GETTINGTOGRIPSWITHFANS

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

Part II – Getting to grips with FANS A in oceanic and remote areas,
Part III – Getting to grips with FANS B in high-density continental areas.
The present brochure is the follow-up of the former brochure entitled “Getting to
grips with FANS, issue II – September 2003”. It introduces some updates on
operational procedures, the A380 interfaces related to data link communications
(Part II), and the brand new AIRBUS FANS B system for A320 family aircraft with
the related operational procedures (Part III).
Part I – Getting to grips with CNS/ATM introduces the CNS/ATM concept and the
AIRBUS products (i.e. FANS A and FANS B) derived from this concept.
Part II – Getting to grips with FANS A and Part III – Getting to grips with FANS B
are two separate parts, respectively dedicated to FANS A system (FANS A+
included) and FANS B system. They are organized exactly in the same way. To
ease the reader’s understanding, chapter and page numberings are preceded by A
(for FANS A) in Part II and B (for FANS B) in Part III.
It has to be noticed that the present brochure deals with ATC data link
communications. The reader is invited to refer to Getting to grips with data link –
April 2004 for details about AOC data link communications.
Recommendations for RNP (Required Navigation Performance) and RVSM

(Reduced Vertical Separation Minima) operational approval are given in the
brochure “Getting to grips with modern navigation - A flight operations view”
(reference: STL 945.0415/99). Whenever needed, the reader will be invited to
refer to this document.
The contents of this Getting to Grips Brochure are not subject to Airworthiness
Authority approval. Therefore, this brochure neither supersedes the requirements
mandated by the State in which the operator's aircraft is registered, nor does it
supersede the contents of other approved documentation (e.g. AFM, FCOM, MEL,
etc). If any contradiction exists between this brochure and local/national
authorities regulations (or other approved documentation), the latter
applies.
Any questions with respect to information contained herein should be directed to:
AIRBUS SAS
Flight Operations Support & Services
Customer Services Directorate
1, Rond Point Maurice Bellonte, BP 33
31707 BLAGNAC Cedex – FRANCE
Fax: 33 5 61 93 29 68 or 33 5 61 93 44 65
E-mail: fltops.ops@airbus.com
Getting to grips with FANS – Part I – Issue III Table of contents
PART I – TABLE OF CONTENTS
Abbreviations....................................................................................................................... 4
Part I – Executive Summary .......................................................................................... 8
1. CNS/ATM concept.......................................................................................... 17
1.1. Historical background .........................................................................18
1.2. CNS/ATM concept................................................................................18
1.3. Communication ...................................................................................19
1.4. Navigation ...........................................................................................20
1.5. Surveillance.........................................................................................20
1.6. Air Traffic Management .......................................................................21
2. CNS/ATM implementation.......................................................................... 23
2.1. Introduction ........................................................................................24
2.2. FANS 1/A standards for oceanic and remote areas .............................26
2.3. ATN Baseline 1 standards for continental areas ..................................26

2.3.1. Eurocontrol Link 2000+ program ........................................................26
2.3.2. FAA CPDLC Build 1A program ..............................................................27
2.4. Accommodation of standards ..............................................................27
2.5. AIRBUS products .................................................................................28
3. CNS/ATM component description ........................................................... 31
3.1. FANS A architecture ............................................................................33
3.2. FANS B architecture ............................................................................35
3.3. Data link media ...................................................................................35

3.3.1. Air/Ground data link ...........................................................................35
3.3.1.1. VHF data link ........................................................................................35
3.3.1.2. SATCOM...............................................................................................36
3.3.1.3. HF Data Link (HFDL) ..............................................................................36
3.3.2. Ground/Ground data link ....................................................................37
3.3.2.1. The data link communication networks .....................................................37
3.3.2.2. The interoperability of the networks .........................................................38
3.3.2.3. Ground coordination ..............................................................................39
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Table of contents Getting to grips with FANS – Part I – Issue III
3.3.2.4. The Aeronautical Telecommunication Network (ATN).................................. 40
3.4. FANS architecture summary ............................................................... 40
3.5. CNS/ATM applications and services .................................................... 41

3.5.1. As per ACARS network – FANS A package........................................... 41
3.5.1.1. ATS Facilities Notification (AFN) .............................................................. 41
3.5.1.2. Controller Pilot Data Link Communication (CPDLC) .................................... 41
3.5.1.3. Automatic Dependent Surveillance (ADS) ................................................. 42
3.5.2. As per ATN – FANS B package............................................................. 45
3.5.2.1. Context Management (CM) application..................................................... 46
3.5.2.2. Controller Pilot Data Link Communication (CPDLC) application..................... 46
3.6. ACARS and ATN main discrepancies.................................................... 47

3.6.1. Data Link operations........................................................................... 48
3.6.2. Application name equivalence ............................................................ 49
3.6.3. Technical acknowledgement: LACK/MAS ............................................ 49
3.6.4. Time stamp......................................................................................... 51
3.6.5. Timers ................................................................................................ 51
3.6.5.1. Technical response timer ....................................................................... 51
3.6.5.2. Message latency timer........................................................................... 52
3.6.5.3. Operational timers ................................................................................ 52
3.7. Accommodation .................................................................................. 54
3.8. Which FANS on which aircraft for which environment? ...................... 55

3.8.1. I fly A320 aircraft with FANS A+ system ............................................ 55
3.8.2. I fly A320 aircraft with FANS B system ............................................... 55
3.8.3. I fly A330/A340 aircraft with FANS A system ..................................... 55
3.8.4. I fly A330/A340 aircraft with FANS A+ system .................................. 55
3.8.5. I fly A380 aircraft with FANS A+ system ............................................ 55
3.9. ATS 623 applications .......................................................................... 56
3.10. ATC data link communication recording.............................................. 57
3.11. Performance requirements ................................................................. 58

3.11.1. General ............................................................................................... 58
3.11.2. Required Communication Performance (RCP)..................................... 58
3.11.3. Required Navigation Performance (RNP)............................................ 59
3.11.4. Required Surveillance Performance (RSP).......................................... 59
4. AIRBUS FANS description ........................................................................... 63
4.1. General: the need for flexibility .......................................................... 65
4.2. A320/A330/A340 FANS architecture.................................................. 67

4.2.1. The ATSU for A320/A330/A340 aircraft ............................................. 67
4.2.2. The new FMS (2nd generation FMS)..................................................... 69
4.2.3. A320/A330/A340 crew interfaces ...................................................... 70
4.3. Human Machine Interface on A320/A330/A340 aircraft .................... 70

4.3.1. Basic operational principles ................................................................ 72
4.3.2. Main HMI rules ................................................................................... 73
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Getting to grips with FANS – Part I – Issue III Table of contents
4.3.2.1. DCDU ..................................................................................................73

4.3.2.2. MCDU ..................................................................................................73
4.3.2.3. Alert ....................................................................................................73
4.3.2.4. Messages .............................................................................................73
4.3.2.5. Printer .................................................................................................74
4.3.2.6. FMS/DCDU interactions for FANS A package ..............................................74
4.3.2.7. FMS/ATSU interactions for FANS B package...............................................74
4.3.2.8. ADS – Contract (FANS A package only) ....................................................75
4.3.2.9. Colour coding........................................................................................75
4.3.2.10. Miscellaneous .......................................................................................75
4.4. A380 FANS architecture ......................................................................78

4.4.1. The ATC data link applications.............................................................78
4.4.2. A380 crew interfaces...........................................................................79
4.5. Human Machine Interface on A380 aircraft .........................................80

4.5.1. Basic operational principles.................................................................82
4.5.2. Main HMI rules ....................................................................................82
4.5.2.1. ATC mailbox .........................................................................................82
4.5.2.2. MFD ....................................................................................................83
4.5.2.3. Alert ....................................................................................................83
4.5.2.4. Messages .............................................................................................83
4.5.2.5. Printer .................................................................................................83
4.5.2.6. Interactions with FMS ............................................................................84
4.5.2.7. ADS – Contract .....................................................................................84
4.5.2.8. Colour coding........................................................................................84
4.5.2.9. Miscellaneous .......................................................................................85
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Abbreviations Getting to grips with FANS – Part I – Issue III
ABBREVIATIONS
AAC Airline Administrative Communications

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

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

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

SITA Société Internationale de Télécommunications Aéronautiques
SOP Standard Operating Procedures
SOR System Objectives and Requirements
SPOM South Pacific Operating Manual
SPP Soft Pin Program
SSR Secondary Surveillance Radar
TDM Track Definition Message
TMA Terminal Area
TMU Traffic Management Unit
UL Up Link
UM Uplink Message
V/DME VHF/Distance Measurement Equipment
VCI Voice Contact Instruction
VDL VHF Data Link
VDR VHF Data Radio
WPR WayPoint Reporting
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Executive Summary Getting to grips with FANS – Part I – Issue III
PART I – EXECUTIVE SUMMARY
1. CNS/ATM CONCEPT
o Increasing the airspace capacity, enhancing the operational efficiency while

ensuring the best safety level of the air traffic cannot be done without a
combined use of the air and ground entities. Following this statement, the
concept of CNS/ATM (Communication, Navigation and Surveillance for Air
Traffic Management) has been defined.
o Numerous actors play in this global end-to-end concept, which can be seen as
a chain linking a pilot and a controller. Although most of these actors are
independent entities, the proper interoperability of all of them is the key factor
for the right operation of the system.
o Two networks are usually attached to the CNS/ATM concept : ACARS and ATN.
The ACARS network was initially used for AOC purposes whereas the ATN is
endorsed by the CNS/ATM concept. Airlines rapidly acknowledged benefits
from this concept. However, the ACARS network was the only facility available
at that time, likely to support the concept.
o Until the ATN became available, and to rapidly fulfil airlines’ eagerness, aircraft
manufacturers proposed initial products to work on ACARS network. These
products are designed according to the FANS 1/A standards.
o At the time of writing the document, the deployment of the ATN was on-going
in Europe, starting with Maastricht. AIRBUS proposes the FANS B package to
operate over ATN.
o For the time being, FANS operations over ACARS network apply to oceanic and
remote areas, and FANS operations over ATN to high-density continental
areas.
o In a near future, it will be possible to fly over an ATN environment with an
AIRBUS FANS A+ 1 equipped aircraft without major modifications. This is called
accommodation.
Communication
o Operationally speaking, the biggest change provided by FANS is the way pilot
and controllers communicate. In addition to the classical VHF and HF voice,
and to the more recent satellite voice, digital CPDLC (Controller Pilot Data Link
Communications) expands the set of communication means between pilots and
controllers.
o CPDLC is a powerful tool to sustain ATC communications in oceanic or remote
areas as a primary means, and it became, by the end of 2006, a
supplementary communication means to overcome VHF congestion in some
dense continental airspaces (where voice VHF media remains the primary
communication means).
1
FANS A+ package is an enhancement of FANS A package with additional features. For more details,
please refer to chapter A6 – FANS A evolutions of Part II – Getting to grips with FANS A.
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Getting to grips with FANS – Part I – Issue III Executive Summary
Navigation
o FANS routes or air spaces are associated with a given RNP (Required
Navigation Performance) value. This RNP is a statement on the navigation
performance accuracy necessary for operation in this air space.
Surveillance
o Different types of surveillance may be found. Wherever radar coverage is

possible, SSR modes A and C are still used. Mode S is now available with the
Elementary version. The Enhanced version of the Mode S that introduces the
ADS-Broadcast will be available soon.
o In oceanic and remote FANS air spaces, procedurally controlled surveillance is
progressively replaced by Automatic Dependent Surveillance (ADS-Contract),
which is expected to allow for reduced lateral and longitudinal separation. It is
also expected that there will be no need for HF voice reporting any longer.
Air Traffic Management
o Under this term is grouped a large set of methods to improve the management
of all the parts of the air traffic, e.g. traffic flow management, strategic (long
term) and tactical (short term) control or air traffic services. New methods are
developed and progressively implemented to provide greater airspace capacity
to cope with the large increase of air traffic demand.
2. CNS/ATM IMPLEMENTATION
This is for a worldwide network. Historically, data link has been operational in
oceanic and remote areas first with FANS 1/A 2 standards through the existing
ACARS network. FANS 1/A standards are highly inspired from ICAO concept but
do not comply with the entire ICAO specifications. Indeed, FANS 1/A standards
utilise ACARS network that is less efficient than the new ATN. Therefore, in order
to offset ACARS weaknesses, a specific communication protocol called ARINC 622
has been implemented.
The entry in operation of the ATN all over the world is planned in successive
steps. The initial step consists in trials in some areas. The following steps will
intent to deploy FANS operations based on ATN on other areas.
FANS 1/A standards for oceanic and remote areas
For oceanic and remote areas, a dedicated technology has been developed to
insure communication, navigation and surveillance according to ICAO CNS/ATM
concept. The characteristics of these regions do not allow VHF and Radar
antennas to cover air-controlled areas entirely. Therefore, the FANS 1/A packages
2
FANS 1 was developed by Boeing, and FANS A by AIRBUS. The two systems have been harmonized
under FANS 1/A standards.
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are well-adapted systems to insure the three CNS functions with an accurate
constellation of satellites.
Notice that in some areas where data link communications have reached a good
reliability, data link communication is considered as the primary means of
communication and voice communication is used as back up.
ATN Baseline 1 standards for continental areas
The ATN Baseline 1 standards have been developed to aim the same objectives
set by the ICAO CNS/ATM concept. However, because of environment
discrepancies (traffic density, procedures, etc), ATN Baseline 1 standards have
been settled in a slightly different way. Differences with FANS 1/A standards
mainly deal with data link protocols (communication and surveillance), whereas
airborne/ground architectures and applications are almost identical.
The operational benefits from data link operations in high-density continental
airspaces are a significant alleviation of congested voice channels and increased
airspace capacity.
It should be noticed that data link communications in ATN environments are

limited to non-time critical communications. Besides, voice communications
remain the primary means in ATN environments.
Eurocontrol Link 2000+ programme
The Eurocontrol Link 2000+ programme is limited to the implementation of ATN

Baseline 1 standards over European countries. The deployment starts from
Maastricht and its completion is expected over the European airspace by 2011.
Productivity gains are expected to be :

- 84% reduction of radio communication workload,
- 14% capacity increase for ATC sectors,
- Reduction of ATS costs since extra sectors are deferred thanks to sector
capacity increase.
- Safety benefits in terms of reduction of communication errors, of flight
crew fatigue and of controller fatigue (e.g. 1/20th of communications is
addressed to a given flight).
FAA CPDL BUILD 1A programme
For the deployment of the full ICAO CNS/ATM concept, the FAA CPDLC
programme is divided into three main steps : Build I, II and III. The initial
implementation of ATN Baseline 1 standards over USA is framed in a preliminary
step called CPDLC Build 1A. The CPDLC Build 1A programme is focused on Miami
area.
Unfortunately, since 2001, due to budget reallocation, the FAA CPDLC programme
has been frozen.
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Accommodation of standards
In order not to loose the investments made on systems compliant with FANS 1/A
standards while ATN is deploying, studies to adapt one standard (e.g. FANS 1/A)
to another (e.g. ATN Baseline 1) are in progress. Such adaptations are called
accommodation.
Definition of accommodation principles is in progress. However, until a complete

definition of accommodation principles, the accommodation of standards will not
be detailed further in the present document.
AIRBUS products
FANS A over ACARS

network in oceanic and FANS B over ATN in
remote areas on continental areas on
A320, A330/A340 A320 family* aircraft.
and A380aircraft.
* In the rest of the document, the term A320 will be used to designate the A320
family.
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3. CNS/ATM COMPONENT DESCRIPTION
For historical reasons, FANS A is based on ACARS network, whereas FANS B is

based on ATN, an ICAO compliant network that is presently deployed in Europe.
FANS A architecture
o The airborne part :

- For A320/A330/A340 aircraft, the ATSU manages all the communications
and automatically chooses the best available medium (e.g. VHF, SATCOM
and HF, in that order).
- For A380 aircraft, the ATC applications support the ATC data link
functions and the Avionics Communication Router (ACR) manages the
data communications .
o The air/ground data link: used to transmit AOC or ATC data to the ground
through VDL mode A, VDL mode 2, SATCOM and HFDL.
o The ground/ground data link: to ensure the connection to the ground parts
through either satellites, Ground Earth Stations (GES), VHF and HF Remote
Ground Stations (RGS), air-ground processors (which route and handle the
messages).
o Data Service Providers (DSP) operating with national service providers are
currently interconnected to provide a global interoperability of ATS data link
applications.
FANS A applications
ATS Facilities Notification (AFN)
Through this application, an ATC knows whether an aircraft is capable of using

data link communications. This exchange of the data link context is needed prior
to any CPDLC or ADS connection from an operational point of view.
Controller Pilot Data Link Communication (CPDLC)
CPDLC is a powerful tool to sustain data link communications between a pilot and
the controller of the relevant flight region.
It is particularly adapted to such areas where voice communications are difficult

(e.g. HF voice over oceans or remote part of the world), and became very
convenient to alleviate congested VHF of some dense continental airspaces when
utilised for routine dialogue (e.g. frequency transfer).
Automatic Dependent Surveillance (ADS)
Through the ADS application, the ATSU (respectively ATC applications)

automatically sends aircraft surveillance data to the connected ATC centres (up to
5). This is done automatically and remains transparent to the crew.
Different types of ADS "contracts" exist : periodic, on demand and on event.
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FANS B architecture
o The airborne part, with the ATSU, which is a modular hosting platform that
centralises all data communications (ATC and AOC) and manages the
dedicated Human Machine Interface (HMI).
o The air/ground data link :
- VDL modeA/2, SATCOM or HFDL are used to transmit AOC data to the
ground as per FANS A architecture. SATCOM and HFDL for AOC purposes
are optional,
- Only VDL mode 2 is used to transmit ATC data to the ground for
communication purposes.
o The ground/ground data link, which is the same as per FANS A
architecture. Nevertheless, two types of network have to be considered :
ACARS for AOC and ATN for ATC.
o In the same way as in FANS A architecture, DSPs are interconnected to ensure
the interoperability of ATS data link applications.
FANS B applications
Context Management (CM)
This application provides the Data Link Initiation Capability (DLIC) service, which
is similar to the FANS A AFN application and remains mandatory prior to any
CPDLC connection from an operational point of view.
Controller Pilot Data Link Communication (CPDLC)
It is an application similar to the FANS A CPDLC application and is restricted to

non-time critical situations.
Three services are provided :
- The ATC Clearance (ACL) to enable the communication between flight
crews and controllers,
- The ATC Communication Management (ACM) service to manage the
centre transfers, and
- The ATC Microphone Check (AMC) to check that the voice frequency is
not blocked.
Thanks to the Logical Acknowledgement (LACK), the end user (pilot or controller)
knows when the message is displayed on the recipient’s screen. In addition, the
introduction of operational timers imposes to answer a message in a timely
manner.
ACARS and ATN main discrepancies
Even if ACARS and ATN environments provide similar services, some discrepancies
exist. Pilots who operate both FANS A and FANS B package should master these
discrepancies in order to properly operate any FANS systems with their distinctive
features.
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These discrepancies are the following :

- CPDLC is the primary means of communication in ACARS
environments when the aircraft is equipped with data link systems. In
ATN environment, voice will remain the primary means.
- FANS A and FANS B are derived from the same CNS/ATM concept.
As such, some equivalences may be found between FANS A and FANS B
applications.
- Technical acknowledgement : acknowledgements in FANS 1/A
environments and ATN environments do not have the same meanings,
- Timestamp : messages in FANS 1/A environments and ATN
environments are not dated in the same way,
- Timers : high density continental airspaces impose to receive and reply
messages on time. Timers are set to prevent delays in receiving and
replying messages.
Accommodation
The accommodation allows a seamless transition between ACARS and ATN

environments with potential savings on equipment. At the time of writing the
document, the accommodation principles were not clearly defined. However, the
FANS A+ package anticipates the accommodation by taking into account the early
assumptions (i.e. max uplink delay).
Which FANS on which aircraft for which environment?
For the time being, data link operations are possible in many parts of the world,
mainly over the ACARS network. Consequently, different combinations of aircraft
types with data link networks can be imagined. The following table presents the
different combinations offered by AIRBUS.
… on which aircraft …
A320 A330/A340 A380
FANS A Oceanic and remote

Which FANS …
environment?
… for which
Oceanic and Oceanic and

FANS A+ * Oceanic and remote
remote remote
FANS B Continental
* FANS A+ is an enhancement of FANS A package, including new functions (e.g. indication

of ADS connection number) and options (e.g. ATS 623 applications). For more details,
refer to chapter A6 of part II.
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ATS 623 applications
The AEEC623 specification defines the application text formats for character-
oriented Air Traffic Services messages (called ATS 623 applications for departure
or oceanic clearances and Digital ATIS) that can be transmitted over the ACARS
data link.
ATC data link communication recording
ICAO requires ATC data link communications to be recorded by flight data

recorders from 1st January 2007 on all aircraft. This requirement applies also to
aircraft for which the individual certificate of airworthiness is first issued after 1st
January 2005.
With its NPA-OPS 48, the European JAA proposes to postpone the mandate dates
due to the short lead-times (i.e. postponement of 3 years).
If your airline is not submitted to European regulations, please refer to your local
authority.
Performance requirements
The three concepts of Required Navigation Performance (RNP), Required

Communications Performance (RCP) and Required Surveillance Performance (RSP)
are all parts of a general CNS/ATM performance concept and independent of the
technologies used.
4. AIRBUS FANS DESCRIPTION
The transition to CNS/ATM requires both flexibility and growth capability. For the
airplane, flexibility is the essential requirement, but requires computer power.
This was tackled right from the beginning with the AIRBUS FANS avionics
package: the power and flexibility of a dedicated communications unit (the
ATSU, respectively the ATC applications) combined with the power of a new FMS.
A320/A330/A340 aircraft
A320/A330/A340 FANS avionics
o This avionics unit (ATSU) has been developed to cope with data link
communications. Its functions are:
- To manage the HMI, the display and warning systems,
- To enable the access to all available communications media,
- To sustain the communications tasks.
o The FMS is a key element of the AIRBUS FANS A system for which :
- It provides data to the ATSU
- It monitors the ATC messages and their subsequent implications
- It handles and processes some of the ATC messages
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As first implementation of ATN Baseline 1 standards, the FANS B package

provides limited FMS-ATSU interactions.
A320/A330/A340 crew interfaces
o The main crew interface used for the FANS applications is based on the two
DCDUs. All ATC messages, clearances (uplink message), requests or answers
(downlink messages) are displayed on the DCDU.
o In addition to the DCDU, the MCDU is mainly used to prepare a request.
A380 aircraft
The A380 introduces new technologies. As such, its architecture is different from
the ones on A320 and A330/A340 aircraft. However, the basic operational
principles remain exactly the same.
A380 FANS avionics
Functions that were managed entirely by ATSU on A320/A330/A340 aircraft are

distributed between ATC applications and ACR on A380 aircraft.
- ATC applications ensure the management of the HMI, the display and
warnings. It also manages interfaces with peripherals.
- The Avionics Communication Router (ACR) supports the routing
function (e.g. communication protocols with ground network).
A380 crew interfaces
A380 cockpit benefits from a new design where the Control and Display System
(CDS) is the key element. However, A380 FANS interfaces had been designed in
order to keep the same operational principles as on A320/A330/A340 aircraft.
- Uplink messages (i.e. clearances or instructions) and downlink messages
(i.e. requests or responses) are received on or sent from the ATC
mailbox located on the central screen C2 of CDS.
- Downlink messages are prepared from the Multi Function Display (MFD –
ATC COM pages) located on either side of the ATC mailbox (i.e. L3 and
R3 CDS screens).
- 16 -
Getting to grips with FANS – Part I – Issue III 1 – CNS/ATM concept
1. CNS/ATM CONCEPT
1.1 Historical background 18

1.2 CNS/ATM concept 18
1.3 Communication 19
1.4 Navigation 20
1.5 Surveillance 20
1.6 Air Traffic Management 21
- 17 -
1 – CNS/ATM concept Getting to grips with FANS – Part I – Issue III
1.1. HISTORICAL BACKGROUND

In 1983 the ICAO council tasked its special committee on Future Air Navigation
Systems (FANS) to make recommendations to upgrade the communications,
navigation and surveillance systems so as to cope with the evolution of the
worldwide air traffic. In 1989, based on the previous work, a second committee
was created aiming at the implementation of the CNS/ATM (Communication,
Navigation, Surveillance / Air Traffic Management) concept. This concept was
endorsed by the Tenth Air Navigation Conference in 1991. It is mainly built on
satellite technology and digital communications and aims at increasing the air
space capacity, enhancing the operational flexibility and global safety of the air
traffic.
Airlines rapidly acknowledged benefits from such a concept and requested for an
operational system without waiting for all the required components of the concept
(i.e. new ATN network). Consequently, based on the existing ACARS network,
aircraft manufacturers proposed first FANS capable aircraft in mid 1990’s.
AIRBUS developed and certified the FANS A package in 2000 on A330/A340

aircraft, widely used in oceanic and remote areas such as South Pacific. Since
2005, an enhancement of FANS A, called FANS A+ package, is available both on
A320 3 and A330/A340 aircraft. The FANS A+ package is a basic installation on
A380 aircraft.
At the end of 2006, AIRBUS proposed n initial FANS B package as a response to

the initial phase of Eurocontrol Link 2000+ programme. The FANS B package is
intended for non-time critical communications within continental areas with high
traffic on A320 aircraft.
FANS operations in oceanic and remote areas are intended to cope with poor
reliability of HF communications and with shortage of radar coverage. FANS
operations in high density airspaces aim at reducing congestion encountered in
voice channels for routine ATC communications. Nevertheless, FANS operations
aim at making communication safer in both environments.
1.2. CNS/ATM CONCEPT

The CNS/ATM acronym states what is behind its concept. Increasing the airspace
capacity, enhancing the operational efficiency while ensuring the best safety level
of the air traffic cannot be done without a combined use of the air and ground
elements.
Numerous actors play in this global end-to-end concept, which can be seen as a
chain linking a pilot and a controller. Although most of these actors are
independent entities (e.g. Air Traffic Services organisations, communication
service providers or ATC) the proper interoperability of all of them is the key
factor for the right operation of the system.
3
Wherever mentioned, A320 refers to the A320 family.
- 18 -
Navigation Space
Communication
satellites (GNSS)
satellites (SATCOM)
Air
Ground-based Radio
(VHF & HF) Ground
SATCOM Transponder
Ground Network for
Data Communications
Differential
GNSS
Airline Information ATC

Host Service
Figure 1-1
CNS/ATM concept
1.3. COMMUNICATION
Operationally speaking, the biggest change provided by FANS is the way pilot and
controllers communicate. In addition to the classical VHF and HF voice, and to the
more recent satellite voice, digital CPDLC (Controller Pilot Data Link
Communications) expands the set the communication means between pilots and
controllers.
CPDLC is a powerful tool to sustain ATC communications in oceanic and remote

areas as a primary means, and became, by the end of 2006, a supplementary
communication means to overcome VHF congestion in some dense continental
airspaces (where voice VHF media remains the primary communication means).
On board, CPDLC messages are displayed to the crew on the dedicated DCDU
(Data Communication Display Unit) screens. They can also be printed.
Ground-ground communications are also part of the concept. They serve to link
and to co-ordinate in between different ATC service organisations (or services of
the same ATC) and AOC (Airline Operational Centre). AFTN, voice or AIDC (ATS
Interfacility Data Communications) ensure these communications.
Under commercial and financial pressures, the airlines have asked for FANS
benefits without waiting for complete availability of all the appropriate tools (such
- 19 -
1 – CNS/ATM concept Getting to grips with FANS – Part I – Issue III
as a better Aeronautical Telecommunications Network: the ATN). That is why

FANS A operations have already started using the existing communications
networks and protocols (ACARS / ARINC 622) which are of less performance than
the ATN, but were endorsed by the ICAO as a valuable step towards an early
introduction of ATM applications.
ATN has been implemented and successfully operated in Maastricht (The

Netherlands) FIR since April 2004. The deployment over Europe until 2011 is
scheduled within the European LINK 2000+ programme. ATN deployment over
USA from Miami (CPDLC Build 1A programme) has been suspended at the time of
writing the present document. The objectives of the LINK 2000+ programme are
to plan and co-ordinate the implementation of operational Air/Ground Data-Link
services for Air Traffic Management.
1.4. NAVIGATION
To fully benefit from the CNS/ATM concept, aircraft will need to attain a certain
level of navigation performance in terms of accuracy, availability, integrity and
service continuity. Required Navigation Performance (RNP) is a navigation
element, which is expected to affect currently existing airspace structures and
lead to a whole new concept in air navigation. Another modern navigation trend
involves the development of instrument procedures that are not based on
conventional radio Navaids. This type of navigation is called Area Navigation or
RNAV. It can be used En-route, in association with the RNP concept, but also for
terminal area navigation and instrument approach procedures.
Refer to the “Getting to grips with modern navigation” document for detailed
explanations.
1.5. SURVEILLANCE
Different types of surveillance may be found. Wherever radar coverage is
possible, SSR modes A and C are still used. Mode S is used in such areas where
traffic densities are high enough to warrant it.
• In oceanic and remote FANS over ACARS airspaces, procedurally

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

with classical SSR modes A and C, or SSR Mode S when available.
- 20 -
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.
- 21 -
Getting to grips with FANS – Part I – Issue III
INTENTIONALLY LEFT BLANK
- 22 -
Getting to grips with FANS – Part I – Issue III 2 – CNS/ATM implementation
2. CNS/ATM IMPLEMENTATION
2.1 Introduction 24
2.2 FANS 1/A standards for oceanic and remote areas 26
2.3 ATN Baseline 1 standards for continental areas 26
2.3.1 Eurocontrol Link 2000+ program 26
2.3.2 FAA CPDLC Build 1A program 27
2.4 Accommodation of standards 27
2.5 AIRBUS products 28
- 23 -
2 – CNS/ATM implementation Getting to grips with FANS – Part I – Issue III
2.1. INTRODUCTION
The standards for the first implementation of the ICAO CNS/ATM concept are
known as ICAO CNS/ATM Package 1. The first step is known as ATN Baseline 1,
which has been operational since the end of 2006. The objectives of this concept
are an airspace capacity increase coupled with an operational efficiency
enhancement. Naturally, the continued air traffic safety has to be maintained. To
these ends, the implementation of the ICAO CNS/ATM concept will affect the Air
Traffic Control procedures by improving voice communications and generalizing
data communications and satellite-based navigation.
This is for a worldwide network. Historically, data link has been operational in
oceanic and remote areas first with FANS 1/A 4 standards through the existing
ACARS network. FANS 1/A standards are highly inspired from ICAO concept but
does not comply the entire ICAO specifications. Indeed, FANS 1/A standards
utilise ACARS network that is less efficient than the new ATN. Therefore, in order
to offset ACARS weaknesses, a specific communication protocol called ARINC 622
has been implemented.
FANS operations started first in oceanic and remote areas as the FANS technology
based on satellites enabled to cope with the drawbacks of HF communications and
position reports. At that time, only the ACARS network was able to fulfil the FANS
requirements; ACARS weaknesses were accommodated thanks to ARINC 622
protocol. Feasibility studies on FANS operations over ATN are now completed. The
saturation of high-density airspaces led to the implementation of FANS technology
over ATN in these airspaces to augment their capacity. Therefore, FANS
operations over ACARS network are performed in oceanic and remote areas (FANS
1/A standards), and FANS operations over ATN in high-density continental areas
(ATN Baseline 1 standards). The following sections provide some details about
each type of standards.
The following figures identify the FIRs where data link is operated for ATC
purposes.
4
FANS 1 was developed by Boeing and FANS A by AIRBUS. The two systems have been harmonised
under FANS 1/A standards.
- 24 -
Figure 2-1
FIRs using FANS in the world as of April 2005
Figure 2-2
ATN area in Europe as in 2006 (left) and in 2011 (right)
After a phased implementation, the ATN area as in 2011 should cover the
European airspace (in green). Traffic forecasts are in red.
- 25 -
2.2. FANS 1/A STANDARDS FOR OCEANIC AND REMOTE AREAS

ensure communication, navigation and surveillance according to ICAO CNS/ATM
are well-adapted systems to ensure the three CNS functions with an accurate
At the beginning, the FANS 1/A was incomplete until the GPS became a certified
primary navigation mean. Indeed, only communication and surveillance functions
were granted via the CPDLC and ADS applications.
Notice that voice communications remain a back up to CPDLC in ACARS

oceanic/remote environments where data link communications have proven to be
of a good reliability.
2.3. ATN BASELINE 1 STANDARDS FOR CONTINENTAL AREAS

The ATN Baseline 1 standards have been developed to aim the same objectives
set by the ICAO CNS/ATM concept. However, because of environment
discrepancies (traffic density, procedures, etc), ATN Baseline 1 standards have
been settled in a slightly different way. Differences with FANS 1/A standards
mainly deal with data link protocols (communication and surveillance), whereas
airborne/ground architectures and applications are almost identical.
Since late 2004, initial trials have been conducted in high-density continental
airspaces for first FANS operations based on ATN. FANS operations are supposed
to alleviate congested voice channels in these airspaces. These trials have been
performed in Maastricht (The Netherlands) within the LINK 2000+ programme
and in Miami (USA) within the CPDLC Build 1A programme. By the beginning of
2007, first airlines are expected to fly routinely over Maastricht with ATN.

airspace capacity.

remain the primary means in ATN environments. For more details, please refer to
Chapter B5 of Part II – Getting to grips with FANS B.
2.3.1. EUROCONTROL LINK 2000+ PROGRAM

For a harmonized entry into services of both ATC centres and aircraft, a
progressive roadmap split into three phases has been drawn.
- 26 -
• Pioneer phase : The objective is to start ATN Baseline 1 operations with

150 aircraft over Maastricht ATC centre. The objective of 150 aircraft was
exceeded (more than 300 aircraft from 15 airlines, at the time of writing)
thanks to the financial participation of Eurocontrol to fit those aircraft.
• Incentive phase : The objective is to speed up the fitting of aircraft to
ATN Baseline 1 operations whereas ground deployment continues.
• Mandatory phase : Carriage of ATN Baseline 1 capable systems will be
mandatory in this phase. The objective is to get 75% of the traffic capable
of ATN Baseline 1 operations. Aircraft non-equipped with ATN Baseline 1
capable systems will not be excluded from LINK 2000+ airspaces. However,
data link capable aircraft will fully benefits from data link operations in
terms of delay, efficiency and air traffic service costs.
Productivity gains are expected to be :

• 84% reduction of radio communication workload,
• 14% capacity increase for ATC sectors,
• Reduction of ATS costs since extra sectors are deferred thanks to sector
capacity increase.
• Safety benefits in terms of reduction of communication errors, of flight crew
fatigue and of controller fatigue (e.g. 1/20th of communications is
addressed to a given flight).
Please refer to Chapter B7 of Part III for more details. Also refer to
http://www.eurocontrol.int/link2000/public/subsite_homepage/homepage.html.
2.3.2. FAA CPDLC BUILD 1A PROGRAM

area.
has been frozen.
2.4. ACCOMMODATION OF STANDARDS

In order not to loose investments made on systems compliant with FANS 1/A
standards while ATN is deploying, studies to adapt one standard (i.e. FANS 1/A or
ATN Baseline 1) to another are in progress. Such adaptations are called
accommodation.
The most probable scenario is a long haul aircraft, equipped with FANS 1/A
package, coming from a FANS 1/A airspace and entering an ATN airspace. The
accommodation will allow such an aircraft to continue data link operations until
the reversion to voice communications for the termination of the flight.
- 27 -
Definition of accommodation principles is in progress. Some details are provided

in 3.7 – Accommodation. However, until a complete definition of accommodation
principles, the accommodation of standards will not be detailed further in the
present document.
2.5. AIRBUS PRODUCTS

AIRBUS proposes on its aircraft :
• The FANS A package for operations based on ACARS network (FANS 1/A
standards) in oceanic and remote areas, and
• The FANS B package for operations based on ATN (ATN Baseline 1
standards) in high-density continental areas.
FANS A package refers to either FANS A system or FANS A+ system. FANS A

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

network in oceanic and FANS B over ATN in
remote areas on continental areas on
A320, A330/A340 A320 family* aircraft.
and A380aircraft.
Figure 2-3
AIRBUS FANS packages by environment
- 28 -
Please bear in mind…
Historically, data link has been operational in oceanic and remote areas first with
FANS 1/A standards through the existing ACARS network. FANS 1/A standards are
highly inspired from ICAO concept but does not comply the entire ICAO
specifications. Indeed, FANS 1/A standards utilise ACARS network that is less
efficient than the new ATN.
FANS 1/A standards for oceanic and remote areas

insure communication, navigation and surveillance according to ICAO CNS/ATM
are well-adapted systems to insure the three CNS functions with an accurate
Notice that in some areas where data link communications have reached a good
reliability, data link communication is considered as the primary mean of
communication and voice communication is used as back up.
ATN Baseline 1 standards for continental areas

ATN Baseline 1 standards have been settled in a slightly different way. Differences
with FANS 1/A standards mainly deal with data link protocols (communication and
surveillance), whereas airborne/ground architectures and applications are almost
identical.
airspace capacity.
remain the primary means in ATN environments.
Eurocontrol Link 2000+ programme

The deployment is stepped in three phases : Pioneer, Incentive, Mandatory.
- 29 -
Please bear in mind… (continued)
FAA CPDLC Build 1A programme

area.
has been frozen.
Accommodation of standards
ATN Baseline 1) to another (i.e. ATN Baseline 1 or FANS 1/A) are in progress.
Such adaptations are called accommodation.
Definition of accommodation principles is in progress. However, until a complete
definition of accommodation principles, the accommodation of standards will not
be detailed further in the present document.
AIRBUS products
• In oceanic and remote areas : FANS A package over ACARS network
(FANS 1/A standards) for A320, A330/A340 and A380 aircraft.
• In high density continental areas : FANS B package over ATN (ATN
Baseline 1 standards) for A320 aircraft.
- 30 -
Getting to grips with FANS – Part I – Issue III 3 – CNS/ATM component description
3. CNS/ATM COMPONENT DESCRIPTION
3.1 FANS A architecture 33

3.2 FANS B architecture 35
3.3 Data link media 35
3.3.1 Air/Ground data link 35
3.3.1.1 VHF data link 35
3.3.1.2 SATCOM 36
3.3.1.3 HF Data Link (HFDL) 36
3.3.2 Ground/Ground data link 37
3.3.2.1 The data link communication networks 37
3.3.2.2 The interoperability of the networks 38
3.3.2.3 Ground coordination 39
3.3.2.4 The Aeronautical Telecommunication Network (ATN) 40
3.4 FANS architecture summary 40
3.5 CNS/ATM applications and services
3.5.1 As per ACARS network – FANS A package 41
3.5.1.1 ATS Facilities Notification (AFN) 41
3.5.1.2 Controller Pilot Data Link Communication (CPDLC) 41
3.5.1.3 Automatic Dependent Surveillance (ADS) 41
3.5.2 As per ATN – FANS B package 42
3.5.2.1 Context Management (CM) application 45
3.5.2.2 Controller Pilot Data Link Communication (CPDLC) application 46
3.6 ACARS and ATN main discrepancies 46
3.6.1 Data Link operations 47
- 31 -
3 – CNS/ATM component description Getting to grips with FANS – Part I – Issue III
3.6.2 Application name equivalence 49

3.6.3 Technical acknowledgement: LACK/MAS 49
3.6.4 Time stamp 51
3.6.5 Timers 51
3.6.5.1 Technical response timer 51
3.6.5.2 Message latency timer 52
3.6.5.3 Operational timers 52
3.7 Accommodation 54
3.8 Which FANS on which aircraft for which environment? 55
3.8.1 I fly A320 aircraft with FANS A+ system 55
3.8.2 I fly A320 aircraft with FANS B system 55
3.8.3 I fly A330/A340 aircraft with FANS A system 55
3.8.4 I fly A330/A340 aircraft with FANS A+ system 55
3.8.5 I fly A380 aircraft with FANS A+ system 55
3.9 ATS 623 applications 56
3.10 ATC data link communication recording 57
3.11 Performance requirements 58
3.11.1 General 58
3.11.2 Required Communication Performance (RCP) 58
3.11.3 Required Navigation Performance (RNP) 59
3.11.4 Required Surveillance Performance (RSP) 59
- 32 -
3.1. FANS A ARCHITECTURE

Pending the new Aeronautical Telecommunication Network (ATN) full
deployment (for FANS B implementation), the current FANS A step uses
the ACARS network to exchange data between aircraft and ground systems.
This ACARS network can be accessed through satellite, HF or VHF media, and
various ground networks are inter-connected to provide the ATC/ATM services to
all FANS A equipped aircraft. These data communications are supported by the
aircraft's ATSU (Air Traffic Service Unit) for A320 and A330/A340 aircraft or by
ACR (Avionics Communication Router) for A380 aircraft, which manages all the
communications and automatically chooses the best available media (for example
VHF, SATCOM and HF, in that order).
The FANS A data link architecture on A330/A340 aircraft is given in Figure 3-1
(except the ATSU component, this architecture is fully applicable to the A380) It is
made of the following components:
• The airborne part, with the ATSU for A320 and A330/A340 aircraft, which
is a modular hosting platform that centralises all data communications (ATC
and AOC) and manages the dedicated Human Machine Interface (HMI). For
A380 aircraft, the airborne part is composed of the ATC applications for the
management of ATC data link functions, and of the Avionics Communication
Router (ACR) for the management of data communications.
• The air/ground data link (VDL modeA/2, SATCOM or HFDL) is used to
transmit AOC or ATC data to the ground.
• The ground/ground data link, which ensure the connection to the ground
part through either :
- Satellite Ground Earth Stations (GES) whenever VHF coverage is not
available
- VHF and HF Remote Ground Stations (RGS) if within the line of sight of
the aircraft
- Air-Ground processors, which route and handle the messages
- 33 -
Communication Global Positioning

satellites (SATCOM) Satellites (GPS)
ATSU
SATCOM VDL Mode A VDL Mode 2 HFDL

ground station ground station ground station ground station
ACARS networks
Airline Air
Operations Traffic
Control Control
Figure 3-1
FANS A architecture
Communication Global Positioning

satellites (SATCOM) Satellites (GPS)
AOC (optional)
ATSU
ATC
SATCOM
ground station
VDL Mode A VDL Mode 2 HFDL VDL Mode 2
ground station ground station ground station ground station
ACARS networks ATN networks
Airline Air
Operations Traffic
Control Control
Figure 3-2
FANS B architecture
- 34 -
3.2. FANS B ARCHITECTURE

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

components :
• The airborne part, with the ATSU, which is a modular hosting platform that
centralises all data communications (ATC and AOC) and manages the
dedicated Human Machine Interface (HMI).
• The air/ground data link :
- VDL modeA/2, SATCOM or HFDL are used to transmit AOC data to the
ground as per FANS A architecture. Please notice that SATCOM and
HFDL for AOC purposes are optional in ATSU architecture,
- Only VDL mode 2 is used to transmit ATC data to the ground for
communication purposes. SSR is still used for surveillance purposes as
long as FANS B is operated in high-density continental airspaces only.
• The ground/ground data link, which is the same as per FANS A
architecture. Nevertheless, two types of network have to be considered :
ACARS for AOC and ATN for ATC.
3.3. DATA LINK MEDIA

3.3.1. AIR/GROUND DATA LINK
3.3.1.1. VHF DATA LINK

3.3.1.1.1. VLD mode A
Data Link transmission over ACARS (so-called VDL mode A) has been used for
years for AOC data purpose and for FANS A.
3.3.1.1.2. VDL mode 2

The VDL mode 2 (VHF Data Link mode 2) provides improved air-ground VHF
digital communication link compared to VDL mode A. VDL mode 2 is the main
media used in ATN Baseline 1 environments (FANS B).
Before its implementation in ATN environments, the VDL-2 standard happened to

be a good interim solution in ACARS environments (FANS A). As the data link
traffic over ACARS network continues to increase and congestion of the current
ground networks is expected soon, the VDL-2 was the only way to improve the
current performance of data link applications, and to increase the capacity of the
ACARS network (which implies a reduction of communication charges by service
providers).
- 35 -
This solution is known as the VDL-2/AOA (AOA: ACARS over AVLC: Aviation VHF
Link Control). It is intended to cover the gap between the current ACARS system
and the ATN capabilities.
Compared to the ATSU data link capabilities through the ACARS networks with
VDL mode A, the VDL-2 increases the rate of data transmission from 2.4Kbits per
second to 31.5Kbits per second.
3.3.1.1.3. VDL mode 2 description

VDL-2 is a communication protocol between the aircraft and VHF ground stations
of the networks of service providers. Obviously, both the aircraft and the recipient
(VHF station) must be equipped. With VDL-2, the messages are transmitted into
packets of bits rather than in blocks of characters. This provides a gain in
transmission efficiency.
3.3.1.2. SATCOM
Until SATCOM, radio-communications suffered from VHF line-of-sight limitations
along with the unreliability and variable quality of HF. Satellite links overcome
these weaknesses, being unaffected by distance or ionospheric conditions.
SATCOM are thus playing a major role in the implementation of ICAO’s CNS/ATM
concept for Air Traffic Control in the 21st century, supporting both ADS and
CPDLC applications over the oceanic and remote areas.
Whatever the applications (passenger services, airline operational communications

or air traffic communications), the voice/data are transmitted via satellite, from
the aircraft to the Ground Earth Stations (GES) and then switched through
international telecommunications networks (ARINC, SITA, …) to anywhere in the
world (airline hosts, ATC centres,…).
In 2006, only Inmarsat constellation is able to provide communication services

(voice or data) to the whole globe, except to the extreme polar regions (above
80°N and below 80°S) with a bit rate up to 64kbps for Swift64 services.
Note 1 : INMARSAT is expected to increase its number of spot beams from 5 to

19 with INMARSAT 4 constellation. At the time of writing the document, only the
INMARSAT 4 AOR-W is fully operational. Refer to Appendix C of Part II.
Note 2 : MTSAT 1R satellite launched in February 2005 is fully operational since
early 2006. MTSAT 2 satellite launched early 2006 is expected to be operational in
the first half of 2007.
Note 3 : Yamagushi (Japan) GES is no more operational since 31st of March,
2006.
3.3.1.3. HF DATA LINK (HFDL)

HF Data Link (HFDL) was certified for an AOC purpose in April 2002. HFDL was
certified as a supplementary (not primary) means for an ATC purpose with the
FANS A+ package in July 2004 for A330/A340 aircraft and April 2005 for A320
aircraft.
- 36 -
"Supplementary" means that the certification process authorises the use of HFDL
provided that VDL and SATCOM are installed. During the certification process, the
demonstration of data link performances including HFDL (measurement of
message transit time between end users) was not performed for environments
such as polar areas. Nevertheless, in an inbound flight from the North Pole to
Edmonton for instance, the use of HFDL for data link operations is possible. In
such a case, the operator should notice that HFDL performances, even better than
HF voice ones, are not as good as VDL or SATCOM data link ones. Thus, messages
transmitted by HFDL may take much more time to reach the addressee than via
VDL or SATCOM. Some messages may even be lost.
If the airline elects to use HFDL outside SATCOM coverage, the airline
operates outside the approved certification framework of FANS A+. The
airline shall submit its choice to its approval authority.
HFDL allows data transmission at a rate of 1.8 Kbits per second. Today, ARINC is
the only DSP providing HFDL. The proposed coverage is worldwide (Refer to
Appendix C of Part II).
3.3.2. GROUND/GROUND DATA LINK
3.3.2.1. THE DATA LINK COMMUNICATION NETWORKS

Several communications service providers, in addition to the AOC messages,
ensure today the routing of ATC messages between the aircraft and the ATC
centre. These are growing steadily, thus raising some issues for future
interoperability. Among the main ones the following may be listed :
• INMARSAT : covers the space segment through its satellite constellation,
which is accessed by numerous GES operators (most of them being sub-
contracted).
• MTSAT : operational since the beginning of 2006, it provides
communication services over Asia.
• ARINC : through its so-called ADNS network, ensures the SATCOM, VHF
and HFDL (High Frequency Data Link) air-ground processing through
numerous GESs and RGSs.
• SITA : through its so-called AIRCOM system, ensures the SATCOM and VHF
air-ground processing through numerous GESs and RGSs.
• AVICOM : this Japanese provider ensures a VHF air-ground processing
within Japan
• DATACOM : this Brazilian provider ensures a VHF air-ground processing
within Brazil region.
Both ARINC and SITA networks operate with national service providers and are
currently interconnected to provide a global interoperability of ATS data link
applications. This means for instance, that an aircraft using a VHF data link under
a SITA agreement can nevertheless operate in a FANS ATC area using an ARINC
contract (refer to 3.3.2.2 – The interoperability of the networks).
- 37 -
Given in Appendix D of Part II is general information relative to some of these

service providers.
3.3.2.2. THE INTEROPERABILITY OF THE NETWORKS

• ACARS network
The interoperability between the Data Service Processors of the two main
communications service providers (ARINC and SITA) is a key element in the
overall performance of the system, and ensures that each relevant ATC centre has
access to all FANS aircraft within its region.
Whenever there is a switching for instance from VHF to SATCOM (or vice versa,
ACARS environments only), the ATSU sends a Medium Advisory (MA) message to
the DSP indicating the status of the communications with each medium. Such an
automatic function is needed to fulfil the logic that determines the routing of any
uplink message. It is transparent to both the pilot and the controller and ensures
that uplink messages can be sent to the aircraft irrespective of the medium or
communications service providers used.
ARINC Network SITA Network
Network
Interoperability
ATC ground AIDC ATC ground

router router
ATC 1 ATC 2
ARINC communication domain SITA communication domain
Figure 3-3
ACARS network interoperability
- 38 -
• ATN network
The same kind of feature is provided for ATN in order to ensure a seamless data
link connection with the ground. However, in the LINK 2000+ airspaces, VDL
mode 2 is the unique medium used for ATC data link purposes. ARINC and SITA
are the main DSPs.
At the time of writing the document, UAC Maastricht is the single ATC centre
providing data link ATS services. UAC Maastricht contracted ARINC to provide VLD
mode 2 links with aircraft. Aircraft of airlines, which contracted SITA as their DSP,
will be available to connect to UAC Maastricht thanks to the inter-connection
between ARINC and SITA. The following figure illustrates a possible extension
model of the network.
ARINC Network SITA Network
Network
Interoperability
ATC ground OLDI ATC ground

router router
UAC Maastricht Other ATC

ARINC communication domain SITA communication domain
Figure 3-4
ATN network interoperability
3.3.2.3. GROUND COORDINATION

he ATS Inter-facility Data Communications (AIDC) defines the data link between
ATC centres. This link is used for notification, co-ordination and phases for
transfer of control. AIDC functions will be progressively introduced, as ATC
centres along routes and air spaces are equipped with CNS/ATM systems. For the
- 39 -
same purposes, LINK 2000+ areas implement a variant of AIDC called the On-
Line Data Interchange (OLDI). This is not an aircraft issue.
3.3.2.4. THE AERONAUTICAL TELECOMMUNICATION NETWORK (ATN)

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

The table below summarizes the previous paragraphs and provides a comparison
between FANS A and FANS B packages.
System FANS A* FANS B
Application ATC AOC ATC AOC
Environment Oceanic and Remote High-density Continental
Network ACARS ACARS ATN ACARS
VDL-A VDL-A VDL-A

VDL-2
VDL-2/AOA** VLD-2/AOA VLD-2/AOA
Data Link
Media SATCOM SATCOM N/A SATCOM
HFDL*** HFDL N/A HFDL

* FANS A or FANS A+.
** FANS A+ only
*** FANS A+ only. Certified as a supplementary means.
- 40 -
3.5. CNS/ATM APPLICATIONS AND SERVICES

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

In FANS 1/A environment, three main applications compose the data link as
described in ICAO CNS/ATM concept. These three applications are detailed
hereinafter :
• The ATS Facility Notification (AFN) application to log the aircraft on the
ACARS network,
• The Controller Pilot Data Link Communication (CPDLC) application
that allows data communication between ATC and flight crew,
• The Automatic Dependent Surveillance / Contract (ADS-C, refer to
3.5.1.3 – Automatic Dependent Surveillance (ADS) for more details)
application that allows tracking aircraft out of the SSR coverage.
3.5.1.1. ATS FACILITIES NOTIFICATION (AFN)

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

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
- 41 -
part of the world), and became very convenient to alleviate congested VHF of
some dense continental airspaces when utilised for routine dialogue (e.g.
frequency transfer).
CPDLC allows flight crew and controllers to communicate via data link thanks to
written messages composed of one or several elements chosen in a set of
internationally agreed preformatted elements. Those elements are in line with the
existing ICAO voice phraseology and can be used for clearances, requests,
reports, negotiations and other kinds of dialog with ATC (e.g. emergency
messages, ATC transfer, frequency changes...).
Appendix A of Part II lists all the messages (around 180) that are supported by
FANS A and FANS A+ airborne and ground systems.
Advantages and drawbacks of CPDLC, compared to voice communications, have

been discussed at length for some years. Among the main ones, CPDLC is a
remedy to shortcomings of the existing systems:
• Significant reduction of the transmission time
• Suppression of the errors or misunderstandings pertaining to poor voice
quality, fading, language
• Suppression of mistakenly actions on ATC messages intended for another
flight
• Suppression of the tiring listening watch of the radio traffic
• Possibility for an immediate access to previously recorded messages
• Automatic loading within the FMS of route or F-PLN clearances, thus
avoiding transcription errors, long and fastidious manual keystrokes.
The following points however must be well understood and will have to be
underlined in training:
• Handling of CPDLC messages requires time:
- Reading and interpreting a written clearance was found to be less
immediate than hearing the same one
- Preparing and sending a request through the combination of the MCDU
and DCDU is longer than directly using the microphone.
• The party line is lost (the pilot can no longer listen to the surrounding
transmissions).
3.5.1.3. AUTOMATIC DEPENDENT SURVEILLANCE (ADS)

ADS is the tool namely used to support the surveillance function within the
CNS/ATM concept. ADS stands for Automatic Dependent Surveillance :
Automatic : it is fully transparent to the flight crew (no pilot action required,
except AFN procedure for ADS-C).
Dependent : it uses accurate position and velocity data from navigation systems
(e.g. GNSS).
Surveillance : it provides aircraft position, altitude, velocity and other data.
Two kinds of ADS exist : ADS-Contract (ADS-C) and ADS-Broadcast (ADS-

B). These two kinds of ADS are quite different, as they do not rely on the
same system.
- 42 -
The present document only deals with ADS-Contract as part of data link
applications. A new brochure dedicated to surveillance aspects of the CNS/ATM
concept will be released soon. More details on ADS-Broadcast will be provided in
this brochure. The goal of this section is to help the reader in differentiating ADS-
Contract and ADS-Broadcast.
ADS-Contract is quite similar to CPDLC as it requires the establishment of a

connection between the aircraft and the ATC centre. As per CPDLC, a notification
should have been performed prior ADS-C operations. Through this data link, the
ADS-C application hosted by ATSU 5 (respectively ATC applications) reports
data requested in a contract established between the airborne system and the
ATC ground system. ADS-C is an end-to-end application. ADS-C benefits from the
data link range (i.e. almost worldwide).
The reader may found the term Centralized ADS (CADS). It is a service
provided by ARINC or SITA for ATS providers or airlines that wish to benefit from
ADS-C application without investing in ADS-C equipment. ADS-C connections are
ensured via a CADS server. This server translates any received ADS-C reports in
standard text format and relays them to ATS centres via AFTN. ADS-C reports can
also be forwarded to airline servers via a specific ARINC service.
ADS-Broadcast is an application of the transponder Mode S. As such, this

application is hosted by the transponder. Whereas ADS-C reports on request (via
a contract), ADS-B reports data by broadcasting. It means that only a Mode S
receiver is needed to collect broadcasted data. It does not require any data link.
Since ADS-B uses the transponder aerial, the range is limited to about 120 NM.
Any unit equipped (e.g. ATC centre, aircraft) with an ADS-B receiver is capable to
pick up broadcasted data.
Considering the range of ADS-C and ADS-B, they are expected to complement
each other for a complete coverage during a transoceanic flight for instance.
When the aircraft is out of VHF coverage, ADS-C makes the link between the
aircraft and the ATC centre. When in VHF coverage, ADS-B makes the link with
any ATC centres or aircraft in the vicinity, equipped with an ADS-B receiver.
Except when explicitly specified, ADS stands for ADS-Contract for the rest
of the document.
3.5.1.3.1. Automatic Dependent Surveillance – Contract (ADS-C)

Through the ADS application, the ATSU automatically sends aircraft surveillance
data to the connected ATC centres and/or to the airline host. FANS A equipped
aircraft can have up to five ADS connections. One of the five connections is
reserved for use of the AOC. The aircraft has the capability to report to four
different ATC simultaneously using ADS.
5
ADS-C is part of AIRBUS FANS A and FANS A+ packages on A320/A330/A340/A380 aircraft.
- 43 -
This is done automatically and remains transparent to the crew. These are air-
ground downlink messages.
Different types of ADS "contracts" exist:

• Periodic : the data are sent at periodic time intervals
• On demand : the data are sent only when asked for
• On event : the data are sent whenever a specified event occurs (e.g.
altitude or heading change, vertical rate change, waypoint change)
In the FANS A system, the ADS is based on these contracts, which are set by the
ATC centres to satisfy their operational needs for surveillance, as dictated by
circumstances (e.g. traffic density). The crew cannot modify these contracts, but
the controller can. And so can he specify the parameters of the contract. Optional
data groups may thus be added in the contract request. Obviously, at any ATC
centre, only one contract may exist at any time, and whenever the controller
makes a modification, a new contract is set, which cancels the previous one.
Another type of contract may be found: the emergency mode. When the crew
activates this mode, an emergency report is sent to any ATC centre which has an
ADS contract with the aircraft. The emergency report is sent at the same rate of
the current active periodic contract if any, otherwise it is sent every 64 seconds.
Appendix B of Part II lists the various elements and groups of data of the ADS-C
reports, and provides some details on the different contracts.
Based on these contracts, directly addressed between an ATC centre and a given
aircraft, ADS is then usually called ADS-C (where C stands for Contract), or ADS-A
(where A stands for Addressed). Both these designations are equivalent.
3.5.1.3.2. Automatic Dependent Surveillance – Broadcast (ADS-B)

ADS-B is an application in which aircraft avionics automatically broadcast aircraft
position, altitude, velocity and other data every 500 ms (or so) via the Mode S
Extended Squitter (1090 MHz). ATC and surrounding aircraft equipped with Mode
S aerial can collect these data to show the aircraft’s position and altitude on their
screen without the need for radar.
ADS-B enables pilots and air traffic controllers to get a more precise image of the
traffic thanks to enriched data compared to SSR data. Once the broadcasted data
are collected, they are displayed in the cockpit on the Cockpit Display of Traffic
Information (CDTI). On AIRBUS aircraft, CDTI information is displayed on ND.
Unlike SSR, ADS-B works also at low altitudes and on ground. In addition, any
vehicle equipped with a Mode S emitter can be “seen” by any vehicle equipped
with a Mode S receiver, provided the emitter is in the range of the receiver.
For safety reasons, ADS-B can be used on ground only if the Airport Navigation
application is available on board. Indeed, the position and the heading of a
surrounding aircraft are rightly interpreted only if they are related to the map of
the airport (e.g. runways, taxiways).
- 44 -
Some countries started to implement ADS-B :

• Australia : operational implementation expected by the end 2007,
• Europe : trials by the end 2007,
• Reunion (France – Indian Ocean) : trials until end 2007, operational
expected in 2008,
• USA : in-service decision in 2010,
• China, India, Singapore study the opportunity to implement ADS-B.
At the time of writing the document, CDTI information on ND will be available in

2009.
Figure 3-5
CDTI information displayed on ND
3.5.2. AS PER ATN – FANS B PACKAGE

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

• Context Management (CM) application that ensures the Data Link Initiation
Capability (DLIC) service.
• Controller Pilot Data Link Communication (CPDLC) application that ensures
the following services :
- ATC Clearance (ACL) service,
- ATC Communication Management (ACM) service,
- ATC Microphone Check (AMC) service.
- 45 -
3.5.2.1. CONTEXT MANAGEMENT (CM) APPLICATION

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

The DLIC service is executed prior to the first use of any other data link
application. It provides the ground with the necessary information to make data
link communications possible between the controller and the aircraft :
- Aircraft 24 bits address,
- Aircraft flight identification,
- Departure/destination airport,
- Facility designation,
- As well as information about available air applications.
The DLIC Service consists of:

• The Logon function, which is a means of exchanging application
information between an aircraft and a given ground ATC centre. It also
provides flight data (flight number, FROM/TO airports, aircraft position) to
that ground ATC centre. This function could be either triggered manually or
automatically;
• The Contact function, which provides a method for a ground ATC centre
to request the aircraft system to initiate the logon function with another
ground ATC centre, indicated in the contact request. This function is used to
transfer the aircraft from one ATC centre to another and it is transparent
for the pilot. It is managed by the ground system.
3.5.2.2. CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

APPLICATION
The CPDLC application provides direct pilot/controller communication using data
link in complement of voice between an aircraft and the controlling ATC centre
with the objective of reducing flight crew and controller workload and diminishing
clearance delivery delays.
The CPDLC application provides a set of data link message elements

corresponding to existing ICAO phraseology used by current ATC procedures as
defined in ATN Baseline 1 standards (Refer to Appendix A of Part III).
Functions provided by CPDLC application are:

• Exchange of Controller-Pilot clearance via ATC Clearance (ACL) service,
• Transfer of communications via ATC Communication Management
(ACM) service, and,
• ATC Microphone Check (AMC) service.
- 46 -
3.5.2.2.1. ATC Clearance (ACL) service

ACL is an Air Traffic Service supported by CPDLC, which is used to :
- Request clearances,
- Issue clearances,
- Expect clearances,
- Issue requests for the current or future status of the flight, and
- Provide flight status notifications.
An uplink “free text” capability is also provided to uplink information not

conforming to defined formats and to append information explaining error
reasons. No downlink “free text” message is provided to pilot. Free text downlink
capability is only provided for airborne system to append information explaining
preformatted error reasons.
3.5.2.2.2. ATC Communication Management (ACM) service

Through this function, transfer from one ATC centre to another is performed. The
current authority managing the aircraft with data link communications (also called
Current Data Authority, CDA) can assign another ATC centre as the Next Data
Authority (NDA) and/or instruct a frequency change with a CPDLC message. The
NDA can initiate a CPDLC connection with that aircraft and then becomes the
current authority.
ACM service may be used:

- To initially establish CPDLC with an ATC centre,
- To terminate CPDLC with an ATC centre,
- To transfer voice communications and CPDLC from the CDA to the
NDA, and,
- To issue a change of frequency (also known as Voice Contact
Instruction, VCI).
3.5.2.2.3. ATC Microphone Check (AMC) service

It is an Air Traffic Service, which provides controllers with the capability to uplink
an instruction for aircraft to check that they are not blocking a voice channel. No
acknowledgement of the instruction from the flight crew is required.
3.6. ACARS AND ATN MAIN DISCREPANCIES

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

exclusively FANS A or FANS B.
- 47 -
These discrepancies are the following :

• CPDLC is the primary means of communication in ACARS
• FANS A and FANS B are derived from the same CNS/ATM concept.
applications.
• Technical acknowledgement : Acknowledgements in FANS 1/A
environments and ATN environments do not have the same meanings,
• Timestamp : Messages in FANS 1/A environments and ATN environments
are not dated in the same way,
• Timers : High-density continental airspaces impose to receive and reply
replying messages.
3.6.1. DATA LINK OPERATIONS

It has to be noticed that the carriage of data link systems is not mandatory in
ACARS environments (i.e. FANS 1/A). However, when an aircraft equipped with
data link systems is flying a FANS 1/A airspace where CPDLC is serviceable,
CPDLC should be used as a primary means unless otherwise specified by local
rules. Voice will then be used as a back up means.
In ATN environments, the carriage of ATN Baseline 1 capable systems will be

mandatory in the Mandatory phase of the Link 2000+ programme. Nevertheless,
CPDLC will be considered as a supplementary means for the time being. Voice will
remain the primary means of communication.
ACARS environments ATN environments

FANS A FANS B
Carriage of data link Not mandatory for the Mandatory in

systems time being Mandatory phase
Primary if aircraft
CPDLC Supplementary
equipped
Voice Back up Primary
- 48 -
3.6.2. APPLICATION NAME EQUIVALENCE

The following table provides the equivalence between FANS A and FANS B
applications as detailed in 3.5 – CNS/ATM applications and services.
FANS A applications for FANS B applications for high

oceanic and remote areas density continental areas
AFN CM
CPDLC CPDLC
ADS-C No equivalence
3.6.3. TECHNICAL ACKNOWLEDGEMENT: LACK/MAS

To ensure a successful message delivery, technical acknowledgement is
performed by the receiving system. For ATN Baseline 1 environments, this
acknowledgement is called Logical Acknowledgement (LACK), and Message
Assurance (MAS) for FANS 1/A environments.
These constitute a major difference between ATN Baseline 1 and FANS 1/A.
Indeed, these acknowledgements do not address to the same recipient. Besides,
the MAS function is required whereas LACK function is not. European airspaces
implement the LACK function whereas US airspaces seem not (since the FAA
CPDLC Build 1A programme is frozen at the time of writing the present document,
the final implementation is not known).
In FANS 1/A environment, the MAS is the notification by the Data link Service
Provider (DSP) to the ATC centre that the uplink message has been acknowledged
or not by the airborne system. The MAS function is provided for uplink messages
only. Refer to Figure 3-6.
As a consequence, on FANS A interface, when a message is downlinked, a SENT

label is displayed once the technical acknowledgement is received from the ACARS
network. It means that the message is actually sent but not necessarily displayed
on the air traffic controller HMI. Refer to Appendix G or H of Part II for more
details.
In ATN Baseline 1 environment, the LACK notifies the successful delivery of a

message on recipient’s HMI in both directions (uplink and downlink). Refer to
Figure 3-7. A termination timer may be coupled to the LACK function. Then, if the
termination timer timed out while no LACK is received, the data link dialogue may
be terminated (see following section).
Thanks to the LACK, on FANS B interface, the RECEIVD 6 BY ATC indication is

displayed once the technical acknowledgement from the recipient’s HMI is
received. Please refer to the Appendix E of Part III for more details.
6
One ‘E’ is omitted due to space restrictions imposed by the interface.
- 49 -
ATSU
ATC HMI
Uplink message
ACK
MAS
Downlink message
ACK
ACARS Network
Airborne
ATC centre
HMI
Figure 3-6
Technical acknowledgement in ACARS environment
ATSU
ATC HMI
Uplink message
LACK
Downlink message
LACK
ATN network
Airborne
ATC centre
HMI
Figure 3-7
Technical acknowledgement in ATN environment
- 50 -
3.6.4. TIME STAMP

The time stamp is defined as the time when the message is sent.
At the time when FANS A and FANS A+ systems were certified on A330/A340
aircraft, FANS 1/A standards did not require ATC centres to provide the time
stamp in message header. Actually, a very few ATC centres do not provide the
time stamp.
Consequently, for FANS A and FANS A+ on A330/A340 aircraft, uplink messages

are referenced according to the time of receipt on board.
However, it has been observed that more and more ATC centres are equipped
with systems able to provide the time stamp, and do provide the time stamp in
uplink messages.
Therefore, a HMI enhancement has been introduced in FANS A+ to be certified on

A380 aircraft. The default time information refers to the time stamp if uplink
messages are time-stamped; if not, the receipt time is displayed in another way.
Refer to Chapter A6 of Part II for more details.
For ATN Baseline 1 ATC centres, time stamp is mandatory. Consequently, FANS B
interface on A320 aircraft displays permanently the time stamp for uplink
messages.
3.6.5. TIMERS
In ATN environment, to avoid any everlasting data link dialogue, timers are
implemented. That is why time stamps are required in such environment.
This section is then specific to ATN environments.
Three types of timers are implemented :

• Technical response timer,
• Message latency timer, and
• Operational timers.
3.6.5.1. TECHNICAL RESPONSE TIMER

Each time a message is sent, the recipient returns a LACK to the sender. The
LACK notifies that the message has been well displayed on the recipient’s
interface. Refer to 3.6.3 – Technical acknowledgement: LACK/MAS.
Once a message is sent, a technical response timer is triggered. For airborne

systems, the timer value is set at 20 seconds 7. If the LACK is received whereas
the technical response timer timed out, the LACK is discarded.
7
This value is valid for the LINK 2000+ Pioneer phase. For post Pioneer phase, this value may change.
Hence, the timer will be accordingly updated in a subsequent FANS B package.
- 51 -
Besides, the operational response referencing the message that has been sent is
also discarded. It means that if the flight crew sends a message to the ATC and if
the LACK is not received within 20 seconds, the ATC response, if any, to the
message will not be displayed to the flight crew.
3.6.5.2. MESSAGE LATENCY TIMER

The message latency timer measures the difference between the timestamp and
the time of receipt. If the message is received after the message latency timer
expires, the message becomes invalid. The content of the message may have lost
its relevancy and the flight crew may not have enough time to answer the
message considering the Operational timer – Sender (refer to 3.6.5.3 –
Operational timers).
As per ATN Baseline 1 standards, the value of the message latency timer should
vary according to various connection conditions. Under certain circumstances, the
timer value should be 21.6 seconds.
All stakeholders of the LINK2000+ programme including Eurocontrol identified and

agreed with the irrelevancy of the variable timer principle set by the ATN Baseline
1 standards. Consequently, in the framework of the update of ATN Baseline 1
standards, some studies led to an optimal value of 40 seconds. However, the
FANS B certification had been achieved before the update becomes available
(expected for mid 2007). Concurrently, the Pioneer phase commenced before the
optimal value has been defined.
On one hand, the LINK 2000+ programme elected to a fixed value of 21.6
seconds for its Pioneer phase. On the other hand, AIRBUS elected to a fixed value
of 60 seconds for the FANS B package. This FANS B deviation is known and
accepted by Certification authorities. The AIRBUS policy was to avoid too many
messages to be rejected due to a too much restrictive timer.
In FANS B package, if the receipt time of a message reveals a difference with its
timestamp greater than the message latency timer, the message is discarded (i.e.
not displayed on DCDU).
3.6.5.3. OPERATIONAL TIMERS

Operational timers are needed as to avoid any everlasting data link dialogue.
Therefore, the dialogue is closed :
• If an operational response is received within the timer delay, or
• If the timer has timed out.
As a data link dialogue involves two end users, two operational timers are
defined:
• Operational timer – Sender,
• Operational timer – Responder.
- 52 -
According to whether the air traffic controller or the flight crew sends the
message, operational timer values vary.
3.6.5.3.1. Operational timer values for dialogue initiated by the flight

crew
The following figure depicts the values of operational timers when the flight crew
sends a message to the ground. It means that the flight crew should expect the
ATC response within 270 seconds, and that the ATC has 250 seconds after
receiving the message to send his response.
If STAND BY is answered, all the operational timers (Sender and Responder) are
reset.
Message
TLACK = 20 s
LACK
TSENDER = 270 s TRESP = 250 s
Response
TLACK = 20 s
LACK
Figure 3-8
Operational timer values – Dialogue initiated by the flight crew
3.6.5.3.2. Operational timer values for dialogue initiated by the ATC

The following figure depicts the values of operational timers when the ATC sends
a message to the aircraft. It means that the ATC should expect the flight crew
response within 120 seconds, and that the flight crew has 100 seconds after
receiving the message to send his response.
If STAND BY is answered, then all operational timers (Sender and Responder) are
reset. The STAND BY function can be triggered only once.
- 53 -
Message
TLACK = 20 s
LACK
TRESP = 100 s TSENDER = 120 s
Response
TLACK = 20 s
LACK
Figure 3-9
Operational timer values – Dialogue initiated by the ATC
Notice that 100 seconds are quite a short period of time to read the
message, to interpret it, to check the aircraft parameters and to prepare
the response, especially if a voice read-back has to be performed.
The ATN Baseline 1 standards define a 100-second timer assuming that no

voice read-back is required.
Any uplink message once received should be answered ASAP.
3.7. ACCOMMODATION
ATN Baseline 1) to another (i.e. ATN Baseline 1 or FANS 1/A) are in progress.
Such adaptations are called accommodation.
The benefit of accommodation is the seamless operation of a data link equipped

aircraft whatever the flown environment (ACARS or ATN), and then to keep the
benefits from FANS operations.
- 54 -
The modifications required for either airborne or ground systems to accommodate

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

3.8.1. I FLY A320 AIRCRAFT WITH FANS A+ SYSTEM
I can use data link over ACARS environment. If ATC in ATN
environment accommodates FANS A+ aircraft, I can use data link in
a restricted manner (i.e. strategic instructions).
3.8.2. I FLY A320 AIRCRAFT WITH FANS B SYSTEM

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

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

3.8.5. I FLY A380 AIRCRAFT WITH FANS A+ SYSTEM

- 55 -
… on which aircraft …
A320 A330/A340 A380

Which FANS …
environment?
… for which
FANS A+ * Oceanic and remote
remote remote
FANS B Continental
Note 1 : Combination of FANS A and FANS B packages on the same aircraft is not
available.
Note 2 : FANS A was the first package proposed in oceanic and remote areas
since July 2000. Since the FANS A+ package was certified in April 2004, the
FANS A package is not proposed anymore on brand new AIRBUS aircraft.
3.9. ATS 623 APPLICATIONS

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

• D-ATIS (Digital – Automatic Terminal Information Service),
• Oceanic Clearance (OCL),
• Departure Clearance (DCL).
Through these applications, oceanic and departure clearances and ATIS report,
which are usually received via voice channel (either from ATC or broadcasted),
are received in a text format.
These applications will enhanced the existing customised AOC applications as

transaction messages will no more go through the airline host but directly from
the ATC to the aircraft (via DSP).
Note : In the framework of data link ATC communications (outside of AOC

communications), the ATS 623 applications are optional on A320/A330/A340
aircraft in the FANS A+ package, whereas they are basic on A380 aircraft.
- 56 -
3.10. ATC DATA LINK COMMUNICATION RECORDING

The ICAO Annex 6 requires for ATC data link communication recoding the
following :
6.3.1.5 All aeroplanes for which the individual certificate of airworthiness is

first issued after 1 January 2005, which utilize data link communications
and are required to carry a CVR, shall record on a flight recorder, all data
link communications to and from the aeroplane. The minimum recording
duration shall be equal to the duration of the CVR, and shall be correlated
to the recorded cockpit audio.
6.3.1.5.1 From 1 January 2007, all aeroplanes which utilize data link
communications and are required to carry a CVR shall record on a flight
recorder, all data link communications to and from the aeroplane. The
minimum recording duration shall be equal to the duration of the CVR, and
shall be correlated to the recorded cockpit audio.
6.3.1.5.2 Sufficient information to derive the content of the data link

communications message and, whenever practical, the time the message
was displayed to or generated by the crew shall be recorded.
Note.— Data link communications include, but are not limited to, automatic
dependent surveillance (ADS), controller-pilot data link communications
(CPDLC), data linkflight information services (D-FIS) and aeronautical
operational control (AOC) messages.
A Notice for Proposed Amendment (NPA-OPS 48) is in progress to align the

European JAR-OPS 1 with ICAO Annex 6 regarding ATC data link communication
recording. However, the date of 1 January 2005 as required by ICAO cannot be
matched regarding the requirements for new aeroplanes in JAR-OPS 1, as the
date is already passed.
As to comply with the constraints imposed by the JAA rulemaking process and by
the industry, the European JAA proposed :
• To delay the introduction of the data link requirements for new aeroplanes
to at least 1 January 2008.
• To delay the introduction of the data link requirements for aeroplanes first
type certificated before 1 January 2008 and first issued with an individual
certificate of airworthiness on or after 1 January 2010, to at least 1 January
2010.
The goal is to postpone the applicability dates for the forward fit and to evaluate
later the retrofit impact considering the high costs implied by retrofits.
Therefore, the NPA-OPS 48 is split into two parts : NPA-OPS 48A (release date :
01 June 06) for forward fit and Advance-NPA-OPS 48B for retrofit. The
harmonisation of the NAP-OPS 48A with the FAA NPRM on FDR requirements is in
progress.
- 57 -
Please refer to http://www.jaa.nl/publications/closed_npa_archive.html for more

details.
If any changes occur, this paragraph will be updated accordingly.
If your airline is not submitted to European regulations, please refer to your local
authority.
3.11. PERFORMANCE REQUIREMENTS

3.11.1. GENERAL
The requirements for operation in a specified airspace may be defined in terms of
each of the three "C", "N" and "S" aspects.
As such, the three concepts of Required Navigation Performance (RNP), Required

are all parts of a general CNS/ATM performance concept and are complementary.
They all address the functionality and performance of the system for their relevant
aspect and may be defined in terms of availability, accuracy and integrity. Each of
these three performance requirements is independent of the technologies used to
ensure either of the three Navigation, Communications or Surveillance functions.
3.11.2. REQUIRED COMMUNICATION PERFORMANCE (RCP)

The RCP concept defines the end-to-end communications performance, which is
required to operate in a specified airspace or under specified procedures of
operation. It is determined by the relevant authorities for the considered area,
taking account of various parameters such as targets level of safety, separation
assurance criteria or functional hazard analysis. Human factors considerations are
also taken into account to reflect the human performance to complete an
exchange of communication by initiating a reply. The RCP is independent of the
technology used and is applicable to both voice and data communications.
It is now commonly agreed upon that the prime parameter in assessing the
technical performance of the communications, is the delay experienced by the
exchange of data between the end users (e.g. pilot / controller).
According to the latest work of the RTCA/EUROCAE groups, the following terms
have been defined to characterise the RCP statement:
• Delay : is a measure of the time required for an information element to
transit between two identifiable points.
• Integrity : is expressed as the probability of an undetected system-
induced failure of message transmission (i.e. undetected message error,
wrong address, lost message transmission).
• Availability : is the ratio of actual operating time to specified operating
time.
- 58 -
When such a concept is endorsed by the relevant airworthiness authorities and is

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

FANS routes or air spaces are associated with a given RNP (Required Navigation
Performance) value. This RNP is a statement on the navigation performance
accuracy necessary for operation in this air space. The ATC centres define the RNP
criteria to be fulfilled prior to the utilisation of their FANS routes. RNP 10 is the
current requirement for oceanic FANS air spaces, however specific areas (e.g.
Tasman sea) require RNP4 for 30/30 lateral and longitudinal separations.
Each aircraft operating in RNP airspace shall have a total system navigation
position error equal to, or less than, the RNP value for 95 % of the flight
time.
The RNP concept together with the FANS A navigation capabilities of the AIRBUS
aircraft are fully described in the "Getting to grips with modern navigation"
brochure.
Remark : Over North Atlantic, MNPS airspace has been defined before the RNP
concept. It is assumed that MNPS is equivalent to RNP11.
Containment
2X
Accuracy limit
X (RNP value)
Desired Flight Path
X
Accuracy limit
2X
Containment
Figure 3-10
RNP concept
3.11.4. REQUIRED SURVEILLANCE PERFORMANCE (RSP)

The RSP concept, at the time of this edition, is not mature enough to be described
here. It is intended that further editions give here the expected level of
information to help the airline in defining its operational criteria.
- 59 -
FANS A and FANS B data link architectures

• The airborne part :
- For A320/A330/A340 aircraft, the ATSU that manages all the
communications and automatically chooses the best available medium
(e.g. VHF, SATCOM and HF, in that order).
- For A380 aircraft, the ATC applications manage the ATC data link
functions, and the ACR manages the routing function (e.g. selection of
the best available medium).
• The air/ground data link : used to transmit AOC or ATC data to the
ground through VDL modeA, VDL mode2, SATCOM and HFDL.
• The ground/ground data link : to ensure the connection to the ground
parts through either satellites Ground Earth Stations (GES), VHF and HF
Remote Ground Stations (RGS), air-ground processors (which route and
handle the messages).
• DSP operating with national service providers are currently interconnected
to provide a global interoperability of ATS data link applications.
FANS A applications
• ATS Facility Notification (AFN)
data link communications. This exchange of the data link context is needed prior
to any CPDLC or ADS-C connection.
• Controller Pilot Data Link Communications (CPDLC)
the controller of the relevant flight region.
It is particularly adapted to such areas where voice communications are difficult
(e.g. HF voice over oceans or remote part of the world), and is expected to
become very convenient to alleviate congested VHF of some busy TMAs when
utilised for routine dialogue (e.g. frequency transfer).
• Automatic Dependent Surveillance (ADS)
ADS-Contract is an end-to-end application that uses data link as CPDLC. ADS-C
application is hosted by ATSU.
Through the ADS-C application, the ATSU automatically sends aircraft surveillance
data to the connected ATC centres (up to 4). This is done automatically and
remains transparent to the crew.
Different types of ADS "contracts" exist: periodic, on demand and on event.
ADS-Broadcast is a transponder Mode S application that broadcast data through

the transponder aerial. This is also fully automatic and transparent to the crew.
Any station equipped with a Mode S receiver is able to collect broadcasted data.
- 60 -
FANS B applications
• Context Management (CM)
This application provides the Data Link Initiation Capability (DLIC) service,
which is similar to the FANS A AFN application and remains mandatory prior to
any CPDLC connection.
• Controller Pilot Data Link Communications (CPDLC)
It is an application similar to the FANS A CPDLC application and is restricted to
non-time critical situations.
Three services are provided : the ATC Clearance (ACL) to communicate, the
ATC Communication Management (ACM) service to manage the centre
transfers, and the ATC Microphone Check (AMC) to check that the voice
frequency is not blocked.
Thanks to the LACK, the end user (pilot or controller) knows when the message is
displayed on the recipient’s screen. In addition, the introduction of operational
timers imposes to answer a message in a timely manner.
Discrepancies between FANS 1/A and ATN

The operational constraints set by the oceanic/remote and high-density airspaces
are different. As such, FANS 1/A and ATN environments are differently designed.
The main discrepancies are :
• CPDLC is the primary means of communication in ACARS
• FANS A and FANS B are derived from the same CNS/ATM concept.
applications.
• Technical acknowledgement : acknowledgements in FANS 1/A
environments and ATN environments do not have the same meanings.
• Timestamp : messages in FANS 1/A environments and ATN environments
are not dated in the same way.
• Timers : high density continental airspaces impose to receive and reply
replying messages.
Accommodation
The accommodation allows a seamless transition between ACARS and ATN
environments with potential savings on equipment. At the time of writing the
document, the accommodation principles were not clearly defined. However, the
FANS A+ package anticipates the accommodation by taking into account the early
assumptions (i.e. max uplink delay).
- 61 -
Which FANS on which aircraft for which environment?

In order to fulfil various airline needs, AIRBUS proposes different FANS solutions
on AIRBUS aircraft :
• A320 aircraft : FANS A+ for oceanic or remote areas, or FANS B for high-
density continental areas,
• A330/A340 aircraft : FANS A (for aircraft purchased before April 04) or
FANS A+ (for aircraft purchased after April 04) for oceanic and remote
areas.
• A380 aircraft : FANS A+ for oceanic and remote areas.
A320 A330/A340 A380

FANS A+ Oceanic and remote
remote remote
FANS B Continental

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

The recording of ATC data link communications will be mandatory for any aircraft
equipped with flight data recorder. The data for the mandate is 1 January 2007
for retrofit according to ICAO and 1 January 2005 for new aircraft (forward fit).
However, JAA is working on an NPA to postpone the mandate date considering
forward fit (NPA-OPS 48A) and will consider the retro fit later on (NPA-OPS 48B).
JAA proposes a 3-year postponement.
Performance Requirements
The three concepts of Required Navigation Performance (RNP), Required
are all parts of a general CNS/ATM performance concept and independent of the
technologies used.
- 62 -
Getting to grips with FANS – Part I – Issue III 4 – AIRBUS FANS description
4. AIRBUS FANS DESCRIPTION
4.1 General: the need for flexibility 65

4.2 A320/A330/A340 FANS architecture 67
4.2.1 The ATSU for A320/A330/A340 aircraft 67
4.2.2 The new FMS (2nd generation FMS) 69
4.2.3 A320/A330/A340 crew interfaces 70
4.3 Human Machine Interface on A320/A330/A340 aircraft 70
4.3.1 Basic operational principles 72
4.3.2 Main HMI rules 73
4.3.2.1 DCDU 73
4.3.2.2 MCDU 73
4.3.2.3 Alert 73
4.3.2.4 Messages 73
4.3.2.5 Printer 74
4.3.2.6 FMS/DCDU interactions for FANS A package 74
4.3.2.7 FMS/ATSU interactions for FANS B package 74
4.3.2.8 ADS – Contract (FANS A package only) 75
4.3.2.9 Colour coding 75
4.3.2.10 Miscellaneous 75
4.4 A380 FANS architecture 78
4.4.1 The ATC data link applications 78
4.4.2 A380 crew interfaces 79
4.5 Human Machine Interface on A380 aircraft 80
4.5.1 Basic operational principles 82
- 63 -
4 – AIRBUS FANS description Getting to grips with FANS – Part I – Issue III
4.5.2 Main HMI rules 82

4.5.2.1 ATC mailbox 82
4.5.2.2 MFD 83
4.5.2.3 Alert 83
4.5.2.4 Messages 83
4.5.2.5 Printer 83
4.5.2.6 Interactions with FMS 84
4.5.2.7 ADS – Contract 84
4.5.2.8 Colour coding 84
4.5.2.9 Miscellaneous 85
- 64 -
4.1. GENERAL: THE NEED FOR FLEXIBILITY

Air spaces greatly vary from one part of the world to another: some are already
congested (e.g. Europe region at some peak hours) whereas others are still
relatively empty (e.g. Pacific Ocean). The requirements to change the way we
operate in such different areas are not the same.
Implementing the latest technologies, which are now available to support these
awaited changes, cannot be done without the involvement of numerous parties.
States, ATS, communications service providers are affected in the same way as
airlines, aircraft manufacturers or avionics equipment manufacturers.
That is why the CNS-ATM concept can only be developed regionally or even on a
route-by-route basis. FANS A routes have been regionally opened in the Pacific
area, in the North Atlantic, in the Bay of Bengal and so on.
The AIRBUS forecast for future CNS-ATM implementation envisions two main
phases :
• On a short term basis (2007- 2011), ICAO SARPS 8 compliant ATN
development should allow FANS B to regionally, thus enabling a full-
performance data link. The potential economic benefits however, lie mainly
in the high traffic density areas for which FANS B is designed. The ADS-B is
expected to come into service during this period.
• On a long term basis (starting around 2015), a generalisation of FANS B
is expected, since the search for the best economic benefits and the
tremendous increase of traffic should then lead to a world-wide
generalisation of this concept.
The following figure summarises the AIRBUS view of CNS/ATM implementation :

four main steps leading to the global implementation of ICAO standards.
8
The SARPs are international “Standards And Recommended Practices” published by ICAO. National
aeronautical regulations of countries member of ICAO shall comply with the content of these SARPS.
- 65 -
2015
FANS B
High density
2007
airspace
FANS B C & S: Over ATN and
High Density airspaces ADS-B
2000 C: Over ATN N: Extended Satellite.
FANS A S: Over ADS-B Nav.-based
Oceanic/Remote N: GNSS/RNP (GNSS)/RNP
airspaces - Low density ATM: Air Traffic Control ATM: Air Traffic
1998 C & S: ATC/AOC First implementation of Management using
Pre-FANS data link over ACARS FANS B ICAO standards
Airline Data link N: GPS-based
C: AOC by ACARS ATM: Air Traffic
N: Classical means Control Procedures Extension of FANSB
S: Transponder enhancement to other high density areas
ATM: Air Traffic
Control procedures Ground accommodation of FANS A legacy
Retain on-board ACARS functionality for AOC
Figure 4-1
AIRBUS view of CNS/ATM implementation
It is considered that FANS A, FANS B and non-FANS environments will co-exist for
many years. The aircraft's ability to go seamlessly from one environment to
another is a fundamental asset, which was one of the prime design objectives of
the AIRBUS architecture.
Longer term philosophy aiming at defining whether or not and to which extent,
the crew will be responsible for their own separation is beyond the scope of the
aircraft manufacturers alone.
As a conclusion to this brief overview of the implications of CNS-ATM we can say

that the transition to this new way of operating requires both flexibility and
growth capability. For the airplane, flexibility is the essential requirement :
• Flexibility to grow as the CNS-ATM concept evolves,
• Flexibility to adapt to inevitable unforeseen developments of the
environment,
• Flexibility to operate in mixed ATC environments.
But flexibility requires computer power. This was tackled right from the beginning
with the AIRBUS FANS avionics package (for either A320/A330/A340 aircraft or
A380) : the power and flexibility of a dedicated communications unit (the ATSU
for A320/A330/A340 aircraft, and ATC applications for A380) combined with the
power of a new FMS.
- 66 -
4.2. A320/A330/A340 FANS ARCHITECTURE

The AIRBUS objectives in defining its system are :
• To adapt the aircraft to the various CNS-ATM environments,
• To cope with a moving FANS world,
• To minimise the burden of the airlines in their moving to CNS-ATM ,
• To introduce a user-friendly Human Machine Interface for the data link,
• To ensure the AIRBUS family concept.
The FANS architecture on A320/A330/A340 aircraft can be depicted as follows.
Figure 4-2
A320/A330/A340 FANS architecture
4.2.1. THE ATSU FOR A320/A330/A340 AIRCRAFT

The avionics unit, called Air Traffic Services Unit (ATSU), has been developed
to cope with data link communications. Its functions are:
• To manage the HMI, the display and warning systems. It warns the crew of
any up-coming message, displays it, and also sends the appropriate data to
the peripherals,
• To enable the access to all available communications media (current and
future). The selection of the media is made automatically and without any
pilot action,
• To sustain the communications tasks (e.g. selection of the appropriate ATC
centre for data link all along the flight).
- 67 -
Part of this, is the management of all the messages (up/down link) whatever their
types (ATC clearance, ADS, pilot requests, AOC, flight information). Today's
ACARS functions are included in the ATSU. There is no longer a need for an
ACARS management unit.
In the frame of FANS A and B, only one ATSU is used. But for later steps, two
ATSUs can be installed, dealing with all the expected evolutions, as aircraft
operation and safety become more dependent on data link communications.
Furthermore, to answer the airlines' expectations, AIRBUS has committed to be

responsible for the responsiveness and quality of their entire FANS system. Just
like the Flight Warning System for example, the ATSU becomes an essential
equipment for the flight safety, and thus must be controlled accordingly
throughout its design realisation and implementation on board.
The ATSU is a hosting platform, which has been designed so as to take provision
of all foreseen evolutions. This modularity concept for both software and hardware
permits to ease a quick and dependable introduction of all the ATC data link
capability during the transition to the ultimate full FANS.
The following figures depict the ATSU modularity concept.
Figure 4-3
ATSU architecture for FANS A package
- 68 -
Figure 4-4
ATSU architecture for FANS B package
4.2.2. THE NEW FMS (2ND GENERATION FMS)

An overall description of the new FMS functions can be found in the FCOM volume
4 (FMGS Pilot's guide). The following chapter describes the role of the FMS within
the FANS A operations.
The FMS 9 is a key element of the AIRBUS FANS system for which it ensures three
main functions:
• It provides data to the ATSU.
• It monitors the ATC messages and their subsequent implications.
• It handles and processes some of the ATC messages.
The FMS can first be seen as a data provider for both ADS and CPDLC messages.
As such, it periodically sends all the ADS parameters, whether for the basic group
(position, altitude, cross track...), the predicted route frame or the intent group.
The predicted position, altitude, speed or sequencing time for up to the next 2
waypoints of the flight plan are thus sent by the FMS to the ADS application of the
ATSU.
Position reports messages whether for manual CPDLC messages or for automatic
ADS are processed by the FMS.
9
In the frame of the first release of the FANS B package, the interface between ATSU anf FMS is
limited. The FMS only provides the ATSU with the flight number, the departure and destination airports,
and the aircraft position.
- 69 -
The FMS monitors the ATC conditional or deferred clearances that are linked to
the navigation (e.g. "AT ALCOA CLIMB TO AND MAINTAIN FL 350"). It triggers the
signal to warn the pilot of the completion of the clearance.
Whenever confirmation messages are received (e.g. "CONFIRM ASSIGNED

SPEED") it automatically proposes the answer to the pilot. This is true for both
current data (e.g. altitude, speed, route...) or target data (e.g. altitude, speed,
heading...)
Route requests or route clearances are processed by the FMS. Once prepared in
the secondary F-PLN, a route request is sent by the FMS to the ATSU/DCDU prior
to being sent. Similarly, once a route clearance (or a re-route proposed by the
AOC) is received, it is loaded into the FMS, which acknowledges or rejects this
new routing. The reasons for a rejection (for instance proposed waypoint not in
database) are indicated to the pilots so that they can solve the issue. Co-
ordination and exchange of F-PLN between ATC, AOC and the aircraft is processed
with the FMS.
4.2.3. A320/A330/A340 CREW INTERFACES

The main crew interface used for the FANS applications is based on the two Data
Communications Display Unit (DCDU), which are LCD screens dedicated to the
ATC data link messages. All ATC messages whether clearances (uplink message),
requests or answers (downlink messages) are displayed on the DCDU.
The two DCDUs are located in the main deck, just above each MCDU. The retained
principles for an operational use of the DCDU are described in the following
chapter.
In addition to the DCDU, the MCDU is mainly used to prepare a request. Once
ready, the request is transferred to the DCDU for sending.
Any ATC message can also be printed on the printer, at any time.
4.3. HUMAN MACHINE INTERFACE ON A320/A330/A340 AIRCRAFT

The following figure gives a general view of an A340 cockpit with the main
elements of the interface. These elements are identical for A320 family aircraft
and A330 aircraft, regardless of the FANS package (FANS A or FANS B).
The Human Factors considerations were particularly addressed all along the
development of this interface. From the initial capture of the operational needs at
the very beginning of the design phase, to the operational flight test evaluation
and certification, numerous pilots from various origins such as flight test, training
instructors and airline pilots, were involved in the definition of this interface. The
whole Human Factors plan, as defined and presented to the airworthiness
authorities, was also applied.
- 70 -
Figure 4-5
A320/A330/A340 FANS Human Machine Interfaces
The retained interface, with the two DCDUs in the core part of the cockpit,
provides for a minimum perturbation of the existing procedures. This allows for a
simple reversion to backup voice-based procedures when needed.
Colour coding and/or reverse video on the DCDU have been used to differentiate
between titles, text, main parameters in the text, uplink or downlink messages.
- 71 -
The DCDU provides for full time accessibility and readability for both crew, which
requires only limited head-down time.
ATC Centre Message

Identification and Status
message time*
Current
Brightness message
key Print key
Message Page
Slew key Slew key
Information
Field
Function Function
keys keys
Figure 4-6
Data link Control and Display Unit (DCDU)
* The message time refers to :

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

The flight crew is alerted to an incoming message by two flashing blue ATC MSG
pushbuttons on the glare shield (i.e. visual), as well as by a dedicated audio
sound. The alert is stopped by pressing one of these two pushbuttons or by
answering the message, directly on the DCDU :
• For normal messages, the buttons flash, and the audio signal is repeated
about every 15 seconds (with the first signal delayed by 15 seconds, so
as not to multiply audio warnings). The message will appear on the DCDU if
the screen is empty. If the screen is not empty, a flashing cue (e.g. MSG
1/2) reminds the crew of the arrival of the message.
• For urgent messages, the buttons flash, the audio signal is repeated
about every 5 seconds (with the first signal delayed by 5 seconds, so as
not to multiply audio warnings), and the message is displayed on the DCDU
regardless of the state of the screen.
Note: The audio sound is similar to an old telephone sound. It was elected by a
great majority of the consulted pilots.
To reply to a message, the flight crew either uses the standard replies on the
DCDU or composes a reply on a menu-page from the MCDU. After composing the
message on the MCDU it is transferred to the DCDU for sending (refer to
operational scenarios in appendices of Part II or III).
- 72 -
4.3.2. MAIN HMI RULES

The following lists the main principles retained for the HMI.
4.3.2.1. DCDU
• The two DCDUs are the compulsory data link communications focal point
for either type of messages (up or down link).
• It is recommended to keep both DCDUs clear of messages. The application

of this recommendation would allow an immediate display for any new
received message and it would avoid any mix-up when messages are
stacked. Consequently, DCDU should be cleaned up whenever a message
has been completely treated and does no longer require to be displayed.
• Both DCDUs are identical and synchronised. Any operation on either DCDU
is valid for both of them, and both DCDUs show the same display.
4.3.2.2. MCDU
• The MCDUs are also part of the ATS data link system. They are used to
prepare downlink messages such as requests or free texts. They also
provide for an access to the file of the stored messages.
• The "ATC COMM" key of the MCDU gives access to the various pages of the
ATS data link system (this key is optional while retrofitting FANS B on A320
aircraft equipped with Legacy FMS).
4.3.2.3. ALERT
• The alert function is triggered each time a new uplink message arrives or
whenever a deferred report or clearance expires.
• Both ATC MSG pushbuttons on the glare shield flash until a positive action
of the crew (either by pressing one of the pushbuttons or by answering the
uplinked message on the DCDU) is done to stop the alert.
• The specific ATC audio sound may also be activated (5 sec or 15 sec delay
according to the urgency of the message).
4.3.2.4. MESSAGES
• As soon as the alert is triggered, the associated ATC message may be
accessed and viewed on both DCDUs. It is automatically displayed (whether
the screens of the DCDUs are free or not) if it is an urgent or distress
message.
• Request messages can be brought to the DCDU as soon as the crew has
activated the corresponding command (ATC REQ DISPL on FANS A, or ATC
MSG DISPL on FANS A+, improved as XFR TO DCDU on FANS B).
- 73 -
• Pending messages can be brought (one at a time) to the DCDU by the crew
who can review them in the order they want.
• The crew can (and is recommended to do so) clean up the DCDU through
the CLOSE key once the displayed message has been entirely treated.
4.3.2.5. PRINTER
• A print function is available on the DCDU to print the currently displayed
message in whole. This can be done at any time.
• It is recommended to print long messages (e.g. F-PLN clearance) or

reports.
• The printer is not a certified system as ATSU is. Consequently, the crew
should check that printed messages are consistent with messages displayed
on the screens.
4.3.2.6. FMS/DCDU INTERACTIONS FOR FANS A PACKAGE

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

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

are received (e.g. REPORT PASSING ALCOA). The message is automatically
recalled and the answer is proposed on the DCDU, once it is time to report.
• A monitoring process is launched by the FMS whenever deferred or

conditional clearances (e.g. AT ALCOA CLB TO FL350) are received. 30
seconds before it expires, the message is triggered again to remind the
crew of this clearance.
4.3.2.7. FMS/ATSU INTERACTIONS FOR FANS B PACKAGE

• The present framework of the LINK 2000+ programme does not require
sophisticated interface with FMS. In future releases, the FMS/ATSU
- 74 -
interface will be enriched. Therefore, for the first release of the FANS B
package, there is no interaction between the FMS and DCDUs.
• However, the FMS provides the ATSU with the following parameters for
ATSU initialisation purposes :
- The flight number,
- The departure and destination airports,
- The aircraft position.
4.3.2.8. ADS – CONTRACT (FANS A PACKAGE ONLY)

• ADS reports are automatically sent to the ground without any possibility for
the crew to either see or modify them.
• A CPDLC emergency message (e.g. MAY DAY) automatically activates the

ADS emergency mode.
4.3.2.9. COLOUR CODING

The following colour coding philosophy is used for the DCDU:
• The title is always displayed in GREEN.
• Uplink messages are displayed with the text in WHITE and the main
parameters are highlighted in CYAN.
• Closed actions are always in GREEN.
• Configuration or failure requiring awareness but no immediate action is

displayed in AMBER.
• NORMAL VIDEO is used for uplink.
• REVERSE VIDEO is used for downlink.
4.3.2.10. MISCELLANEOUS
• A star. “ * ” in front of a LSK means the key is available. Pressing a LSK
without a star displayed next to it will have no effect.
• New messages coming from the controller are displayed immediately if they
are of the following type ‘Distress’ or ‘Emergency’ or if the message file is
empty. Else they are queued and can be accessed through the ‘MSG+’ and
‘MSG-’ keys on DCDUs).
The flight crew can process (i.e. answer or send) the queued messages in
any order.
- 75 -
The access to messages is based on the principle described in the following

figure.
MSG 1/4
MSG 2/4
MSG 3/4
MSG 4/4
PGE 1/3
PGE 2/3
PGE 3/3
MSG- PGE-
MSG+ PGE+
Figure 4-7
Management of messages and pages
Any next or previous page of the currently displayed message can be accessed
through the DCDU keys ‘PGE+’ and ‘PGE-’ respectively.
Any next or previous message of the message stack can be accessed through the
DCDU keys ‘MSG+’ and ‘MSG-’ respectively.
Note: Several scenarios are provided in appendices of Part II and III to develop
the handling of both DCDU and MCDU.
- 76 -
The transition to CNS/ATM requires both flexibility and growth capability. For the
airplane, flexibility is the essential requirement, but requires computer power.
This was tackled right from the beginning with the AIRBUS FANS avionics
package: the power and flexibility of a dedicated communications unit (the ATSU,
respectively ATC applications) combined with the power of a new FMS.
A320/A330/A340 AIRBUS FANS avionics

• This new avionics unit (ATSU) has been developed to cope with data link
communications. Its functions are:
- To manage the HMI, the display and warning systems.
- To enable the access to all available communications media.
- To sustain the communications tasks.
• The FMS is a key element of the AIMAIRBUS-FANS system for which :
- It provides data to the ATSU.
- It monitors the ATC messages and their subsequent implications.
- It handles and processes some of the ATC messages.
A320/A330/A340 Crew Interface

Regardless of the FANS package (FANS A or FANS B), the interfaces are the same
on A320 and A330/A340 aircraft.
• The main crew interface used for the FANS applications is based on the two
DCDUs. All ATC messages, clearances (uplink message), requests or
answers (downlink messages) are displayed on the DCDU.
• In addition to the DCDU, the MCDU is mainly used to prepare a request.
- 77 -
4.4. A380 FANS ARCHITECTURE

Design drivers used for A320/A330/A340 FANS architecture reapply to the A380
FANS architecture.
The following figure shows a simplified view of the A380 architecture. For a clear
and rapid overview, not all the links are represented. In the same way, not all the
components are represented.
Figure 4-8
A380 FANS architecture
* The clock feeds ATC applications via IOM. Besides, as a back-up, ADIRS
modules directly feed ATC applications if the clock fails to provide time
information. ADIRS modules are also used as back-up if FMS fails to provide flight
parameters.
4.4.1. THE ATC DATA LINK APPLICATIONS

In A320/A330/A340 architecture, systems are hosted by Line Replaceable Unit
(LRU). The ATSU is one of these LRUs. The new A380 technology replaces the
LRUs by Integrated Modular Avionics (IMA). For more details, please refer to
section 17 – A380 Avionics Networks and IMA from the Flight Deck and System
Briefing for Pilots (ref STL 945.1380/05 Issue 1). Then each system is identified
as an application hosted in an IMA.
- 78 -
Onboard the A380, instead of an ATSU, the ATC data link communications are
ensured by the ATC data link applications 10. Considering ATC data link
communications, the ATC data link applications provides the same functions as
the ATSU does :
· To manage the HMI, the display and warnings. It warns the crew of any up-
coming message, displays it, and also sends the appropriate data to the
peripherals
· To sustain the communications tasks (e.g. selection of the appropriate ATC
centre for data link all along the flight).
However, the Avionics Communication Router (ACR) on A380 aircraft

supports the routing function, which was integrated in the ATSU on
A320/A330/A340 aircraft. The main function of ACR is to enable the access to all
available communications media (current and future). The selection of the media
is made automatically and without any pilot action.
The routing function has been granted to a dedicated system, as many other
applications require a connection to the ACARS network (e.g. AOC FMS, AOC OIS,
Refuel, E-logbook, etc).
Whenever mentioned in the three parts of this document and except when
specified, the term “ATC applications” refers to the on-board system in
charge of ATC data links as described in this section.
4.4.2. A380 CREW INTERFACES

The main crew interface used for the FANS applications in an A380 cockpit is
based on one centralized mailbox, dedicated to the ATC data link messages. All
ATC messages whether clearances (uplink message), requests or answers
(downlink messages) are displayed in the mailbox.
The ATC mailbox is located in the main deck, just below the permanent data. The
retained principles for an operational use of the mailbox are described in the
following chapter.
In addition to the ATC mailbox, the MFD ATC pages isare mainly used to prepare a
request. Once ready, the request is transferred to the mailbox for sending. Pages
related to FANS functions on MFD can be directly displayed thanks to the ATC
COM shortcut located on KCCU.
Any ATC message can also be printed on the printer, at any time.
10
The AOC communications managed by ATSU on A320/A330/A340 aircraft are shifted to the Avionics
domain of the NSS/OIS.
- 79 -
4.5. HUMAN MACHINE INTERFACE ON A380 AIRCRAFT
Figure 4-9
A380 FANS Human Machine Interfaces
The figure above gives an overview of the A380 cockpit with the main elements of
the FANS interfaces.
As for A320/A330/A340 interfaces, a Human Factor process had been applied all
along the design. The centralized mailbox ensures that both pilots read the same
thing, and as DCDU the mailbox is permanently visible and then the same
- 80 -
procedures as on A320/A330/A340 aircraft are applicable. Principles of message

display in terms of colour coding and reverse video are the same as for a DCDU.
The following table compares the interfaces available on A320/A330/A340 aircraft

and A380 aircraft, regardless of the FANS package.
Interfaces A320/A330/A340 aircraft A380 aircraft

Aural alert when
receiving a message.
Visual alert when

receiving a message.
To receive or to send
a message.
To edit a message.
To get to ATC COM

pages (via soft keys
or hard keys).
or
or
- 81 -
4.5.1. BASIC OPERATIONAL PRINCIPLES

The basic operational principles are exactly the same as on A320/A330/A340
aircraft. Please refer to 4.3.1 – Basic operational principles.
4.5.2. MAIN HMI RULES

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

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

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

Identification and Status
message time*
Message Slew
buttons Function
keys
Page
Information Fields Slew buttons
Figure 4-10
ATC mailbox
* The message time refers to :
• If the ATC centre provides the time stamp, the time when the message had been sent from
the ground.
• If not, a blank field. In this case, an explicit indication is inserted at the end of the message
(e.g. RECEIVED AT 1105Z).
Refer to Chapter A6 of Part II for more details.
- 82 -
4.5.2.2. MFD
• ATC COM pages on MFDs on either side on the ATC mailbox are used to
prepare downlink messages such as requests or free texts. They also
provide for an access to the file of the stored messages.
• The ATC COMM key of the MCDU gives access to the various pages of the
ATS data link system.
4.5.2.3. ALERT
• The alert function is triggered each time a new uplink message arrives or
whenever a deferred report or clearance expires.
• Both ATC MSG pushbuttons on the glare shield flash until a positive action
of the crew (either by pressing one of the pushbuttons or by answering the
uplinked message on the DCDU) is done to stop the alert.
• The specific ATC audio sound may also be activated (5 sec or 15 sec delay
according to the urgency of the message).
4.5.2.4. MESSAGES
• As soon as the alert is triggered, the associated ATC message may be
accessed and viewed on the ATC mailbox. It is automatically displayed
(whether the screen of the ATC mailbox is free or not) if it is a "urgent" or
"distress" message.
• Request messages can be brought to the ATC mailbox as soon as the crew
has activated the corresponding command "XFR TO MAILBOX”.
• Pending messages can be brought (one at a time) to the ATC mailbox by

the crew who can review them in the order they want.
• The crew can (and is recommended to do so) clean up the ATC mailbox
through a specific function ("CLOSE") once the displayed message has been
entirely treated.
4.5.2.5. PRINTER
• A print function is available on the ATC mailbox to print the currently
displayed message in whole. This can be done at any time.
• It is recommended to print long messages (e.g. F-PLN clearance) or

reports.
• The printer is not a certified system as ATC applications are. Consequently,

the crew should check that printed messages are consistent with messages
displayed on the screens.
- 83 -
4.5.2.6. INTERACTIONS WITH FMS

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

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

are received (e.g. REPORT PASSING ALCOA). The message is automatically
recalled and the answer is proposed on the ATC mailbox, once it is time to
report.
• A monitoring process is launched by the FMS whenever deferred or

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

• ADS reports are automatically sent to the ground without any possibility for
the crew to either see or modify them.
• A CPDLC emergency message (e.g. MAY DAY) automatically activates the

ADS emergency mode.
4.5.2.8. COLOUR CODING

The following colour coding philosophy is used for the ATC mailbox. It is identical
to the one used for the DCDU :
• The title is always displayed in GREEN.
• Uplink messages are displayed with the text in WHITE and the main
parameters are highlighted in CYAN.
• Closed actions are always in GREEN.
• Configuration or failure requiring awareness but no immediate action is

displayed in AMBER.
- 84 -
• NORMAL VIDEO is used for uplink.
• REVERSE VIDEO is used for downlink.
4.5.2.9. MISCELLANEOUS
• New messages coming from the controller are displayed immediately if they
are of the following type ‘Distress’ or ‘Emergency’ or if the message file is
empty. Else they are queued and can be accessed through the message
slew buttons on the ATC mailbox).
The flight crew can process (i.e. answer or send) the queued messages in
any order.
The access to messages is based on the principle described in the following

figure.
MSG 1/4
MSG 2/4
MSG 3/4
MSG 4/4
PGE 1/3
PGE 2/3
PGE 3/3
MSG
PGE
Figure 4-11
Management of messages and pages
The slew buttons either for messages or pages are displayed only when
necessary.
- 85 -
Any next or previous page for a currently displayed message can be accessed
through the page slew buttons (double arrows on the right side of the ATC
mailbox).
Any next or previous message of the file can be accessed though the message
slew buttons (single arrows on the left side of the ATC mailbox).
Note: Some scenarios are provided in appendices of Part II to develop the

handling of both ATC mailbox and MFD ATC COM pages.
- 86 -
The A380 introduces new technologies. As such, its architecture is different from
the ones on A320 and A330/A340 aircraft. However, the basic operational
principles remain exactly the same.
A380 FANS avionics

Functions that were managed entirely by ATSU on A320/A330/A340 aircraft are
distributed between ATC applications and ACR on A380 aircraft.
• ATC applications ensure the management of the HMI, the display and
warnings. It also manages interfaces with peripherals.
• The Avionics Communication Router (ACR) supports the routing
function (e.g. communication protocols with ground network).
A380 crew interfaces

A380 cockpit benefits from a new design where the CDS is the key element.
However, A380 FANS interfaces had been designed in order to keep the same
operational principles as on A320/A330/A340 aircraft.
• Uplink messages (i.e. clearances or instructions) and downlink messages
(i.e. requests or responses) are received on or sent from the ATC mailbox
located on the central screen C2 of CDS.
• Downlink messages are prepared from MFD ATC COM pages located on
either side of the ATC mailbox (i.e. L3 and R3 CDS screens).
- 87 -
Getting to grips with FANS – Part I – Issue III
- 88 -
Getting to grips with FANS – Part II – Issue III Table of contents
PART II – TABLE OF CONTENTS
Abbreviations....................................................................................................................... 5
Part II – Executive Summary ........................................................................................ 9
A5. FANS A operational procedures ............................................................... 17
A5.1. Introduction ........................................................................................19
A5.2. Pre-flight phase...................................................................................19

A5.2.1. ICAO flight plan filling .........................................................................19
A5.2.2. Pre-flight checks .................................................................................20
A5.3. ATS Facilities Notification (AFN) .........................................................21

A5.3.1. Why such a function? ..........................................................................21
A5.3.2. Manual AFN .........................................................................................21
A5.4. CPDLC procedures ...............................................................................25

A5.4.1. CPDLC connection................................................................................25
A5.4.2. CPDLC connection transfer ..................................................................27
A5.4.2.1. Notification of transfer to the next ATC .....................................................27
A5.4.2.2. Transfer to the next ATC ........................................................................28
A5.4.3. Abnormal cases at the time of transfer of connection .........................33
A5.4.3.1. Non-delivery of the NDA .........................................................................33
A5.4.3.2. Non-delivery of the END SERVICE ............................................................33
A5.4.3.3. Automatic connection transfer not successful.............................................34
A5.4.4. End of service ......................................................................................34
A5.4.5. Failures of the CPDLC connection ........................................................35
A5.4.5.1. Failure detected by the controller.............................................................35
A5.4.5.2. Failure detected by the aircraft or the flight crew .......................................35
A5.4.6. CPDLC shutdown .................................................................................35
A5.4.6.1. Planned shutdown .................................................................................35
A5.4.6.2. Unexpected ground shutdown .................................................................36
A5.4.6.3. Unexpected avionics shutdown ................................................................36
A5.4.6.4. CPDLC resumption.................................................................................37
A5.4.7. Recommendations for exchange of CPDLC messages ..........................37
A5.4.7.1. To be known.........................................................................................37
A5.4.7.2. Use and context of messages ..................................................................37
A5.4.7.3. Expected delays in responding to CPDLC messages ....................................39
A5.4.7.4. Position reporting with CPDLC .................................................................39
A5.4.7.5. Multi-element messages .........................................................................44
A5.4.7.6. Duplicate messages ...............................................................................44
A5.4.7.7. Use of free text .....................................................................................45
A5.4.7.8. CPDLC dialogue closure ..........................................................................45
A5.4.7.9. DCDU (respectively ATC mailbox) management .........................................46
A5.5. ADS procedures ...................................................................................48

A5.5.1. ATS notification and ADS connection...................................................48
A5.5.2. ADS connection management ..............................................................54
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Table of contents Getting to grips with FANS – Part II – Issue III
A5.5.2.1. ADS connection priorities ....................................................................... 54

A5.5.2.2. Allocation of ADS connections................................................................. 54
A5.5.3. Position reporting with ADS................................................................ 55
A5.5.3.1. Position report at FIR entry .................................................................... 55
A5.5.3.2. Updating waypoint estimates.................................................................. 55
A5.5.3.3. Non-compulsory waypoints .................................................................... 55
A5.5.4. ADS connection closure ...................................................................... 55
A5.5.5. Route offset ........................................................................................ 56
A5.5.6. ADS shutdown .................................................................................... 56
A5.5.6.1. ADS-C failure ....................................................................................... 56
A5.5.6.2. Loss of ADS-C ...................................................................................... 57
A5.6. Emergency procedures ....................................................................... 57

A5.6.1. CPDLC emergency procedures ............................................................ 57
A5.6.2. Activation of ADS emergency mode .................................................... 57
A5.6.3. Deactivation of ADS emergency mode ................................................ 58
A5.7. ATS 623 applications .......................................................................... 59
A6. FANS A evolutions ......................................................................................... 65
A6.1. FANS A+ on A320 aircraft ................................................................... 66
A6.2. FANS A enhanced ADS ........................................................................ 66
A6.3. A330/A340 FANS A+ (FANS A system evolution) ............................... 66

A6.3.1. A330/A340 FANS A+ basics................................................................ 68
A6.3.1.1. Enhancements of the Human Machine Interface (HMI) ............................... 68
A6.3.1.2. Improvements related to the CPDLC service ............................................. 69
A6.3.1.3. Data link Service Provider (DSP) world map ............................................. 71
A6.3.1.4. ATSU router customisation via loadable database ...................................... 71
A6.3.1.5. BITE (Built-In Test Equipment) Improvement ........................................... 71
A6.3.2. A320/A330/A340 FANS A+ options.................................................... 72
A6.3.2.1. HF Data Link (HFDL) ............................................................................. 72
A6.3.2.2. High-speed VHF data link – VDL mode 2 .................................................. 72
A6.3.2.3. Wired high speed data loading capability (AEEC 615A) ............................... 73
A6.3.2.4. Clearances and Digital ATIS applications – ATS 623 ................................... 73
A6.3.3. FANS A+ retrofit ................................................................................. 74
A6.4. FANS A+ on A380 aircraft (enhancement regarding FANS A+ on

A330/A340 aircraft)........................................................................................... 76
A6.4.1. A380 FANS A+ basics.......................................................................... 76
A6.4.1.1. Central and unique ATC mailbox ............................................................. 76
A6.4.1.2. Discarding old uplink messages .............................................................. 76
A6.4.1.3. Time reference in uplink messages.......................................................... 77
A6.4.1.4. Clearances and Digital ATIS applications – ATS 623 ................................... 78
A6.4.1.5. ATC data link communication recording.................................................... 79
A6.4.1.6. BITE (Built-In Test Equipment) on OMT ................................................... 79
A6.4.1.7. SCAN MASK with routing policies ............................................................ 79
A6.4.2. A380 FANS A+ options........................................................................ 80
A6.4.2.1. Dual ACR configuration.......................................................................... 80
A7. FANS A world status ..................................................................................... 83
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Getting to grips with FANS – Part II – Issue III Table of contents
A7.1. Status of FANS A implementation ........................................................84
A7.2. North Atlantic (NAT) ...........................................................................85

A7.2.1. Operational concept ............................................................................85
A7.2.1.1. New York CPDLC implementation .............................................................85
A7.2.2. Area of application ..............................................................................86
A7.2.3. NAT operational procedures ................................................................86
A7.2.4. Contacts ..............................................................................................86
A7.3. North Canada – Edmonton...................................................................87

A7.3.3. Operational procedures .......................................................................87
A7.3.4. Contacts ..............................................................................................88
A7.4. FOM airspaces .....................................................................................88

A7.4.4. Contacts ..............................................................................................90
A7.5. China ...................................................................................................91

A7.5.4. Contacts ..............................................................................................92
A7.6. Worldwide list of FIR providing data link services...............................92
A8. Starting FANS A operations ....................................................................... 95
A8.1. General................................................................................................97
A8.2. Data link : contracts and declarations .................................................97

A8.2.1. Contracts with Data link Service Providers (DSP) ...............................97
A8.2.2. Aircraft declaration to data link service providers and ATC centres.....98
A8.2.3. Recommendations ...............................................................................98
A8.3. Impacts on A320/A330/A340 aircraft configuration...........................98

A8.3.1. ATSU SCAN MASK ................................................................................98
A8.3.2. SATCOM user ORT................................................................................99
A8.3.3. AMI database of the FMS .....................................................................99
A8.4. Impacts on A380 aircraft configuration...............................................99

A8.4.1. Customised ACR database .................................................................100
A8.4.2. A380 SATCOM user ORT ....................................................................100
A8.4.3. OPC database of the A380 FMS..........................................................101
A8.4.4. AMI database of the A380 FMS..........................................................101
A8.5. Get the operational approval .............................................................101

A8.5.1. General requirements........................................................................101
A8.5.2. A320/A330/A340 aircraft configuration ...........................................102
A8.5.3. A380 aircraft configuration ...............................................................102
A8.5.4. Flight crew training/qualification......................................................102
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Table of contents Getting to grips with FANS – Part II – Issue III
A8.5.4.1. General recommendations ....................................................................102

A8.5.4.2. Proposed qualification means ................................................................103
A8.5.4.3. Academic training ................................................................................103
A8.5.4.4. Operational training .............................................................................105
A8.5.5. Maintenance personnel training........................................................ 111
A8.5.6. Approved documentation.................................................................. 111
A8.5.6.1. FANS A Airworthiness Approval Summary ...............................................111
A8.5.6.2. Minimum Equipment List for A320/A330/A340 aircraft ..............................112
A8.5.6.3. Minimum Equipment List for A380 aircraft ...............................................113
A8.5.6.4. Aeroplane Flight Manual .......................................................................113
-A4-
Getting to grips with FANS – Part II – Issue III Abbreviations
ABBREVIATIONS

-A5-
Abbreviations Getting to grips with FANS – Part II – Issue III

CTA Control Area
DL Down Link
DM Downlink Message
-A6-
Getting to grips with FANS – Part II – Issue III Abbreviations

LSK Line Select Key
Mode S Radar Mode S
-A7-
Abbreviations Getting to grips with FANS – Part II – Issue III

TMA Terminal Area
UL Up Link
UM Uplink Message
VDL VHF Data Link
VDR VHF Data Radio
-A8-
Getting to grips with FANS – Part II – Issue III Executive Summary
PART II – EXECUTIVE SUMMARY
A5. FANS A OPERATIONAL PROCEDURES
Pre-flight phase
ICAO flight plan filling
The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO
flight plan.
o The data link capability is notified by a letter J to be entered in the field 10.
o The letter D is also entered in the surveillance part of that field, if ADS 1 is
available.
o The other capabilities are given in the field 18 (Other Information) under the
DAT/ information. The following code is used:
- S (Satellite data link), H (HFDL), V (VHF data link), M (SSR Mode S data
link)
Pre-flight checks
Prior to departing for a FANS flight, the crew will check that the required
equipment is operative. The following items are recommended to be included in
those checks :
- GPS availability,
- UTC time settings,
- RNP capability,
- Data link communications availability,
- The initialization of data link systems :
• On the MCDU COMM INIT page for A320 & A330/A340 FANS A
package,
• On the RMP MENU>DATALINK INIT page for A380 FANS A package.
- Airline priority list of contracted DSP for FANS operations with this
aircraft.

The aim of the ATS Facilities Notification is to:
- Notify the appropriate ATC centre of the capabilities and specifics of the
aircraft data link communication applications,
- Give the flight identification and the aircraft registration number.
When no other CPDLC or ADS connections have been established with a previous
ATC centre, the flight crew must perform an AFN (e.g. prior to departure, between
15 to 45 minutes prior to entering a data link airspace).
1
Whenever mentioned in this part, ADS refers to ADS-Contract. Please refer to Part I for
more details.
-A9-
Executive Summary Getting to grips with FANS – Part II – Issue III
The AFN can be initiated:

- Manually by the pilot, or
- Automatically by the ATSU (respectively ATC applications) using the
address forwarding process. This is done for transfer of CPDLC and/or
ADS connections between two data link equipped ATC centres.
The AFN must be successfully completed prior to any connection (CPDLC or ADS)
is being established.
CPDLC procedures
CPDLC connection
o Once the AFN has been successfully done, the ATC centre can initiate a CPDLC
connection (no flight crew action required).
o Checks are automatically done by the ATSU (respectively ATC applications) to
validate or reject the connection:
- Connection is accepted if no previous connection already exists or, it is
relative to the next data link ATC to control the aircraft.
- Connection is rejected in all other cases.
o Once connection is established, the active connected ATC centre is then
displayed on the DCDU (respectively ATC mailbox), and on the CONNECTION
STATUS page of the MCDU (respectively MFD ATC COM pages).
Failures of the CPDLC connection

o As soon as a failure of the CPDLC connection is noticed by either the crew or
the ground controller, voice will be used to inform the other part of the failure
and to co-ordinate further actions.
o Once a connection has been lost, a complete LOGON procedure (AFN +
Connection) must be done.
Transfer to the next ATC

o To inform the aircraft avionics (i.e. ATSU or ATC applications) that a transfer of
control will occur, the current active ATC sends a so-called NDA message (Next
Data Authority) to the aircraft. This is the only way for the ATSU (respectively
ATC applications) to be aware of and to accept the connection with the next
ATC centre.
o Once a NDA message has been received, the aircraft is waiting for the
connection with the next ATC centre.
o Under normal circumstances the CPDLC connection should be established with
the Next Data Authority prior to the connection between the aircraft and the
current data authority being terminated.
DCDU (respectively ATC mailbox) management

o It is strongly recommended to close with the CLOSE soft key any messages on
DCDUs (respectively ATC mailbox) once they are sent.
o The goal is to improve message arrival awareness by keeping DCDUs
(respectively ATC mailbox) clear of messages.
- A 10 -
To be noticed : In ACARS environments (contrary to ATN), both pilot and

controllers cannot know whether a message has been delivered to their right
counterpart.
ADS procedures
ADS connections
o An ATC centre can establish ADS contracts once the AFN has been performed
(AFN required for an initial connection).
o FANS A equipped aircraft can have up to five ADS connections.
o The aircraft has the capability to report to all connected ATC centres
simultaneously using ADS.
o Different types of ADS "contracts" exist:
- Periodic: the data are sent at periodic time intervals.
- On demand : the data are sent only when asked for.
- On event : the data are sent whenever a specified event occurs.
o ADS is transparent to the crew. In particular, contracts can not be modified
from the aircraft. An individual ADS connection may be stopped from the
ground or manually by the crew (FANS A+ only) through the ADS DETAIL page
of the MCDU ATC menu (respectively MFD CONNECTION STATUS page).
o The ADS should not be set to off unless instructed to do so by ATC. If
the ADS is set to off, the ATC centre can no longer be provided with ADS
reports.
o ADS contracts and connections should normally be terminated by the ground
system when the:
- Aircraft has crossed a FIR boundary, or
- Aircraft's flight plan has been cancelled or has finished, or
- Connected ATCs have no further surveillance requirements for the flight.
o A Waypoint will not be sequenced if the position is offset by more than 7NM
on Honeywell FMS2 and 5NM on Thalès FMS2 aside from this point. When
an offset is flown, it is recommended that the crew keeps updated his FMS
flight plan, and that he uses the FMS Offset function.
ADS shutdown
When a shutdown within the ground system occurs, the ATC controller will advise
the crew of the requirements for the position reports (by voice or CPDLC).
ADS emergency
o The emergency mode can be activated either by the pilot or the controller, and
is normally cancelled by the pilot. When selected on the MCDU ATC page
(respectively MFD), the ATSU (respectively ATC applications) immediately
sends a report to all ATC centres that currently have contracts established with
the aircraft.
o The controller in charge of the flight shall acknowledge any ADS emergency
message.
- A 11 -
ADS HMI enhancement

The FANS A+ package provides more precise indications :
o The number of ADS connections is displayed on DCDU (respectively ATC
mailbox),
o The ADS connection status is :
- ARMED when the ADS application is available but no ATCs have
established any connections,
- CONNECTED when the ADS application is available and at least one ATC
has established a connection.

o Pending for a greater maturity of standardised services, AIRBUS has decided to
implement only three ATS 623 applications :
- Departure Clearance (DCL)
- Oceanic Clearance (OCL)
- Digital – Automatic Terminal Information Service (D-ATIS)
o These ATS 623 applications do not require a preliminary AFN
procedure contrary to CPDLC and ADS applications.
o In case similar applications have been customised through AOC (ACARS)
contracts, these will no longer be available should the ATS623 package be
chosen (e.g. AOC DCL or OCL will no longer be sent from a customised AOC
page).
o However, customised AOC functions such as Pre-Departure Clearance (PDC),
which is not compliant with the AEEC 623 specifications, will remain possible
through the ACARS.
A6. FANS A evolutions
Enhance ADS
Current FANS A ADS system can be enhanced through the updates of the ATSU
software (CLR3.6b) and FMS Pegasus 2 software (as detailed in Appendix K).
FANS A+ standard
To improve the current FANS A package and extend the use of data link services,
a new standard, called FANS A+, has been developed.
o Improvements address points coming from :

- Operational / in service feedback from operators,
- Interoperability and standardization objectives,
- Improvement of Human Machine Interface (HMI),
- Functional evolutions.
o New data link services have also been added with the introduction of :
- VDL mode 2, so as to increase the capacity for ATC communications,
- HFDL capability for ATC (once this service is approved),
- ATS623 applications (Departure and Oceanic clearances, Digital-ATIS),
- High-speed data loading capability (AEEC 615a).
- A 12 -
FANS A+ retrofits
FANS A FANS A with enhanced ADS FANS A+ with ATS

ACARS Router ACARS Router 623 applications
ACARS Router
1Q-2003 Jan-2004
Enhanced ADS automatically provided with FANS A+ standards
To upgrade aircraft systems from FANS A to FANS A+ standards, only a software

update is necessary (except for high speed data loading option).
A380 aircraft
o The basic definition of the A380 encompasses the A320/A330/A340 FANS A+
package and the ATS 623 applications. The A380 FANS A+ package resumes
all the functions provided within the A320/A330/A340 FANS A+ package.
Some novelties are also introduced considering the regulation evolutions and
the new A380 technology.
ATC data link recording

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

o The A380 technology introduces three main novelties :
- New interfaces : a central and unique ATC mailbox to receive and
send ATC messages, ATC COM pages on MFD to prepare and store
messages. The central and unique ATC mailbox improves the cross
check.
- The BITE interactive functions are relocated in the OMT.
- The ACR, to which the routing function for several applications is
granted, offers much more flexibility for the customisation of routing
policies.
- As an option, a second ACR can be installed for an advanced reliability.
Timestamp
o On the operational side, in order to improve dialogues between flight crews
and air traffic controllers, the timestamp is adopted as the time reference for
uplink messages. If ground ATC applications do not provide the timestamp
(applicable to few ATCs), the time indication refers to the reception time and is
displayed differently from the timestamp.
A7. STATUS OF FANS A IMPLEMENTATION

o For the time being only remote areas such as oceanic or desert areas widely
implement FANS compliant with FANS 1/A standards. In these areas ATC radar
cannot be used to control Air Traffic and HF radio is used for voice
communication with ATC.
- A 13 -
o All FIRs, which are FANS equipped, do not provide the same services. These
FIRs may provide the following FANS functions
- Both ADS and CPDLC.
- ADS only
- CPDLC only
o FANS B is only deployed in European airspaces (CPDLC only) since FAA CPDLC
programme (deployment from Miami) had been frozen.
A8. STARTING FANS A OPERATIONS

To ensure proper operations of FANS A aircraft on FANS routes, the operator
needs to ensure the following before starting operations :
1. Sign contract(s) with Data link Service Provider(s) (DSP).
2. Declare aircraft to these Data link Services Providers.
3. Declare aircraft and its FANS capability to ATC centres of the operated
routes.
4. Configure adequately the aircraft avionics.
5. Obtain the operational approval.
Contracts with Data link Service Providers

o To operate in FANS environment, it is necessary to have a contract with at
least one of the major service providers (ARINC or SITA) for VHF, SATCOM or
HF data links.
o For ATC data link, each individual aircraft must be declared, and identified
namely through its Aircraft Registration Number in DSP tables.
o In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the
aircraft ICAO address, must be declared to the GES (Ground Earth Station) the
aircraft will operate. This is achieved through the SATCOM commissioning
procedure.
Impacts on A320/A330/A340 aircraft configuration

o Once the airline has selected the data link service providers, the aircraft
configuration needs to be adapted accordingly. This can be achieved through
customization of :
- The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link,
- The SATCOM user ORT for SATCOM data link.
Impacts on A380 aircraft configuration

o Once the Data Service Providers (DSP) are selected, the avionics have to be
customised accordingly. The systems involved in the customisation process
are:
- The ACR (Avionics Communication Router) for the customised database
of routing policies,
- The SATCOM user ORT for SATCOM data link.
- A 14 -
o It is the airline’s responsibility to get its own customised database from the
database supplier (namely Rockwell-Collins France). AIRBUS suggests that the
airline has issued a RFC to upload their ACR customization databases before
the aircraft delivery. If no customised database is provided, the aircraft is
fitted with a default database. Note the time schedule for the ACR
customisation process :
- Several months (6 months or less depending on the customisation level)
are necessary to Rockwell-Collins France for generating the database,
- The availability of the databases is required no later than one month
before aircraft delivery for their uploading by AIRBUS.
o The customisation process on A380 SDU remains identical to the one

applicable on A320/A330/A340 SATCOM unit.
Operational approval
Rules are not yet fully available and individual operational authority may choose
the means of compliance stating what the applicant airline may have to
demonstrate. However, the following items will have to be complied with:
- Aircraft configuration
The aircraft should be configured in accordance with the approved
certification configuration for FANS A operations
- Flight crew training/qualification
Operating an aircraft in a FANS type environment requires from the crew
understanding, knowledge and operational use of the three C, N and S
dimensions of the CNS/ATM concept.
- Maintenance training
An appropriate maintenance training program relative to the digital
communications, must be given to maintenance people
- Approved operational documentation
The applicant airline should present to its relevant authority the FANS A
Airworthiness Approval Summary, the MEL and the AFM to be
approved.
It is strongly recommended not to make spontaneous FANS testing with

ATC centres when they have not been previously made aware of a given
aircraft intention to operate in FANS mode (refer to FANS A Airworthiness
Approval Summary for test procedures).
- A 15 -
Getting to grips with FANS – Part II – Issue III
- A 16 -
Getting to grips with FANS – Part II – Issue III A5 – FANS A operational procedures
A5. FANS A OPERATIONAL PROCEDURES
A5.1 Introduction 19
A5.2 Pre-flight phase 19
A5.2.1 ICAO flight plan filling 19
A5.2.2 Pre-flight checks 20
A5.3 ATS Facilities Notification (AFN) 21
A5.3.1 Why such a function? 21
A5.3.2 Manual AFN 21
A5.4 CPDLC procedures 25
A5.4.1 CPDLC connection 25
A5.4.2 CPDLC connection transfer 27
A5.4.2.1 Notification of transfer to the next ATC 27
A5.4.2.2 Transfer to the next ATC 28
A5.4.3 Abnormal cases at the time of transfer of connection 33
A5.4.3.1 Non-delivery of the NDA 33
A5.4.3.2 Non-delivery of the END SERVICE 33
A5.4.3.3 Automatic connection transfer not successful 34
A5.4.4 End of service 34
A5.4.5 Failures of the CPDLC connection 35
A5.4.5.1 Failure detected by the controller 35
A5.4.5.2 Failure detected by the aircraft or the flight crew 35
A5.4.6 CPDLC shutdown 35
A5.4.6.1 Planned shutdown 35
A5.4.6.2 Unexpected ground shutdown 36
A5.4.6.3 Unexpected avionics shutdown 36
- A 17 -
A5 – FANS A operational procedures Getting to grips with FANS – Part II – Issue III
A5.4.6.4 CPDLC resumption 37

A5.4.7 Recommendations for exchange of CPDLC messages 37
A5.4.7.1 To be known 37
A5.4.7.2 Use and context of messages 37
A5.4.7.3 Expected delays in responding to CPDLC messages 39
A5.4.7.4 Position reporting with CPDLC 39
A5.4.7.5 Multi-element messages 44
A5.4.7.6 Duplicate messages 44
A5.4.7.7 Use of free text 45
A5.4.7.8 CPDLC dialogue closure 45
A5.4.7.9 DCDU (respectively ATC mailbox) management 46
A5.5 ADS procedures 48
A5.5.1 ATS notification and ADS connection 48
A5.5.2 ADS connection management 54
A5.5.2.1 ADS connection priorities 54
A5.5.2.2 Allocation of ADS connections 54
A5.5.3 Position reporting with ADS 55
A5.5.3.1 Position report at FIR entry 55
A5.5.3.2 Updating waypoint estimates 55
A5.5.3.3 Non-compulsory waypoints 55
A5.5.4 ADS connection closure 55
A5.5.5 Route offset 56
A5.5.6 ADS shutdown 56
A5.5.6.1 ADS-C failure 56
A5.5.6.2 Loss of ADS-C 57
A5.6 Emergency procedures 57
A5.6.1 CPDLC emergency procedures 57
A5.6.2 Activation of ADS emergency mode 57
A5.6.3 Deactivation of ADS emergency mode 58
A5.7 ATS 623 applications 59
- A 18 -
A5.1. INTRODUCTION
The following chapter depicts some important and general procedures for an
operational use of CNS/ATM systems. These procedures are applicable to FANS A
and FANS A+ systems.
As already explained FANS routes are, and will be, regionally opened, based on
the availability of ground equipment and technologies. At the beginning of FANS
operations, operational procedures were defined for each region (e.g. Pacific area,
Indian Ocean and Bay of Bengal). Since early 2004, operational procedures have
been standardized thanks to the gained experience in the Pacific region.
Therefore, most of the FANS 1/A regions worldwide joined the standardization
movement to publish the FANS 1/A Operations Manual (FOM), which is based on
the Pacific Operations Manual (POM). For the NAT airspace, operational
procedures are still described in the Guidance Material for ATS Data Link Services
in North Atlantic Airspace.
The here-below recommendations are based on the FANS 1/A Operations

Manual (FOM) as of 28 SEP 06, since it involves most of the FIRs providing
data link services. Operational procedures for the NAT airspace are specific
to this airspace (refer to A7.2).
For more details, please refer to Chapter A7 – FANS A world status and Appendix E
– FANS operational procedures in oceanic and remote areas.
Procedures described in the following sections are common to FANS A and FANS
A+ package disregarding the aircraft models (A320, A330/A340 or A380). In
order to keep the educational side of this brochure, illustrations are repeated for
each type of interfaces (i.e. DCDU and MCDU on A320/A330/A340 aircraft, and
ATC mailbox and MFD on A380). However, keep in mind that procedures and
functions are identical whatever the aircraft model.
Note : Practical operational scenarios are provided in Appendices G, H and I for

any procedures described in the following sections.
A5.2. PRE-FLIGHT PHASE

As for any flight, it is the commander's responsibility to ensure that crew FANS
training qualifications, aircraft and operational approval are satisfied for the
intended flight (refer to A8.5.4 – Flight crew training/qualification).
A5.2.1. ICAO FLIGHT PLAN FILLING

flight plan. A letter code has been defined for this information.
- A 19 -
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.
- J for Data Link,

10 - EQUIPMENT J / D
- D for ADS capability.
- S for Satellite data link,

18 - OTHER INFORMATION DAT / SV
- V for VHF data link.
In this example, the data link is ensured by both Satellite and VHF, and ADS is
available.
The following code is used:
- S...........Satellite data link
- H...........HF data link
- V...........VHF data link
- M...........SSR Mode S data link
If RNP is expected, field 18 will also mention: NAV/RNP (Refer to “Getting

to grips with modern navigation” brochure).
The aircraft registration is also to be notified in the Field 18. This will be
used for correlation purposes by the ATC through a comparison of it with the one
contained in the AFN logon (see hereafter).
A5.2.2. PRE-FLIGHT CHECKS

those checks :
• GPS availability,
• UTC time settings,
• RNP capability,
• Data link communications availability (e.g. SATCOM logged),
• The initialization of data link systems :
- On the MCDU COMM INIT page for A320/A330/A340 FANS A package,
- On the RMP MENU>DATALINK ROUTER>INIT page for A380 FANS A
package.
• Airlines’ priority list of contracted DSP for FANS operations with this aircraft
(refer to A8.3.1 – ATSU SCAN MASK).
If the data link is to be used a short time after the departure, the ATS Facilities
Notification (AFN) function (described here after) will have to be completed prior
to take off. As a general rule, it is worth noting that the AFN should be
completed 15 to 45 minutes before entering the CPDLC/ADS air space.
- A 20 -
A5.3. ATS FACILITIES NOTIFICATION (AFN)

A5.3.1. WHY SUCH A FUNCTION?
The aim of the ATS Facilities Notification is to tell (to notify) an ATC centre that
your aircraft is able to sustain digital communications and that you are ready to
connect. It is thus two folds:
• To inform the appropriate ATC centre of the capabilities and specifics of the
aircraft data link communications (e.g. CPDLC and/or ADS available
applications, ACARS address),
• To give the ATC centre the flight identification and aircraft registration
number to allow for a correlation with the filled flight plan.
The AFN must be successfully completed prior to any connection is being

established. The AFN can be initiated :
• Manually by the pilot (e.g. the first notification which is always manual); or
• Automatically by an ATC using the address forwarding process transparent
to the crew (refer toA5.4.2.2 – Transfer to the next ATC). If this process
fails, a manual notification should be done.
The table below emphasises the ways to initiate an AFN depending on the services
provided by the Current Data Authority (FROM) and the Next Data Authority (TO).
TO
CPDLC only ADS only CPDLC & ADS
FROM
CPDLC only Automatically Automatically Automatically
ADS only Manually Manually Manually
CPDLC & ADS Automatically Automatically Automatically
A5.3.2. MANUAL AFN

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

NOTIFYING, NOTIFIED is displayed (refer to Figure 5-1 and Figure 5-2).
This AFN procedure is more or less transparent to the crew, but must be
understood.
- A 21 -
Note :
Until the appropriate FANS stations installation in both Nav Canada (Gander
Oceanic) and UK NATS (Shanwick Oceanic), ADS was not true ADS. The
connection was NOT directly done with any of these centres, but to the ARINC
Centralized ADS (CADS) computer in Annapolis, which then transformed the
received ADS reports into position reports as if received by the AERADIO
operators and then transmitted to the controllers via AFTN (Aero Fixed Telecom
Network).
The true ADS has been announced to replace CADS in the NAT airspace since May
31st 2005. Actually, some FIRs still conduct some tests until the integrated ADS
installation has been completely validated. For instances, at the time of writing
the document, Reykjavik still uses CADS, Shanwick and Gander should switch to
integrated ADS by April 2007.
MCDU
AFN Contact
AFN Acknowledgement
2
3
MCDU
Figure 5-1
Manual notification with A320/A330/A340 interfaces
- A 22 -
MFD
AFN Contact
AFN Acknowledgement
MFD
2
3
Figure 5-2
Manual notification with A380 interfaces
- A 23 -

If the A380 aircraft introduces a brand new cockpit, it does not modify the
procedures.
Pre-flight phase
• ICAO F-PLN filling
flight plan.
- The data link capability is notified by a letter J to be entered in the
field 10.
- The letter D is also entered in the surveillance part of that field, if ADS
is available.
- The other capabilities are given in the field 18 (Other Information)
under the DAT/ information. The following code is used : S (Satellite
data link), H (HFDL), V (VHF data link), M (SSR Mode S data link).
• Pre-flight checks
those checks :
- GPS availability - RNP capability
- UTC time settings - Data link communications availability
o On the MCDU COMM INIT page for A320/A330/A340 FANS A
package,
o On the RMP MENU>DATALINK ROUTER>INIT page for A380 FANS
A package.
- Airline priority list of contracted DSP for FANS operations with this
aircraft.

• The aim of the ATS Facilities Notification is to:
- Notify the appropriate ATC centre of the capabilities and specifics of
the aircraft data link communication applications
• When no other CPDLC or ADS connections have been established with a
previous ATC centre, the AFN must be exercised (e.g. prior to departure,
between 15 to 45 minutes prior to entering a data link airspace).
• The AFN can be initiated:
- Automatically by the ATSU (respectively ATC applications) using the
address forwarding process.
The AFN must be successfully completed prior to any connection (CPDLC
or ADS) is being established.
- A 24 -
A5.4. CPDLC PROCEDURES

A5.4.1. CPDLC CONNECTION
Once the AFN has been successfully done (the 4-letter code of the notified is listed
in the ATC NOTIFIED section on MCDU NOTIFICATION page for A320/A330/A340
aircraft or the NOTIFIED TO CENTERS section on MFD NOTIFICATION page for
A380 aircraft), the ATC centre can initiate a CPDLC connection.
For the connection establishment, the ground system and the aircraft exchange
two messages : CONNECTION REQUEST and CONNECTION CONFIRM. During this
exchange, no flight crew action is required.
2
Connection Request
Connection Confirm
DCDU
1
MCD
Figure 5-3
CPDLC connection with A320/A330/A340 interfaces
- A 25 -
2
Connection Request
Connection Confirm
ATC mailbox
MFD
Figure 5-4
CPDLC connection with A380 interfaces
Checks are automatically done by the ATSU (respectively ATC applications) to

validate or reject the connection:
• Connection is accepted if no previous connection already exists.
• Connection is accepted if it is relative to the next data link ATC to control
the aircraft.
• Connection is rejected in all other cases.
Note: The ACTIVE ATC line on the MCDU (respectively MFD) is dedicated to
CPDLC connection status. When CPDLC connection has been established, the
active ATC is indicated on both DCDU and MCDU (respectively ATC mailbox and
MFD).
- A 26 -
A5.4.2. CPDLC CONNECTION TRANSFER
A5.4.2.1. NOTIFICATION OF TRANSFER TO THE NEXT ATC

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

message
MCDU
ATC 2 ATC 1
Figure 5-5
Notification of transfer to the next ATC with A320/A330/A340 interfaces
- A 27 -
ATC mailbox
Next Data Authority

message
MFD
ATC 2 ATC 1
Figure 5-6
Notification of transfer to the next ATC with A380 interfaces
A5.4.2.2. TRANSFER TO THE NEXT ATC

Transfer from one Data Authority to the next one is usually done automatically
and remains transparent to the flight crew.
The following explanations are nevertheless given for a better understanding of

the failure cases and their associated procedures.
The automatic transfer to the next ATC is made through a so-called Address
Forwarding Process. The aim of the address forwarding is to forward the
address of the next ATC to the aircraft avionics.
- A 28 -
• Automated transfer procedures on the avionics side
The following sequence of message exchange should be initiated by the first ATC
around 30 minutes prior to the estimated time at the FIR boundary. The crew is
unaware of this exchange.
- The first ATC sends an AFN Contact Advisory message to the aircraft.
- The aircraft acknowledges this message and sends an AFN contact
message to the next ATC.
- This second ATC acknowledges the demand through an FN_ ACK
message.
- The aircraft sends an AFN Complete (FN_COMP) message to the first
ATC, to inform it of the completion of the AFN.
- At this stage, the second ATC initiates a CPDLC connection as described
in A5.4.1 – CPDLC connection.
For the termination of a connection, the END SERVICE message is used (refer to
A5.4.4 – End of service). Until the END SERVICE message is received from the
first ATC, the ATSU (respectively ATC applications) supports two CPDLC
connections : one active connection with the Current Data Authority and one
passive connection with the Next Data Authority.
• Transfer procedures on the cockpit side
Under normal circumstances, the CPDLC connection should be established with

the next ATC before the termination of the CPDLC connection with the current
ATC.
The process of the CPDLC connection transfer is completed with the MONITOR (OR
CONTACT) [icaounitname] [frequency] and END SERVICE message elements.
These message elements should be sent after the receipt of the last position
report before crossing the FIR boundary; but not less than 5 minutes before the
FIR boundary. This will allow the next ATC connection to become active when the
aircraft crosses the FIR boundary. If the next ATC centre has not been connected
to the aircraft at the time the "END SERVICE" message is received, the aircraft is
left without any connection.
At the receipt of the END SERVICE message, the ATSU (respectively ATC
applications) disconnects the Current Data Authority. The Next Data Authority
CPDLC connection becomes then active.
Three methods may be used.
Method 1 : The current ATC centre sends to the flight crew MONITOR (OR
CONTACT) [icaounitname] [frequency] and END SERVICE message
elements in one single uplink message.
When the flight crew sends WILCO as a response to the multi-element message,
the ATSU (respectively ATC applications) disconnects the connection with the
- A 29 -
current ATC centre. Therefore, the multi-element message should be received on-
board not more than 10 minutes before the frequency transfer point. Refer to
Figure 5-7 or Figure 5-8.
Method 2 : The current ATC centre sends to the flight crew MONITOR (OR
CONTACT) [icaounitname] [frequency] and END SERVICE message
elements in separate uplink messages.
The flight crew sends WILCO as a response to the MONITOR/CONTACT instruction.

The current ATC centre sends the END SERVICE message immediately after the
receipt of the WILCO response.
Method 3 : the current ATC centre sends AT [position] (or AT [time])

MONITOR (OR CONTACT) [icaounitname] [frequency] and END SERVICE
message elements in separate uplink messages.
The flight crew sends WILCO as a response to the MONITOR/CONTACT instruction.

Once the WILCO response is received on ground and while the aircraft is
approaching the FIR boundary, the current ATC centre sends the END SERVICE
message.
- A 30 -
CDU
NDA
1
NEXT ATC : NFFF CTL
AFN Contact Advisory
2
AFN Response
3
AFN Contact
4
AFN Acknowledgement
5
AFN Complete
6
Connection Request
7
Connection Confirm
DCDU 8
MONITOR / CONTACT
+ END SERVICE
9
WILCO
10
Disconnection Request
MCDU
ATC 2 ATC 1
Figure 5-7
Transfer to the next ATC with A320/A330/A340 interfaces
- A 31 -
ATC mailbox
NDA
1
AFN Contact Advisory

D
AFN Response
3
AFN Contact
4
AFN Acknowledgement
5
AFN Complete
6
Connection Request
7
Connection Confirm
8
ATC mailbox
MONITOR / CONTACT
+ END SERVICE
9
WILCO
10 Disconnection Request
Figure 5.8
MFD Transfer to the next ATC as on A380
ATC 2 ATC 1
Figure 5-8
Transfer to the next ATC with A380 interfaces
- A 32 -
A5.4.3. ABNORMAL CASES AT THE TIME OF TRANSFER OF CONNECTION
A5.4.3.1. NON-DELIVERY OF THE NDA

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

Select ATC Com Off then Logon to [ATC ICAO 4 letter code].
(Note : When via CPDLC, this last element will be free text)
Pilot : WILCO
Remarks on the phraseology

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

• “Select ATC Com Off” for “Disconnect” (i.e. DISCONNECT function in the
CONNECTION STATUS page on MCDU or MFD).
• “Logon” for “Notify” (i.e. NOTIFY function in the NOTIFICATION page on
MCDU or MFD).
To select ATC Com off, select the DISCONNECT function from the CONNECTION
STATUS page on MCDU (respectively MFD).
• Selecting ATC Com off will disconnect the transferring ATC.
• Logging on to the designated ATC will allow the designated ATC to perform
a CPDLC connection.
Such a procedure is initiated by the transferring ATC while approaching the FIR
boundary.
A5.4.3.2. NON-DELIVERY OF THE END SERVICE

It may happen that the automatic termination of the CPDLC connection fails (e.g.
the END SERVICE message is not delivered to the avionics). In that case, the ATC
should resend an END SERVICE message. If this tentative is also unsuccessful, the
ATC should instruct the flight crew to perform a manual disconnection (i.e.
DISCONNECTION function from the CONNECTION STATUS page) and to manually
logon to the next ATC.
- A 33 -
The voice phraseology will be :
Controller : Select ATC Com Off then Logon to [ATC ICAO 4 letter code].
Pilot : Roger
A5.4.3.3. AUTOMATIC CONNECTION TRANSFER NOT SUCCESSFUL

The CPDLC transfer may occur after the aircraft has passed the FIR transfer point.
The ATC notifies then the flight crew with the free text EXPECT CPDLC TRANSFER
AT [time].
• If the aircraft crosses the FIR boundary before the time notified in the free
text, the boundary position will be sent to the ATC with the active
connection.
• If the CPDLC transfer is not completed by the time indicated in the free
text, the flight crew is authorized to manually disconnect the current ATC
and to logon to the next ATC.
If the CPDLC connection with the current ATC is not terminated at the expected
time (i.e. before the position or time indicated in the CONTACT/MONITOR
message), the flight crew shall send the CPDLC position report to the current ATC.
This CPDLC position report should prompt the ATC controller to terminate the
connection.
If the END SERVICE message is not received within three minutes after the CPDLC
position report has been sent, the flight crew should manually disconnect the
current ATC and should notify the next ATC.
A5.4.4. END OF SERVICE

A CPDLC connection with one ATC centre is usually terminated once this centre
has sent an "END SERVICE" message to the aircraft. This message is sent once all
the preparatory messages for the automatic transfer have been exchanged. It is
sent just prior to the FIR boundary. The disconnection is made automatically and
does not require any pilot actions in normal circumstances. Refer to A5.4.2.2 –
Transfer to the next ATC for more details.
For the following cases, the avionics will terminate established connections. In
both cases, an error message is sent to both ATC centres and a disconnection with
both ATC centres occurs :
• When any uplink messages remain open and the aircraft receives an END
SERVICE message,
• When the END SERVICE element is part of an uplink multi-element
message where none of the elements requires a WILCO response.
If any downlink message remains open when the aircraft receives an END
SERVICE message, the avionics will close the message and terminate the CPDLC
connection with the current ATC. This will not affect the CPDLC connection with
the next ATC.
- A 34 -
A5.4.5. FAILURES OF THE CPDLC CONNECTION
As soon as a failure of the CPDLC connection is noticed by either the flight crew or
ground controller, voice will be used to inform the other part of the failure and to
co-ordinate further actions. The voice coordination will be done before any
disconnection.
Once a connection has been lost, a complete notification/connection procedure

must be performed. The appendix J – On-board indications in case of data link
failures provides cues available in the cockpit in case of sensed failures.
The following sections provide the recommended procedures.
A5.4.5.1. FAILURE DETECTED BY THE CONTROLLER

• The ATC controller instructs via voice the flight crew to perform a manual
disconnection followed by a notification.
• The flight crew applies the ATC instructions via the MCDU (respectively
MFD) :
- The manual disconnection with the DISCONNECT function in the
CONNECTION STATUS page,
- The notification with the NOTIFY function in the NOTIFICATION page.
Controller : Data link failed.

Select ATC Com Off then Logon to [ATC ICAO 4 letter code].
Pilot : Roger
A5.4.5.2. FAILURE DETECTED BY THE AIRCRAFT OR THE FLIGHT CREW

The flight crew should disconnect and re-notify the current ATC as follows :
- The manual disconnection with the DISCONNECT function in the
CONNECTION STATUS page,
- The notification with the NOTIFY function in the NOTIFICATION page.
A5.4.6. CPDLC SHUTDOWN

In the cases described below, ATC/AOC coordination is recommended.
A5.4.6.1. PLANNED SHUTDOWN

• The shutdown period should be notified through NOTAM. During the
shutdown period, voice shall be used.
• Prior the commencement of the shutdown period, the ATC controller
instructs the flight crew to disconnect the data link and to continue on
voice.
- A 35 -
• The flight crew shall terminate the data link (i.e. DISCONNECT function in
the CONNECTION STATUS page on MCDU or MFD) and continue on voice.
The following phraseology (either voice or data) will be :
Controller : Data link will be shutdown.

Select ATC Com Off. Continue on voice.
(The flight crew shall select ATC Com Off when the message is
received)
Pilot : Roger
A5.4.6.2. UNEXPECTED GROUND SHUTDOWN

• In the event of an unexpected shutdown of ground system, the ATC
controller instructs the flight crew to disconnect the data link and to
continue on voice.
• The flight crew shall terminate the data link (i.e. DISCONNECT function in
the CONNECTION STATUS page on MCDU or MFD) and continue on voice
until the ATC controller informs the resumption of data link
communications.
Controller : Data link failed.

Select ATC Com Off. Continue on voice.
Pilot : Roger
A5.4.6.3. UNEXPECTED AVIONICS SHUTDOWN

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

Select ATC Com Off. Continuing on voice.
Controller : Roger. Continue on voice.
- A 36 -
A5.4.6.4. CPDLC RESUMPTION

Controller : Data link operational.

Logon to [ATC ICAO 4 letter code].
Pilot : Logon [ATC ICAO 4 letter code].
A5.4.7. RECOMMENDATIONS FOR EXCHANGE OF CPDLC MESSAGES

This chapter depicts the various operational points for a proper understanding and
use of the CPDLC system. It also provides for recommendations directly based on
the lessons learned in the South Pacific operations.
A list of all the up and down link messages supported by the CPDLC system is
given in Appendix A.
A5.4.7.1. TO BE KNOWN
In ACARS environments, both pilot and controllers cannot know whether a
message has been delivered to their right counterpart.
However, it should be noticed :

• Whenever the ATC controller sends a message to an aircraft, a message
assurance is triggered to indicate the controller that his message has
reached the right aircraft (but this does not mean the message has been
displayed and read by the pilot).
• Whenever the crew sends a message to a controller, the "SENDING" then
"SENT" indications displayed on the DCDU (respectively ATC mailbox),
indicates that the message has been delivered to the network. This does
not mean the message has been displayed and read by the relevant
controller.
Should any doubt or problem occur when dialoguing through CPDLC, voice should
be resumed.
A5.4.7.2. USE AND CONTEXT OF MESSAGES

• Usual answers
Most of the clearances can be directly answered through appropriate answer keys
on the DCDU (respectively ATC mailbox). According to the recommended
international rules, the 5 following closure responses may be used as appropriate:
WILCO, ROGER, AFFIRM, UNABLE, NEGATIVE.
It is then important that the crew is fully aware of the right meaning and
implications of these answers. The following lists the recognised statements for
these response elements:
- A 37 -
- WILCO : This downlink message tells the controller that the pilot will
comply fully with the clearance/instruction contained in the associated
uplink message.
- UNABLE : Through this either uplink or downlink message the pilot or

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

the controller is informed that the request is being assessed and there
will be a short-term delay (within 10 minutes). The exchange is not
closed and the request will be answered when conditions allow.
- ROGER : Through this either uplink or downlink message the pilot or the
controller informs/is informed that the content of the associated message
has been received and understood. ROGER is the only correct response
to any uplink free text message. ROGER shall not be used instead of
AFFIRM.
- AFFIRM : Whether uplink or downlink, AFFIRM means YES and is an

appropriate response to uplink linked message of negotiation request
(e.g. CAN YOU ACCEPT FL 350 AT ALCOA?).
- NEGATIVE : Whether uplink or downlink, NEGATIVE means NO and is an

appropriate response to uplink linked message of negotiation request
(e.g. CAN YOU ACCEPT FL 350 AT ALCOA?).
• Meaning of other messages
- DISREGARD : This uplink link message means that the previous uplink
link shall be ignored. DISREGARD should not refer to an instruction or
clearance. Another element shall be added to clarify which message is to
be disregarded.
- CONFIRM : The present parameter (e.g. position, altitude, speed...) is

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

speed, route) is awaited by the controller whenever CONFIRM ASSIGNED
XXXX is used.
- A 38 -
A5.4.7.3. EXPECTED DELAYS IN RESPONDING TO CPDLC MESSAGES

Delays depend upon numerous varying factors and happen to be more or less
random and unpredictable. Waiting for a better consolidation of the three
availability, integrity and accuracy elements as expected with the ATN, the current
FANS A performance requirements have been given for the South Pacific
operations:
- Downlink : An end-to-end transit delay of 60 seconds or less for 95% of

delivered messages. Transit being measured as the difference in the
timestamp of the ground controller station and that of the sending action
of the pilot.
- Uplink : A 120 second round trip delay on 95%. Round trip being
obtained by comparing the time the up link is sent from the controller
system against the time the message assurance (indicating successful
delivery) was received back to the ground controller station.
As an order of magnitude both controller and pilot should consider that it takes up
to one minute for a message to be received, around 30 seconds for the pilot or
controller to take action and respond and up to one other minute for the reply to
be received.
STANDBY answer (either downlink or uplink) assumes that a further response

should come within the next 10 minutes. The message thus remains open.
• Uplink STANDBY : If the ATC controller does not respond within this time,
the pilot shall send an inquiry (e.g. WHEN CAN WE EXPECT CRUISE CLIMB
TO FL360). In no case, should a duplicate message be sent to avoid any
confusion. Refer to A5.4.7.6 – Duplicate messages.
• Downlink STANDBY : In addition, if the flight crew needs more time to

assess an ATC instruction, it is recommended to use the STANDBY answer to
properly assess the uplink message.
A5.4.7.4. POSITION REPORTING WITH CPDLC

Position reporting may be done either via CPDLC or via ADS-C according to the
requirements of the flown airspace (Refer to AIP). Position reporting is
transparent to the flight crew. However, some requirements about ADS-C position
reporting have to be known (refer to A5.5.3 – Position reporting with ADS). The
following sections deals with CPDLC position reporting recommendations as
described in FANS 1/A Operations Manual.
- A 39 -
• General
“Position” and “Next Position” shall only contain compulsory reporting points
unless requested otherwise by ATC. This recommendation allows to receive
consistent position reports by either voice or data.
The “Ensuing Significant Point” may be either the compulsory or non-compulsory

reporting point after the “Next Position”. Refer to AIREP form of ICAO PANS/ATM
Doc 4444, Appendix 1.
• Downlink of position report
In data link airspaces where only CPDLC is available (no ADS-C service provided),
the flight crew shall ensure that a CPDLC position report is sent whenever an ATC
waypoint is passed over (or passed abeam if the aircraft flies an offset). The
preformatted POSITION REPORT message has to be used.
The AIRBUS FANS A and FANS A+ systems provide an automatic position

reporting function. The ATSU (respectively ATC applications) collects the required
information from FMS to fill in the preformatted position report. When a waypoint
is passed over, the position report is directly displayed on DCDU (respectively ATC
mailbox).
The use of this function should be preferred to manual position report where
CPDLC position reporting is needed.
AUTO POS REPORT function and access to MANUAL POS REPORT on MCDU
- A 40 -
MANUAL POS REPORT on MCDU (continued)
AUTO POSITION REPORT function

and MANUAL POSITION REPORT on
MFD
- A 41 -
• First position report
The first CPDLC position report is expected to be sent :

- After the completion of the initial connection, or
- After the transfer of connection from one centre to the next one, or
- When crossing a FIR boundary.
This first position report is required whether the flown FIR is ADS capable or not.
The first position report confirms that the receiving ATC centre is the Current Data
Authority (CDA).
• Position report at ATC waypoints only
It is the flight crew’s responsibility to ensure that position reports are only sent at
ATC waypoints. Other waypoints are of no interest to ATC.
• Waypoint estimate update
If a waypoint ETA has to be updated, a free text shall be sent using the following
wording : REVISED ETA [position] [time].
• Position report not received by ATC
If the ATC controller does not receive an expected CPDLC position report, the ATC
controller may explicitly request a position report with the uplink message
REQUEST POSITION REPORT.
When this message is received on-board, the ATSU automatically collects the
required information from the FMS to fill in the response. The flight crew may
modify the response prepared by the ATSU if it is not satisfactory.
Refer to figures on next page.
• Position report for flexible tracks
All waypoints published for a flexible track are considered as compulsory

waypoint. However, when the flexible track follows a published ATS route, position
reports are not required at any non-compulsory waypoints defined for that ATS
route.
• Sequencing Abeam waypoints
The FMS does not sequence the active waypoint when the aircraft is abeam this
point by more than 7 NM on Honeywell FMS2 and 5NM on Thalès FMS2. In this
case, the waypoint is not sequenced on the CPDLC report message. It is thus
recommended to use the offset function of the FMS so as to send true position
reports. Once again, and specially in RNP or FANS route, updating the flight plan
is highly recommended.
- A 42 -
Position report on DCDU Position report on MFD
- A 43 -
• ARINC 424 Waypoints
Since FANS A is operated, some issues have been highlighted concerning

Waypoints Position Reporting (WPR) to ATC centres when encoded in ARINC 424
(format used to code FMS Navigation Database, but not recognised by ground
systems). The problem is that waypoints that use ARINC 424 encoding scheme,
which allows latitude and longitude to be encoded in 5 characters (e.g. 7560N for
N75W060), are not interpreted properly by some ground systems, which try to
decode them as latitude and longitude and may end up with something
completely different.
The issue is limited to ATC communication (CPDLC) for reporting Ident Waypoint
coded in Arinc424. ADS does not use identifiers, but reports all lat./long
waypoints, including the Reported Waypoint (in the Basic group) or a Waypoint
Change Event report, Next and Next+1 waypoints (in the Predicted Route Group),
as well as all those that force track, speed or altitude changes and are reported as
“ADS Intent points”.
Many ATC centres cannot accept position reports containing latitude and longitude
(Lat./Long) in ARINC 424 format (e.g. 4050N). Position reports containing
Lat./Long waypoints within these areas will be accepted in whole latitude and
longitude format only. Flights unable to send position reports in whole latitude and
longitude format must accomplish position reporting via HF voice.
A5.4.7.5. MULTI-ELEMENT MESSAGES

• It is highly recommended to avoid potential ambiguity, that the flight crews
do not send multiple clearance requests in a single message.
• Pilots should send one element per downlink message.
A5.4.7.6. DUPLICATE MESSAGES

• General
- As a general rule, duplicate messages, which can cause potential

ambiguity, should be carefully avoided.
- To avoid the risk of duplicate messages, incoming request messages
shall be answered as soon as possible
• Re-sending of a message
After a reasonable period without answer to its request, the flight crew may elect
to re-send a message. In that case, he should do this in the form of a query, not a
duplicate of the first request. In the case for instance where the initial request
was REQUEST CLIMB TO FL 350, the second attempt should be WHEN CAN WE
EXPECT FL 350.
- A 44 -
A5.4.7.7. USE OF FREE TEXT

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

• Use of free text is to be considered only when the pre-formatted messages
do not allow for a specific message element.
• Standard ATC phraseology should be used in free text and abbreviations
should be avoided.
• For time information, HHMMZ format should be used as much as possible
(e.g. 1601Z).
Note : "Standardised free text" messages have been developed and agreed upon
by the main FANS actors of the South Pacific area, to cope with the lack of pre-
formatted functions.
A5.4.7.8. CPDLC DIALOGUE CLOSURE

Among the basic assumptions and rules which have presided to the design of the
CPDLC system, the closure of a message is one of the most important to be
known by the crews. Open messages are prone to potential ambiguity and system
issues. They should be avoided as far as possible.
Pilots should be prompt to answer the received messages and to clean up their
DCDU (respectively ATC mailbox) with the CLOSE prompt.
They should be aware of the following definitions, which apply:
• A message is open as long as an associated response is not received

• A message which needs not an answer is closed once received
• A message is closed when its associated response, other than STANDBY or
REQUEST DEFERRED, is received.
Free text message received on board gets closed once ROGER has been
answered. ROGER is the sole response to any up linked free text.
If a CPDLC message requiring a closure response is negotiated by voice, the

CPDLC message closure is still necessary to ensure the proper termination of the
dialogue for the ground and aircraft systems.
- A 45 -
A5.4.7.9. DCDU (RESPECTIVELY ATC MAILBOX) MANAGEMENT

From the experience gained from FANS A operations and from the outcomes of
the Human Factors process, it has been noticed that when several messages are
stacked in DCDUs, some pilots mix messages up when treating them.
Consequently, it is strongly recommended to clear DCDUs (respectively ATC
mailbox) once messages are treated. The goal is to improve message arrival
awareness by keeping DCDUs (respectively ATC mailbox) clear of messages.
When a message is sent (i.e. SENT indication is displayed), always close the
message via the CLOSE soft key to clear DCDUs (respectively ATC mailbox). The
RECALL soft key displays the last closed message.
All exchanged messages are stored in the MSG RECORD page on MCDU
(respectively MFD ATC COM pages) when they are answered (uplink messages) or
sent (downlink messages).
- A 46 -

If the A380 aircraft introduces a brand new cockpit, it does not modify the
procedures.
CPDLC Connection
• Once the AFN has been successfully done, the ATC centre can initiate a
CPDLC connection (transparent to the crew).
• Checks are automatically done by the ATSU (respectively ATC applications)
to validate or reject the connection:
relative to the next data link ATC to control the aircraft
- Connection is rejected in all other cases
• Once connection is established, the active connected ATC centre is then
displayed on the DCDU (respectively ATC mailbox), and on the
CONNECTION STATUS page of the MCDU (respectively MFD).

• As soon as a failure of the CPDLC connection is noticed by either the crew
or the ground controller, voice will be used to inform the other part of the
failure and to co-ordinate further actions.
• Once a connection has been lost, a complete LOGON procedure (AFN +
Connection) must be done.

• To inform the aircraft avionics (i.e. ATSU or ATC applications) that a
transfer of control will occur, the current active ATC sends a so-called NDA
message (Next Data Authority) to the aircraft. This is the only way for the
ATSU (respectively ATC applications) to be aware of and to accept the
• Once a NDA message has been received, the aircraft is waiting for the
• Under normal circumstances the CPDLC connection should be established
with the Next Data Authority prior to the connection between the aircraft
and the current data authority being terminated
DCDU (respectively ATC mailbox) management

It is strongly recommended to close with the CLOSE soft key any
messages on DCDUs (respectively ATC mailbox) once they are sent.
To be noticed
In ACARS environments (contrary to ATN), both pilots and ATC controllers cannot
know whether a message has been delivered to their right counterpart.
- A 47 -
A5.5. ADS PROCEDURES

A5.5.1. ATS NOTIFICATION AND ADS CONNECTION
The notification procedure as described in A5.3 – ATS Facilities Notification (AFN)
is to be applied before the ATC centre performs an ADS connection.
The ATC centre will establish ADS contracts once the AFN has been done either
manually via the MCDU (respectively the MFD ATC COM page for A380) or
automatically through a transfer from a previous ATC centre (refer to A5.4.2.2 –
Transfer to the next ATC).
As soon as the ATSU (respectively the ATC applications for A380) is initialised, the
ADS application is armed, waiting for a possible connection.
• FANS A on A330/A340 aircraft
- ADS is ON by default, which is slightly misleading. Until an ATC centre

initiates a contract, ADS remains armed (refer to the examples here
after).
- In addition, there is no means for the crew to know whether or not ADS
is operative. On the NOTIFICATION page, NOTIFIED is displayed once the
notification has been done, but this does not mean that the ADS is
operative. No information related to ADS connections (except the ADS
mode either ON or OFF) is provided either on MCDU or DCDU.
• FANS A+ on A320/A330/A340 aircraft
In the FANS A+ package on A320/A330/A340 aircraft, the initial FANS A HMI (as
described above) has been modified to improve the awareness about ADS
connections.
- When ADS is activated and no ADS connections have been established,
ADS is in the ARMED mode. ARMED is indicated on the MCDU
CONNECTION STATUS page.
- When ADS is activated and at least one ADS connection has been
established, ADS is in the CONNECTED mode. CONNECTED is indicated
on the MCDU CONNECTION STATUS page, and the number of
connections is indicated on DCDU (e.g. ADS CONNECTED (2)). The
identifications of connected units are available in the MCDU ADS DETAILS
page.
• FANS A+ on A380 aircraft
The awareness of ADS connections has been improved even more on A380
interfaces.
- When ADS is deactivated, ADS is in the OFF mode. It is indicated both
on MFD CONNECTION STATUS page and on ATC mailbox (i.e. white ADS
OFF indication).
- A 48 -
- When ADS is activated and no ADS connections have been established,

ADS is in the ARMED mode. ARMED is indicated on the MFD
- When ADS is activated and at least one ADS connection has been
established, ADS is in the CONNECTED mode. CONNECTED is indicated
with the identifications of the connected units on the MFD CONNECTION
STATUS page, and the number of connections is indicated on ATC
mailbox (e.g. 2 ADS CONNECTIONS).
ADS Connection
FANS A FANS A+
Status
OFF OFF
On MCDU ON ARMED
ON CONNECTED
OFF
On MFD ARMED
CONNECTED
On DCDU No information ADS CONNECTED (X)
On ATC mailbox X ADS CONNECTIONS
Note 1 : X is the number of connected units (ATC or AOC).
Note 2 : The ADS system must be set to ARMED (or ON for A330/A340 aircraft
equipped with FANS A package), prior to perform an AFN notification. This
setting is the default status.
- A 49 -
A320/A330/A340 aircraft – FANS A vs. FANS A+ MCDU HMI

FANS A MCDU HMI FANS A+ MCDU HMI
Notification done / Waiting for a connection (ADS or CPDLC)
On the MCDU page, ADS status is ON. On the MCDU page, ADS status is
But it does not mean that ADS contracts ARMED. The ADS status is given without
have been set up. Actually, here ADS is ambiguity.
just armed, waiting for contracts.
An ADS connection occurred
On the MCDU page, ADS status is still ADS status is now CONNECTED. It is
ON. But is this example, contract(s) has explicitly indicated that the ADS
(have) been set up. application is sending reports to at least
one ATC.
- A 50 -
A320/A330/A340 aircraft – FANS A vs. FANS A+ DCDU HMI

FANS A DCDU HMI FANS A+ DCDU HMI
No CPDLC and No ADS connections
Even if there are no connections, the CPDLC When there are no connections, the default
connection status is displayed. screen is blank.
There is no CPDLC connection, but 2 ADS contracts have been set up.
In case of ADS-only, the information given by There is no ambiguity regarding the ADS
the DCDU screen can be misleading. Even if status on the DCDU screen.
NO ACTIVE ATC is displayed, ADS contract
could have been set up.
CPDLC and 2 ADS connections are active
DCDU is devoted to CPDLC application. No The default screen of the ATC mailbox
information relative to ADS contracts is provides information about CPDLC and ADS
available. connections.
A CPDLC connection exists, but no ADS contract has been set up.
There is no cue on actual ADS contracts (ADS No ADS contracts have been set-up. (ADS is
is either ON or OFF). either OFF or ARMED).
- A 51 -
The principles used for A320/A330/A340 FANS A+ HMI apply for the A380 FANS
A+ HMI.
A380 – FANS A+ MFD HMI

Notification done / Waiting for a Some ADS connections occurred
connection (ADS or CPDLC)
The notification has been done. The ADS At the first ADS connection, the ADS
application is ready (i.e. ARMED) to status becomes CONNECTED. For each
connect. connected ATC centre, the time at which
the ATC centre connected is provided.
- A 52 -
A380 – FANS A+ ATC Mailbox HMI

No CPDLC and No ADS connections
When there are no connections and ADS

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

is OFF, the default screen displays a
white ADS OFF indication.
There is no CPDLC connection, but 2 ADS contracts have been set up.
There is no ambiguity regarding the ADS

status on the ATC mailbox. The number
of ADS contracts is displayed.
CPDLC and 2 ADS connections are active
The default screen of the ATC mailbox

provides information about CPDLC and
ADS connections.
A CPDLC connection exists, but no ADS contracts have been set up.
ADS is ARMED but no ADS contracts

have been set up.
The active ATC is connected for CPDLC.

ADS is OFF. No ADS contracts can be
established.
- A 53 -
A5.5.2. ADS CONNECTION MANAGEMENT

The ADS connection management is transparent to the crew, but is under the
responsibility of the ATC centre in charge of the flight.
A5.5.2.1. ADS CONNECTION PRIORITIES

FANS A equipped aircraft can have up to five ADS connections. The aircraft has
the capability to report to all different units (ATC or AOC) connected via ADS
simultaneously.
The FANS A system does not assign technical priority to ADS connections;
therefore, the controlling ATC may not be aware of other connections established
with the aircraft. In order to manage these connections, a procedural hierarchy
controlled by the Address Forwarding process (refer to A5.4.2.2 – Transfer to the
next ATC) has been established.
A5.5.2.2. ALLOCATION OF ADS CONNECTIONS

Using the Address Forwarding process, the current controlling authority shall
allocate ADS connection priority to the next ATC that will take the responsibility
for the aircraft. The priority for the allocation of ADS connections shall be in
accordance with the following list (as per FANS 1/A Operations Manual) :
1. The Current Data Authority,
2. The Next Data Authority,
3. An ATC requiring a monitoring of operations close to a FIR border,
4. Airline AOC,
5. Other miscellaneous connections.
ADS DETAIL page on MCDU CONNECTION STATUS page on MFD
- A 54 -
Note :
It is to be noticed that in the A320/A330/A340 FANS A+ package, an MCDU ADS

DETAIL page lists ATC centres with active ADS contracts. They can easily be
disconnected through the appropriate right Line Select Key (LSK) of the MCDU.
In the example given through this figure, four centres have set up ADS contracts.
Pressing the appropriate LSK cancels the ADS contract established by the
corresponding ATC centre.
In the A380 FANS A+ package, the same kind of feature is provided in the
CONNECTION STATUS page. Just uncheck the ATC centres with which the ADS
connection should be terminated.
A5.5.3. POSITION REPORTING WITH ADS

The requirements to use either CPDLC or ADS-C for position reporting are
published in the AIP of the considered FIR.
A5.5.3.1. POSITION REPORT AT FIR ENTRY

When an ATC has nominated the use of ADS reporting only within the associated
FIR, a CPDLC position report at the FIR entry position is still required to
confirm that the ATC holds the status of Current Data Authority. Following the
initial report at the boundary, no further CPDLC or voice position reports will be
required for operations within the FIR.
A5.5.3.2. UPDATING WAYPOINT ESTIMATES

ATS should publish in the AIP that pilots are not required to update estimates for
waypoints when the aircraft is reporting by ADS in airspace where additional
CPDLC or voice reports are not required.
Exceptions to this rule are that updates to estimates are required when:
• An estimate previously advised by voice or by CPDLC will change by more
than 2 minutes, or
• A pilot-initiated action, such as a change in speed, will change the estimate
for the next reporting point by more than 2 minutes.
A5.5.3.3. NON-COMPULSORY WAYPOINTS

When reporting by ADS-C only, the flight crew is not required to modify the route
to remove the non-compulsory waypoints.
A5.5.4. ADS CONNECTION CLOSURE

ADS is transparent to the crew. In particular, contracts cannot be modified from
the aircraft. An individual ADS connection may be stopped from the ground or
manually by the crew (FANS A+ only) through the ADS DETAIL page of the MCDU
ATC menu (respectively MFD CONNECTION STATUS page).
- A 55 -
ADS contracts and connections should normally be terminated by the ground

system when :
• The aircraft has crossed any FIR boundary and has passed beyond the
normal "back co-ordination" parameter, or
• The aircraft's flight plan has been cancelled or has finished, or
• The previous ATC, the current ATC or an adjacent ATC has no further
surveillance requirements for the flight.
Note : The ADS should not be set to off, unless instructed to do so by ATC.
If the ADS is set to off, the ATC centre can no longer be provided with ADS
reports.
A5.5.5. ROUTE OFFSET

The accuracy of the ADS intent and predicted route information is of prime
importance when it is to be used by the ATC centre to allow for reduced lateral
and /or longitudinal separation.
If an offset is manually flown, in a Heading Select mode for instance, both the
intent and predictions as sent by the FMS for ADS purpose, may be incorrect. A
Waypoint will not be sequenced if the position is beyond 7NM on Honeywell
FMS2 and 5NM on Thalès FMS2 aside from this point.
It is then recommended that the crew keeps updated its FMS flight plan, and that
it uses the FMS Offset function. When an Offset is flown with the FMS, the intent
and predicted route information will be provided along the offset route.
A5.5.6. ADS SHUTDOWN

Some ATC centres are not equipped with both CPDLC and ADS-C applications.
Therefore, a CPDLC shutdown or an ADS-C shutdown may be experienced on
ground systems. In these cases, the following procedures apply.
A5.5.6.1. ADS-C FAILURE

During the period when the shutdown of the ground ADS-C application occurs,
position reports are required either via CPDLC if available or via voice.
If CPDLC is still serviceable, the phraseology will be :
Controller : ADS not available revert to ATC data link position reports.
Pilot : Roger
- A 56 -
A5.5.6.2. LOSS OF ADS-C

It may happen that the flight crew has inadvertently switched ADS reporting off.
As a consequence, the ATC is not able to establish an ADS contract.
In that case, the ATC may request the status of the on-board ADS application with
the following the phraseology :
Controller : Confirm ADS armed.

Pilot : Roger
A5.6. EMERGENCY PROCEDURES

For the detailed procedures, please refer to FANS 1/ Operations Manual section 7.
A5.6.1. CPDLC EMERGENCY PROCEDURES

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

• The controller shall immediately acknowledge receipt of an emergency
message, which has been sent by the pilot (e.g. MAYDAY or PAN). Either
voice or CPDLC free text will be used. If free text is used, the crew is not
required to close it through the ROGER reply.
• The controller shall also attempt a voice contact after he has acknowledged
an emergency message through CPDLC
• If CPDLC is the best (or the sole) means for communications, the current
controller will keep the connection active to provide the assistance. In
particular, no transfer (either automatic or manual) of connection will be
done.
A5.6.2. ACTIVATION OF ADS EMERGENCY MODE

When both CPDLC and ADS are active, sending the MAYDAY message through
CPDLC automatically switches the ground ADS contract to the EMERGENCY mode
(the reporting rate is the same as of the previous periodic contract if any, or is set
to 64 seconds per default for other existing contracts). Conversely, sending the
CPDLC CANCEL EMERGENCY message deactivates the ADS EMERGENCY mode.
When only ADS is operating, the ADS EMERGENCY mode can be activated :
• For A320/A330/A340 aircraft, through the EMERG ADS function from MCDU
EMERGENCY page,
• For A380 aircraft, through the ADS EMERGENCY function from MFD
EMERGENCY page or from MFD CONNECTION STATUS page.
- A 57 -
When the ADS emergency mode is set, the aircraft immediately sends an ADS
report containing an emergency flag that is interpreted by all ground systems that
currently have periodic or event contracts established with that aircraft.
A5.6.3. DEACTIVATION OF ADS EMERGENCY MODE

To deactivate the EMERGENCY mode (MAYDAY message and ADS emergency
mode), the flight crew can :
• On A320/A330/A340 aircraft, send an EMERGENCY CANCEL message from
the second EMERGENCY page on MCDU, or set the EMERG ADS to OFF.
• On A380 aircraft, send a CANCEL EMER message, or set the ADS
EMERGENCY to OFF from either EMERGENCY page or CONNECTION STATUS
page on MFD.
When the pilot cancels the emergency mode, the aircraft will send an emergency
mode cancellation message to each ground station receiving the emergency mode
reports. The cancellation message will remove the emergency flag from the
periodic contract, but the data contents will remain the same as per the
emergency contract. Any previously existing data groups requested by the ground
system will not be restored unless the ground system re-negotiates the periodic
contract following receipt of the emergency cancellation message. Existing event
contracts are unaffected by the emergency cancellation.
EMERGENCY page on MCDU – 1/2 EMERGENCY page on MFD
- A 58 -
EMERGENCY page on MCDU – 2/2 CONNECTION STATUS page on MFD
A5.7. ATS 623 APPLICATIONS

The ATS623 applications (AIRBUS implementation of AEEC623) are an option of
the FANS A+ package for A320/A330/A340 aircraft. They are basic on A380
aircraft.
As a first step to a greater use of data link applications, and pending for a greater
maturity of standardised services, AIRBUS has decided to implement only three
ATS623 applications :
• Departure Clearance (DCL),
• Oceanic Clearance (OCL),
• Digital – Automatic Terminal Information Service (D-ATIS).
Operating these applications is done with both the DCDU and the MCDU
(respectively ATC mailbox and MFD). Although very similar to the current FANS A
functions, differences exist and must be kept in mind :
• ATS623 exchanges do not require a preliminary notification process
(AFN) contrary to CPDLC and ADS applications.
• ATS623 exchanges have been built upon voice exchanges: crew request,
ground clearance, crew read-back and ground confirmation. This was a
requirement from the Airworthiness Authorities.
• As per AEEC 623 specifications, it is not possible to refuse an ATS 623
clearance by data link. The refusal, if any, shall be done via voice.
• No Time stamp information are available for ATS623 exchanges.
Note 1 : In case similar applications have been customised through AOC (ACARS)
contracts, these will no longer be available should the ATS623 package be chosen.
- A 59 -
This means that AOC DCL or OCL will no longer be sent from a customised AOC
page. However, customised AOC functions such as Pre-Departure Clearance
(PDC), which is not compliant with the AEEC 623 specifications, will remain
possible through the ACARS.
Note 2 : ATS623 applications are not FANS applications, but are considered as
such because using the DCDU/MCDU (respectively ATC mailbox and MFD) to
exchange messages.
• Usual answers
- ACK (ATS 623 Departure and Oceanic clearances only) : ACK

stands for Acknowledgement. This downlink message means that the
flight crew has received the departure or oceanic clearance contained in
the associated uplink message. An ATC confirmation should follow.
- REFUSE (ATS 623 Departure and Oceanic clearances only) : This is

not a downlink message. As per AEEC 623 specifications, a departure or
oceanic clearance cannot be refused by data link. The flight crew shall
revert to voice procedure. When selecting the REFUSE option on DCDU
(respectively ATC mailbox), a reminder for a reversion to voice procedure
is triggered for display.
The following figure provides a typical scenario for a departure clearance using the
ATS623 application. The introduction of new interfaces with the A380 does not
modify the communication protocol. Therefore, this figure applies to the A380
with ATC mailbox and MFD instead of DCDU and MCDU.
- A 60 -
Standard Departure Clearance Communication Scenario
Aircraft ATC center
Ground DSP
1- M CDU +
DCDU Request DCL
‘ sending ’
NAT ACK DSP
‘ sent ’
Clearance
2- ATC
MSG + DCDU
NAT = Network Acknowledgement Timer
AUCT = ATC Uplink Confirmation Timer
3-
DCDU Answer (ACK)
‘ sending ’
NAT ACK DSP
‘ sent ’
AUCT
Confirmed
4-
ATC
MSG +
DCDU
Figure 5-9
Departure Clearance scenario
1. Departure Clearance request : The DEPARTURE CLEARANCE request is

prepared on the MCDU, displayed on the DCDU and sent to the ground.
2. Departure Clearance receipt : An uplink clearance is received: the aural and
visual warnings are activated, and the message is displayed on the DCDU.
3. Departure Clearance read-back : If the pilot accepts the clearance, he
selects the proposed ACK answer on the DCDU and sends it to the ground
4. Departure Clearance confirmation : The ground confirms that the
acknowledgement for this clearance has been received, this is displayed on the
DCDU.
If the crew prefers to REFUSE the received clearance (step 3), then no downlink
message is sent to the ground and this must be done by voice contact: this is
indicated on the DCDU when REFUSE is selected.
Refer to Appendix I for an ATS623 operational scenario.
- A 61 -
ADS connections
• An ATC will establish ADS contracts once the AFN has been performed.
• FANS A equipped aircraft can have up to five ADS connections.
• The aircraft has the capability to report to all connected ATC centres
simultaneously using ADS.
• Different types of ADS "contracts" exist:
- Periodic : the data are sent at periodic time intervals.
- On demand : the data are sent only when asked for.
- On event : the data are sent whenever a specified event occurs.
• ADS is transparent to the crew. In particular, contracts cannot be modified
from the aircraft. An individual ADS connection may be stopped from the
ground or manually by the crew (FANS A+ only) through the ADS DETAIL
page of the MCDU ATC menu (respectively MFD CONNECTION STATUS
page).
• The ADS should not be set to off unless instructed to do so by ATC.
If the ADS is set to off, the ATC centre can no longer be provided with ADS
reports.
• ADS contracts and connections should normally be terminated by the
ground system when the:
- Aircraft has crossed a FIR boundary, or
- Aircraft's flight plan has been cancelled or has finished, or
- Connected ATCs have no further surveillance requirements for the
flight.
• A Waypoint will not be sequenced if the position is offset by more than
7NM on Honeywell FMS2 and 5NM on Thalès FMS2 aside from this
point. When an offset is flown, it is recommended that the crew keeps
updating its FMS flight plan, and that it uses the FMS Offset function.
ADS shutdown
• When a shutdown occurs the ATC controller will advise the crew of the
requirements for the position reports (by voice or CPDLC).
ADS Emergency
• The emergency mode can be activated either by the pilot or the controller,
and is normally cancelled by the pilot. When selected on the MCDU ATC
page (respectively MFD ATC COM pages), the TSU (respectively ATC
applications) immediately sends a report to all ATC centres that currently
have contracts established with that aircraft.
• The controller in charge of the flight shall acknowledge any ADS emergency
report.
- A 62 -
Please, bear in mind… (continued)
ADS HMI enhancement

• The FANS A+ package provides more precise indications :
- The number of ADS connections is displayed on DCDU (respectively
ATC mailbox),
- The ADS connection status is :
ARMED when the ADS application is available but no ATCs have
established any contracts,
CONNECTED when the ADS application is available and at least
one ATC has established a contract.
ATS623
• Pending for a greater maturity of standardised services, AIRBUS has
decided to implement only three ATS 623 applications:
- Departure Clearance (DCL)
- Oceanic Clearance (OCL)
- Digital – Automatic Terminal Information Service (D-ATIS)
• These ATS 623 applications do not require a preliminary AFN procedure
compared to CPDLC and ADS applications.
• In case similar applications have been customised through AOC (ACARS)
contracts, these will no longer be available should the ATS623 package be
chosen (e.g. AOC DCL or OCL will no longer be sent from a customised AOC
page). However, customised AOC functions such as Pre-Departure
Clearance (PDC), which is not compliant with the AEEC 623 specifications,
will remain possible via ACARS.
- A 63 -
- A 64 -
Getting to grips with FANS – Part II – Issue III A6 – FANS A evolutions
A6. FANS A EVOLUTIONS
A6.1 FANS A+ on A320 aircraft 66

A6.2 FANS A enhanced ADS 66
A6.3 A330/A340 FANS A+ (FANS A system evolution) 66
A6.3.1 A330/A340 FANS A+ basics 68
A6.3.1.1 Enhancements of the Human Machine Interface (HMI) 68
A6.3.1.2 Improvements related to the CPDLC service 69
A6.3.1.3 Data link Service Provider (DSP) world map 71
A6.3.1.4 ATSU router customisation via loadable database 71
A6.3.1.5 BITE (Built-In Test Equipment) Improvement 71
A6.3.2 A320/A330/A340 FANS A+ options 72
A6.3.2.1 HF Data Link (HFDL) 72
A6.3.2.2 High-speed VHF data link – VDL mode 2 72
A6.3.2.3 Wired high speed data loading capability (AEEC 615A) 73
A6.3.2.4 Clearances and Digital ATIS applications – ATS 623 73
A6.3.3 FANS A+ retrofit 74
A6.4 FANS A+ on A380 aircraft (enhancement regarding 76
FANS A+ on A330/A340 aircraft)
A6.4.1 A380 FANS A+ basics 76
A6.4.1.1 Central and unique ATC mailbox 76
A6.4.1.2 Discarding old uplink messages 76
A6.4.1.3 Time reference in uplink messages 77
A6.4.1.4 Clearances and Digital ATIS applications – ATS 623 78
A6.4.1.5 ATC data link communication recording 79
A6.4.1.6 BITE (Built-In Test Equipment) on OMT 79
A6.4.1.7 SCAN MASK with routing policies 79
A6.4.2 A380 FANS A+ options 80
A6.4.2.1 Dual ACR configuration 80
- A 65 -
A6 – FANS A evolutions Getting to grips with FANS – Part II – Issue III
The present chapter is divided into two parts :

• The first part is related to FANS A evolution available on A320 and
A330/A340 aircraft. The evolution is identified as the FANS A+ package.
The novelties are described compared to the FANS A package as of July
2000. The FANS A+ package has been available since April 2004 on
A330/A340 aircraft and March 2005 on A320 aircraft.
• The second part is related to FANS A+ enhancement available on A380
aircraft. Regardless the interfaces, it is to be noticed that FANS A+
functions on A380 are the same as the ones on A320/A330/A340 aircraft,
apart from a very few exceptions. These exceptions are described in this
second part.
Note 1 : Whenever used, the term A320 designates the A320 family.
Note 2 : The A380 FANS A+ package and the ATS 623 applications are included
in the basic definition of the A380 aircraft.
A6.1. FANS A+ ON A320 AIRCRAFT

Since March 2005, the FANS A+ package is available on A320 aircraft. This
package is identical to the one proposed on A330/A340 aircraft.
A6.2. FANS A ENHANCED ADS

The issues concerning aircraft position reporting through ADS with FANS A over
North Atlantic have been solved as detailed in Appendix K (OIT/FOT Ref. “SE
999.0001/03/VHR”).
A6.3. A330/A340 FANS A+ (FANS A SYSTEM EVOLUTION)

Since certified on both A330 and A340 aircraft in July 2000, FANS A has been
used by numerous operators in various areas such as the Pacific Ocean, the North
Atlantic Ocean or even the Indian Ocean. These three years of operations and an
active participation in numerous international forums for CNS/ATM
implementation have led to the introduction of new services and of modifications
so as to satisfy to interoperability and standardisation requirements. The aim of
this chapter is thus to list and to describe the main points that are addressed by
this latest standard of FANS A services.
- A 66 -
The objectives of this standard FANS A+ are two-fold :

• To improve the current package of FANS A services (FANS A+ basics),
• To extend the use of data link services (FANS A+ options).
Improvements address points coming from feedback from operators (e.g. ADS
information on DCDU), interoperability and standardisation objectives (e.g.
addition of CPDLC elements to clarify some messages) or have been dictated by
improvement of Human Machine Interface (HMI) or by functional evolutions (e.g.
availability of the "LOAD" command on the DCDU).
New data link services have also been added with the introduction of :
• VDL mode 2, so as to increase the capacity for ATC communications,
• HFDL capability for ATC (once this service is approved),
• ATS623 applications : Departure & Oceanic clearances and Digital-ATIS,
• High-speed data loading capability (AEEC 615A).
These services are optional and may be chosen separately according to the
airlines needs and types of operations.
Note : The following evolutions are independent of the software update providing
an enhanced ADS (refer to A6.2 – FANS A enhanced ADS) and have been basic for
the A330/A340 at the entry into service since January 2004.
- A 67 -
A6.3.1. A330/A340 FANS A+ BASICS
A6.3.1.1. ENHANCEMENTS OF THE HUMAN MACHINE INTERFACE (HMI)

In the FANS A+ package, the initial FANS A HMI has been modified to provide
additional information relative to:
• ADS/CPDLC Connections
• CPDLC Message and functions
A6.3.1.1.1. Modifications relative to ADS on MCDU

• MCDU CONNECTION STATUS page indicates if ADS is either ARMED,
CONNECTED or OFF (as detailed in A5.5.1 – ATS notification and ADS
connection).
• MCDU ADS DETAIL page lists ATC centres with active ADS contracts. They
can easily be disconnected separately through the appropriate right Line
Select Key (LSK) of the MCDU (as detailed in A5.5.2 – ADS connection
management).
A6.3.1.1.2. Modifications on DCDU

• FANS A DCDU was designed for operations in an ADS/CPDLC environment,
as it was foreseen in the CNS/ATM concept. In case of ADS-only regions,
the FANS A DCDU displayed the NO ACTIVE ATC indication. This message
refers to the CPDLC status only, and does not mean there are no ADS
contracts established with the aircraft. So as to improve the knowledge of
the ADS status, an ADS indication has been added on the DCDU (refer to
A5.5.1 – ATS notification and ADS connection).
• The NO ACTIVE ATC indication (for the CPDLC status on FANS A DCDU) has
been removed in FANS A+.
A6.3.1.1.3. DCDU indications in case of failures

In any abnormal conditions as regards the CPDLC services, positive information is
provided on the DCDU screen whenever appropriate (refer to Appendix J).
In case of connection loss, the pilot (through voice) must notify the current ATC of
the problem and restart the CPDLC connection through the complete AFN
procedure from the MCDU NOTIFICATION pages (refer to A5.3 – ATS Facilities
Notification (AFN)).
A6.3.1.1.4. Crew awareness in case of no reply from the ATC

Whenever an ATC reply has not been received after 5 minutes, the crew is warned
by a message on the DCDU.
• If the request is still displayed, the indication NO ATC REPLY is just added
on the DCDU (as per FANS A package).
• If the request had been closed, it is then automatically recalled and
displayed again with the NO ATC REPLY indication (new on FANS A+
package).
- A 68 -
If the downlink message was not

previously closed, SENT and NO ATC If the downlink message was previously
REPLY indications are alternatively closed, REMINDER and NO ATC REPLY
displayed. indications are alternatively displayed.
A6.3.1.2. IMPROVEMENTS RELATED TO THE CPDLC SERVICE

They have been added in agreement with international FANS interoperability
groups that have been working on CNS/ATM implementations in various parts of
the world.
A6.3.1.2.1. Addition of information on REPORT messages

When needed, the following message elements are now automatically proposed as
part of the downlink message : CLIMBING TO, DESCENDING TO or DEVIATING
TO.
They are part of the Report messages, and are proposed wherever appropriate by
the FMS.
- A 69 -
A6.3.1.2.2. Discarding old uplink messages

To prevent operational misunderstanding due to delayed messages presentation
(because of ACARS networks' performance), some ATC centres will ask, in a near
future, the crews to set a maximum value for an acceptable delay.
This request, done via CPDLC the message: SET MAX UPLINK DELAY VALUE TO
xxx SEC, will be displayed on the DCDU. The crew will set the value on the
CONNECTION STATUS page in the MAX UPLINK DELAY field.
The MAX UPLINK DELAY value shall be inserted into MCDU on ATC request only.
Messages received beyond this maximum elapsed time will be discarded (not
displayed on the DCDU). An error message will be sent to the ground indicating
that the related delayed message has been discarded by the airborne system.
DCDU on A320/A330/A340 MCDU on A320/A330/A340
A6.3.1.2.3. BACK ON ROUTE message after an offset has been flown

When offsets are flown in areas where CPDLC is the first means of
communication, to avoid the use of a free text to inform the ATC once back on the
initial route, the "Back On Route" pre-formatted message has been added on the
MCDU ATC REPORTS page.
- A 70 -
DCDU on A320/A330/A340 MCDU on A320/A330/A340
A6.3.1.3. DATA LINK SERVICE PROVIDER (DSP) WORLD MAP

In order to optimise Frequency, Media and DSP selection, an algorithm (VHF world
map) lists the VHF data link service providers available in each geographical area.
The ATSU router automatically selects a VHF frequency depending on the aircraft
position in accordance with the scan mask entered by the airline.
The availability of a world map update is announced through a Service

Information Letter (SIL).
A6.3.1.4. ATSU ROUTER CUSTOMISATION VIA LOADABLE DATABASE

Configuration of the ATSU Router (SCAN MASK and A/L IDENT parameters) can be
achieved through a loadable database. MCDU input inhibition for those parameters
is also achieved via loading of a customised ATSU router database.
A6.3.1.5. BITE (BUILT-IN TEST EQUIPMENT) IMPROVEMENT

The BITE relative to the FANS system performs the surveillance of the ATSU and
DCDUs and logs all the internal or external failures it has detected. In the
interactive BITE mode, accesses to various data are provided (leg reports, LRU
identification with part numbers of all FANS system components, trouble shooting
data, pin program configuration). Main BITE functions are :
• The dump of trouble shooting data via MDDU,
• The system test to check the status of ATSU, DCDUs and inputs/outputs.
The system capacity to auto-diagnose its failures (or those of its peripherals) has
been improved to limit the number of inopportune messages, which harm the
correct breakdown service of the system.
- A 71 -
A6.3.2. A320/A330/A340 FANS A+ OPTIONS
A6.3.2.1. HF DATA LINK (HFDL)

A6.3.2.1.1. HFDL for ATC purpose
HF Data Link (HFDL) is an optional function of the FANS A package that has been
certified only for AOC purpose (as explained in FANS A architecture description in
Part I). In the FANS A+ package, HFDL has been also certified for ATC purpose as
a supplementary means of communication.
Please refer to HFDL description in Part I – Chapter 3 for more details.
A6.3.2.1.2. Operational use of HFDL

As there is only one HF antenna to support the use of either HFDL or HF voice,
some operational constraints exist that have to be understood. HF voice and HFDL
cannot be used at the same time, and as per the international aeronautical rule
(AEEC 753), HFDL is inhibited for 60 seconds whenever HF voice has been used
for transmission. This 60 seconds limitation is justified by the need for a possible
HF voice reply to any HF voice initiated from the aircraft. So as not to disturb this
reply, HFDL is thus inhibited momentarily.
This one-minute limitation is arguable: in some poor conditions of propagation,

one minute may not be sufficient. The above-mentioned rule however,
recommends an inhibition in between 30 and 120 seconds. 60 seconds were
chosen on AIRBUS aircraft.
When HFDL is used, the aircraft may be emitting for slots of 2.5 seconds every 32
seconds.
A6.3.2.2. HIGH-SPEED VHF DATA LINK – VDL MODE 2

VHF Data Link mode2 (as described in FANS A architecture description in Part I) is
an optional function of the FANS A+ package that allows higher data rate than
VDL mode A.
A6.3.2.2.1. VDL mode 2 operations

Although both the current VDL mode A and VDL mode 2 are available in the ATSU,
only one of them can be used at the same time. Although mostly developed to
overcome the current ACARS networks congestion, the VDL mode 2 should be
used for ATC purpose. It has indeed started to be used in two ATC centres
(Maastricht and Miami) and will be implemented in other ATC over the next years.
VDL mode 2 ensures a communication function, and as such is not dependent of

any application. Current AOC applications can be transferred to VDL mode 2
without modification.
The figure given in Appendix C gives the current deployment of VDL mode 2
ground stations.
- A 72 -
A6.3.2.3. WIRED HIGH SPEED DATA LOADING CAPABILITY (AEEC 615A)

A6.3.2.3.1. General
The ATSU has now the capability to support wired high-speed data loading
specification AEEC-615A (Ethernet loading usually called ARINC-615A), which
enables airlines to save additional operating costs. This new feature reduces
software data loading duration with a factor of 5 at a minimum and introduces
also a full ATSU software configuration management (including the AOC) to ease
maintenance operations.
On-board high-speed data loading requires installation of :

• A dedicated plug in the avionics bay,
• An hardware modification, which consists in integrating an Ethernet module
in the ATSU.
A6.3.2.3.2. Benefits
A joint utilisation of a high-speed-data loading ATSU and of a SDL/PDL provides
the following benefits :
• Reduced data loading time with a factor of five at a minimum,
• Compatible with AEEC 615-3 and AEEC 615A,
• Facilitated maintenance operation :
- Reduce manual intervention between loads,
- Capacity to load customised airline configuration,
- User-friendly data loader design,
- Trouble shooting aids in case of loading issue.
A6.3.2.4. CLEARANCES AND DIGITAL ATIS APPLICATIONS – ATS 623

A6.3.2.4.1. ATS 623 main HMI principles
In Appendix I, a departure clearance scenario is proposed to depict the main
points that are linked to the three applications.
A6.3.2.4.2. Operational use of ATS 623 applications

As part of the certification, the operational conditions for a use of the ATS623 is
as follows :
• Pre-flight and En-Route phases for both Departure Clearance (DCL) and
Oceanic Clearance (OCL),
• All flight phases for Digital ATIS (D-ATIS),
• During Take off and landing phases, all associated uplinks are inhibited.
They indeed are put in a buffer and are displayed once out off the inhibition
phases.
Although very similar to FANS A as far as the DCDU and MCDU displays and
handling are concerned, the ATS623 operations do present some differences that
have to be known (refer to A5.7 – ATS 623 applications).
- A 73 -
The most important point is that DCL and OCL are not true FANS A services, and
as such, cannot be processed by the system in the same way as CPDLC for
instance. The associated HMI (DCDU mainly) is thus slightly different, and has
been adapted to take account of these differences.
It has to be noticed that D-ATIS reports are not parts of a direct dialogue between
the flight crew and the ATC controller. As a consequence, D-ATIS reports are
directly received into the MCDU.
A6.3.3. FANS A+ RETROFIT

update is necessary for basic package and options (no hardware components need
to be changed except AEEC 615A option).
For operators wishing to modify their aircraft configuration, an RFC (Request For
Change) must be issued for the basic functions package (see A6.3.1 – A330/A340
FANS A+ basics) and a specific RFC for capabilities to be activated separately
(options).
Note : The provision of AEEC615a capability (option detailed in A6.3.2.3 – Wired

high speed data loading capability (AEEC 615A)) requires a hardware
modification, which consists in the installation of a dedicated plug in the avionics
bay along with the integration of an Ethernet module in the ATSU.
- A 74 -
Enhanced ADS
Current FANS A ADS system can be enhanced through the updates of the ATSU
software (CLR3.6b) and FMS Pegasus 2 software (as detailed in Appendix K).
FANS A+ Standard
To improve the current FANS A package and extend the use of data link services,
a new standard, called FANS A+, has been developed.
• Improvements address points coming from:
- Operational / in service feedback from operators,
- Interoperability and standardisation objectives,
- Improvement of Human Machine Interface (HMI),
- Functional evolutions.
• New data link services have also been added with the introduction of :
- VDL mode 2, so as to increase the capacity for ATC communications,
- HFDL capability for ATC (once this service is approved),
- ATS623 (Departure & Oceanic clearances, Digital-ATIS applications),
- High-speed data loading capability (AEEC 615a).
FANS A+ retrofits
update is necessary (no hardware components need to be changed).
FANS A FANS A with enhanced ADS FANS A+ with

ACARS Router ACARS Router ATS 623 applications
ACARS Router
1Q-2003 Jan-2004
Enhanced ADS automatically provided with FANS A+ standards
- A 75 -
A380 aircraft
A6.4. FANS A+ ON A380 AIRCRAFT (ENHANCEMENT REGARDING FANS A+

ON A330/A340 AIRCRAFT)
This section describes features that are available in A380 FANS A+ package but
not in A320/A330/A340 FANS A+ package. The A380 FANS A+ package derives
from an adaptation of the A320/A330/A340 FANS A+ package to the A380
architecture. Therefore, all features available in A320/A330/A340 FANS A+
package are available in A380 FANS A+ package, except when specified.
It should be noted that all FANS A+ functions described for A320/A330/A340

aircraft (either basic or optional) are included in the basic definition of the A380
aircraft. For instance, HFDL is optional on A320/A330/A340 aircraft and basic on
A380 aircraft. It does not apply to functions specific to A320/A330/A340
architecture.
A6.4.1. A380 FANS A+ BASICS
A6.4.1.1. CENTRAL AND UNIQUE ATC MAILBOX

The uniqueness of the ATC mailbox was validated as an efficient means to
improve the flight crew’s crosscheck of messages. The uniqueness naturally called
for a central position of the ATC mailbox.
A6.4.1.2. DISCARDING OLD UPLINK MESSAGES

The function MAX UPLINK DELAY and the related procedure are identical to the
ones on A320/A330/A340 aircraft. However, the access is different from
A320/A330/A340 interfaces. The function is accessible through the pull-down
menu CONNECT on MFD. Per default, the NONE option is selected.
When an ATC instruction to modify the value of the maximum uplink delay is
received, select the SET MAX UPLINK DELAY option and copy the value mentioned
in the ATC instruction.
The MAX UPLINK DELAY value shall be inserted into MCDU on ATC request only.
- A 76 -
ATC Mailbox on A380 MFD ATC COM on A380
A6.4.1.3. TIME REFERENCE IN UPLINK MESSAGES

In ATN environment, uplink messages shall be presented to pilots with the time at
which the message had been sent (i.e. timestamp). This requirement allows both
pilots and ATC controllers to have the same time reference for a given messages.
In ACARS environment, there are no such requirements. However, in a recent
survey, it has been noticed that most of the ATC centres in ACARS environment
do provide the timestamp. At the time of editing the document, only Oakland and
Anchorage FIRs do not provide the timestamp in their messages.
Considering the requirements in ACARS environment, the FANS A+ package on

A320/A330/A340 aircraft had been designed so as to display the time at which
the message has been received on DCDU (i.e. time in the upper left corner of
DCDU).
Taking into account the statement on the timestamp provided by most ATC
centres, the FANS A+ package on A380 aircraft offered an opportunity to manage
the timestamp while displaying the uplink message on ATC mailbox. The
management of the timestamp is described below.
Besides, it has been observed that most pilots considered the time provided at the
top left corner of DCDU as the time at which the message has been sent
(timestamp). The management introduced by the A380 ATC mailbox allows
getting rid of this confusion.
- A 77 -
When the uplink message is not

provided with the timestamp, the time
When the uplink message is provided reference (i.e. time at which the
with the timestamp, the time reference message has been received) is inserted
is displayed in the upper left corner of at the end of the message. The upper
the ATC mailbox. left corner is empty.
A6.4.1.4. CLEARANCES AND DIGITAL ATIS APPLICATIONS – ATS 623

The ATS 623 applications are included in the basic definition of A380 aircraft. The
services provided are the same as on A320/A330/A340 aircraft : Departure
clearance request, Oceanic clearance request and Digital ATIS (D-ATIS).
The D-ATIS service is available through

the ATIS page on MFD. ATIS requests
for three airports may be done.
The ATIS report can be displayed on an

expanded area through the triple
rightward arrow. If the ATIS report
Departure clearance request and cannot be displayed entirely in the
Oceanic clearance request are accessible allowed space, suspension points “…” are
from the REQUEST page on MFD. inserted at the end.
- A 78 -
A6.4.1.5. ATC DATA LINK COMMUNICATION RECORDING

ICAO requires that all aircraft with a type certification issued after the 1st January
2005 to be equipped with flight data recorder that records ATC data link
communications.
A380 aircraft are basically fitted with such flight data recorders.
A6.4.1.6. BITE (BUILT-IN TEST EQUIPMENT) ON OMT

The ATC data link applications have a BITE function to monitor internal ATC
operation in normal mode. The interactive mode provides the maintenance
operator with access, through On-Board Maintenance Terminal (OMT), to a set of
ATC specific maintenance functions :
• System test function : its checks that one system component (LRU,
CPIOM or application) has been correctly replaced or upgraded and that the
system is ready to work.
• Soft Pin Program (SPP) display function : SPP is one of the
enhancement brings by the A380 technology. It replaces hard pin program.
This function collects for display the status of all SPP involved in the
configuration of the on-board FANS system.
• BITE memory dump function : this function transfers the BITE memory
into the Centralized Maintenance System (CMS).
A6.4.1.7. SCAN MASK WITH ROUTING POLICIES

On A380 aircraft, the Avionics Communication Router (ACR) supports the routing
function. Three loads make up the ACR :
• Operational Software : it is certified within AIRBUS process and provides
the basic function of ACR,
• Data Service Provider Database (PRODB) ; it is BFE and contains
values for parameters of air/ground communication protocols set as
required to ensure interoperability with Datalink Service Providers (DSPs).
It includes only air/ground data common to the different areas of the world
where the service is provided
• Customized Database (CSTDB) : it is BFE and contains parameters
which are defined upon airline choice. These parameters are specified in the
terms of contracts established between the airline and its DSPs. The non-
exhaustive list of these parameters would be the list of IATA /ICAO
identification codes, the VHF DSP preference configuration, the AOC routing
policies configuration, the VHF DSP world map configuration and the VHF
frequencies.
As a comparison with A320/A330/A340 aircraft, the ATSU integrates this routing

function.
- A 79 -
The ACR PRODB is comparable to the Media configuration table (MCT) part of the
DSP world map file of the ATSU Router Parameter Database (ATSU RPDB) except
that it does not contain the VHF frequencies.
The ACR CSTDB is comparable to the ARF customisation file and the DSP world
map file except the MCT but with the VHF frequencies.
A6.4.2. A380 FANS A+ OPTIONS
A6.4.2.1. DUAL ACR CONFIGURATION

A second Avionics Communication Router (ACR) may be installed as back up. The
interface with ATC applications is adapted to the ACR configuration by soft pin
programming.
In a dual ACR configuration, if ACR 1 fails, ACR 2 becomes active. This ACR
reconfiguration has no impact on ATC connections with the ground. Only
messages queued in ACR 1 at the time of the failure are lost. Mechanisms have
been implemented inside ATC applications to get aware of the message loss.
- A 80 -
A380 aircraft
The basic definition of the A380 encompasses the FANS A+ package and the ATS
623 applications. The A380 FANS A+ package resumes all the functions provided
within the A320/A330/A340 FANS A+ package. Some novelties are also
introduced considering the regulation evolutions and the new A380 technology.
ATC data link recording

As per new ICAO requirements about data recording, A380 aircraft are basically
fitted with flight data recorders able to record data link communications.
Novelties introduced by A380 FANS A+

The A380 technology introduces three main novelties :
• New interfaces : a central and unique ATC mailbox to receive and send
ATC messages, ATC COM pages on MFD to prepare and store messages.
The central and unique ATC mailbox improves the cross check.
• The maintenance functions provided by the BITE are accessible through
the OMT.
• The ACR, to which the routing function for several applications is granted,
offers much more flexibility for the customisation of routing policies.
• As an option, a second ACR can be installed for an advanced reliability.
Timestamp
On the operational side, in order to improve dialogues between flight crews and
air traffic controllers, the timestamp is adopted as the time reference for uplink
messages. If ground ATC applications do not provide the timestamp (applicable to
few ATCs), the time indication refers to the reception time and is displayed
differently from the timestamp.
- A 81 -
- A 82 -
Getting to grips with FANS – Part II – Issue III A7 – FANS A world status
A7. FANS A WORLD STATUS
A7.1 Status of FANS A implementation 84

A7.2 North Atlantic (NAT) 85
A7.2.1 Operational concept 85
A7.2.1.1 New York CPDLC implementation 85
A7.2.2 Area of application 86
A7.2.3 NAT operational procedures 86
A7.2.4 Contacts 86
A7.3 North Canada – Edmonton 87
A7.3.3 Operational procedures 87
A7.3.4 Contacts 88
A7.4 FOM airspaces 88
A7.4.4 Contacts 90
A7.5 China 91
A7.5.4 Contacts 92
A7.6 Worldwide list of FIR providing data link services 92
- A 83 -
A7 – FANS A world status Getting to grips with FANS – Part II – Issue III
A7.1. STATUS OF FANS A IMPLEMENTATION

For the time being only oceanic and remote areas widely implement FANS
technology compliant with FANS 1/A standards.
All FIRs, which are FANS equipped, do not provide the same services.
These FIRs may provide the following FANS functions

• Both ADS and CPDLC.
• ADS only
• CPDLC only
These FANS capabilities are represented on the following chart (based on data
available in April 2005).
Figure 7-1
FANS equipped FIRs as of April 2005
- A 84 -
A7.2. NORTH ATLANTIC (NAT)

A7.2.1. OPERATIONAL CONCEPT
• A mixed aircraft equipage environment will continue to exist for many
years. Mandatory FANS 1/A or FMC WPR aircraft equipage is currently not
envisaged for the NAT Region.
• Initial ATS trial use of FANS 1/A data link in NAT airspace consisted of ADS
WPR. Its performance and usefulness have been confirmed and it is
currently in the operational phase in all NAT Oceanic Control Areas/Flight
Information Regions (OCA/FIRs).
• The use of FMC WPR 2 is not intended to replace or delay ADS equipage, but
is intended to give operators an alternative, in cases where the cost of ADS
would be prohibitive. A FMC WPR is a position report that consists entirely
of data entered automatically by the Flight Management System (FMS).
• The backup system for CPDLC, FMC WPR and ADS WPR is voice radio.
• The use of HF data link for FANS 1/A ATS messages is not approved at this
time.
A7.2.1.1. NEW YORK CPDLC IMPLEMENTATION

The approach described in this section is applicable to the implementation of
CPDLC services in the New York Data Link service area.
CPDLC service will utilize the message sets contained in sections 7 and 8 of the
Guidance Material for ATS Data Link Services in North Atlantic Airspace.
Operators should note that other NAT areas do not support all of the message
elements contained in this section 8. In the New York Data Link service area, first
preference for position reports is ADS WPR, followed by CPDLC (ensuring that
geographic coordinates are not encoded as per ARINC specification 424), followed
by HF voice. Operators should note that voice reports are required unless
otherwise advised.
Unless otherwise advised, additional AFN Notification to initiate ADS services with
other NAT OCAs is not required, once an Active CPDLC connection is established
with KZWY.
Flights entering the New York Data Link service area should be especially aware of
the guidance related to transfer to another ATC while crossing the FIR boundary
because automatic CPDLC transfers from other FIRs to KZWY may not be enabled
during the initial New York CPDLC implementation.
2
FMC WPR is out of the scope of Getting to Grips with FANS brochure. For more details,
please refer to Getting to Grips with Data Link brochure.
- A 85 -
A7.2.2. AREA OF APPLICATION

The NAT airspace consists of :
OCA name ICAO code ADS CPDLC

Gander OCA CZQX X X
Shanwick OCA EGGX X X
Reykjavik OCA BIRD X X
Santa Maria OCA LPPO X
New York OCA KZWY X X
Bodø OCA ENOB X
Note 1 : The Gander OCA encompasses the Gander Oceanic FIR and that part of
the Sondrestrom FIR south of 63°30' North and above FL195.
Note 2 : The Reykjavik OCA encompasses the Reykjavik FIR and that part of the
Sondrestrom FIR north of 63°30' North and above FL195.
A7.2.3. NAT OPERATIONAL PROCEDURES

They are based on the Guidance Material for ATS Data Link Services in North
Atlantic Airspace, issue 14.0 (29 MAY 06). This document may be downloaded
from the NAT PCO (North Atlantic Programme Coordination) website :
http://www.nat-pco.org/adswpr.htm.
For deeper interest, the main NAT operational procedures are given in Appendix E.
A7.2.4. CONTACTS
Contacts Company Phone Fax E-mail
Tom Cole Nav (613) 248- (613) 248- fcma@navcanada.ca
FANS Central Canada 7158 6802
Monitoring
Agency
Carole Stewart Nav (613) 563- (613) 563- stewacg@navcanada.ca
Manager, Canada 5674 7987
enroute and
Oceanic
Procedures
Operators using ARINC as their DSP
Pete Grogan (410) 266- PGROGAN@arinc.com
2344
Operators using SITA as their DSP
Karen 61 29240 61 2 9247 karen.stephenson@sita.int
Stephenson 1427 9330
- A 86 -
A7.3. NORTH CANADA – EDMONTON

Operational trials of automatic dependant surveillance waypoint position reporting
(ADS WPR) in portions of the Edmonton flight information region/control area
(FIR/CTA) are planned to commence on or after June 8, 2006.
Non-participating aircraft will not be affected by these trials.

ADS WPR will be conducted in
that portion of the Edmonton
FIR that is on and northeast of
NCA 24.
Aircraft are advised that,
depending on their position,
initial radio contact will be with
either Edmonton ACC
(“Edmonton Centre”) or North
Bay flight service station
(“Arctic Radio”).
A7.3.3. OPERATIONAL PROCEDURES

They are based on AIC 16/06 – Automatic Dependent Surveillance (ADS)
Waypoint Position Reporting (WPR) In The Edmonton Flight Information
Region/Control Area (FIR/CTA) from NAV Canada. This document may be
downloaded from the NAV Canada website :
http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm.
For deeper interest, the main operational procedures are given in Appendix E.
- A 87 -
A7.3.4. CONTACTS
John Fekkes Nav 1 613 248 1 613 248 fekkesj@navcanada.ca
Canada 6930 6802
Norm Dimock Nav 1 613 248 1 613 248 dimockn@navcanada.ca
Canada 6859 6802
A7.4. FOM AIRSPACES

FIRs that base their operational procedures on the FOM are :
Accral Algeria Anchorage Atlantico Auckland Antananarivo

Oceanic Oceanic (Madagascar)
Bahrain Brisbane Canarias Casablanca Colombo Dakar
Oceanic
Egypt Emirates Fukuoka Honiara India Indonesia
Iraq Johannesburg Jordan Kuwait Lebanon Libya
Oceanic
Lisbon Luanda Malaysia Mauritius Melbourne Morocco
Myanmar Nadi Nauru Oakland Oman Palestinian
Gaza
Qatar Sal Saudi Seychelles Singapore Sudan
Arabia
Syria Tahiti Thailand Tunisia Yemen

For more than 7 years, the South Pacific has been used as a trial area for data
link operations. CPDLC and ADS procedures have been experienced and fine
tuned. Thanks to the gained experience, operational procedures have been
harmonised with other regions. These procedures are stated in the FANS 1/A
Operations Manual (FOM).
• CPDLC : It is used as the primary means of communications within the

Pacific FIRs.
• ADS : It is used by all the ATCs within the Pacific areas (except Oakland
and Anchorage, which should be equipped in 2004).
• DARP (Dynamic Airborne Route Planning) :
This type of operation has been specifically developed to take full advantage of
the weather conditions as they appeared along the average 14 hours flight in the
SOPAC. It consists in allowing an in-flight dynamic re-routing once better wind
- A 88 -
conditions are known. Once primarily negotiated with the concerned ATCs, a new
flight plan is sent by AOC to the aircraft via ACARS into the FMS secondary flight
plan. It is then up to the crew to decide and negotiate for the new route. All this
transaction with ATC is done through CPDLC. Now, DARP is used on some User
Preferred Route (detailed below).
Although promising, this procedure (detailed in Appendix F) has not been used
very much for the time being, because it happens that the current wind models,
as used by the airlines, are precise enough within the frame of the flight.
Activating the DARP procedure requires a good co-ordination between all involved
actors (Aircraft, AOC, ATC). The User Preferred Route procedure (UPR) is by far
preferred by the airlines. In addition, DARP cannot be generalised because it
needs AIDC between the various ground ATC, which is not available in all ATC
centres.
• UPR (User Preferred Route) :
The wind models used by the airlines are not the same than those used by the
ATC when the daily PACOTS routes are defined. Differences of up to around 15
minutes of flight time are claimed by the operators. These have been asking for
the possibility to define their own routes according to the daily conditions. They
file their UPR Flight Plan. These UPR procedures are generalised throughout South
Pacific.
• Reduced lateral separation (50NM and 30 NM)
As previously mentioned, 50 NM lateral separation is already used in New Zealand

airspace and throughout Oakland's airspace between RNP-10-capable aircraft
(75NM between RNP-10 and non-RNP-10 aircraft and 100NM between non-RNP-
10 aircraft). But PACOTS tracks are only defined with 50NM lateral separation
outside areas of known or forecast convective weather.
It is to be notice that 30/30 lateral and longitudinal separations has been

successfully implemented in the Tasman sea area since January 2005. Trials on
30/30 horizontal separations are on going in the Oakland OCA since December
2005 (refer to http://www.faa.gov/ats/ato/cns.htm).
The end-to-end data link system is now sufficiently reliable to support 50NM
lateral spacing in the South Pacific.
Weather deviations occur frequently in the South Pacific but application of RVSM
provides an opportunity for more flexibility and for added contingency procedures
that pilots can use if a weather deviation clearance cannot be provided (refer to
http://www.faa.gov/ats/ato/rvsm_documentation.htm - areas_specific).
- A 89 -

They are based on the FANS 1/A Operations Manual (FOM), version 4.0 (28 SEP
06). This document may be downloaded on the FAA web site :
http://www.faa.gov/ats/ato/data_link.htm.
For deeper interest, the main operational procedures are given in Appendix E.
A7.4.4. CONTACTS
Pacific Ocean – Oakland
Robert FAA 510-745- 510-745- Bob.hansen@faa.gov
Hansen 3836 3826
Pacific Ocean – Tahiti
Jean-Michel VIVO Tahiti PROST-BOUCLE_Jean-
Prost-Boucle Michel@seac.pf
Pacific Ocean – Fiji
J. Seetom SASL-Fiji 679- 679-724- Seetomj@afl.com.fj
725110 525
Pacific Ocean – Auckland
Paul Radford ACNZ 64-9- 64-9- Radfordp@airways.co.nz
2568077 275-3106
Pacific Ocean – Brisbane
Adam Watkin Air Services 61-7-3866- 61-7- Adam.watkin@airservices.gov.au
Australia 3421 3866-
3257
Pacific Ocean – Japan
Hideo JCAB hideo-
Watanabe watanabe@so.motnet.go.jp
Yoshiro ATCA Japan +81 3 crasa@cra-japan.org
Nakatsuji 3747 1231 naka@atcaj.or.jp
Indian Ocean – South Africa
Peter Marais ATNS +2711 961 peterm@atns.co.za
0100
Indian Ocean – Australia
Adam Watkin Air Services 61-7-3866- 61-7- Adam.watkin@airservices.gov.au
Australia 3421 3866-
3257
Singapore
Soo Kiat Goh CAAS/OP Soo_Kiat_Goh@caas.gov.sg
Bay of Bengal
Nanang Indonesia cns_atm@telkom.net
- A 90 -

TARUF FIR,
Makassar,
WAAA,
Nub RAO Chennai,India nubrao@AAI.AERO
PC GOEL Mumbai, pcgoel@vsnl.net
India
A7.5. CHINA
A specific FANS route (L888) has been opened along Western China over Tibetan
plateau.
Four FANS equipped stations ensure CPDLC and ADS services along this route :
• Kunming (ZPPP), • Lanzhou (ZLLL),
• Chengdu (ZUUU), • Urumqi (ZWWW).

The route is RNP 4 or less; it provides 10 minutes longitudinal separation, 600
metres vertical separation, and the available flight levels are:
• 10200m / 11400m on the Urumqi to Kunming sector,
• 9600m/10800m/12000m on the Kunming to Urumqi way.
The route is defined as follows:

BIDRU MAKUL DONEN NIVUX LEVBA PEXUN SANLI LUVAR MUMAN TEMOL LEBAK
TONAX NOLEP SADAN KCA (VOR).
An AIP has been published to describe the data link capabilities supported by the
China Air Traffic services on this Chinese western route.
Both CPDLC and ADS operations are carried out through Satellite data link in a
first step.
Alternate airports along the route are :

• Kunming, • Urumqi,
• Chengdu, • Kashi.

The complete procedures relative to data link operations are described in the AIP
– ENR 3.3. The AIP is available at http://www.aischina.com/eng.htm.
- A 91 -
A7.5.4. CONTACTS
Aeronautical Information 86-10- aip@aischina.com
Service Center 67347230
Air Traffic Management
Bureau
General Administration of
Civil Aviation of China
P.O.Box 2272, Shilihe,
Chaoyang District
Beijing 100021, People's
Republic of China
A7.6. WORLDWIDE LIST OF FIR PROVIDING DATA LINK SERVICES
The table below is reproduced with the courtesy of SITA. This table is protected by
copyright SITA 2006. It provides the list of all FIRs ensuring data link services as of
June 2006.
CAUTION: While SITA and AIRBUS SAS have taken every precaution to
avoid any errors or omissions that may inadvertently be contained in this
document, SITA and AIRBUS SAS do not accept any liability for the
accuracy of information contained herein. Please refer to the relevant ATS
Provider publications such as AIPs, AIC, NOTAMs, etc. to verify information
and to find out the specific participation requirements.
Please advise SITA at AIRCOM.ATS@sita.aero if you are aware of any errors or

omissions and/or would like more information on any of the ATS data link services.
State/ATS ATS FIR Log On SATCOM OCL FMC FANS-1/A ATN/

Provider Provider Code Voice WPR CPDLC CPDLC
(via and ADS
CFRS)
Algeria ENNA Alger ACC DAAA Trial
Australia ASA Brisbane YBBB Y
Australia ASA Honiara YBBB Y
Australia ASA Melbourne YMMM Y
Australia ASA Nauru YBBB Y
Brazil DECEA Atlântico SBAO Trial
Canada NAV Edmonton CZEG Trial ADS
CANADA FIR/Control only via
Area (CTA) CADS
- A 92 -

(via and ADS
CFRS)
Canada NAV Gander OCA CZQX Y Y Y-Phase 3
CANADA (FANS)
CYQX
(OCL)
China CAAC Beijing ZBAB Y
China CAAC Harbin ZYHB Y
China CAAC Lhasa ZULS Y
China CAAC L888 CTU ZUUU Y
(Chengdu)
China CAAC L888 KMG ZPPP Y
(Kunming/
Wujiaba)
China CAAC L888 LHW ZLLL Y
(Lanzhou/
Chongchuan)
China CAAC L888 URC ZWWW Y
(Urum-
Qi/Diwopu)
Fiji Airports Fiji Nadi NFFF Y
Limited
French STNA, Papeete NTTT Y
Polynesia SEAC
(Tahiti)
Iceland ICAA Reykjavik BIRD Y-CPDLC
OCA Phases 1
and 2, ADS
via CADS
India AAI Kolkata VECF Trial
India AAI Chennai VOMF Trial
India AAI Delhi VIDF Trial
India AAI Mumbai VABF Trial
Japan JCAB Fukuoka RJJJ Y
Maastricht Eurocontrol Maastricht EDYY No ADS Y
Madagascar ASECNA Antananarivo FMMM Trial
Mauritius DCA Mauritius FIMM Trial
Mauritius
Mongolia DCA Ulan Bataar ZMUA Trial
Mongolia
Myanmar DCA Yangon VYYF Trial
Myanmar
- A 93 -

(via and ADS
CFRS)
New Airways Auckland NZZO Y
Zealand New
Zealand
Norway Avinor AS Bodo OCA ENOB Y ADS only
via CADS
Portugal NAV Santa Maria LPPO Y Y ADS Only
Portugal OCA via CADS
EPE
Singapore CAA Singapore WSJC Y
Singapore
South Africa South Johannesburg FAJO Y
Africa ATNS Oceanic
South Africa South Capetown FACT Y

Africa ATNS
Spain AENA Canarias GCCC Trial

Russian Far Magadan GDXB Y
East
Sri Lanka AASL–Sri Colombo VCCC Trial
Lanka
UK NATS Shanwick EGGX Y Y Y Y-CPDLC
OCA (provided Phase 3,
by IAA) ADS via
CADS
US FAA Anchorage PAZA Y-however,
ARTCC ADS in
selected
airspace
US FAA New York KZWY Y
ARTCC
US FAA Oakland KZAK Y
ARTCC
- A 94 -
Getting to grips with FANS – Part II – Issue III A8 – Starting FANS A operations
A8. STARTING FANS A OPERATIONS
A8.1 General 97
A8.2 Data link : contracts and declarations 97
A8.2.1 Contracts with Data link Service Providers (DSP) 97
A8.2.2 Aircraft declaration to data link service providers and 98
ATC centres
A8.2.3 Recommendations 98
A8.3 Impacts on A320/A330/A340 aircraft configuration 98
A8.3.1 ATSU SCAN MASK 98
A8.3.2 SATCOM user ORT 99
A8.3.3 AMI database of the FMS 99
A8.4 Impacts on A380 aircraft configuration 99
A8.4.1 Customised ACR database 100
A8.4.2 A380 SATCOM user ORT 100
A8.4.3 OPC database of the A380 FMS 101
A8.4.4 AMI database of the A380 FMS 101
A8.5 Get the operational approval 101
A8.5.1 General requirements 101
A8.5.2 A320/A330/A340 aircraft configuration 102
A8.5.3 A380 aircraft configuration 102
A8.5.4 Flight crew training/qualification 102
A8.5.4.1 General recommendations 102
A8.5.4.2 Proposed qualification means 103
A8.5.4.3 Academic training 103
A8.5.4.4 Operational training 105
- A 95 -
A8 – Starting FANS A operations Getting to grips with FANS – Part II – Issue III
A8.5.5 Maintenance personnel training 111

A8.5.6 Approved documentation 111
A8.5.6.1 FANS A Airworthiness Approval Summary 111
A8.5.6.2 Minimum Equipment List for A320/A330/A340 aircraft 112
A8.5.6.3 Minimum Equipment List for A380 aircraft 113
A8.5.6.4 Aeroplane Flight Manual 113
- A 96 -
A8.1. GENERAL
This chapter aims at providing airlines with administrative and technical guidelines
so as to ensure proper operations of FANS A aircraft on FANS routes.
To perform FANS operations, data communication has to be ensured between the

concerned Aircraft and the following entities:
• ATC Centres,
• Information service,
• Airline host,
• Or part of them depending on the operated area or the required services.
For these reasons the operator needs to ensure the following before starting FANS
Operations :
1. Sign contract(s) with Data link Service Provider(s) (DSP),

2. Declare aircraft to these Data link Services Providers,
3. Declare aircraft and its FANS capability to ATC centres of the
operated routes,
4. Configure adequately the aircraft avionics,
A8.2. DATA LINK : CONTRACTS AND DECLARATIONS

The air/ground data communications can be made through the three following
communication media : VHF, SATCOM, HF.
As of today, VHF, SATCOM and HFDL are certified by AIRBUS to sustain both ATC
and AOC data link. However, it is to be noticed that HFDL is certified :
• As a primary means for AOC purposes,
• As a supplementary means for ATC purposes.
Refer to Chapter 3 of Part I for more details.
A8.2.1. CONTRACTS WITH DATA LINK SERVICE PROVIDERS (DSP)

To operate in FANS environment, i.e. on routes where AFN, ADS and CPDLC
functions are required, it is necessary to have a contract with at least one of the
major service providers (ARINC or SITA) for SATCOM data link and VDL (VHF data
link).
- A 97 -
If an airline wishes to use more than one service provider, then two solutions may
be considered :
• Place contracts directly with each service provider, or
• Place a contract with a unique service provider who will subcontract data
handling to other service providers.
A8.2.2. AIRCRAFT DECLARATION TO DATA LINK SERVICE PROVIDERS AND ATC

CENTRES
For ATC data link, each individual aircraft must be declared, and identified namely
through its Aircraft Registration Number in Data link Service Provider tables. This
is an imperative condition to allow ATC data link message exchanges between an
aircraft and the ATC centre on the ground.
In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the aircraft
ICAO address, must be declared to the GES (Ground Earth Station) the aircraft
will operate with. This is achieved through registering with INMARSAT using the
Registration for service activation of Aircraft Earth Station (AES) form.
The airline should make sure that all service providers to be potentially contacted
by a given aircraft have been advised of its FANS capability and identification.
Each new FANS aircraft entry into service must be declared to the service
providers selected by the airline and to the ATC centres the aircraft will
communicate with.
A8.2.3. RECOMMENDATIONS

aircraft intention to operate in FANS mode. Such unscheduled testing are
indeed inconvenient for ground ATC centres, and disturb them in their daily
work.
A8.3. IMPACTS ON A320/A330/A340 AIRCRAFT CONFIGURATION

Once the airline has selected the data link service providers, the aircraft
customisation of :
• The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link,
• The SATCOM user ORT (Owner Requirements Table) for SATCOM data link.
A8.3.1. ATSU SCAN MASK

The ATSU scan mask is a user-modifiable list of VHF Data link Service Providers
(DSP). The ATSU uses the scan mask to operate in VHF data link. DSP(s) to which
the aircraft has been declared FANS capable must be sorted by order of priority in
the scan mask. Airlines must therefore set up a scan mask programming policy to
- A 98 -
be applied on each FANS aircraft. If the scan mask is not set properly, FANS
operation will be impacted, and this may result in ATC data link message losses.
The Initialisation procedure of the ATSU router (airline identification and scan
mask) is provided through AMM 46-21-00-860-801.
A8.3.2. SATCOM USER ORT

The SATCOM user ORT (Owner Requirements Table) is a database of
GES/satellites on which the aircraft SATCOM system will logon for both voice and
data communications. The airline specifies the contents of this database. GES are
connected to ARINC or SITA networks to provide SATCOM data link services.
Therefore, the programming of the ORT will impact FANS operation if not done
properly (i.e. selected GES are connected to data link service provider networks to
which the aircraft is not declared).
The Appendix D gives the GES code and associated Satellite code that are used by
Airborne SATCOM systems for both voice and data link communications. Pairs of
selected Satellite/GES should be entered in the ORT with a priority order.
The ORT cannot be modified via MCDU, thus is less prone to programming errors
than the ATSU scan mask.
A8.3.3. AMI DATABASE OF THE FMS

This paragraph is applicable to FMS P1 only on A330/A340 aircraft. FMS2
Honeywell P1 on A320 aircraft and FMS2 Honeywell P2 are not affected.
The FMS database called AMI (Airline Modifiable Information) allows activating the
FMS/ATSU interface. FMS data are required by the ATSU to operate in ADS, AFN
and CPDLC. A wrong AMI definition can cause these FANS applications to be
inoperative on a FANS aircraft.
Airlines are required, by their FMS supplier, to fill-in a form called AMI worksheet,
where they must specify the FMS optional functions they wish to use. In order to
have FANS functions activated, it is necessary to have the data link function
enabled (§2.5.1 of Honeywell AMI worksheet). Airlines should advise their FMS
supplier, that the aircraft on which the AMI will be loaded have the FANS function
activated, so that a particular attention will be paid at AMI settings.
A8.4. IMPACTS ON A380 AIRCRAFT CONFIGURATION

Once the Data Service Providers (DSP) are selected, the avionics have to be
customised accordingly. The systems involved in the customisation process are :
• The ACR (Avionics Communication Router) for the customised database of
routing policies,
• The SATCOM user ORT for SATCOM data link.
- A 99 -
A8.4.1. CUSTOMISED ACR DATABASE

The ACR serves several applications hosted either in the avionics or by the
NSS/OIS (e.g. ATC, AOC FMS, AOC OIS, Refuel, E-logbook, etc). For each
application requiring a data link, a routing policy has to be defined.
The routing policy defines in which order the available media (VHF, HF, SATCOM)
have to be used considering performances and costs of the media, and with which
DSPs according to the contracts the airline has made.
For ATC applications, the order of media to be used is fixed to

VDL>SATCOM>HFDL. However, the airline has to define the DSPs to which the
ACR has to connect.
The data loading procedure is described in AMM 42-11-00-616-804.
It is the airline’s responsibility to get its own customised database from the
database supplier (namely Rockwell-Collins France). AIRBUS proposes for the
airline having issued a RFC to upload their ACR customization databases before the
aircraft delivery. If no customised database is provided, the aircraft is fitted with a
default database.
Note the time schedule for the ACR customisation process :

• Several months (6 months or less depending on the customisation level,
refer to Appendix N for more details) are necessary to Rockwell-Collins
France for generating the database,
• The availability of the databases is required no later than one
month before aircraft delivery for their uploading by AIRBUS.
To initiate the customisation process please contact :
Didier VIVIER
Program Manager – Commercial Avionics
Rockwell Collins France
6, avenue Didier Daurat – BP 20008 – 31701 Blagnac – France
Phone : +33 (0) 5 34 61 86 14 Mobile : +33 (0) 6 87 76 71 55
Fax : +33 (0) 5 61 71 51 69
Email: dvivier@rockwellcollins.com
A8.4.2. A380 SATCOM USER ORT

The customisation process on A380 SDU remains identical to the one applicable
on A320/A330/A340 SATCOM unit. Please refer to A8.3.2 – SATCOM user ORT.
Once the ORT is loaded, the loading can be checked in the

MENU>SATCOM>SATCOM SETTINGS page of the RMPs.
- A 100 -
A8.4.3. OPC DATABASE OF THE A380 FMS

Since the A380 FANS A+ package is basic, the FMS is configured per default to
sustain the interface with ATC applications.
Nevertheless, if the airline elects for a second ACR to be installed, the OPC
database of the FMS has to be configured accordingly.
A8.4.4. AMI DATABASE OF THE A380 FMS

An option in the AMI database of the A380 FMS allows appending a free text to
requests of route clearances.
A8.5. GET THE OPERATIONAL APPROVAL

A8.5.1. GENERAL REQUIREMENTS
Based on the systems global description and operational points, as described in
the previous parts, the aim of this chapter is to provide the operators with
recommendations and guidance material, that will help them to put in place
operational procedures, training programs, and maintenance needed to obtain the
operational approval to use CPDLC and ADS.
Data link operations over oceanic and remote areas are not mandatory. Therefore,
there are no requirements that define the operational approval process. However,
airlines that elect to use data link systems are required to get an operational
approval for their local authority. To that end, some materials are available (such
as FAA AC 120-70A available at http://www.faa.gov/ats/ato/data_link.htm),
stating what the applicant airline may have to demonstrate.
It is however expected that the following items will have to be complied with, by
the applicant airline :
• Aircraft configuration,
• Flight crew training/qualification,
• Maintenance training,
• Approved operational documentation and procedures.
In complement to the FANS A certification system, the airworthiness authorities of

the applicant airline may require additional demonstration activities for specific
environment or operational conditions. To this end, the FANS A Airworthiness
Approval Summary document has been written for certification and provided to
both the airline and its authority (refer to Appendix M).
Based on this document, which lists the assumptions on the ground environment
and gives a synthesis of the tests carried out for certification, the scope of
additional tests may be defined :
• Interoperability test scenarios,
• Verification of the safety and performance criteria with regards to the
considered environment.
- A 101 -
A8.5.2. A320/A330/A340 AIRCRAFT CONFIGURATION

The aircraft should be configured in accordance with the approved certification
configuration for FANS A operations.
In particular the following list of equipment shall be implemented:

• 1 ATSU,
• 2 DCDU,
• 2 “Attention getter” pushbuttons on the glare shield,
• 3 VDR,
• 2 second generation FMS: Honeywell Pegasus or Thales FMS2,
• MCDU with the "ATC COMM" key,
• FWC at appropriate standard,
• UTC Time Clock,
• MDDU at appropriate standard,
• SATCOM system,
• 2 HF.
The list of the approved FANS aircraft configuration will be kept updated by
AIRBUS. Compliance to this list will have to be ensured.
A8.5.3. A380 AIRCRAFT CONFIGURATION

At the time of writing the document, the MMEL regarding A380 FANS system was
not yet validated. The minimum list of equipment will be provided in the next
issue. Nevertheless, if needed, please contact fltops.mmel@airbus.com.
A8.5.4. FLIGHT CREW TRAINING/QUALIFICATION
A8.5.4.1. GENERAL RECOMMENDATIONS

understanding, knowledge and operational use of the three C, N and S dimensions
of the CNS/ATM concept.
The Navigation aspects are addressed in the “Getting to grips with modern
navigation” brochure.
The following develops recommendations to assure flight crew qualification for a

safe and efficient use of data link communications and surveillance systems. They
should be part of the programmes to be presented to the airworthiness
authorities.
- A 102 -
To this end, the following points will be emphasised in preparing the flight crew
training programs :
• Basic knowledge of the overall CNS/ATM environment for which, the various
concepts and interacting elements, the involved aircraft systems and
relevant operating procedures to be applied should be covered in a
dedicated academic training.
• Operational use of data link communications (e.g. handling of up and down
link ATC messages or ATC operating procedures) should be taught so as to
develop skills and practices for the considered FANS environment.
• Initial evaluation and recurrent training have to be part of the approved
syllabi.
• Specific Human Factors points pertaining to the data link communications
should be carefully addressed (refer to A8.5.4.3 – Academic training).
A8.5.4.2. PROPOSED QUALIFICATION MEANS

A training program has been discussed with the main airworthiness authorities
FAA/JAA. The individual airline should submit its own training program to its
relevant authority to get the operational approval.
It is AIRBUS opinion that the initial qualification should be made of the following
components :
• Half a day familiarisation course, to address the academic training, and
emphasise the main operational critical points.
• "Home work" training for each pilot, through the interactive Computerized
Based Training (CBT) developed by AIRBUS.
• One operational flight conducted with an airline check pilot.
A8.5.4.3. ACADEMIC TRAINING

The aim of the academic training is to familiarise the flight crew with the main
characteristics of the digital communications, as used in a CNS/ATM context. In a
first step prior to FANS operations, pilots will be introduced to the basic principles
of CNS/ATM concept. The following sections should be part of this academic
training.
Such an initial training may be based on the CBT developed by AIRBUS or given
as a first step.
Note : To obtain a copy of the AIRBUS training course, a CBT license is needed.
For further information, contact your AIRBUS Resident Customer Service Manager
(RCSM) or Customer Service Director (CSD).
Once completed, this program needs not to be repeated. Only the new, modified
or specific points will be addressed during further programs.
- A 103 -
A8.5.4.3.1. General presentation of the CNS/ATM concept

C, N and S together with the current trends for ATM should be described. The
general characteristics of the data link communications will be given and the chain
links of the components that exist in between a pilot and a controller will be
emphasised.
Flight crews should be made aware of the nominal systems operations and
performance parameters, normal and abnormal use together with the limitations
of the systems.
A8.5.4.3.2. Basic use of the AIRBUS FANS

The crews should be taught on the normal handling of the data link. In particular,
coping with the DCDU (respectively ATC mailbox) ATC messages receipt and
acknowledgement, acceptance or rejection should be addressed. At this stage, the
crews will be made aware of the DCDU / MCDU (respectively ATC mailbox / MFD)
relations for handling of Clearances and Requests and of the role of the FMS in
such operations.
A8.5.4.3.3. Terminology and phraseology

Use of CPDLC and ADS for instance, are based on an extensive set of formatted
messages, agreed upon abbreviations, conventions and assumptions the main of
which will have to be known. The crews will be made aware of and familiar with
the existing terminology as used by the considered ATS, as displayed on relevant
charts or manuals, or given by the various service providers (ATC and
communications). Familiarisation with all the available means of communications
(e.g. VDR, HF, SATCOM both in voice and data communications) is expected at
that stage. In particular SATCOM voice procedures, call addressing, ATC facility
phone access, codes, call ID and priority will be covered.
A8.5.4.3.4. Awareness of the ATS communications, coordination and

credits for use of data link
The ATC requirements in terms of F-PLN classification, separation criteria,
operating procedures or MEL credits that are based on digital communications use
should be known of the crews. A special emphasis on the voice/data link
communications transition in both normal and abnormal configurations will be
given. Although voice remains the ultimate back up mode, procedures for its use
must be carefully followed.
A8.5.4.3.5. Basic knowledge of the main AIRBUS FANS components,

equipment and controls in both nominal an abnormal operations
The interaction of the various computers (e.g. ATSU respectively ATC applications,
FMS, FWC) or the relations in between their interface (e.g. DCDU respectively ATC
mailbox, MCDU respectively MFD, ECAM, printer, warning lights..) will have to be
described here. Transmission times, failure annunciation, constraints and
limitations of these components should be known of the crews for a safe and
efficient operation.
- A 104 -
A8.5.4.3.6. Human Factors considerations

The following recommendations have been developed to cope with the specific
issues of the data communications :
• The pilot responsible for the communications ensures that the situation
awareness, as entailed by the ATC data link messages, is fully shared by
the other pilot. To this end, any message transiting through the DCDU
respectively ATC mailbox (whether received or to be sent) will be read in a
loud voice so as to ensure a common understanding and allow for a good
cross checking between the two pilots.
• Crew co-ordination should be completed before any action ensuing a
received message is done or before any message or answer is sent to the
ground.
• Emphasis will be done on the crew work sharing, so as to avoid
simultaneous head down attention by both pilots, while handling of the
messages is done.
A8.5.4.4. OPERATIONAL TRAINING

In addition to the academic training, the airline will have to demonstrate to its
authorities that an operational training is done to provide all the flight
crewmembers with the adequate training to perform their duties in an operational
FANS environment.
A8.5.4.4.1. Operational items

This paragraph addresses the practical application of the operational procedures
described in Chapter A5 – FANS A operational procedures.
The AIRBUS CBT training device, through its interactive operational scenarios,
mostly covers this training syllabus. It may be presented by the airline to the
airworthiness authorities as a stand-alone computer-based instruction. It covers
the data link communications items of the global FANS, and comes in complement
to the RNP/RVSM operational training (as described in the Getting to grips with
modern navigation brochure).
The following lists the items to be tackled in a training course. All but the "Special
Recommendations" paragraph are addressed in the AIRBUS CBT :
• Message handling
The pilots should be trained on how to receive and interpret ATC messages.
Understanding the CPDLC / ADS phraseology is to be acquired.
Appropriate use of the pre-formatted answers of the DCDU respectively ATC

mailbox (e.g. WILCO, ROGER, UNABLE, CANCEL...) together with the knowledge
for storing and retrieving messages from the ATC messages logbook will be
addressed.
- A 105 -
Will also be practised the operations that require simultaneous work on both the
DCDU and the MCDU (respectively ATC mailbox and MF). In particular, loading
route clearance messages in the FMS, or preparing requests on the ATC pages of
the MCDU (respectively MFD) should be covered.
The automatism, as provided by the FMS, for monitoring and answering to some
specific messages (e.g. differed clearances) should be known from the flight
crews. Handling of automatically FMS proposed answers should be mastered.
• Managing the communications systems
The global use of the communications systems, whether they are traditional voice
or new data link communications will have to be acquired.
Establishing and terminating CPDLC, activating and deactivating ADS, switching
from traditional voice based to digital communications control and coping with
failures of these systems should be practised.
All the available controls and indicators of the AIRBUS FANS system should be
known and used (e.g. the meaning of the various displays, advisories, available
functions).
Whenever CPDLC is the primary means of communications, pilots should be

trained to monitor the appropriate HF primary and secondary frequencies through
the SELCAL.
Whenever CPDLC is the primary means of communications, the use of voice

communications should be done as a complement, and through the following
available means : VHF, HF, SATCOM.
SATVOICE may be considered, at pilot's discretion whenever required

(emergency, medical advice, hazards,..)
• ATS procedures and services
Knowledge of the ATS procedures for the considered FANS area (e.g. timely,
relevant and appropriate responses to communications and surveillance failures)
is of prime importance.
In addition, crews should be able to recognise "usual" failures and be fully aware
of the tricks pertaining to the sensitivity of the end-to-end data link
communications (Refer to the following recommendations).
• Special recommendations
Derived from the lessons learned during FANS operations in the South Pacific
area, the following list gives the main points to be underlined in the operational
training:
- A 106 -
- Flight identification
The correlation of the flight identification, between that expected by an ATC

ground system according to the filed F-PLN, and that of the coded message
exercised during the initial log on attempt (AFN), is very prone to errors.
Pilots should be fully aware that the flight identification of both the filed F-PLN and
the one used for data link communications must be identical. It is the pilot's
responsibility to ensure that correct flight identification and registration number
are used.
In particular, the operator ICAO 3-letter code is to be used (e.g. ICAO ATC filed F-
PLN, FMS, data link). Attempting a connection with AI 123 identification for
instance, whereas AIB123 has been filed, will cause the ground system to reject
the connection.
Space and leading zeros in these identifications have to be carefully handled.
- Establishment of data link
Pilots shall be aware when the data link shall be established at the latest.
- Communication means
When the dialogue is initiated via CPDLC, the response shall be via CPDLC. When
the dialogue is initiated via voice, the response shall be via voice.
When CPDLC fails and communications revert to voice, all outstanding CPDLC
messages should be considered not delivered and the entire dialogue involving the
outstanding messages should be recommenced by voice.
Pilots should preferably exchange time critical or urgent instructions and

information, like EXPEDITE and IMMEDIATE clearances, and emergency messages
by the most prompt communication means (e.g. VHF voice, SATCOM voice or
CPDLC).
- Use of free text
Limit the use of free text message to exceptional cases. Pilots should be made
aware that free text messages cannot be treated by the automated station of the
controller as a standard ATC message. As such, no correlation between the free
text and its answer can be provided.
Avoid abbreviations and acronyms since they may have different meanings to
different operators.
- Use Standard English aeronautical terminology only.
- A 107 -
ROGER is the sole answer for an up linked free text message. Any other answer
will keep the received message open.
- FIR transfer of control
o Until the AIDC function in between subsequent ATC centres is fully

implemented, the transfer of control between two FIR will have to be carefully
monitored by the crew. The applicable procedures will have to be strictly
followed.
Whenever an automatic transfer is done, it is recommended to monitor it

through the display of the active ATC centre on the DCDU (respectively ATC
mailbox). In case a manual transfer is done, carefully apply the correct
sequence of actions (as described in the "operational procedures" chapter or
by the relevant ATC).
In particular, pilots should verify that the expected ICAO 4 letter code for the
region is displayed on the DCDU (respectively ATC mailbox), and should not
send any message before this check has been done.
o Disconnection may also occur during FIR transfers due to pending uplink
messages and this, although the recommended procedures specify that the
END SERVICE message is not transmitted while there are open messages.
Pilots should be aware of such occurrences.
o During a transfer, if the END SERVICE message is not received on-board, the
flight crew shall apply the appropriate procedure :
Manual disconnection with the current ATC followed by an AFN notification
to the next ATC as per section 4.7.2.1 of FANS 1/A Operations Manual, or
Voice contact with the current ATC followed by manual disconnection with
the current ATC and a logon to the next ATC as per section 5.8 of Guidance
Material for ATS Data Link Services in North Atlantic Airspace.
- Open message
Open messages should be chased and it should be recommended to avoid sending

messages whenever another one is open. This is to avoid crossing answers,
misunderstanding of replies, wrong correlation of up/down links or even
disconnection (in the case of transfer of centre).
- Delays in responding
Both pilots and ATC answers to messages should be done as soon as possible. In
case a STANDBY response has been received from the ATC, the flight crew should
expect a further answer within 10 minutes. Waiting for it, the message remains
open. If no answer comes on time, and to avoid a duplicate message, it is then
recommended that the next message of the crew is based on an inquiry (e.g.
WHEN CAN WE EXPECT)
- A 108 -
- Multi-element messages
Multi-elements messages (up/down links) should be avoided. Answering multi-

elements messages is prone to misunderstanding since it is done for the whole
message itself and cannot apply to each element individually.
- Waypoint sequencing
When an aircraft is laterally displaced by more than a set distance (7NM for
AIRBUS models) from the track defined by an active flight plan, waypoints cease
to be sequenced. This affects the data transmitted in CPDLC position reports and
prevents ADS waypoint events from triggering reports.
Monitoring the correct sequencing of the waypoints together with the updating of
the F-PLN is thus to be recommended, especially in those areas of flight where
ADS (or CPDLC) position reporting is done.
Pilots should be well aware of the consequences on CPDLC and ADS applications
when flying an offset in Heading Selected mode.
- Position reporting
Pilots should be aware that there is no ATC response to their CPDLC position
report. As such, they must not re-send their message.
The ATC ground systems are designed so as to address compulsory reporting

points as defined on approved En route charts. Pilots are thus invited to check
that their FMS F-PLN is consistent with these charts, and that only compulsory
position reports are sent through data link (CPDLC or ADS).
- Weather deviation
Weather deviation procedures should be emphasised in training. Increasing use of

ADS and radar cover in some unexpected areas have shown that crews routinely
deviate from track without a clearance for ATC. Clearances and use of offset
should be highlighted.
Weather deviation procedures have been developed and published :

o Priority is given to aircraft, which include DUE TO WEATHER in requests or
those using the urgency pro-word PAN)
o If ATC is unable to achieve the required deviation and maintain minimum
horizontal separation, a 1000-foot vertical buffer will be provided.
o If ATC is unable to issue a clearance or if communication cannot be
established, the aircraft should climb or descend 500 feet, establish
communications, and make the aircraft visible. This is a simple modification
of global contingency procedures.
- A 109 -
- Message printing
Pilots shall carefully crosscheck printed messages with information displayed on

DCDU or MCDU (respectively ATC mailbox or MFD). If any discrepancies are
identified on the printed messages, pilots shall refer to the information displayed
on DCDU or MCDU (respectively ATC mailbox or MFD).
- Abnormal configurations
Pilots should be well aware of applicable procedures to revert to voice

communications whenever a data link failure or misbehaviour is encountered.
A8.5.4.4.2. Operational responsibilities

• Pilot responsibilities :
During their operational training, flight crews should be taught of their
responsibilities with regards to the use of digital communications.
The following lists the expected pilot's behaviour for an efficient use of the data
communications systems, whether this is used as either a primary or a secondary
means :
- Prompt and appropriate answer to up linked messages
- Appropriate emission of down linked messages
- Nominal crew work share for an efficient handling of the messages
- Compensation of system failures through prompt back up voice
- Compliance with the voice clearance whenever this contradicts the data
link one
- Use of data link only within approved area and configuration
• Operator responsibilities :
Operators have the following responsibilities regarding the use of digital
communications :
- Signing contract with DSP and declaring aircraft to DSP and ATC centres
of operated routes
- Configuring adequately the aircraft avionics,
- Verifying digital communications functionality for each environment to be
used and when new or modified components or software are introduced,
- Assuring follow up and evaluation of exceptional data link events;
- Periodically assessing digital communication training, checking and
maintenance programs to ensure their correctness, pertinence, timeless
and effectiveness.
A8.5.4.4.3. Operational feedback

Pilots should be encouraged to report on the overall performance of the FANS
system. Specific data link events should be reported to the flight operations
department or to the ATC whenever appropriate.
Data link anomalies (failures, loss of messages, unanswered messages, very long
response time, disconnection...), procedural difficulties, human factors issues
- A 110 -
should be reported through any appropriate devices according to the airline

policies.
A8.5.5. MAINTENANCE PERSONNEL TRAINING

To get its operational approval, the airline must demonstrate that an appropriate
maintenance training program relative to the digital communications is given to
its maintenance people. This is part of the ICAO Annex 6, paragraph 8.3.
In this program, the procedures for digital communications maintenance will be

consistent with that recommended in the relevant chapters of the aircraft
maintenance manuals.
The aim is to train the maintenance personnel to properly implement, maintain, or

replace the AIRBUS FANS equipment (e.g. ATSU respectively ATC applications,
DCDU respectively ATC mailbox, FMS, printer, VDR, etc).
Installation, modification and use of testing tools are some of the points to be
trained. The maintenance people should also be aware of the MEL items
associated to the relief of FANS equipment.
Adhering to configuration control lists that may be recommended in some FANS

areas, so as to maintain recognised operating equipment and performance levels,
might be part of the requirements. Data link service providers can provide the
airline with information on poor performance by individual aircraft. It is also
recommended that the airline provide AIRBUS with information on their current
avionics configuration and operating performance so as to ensure a good feed
back on the FANS systems and documentation update.
Implementing the adequate Service Bulletins for approved configuration and

ensuring software updates of the FANS systems are correctly incorporated should
also be assured.
A8.5.6. APPROVED DOCUMENTATION

The applicant airline should present to its relevant authority a set of documents to
be approved. It is expected that the following documentation will be required :
FANS A Airworthiness Approval Summary, MEL, AFM.
A8.5.6.1. FANS A AIRWORTHINESS APPROVAL SUMMARY

This document (described in Appendix M) is part of the manufacturer
airworthiness approval process. It can be made available to the national authority
of the applicant airline.
It contains the assumptions on the ground environment and a synthesis of the

results of certification tests.
Based on this document, the operational and technical context may be evaluated
and additional demonstration activities be asked by the authority.
- A 111 -
To get a copy of the FANS A Airworthiness Approval Summary, contact the

AIRBUS engineering support at DL-CE-DPT-SEE44@airbus.com.
A8.5.6.2. MINIMUM EQUIPMENT LIST FOR A320/A330/A340 AIRCRAFT

The airline should submit its intended MEL for operation of FANS routes to its
airworthiness authority. In addition to the MEL provisions taken for the navigation
equipment, in the frame of RNP/RVSM context (“Getting to grips with modern
navigation” brochure), provisions will have to be taken for the digital
communications equipment.
The MEL items for data link communications may depend on the considered FANS
route (oceanic, continental, remote areas). The airline should thus take provisions
for some specific operating systems at dispatch, and consider the consequences of
their loss on the data link communications.
FANS operations are related to operational aspects, and therefore AIRBUS current
policy is not to include FANS considerations in the MMEL. Therefore it remains up
to the operators to amend their own MEL for FANS operations.
However, for CNS/ATM operations, the following minimum equipment must be

operative.
A8.5.6.2.1. ATA 46-20 – Cockpit information system

• ATSU,
• 1 DCDU,
• 1 ATC MSG push-button.
A8.5.6.2.2. ATA 23 – Communications

• VDR3,
• SATCOM.
Note : 2 HF are required for remote area further than VHF line-of-sight with or
without FANS capability. Although the availability and the reliability of the
SATCOM have proven to be good enough in South Pacific area, dispatch with one
HF only is still not granted for such area.
A8.5.6.2.3. ATA 22 – Auto flight

• 1 FMGC
Note : Second FMGC or its Nav Backup function may be required in function of
the RNP of the planned route.
- A 112 -
A8.5.6.2.4. ATA 34 – Navigation

• 1 GPS
Note : GPS is needed for ensuring position/time report accuracy
A8.5.6.3. MINIMUM EQUIPMENT LIST FOR A380 AIRCRAFT

At the time of writing the document, the MMEL regarding A380 FANS system was
not yet validated. The minimum list of equipment will be provided in the next
issue. Nevertheless, if needed, please contact fltops.mmel@airbus.com.
A8.5.6.4. AEROPLANE FLIGHT MANUAL

The Airplane Flight Manual references the FANS A Airworthiness Approval
Summary document.
- A 113 -
To ensure proper operations of FANS A aircraft on FANS routes, the operator

needs to ensure the following before starting operations :
1. Sign contract(s) with Data link Service Provider(s) (DSP)
2. Declare aircraft to these Data link Services Providers
routes
4. Configure adequately the aircraft avionics
5. Obtain the operational approval

• To operate in FANS environment, it is necessary to have a contract with at
least one of the major service providers (ARINC or SITA) for SATCOM and
VDL data link.
• For ATC data link, each individual aircraft must be declared, and identified
namely through its Aircraft Registration Number in DSP tables.
• In addition, the SATCOM AES (Aircraft Earth Station) identification, i.e. the
aircraft ICAO address, must be declared to the GES (Ground Earth Station)
the aircraft will operate. This is achieved through the SATCOM
commissioning procedure.
Impacts on A320/A330/A340 aircraft configuration

Once the airline has selected the data link service providers, the aircraft
customisation of :
• The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link,
Impacts on A380 aircraft configuration

Once the Data Service Providers (DSP) are selected, the avionics have to be
customised accordingly. The systems involved in the customisation process are :
• The ACR (Avionics Communication Router) for the customised database of
routing policies,
It is the airline’s responsibility to provide AIRBUS with its customised database. If

no customised database is provided, the aircraft is fitted with a default database.
Note the time schedule for the ACR customisation process :
• 2 to 5 months according to the customisation level for the ACR
customisation by Rockwell-Collins,
• Not later than 1month before aircraft delivery for integration and test by
AIRBUS.
- A 114 -
Rules are not yet fully available and individual operational authority may choose
the "means of compliance" stating what the applicant airline may have to
demonstrate. However, the following items will have to be complied with:
• Aircraft configuration
• Flight crew training/qualification
• Maintenance training
communications, must be given to maintenance people.
• Approved operational documentation
Airworthiness Approval Summary, the MEL and the AFM to be approved.

aircraft intention to operate in FANS mode.
- A 115 -
- A 116 -
Getting to grips with FANS – Part II – Issue III APPENDICES
APPENDICES
APPENDIX A – List of FANS A CPDLC messages with their meaning......... 118
APPENDIX B – ADS report data ................................................................................ 141
APPENDIX C – Data service providers ................................................................... 143
APPENDIX D – SATCOM operators .......................................................................... 157
APPENDIX E – FANS operational procedures in oceanic and remote areas

............................................................................................................................................... 158
APPENDIX F – Dynamic Airborne Route Planning (DARP) ............................ 178
APPENDIX G – FANS A operational scenarios..................................................... 180
APPENDIX H – FANS A+ operational scenarios ................................................. 192
APPENDIX I – ATS 623 operational scenarios.................................................... 216
APPENDIX J – On-board indications in case of data link failures ............... 228
APPENDIX K – OIT/FOT ref 999.0001/03 – New Air Traffic Service Unit

(ATSU) aircraft interface............................................................................................. 234
APPENDIX L – OIT ref 999.0072/06/VHR – Prevention of disruption

SATCOM systems associated with the introduction of new spot beam
maps on INMARSAT 4 satellite constellation...................................................... 239
APPENDIX M – FANS A Airworthiness Approval Summary............................ 243
APPENDIX N – Frequently Asked Questions related to the A380 ACR

customization .................................................................................................................. 245
- A 117 -
APPENDIX A Getting to grips with FANS – Part II – Issue III
APPENDIX A – LIST OF FANS A CPDLC MESSAGES WITH THEIR

MEANING
Listed in this appendix are all the FANS A and FANS A+ messages supported by
the CPDLC, as defined by the EUROCAE ED-100 and endorsed by the ICAO ADS
panel. Additional comments provided by the ISPACG user forum are displayed in
italics.
All up and down messages have been classified into operational groups. The
reference number is that of the initial ED-100.
The abbreviations used for classification purpose are defined here below.
ABBREVIATIONS CLOSURE RESPONSES

W/U WILCO, UNABLE, will close the uplink message.
A/N AFFIRM, NEGATIVE, will close the uplink message.
R ROGER, will close the uplink message.
NE WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, STANDBY, will
not close the uplink message. Only the actual referenced
response (time, heading, speed,…) will close the uplink
message.
Remark: The response is typed through the MCDU scratch
pad after having pressed the DCDU “MODIFY” key.
Y Response required.
N Response not required
- A 118 -
Getting to grips with FANS – Part II – Issue III APPENDIX A
UPLINK MESSAGES
UPLINK – RESPONSES AND ACKNOWLEDGEMENTS

UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE
0 UNABLE Indicates that ATS cannot comply NE
with the 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
UPLINK – VERTICAL CLEARANCES

6 EXPECT [altitude] Notification that a level change R
instruction should be expected.
7 EXPECT CLIMB AT [time] Notification that an instruction R
should be expected for the aircraft to
commence climb at the specified
time.
8 EXPECT CLIMB AT [position] Notification that an instruction R
position.
9 EXPECT DESCENT AT [time] Notification that an instruction R
commence descent at the specified
time.
- A 119 -

10 EXPECT DESCENT AT Notification that an instruction R
[position] should be expected for the aircraft to
position.
11 EXPECT CRUISE CLIMB AT Notification that an instruction R
[time] should be expected for the aircraft to
commence cruise climb at the
specified time.
12 EXPECT CRUISE CLIMB AT Notification that an instruction R
[position] should be expected for the aircraft to
specified position.
13 AT [time] EXPECT CLIMB TO Notification that an instruction R
[altitude] should be expected for the aircraft to
time to the specified level.
14 AT [position] EXPECT CLIMB Notification that an instruction R
TO [altitude] should be expected for the aircraft to
position to the specified level.
15 AT [time] EXPECT DESCENT Notification that an instruction R
TO [altitude] should be expected for the aircraft to
time to the specified level.
16 AT [position] EXPECT Notification that an instruction R
DESCENT TO [altitude] should be expected for the aircraft to
position to the specified level.
17 AT [time] EXPECT CRUISE Notification that an instruction R
CLIMB TO [altitude] should be expected for the aircraft to
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 Notification that an instruction R
CLIMB TO [altitude] should be expected for the aircraft to
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 W/U
level.
- A 120 -

20 CLIMB TO AND MAINTAIN Instruction that a climb to the W/U
[altitude] specified level is to commence and
the level is to be maintained when
reached.
21 AT [time] CLIMB TO AND Instruction that at the specified W/U
MAINTAIN [altitude] time, a climb to the specified level is
to commence and once reached the
specified level is to be maintained.
22 AT [position] CLIMB TO AND Instruction that at the specified W/U
MAINTAIN [altitude] position, a climb to the specified
level is to commence and once
reached the specified level is to be
maintained.
23 DESCEND TO AND MAINTAIN Instruction that a descent to the W/U
[altitude] specified level is to commence and
the level is to be maintained when
reached.
24 AT [time] DESCEND TO AND Instruction that at the specified time W/U
MAINTAIN [altitude] a decent to the specified level is to
commence and once reached the
specified level is to be maintained.
25 AT [position] DESCEND TO Instruction that at the specified W/U
AND MAINTAIN [altitude] position a 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] Instruction that a climb is to W/U
BY [time] commence at a rate such that the
specified level is reached at or
before the specified time.
27 CLIMB TO REACH [altitude] Instruction that a climb is to W/U
BY [position] commence at a rate such that the
before the specified position.
28 DESCEND TO REACH Instruction that a descent is to W/U
[altitude] BY [time] commence at a rate such that the
29 DESCEND TO REACH Instruction that a descent is to W/U
[altitude] BY [position] commence at a rate such that the
before the specified position.
30 MAINTAIN BLOCK [altitude] A level within the specified vertical W/U
TO [altitude] range is to be maintained.
- A 121 -

31 CLIMB TO AND MAINTAIN Instruction that a climb to a level W/U
BLOCK [altitude] TO within the specified vertical range is
[altitude] to commence.
32 DESCEND TO AND MAINTAIN Instruction that a descent to a level W/U
BLOCK [altitude] TO within the specified vertical range is
[altitude] 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 A cruise climb can commence once W/U
[altitude] above the specified level.
36 EXPEDITE CLIMB TO The climb to the specified level W/U
[altitude] should be made at the aircraft's best
rate.
37 EXPEDITE DESCENT TO The descent to the specified level W/U
[altitude] should be made at the aircraft's best
rate.
38 IMMEDIATELY CLIMB TO Urgent instruction to immediately W/U
[altitude] climb to the specified level.
39 IMMEDIATELY DESCEND TO Urgent instruction to immediately W/U
[altitude] descend to the specified level.
40 IMMEDIATELY STOP CLIMB Urgent instruction to immediately W/U
AT [altitude] stop a climb once the specified level
is reached.
41 IMMEDIATELY STOP DESCENT Urgent instruction to immediately W/U
AT [altitude] stop a descent once the specified
level is reached.
171 CLIMB AT [vertical rate] Instruction to climb at not less than W/U
MINIMUM the specified rate.
172 CLIMB AT [vertical rate] Instruction to climb at not above the W/U
MAXIMUM specified rate.
173 DESCEND AT [vertical rate] Instruction to descend at not less W/U
MINIMUM than the specified rate.
174 DESCEND AT [vertical rate] Instruction to descend at not above W/U
MAXIMUM the specified rate.
- A 122 -
UPLINK – CROSSING CONSTRAINTS

42 EXPECT TO CROSS [position] Notification that a level change R
AT [altitude] instruction should be expected which
will require the specified position to
be crossed at the specified level.
AT OR ABOVE [altitude] instruction should be expected which
be crossed at or above the specified
level.
AT OR BELOW [altitude] instruction should be expected which
be crossed at or below the specified
level.
AT AND MAINTAIN [altitude] instruction should be expected which
be crossed at the specified level
which is to be maintained
subsequently.
46 CROSS [position] AT The specified position is to be W/U
[altitude] crossed at the specified level. This
may require the aircraft to modify its
climb or descent profile.
47 CROSS [position] AT OR The specified position is to be W/U
ABOVE [altitude] crossed at or above the specified
level.
BELOW [altitude] crossed at or below the specified
level.
49 CROSS [position] AT AND Instruction that the specified W/U
MAINTAIN [altitude] position is to be crossed at the
specified level and that level is to be
maintained when reached.
50 CROSS [position] BETWEEN The specified position is to be W/U
[altitude] AND [altitude] crossed at a level between the
specified levels.
51 CROSS [position] AT [time] The specified position is to be W/U
crossed at the specified time.
BEFORE [time] crossed at or before the specified
time.
- A 123 -

AFTER [time] crossed at or after the specified
time.
54 CROSS [position] BETWEEN The specified position is to be W/U
[time] AND [time] crossed at a time between the
specified times.
55 CROSS [position] AT [speed] The specified position is to be W/U
crossed at the specified speed and
the specified speed is to be
maintained until further advised.
56 CROSS [position] AT OR LESS The specified position is to be W/U
THAN [speed] crossed at a speed equal to or less
than the specified speed and the
specified speed or less is to be
GREATER THAN [speed] crossed at a speed equal to or
greater than the specified speed and
the specified speed or greater is to
be maintained until further advised.
58 CROSS [position] AT [time] The specified position is to be W/U
AT [altitude] crossed at the specified time and the
specified level.
BEFORE [time] AT crossed at or before the specified
[altitude] time and at the specified level.

AFTER [time] AT [altitude] crossed at or after the specified time
and at the specified level.
61 CROSS [position] AT AND Instruction that the specified W/U
MAINTAIN [altitude] AT position is to be crossed at the
[speed] specified level and speed and the
level and speed are to be
maintained.
62 AT [time] CROSS Instruction that at the specified time W/U
[position] AT AND the specified position is to be
MAINTAIN [altitude] crossed at the specified level and the
level is to be maintained.
63 AT [time] CROSS [position] Instruction that at the specified time W/U
AT AND MAINTAIN [altitude] the specified position is to be
AT [speed] crossed at the specified level and
speed and the level and speed are to
be maintained.
- A 124 -
UPLINK – LATERAL OFFSETS

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

73 [predepartureclearance] Notification to the aircraft of the W/U
instructions to be followed from
departure until the specified
clearance limit.
- A 125 -

74 PROCEED DIRECT TO Instruction to proceed directly from W/U
[position] the present position to the specified
position.
75 WHEN ABLE PROCEED Instruction to proceed, when able, W/U
DIRECT TO [position] directly to the specified position.
76 AT [time] PROCEED DIRECT Instruction to proceed, at the W/U
TO [position] specified time, directly to the
specified position.
77 AT [position] PROCEED lnstruction to proceed, at the W/U
DIRECT TO [position] specified position, directly to the
next specified position.
78 AT [altitude] PROCEED Instruction to proceed, upon W/U
DIRECT TO [position] reaching the specified level, directly
to the specified position.
79 CLEARED TO [position] VIA Instruction to proceed to the W/U
[route clearance] specified position via the specified
route.
80 CLEARED [route clearance] Instruction to proceed via the W/U
specified 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 W/U
[direction] [distance offset] specified distance from the cleared
OF ROUTE route in the specified direction.
83 AT [position] CLEARED [route Instruction to proceed from the W/U
clearance] specified position via the specified
route.
84 AT [position] CLEARED Instruction to proceed from the W/U
[procedure name] specified position via the specified
procedure.
85 EXPECT [route clearance] Notification that a clearance to fly on R
the specified route may be issued.
86 AT [position] EXPECT [route Notification that a clearance to fly on R
clearance] the specified route from the
specified position may be issued.
87 EXPECT DIRECT TO [position] Notification that a clearance to fly R
directly to the specified position may
be issued.
88 AT [position] EXPECT DIRECT Notification that a clearance to fly R
TO [position] directly from the first specified
position to the next specified
position may be issued.
- A 126 -

89 AT [time] EXPECT DIRECT TO Notification that a clearance to fly R
[position] directly to the specified position
commencing at the specified time
may be issued.
90 AT [altitude] EXPECT DIRECT Notification that a clearance to fly R
TO [position] directly to the specified position
commencing when the specified
level is reached may be issued.
91 HOLD AT [position] Instruction to enter a holding W/U
MAINTAIN [altitude] pattern with the specified
INBOUND TRACK characteristics at the specified
[degrees][direction] TURN position and level.
LEG TIME [leg type]
92 HOLD AT [position] AS Instruction to enter a holding W/U
PUBLISHED MAINTAIN pattern with the published
[altitude] characteristics at the specified
position and level.
93 EXPECT FURTHER Notification that an onwards R
CLEARANCE AT [time] clearance may be issued at the
specified time.
94 TURN [direction] HEADING Instruction to turn left or right as W/U
[degrees] specified onto the specified heading.
95 TURN [direction] GROUND Instruction to turn left or right as W/U
TRACK [degrees] specified onto the specified track.
96 FLY PRESENT HEADING Instruction to continue to fly on the W/U
current heading.
97 AT [position] FLY HEADING Instruction to fly on the specified W/U
[degrees] heading from the specified position.
98 IMMEDIATELY TURN Instruction to turn immediately left W/U
[direction] HEADING or right as specified onto the
[degrees] specified heading.
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

100 AT [time] EXPECT [speed] Notification that a speed instruction R
may be issued to be effective at the
specified time.
- A 127 -

101 AT [position] EXPECT [speed] Notification that a speed instruction R
specified position.
102 AT [altitude] EXPECT [speed] Notification that a speed instruction R
specified level.
103 AT [time] EXPECT [speed] TO Notification that a speed range R
[speed] instruction may be issued to be
effective at the specified time.
104 AT [position] EXPECT [speed] Notification that a speed range R
TO [speed] instruction may be issued to be
effective at the specified position.
105 AT [altitude] EXPECT [speed] Notification that a speed range R
TO [speed] instruction may be issued to be
effective at the specified level.
106 MAINTAIN [speed] The specified speed is to be W/U
maintained.
107 MAINTAIN PRESENT SPEED The present speed is to be W/U
maintained.
108 MAINTAIN [speed] OR The specified speed or a greater W/U
GREATER speed is to be maintained.
109 MAINTAIN [speed] OR LESS The specified speed or a lesser W/U
speed is to be maintained.
110 MAINTAIN [speed] TO A speed within the specified range is W/U
[speed] to be maintained.
111 INCREASE SPEED TO [speed] The present speed is to be increased W/U
to the specified speed and
112 INCREASE SPEED TO [speed] The present speed is to be increased W/U
OR GREATER to 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 W/U
to the specified speed and
114 REDUCE SPEED TO [speed] The present speed is to be reduced W/U
OR LESS to the specified speed or less and
maintained at or below the specified
speed until further advised.
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.
- A 128 -
UPLINK – CONTACT/MONITOR/SURVEILLANCE REQUESTS

117 CONTACT The pilot is required to call the ATS W/U
[icaounitname][frequency] facility on the specified frequency.
118 AT [position] CONTACT At the specified position the ATS unit W/U
[icaounitname] [frequency] with the specified ATS unit name is
to be contacted on the specified
frequency.
119 AT [time] CONTACT At the specified time the ATS unit W/U
to be contacted on the specified
frequency.
120 MONITOR The pilot is required to monitor the W/U
[icaounitname][frequency] 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 W/U
to be monitored on the specified
frequency.
122 AT [time] MONITOR At the specified time the ATS unit W/U
to be monitored on the specified
frequency.
123 SQUAWK [beacon code] The specified code (SSR code) is to W/U
be selected.
124 STOP SQUAWK The SSR transponder responses are W/U
to be disabled.
125 SQUAWK ALTITUDE The SSR transponder responses W/U
should include level information.
126 STOP ALTITUDE SQUAWK The SSR transponder responses W/U
should no longer include level
information.
179 SQUAWK IDENT The 'ident' function on the SSR W/U
transponder is to be actuated.
- A 129 -
UPLINK – REPORT/CONFIRMATION REQUESTS

127 REPORT BACK ON ROUTE Instruction to report when the R
aircraft is back on the cleared route.
128 REPORT LEAVING [altitude] Instruction to report when the R
aircraft has left the specified level.
Either a level that has been
maintained, or a level passed
through on climb or descent.
129 REPORT LEVEL [altitude] Instruction to report when the R
aircraft is in level flight at the
specified level.
Note: To avoid confusion, Some
States have decided that they will
not use this element
175 REPORT REACHING Instruction to report when the R
[altitude] aircraft has reached the specified
level.
To be interpreted as “Report
reaching an assigned level.”
180 REPORT REACHING BLOCK Instruction to report when the R
[altitude] TO [altitude] aircraft is within the specified
vertical range.
130 REPORT PASSING [position] Instruction to report when the R
aircraft has passed the specified
position.
181 REPORT DISTANCE [to/from] Instruction to report the present NE
[position] distance to or from the specified
position.
131 REPORT REMAINING FUEL Instruction to report the amount of NE
AND SOULS ON BOARD fuel remaining and the number of
persons on board.
132 CONFIRM POSITION Instruction to report the present NE
position.
133 CONFIRM ALTITUDE Instruction to report the present NE
level.
134 CONFIRM SPEED Instruction to report the present NE
speed.
135 CONFIRM ASSIGNED Instruction to confirm and NE
ALTITUDE acknowledge the currently assigned
level.
136 CONFIRM ASSIGNED SPEED Instruction to confirm and NE
acknowledge the currently assigned
speed.
- A 130 -

137 CONFIRM ASSIGNED ROUTE Instruction to confirm and NE
acknowledge the currently assigned
route.
138 CONFIRM TIME OVER Instruction to confirm the previously NE
REPORTED WAYPOINT reported time over the last reported
waypoint.
139 CONFIRM REPORTED Instruction to confirm the identity of NE
WAYPOINT the previously reported waypoint.
140 CONFIRM NEXT WAYPOINT Instruction to confirm the identity of NE
the next waypoint.
141 CONFIRM NEXT WAYPOINT Instruction to confirm the previously NE
ETA reported estimated time at the next
waypoint.
142 CONFIRM ENSUING Instruction to confirm the identity of NE
WAYPOINT the next plus one waypoint.
143 CONFIRM REQUEST The request was not understood. It NE
should be clarified and resubmitted.
144 CONFIRM SQUAWK Instruction to report the currently NE
selected transponder code.
145 CONFIRM HEADING Instruction to report the present NE
heading.
146 CONFIRM GROUND TRACK Instruction to report the present NE
ground track.
182 CONFIRM ATIS CODE Instruction to report the NE
identification code of the last ATIS
received.
147 REQUEST POSITION REPORT Instruction to make a position NE
report.
To be used if the controller does not
receive a scheduled position report.
UPLINK – NEGOTIATION REQUESTS

148 WHEN CAN YOU ACCEPT Request for the earliest time at NE
[altitude] which the specified level can be
accepted.
149 CAN YOU ACCEPT [altitude] Instruction to report whether or not A/N
AT [position] the specified level can be accepted
at the specified position.
150 CAN YOU ACCEPT [altitude] Instruction to report whether or not A/N
AT [time] the specified level can be accepted
at the specified time.
- A 131 -

151 WHEN CAN YOU ACCEPT Instruction to report the earliest NE
[speed] time when the specified speed can
be accepted.
152 WHEN CAN YOU ACCEPT Instruction to report the earliest NE
[direction] [distance offset] time when the specified offset track
OFFSET can be accepted.
UPLINK – AIR TRAFFIC ADVISORIES

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

159 ERROR [error information] A system generated message that NE
the ground system has detected an
error.
160 NEXT DATA AUTHORITY Notification to the avionics that the NE
[facility designation] next data authority is the specified
ATSU.
161 END SERVICE Notification to the avionics that the NE
data link connection with the current
data authority is being terminated.
162 SERVICE UNAVAILABLE Notification that the ground system NE
does not support this message.
163 [icao facility designation] Notification to the pilot of an ATSU NE
[tp4Table] identifier.
- A 132 -
UPLINK – ADDITIONAL MESSAGES

164 WHEN READY The associated instruction may be NE
complied with at any future time.
165 THEN Used to link two messages, NE
indicating the proper order of
execution of clearances or
instructions.
166 DUE TO TRAFFIC The associated instruction is issued NE
due to traffic considerations.
167 DUE TO AIRSPACE The associated instruction is issued NE
RESTRICTION due to airspace restrictions.
168 DISREGARD The indicated communication should R
be ignored.
The previously sent uplink CPDLC
message shall be ignored.
DISREGARD should not refer to a
clearance or instruction. If
DISREGARD is used, another
element shall be added to clarify
which message is to be disregarded.
176 MAINTAIN OWN SEPARATION Notification that the pilot is W/U
AND VMC responsible for maintaining
separation from other traffic and is
also responsible for maintaining
Visual Meteorological Conditions.
177 AT PILOTS DISCRETION Used in conjunction with a clearance N
or 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
- A 133 -
DOWNLINK MESSAGES
DOWNLINK – RESPONSES
DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE
0 WILCO The instruction is understood and N
will be complied with.
1 UNABLE The instruction cannot be complied N
with.
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. N
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 – VERTICAL REQUESTS

6 REQUEST [altitude] Request to fly at the specified level. Y
7 REQUEST BLOCK [altitude] Request to fly at a level within the Y
TO [altitude] specified vertical range.
8 REQUEST CRUISE CLIMB TO Request to cruise climb to the Y
[altitude] specified level.
9 REQUEST CLIMB TO [altitude] Request to climb to the specified Y
level.
10 REQUEST DESCENT TO Request to descend to the specified Y
[altitude] level.
- A 134 -

11 AT [position] REQUEST CLIMB Request that at the specified Y
TO [altitude] position a climb to the specified level
be approved.
12 AT [position] REQUEST Request that at the specified Y
DESCENT TO [altitude] position a descent to the specified
level be approved.
13 AT [time] REQUEST CLIMB Request that at the specified time a Y
TO [altitude] climb to the specified level be
approved.
14 AT [time] REQUEST DESCENT Request that at the specified time a Y
TO [altitude] descent to the specified level be
approved.
DOWNLINK – LATERAL OFFSET REQUESTS

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

18 REQUEST [speed] Request to fly at the specified speed. Y
19 REQUEST [speed] TO [speed] Request to fly within the specified Y
speed range.
DOWNLINK – VOICE CONTACT REQUESTS

20 REQUEST VOICE CONTACT Request for voice contact. Y
21 REQUEST VOICE CONTACT Request for voice contact on the Y
[frequency] specified frequency.
- A 135 -
DOWNLINK – ROUTE MODIFICATION REQUESTS

22 REQUEST DIRECT TO Request to track from the present Y
[position] position 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 Y
or route clearance.
26 REQUEST WEATHER Request for a weather deviation to Y
DEVIATION TO [position] VIA the specified position via the
[route clearance] specified route.
27 REQUEST WEATHER Request for a weather deviation up Y
DEVIATION UP TO [direction] to the specified distance off track in
[distance offset] OF ROUTE the specified direction.
70 REQUEST HEADING [degrees] Request a clearance to adopt the Y
specified heading.
71 REQUEST GROUND TRACK Request a clearance to adopt the Y
[degrees] specified ground track.
DOWNLINK – REPORTS
28 LEAVING [altitude] Notification of leaving the specified N
level.
29 CLIMBING TO [altitude] Notification of climbing to the N
specified level.
30 DESCENDING TO [altitude] Notification of descending to the N
specified level.
31 PASSING [position] Notification of passing the specified N
position.
78 AT [time] [distance] At the specified time, the aircraft's N
[to/from] [position] position was as specified.
32 PRESENT ALTITUDE [altitude] Notification of the present level. N
33 PRESENT POSITION Notification of the present position. N
[position]
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 Notification of the present ground N
[degrees] track in degrees.
37 LEVEL [altitude] Notification that the aircraft is N
- A 136 -

maintaining the specified level.
72 REACHING [altitude] Notification that the aircraft has N
reached the specified level.
76 REACHING BLOCK [altitude] Notification that the aircraft has N
TO [altitude] reached a level within the specified
vertical range.
38 ASSIGNED ALTITUDE Read-back of the assigned level. N
[altitude]
77 ASSIGNED BLOCK [altitude] Read-back of the assigned vertical N
TO [altitude] range.
39 ASSIGNED SPEED [speed] Read-back of the assigned speed. N
40 ASSIGNED ROUTE [route Read-back of the assigned route. N
clearance]
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 The next plus one waypoint is the N
[position] specified position.
45 REPORTED WAYPOINT Clarification of previously reported N
[position] 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.
48 POSITION REPORT [position Reports the current position of the N
report] aircraft 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 N
is as specified.
80 DEVIATING [direction] Notification that the aircraft is N
[distance offset] OF ROUTE deviating from the cleared route by
the specified distance in the
- A 137 -
DOWNLINK – NEGOTIATION REQUESTS

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

55 PAN PAN PAN Urgency prefix. N
56 MAYDAY MAYDAY MAYDAY Distress prefix. N
57 [remaining fuel] OF FUEL Notification of fuel remaining and N
REMAINING AND [souls on number of persons on board.
board] SOULS ON BOARD
58 CANCEL EMERGENCY Notification that the pilot wishes to N
cancel the emergency condition.
59 DIVERTING TO [position] or Notification that the aircraft is N
DIVERTING TO [position] VIA diverting to the specified position via
[x] the specified route.
60 OFFSETTING [direction] Notification that the aircraft is N
[distance offset] OF ROUTE deviating 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 N
descending to the specified level.
- A 138 -
DOWNLINK – SYSTEM MANAGEMENT MESSAGES

2 ERROR [error information] system generated message that the N
avionics has detected an error.
3 NOT CURRENT DATA system generated denial to any N
AUTHORITY CPDLC message sent from a ground
facility that is not the Current Data
Authority.
4 [icao facility designation] otification to the ground system that N
the specified ATSU is the current data
authority.
3 [version number] system generated message N
indicating the software version
number.
DOWNLINK – ADDITIONAL MESSAGES

65 DUE TO WEATHER Used to explain reasons for aircraft N
operator’s message.
66 DUE TO AIRCRAFT Used to explain reasons for aircraft N
PERFORMANCE operator's message.
74 MAINTAIN OWN SEPARATION States a desire by the pilot to N
AND VMC provide 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 We can accept the specified level at N
[time] the specified time.
67c WE CAN ACCEPT [speed] AT We can accept the specified speed at N
[time] the specified time.
67d WE CAN ACCEPT [direction] We can accept a parallel track offset N
[distance offset] AT [time] the specified distance in the
specified direction at the specified
time.
67e WE CANNOT ACCEPT We cannot accept the specified level. N
[altitude]
67f WE CANNOT ACCEPT [speed] We cannot accept the specified N
speed.
- A 139 -

67g WE CANNOT ACCEPT We cannot accept a parallel track N
[direction] [distance offset] offset the specified distance in the
67h WHEN CAN WE EXPECT Request for the earliest time at N
CLIMB TO [altitude] which a clearance to climb to the
specified level can be expected.
67i WHEN CAN WE EXPECT Request for the earliest time at N
DESCENT TO [altitude] which a clearance to descend to the
specified level can be expected.
68 [free text] Distress urgency attribute Y
- A 140 -
Getting to grips with FANS – Part II – