getting to

grips with
FANS

getting to grips with FANS

01 / 00

AIRBUS INDUSTRIE
Flight Operations Support - Customer Services Directorate
Getting to grips with

FANS
A Flight Operations View

AIRBUS INDUSTRIE
 Note
Should any deviation appear between the information
provided in this brochure and that published in the
applicable AFM, MMEL and FCOM, the information
set forth in these documents shall prevail at all times.
 FANS
Future Air Navigation System

Aircraft upgrade of : Communication Navigation

Surveillance (CNS)

To allow for efficient : Air Traffic Management

(ATM)

Airbus product : AIM-FANS

(Airbus Interoperable Modular-FANS)

STEP 1 : FANS A
• Air Traffic Services Data link based on ACARS
(ARINC 622) network

STEP 2 : FANS B
• Introduction of ATN (Aeronautical Telecommunication Network)
• ICAO approved (CNS/ATM-1 standards)

STEP 3 : FULL FANS

• “Free Flight” concept supported
 Glossary

ACARS Arinc Communication Addressing & Reporting System

ADF Automatic Direction Finder
ADIRS Air Data Inertial Reference System
ADNS Arinc Data Network Service
ADS Automatic Dependent Surveillance
ADS-B Automatic Dependent Surveillance- Broadcast
AEEC Airlines Electronics Engineering Committee
AFN ATS Facility Notification
AIDC ATC Inter-Facility Ground/Ground data communications
AIM-FANS Airbus Interoperable Modular- Future Air Navigation System
AMU Audio Management Unit
AOC Airline Operations Communications (or Centre)
ARINC Aeronautical Radio INC
ATC Air Traffic Control
ATM Air Traffic Management
ATN Aeronautical Telecommunication Network
ATS Air Traffic Services
ATSU Air Traffic Services Unit
CDTI Cockpit Display of Traffic Information
CFDIU Centralised Fault Display Interface Unit
CNS/ATM Communications Navigation Surveillance/Air Traffic Management
CPDLC Controller Pilot Data link Communications
DARP(S) Dynamic Airborne Route Planning (System)
DCDU Data Communications Display Unit
DFIS Digital Flight Information Services
DGPS Differential GPS
DL Down Link
DSP Data Service Providers (or Processor)
EATMS European Air Traffic Management System
ECAM Electronic Centralised Aircraft Monitoring
EFIS Electronic Flight Information System
EUROCAE European Organisation for Civil Aviation Equipment
FANS Future Air Navigation System
FHA Functional Hazard Analysis
FIR Flight Information Region
FIS Flight Information Services
FIT FANS Inter operability Team
FMS Flight Management System
GES Ground Earth Station
GNSS Global Navigation Satellite System
GLS GPS Landing System
GPS Global Positioning System
HFDL High Frequency Data Link
HFDR High Frequency Data Radio
HMI Human Machine Interface
ICAO International Civil Aviation Organisation
IFALPA International Federation of Airline Pilot Associations
ISPACG Informal South Pacific ATC Co-ordinating Group
MASPS Minimum Aviation Systems Performance Standards
MCDU Multifunction Control and Display Unit
MDDU Multi Disk Drive Unit
MMR Multi Mode Receiver
Mode S Radar Mode S
NAS National Airspace System
NDA Next Data Authority
NOTAM Notice To Air Men
NPA Non Precision Approach
PACOTS Pacific Organised Track System
RAIM Receiver Autonomous Integrity Monitoring
RCP Required Communications Performance
RGS Remote Ground Station
RNAV Area Navigation
RNP Required Navigation Performance
RSP Required Surveillance Performance
RTCA Requirements and Technical Concepts for Aviation
RVSM Reduced Vertical Separation Minima
SATCOM Satellite Communications
SITA Société Internationale de Télécommunications Aéronautiques
SOP Standard Operating Procedures
SOR System Objectives and Requirements
SPOM South Pacific Operating Manual
SSR Secondary Surveillance radar
TDM Track Definition Message
TMA Terminal Area
TMU Traffic Management Unit 4
UL Up Link
V/DME VHF/Distance Measurement Equipment
VDL VHF Data Link
VDR VHF Data Radio
 FOREWORD

The purpose of this brochure is to provide Airbus Industrie aircraft operators with the
agreed interpretations of the currently applicable CNS/ATM (i.e. FANS) regulations.

The intent is thus to provide guidance material on CNS/ATM operations, which satisfy
airworthiness requirements in order for an airline to obtain operational approval from its
national operational authorities.

All recommendations conform to the current regulatory requirements and are intended to
assist the operators in maximising the cost effectiveness of their operations.

The content of this first edition is limited to the FANS A system, which is in use at the
date of publication (Step 1, ref. p3). Future editions will include information on further
systems, e.g. ATN (or CNS/ATM-1; Step 2, ref.p3) based systems and ADS-B, once these
are certified and there are definite plans to introduce them in some areas.

As detailed hereafter, CNS/ATM is a global system concept, which is based on global

navigation, communications and automatic dependent surveillance systems.
Although FANS air spaces or routes are usually defined in terms of all the three C, N and
S aspects, this brochure mainly addresses the data link Communications and Automatic
Dependent Surveillance issues only. Recommendations for RNP (Required Navigation
Performance) and RVSM (Reduced Vertical Separation Minima) operational approval are
given in the RNP/RVSM document - A flight operations view - (reference: AI/ST-F
945.0415/99). Whenever needed, the reader will be invited to refer to this document.

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

AIRBUS INDUSTRIE

Flight Operations Support

Customer Services Directorate
1, Rond Point Maurice Bellonte, BP 33
31707 BLAGNAC Cedex- FRANCE

TELEX: AIRBU 530526F

SITA: TLSBI7X
Telefax: 33 5 61 93 29 68 or 33 5 61 93 44 65

AI/ST-F 94B.0073/99
5
 TABLE OF CONTENTS

1. INTRODUCTION

1.1 Historical background

1.2 CNS/ATM global concept
1.3 Communications
1.4 Navigation
1.5 Surveillance
1.6 Air Traffic Management

2. CNS/ATM COMPONENTS DESCRIPTION

2.1 The FANS A system

2.2 The data link communication networks
2.3 The inter-operability of the networks
2.4 The ATS Facility Notification (AFN)
2.5 CPDLC general description
2.6 AOC data link communications
2.7 AIDC communications
2.8 Navigation
2.9 Automatic Dependent Surveillance
2.10 Performance Requirements
2.10.1 General
2.10.2 RNP
2.10.3 RCP
2.10.4 RSP

3. AIM-FANS DESCRIPTION

3.1 General: the need for flexibility

3.2 AIM-FANS architecture
3.2.1 The ATSU
3.2.2 The new FMS
3.2.3 Crew interfaces
3.3 Human Machine Interface
3.3.1 Basic operational principles
3.3.2 Main HMI rules
3.3.3 Examples of use

4. OPERATIONAL PROCEDURES

4.1 Introduction
4.2 Pre-flight phase
4.3 AFN logon
4.4 CPDLC Communications
4.4.1 CPDLC connection
4.4.2 Failures of CPDLC connection
4.4.3 CPDLC shutdown
7
 4.4.4 Notification of transfer to the next data link ATC
4.4.5 ATC automatic transfer through address forwarding
4.4.6 End of service and CPDLC transfer of connection
4.4.7 Abnormal cases at the time of transfer of connection
4.4.8 Recommendations for exchange of CPDLC messages
a) To be known
b) Use and context of messages
c) Expected delays in responding to CPDLC messages
d) Recommended answers to request and clearances
e) Position report
f) Multi-element messages
g) Duplicate messages
h) Use of free text
i) Message closure
j) Emergency procedures
4.5 ADS Procedures
4.5.1 ADS connection
4.5.2 ADS connections management and closure
4.5.3 Position reporting with ADS
4.5.4 ADS shutdown
4.5.5 Emergency procedures

5. HOW TO GET THE OPERATIONAL APPROVAL

5.1 General
5.2 A/C Configuration
5.3 Flight crew training / qualification
5.3.1 General recommendations
5.3.2 Proposed qualification means
5.3.3 Academic training
5.3.4 Operational training
a) Operational points
b) Operational responsibilities
c) Operational feed back
5.4 Maintenance training
5.5 Approved Documentation
5.5.1 FANS A Airworthiness Approval Summary
5.5.2 MEL
5.5.3 AFM

APPENDICES

Appendix A: List of CPDLC messages with their meaning

Appendix B: ADS Report Data
Appendix C: Dynamic Airborne Route Planning (DARP)
Appendix D: Information on the Data Service Providers
8
 1. INTRODUCTION
1.1 Historical background
In 1983 the ICAO council tasked its special committee on Future Air Navigation Systems
(FANS) to make recommendations to upgrade the communications, navigation and
surveillance systems so as to cope with the evolution of the world wide air traffic. In 1989,
based on the previous work, a second committee was created aiming at the
implementation of the CNS/ATM (Communication, Navigation, Surveillance / Air Traffic
Management) concept. This concept was endorsed by the Tenth Air Navigation
Conference in 1991. It is mainly built on satellite technology and digital communications
and aims at increasing the air space capacity, enhancing the operational flexibility and
global safety of the air traffic.

1.2 CNS/ATM Global Concept

The CNS/ATM acronym states what is behind its concept. Increasing the airspace
capacity, enhancing the operational efficiency while ensuring the best safety level of the
air traffic cannot be done without a combined use of the air and ground elements.
Numerous actors play in this global end-to-end concept, which can be seen as a chain
linking a pilot and a controller. Although most of these actors are independent entities
(e.g. Air Traffic Services organisations, communication service providers or ATC) the
proper interoperability of all of them is the key factor for the right operation of the system.

Communications
Satellites (Satcom)

Space

Air

Ground

Ground-based radios
(VHF & HF)
Satcom Transporter
Ground Network for

Differential
GNSS station

Airline Information ATC

Host Service Center 9

Figure 1
 1.3 Communications
Operationally speaking, the biggest change provided by FANS is the way pilot and
controllers communicate. In addition to the classical VHF and HF voice, and to the more
recent satellite voice, digital CPDLC (Controller Pilot Data Link Communications) will now
become the primary means to communicate.
CPDLC is a powerful means to sustain ATC communications in oceanic or remote areas
first, and it is expected to become, in a near future, an additional tool to overcome VHF
congestion in some busy TMAs.
On board, CPDLC messages are displayed to the crew on the dedicated DCDU (Data
Communication Display Unit) screens. They can also be printed.

Ground-ground communications are also part of the concept. They serve to link and to
co-ordinate in between different ATC service organisations (or services of the same ATC)
and AOC (Airline Operational Centre). AFTN (Aeronautical Fixed Telecommunications
Network), voice or AIDC (ATS Interfacility Data Communications) ensure these
communications.

Under commercial and financial pressures, the airlines have asked for FANS benefits
without waiting for complete availability of all the appropriate tools (such as a better
Aeronautical Telecommunications Network: the ATN). That is why FANS A operations
have already started using the existing communications networks and protocols (ACARS /
ARINC 622) which are of less performance than the ATN, but were endorsed by the ICAO
as a valuable step towards an early introduction of ATM applications.

10
 1.4 Navigation
Refer to the RNP/RVSM - A flight operations view -document for detailed explanations.

FANS routes or air spaces are associated with a given RNP (Required Navigation
Performance) value. This RNP is a statement on the navigation performance accuracy
necessary for operation in this air space. It is defined by the relevant ATS of the
concerned area. In the South Pacific region, for instance, flying a LAX/SYD FANS route
requires the RNP 10 capability.

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

In oceanic and remote FANS air spaces, procedurally controlled surveillance is

progressively replaced by Automatic Dependent Surveillance, which allows the aircraft to
automatically send position data and F-PLN intents to up to four different ATC centres. It
is expected that there will be no need for HF voice reporting any longer. With the
possibilities offered to the controllers to select the rate and mode of reporting (at specified
time intervals or on the occurrence of a special event such as a heading or attitude
change), ADS is expected to allow for reduced lateral and longitudinal separation.

1.6 Air Traffic Management

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

11
 2. CNS/ATM COMPONENTS DESCRIPTION
2.1 The FANS A system
Pending ATN availability, the current FANS A step is based on agreed (ARINC AEEC
622) protocols and utilises already deployed aeronautical data communications networks.
These ACARS networks can be accessed through either satellite or VHF media, and
various ground networks are inter-connected to provide the ATC/ATM services to all
FANS A equipped aircraft. These data communications are supported by the aircraft’s
ATSU (Air Traffic Service Unit), which manages all the communications and automatically
chooses the best available medium (for example VHF or Satcom).

The Air-Ground data link architecture is given in figure 2. It is made of the following
components:
● The airborne part, with the ATSU, which is a modular hosting platform that centralises
all data communications (ATC and AOC) and manages the dedicated Human Machine
Interface (HMI).
● The communications networks, which ensure the connection to the ground part
through either :
. Satellite Ground Earth Stations (GES) whenever VHF coverage is not available
. VHF Remote Ground Stations (RGS) if within the line of sight of the aircraft
. Air-Ground processors, which route and handle the messages

Communications
Satellites (Satcom)

ATSU

N E T WO
RS R
A
KS
AC

Data Service
Processors of the
Communications
Service Providers
(e.g. ARINC / SITA)

SATCOM VHF
ground station ground station

ATC AFTN / AIDC ATC

1 2

Figure 2
12
 2.2 The data link communications networks
Several communications service providers, in addition to the AOC messages, ensure
today the routing of ATC messages between the aircraft and the ATC centre. These are
growing steadily, thus raising some issues for future interoperability. Among the main
ones the following may be listed:

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

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

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

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

Both ARINC and SITA networks operate with national service providers and are currently
interconnected to provide a global interoperability of ATS data link applications. This
means for instance, that an aircraft using a VHF data link under a SITA agreement can
nevertheless operate in a FANS ATC area using an ARINC contract (Refer to § 2.3).

Given in appendix D is general information relative to some of these service providers.

2.3 The interoperability of the networks

The interoperability between the Data Service Processors of the two main
communications service providers (ARINC and SITA) is a key element in the overall
performance of the system, and ensures that each relevant ATC centre has access to all
FANS aircraft within its region.

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

13
 ARINC network SITA network

Network Network
interoperability interoperability

ATC ATC
1 2

ARINC communication domain SITA communication domain

Figure 3

2.4 The ATS Facility Notification (AFN)

Through this application, an ATC knows whether an aircraft is capable of using data link
communications. This serves to exchange the address information between the aircraft
and the ATC centre.
This exchange of the data link context is needed prior to any CPDLC or ADS connection.
The AFN log on is initiated by the pilot to notify the ATC of its data link capability and
characteristics.
Whenever there is no automatic transfer of control from one ATC centre to another, the
active one may request the pilot to make a log on procedure to the next centre.

2.5 CPDLC general description

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

CPDLC consists in the exchange of messages, which can be formed by the use of
individual (or combination) elements chosen within a set of internationally agreed
preformatted ATC ones. These elements are in agreement with the existing ICAO
14 phraseology, and serve to exchange nominal clearances, requests, reports, negotiations
or miscellaneous ATCinformation (e.g. emergency notifications, transfer of ATC centre or
frequency). Appendix A lists all the messages (around 180) that are supported by FANS
A airborne and ground systems.

Advantages and drawbacks of CPDLC have been discussed at length for some years.
Among the main ones, CPDLC is a remedy to shortcomings of the existing systems:
● significant reduction of the transmission time
● suppression of the errors or misunderstandings pertaining to poor voice quality, fading,
language
● Suppression of mistakenly actions on ATC messages intended for another flight
● suppression of the tiring listening watch of the radio traffic
● possibility for an immediate access to previously recorded messages
● automatic loading within the FMS of route or F-PLN clearances, thus avoiding
transcription errors, long and fastidious manual keystrokes.

The following points however must be well understood and will have to be underlined in
training:
● handling of CPDLC messages requires time:
• reading and interpreting a written clearance was found to be less immediate than
hearing the same one.
• preparing and sending a request through the combination of the MCDU and DCDU
is longer than directly using the mike.
● the party line is lost (the pilot can no longer listen to the surrounding transmissions)

2.6 AOC data link communications

Part of these new collaborative aspects emerging through the use of data link
communications, AOC communications can now be used for negotiating F-PLN re-routes
directly with the ATC and to uplink them to the aircraft FMS.

2.7 AIDC communications

The ATS Inter-facility Data Communications (AIDC) defines the data link between ATC
centres. This link is used for notification, co-ordination and phases for transfer of control.
AIDC functions will be progressively introduced as ATC centres along routes and air
spaces are equipped with CNS/ATM systems.
This is not an aircraft issue.

2.8 Navigation
Refer to the RNP/RVSM document - A flight operations view - for description of the
navigation chapter. RNP definition and objectives are detailed there together with the
FANS A navigation capabilities of the Airbus Industrie aircraft.
The ATC centres define the RNP criteria to be fulfilled prior to the utilisation of their FANS
routes. RNP 10 is the current requirement for oceanic FANS air spaces. 15
 2.9 Automatic Dependent Surveillance (ADS)
Through the ADS application, the ATSU automatically sends aircraft surveillance data to
the connected ATC centres (up to 4). This is done automatically and remains transparent
to the crew. These are air-ground downlink messages. Different types of ADS “contracts”
exist:
● periodic: the data are sent at periodic time intervals
● on demand: the data are sent only when asked for
● on event: the data are sent whenever a specified event occurs (e.g. altitude or heading
change, vertical rate change, waypoint change)

In the FANS A system, the ADS is based on these contracts, which are set by the ATC
centres to satisfy their operational needs for surveillance, as dictated by circumstances
(e.g. traffic density). The crew cannot modify these contracts, but the controller can. And
so can he specify the parameters of the contract. Optional data groups may thus be
added in the contract request. Obviously, at anyone ATC centre, only one contract may
exist at any one time, and whenever a modification is asked by the controller, a new
contract is set, which cancels the previous one.
Another type of contract may be found: the emergency mode. When the crew activates
this mode, the data are automatically sent at a high rate (every 2 minutes), independently
of the previous contract.
Appendix B lists the various elements and groups of data of the ADS messages, and
provides some details on the different contracts.

Based on these contracts, directly addressed between an ATC centre and a given aircraft,
ADS is then usually called ADS-C (where C stands for Contract), or ADS-A (where A
stands for Addressed). Both these designations are equivalent.
In a future step, the aircraft are expected to have the capability to broadcast their
positions and intents not only to the ground, but also to other aircraft in their vicinity. Trials
of this ADS-B (B stands for Broadcast) have already started. Associated with Cockpit
Display of Traffic Information (CDTI), ADS-B is intended to be an enabler to free flight
concepts.

2.10 Performance Requirements

2.10.1 General
The requirements for operation in a specified airspace may be defined in terms of each of
the three “C”, “N” and “S” aspects.
As such, the three concepts of Required Navigation Performance (RNP), Required
Communications Performance (RCP) and Required Surveillance Performance (RSP) are
all parts of a general CNS/ATM performance concept and are complementary.

16
They all address the functionality and performance of the system for their relevant aspect
and may be defined in terms of availability, accuracy and integrity.
Each of these three performance requirements is independent of the technologies used
to ensure either of the three Navigation, Communications or Surveillance functions.

2.10.2 RNP (Required Navigation Performance)

The RNP concept is fully described in the “RNP/RVSM” document - A flight operations
view - document.

2.10.3 RCP (Required Communication performance)

The RCP concept defines the end to end communications performance which is required
to operate in a specified airspace or under specified procedures of operation. It is
determined by the relevant authorities for the considered area, taking account of various
parameters such as targets level of safety, separation assurance criteria or functional
hazard analysis. Human factors considerations are also taken into account to reflect the
human performance to complete an exchange of communication by initiating a reply.
The RCP is independent of the technology used and is applicable to both voice and data
communications.

It is now commonly agreed upon that the prime parameter in assessing the technical
performance of the communications, is the delay experienced by the exchange of data
between the end users (e.g. pilot / controller).
According to the latest work of the RTCA/EUROCAE groups, the following terms have
been defined to characterise the RCP statement:
● Delay: is a measure of the time required for an information element to transit between
two identifiable points.
● Integrity: is expressed as the probability of an undetected system-induced failure of
message transmission (i.e. undetected message error, wrong address, lost message
transmission).
● Availability: is the ratio of actual operating time to specified operating time.

When such a concept is endorsed by the relevant airworthiness authorities and is

applicable to some CNS/ATM operations, it is intended that further details will be added in
this chapter to help the airline in defining its operational context.

2.10.4 RSP (Required Surveillance Performance)

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

17
 3. AIM-FANS DESCRIPTION
3.1 General: The need for flexibility
Air spaces greatly vary from one part of the world to another: some are already
congested (e.g. Europe region at some peak hours) whereas others are still relatively
empty (e.g. Pacific Ocean). The requirements to change the way we operate in such
different areas are not the same.
Implementing the latest technologies, which are now available to support these awaited
changes, cannot be done without the involvement of numerous parties. States, ATS
providers, communications service providers are affected in the same way as airlines,
airframers or avionics equipment manufacturers.
That is why the CNS-ATM concept can only be developed regionally or even on a route
by route basis.

The Airbus Industrie forecast for future CNS-ATM implementation envisions three main
phases:

● On a short term basis, FANS 1/A routings are being opened (e.g. Europe / Asia
through the Bay of Bengal, Australia / South Africa in complement to the current
operative Pacific area).

● On a mid term basis (2003- 2008), ICAO SARPS-compliant ATN development should
allow FANS B to spread around the world, thus enabling a full-performance data link.
Regions of low traffic density may plan to then leapfrog the FANS 1/A step and go
directly to FANS B. The potential economic benefits however, lie mainly in the high
traffic density areas for which FANS B is designed.

● On a long term basis (starting around 2008), a generalisation of FANS B is expected,

since the search for the best economic benefits and the tremendous increase of traffic
should then lead to a world-wide generalisation of this concept. Other operational
concepts and technologies, such as ADS-B, are expected to come into service.

18
The two following figures summarise these three awaited steps:

Figure 4

pre-FANS FANS A FANS B

from 1998 from 2000 from 2003
(A330/A340 only)

Navigation FMS FMS FMS

GPS optional GPS GNSS

ACARS networks ACARS networks ATN network

Communication
& ATSU ATSU ATSU
Surveillance for AOC only for ATC + AOC for ATC + AOC
(ATC per ICAO
definition)

Figure 5

19
 It is considered that FANS 1/A, FANS B and non-FANS environments will co-exist for
many years. The aircraft’s ability to go seamlessly from one environment to another is a
fundamental asset, which was one of the prime design objectives of the Airbus Industrie
architecture.
Further extensions to FANS B, such as free flight concepts (as described either in the
NAS - US National Air Space - program or mentioned in the EATMS - European Air Traffic
Management System - operational concept for instance), are also already considered: the
provisional capacity for data broadcast operations (e.g. ADS-B) have been secured in the
proposed system (mode S extended squitter, VDL mode 4)
Longer term philosophy aiming at defining whether or not and to which extent, the crew
will be responsible for their own separation is beyond the scope of the aircraft
manufacturers alone.

As a conclusion to this brief overview of the implications of CNS-ATM we can say that
the transition to this new way of operating requires both flexibility and growth capability.
For the airplane, flexibility is the essential requirement:
● Flexibility to grow as the CNS-ATM concept evolves
● Flexibility to adapt to inevitable unforeseen developments of the environment
● Flexibility to operate in mixed ATC environments

But flexibility requires computer power. This was tackled right from the beginning with the
AIM-FANS (Airbus Interoperable Modular -FANS) avionics package: indeed, the power
and flexibility of a dedicated communications unit (the ATSU) combined with the power of
a new FMS.

3.2 AIM-FANS architecture

The Airbus objectives in defining its system are:
● To adapt the aircraft to the various CNS-ATM environments
● To cope with a moving FANS world
● To minimise the burden of the airlines in their moving to CNS-ATM
● To introduce a user-friendly Human Machine Interface for the data link
● To ensure the Airbus family concept

The following figure shows the architecture used.

20
 Figure 6

3.2.1 The ATSU

This new avionics unit (Air Traffic Services Unit) has been developed to cope with data
link communications. Its functions are:
● To manage the HMI, the display and warning systems. It warns the crew of any up-
coming message, displays it, and also sends the appropriate data to the peripherals
● To enable the access to all available communications media (current and future). The
selection of the media is made automatically and without any pilot action.
● To sustain the communications tasks (e.g. selection of the appropriate ATC centre for
data link all along the flight).

Part of this, is the management of all the messages (up/down link) whatever their types
(ATC clearance, ADS, pilot requests, AOC, flight information). Today’s ACARS functions
are included in the ATSU. There is no longer a need for an ACARS management unit.
In the frame of FANS A and B, only one ATSU is used. But for later steps, two ATSUs can
be installed, dealing with all the expected evolutions, as aircraft operation and safety
become more dependent on data link communications.

Furthermore, to answer the airlines’ expectations, Airbus Industrie have committed to be

responsible for the responsiveness and quality of their entire FANS system. Just like the
Flight Warning System for example, the ATSU becomes an essential equipment for the
flight safety, and thus must be controlled accordingly throughout its design realisation and
implementation on board.

21
 The ATSU is a hosting platform, which has been designed so as to take provision of all
foreseen evolutions. This modularity concept for both software and hardware permits to
ease a quick and dependable introduction of all the ATC data link capability during the
transition to the ultimate full FANS.

The following figure depicts the modularity concept of the ATSU.

Figure 7

3.2.2 The new FMS (2nd generation FMS)

An overall description of the new FMS functions can be found in the FCOM volume 4
(FMGS Pilot’s guide). The following chapter describes the role of the FMS within the
FANS A operations.

The FMS is a key element of the AIM-FANS system for which it ensures three main
functions:
● it provides data to the ATSU
● it monitors the ATC messages and their subsequent implications
● it handles and processes some of the ATC messages

The FMS can first be seen as a data provider for both ADS and CPDLC messages. As
such, it periodically sends all the ADS parameters, whether for the basic group (position,
altitude, cross track...), the predicted route frame or the intent group. The predicted
position, altitude, speed or sequencing time for up to the next 20 waypoints of the flight
plan are thus sent by the FMS to the ADS application of the ATSU.

22
Position reports messages whether for manual CPDLC messages or for automatic ADS
are processed by the FMS.

The FMS monitors the ATC conditional or deferred clearances that are linked to the
navigation (e.g. “AT ALCOA CLIMB TO AND MAINTAIN FL 350”). It triggers the signal to
warn the pilot of the completion of the clearance.
Whenever confirmation messages are received (e.g. “CONFIRM ASSIGNED SPEED”) it
automatically proposes the answer to the pilot. This is true for both current data (e.g.
altitude, speed, route…) or target data (e.g. altitude, speed, heading...)

Route requests or route clearances are processed by the FMS. Once prepared in the
secondary F-PLN, a route request is sent by the FMS to the ATSU/DCDU prior to being
sent. Similarly, once a route clearance (or a re-route proposed by the AOC) is received, it
is loaded into the FMS, which acknowledges or rejects this new routing. The reasons for a
rejection (for instance proposed waypoint not in database) are indicated to the pilots so
that they can solve the issue. Co-ordination and exchange of F-PLN between ATC, AOC
and the aircraft is processed with the FMS.

3.2.3 Crew interfaces

The main crew interface used for the FANS applications is based on the two Data
Communications Display Unit (DCDU), which are LCD screens dedicated to the ATC data
link messages. All ATC messages, whether clearances (uplink message), requests or
answers (downlink messages) are displayed on the DCDU.
The two DCDUs are located in the main deck, just above each MCDU.
The retained principles for an operational use of the DCDU are described in the following
chapter.

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

Any ATC message can also be printed on the printer, at any time.

3.3 Human Machine Interface

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

23
 Figure 8

The retained interface, with the two DCDUs in the core part of the cockpit, provides for a
minimum perturbation of the existing procedures. This allows for a simple reversion to
backup voice-based procedures when needed.

Colour coding and/or reverse video on the DCDU have been used to differentiate
between titles, text, main parameters in the text, uplink or downlink messages.

