temperature
data from AOC.
AOC AOC should uplink cruise and descent winds to the arriving aircraft to optimize the
FMS-calculated profile for the most predictable execution of that profile.
(Step 4)
Controller When required, the controller should transfer control to the next sector and terminate
CPDLC and ADS-C connections.
(Step 5)
Note 3. The transferring sector either manually or automatically advises the next
sector that the aircraft is on a particular TA.
Flight crew When instructed, the flight crew should establish voice contact with the next sector using
the phraseology [call sign] [TA designator] TAILORED ARRIVAL. [level].
(Step 6)

Who Procedures
Controller a) The controller should advise [call sign] MAINTAIN [level].
(Step 7) Note 4. The controller has access to the uplinked lateral routing and currently
assigned level/altitude on the flight strip through ATC interfacility coordination.
b) If the controller needs to add speed control (e.g. to increase the potential for
issuing a TA clearance), the controller should advise the flight crew as soon as possible
to expect a restriction.
Example:
[call sign] EXPECT TO DESCEND AT 260 KTS
c) When appropriate, the controller should issue a descent clearance along the
cleared route, using [TA designator] TAILORED ARRIVAL. [dest/area]
ALTIMETER/QNH [nnnn] and, as necessary, include a speed or vertical restriction.
Example 1: The controller does not issue a speed or vertical restriction.
[call sign] DESCEND VIA PACIFIC 1 TAILORED ARRIVAL. KSFO ALTIMETER
29.92.
Example 2: The controller issues a speed restriction.
[call sign] DESCEND VIA RADFORD 1 TAILORED ARRIVAL. DO NOT EXCEED
260KTS. NZAA QNH 1014.
Example 3: The controller issues a vertical restriction.
[call sign] DESCEND VIA THE CATALINA 1 TAILORED ARRIVAL BUT AFTER
SLI. MAINTAIN [level/altitude].
d) The controller should transfer control to the next controller.
Flight crew The flight crew should initiate contact with the next controller using:
(Step 8) [call sign] PASSING FLIGHT LEVEL [FLnnn]/ALTITUDE [nn,nnn feet] ON THE [TA
designator] TAILORED ARRIVAL. [ATIS code].
Note 5. Subsequent exchanges on different frequencies with the same ATSU do not
require the flight crew to state the passing level/altitude.

Who Procedures
Controller If continuation of the TA profile is acceptable to the approach controller, the controller
should clear the aircraft for the approach by stating:
(Step 9)
a) [call sign] AFTER [fix name] CLEARED [approach name]; or
b) [call sign] DESCEND VIA [TA designator] TAILORED ARRIVAL. CROSS
[fixname] AT OR ABOVE [level/altitude]. CLEARED [approach name]; or
c) DESCEND VIA THE [TA designator] TAILORED ARRIVAL. EXPECT
[runway or procedure name].
Example 1: [call sign] AFTER MENLO CLEARED ILS RW28L APPROACH.
Example 2: [call sign] DESCEND VIA THE FLORIDA 8 (or 9) TAILORED
ARRIVAL, CROSS PABOY AT OR ABOVE 3000FT. CLEARED LOCALIZER DME
RUNWAY 8L APPROACH.
Example 3: [call sign] DESCEND VIA THE FLORIDA 9 TAILORED ARRIVAL.
EXPECT RUNWAY 09.
Flight crew If all conditions are acceptable, the flight crew should execute the cleared FMS-directed
profile and apply standard approach and landing procedures.
(Step 10)
Controller a) At any time, the controller may issue alternative level/altitude, routing, or
vectors and discontinue the TA to best suit traffic conditions. When the controller
(Step 11)
discontinues the TA, the controller should provide instructions including an assigned
level/altitude to the flight crew.
Note 6. The controller must include an assigned level/altitude because the flight
crew does not know the minimum vectoring level/altitude nor do they know the
level/altitude of other traffic.
b) The controller may clear the aircraft back onto the TA by stating:
[call sign] CLEARED DIRECT [Waypoint on TA]. RESUME THE [TA designator]
TAILORED ARRIVAL.
6.3 Automatic dependent surveillance broadcast in-trail procedure (ADS-B ITP)
6.3.1 General
6.3.1.1 The ADS-B ITP is intended to increase the chances of receiving a clearance to climb or
descend to a specified flight level as requested by the flight crew. The ADS-B ITP permits the flight crew
to request a climb or descent manoeuvre past a maximum of two reference aircraft, in compliance with a
longitudinal separation minimum based on distance as determined by the aircrafts ADS-B system during
the ITP manoeuvre.

Note. See ICAO Doc 4444, paragraph 5.4.2.7, for standards for applying the longitudinal
separation minimum during an ADS-B ITP manoeuvre. Further guidance can be found in the:
a) Manual on Airborne Surveillance Applications (Doc 9994);
b) In Trail Procedure (ITP) Using Automatic Dependant Surveillance - Broadcast (ADS-B)" (ICAO
Circular 325); and
c) Safety, Performance and Interoperability Requirements Document for In Trail Procedure in
Oceanic Airspace (EUROCAE ED-159 / RTCA DO-312) and Supplement.
6.3.1.2 Prior to requesting an ITP climb or descend manoeuvre, the flight crew uses the ADS-B
system to determine if the ITP criteria are met. The ITP criteria are designed such that two aircraft will
maintain the ITP separation minimum (specified by ICAO Doc 4444) throughout the manoeuvre while
vertical separation is not maintained.
6.3.1.3 This section provides guidelines and procedures for delivering and executing the ADS-B
ITP clearance using CPDLC. These guidelines and procedures are intended for ANSPs that provide the
ADS-B ITP service and participating operators.
6.3.2 Provisions for the ADS-B ITP service and operator eligibility
6.3.2.1 When using CPDLC to support the ADS-B ITP, the ANSP should adhere to the
guidelines for the provision of CPDLC services provided in paragraph 3.1.
6.3.2.2 In addition to an operational authorization to use CPDLC per paragraph 3.2, an operator
intending to use ADS-B ITP service is required to obtain an operational authorization from the State of
registry or State of the operator, in accordance with airspace and State regulatory requirements.
6.3.3 Clearance delivery and execution
6.3.3.1 When performing an ADS-B ITP supported by CPDLC, the controller should issue
CPDLC clearance messages throughout the ADS-B ITP procedure, as appropriate, in response to the
flight crew request. The flight crew should respond appropriately to the CPDLC clearance messages and
ensure conformance to its clearance. Table 6-4 provides procedural guidance for delivering and
executing an ADS-B ITP clearance using CPDLC.

Table 6-4. ADS-B ITP clearance delivery and execution
Who Procedures
Flight crew The flight crew should check if the ITP criteria are met.
Step 1 Note. The display of surrounding traffic enhances flight crew awareness.
requests
clearance If the ITP criteria are met, then to request a climb or descent to a specified flight level, the
flight crew should send a CPDLC downlink message containing:
a) DM 9 REQUEST CLIMB TO [level] or DM 10 REQUEST DESCENT TO
[level], as appropriate; and
b) One of the following free text message elements, depending on the number and
the position of the reference aircraft, to convey traffic information to the controller:
Number and relative position of

Free Text content
reference aircraft
1 reference aircraft (ahead) DM 67a ITP [distance] BEHIND [aircraft
identification]
1 reference aircraft (behind) DM 67r ITP [distance] AHEAD OF [aircraft
identification]
2 reference aircraft (both ahead) DM 67s ITP [distance] BEHIND [aircraft
identification] AND [distance] BEHIND
[aircraft identification]
2 reference aircraft (both behind) DM 67t ITP [distance] AHEAD OF [aircraft
identification] AND [distance] AHEAD OF
2 reference aircraft (one ahead DM 67ag ITP [distance] BEHIND [aircraft
and one behind) identification] AND [distance] AHEAD OF
Note 1. [distance] is an integer value followed by NM and represents the ITP

distance from the reference aircraft identified in the request.
Note 2. [aircraft identification] is defined by ICAO PANS ATM, item 7 of the
flight plan (i.e. 2 to 7 characters).
Example of a request for an ADS-B ITP climb clearance:

DM 9 REQUEST CLIMB TO FL360
DM 67ag ITP 25NM BEHIND SIA228 AND 21NM AHEAD OF AFR008

Who Procedures
Controller If the parameters contained in the ITP request (i.e. number of reference aircraft and
distance) and the aircraft information available to the controller (e.g. surrounding traffic
Step 2
and differential Mach) are within the allowance for the ITP procedure, then to issue a
issues
vertical clearance for the ITP request, the controller should send a CPDLC uplink
clearance
message containing:
a) One of the free text message elements (in the table that follows), depending on
the number and the position of the reference aircraft, to convey traffic information to the
flight crew; and, as a minimum,
b) UM 20 CLIMB TO [level] or CLIMB TO AND MAINTAIN [altitude], or
UM 23 DESCEND TO [level] or DESCEND TO AND MAINTAIN [altitude],
as appropriate.
Number and relative position of

Free Text content
reference aircraft
1 reference aircraft (ahead) UM 169ac ITP BEHIND [aircraft

identification]
1 reference aircraft (behind) UM 169ad ITP AHEAD OF [aircraft
identification]
2 reference aircraft (both ahead) UM 169ae ITP BEHIND [aircraft
identification] AND BEHIND [aircraft
identification]
2 reference aircraft (both behind) UM 169af ITP AHEAD OF [aircraft
identification] AND AHEAD OF [aircraft
identification]
2 reference aircraft (one ahead and UM 169al ITP BEHIND [aircraft
one behind) identification] AND AHEAD OF [aircraft
identification]
Note 1. Depending on the operational context, the free text message element may
be combined with:
a) UM 26 CLIMB TO REACH [level] BY [time] or UM 27 CLIMB TO REACH
[level] BY [position] instead of UM 20; or
b) UM 28 DESCEND TO REACH [level] BY [time] or UM 29 DESCEND TO
REACH [level] BY [position] instead of UM 23.
Note 2. The message may also include other message elements such as UM 129
REPORT MAINTAINING [level] or REPORT LEVEL [altitude].

Who Procedures
Example of ADS-B ITP climb clearance message:
UM 169al ITP BEHIND SIA228 AND AHEAD OF AFR008
UM 20 CLIMB TO FL360 or CLIMB TO AND MAINTAIN FL360
Example of ADS-B ITP descent clearance message:
UM 169al ITP BEHIND SIA228 AND AHEAD OF AFR008
UM 28 DESCEND TO REACH FL320 BY 1234Z
Controller If for any reason the clearance requested by the flight crew is not available, the controller
should respond to the request by sending UM 0 UNABLE.
Step 2
unable to
The ADS-B ITP is terminated.
issue
clearance
If an intermediate flight level is available, the controller may send UM 169av SEND
NEW ITP REQUEST IF ABLE [level]), where level can be more than one level.
Note. The flight crew will return to Step 1.
Flight crew Upon receipt of the ADS-B ITP clearance, the flight crew should assess the clearance (in
accordance with applicable standards and regulations taking into account the provisions of
Step 3
Chapter 5).
responds to
clearance
If the ADS-B ITP criteria are still met, the flight crew should respond to the ADS-B ITP
clearance with DM 0 WILCO message and perform the vertical manoeuvre accordingly.
If the ADS-B ITP criteria are no longer met, the flight crew should respond to the ADS-B
ITP clearance with DM 1 UNABLE.

Chapter 7. State aircraft data link operations
7.1 General
7.1.1 The data link and voice communication requirements for CNS/ATM are being defined by
international, regional, and national civil aviation authorities and are based on use of commercial
communication systems. In airspace where procedural separation is being applied, data link has seen
increased use and is normally used as the means of communication. The military has unique requirements
insofar as using CPDLC. These requirements were never considered when the CPDLC message set was
being developed.
7.1.2 Many air and maritime air forces have the capability to conduct air-to-air refueling
(AAR) operations. Although detailed procedures are dependent on aircraft type, mode of employment and
national requirements, there is sufficient commonality for standard procedures to be developed to enhance
operational interoperability. Many of these air and maritime air forces are making the transition to
aeronautical data links and the use of controller pilot data link communications (CPDLC) and automatic
dependent surveillance - contract (ADS-C).
7.1.3 The procedures outlined below describe the communications to be utilized by military
aircraft in the attempt to promote harmonization in CPDLC and ADS-C procedures. These procedures
have been developed utilizing a combination of existing CPDLC message elements and standardized free
text. Standardized free text messages have been created to support these military operations in the
attempt to avoid the general use of free text messages and for overall standardization. To the maximum
extent possible, data link capable aircraft should adhere to procedural guidelines provided in Chapter 5
and Chapter 6.
7.1.4 The aim of this chapter is to provide a reference document covering military procedures
to be used in an aeronautical data link environment. This chapter will provide guidance for the flight
crew and the ANSP to promote harmonized military AAR operations in an aeronautical data link
environment and lead to a better understanding of AAR procedures and terminology.
7.2 Military assumes responsibility for separation of aircraft (MARSA)
7.2.1 Prior to commencing AAR or maneuvers with receiver aircraft, the tanker will notify
ATC that the military assumes responsibility for separation of aircraft (MARSA). The tanker will use the
term, MARSA, to notify ATC that the tanker and receiver aircraft are accepting the responsibility for their
actions within the AAR route and the tanker is the lead of the formation. ATC controls all other traffic to
preclude conflicts between civil and military traffic involved in the AAR while at the same time still
controlling the tanker and receiver. The actual refueling commences at the air refueling control point
(ARCP) and continues as the aircraft proceed down the refueling route. Normally, the refueling is
completed prior to the aircraft reaching the air refueling exit point (AREX) point. At AREX, both aircraft
need to receive ATC clearances to continue on their filed routing.

Table 7-1. MARSA initiation and termination procedures
Who Procedures
Flight crew a) The tanker can initiate MARSA after it receives clearance for the block
(Tanker) level/altitude and, optionally, reports passing the ARCP. The tanker informs the
controller that the flight crew is accepting MARSA procedures with the receiver.
(Step 1)
DM 67z ACCEPT MARSA WITH [call sign(s) of receiver aircraft]
where [receiver aircraft call sign(s)] exactly matches the filed flight plan(s) for the
receiver aircraft.
b) The tanker performs MARSA with receiver aircraft.
Flight crew To terminate MARSA, each aircraft should first notify the controller of their assigned
(Tanker and level/altitude.
Receiver)
DM 37 MAINTAINING [level] or LEVEL [altitude]
(Step 2)
Controller Then, when the controller receives notification that each aircraft is at its assigned
(to Tanker) level/altitude, the controller sends a free text message to terminate MARSA between
the tanker and the receiver aircraft.
(Step 3)
UM 169aq MARSA TERMINATED WITH [call sign(s) of receiver aircraft]
MARSA is terminated when the tanker receives notification.
7.3 Air-to-air refueling (AAR)
7.3.1 Air-to-air refueling is normally accomplished between 10,000 and 28,000 feet depending
on receiver type, requiring both aircraft to descent for refueling.
7.3.2 Refueling routes are numbered and depicted on charts used in airspace where ATS
surveillance services are being provided and a few are depicted on charts used in airspace where
procedural separation is being applied. Refueling may also be conducted on non-designated routes with
an altitude reservation (ALTRV). In all cases, the refueling procedure is part of the filed flight plan. The
flight plan always includes time, requested block level/altitude, air refueling control point (ARCP), air
refueling initial point (ARIP), air refueling exit point (AREX) and intermediate refueling route points. If
the procedure is depicted, its designation (ARxxx) is sufficient to define the route. In a procedurally
controlled environment, a refueling pattern may be part of an existing ALTRV.
7.3.3 During the refueling phase all aircraft operate within the block level/altitude and fly the
route along the refueling route in the flight plan. An ADS contract may be set with any aircraft but it is
only necessary with the lead tanker and needs to correspond with a filed flight plan. Additionally, any
other CPDLC report (i.e. UM 130 REPORT PASSING [position], etc.) may be requested of the tanker in
order to track the progress of the flight. The aircraft may or may not remain in a single formation in the

block level/altitude for the remainder of the flight. There are no special CPDLC messages developed
during this phase.
7.3.4 A typical air-refueling pattern is illustrated in Figure 7-1. The light green route
represents the tankers intended route to the ARCP. The light blue route is the receivers intended route.
Both aircraft file separate flight plans showing the specific aerial refueling locations. The dark blue route
is the tankers orbit and rendezvous flight paths with the dark green route depicting the AAR route. Three
or more points can define the AAR route. The ARIP is the point where the receiver enters the AAR route.
The ARCP is the reference point for the holding pattern where the tanker awaits the receiver. The AAR
route is between the ARCP and the AREX.
Tanker
Tanker
Receiver
ARIP ARCP AREX Receiver
Tanker
Figure 7-1. Air refueling pattern
Table 7-2. Air refueling data link procedures

Who Procedures
Flight crew At approximately 10 minutes from the ARCP, the tanker requests a clearance to delay
(Tanker) at the ARCP until the rendezvous with the receiver and request a block level/altitude
for air refueling.
(Step 1)
DM 25 REQUEST CLEARANCE
DM 67w TO DELAY FOR AIR REFUEL AT [position] UNTIL [time]
DM 7 REQUEST BLOCK [level] TO [level]
Where:
[position] is the ARCP as filed in the tankers flight plan.
[time] is the time the tanker expects to pass the ARCP and commence refueling along
the refueling route. It is also the end of the delay time.

Who Procedures
Controller a) The controller clears the tanker to delay at the ARCP, as requested.
(to Tanker)
UM 169ar CLEARED TO DELAY FOR AIR REFUEL AT [position] UNTIL [time]
(Step 2)
Note. This message may need to be appended with a free text message in
the event the controller needs to specify a specific area of operations or if the area to
delay is different than the filed flight plan.
b) If block level/altitude is available, the controller issues one of the following

instructions:
UM 31 CLIMB TO AND MAINTAIN BLOCK [level] TO [level]; or
UM 32 DESCEND TO AND MAINTAIN BLOCK [level] TO [level]; or
UM 30 MAINTAIN BLOCK [level] TO [level].
Optionally, the controller may append the following:
UM 180 REPORT REACHING BLOCK [level] TO [level]; and/or
UM 130 REPORT PASSING [position]
c) If the block level/altitude clearance is not available, the controller issues the
following:
UM 0 UNABLE
UM 19 MAINTAIN [level], then any one of the following
UM 9 or UM 10 EXPECT DESCENT AT [position/time]; or
UM 7 or UM 8 EXPECT CLIMB AT [position/time].
Optionally, the controller may request a report.
UM 130 REPORT PASSING [position].
Flight crew The tanker responds to the controller instructions in accordance with the guidance
(Tanker) provided in paragraph 2.2.5.4.
(Step 3) DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.

Who Procedures
Flight crew If ATC has instructed the aircraft to report passing the ARCP, then when the tanker
(Tanker) crosses the ARCP, the flight crew notifies the controller that it has crossed the ARCP
and has entered the air-refueling orbit.
(Step 4)
DM 31 PASSING [position]
Controller If block level/altitude was NOT previously available, when traffic permits, the
(to Tanker) controller issues the block level/altitude clearance for the tanker.
(Step 5) UM 31 CLIMB TO AND MAINTAIN BLOCK [level] TO [level]; or
UM 30 MAINTAIN BLOCK [level] TO [level].
UM 180 REPORT REACHING BLOCK [level] TO [level].
Flight crew The tanker responds to the controller instructions in accordance with the guidance
(Tanker) provided in paragraph 2.2.5.4.
(Step 6) DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
Flight crew When the receiver approaches the ARIP, the tanker informs the controller that the
(Tanker) flight crew is accepting MARSA procedures with the receiver.
(Step 7) DM 67z ACCEPT MARSA WITH [call sign(s) of receiver aircraft]
where [call sign(s) of receiver aircraft] exactly matches the filed flight plan(s) for the
receiver aircraft.
Flight crew Prior to entering the ARIP ARCP route, each receiver aircraft requests a
(Receiver(s)) level/altitude change to conduct refueling.
(Step 8) DM 7 REQUEST BLOCK [level] TO [level]

Who Procedures
Controller a) If the controller has received the MARSA message from the tanker, the
(to Receiver(s)) controller clears the receiver(s) to operate in the block level/altitude required for
refueling.
(Step 9)
Note. If the controller did not receive the MARSA message from the tanker,
the controller would UNABLE any requests from the receiver(s) until MARSA could
be confirmed.
UM 31 CLIMB TO AND MAINTAIN BLOCK [level] TO [level]; or
UM 30 MAINTAIN BLOCK [level] TO [level]; and
UM 169as CLEARED TO CONDUCT REFUELING.
UM 180 REPORT REACHING BLOCK [level] TO [level].
Controller b) The controller clears the tanker for refueling.

(to Tanker)
UM 169 CLEARED TO CONDUCT REFUELING.
Flight crew The tanker and receiver respond to the controller instructions in accordance with the
(Tanker and guidance provided in paragraph 2.2.5.4.
Receiver)
DM 0 WILCO;
(Step 10)
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
Flight crew When the tanker is commencing the rendezvous with the receiver, each aircraft sends
(Tanker and the following:
Receiver)
DM 11 AT [position] REQUEST CLIMB TO [level]; or
(Step 11)
DM 12 AT [position] REQUEST DESCENT TO [level];
Where:
[position] is the EXIT point; and
[level] is the requested level for each aircraft after refueling is complete.
Flight crew When approaching the end of refueling, the tanker notifies the controller when to
(Tanker) expect the end of refueling.
(Step 12) DM 67x EXPECT END OF REFUEL AT [time/position].

Who Procedures
Controller The controller issues instructions to assign different flight levels/altitudes to each of
(to Tanker and the aircraft upon completion of refueling.
Receiver)
UM 164 WHEN READY; and
(Step 13)
UM 19 MAINTAIN [level]; and
UM 129 REPORT MAINTAINING [level] or REPORT LEVEL [altitude]
Note. Climb or descent clearances may be issued as appropriate.
Flight crew a) The tanker and receiver respond to the controller instructions in accordance
(Tanker and with the guidance provided in paragraph 2.2.5.4.
Receiver)
DM 0 WILCO;
(Step 14)
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
b) When the aircraft is maintaining the assigned level, each aircraft notifies the
controller.
DM 37 MAINTAINING [level] or LEVEL [altitude]
Controller When the controller receives notification that each aircraft is at its assigned
(to Tanker) level/altitude, the controller sends a free text message to terminate MARSA between
the tanker and the receiver aircraft.
(Step 15)
UM 169aq MARSA TERMINATED WITH [call sign(s) of receiver aircraft]
7.4 Formation flight data link procedures
7.4.1 Formation flying in a standard formation is usually one in which a proximity of no more
than 1 mile laterally or longitudinally and within 100 feet vertically from the flight leader is maintained
by each aircraft. Non-standard formations are those operating under conditions other than standard
formation dimensions that the flight leader has requested and air traffic control (ATC) has approved, or
when operating within an authorized ALTRV.
7.4.2 For each flight plan, the lead aircraft will initiate a logon at the correct time (refer to
paragraph 5.2.2). Once in formation, only the lead aircraft will make position reports in accordance
paragraph 5.6. Use CPDLC standard messages for level/altitude requests, routing requests (if different
from what was filed), and speed or ETA requests with ATC to effect any en-route changes.
7.4.3 In the event a formation wants to break-up the formation or depart an ALTRV the aircraft
desiring to break off of the formation will coordinate their departure a minimum of ten (10) minutes prior

to separation with appropriate requests, and the following data link procedures will be used. Air traffic
control will need separate flight plans for each flight in the event that the formation splits.
Table 7-3. Single aircraft or formation joining an ALTRV data link procedures
Who Procedures
Flight crew When a single aircraft or formation is joining an ALTRV, the flight crew notifies the
controller of its intention to join the formation.
DM 67y JOINING ALTRV [ALTRV designator] AT [time/position]
Example:
JOINING ALTRV CW413 AT HEMLO or JOINING ALTRV CW413 AT 1530Z
Table 7-4. Formation break-up or departure from ALTRV data link procedures
Who Procedures
Controller ATC responds to the request.
UM 74 PROCEED DIRECT TO [position]; or
UM 76 AT [time] PROCEED DIRECT TO [position];or
UM 77 AT [position] PROCEED DIRECT TO [position]; or
UM 79 CLEARED TO [position] VIA [route clearance]; or
UM 80 CLEARED [route clearance]; or
Flight crew The flight crew responds to the controller instructions in accordance with the
guidance provided in paragraph 2.2.5.4.
DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
Flight crew or The flight crew may further request desired level/altitude and the controller would
Controller respond with the appropriate instructions.

7.5 ADS-C reports
7.5.1 If suitably equipped, State aircraft should ensure ADS-C is armed because ADS contracts
may be established by ATC. ATC will establish ADS contracts with the lead aircraft as identified in the
filed flight plan.

Global Operational Data Link Document (GOLD) A-1
Appendix A CPDLC message elements and standardized free text messages
A.1 General
A.1.1 This appendix contains the CPDLC message elements and standardized and preformatted
free text messages for the FANS 1/A, ATN B1, and ATN B1-FANS 1/A data link systems described in
paragraph 2.1.2. The CPDLC message elements are based on ICAO Doc 4444, 15th Edition.
Section A.2 provides a CPDLC message element response requirements key;
Section A.3 provides the CPDLC uplink message elements and intended uses;
Section A.4 provides the CPDLC downlink message elements; and
Section A.5 provides CPDLC standardized free text messages.
A.1.2 The following guidelines apply:
a) Normal text is taken from ICAO Doc 4444 (e.g. message response key or message intent/use)
and represents the global baseline. Italic text supplements the ICAO Doc 4444 guideline either as a Note
or specific to FANS 1/A, ATN B1, or ATN B1-FANS 1/A data link system.
b) In cases where there is a choice for the message element or the response attribute, the first
choice that appears in the row for that message element is shown in bold text and indicates the preferred
choice, per ICAO Doc 4444, and should be used for new implementations. The second choice is shown
in italic text and indicates legacy implementations (e.g. FANS 1/A), that are considered acceptable.
c) The following variables are considered operationally interchangeable in this document
respecting range and resolution variations as defined in interoperability standards:
ICAO Doc 4444 variable Equivalent FANS 1/A variable

[level] [altitude] (See Note)
[specified distance] [direction] [distance offset] [direction]
[departure clearance] [predeparture clearance]
[unit name] [icao unit name]
[code] [beacon code]
[facility designation] [icao facility designation]
[persons on board] [remaining souls]
Note. ICAO Doc 4444 notes that message elements that contain the [level] variable can be
specified as either a single level or a vertical range (i.e. block level). FANS 1/A only considers the
[level] variable as a single level and uses message elements that are intended exclusively for specifying a
vertical range (e.g. UM 30, UM 31, UM 32, UM 180, DM 7, DM 76, DM 77, etc). ATN B1 uses the
[level] variable to specify a vertical range and does not use the message elements intended exclusively for
specifying a vertical range, except in cases where an ATN B1 ground system provides data link service to
FANS 1/A aircraft.
d) The CPDLC message set column indicates which of the CPDLC message sets, FANS 1/A,
ATN B1 or FANS 1/A-ATN B1, supports the message element. The cell is shaded green if they are valid
messages in the ICAO Doc 4444 message set and red if they are reserved.
GOLD Second Edition 26 April 2013

A-2 Global Operational Data Link Document (GOLD)
1) If a CPDLC message set supports a message element that is reserved in ICAO Doc 4444,
then the cell will be red and the data link system will be highlighted in green. In these cases, the ANSPs
and operators should establish procedures or automation to avoid the use of these message elements.
2) In some cases, a CPDLC message set supports a message element that is also a valid
message element in ICAO Doc 4444, but its use should be avoided due to potential misinterpretation. In
these cases, a note has been added to the Message intent/use column, and the ANSPs and operators
should establish procedures or automation to avoid the use of these message elements.
3) N/A in this column indicates that none of the CPDLC message sets support the message
element.
e) The CPDLC message set in use will depend on the aircraft system and ground system
capabilities and is shown as follows:
Ground systems Aircraft systems CPDLC message set

(See Note 2) (See Note 1)
FANS 1/A FANS 1/A FANS 1/A
FANS 1/A FANS 1/A-ATN B1 FANS 1/A
FANS 1/A ATN B1 N/A
ATN B1 FANS 1/A N/A
ATN B1 FANS 1/A-ATN B1 ATN B1
ATN B1 ATN B1 ATN B1
FANS 1/A-ATN B1 FANS 1/A FANS 1/A-ATN B1
FANS 1/A-ATN B1 ATN B1 ATN B1
FANS 1/A-ATN B1 FANS 1/A-ATN B1 ATN B1 or FANS 1/A-ATN B1
Note 1. The FANS 1/A-ATN B1 message set provides the ground system the equivalent of an
ATN B1 message set for FANS 1/A aircraft, either through the use of UM 183 and UM 169
[free text] or other message elements that are operationally equivalent, except UM 215, UM
190, UM 227 and UM 196 are not supported.
Note 2. A FANS 1/A-ATN B1 aircraft system fully supports FANS 1/A and ATN B1 CPDLC
message sets.
Note. The FOREWORD suggests that this guidance material may contain material that may
eventually become Standards and Recommended Practices (SARPs), or PANS provisions. In particular,
ICAO should strongly consider appropriate changes where experience has shown that valid message
elements should be avoided, as indicated in this appendix.
Second Edition 26 April 2013 GOLD

A.2 CPDLC message element response requirements key
Response Description
column
For uplink message
W/U Response required. Yes
Valid responses. WILCO, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY,
NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT
(only if required), ERROR
Note. WILCO, UNABLE, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED
NEXT DATA AUTHORITY and ERROR will close the uplink message.
FANS 1/A. WILCO, UNABLE, STANDBY, ERROR, NOT CURRENT DATA AUTHORITY.
A/N Response required. Yes
Valid responses. AFFIRM, NEGATIVE, STANDBY, NOT CURRENT DATA
AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL
ACKNOWLEDGEMENT (only if required), ERROR
Note. AFFIRM, NEGATIVE, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED
NEXT DATA AUTHORITY and ERROR will close the uplink message.
FANS 1/A. AFFIRM, NEGATIVE, STANDBY, ERROR, NOT CURRENT DATA
AUTHORITY.
R Response required. Yes
Valid responses. ROGER, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY,
NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGEMENT
(only if required), ERROR
Note. ROGER, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA
AUTHORITY and ERROR will close the uplink message.
FANS 1/A. ROGER, STANDBY, ERROR, NOT CURRENT DATA AUTHORITY.
FANS 1/A aircraft do not have the capability to send UNABLE in response to an uplink
message containing message elements with an R response attribute. For these aircraft,
the flight crew may use alternative means to UNABLE the message. These alternative
means will need to be taken into consideration to ensure proper technical and operational
closure of the communication transaction.
Y Response required. Yes
Valid responses: Any CPDLC downlink message, LOGICAL ACKNOWLEDGEMENT
(only if required)
N Response required. No, unless logical acknowledgement required.
Valid Responses (only if LOGICAL ACKNOWLEDGEMENT is required). LOGICAL
ACKNOWLEDGEMENT, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED
NEXT DATA AUTHORITY, ERROR
FANS 1/A. Defined Response not required, but not used. Under some circumstances,
an ERROR message will also close an uplink message.

Response Description
column
NE [Not defined in ICAO Doc 4444]
FANS 1/A. The WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, and STANDBY
responses are not enabled (NE) for flight crew selection. An uplink message with a response
attribute NE is considered to be closed even though a response may be required
operationally. Under some circumstances, a downlink error message may be linked to an
uplink message with a NE attribute.
For downlink messages
Y Response required. Yes
Valid responses. Any CPDLC uplink message, LOGICAL ACKNOWLEDGEMENT (only
if required).
N Response required. No, unless logical acknowledgement required.
Valid responses (only if LOGICAL ACKNOWLEDGEMENT is required). LOGICAL
ACKNOWLEDGEMENT, SERVICE UNAVAILABLE, FLIGHT PLAN NOT HELD,
ERROR
FANS 1/A. Aircraft do not have the capability to receive technical responses to downlink
message elements with an N response attribute (other than LACK or ERROR for ATN B1
aircraft). In some cases, the response attribute is different between FANS 1/A aircraft and
ICAO Doc 4444. As an example, most emergency messages have an N response attribute
for FANS 1/A whereas ICAO Doc 4444 defines a Y response attribute for them. As a
consequence, for FANS 1/A aircraft, the ATC will need to use alternative means to
acknowledge to the flight crew that an emergency message has been received.
A.3 CPDLC uplink message elements
Ref Message Intent/Use Message Element Resp. Data link

# system(s)
Responses/Acknowledgements (uplink)
UM Indicates that ATC cannot comply with UNABLE N FANS 1/A
0 the request. or ATN B1
NE FANS 1/A-
ATN B1
UM Indicates that ATC has received the STANDBY N FANS 1/A
1 message and will respond. or ATN B1
Note. The flight crew is informed that NE FANS 1/A-
the request is being assessed and there ATN B1
will be a short-term delay (e.g. as
appropriate, given the situation, but not to
exceed 10 minutes). The exchange is not
closed and the request will be responded
to when conditions allow.


# system(s)
UM Indicates that ATC has received the REQUEST DEFERRED N FANS 1/A
2 request but it has been deferred until later. or
Note. The flight crew is informed that NE
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.
UM Indicates that ATC has received and ROGER N FANS 1/A
3 understood the message. or ATN B1
NE FANS 1/A-
ATN B1
UM Yes. AFFIRM N FANS 1/A
4 or ATN B1
NE FANS 1/A-
ATN B1
UM No NEGATIVE N FANS 1/A
5 or ATN B1
NE FANS 1/A-
ATN B1
UM Notification of receipt of unlawful ROGER 7500 N N/A
235 interference message. (Urgent)
UM Indicates that the ATC has received the REQUEST FORWARDED N FANS 1/A
211 request and has passed it to the next [free text]
control authority. ATN B1
FANS 1/A and FANS 1/A-ATN B1. Uses FANS 1/A-
UM 169x free text for FANS 1/A aircraft. ATN B1
UM Indicates to the pilot that the request has REQUEST ALREADY N N/A
218 already been received on the ground. RECEIVED
UM Indicates that the request cannot be REQUEST AGAIN WITH N FANS 1/A
237 responded to by the current unit and that it NEXT UNIT [free text]
should be requested from the next unit. ATN B1
UM 169ab free text for FANS 1/A aircraft. ATN B1
Vertical Clearances (uplink)
UM Notification that a level change EXPECT [level] R FANS 1/A
6 instruction should be expected.
Note. Avoid use of this message element
due to potential misinterpretation.


# system(s)
UM Notification that an instruction should be EXPECT CLIMB AT R FANS 1/A
7 expected for the aircraft to commence [time]
climb at the specified time.
Note. The controller should only use
this message to respond to a flight crew
request (e.g. WHEN CAN WE EXPECT).
UM Notification that an instruction should be EXPECT CLIMB AT R FANS 1/A
8 expected for the aircraft to commence [position]
climb at the specified position.
UM Notification that an instruction should be EXPECT DESCENT AT R FANS 1/A
9 expected for the aircraft to commence [time]
descent at the specified time.
UM Notification that an instruction should be EXPECT DESCENT AT R FANS 1/A
10 expected for the aircraft to commence [position]
descent at the specified position.
UM Notification that an instruction should be EXPECT CRUISE CLIMB R FANS 1/A
11 expected for the aircraft to commence AT [time]
cruise climb at the specified time.
UM Notification that an instruction should be EXPECT CRUISE CLIMB R FANS 1/A
12 expected for the aircraft to commence AT [position]
cruise climb at the specified position.
UM (Reserved) N/A R FANS 1/A
13 Note. Avoid use of this message
element, AT [time] EXPECT CLIMB TO
[altitude], as it is reserved in ICAO
Doc 4444.


# system(s)
element, AT [position] EXPECT CLIMB
TO [altitude], as it is reserved in ICAO
Doc 4444.
element, AT [time] EXPECT DESCENT
TO [altitude], as it is reserved in ICAO
Doc 4444.
element, AT [position] EXPECT
DESCENT TO [altitude], as it is reserved
in ICAO Doc 4444.
element, AT [time] EXPECT CRUISE
CLIMB TO [altitude], as it is reserved in
ICAO Doc 4444.
element, AT [position] EXPECT CRUISE
CLIMB TO [altitude], as it is reserved in
ICAO Doc 4444.
UM Instruction to maintain the specified level. MAINTAIN [level] W/U FANS 1/A
19 ATN B1
FANS 1/A-
ATN B1
UM Instruction that a climb to a specified CLIMB TO [level] or W/U FANS 1/A
20 level is to commence and once reached CLIMB TO AND ATN B1
the specified level is to be maintained. MAINTAIN [altitude] FANS 1/A-
ATN B1


# system(s)
UM Instruction that at the specified time a AT [time] CLIMB TO W/U FANS 1/A
21 climb to the specified level is to [level] or AT [time] CLIMB
commence and once reached the specified TO AND MAINTAIN
level is to be maintained. [altitude]
Note 1. Instruction that NOT BEFORE
the specified time, a climb to the specified
level is to commence and once reached
the specified level is to be maintained.
Note 2. Precede this message element
with UM 19 MAINTAIN [level], to
prevent the premature execution of the
instruction.
UM Instruction that at the specified position a AT [position] CLIMB TO W/U FANS 1/A
22 climb to the specified level is to [level] or AT [position]
commence and once reached the specified CLIMB TO AND
level is to be maintained. MAINTAIN [altitude]
Note 1. Instruction that AFTER
PASSING the specified position, a climb
to the specified level is to commence and
once reached the specified level is to be
maintained.
instruction.
UM (Reserved) N/A W/U N/A
185
UM Instruction that a descent to a specified DESCEND TO [level] or W/U FANS 1/A
23 level is to commence and once reached DESCEND TO AND ATN B1
the specified level is to be maintained. MAINTAIN [altitude] FANS 1/A-
ATN B1


# system(s)
UM Instruction that at a specified time a AT [time] DESCEND TO W/U FANS 1/A
24 descent to a specified level is to [level] or AT [time]
commence and once reached the specified DESCEND TO AND
Note 1. Instruction that NOT BEFORE
the specified time, a descent to the
specified level is to commence, and once
reached, the specified level is to be
maintained.
instruction.
UM Instruction that at the specified position a AT [position] DESCEND W/U FANS 1/A
25 descent to the specified level is to TO [level] or AT [position]
commence and once reached the specified DESCEND TO AND
Note 1. Instruction that AFTER
PASSING the specified position, a descent
to the specified level is to commence and
once reached the specified level is to be
maintained.
instruction.
UM (Reserved) N/A W/U N/A
186
UM Instruction that a climb is to commence at CLIMB TO REACH [level] W/U FANS 1/A
26 a rate such that the specified level is BY [time] ATN B1
reached at or before the specified time. FANS 1/A-
When this message element is not ATN B1
concatenated with another vertical
clearance, the level specified is the
assigned level which is to be maintained.
Note. Instruction that a climb is to
commence at a rate such that the specified
level is reached NOT LATER THAN the
specified time.


# system(s)
UM Instruction that a climb is to commence at CLIMB TO REACH [level] W/U FANS 1/A
27 a rate such that the specified level is BY [position] ATN B1
reached at or before the specified position. FANS 1/A-
Note. Instruction that a climb is to
level is reached BEFORE PASSING the
specified position.
UM Instruction that a descent is to commence DESCEND TO REACH W/U FANS 1/A
28 at a rate such that the specified level is [level] BY [time] ATN B1
reached at or before the specified time. FANS 1/A-
Note. Instruction that a descent is to
level is reached NOT LATER THAN the
specified time.
UM Instruction that a descent is to commence DESCEND TO REACH W/U FANS 1/A
29 at a rate such that the specified level is [level] BY [position] ATN B1
reached at or before the specified position. FANS 1/A-
Note. Instruction that a descent is to
level is reached BEFORE PASSING the
specified position.
UM Instruction that a change of level is to REACH [level] BY [time] W/U N/A
192 continue, but at a rate such that the
specified level is reached at or before the
specified time.
UM Instruction that a change of level is to REACH [level] BY W/U N/A
209 continue, but at a rate such that the [position]
specified level is reached at or before the
specified position.


# system(s)
UM Instruction that a level within the defined MAINTAIN BLOCK W/U FANS 1/A
30 vertical range specified is to be [level] TO [level] FANS 1/A-
maintained. ATN B1
FANS 1/A-ATN B1. FANS 1/A aircraft
only. ATN B1 aircraft accepts UM 19
MAINTAIN [level], where [level] is a
vertical range.
UM Instruction that a climb to a level within CLIMB TO AND W/U FANS 1/A
31 the vertical range defined is to commence. MAINTAIN BLOCK FANS 1/A-
FANS 1/A-ATN B1. FANS 1/A aircraft [level] TO [level] ATN B1
CLIMB TO [level], where [level] is a
vertical range.
UM Instruction that a descent to a level within DESCEND TO AND W/U FANS 1/A
32 the vertical range defined is to commence. MAINTAIN BLOCK FANS 1/A-
FANS 1/A-ATN B1. FANS 1/A aircraft [level] TO [level] ATN B1
DESCEND TO [level], where [level] is a
vertical range.
UM Instruction that a cruise climb to the CRUISE CLIMB TO W/U FANS 1/A
34 specified level is to commence and [level]
continue and, once reached the specified
UM Instruction to be used in conjunction with WHEN ABOVE (level) W/U FANS 1/A
35 an associated level instruction indicating COMMENCE CRUISE
that a cruise climb can commence once CLIMB or CRUISE
above the specified level. CLIMB ABOVE [level]
UM Instruction to stop the climb at the STOP CLIMB AT [level] W/U N/A
219 specified level and, once reached, this (Urgent)
level is to be maintained. The specified
level will be below the previously
assigned level.
UM Instruction to stop the descent at the STOP DESCENT AT W/U N/A
220 specified level and, once reached, this [level] (Urgent)
level is to be maintained. The specified
level will be above the previously
assigned level.


# system(s)
UM Instruction that the climb to the specified EXPEDITE CLIMB TO W/U FANS 1/A
36 level should be made at the aircrafts best [level]
rate.
UM Instruction that the descent to the EXPEDITE DESCENT W/U FANS 1/A
37 specified level should be made at the TO[level]
aircrafts best rate.
UM Urgent instruction to immediately climb IMMEDIATELY CLIMB W/U FANS 1/A
38 to the specified level and, once reached, TO [level] (Distress)
UM Urgent instruction to immediately descend IMMEDIATELY W/U FANS 1/A
39 to the specified level and, once reached, DESCEND TO [level] (Distress)
UM (Reserved) (Not defined) Y FANS 1/A
40 Note. Avoid use of this message or
element, IMMEDIATELY STOP CLIMB W/U
AT [altitude], as it is reserved in ICAO
Doc 4444.
element, IMMEDIATELY STOP W/U
DESCENT AT [altitude], as it is reserved
in ICAO Doc 4444.
UM Instruction to climb at not less than the CLIMB AT [vertical rate] W/U FANS 1/A
171 specified rate. MINIMUM ATN B1
FANS 1/A-
ATN B1
UM Instruction to climb at not above the CLIMB AT [vertical rate] W/U FANS 1/A
172 specified rate. MAXIMUM ATN B1
FANS 1/A-
ATN B1
UM Instruction to descend at not less than the DESCEND AT [vertical W/U FANS 1/A
173 specified rate. rate] MINIMUM ATN B1
FANS 1/A-
ATN B1
UM Instruction to descend at not above the DESCEND AT [vertical W/U FANS 1/A
174 specified rate. rate] MAXIMUM ATN B1
FANS 1/A-
ATN B1


# system(s)
element, CRUISE [altitude], as it is W/U
reserved in ICAO Doc 4444.
Crossing Constraints (uplink)
element, EXPECT TO CROSS [position]
AT [altitude], as it is reserved in ICAO
Doc 4444.
AT OR ABOVE [altitude], as it is reserved
in ICAO Doc 4444.
AT OR BELOW [altitude], as it is
AT AND MAINTAIN [altitude], as it is
UM Instruction that the specified position is to CROSS [position] AT W/U FANS 1/A
46 be crossed at the specified level. This may [level] ATN B1
require the aircraft to modify its climb or FANS 1/A-
descent profile. ATN B1
UM Instruction that the specified position is to CROSS [position] AT OR W/U FANS 1/A
47 be crossed at or above the specified level. ABOVE [level] ATN B1
FANS 1/A-
ATN B1
48 be crossed at or below the specified level. BELOW [level] ATN B1
FANS 1/A-
ATN B1
UM Instruction that the specified position is to CROSS [position] AT AND W/U FANS 1/A
49 be crossed at the specified level and that MAINTAIN [level]
level is to be maintained when reached.


# system(s)
UM Instruction that the specified position is to CROSS [position] W/U FANS 1/A
50 be crossed at a level between the specified BETWEEN [level] AND
levels. [level]
51 be crossed at the specified time. [time] ATN B1
FANS 1/A-
ATN B1
52 be crossed at or before the specified time. BEFORE [time] ATN B1
FANS 1/A-
ATN B1
53 be crossed at or after the specified time. AFTER [time] ATN B1
FANS 1/A-
ATN B1
UM Instruction that the specified position is to CROSS [position] W/U FANS 1/A
54 be crossed at a time between the specified BETWEEN [time] AND ATN B1
times. [time] FANS 1/A-
ATN B1
55 be crossed at the specified speed and the [speed] ATN B1
specified speed is to be maintained until FANS 1/A-
further advised. ATN B1
56 be crossed at a speed equal to or less than LESS THAN [speed]
the specified speed and the specified
speed or less is to be maintained until
further advised.
57 be crossed at a speed equal to or greater GREATER THAN [speed]
than the specified speed and the specified
speed or greater is to be maintained until
further advised.
58 be crossed at the specified time and the [time] AT [level]
specified level.
59 be crossed at or before the specified time BEFORE [time] AT [level]
and at the specified level.


# system(s)
60 be crossed at or after the specified time AFTER [time] AT [level]
and at the specified level.
UM Instruction that the specified position is to CROSS [position] AT AND W/U FANS 1/A
61 be crossed at the specified level and MAINTAIN [level] AT ATN B1
speed, and the level and speed are to be [speed] FANS 1/A-
maintained. ATN B1
UM Instruction that at the specified time the AT [time] CROSS W/U FANS 1/A
62 specified position is to be crossed at the [position] AT AND
specified level and the level is to be MAINTAIN [level]
maintained.
UM Instruction that at the specified time the AT [time] CROSS W/U FANS 1/A
63 specified position is to be crossed at the [position] AT AND
specified level and speed, and the level MAINTAIN [level] AT
and speed are to be maintained. [speed]
Lateral Offsets (uplink)
UM Instruction to fly a parallel track to the OFFSET [specified W/U FANS 1/A
64 cleared route at a displacement of the distance] [direction] OF ATN B1
specified distance in the specified ROUTE FANS 1/A-
direction. ATN B1
UM Instruction to fly a parallel track to the AT [position] OFFSET W/U FANS 1/A
65 cleared route at a displacement of the [specified distance]
specified distance in the specified [direction] OF ROUTE
direction and commencing at the specified
position.
UM Instruction to fly a parallel track to the AT [time] OFFSET W/U FANS 1/A
66 cleared route at a displacement of the [specified distance]
specified distance in the specified [direction] OF ROUTE
direction and commencing at the specified
time.
UM Instruction that the cleared flight route is PROCEED BACK ON W/U FANS 1/A
67 to be rejoined. ROUTE
UM Instruction that the cleared flight route is REJOIN ROUTE BY W/U FANS 1/A
68 to be rejoined at or before the specified [position]
position.
UM Instruction that the cleared flight route is REJOIN ROUTE BY W/U FANS 1/A
69 to be rejoined at or before the specified [time]
time.


# system(s)
UM Notification that a clearance may be EXPECT BACK ON R FANS 1/A
70 issued to enable the aircraft to rejoin the ROUTE BY [position]
cleared route at or before the specified
position.
UM Notification that a clearance may be EXPECT BACK ON R FANS 1/A
71 issued to enable the aircraft to rejoin the ROUTE BY [time]
cleared route at or before the specified
time.
UM Instruction to resume own navigation RESUME OWN W/U FANS 1/A
72 following a period of tracking or heading NAVIGATION ATN B1
clearances. May be used in conjunction FANS 1/A-
with an instruction on how or where to ATN B1
rejoin the cleared route.
Route Modifications (uplink)
UM Instruction to be followed from departure [departure clearance] W/U FANS 1/A
73 until the specified clearance limit.
UM Instruction to proceed directly from its PROCEED DIRECT TO W/U FANS 1/A
74 present position to the specified position. [position] ATN B1
FANS 1/A-
ATN B1
UM Instruction to proceed, when able, directly WHEN ABLE PROCEED W/U FANS 1/A
75 to the specified position. DIRECT TO [position]
UM Instruction to proceed, at the specified AT [time] PROCEED W/U FANS 1/A
76 time, directly to the specified position. DIRECT TO [position]
UM Instruction to proceed, at the specified AT [position] PROCEED W/U FANS 1/A
77 position, directly to the next specified DIRECT TO [position]
position.
UM Instruction to proceed, upon reaching the AT [level] PROCEED W/U FANS 1/A
78 specified level, directly to the specified DIRECT TO [position]
position.
UM Instruction to proceed to the specified CLEARED TO [position] W/U FANS 1/A
79 position via the specified route. VIA [route clearance] ATN B1
FANS 1/A-
ATN B1
UM Instruction to proceed via the specified CLEARED [route W/U FANS 1/A
80 route. clearance] ATN B1
FANS 1/A-
ATN B1
UM Instruction to proceed in accordance with CLEARED [procedure W/U FANS 1/A
81 the specified procedure. name]


# system(s)
UM Instruction to leave controlled airspace. LEAVE CONTROLLED W/U N/A
236 AIRSPACE
UM Approval to deviate up to the specified CLEARED TO DEVIATE W/U FANS 1/A
82 distance from the cleared route in the UP TO [specified distance] ATN B1
specified direction. [direction] OF ROUTE FANS 1/A-
ATN B1
UM Instruction to proceed from the specified AT [position] CLEARED W/U FANS 1/A
83 position via the specified route. [route clearance]
UM Instruction to proceed from the specified AT [position] CLEARED W/U FANS 1/A
84 position via the specified procedure. [procedure name]
UM Notification that a clearance to fly on the EXPECT [route clearance] R FANS 1/A
85 specified route may be issued.
UM Notification that a clearance to fly on the AT [position] EXPECT R FANS 1/A
86 specified route from the specified position [route clearance]
may be issued.
UM Notification that a clearance to fly directly EXPECT DIRECT TO R FANS 1/A
87 to the specified position may be issued. [position]
UM Notification that a clearance to fly directly AT [position] EXPECT R FANS 1/A
88 from the first specified position to the DIRECT TO [position]
next specified position may be issued.
UM Notification that a clearance to fly directly AT [time] EXPECT R FANS 1/A
89 to the specified position commencing at DIRECT TO [position]
the specified time may be issued.
UM Notification that a clearance to fly directly AT [level] EXPECT R FANS 1/A
90 to the specified position commencing DIRECT TO [position]
when the specified level is reached may
be issued.


# system(s)
UM Instruction to enter a holding pattern with HOLD AT [position] W/U FANS 1/A
91 the specified characteristics at the MAINTAIN [level]
specified position and level. INBOUND TRACK
[degrees] [direction]
TURNS [leg type] or
HOLD AT [position]
MAINTAIN [altitude]
INBOUND TRACK
[degrees][direction] TURN
LEG TIME [leg type]
UM Instruction to enter a holding pattern with HOLD AT [position] AS W/U FANS 1/A
92 the published characteristics at the PUBLISHED MAINTAIN ATN B1
specified position and level. [level] FANS 1/A-
ATN B1
UM Notification that an onwards clearance EXPECT FURTHER R FANS 1/A
93 may be issued at the specified time. CLEARANCE AT [time]
UM Instruction to turn left or right as specified TURN [direction] W/U FANS 1/A
94 on to the specified heading. HEADING [degrees] ATN B1
FANS 1/A-
ATN B1
UM Instruction to turn left or right as specified TURN [direction] W/U FANS 1/A
95 on to the specified track. GROUND TRACK
[degrees]
UM Instruction to turn a specified number of TURN [direction] [degrees] W/U ATN B1
215 degrees left or right. DEGREES FANS 1/A-
ATN B1
UM Instruction to fly on the specified heading. FLY HEADING [degrees] W/U ATN B1
190 FANS 1/A-
ATN B1
UM Instruction to continue to fly on the CONTINUE PRESENT W/U FANS 1/A
96 current heading. HEADING or FLY ATN B1
PRESENT HEADING FANS 1/A-
ATN B1
UM Instruction to fly on the specified heading AT [position] FLY W/U FANS 1/A
97 from the specified position. HEADING [degrees]
UM Instruction to stop turn at the specified STOP TURN HEADING W/U N/A
221 heading prior to reaching the previously [degrees] (Urgent)
assigned heading.
UM Instruction to turn immediately left or IMMEDIATELY TURN W/U FANS 1/A
98 right as specified on to the specified [direction] HEADING (Distress)
heading. [degrees]


# system(s)
UM Notification that a clearance may be EXPECT [procedure name] R FANS 1/A
99 issued for the aircraft to fly the specified
procedure.
Speed Changes (uplink)
UM Notification that a speed instruction may AT [time] EXPECT [speed] R FANS 1/A
100 be issued to be effective at the specified
time.
UM Notification that a speed instruction may AT [position] EXPECT R FANS 1/A
101 be issued to be effective at the specified [speed]
position.
UM Notification that a speed instruction may AT [level] EXPECT R FANS 1/A
102 be issued to be effective at the specified [speed]
level.
UM Notification that a speed range instruction AT [time] EXPECT [speed] R FANS 1/A
103 may be issued to be effective at the TO [speed]
specified time.
UM Notification that a speed range instruction AT [position] EXPECT R FANS 1/A
104 may be issued to be effective at the [speed] TO [speed]
specified position.
UM Notification that a speed range instruction AT [level] EXPECT R FANS 1/A
105 may be issued to be effective at the [speed] TO [speed]
specified level.
UM Instruction that the specified speed is to MAINTAIN [speed] W/U FANS 1/A
106 be maintained. ATN B1
FANS 1/A-
ATN B1
UM Instruction that after passing the specified AFTER PASSING W/U N/A
188 position the specified speed is to be [position] MAINTAIN
maintained. [speed]
UM Instruction that the present speed is to be MAINTAIN PRESENT W/U FANS 1/A
107 maintained. SPEED ATN B1
FANS 1/A-
ATN B1


# system(s)
UM Instruction that the specified speed or a MAINTAIN [speed] OR W/U FANS 1/A
108 greater speed is to be maintained. GREATER ATN B1
FANS 1/A-
ATN B1
UM Instruction that the specified speed or a MAINTAIN [speed] OR W/U FANS 1/A
109 lesser speed is to be maintained. LESS ATN B1
FANS 1/A-
ATN B1
UM Instruction that a speed within the MAINTAIN [speed] TO W/U FANS 1/A
110 specified range is to be maintained. [speed]
UM Instruction that the present speed is to be INCREASE SPEED TO W/U FANS 1/A
111 increased to the specified speed and [speed]
maintained until further advised.
UM Instruction that the present speed is to be INCREASE SPEED TO W/U FANS 1/A
112 increased to the specified speed or greater, [speed] OR GREATER
and maintained at or above the specified
speed until further advised.
UM Instruction that the present speed is to be REDUCE SPEED TO W/U FANS 1/A
113 reduced to the specified speed and [speed]
maintained until further advised.
UM Instruction that the present speed is to be REDUCE SPEED TO W/U FANS 1/A
114 reduced to the specified speed or less and [speed] OR LESS
maintained at or below the specified speed
until further advised.
UM Instruction that the specified speed is not DO NOT EXCEED [speed] W/U FANS 1/A
115 to be exceeded.
UM Instruction that the aircrafts normal speed RESUME NORMAL W/U FANS 1/A
116 be resumed. The previously issued speed SPEED ATN B1
restriction(s) are cancelled. FANS 1/A-
ATN B1
UM Instruction that the present speed is to be ADJUST SPEED TO W/U N/A
189 changed to the specified speed. [speed]
UM Notification that the aircraft may keep its NO SPEED R FANS 1/A
222 preferred speed without restriction. RESTRICTION [free text]
FANS 1/A and FANS 1/A-ATN B1. Uses ATN B1
UM 169z free text for FANS 1/A aircraft. FANS 1/A-
ATN B1
UM Instruction to reduce present speed to the REDUCE TO MINIMUM W/U N/A
223 minimum safe approach speed. APPROACH SPEED


# system(s)
Contact/Monitor/Surveillance Requests
(uplink)
UM Instruction that the ATS unit with the CONTACT [unit name] W/U FANS 1/A
117 specified ATS unit name is to be [frequency] ATN B1
contacted on the specified frequency. FANS 1/A-
ATN B1
UM Instruction that at the specified position AT [position] CONTACT W/U FANS 1/A
118 the ATS unit with the specified ATS unit [unit name] [frequency]
name is to be contacted on the specified
frequency.
UM Instruction that at the specified time the AT [time] CONTACT [unit W/U FANS 1/A
119 ATS unit with the specified ATS unit name] [frequency]
name is to be contacted on the specified
frequency.
UM Notification that the secondary frequency SECONDARY R FANS 1/A
238 is as specified. FREQUENCY [frequency] [free text]
FANS 1/A. Uses UM 169o free text for
FANS 1/A aircraft.
UM Instruction that the ATS unit with the MONITOR [unit name] W/U FANS 1/A
120 specified ATS unit name is to be [frequency] ATN B1
monitored on the specified frequency. FANS 1/A-
Note. The flight crew is not required to ATN B1
check in.
UM Instruction that at the specified position AT [position] MONITOR W/U FANS 1/A
121 the ATS unit with the specified ATS unit [unit name] [frequency]
name is to be monitored on the specified
frequency.
Note. The flight crew is not required to
check in.
UM Instruction that at the specified time the AT [time] MONITOR [unit W/U FANS 1/A
122 ATS unit with the specified ATS unit name] [frequency]
name is to be monitored on the specified
frequency.
Note. The flight crew is not required to
check in.
UM Instruction that the specified code (SSR SQUAWK [code] W/U FANS 1/A
123 code) is to be selected. ATN B1
FANS 1/A-
ATN B1
UM Instruction that the SSR transponder STOP SQUAWK W/U FANS 1/A
124 responses are to be disabled.


# system(s)
UM Instruction that the ADS-B transmissions STOP ADS-B W/U N/A
239 are to be terminated. TRANSMISSION
UM Instruction that the SSR transponder SQUAWK MODE W/U FANS 1/A
125 responses should include level CHARLIE or SQUAWK
information. ALTITUDE
UM Instruction that the ADS-B transmissions TRANSMIT ADS-B W/U N/A
240 should include level information. ALTITUDE
UM Instruction that the SSR transponder STOP SQUAWK MODE W/U FANS 1/A
126 responses should no longer include level CHARLIE or STOP
information. ALTITUDE SQUAWK
UM Instruction that the ADS-B transmissions STOP ADS-B ALTITUDE W/U N/A
241 should no longer include level TRANSMISSION
information.
UM Instruction that the ident function on the SQUAWK IDENT W/U FANS 1/A
179 SSR transponder is to be actuated. ATN B1
FANS 1/A-
ATN B1
UM Instruction that the ident function of the TRANSMIT ADS-B W/U FANS 1/A
242 ADS-B emitter is to be activated. IDENT or [free text]
FANS 1/A. Uses UM 169ai free text for R (free
FANS 1/A aircraft. The free text message text)
is considered acceptable as the intended
use does not change the volume of
protected airspace (i.e. not a clearance).
UM Instruction to report when the aircraft is REPORT CLEAR OF W/U N/A
243 clear of adverse meteorological WEATHER
conditions, and a clearance to regain
cleared flight route can be accepted.
Report/Confirmation Requests (uplink)
UM Instruction to report when the aircraft is REPORT BACK ON W/U FANS 1/A
127 back on the cleared route. ROUTE or
R
UM Instruction to report when the aircraft has REPORT LEAVING W/U FANS 1/A
128 vacated the specified level that has either [level] or
been maintained or passed through on R
climb or descent.
Note. Either a level that has been
maintained, or a level passed through on
climb or descent.


# system(s)
UM Instruction to report when the aircraft is in REPORT W/U FANS 1/A
129 level flight at the specified level. MAINTAINING [level] or or
Note. This message element is only to REPORT LEVEL [altitude] R
be used with single altitude clearances.
UM (Reserved) N/A W/U FANS 1/A

element, REPORT REACHING [level], as R
it is reserved in ICAO Doc 4444.
UM Instruction used in conjunction with a REPORT MAINTAINING W/U N/A
200 level clearance to report maintaining the
level assigned.
UM Instruction to report when the aircraft is REPORT REACHING W/U FANS 1/A
180 within the specified vertical range. BLOCK [level] TO [level] or
R
UM Instruction to report when the aircraft has REPORT PASSING W/U FANS 1/A
130 passed the specified position. [position] or
R
UM Instruction to report the present distance REPORT DISTANCE Y FANS 1/A
181 to or from the specified position. [to/from] [position] or
NE
UM Instruction to report at the specified time AT TIME [time] REPORT Y N/A
184 the distance to or from the specified DISTANCE [to/from]
position. [position]
UM Instruction to report the estimated time of REPORT ETA [position] Y FANS 1/A
228 arrival at the specified position. [free text]
FANS 1/A. Uses UM 169d free text for DM 104
FANS 1/A aircraft.
UM Instruction to report the amount of fuel REPORT REMAINING Y FANS 1/A
131 remaining and the number of persons on FUEL AND PERSONS or (Urgent)
board. ON BOARD or REPORT NE
REMAINING FUEL AND
SOULS ON BOARD
UM Instruction to report the present position. REPORT POSITION or Y FANS 1/A
132 CONFIRM POSITION or
NE


# system(s)
UM Instruction to report the present level. REPORT PRESENT Y FANS 1/A
133 LEVEL or CONFIRM or ATN B1
ALTITUDE NE FANS 1/A-
ATN B1
DM 32
UM Instruction to report the requested speed. REPORT [speed type] Y FANS 1/A
134 Note. Instruction to report the present [speed type] [speed type] or [free text]
speed. SPEED or CONFIRM NE
FANS 1/A. Uses UM 169b free text for SPEED
or
FANS 1/A aircraft when the controller is
R
requesting the flight crew to report the
present ground speed.
DM 113
UM Instruction to confirm the currently CONFIRM ASSIGNED Y FANS 1/A
135 assigned level. LEVEL or CONFIRM or ATN B1
ASSIGNED ALTITUDE NE FANS 1/A-
ATN B1
DM 38
DM 77
(TBC)
136 assigned speed. SPEED or
NE
137 assigned route. ROUTE or
NE
UM Instruction to confirm the previously CONFIRM TIME OVER Y FANS 1/A
138 reported time over the last reported REPORTED WAYPOINT or
waypoint. NE
UM Instruction to confirm the identity of the CONFIRM REPORTED Y FANS 1/A
139 previously reported waypoint. WAYPOINT or
NE
UM Instruction to confirm the identity of the CONFIRM NEXT Y FANS 1/A
140 next waypoint. WAYPOINT or
NE
UM Instruction to confirm the previously CONFIRM NEXT Y FANS 1/A
141 reported estimated time at the next WAYPOINT ETA or
waypoint. NE


# system(s)
UM Instruction to confirm the identity of the CONFIRM ENSUING Y FANS 1/A
142 next but one waypoint. WAYPOINT or
NE
UM The request was not understood. It should CONFIRM REQUEST Y FANS 1/A
143 be clarified and resubmitted. or
NE
UM Instruction to report the selected (SSR) CONFIRM SQUAWK Y FANS 1/A
144 code. or
NE
UM Instruction to report the present heading. REPORT HEADING or Y FANS 1/A
145 CONFIRM HEADING or
NE
UM Instruction to report the present ground REPORT GROUND Y FANS 1/A
146 track. TRACK or CONFIRM or
GROUND TRACK NE
UM Instruction to report the identification CONFIRM ATIS CODE Y FANS 1/A
182 code of the last ATIS received. or
NE
UM Instruction to make a position report. REQUEST POSITION Y FANS 1/A
147 Note. To be used if the controller does REPORT or
not receive a scheduled position report. NE
UM Instruction to file a flight plan. REQUEST FLIGHT PLAN Y N/A
216
UM Instruction to report that the aircraft has REPORT ARRIVAL Y N/A
217 landed.
UM Instruction to report the preferred REPORT ALTERNATE Y N/A
229 alternate aerodrome for landing. AERODROME
UM Instruction to indicate the pilots preferred STATE PREFERRED Y FANS 1/A
231 level. LEVEL [free text]
FANS 1/A and FANS 1/A-ATN B1. uses DM 106 ATN B1
UM 169c free text for FANS 1/A aircraft. FANS 1/A-
ATN B1
UM Instruction to indicate the pilots preferred STATE TOP OF Y FANS 1/A
232 time and/or position to commence descent DESCENT [free text]
to the aerodrome of intended arrival. DM 109 ATN B1
UM 169aa free text for FANS 1/A aircraft. ATN B1


# system(s)
Negotiation Requests (uplink)
UM Request for the earliest time or position at WHEN CAN YOU Y FANS 1/A
148 which the specified level can be accepted. ACCEPT [level] or ATN B1
NE FANS 1/A-
ATN B1
DM 81
DM 82
UM Instruction to report whether or not the CAN YOU ACCEPT A/N FANS 1/A
149 specified level can be accepted at the [level] AT [position]
specified position.
UM Instruction to report whether or not the CAN YOU ACCEPT A/N FANS 1/A
150 specified level can be accepted at the [level] AT [time]
specified time.
UM Instruction to report the earliest time or WHEN CAN YOU Y FANS 1/A
151 position when the specified speed can be ACCEPT [speed] or
accepted. NE
DM 83
DM 84
UM Instruction to report the earliest time or WHEN CAN YOU Y FANS 1/A
152 position when the specified offset track ACCEPT [specified or
can be accepted. distance] [direction] NE
OFFSET
DM 85
DM 86
Air Traffic Advisories (uplink)
UM ATS advisory that the altimeter setting ALTIMETER [altimeter] R FANS 1/A
153 should be the specified setting.
UM ATS advisory that the specified altimeter [facility designation] R FANS 1/A
213 setting relates to the specified facility. ALTIMETER [altimeter] [free text]
FANS 1/A and FANS 1/A-ATN B1. Uses ATN B1
UM 169y free text for FANS 1/A aircraft. FANS 1/A-
ATN B1
UM ATS advisory that the radar service is RADAR SERVICE R FANS 1/A
154 terminated. TERMINATED or
RADAR SERVICES
TERMINATED


# system(s)
UM ATS advisory that the radar and/or IDENTIFICATION R FANS 1/A
244 ADS-B service is terminated. TERMINATED [free text]
FANS 1/A. uses UM 169aj free text for
FANS 1/A aircraft.
UM ATS advisory that the aircraft is entering ALL ATS TERMINATED R N/A
191 airspace in which no air traffic services
are provided and all existing air traffic
services are terminated.
UM ATS advisory that radar contact has been RADAR CONTACT R FANS 1/A
155 established at the specified position. [position]
UM ATS advisory that radar contact has been RADAR CONTACT LOST R FANS 1/A
156 lost.
UM ATS advisory that the aircraft has been IDENTIFIED [position] R N/A
210 identified on radar and/or ADS-B at the
specified position.
UM Notification that radar and/or ADS-B IDENTIFICATION LOST R N/A
193 identification has been lost.
UM Instruction that a continuous transmission CHECK STUCK N FANS 1/A
157 is detected on the specified frequency. MICROPHONE or ATN B1
Check the microphone button. [frequency] R FANS 1/A-
ATN B1
(Urgent)
UM ATS advisory that the ATIS information ATIS [atis code] R FANS 1/A
158 identified by the specified code is the
current ATIS information.
UM ATS advisory that the specified ATIS [facility designation] ATIS R N/A
212 information at the specified airport is [atis code] CURRENT
current.
UM ATS advisory that indicates the RVR RVR RUNWAY [runway] R N/A
214 value for the specified runway. [rvr]
UM ATS advisory that no delay is expected. NO DELAY EXPECTED R N/A
224
UM ATS advisory that the expected delay has DELAY NOT R N/A
225 not been determined. DETERMINED
UM ATS advisory that the aircraft may expect EXPECTED APPROACH R N/A
226 to be cleared to commence its approach TIME [time]
procedure at the specified time.


# system(s)
System Management Messages (uplink)
UM A system generated message notifying ERROR [error information] N FANS 1/A
159 that the ground system has detected an or ATN B1
error. NE FANS 1/A-
ATN B1
(Urgent)
UM Notification to the avionics that the NEXT DATA N FANS 1/A
160 specified data authority is the next data AUTHORITY [facility or ATN B1
authority. If no data authority is specified, designation] NE FANS 1/A-
this indicates that any previously specified ATN B1
next data authority is no longer valid.
UM Notification to the avionics that the data END SERVICE N FANS 1/A
161 link connection with the current data or
authority is being terminated. NE
UM Notification that the ground system does MESSAGE NOT N FANS 1/A
162 not support this message. SUPPORTED BY THIS or [free text]
FANS 1/A and FANS 1/A ATN B1. Uses ATS UNIT or SERVICE NE ATN B1
UM 169u free text for FANS 1/A aircraft. UNAVAILABLE FANS 1/A-
ATN B1
UM Notification that the ground system does FLIGHT PLAN NOT N N/A
234 not have a flight plan for that aircraft. HELD
UM Notification to the pilot of an ATSU [facility designation] or N FANS 1/A
163 identifier. [icao facility designation] or
[tP4+Table] NE
UM Confirmation to the aircraft system that LOGICAL N ATN B1
227 the ground system has received the ACKNOWLEDGEMENT FANS 1/A-
message to which the logical ATN B1
acknowledgement refers and found it
acceptable for display to the responsible
person.
FANS 1/A-ATN B1. ATN B1 only. Not
available for FANS 1/A.
UM Notification to the pilot that messages sent USE OF LOGICAL N N/A
233 requiring a logical acknowledgement will ACKNOWLEDGEMENT
not be accepted by this ground system. PROHIBITED


# system(s)
Additional Messages (uplink)
UM The associated instruction may be WHEN READY N FANS 1/A
164 complied with at any future time. or
Note. See also UM 177 AT PILOTS NE
DISCRETION.
UM The associated instruction is to be IMMEDIATELY N N/A
230 complied with immediately. (Distress)
UM Used to link two messages, indicating the THEN N FANS 1/A
165 proper order of execution of clearances/ or ATN B1
instructions. NE FANS 1/A-
ATN B1
UM The associated instruction is issued due to DUE TO [traffic type] N FANS 1/A
166 traffic considerations. TRAFFIC or DUE TO or
TRAFFIC NE
UM The associated instruction is issued due to DUE TO AIRSPACE N FANS 1/A
167 airspace restrictions. RESTRICTION or
NE
UM The indicated communication should be DISREGARD R FANS 1/A
168 ignored.
Note. The previously sent uplink
CPDLC message should be ignored.
DISREGARD should not refer to a
clearance or instruction. If DISREGARD
is used, another element should be added
to clarify which message is to be
disregarded.
UM Instruction that the pilot is responsible for MAINTAIN OWN W/U FANS 1/A
176 maintaining separation from other traffic SEPARATION AND VMC
and is also responsible for maintaining
visual meteorological conditions.


# system(s)
UM Used in conjunction with a AT PILOTS DISCRETION N FANS 1/A
177 clearance/instruction to indicate that the
pilot may execute when prepared to do so.
Note 1. When used in conjunction with
altitude assignments, means that ATC has
offered the pilot the option of starting
climb or descent whenever he/she wishes
and conducting the climb or descent at
any rate he/she wishes. He/she may
temporarily level off at any intermediate
altitude. However, once he/she has
vacated an altitude, he/she may not return
to that altitude.
Note 2. There are considerable

differences regarding the interpretation of
pilots discretion and when ready
and their meanings/intended uses.
Note 3. See also UM 164 WHEN

READY.
UM (Reserved) (not defined) Y FANS 1/A
element, TRACK DETAIL MESSAGE, as W/U
it is reserved in ICAO Doc 4444.
Free Text Normal-(uplink)
UM Normal urgency attribute, low alert [free text] R FANS 1/A
169 attribute FANS 1/A-
FANS 1/A ATN B1. FANS 1/A only. ATN B1
Ground system uses UM 183 [free text]
for ATN B1 aircraft.
Free Text Distress (uplink)
UM Distress urgency attribute, high alert [free text] R FANS 1/A
170 attribute
Free Text Other
UM Normal urgency attribute, medium alert [free text] N ATN B1
183 attribute FANS 1/A-
FANS 1/A-ATN B1. ATN B1 only. ATN
Ground system uses UM 169 [free text]
for FANS 1/A aircraft.
UM low urgency, normal alert [free text] N N/A
187


# system(s)
UM normal urgency, low alert [free text] Y N/A
194
UM low urgency, low alert [free text] R N/A
195
UM normal urgency, medium alert [free text] W/U ATN B1
196 FANS 1/A-
ATN B1
UM urgent urgency, medium alert [free text] W/U N/A
197 (Urgent)
UM distress urgency, high alert [free text] W/U N/A
198 (Distress)
UM normal urgency, low alert [free text] N N/A
199
UM Not used, low urgency, low alert [free text] N N/A
201
UM Not used, low urgency, low alert [free text] N N/A
202
UM normal urgency, medium alert [free text] R N/A
203
UM normal urgency, medium alert [free text] Y N/A
204
UM normal urgency, medium alert [free text] A/N N/A
205
UM low urgency, normal alert [free text] Y N/A
206
UM low urgency, low alert [free text] Y N/A
207
UM low urgency, low alert [free text] N N/A
208

A.4 CPDLC downlink message elements

# system(s)
Responses/Acknowledgements
(downlink)
DM The instruction is understood and will be WILCO N FANS 1/A
0 complied with. ATN B1
FANS 1/A-
ATN B1
DM The instruction cannot be complied with. UNABLE N FANS 1/A
1 ATN B1
FANS 1/A-
ATN B1
DM Wait for a reply. STANDBY N FANS 1/A
2 Note. The controller is informed that ATN B1
the request is being assessed and there FANS 1/A-
will be a short-term delay (within 10 ATN B1
minutes). The exchange is not closed and
the request will be responded to when
conditions allow.
DM Message received and understood. ROGER N FANS 1/A
3 Note. ROGER is the only correct ATN B1
response to an uplink free text message. FANS 1/A-
Under no circumstances will ROGER be ATN B1
used instead of AFFIRM.
DM Yes. AFFIRM N FANS 1/A
4 Note. AFFIRM is an appropriate ATN B1
response to an uplinked negotiation FANS 1/A-
request message (e.g. UM 150 CAN ATN B1
YOU ACCEPT [level] at [time]).
DM No. NEGATIVE N FANS 1/A
5 Note. NEGATIVE is an appropriate ATN B1
response to an uplinked negotiation FANS 1/A-
request message (e.g. UM 150 CAN ATN B1
YOU ACCEPT [level] at [time]).


# system(s)
Vertical Requests (downlink)
DM Request to fly at the specified level. REQUEST [level] Y FANS 1/A
6 UM 0 ATN B1
UM 1 FANS 1/A-
UM 19 ATN B1
UM 20
UM 23
UM 26
UM 27
UM 28
UM 29
UM 46
UM 47
UM 48
UM 159 +
UM 183
UM 162
UM 211
DM Request to fly at a level within the REQUEST BLOCK [level] Y FANS 1/A
7 specified vertical range. TO [level] FANS 1/A
FANS 1/A-ATN B1. FANS 1/A aircraft ATN B1
only. ATN B1 aircraft uses DM 6
REQUEST [level], where [level] is a
vertical range.
DM Request to cruise climb to the specified REQUEST CRUISE Y FANS 1/A
8 level. CLIMB TO [level]
Note. Avoid use of this message
element due to potential
misinterpretation.


# system(s)
DM Request to climb to the specified level. REQUEST CLIMB TO Y FANS 1/A
9 [level] UM 0 ATN B1
UM 1 FANS 1/A-
UM 19 ATN B1
UM 20
UM 23
UM 26
UM 27
UM 28
UM 29
UM 46
UM 47
UM 48
UM 159 +
UM 183
UM 162
UM 211
DM Request to descend to the specified level. REQUEST DESCENT TO Y FANS 1/A
10 [level] UM 0 ATN B1
UM 1 FANS 1/A-
UM 19 ATN B1
UM 20
UM 23
UM 26
UM 27
UM 28
UM 29
UM 46
UM 47
UM 48
UM 159 +
UM 183
UM 162
UM 211
DM Request that at the specified position a AT [position] REQUEST Y FANS 1/A
11 climb to the specified level be approved. CLIMB TO [level]
DM Request that at the specified position a AT [position] REQUEST Y FANS 1/A
12 descent to the specified level be DESCENT TO [level]
approved.


# system(s)
DM Request that at the specified time a climb AT [time] REQUEST Y FANS 1/A
13 to the specified level be approved. CLIMB TO [level]
DM Request that at the specified time a AT [time] REQUEST Y FANS 1/A
14 descent to the specified level be DESCENT TO [level]
approved.
DM Request that a descent be approved on a REQUEST VMC Y FANS 1/A
69 see-and-avoid basis. DESCENT
Note. Avoid use of this message
element due to potential
misinterpretation.
Lateral Off-Set Requests (downlink)
DM Request that a parallel track, offset from REQUEST OFFSET Y FANS 1/A
15 the cleared track by the specified [specified distance]
distance in the specified direction, be [direction] OF ROUTE
approved.
DM Request that a parallel track, offset from AT [position] REQUEST Y FANS 1/A
16 the cleared track by the specified OFFSET [specified
distance in the specified direction, be distance] [direction] OF
approved from the specified position. ROUTE
DM Request that a parallel track, offset from AT [time] REQUEST Y FANS 1/A
17 the cleared track by the specified OFFSET [specified
distance in the specified direction, be distance] [direction] OF
approved from the specified time. ROUTE
Speed Requests (downlink)
DM Request to fly at the specified speed. REQUEST [speed] Y FANS 1/A
18 UM 0 ATN B1
UM 1 FANS 1/A-
UM 162 ATN B1
UM 211
UM 55
UM 61
UM 106
UM 107
UM 108
UM 109
UM 116
UM 222
UM 159 +
UM 183


# system(s)
DM Request to fly within the specified speed REQUEST [speed] TO Y FANS 1/A
19 range. [speed]
Voice Contact Requests (downlink)
DM Request for voice contact. REQUEST VOICE Y FANS 1/A
20 CONTACT
DM Request for voice contact on the REQUEST VOICE Y FANS 1/A
21 specified frequency. CONTACT [frequency]
Route Modification Requests
(downlink)
DM Request to track from the present REQUEST DIRECT TO Y FANS 1/A
22 position direct to the specified position. [position] UM 0 ATN B1
UM 162 FANS 1/A-
UM 211 ATN B1
UM 74
UM 96
UM 190
UM 159 +
UM 183
DM Request for the specified procedure REQUEST [procedure Y FANS 1/A
23 clearance. name]
DM Request for a route clearance. REQUEST Y FANS 1/A
24 CLEARANCE [route
clearance] or REQUEST
[route clearance]
DM Request for a clearance. REQUEST [clearance Y FANS 1/A
25 Note. Either pre-departure or route. type] CLEARANCE or
REQUEST CLEARANCE
DM Request for a weather deviation to the REQUEST WEATHER Y FANS 1/A
26 specified position via the specified route. DEVIATION TO [position]
VIA [route clearance]


# system(s)
DM Request for a weather deviation up to the REQUEST WEATHER Y FANS 1/A
27 specified distance off track in the DEVIATION UP TO UM 0 ATN B1
specified direction. [specified distance] UM 162 FANS 1/A-
[direction] OF ROUTE ATN B1
UM 211
UM 64
UM 74
UM 82
UM 96
UM 190
UM 159 +
UM 183
DM Request a clearance to adopt the REQUEST HEADING Y FANS 1/A
70 specified heading. [degrees]
DM Request a clearance to adopt the REQUEST GROUND Y FANS 1/A
71 specified ground track. TRACK [degrees]
Reports (downlink)
DM Notification of leaving the specified LEAVING [level] N FANS 1/A
28 level.
DM Notification of climbing to the specified CLIMBING TO [level] N FANS 1/A
29 level.
DM Notification of descending to the DESCENDING TO [level] N FANS 1/A
30 specified level.
DM Notification of passing the specified PASSING [position] N FANS 1/A
31 position.
DM Notification that at the specified time, AT [time] [distance] N FANS 1/A
78 the aircrafts position was as specified. [to/from] [position]
DM Notification of the present level. PRESENT LEVEL [level] N FANS 1/A
32 or PRESENT ALTITUDE ATN B1
[altitude] FANS 1/A-
ATN B1
DM Notification of the present position. PRESENT POSITION N FANS 1/A
33 [position]
DM Notification of the present speed. PRESENT SPEED [speed] N FANS 1/A
34


# system(s)
DM Notification of the requested speed. [speed type] [speed type] N FANS 1/A
113 FANS 1/A. Uses DM 67l free text for [speed type] SPEED
partial intent. The flight crew notifies [speed]
the controller of present ground speed,
in response to UM 169b, REPORT
GROUND SPEED.
DM Notification of the present heading in PRESENT HEADING N FANS 1/A
35 degrees. [degrees]
DM Notification of the present ground track PRESENT GROUND N FANS 1/A
36 in degrees. TRACK [degrees]
DM Notification that the aircraft is MAINTAINING [level] or N FANS 1/A
37 maintaining the specified level. LEVEL [altitude]
DM (Reserved) N/A N FANS 1/A
element, REACHING [level], as it is
DM Notification that the aircraft has reached REACHING BLOCK N FANS 1/A
76 a level within the specified vertical [level] TO [level]
range.
DM Read-back of the assigned level. ASSIGNED LEVEL N FANS 1/A
38 [level] or ASSIGNED ATN B1
ALTITUDE [altitude] FANS 1/A-
ATN B1
DM Read-back of the assigned vertical range. ASSIGNED BLOCK N FANS 1/A
77 FANS 1/A-ATN B1. FANS 1/A aircraft [level] TO [level] FANS 1/A-
only. ATN B1 aircraft uses DM 38 ATN B1
ASSIGNED LEVEL [level], where
[level] is a vertical range.
DM Read-back of the assigned speed. ASSIGNED SPEED N FANS 1/A
39 [speed]
DM Read-back of the assigned route. ASSIGNED ROUTE [route N FANS 1/A
40 clearance]
DM The aircraft has regained the cleared BACK ON ROUTE N FANS 1/A
41 route.
DM Notification that the aircraft is clear of CLEAR OF WEATHER N N/A
114 weather and is able to accept a clearance
to regain cleared flight route.
DM The next waypoint is the specified NEXT WAYPOINT N FANS 1/A
42 position. [position]


# system(s)
DM The ETA at the next waypoint is as NEXT WAYPOINT ETA N FANS 1/A
43 specified. [time]
DM The next plus one waypoint is the ENSUING WAYPOINT N FANS 1/A
44 specified position. [position]
DM Clarification of previously reported REPORTED WAYPOINT N FANS 1/A
45 waypoint passage. [position]
DM Clarification of time over previously REPORTED WAYPOINT N FANS 1/A
46 reported waypoint. [time]
DM The specified (SSR) code has been SQUAWKING [code] N FANS 1/A
47 selected.
DM Position report. POSITION REPORT N FANS 1/A
48 Note. Reports the current position of [position report]
the aircraft when the flight crew presses
the button to send this message. ATC
expects position reports based on this
downlink message.
DM The code of the latest ATIS received is ATIS [atis code] N FANS 1/A
79 as specified.
DM The specified ATS unit is being MONITORING [unit N FANS 1/A
89 monitored on the specified frequency. name] [frequency] [free text]
FANS 1/A-ATN B1. FANS 1/A aircraft ATN B1
uses DM 67aa free text. May require to FANS 1/A-
be preformatted. ATN B1
DM Used to report that an aircraft has landed. LANDING REPORT N N/A
102
DM Notification of estimated time of arrival ETA [position] [time] or N FANS 1/A
104 at the specified position. [position] [time] [free text]
FANS 1/A. Uses free text DM 67n.
Response to free text UM 169d REPORT
ETA [position]
DM Notification of the alternative aerodrome ALTERNATE N N/A
105 for landing. AERODROME [airport]
DM Notification of the preferred level. PREFERRED LEVEL N FANS 1/A
106 FANS 1/A. Uses DM 67m. Response [level] or FL[altitude] [free text]
to free text UM 169c STATE ATN B1
PREFERRED LEVEL. FANS 1/A-
FANS 1/A ATN B1. FANS 1/A ATN B1
aircraft response to UM 231 STATE
PREFERRED LEVEL.


# system(s)
DM Notification of the preferred time to TOP OF DESCENT N FANS 1/A
109 commence descent for approach. [time] or TOD [time] [free text]
FANS 1/A. Uses DM 67v. Response to ATN B1
free text UM 169aa STATE TOP OF FANS 1/A-
DESCENT. ATN B1
FANS 1/A ATN B1. FANS 1/A
aircraft response to UM 232 STATE
TOP OF DESCENT.
DM Notification of the preferred position to TOP OF DESCENT N N/A
110 commence descent for approach. [position]
DM Notification of the preferred time and TOP OF DESCENT [time] N N/A
111 position to commence descent for [position]
approach.
Negotiation Requests (downlink)
DM Request for the earliest time at which a WHEN CAN WE EXPECT Y FANS 1/A
49 clearance to the specified speed can be [speed]
expected.
50 clearance to a speed within the specified [speed] TO [speed]
range can be expected.
Note. This message should not be used
as it is not supported by the appropriate
uplink message response: UM 103, UM
104 or UM 105.
51 clearance to regain the planned route can BACK ON ROUTE
be expected.
DM Request for the earliest time at which a WHEN CAN WE Y FANS 1/A
52 clearance to descend can be expected. EXPECT LOWER
LEVEL or WHEN CAN
WE EXPECT LOWER
ALTITUDE
DM Request for the earliest time at which a WHEN CAN WE Y FANS 1/A
53 clearance to climb can be expected. EXPECT HIGHER
LEVEL or WHEN CAN
WE EXPECT HIGHER
ALTITUDE


# system(s)
54 clearance to cruise climb to the specified CRUISE CLIMB TO
level can be expected. [level]
Note. This message should not be used
as it is not supported by the appropriate
uplink message response: UM 11, UM
12, UM 17, or UM 18.
87 clearance to climb to the specified level CLIMB TO [level] [free text]
can be expected.
FANS 1/A. Uses preformatted free text
DM 67h.
88 clearance to descend to the specified DESCENT TO [level] [free text]
level can be expected.
DM 67i.
Emergency Messages (downlink)
DM Urgency prefix. PAN PAN PAN Y FANS 1/A
55 FANS 1/A ATN B1. Ground system or FANS 1/A-
will display message to controller for N ATN B1
FANS 1/A aircraft. (Urgent)
DM Distress prefix. MAYDAY MAYDAY Y FANS 1/A
56 FANS 1/A ATN B1. Ground system MAYDAY or FANS 1/A-
will display message to controller for N ATN B1
FANS 1/A aircraft. (Distress)
DM Indicates specifically that the aircraft is SQUAWKING 7500 N N/A
112 being subjected to unlawful interference. (Urgent)
DM Notification of fuel remaining and [remaining fuel] OF Y FANS 1/A
57 number of persons on board. FUEL REMAINING or FANS 1/A-
FANS 1/A ATN B1. Ground system AND [persons on board] N ATN B1
will display message to controller for PERSONS ON BOARD (Urgent)
FANS 1/A aircraft. or [remaining fuel] OF
FUEL REMAINING AND
[remaining souls] SOULS
ON BOARD
DM Notification that the pilot wishes to CANCEL EMERGENCY Y FANS 1/A
58 cancel the emergency condition. or FANS 1/A-
FANS 1/A ATN B1. Ground system N ATN B1
will display message to controller for (Urgent)
FANS 1/A aircraft.


# system(s)
DM Notification that the aircraft is diverting DIVERTING TO [position] Y FANS 1/A
59 to the specified position via the specified VIA [route clearance] or FANS 1/A-
route due to an urgent need. N ATN B1
FANS 1/A ATN B1. Ground system (Urgent)
will display message to controller for
FANS 1/A aircraft.
DM Notification that the aircraft is deviating OFFSETTING [specified Y FANS 1/A
60 the specified distance in the specified distance] [direction] OF or FANS 1/A-
direction off the cleared route and ROUTE N ATN B1
maintaining a parallel track due to an (Urgent)
urgent need.
FANS 1/A ATN B1. Ground system
FANS 1/A aircraft.
DM Notification that the aircraft is DESCENDING TO [level] Y FANS 1/A
61 descending to the specified level due to or FANS 1/A-
an urgent need. N ATN B1
FANS 1/A ATN B1. Ground system (Urgent)
FANS 1/A aircraft.
DM Notification that the aircraft is deviating DEVIATING UP TO Y FANS 1/A
80 up to the deviating distance from the [specified distance] or (Urgent)
cleared route in the specified direction [direction] OF ROUTE or N
due to an urgent need. DEVIATING
FANS 1/A. Notification that the [distanceoffset] [direction]
aircraft is operating on an offset. The OF ROUTE
urgency attribute for this message
element is not defined.
System Management Messages
(downlink)
DM A system-generated message that the ERROR [error information] N FANS 1/A
62 avionics has detected an error. ATN B1
FANS 1/A-
ATN B1
(Urgent)
DM A system-generated denial to any NOT CURRENT DATA N FANS 1/A
63 CPDLC application message sent from a AUTHORITY ATN B1
ground facility that is not the current data FANS 1/A-
authority. ATN B1


# system(s)
DM A system-generated message to inform a CURRENT DATA N ATN B1
99 ground facility that it is now the current AUTHORITY FANS 1/A-
data authority. ATN B1
(Urgent)
DM Notification to the ground system that [facility designation] N FANS 1/A
64 the specified ATSU is the current data FANS 1/A-
authority. ATN B1
FANS 1/A ATN B1. FANS 1/A
aircraft uses this message.
DM A system-generated message sent to a NOT AUTHORIZED N ATN B1
107 ground system that tries to connect to an NEXT DATA
aircraft when a current data authority has AUTHORITY
not designated the ground system as the
NDA.
FANS 1/A ATN B1. ATN B1 aircraft
uses this message.
DM A system-generated message indicating [version number] N FANS 1/A
73 the software version number. FANS 1/A-
FANS 1/A ATN B1. FANS 1/A ATN B1
aircraft uses this message.
DM Confirmation to the ground system that LOGICAL N ATN B1
100 the aircraft system has received the ACKNOWLEDGEMENT
message to which the logical
acknowledgement refers and found it
acceptable for display to the responsible
person.
FANS 1/A ATN B1. ATN B1 ground
systems uses alternate means, such as
MAS message assurance received from
FANS 1/A aircraft, to mimic LOGICAL
ACKNOWLEDGEMENT.
Additional Messages (downlink)
DM Used to explain reasons for pilots DUE TO WEATHER N FANS 1/A
65 message. ATN B1
FANS 1/A-
ATN B1
DM Used to explain reasons for pilots DUE TO AIRCRAFT N FANS 1/A
66 message. PERFORMANCE ATN B1
FANS 1/A-
ATN B1


# system(s)
DM States a desire by the pilot to provide REQUEST TO Y FANS 1/A
74 his/her own separation and remain in MAINTAIN OWN or
VMC. SEPARATION AND N
VMC or MAINTAIN OWN
SEPARATION AND VMC
DM Used in conjunction with another AT PILOTS DISCRETION N FANS 1/A
75 message to indicate that the pilot wishes
to execute request when the pilot is
prepared to do so.
DM Allows the pilot to indicate a desire for REQUEST END OF Y N/A
101 termination of CPDLC application with SERVICE
the current data authority.
DM Allows the pilot to indicate that he/she CANCELLING IFR Y N/A
103 has cancelled IFR flight plan.
DM Notification that de-icing action has been DE-ICING COMPLETE N N/A
108 completed.
Free Text Normal (downlink)
DM Normal urgency, low alert [free text] N FANS 1/A
67 FANS 1/A ATN B1. FANS 1/A FANS 1/A-
aircraft only. ATN B1 aircraft uses DM ATN B1
98.
Free Text - Distress (downlink)
DM Distress urgency, high alert [free text] Y FANS 1/A
68 Note. Selecting any of the emergency
message elements will result in this
message element being enabled for the
flight crew to include in the emergency
message at their discretion.
DM normal urgency, medium alert [free text] N N/A
90
DM normal urgency, low alert [free text] Y N/A
91
DM low urgency, low alert [free text] Y N/A
92
DM urgent urgency, high alert [free text] N N/A
93 (Urgent)
DM distress urgency, high alert [free text] N N/A
94 (Distress)
DM urgent urgency, medium alert [free text] N N/A
95 (Urgent)


# system(s)
DM urgent urgency, low alert [free text] N N/A
96 (Urgent)
DM low urgency, low alert [free text] N N/A
97
DM normal urgency, normal alert [free text] N ATN B1
98 FANS 1/A ATN B1. ATN B1 aircraft FANS 1/A-
only. FANS 1/A aircraft uses DM 67. ATN B1
Negotiation Responses (downlink)
DM We can accept the specified level at the WE CAN ACCEPT [level] N FANS 1/A
81 specified time. AT [time] [free text]
FANS 1/A. Uses preformatted free text ATN B1
DM 67b. FANS 1/A-
ATN B1
DM We can accept the specified level at the WE CAN ACCEPT [level] N N/A
115 specified position. AT [position]
DM We cannot accept the specified level. WE CANNOT ACCEPT N FANS 1/A
82 FANS 1/A. Uses preformatted free text [level] [free text]
DM 67e. ATN B1
FANS 1/A-
ATN B1
DM We can accept the specified speed at the WE CAN ACCEPT [speed] N FANS 1/A
83 specified time. AT [time] [free text]
DM 67c.
DM We can accept the specified speed at the WE CAN ACCEPT [speed] N N/A
116 specified position. AT [position]
DM We cannot accept the specified speed. WE CANNOT ACCEPT N FANS 1/A
84 FANS 1/A. Uses preformatted free text [speed] [free text]
DM 67f.
DM We can accept a parallel track offset the WE CAN ACCEPT N FANS 1/A
85 specified distance in the specified [specified distance] [free text]
direction at the specified time. [direction] AT [time]
DM 67d.
DM We can accept a parallel track offset the WE CAN ACCEPT N N/A
117 specified distance in the specified [specified distance]
direction at the specified position. [direction] AT [position]


# system(s)
DM We cannot accept a parallel track offset WE CANNOT ACCEPT N FANS 1/A
86 the specified distance in the specified [specified distance] [free text]
direction. [direction]
DM 67g.
A.5 CPDLC standardized free text messages
A.5.1 CPDLC standardized free text uplink messages

A.5.1.1 When a free text uplink message has been received, the flight crew should respond with
ROGER before responding to the message.
Ref # Message Intent/Use Message Element Resp.

Standardized Free Text
Responses/Acknowledgements (uplink)
UM Acknowledgement of receipt of a CPDLC ROGER MAYDAY R
169q downlink MAYDAY message.
Note. No equivalent to ICAO Doc 4444.
UM Acknowledgement of receipt of a CPDLC ROGER PAN R
169r downlinked PAN message.
UM Notification that an ADS-C emergency report CONFIRM ADS-C R
169ak has been received from the aircraft. EMERGENCY
UM Notification that the CPDLC downlink REQUEST RECEIVED R
169s request was: RESPONSE WILL BE VIA
1) part of the approved message set; and [unit_description]
2) received by the controller.
The aircraft will receive any further
communication about the request via voice
contact with the specified unit.
[unit_description] is the name of the radio
facility with which the response will be
communicated.
UM Indication that the request has been received REQUEST FORWARDED R
169x and has been forwarded on to the next ATSU.
Note. Same intent as ICAO Doc 4444 UM
211.


UM Indicates that the request cannot be REQUEST AGAIN WITH R
169ab responded to by the current unit and that it NEXT UNIT
should be requested from the next unit.
237.
Vertical Clearances (uplink)
UM Used with a vertical clearance, indicating an ITP BEHIND [aircraft R
169ac ITP clearance when there is one reference identification]
aircraft ahead.
UM Used with a vertical clearance, indicating an ITP AHEAD OF [aircraft R
169ad ITP clearance when there is one reference identification]
aircraft behind.
UM Used with a vertical clearance, indicating an ITP BEHIND[aircraft R
169ae ITP clearance when there are two reference identification] AND
aircraft, both ahead. BEHIND [aircraft
Note. No equivalent to ICAO Doc 4444. identification]
UM Used with a vertical clearance, indicating an ITP AHEAD OF [aircraft R
169af ITP clearance when there are two reference identification] AND AHEAD
aircraft, both behind: OF [aircraft identification]
UM Used with a vertical clearance, indicating an ITP BEHIND [aircraft R
169al ITP clearance when there are two reference identification] AND AHEAD
aircraft, one ahead and the other behind. OF [aircraft identification]
Speed Changes (uplink)
UM Notification that a previously issued speed EXPECT TO MAINTAIN R
169p can be expected to be maintained until the [speed] UNTIL [time /
specified position or time. position]
UM Notification that the aircraft may keep its NO SPEED RESTRICTION R
169z preferred speed without restriction.
222.


Contact/Monitor/Surveillance Requests
(uplink)
UM Instruction that the ident function of the TRANSMIT ADS-B IDENT R
169ai ADS-B emitter is to be activated.
242.
Report/Confirmation Requests (uplink)
UM Instruction to report the ground speed of the REPORT GROUND SPEED R, then
169b aircraft. DM 67l
Note. Intent similar partially to ICAO Doc
4444 UM 134.
UM Instruction to advise the preferred flight level STATE PREFERRED R, then
169c for the flight. LEVEL DM 67m
231
UM Instruction to report the estimated time of REPORT ETA [position] R, then
169d arrival at the specified position. DM 67n
228.
UM Instruction to notify when the specified REPORT SIGHTING AND R, then
169e traffic has been observed by visual contact to PASSING OPPOSITE DM 67o
have passed. DIRECTION [traffic DM 67p
Note. No equivalent to ICAO Doc 4444. description] ETP [time]
UM Instruction to notify of receipt of any ADS-C ADS-C INDICATES OFF R,
169f report indicating a deviation from cleared ROUTE. ADVISE and then
route and to request the flight crew to advise INTENTIONS. DM 67
of intentions.
UM Instruction to notify of receipt of any ADS-C ADS-C INDICATES LEVEL R,
169t report indicating a deviation from cleared DEVIATION. ADVISE and then
level and to request the flight crew to advise INTENTIONS. DM 67
of intentions.
UM Instruction to notify of receipt of any ADS-C ADS-C INDICATES SPEED R,
169v report indicating a deviation from cleared DEVIATION. ADVISE and then
speed and to request the flight crew to advise INTENTIONS. DM 67
of intentions.


UM Instruction to notify of receipt of any ADS-C ADS-C ESTIMATES R
169h report that appears to contain inaccurate time APPEAR INACCURATE.
estimates and to request the flight crew to CHECK FMS.
check FMS.
UM Instruction to indicate the preferred time to STATE TOP OF DESCENT R, then
169aa commence descent to the aerodrome of DM 67v
intended arrival.
232 for time only.
Standardized Free text
Air Traffic Advisories (uplink)
UM Notification that a SELCAL check on the EXPECT SELCAL CHECK R
169k specified HF frequency should be expected. HF [frequency]
UM Notification that the CPDLC transfer process EXPECT CPDLC R
169l will not be completed at the boundary and TRANSFER AT
will be delayed until the specified time or [time/position]
position. If the CPDLC transfer is not
completed by the specified time or position,
the flight crew should manually disconnect
CPDLC and initiate a logon to the next
center.
UM ATS advisory that the radar and/or ADS-B IDENTIFICATION R
169aj service is terminated. TERMINATED
244.
UM Notification that a CPDLC connection is not EXPECT NEXT CENTER R
169m required by the next ATSU (e.g. due to short [facility designation].
transition time through the next ATSUs CONTACT WITH [facility
airspace) and CPDLC connection will be designation] NOT
transferred to the subsequent ATSU. REQUIRED
UM Notification of traffic significant to the flight. TRAFFIC IS [traffic R, then,
169n Note. No equivalent to ICAO Doc 4444. description] (optionally)
DM 67q
UM Notification of the secondary frequency for SECONDARY R
169o the area. FREQUENCY [frequency]
238.


UM ATS advisory that normal voice TRY SATCOM VOICE OR R
169ag communication is not available. RELAY THROUGH
Note. No equivalent to ICAO Doc 4444. ANOTHER AIRCRAFT
UM ATS advisory that the specified altimeter [facility designation] R
169y setting relates to the specified facility. ALTIMETER [altimeter]
213.
UM Used after ATC cannot comply with an ITP SEND NEW ITP REQUEST R
169av request to advise of intermediate flight levels IF ABLE [level]
that are available for an ITP.
System Management Messages (uplink)
UM Instruction to check the status of CPDLC CHECK AND RESPOND R
169j messages and to respond to unanswered TO OPEN CPDLC
uplink messages. MESSAGES
UM Instruction to set the message latency SET MAX UPLINK DELAY R
169w monitor to the specified value. VALUE TO [delayed
Note. No equivalent to ICAO Doc 4444. message parameter]
SECONDS
UM Instruction to check that the message latency CONFIRM MAX UPLINK R
169au monitor function is off. DELAY VALUE IS NOT
Note 1. No equivalent in ICAO Doc 4444. SET
UM Notification that an element contained in a MESSAGE NOT R
169u CPDLC downlink message was not part of SUPPORTED BY THIS
the approved CPDLC message set. ATS UNIT
Note. Equivalent to ICAO Doc 4444 UM
162.
UM Notification that an element contained in a MESSAGE NOT R
169ah CPDLC downlink message was not part of SUPPORTED BY THIS
the approved message set. The message ATS UNIT, CONTACT RTF
should be communicated by voice (i.e.
radiotelephone (RTF)).
UM Instruction to turn the CPDLC application off AUTOMATIC TRANSFER R
169am and to initiate a logon to the specified ATSU. OF CPDLC FAILED.
or UM WHEN ENTERING [unit
183am name] AREA
DISCONNECT CPDLC
THEN LOGON TO [facility
designation]


UM Instruction for the flight crew to check that CONFIRM ADS-C ARMED R
169an the ADS-C function is armed.
UM Instruction to transmit CPDLC position ADS-C SHUT DOWN AT R
169ao reports due to the failure of ADS-C. [facility designation].
REVERT TO CPDLC
POSITION REPORTS.
LEAVE ADS-C ARMED.
UM Instruction to transmit voice position reports ADS-C SHUT DOWN AT R
169at due to the failure of ADS-C. [facility designation].
REVERT TO VOICE
POSITION REPORTS.
LEAVE ADS-C ARMED.
UM Instruction to advise that CPDLC and voice RESUME NORMAL ADS-C R
169aw position reports are not required due to OPERATIONS.
ADS-C resuming operations. CPDLC AND VOICE
POSITION REPORTS NOT
REQUIRED
UM Instruction to continue on voice due to the CPDLC WILL BE SHUT R
169ax failure of CPDLC. DOWN. DISCONNECT
CPDLC. CONTINUE ON
VOICE
UM Instruction for intermediary CPDLC-capable RELAY TO [call sign] [unit R, then
169ap aircraft to relay message to aircraft not in name] [text of message to be DM 67ae
communication with ATC. relayed]
Military (uplink)
UM Notification that MARSA procedures with MARSA TERMINATED R
169aq the specified aircraft have been terminated. WITH [call sign(s) of
receiver aircraft]
UM CLEARED TO DELAY R
169ar FOR AIR REFUEL AT
[position] UNTIL [time]
UM CLEARED TO CONDUCT R
169as REFUELING

A.5.2 CPDLC standardized free text downlink messages

Route Modification Requests (downlink)
DM Request for a tailored arrival. The TA REQUEST TAILORED N
67ad designator and speed are optional. ARRIVAL [TA designator]
Note 1. No equivalent in ICAO Doc 4444. [speed] or REQ TA [TA
Note 2. When pre-formatting of the designator] [speed]
downlink message is not available, the flight
crew can shorten to:
REQ TA [TA designator]
DM Used with a vertical request, indicating an ITP ITP [distance] BEHIND N
67a request when there is one reference aircraft [aircraft identification]
ahead.
Note 1. No equivalent in ICAO Doc 4444.
DM Used with a vertical request, indicating an ITP ITP [distance] AHEAD OF N
67r request when there is one reference aircraft [aircraft identification]
behind.
DM Used with a vertical request, indicating an ITP ITP [distance] BEHIND[aircraft N
67s request when there are two reference aircraft, identification] AND [distance]
both ahead. BEHIND [aircraft
Note 1. No equivalent in ICAO Doc 4444. identification]
DM Used with a vertical request, indicating an ITP ITP [distance] AHEAD OF N
67t request when there are two reference aircraft, [aircraft identification] AND
both behind. [distance] AHEAD OF [aircraft
DM Used with a vertical request, indicating an ITP ITP [distance] BEHIND N
67ag request when there are two reference aircraft, [aircraft identification] AND
one ahead and the other behind. [distance] AHEAD OF [aircraft
Reports (downlink)
DM Notification of a revised estimate for the REVISED ETA [position] N
67k specified position. [time]
Note. Intent similar to DM 43.
DM Notification of the ground speed. GROUND SPEED [speed] or N
67l Note 1. Intent partial to ICAO Doc 4444 GS [speed]
DM 113.
Note 2. When pre-formatting of the
GS [speed]


DM Notification of the preferred level. PREFERRED LEVEL [level] N
67m Note 1. Same intent as ICAO Doc 4444 DM or FL [altitude]
106.
FL[altitude]
DM Notification of estimated time of arrival at the ETA [position] [time] or N
67n specified position. [position] [time]
Note 1. Same intent as ICAO Doc 4444 DM
104.
[position] [time]
DM Notification that the flight crew has visually [traffic identification] N
67o sighted and passed the specified traffic. SIGHTED AND PASSED
Note. No equivalent in ICAO Doc 4444.
DM Notification that the flight crew did NOT [traffic identification] NOT N
67p visually sight the specified traffic. SIGHTED
DM Notification that the previously described TRAFFIC SIGHTED N
67q traffic has been sighted.
DM Notification of the preferred time to TOP OF DESCENT [time] or N
67v commence descent for an approach. TOD [time]
109.
TOD [time]


DM The specified ATSU is being monitored on MONITORING [unit name] N
67aa the specified frequency. [frequency]
Urgent urgency attribute.
Note 1. Airborne automation (i.e.
preformatted message rather than the flight
crew typing the text) may be necessary for
message composition and to ensure accuracy
of the message content. Consequently, not all
aircraft will be equipped with such
automation.
89.
System Management Messages (downlink)
DM Notification that the delivery time of an uplink UPLINK DELAYED IN N
67u or message exceeded the maximum permitted by NETWORK AND REJECTED
DM the latency timer. The uplink message should - RESEND OR CONTACT BY
98u be re-sent or communicated by other means. VOICE
DM Notification that the transfer of the CPDLC CPDLC TRANSFER N
67j connection has failed. FAILURE
DM Notification that the ADS-C emergency mode ADS-C RESET N
67ab was inadvertent and has been set to OFF.
DM Notification from the intermediary CPDLC- RELAY FROM [call sign] N
67ae capable aircraft that the aircraft not in [response parameters]
communication received the instructions.
DM Notification that the aircraft does not have the TIMER NOT AVAILABLE N
67af functionality of a message latency monitor.
Note 2. Response to free text UM 169au
CONFIRM MAX UPLINK DELAY VALUE IS
NOT SET or UM 169w SET MAX UPLINK
DELAY VALUE TO [delayed message
parameter] SECONDS.
Additional messages (downlink)
DM Used with DM 27, indicating a request for a AND [specified distance] N
67ac weather deviation on both sides of route. [direction]


Negotiation Responses (downlink)
DM We can accept the specified level at the WE CAN ACCEPT [altitude] N
67b specified time. AT [time]
Note. Intent equivalent to ICAO Doc 4444
DM 81.
DM We can accept the specified speed at the WE CAN ACCEPT [speed] AT N
67c specified time. [time]
DM 83.
DM We can accept a parallel track offset the WE CAN ACCEPT [specified N
67d specified distance in the specified direction at distance] [direction] AT [time]
the specified time.
DM 85.
DM We cannot accept the specified level. WE CANNOT ACCEPT N
67e Note. Intent equivalent to ICAO Doc 4444 [altitude]
DM 82.
DM We cannot accept the specified speed. WE CANNOT ACCEPT N
67f Note. Intent equivalent to ICAO Doc 4444 [speed]
DM 84.
DM We cannot accept a parallel track offset the WE CANNOT ACCEPT N
67g specified distance in the specified direction. [specified distance] [direction]
DM 86.
DM Request for the earliest time at which a WHEN CAN WE EXPECT N
67h clearance to climb to the specified level can be CLIMB TO [altitude]
expected.
DM 87.
DM Request for the earliest time at which a WHEN CAN WE EXPECT N
67i clearance to descend to the specified level can DESCENT TO [altitude]
be expected.
DM 88.


Military (downlink)
DM Request for a delay at the specified position TO DELAY FOR AIR N
67w until a specified time to rendezvous with the REFUEL AT [position] UNTIL
receiver aircraft. [time]
Note 1. [position] is the ARCP as filed in
the tankers flight plan. [time] is the time the
tanker expects to pass the ARCP and
commence refueling along the refueling route.
It is also the end of the delay time.
DM Notification that refueling will end at the EXPECT END OF REFUEL N
67x specified time or position. AT [time/position]
DM Notification that the aircraft will be joining JOINING ALTRV [ALTRV N
67y the specified ALTRV at the specified position designator] AT [time/position]
or time.
DM Notification that the tanker will accept ACCEPT MARSA WITH [call N
67z MARSA with the specified (receiver) aircraft. sign(s) of receiver aircraft]

Global Operational Data Link Document (GOLD) B-1
Appendix B RCP specifications
B.1 General
B.1.1 This appendix includes specifications for RCP 240 and RCP 400. These specifications
support:
a) Safety oversight of air traffic service provisions and operations;
b) Agreements/contractual arrangements that ANSPs and aircraft operators make with their
respective CSPs;
c) Operational authorizations, flight crew training and qualification;
d) Design approval of aircraft data link systems; and
e) Operational-monitoring, analysis, and exchange of operational data among regions and states.
B.1.2 The RCP specifications are derived mainly from a safety assessment. However, in cases
where it has been determined to be beneficial, the RCP specification may include criteria to support
operational efficiency and orderly flow of air traffic. In these cases, the RCP specification indicates the
distinction between safety and efficiency.
B.1.3 The RCP specifications provide a means of compliance, in general. Additional guidance
related to service provision, aircraft approval and operational authorizations can be found in Chapter 3.
Guidance and requirements on post-implementation monitoring can be found at Appendix D.
B.1.4 The RCP specifications include allocations for data communications. The /D designator
is used to indicate the RCP allocations associated with the CPDLC application.
B.2 Terms and acronyms

Note. The terms applied to the RCP specifications are taken from ICAO Doc 9869, First Edition,
Manual on Required Communication Performance, dated 2008. Additional terms are provided, as
appropriate, to clarify meaning and measurement points for the RCP allocations.
RCP specification
Term Description
Operational communication The process a human uses to initiate the transmission of an instruction,
transaction clearance, flight information, and/or request, and is completed when that
human is confident that the transaction is complete.
RCP specification A set of ATS provision, including communication services, operator and
flight crew requirements (e.g. RCP 240) needed for communications
supporting a performance-based operation within a defined airspace.

B-2 Global Operational Data Link Document (GOLD)
RCP specification
Term Description
RCP type A label (e.g. RCP 240) that represents the values assigned to RCP
parameters for communication transaction time, continuity, availability
and integrity. (ICAO)
Note. This document uses the term RCP specification to align RCP
with RNP and RNAV specifications provided in the Performance Based
Navigation Manual.
RCP expiration time (ET) The maximum time for the completion of the operational communication
transaction after which the initiator is required to revert to an alternative
procedure.
RCP nominal time The maximum nominal time within which 95% of operational
(TT 95%) communication transactions is required to be completed.
RCP continuity (C) The required probability that an operational communication transaction
can be completed within the communication transaction time, either ET
or TT 95%, given that the service was available at the start of the
transaction.
RCP availability (A) The required probability that an operational communication transaction
can be initiated when needed.
RCP integrity (I) The required probability that an operational communication transaction
is completed with no undetected errors.
Note. Whilst RCP integrity is defined in terms of the goodness of
the communication capability, it is specified in terms of the likelihood of
-5
occurrence of malfunction on a per flight hour basis (e.g. 10 ),
consistent with RNAV/RNP specifications.
RCP transaction time

Term Description
Monitored operational The portion of the transaction time (used for intervention) that does not
performance (TRN) include the times for message composition or recognition of the
operational response.
Required communication The portion of the (intervention) transaction time that does not include
technical performance the human times for message composition, operational response, and
(RCTP) recognition of the operational response.
Responder performance The operational portion of the transaction time to prepare the operational
criteria response, and includes the recognition of the instruction, and message
composition (e.g. flight crew/HMI) for intervention transactions.
RCTP ATSU The summed critical transit times for an ATC intervention message and a
response message, allocated to the ATSU system.
RCTP CSP The summed critical transit times for an ATC intervention message and a
response message, allocated to the CSP system.

RCP transaction time

Term Description
RCTP AIR The summed critical transit times for an ATC intervention message and a
response message, allocated to the aircraft system.
RCP Continuity
Term Description
C for TRN The proportion of intervention messages and responses that can be
delivered within the specified TRN for intervention.
C for RCTP The proportion of intervention messages and responses that can be
delivered within the specified RCTP for intervention.
C for RCTP ATSU The proportion of intervention messages and responses that can be
delivered within the specified RCTP ATSU for Intervention.
C for RCTP CSP The proportion of intervention messages and responses that can be
delivered within the specified RCTP CSP for Intervention.
C for RCTP AIR The proportion of intervention messages and responses that can be
delivered within the specified RCTP AIR for Intervention.

Flight crew/ Aircraft CSP ATSU Controller/

HMI System System System HMI
Clearance used for

1 intervention
Operational communication transaction

Initiator
RCTP
Responder RCP
TRN type
2 Acknowledgement of
clearance
Human is
confident that
transaction is
complete
3 Information Report
RCP Availability
Term Description
Service availability The required probability that the communication service is available to all
(A CSP ) users in a specific airspace when desired.
Unplanned outage Time after the unplanned outage begins at which there is an operational
duration limit (minutes) impact. Measured from when an unplanned outage begins to when the
ATSU receives notification that the service has been restored.
Maximum number of Measured separately for each relevant operational airspace over any 12-
unplanned outages month period.
Maximum accumulated Measured by accumulating only the duration times for unplanned outages
unplanned outage time greater than the unplanned outage duration limit during any 12-month
(min/yr) period. The accumulation is performed separately for each relevant
operational airspace.
Unplanned outage Notification to the ATSU of an unplanned outage. Measured from when the
notification delay (min) unplanned outage begins to when the ATSU receives notification.

RCP Availability
Term Description
Aircraft system The required probability of available capability on an aircraft with an
availability (A AIR ) average flight of 6 hours.
Note. The actual aircraft system availability is computed assuming that
the service is available in the relevant airspace.
Maximum accumulated unplanned outage time (min/yr) =
No operational sum of unplanned outage duration over a period of time (year),

impact where unplanned outage duration > outage duration limit
Notification of Notification of
restored restored
service service
unplanned unplanned
outage outage Maximum
duration duration number of
unplanned
Notification of Notification of outages > ODL
unplanned unplanned (per year)
outage delay outage delay
Unplanned outage Outage Unplanned outage Outage

begins duration limit begins duration limit
(ODL) (ODL)

B.3 RCP 240 specification
RCP Specification
RCP specification RCP 240
Airspace specific considerations
Interoperability Specify interoperability criteria (e.g. FANS 1/A)
ATS Function Specify ATS function(s) (e.g. applicable separation standard)
Application Specify controller-pilot ATC communication intervention capability (e.g. CPDLC
application per ICAO Doc 4444, and RTCA DO-306/EUROCAE ED-122,
Annex A)
RCP parameter values
Transaction time (sec) Continuity (C) Availability (A) Integrity (I)
-5
ET = 240 C(ET) = 0.999 0.999 Malfunction = 10 per
TT 95% = 210 C(TT 95%) = 0.95 0.9999 (efficiency) flight hour
RCP monitoring and alerting criteria
Ref Criteria
MA-1 The system shall be capable of detecting failures and configuration changes that would
cause the communication service to no longer meet the RCP specification for the intended
function.
MA-2 When the communication service can no longer meet the RCP specification for the
intended function, the flight crew and/or the controller shall take appropriate action.
Notes
Note 1. Rationale for the criteria provided in this specification can be found in ICAO Annex 11, ICAO
Doc 4444, ICAO Doc 9689, and RTCA DO-306/ED-122.
Note 2. The values for transaction times are to be applied to transactions that are representative of
communication capability for the controller to intervene with a specific operator, aircraft type, and
aircraft identification.
Note 3. If changes are made to the system capacity limits, as specified by the airspace requirements,
and the changes cause the system to perform below the RCP specification, this would be considered a
change in system configuration.
Note 4. DO-306/ED-122 specifies an availability value based on safety assessment of the operational
effects of the loss of the service. The availability value herein is more stringent, based on an additional
need to maintain orderly and efficient operations.
B.3.1 RCP 240/D allocations
B.3.1.1 General
B.3.1.1.1 The RCP 240/D allocations are applicable to the CPDLC application.

B.3.1.2 Air navigation service provider (ANSP)
RCP communication transaction time and continuity criteria

Specification: RCP 240/D Application: CPDLC Component: ANSP
Transaction Time ET (sec) TT (sec) Compliance Means
Parameter C = 99.9% C = 95%
Transaction Time Value 240 210 Analysis, CSP contract/service
agreement. See also paragraph
B.3.1.3.
RCP Time Allocations
Initiator 30 30 Analysis, simulations, safety and
human factors assessments
TRN 210 180 Monitored, CSP contract/service
B.3.1.3.
TRN Time Allocations
Responder 60 60 Initially, by analysis,
simulations, safety human factors
assessments
Post-implementation, monitored,
estimated
RCTP 150 120 Monitored, estimated, CSP
contract/service agreement. See
also paragraph B.3.1.3.
RCTP Time Allocation
RCTP ATSU 15 10 Pre-implementation
demonstration
RCP availability criteria

Availability parameter Efficiency Safety Compliance means
Service availability (A CSP ) 0.9999 0.999 Contract/service agreement terms.
Note. For guidelines to aid in the
development of the contract/service agreement
with the CSP, see paragraph B.3.1.3, RCP
240/D allocation to CSP for RCP availability
criteria.

RCP integrity criteria

Integrity Integrity value Compliance means
parameter
Integrity (I) Malfunction = Analysis, safety requirements, development assurance level
-5
10 per flight commensurate with integrity level, (compliance shown prior to
hour operational implementation). See also RCP related safety
requirement SR-26 for the ANSP. CSP contract/service
agreement. See also RCP integrity criteria for CSP, paragraph
B.3.1.3.

Ref: Criteria Compliance means
MA-1a The ground system shall be capable of detecting ground system System design,
failures and configuration changes that would cause the implementation. CSP
communication service to no longer meet the requirements for the contract/service
intended function. agreement. See also
Note. If changes are made to the system capacity limits, as paragraph B.3.1.3, RCP
specified by the airspace requirements, and the changes cause availability criteria.
the system to perform below the RCP specification, this would be
considered a change in system configuration.
MA-1b When the communication service no longer meets the System design,
requirements for the intended function, the ground system shall implementation. CSP
provide indication to the controller. contract/service
agreement. See also
paragraph B.3.1.3, RCP
availability criteria.
MA-2 When the controller receives an indication that the System design,
communication service no longer meets the requirements for the procedures,
intended function (e.g. reduced longitudinal separation), the implementation
controller shall take action to resolve the situation, (e.g. apply an
alternative form of separation).
RCP related safety requirements

Ref Related RCP Safety requirement
Parameter
SR-1a A The ATSU shall display the indication provided by the aircraft system when
(ANSP) a data link service request initiated by the ground system or the controller is
rejected at the application layer.


Parameter
SR-1b A The ATSU shall provide to the aircraft system an indication when it rejects a
(ANSP) data link service request initiated by the flight crew at the application layer.
SR-2 A, C The ATSU shall indicate to the controller a detected loss of data link service.
(ANSP)
SR-3 A Data link service shall be established in sufficient time to be available for
(ANSP) operational use.
SR-4 A, C ATSU shall be notified of planned outage of data link service sufficiently
(ANSP) ahead of time.
SR-5 A, C The ATSU shall indicate to the controller when a message cannot be
(ANSP) successfully transmitted.
SR-6 C, I The ATSU end system shall provide unambiguous and unique identification
(ANSP) of the origin and destination with each message it transmits.
SR-7 C, I The ATSU shall indicate in each response to which messages it refers.
(ANSP)
SR-8 I The ATSU shall send the route clearance information with the route
(ANSP) clearance via data link.
SR-9 C, I The ATSU end system shall time stamp to within one second UTC each
(ANSP) message when it is released for onward transmission.
SR-11 C, I Any processing performed by ATSU (data entry/ encoding/ transmitting/
(ANSP) decoding/ displaying) shall not affect the intent of the message.
SR-12 C, I The ATSU end system shall reject messages not addressed to itself.
(ANSP)
SR-13 C, I The ATSU shall transmit messages to the designated aircraft system.
(ANSP)
SR-14 A, C, I The ATSU system shall indicate to the controller when a required response
(ANSP) for a message sent by the ATSU is not received within the required time
(ET TRN ).
SR-15 C, I When the ATSU receives a message whose time stamp exceeds ET TRN , the
(ANSP) ATSU shall provide appropriate indication.
SR-16 C, I The ATSU shall prevent the release of clearance without controller action.
(ANSP)
SR-17 C, I The ATSU shall prohibit operational processing by controller of corrupted
(ANSP) messages.


Parameter
SR-18 C, I The ATSU shall be able to determine the message initiator.
(ANSP)
SR-19 C, I The ATSU shall prohibit to the controller operational processing of
(ANSP) messages not addressed to the ATSU.
SR-20 C, I ATSU shall only establish and maintain data link services when the aircraft
(ANSP) identifiers in data link initiation correlates with the ATSUs corresponding
aircraft identifiers in the current flight plan.
SR-21 C, I The aircraft identifiers used for data link initiation correlation by the ATSU
(ANSP) shall be unique and unambiguous (e.g. the Aircraft Identification and either
the Registration Marking or the Aircraft Address).
SR-23 C, I An ATSU system shall not permit data link services when there are non-
(ANSP) compatible version numbers.
SR-24 C, I The ATSU shall respond to messages in their entirety.
(ANSP)
SR-25 I The ATSU end system shall be capable of detecting errors that would result
(ANSP) in misdelivery introduced by the communication service.
SR-26 I The ATSU end system shall be capable of detecting errors that would result
(ANSP) in corruption introduced by the communication service.
B.3.1.3 Communication service provider (CSP)

Note. The RCP allocations for the CSP are intended to aid the ANSP and the aircraft operator in
the development of contracts and service agreements.

Specification: RCP 240/D Application: CPDLC Component: CSP
Transaction Time Parameter ET (sec) TT (sec) Compliance means
C = 99.9% C = 95%
RCTP CSP 120 100 Contract/service agreement terms.
Pre-implementation
demonstration.


Service availability (A CSP ) 0.9999 0.999 Contract/service agreement
terms
Unplanned outage duration limit (min) 10 10 Contract/service agreement
terms
Maximum number of unplanned outages 4 48 Contract/service agreement
terms
Maximum accumulated unplanned outage 52 520 Contract/service agreement
time (min/yr) terms
Unplanned outage notification delay (min) 5 5 Contract/service agreement
terms
Note. DO-306/ED-122 specifies a requirement to indicate loss of the service. Unplanned outage
notification delay is an additional time value associated with the requirement to indicate the loss to the
ANSP per the RCP related safety requirement SR-4 for the ANSP.

parameter
Integrity (I) Not specified Contract/service agreement terms. Per RCP related safety
requirements SR-26 for the ANSP and SR-26 for the aircraft
system, the end system is required include provisions, consistent
with the overall RCP integrity criteria, to mitigate the effects of
errors introduced by the network. These provisions require the
network to pass protected information (or data) to the end
system without manipulating the protected information (or data)
it passes.
Note. In formulating contract terms with the CSP, the ANSP
and/or operator may specify an integrity value and other related
criteria, as appropriate, for the network, including subnetworks,
that will ensure acceptable data integrity, consistent with the
assumptions used to define the end system provisions (e.g. CRC
or Fletchers checksum).

B.3.1.4 Aircraft system

Specification: RCP 240/D Application: CPDLC Component: Aircraft system
Transaction Time Parameter ET (sec) TT (sec) Compliance Means
C = 99.9% C = 95%
RCP Time Allocation
Initiator 30 30 Human-machine interface
capability, pre-implementation
demonstration
TRN Time Allocation
Responder 60 60 Human-machine interface
demonstration
RCTP AIR 15 10 Pre-implementation
demonstration

A AIR N/A 0.999 Analysis, architecture, design, pre-
implementation demonstration

Integrity parameter Integrity value Compliance means
-5
10 per flight (e.g. Level C software) commensurate with integrity level,
hour pre-implementation demonstration. See also RCP related
safety requirement SR-26 for the aircraft system.


MA-1a The aircraft system shall be capable of detecting aircraft system System design,
failures or loss of air/ground communication that would cause the implementation
aircraft communication capability to no longer meet the
requirements for the intended function.
MA-1b When the aircraft communication capability no longer meets the System design,
requirements for the intended function, the aircraft system shall implementation
provide indication to the flight crew.

Parameter
SR-1a A The aircraft system shall provide to the ATSU an indication when it rejects a
(Air) data link service request initiated by the ground system or the controller at the
application layer.
SR-1b A The aircraft system shall display the indication provided by the ATSU when a
(Air) data link service request initiated by the flight crew is rejected at the
application layer.
SR-2 A, C The aircraft system shall indicate to the flight crew a detected loss of data link
(Air) service.
SR-5 A, C The aircraft system shall indicate to the flight crew when a message cannot be
(Air) successfully transmitted.
SR-6 C, I The aircraft end system shall provide unambiguous and unique identification of
(Air) the origin and destination with each message it transmits.
SR-7 C, I The aircraft system shall indicate in each response to which messages it refers.
(Air)
SR-8 I The aircraft shall execute the route clearance per the route clearance received
(Air) from the ATSU via data link.
SR-9 C, I The aircraft end system shall time stamp to within one second UTC each
(Air) message when it is released for onward transmission.
SR-1 C, I The aircraft end system shall include in each ADS-C report the time at position
(Air)0 to within one second of the UTC time the aircraft was actually at the position
provided in the report.
SR-11 C, I Any processing performed by aircraft system (data entry/ encoding/
(Air) transmitting/ decoding/ displaying) shall not affect the intent of the message


Parameter
SR-12 C, I The aircraft end system shall reject messages not addressed to itself.
(Air)
SR-13 C, I The aircraft system shall transmit messages to the designated ATSU.
(Air)
SR-15 C, I When the aircraft system receives a message whose time stamp exceeds ET TRN ,
(Air) the aircraft system shall provide appropriate indication.
SR-16 C, I The aircraft end system shall prevent the release of responses to clearances
(Air) without flight crew action.
SR-17 C, I The aircraft system shall prohibit operational processing by flight crew of
(Air) corrupted messages.
SR-18 C, I The aircraft system shall be able to determine the message initiator.
(Air)
SR-19 C, I The aircraft system shall prohibit to the flight crew operational processing of
(Air) messages not addressed to the aircraft.
SR-21 C, I The aircraft identifiers sent by the aircraft system and used for data link
(Air) initiation correlation shall be unique and unambiguous (e.g. the Aircraft
Identification and either the Registration Marking or the Aircraft Address).
SR-24 C, I The aircraft system shall respond to messages in their entirety or allow the
(Air) flight crew to do it.
SR-25 I The aircraft end system shall be capable of detecting errors that would result in
(Air) misdelivery introduced by the communication service
SR-26 I The aircraft end system shall be capable of detecting errors that would result in
(Air) corruption introduced by the communication service.
SR-27 C, I The aircraft and/or flight crew shall ensure the correct transfer into or out of the
(Air) aircrafts FMS of route data received/sent via data link that will be used to
define the aircraft active flight plan.

B.3.1.5 Aircraft operator

Specification: RCP 240/D Application: CPDLC Component: Aircraft operator
C = 99.9% C = 95%
Initiator 30 30 Procedures, flight crew training
and qualification in accordance
with safety requirements.
Responder 60 60 Procedures, flight crew training
and qualification in accordance
with safety requirements.
RCTP AIR 15 10 Aircraft type design approval,
maintenance, properly
configured user-modifiable
software (e.g. owner
requirements table)
RCTP CSP 120 100 CSP contract/service agreement.
See also paragraph B.3.1.3. Pre-
implementation demonstration.

A AIR N/A 0.999 Aircraft type design approval, maintenance,
properly configured user-modifiable software
(e.g. owner requirements table or airline policy
file).
criteria.


Integrity (I) Malfunction = Aircraft type design approval, establish procedures,
-5
10 per flight training, and qualification to meet safety requirements.
hour CSP contract/service agreement. See also RCP integrity
criteria for CSP, paragraph B.3.1.3.

MA-2 When the flight crew determines that the aircraft communication Procedures, flight crew
capability no longer meets the requirements for the intended training and qualification
function, the flight crew shall advise the ATC unit concerned.

Parameter
SR-22 C, I The flight crew shall perform the initiation data link procedure again with
(Operator) any change of the flight identifier.
SR-24 C, I The flight crew shall respond to a message in its entirety when not
(Operator) responded by the aircraft system.
SR-27 C, I The aircraft and/or flight crew shall ensure the correct transfer into or out
(Operator) of the aircrafts FMS of route data received/sent via data link that will be
used to define the aircraft active flight plan.

RCP Specification
Annex A)
-5
ET = 400 C(ET) = 0.999 0.999 Malfunction = 10 per
TT 95% = 350 C(TT 95%) = 0.95 flight hour
Ref: Criteria
function.
Notes
Note 1. Rationale for the criteria provided in this specification can be found in ICAO Annex 11,
ICAO Doc 4444, ICAO Doc 9689, and RTCA DO-306/ED-122.
B.4.1.1 General


C = 99.9% C = 95%
B.4.1.3.
B.4.1.3.
simulations, safety human
factors assessments
estimated
RCTP ATSU 15 10 Pre-implementation
demonstration

Service availability (A CSP ) N/A 0.999 Contract/service agreement terms.
criteria.


parameter
Integrity (I) Note. RCP integrity criteria related to RCP 400/D
are the same as those related to RCP 240/D. See
paragraph B.3.1.2.

All Note. RCP monitoring and alerting criteria related to RCP
400/D are the same as those related to RCP 240/D. See
paragraph B.3.1.2.

Parameter
All A, C, I Note. Safety requirements related to RCP 400/D are the same as those
related to RCP 240/D. See paragraph B.3.1.2.


C = 99.9% C = 95%
RCTP CSP 280 240 Contract/service agreement terms


Service availability (A CSP ) N/A 0.999 Contract/service agreement terms
Unplanned outage duration limit (min) N/A 20 Contract/service agreement terms
Maximum number of unplanned outages N/A 24 Contract/service agreement terms
Maximum accumulated unplanned N/A 520 Contract/service agreement terms
outage time (min/yr)
Unplanned outage notification delay N/A 10 Contract/service agreement terms
(min)

parameter
Integrity (I) Note. RCP integrity criteria related to RCP 400/D
are the same as those related to RCP 240/D. See
paragraph B.3.1.3.

C = 99.9% C = 95%
RCP Time Allocation
Initiator 30 30 Human-machine interface
demonstration
TRN Time Allocation
demonstration
demonstration


A AIR N/A 0.999 Analysis, architecture, design, pre-

Integrity (I) Note. RCP integrity criteria related to
RCP 400/D are the same as those related to
RCP 240/D. See paragraph B.3.1.4.

allocations 400/D are the same as those related to RCP 240/D.
See paragraph B.3.1.4.

Parameter
All A, C, I Note. Safety requirements related to RCP 400/D are the same as those


C = 99.9% C = 95%
Initiator 30 30 Procedural capability, flight crew
training and qualification in
accordance with safety
requirements.
Responder 60 60 Procedural capability, flight crew
requirements.
maintenance, properly configured
user-modifiable software (e.g.
owner requirements table)
RCTP CSP 280 240 CSP contract/service agreement.
See also paragraph B.4.1.3.

A AIR N/A 0.999 Aircraft type design approval, maintenance,
(e.g. owner requirements table)
development of the contract/service
agreement with the CSP, see paragraph
B.4.1.3, RCP 400/D allocation to CSP for
RCP availability criteria.


Integrity (I) Note. RCP integrity criteria related to
RCP 400/D are the same as those related
to RCP 240/D. See paragraph B.3.1.5.

400/D are the same as those related to RCP 240/D. See
paragraph B.3.1.5.

Parameter
All C, I Note. Safety requirements related to RCP 400/D are the same as those

RCP Specification
Interoperability Specify interoperability criteria (e.g. ATN B1, ATN B1-FANS 1/A)
ATS Function Specify ATS function(s) (e.g. ATS communication means (Controller-initiated
ACM and ACL)
Annex A)
-5
ET = 150 C(ET) = 0.999 0.999 (Provision Malfunction = 10 per
TT 95% = 80 C(TT 95%) = 0.95 0.993 (Use) flight hour
Ref: Criteria
function.
Notes
Doc 4444, ICAO Doc 9689, and DO-290/ED-120.
Note 4. DO-290/ED-120 specifies an availability value based on service Provision (A PROV ) and on
Use (A USE ). A PROV value herein is more stringent and is equally shared between ATSU and CSP.
B.5.1.1 General

C = 99.9% C = 95%
B.5.1.3.
B.5.1.3.
simulations, safety human
factors assessments
estimated
RCTP ATSU (See Note 1) 14 12 Pre-implementation
demonstration
Notes
Note 1. DO-290/ED-120 specifies Timing values for ANSP based on the combined value of ATSU and
CSP. The split between each ATSU and CSP is made through local contract/service agreements.
Note 2.- RCP 150 specification is for controller-initiated messages. Therefore, the Responder represents
the flight crew.


Service availability (A ATSU ) 0.9995 N/A Contract/service agreement terms.
Note 1. For guidelines to aid in the
criteria.
Unplanned outage duration 6 N/A Contract/service agreement terms
limit (min)
Maximum number of 40 N/A Contract/service agreement terms
unplanned outages
Maximum accumulated 240 N/A Contract/service agreement terms
unplanned outage time
(min/yr)
Unplanned outage 5 N/A Contract/service agreement terms
notification delay (min)

parameter
-5
Integrity (I) Malfunction = 10 Analysis, safety requirements, development assurance
per flight hour level commensurate with integrity level (compliance
shown prior to operational implementation). See also RCP
related safety requirement SR-ACL-18 for the ANSP.

MA-1a The ground system shall be capable of detecting ground system System design,
failures and configuration changes that would cause the implementation. CSP
communication service to no longer meet the requirements for contract/service
the intended function. agreement.
Note. If changes are made to the system capacity limits, as See also paragraph
specified by the airspace requirements, and the changes cause B.5.1.3, RCP availability
the system to perform below the RCP specification, this would be criteria.


MA-1b When the communication service no longer meets the System design,
provide indication to the controller. contract/service
agreement.
See also paragraph
B.5.1.3, RCP availability
criteria.
MA-2 When the controller receives an indication that the System design,
communication service no longer meets the requirements for the procedures,
intended function, the controller shall take action to resolve the implementation
situation (e.g. revert to voice)

Parameter
SR-DLIC-1 I When flight plan correlation is performed as part of DLIC, an ATSU
shall reject the initiation request if the flight identifier, departure or
arrival aerodrome contained in the DLIC message does not match the
ATSUs corresponding flight plan information.
SR-DLIC-2 I An ATSU system shall not permit data link services when there are
incompatible version numbers
SR-DLIC-4 I The ATSU system shall perform the correlation function again when the
flight plan information used for correlation changes after correlation has
been completed, but prior to initiating an application requiring such
correlation (e.g. CPDLC).
SR-DLIC-5 I The ATSU system shall delete and replace all previously held
application data relating to an aircraft after a successful DLIC initiation
function.
SR-DLIC-6 I The ATSU system shall not permit data link services when the aircraft
flight plan information fails to correlate with the ATSUs corresponding
flight plan information.
SR-DLIC-7 I Any ATSU processing (data entry/encoding/ transmitting/decoding/
displaying) shall not affect the intent of the DLIC message.
SR-ACM-1 I An ATSU shall only send operational CPDLC messages to an aircraft
when it has control of that aircraft unless it is a D-ATSU conducting
DSC.


Parameter
SR-ACM-3 I Only the ATSU that has control (CDA) of the aircraft shall be permitted
to indicate the next data authority (NDA) to the aircraft.
SR-ACM-5 I An ATSU shall reject any aircraft request for CPDLC establishment.
SR-ACM-6 I When a request for CPDLC establishment is rejected by an ATSU, an
indication of the rejection shall be provided to the aircraft.
SR-ACM-7 A The ATSU system shall be capable of indicating any loss of CPDLC
service to the controller.
SR-ACM-10 I The controller shall have the capability to terminate CPDLC
SR-ACM-11 I After the end of a flight or after a power cycle resulting in a cold start or
when CPDLC is turned off, ACM shall be conducted prior to using any
CPDLC service.
SR-ACM-12 I Any processing (data entry/encoding/ transmitting/ decoding/
displaying) shall not affect the intent of the message.
SR-ACL-8
SR-ACL-2 I Each uplink message shall be uniquely identified for a given aircraft-
ATSU pair.
SR-AMC-1
SR-ACL-4 I A response message shall indicate to which message it refers.
SR-ACL-7 C, I Te controller shall respond to a message in its entirety.
SR-ACL-9 I The ATSP shall reject messages not addressed to its end system.
SR-AMC-5
SR-ACL-10 I The ATSP shall transmit messages to the designated end system.
SR-AMC-6
SR-ACL-11 C An indication shall be provided to the controller and information shall

be sent to the flight crew when a message is rejected because the
response is not sent within the required time (ET RESPONDER ).
SR-ACL-12 C The ATSU system shall be capable of indicating to the controller when a
required response is not received within the required time (ET TRN ).
SR-ACL-13 C When a received message contains a time stamp that indicates that the
ET TRN time has been exceeded, the ATSU shall either discard the
message and inform the initiator or display the message to the receiver
with an appropriate indication.


Parameter
SR-ACL-14 C When the controller is informed that a message has been rejected by the
ATSU system because the response has not been sent within the
required response time (ET RESPONDER ), the controller shall clarify the
status of the message (e.g. using voice).
SR-ACL-15 C When using data link for ATC communications, the ATSU shall be
synchronized to within one second of UTC.
SR-AMC-8
SR-ACL-16 I The ATSU shall prevent release of a clearance without controller action.
SR-ACL-18 I The ATSU system shall be capable of detecting a corrupted message.
SR-ACL-19 I The ATSU system shall prohibit operationally processing of detected

corrupted messages
SR-ACL-20 I The ATSU system shall be able to determine the aircraft that transmitted
the message.
SR-ACL-21 C Whenever a message is discarded an indication shall be provided by the
ATSU system to the aircraft that sent the message.


C = 99.9% C = 95%
RCTP CSP 14 12 Contract/service agreement terms.
Note. See paragraph B.5.1.2,
RCP 150/D allocation to ANSP for
RCTP ANSP .
Notes
Note . DO-290/ED-120 does not specify Timing values for CSP, but is incorporated in the value for
ANSP. RCTP ANSP represents the combined value of ATSU and CSP.


Service availability (A CSP ) 0.995 N/A Contract/service agreement terms
Unplanned outage duration limit (min) 6 N/A Contract/service agreement terms
Maximum number of unplanned outages 40 N/A Contract/service agreement terms
Maximum accumulated unplanned 240 N/A Contract/service agreement terms
outage time (min/yr)
Unplanned outage notification delay 5 N/A Contract/service agreement terms
(min)
Notes
Note. A CSP is derived from A PROV and is equally shared between ATSU and CSP.

parameter
Integrity (I) Not specified Contract/service agreement terms. Per RCP related safety
requirements SR-ACL-18 for the ANSP and SR-ACL-18 for
the aircraft system, the end system is required include
provisions, consistent with the overall RCP integrity criteria, to
mitigate the effects of errors introduced by the network. These
provisions require the network to pass protected information
(or data) to the end system without manipulating the protected
information (or data) it passes.
and/or operator may specify an integrity value and other
related criteria, as appropriate, for the network, including
subnetworks, that will ensure acceptable data integrity,
consistent with the assumptions used to define the end system
provisions (e.g. CRC or Fletchers checksum).


C = 99.9% C = 95%
RCP Time Allocation
Initiator See note See note Human-machine interface
demonstration
TRN Time Allocation
demonstration
demonstration
Notes
Note. RCP 150 specification is for controller-initiated messages. Therefore, the INITIATOR time is
not provided.

A AIR 0.994 N/A Analysis, architecture, design, pre-
Notes
Note. A AIR ,is derived from A USE and A PROVISION , where A AIR equals A USE / A PROVISION .


-5
per flight hour level (e.g. Level C software) commensurate with integrity
level, pre-implementation demonstration. See also RCP
related safety requirement SR-ACL-18 for the aircraft
system.

failures or loss of air/ground communication that would cause the implementation
aircraft communication capability to no longer meet the
MA-1b When the aircraft communication capability no longer meets the System design,

Parameter
SR-DLIC-2 I An aircraft system shall not permit data link services when there are
non-compatible version numbers
SR-DLIC-3 I The aircraft system shall perform the initiation function again with
applicable ATSUs when any of the application or flight information
changes.
SR-DLIC-7 I Any aircraft system processing (data entry/encoding/
transmitting/decoding/ displaying) shall not affect the intent of the DLIC
message.
SR-DLIC-8 I The aircraft system shall insert the relevant initiation data in initiation
message.
SR-ACM-2 I Once an aircraft accepts operational CPDLC messages from an ATSU, it
shall reject operational CPDLC messages from any other ATSU except
from a D-ATSU until the first ATSU indicates that it has transferred
control of that aircraft.
SR-ACM-4 I A rejection indication shall be provided to the ATSU when an aircraft
rejects a request for CPDLC.


Parameter
SR-ACM-7 A The aircraft system shall be capable of indicating any loss of CPDLC
service to the flight crew.
SR-ACM-11 I After the end of a flight or after a power cycle resulting in a cold start or
when CPDLC is turned off, ACM shall be conducted prior to using any
CPDLC service.
SR-ACM-12 I Any processing (data entry/encoding/ transmitting/ decoding/
displaying) shall not affect the intent of the message.
SR-ACL-8
SR-ACL-3 I Each downlink message shall be uniquely identified for a given aircraft-
ATSU pair.
SR-ACL-4 I A response message shall indicate to which message it refers.
SR-ACL-9 I The aircraft system shall reject messages not addressed to its end
system.
SR-AMC-5
SR-ACL-10 I The aircraft system shall transmit messages to the designated end
system.
SR-ACL-11 C An indication shall be provided to the flight crew and information shall
be sent to the ATSU when a message is rejected because the response is
not sent within the required time (ET RESPONDER ).
SR-ACL-13 C When a received message contains a time stamp that indicates that the
ET TRN time has been exceeded, the aircraft system shall either discard
the message and inform the ATSU or display the message to the flight
crew with an appropriate indication.
SR-ACL-15 C When using data link for ATC communications, the aircraft system shall
be synchronized to within one second of UTC.
SR-AMC-8
SR-ACL-17 C The aircraft system shall prevent release of a report without flight crew
action.
SR-ACL-18 I The aircraft system shall be capable of detecting a corrupted message.
SR-ACL-19 I The aircraft system shall prohibit operational processing of detected

corrupted messages
SR-ACL-20 I The aircraft system shall be able to determine the ATSU that transmitted
the received message.
SR-ACL-21 C Whenever an operational message is discarded an indication shall be
provided to the ATS that sent the message.


C = 99.9% C = 95%
Initiator See note 1 See note 1 Procedural capability, flight crew
requirements.
Responder 100 44 Procedural capability, flight crew
requirements.
RCTP CSP See note 2 See note 2 CSP contract/service agreement.
See also paragraph B.5.1.3.
Notes
Note 1. RCP 150 specification is for controller-initiated messages. Therefore, the INITIATOR time is
not provided.
Note 2. DO-290/ED-120 does not specify timing values for CSP, but is incorporated in the value for
ANSP. RCTP ANSP represents the combined value of ATSU and CSP.


A AIR 0.994 N/A Aircraft type design approval, maintenance,
(e.g. owner requirements table)
Service availability (A CSP ) 0.9995 N/A Contract/service agreement terms.
B.5.1.3, RCP 150/D allocation to CSP for
RCP availability criteria.
Notes
Note. A AIR ,is derived from A USE and A PROVISION , where A AIR equals A USE / A PROVISION .

-5
per flight hour level (e.g. Level C software) commensurate with integrity
level, pre-implementation demonstration. See also RCP
related safety requirement SR-ACL-18 for the aircraft
system.

MA-2 When the flight crew determines that the aircraft communication Procedures, flight crew
capability no longer meets the requirements for the intended training and qualification.


Ref Related Safety requirement
RCP
Parameter
SR-DLIC-3 C, I The flight crew shall perform the initiation function again with applicable
ATSUs when any of the application or flight information changes (upon
operator input).
SR-ACL-7 C, I The flight crew shall respond to a message in its entirety.
SR-ACL-14 C When the flight crew is informed that a message has been rejected by the
local system because the response has not been sent within the required
response time (ET RESPONDER ), the flight crew shall clarify the status of the
message (e.g. using voice).
SR-ACL-17 C The flight crew shall be responsible for releasing an ACL report.

Global Operational Data Link Document (GOLD) C-1
Appendix C RSP specifications
C.1 General
C.1.1 This appendix includes specifications for RSP 180 and RSP 400. These specifications
support:
a) Safety oversight of air traffic service provisions and operations;
b) Agreements/contractual arrangements that ANSPs and aircraft operators make with their
respective CSPs;
c) Operational authorizations, flight crew training and qualification;
d) Design approval of aircraft data link systems; and
e) Operational-monitoring, analysis, and exchange of operational data among regions and states.
C.1.2 The RSP specifications are derived mainly from a safety assessment. However, in cases
where it has been determined to be beneficial, the RSP specification may include criteria to support
operational efficiency and orderly flow of air traffic. In these cases, the RSP specification indicates the
distinction between safety and efficiency.
C.1.3 The RSP specifications provide a means of compliance, in general. Additional guidance
related to service provision, aircraft approval and operational authorizations can be found in Chapter 3.
Guidance and requirements on post-implementation monitoring can be found at Appendix D.
C.1.4 The RSP specifications include allocations for data communications. The /D designator
is used to indicate the RSP allocations associated with the ADS-C or FMC WPR application.
C.2 Terms and acronyms

Note. The terms applied to the RSP specifications are derived from ICAO Doc 9869, First Edition,
Manual on Required Communication Performance, dated 2008 and ICAO Doc 9613, Performance Based
Navigation Manual. Additional terms are provided, as appropriate, to clarify meaning and measurement
points for the RSP allocations.
RSP specification
Term Description
ATS surveillance service A term used to indicate a service provided directly by means of an ATS
surveillance system. (ICAO)
ADS-C service A term used to indicate an ATS service that provides surveillance
information by means of the ADS-C application.
Note. ICAO Doc 4444 does not include ADS-C in its definition for ATS
surveillance system. Therefore, an ATS surveillance service does not
consider those provided by means of the ADS-C application, unless it
can be shown by comparative assessment to have a level of safety and

C-2 Global Operational Data Link Document (GOLD)
RSP specification
Term Description
FMC WPR service A term used to indicate an ATS service that provides surveillance
information by means of the FMC WPR application.
Note. ICAO Doc 4444 does not include FMC WPR in its definition for
ATS surveillance system. Therefore, an ATS surveillance service does
not consider those provided by means of the FMC WPR application,
unless it can be shown by comparative assessment to have a level of
safety and performance equal to or better than monopulse SSR.
ATS surveillance system A generic term meaning variously, ADS-B, PSR, SSR or any comparable
ground-based system that enables the identification of aircraft.
Note. A comparable ground-based system is one that has been
demonstrated, by comparative assessment or other methodology, to have
a level of safety and performance equal to or better than monopulse SSR.
(ICAO)
Automatic dependent A means by which aircraft, aerodrome vehicles and other objects can
surveillance broadcast automatically transmit and/or receive data such as identification, position
(ADS-B) and additional data, as appropriate, in a broadcast mode via a data link.
(ICAO)
Automatic dependent A means by which the terms of an ADS-C agreement will be exchanged
surveillance contract between the ground system and the aircraft, via a data link, specifying
(ADS-C) under what conditions ADS-C reports would be initiated, and what data
would be contained in the reports.
Note. The abbreviated term ADS contract is commonly used to refer
to ADS event contract, ADS demand contract, ADS periodic contract or
an emergency mode.
(ICAO)
Surveillance data Data pertaining to the identification of aircraft and/or obstructions for
route conformance monitoring and safe and efficient conduct of flight.
Note. In this document, surveillance data applies to ADS-C reports,
CPDLC position reports and FMC waypoint position reports.
Required surveillance A statement of the performance requirements for operational surveillance
performance (RSP) in support of specific ATM functions.
RSP specification A set of ATS provision, including communication services, aircraft and
operator requirements (e.g. RSP 180) needed for surveillance supporting
a performance-based operation within a defined airspace.

RSP specification
Term Description
Surveillance data delivery The process for obtaining surveillance data.
Note. In this document, the delivery is defined for the following
reports:
a) ADS-C periodic report, from the start of the periodic interval to when
the ATSU receives the report. The start of the periodic interval occurs
when the periodic report is sent by the aircraft/flight crew;
b) ADS-C event reports and FMC waypoint position reports, from the
time the aircraft system detects that the event has occurred to when the
ATSU receives the report; and
c) CPDLC position report, from the time at which the aircraft reported
its position and when the ATSU receives the report.
RSP data transit time The required time for surveillance data delivery.
RSP overdue delivery time The maximum time for the successful delivery of surveillance data after
(OT) which the initiator is required to revert to an alternative procedure.
RSP nominal delivery time The maximum nominal time within which 95% of surveillance data is
(DT 95%) required to be successfully delivered.
RSP continuity (C) The required probability that surveillance data can be delivered within
the surveillance delivery time parameter, either OT or DT 95%, given
that the service was available at the start of delivery.
RSP availability (A) The required probability that surveillance data can be provided when
needed.
RSP integrity (I) The required probability that the surveillance data is delivered with no
undetected error.
Note. Surveillance integrity includes such factors as the accuracy of
time, correlating the time at aircraft position, reporting interval, data
latency, extrapolation and/or estimation of the data.
RSP data transit time

Term Description
RSTP ATSU The overdue (OD) or nominal (DT) transit time for surveillance data
from the CSP interface to the ATSUs flight data processing system.
RSTP AIR The overdue (OD) or nominal (DT) transit time for surveillance data
from the aircrafts avionics to the antenna.
RSTP CSP The overdue (OD) or nominal (DT) transit time for surveillance data
allocated to the CSP.

RSP continuity
Term Description
C for RSTP ATSU The proportion of surveillance messages that can be delivered within the
specified RSTP ATSU .
C for RSTP AIR The proportion of surveillance messages that can be delivered within the
specified RSTP AIR .
C for RSTP CSP The proportion of surveillance messages that can be delivered within the
specified RSTP CSP .
Flight crew/ Aircraft CSP ATSU Controller/

HMI System System System HMI
Time at position or, for

ATSU system monitoring,
time expected at position
RSTPAIR
Surveillance data delivery

RSP specification
RSTPCSP
RSTPATSU
Surveillance
data
Note. The terms and acronyms used to specify the criteria for surveillance availability are the
same as the terms and acronyms used to specify the criteria for RCP availability. See Appendix B,
paragraph B.2.

C.3 RSP 180 specification
RSP specification
RSP specification RSP 180
Application Specify the required surveillance capability. FMC WPR or, for ADS-C, specify
the types of contracts required to support the ATS function (e.g. periodic contract
at [nn] min, waypoint change event contract, lateral deviation event contract at [n]
NM).
RSP parameter values
Transit time (sec) Continuity (C) Availability (A) Integrity (I)
OT = 180 C(OT) = 0.999 0.999 Navigation FOM See Note 4.
DT 95% = 90 C(DT 95%) = 0.95 0.9999 (efficiency) Time at position +/- 1 sec
See Note 3. accuracy (UTC)
Data integrity Malfunction
-5
= 10 per
flight hour
RSP monitoring and alerting criteria
Ref Criteria
cause the ADS-C or FMC WPR service to no longer meet the surveillance parameter
values for the intended function.
MA-2 When the ADS-C or FMC WPR service can no longer meet the surveillance parameter
values for the intended function, the flight crew and/or the controller shall take
appropriate action.
Notes
and the changes cause the system to perform below the surveillance parameter values, this would be
Note 3. DO-306/ED-122 specifies an availability value based on safety assessment of the operational
effects of the loss of the service. The availability value herein is more stringent, based on an additional
need to maintain orderly and efficient operations.
Note 4. The navigation figure of merit (FOM) is specified based on the navigation criteria associated
with this spec. For example, if RNP 4 is prescribed, then for ADS-C surveillance service, the FOM level
would need to be 4 or higher. In all cases, when the navigation capability no longer meets the criteria
specified for the operation, the flight crew is responsible for reporting the non-compliance to ATC in
accordance with ICAO procedures.

C.3.1 RSP 180/D allocations
C.3.1.1 General
C.3.1.1.1 The RSP 180/D allocations can be applied to the ADS-C or FMC WPR applications.
C.3.1.2 Air navigation service provider (ANSP)
RSP data transit time and continuity criteria

Specification: RSP 180/D Application: ADS-C, FMC WPR Component: ANSP
Data Latency Parameter OT (sec) DT 95%(sec) Compliance Means
C = 99.9% C = 95%
Delivery Time Value 180 90 Analysis, CSP contract/service
C.3.1.3.
RSTP Time Allocation
RSTP ATSU 5 3 Pre-implementation
demonstration
RSP availability criteria

with the CSP, see paragraph C.3.1.3, RSP
180/D allocation to CSP for surveillance
availability criteria.

RSP integrity criteria

-5
per flight hour level commensurate with integrity level, (compliance
shown prior to operational implementation). See also
related safety requirement SR-26 for the ANSP. CSP
contract/service agreement. See also surveillance
integrity criteria for CSP, paragraph C.3.1.3.

MA-1a The ground system shall be capable of detecting ground System design,
system failures and configuration changes that would cause the implementation. CSP
ADS-C or FMC WPR service to no longer meet the contract/service agreement.
requirements for the intended function. See also paragraph C.3.1.3,
Note. If changes are made to the system capacity limits, as surveillance availability
specified by the airspace requirements, and the changes cause criteria.
the system to perform below the RSP specification, this would
be considered a change in system configuration.
MA-1b When the ADS-C or FMC WPR service no longer meets the System design,
provide indication to the controller. contract/service agreement.
See also paragraph C.3.1.3,
surveillance availability
criteria.
MA-2 When the controller receives an indication that the ADS-C or System design, procedures,
FMC WPR service no longer meets the requirements for the implementation
intended function (e.g. reduced longitudinal separation), the
controller shall take action to resolve the situation, (e.g. apply
an alternative form of separation).
RSP related safety requirements

Surveillance
Parameter
All A, C, I Note. Safety requirements related to RSP 180/D are the same as those
related to RCP 240/D, unless otherwise modified in this table. See Appendix B,
paragraph B.3.1.2.

C.3.1.3 Communication service provider (CSP)

Note. The RSP allocations for the CSP are intended to aid the ANSP and the aircraft operator in

Specification: RSP 180/D Application: ADS-C, FMC WPR Component: CSP
Data Latency Parameter OT (sec) DT 95% (sec) Compliance means
C = 99.9% C = 95%
RSTP CSP 170 84 Contract/service agreement
terms. Pre-implementation
demonstration

Service availability (A CSP ) 0.9999 0.999 Contract/service agreement terms
Unplanned outage duration limit (min) 10 10 Contract/service agreement terms
Maximum number of unplanned outages 4 48 Contract/service agreement terms
Maximum accumulated unplanned outage 52 520 Contract/service agreement terms
time (min/yr)
Unplanned outage notification delay (min) 5 5 Contract/service agreement terms
Note. The RSP availability criteria for RSP 180/D are the same as those provided for RCP 240/D.
See Appendix B, paragraph B.3.1.3.


Integrity Integrity Compliance means
parameter value
Integrity (I) Not specified Contract/service agreement terms. Per surveillance related
safety requirements SR-26 for the ANSP and SR-26 for the
aircraft system, the end system is required include provisions,
consistent with the overall data integrity criteria, to mitigate the
effects of errors introduced by the network. These provisions
require the network to pass protected information (or data) to the
end system without manipulating the protected information (or
data) it passes.
and/or operator may specify an integrity value and other related
criteria, as appropriate, for the network, including subnetworks,
that will ensure acceptable data integrity, consistent with the
assumptions used to define the end system provisions (e.g. CRC
or Fletchers checksum).
C.3.1.4 Aircraft system

Specification: RSP 180/D Application: ADS-C, FMC WPR Component: Aircraft system
Data Latency Parameter OT (sec) DT 95%(sec) Compliance Means
C = 99.9% C = 95%
RSTP AIR 5 3 Pre-implementation
demonstration

A AIR (probability) N/A 0.999 Analysis, architecture, design, pre-
Note. The surveillance availability criteria for RSP 180/D are the same as those provided for
RCP 240/D. See Appendix B, paragraph B.3.1.4.


parameter
-5
10 per flight (e.g. Level C software) commensurate with integrity level, pre-
hour implementation demonstration. See also related safety
requirement SR-26 for the aircraft system.

failures or loss of air/ground communication that would cause implementation
the aircraft surveillance capability to no longer meet the
MA-1b When the aircraft surveillance capability no longer meets the System design,

Surveillance
Parameter
All A, C, I Note. Safety requirements related to RSP 180/D are the same as those related
to RCP 240/D, unless otherwise modified in this table. See Appendix B,
paragraph B.3.1.4.

C.3.1.5 Aircraft operator

Specification: RSP 180/D Application: ADS-C, FMC WPR Component: Aircraft operator
Data Latency Parameter OT (sec) DT 95% (sec) Compliance Means
C = 99.9% C = 95%
RSTP AIR 5 3 Aircraft type design approval,
RSTP CSP 170 84 CSP contract/service agreement.
See also paragraph C.3.1.3. Pre-

A AIR (probability) N/A 0.999 Aircraft type design approval,
owner requirements table or
airline policy file).
Service availability (A CSP ) 0.9999 0.999 Contract/service agreement
terms.
Note. For guidelines to aid in
the development of the
contract/service agreement with
the CSP, see paragraph C.3.1.3,
RSP 180/D allocation to CSP for
surveillance availability criteria.


parameter
Integrity (I) Malfunction = Aircraft type design approval, establish procedures, training,
-5
10 and qualification to meet safety requirements. CSP
contract/service agreement. See also surveillance integrity
criteria for CSP, paragraph C.3.1.3.

MA-2 When the flight crew determines that the aircraft surveillance Procedures, flight crew
capability no longer meets the requirements for the intended training and qualification

Surveillance
Parameter
All C, I Note. Safety requirements related to RSP 180/D are the same as those related
to RCP 240/D. See Appendix B, paragraph B.3.1.5.

C.4 RSP 400 specification
RSP specification
RSP specification RSP 400
Application Specify the required surveillance capability. FMC WPR or, for ADS-C, specify
the types of contracts required to support the ATS function (e.g. periodic contract
at [nn] min, waypoint change event contract, lateral deviation event contract at [n]
NM).
Surveillance parameter values
Transit time (sec) Continuity (C) Availability (A) Integrity (I)
OT = 400 C(OT) = 0.999 0.999 Navigation FOM See Note 3.
DT 95% = 300 C(DT 95%) = 0.95 Time at position +/- 1 sec
accuracy (UTC)
Data integrity Malfunction
-5
= 10 per
flight hour
Surveillance monitoring and alerting criteria
Ref Criteria
cause the ADS-C or FMC WPR service to no longer meet the surveillance parameter
values for the intended function.
MA-2 When the ADS-C or FMC WPR service can no longer meet the surveillance parameter
values for the intended function, the flight crew and/or the controller shall take
appropriate action.
Notes
and the changes cause the system to perform below the surveillance parameter values, this would be
Note 3. The navigation figure of merit (FOM) is specified based on the navigation criteria associated
with this spec. For example, if RNP 10 is prescribed, then for ADS-C surveillance service, the FOM
level would need to be 3 or higher. In all cases, when the navigation capability no longer meets the
criteria specified for the operation, the flight crew is responsible for reporting the non-compliance to
ATC in accordance with ICAO procedures.

C.4.1 RSP 400/D allocations
C.4.1.1 General
C.4.1.1.1 The RSP 400/D allocations can be applied to the ADS-C or FMC WPR applications.
C.4.1.2 Air navigation service provider (ANSP)

C = 99.9% C = 95%
Delivery Time Value 400 300 Analysis, CSP contract/service
C.4.1.3.
RSTP ATSU 30 15 Pre-implementation
demonstration

C.4.1.3, RSP 180/D allocation to CSP for
surveillance availability criteria.
Note. The RSP integrity criteria, monitoring and alerting criteria, and related safety requirements
for RSP 400/D are the same as the criteria provided for RSP 180/D. See paragraph C.3.1.2.
C.4.1.3 Communication service provider (CSP)

Note. The RSP allocations for the CSP are intended to aid the ANSP and the aircraft operator in


C = 99.9% C = 95%
RSTP CSP 340 270 Contract/service agreement
terms. Pre-implementation
demonstration

Service availability (A CSP ) N/A 0.999 Contract/service agreement terms
Unplanned outage duration limit (min) N/A 20 Contract/service agreement terms
Maximum number of unplanned outages N/A 24 Contract/service agreement terms
Maximum accumulated unplanned outage N/A 520 Contract/service agreement terms
time (min/yr)
Unplanned outage notification delay (min) N/A 10 Contract/service agreement terms
Note. The RSP availability criteria for RSP 400/D are the same as those provided for RCP 400/D.
See Appendix B, paragraph B.4.1.3.

parameter
Integrity (I) Note. RSP integrity criteria related to RSP 400/D
are the same as those related to RSP 180/D. See
paragraph C.3.1.3.

C.4.1.4 Aircraft system

C = 99.9% C = 95%
RSTP AIR 30 15 Pre-implementation
demonstration
Note. The RSP availability, integrity and monitoring and alerting criteria, and related safety
requirements for RSP 400/D are the same as the criteria and related safety requirements provided for
RSP 180/D. See paragraph C.3.1.4.
C.4.1.5 Aircraft operator

C = 99.9% C = 95%
RSTP AIR 30 15 Aircraft type design approval,
maintenance, properly
configured user-modifiable
software (e.g. owner
requirements table)
RSTP CSP 340 270 CSP contract/service agreement.
See also paragraph C.4.1.3. Pre-
Note. The RSP availability, integrity and monitoring and alerting criteria, and related safety
requirements for RSP 400/D are the same as the criteria and related safety requirements provided for
RSP 180/D. See paragraph C.3.1.5.

Global Operational Data Link Document (GOLD) D-1
Appendix D Post-implementation monitoring and corrective action
D.1 General
D.1.1 The ICAO Global Plan calls for the implementation of a performance based system and
ICAO Annex 11 requires that data link system performance is monitored to verify that an acceptable level
of safety continues to be met. Annex 11 at paragraph 2.2.7.5 states:
Any significant safety-related change to the ATC system, including the implementation of a
reduced separation minimum or a new procedure, shall only be effected after a safety
assessment has demonstrated that an acceptable level of safety will be met and users have been
consulted. When appropriate, the responsible authority shall ensure that adequate provision is
made for post-implementation monitoring to verify that the defined level of safety continues to be
met.
D.1.2 For continental European airspace, EC Regulation 29/2009 (the DLS IR) stipulates:
The quality of service of air-ground data link communications should be regularly monitored by
ATS Providers.
D.1.3 It also states:
ATS providers shall monitor the quality of service of communication services and verify their
conformance with the level of performance required.
D.1.4 The CPDLC system, data link system (ATN or FANS 1/A) and A/G radio links
(SATCOM, VDL M2, etc) must operate successfully as a whole to ensure smooth CPDLC operations and
to verify that an acceptable level of safety continues to be met. As such a central function performing the
overall monitoring of normal data link operations, service disruptions and restorations not only at the
level of communication service provision but also at CPDLC, data link system and A/G radio link level,
will be needed to:
guarantee performance and inter-operability;
investigate problems;
share lessons learned.
D.1.5 Without such a central function this may prove difficult to achieve. This function will
need to continue once the data link service is in place to guarantee capacity, performance and inter-
operability in the years following successful implementation.
D.1.6 Oversight of the compliance to the Annex 11 requirements is a matter for the States.
However, States participate in planning and implementation regional groups (PIRGs), and most use a
regional monitoring agency to facilitate monitoring activities within their respective region. The
individual states/ANSPs will need to provide the data and information and analysis that will portray
regional performance measures. The ANSPs, operators, CSPs, airframe manufacturers, and equipment
suppliers all need to participate in reporting and resolving problems associated among the ANSPs and
with aircraft.
D.1.7 While individual ANSP will develop the data collection mechanisms, monitoring tools,
and internal reporting requirements best suiting their own environment, all ANSP should collect and
maintain a database of performance data using the data formats specified in this appendix. These
databases will provide the means to aggregate ADS-C surveillance transit time and CPDLC RCP
transaction time on a regional and global basis.

D-2 Global Operational Data Link Document (GOLD)
D.1.8 Monitoring of data communications performance in terms of RCP and RSP is an
important part of the performance based system described in the ICAO global plan. To successfully
achieve this performance monitoring on a global scale will require the use of a common data set. It is only
through this common data set that RCP and RSP data can be aggregated from an ANSP level through to a
regional monitoring agency level and then to global level. This aggregation of performance data is in
accordance with the guidelines provided in ICAO Doc 9883 Manual on Global Performance of the Air
Navigation System.
D.1.9 In addition to monitoring data communications performance future development of data
link communications applications would be assisted if existing message use statistics were available.
ANSP should maintain message use statistics.
D.1.10 This appendix contains the following guidance material:
a) ANSP data collection and analysis - This section defines a common data reporting format.
Guidance material is included on how to obtain the required data points from the FANS 1/A ACARS and
ATN B1 messages and on the calculation of actual communication performance (ACP), actual
communication technical performance (ACTP), pilot operational response time (PORT), actual
surveillance performance (ASP), and how they are calculated. Examples of the type of analysis that can
be carried out at an ANSP level are also included. Issues regarding data filtering are discussed including
guidance on how to manage this.
b) Problem reporting and resolution This section provides guidance on the problem identification
and resolution process
c) Regional performance monitoring This section provides guidance on the monitoring of
ADS-C actual surveillance performance and CPDLC actual communication performance at a regional
level.
D.2 ANSP data collection and analysis
D.2.1 General
D.2.1.1 Data link performance requirements for the application of reduced separation standards,
as defined in ICAO Doc 4444, are contained in the following documents:
a) RTCA DO-306/EUROCAE ED-122 Oceanic SPR standard. These requirements are specified
in terms of RCP and RSP.
b) RTCA DO-290/EUROCAE ED-120 Continental SPR standard. The EUR instantiation of
DO290/ED120 comprises the performance requirements for DLIC (Logon and Contact) and CPDLC
(ACM, ACL).
Note. The intention is to specify an RCP type for ACM and ACL-Controller initiated messages for
the EUR region. An update of DO-290/ED-120 is expected.
D.2.1.2 ANSP that are currently monitoring data link performance have found that a monthly
monitoring interval usually provides enough data points to detect any performance variation and is
adequate for post implementation monitoring.

D.2.2 ANSP data collection for CPDLC application
D.2.2.1 General
D.2.2.1.1 This section provides guidance on data collection and performance measurement for the
CPDLC application.
D.2.2.1.2 For procedural airspace, the measurements are taken from CPDLC ground-initiated
transactions.
D.2.2.1.3 For EUR continental airspace, the following measurements are taken:
a) DLIC-contact transactions;
b) CPDLC ground-initiated and air-initiated transactions.
Note. Air-initiated and ground initiated transactions will be analysed separately since they have
different performance requirements (refer to Appendix B).
D.2.2.2 Measuring CPDLC communication performance

D.2.2.2.1 CPDLC analysis is based on the calculation of actual communication performance (ACP)
used to monitor RCP time allocation for communication transaction (TRN), actual communications
technical performance (ACTP) used to monitor required communication technical performance (RCTP)
time allocation, and pilot operational response time (PORT) used to monitor the responder performance
criteria of the transaction.
Note. For EUR Region, ANSPs that provide data link service to FANS 1/A aircraft, monitor the
performance of ATN aircraft separately from FANS1/A aircraft as the underlying technology is different.
D.2.2.2.2 CPDLC controller-initiated transactions

D.2.2.2.2.1 The analysis uses the measurement of transit and response times to a subset of
CPDLC uplinks that receive a single DM 0 WILCO response. Responses not measured are where an
uplink receives DM 1 UNABLE, DM 2 STANDBY, DM 3 ROGER, DM 4 AFFIRM, DM 5 NEGATIVE
responses. A DM 0 WILCO response following a DM 2 STANDBY is also not measured. The rationale
behind this is that the critical communications requirement is provided by intervention messages when
applying reduced separation standards. Incorporating other message types such as free text queries,
information requests not requiring a DM 0 WILCO response, messages with DM 1 UNABLE responses,
or DM 2 STANDBY responses followed by DM 0 WILCO, or non-intervention re-route messages UM
79, UM 80, and UM 83 will skew the observed data because of the longer response times from the flight
deck.
D.2.2.2.2.2 Typically all intervention messages with a W/U response attribute, except for non-
intervention route messages (UM 79, UM 80, UM 81, UM 82, UM 83, UM 84, UM 91, and UM 92),
contact instructions (UM 117 UM 123) and UM 116 RESUME NORMAL SPEED messages are
assessed. Data analysis has shown that Pilot Operational Response Time (PORT) to these non-
intervention messages can be significantly skewed and will significantly impact measured ACP.
However, the removal of all contact instructions (UM 117 UM 123) will drastically reduce the monthly
data set for some smaller ANSP and make it difficult to assess ACTP for individual fleets or aircraft on a
monthly basis. For this reason some ANSP retain these (UM 117 UM 123) transactions when assessing
ACTP. ANSP should decide on a data set that provides them with the best performance modeling for
their operation.

Note. The EUR region measures all implemented controllerinitiated messages, including all
received responses.
D.2.2.2.2.3 To calculate ACP, the difference between the times that the uplink message is
originated at the ANSP to the time that the corresponding response downlink is received at the ANSP is
used.
D.2.2.2.2.4 To calculate ACTP, the difference between the downlinks aircraft time stamp and the
received time is added to half the round trip time determined by the difference between the uplink time
when the message is sent from the ANSP and the receipt of the MAS response for the uplink at the ANSP
((uplink transmission time MAS receipt)/2 + downlink time).
D.2.2.2.2.5 The EUR region measures ACTP by taking the difference between the MAS/LACK
reception time and CPDLC Uplink message transmission time. The uplink messages are associated with
their corresponding MAS/LACKs through the use of the CPDLC Message Reference Number (See Figure
D- 2).
D.2.2.2.2.6 PORT is calculated by the difference between ACP and ACTP. Figure D- 1 illustrates
these measurements.
ACP
Up Down
1 2 3 4
1. Uplink Sent. This is the date/time that the CPDLC clearance was sent to the aircraft.
2. MAS Received. This is the date/time that the MAS for the CPDLC clearance was received.
3. WILCO Sent. This is the date/time that the WILCO reply is transmitted.
4. WILCO Received. This is the date/time that the WILCO reply for the CPDLC clearance was received.
The measurements (in seconds) are calculated as follows:
ACP (WILCO_Received) (Uplink_Sent) TRN

Up
ACTP Down RCTP
2
PORT ACP ACTP Responder
Figure D- 1. CPDLC transaction calculations

Flight Aircraft Comm. Ground

crew/HMI System service System Controller/HMI
Uplink
CPDLC
ACTP
Downlink
Figure D- 2. EUR Region ACTP measurement
D.2.2.2.2.7 The values for ACTP and PORT are only approximations. Uplink transit times are
estimated by taking half the time for the MAS/LACK response round trip. This assumption is flawed in a
small percentage of cases because we know it is possible for the MAS to be received at the ANSP after
the operational response is received; or for the timestamp on the operational response to be earlier than
the MAS receipt time. This will happen if the CSP does not hear the network ACK from the aircraft
(which is sent on uplink receipt) and resends the uplink later. The CSP receives the network ACK to this
second uplink and sends the MAS to the ANSP. In the meantime, the aircraft has already responded with
the operational response. ANSP will see this issue reflected in their data with crew response times with
negative or extremely small values. All transactions with zero or negative crew response times should be
filtered from data prior to analysis. The time sequence diagram below in Figure D- 2 illustrates the issue.
Errors can also arise if there are delays between the ANSP and the CSP on the uplink path. These delays
will result in excessive calculated PORT and skewed ACP.


1. Clearance
used for
separation
2. Network ACK
Flight crew
not seen by CSP
operational
response 3. Operational
response
received
4. CSP resends
uplink
5. MAS receipt
by ATSU
Results in pilot response times very small or negative values
Figure D- 3 Issue with estimating uplink transit time as half MAS roundtrip
D.2.2.2.3 CPDLC flight crew-initiated transactions

D.2.2.2.3.1 The EUR region measures the transit and response times to a subset of CPDLC
downlinks that receive a single UNABLE or Clearance response.
D.2.2.2.3.2 To calculate ACP, the difference between the time in the header of the LACK
message acknowledging the response to the time in the CPDLC header of the downlinked request
message. Figure D- 4 illustrates the measurements.
Note. The time provided in the header of the LACK message, sent from the aircraft, can be
considered as giving a fairly accurate indication of when the associated uplink response has been
processed and is available to the flight crew.


Clearance
request
Controller
CPDLC Unable, operational
Transaction Clearance response
Delay response
Or Expect
clearance
LACK
Figure D- 4 Flight crew-initiated ACP delay
D.2.2.2.4 DLIC contact transactions

D.2.2.2.4.1 The EUR region measures the DLIC-Contact transaction delay. The ACP is calculated
by the difference between the Contact response reception time and the Contact request transmission time
as is illustrated in Figure D- 4.
Note. It is not possible to accurately measure DLIC-Logon transactions. Moreover, a logon is
normally initiated well in advance of establishing a CPDLC connection with the first ATSU.
Controller/ Ground Comm. Aircraft Flight Aircraft Comm. Ground Controller/

HMI System service System crew/HMI System service System HMI
Contact
request
Logon
request
DLIC
Contact
Transaction Logon
Delay response
Contact
response
Figure D- 5 DLIC Contact transaction

D.2.2.3 Recording the data points for each CPDLC transaction
D.2.2.3.1 The following data points in Table D-1 are recommended as the minimum set that should
be extracted from ANSP data link system recordings to enable RCP analysis and provide sufficient
information for problem analysis. This does not preclude individual ANSP from extracting additional data
points for their own analysis requirements and some possibilities are listed below. To obtain these data
points ANSP should note that they will require additional database information to enable the aircraft type
and operator to be obtained by correlation to the aircraft registration extracted from the data link
recordings. All of the other data points are extracted from either the ACARS or ATN B1 header or the
CPDLC application message.
Table D-1 CPDLC data collection points

Ref Label Description and/or remarks
1 ANSP The four letter ICAO designator of the facility (e.g. NZZO).
2 Aircraft The aircraft registration in ICAO Doc 4444 Format (no hyphens, packing
registration dots, etc.) (e.g. N104UA).
(FANS 1/A) Note. Extracted from ACARS header or application message.
2 Aircraft address The 24 bit address in ICAO Doc4444 Format (alphanumerical character, in
(ATNB1) six hexadecimals)
Note. Extracted from CM application message.
3 Aircraft type The ICAO aircraft type designator (e.g. B744).
designator Note. Extracted from ANSP database using aircraft registration as key.
4 Operator The ICAO designator for the aircraft operating agency (e.g. UAL).
designator Note. Extracted from ANSP database using aircraft registration as key.
5 Date In YYYYMMDD format (e.g. 20081114).
Note. Extracted from ANSP system data recording time stamp,
synchronized to within 1 second of Universal Time Coordinated (UTC).
6 MAS RGS Designator of the RGS that MAS downlink was received from (e.g. POR1).
Note. This is a 3 or 4 letter designator extracted from the ACARS header
DT line.
7 OPS RGS Designator of the RGS that the operational response was received from (e.g.
AKL1).
DT line.
8 Uplink time The timestamp on the uplink CPDLC message sent by the ANSP in
HH:MM:SS format (e.g. 03:43:25).
synchronized to within 1 second of UTC.
9 MAS/LACK The ANSP timestamp on receipt of the MAS/LACK in HH:MM:SS format
receipt time (e.g. 03:43:35).


10 MAS/LACK round In seconds (#9-#8) (e.g. 10).
trip time
11 Aircraft FMS time In the operational response messages in HH:MM:SS (e.g. 03:44:15).
stamp Note. For FANS 1/A, extracted from the ATCmessageHeader timestamp in
the decoded operational response message. See RTCA DO-258AEUROCAE
ED-100A section 4.6.3.3.
12 ANSP timestamp In HH:MM:SS (e.g. 03:44:45).
on the receipt of Note. Extracted from ANSP system data recording time stamp,
the operational synchronized to within 1 second of UTC.
response
13 Operational From sending uplink (#8) to receipt of operational response (#12) in seconds
message round trip (e.g. 80).
time
14 Downlink response In seconds (#12-#11) (e.g. 30).
transit time
15 Uplink message All uplink message element identifier preceded by U encapsulated between
elements quotation marks with a space between each element (e.g. U118 U80)
Note. Extracted from the decoded operational uplink that initiated the
transaction.
16 Downlink message All downlink message elements encapsulated between quotation marks with
elements a space between each element if required (e.g. D0)
Note. Extracted from the decoded operational downlink.
17 ACTP Actual communication technical performance in seconds (e.g. 35).
Note. Truncated to whole seconds.
18 ACP Actual communications performance in seconds measured as the difference
between time uplink sent (#8) to operational response received (#12) (e.g.
80).
19 PORT Pilot Operational Response Time = ACP (#18) - ACTP(#17) (e.g. 45).
Note. Implementers should allow for negative values where the
operational response is received before the MAS as per Figure D- 3 above.
When graphing PORT negative values should be counted as 0.
D.2.2.3.2 ANSP may find that the following additional data may be useful for performance
analysis:
a) The aircraft call sign extracted from either the Flight Plan (e.g. ANZ123) or the logon request
message for the flight (e.g. NZ123) or the FI line in the ACARS header (e.g. NZ0123);
b) Direction of flight calculated by the flight data processor and displayed as a three figure group
representing degrees true (e.g. 275); and
c) The estimated position in latitude and longitude of the aircraft when a CPDLC downlink is sent.
Calculated by the flight data processor. For consistency the following formats are recommended: For

latitude use + for North or - for South followed by a decimal number of degrees (e.g. -33.456732).
For longitude use + for East or - for West followed by a decimal number of degrees (e.g.
+173.276554).
d) The data link communications type (COMTYP). Extracted from the MAS RGS and OPS RGS
identifying the media used for the uplink and downlink message. There are nine possible entries for
COMTYP: SAT, VHF, HF, SV, SH, VS, VH, HS, HV. Value is based on the MAS RGS field (#6) and
OPS RGS (#7) and are listed in Table D-2.
e) The regional CRA should consider promulgating a list of RGS designators that are applicable to
their region.
Table D-2. Determination of COMTYP indicators

MAS RGS Communication Type OPS RGS Communication Type COMTYP
SAT (e.g. MAS RGS = POR1) SAT (e.g. OPS RGS = POR1) SAT
VHF (e.g. MAS RGS = ADK) VHF (e.g. OPS RGS = ADK) VHF
HF (e.g. MAS RGS = H02) HF (e.g. OPS RGS = H02) HF
SAT (e.g. MAS RGS = POR1) VHF (e.g. OPS RGS = ADK) SV
SAT (e.g. MAS RGS = POR1) HF (e.g. OPS RGS = H02) SH
VHF (e.g. MAS RGS = ADK) SAT (e.g. OPS RGS = POR1) VS
VHF (e.g. MAS RGS = ADK) HF (e.g. OPS RGS = H02) VH
HF (e.g. MAS RGS = H02) VHF (e.g. OPS RGS = ADK) HV
HF (e.g. MAS RGS = H02) SAT (e.g. OPS RGS = POR1) HS
D.2.2.3.3 For ATN B1 and FANS 1/A service provision in EUR Region, the following additional
data should be provided:
a) DLIC Initiation Logon Counts. The number of unsuccessful logon attempts, the number of
successful logon attempts followed by the establishment of a CPDLC connection, and the number of
successful logon attempts that are not followed by the establishment of a CPDLC connection.
b) Continuity for DLIC-Contact and CPDLC ground-initiated and air-initiated transactions. As
the performance requirements are different for ground-initiated transactions and air-initiated transactions,
the actual probability for Continuity is calculated separately for ground-initiated and air-initiated
transactions
c) Availability (Use). The number of Provider Aborts experienced by the ANSP and manually
reported availability problems affecting a single aircraft.
Note. Measuring actual probability of A(USE) according to formal definition is problematic. An
acceptable indication is by counting the number of provider aborts (The Air-Ground connectivity is lost
after 6 minutes)
d) Availability(Provision). Defined as Actual hours of CPDLC Operations / Planned Hours of
CPDLC Operations, where:

1) Actual hours of CPDLC Operations = Planned Hours of CPDLC Operations -
Accumulated declared unplanned service outages.
2) Planned Hours of CPDLC Operations = 24x7 operations over a certain period planned
service outages
3) Accumulated declared unplanned service outages = sum of all partial failures (affecting
multiple aircraft) or total failure (affecting all aircraft) over a certain period.
4) Unplanned service outages affecting more than one aircraft are due to problems,
originated from, for example, FDP, ACSP, VDL GS, router.
e) Deployment indicators using:
1) Fleet Equipage. The percentage of the aircraft fleet equipped to use CPDLC.
2) Fleet Usage. The percentage of the aircraft fleet equipped to use CPDLC that are actually
using CPDLC operationally.
f) System health indicators, using:
1) User Aborts. The number of user aborts.
2) Error messages. The number of different types of error message.
3) Message Usage. The number of different ACL and ACM messages sent.
4) Transport level (TP4) retries (ATN B1). The number of uplink retries per ground end-
system identifying which aircraft were involved, along with the ratio of the number of uplink TP4
retransmissions to the number of successfully transmitted Data TPDUs per ground end- system.
Monitoring the rate of TP4 retries for each system on the ground and identifying which aircraft are
involved will allow the identification of problems occurring within the network/ground system or with a
particular aircraft.
Note. A TP4 retry could occur as the result of i) temporary delays , ii) unavailability of a
component of the network, iii) a dysfunctional VDL handoff or iv) a problem in an end- system (ATSU or
avionics).
5) Failed transport connection attempts (ATN B1). The number of failed transport
connection attempts measured per ground end-system identifying which aircraft were involved.
Monitoring the number of failed attempts to establish a transport level connection will give an indication
of problems with the slightly longer term availability of one of the end-systems or the underlying
network.
6) TP4 Round Trip Delay (ATN B1). The time taken from the transmission of a Data TPDU
to its acknowledgement.
g) Inconsistency in flight plan and log on association. The number of inconsistencies found in
flight plan - logon association criteria (i.e. aircraft registration/aircraft address, data link equipment and
capability in item 10a).
ANSP may find that the following additional data may be useful for performance analysis:
h) Air-ground VDLM2 data. CSP sends VDLM2 data to the CRO, which may be supplemented
with VDLM2 data from ANSPs for VDLM2 frequency capacity planning and problem investigation.

D.2.2.4 Data record for each CPDLC transaction
D.2.2.4.1 If required for regional monitoring agency analysis CPDLC transaction data as described
above may be sent to the regional/State monitoring agency at as a comma delimited text file. The format
for each record will at minimum contain the 20 data points specified in Table D-1. Using the example in
the previous paragraph the data record for the transaction described above in comma delimited format is:
NZZO,N104UA,B744,UAL,20081114,POR1,AKL1,03:43:25,03:43:35,10,03:44:15,03:44:45,80,30,U118 U80,D0,35,80,45
D.2.2.4.2 Guidance on the type of analysis carried out at an ANSP or regional level is provided
later in paragraphs D.2.4 and D.3.1.
D.2.2.4.3 Because different ANSPs may use different data sets for analysis within their area of
interest the data sent to a regional state monitoring agency should at minimum contain all transactions that
contain a WILCO response. The regional monitoring agency will filter transactions as agreed by their
regional forum.
D.2.3 ANSP data collection for ADS-C application
D.2.3.1 General
D.2.3.1.1 This section provides guidance on data collection and performance measurement for the
ADS-C application.
D.2.3.2 Measuring actual surveillance performance (ASP)

D.2.3.2.1 The analysis of actual communication performance (ASP) is based on the measurement
of the transit times of the ADS-C periodic and event reports between the aircraft and the ANSP ground
system. This is measured as the difference between the time extracted from the decoded ADS-C basic
group timestamp when the message originated from the FMS and the time the message is received at the
ANSP.
D.2.3.3 Recording the ADS-C data points for each ADS-C downlink
D.2.3.3.1 The following data points in Table D-3 are recommended as the minimum set that should
be extracted from ANSP data link system recordings to enable an analysis of ADS-C performance and
provide sufficient information for problem analysis. This does not preclude individual ANSP from
extracting additional data points for their own analysis and some possibilities are listed below. To obtain
all of these data points ANSP should note that they will require additional database information to enable
the Aircraft Type and Airline to be obtained by correlation to the aircraft registration extracted from the
data link recordings. All of the other data points are extracted from either the ACARS header or the
ADS-C application message.
Table D-3 ADS-C data collection points

1 ANSP The four letter ICAO designator for the facility (e.g. NZZO).


2 Aircraft The aircraft registration in ICAO Doc 4444 Format (no hyphens, packing
Registration dots, etc.) (e.g. N104UA).
Note. Extracted from ACARS header or application message.
3 Aircraft Type The ICAO aircraft type designator (e.g. B744).
Designator Note. Extracted from ANSP database using aircraft registration as key.
4 Operator The IATA designator for the aircraft operating agency (e.g. UAL).
Designator Note. Extracted from ANSP database using aircraft registration as key.
5 Date In YYYYMMDD format (e.g. 20081114).
6 RGS Designator of the RGS that ADS-C downlink was received from (e.g.
POR1).
DT line.
7 Report Type The type of ADS-C report extracted from the ADS-C basic group report tag
where tag value 7=PER, 9=EMG, 10=LDE, 18=VRE, 19=ARE, 20=WCE.
As some aircraft concatenate more than one report in the same downlink
extract the ADS-C report tag from each ADS-C basic group and identify
them in the REP_TYPE column by using the first letter of the report type as
an identifier (e.g. for a concatenated report containing two ADS-C basic
groups for a periodic report and a waypoint event report the field will
contain PW). Where a downlink does not contain an ADS-C basic group, the
REP_TYPE field will be left blank.
8 Latitude The current latitude decoded from the ADS-C basic group. The format is
+ for North or - for South followed by a decimal number of degrees (e.g.
-33.456732).
9 Longitude The current longitude decoded from the ADS-C basic group. The format is
+ for East or - for West followed by a decimal number of degrees (e.g.
+173.276554).
10 Aircraft Time The time the ADS-C message was sent from the aircraft in HH:MM:SS (e.g.
03:44:15).
Note. Decoded from the ADS-C basic group timestamp extracted as
seconds since the most recent hour. See RTCA DO-258A/EUROCAE
ED-100A, section 4.5.1.4.
11 Received Time The ANSP timestamp on the receipt of the ADS-C message in HH:MM:SS
(e.g. 03:44:45).
12 Transit Time The transit time of the ADS-C downlink in seconds calculated as the
difference between #10 Aircraft Time and #11 Received Time (e.g. 30).

D.2.3.3.2 ANSP may find that the following additional data may be useful for performance
analysis:
a) The aircraft call sign extracted from either the Flight Plan (e.g. ANZ123), the AFN logon for
the flight (e.g. NZ123) or the FI line in the ACARS header (e.g. NZ0123).
b) Direction of flight calculated by the ANSP flight data processor and displayed as a three figure
group representing degrees true (e.g. 275).
c) The current altitude (e.g. 35,000) decoded from the ADS-C basic group. The altitude combined
with the latitude, longitude, and time provide the aircraft position at the time the report was generated.
Aircraft movement data is needed in airspace safety assessments and/or airspace safety monitoring
analyses. Inclusion of altitude in the GOLD data sample would allow for GOLD data to be used for both
data link performance monitoring and airspace safety monitoring analyses,
d) ADS-C predicted position latitude and longitude and time when available. (Note. time
decoded from the ADS-C predicted group where timestamp is extracted as seconds since the most recent
hour. (See RTCA DO-258A section 4.5.1.4)) For consistency the following formats are recommended:
For latitude use + for North or - for South followed by a decimal number of degrees (e.g. -
33.456732). For longitude use + for East or - for West followed by a decimal number of degrees (e.g.
+173.276554).
e) The data link communications type (COMTYP) based on the RGS field (#6). Satellite (SAT),
Very High Frequency (VHF), High Frequency (HF). Refer to Table D-2.
D.2.3.4 Data record for each ADS-C downlink

D.2.3.4.1 If required for regional/State monitoring agency analysis ADS-C transaction data as
described above may be sent to the regional regional/State monitoring agency as a comma delimited text
file. The format for each record will at minimum contain the 12 data points specified in Table D-2. Using
the example in the previous paragraph the data record for the transaction described above in comma
delimited format is:
NZZO,N104UA,B744,UAL,20081114,POR1,PER,-33.456732,+173.276554,03:44:15,03:44:45,30
D.2.3.4.2 Guidance on the type of analysis carried out at an ANSP or regional level is provided
later in paragraphs D.2.4 and D.3.1.
D.2.4 ANSP data analysis
D.2.4.1 General
D.2.4.1.1 To enable adequate system performance monitoring ANSP should at minimum perform a
monthly analysis of CPDLC RCP and ADS-C performance data. This monitoring will verify system
performance and also enable continuous performance improvement by detecting where specific aircraft or
fleets are not meeting the performance standards.
D.2.4.1.2 While this analysis could be carried out by a regional monitoring agency, it is thought the
analysis will be more efficient if done by the ANSP. It is the ANSP that will usually have the operational
expertise and local area knowledge that is important when identifying problems from any data analysis.

At least one region has had considerable success by using some of the regional ANSP to complete a
monthly data analysis and reporting the identified problems to the regional monitoring agency for
resolution.
D.2.4.1.3 A regional monitoring agency is best suited to manage problems reported from the ANSP
analysis, and to develop actual regional performance figures from information supplied by the ANSP.
Analysis by the individual ANSP will also avoid the regional monitoring agency having to manage a
large quantum of data that the ANSP already holds.
D.2.4.2 Graphical analysis

D.2.4.2.1 It is recommended that ANSP perform a graphical analysis of the performance data
gathered. This graphical analysis is useful for depicting in a readily assimilated fashion actual
performance, and has proved extremely useful when identifying performance problems.
D.2.4.2.2 Monitoring can be completed at a number of levels and similar levels can be used for
both CPDLC and ADS-C performance monitoring. The following structure is recommended:
a) Monitoring Communication Media Performance. An analysis of:
1) Data from all aircraft via all Remote Ground Station (RGS) types.
2) Data from all aircraft via SATCOM RGS
3) Data from all aircraft via VHF RGS
4) Data from all aircraft via HF RGS
5) Data from all aircraft via HF and SATCOM RGS
Note. The monitoring of combined HF and SATCOM data is to allow verification that the
performance obtained from those aircraft using HFDL for downlinks only when SATCOM is not
available does not degrade performance by an unacceptable level.
b) Monitoring Airline Fleet Performance. An analysis of:
1) The observed performance of each type of aircraft operated by an operator:
i) Via SATCOM
ii) Via SATCOM + HF
iii) Via HF
iv) Via VHF
v) Via All RGS
2) Comparative analysis of the observed performance from the same type of aircraft from
different operators.
Note. When measuring CPDLC performance for a specific media type(s) then only those
transactions where both the RGS for the MAS and the RGS of the operational response are from that
media type would be measured. Mixed media transactions such as where the MAS is received via a VHF
RGS and the operational response is via a SATCOM RGS would be excluded from a SATCOM analysis.
Mixed media transactions would be counted in the SATCOM + HF, and All RGS analysis above.

D.2.4.3 Data filtering
D.2.4.3.1 It is important that consistent data filtering is employed to ensure that all ANSP measure
against the same baseline. Raw data obtained from the ANSP recordings will include delayed transactions
measured during periods of system outage and these should not be used when assessing CPDLC
transaction time or surveillance data transit time. The data may also include duplicated messages which
will also skew the measurements if not removed. This data should be filtered from the raw data before
any performance assessment is made.
D.2.4.3.2 System Outages

D.2.4.3.2.1 In accordance with the provisions of paragraph 3.1.3, the ANSP should ensure that the
service level agreement with their CSP includes a requirement for the reporting of all system outages that
will affect the delivery of traffic to and from the ANSP. CSP reporting should include for each outage:
a) Type of outage and the media affected;
b) Outage start time;
c) Outage end time; and
d) Duration of Outage.
D.2.4.3.2.2 The raw data should be checked for any delayed transactions observed during system
outages. These delays are easily identified during outages that have been notified by the CSP, but the data
should be carefully reviewed for outages that have not been notified. Delays observed from multiple
aircraft where the downlinks completing the transactions are received at similar times indicate a system
outage. CPDLC transactions and surveillance data delivery measurements during these outage periods
should be removed. A typical outage not notified by any DSP is illustrated in Table D- 4 showing
ADS-C downlink delays from 3 aircraft between 1120 and 1213.
Table D- 4. ADS-C outages not notified

Aircraft registration Aircraft time ANSP system time Downlink time (Seconds)
ZK-SUI 11:55:38 12:12:52 1034
ZK-SUI 11:44:42 12:12:19 1657
ZK-SUJ 11:41:54 12:12:01 1807
ZK-SUJ 11:26:18 12:09:42 2604
ZK-SUI 11:23:21 12:08:32 2711
ZK-SUJ 11:20:34 12:07:39 2825
ZK-OKG 11:53:52 12:12:51 1139
D.2.4.3.3 Duplicated ADS-C reports

D.2.4.3.3.1 Numerous instances of duplicate ADS-C reports are observed in FANS-1/A data
records. A particular report is often duplicated with the second and sometimes third record duplicated at

some later time as illustrated in Table D- 5. These duplicate records will skew ADS-C surveillance data
delivery measurements and should be removed.
Table D- 5. ADS-C duplicate reports

LAT_LON Aircraft time ANSP system time Downlink time (Seconds)
350225S1694139E 22:29:45 22:31:04 79
350225S1694139E 22:29:45 22:34:56 311
350225S1694139E 22:29:45 22:40:05 620
D.2.4.4 CPDLC performance analysis

D.2.4.4.1 Monitoring of CPDLC performance involves an assessment of ACP, ACTP, and PORT
by a graphical analysis of data using the structure outline in paragraph D.2.4.2.
D.2.4.4.2 Monitoring communications media performance

D.2.4.4.2.1 Graphs illustrating ACP and ACTP are used to assess CPDLC transaction
performance through the various communications media. Since PORT is independent of media this would
normally only be assessed over one media. The graphs depict measured performance against the TRN and
RCTP requirements at the 95% and 99.9% level and would be completed for the performance
specifications in use (e.g. RCP 240, RCP 400). An analysis is completed for:
a) Data from all aircraft via all remote ground station (RGS) types.
b) Data from all aircraft via SATCOM RGS
c) Data from all aircraft via VHF RGS
d) Data from all aircraft via HF RGS
e) Data from all aircraft via HF and SATCOM RGS
D.2.4.4.2.2 A typical graph illustrating SATCOM ACTP performance constructed using a
spreadsheet application is illustrated in Figure D- 6. Similar graphs are used to assess ACTP and ACP for
other communications media.
D.2.4.4.2.3 Figure D- 6 graphs ACTP against the 95% 120 and 99.9% 150 requirements of the
RCP240 specification for the years 2009-2012 as observed in the NZZO FIR.
D.2.4.4.2.4 Figure D- 7 and Figure D- 8 illustrate other methods of reporting performance.
D.2.4.4.2.5 Data transactions used for the measurement of SATCOM, VHF, and HF ACTP and
ACP are where both the MAS and operational response are received via the media being assessed. The
exception to this is the assessment of combined HF and SATCOM performance where any transaction
involving HF or SATCOM is used.
D.2.4.4.2.6 Similar graphs are used to assess ACTP and ACP for other communications media.

Figure D- 6. CPDLC ACTP performance - Example 1 graphical by year

Figure D- 7 CPDLC ACTP performance Example 2 graphical Analysis by Month

Figure D- 8 CPDLC ACTP performance Example 3 tabular analysis for a month
D.2.4.4.3 Monitoring airline fleet performance

D.2.4.4.3.1 Graphs illustrating ACP, ACTP, and PORT can be used to monitor the performance of
each aircraft type in an operators fleet. These should be maintained on a monthly basis and can be used
to observe the performance of each type when using different media such as: via SATCOM; via
SATCOM + HF; via HF; via VHF; and via all RGS. A SATCOM ACP analysis between 2009-2012 for a
B744 fleet operating in the NZZO FIR is illustrated in Figure D- 10.
D.2.4.4.3.2 Figure D- 10 graphs CPDLC ACP against the 95% 180 and 99.9% 210
requirements for RCP240 annual aggregates for the years 2009-2012. Performance variations may be
observed from month to month and these variations can be monitored over a number of months to detect
any significant performance degradation that should be investigated further. Typical monthly variations
are depicted in Figure D- 10. Performance variations in any month may be the result of poor performance
from an individual aircraft or may simply be the result of routes changing month to month with varying
weather patterns. Any significant degradation may be investigated further using an analysis of individual
tails in a fleet as discussed in paragraph D.2.4.6.

Figure D- 9 CPDLC ACP Airline XXX B744 2009-2012

Figure D- 10. Typical monthly variation in CPDLC ACP
D.2.4.4.3.3 A comparative analysis of the performance of different fleets operating in an ATSUs

airspace particularly of fleets of the same type is useful. Under performing fleets can be identified for
further analysis and a picture of typical performance from all fleets can be built up. These can be
compared with the same fleets operating in other ATSUs airspace.
D.2.4.4.3.4 Figure D- 11 graphs SATCOM ACTP for a number of fleets operating in NZZO FIR
during 2012. Significant variations in observed performance should be flagged for further analysis as
discussed in paragraph D.2.4.6.

Figure D- 11. CPDLC ACTP comparative operator type performance
D.2.4.5 ADS-C surveillance data transit time analysis

D.2.4.5.1 Monitoring of ADS-C surveillance data transit time involves an assessment of observed
delay from a graphical analysis of data using the structure outlined in paragraph D.2.4.2.
D.2.4.5.2 Monitoring communications media performance

D.2.4.5.2.1 Graphs illustrating ADS-C surveillance data transit time are used to assess
performance through the various communications media. The graphs depict measured performance
against the surveillance requirements at the 95% and 99.9% level. An analysis is completed for:
a) Data from all aircraft via all remote ground station (RGS) types.
b) Data from all aircraft via SATCOM RGS
c) Data from all aircraft via VHF RGS
d) Data from all aircraft via HF RGS
e) Data from all aircraft via combined HF and SATCOM RGS

D.2.4.5.2.2 A typical graph illustrating ADS-C surveillance data transit time observed from
SATCOM and constructed using a spreadsheet application is illustrated in Figure D- 12. Similar graphs
are used to assess delay through individual communications media.
D.2.4.5.2.3 Figure D- 12 graphs ADS-C surveillance data transit time against the 95% 90-second
and 99.9% 180-second requirements for the RSP specification provided in Appendix C, paragraph C.3
using the ADS-C transactions recorded during the period 2009 -2012 in the NZZO FIR.
Figure D- 12. ADS-C via SATCOM NZZO FIR 2009 2012
D.2.4.5.3 Monitoring operator fleet performance

D.2.4.5.3.1 Graphs illustrating ADS-C surveillance data transit time can be used to monitor the
performance of each aircraft type in an operators fleet. These should be maintained on a monthly basis
and can be used to observe the performance of each type when using different media such as: via
SATCOM; via SATCOM + HF; via HF; via VHF; and via all RGS. The January to May 2009 SATCOM
delay analysis of the A343 fleet for an operator in the NZZO FIR is illustrated in Figure D- 13.
D.2.4.5.3.2 Figure D- 13 graphs ADS-C surveillance data transit time against the 95% 90-second
and 99.9% 180-second requirements for RSP 180D using the 3195 ADS-C downlinks recorded for the
fleet during the period January-May 2009. Considerable performance variation may be seen month to
month on some fleets and significant degradation in any month may be the result of poor performance
from an individual aircraft or may be the result of routes changing month to month with varying weather
patterns. These may be investigated further using an analysis of individual tails in a fleet as discussed in
D1.3.5 below. The fleet illustrated shows little variation between the months and for clarity only the high
and low months are depicted. Over a number of years a representative picture of the expected
performance for a fleet will emerge. This assists in detecting any performance degradation. Figure D- 14
illustrates observed yearly performance for the same fleet from 2009-2012.
Figure D- 13. ADS-C A343 AAA via SATCOM NZZO FIR Jan May 2009

Figure D- 14 ADS-C A343 AAA via SATCOM NZZO FIR 2009-2012
D.2.4.5.3.3 A comparative analysis of the performance of different fleets operating in an ATSUs

airspace particularly of fleets of the same type is useful. Under performing fleets can be identified for
further analysis and a picture of typical performance from all fleets can be built up. These can be
compared with the same fleets operating in other ATSUs airspace.
D.2.4.5.3.4 Figure D- 15 below graphs SATCOM transit times for a number of fleets operating in
NZZO FIR for the period January May 2009. Significant variations in observed performance such as
with operator DDD B772 fleet can be flagged for further analysis as discussed in paragraph D.2.4.6.

Figure D- 15. Comparative SATCOM ADS-C for different operators
D.2.4.5.3.5 The issue affecting operator DDD B772 fleet in Figure D- 15 was identified by the
regional CRA as an aircraft issue that affected all B777 aircraft. This was eventually resolved by a
software upgrade. ANSP should note that software upgrades to aircraft may take some time to be
implemented by all airlines. The current performance of operator DDD B772 fleet is depicted in Figure
D- 16.

Figure D- 16 SATCOM ADS-C Operator DDD B777 2009-2012
D.2.4.6 Identifying poor performers

D.2.4.6.1 The reasons behind degraded performance are many and varied. Considerable analysis
may be required before the reasons behind poor performing fleets are identified and it is difficult to
provide guidance for all situations. Some analysis techniques that have been used by some ANSP with
some success to identify reasons behind poor performance are provided in the following paragraphs.
D.2.4.6.2 On a number of occasions poor performance has been attributed to a specific aircraft in a
fleet. Usually these poor-performing aircraft can be identified by the visual inspection of monthly data
ordered in terms of transit time, or more accurately by graphing the monthly data for a fleet by aircraft
registration.
D.2.4.6.3 Techniques such as graphing the positions of all delayed messages on a geographical
display have identified areas for further investigation.
D.2.4.6.4 There are low speed (600 bps and 1200 bps) and high speed (10500 bps) data rates
defined for the P, R, and T SATCOM channels. Some aircraft are capable of low speed SATCOM only.
Other aircraft are capable of both high speed and low speed. However, not all aircraft that are capable of
high speed operation have enabled the use of high speed SATCOM and, instead operate in low speed
only. It is recommended an operator using low speed SATCOM channels change to the high speed
channels where possible. Low or high speed channel use is selectable by an individual operator in the
aircraft operational requirements table (ORT).
D.2.4.6.5 Significant performance benefits accrue with the use of the high speed channels as
illustrated in the figure D-10 below.
Figure D- 17. Effect of ACARS channel speed on ADS-C surveillance data transit time
D.2.4.6.6 An ANSP can assess ACARS channel speed use by evaluating the monthly downlink
times for ADS-C reports via SATCOM. For users of high speed channels ANSP will consistently see a
small percentage of reports in the 6-8 second time bands. Low speed channels users usually have very few
reports less than 10 seconds.
D.2.4.6.7 ANSP should identify those operators using the low speed channels and stakeholders
should work with those operators to achieve an upgrade to the high speed channels.
D.2.4.7 Assessing periodic monitoring results

D.2.4.7.1 The 95% and 99.9% criteria are provided as operationally significant benchmarks against
which the surveillance and communication applications supporting ATM functions can be assessed.
D.2.4.7.2 Typically post implementation monitoring is carried out on a monthly basis and observed
performance assessed to detect any performance degradation.

D.2.4.7.3 99.9% criteria
D.2.4.7.3.1 The 99.9% criteria define the Expiry Time (ET) for communication transactions and
the Overdue Time (OT) for surveillance transactions following which the initiator is required to revert to
an alternative procedure. When using data link to provide reduced separations, the RCP240 ET and
RSP180 OT are the times after which if a CPDLC intervention transaction is not completed or an ADS-C
position report is not received, then the controller is obliged to revert to alternative separation procedure
as defined in the separation specification. If monthly monitoring shows that a specific fleet is not meeting
the criteria then a local safety assessment by the ANSP should be carried out to assess if the reduced
separation standard can continue to be applied. Some ANSP have set monitoring guidelines as to trigger a
safety assessment and further investigation. The safety assessment would consider the density of traffic
and traffic patterns flown in the region together with the frequency of application of the reduced
separation to assess whether the increased probability of having to revert to an alternative separation
would have workload and thus safety implications for the controllers. The safety assessment would also
consider the performance of other fleets operating in the airspace.
D.2.4.7.4 95% criteria

D.2.4.7.4.1 The 95% criteria define the nominal time acceptable for normal CPDLC and ADS-C
operations. If monthly monitoring shows that measured performance is consistently below the 95%
criteria then consideration may be given to the withdrawal of data link services to the fleet. Experience
has shown that observed fleet performance below the specified RCP240/RSP180 95% criteria will usually
be accompanied by controller complaints of unacceptable performance by that fleet.
D.2.4.7.5 Setting guidelines

D.2.4.7.5.1 In airspace where procedural separation is being applied, it has been observed that
complete withdrawal of data link may not be required even if performance is observed to fall below the
RCP240/RSP180 criteria. While safety services such as reduced separation standards requiring
RCP240/RSP180 would be withdrawn the observed performance may still meet RCP/RSP400 criteria and
the local safety assessment may also conclude that maintaining the data link connection is viable.
D.2.4.7.5.2 Some ANSP have set monitoring guidelines to assist with their data analysis. These
include:
a) If the performance observed for a fleet by monthly monitoring at the 99.9% level is better than
99.75% then the fleet is considered to meet the 99.9% performance level.
b) Observed fleet performance consistently falling below 99.0% will be subject to CRA problem
reports and investigation that will attempt to determine the cause of the degradation.
c) Any monthly performance degradation (0.5%) by a fleet below observed historical performance
will be subject to investigation.
D.2.4.7.6 Case study

D.2.4.7.6.1 In early 2009 analysis of the performance data for December 2008 in NZZO detected
a slight performance degradation for both ADS-C and CPDLC against the monitored RCP240/RSP180
standard. Further performance deterioration was observed mid February 2009 when the January 2009 data
was assessed.

D.2.4.7.6.2 During this period further local analysis was initiated and by March 2009 a CRA
problem report had been raised and a full investigation was underway by the CRA and the CSPs. Further
deterioration in performance was noted in the following months through to October 2009.
D.2.4.7.6.3 ADS-C performance for the fleet as measured against the RSP180 performance
standard is illustrated in Figure D-17 and CPDLC performance as measured against the RCP240
performance standard is illustrated in Figure D-18.
Figure D- 18 Example of ADS-C performance deterioration
D.2.4.7.6.4 A safety assessment in early 2009 concluded that reduced separation standards using
data link would be withdrawn although CPDLC and ADS-C would continue to be used.
D.2.4.7.6.5 The cause of the problem was identified in mid 2009 as a system level GES issue.
This was caused by the implementation of new cabin services on the aircraft that were gradually installed
on the fleet from late 2008 until the middle of 2009. This explained the continuing performance
degradation through this period.
D.2.4.7.6.6 A software fix was released in early 2010 with observed performance levels for the
fleet returning to normal immediately and meeting the RSP180/RCP240 standard.
D.2.4.7.6.7 Reduced separation standards were restored to the fleet in April 2009 after monitoring
had demonstrated that performance standard compliance had been achieved.

Figure D- 19 Example of CPDLC ACP performance deterioration
D.3 Problem reporting and resolution
D.3.1 General
D.3.1.1 The working principles in this guidance material result from the combined experience of
the North Atlantic, Asia-Pacific, South American, African-Indian Ocean, and European Regions. Many
regions have formed a regional monitoring agency to manage the problem reporting and resolution
process.
D.3.1.2 All stakeholders should be actively involved in the problem reporting and resolution
process. It is essential that all aircraft operators in a region have the opportunity to become involved in the
process and CRAs should be pro-active in getting all aircraft operators and other stakeholders to register
and participate in the process.
D.3.1.3 The problem identification and resolution process, as it applies to an individual problem,
consists of a data collection phase, followed by problem analysis and coordination with affected parties to
secure a resolution, and recommendation of interim procedures to mitigate the problem in some instances.
This is shown in the Figure D- 20.

Figure D- 20. Problem reporting and resolution process
D.3.2 Problem report form

D.3.2.1.1 The problem identification task begins with receipt of a problem report from a
stakeholder, usually an operator, ANSP or CSP but may include aircraft or avionics manufacturers.
Standard reporting forms should be developed and regions should investigate the use of a website to
receive and store problem reports.
D.3.2.1.2 As an example, the EUR region uses JIRA
(http://www.eurocontrol.int/link2000/wiki/index.php/), a secured web-based problem reporting and
tracking application, which is managed by the LINK2000+/Central Reporting Office of
EUROCONTROL. Problems should be reported, regardless whether it can be resolved locally or needs to
be handled to promote knowledge sharing across the data link community.
D.3.2.1.3 An example of an online problem reporting form currently used on-line by regional CRA
in the NAT, and Asia Pacific regions is shown in Figure D- 21. The fields used in the form are as follows:
a) Originators Reference Number: Originators problem report reference (e.g. ANZ_2009-23);

b) Title: A short title which conveys the main issue of the reported problem (e.g. CPDLC transfer
failure);
c) Date UTC: Date in YYYYMMDD format (e.g. 20090705);
d) Time UTC: Time in HHMM (e.g. 2345);
e) Aircraft registration: ICAO flight plan aircraft registration (e.g. ZKADR);
f) Aircraft identification: ICAO flight plan call sign if applicable (e.g. NZA456);
g) Flight Sector: If applicable the departure and destination airfield of the flight (e.g. NZAA-
RJBB);
h) Organization: Name of the originators organization (e.g. Airways NZ);
i) Active Center: Controlling Centre at time of occurrence if applicable (e.g. NZZO);
j) Next Center: Next controlling centre at time of occurrence if applicable (e.g. NFFF);
k) Position: Position of occurrence (e.g. 3022S16345E);
l) Problem Description: Detailed description of problem;
m) Attach File: Area of web page where originator and assigned stakeholders can attach data files
or other detailed information such as geographic overlays; and
n) Additional Data: Area set aside for feedback from stakeholders assigned by the regional/State
monitoring agency. This will includes the results of the investigation and the agreed action plan.
Note. A number of regional monitoring agencies are developing websites to manage the problem
reporting process. Website addresses and the regional monitoring agency to which they are applicable
are listed in Appendix E.

Figure D- 21, Example on-line problem reporting form

D.3.3 Problem assessment
D.3.3.1 Data collection

D.3.3.1.1 The data collection phase consists of obtaining message logs from the appropriate parties
(which will depend on which ANSPs and CSPs were being used and operator service contracts). Today,
this usually means obtaining logs for the appropriate period of time from the CSPs involved. Usually, a
log for a few hours before and after the event that was reported will suffice, but once the analysis has
begun, it is sometimes necessary to request additional data, (perhaps for several days prior to the event if
the problem appears to be an on-going one).
D.3.3.1.2 Additionally, some aircraft-specific recordings may be available that may assist in the
data analysis task. These are not always requested initially as doing so would be an unacceptable
imposition on the operators, but may occur when the nature of the problem has been clarified enough to
indicate the line of investigation that needs to be pursued. These additional records include:
a) Aircraft maintenance system logs.
b) Built-In Test Equipment data dumps for some aircraft systems.
c) SATCOM activity logs.
d) Logs and printouts from the flight crew and recordings/logs from the ANSPs involved in the
problem may also be necessary. It is important that the organization collecting data for the analysis task
requests all this data in a timely manner, as much of it is subject to limited retention.
D.3.3.2 Data analysis

D.3.3.2.1 Once the data has been collected, the analysis can begin. For this, it is necessary to be
able to decode all the messages involved, and a tool that can decode every ATS data link message type
used in the region is essential. These messages include:
a) AFN (ARINC 622), ADS-C and CPDLC (RTCA DO-258/EUROCAE ED-100) in a region
operating FANS-1/A.
b) Context Management, ADS-C and CPDLC applications (ICAO Doc 9705 and RTCA
DO-280B/ED-110B) in a region using ATN B1.
c) ARINC 623 messages used in the region.
D.3.3.2.2 The analysis of the decoded messages requires a thorough understanding of the complete
message traffic, including:
a) Media management messages.
b) Relationship of ground-ground and air-ground traffic.
c) Message envelope schemes used by the particular data link technology (ACARS, ATN, etc).
D.3.3.2.3 The analyst must also have a good understanding of how the aircraft systems operate and
interact to provide the ATS data link functions, as many of the reported problems are aircraft system
problems.
D.3.3.2.4 This information will enable the analyst to determine a probable cause by working back
from the area where the problem was noticed to where it began. In some cases, this may entail manual
decoding of parts of messages based on the appropriate standard to identify particular encoding errors. It

may also require lab testing using the airborne equipment (and sometimes the ground networks) to
reliably assign the problem to a particular cause.
D.3.3.2.5 Once the problem has been identified, then the task of coordination with affected parties
begins. The stakeholder who is assigned responsibility for fixing the problem must be contacted and a
corrective action plan agreed. The stakeholder who initiated the problem report shall be provided with
regular updates on the progress and resolution of the problem
D.3.3.2.6 This information (the problem description, the results of the analysis and the plan for
corrective action) is then entered into a database covering data link problems, both in a complete form to
allow continued analysis and monitoring of the corrective action and in a de-identified form for the
information of other stakeholders. These de-identified summaries are reported at the appropriate regional
management forum and made available to other regional central reporting/monitoring agencies on
request.
D.3.4 Mitigating procedures problem resolution

D.3.4.1 The regional monitoring agencys responsibility does not end with determining the cause
of the problem and identifying a fix. As part of that activity, and because a considerable period may
elapse while software updates are applied to all aircraft in a fleet, procedural methods to mitigate the
problem may have to be developed while the solution is being coordinated. The regional monitoring
agency should identify the need for such procedures and develop recommendations for implementation by
the ANSPs, CSPs and operators involved.
D.4 Regional performance monitoring
D.4.1 General
D.4.1.1 This section provides guidance on periodic reporting by individual ANSP of observed
system performance in their airspace that will enable regional performance metrics to be developed for
the availability, CPDLC transaction time and ADS-C surveillance data transit time requirements specified
in Appendix B and Appendix C.
D.4.1.2 These regional performance metrics should be made available to all interested
stakeholders. The use of regional websites to enhance the distribution of these metrics should be
considered. An example of such a website can be viewed at http://www.ispacg-cra.com/.
D.4.1.3 It is recommended that regions implement monthly performance reporting to obtain
system performance metrics. These reports will provide data on observed availability, CPDLC transaction
time and ADS-C surveillance data transit time as described herein.
D.4.2 Reporting on availability

D.4.2.1 ANSP should report on CSP notified system outages and on detected outages that have
not been notified as described in paragraph D.2.4.3.2. This is used to calculate the actual availability of
service provision.
D.4.2.2 For each outage the following information should be reported:
a) Time of CSP outage notification: In YYYYMMDDHHMM format or Not Notified if no CSP
notification received.

b) CSP Name: Name of CSP providing outage notification if applicable.
c) Type of outage: Report media affected SATCOM, VHF, HF, ALL.
d) Outage start time: In YYYYMMDDHHMM format
e) Outage end time: In YYYYMMDDHHMM format
f) Duration of Outage: In minutes.
D.4.2.3 As per Appendix B only outages greater than 10 minutes are reported. An example form
is shown in Figure D- 24.
D.4.2.4 For EUR region, the number of Provider Aborts experienced by the ANSP and manually
reported availability problems affecting a single aircraft should be reported. This provides an acceptable
indication of the actual Availability of Use.
D.4.2.5 ANSP can use graphical analysis to track availability as illustrated in Figure D- 22 and
Figure D- 23.
Figure D- 22 Example system availability graph

Figure D- 23 Example network outage graph
D.4.3 Reporting on CPDLC actual communications performance

D.4.3.1 ANSP should report observed ACP and ACTP for RCP240 and RCP400 for different
media paths using all transactions involving a WILCO response as described in paragraph D.2.4. The
media paths to report are:
a) From all aircraft via all remote ground station (RGS) types.
b) From all aircraft where both uplink and downlink are via SATCOM RGS
c) From all aircraft where both uplink and downlink are via VHF RGS
d) From all aircraft where both uplink and downlink are via HF RGS
e) From all aircraft where either uplink and downlink are via HF or SATCOM RGS
D.4.3.2 A tabular reporting format can be used to capture the observed performance at the 95%
and 99.9% RCP240/400 times.
D.4.3.3 As PORT is independent of media path, this need only be reported for all RGS types. An
example form is shown in Figure D- 24.
D.4.3.4 ANSPs within the EUR region should record the observed ACP and ACTP for RCP 150
and CPDLC-flight crew-initiated log files for different media paths using all transactions requiring a
response. In addition, it should record the observed ACP and ACTP for DLIC-Contact/CPDLC log files
and ATN B1 transport level log files, deployment and system health log files in the standardised XML-
format as described in paragraph D.1.1.2. All ANSPs send the log files to the CRO for importing into
PRISME (Pan-European Repository of Information Supporting the Management of EATM). PRISME is
an integrated ATM data ware house for creation of various performance monitoring reports (e.g. EUR
network, an ANSP, an Aircraft Operator, particular avionics configuration).
D.4.3.5 The EUR network performance monitoring reports are published on the CRO website.
The reports at the other levels (per ANSP, per Aircraft Operator and per Avionics configuration) would
normally be restricted to just EUROCONTROL and the relevant stakeholder.
D.4.4 Reporting on RSP data transit time

D.4.4.1 ANSP should report observed RSP data transit time for RSP 180 and RSP 400 and
DO290/ED120 based performance specifications for different media paths as described in paragraph
D.2.4. The media paths to report are:
a) From all aircraft via all Remote Ground Station (RGS) types.
b) From all aircraft where both uplink and downlink are via SATCOM RGS
c) From all aircraft where both uplink and downlink are via VHF RGS
d) From all aircraft where both uplink and downlink are via HF RGS
e) From all aircraft where either uplink and downlink are via HF or SATCOM RGS
D.4.4.2 A tabular reporting format can be used to capture the observed performance at the 95%
and 99.9% RSP 180 and RSP 400 times. An example form is shown in Figure D- 24.

Figure D- 24. Example ANSP monthly report

D.4.5 Reporting data to enable graphical reports
D.4.5.1 In addition to the tabular performance reporting described above regions should consider
presenting performance data using graphical means. Performance graphs illustrating regional
communications and surveillance performance for the different media paths can be readily obtained by
aggregating spreadsheet data from individual ANSP as illustrated in Figure D- 25. This figure illustrates
part of an ANSP report of actual performance for ACTP, ACP, and PORT against the RCP240
requirements for a particular media type where the number of messages received within a time is recorded
at one second intervals. This type of data can be included in an ANSP monthly report to enable regional
aggregation of agreed performance information to allow it to be presented in graphical form. Regions
could present all or some of the data reported in tabular form per paragraphs D.4.3 and D.4.4 above in
graphical form if desired. This method of reporting would also assist global aggregation.
Figure D- 25. Example ANSP monthly report that will enable graphical analysis

Global Operational Data Link Document (GOLD) E-1
Appendix E Regional/State-specific information
E.1 General
E.1.1 This Appendix provides Regional/State specific information grouped per ICAO Regions
pertaining to the data link operations.
E.2 Africa-Indian Ocean (AFI) Region
E.2.1 Administrative provisions related to data link operations
Table E-AFI- 1. Data link services by control area (CTA)
Control area AFN ATSU Coord Remarks

FMC WPR
(CTA) address ACARS Group

CPDLC
ADS-C
Address
Accra DGAC
Abidjan DIII
Algeria O O N DAAA
(Alger)
Antananarivo O O N FMMM
(Madagascar)
Brazzaville FCCC
Canarias GCCC
Capetown O O N FACT
Casablanca
Dakar O O N GOOO DKRCAYA
Oceanic
(Senegal)
Johannesburg O O N FAJO JNBCAYA Confirm CPDLC CDA: One
Oceanic CPDLC position report at
boundary.
Luanda
Mauritius O O N FIMM Confirm CPDLC CDA: One
CPDLC position report at
boundary.
Niamey O O N DRRR
(Niger)
Sal Oceanic GVSC

E-2 Global Operational Data Link Document (GOLD)
FMC WPR
CPDLC
ADS-C
Address
Tunis
E.2.2 Controller and radio operator procedures

NIL
E.2.3 Flight crew procedures

NIL
E.2.4 Advanced data link operations

NIL
E.2.5 State aircraft data link operation

NIL
E.3 Caribbean (CAR) Region
Table E-CAR- 1. Data link services by control area (CTA)
Control AFN ATSU Coord Group Remarks

FMC WPR
area (CTA) address ACARS

CPDLC
ADS-C
Address
Central T T N MHCC ANIWG Currently trialing ADS-C and

American CPDLC. Primary
communication via voice.
Full HF reporting still
required.
Curacao
Habana
Houston
Oceanic

Control AFN ATSU Coord Group Remarks
FMC WPR
area (CTA) address ACARS
CPDLC
ADS-C
Address
Kingston
Mazatlan T T N MMMX ANIWG Currently trialing ADS-C and
Oceanic CPDLC. Primary
communication via voice. Full
HF reporting still required.
Mexico
Miami
Oceanic
Nassau
New York O O N KZWY NYCODYA NAT CNSG DO NOT use CPDLC for
Oceanic position reporting. Use ADS-
(south of 27 C or voice only.
N) SELCAL check via HF are
required for all FANS
connected aircraft prior to
entering the CTA/FIR.
DO NOT send a CPDLC
position report to confirm
CDA prior to, or upon
crossing the FIR.
Port-Au-
Prince
PIARCO T T N TTZP ANIWG Currently trialing ADS-C and
(NAM/CAR CPDLC. Primary
Air Navigation communication via voice.
Implementation Full HF reporting still
Working required.
Group)
San Juan
Santo
Domingo

NIL

NIL

NIL

NIL
E.4 European (EUR) Region
E.4.1.1 ANSP service provision

E.4.1.1.1 Table E-EUR- 1 lists the flight information regions (FIRs) and Upper flight information
regions (UIRs), where ATN B1, FANS 1/A or FANS 1/A-ATN B1 data link service is provided and
indicates Logon address, ATSU ACARS Address (where applicable), the year of implementation (where
available) and responsible regional coordinating group.
Note 1. For foreseen implementation date and the CPDLC message set used by each State, refer
to the AIP/AIC concerned.
E.4.1.1.2 ATN B1 data link services are provided above FL285. FL285 aims to govern data link
equipage However, this does not mean that CPDLC operations are limited above FL285. Several ANSPs
use CPDLC in their upper airspace below FL285.
E.4.1.1.3 The use of CPDLC is conducted at the discretion of each responsible ACC and at the
initiative of the flight crew. CPDLC is used for routine exchanges during en-route operations in the upper
airspace and is not for time-critical situations. Communication exchanges by voice have priority over
CPDLC exchanges at all times.\
Table E-EUR- 1. Data link services by control area (CTA)
Control area Logon ATSU Coord Remarks

FMC WPR

CPDLC
ADS-C
Address
Bucuresti O N N LRBB N/A LINK ATN B1

FIR 2000+
Budapest O N N LHCC N/A LINK ATN B1
FIR 2000+

FMC WPR
CPDLC
ADS-C
Address
Barcelona O N N LECB N/A LINK ATN B1

UIR 2000+
Bordeaux O N N LFBB N/A LINK ATN B1
UAC 2000+
Brest UAC O N N LFRR N/A LINK ATN B1
2000+
Brindisi FIR O N N LIBB N/A LINK ATN B1
2000+
Canarias UIR O N N GCCC N/A LINK ATN B1
2000+
Finland UIR O N N EFIN N/A LINK ATN B1
2000+ only in the area south of 6130N
Geneva UIR O N N LSAG N/A LINK ATN B1
2000+
Hellas UIR O N N LGGG N/A LINK ATN B1
2000+
Kobenhavn O N N EKDK N/A LINK ATN B1
FIR 2000+
Lisboa UIR O N N LPPC TBD LINK ATN B1
2000+ FANS 1/A
Ljubljana O N N LJLA N/A LINK ATN B1
FIR 2000+
London UIR O O N EGTT TBD LINK ATN B1
2000+ FANS 1/A.
Madrid UIR O N N LECM N/A LINK ATN B1
2000+
Magadan O O N GDXB ??? FANS 1/A
(Russia)
Malta UIR O N N LMMM N/A LINK ATN B1
2000+
MUAC O O N EDYY TBD LINK ATN B1
Amsterdam 2000+ FANS 1/A
FIR
Brussels FIR
Hannover
FIR

FMC WPR
CPDLC
ADS-C
Address
Marseille O N N LFMM N/A LINK ATN B1

UAC 2000+
Milano ACC O N N LIMM N/A LINK ATN B1
2000+
Nicosia FIR O N N LCCC N/A LINK ATN B1
2000+
Oslo FIR O N N ENOS N/A LINK ATN B1
2000+
Padova ACC O N N LIPP N/A LINK ATN B1
2000+
Paris UAC O N N LFFF N/A LINK ATN B1
2000+
Praha FIR O N N LKAA N/A LINK ATN B1
2000+
Reims UAC O N N LFEE N/A LINK ATN B1
2000+
Rhein UIR O N N EDMM N/A LINK ATN B1
2000+
Riga UIR O N N EVRR N/A LINK ATN B1
2000+
Roma FIR O N N LIRR N/A LINK ATN B1
2000+
Scottish UIR O O O EGPX TBD LINK ATN B1
2000+ FANS 1/A
Shannon UIR O O O EISN TBD LINK ATN B1
2000+ FANS 1/A
Sofia FIR O N N LBSR N/A LINK ATN B1
2000+
Sweden UIR O N N ESAA N/A LINK ATN B1
2000+
Tallinn UIR O N N EETT N/A LINK ATN B1
2000+
Vilnius UIR O N N EYVC N/A LINK ATN B1
2000+
Warszaw O N N EPWW N/A LINK ATN B1
FIR 2000+

FMC WPR
CPDLC
ADS-C
Address
Wien FIR O N N LOVV N/A LINK ATN B1

2000+
Zurich UIR O N N LSAZ N/A LINK ATN B1
2000+
E.4.1.1.4 Table E-EUR- 2 lists the contact information of the EUR region and the website URL of
the Central Reporting Office (CRO).
Table E-EUR- 2. Contact information and monitoring agency website URL
Coordinating group or regional Contact information/website URL

monitoring agency
EUROCONTROL LINK2000+ Soren Dissing
Coordination Manager
EUROCONTROL - Central Reporting Office (CRO)
Tel: +3227293446
Email: [email protected]
EUROCONTROL http://www.eurocontrol.int/articles/central-reporting-office
Central Reporting Office (CRO)
E.4.1.2 EUR - NSAP address registry

E.4.1.2.1 In order to allow the air crew to perform a first LOGON with any of the participating
ATN B1 ACCs, Context Management application addressing information of the ATS Units involved in
the ATN/OSI based Air/Ground Data Link Communications, is required in the ATN avionics system.
E.4.1.2.2 The ATN NSAP addresses for all EUR Air Traffic Control Centres (ACCs) are published
in EUR Doc 028 - EUR NSAP Address Registry Ed 2.0.
E.4.1.2.3 The focal point for the EUR NSAP Address Registry is the EUR/NAT ICAO Regional
Office. All requests, modifications and proposals concerning should be forwarded to:
http://[email protected].
Note 1. The ICAO EUR/NAT Office ensures that the information is forwarded to the appropriate
working groups (e.g. AFSG Planning Group).
Note 2. The EUR NSAP Address Registry will be available at the ICAO website:
http://www.paris.icao.int/documents_open/categories.php.

E.4.1.3 Flight plan provisions
E.4.1.3.1 In the EUR airspace where ATN B1 CPDLC is available and aircraft are equipped and
capable ATN B1 CPDLC, J1 shall be included in Item 10a of the flight plan:
a) Operators of FANS 1/A ATN B1 (independent or integrated) equipped aircraft shall insert one
or more of the appropriate indicators among J1 J7 in Item 10a.
b) For flights conducted wholly or partly in the EUR airspace where ATN B1 CPDLC is available
but not equipped with CPDLC capabilities but which have been granted an exemption, the letter Z shall
be included in Item 10A and the indicator DAT/CPDLCX shall be included in Item18 of the flight plan.
E.4.1.3.2 For a flight operating based on a repetitive flight plan (RPL), during which the pilot
intends to use CPDLC, a modification message (CHG) shall be submitted to indicate that the flight is
capable of, and authorized for CPDLC, in accordance with paragraph 3.3.
E.4.1.3.3 When there is a change to the CPDLC capability status for a flight planned to operate in
the area specified in Table E-EUR- 1, the operator should send a modification message (CHG) with the
appropriate indications in the relevant items of the ICAO flight plan form, including any change to the
aircraft address. A modification message for the day of operation should be sent not earlier than 20 hours
before the estimated off-block time.
E.4.1.4 Logon criteria

E.4.1.4.1 In addition to the logon FPL correlation criteria, described in paragraph 3.3, the CPDLC
aircraft equipment capabilities in Item 10a are also used as criterion for a successful logon. Absence of
item J1 and/or one or more of the items J2 to J7 in Item 10a will lead to a logon rejection.
E.4.1.5 Lack Timer

E.4.1.5.1 Logical Acknowledgement (LACK) messages (downlink message element DM 100 and
uplink message element UM 227) are used in ATN B1 based ACL and ACM message exchanges.
Note 1. Ground systems do not request a LACK for the messages ERROR (UM 159), Service
Unavailable (UM 162) and LACK (UM 227).
Note 2. When a LACK is received after expiry of the LACK timer, the LACK may be discarded.
E.4.2 Controller procedures
E.4.2.1 Reverting from CPDLC to voice

E.4.2.1.1 The following circumstances describe potential situations where the controller should
revert to voice to instruct the controller/pilot to ignore the CPDLC message:
a) When it is required to clarify the meaning or the intent of any unexpected, inappropriate or
ambiguous CPDLC message;
b) Whenever it is deemed necessary to ensure the timely execution of a clearance or instruction
previously issued by CPDLC.
c) Whenever corrective actions are required with respect to unintended clearances, instructions or
information that has been sent using CPDLC.
E.4.2.1.2 Controllers should be aware that once a message is sent via CPDLC, no means exist to
cancel or to recall that message.
Note. In case of reversion to voice, controllers should be aware of the possibility that the CPDLC
message they want the addressee to ignore may not be yet displayed to the addressee.
E.4.2.1.3 In that respect, the following actions should be taken by the addressee:
a) If response to the referred CPDLC message was sent, cancel any action initiated on the basis of
the initial CPDLC message and comply with the voice message;
b) If the referred message is not responded to or not displayed, let the dialogue close on time-out.
Since it may be possible to be asked to ignore a message that was not yet displayed, the controller/pilot
should take all measures to ensure that the message is no longer valid.
c) In case the controller/pilot has already received an operational response to the initial CPDLC
message, he/she shall use appropriate voice phrases to stop/cancel the actions of the addressee.
d) Whenever a system generates a time-out or an error for a CPDLC message.
E.4.2.1.4 Use of Free Text. In support of the recommendation in ED-110B/DO-280B on free
text, some ANSPs dont allow the controller to enter free text on the HMI.
E.4.2.2 Preconditions for the operational exchange of CPDLC messages

E.4.2.2.1 When CPDLC is transferred, the transfer of voice communications and CPDLC shall
commence concurrently (Annex 10 V2, 8.2.9.6.1; PANS-ATM, 14.3.3.1).
E.4.2.2.2 The active connection status, as described in paragraph 2.2.4.2, only allows for technical
air-ground CPDLC exchanges between the aircraft and the ground system of the CDA.
E.4.2.2.3 The minimum condition required for an operationally functional 2-way communication
connection, is that the aircraft is under the responsibility of the CDA (i.e. the ATSU has assumed the
control of the flight after initial voice contact establishment and a CPDLC message, indicating the name
and function of the current ATC unit, is received by the flight crew).
Note. Additional local conditions (boundary proximity, etc.), which will vary from ATSU to ATSU,
may apply.
E.4.2.2.4 If an aircraft sends a request to an ATSU before the minimum conditions have been
fulfilled, the request is rejected by the ground system. An error message is displayed to the flight crew
TRANSFER NOT COMPLETED REPEAT REQUEST.
E.4.2.3 Uplink messages
E.4.2.3.1 Operational use of LACK

E.4.2.3.1.1 Each time the controller uplinks an operational message, the ATN B1 aircraft system
returns a DM 100 logical acknowledgement (LACK).
E.4.2.3.1.2 The LACK timer value should be set by the ground system at 40 seconds.
E.4.2.3.1.3 If the ground system does not receive a LACK within 40 seconds, the controller will
be notified.
Note 1. The ground system does not request a LACK for messages UM 159 (ERROR), UM 162
(SERVICE UNAVAILABLE), UM 227 (LACK).
Note2. Local implementers may decide whether the controller is notified on the receipt of each
LACK (positive feedback) or is only notified upon a LACK time out (negative feedback).

Note3. When a LACK is received after expiry of the LACK timer, the LACK may be discarded.
E.4.2.3.2 UM 120 MONITOR [unitname] [frequency]

E.4.2.3.2.1 The UM 120 MONITOR message is not used for inter-ATSU and intra-ATSU flight
transfers. This is because controllers want to have the assurance that voice communication is established
at "initial call" to the next sector or ATSU. Moreover, the initial call is used to communicate cleared
level and passing level, to reconfirm clearance previously given and to verify the accuracy of Mode-C at
the first sector of the receiving ATSU.
E.4.2.3.2.2 In response to UM 120 MONITOR, sent by the transferring ATSU, DM 89
MONITORING is sent to the receiving ATSU which provides a confirmation message to the controller
that the flight crew has switched to the instructed VHF frequency. It appears that in many aircraft, the
uplinked frequency is not automatically loaded in the RMP and that the frequency and the ATSUs
Facility designator in the DM 89 Monitoring message are manually keyed in, making frequency
switching more prone to errors.
E.4.2.3.2.3 As voice is the primary means of communications, controllers are not confident that
silent transfers can be used.
E.4.2.3.3 ATC Microphone Check service (AMC)

E.4.2.3.3.1 The AMC service is achieved by the use of either of the following 2 Uplink messages:
a) UM 157 CHECK STUCK MICROPHONE [frequency], or
b) Free text UM 183 CHECK STUCK MICROPHONE
Note 1. No flight crew acknowledgement of the instruction is required.
Note 2. LACK is not used for AMC.
E.4.2.3.4 Uplink messages from a FANS 1/A ATN B1 ATSU

E.4.2.3.4.1 A FANS 1/A ATN B1 ATSU also provides CPDLC services to FANS 1/A aircraft.
The following two procedures exist as mitigation against mis-delivered- and excessively delayed uplink
message:
a) Misdelivery. For some of the FANS 1/A ATN B1 ATSUs, the local safety assessment
requires additional measures against the risk of misdelivery, when sending a CPDLC uplink message to a
FANS 1/A aircraft. These ATSUs will automatically prepend a free text message UM 169, containing
the Flight Identification (FID), to each uplink message for verification by the flight crew (refer to
E.3.3.1.1).
Note. The mitigation measure is an identical mimic, when transmitting the clearance or
instruction, using voice.
b) Delayed Uplink message, received by an aircraft. A FANS1/A ATN B1 ATSU does not
uplink message UM 169w SET MAX UPLINK DELAY VALUE TO [delayed message parameter]
SECONDS to a FANS 1/A+ aircraft, instructing the flight crew to use the LTM function. Instead, the
following procedure is used for FANS 1/A and FANS 1/A+ aircraft, when such aircraft receive an
excessively delayed message. Upon expiry of ground-timer tts:
1) The ATSU should provide an indication to the controller, and,

2) The controller should return to voice and clarify the situation, and
3) Optionally, the controller may instruct the flight crew to terminate the CPDLC connection
and logon to the next unit. The controller should use the following voice phraseology:
i) DISREGARD CPDLC [message type]. DISCONNECT CPDLC CONTINUE ON
VOICE THEN LOGON TO [facility designation]
Note. Upon tts timeout, some FANS 1/A- ATN ATSUs may automatically initiate a Provider Abort
(commanded termination) message to the aircraft.
E.4.2.3.5 Concatenated uplink messages

E.4.2.3.5.1 ATSUs should only uplink a concatenated message containing maximum 2
clearances, instructions or report/information requests.
E.4.2.3.5.2 The use of concatenations of a message element with the W/U, A/N, R or Y
response attribute and a message element with the Y response attribute should be avoided.
E.4.2.3.5.3 Based on these principles, the use of concatenated messages should be limited to the
following combinations:
a) Level instruction concatenated with Speed instruction,
b) Level instruction concatenated with Level Constraint,
1) UM 20 CLIMB TO [level] (resp. UM 23 DESCEND TO [level]) clearance being
incompatible with UM 173 DESCEND AT [verticalRate] MINIMUM or UM 174 DESCEND AT
[verticalRate] MAXIMUM (resp. UM 171 CLIMB AT [verticalRate] MINIMUM or UM 172 CLIMB AT
[verticalRate] MAXIMUM )
c) Level instruction concatenated with Route modification instruction,
d) Level instruction concatenated with Heading instruction,
e) Route modification instruction concatenated with Speed instruction,
f) Heading instruction concatenated with Speed instruction
Note. most of these instructions added as suffixes of uplinked concatenated messages being
optional. ANSPs will publish in aeronautical information publication the set of messages actually
implemented.
E.4.2.3.6 Multiple open dialogues of CPDLC messages of the same type

E.4.2.3.6.1 In European Continental airspace, the controller should perform the exchange of
CPDLC messages with only one open dialogue of the same type with the same aircraft at any given time.
Note. Appropriate consideration should be given to system support procedures, so as to not allow
the initiation of clearance dialogues with the same recipient, already involved in the same type of
clearance dialogue.
Example 1: If a level instruction has been sent to an aircraft via CPDLC, a subsequent level instruction to
the same aircraft can be initiated only if the CPDLC dialogue pertaining to the initial level instruction has
been closed. If action is required before the dialogue is closed, the communications should be reverted to
voice

Example 2: When the ground system receives a downlink request and there is an existing open uplink,
containing the same type, the downlink request is discarded.
E.4.2.4 Operational timers used by ATSU
E.4.2.4.1 Controller initiated dialogue

E.4.2.4.1.1 When the controller uplinks a CPDLC message, requiring an operational response, the
ground system starts the ground-timer (tts) which value is set at 120 seconds.
a) When this timer expires (i.e. non receipt of operational closure response within tts) the
controller is notified and reverts to voice to resolve the situation (refer to paragraph E.4.2.1 Reverting
from CPDLC to voice).
Note 1. ATN B1 aircraft systems also have implemented an aircraft-timer (ttr), which is set at
100s. In normal circumstances, the aircraft-timer (ttr) expires before the ground-timer (tts) expires and
consequently follows the procedure in paragraph E.4.2.4.1.
Note 2. FANS 1/A aircraft do not have ttr timer.
b) The dialogue is closed locally by the ground system, ensuring that the dialogue doesnt remain
open at the ground side.
E.4.2.4.1.2 If the flight crew responds to a clearance with a STANDBY, the aircraft and ground
timers are re-started.
E.4.2.4.2 Flight crew initiated dialogue

E.4.2.4.2.1 When the ground system receives a request, then it starts the expiration timer-
responder (ttr), which value is set at 250 seconds.
a) The timer-responder (ttr) expires, if the controller fails to respond within 250 seconds. The
controller is notified and reverts to voice to complete the dialogue (Refer to paragraph E.4.2.1 Reverting
from CPDLC to voice).
b) The ground system closes the dialogue and uplinks an error response ATC TIME OUT
REPEAT REQUEST. The error response ensures that the dialogue will also be closed at the aircraft side.
Note. Some ATN B1 aircraft systems also have implemented an aircraft-timer (tts), which is set at
270s. In normal circumstances, the ground-timer (ttr) expires before the aircraft-timer (tts) expires.
E.4.2.4.2.2 If the controller responds to a request with a STANDBY, the aircraft- and ground
timer are re-started.
E.4.2.5 Transfer of data communications with open dialogues
E.4.2.5.1 Open ground-initiated dialogues

E.4.2.5.1.1 When a transfer of CPDLC results in a change of data authority and the transfer
instruction has been initiated, but not yet sent, the controller transferring the CPDLC is informed of the
open ground-initiated dialogues. The controller:
a) Waits for the responses to the open ground-initiated dialogues and then continues with the
transfer instruction, or

b) Resolves the open ground initiated dialogues (via voice instructions) and then continues with
the transfer instructions, or
c) Ignores the open ground initiated dialogues and continues with the transfer instruction.
Note. When open-ground initiated dialogues are ignored, the ground system closes all outstanding
dialogues.
E.4.2.5.1.2 When there are open ground-initiated dialogues, and the flight crew responds to the
transfer instruction with a WILCO, the airborne system cancels all open ground initiated dialogues. When
responding with UNABLE or STANDBY, the aircraft system maintains the open dialogues.
E.4.2.5.1.3 When a transfer of CPDLC does not result in a change of data authority and assuming
that the T-sector is not the same as the R-sector, local procedures will define system behaviour, allowing
ground systems to cancel or maintain all open ground-initiated dialogues. The airborne system maintains
open ground-initiated dialogues.
E.4.2.6 Abnormal situations
E.4.2.6.1 Use of CPDLC in the event of voice radio communication failure

E.4.2.6.1.1 The existence of a CPDLC connection between the ATS unit and the aircraft should
not pre-empt the pilot and ATC from applying all the ICAO provisions in the event of radio
communication failure.
E.4.2.6.1.2 When the pilot cannot comply with the requirement above, he/she will have to apply
the provisions stipulated for the event of radio communication failure.
E.4.2.6.2 Failure of logon forwarding procedure

E.4.2.6.2.1 The ground-ground forwarding (OLDI) procedure is used as default procedure for
inter-ATSU flight transfers. In case of failure of the ground-ground forwarding (OLDI) procedure, or
when this is temporarily not available, the transferring ATSU should automatically initiate a DLIC-
contact request.
Note. No OLDI exchanges exist between ATSUs at the NAT boundary. DLIC-contact is used in this
case.
E.4.2.6.3 Controller commanded CPDLC termination

E.4.2.6.3.1 When the controller initiates termination, the ground system uplinks a free text
message element (UM 183), containing the text CONTROLLER TERMINATED CPDLC, followed by
a CPDLC-Userabort request.
E.4.2.6.3.2 To reinstate CPDLC after a controller initiated commanded termination, the controller
initiates CPDLC on the HMI, triggering the ground system for a CPDLC-start request to the aircraft.
E.4.2.6.4 Suspension of CPDLC operations within a sector

E.4.2.6.4.1 Ground systems capable to provide CPDLC may allow the controller CPDLC to be
turned ON and OFF on a sector basis as an additional protection to suspend CPDLC. When this is
done on a sector basis, the CPDLC connection is maintained.
Note. Setting CPDLC OFF/ON is a local implementation issue.
E.4.2.6.4.2 When the controller sets for his sector CPDLC to OFF, the ground system should
send a free text message UM 183 NEXT SECTOR CPDLC NOT IN USE UNTIL NOTIFIED USE
VOICE.
Note. Setting CPDLC to OFF may be executed as an additional protection when the controller
intends to suspend the use of CPDLC.
E.4.2.6.4.3 When the controller sets for his a sector CPDLC to ON, the ground system should
send a free text message (UM 183) CPDLC NOW IN USE. After the generation of this message, the
ground system should generate a free text message (UM 183), containing the text CURRENT ATC
UNIT [unitname]
Note. Setting CPDLC to ON may be executed in addition when the controller intends to resume
the use of CPDLC.
E.4.2.7 Downlink error messages

E.4.2.7.1 ATN B1 systems use a number of operational errors, when uplinking an operational
message. An operational error occurs when the ATN B1 ground system does not behave according to the
ATN B1 requirements or local constraints prevent an operational response.
E.4.2.7.2 When receiving an ERROR (DM 62) + free text message (DM 98) in response to
operational uplink messages, the controller should revert to voice to clarify the situation with the flight
crew.
E.4.2.7.3 Table E-EUR- 3 provides a list of operational error messages displayed to the controller.
Table E-EUR- 3. Operational error downlink messages

Free Text message Description Procedure
AIRCREW HAS The aircraft is in CPDLC inhibited state and The controller should
INHIBITED CPDLC receives a CPDLC-start request from the instruct the flight crew to
ground. initiate a CLM-logon
The aircraft reverts to the CPDLC inhibited request to leave the
state: inhibited state.
1. After the end of a flight, or
2. After a power cycle resulting in a cold start,
or
3. When CPDLC is turned off by the pilot.
MESSAGE DOES NOT The aircraft rejects UM 72 [RESUME OWN The controller should
CONTAIN THE NAVIGATION] because UM 72 is not resend UM 72,
POSITION TO BE concatenated with UM 74 [PROCEED concatenated with UM 74,
NAVIGATED TO DIRECT TO [position], UM 79 CLEARED UM 79 or UM 80.
TO [position] VIA [routeClearance] or UM 80
CLEARED[routeClearance].
Note. When uplinking UM 72, ground
systems are required to concatenate UM 72
with UM 74, UM 79 or UM 80, denoting the
position to be navigated to.


THIS The aircraft receives a concatenated uplink The controller may resend
CONCATENATION message that it does not support (invalid the messages in the form of
NOT SUPPORTED BY element combination, or at least one message single messages, or use
THIS AIRCRAFT element is not supported, or invalid element voice.
order).
Note. Examples of obvious invalid
combinations: Climb To + Descend To.
MESSAGE NOT The aircraft receives an uplink message that it The controller should revert
SUPPORTED BY THIS does not support. to voice.
AIRCRAFT Note. All ATN B1 aircraft implementations
support all uplink messages.
FREE TEXT MESSAGE The aircraft receives an uplink free text The controller should revert
TOO LARGE message element containing more than 80 to voice.
characters, and the aircraft system cannot Note. For use of free
support the number of characters in a free text text, see also paragraph
message element. 4.3.2.
UNACCEPTABLE The aircraft receives UM 79 CLEARED TO The controller should
DATA COMBINATION [position] VIA [route clearance] or UM 80 resend UM 79 or UM 80
IN ROUTE CLEARED [route clearance], for which the with the appropriate
CLEARANCE [ATS route designator] parameter is not parameters.
followed by a [published identifier] parameter
or an [ATS route designator] parameter.
CPDLC TRANSFER Until CPDLC is enabled, the ground system The flight crew cannot use
NOT COMPLETED rejects any downlink message; except DM99 data link now, but when
REPEAT REQUEST (CURRENT DATA AUTHORITY), DM89 CPDLC is fully
(MONITORING), DM62 (ERROR), and operational, a CPDLC
DM62 concatenated with DM98 (ERROR + message is uplinked and
Free text). displayed to the flight crew,
indicating the name and
function of the current
ATC unit.
The flight crew should not

attempt to repeat the
request until the CPDLC
transfer has been completed
and they are under the
control of the ACC, being
the CDA.


AIRSYSTEM TIME- The flight crew receives an instruction/ The controller should revert
OUT clearance, but fails to respond within 100s at to voice.
time of reception. The aircraft-timer ttr expires
and automatically downlinks the error
message.
The aircraft system closes the dialogue. Up on
receipt of the error message, the ground
systems closes the dialogue.
UPLINK DELAYED IN The aircraft rejects a message, because the The controller should revert
NETWORK AND difference between the timestamp of sending to voice or may resend the
REJECTED. RESEND by ground and aircraft reception time is more message by CPDLC.
OR CONTACT BY than 40 seconds.
VOICE
DOWNLINK The aircraft receives a message timestamp that The controller should revert
TIMESTAMP indicates a future time greater than 2 seconds to voice.
INDICATES FUTURE from the current time.
TIME.
E.4.3.1 General
E.4.3.1.1 Reception of uplink messages received by FANS 1/A aircraft

E.4.3.1.1.1 Some of the FANS 1/A ATN B1 ATSUs prepend a free text message UM 169,
containing the FID, to each uplink message, sent to a FANS 1/A aircraft. (Refer to paragraph E.4.2.3.4 a)
- Misdelivery)
E.4.3.1.1.2 Flight crew should verify that the prepended FID matches with the aircrafts FID as
filed in the flight plan, item 7a.
E.4.3.1.1.3 In case the FID doesnt match, the flight crew should reject the uplinked message,
revert to voice communications to notify the ATSU of the misdelivered message.
E.4.3.1.2 Reverting from CPDLC to voice

E.4.3.1.2.1 The following circumstances describe potential situations where the flight crew
communications should revert to voice:
a) When it is required to clarify the meaning or the intent of any unexpected, inappropriate or
ambiguous CPDLC message;
b) Whenever corrective actions are required with respect to unintended or spurious request that
have been sent using CPDLC. The flight crew should be aware that once a message is sent via CPDLC,

no means exist to cancel or to recall that message. The following actions should be taken by the flight
crew after the controller has reverted to voice:
1) If response to the referred CPDLC message was sent, cancel any action initiated on the
basis of the initial CPDLC message and comply with the voice message;
2) If the referred message is not responded to or not displayed, let the dialogue close on time-
out. Since it may be possible to be asked to ignore a message that was not yet displayed, the flight crew
should take all measures to ensure that the message is no longer valid.
3) In case the flight crew has already received an operational response to the initial CPDLC
message, he/she shall use appropriate voice phrases to stop/cancel the actions of the addressee; and
Note. In case of reversion to voice, flight crew should be aware of the possibility that the CPDLC
message they want the addressee to ignore may not be yet displayed to the addressee.
c) Whenever a system generates a time-out or an error for a CPDLC message.
E.4.3.1.3 Use of concatenated messages - air initiated

E.4.3.1.3.1 Aircraft and ground systems should allow for a downlink concatenated message
containing a maximum of two message elements.
E.4.3.1.3.2 The only downlink concatenated messages, which ground systems are required to
support, are those that result from a concatenation of one message element from the left column and one
message element from the right column.
First message element in message Second message element in message

DM 6 REQUEST [level] DM 65 DUE TO WEATHER
DM 9 REQUEST CLIMB TO [level] DM 66 DUE TO AIRCRAFT PERFORMANCE
DM 10 REQUEST DESCENT TO [level]
DM 22 REQUEST DIRECT TO [position]
E.4.3.1.4 Responding to concatenated message elements with response attribute other than Y
E.4.3.1.4.1 The permitted response will be messages containing one of the following message
elements: DM 100 LOGICAL ACKNOWLEDGMENT (if required), DM 2 STANDBY, DM 0 WILCO,
DM 1 UNABLE, DM 63 NOT CURRENT DATA AUTHORITY, DM 107 NOT AUTHORIZED NEXT
DATA AUTHORITY or DM 62 ERROR message element.
E.4.3.1.4.2 The closure response message will be a message containing one of the following
message elements: DM 0 WILCO, DM 1 UNABLE, DM 63 NOT CURRENT DATA AUTHORITY,
DM 107 NOT AUTHORIZED NEXT DATA AUTHORITY or DM 62 ERROR message element.
E.4.3.1.4.3 The DM 0 WILCO or DM 1 UNABLE response messages will operationally apply to
the entire uplink concatenated message see paragraph 5.3.1.3 and paragraph 5.3.1.4.
E.4.3.1.4.4 As responses to a ground initiated dialogue, ground systems are required to also
support the following downlink concatenated messages:

First message element in message Second message element in message

DM 1 UNABLE DM 65 DUE TO WEATHER
DM 82 WE CANNOT ACCEPT [level] DM 66 DUE TO AIRCRAFT PERFORMANCE
E.4.3.2 Latency time monitor (LTM)

E.4.3.2.1 In accordance with safety requirement SR-ACL-13 of ED120/DO290, the message
latency monitor defined in ED100A/DO258A, paragraph 4.6.6.9, and ED110B/DO280B (ATN),
paragraph 3.3.4, provides to the ANSP a means to mitigate the effects of an excessively delayed CPDLC
message. In Europe, this message latency monitor is referred to as the Latency Time Monitor (LTM).
Note. The LTM function is not used by FANS 1/A+ aircraft (Refer to para E.4.2.3.4 b) Delayed
uplink message, for alternative procedure).
E.4.3.2.2 An ATN B1 compliant aircraft has a Latency Time Monitor (LTM) function in the form
of a hard-coded LTM value in the avionics. The LTM value is set at 40 seconds.
E.4.3.2.3 Upon activation of LTM, the aircraft system will:
a) Display the message to the flight crew with a delayed message indication. The flight crew
should contact the controller and advise him/her of the situation and/or request verification of ATC intent;
or
b) Discard the message without any indication to the flight crew and notify the controller with a
message consisting of DM 62 ERROR [error information] and DM 98 [UPLINK DELAYED IN
NETWORK AND REJECTED. RESEND OR CONTACT BY VOICE]. The controller should revert to
voice to clarify the situation.
Note. Refer to Appendix F, paragraph F.11 for the specifications on the LTM function
implemented in different aircraft types.
E.4.3.3 Operational use of LACK

E.4.3.3.1 Each time the flight crew downlinks an operational message, the ATN B1 ground system
returns a UM 227 logical acknowledgement (LACK).
E.4.3.3.2 The LACK timer value should be set by the aircraft system at 40 seconds.
E.4.3.3.3 If the aircraft system does not receive a UM 227 LACK within 40 seconds, the flight
crew will be notified.
Note 1. The aircraft system does not request a UM 227 LACK for messages DM 62 (ERROR), DM
63 NOT CURRENT DATA AUTHORITY), DM 100 (LACK) and DM 107 (NOT AUTHORIZED NEXT
DATA AUTHORITY).
Note 2. Local implementers may decide whether the flight crew is notified on the receipt of each
LACK (positive feedback) or is only notified upon a LACK time out (negative feedback).
Note3. When a UM 227 LACK is received after expiry of the LACK timer, the UM 227 LACK may
be discarded.

E.4.3.4 Operational timers used by the aircraft
E.4.3.4.1 Controller initiated dialogue

E.4.3.4.1.1 When an ATN B1 aircraft system receives an uplink message, requiring a response, it
starts the expiration timer-responder (ttr), which value for the response to be sent is set at 100 seconds.
a) The timer-responder (ttr) expires if the flight crew fails to respond within 100 seconds. The
flight crew is notified and reverts to voice to complete the dialogue;
Note. FANS 1/A aircraft do not have a ttr timer.
b) The ATN B1 aircraft system closes the dialogue and downlinks an error response
AIRSYSTEM TIME-OUT. The error response ensures that the dialogue will also be closed within the
ATSU.
Note. In normal circumstances, the aircraft-timer (ttr) expires before the ground-timer (tts)
expires.
E.4.3.4.1.2 If the flight crew responds to a clearance with a DM 2 STANDBY, the aircraft- and
ground timers are re-started.
E.4.3.4.2 Flight crew initiated dialogue

E.4.3.4.2.1 When the flight crew downlinks a request, requiring an operational response, and
when implemented, the ATN B1 aircraft system starts the expiration timer-initiator (tts). If used, the timer
value for the operational response to be received is set at 270 seconds.
a) The timer-initiator (tts) expires, if no operational response has been received by the aircraft
system within 270 seconds. The flight crew is notified and reverts to voice to resolve the situation.
b) The dialogue is closed locally by the aircraft system, ensuring that the dialogue doesnt remain
open at the aircraft side.
Note. ATN B1 ground systems have implemented ground-timer. In normal circumstances, the
ground-timer (ttr) expires before the aircraft-timer (tts) expires. Refer to paragraph E.4.2.4.2.
E.4.3.4.2.2 If the controller responds to a request with a UM 1 STANDBY, the aircraft and
ground timers are re-started.
E.4.3.5 Use of degrees in ACL messages

E.4.3.5.1 The Display of [degrees] parameter is used in the following three CPDLC messages:
a) UM 94 TURN (direction) HEADING (degrees)
b) UM 190 FLY HEADING (degrees)
c) UM 215 TURN (direction) (degrees) DEGREES
E.4.3.5.2 UM 94 and UM 190 represent an absolute change towards the instructed HEADING,
while UM 215 is a relative change with reference to the current HEADING.
E.4.3.5.3 ICAO requires that the HEADING in UM 94 and UM 190 is expressed in 3 digits (e.g.
015) and should be displayed accordingly.
E.4.3.5.4 Flight crews should be aware that Airframe and avionics manufacturers are adding a
leading 0 for degrees less than 100 for UM 94 and UM 190.
E.4.3.5.5 However, UM 215 is expressed in two digits (e.g. 15 degrees). To ensure that flight
crews execute UM 215 as a relative change, UM 215 is displayed as TURN (direction) (degrees)
DEGREES (e.g. TURN RIGHT 15 DEGREES).
E.4.3.6 Transfer of data communications with open dialogues
E.4.3.6.1 Open air-initiated dialogues

E.4.3.6.1.1 When there are open air-initiated dialogues, the ground system closes each of these
dialogues with a closure response before sending the transfer instruction. The closure uplink responses are
one of the following:
a) UNABLE (UM 0), or
b) REQUEST AGAIN WITH NEXT UNIT (UM 237), or
c) Concatenated message ERROR (UM 159) + REQUEST AGAIN WITH NEXT UNIT (UM
183 - free text), or
d) REQUEST AGAIN WITH NEXT UNIT (UM 183 - free text)
E.4.3.6.1.2 When there are open air-initiated dialogues, and the flight crew responds to the
transfer instruction with a DM 0 WILCO, the airborne system cancels all open air initiated dialogues.
When responding with DM 1 UNABLE or DM 2 STANDBY, the aircraft system maintains the open
dialogues.
E.4.3.7 Multiple open requests for a same type

E.4.3.7.1 To avoid ambiguity and request being discarded by the ATSU, the flight crew should
avoid sending multiple requests for a same type of dialogue, dialogue type being one of the following: a)
level; b) heading; c) speed; d) route.
Note. 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.
E.4.3.8 Abnormal situations
E.4.3.8.1 Inability to contact the assigned voice communication channel

E.4.3.8.1.1 When the flight crew is unable to contact the assigned voice communication channel
when instructed to do so by the transferring controller via CPDLC, the flight crew should revert to the
voice communication channel of the transferring ATC unit for instructions.
E.4.3.8.2 Use of CPDLC in the event of voice radio communication failure

E.4.3.8.2.1 The existence of a CPDLC connection between the ATS unit and the aircraft should
not pre-empt the flight crew and ACC from applying all the ICAO provisions in the event of radio
communication failure.
E.4.3.8.2.2 When the flight crew cannot comply with the requirement above, he/she will have to
apply the provisions stipulated for the event of radio communication failure.

E.4.3.8.3 Flight crew commanded CPDLC termination
E.4.3.8.3.1 When flight crew initiates CPDLC termination, the ATN B1 airborne system sends a
CPDLC-User-abort to the ground system. The controller is notified of the abort.
Note. Subject to local designs, ground systems may not provide facilities for CPDLC connect
request to be re-issued upon notification by the flight crew that they want to resume CPDLC with the
ground.
E.4.3.8.3.2 To reinstate CPDLC after a flight crew initiated commanded termination, the flight
crew initiates a CM-logon request.
E.4.3.9 Uplink error messages

E.4.3.9.1 ATN B1 systems use a number of operational errors, when downlinking an operational
message. An operational error occurs when the ATN B1 ground system does not behave according to the
ATN B1 requirements or local constraints prevent an operational response.
E.4.3.9.2 When receiving an ERROR (UM 159) + free text message (UM 183) in response to
operational downlink messages, the flight crew should revert to voice to clarify the situation with the
controller.
E.4.3.9.3 Table E-EUR- 4 provides a list of operational error messages displayed to the flight crew.
Table E-EUR- 4. Operational error uplink messages

DOWNLINK MESSAGE The ground system receives a message that The flight crew may resend
REQUEST REJECTED - contains more message elements than it can the request in the form of
SEND (number) support in a message. separate messages, or make
ELEMENTS Example: The flight crew sends a combined the request/s by voice.
message (DM 6 REQUEST [level], DM 70
REQUEST HEADING [degrees], DM 65
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.
(Dialogue type) NOT The ground system receives a downlink The flight crew should make
AVAILABLE AT THIS message that is discarded because the the request by voice.
TIME USE VOICE associated dialogue type is disabled.
Dialogue type is one of

the following: LEVEL,
HEADING, SPEED,
ROUTE REQUEST


ELEMENT The ground system receives a concatenated The flight crew may resend
COMBINATION downlink message that it does not support the message/request in the
REJECTED USE (invalid element combination, or at least form of separate messages, or
VOICE one message element is not supported, or make the request/s by voice
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.
TOO MANY (dialogue The ground system receives a downlink The flight crew should be
type) REQUESTS request, and there is an existing open aware that only one downlink
EXPECT ONLY ONE downlink request containing the same type request for a single type will
REPLY and it discards the second request. be presented to the controller,
and that this open dialogue
Dialogue type is one of must be closed before a
the following: LEVEL, second request of that type
HEADING, SPEED, may be treated.
ROUTE.
REQUEST REJECTED The ground system receives a downlink The flight crew must respond
REPLY TO (dialogue request, and there is an existing open uplink to the uplink before being
type) UPLINK FIRST containing the same type. The downlink able to send a downlink
request is discarded. request of this type.
Dialogue type is one of Note. Ground systems only accept one
the following: LEVEL, data link exchange of a given type at the
HEADING, SPEED, same moment.
ROUTE.
TOO MANY CPDLC The ground system receives a downlink The flight crew should make
REQUESTS - USE request, and discards a message because the the request/s by voice.
VOICE maximum number of open operational
dialogues with the aircraft is exceeded and If there are only downlink
there is no pending uplink message. requests, the flight crew
Note. The total number of data link cannot do anything about it.
exchanges with an aircraft may be limited
by some ground systems. This means that
If there is at least one uplink
further requests will be rejected.
expecting a response, the
flight crew can respond to that
clearance first to enable
reception of a downlink
request.


CPDLC TRANSFER Until CPDLC is enabled, the ground system The flight crew cannot use
NOT COMPLETED rejects any downlink message; except DM data link now, but when
REPEAT REQUEST 99 (CURRENT DATA AUTHORITY), CPDLC is fully operational, a
DM 89 (MONITORING), DM 62 CPDLC message is uplinked
(ERROR), and DM 62 concatenated with and displayed to the flight
DM 98 (ERROR + Free text). crew, indicating the name and
function of the current ATC
unit.
The flight crew should not

attempt to repeat the request
until the CPDLC transfer has
been completed and they are
under the control of the ACC,
being the CDA.
ATC TIME OUT If the controller fails to respond within 250 The flight crew is notified that
REPEAT REQUEST seconds the timer-responder (ttr) expires. the controller has not
The ground system closes the dialogue and responded in the due time.
automatically uplinks an error message in
response to the downlink message request. The flight crew should repeat
the request/s by voice
DOWNLINK DELAYED The ground system receives a message and The flight crew should revert
USE VOICE. discards the message because it contains a to voice.
timestamp that is older than the allowed
limit.
DOWNLINK Upon activation of the latency time The flight crew should revert
DELAYED-USE VOICE monitor, the ground system automatically to voice.
uplinks an error message.
Note. The use of the LTM function for the
ATSU is a recommendation.
DOWNLINK The ground system receives a message The flight crew should revert
TIMESTAMP timestamp that indicates a future time to voice.
INDICATES FUTURE greater than 2 seconds from the current
TIME. time.
MESSAGE NOT The ground system receives a downlink The flight crew should revert
SUPPORTED BY THIS message that it does not support, whether or to voice.
ATS UNIT not the message contains a message
reference number, and discards the received
message.


FREE TEXT MESSAGE The ground system receives a downlink The flight crew should revert
TOO LARGE - USE free text message element containing more to voice.
VOICE. than 80 characters, and the system cannot Note. Ground systems may
support the number of characters in a free not accept downlink free text
text message element, and discard the messages, or may not display
received message. them to the controller.
CPDLC MESSAGE A CPDLC downlink message is received The flight crew should revert
FAILED - USE VOICE. that results in an error that is not already to voice.
covered in the ATN SARPs, and the ground
system discards the message.
INVALID USE OF FREE The ground system does not support a The flight crew should revert
TEXT MESSAGE - message containing a free text message to voice.
CONTACT ATC element because the message does not also
contain the DM 62 ERROR (error
information) message element and discards
the message.
RADAR TRACKING The ground system decides to terminate a The flight crew should revert
TERMINATED - CPDLC connection with an aircraft because to voice.
TERMINATING CPDLC. it has lost radar data.
CPDLC FOR (dialogue The ground system receives a downlink The flight crew should revert
type) FAILED - USE message containing a dialogue type that it to voice.
VOICE. does not support and discards the message.
Dialogue type is one of

the following: LEVEL,
HEADING, SPEED,
ROUTE
MESSAGE DOES NOT The ground system receives a downlink The flight crew should revert
CONTAIN FACILITY message that contains the unitname data to voice.
NAME. type, but rejects the message because it
does not also contain the facilityname data
type and discards the message.

NIL

NIL

E.5 Middle East/Asia (MID/ASIA) Region
Table E-MID/ASIA- 1. Data link services by control area (CTA)
FMC WPR
CPDLC
ADS-C
Address
Bahrain
Emirates
Ho Chi Minh VVTS
Kuala WMFC
Lumpur
Kuwait

NIL

NIL

NIL

NIL
E.6 North-America (NAM) Region

Table E-NAM- 1. Data link services by control area (CTA)
FMC WPR
CPDLC
ADS-C
Address
Edmonton O O N CZEG YEGE2YA NAT

(Canada) for CPDLC CNSG
and
YEGCDYA
for ADS-C
Gander domestic O N N CDQX YQXD2YA NAT
CNSG
Montreal domestic O N N CZUL YULE2YA NAT ,
CNSG
Vancouver O N N CZVR YVRE2YA NAT
Domestic CNSG
Winnipeg O N N CZWG YWGE2YA NAT
Domestic CNSG
Moncton Domestic O N N CZQM YQME2YA NAT
CNSG
Albuquerque N N N
Anchorage O N N PAZA ANCXFXA IPACG CPDLC voice transfer:
and FIT CONTACT PAZA
Anchorage CENTER [frequency]
Arctic Confirm CPDLC CDA: One
FIR boundary.
Anchorage O O N PAZN ANCATYA IPACG CPDLC voice transfer:
continentalOceanic FIT CONTACT PAZA
(south of N63 and CENTER [frequency]
west of W165) Confirm CPDLC CDA: One
FIR boundary.
Atlanta N N N
Boston N N N
Chicago N N N
Cleveland N N N
Denver N N N
Ft. Worth N N N
Houston N N N
Indianapolis N N N

FMC WPR
CPDLC
ADS-C
Address
Jacksonville N N N
Kansas City N N N
Los Angeles N N N
Memphis N N N
Miami N N N
Minneapolis N N N
New York O O N KZWY NYCODYA NAT DO NOT use CPDLC for
CNSG position reporting. Use
ADS-C or voice only.
SELCAL check via HF are
required for all FANS
connected aircraft prior to
entering the CTA/FIR.
DO NOT send a CPDLC
position report to confirm
CDA prior to, or upon
crossing the FIR.
Oakland O O N KZAK OAKODYA IPACG CPDLC voice transfer:
FIT CONTACT KSFO
ISPACG CENTER [frequency]
FIT KSFO (San Francisco
Radio) will provide all
primary and secondary HF
frequencies, and HF transfer
points along the route of
flight.
Confirm CPDLC CDA: One
FIR boundary.
Salt Lake N N N
Seattle N N N
Washington N N N
Note. Also see the NAT part for additional information.

NIL

NIL

NIL

NIL
E.7 North Atlantic (NAT) Region

E.7.1.1.1 Table E-NAT- 1 lists the flight information regions (FIRs) and Upper flight information
regions (UIRs), where data link service is provided and indicates Logon address, ATSU ACARS Address,
coordinating group, CPDLC Contact or Monitor message requirements and position reporting
requirements. For CPDLC, ADS-C and FMC WPR columns, O=operational, T=trial, and N=not
available.
E.7.1.1.2 Table E-NAT- 2 lists the contact information of the NAT CSNG and Table E-NAT- 3
provides the website URL of the CRA.
Table E-NAT- 1. Data link services by control area (CTA).

FMC WPR

CPDLC
ADS-C
Address
Bod N O O ENOB NAT

CNSG
Edmonton O O N CZEG YEGE2YA NAT
(Canada) for CPDLC CNSG
and
YEGCDYA
for ADS-C
Gander O O O CZQX YQXE2YA NAT Report revised ETA: Next
Oceanic CNSG waypoint ETA error 3 minutes or
more, use free text DM 67k
REVISED ETA [position] [time].
See paragraph E.7.1.4.

FMC WPR
CPDLC
ADS-C
Address
Gander O N N CDQX YQXD2YA NAT

domestic CNSG
Montreal O N N CZUL YULE2YA NAT ,
domestic CNSG
Moncton O N N CZQM YQME2YA NAT
Domestic CNSG
New York O O N KZWY NYCODYA NAT DO NOT use CPDLC for position
CNSG reporting. Use ADS-C or voice
only.
SELCAL check via HF is required

for all FANS connected aircraft
prior to entering the New York
CTA.
DO NOT send a CPDLC position

report to confirm CDA prior to, or
upon crossing the New York CTA.
Reykjavik O O O BIRD REKCAYA NAT Confirm CPDLC CDA: Free text
CNSG uplink message.
Report revised ETA: Next

waypoint ETA error 3 minutes or
Santa Maria O O O LPPO SMACAYA NAT Confirm CPDLC CDA: CPDLC
CNSG UM 160 (NDA).
Report revised ETA: Next

waypoint ETA error 3 minutes or

FMC WPR
CPDLC
ADS-C
Address
Shanwick O O O EGGX PIKCPYA NAT Report revised ETA: Next

CNSG waypoint ETA error 3 minutes or
Respond with immediate

STANDBY to acknowledge receipt
of downlink message.
Vancouver O N N CZVR YVRE2YA NAT
Domestic CNSG
Winnipeg O N N CZWG YWGE2YA NAT
Domestic CNSG
Table E-NAT- 2. Contact information
Coordinating group or regional Contact information

monitoring agency
NAT CNSG Elkhan Nahmadov
ICAO Phone +33 1 4641 8529
Fax +33 1 4641 8500
Email [email protected]
NAT CNSG Shelley Bailey
Operations Operational System Requirements
Phone +1-709-651-5240
Fax +1(709) 651 5235
Pedro Vicente
Operational System Requirements Domestic
Phone +1(613) 248 -6965
NAT CNSG Tim Murphy
Engineering Team Leader, Engineering Operations Support
Phone +44 1292 692 772
Fax +44 1292 692 640
Email: [email protected]


monitoring agency
NAT CNSG Pete Grogan
Operators using ARINC as their CSP Phone (410) 266-2344
contact Email [email protected]
NAT CNSG Kathleen Kearns
Operators using SITA as their CSP Manager, AIRCOM ATC Business, North America
contact Phone: (703) 491-0661
Fax: (703) 491-0662
e-Mail: [email protected]
Table E-NAT- 3. Regional monitoring agency websites available for problem reporting
Regional monitoring agency Website URL
NAT Data Link Monitoring Agency http://www.ispacg-cra.com/
(NAT DLMA) co-managed with the
Informal South Pacific ATC
Coordinating Group (ISPACG) and
ISPACG Central Reporting Agency
(CRA) and CRASA
E.7.1.2 Uplink message elements unsuited for NAT operations

E.7.1.2.1 The following uplink message elements are unsuited for NAT operations and NAT
ANSPs should avoid their use:
a) UM 171 CLIMB AT [vertical rate] MINIMUM
b) UM 172 CLIMB AT [vertical rate] MAXIMUM
c) UM 173 DESCEND AT [vertical rate] MINIMUM
d) UM 174 DESCEND AT [vertical rate] MAXIMUM
e) UM 115 DO NOT EXCEED [speed]
f) UM 116 RESUME NORMAL SPEED
g) UM 146 REPORT GROUND TRACK
h) UM 182 CONFIRM ATIS CODE
E.7.1.3 Unsupported CPDLC downlink message elements NAT

E.7.1.3.1 This paragraph provides the CPDLC downlink message elements that are supported by a
data link system but are not supported within a specific region. If the appropriate ATSU receives any of
the message elements listed in Table E-NAT- 4, they will send UM 169u MESSAGE NOT SUPPORTED
BY THIS ATS UNIT.

Note. See Appendix A for CPDLC message elements that are supported by a data link system but
their use should be avoided due to potential misinterpretation and should not be supported globally.
Table E-NAT- 4. Unsupported CPDLC downlink message elements

Data link system Unsupported downlink message elements
FANS 1/A DM 49 WHEN CAN WE EXPECT [speed]
DM 50 WHEN CAN WE EXPECT [speed] TO [speed]
DM 51 WHEN CAN WE EXPECT BACK ON ROUTE
DM 52 WHEN CAN WE EXPECT LOWER ALTITUDE
DM 53 WHEN CAN WE EXPECT HIGHER ALTITUDE
DM 54 WHEN CAN WE EXPECT CRUISE CLIMB TO [altitude]
DM 67h WHEN CAN WE EXPECT CLIMB TO [altitude]
DM 67i WHEN CAN WE EXPECT DESCENT TO [altitude]
Note. The downlink messages are not supported because of
potential misinterpretation of appropriate uplink responses in the
event of a total communication failure. In addition to highlighted
messages in Appendix A, the following uplink messages are not used in
the NAT:
UM 70 EXPECT BACK ON ROUTE BY [position]
UM 71 EXPECT BACK ON ROUTE BY [time]
UM 99 EXPECT [procedure name]
UM 100 AT [time] EXPECT [speed]
UM 101 AT [position] EXPECT [speed]
E.7.1.4 Reporting requirements in NAT airspace where ADS-C is available

E.7.1.4.1 In the NAT Region, if the estimated time for the next position last provided to air traffic
control is found to be in error by three minutes or more, the flight crew should provide a revised estimated
time.
E.7.1.4.2 The flight 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.
E.7.1.4.3 The flight crew should provide the revised estimate to the controlling ATS unit as soon as
possible via voice or CPDLC using free text DM 67k REVISED ETA [position] [time].

E.7.2.1 Voice communication procedures
E.7.2.1.1 Aeradio - response to initial contact

E.7.2.1.1.1 Aeradio operators should:
a) Respond to an aircraft that identifies itself by including a data link term after the aircraft call
sign by restating the data link term after the aircraft call sign (see paragraph E.7.3.1.1.3 for the list of data
link terms); and
b) Complete the SELCAL check (see paragraph E.7.3.1.1.4 and paragraph E.7.3.1.1.5 for
examples of the initial contact procedures to be used by the flight crew).
E.7.2.1.1.2 If a flight uses the term A-D-S after the aircraft call sign, the aeradio operator
should issue:
a) Communication instruction for the next CTA/FIR; or
b) Communications instructions and the frequency to contact the appropriate ATSU approaching,
or over, the exit point; or
c) Instructions for the flight to contact the aeradio station serving the next CTA/FIR at a time or
location prior to the next CTA/FIR boundary or exit point.
E.7.2.1.1.3 When the CTA/FIR does not offer FMC WPR services, if a flight uses the term
F-M-C after the aircraft call sign, the aeradio operator should advise the flight crew to make position
reports by HF voice.
E.7.2.1.1.4 When the CTA/FIR offers FMC WPR services, if a flight uses the term F-M-C after
the aircraft call sign, the aeradio operator should issue:
a) Communication instruction for the next CTA/FIR; or
b) Communications instructions and the frequency to contact the appropriate ATSU approaching,
or over, the exit point; or
c) Instructions for the flight to contact the aeradio station serving the next CTA/FIR at a time or
location prior to the next CTA/FIR boundary or exit point.
E.7.2.1.1.5 When the CTA/FIR does not offer CPDLC services, if a flight uses the term
C-P-D-L-C after the aircraft call sign, the aeradio operator should:
a) Advise the flight that CPDLC SERVICE NOT AVAILABLE IN (name) CTA/FIR; and
b) Issue:
1) Communication instruction for the next CTA/FIR; or
2) Communications instructions and the frequency to contact the appropriate ATSU
approaching, or over, the exit point; or
3) Instructions for the flight to contact the aeradio station serving the next CTA/FIR at a time
or location prior the next CTA/FIR boundary or exit point.
E.7.2.1.1.6 During CPDLC operations, if a flight uses the term C-P-D-L-C after the aircraft call
sign, the aeradio operator should:

a) Advise the flight that (type) FREQUENCIES WILL BE ASSIGNED VIA CPDLC; or
b) Issue:
1) Communication instructions for the next CTA/FIR; or
2) Communication instructions and the frequency to contact the appropriate ATSU
approaching, or over, the exit point; or
3) Instructions for the flight to contact the aeradio station serving the next CTA/FIR at a time
or location prior to the next CTA/FIR boundary or exit point.
E.7.2.1.2 Aeradio - delayed CPDLC messages

E.7.2.1.2.1 If the flight crew advises DELAYED CPDLC MESSAGE RECEIVED, they are
explaining that a CPDLC message was received late. Flight crew procedures require voice contact to
verify the message status. Aeradio operators should include this notation when relaying the associated
communication to ATC (see paragraph 5.2.1.9 and Appendix F, paragraph F.11 for flight crew procedures
and paragraph 3.1.2.6 for further information regarding delayed CPDLC uplinks).
E.7.3.1 Voice communication procedures
E.7.3.1.1 Flight crew contact with aeradio

E.7.3.1.1.1 The integrity of the ATC service remains wholly dependent on establishing and
maintaining HF or VHF voice communications with each ATSU along the route of flight. The
procedures in this section are applicable only in NAT airspace and pertain only to ATS data link
operations.
E.7.3.1.1.2 Prior to entering each NAT oceanic CTA, the flight crew should contact the
appropriate aeradio station.
E.7.3.1.1.3 Table E-NAT- 5 provides the data link terms the flight crew should use to identify the
flight. The flight crew should continue to use the data link term until either the SELCAL check has been
completed or the frequency assignment has been received.
Table E-NAT- 5. Terms to identify data link capability
Term Data link status of aircraft

A-D-S Participating in ADS-C only.
F-M-C Participating in FMC WPR
C-P-D-L-C and A-D-S Participating in CPDLC and ADS-C
E.7.3.1.1.4 If the flight will exit the CTA into oceanic and remote airspace, on initial contact with
the CTA the flight crew should:

a) Not include a position report;
b) Use the appropriate data link term after the aircraft call sign (see paragraph E.7.3.1.1.3);
c) State the name of the next CTA/FIR to be entered; and
d) Request the SELCAL check.
Example 1 (initial contact from an eastbound ADS-C-only flight about to enter the Gander CTA):
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 CTA):
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.
E.7.3.1.1.5 If the flight will exit the CTA into continental airspace, on initial contact with the
CTA, the flight crew should:
a) Not include a position report;
b) Use the appropriate data link term after the aircraft call sign (see paragraph E.7.3.1.1.3);
c) State the track letter if operating on the organized track system;
d) State the last two fixes in the cleared route of flight if operating outside the organized track
system; and
e) Request the SELCAL check.
Example 1 (initial contact from an eastbound ADS-C-only flight about to enter the Shanwick CTA):
SHANWICK RADIO, AIRLINE 123 A-D-S, TRACK ZULU, REQUEST SELCAL CHECK CDAB.
Example 2 (initial contact from a westbound CPDLC flight about to enter the Gander CTA):
GANDER RADIO, AIRLINE 123 C-P-D-L-C, SCROD VALIE, REQUEST SELCAL CHECK DMCS.
Example 3 (initial contact from an eastbound FMC WPR flight about to enter the Shanwick CTA):
SHANWICK RADIO, AIRLINE 123 F-M-C, TRACK ZULU, REQUEST SELCAL CHECK CDAB.
E.7.3.1.1.6 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 (see paragraph E.7.2.1.1 for information regarding associated aeradio procedures).
E.7.3.1.1.7 In the event an onboard systems failure prevents CPDLC, ADS-C 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.
E.7.3.1.1.8 For ADS-C & FMC WPR flights, the flight crew should not submit position reports
via voice to reduce frequency congestion, unless otherwise advised by aeradio operator.
E.7.3.1.1.9 ADS-C flights are exempt from all routine voice meteorological reporting, however
the flight crew should use voice to report unusual meteorological conditions such as severe turbulence to
the aeradio station.
E.7.3.1.1.10 The flight crew should not ask aeradio questions regarding the status of the ADS-C
connections or whether an ADS-C or an FMC WPR has been received. Should the ATSU fail to receive
an expected position report, the controller will follow guidelines in paragraph 4.5.1.7 for late or missing
ADS-C reports or request a voice report for a late or missing FMC waypoint position report.
E.7.3.1.1.11 When leaving CPDLC, ADS-C-only, or FMC WPR environment, the flight crew
should comply with all communication requirements applicable to the airspace being entered.
E.7.3.1.1.12 If the flight crew does not receive its domestic frequency assignment by 10 minutes
prior to the flights entry into continental airspace, the flight crew should contact aeradio and request the
frequency, stating the oceanic exit fix.

NIL

NIL
E.8 Pacific (PAC) Region

Table E-PAC- 1. Data link services by control area (CTA).
FMC WPR
CPDLC
ADS-C
Address
Anchorage O N N PAZA ANCXFXA IPACG CPDLC voice transfer: CONTACT

and FIT PAZA CENTER [frequency]
Anchorage
Arctic Confirm CPDLC CDA: One
(north of N63 CPDLC position report at FIR
and east of boundary.
W165)
Anchorage O O N PAZN ANCATYA IPACG CPDLC voice transfer: CONTACT
Oceanic FIT PAZA CENTER [frequency]
(south of
N63 and west Confirm CPDLC CDA: One
of W165) CPDLC position report at FIR
boundary.
Auckland O O O NZZO AKLCDYA ISPACG CPDLC voice transfer: MONITOR
Oceanic FIT NZZO CENTER [frequency]
SELCAL check by CPDLC
equipped aircraft is not required on
entering NZZO CTA. Aircraft
filing a SELCAL code in FPL
Item18 will be assumed to have
serviceable SELCAL and be
maintaining a SELCAL watch on
the HF frequency advised in the
monitor instruction passed by the
transferring CPDLC authority.

boundary.
Bangkok O O O VTBB BKKGWXA FIT Confirm CPDLC CDA: CPDLC
BOB UM 160 (NDA).
FIT
SEA
Brisbane O O T YBBB BNECAYA ISPACG CPDLC voice transfer: MONITOR
FIT BRISBANE CENTER [frequency]

CPDLC position report at FIR
boundary.

FMC WPR
CPDLC
ADS-C
Address
Chengdu O O N ZUUU CTUGWYA

(China)
Chennai O O N VOMF MAACAYA FIT
(India) BOB
Delhi (India) N O N VIDF
Fukuoka O O N RJJJ FUKJJYA IPACG CPDLC voice transfer: CONTACT
FIT TOKYO CENTER [frequency]

boundary.
Honiara O O N YBBB BNECAYA
Kolkata O O N VECF
(India)
Kunming O O N ZPPP KMGGWYA
(China)
Lanzhou O O N ZLLL LHWGWYA
(China)
Mauritius O O N FIMM Confirm CPDLC CDA: One
boundary.
Melbourne O O N YMMM MELCAYA ISPACG CPDLC voice transfer: MONITOR
FIT MELBOURNE CENTER
[frequency]

boundary.
Mumbai O O N VABF BOMCAYA
(India)
Nadi O O N NFFF NANCDYA ISPACG CPDLC voice transfer: MONITOR
FIT NFFF CENTER [frequency]

boundary.
Nauru O O N YBBB BNECAYA MONITOR BRISBANE CENTER
[frequency]

FMC WPR
CPDLC
ADS-C
Address
Oakland O O N KZAK OAKODYA IPACG CPDLC voice transfer: CONTACT

FIT KSFO CENTER [frequency]
ISPACG Note. KSFO (San Francisco
FIT Radio) will provide all primary and
secondary HF frequencies, and HF
transfer points along the route of
flight.

boundary.
Seychelles O O N FSSS
Singapore O O O WSJC SINCDYA FIT Confirm CPDLC CDA: One
SEA CPDLC position report at
boundary.
Tahiti O O N NTTT PPTCDYA ISPACG CPDLC voice transfer: CONTACT
FIT NTTT CENTER [frequency]
Note. A SELCAL check is
required.

boundary.
Ujung T T N WAAF UPGCAYA Position reporting: CPDLC
Pandang position report at each waypoint.
(Makassar) Note. Currently trialing ADS-C
(Indonesia) and CPDLC.
Ulan Bator O O N ZMUA
(Mongolia)
Urumqi O O N ZWWW
(China)
Colombo T T N VCCC Position reporting: CPDLC
position report at each waypoint.
Note. Currently trialing ADS-C
and CPDLC. Primary
communication via voice. Full HF
reporting still required.
Yangon O O N VYYF
(Myanmar)

Table E-PAC- 2. Contact information

monitoring agency
TBD TBD
Table E-PAC- 3. Regional monitoring agency websites available for problem reporting
Regional monitoring agency Website URL
Informal South Pacific ATC http://www.ispacg-cra.com/
Coordinating Group (ISPACG) and
ISPACG Central Reporting Agency
(CRA) and CRASA
E.8.1.2 Exchange of turbulence information in Fukuoka FIR

E.8.1.2.1 In the Fukuoka FIR, the flight crew should report moderate or severe turbulence
information. Turbulence information is provided for aircraft which fly around location of observation
within height difference of 4,000 feet from altitude of observation and will pass within two hours from
time of observation.
E.8.1.2.2 The flight crew may use CPDLC for reporting and receiving moderate or severe
turbulence information. For aircraft which does not have a CPDLC connection, the exchange of
turbulence information is implemented by voice. The turbulence information provided to flight crews,
whether by CPDLC or voice, will be the same.
E.8.1.2.3 Report of turbulence information by CPDLC

E.8.1.2.3.1 When reporting turbulence information via CPDLC, aircraft should downlink in the
following form by free text message.
DM 67 [MOD or SEV] TURB [location of observation] [altitude of observation] [time of observation]Z
Note 1. Aircraft should report location of observation in the following form. When observing
turbulence continuously, aircraft is able to report location of observation in the following form;
"[beginning location of observation] [end location of observation]".
a) FIX (e.g. "NIPPI")
b) Distance and radial from FIX (e.g. "20NM SW NIPPI")
c) Latitude and longitude (e.g. "4020N14532E")
d) When observing turbulence continuously (e.g. "RIPKI GARRY")
Note 2. When observing turbulence while cruising, aircraft is able to report by omitting altitude of
observation. When observing turbulence continuously while climbing or descending, aircraft should

report altitude of observation in the following form; "[lower limit altitude of observation] [upper limit
altitude of observation]" (e.g. "FL330 FL350").
Note 3. When reporting turbulence information within 5 minutes after observing, aircraft is able to
report by omitting time of observation.
Examples of downlink messages:
"SEV TURB 35N160E FL330 0924Z"
"MOD TURB 20NM N ASEDA 35NM S ASEDA FL350 1152Z"
"MOD TURB NIPPI 2114Z"
"SEV TURB 3530N15451E FL370 FL390 0304Z"
"SEV TURB POXED FL320"
"MOD TURB CELIN"
E.8.1.2.4 Provision of turbulence information by CPDLC

E.8.1.2.4.1 When providing via CPDLC, turbulence information is uplinked in the following form
by free text message:
UM 169 [MOD or SEV] TURB [location of observation] [altitude of observation] [time of observation]Z
[type of aircraft]
E.8.1.2.4.2 The downlink response DM 3 ROGER should be used to acknowledge receipt of
turbulence information issued.
Examples of uplink messages:
"MOD TURB NIPPI F360 0130Z B772"
"SEV TURB FM 37N160E TO 37N158E F320 0418Z A332"
"MOD TURB 20NM N ASEDA F330F350 1152Z B744"

NIL

NIL

NIL

NIL
E.9 South-America (SAM) Region
Table E-SAM- 1. Data link services by control area (CTA).

FMC WPR

CPDLC
ADS-C
Address
Atlantico O O N SBAO RECOEYA

(Brazil)
Cayenne O O N SOOO CAYCAYA CPDLC voice transfer: MONITOR
(French SOOO CENTER [frequency]
Guiana)
SELCAL check by CPDLC
equipped aircraft is not required on
entering SOOO FIR. Aircraft filing
a SELCAL code in FPL Item18
will be assumed to have serviceable
SELCAL and be maintaining a
SELCAL watch on the HF
frequency advised in the monitor
instruction passed by the
transferring authority.

CPDLC position report at SOOO
boundary entry point.
Rochambeau SOOO

NIL

NIL

NIL

NIL

Global Operational Data Link Document (GOLD) F-1
Appendix F Operator/aircraft specific information
F.1 FANS 1/A and ATN B1 product availability
Remarks
FANS 1/A, FANS 1/A+ and ATN B1 packages are available on aircraft as listed below. The list is
intended only to indicate availability of products on aircraft models. It does not indicate, for example:
a) Actual equipage and use;
b) Capability to load route clearance information from CPDLC messages directly into an FMS;
or
c) Where FANS 1/A and ATN B1 are available on the same aircraft, that these aircraft support
automatic CPDLC transfers.
Airbus A320
FANS A+ (CSB4)
FANS A+ Data link Recording (CSB7)
FANS B+ (CSB6) as ATN B1
Airbus A330, A340
FANS A (CLR3)
FANS A+ (CLR4)
FANS A+ Data link Recording (CLR7)
Airbus A380
FANS A+ Data link Recording (CLA3)
FANS A+B (CLA4) as FANS 1/A-ATN B1
Airbus A350
FANS A+B (CLV1) as FANS 1/A-ATN B1
Boeing B747-400, 717, MD-90, MD-10, MD-11
FANS 1
Boeing B737, B757, B767
FANS 1+ (all)
ATN B1 (without FANS 1)
Boeing B777, B787
FANS 1+ (all)
FANS 2 (AIMS-2) as FANS 1+ and ATN B1
Boeing 747-8
FANS 2 as FANS 1+ and ATN B1

F-2 Global Operational Data Link Document (GOLD)
Dassault F900/F7X/F2000 EASy

FANS 1/A+
ATN B1
FANS 1/A-ATN B1
Dassault F900 retrofit
FANS 1/A+
Gulfstream GIV/GV
FANS 1/A+
Gulfstream G450/G550
FANS 1/A+
FANS 1/A-ATN B1
Gulfstream G650
FANS 1/A-ATN B1
Embraer Legacy G650
FANS 1/A
Embraer 170/190
ATN B1
FANS 1/A-ATN B1
Bombardier GEX/G5000
FANS 1/A+
Bombardier GlobalExpress6000
FANS 1/A+
F.2 Verifying aircraft registration
Airbus A380
On the A380 aircraft, the flight crew cannot change the aircraft registration in the FN_CON message.
The aircraft registration is provided by the aircraft system.
Airbus A320, A330, A340
These aircraft do not have an essential data source for this datum, which means that the maintenance /
flight crew needs to verify that the aircraft registration used for data link comm. is correct.
Boeing B787
On the B787 aircraft, the flight crew cannot change the aircraft registration in the FN_CON message.
The aircraft registration is provided by the aircraft system.
Boeing B737, B747-400, B747-8, B777, B757, B767, B717, MD90, MD10, MD11
These aircraft do not have an essential data source for this datum, which means that the flight crew
needs to verify that the aircraft registration is correct.

F.3 CPDLC connection management
Remarks
If the aircraft is establishing or in the process of establishing a connection with a previously designated
next data authority, and a message with a new UM 160 NEXT DATA AUTHORITY [icao facility
designation] message element is received, the aircraft sends DISCONNECT REQUEST (DR1) for this
connection with the next data authority.
Airbus
If the facility designation in the new UM 160 NEXT DATA AUTHORITY is the same as the facility
designation that the aircraft already retains, the aircraft discards the new UM 160 NEXT DATA
AUTHORITY and the connections will not be affected.
Boeing
In the above case the connection will be terminated.
The only CPDLC CR1 message processed normally by FANS 1 is the first CPDLC CR1 following a
FN-CON (i.e. FN-CON was initiated when no CPDLC connection exists).
F.4 Flight crew display response and acknowledgement

Airbus A320, A330, A340, A380
On Airbus aircraft, the flight crew is offered a display prompt according to the following table.
UM Response Flight Crew Responses Flight Deck Display Prompt
Attribute
W/U WILCO, UNABLE, STANDBY WILCO, UNABLE, STBY
A/N AFFIRMATIVE, NEGATIVE, STANDBY AFFIRM, NEGATV, STBY
R for FANS A/A+ ROGER, STANDBY ROGER, STBY
R for ATN B1 ROGER, UNABLE, STANDBY ROGER, UNABLE, STBY
Boeing
On Boeing aircraft, the flight crew is offered a display prompt according to the following table.
UM Response Flight Crew Responses Flight Deck Display Prompt
Attribute
W/U WILCO, UNABLE, STANDBY ACCEPT, REJECT, STANDBY
A/N AFFIRMATIVE, NEGATIVE, STANDBY ACCEPT, REJECT, STANDBY
R for FANS-1 ROGER, STANDBY ACCEPT, STANDBY
R for ATN B1 ROGER, UNABLE, STANDBY ACCEPT, REJECT, STANDBY
a) When the flight crew selects either the ACCEPT or the REJECT prompt, the avionics automatically
transmits the correct response (DM 0 WILCO, DM 3 ROGER, DM 4 AFFIRM, DM 1 UNABLE, or
DM 5 NEGATIVE) for the corresponding message.
b) On FANS 1 equipped aircraft, the flight crew cannot add any other element to a positive response.
c) On some 747-400 airplanes with FANS-1, once the flight crew selects the ACCEPT or REJECT
prompt, the VERIFY page displays DM 0 WILCO, DM 3 ROGER, or DM 1 UNABLE.

F.5 FMS processing of waypoints in position reports
Airbus A320, A330, A340, A380

The FMS cannot distinguish between ATC mandatory waypoints and waypoints inserted by the flight
crew. However, the flight crew can over-write any system-determined default data contained in reports
and confirm messages.
Boeing B747-400
The FMCs on the B747-400 aircraft does not distinguish between ATC mandatory waypoints and FMC
sequenced waypoints for position reports. Additionally, the FANS 1 of the B747-400 aircraft does not
permit the flight crew to overwrite the FMC-determined default reported waypoint position in
downlink DM 45 - REPORTED WAYPOINT. However, the FANS 1 of the B747-400 aircraft does
allow the flight crew to overwrite the FMC-determined default time (in particular, in response to uplink
UM 138 -CONFIRM TIME OVER REPORTED WAYPOINT).
Non-use of uplink UM 139 for B747-400 aircraft
The uplink message UM 139 - Confirm reported waypoint should not be sent to B747-400 aircraft.
Boeing B737, B777, B757, B767, B717, MD90, MD10, MD11
The FMCs on these Boeing aircraft do not distinguish between ATC mandatory waypoints and FMC
sequenced waypoints for position reports. However, the FANS 1 of these aircraft will allow the flight
crew to overwrite the FMC-determined default reported waypoint position and time (Downlink
element DM 45).
Boeing B787
The B787 FANS 1 can be selected to distinguish between ATC mandatory waypoints and non-
mandatory waypoints for reporting the NEXT and NEXT+1 waypoints. However, the reported waypoint
in a position report will always be the last sequenced waypoint, regardless of whether it is an ATC
mandatory one. The FANS 1 will allow the flight crew to overwrite the FMC-determined default
reported waypoint position and time (Downlink element DM 45).
F.6 Multiple request messages

Airbus A380
There is no network acknowledgement timer on A380 aircraft for the establishment of a connection.
Once CPDLC is established, there is an ACK_DSP timer which is set as 3 min 30.
Airbus A320, A330, A340
There is no network acknowledgement timer on these Airbus aircraft for the establishment of a
connection. Once CPDLC is established, there is an ACK_DSP timer which is set as follows:
FANS A (CLR3) = 2 min
FANS A+ (CLR4) = 3 min 30s
FANS A+ DR (CLR7) = 6 min.

Boeing B747-400
If the network acknowledgement to a downlink message is not received by the B747-400 aircrafts
ACARS Management Unit within a time period set in the Navigation Database or Operational Program
Configuration (OPC) file, the FANS 1 closes the message and an alert is triggered to the flight crew.
This alert may prompt the flight crew to re-send the message. Once back IN COMM the ACARS
Management Unit will transmit any queued messages. The timer value is set to 5 minutes. If a second
message is identical to the first, but with a different message identification number, and both messages
have been received and responded to by the controller, the aircraft system will only recognize the
message identification number of the second message. The aircraft system considers the first message to
have been unsuccessful.
In reply to the controllers response to the first message, the aircraft system will send an INVALID
REFERENCE NUMBER ERROR.
The controllers response to the second message will be processed normally.
In this case, if the controller ignores the first message, the connections to both ATS systems will not be
lost when an End Service message is received on board the aircraft.
Boeing B737, B747-8, B757, B767, B717, MD90, MD10, MD11
When the network acknowledgement timer expires, it just unlocks the request pages, so that the flight
crew will be able to send another one. The time at which the network acknowledgement timer expires
can be set in the Operational Program Configuration (OPC) file in the FMS. Currently, the value is set
to 5 minutes.
Boeing B777, B787
This network acknowledgement timer does not apply to these aircraft.
F.7 Waypoint sequencing
Airbus A320, A330, A340, A380

Waypoint sequencing will only occur when the aircraft is within 7 NM of the aircraft active flight plan
route (as modified by any parallel offset that may have been entered). Therefore ADS-C waypoint
change event report and armed UM 130 REPORT PASSING message will not be transmitted
automatically when the aircraft is outside these limits.
Boeing B737, B747-400, B747-8, B757, B767, B777, B787, MD90
Boeing B717, MD10, MD11

F.8 Open uplinks at time of transfer of communications
Boeing
If there are OPEN uplinks in the ATC LOG when the CDA initiates transfer of communication to the
Next Data Authority, the FMC will allow transfer to the Next Data Authority (i.e. the avionics will not
disconnect the next data authority). This allows a smooth transfer to the next Flight Information Region
if there are open uplinks at the time of transfer.
Airbus A330, A340 FANS A
If there are OPEN uplinks when the CDA initiates transfer of communication to the Next Data
Authority, the avionics will disconnect all CPDLC connection.
Airbus A320, A330, A340, A380 FANS A+
If there are OPEN uplinks when the CDA initiates transfer of communication to the Next Data
Authority, the avionics will allow transfer to the Next Data Authority (i.e. the avionics will not
disconnect the next data authority). This allows a smooth transfer to the next Flight Information Region
if there are open uplinks at the time of transfer.
F.9 Variable constraints

Airbus A320, A330, A340 FANS A & FANS A+
These Airbus aircraft do not support a <space> within a [unit name] parameter.
Airbus A320, A330, A340 and A380 FANS A+ Data Link Recording
Airbus A320 FANS B+
Airbus A380 and A350 FANS A+B
These Airbus aircraft support a <space> within a [unit name] parameter.
Boeing
Boeing aircraft support a <space> within a [unit name] parameter.
F.10 ADS-C emergency report interval default
Airbus
If a periodic contract is active, the emergency reports will be transmitted at the existing periodic
interval. Otherwise, the interval will default to 64 seconds.
Boeing
If a periodic contract is active, the emergency reports will be transmitted at the existing periodic
interval. Otherwise, the interval will default to 304 seconds.
F.11 Message latency monitor

Remarks
For ATN B1 and FANS 1/A-ATN B1 aircraft, when a new ATN B1 CPDLC connection becomes
active, this function is hard-coded in the avionics and is activated with a fixed value of 40 seconds (as
per applicable standards).

Airbus
For FANS A+ and FANS A+B aircraft, when a new FANS 1/A CPDLC connection becomes active, this
function automatically sets the [delayed message parameter] to the default NONE value (i.e. there is no
check of a delayed CPDLC message until the flight crew manually sets a new value).
a) It is possible the flight crew may activate the function by setting a value for the [delayed
message parameter], even if not instructed to do so.
b) If an ATSU is not using the message latency monitor and receives the above downlink, the
following free text message may be sent: SET MAX UPLINK DELAY VALUE TO 999 SEC. This
will minimize the possibility of subsequent uplink messages being rejected.
For all Airbus aircraft, the flight crew will not see delayed messages when the function is activated.
Such a message is rejected, the ATSU will receive the following downlink message: INVALID DATA
UPLINK DELAYED IN NETWORK AND REJECTED RESEND OR CONTACT BY VOICE. This
message will refer to the delayed CPDLC uplink message.
Boeing (all except B747-400)
For most Boeing aircraft with a FANS-1+ connection, when a new active CPDLC connection is
established, this function is automatically set to OFF with the following exceptions:
a) Boeing aircraft, except B777 and B787, whose FANS 1/A+ CPDLC connection has been
transferred will maintain the value of the [delayed message parameter], which was enabled during the
previous CPDLC connection;
b) Boeing 777 and 787 aircraft will maintain the value of the [delayed message parameter],
which was enabled during any previous CPDLC connection, until the aircraft has landed at which time
the value will be set to an operator-specified value in the aircrafts data base;
c) It is possible the flight crew may set a value for the [delayed message parameter], even if not
instructed to do so; and
d) For aircraft with a FANS-1+ connection, the message is displayed to the flight crew with a
delayed message indication.
F.12 Terminating ADS-C connections

Airbus
For Airbus aircraft:
a) FANS A+ the flight crew has the capability to turn off the ADS-C application, which will
terminate all ADS-C connections, or terminate a specific ADS-C connection.
b) FANS A the flight crew has the capability to turn off the ADS-C application, which will
terminate all ADS-C connections.
Boeing B787
The flight crew has the capability to turn off the ADS-C application, which will terminate all ADS-C
connections, or terminate a specific ADS-C connection.
Boeing B737, B747-400, B747-8, B777, B757, B767, B717, MD90, MD10, MD11
For these Boeing aircraft, the flight crew has the capability to turn off the ADS-C application, which
will terminate all ADS-C connections.

F.13 SATCOM channel format
Airbus
The Frequencysatchannel parameter is defined as being a NumericString type having the values {space,
0, 1, 2, 3, 4, 5, 6, 7, 8, 9}.
Boeing
The Frequencysatchannel parameter is defined as being a NumericString type having the values {0, 1, 2,
3, 4, 5, 6, 7, 8, 9}.
F.14 Transfer of ATSU

Airbus FANS-A
Whenever an FN_CAD is sent by an ATSU A which does not use CPDLC towards a new ATSU B
which uses CPDLC, FANS A Airbus a/c will reject any attempt from ATSU B to make a CPDLC
connection (and will trigger a DR1), until the flight crew performs a manual logon with ATSU B.
Airbus FANS-A+
This limitation does not apply to Airbus FANS A+ aircraft.
Boeing
This limitation does not apply to Boeing aircraft.
F.15 Number of ADS-C connections
Airbus
Five ADS-C connections are available for ATS use.
Boeing B747-400
One of the ADS-C connections is reserved for operator use, and will only connect with the address
specified in the aircrafts database. The other 4 connections may be used by ATSUs.
Boeing B737, B747-8, B777, B757, B767, B787, B717, MD90, MD10, MD11
Five connections are available for ATS use.
F.16 Lateral deviation events on offsets

Airbus
On all Airbus aircraft with FMS standards prior to Release 1A:
When an offset is entered (or modified), the path from which lateral deviation is computed is
immediately offset by the requisite distance. If a lateral deviation event contract is in place, and the
deviation limit is less than the change in the offset, then an LDE report will be sent as soon as the offset
is entered and executed.
On all Airbus aircraft with FMS Release 1A:

When an offset is entered or modified, the FMS computes a path to fly to reach the new offset. Lateral
deviation is the distance the aircraft is from this path, so entry of an offset does not affect the aircrafts
lateral deviation, and no LDE report will be issued as a result of an offset entry.

Boeing B747-400, B747-8, B777, B757, B767, B717, MD90, MD10, MD11
When an offset is entered (or modified), the path from which lateral deviation is computed is
immediately offset by the requisite distance. If a lateral deviation event contract is in place, and the
deviation limit is less than the change in the offset, then an LDE report will be sent as soon as the offset
is entered and executed.
Boeing B737, B787
When an offset is entered or modified, the FMS computes a path to fly to reach the new offset. Lateral
deviation is the distance the aircraft is from this path, so entry of an offset does not affect the aircrafts
lateral deviation, and no LDE report will be issued as a result of an offset entry
F.17 Assigned block altitude
Airbus
Airbus aircraft can only respond to UM 135 CONFIRM ASSIGNED ALTITUDE with DM 38
ASSIGNED ALTITUDE [altitude], and not DM 77 ASSIGNED BLOCK [altitude] TO [altitude].
Assigned block levels will have to be reported with a free text message.
Boeing B777 AIMS-1
B777 aircraft with the AIMS-1 avionics (and those with AIMS-2 prior to Blockpoint v14) can only
respond to UM 135 CONFIRM ASSIGNED ALTITUDE with DM 38 ASSIGNED ALTITUDE
[altitude], and not DM 77 ASSIGNED BLOCK [altitude] TO [altitude].
Assigned block altitudes will have to be reported with a free text message.
Boeing B777 AIMS-2 and all other Boeing aircraft
Other Boeing aircraft (including B777 aircraft with AIMS-2 and Blockpoint v14 or later) can respond to
UM 135 CONFIRM ASSIGNED ALTITUDE with either DM 38 ASSIGNED ALTITUDE [altitude], or
DM 77 ASSIGNED BLOCK [altitude] TO [altitude].
F.18 FANS 1/A-ATN B1 aircraft behavior for automatic CPDLC transfers
Airbus, Boeing, Dassault F900/F7X/F2000 EASy, Gulfstream G650, Embraer 170/190

FANS 1/A-ATN B1 aircraft have FANS 1/A+ and ATN B1 capability and comply with
ED154A/DO305A. These aircraft benefit from automatic transfer between FANS 1/A and ATN B1
ATSUs. They do not require any particular flight crew/controller procedures compared with ATN B1
and FANS 1/A aircraft.
Gulfstream G450/G550
Independent FANS 1/A-ATN B1 aircraft have FANS 1/A+ and ATN B1 capability but do not comply
with ED154A/DO305A. Only one FANS 1/A+ or ATN B1 is active at a time. The flight crew must
manually select either FANS 1/A+ or ATN B1 prior to logon. There is no automatic transfer between
FANS 1/A and ATN B1 ATSUs.
Dassault F900/F7X/F2000 EASy
Independent FANS 1/A-ATN B1 aircraft have FANS 1/A+ and ATN B1 capability but do not comply
with ED154A/DO305A. Only one FANS 1/A+ or ATN B1 is active at a time. The flight crew must
manually select either FANS 1/A+ or ATN B1 prior to logon. There is no automatic transfer between
FANS 1/A and ATN B1 ATSUs. ADS-C is only available when FANS 1/A+ is selected.

F.19 CM contact procedure
Remarks
ED110B/DO280B requires ATN B1 aircraft to send a successful CM Contact Response to a T-ATSU as
soon as a Logon response was received from the R-ATSU, whatever the result (successful or not).
Airbus
FANS B+ and FANS A+B aircraft deviate from this requirement.
FANS B+ and FANS A+B aircraft will send a successful CM Contact Response to the T-ATSU only if
the Logon procedure with the R-ATSU succeeds.
FANS B+ and FANS A+B aircraft will send a unsuccessful CM Contact Response to the T-ATSU :
if the sending of the Logon Request to the R-ATSU fails, or
if the no Logon Response is received in due time, or
if the Logon response from the R-ATSU indicated failure.
F.20 Duplicate CPDLC uplink message processing
Airbus FANS A (CLR3), FANS A+ (CSB4/CLR4 & CLA3)

If a message is received that contains strictly identical coded data to any other pending (open) message,
then it will be discarded as a duplicate, with no response to the ground, and no indication to the flight
crew.
Airbus FANS A+ Data Link Recording (CSB7/CLR7), FANS A+B (CLA4 & CLV1)
If a message is received that contains strictly identical coded data to any other message, then it will be
discarded as a duplicate, with no response to the ground, and no indication to the flight crew.
Boeing B747-400 (before Load 15), B757/B767 (before Peg03), B777 (before BP01), B737 (before
U10.5), MD-90, B717, MD-10
If a duplicate message is received (e.g. the same message is received on both VHF and SATCOM), it
will be treated like any other new message. If the existing message with the same MIN is still open (has
not been responded/dispositioned by the flight crew) it will be rejected as a duplicate MIN.
Boeing B757/B767 (from Peg03), B777 (from BP01), B737 (from U10.5), B747-8, B787, MD-11
If a message is received that has the identical MIN and CRC to any other message in the log, then it will
be discarded as a duplicate, with no response to the ground, and no indication to the flight crew.
Boeing B747-400 (from Load 15)
If a message is received that has the identical MIN and CRC to any other pending (open) message, then
it will be discarded as a duplicate, with no response to the ground, and no indication to the flight crew.
F.21 Response to end-service and error uplink messages

Airbus

Boeing
When a FANS uplink containing a concatenated end-service (um161) and ERROR (um159), the flight
crew will be presented with a display indicating a DOWNLINK ERROR.
While this construct is recommended in DO-258/ED-100, Section 4.6.2.2.2, it was not included in DO-
219, which is the basis of FANS designs. ATC should therefore avoid using this type of concatenated
message.
F.22 CPDLC connection after logon
Airbus
Boeing B747-400, B757, B767, B717, MD90, MD10, MD11 and B777 or B787 without FANS-2
Once an AFN logon has been performed, the airplane will accept a CPDLC connection request (CR1)
from any ATC Center. It is not required to be the center with which the AFN logon was performed.
Boeing B747-8, B777 and B787 with FANS-2
Once a CM or AFN logon has been performed, the airplane will accept a CPDLC connection request or
CPDLC start from any center.
F.23 ARINC 424 oceanic waypoints

Remarks
The Flight Management System on most airplanes will contain oceanic waypoints at whole degrees of
latitude and longitude (and potentially at half degrees) with names assigned using the naming
convention for such waypoints contained in ARINC 424.
Airbus
Boeing B747-400, B747-8, B777, B757, B767, B717, MD90, MD10, MD11
If the route constructed by the flight crew or data linked from the airline contains such waypoints, then
downlinked routes, position reports and requests for clearances (such as climbs or offsets) to start at a
waypoint on the route will contain the ARINC 424 waypoint names.
Boeing B787
Whole-degree waypoints of this type in the route will be converted to the equivalent latitude/longitude
for ATC downlinks.

F.24 STANDBY response to pilot-initiated downlink request
Airbus A320 & A330/A340 FANS A/A+

A 5 minutes timer is set whenever the aircraft downlinks a CPDLC pilot-initiated request message.
If a STANDBY uplink response message is received by the aircraft within 5 minutes of the time the
message was downlinked from the aircraft, the aircraft will accept any subsequent valid response
message.
If no response message is received within 5 minutes of the time the message was downlinked from the
aircraft, and if a STANDBY associated with the downlink message is received by the aircraft, any
subsequent message associated with the downlink message is rejected by the aircraft without being
displayed to the flight crew.
Airbus A380 FANS A+ Data link Recording and FANS A+B, Airbus A350 FANS A+B
Any valid uplink message responding to a CPDLC pilot-initiated request message is accepted as a
response and displayed to the flight crew, whether a STANDBY was previously received or not.
Boeing
Any valid uplink message responding to a CPDLC pilot-initiated request message is accepted as a
response and displayed to the flight crew, whether a STANDBY was previously received or not.

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Global Operational

Data Link Document

Second Edition 26 April 2013

International Civil Aviation Organization

GOLD (1) Second Edition 26 April 2013

Second Edition 26 April 2013

International Civil Aviation Organization

GOLD (i) Second Edition 26 April 2013

RECORD OF AMENDMENTS AND CORRIGENDA

Second Edition 26 April 2013 (ii) GOLD

Chapter 1. Definitions ....................................................................................................................... 1-1

Chapter 2. Overview of data link operations.................................................................................. 2-1

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Chapter 3. Administrative provisions related to data link operations ......................................... 3-1

Chapter 4. Controller and radio operator procedures .................................................................. 4-1

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Chapter 5. Flight crew procedures .................................................................................................. 5-1

Chapter 7. State aircraft data link operations................................................................................ 7-1

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Appendix C RSP specifications ............................................................................................................. 1

Appendix D Post-implementation monitoring and corrective action ................................................ 1

Appendix E Regional/State-specific information ................................................................................ 1

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Appendix F Operator/aircraft specific information ........................................................................... 1

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2. Scope and purpose

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6. Changes to the document

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1.1 Terms and definitions

Aeronautical fixed telecommunication network (AFTN). A worldwide system of aeronautical fixed

Aeronautical telecommunication network (ATN). A global internetwork architecture that allows

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Aircraft active flight plan. (See flight plan).

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Area navigation (RNAV) specification. See navigation specification. (ICAO)

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Automatic dependent surveillance broadcast (ADS-B). A means by which aircraft, aerodrome

Closed message. A message that:

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Controller-pilot data link communications (CPDLC). A means of communication between controller

CPDLC dialogue. (See ICAO definition for dialogue.)

Current flight plan. (See flight plan).

Downlink message (DM). A CPDLC message sent from an aircraft.

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Filed flight plan. (See flight plan).

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Message element identifier. The ASN.1 tag of the ATCUplinkMsgElementId or the

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NOTAM. A notice distributed by means of telecommunication containing information concerning the

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Performance-based communication (PBC). ATS communication services and capability based on

Performance-based navigation (PBN). Area navigation based on performance requirements for

Performance-based surveillance (PBS). ATS surveillance services and capability based on

Radio operator. A person authorized by the appropriate authority to relay a radiotelephony

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