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

24
 3.3.1 Basic operational principles
The flightcrew is alerted to an incoming message by means of a flashing blue «ATC
MSG» light in two pushbuttons on the glareshield (i.e. visual), as well as by a dedicated
audio sound. The alert is stopped by pressing one of these two pushbuttons or by
answering the message, directly on the DCDU. For normal messages the buttons flash,
and the audio signal is repeated about every 15 seconds (with the first signal delayed by
15 seconds, so as not to multiply audio warnings). The message will appear on the
DCDU if the screen is empty. If the screen is not empty, a flashing cue (e.g. «MSG 1/2»)
reminds the crew of the arrival of the message. For urgent messages the buttons flash,
the audio signal is repeated about every 5 seconds, and the message is displayed on the
DCDU regardless of the state of the screen.

Note: The audio sound is similar to a telephone sound. It was elected by a great majority
of the consulted pilots.

To reply to a message, the flightcrew either uses the standard replies on the DCDU or
composes a reply on a menu-page from the MCDU. After composing the message on the
MCDU it is transferred to the DCDU for sending.

3.3.2 Main HMI rules

The following lists the main principles retained for the HMI:

a) DCDU

● The two DCDUs are the compulsory data link communications focal point for either
type of messages (up or down link).

● It is recommended to keep both DCDUs without anything displayed. This, to allow for
an immediate display of a new message. Consequently, it will be recommended to
clean up the screens whenever a message has been completely treated and does no
longer require to be displayed.

● Both DCDUs are identical, are interconnected and have the same displays. Any
operation on either DCDU is valid for both of them.

b) MCDU

● The MCDUs are also part of the ATS data link system. They are used to prepare the
request type of messages or free text messages. They also provide for an access to
the file of the stored messages.

● The “ATC COMM” key of the MCDU gives access to the various pages of the ATS
data link system
25
 c) Alert

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

● Both the “ATC MSG” pushbuttons on the glareshield are lighted and flash until a
positive action of the crew (either by pressing one of the pushbuttons or by answering
the uplinked message on the DCDU) is done to stop the alert.

● The specific ATC audio sound may also be activated (15 sec delay)

d) Messages

● As soon as the alert is triggered, the associated ATC message may be accessed and
viewed on both DCDUs. It is automatically displayed (whether the screens of the
DCDUs are free or not) if it is an “urgent” or “distress” message.

● Request messages can be brought to the DCDU as soon as the crew has activated
the corresponding command (“ATC REQ DISPL”).

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

● The crew can (and is recommended to do so) clean up the DCDU through a specific
function key (“CLOSE”) once the displayed message has been entirely treated.

e) Printer

● A print function is available on the DCDU to print the currently displayed message in
whole. This can be done at any time.

● It is recommended to print long messages (e.g. F-PLN clearance) or reports.

f) FMS/DCDU interface

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

26
● ATC messages requiring navigation parameters (e.g. “Confirm speed”) are processed
by the FMS. An answering message is automatically proposed on the DCDU with the
FMS value. The crew can nevertheless modify this message before being sent.

● A monitoring process is launched by the FMS whenever “Report” messages are

received (e.g. “Report Passing...”). The message is automatically recalled and the
answer is proposed on the DCDU, once it is time to report.

● A monitoring process is launched by the FMS whenever deferred or conditional

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

g) ADS

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

● A CPDLC emergency message (e.g. “MAY DAY”) automatically activates the ADS
emergency mode.

h) Colour coding

The following colour coding philosophy is used for the DCDU:

● The title is always displayed in green.

● Uplink messages are displayed with the text in white and the main parameters are
highlighted in cyan

● Normal video is used for uplink

● Reverse video is used for downlink

● Closed actions are always in green

27
 3.3.3 Examples of use
The following figures give two typical examples of use for up and downlink messages.

Clearance case: “Reduce speed to M 0.81 or less”

Figure 9

Pilot selects WILCO

Figure 10

…and send it to indicate ATC he will comply with the request

28
 Figure 11

…message is being sent

Figure 12

- Message has been sent (acknowledge received from service provider)

- Pilot clears the screen

29
 Figure 13

Pilot can recall the last cleared message

Figure 14

Last cleared message appears

30
b) Request case: Pilot requests climb at a given FL at a given waypoint (FL310 at
ALCOA)

Figure 15

Pilot selects VERT REQ to access the ATC VERT REQ page of the MCDU

Figure 16

He prepares the request message

31
 Figure 17

He displays the message on DCDU

Figure 18

The pilot reads the message (reverse video is used for dowwnlink,
blue colour indicates that the message is not yet sent)

32
 Figure 19

Green colour indicates that the message is sent

33
 4. OPERATIONAL PROCEDURES
4.1 Introduction
The following chapter depicts some important and general procedures for an operational
use of CNS/ATM systems.
As already explained FANS routes are, and will be, regionally opened, based on the
availability of ground equipment and technologies. As such, operational procedures will
reflect the specifics of the considered areas, which may cause operating differences
between various regions.

FANS 1/A operations have been experienced in the South Pacific region for 1995, and
CPDLC has been used on a daily basis since then.
The ICAO Informal South Pacific ATC Co-ordinating Group (ISPACG) has been tasked to
co-ordinate these regional trials and to define and implement procedures to allow for a
safe and efficient operations of new ATS applications for FANS equipped aircraft.
Under the ISPACG authority, the South Pacific Operating Manual (SPOM) was written to
define procedures and rules to be used by the airlines, their crews, the ATC and their
controllers.

Following more than 4 years of leadership and unique experience in an operational

environment, most of the SPOM procedures have been recognised as a basis for further
CNS/ATM implementations.
The here-below recommendations are based on this document.

4.2 Pre-flight phase

• As for any flight, it is the commander’s responsibility to ensure that crew qualifications,
aircraft and operational approval are satisfied for the intended flight.

• ICAO F-PLN filing:

The CNS/ATM capabilities of the aircraft will be notified when filing in the ICAO flight plan.
A letter code has been defined for this information.
The data link capability is notified by a letter “J” to be entered in the field 10 (Equipment).
The letter “D” is also entered in the surveillance part of that field, if ADS is available. The
other capabilities are given in the field 18 (Other Information) under the DAT/ information.

10 - EQUIPMENT

J / D

18 - OTHER INFORMATION

DAT / S V

34
In this example, the data link is ensured by both Satellite and VHF, and ADS is available.
The following code is used:
● S...........Satellite data link
● H...........HF data link
● V...........VHF data link
● M...........SSR Mode S data link

If RNP is expected, field 18 will also mention: NAV/RNP. (Refer to RNP/RVSM - A flight
operations view - document)
The aircraft registration is also to be notified in the Field 18. This will be used for
correlation purposes by the ATC through a comparison of it with the one contained in the
AFN logon (see here-after).

• Pre-flight checks

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

● GPS availability
● UTC time settings
● RNP capability
● Data link communications availability

If the data link is to be used a short time after the departure, the ATS Facilities
Notification (AFN) function (described here after) will have to be completed prior to take
off. As a general rule, it is worth noting that the AFN logon should be completed 30 to 45
minutes before entering the CPDLC/ADS air space.

4.3 AFN (ATS Facilities Notification) LOGON

• Why such a function?

The aim of the ATS Facilities Notification is to tell (notify) an ATC centre that your aircraft
is able to sustain digital communications and that you are ready to connect. It is thus
twofold:

● To inform the appropriate ATC centre of the capabilities and specifics of the aircraft
data link communications (e.g. CPDLC and/or ADS available applications, ACARS
address)
● To give the ATC centre the flight identification and aircraft registration number to allow
for a correlation with the filed flight plan.

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

35
 • First AFN logon

When no other CPDLC or ADS connections have been established with a previous ATC
centre, the AFN must be exercised (e.g. prior to departure, prior to entering a data link
airspace, or following a failure to re-initiate a connection)

To this end, the pilot sends a first AFN CONTACT message (FN_CON). This is done
through the NOTIFICATION page of the ATC pages on the MCDU, when the crew enters
the ICAO 4 letter code of the ATC centre and the automatic exchange of messages
between the ground and the aircraft is correctly done. The ATC centre replies to the
FN_CON by an AFN ACKNOWLEDGE (FN_ACK).
This can be monitored on the NOTIFICATION pages where the sequence “NOTIFYING”,
“NOTIFIED” is displayed. (See here below pictures)
This AFN procedure is more or less transparent to the crew, but must be understood.

1- AFN contact

2- AFN Acknowledge

ATC
1

Figure 20

36
Figure 21

Figure 22

37
 Figure 23

4.4 CPDLC COMMUNICATIONS

4.4.1 CPDLC connection
Once the AFN has been successfully done, the ATC centre can initiate a CPDLC
connection.
Here also, an exchange of two messages (CONNECTION REQUEST and CONNECTION
CONFIRM) occurs between the ground and the aircraft to initiate the connection. But this
is transparent to the crew.

Checks are automatically done by the ATSU to validate or reject the connection:
● Connection is accepted if no previous connection already exists
● Connection is accepted if it is relative to the next data link ATC to control the aircraft
● Connection is rejected in all other cases

Once connection is established and active, the active connected ATC centre is then
displayed on the DCDU, and on the CONNECTION STATUS page of the MCDU. CPDLC
exchange of messages can be done normally.

38
 1- Connection Request

2- Connection Confirm

ATC
1

Figure 24

Figure 25

39
 4.4.2 Failures of the CPDLC connection
As soon as a failure of the CPDLC connection is noticed by either of the flight crew
member or ground controller, voice will be used to inform the other part of the failure and
to co-ordinate further actions.

Once a connection has been lost, a complete LOGON procedure (AFN + Connection)
must re-apply.

The following procedures are recommended:

Failure detected by the controller

● The controller, through a voice system, tells the crew to switch off his data link system,
and to reinitialise it.
● The crew access to the MCDU ATC pages and re-initialises the connection through
the complete AFN from the NOTIFICATION pages.

Failure detected by the aircraft

● The pilot, through voice, notifies the controller of the problem.

● He restarts the CPDLC connection through the complete AFN from the
NOTIFICATION pages

4.4.3 CPDLC shutdown

The following procedures should be followed whenever a shutdown occurs:

Planned shutdown:

● It should be notified through NOTAM

● Voice is to be used

Unplanned shutdown, notified by the ground:

● The controller, through voice, informs the crews of the shutdown using the following
phraseology: “CPDLC shutdown. Select ATC Com Off. Continue on voice”
● The pilot acknowledges: ”Select ATC com off. Continue on voice”
● The pilot continues on voice until further ATC notification.

Unplanned shutdown, notified by the crew:

● The crew notifies the controller of the shutdown through the voice phraseology:
”CPDLC shutdown. Select ATC com off. Continue on voice”
40 ● The controller acknowledges: “ Roger. Continue on voice”.
 In all the three above cases, ATC / AOC co-ordination is recommended.

CPDLC Resumption

Once CPDLC can be resumed, the following voice phraseology applies:

● The controller, through voice, announces: ”CPDLC operational. Logon to (ATC XXXX)
● The pilot answers: “Logon to XXXX”

4.4.4 Notification of Transfer to the next data link ATC

The two following paragraphs are described for a thorough explanation of the retained
mechanisation. They can be left aside in a first reading.
The active data link ATC is usually called the Data Authority.
The next data link ATC is usually called the Next Data Authority (NDA).

Nominal case

To inform the aircraft avionics (i.e. ATSU box) that a transfer of control will be done, the
current active ATC sends a so-called NDA message to the aircraft. This is the only way for
the ATSU to be aware of and to accept the connection with the next ATC centre.
Once a NDA message has been received, the aircraft is waiting for the connection with
the next ATC centre.

Next Data Authority

ATC ATC
2 1

Figure 26 41
 Abnormal cases

If the NDA message has not been received by the aircraft at the time when the next ATC
centre tries to connect, this connection attempt is rejected. This is transparent to the crew.

Whenever the controller of the transferring ATC knows the NDA message has not been
delivered, he will ask the crew for a manual AFN logon with the next centre. Either voice
or CPDLC can be used for this. The following phraseology is recommended:
● Controller: ” Contact (ATCXXXX). Frequency YYYYY. Select ATC com off then logon to
ATCXXXX”
● Pilot: “WILCO. Select ATC com off, then logon to ATCXXXX”.

If CPDLC is used, the sentence (Select ATC com off. Logon to ATCXXXX) will be sent
through free text.

4.4.5 ATC Automatic transfer through address forwarding

Transfer from one data authority to the next one is usually done automatically and
remains totally transparent to the crew.
The following explanations are nevertheless given for a better understanding of the failure
cases and their associated procedures.
The aim of the address forwarding is to forward the address of the next ATC to the aircraft
avionics.

Automated procedures for an automatic transfer

The following sequence of message exchange should be initiated by the first ATC around
30 minutes prior to the estimated time at the FIR boundary. The crew is unaware of this
exchange.

● The first ATC sends an AFN Contact Advisory message to the a/c
● The aircraft acknowledges this message and sends an AFN contact message to the
next ATC
● This second ATC acknowledges the demand through an FN_ ACK message
● The aircraft sends an AFN Complete (FN_COMP) message to the first ATC, to inform
it of the completion of the AFN

42
 2- AFN Response

A-AFN contact

C-AFN complete

B-AFN Acknowledge

1- AFN Contact Advisory

ATC ATC
2 1

Figure 27

Abnormal cases

Whenever the previous exchanges are not successful, a manual connection is to be

done. The controller of the first ATC will ask the crew to manually send an AFN logon to
the next ATC.
The following phraseology is recommended:
● Controller: ” Contact (ATCXXXX). Frequency YYYYY. Select ATC com off then logon to
ATCXXXX”
● Pilot: “WILCO. Select ATC com off, then logon to ATCXXXX”.

If CPDLC is used, the sentence (Select ATC com off. Logon to ATCXXXX) will be sent
through free text.

4.4.6 End of service and CPDLC transfer of connection

A CPDLC connection with one ATC centre is usually terminated once this centre has sent
an “END SERVICE” message to the aircraft. This message is sent once all the
preparatory messages for the automatic transfer (as described in the two previous §)
have been exchanged. It is sent just prior to the FIR boundary.
43
 Upon receipt of this message the ATSU:
● Sends down a “DISCONNECT” message and physically disconnects from the first
ATC centre
● Activates the pending connection to the next ATC centre.

If the next ATC centre has not been connected to the aircraft at the time the “END
SERVICE” message is received, the aircraft is left without any connection.

One trap should be known and avoided:

● If a message has been left open (not answered) with the first ATC centre at the time
the “END SERVICE” is sent, then a disconnection with both ATCs will occur.

4.4.7 Abnormal cases at the time of transfer of connection

Non delivery of the END SERVICE

Whenever the controller is aware that the “END SERVICE” message has not been
successful, he will tell (by voice) the crew to manually disconnect.
Voice will be used until the connection with the next ATC has been done.
The recommended voice phraseology is:
- Controller: “Select ATC Com Off then logon to ATCXXXX”
- Pilot: “Select ATC Com Off then logon to ATCXXXX”

Automatic connection transfer not successful

Before crossing the boundary of the second data link ATC centre, the crew should have
checked that the connection is well established with this ATC.
Whenever the crew is aware that the connection with the first ATC centre is not
terminated (e.g. at the time when a first position report to the next ATC) he should follow
the recommended procedure:

● Advise the first ATC of the situation by voice

● Manual disconnect from the current ATC
● Logon to the next ATC
● Send a CPDLC position report at the FIR boundary to the second ATC

4.4.8 Recommendations for exchange of CPDLC messages

This chapter depicts the various operational points for a proper understanding and use of
the CPDLC system. It also provides for recommendations directly based on the lessons
learned in the South Pacific operations.

A list of all the up and down link messages supported by the CPDLC system is given in
appendix A.
44
a) To be known

Pending for the ATN, as long as the FANS 1/A ACARS based protocols exist, both pilot
and controllers cannot know whether a message has been delivered to their right
counterpart.

However, the following is worth noting:

● Whenever the controller sends a message to an aircraft, a message assurance is

triggered to indicate the controller that his message has reached the right aircraft (but
this does not mean the message has been displayed and read by the pilot
● Whenever the crew sends a message to a controller, the “SENDING” then “SENT”
indications displayed on the DCDU, indicates that the message has been delivered to
the network. This does not mean the message has been displayed and read by the
relevant controller.

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

b) Use and context of messages

• Usual answers

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

- WILCO: This down link message tells the controller that the pilot will comply fully with
the clearance/instruction contained in the associated up link message

- UNABLE: Through this either up or down link message the pilot or the controller is
informed that the request(s) contained in the associated message cannot be complied
with

- STANDBY: Through this either up or down link message the pilot or the controller is
informed that the request is being assessed and there will be a short term delay (within
10 minutes). The exchange is not closed and the request will be answered when
conditions allow.

- ROGER: Through this either up or down link message the pilot or the controller is
informed that the content of the associated message has been received and
understood. ROGER is the only correct response to any up link free text
45
message. ROGER shall not be used instead of AFFIRM.
 - AFFIRM: Whether up or down link, AFFIRM means YES and is an appropriate
response to up linked message of negotiation request (e.g. “CAN YOU ACCEPT FL
350 AT ALCOA?”).

- NEGATIVE: Whether up or down link, NEGATIVE means NO and is an appropriate

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

• Meaning of other messages

- DISREGARD: This up link message means that the previous up link shall be ignored.
DISREGARD should not refer to an instruction or clearance. Another element shall be
added to clarify which message is to be disregarded.

- CONFIRM: The present parameter (e.g. position, altitude, speed…) is awaited by the
controller whenever CONFIRM XXXX is used. The DCDU will automatically propose to
the crew the current FMS target linked to the considered parameter. Sending this
answer is done directly on the DCDU. Should the crew be not satisfied with the
proposed answer, he then could modify before sending.

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

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

c) Expected delays in responding to CPDLC messages

Delays depend upon numerous varying factors and happen to be more or less random
and unpredictable. Waiting for a better consolidation of the three availability, integrity and
accuracy elements as expected with the ATN, the current FANS 1/A performance
requirements have been given for the South Pacific operations:

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

- Up link: A 120 second round trip delay on 95%. Round trip being obtained by
comparing the time the up link is sent from the controller system against the time the
message assurance (indicating successful delivery) was received back to the ground
controller station. To be noted that a 6 minute round trip delay is also aimed at on 99%.

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

STANDBY answers assume that a further response should come within the next 10
minutes. The message thus remains open. If the controller does not respond within this
time the pilot shall send an inquiry. In no case should a duplicate message be sent
46 (this would cause failure of the system).
d) Recommended answers to request and clearances

• Affirmative answer to a clearance

WILCO is to be used. Pilot will then fully comply with the clearance or instruction

• Affirmative answer to a negotiation request

AFFIRM is to be used whenever an up linked negotiation request is approved (e.g.

“CAN YOU ACCEPT FL 350 AT 1030Z”)

• Negative answer to a negotiation request

NEGATIVE is to be used whenever an up linked negotiation request is not approved

(e.g. “CAN YOU ACCEPT FL 350 AT 1030Z”)

e) Position report

• General recommendations

- Only compulsory reporting points (unless requested otherwise by ATC) shall be

reported by either voice, CPDLC or ADS for the “POSITION” and “NEXT POSITION”.
In particular, when ADS is used, only ATC reporting points will be entered in the FMS
F-PLN. This will avoid that reports are triggered immediately and at unknown fixes.

- Whenever ADS is not used, CPDLC position reporting will be done once the
waypoint is passed over (or abeam when an offset is in progress). Use of the
POSITION REPORT message (as given on the MCDU ATC pages) is expected.

- The first CPDLC position report is expected to be sent:

. after the completion of the initial connection, or
. after the transfer of connection from one centre to the next one, or
. when crossing the FIR boundary

- Updating the estimate for a given waypoint should be done through a free text
message in the form of e.g. “REVISED ETA ALCOA 1034”

- Whenever a position report is not received by the ground, the controller may ask for it
through the CPDLC up link: “REQUEST POSITION REPORT”

• Sequencing Abeam waypoints

The FMS does not sequence the active waypoint when the aircraft is abeam this point
by more than 7 NM. In this case, the waypoint is not sequenced on the CPDLC report
message. It is thus recommended to use the offset function of the FMS so as to send
true position reports. Once again, and specially in RNP or FANS route, updating the
flight plan is highly recommended. 47
 • ARINC 424 Waypoints

In some parts of the world, oceanic latitudes and longitudes of some fixes happen to be
encoded in the ARINC 424 format (e.g. 10N40, which stands for 10N/140W). Ground
stations cannot cope with such points, and will reject any down link reports containing
them.

f) Multi-element messages

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

- Pilots should send one message per clearance element.

g) Duplicate messages

• General

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

- To avoid the risk of duplicate messages, incoming request messages shall be

answered as soon as possible

• Re-sending of a message

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

h) Use of free text

Free text messages cannot be treated by the automated station of the controller as
standard ATC messages. As such, no correlation between the free text and its answer
can be provided. Automatic pre-formatted answers cannot be provided in response to a
free text. This thus increases the controller workload, the response time and the risk of
input errors.

- Free text messages should be avoided as much as possible.

- Use of free text is to be considered only when the pre-formatted messages do not
allow for a specific message element.

- Standard ATC phraseology should be used in free text and abbreviations should be
avoided.
48
Remark:
“Standardised free text” messages have been developed and agreed upon by the main
FANS actors of the South Pacific area, to cope with the lack of pre-formatted functions.

i) Message closure

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

- A message is open as long as an associated response is not received

- A message which needs not an answer is closed once received

- A message is closed when its associated response, other than STANDBY or

REQUEST DEFERRED, is received.

Free text message received on board will be closed once ROGER has been answered.
ROGER is the sole response to any up linked free text.

j) Emergency procedures

Pilots should be aware of the CPDLC emergency procedures, which apply in the
considered area. The emergency mode is activated through the EMERGENCY prompt of
the ATC menu page.
In particular, they should know what can be expected from the controller once the
emergency mode is triggered.
The general rules usually apply:

- The controller shall immediately acknowledge receipt of an emergency message,

which has been sent by the pilot (e.g. MAYDAY or PAN). Either voice or CPDLC free
text will be used. If free text is used, the crew is not required to close it through the
“ROGER” reply.

- The controller shall also attempt a voice contact after he has acknowledged an
emergency message through CPDLC

- If CPDLC is the best (or the sole) means for communications, the current controller
will keep the connection active to provide the assistance. In particular, no transfer
(either automatic or manual) of connection will be done.

Remark:
When both CPDLC and ADS are active, sending an emergency message through
49
 CPDLC automatically switches the ground ADS contract to the “High Periodic Reporting
rate” (ADS Emergency mode). Conversely, sending the CPDLC “CANCEL EMERGENCY”
message deactivates the ADS emergency mode.

50
 4.5 ADS PROCEDURES
4.5.1 ADS connection
As soon as the ATSU is initialised, the ADS application is “armed”, waiting for a possible
connection (ADS “ON” is the default state on the MCDU ATC pages).

The initiation of an ADS connection is identical to that of CPDLC. In addition, up to 4 ADS

connections may be done with 4 different ground stations (whereas only 1 is possible for
CPDLC).

The AFN Logon procedure as described in § 4.3 is to be applied to initiate an ADS

connection with the desired ATC centre.
The ATC centre can establish ADS contracts once the AFN logon has been done either
manually from the aircraft or through a transfer from a previous ATC centre.

4.5.2 ADS connections management and closure

Management of the ADS connections

As up to four connections may occur, priority rules for management of the connections
have been defined and should be agreed upon by the concerned ATC centres.
At the date of publication, there is no region in the world, where priority issues might be
critical. In addition, ADS concepts of operations are not yet frozen and are expected to
vary in short to medium terms. That is the reason why these rules are not given in a first
edition.

ADS contracts should normally be terminated by the ATC centre when:

● The aircraft has crossed its FIR boundary
● The aircraft F-PLN has been completed

Closure of the ADS connection

ADS is totally transparent to the crew. In particular, contracts can not be modified from
the aircraft. A connection may be stopped from the ground or be manually switched OFF
through the ADS page of the MDCU ATC menu.

4.5.3 Position reporting with ADS

Whenever ATC centres can support ADS, position reporting through either CPDLC or
voice will not be required.

Here also, and to a greater extent, whenever ADS is used, only ATC reporting points
will be entered in the FMS F-PLN. This will avoid that reports are triggered immediately
and at unknown fixes. 51
 Route offset

The accuracy of the ADS intent and predicted route information is of prime importance
when it is to be used by the ATC centre to allow for reduced lateral and /or longitudinal
separation.

If an offset is manually flown, in a Heading Select mode for instance, both the intent and
predictions as sent by the FMS for ADS purpose may be incorrect. A Waypoint will not be
sequenced if the position is beyond 7NM from this point.

It is then recommended that the crew keeps updated his FMS flight plan, and that he
uses the FMS Offset function.
When an Offset is flown with the FMS, the intent and predicted route information will be
provided along the offset route.

4.5.4 ADS shutdown

When a shutdown occurs the controller will advise the crew of the requirements for the
position reports.
If CPDLC is still available, the controller shall send a CPDLC free text: “ADS
SHUTDOWN. REVERT TO ATC DATALINK POSITION REPORT”
As for any free text the pilot will answer “ROGER”.

4.5.5 Emergency procedures

The emergency mode can be activated through the EMERGENCY prompt accessed on
the MCDU ATC page.
When selected, all the established connections switch to this emergency mode.
This means that the High Reporting Rate will be automatically selected.

The controller in charge of the flight shall acknowledge any ADS emergency message.
This is done through either a voice contact or a free text CPDLC message.
The following phraseology is then expected: “ROGER MAYDAY” or “ROGER PAN”.

52
 5. HOW TO GET THE OPERATIONAL APPROVAL
5.1 General
Based on the systems global description and operational points, as described in the
previous parts, the aim of this chapter is to provide the airline with recommendations and
guidance material, that will help it to prepare pilots and dispatchers procedures and
training programs, and aircraft engineering programs necessary for obtaining operational
approval to use CPDLC and ADS.

Operational approval rules are not yet fully available and individual operational authority
may choose the “means of compliance” stating what the applicant airline may have to
demonstrate.
It is however expected that the following items will have to be complied with, by the
applicant airline:
● Aircraft configuration
● Flight crew training/qualification
● Maintenance training
● Approved operational documentation

In complement to the FANS A certification system, the airworthiness authorities of the

applicant airline may require additional demonstration activities for specific environment or
operational conditions. To this end, the FANS A Airworthiness Approval Summary
document will be written for certification and will be provided to both the airline and its
authority. Based on this document, which lists the assumptions on the ground
environment and gives a synthesis of the tests carried out for certification, the scope of
additional tests may be defined:
- Interoperability test scenarios
- Verification of the safety and performance criteria with regards to the considered
environment

5.2 Aircraft configuration

The aircraft should be configured in accordance with the approved certification
configuration for FANS A operations.
In particular the following list of equipment shall be implemented:
● 1 ATSU
● 2 DCDU
● 2 Attention getter pushbuttons on the glareshield
● 3 VDR
● New FMS (2nd generation FMS)
● MCDU with the “ATC COMM” key
● FWC at appropriate standard
● UTC Time Clock
● MDDU at appropriate standard
● SATCOM system 53
● 2 HF
 The list of the approved FANS aircraft configuration will be kept updated by Airbus
Industrie. Compliance to this list will have to be ensured.
Remark:
To operate in the South Pacific and take benefit of the problem analysis as currently
proposed by the FIT (FANS Interoperability Team, subgroup of the ISPACG), a strict
adherence to the South Pacific Operations approved aircraft configuration list will have to
be observed.

5.3 Flight crew training / qualification

5.3.1 General recommendations
Operating an aircraft in a FANS type environment requires from the crew understanding,
knowledge and operational use of the three C, N and S dimensions of the CNS/ATM
concept.
The Navigation aspects are addressed in the RNP/RVSM document - A flight operations
view.
The following chapters develop recommendations to assure flight crew qualification for a
safe and efficient use of data link communications and surveillance systems. They should
be part of the programmes to be presented to the airworthiness authorities.

To this end, the following points will be emphasised in preparing the flight crew training
programmes:

● Basic knowledge of the overall CNS/ATM environment for which, the various concepts
and interacting elements, the involved aircraft systems and relevant operating
procedures to be applied should be covered in a dedicated academic training.

● Operational use of data link communications (e.g. handling of up and down link ATC
messages or ATC operating procedures) should be taught so as to develop skills and
practices for the considered FANS environment.

● Initial evaluation and recurrent training have to be part of the approved syllabi.

● Specific Human Factors points pertaining to the data link communications should be
carefully addressed (they are mentioned in the here below “academic training”
chapter.

5.3.2 Proposed qualification means

Waiting for the implementation of the AIM-FANS package into simulators, a “stand alone”
training programme has been discussed with the main airworthiness authorities FAA/JAA.
The individual airline should submit its own training programme to its relevant authority to
get the operational approval.
54
It is Airbus Industrie opinion that the initial qualification should be made of the following
components:

● Half a day familiarisation course, to address the academic training, and emphasise the
main operational critical points.

● “Home work” training for each pilot, through the interactive CD-ROM developed by
Airbus Industrie.

- One operational flight conducted with an airline check pilot.

As soon as the FANS devices are available in the simulators, the FANS training can be
proposed in various options: initial, transition, recurrent or upgrade training or qualification
programmes.

5.3.3 Academic training

The aim of the academic training is to familiarise the flight crew with the main
characteristics of the digital communications, as used in a CNS/ATM context. In a first
step prior to FANS operations, pilots will be introduced to the basic principles of
CNS/ATM concept.
Such an initial training may be based on the CD-ROM developed by Airbus Industrie or
given as a first step.

Once completed, this programme should not be repeated. Only the new, modified or
specific points will be addressed during further programmes.

The following points should be part of this academic training:

General presentation of the CNS/ATM concept.

C, N and S together with the current trends for ATM should be described. The general
characteristics of the data link communications will be given and the chain links of the
components that exist in between a pilot and a controller will be emphasised.
Flight crews should be made aware of the nominal systems operations and performance
parameters, normal and abnormal use together with the limitations of the systems.

Basic use of the AIM-FANS.

The crews should be taught on the normal handling of the data link. In particular, coping
with the DCDU ATC messages reception and acknowledgement, acceptance or rejection
should be addressed. At this stage, the crews will be made aware of the DCDU / MCDU
relations for handling of Clearances and Requests and of the role of the FMS in such
operations.

55
 Basic knowledge of the data link communications language, terms to be used and
information to be exchanged.

Use of CPDLC and ADS for instance, are based on an extensive set of formatted
messages, agreed upon abbreviations, conventions and assumptions the main of which
will have to be known. The crews will be made aware of and familiar with the existing
terminology as used by the considered ATS, as displayed on relevant charts or manuals,
or given by the various service providers (ATC and communications). Familiarisation with
all the available means of communications (e.g. VDR, HF, Satcom both in voice and data
communications) is expected at that stage. In particular Satcom voice procedures, call
addressing, ATC facility phone access, codes, call ID and priority will be covered. Later
on, mode S or VDL 2, 3 or 4 will be included.

Awareness of the ATS communications, co-ordination and credits for use of data
link

The ATC requirements in terms of F-PLN classification, separation criteria, operating

procedures or MEL credits that are based on digital communications use should be
known of the crews. A special emphasis on the voice/data link communications transition
in both normal and abnormal configurations will be given. Although voice remains the
ultimate back up mode, procedures for its use must be carefully followed.

Basic knowledge of the main AIM-FANS components, equipment and controls in

both the nominal and abnormal operations.

The interaction of the various computers (e.g. ATSU, FMS, FWC) or the relations in
between their interface (e.g. DCDU, MCDU, ECAM, printer, warning lights..) will have to
be described here. Transmission times, failure annunciation, constraints and limitations of
these components should be known of the crews for a safe and efficient operation.

Human Factors considerations.

The following recommendations have been developed to cope with the specific issues of
the data communications:

● The pilot responsible for the communications ensures that the situation awareness, as
entailed by the ATC data link messages, is fully shared by the other pilot. To this end,
any message transiting through the DCDU (whether received or to be sent) will be
read in a loud voice so as to ensure a common understanding and allow for a good
cross checking between the two pilots.

● Crew co-ordination should be completed before any action ensuing a received

message is done or before any message or answer is sent to the ground.

56
● Emphasis will be done on the crew work sharing, so as to avoid simultaneous head
down attention by both pilots, while handling of the messages is done.

5.3.4 Operational training

In addition to the academic training, the airline will have to demonstrate to its authorities
that an operational training is done to provide all the flight crew members with the
adequate training to perform their duties in an operational FANS environment.

a) Operational points

This paragraph addresses the practical application of the operational procedures

described in chapter 4.
The Airbus Industrie CD-ROM training device, through its interactive operational
scenarios, mostly covers this training syllabus. It may be presented by the airline to the
airworthiness authorities as a “stand alone” computer-based instruction (CBI). It covers
the data link communications items of the global FANS, and comes in complement to the
RNP/RVSM operational training (as described in the AI/ST-F RNP/RVSM - A flight
operations view - document).

The following lists the items to be tackled in a training course. All but the “Special
Recommendations” § are addressed in the Airbus Industrie CD-ROM:

Message handling

The pilots should be trained on how to receive and interpret ATC messages.
Understanding the CPDLC / ADS phraseology is to be acquired.

Appropriate use of the pre-formatted answers of the DCDU (e.g. WILCO, ROGER,
UNABLE, CANCEL...) together with the knowledge for storing and retrieving messages
from the ATC messages logbook will be addressed.

Will also be practised the operations that require simultaneous work on both the DCDU
and the MCDU. In particular, loading route clearance messages in the FMS, or preparing
requests on the ATC pages of the MCDU should be covered.

The automatism, as provided by the FMS, for monitoring and answering to some specific
messages (e.g. differed clearances) should be known from the flight crews. Handling of
automatically FMS proposed answers should be mastered.

57
 Managing the communications systems

The global use of the communications systems, whether they are traditional voice or new
data link communications will have to be acquired.
Establishing and terminating CPDLC, activating and deactivating ADS, switching from
traditional voice based to digital communications control and coping with failures of these
systems should be practised.

All the available controls and indicators of the AIM-FANS system should be known and
used (e.g. the meaning of the various displays, advisories, available functions).

Whenever CPDLC is the primary means of communications, pilots should be trained to

monitor the appropriate HF primary and secondary frequencies through the SELCAL.

Whenever CPDLC is the primary means of communications, the use of voice

communications should be done as a complement, and through the following available
means:
● VHF
● HF
● SATVOICE

SATVOICE may be considered, at pilot’s discretion whenever required (emergency,

medical advice, hazards,..)

ATS procedures and services

Knowledge of the ATS procedures for the considered FANS area (e.g. timely, relevant and
appropriate responses to communications and surveillance failures) is of prime
importance.
In addition, crews should be able to recognise “usual” failures and be fully aware of the
tricks pertaining to the sensitivity of the end-to-end data link communications (Refer to the
following paragraph).

Special recommendations

Derived from the lessons learned during FANS operations in the South Pacific area, the
following list gives the main points to be underlined in the operational training:

• Flight identification

The correlation of the flight identification, between that expected by an ATC ground
system according to the filed F-PLN, and that of the coded message exercised during
the initial log on attempt (AFN), is very prone to errors.
Pilots should be fully aware that the flight identification of both the filed F-PLN and the
one used for data link communications must be identical. It is the pilot’s responsibility
58
to ensure that correct flight identification and registration number are used.
In particular, the operator ICAO 3-letter code is to be used (e.g. ICAO ATC filed F-PLN,
FMS, data link). Attempting a connection with a TP 232 ident for instance, whereas
TAP232 has been filed, will cause the ground system to reject the connection.
Space and leading zeros in these identifications have to be carefully handled.

• Use of free text

Limit the use of free text message to exceptional cases. Pilots should be made aware
that free text messages cannot be treated by the automated station of the controller as
a standard ATC message. As such, no correlation between the free text and its answer
can be provided.

Avoid abbreviations and acronyms since they may have different meanings to different
operators.

Use standard English aeronautical terminology only.

“ROGER” is the sole answer for an up linked free text message. Any other answer will
keep the received message open.

• FIR transfer of control

- Until the AIDC function in between subsequent ATC centres is fully implemented, the
transfer of control between two FIR will have to be carefully monitored by the crew.
The applicable procedures will have to be strictly followed.
Whenever an automatic transfer is done, it is recommended to monitor it through the
display of the active ATC centre on the DCDU. In case a manual transfer is done,
carefully apply the correct sequence of actions (as described in the “operational
procedures” chapter or by the relevant ATC).
In particular, pilots should verify that the expected ICAO 4 letter code for the region is
displayed on the DCDU, and should not send any message before this check has been
done.

- Disconnection may also occur during FIR transfers due to pending uplink messages
and this, although the recommended procedures specify that the “END SERVICE”
message be not transmitted while there are open messages. Pilots should be aware of
such occurrences.

• Open message

Open messages should be chased and it should be recommended to avoid sending

messages whenever one is open. This is to avoid crossing answers, misunderstanding
of replies, wrong correlation of up/down links or even disconnection (in the case of
transfer of centre).

59
 • Delays in responding

Both pilots and ATC answers to messages should be done as soon as possible. In
case a STANDBY response has been received from the ATC, the flight crew should
expect a further answer within 10 minutes. Waiting for it, the message remains open. If
no answer comes on time, and to avoid a duplicate message, it is then recommended
that the next message of the crew is based on an inquiry (e.g. “When can we
expect...”)

• Multi-element messages

Multi-elements messages (up/down links) should be avoided.

Answering multi-elements messages is prone to misunderstanding since it is done for
the whole message itself and cannot apply to each element individually.

• Waypoint sequencing

When an aircraft is laterally displaced by more than a set distance (7NM for Airbus
models) from the track defined by an active flight plan, waypoints cease to be
sequenced. This affects the data transmitted in CPDLC position reports and prevents
ADS waypoint events from triggering reports.
Monitoring the correct sequencing of the waypoints together with the updating of the F-
PLN is thus to be recommended, especially in those areas of flight where ADS (or
CPDLC) position reporting is done.

• Position reporting

Pilots should be aware that there is no ATC response to their CPDLC position report.
As such, they must not re-send their message.

The ATC ground systems are designed so as to address compulsory reporting points
as defined on approved En route charts. Pilots are thus invited to check that their FMS
F-PLN is consistent with these charts, and that only compulsory position reports are
sent through data link (CPDLC or ADS).

• Weather deviation

Weather deviation procedures should be emphasised in training.

Increasing use of ADS and radar cover in some unexpected areas have shown that
crews routinely deviate from track without a clearance for ATC.
Clearances and use of offset should be highlighted.

60
 Weather deviation procedures have been developed and published:
- Priority is given to aircraft which include “Due to weather” in requests or those using
the urgency pro-word “PAN”)
- If ATC is unable to achieve the required deviation and maintain minimum horizontal
separation, a 1000-foot vertical buffer will be provided.
- If ATC is unable to issue a clearance or if communication cannot be established, the
aircraft should climb or descend 500 feet, establish communications, and make the
aircraft visible. This is a simple modification of global contingency procedures.

• Abnormal configurations

Pilots should be well aware of applicable procedures to revert to voice communications

whenever a data link failure or misbehaviour is encountered.

b) Operational responsibilities

During their operational training, flight crews should be taught of their responsibilities with
regards to the use of digital communications.

The following lists the expected pilot’s behaviour for an efficient use of the data
communications systems, whether this is used as either a primary or a secondary means:

● Prompt and appropriate answer to up linked messages

● Appropriate emission of down linked messages

● Nominal crew work share for an efficient handling of the messages

● Compensation of system failures through prompt back up voice

● Compliance with the voice clearance whenever this contradicts the data link one

● Use of data link only within approved area and configuration

c) Operational feed back

Pilots should be encouraged to report on the overall performance of the FANS system.
Specific data link events should be reported to the flight operations department or to the
ATC whenever appropriate.
Data link anomalies (failures, loss of messages, unanswered messages, very long
response time, disconnection...), procedural difficulties, human factors issues should be
reported through any appropriate devices according to the airline policies.

61
 5.4 Maintenance training
To get its operational approval, the airline must demonstrate that an appropriate
maintenance training programme relative to the digital communications, is given to its
maintenance people. This is part of the ICAO Annex 6, paragraph 8.3.
In this programme, the procedures for digital communications maintenance will be
consistent with that recommended in the relevant chapters of the approved maintenance
manuals.

The aim is to train the maintenance personnel to properly implement, maintain, or replace
the AIM-FANS equipment (e.g. ATSU, DCDU, FMS, printer, VDR...)
Installation, modification and use of testing tools are some of the points to be trained. The
maintenance people should also be aware of the MEL items associated to the relief of
FANS equipment.

Adhering to configuration control lists that may be recommended in some FANS areas, so
as to maintain recognised operating equipment and performance levels, might be part of
the requirements. Data link service providers can provide the airline with information on
poor performance by individual aircraft. It is also recommended that the airline provide
Airbus Industrie with information on their current avionics configuration and operating
performance so as to ensure a good feed back on the FANS systems and documentation
update.
Implementing the adequate Service Bulletins for approved configuration and ensuring
software updates of the FANS systems are correctly incorporated should also be assured.

5.5 Approved Documentation

The applicant airline should present to its relevant authority a set of documents to be
approved. It is expected that the following documentation will be required:
● FANS A Airworthiness Approval Summary
● MEL
● AFM

5.5.1 FANS A Airworthiness Approval Summary

This document is part of the manufacturer operational approval. It can be made available
to the national authority of the applicant airline.
It contains the assumptions on the ground environment and a synthesis of the results of
certification tests.

Based on this document, the operational and technical context may be evaluated and
additional demonstration activities be asked by the authority.

62
 5.5.2 MEL (Minimum Equipment List)
The airline should submit its intended MEL for operation of FANS routes to its
airworthiness authority. In addition to the MEL provisions taken for the navigation
equipment, in the frame of RNP/RVSM context (see AI/ST-F RNP/RVSM - A flight
operations view - document), provisions will have to be taken for the digital
communications equipment.

Reference to the MMEL and to the AFM is recommended to establish the MEL.

The MEL items for data link communications may depend on the considered FANS route
(oceanic, continental, remote areas). The airline should thus take provisions for some
specific operating systems at dispatch, and consider the consequences of their loss on
the data link communications.

For FANS A flights in the South Pacific area, for instance, CPDLC/ADS operations require
to have:
● ATSU
● DCDU
● SATCOM
● FMS
● Printer ( according to some airline policy)

Dispatching in this area will also require to have two operational HF radios.
The availability and the reliability of the SATCOM have proven to be good enough in this
region. That is why, dispatch with one HF only is currently claimed for, but is still not
granted.
As soon as HFDL is available and authorised for ATC data link purpose, dispatch
equipment list may be reconsidered.

5.5.3 Airplane Flight Manual

The airplane flight manual shall reference the FANS A Airworthiness Approval Summary
document.

63
64
 APPENDIX A

LIST OF CPDLC MESSAGES WITH THEIR MEANING

Listed in this appendix are all the FANS 1/A messages supported by the CPDLC, as defined by
the RTCA DO 219 and endorsed by the ICAO ADS panel. Additional comments provided by the
ISPACG user forum are displayed in italics.
The abbreviations used for classification purpose are defined here below.
All up and down messages have been classified into operational groups. The reference number
is that of the initial DO 219.

TYPE CLOSURE RESPONSES

W/U WILCO, UNABLE, will close the uplink message.
A/N AFFIRM, NEGATIVE, will close the uplink message.
R ROGER, will close the uplink message.
NE Only the actual referenced response will close the uplink message. WILCO,
UNABLE, AFFIRM, NEGATIVE, ROGER, STANDBY, will not close the uplink
message.
Y Response required.
N Response not required

Uplink - Responses and Acknowledgements

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

0 UNABLE Indicates that ATS cannot comply with the NE
request.
1 STANDBY Indicates that ATS has received the NE
message and will respond.
The pilot is informed that the request is
being assessed and there will be a
short-term delay (within 10 minutes). The
exchange is not closed and the request
will be responded to when conditions allow.
2 REQUEST DEFERRED Indicates that ATS has received the NE
request but it has been deferred until later.
The pilot is informed that the request is
being assessed and a long-term delay can
be expected. The exchange is not closed
and the request will be responded to when
conditions allow.
3 ROGER Indicates that ATS has received and NE
understood the message..
4 AFFIRM Yes NE
5 NEGATIVE No NE
65
 Uplink - Vertical Clearances

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

6 EXPECT [altitude] Notification that a level change instruction R
should be expected.
7 EXPECT CLIMB AT [time] Notification that an instruction should be R
expected for the aircraft to commence
climb at the specified time.
8 EXPECT CLIMB AT [position] Notification that an instruction should be R
expected for the aircraft to commence
climb at the specified position.
9 EXPECT DESCENT AT [time] Notification that an instruction should be R
xpected for the aircraft to commence
descent at the specified time.
10 EXPECT DESCENT AT [position] Notification that an instruction should be R
expected for the aircraft to commence
descent at the specified position.
11 EXPECT CRUISE CLIMB AT [time] Notification that an instruction should be R
expected for the aircraft to commence
cruise climb at the specified time.
12 EXPECT CRUISE CLIMB AT [position] Notification that an instruction should be R
expected for the aircraft to commence
cruise climb at the specified position.
13 AT [time] EXPECT CLIMB TO Notification that an instruction should be R
[altitude] expected for the aircraft to commence
climb at the specified time to the specified
level.
14 AT [position] EXPECT CLIMB TO Notification that an instruction should be R
[altitude] expected for the aircraft to commence
climb at the specified position to the
specified level.
15 AT [time] EXPECT DESCENT TO Notification that an instruction should be R
[altitude] expected for the aircraft to commence
descent at the specified time to the
specified level.
16 AT [position] EXPECT DESCENT TO Notification that an instruction should be R
[altitude] expected for the aircraft to commence
descent at the specified position to the
specified level.
17 AT [time] EXPECT CRUISE CLIMB TO Notification that an instruction should be R
[altitude] expected for the aircraft to commence
cruise climb at the specified time to the
specified level.
Due to different interpretations between
the various ATS units, this element
should be avoided.
18 AT [position] EXPECT CRUISE CLIMB Notification that an instruction should be R
TO [altitude] expected for the aircraft to commence
cruise climb at the specified position
to the specified level.
Due to different interpretations between
the various ATS units, this element
should be avoided.
19 MAINTAIN [altitude] Instruction to maintain the specified level. W/U
66
Uplink - Vertical Clearances (Continued)

20 CLIMB TO AND MAINTAIN [altitude] Instruction that a climb to the specified W/U
level is to commence and the level is to
be maintained when reached.
21 AT [time] CLIMB TO AND MAINTAIN Instruction that at the specified time, a W/U
[altitude] climb to the specified level is to
commence and once reached the
specified level is to be maintained.
22 AT [position] CLIMB TO AND MAINTAIN Instruction that at the specified position, a W/U
[altitude] climb to the specified level is to
commence and once reached the
specified level is to be maintained.
23 DESCEND TO AND MAINTAIN [altitude] Instruction that a descent to the specified W/U
level is to commence and the level is
to be maintained when reached.
24 AT [time] DESCEND TO AND MAINTAIN Instruction that at the specified time a W/U
[altitude] decent to the specified level is to
commence and once reached the
specified level is to be maintained.
25 AT [position] DESCEND TO AND Instruction that at the specified position a W/U
MAINTAIN [altitude] descent to the specified level is to
commence and when the specified level is
reached it is to be maintained.
26 CLIMB TO REACH [altitude] BY [time] Instruction that a climb is to commence at W/U
a rate such that the specified level is
reached at or before the specified time.
27 CLIMB TO REACH [altitude] BY Instruction that a climb is to commence at W/U
[position] a rate such that the specified level is
reached at or before the specified position.
28 DESCEND TO REACH [altitude] BY [time] Instruction that a descent is to commence at W/U
rate such that the specified level is
reached at or before the specified time.
29 DESCEND TO REACH [altitude] BY Instruction that a descent is to commence at W/U
[position] a rate such that the specified level is
reached at or before the specified position.
30 MAINTAIN BLOCK [altitude] TO A level within the specified vertical range W/U
[altitude] is to be maintained.
31 CLIMB TO AND MAINTAIN BLOCK Instruction that a climb to a level within W/U
[altitude] TO [altitude] the specified vertical range is to
commence.
32 DESCEND TO AND MAINTAIN BLOCK Instruction that a descent to a level within W/U
[altitude] TO [altitude] the specified vertical range is to
commence.
33 Reserved
34 CRUISE CLIMB TO [altitude] A cruise climb is to commence and W/U
continue until the specified level is
reached.
35 CRUISE CLIMB ABOVE [altitude] A cruise climb can commence once W/U
above the specified level.
36 EXPEDITE CLIMB TO [altitude] The climb to the specified level W/U
should be made at the aircraft’s best rate.
37 EXPEDITE DESCENT TO [altitude] The descent to the specified level should W/U
be made at the aircraft’s best rate. 67
 Uplink - Vertical Clearances (Continued)

38 IMMEDIATELY CLIMB TO [altitude] Urgent instruction to immediately climb to W/U

the specified level.
39 IMMEDIATELY DESCEND TO [altitude] Urgent instruction to immediately descend W/U
to the specified level.
40 IMMEDIATELY STOP CLIMB AT [altitude] Urgent instruction to immediately stop a W/U
climb once the specified level is reached.
41 IMMEDIATELY STOP DESCENT AT Urgent instruction to immediately stop a W/U
[altitude] descent once the specified level is
reached.
171 CLIMB AT [vertical rate] MINIMUM Instruction to climb at not less than the W/U
specified rate.
172 CLIMB AT [vertical rate] MAXIMUM Instruction to climb at not above the W/U
specified rate.
173 DESCEND AT [vertical rate] MINIMUM Instruction to descend at not less than W/U
the specified rate.
174 DESCEND AT [vertical rate] MAXIMUM Instruction to descend at not above the W/U
specified rate.

Uplink - Crossing Constraints

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

42 EXPECT TO CROSS [position] AT Notification that a level change instruction R
[altitude] should be expected which will require
the specified position to be crossed at the
specified level.
43 EXPECT TO CROSS [position] AT OR Notification that a level change instruction R
ABOVE [altitude] should be expected which will require the
specified position to be crossed at or
above the specified level.
44 EXPECT TO CROSS [position] AT OR Notification that a level change instruction R
BELOW [altitude] should be expected which will require the
specified position to be crossed at or
below the specified level.
45 EXPECT TO CROSS [position] AT AND Notification that a level change instruction R
MAINTAIN [altitude] should be expected which will require the
specified position to be crossed at the
specified level which is to be maintained
subsequently.
46 CROSS [position] AT [altitude] The specified position is to be crossed at W/U
the specified level. This may require the
aircraft to modify its climb or descent profile.
47 CROSS [position] AT OR ABOVE The specified position is to be crossed at W/U
[altitude] or above the specified level.
48 CROSS [position] AT OR BELOW The specified position is to be crossed at W/U
[altitude] or below the specified level.
49 CROSS [position] AT AND MAINTAIN Instruction that the specified position is to W/U
[altitude] be crossed at the specified level and that
level is to be maintained when reached.

68
Uplink - Crossing Constraints (Continued)

50 CROSS [position] BETWEEN [altitude] The specified position is to be crossed at W/U

AND [altitude] a level between the specified levels.
51 CROSS [position] AT [time] The specified position is to be crossed at W/U
the specified time.
52 CROSS [position] AT OR BEFORE The specified position is to be crossed at W/U
[time] or before the specified time.
53 CROSS [position] AT OR AFTER The specified position is to be crossed at W/U
[time] or after the specified time.
54 CROSS [position] BETWEEN [time] The specified position is to be crossed at W/U
AND [time] a time between the specified times.
55 CROSS [position] AT [speed] The specified position is to be crossed at W/U
the specified speed and the specified
speed is to be maintained until further
advised.
56 CROSS [position] AT OR LESS THAN The specified position is to be crossed at W/U
[speed] a speed equal to or less than the specified
speed and the specified speed or less is to
be maintained until further advised.
57 CROSS [position] AT OR GREATER The specified position is to be crossed at W/U
THAN[speed] a speed equal to or greater than the
specified speed and the specified speed
or greater is to be maintained until
further advised.
58 CROSS [position] AT [time] AT The specified position is to be crossed at W/U
[altitude] the specified time and the specified level.
59 CROSS [position] AT OR BEFORE The specified position is to be crossed at W/U
[time] AT [altitude] or before the specified time and at the
specified level.
60 CROSS [position] AT OR AFTER The specified position is to be crossed at W/U
[time] AT [altitude] or after the specified time and at the
specified level.
61 CROSS [position] AT AND MAINTAIN Instruction that the specified position is to W/U
[altitude] AT [speed] be crossed at the specified level and
speed and the level and speed are to be
maintained.
62 At [time] CROSS [position] AT AND Instruction that at the specified time the W/U
MAINTAIN [altitude] specified position is to be crossed at the
specified level and the level is to be
maintained.
63 At [time] Cross [position] at and Instruction that at the specified time the W/U
maintain [altitude] at [speed] specified position is to be crossed at the
specified level and speed and the level
and speed are to be maintained.

69
 Uplink - Lateral Offsets

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

64 OFFSET [direction] [distance offset] Instruction to fly a parallel track to the W/U
OF ROUTE cleared route at a displacement of the
specified distance in the specified
direction.
65 AT [position] OFFSET [direction] Instruction to fly a parallel track to the W/U
[distance offset] OF ROUTE cleared route at a displacement of the
specified distance in the specified
direction and commencing at the
specified position.
66 AT [time] OFFSET [direction] Instruction to fly a parallel track to the W/U
[distance offset] OF ROUTE cleared route at a displacement of the
specified distance in the specified
direction and commencing at the
specified time.
67 PROCEED BACK ON ROUTE The cleared flight route is to be rejoined. W/U
68 REJOIN ROUTE BY [position] The cleared flight route is to be rejoined W/U
at or before the specified position.
69 REJOIN ROUTE BY [time] The cleared flight route is to be rejoined W/U
at or before the specified time.
70 EXPECT BACK ON ROUTE BY [position] Notification that a clearance may be R
issued to enable the aircraft to rejoin the
cleared route at or before the specified
position.
71 EXPECT BACK ON ROUTE BY [time] Notification that a clearance may be R
issued to enable the aircraft to rejoin
the cleared route at or before the specified
time.
72 RESUME OWN NAVIGATION Instruction to resume own navigation W/U
following a period of tracking or headind
clearances. May be used in conjunction
with an instruction on how or where to
rejoin the cleared route.

Uplink - Route Modifications

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

73 [predepartureclearance] Notification to the aircraft of the instructions W/U
to be followed from departure until the
specified clearance limit.
74 PROCEED DIRECT TO [position] Instruction to proceed directly from the W/U
present position to the specified position.
75 WHEN ABLE PROCEED DIRECT TO Instruction to proceed, when able, directly W/U
[position] to the specified position.
76 AT [time] PROCEED DIRECT TO Instruction to proceed, at the specified W/U
[position] time, directly to the specified position
.
77 AT [position] PROCEED DIRECT TO lnstruction to proceed, at the specified W/U
[position] position, directly to the next specified
position.
78 AT [altitude] PROCEED DIRECT TO Instruction to proceed, upon reaching W/U
[position] the specified level, directly to the
specified position.
70
Uplink - Route Modifications (Continued)

79 CLEARED TO [position] VIA Instruction to proceed to the specified W/U

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

71
 Uplink - Route Modifications (Continued)

99 EXPECT [procedure name] Notification that a clearance may be R

issued for the aircraft to fly the specified
procedure.
178 TRACK DETAIL MESSAGE Message not defined.

Uplink - Speed Changes

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

100 AT [time] EXPECT [speed] Notification that a speed instruction may R
be issued to be effective at the specified
time.
101 AT [position] EXPECT [speed] Notification that a speed instruction may R
be issued to be effective at the specified
position.
102 AT [altitude] EXPECT [speed] Notification that a speed instruction may R
be issued to be effective at the specified
level.
103 AT [time] EXPECT [speed] TO Notification that a speed range instruction R
[speed] may be issued to be effective at the
specified time.
104 AT [position] EXPECT [speed] TO Notification that a speed range instruction R
[speed] may be issued to be effective at the
specified position.
105 AT [altitude] EXPECT [speed] TO Notification that a speed range instruction R
[speed] may be issued to be effective at the
specified level.
106 MAINTAIN [speed] The specified speed is to be maintained. W/U

107 MAINTAIN PRESENT SPEED The present speed is to be maintained. W/U

108 MAINTAIN [speed] OR GREATER The specified speed or a greater spee W/U
is to be maintained.
109 MAINTAIN [speed] OR LESS The specified speed or a lesser speed W/U
is to be maintained.
110 MAINTAIN [speed] TO [speed] A speed within the specified range is to W/U
be maintained.
111 INCREASE SPEED TO [speed] The present speed is to be increased to W/U
the specified speed and maintained
until further advised.
112 INCREASE SPEED TO [speed] OR The present speed is to be increased to W/U
GREATER the specified speed or greater, and
maintained at or above the specified
speed until further advised.
113 REDUCE SPEED TO [speed] The present speed is to be reduced to W/U
the specified speed and maintained
until further advised.
114 REDUCE SPEED TO [speed] OR LESS The present speed is to be reduced to W/U
the specified speed or less and maintained
at or below the specified speed until further
advised.

72
Uplink - Speed Changes (Continued)

115 DO NOT EXCEED [speed] The specified speed is not to be W/U

exceeded.
116 RESUME NORMAL SPEED Notification that the aircraft need no W/U
longer comply with the previously issued
speed restriction.

Uplink - Contact/Monitor/Surveillance Requests

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

117 CONTACT [icaounitname][frequency] The pilot is required to call the ATS facility W/U
on the specified frequency.
118 AT [position] CONTACT At the specified position the ATS unit with W/U
[icaounitname] [frequency] the specified ATS unit name is to be
contacted on the specified frequency.
119 AT [time] CONTACT [icaounitname] At the specified time the ATS unit with W/U
[frequency] the specified ATS unit name is to be
contacted on the specified frequency.
120 MONITOR [icaounitname][frequency] The pilot is required to monitor the W/U
specified ATS facility on the specified
frequency.
The Pilot is not required to check in.
121 AT [position] MONITOR At the specified position the ATS unit with W/U
[icaounitname] [frequency] the specified ATS unit name is to be
monitored on the specified frequency.
122 AT [time] MONITOR [icaounitname] At the specified time the ATS unit with the W/U
[frequency] specified ATS unit name is to be
monitored on the specified frequency.
123 SQUAWK [beacon code] The specified code (SSR code) is to be W/U
selected.
124 STOP SQUAWK The SSR transponder responses are to W/U
be disabled.
125 SQUAWK ALTITUDE The SSR transponder responses should W/U
include level information.
126 STOP ALTITUDE SQUAWK The SSR transponder responses should W/U
no longer include level information.
179 SQUAWK IDENT The ‘ident’ function on the SSR W/U
transponder is to be actuated.

Uplink - Report/Confirmation Requests

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

127 REPORT BACK ON ROUTE Instruction to report when the aircraft is R
back on the cleared route.
128 REPORT LEAVING [altitude] Instruction to report when the aircraft has R
left the specified level. Either a level that
has been maintained, or a level passed
hrough on climb or descent.
129 REPORT LEVEL [altitude] Instruction to report when the aircraft is R
in level flight at the specified level.
Note: To avoid confusion, Some States have
decided that they will not use this element,
as it does not comply with existing phraseology
73
 Uplink - Speed Changes (Continued)

175 REPORT REACHING [altitude] Instruction to report when the aircraft R

has reached the specified level.
To be interpreted as “Report reaching
an assigned level.”
180 REPORT REACHING BLOCK [altitude] Instruction to report when the aircraft is R
TO [altitude] within the specified vertical range.
130 REPORT PASSING [position] Instruction to report when the aircraft has R
passed the specified position.
181 REPORT DISTANCE [to/from] Instruction to report the present distance NE
[position] to or from the specified position.
131 REPORT REMAINING FUEL AND SOULS Instruction to report the amount of fuel NE
ON BOARD remaining and the number of persons
on board.
132 CONFIRM POSITION Instruction to report the present position. NE

133 CONFIRM ALTITUDE Instruction to report the present level. NE

134 CONFIRM SPEED Instruction to report the present speed. NE

135 CONFIRM ASSIGNED ALTITUDE Instruction to confirm and acknowledge NE

the currently assigned level.
136 CONFIRM ASSIGNED SPEED Instruction to confirm and acknowledge NE
the currently assigned speed.
137 CONFIRM ASSIGNED ROUTE Instruction to confirm and acknowledge NE
the currently assigned route.
138 CONFIRM TIME OVER REPORTED Instruction to confirm the previously NE
WAYPOINT reported time over the last reported
waypoint.
139 CONFIRM REPORTED WAYPOINT Instruction to confirm the identity of the NE
previously reported waypoint.
140 CONFIRM NEXT WAYPOINT Lnstruction to confirm the identity of the NE
next waypoint.
141 CONFIRM NEXT WAYPOINT ETA Instruction to confirm the previously NE
reported estimated time at the next
waypoint.
142 CONFIRM ENSUING WAYPOINT Instruction to confirm the identity of the NE
next plus one waypoint.
143 CONFIRM REQUEST The request was not understood. It should NE
be clarified and resubmitted.
144 CONFIRM SQUAWK Instruction to report the currently selected NE
transponder code.
145 CONFIRM HEADING Instruction to report the present heading. NE

146 CONFIRM GROUND TRACK Instruction to report the present ground NE

track.
182 CONFIRM ATIS CODE Instruction to report the identification code NE
of the last ATIS received.
147 REQUEST POSITION REPORT Instruction to make a position report. NE
To be used if the controller does not receive
a scheduled position report.

74
Uplink - Negotiation Requests

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

148 WHEN CAN YOU ACCEPT [altitude] Request for the earliest time at which the NE
specified level can be accepted.
149 CAN YOU ACCEPT [altitude] AT Instruction to report whether or not the A/N
[position] specified level can be accepted at th
specified position.
150 CAN YOU ACCEPT [altitude] AT [time] Instruction to report whether or not the A/N
specified level can be accepted at the
specified time.
151 WHEN CAN YOU ACCEPT [speed] Instruction to report the earliest time when NE
the specified speed can be accepted.
152 WHEN CAN YOU ACCEPT [direction] Instruction to report the earliest time when NE
[distance offset] OFFSET the specified offset track can be accepted.

Uplink - Air Traffic Advisories

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

153 ALTIMETER [altimeter] ATS advisory that the altimeter setting R
should be the specified setting.
154 RADAR SERVICES TERMINATED ATS advisory that the radar service is R
terminated.
155 RADAR CONTACT [position] ATS advisory that radar contact has been R
established at the specified position.
156 RADAR CONTACT LOST ATS advisory that radar contact has been R
lost.
157 CHECK STUCK MICROPHONE A continuous transmission is detected on R
[frequency] the specified frequency. Check the
microphone button.
158 ATIS [atis code] ATS advisory that the ATIS information R
identified by the specified code is the

Uplink - System Management Messages

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

159 ERROR [error information] A system generated message that the NE
ground system has detected an error.
160 NEXT DATA AUTHORITY [facility Notification to the avionics that the next NE
designation] data authority is the specified ATSU.
161 END SERVICE Notification to the avionics that the data NE
link connection with the current data
authority is being terminated.
162 SERVICE UNAVAILABLE Notification that the ground system does NE
not support this message.
163 [icao facility designation] Notification to the pilot of an ATSU NE
[tp4Table] identifier.

75
 Uplink - Additional Messages

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

164 WHEN READY The associated instruction may be NE
complied with at any future time.
165 THEN Used to link two messages, indicating the NE
proper order of execution of clearances
or instructions.
166 DUE TO TRAFFIC The associated instruction is issued due NE
to traffic considerations.
167 DUE TO AIRSPACE RESTRICTION The associated instruction is issued due NE
to airspace restrictions.
168 DISREGARD The indicated communication should be R
ignored.
The previously sent uplink CPDLC
message shall be ignored. DISREGARD
should not refer to a clearance or
instruction. If DISREGARD is used,
another element shall be added to clarify
which message is to be disregarded.
176 MAINTAIN OWN SEPARATION AND VMC Notification that the pilot is responsible for W/U
maintaining separation from other traffic
and is also responsible for maintaining
Visual Meteorological Conditions.
177 AT PILOTS DISCRETION Used in conjunction with a clearance or N
instruction to indicate that the pilot may
execute when prepared to do so.
169 [free text] Normal urgency attribute R

170 [free text] Distress urgency attribute R

76
 DOWNLINKS

Downlink - Responses

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

0 WILCO The instruction is understood and will be N
complied with.
1 UNABLE The instruction cannot be complied with. N

2 STANDBY Wait for a reply. N

The controller is informed that the request
is being assessed and there will be a
short term delay (within 10 minutes). The
exchange is not closed and the
request will be responded to when
conditions allow.
3 ROGER Message received and understood.
ROGER is the only correct response to an
uplink free text message. Under no
circumstances will ROGER be used
instead of AFFIRM.
4 AFFIRM Yes N
AFFIRM is an appropriate response to an
uplinked negotiation request message
(e.g. CAN YOU ACCEPT [altitude] AT [time]).
5 NEGATIVE No N
NEGATIVE is an appropriate response to an
uplinked negotiation request message
(e.g. CAN YOU ACCEPT [altitude] AT [time]).

Downlink - Responses

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

6 REQUEST [altitude] Request to fly at the specified level. Y

7 REQUEST BLOCK [altitude] TO Request to fly at a level within the Y

[altitude] specified vertical range.
8 REQUEST CRUISE CLIMB TO [altitude] Request to cruise climb to the specified level. Y
9 REQUEST CLIMB TO [altitude] Request to climb to the specified level. Y
10 REQUEST DESCENT TO [altitude] Request to descend to the specified level. Y
11 AT [position] REQUEST CLIMB TO Request that at the specified position a Y
[altitude] climb to the specified level be approved.
12 AT [position] REQUEST DESCENT TO Request that at the specified position a Y
[altitude] descent to the specified level be approved.
13 AT [time] REQUEST CLIMB TO Request that at the specified time a climb Y
[altitude] to the specified level be approved.
14 AT [time] REQUEST DESCENT TO Request that at the specified time a Y
[altitude] descent to the specified level be approved.

77
 Downlink - Lateral Off-Set Requests

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

15 REQUEST OFFSET [direction] Request that a parallel track, offset from Y
[distance offset] OF ROUTE the cleared track by the specified distance
in the specified direction, be approved.
16 AT [position] REQUEST OFFSET Request that a parallel track, offset from Y
[direction] [distance offset] OF the cleared track by the specified distance
ROUTE in the specified direction, be approved from
the specified position.
17 AT [time] REQUEST OFFSET Request that a parallel track, offset from Y
[direction] [distance offset] OF the cleared track by the specified distance
ROUTE in the specified direction, be approved from
the specified time.

Downlink - Speed Requests

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

18 REQUEST [speed] Request to fly at the specified speed. Y

19 REQUEST [speed] TO [speed] Request to fly within the specified speed range. Y

Downlink - Voice Contact Requests

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

20 REQUEST VOICE CONTACT Request for voice contact. Y

21 REQUEST VOICE CONTACT Request for voice contact on the specified Y

[frequency] frequency.

Downlink - Route Modification Requests

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

22 REQUEST DIRECT TO [position] Request to track from the present position Y
direct to the specified position.
23 REQUEST [procedure name] Request for the specified procedure Y
clearance.
24 REQUEST [route clearance] Request for a route clearance. Y

25 REQUEST CLEARANCE Request for either a pre-departure or Y

route clearance.
26 REQUEST WEATHER DEVIATION TO Request for a weather deviation to the Y
[position] VIA [route clearance] specified position via the specified route.
27 REQUEST WEATHER DEVIATION UP TO Request for a weather deviation up to the Y
[direction] [distance offset] OF specified distance off track in the
ROUTE specified direction.
70 REQUEST HEADING [degrees] Request a clearance to adopt the Y
specified heading.
71 REQUEST GROUND TRACK [degrees] Request a clearance to adopt the Y
specified ground track.

78
Downlink - Reports

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

28 LEAVING [altitude] Notification of leaving the specified level. N

29 CLIMBING TO [altitude] Notification of climbing to the specified level. N

30 DESCENDING TO [altitude] Notification of descending to the specified level. N

31 PASSING [position] Notification of passing the specified position. N

78 AT [time] [distance] [to/from] At the specified time, the aircraft’s position N

[position] was as specified.
32 PRESENT ALTITUDE [altitude] Notification of the present level. N

33 PRESENT POSITION [position] Notification of the present position. N

34 PRESENT SPEED [speed] Notification of the present speed. N

35 PRESENT HEADING [degrees] Notification of the present heading in N

degrees.
36 PRESENT GROUND TRACK [degrees] Notification of the present ground track N
in degrees.
37 LEVEL [altitude] Notification that the aircraft is maintaining N
the specified level.
72 REACHING [altitude] Notification that the aircraft has reached N
the specified level.
76 REACHING BLOCK [altitude] TO Notification that the aircraft has reached N
[altitude] a level within the specified vertical range.
38 ASSIGNED ALTITUDE [altitude] Read-back of the assigned level. N

77 ASSIGNED BLOCK [altitude] TO Read-back of the assigned vertical range. N

[altitude]
39 ASSIGNED SPEED [speed] Read-back of the assigned speed. N

40 ASSIGNED ROUTE [route clearance] Read-back of the assigned route. N

41 BACK ON ROUTE The aircraft has regained the cleared N

route.
42 NEXT WAYPOINT [position] The next waypoint is the specified N
position.
43 NEXT WAYPOINT ETA [time] The ETA at the next waypoint is as N
specified.
44 ENSUING WAYPOINT [position] The next plus one waypoint is the N
specified position.
45 REPORTED WAYPOINT [position] Clarification of previously reported N
waypoint passage.
46 REPORTED WAYPOINT [time] Clarification of time over previously N
reported waypoint.
47 SQUAWKING [beacon code] The specified (SSR) code has been N
selected.

79
 Downlink – Reports (Continued)

48 POSITION REPORT [position report] Reports the current position of the aircraft N
when the pilot presses the button to send
this message.
ATC expects position reports based on
this downlink message.
79 ATIS [atis code] The code of the latest ATIS received is as N
specified.
80 DEVIATING [direction] [distance Notification that the aircraft is deviating N
offset] OF ROUTE from the cleared route by the specified
distance in the specified direction.

Downlink - Negotiation Requests

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

49 WHEN CAN WE EXPECT [speed] Request for the earliest time at which a Y
clearance to the specified speed can be
expected.
50 WHEN CAN WE EXPECT [speed] Request for the earliest time at which a Y
TO [speed] clearance to a speed within the specified
range can be expected.
51 WHEN CAN WE EXPECT BACK Request for the earliest time at which a Y
ON ROUTE clearance to regain the planned route can
be expected.
52 WHEN CAN WE EXPECT LOWER Request for the earliest time at which a Y
ALTITUDE clearance to descend can be expected.
53 WHEN CAN WE EXPECT HIGHER Request for the earliest time at which a Y
ALTITUDE clearance to climb can be expected.
54 WHEN CAN WE EXPECT CRUISE Request for the earliest time at which a Y
CLIMB TO [altitude] clearance to cruise climb to the specified
level can be expected.

Downlink - Emergency Messages

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

55 PAN PAN PAN Urgency prefix. N
56 MAYDAY MAYDAY MAYDAY Distress prefix. N
57 [remaining fuel] OF FUEL REMAINING Notification of fuel remaining and number N
AND [souls on board]SOULS ON of persons on board.
BOARD
58 CANCEL EMERGENCY Notification that the pilot wishes to cancel N
the emergency condition.
59 DIVERTING TO [position] or Notification that the aircraft is diverting to N
DIVERTING TO [position] VIA [x] the specified position via the specified
route.
60 OFFSETTING [direction] [distance Notification that the aircraft is deviating N
offset] OF ROUTE the specified distance in the specified
direction off the cleared route and
maintaining a parallel track.
61 DESCENDING TO [altitude] Notification that the aircraft is descending to N
the specified level.
80
Downlink - System Management Messages

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

62 ERROR [error information] A system generated message that the N
avionics has detected an error.
63 NOT CURRENT DATA AUTHORITY A system generated denial to any CPDLC N
message sent from a ground facility that
is not the Current Data Authority.
64 [icao facility designation] Notification to the ground system that the N
specified ATSU is the current data authority.
73 [version number] A system generated message indicating N
the software version number.

Downlink - Additional Messages

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE

65 DUE TO WEATHER Used to explain reasons for aircraft N
operator’s message.
66 DUE TO AIRCRAFT PERFORMANCE Used to explain reasons for aircraft N
operator’s message.
74 MAINTAIN OWN SEPARATION AND VMC States a desire by the pilot to provide N
his/her own separation and remain
in VMC.
75 AT PILOTS DISCRETION Used in conjunction with another N
message to indicate that the pilot wishes
to execute the request when the pilot is
prepared to do so.
67 [free text] Normal urgency attribute N

67b WE CAN ACCEPT [altitude] AT [time] We can accept the specified level at the N
specified time.
67c WE CAN ACCEPT [speed] AT [time] We can accept the specified speed at the N
specified time.
67d WE CAN ACCEPT [direction] We can accept a parallel track offset the N
[distance offset] AT [time] specified distance in the specified direction
at the specified time.
67e WE CANNOT ACCEPT [altitude] We cannot accept the specified level. N

67f WE CANNOT ACCEPT [speed] We cannot accept the specified speed. N

67g WE CANNOT ACCEPT [direction] We cannot accept a parallel track offset N

[distance offset] the specified distance in the specified
direction.
67h WHEN CAN WE EXPECT CLIMB TO Request for the earliest time at which a N
[altitude] clearance to climb to the specified level
can be expected.
67i WHEN CAN WE EXPECT DESCENT TO Request for the earliest time at which a N
[altitude] clearance to descend to the specified
level can be expected.
68 [free text] Distress urgency attribute Y

81
 APPENDIX B
ADS REPORT DATA
GROUP PARAMETERS
Basic ADS group - Current latitude
(Required) - Current longitude
- Current STD altitude
- UTC Time stamp
- Navigation redundancy bit:
set to 1 if two or more IRS are providing valid position to the FMS,
else, set to 0
- Figure of merit:
level (0-7), which reflects the accuracy of the reported position
- TCAS health:
set to 1 if valid data, else to 0
Earth Reference - True Track
Group (*) - Ground Speed
- Inertial Vertical Rate
Air Reference - Current True Heading
Group(*) - Mach
- Inertial Vertical Rate
Airframe Ident - 24 bit ICAO code
Group(*) (Not provided in FANS A)
Flight Ident - Flight ID
Group(*)
Meteorological - Wind Speed
Group(*) - True Wind Direction
- Static Air Temperature
Predicted Route - Latitude at next waypoint
Group(*) - Longitude at next waypoint
- STD altitude at next waypoint
- Estimated Time to Go (ETG) to next waypoint
- Latitude at Next +1 waypoint
- Longitude at Next+1 waypoint
- STD altitude at Next+1 waypoint
Fixed Intent - Latitude of fixed projected point
Group(*) - Longitude of fixed projected point
- STD altitude of fixed projected point
- Projected time:
Travel time to the fixed intent point along the active route
Intermediate - Distance:
Projected Intent . from current a/c position to the first intermediate projected point
Group(*) . from the previous intermediate projected point, for the subsequent
points
- Track:
. from current a/c position to the first intermediate projected point
. from the previous intermediate projected point, for the subsequent
points
- STD altitude of the intermediate projected point
- Projected Time: Estimated Time to Go (ETG) to the intermediate
projected point
(*): On request 83
 Output values of the parameters of the ADS messages

PARAMETE VALID RANGE DEFAULT SIGNIFICANT DEFINED MSB APPROX.

VALUE (1) BITS (7) VALUE (2) LSB VALUE

Latitude ±90∞ (Note 3) 20 & sign 90∞ 0.000172∞

Longitude ±180∞ (Note 3) 20 & sign 90∞ 0.000172∞

Altitude ±131,068 feet -131,072 feet 15 & sign 65,536 feet 4 feet

Time Stamp (Note 8) 0 - 3599.875 sec FOM = 0 (Note 9) 15 2048 sec. 0.125 sec.

Flight ID Alphanumeric Space (Note 4) 6 per character N/A N/A

(Note 5)

Mach 0 - 4.095 mach 4.0955 mach 13 2.048 mach 0.0005 mach

Ground Speed 0 - 4095 knots 4095.5 knots 13 2048 knots 0.5 knots

Wind Speed 0 - 255 knots 255.5 knots 9 128 knots 0.5 knots

True Wind Direction -180 - +179.296875∞ Valid bit = 1(Note 6) 8 & sign & valid 90∞ .703125∞

Vertical Rate ±32,752 ft/min -32,768 ft/min 11 & sign 16,384 ft/min 16 ft/min

Temperature ±511.75∞C -512∞C 11 & sign 256∞C 0.25∞C

True Track Angle -180 - +179.912∞ Valid bit = 1 (Note 6) 11 & sign & valid 90∞ 0.08789∞

True Heading -180 - +179.912∞ Valid bit = 1 (Note 6) 11 & sign & valid 90∞ 0.08789∞

Distance 0 - 8191.750 nm 8191.875 nm 16 4096 nm 0.125 nm

ETA 0 - 16382 sec 16383 sec 14 8192 sec 1 sec

Projected Time 0 - 16382 sec 16383 sec 14 8192 sec 1 sec

NOTES:
1. When no value is available or the value available to the ADS is invalid, a default
value shall be inserted in the field. The values shown here reflect a coding of all
«ones».
2. The value of the Most Significant Bit (MSB) is accurate by definition. The value of the Least
Significant Bit (LSB) is an approximation.
3. When either the latitude or the longitude for a position are invalid, both shall be
set to -180∞. In the Basic ADS Group, the FOM shall also be set to 0.
4. When the Flight Identification is invalid, all characters shall be encoded as
spaces. When the Flight Identification is less than eight characters, the Flight
Identification shall be encoded left justified and the unused characters shall be
encoded as spaces.
5. The character set for the Flight Identification Group shall be ISO 5, without the
most significant bit. This allows the characters to be encoded using only six bits.
Valid characters are contained in the following sets: (A..Z), (0..9) and ( ).
6. The validation of the direction parameter shall be indicated by the immediately
preceding bit, where 0 = valid and 1 = invalid.
7. Signed numerical values shall be represented in two’s complement notation.
8. The time stamp shall be expressed as the time elapsed since the most recent
hour. Time shall be rounded, not truncated, to accurately yield the value loaded
into the time stamp field.
84
 A P PINMARSAT
ENDIX C

DYNAMIC AIRBORNE ROUTE PLANNING

The dynamic re-routing procedure has been developed by the ISPACG forum to provide FANS
equipped aircraft with the possibility of a complete F-PLN change once airborne.
On the typical Los Angeles/Sydney or Los Angeles/Auckland routes, the wind updates after the
first hours of flight may happen to show that a better F-PLN could be considered.
Procedures, based on an extensive use of the data link capabilities of the three AOC, ATC and
A/C, have thus been developed to allow for the crew to get an in-flight route re-clearance.
The DARP scenario is described in the Airbus Industrie AIM-FANS A training CD-ROM.

The following describes the SPOM procedures, for a single re-route per flight, as currently in use.

1- Prerequisites

● The airline shall have an AOC data link capability to communicate with both the aircraft and
the ATC with data link.
● The airline must be able to sustain CPDLC with the appropriate ATC, and data link AOC with
its operations centre.
● The ATC centres providing the control of the FIR where the re-routing will be done must have
CPDLC capability.

2- PACOTS / DARP Track designations

KLAX/YSSY PACOTS track is called W. Once DARPed, this track is called Y.

KLAX/NZAA PACOTS track is called X. Once DARPed, this track is called Z.
YSSY/KLAX PACOTS track is called 20. Once DARPed, this track is called30.
NZAA/KLAX PACOTS track is called 21. Once DARPed, this track is called31.

3- Descriptive drawing

The following sequence is applied:

OAKLAND
● Oakland (ZOA) receives new weather forecast and loads it in its system
● ZOA Traffic Management Unit defines the DARP entry point on the original track, at least 90
minutes ahead of the a/c.
● ZOA TMU (Traffic Management Unit) defines a new track based on the old route until the
DARP entry point.
● ZOA TMU sends a new TDM (Track Definition Message) to all concerned ATCs

85
 AOC / Aircraft/ ATC
● Following the receipt of the new TDM, AOC decides whether or not to re-route
● If re-route decided, the AOC uplinks the new route to the aircraft
● After evaluation of the received P-PLN, the pilot asks for a re-route clearance
● Once cleared, the crew activates the re-route and notifies it to his AOC
● The AOC transmits a Change message to the all concerned ATC (until AIDC exists)

The following drawing gives a general view of all the co-ordinated sequences that occur in a
DARP phase.

Oakland (USA) 1- Wind

Traffic Management Unit Forecast

2- New Track Meteo Centre

Definition

6- Re-route
5- Cleared notification
Route
4- Route Clearance
Request 3- Revised
F-PLN

Airline
Operations
ATC 2 ATC 1 Control
7- Revised F-PLN
AFTN

86
 APPENDIX D

Data Communications service providers

A) INMARSAT
B) ARINC
C) SITA

87
 A) INMARSAT
88
 A) INMARSAT

FACTS
Inmarsat communications for Air Traffic Services

89
 A) INMARSAT

Corporate Fact Sheets

Inmarsat communications for
Air Traffic Services

90
 A) INMARSAT

FACTS
Inmarsat aeronautical services

91
 A) INMARSAT

Corporate Fact Sheets

Inmarsat aeronautical services

92
A) INMARSAT
93
94

GLOBALink/Satellite Coverage

B) ARINC
 GLOBALinkSM/HF Service Coverage - 1Q2000

B) ARINC
95
 B) ARINC
96
B) ARINC

97
 B) ARINC

98
B) ARINC
99
 B) ARINC

100
B) ARINC

101
 B) ARINC

102
B) ARINC

103
 B) ARINC

104
B) ARINC

105
 B) ARINC

106
B) ARINC

107
 B) ARINC
108
B) ARINC

109
 B) ARINC

110
 C) SITA

SITA AIRCOM
World Coverage

112
C) SITA

113
 C) SITA

Atlantic Ocean
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

114
 C) SITA

Europe, Eastern Europe,

CIS, Middle-Est,
North Africa
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

115
 C) SITA

Africa, Middle East

Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

116
 C) SITA

Middle East,
India,Far-East,
South East Asia
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

117
 C) SITA

South Pacific
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

118
 C) SITA

North Pacific, Asia, CIS

Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

119
 C) SITA

Latin Americas,
Caribbean
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

120
 C) SITA

Brazil - DEPV
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

121
 C) SITA

Europe
En-Route / Alternate and
Terminal Frequencies
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

122
 C) SITA

Japan - Avicom through

Inter-Networking
Agreement
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

123
 C) SITA

Canada - Air Canada

through Inter-Networking
Agreement
Altitude: 30 000 feet
On-Line RGS are in Red
Planned RGS are in Blue

124
 C) SITA

RGS List

ABJ - BOD3

125
 C) SITA

RGS List

BOG - DAR

126
 C) SITA

RGS List

DEL - HAM3

127
 C) SITA

RGS List

HAM5 - LBU

128
 C) SITA

RGS List

LCA - MUC5

129
 C) SITA

RGS List

MVD - PTP

130
 C) SITA

RGS List

PTY - SYY

131
 C) SITA

RGS List

SYZ - WKJ

132
 C) SITA

RGS List

WLG - ZRH5

133
 C) SITA

Who to contact

134
 AIRBUS INDUSTRIE

© Airbus Industrie G.I.E 2000

All rights reserved.

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on the assumptions shown and are expressed in good faith. Where the
supporting grounds for these statements are not shown the Company
will be pleased to explain the basis thereof.

Customer Services Marketing

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Telephone +33 (0) 5 61 93 33 33

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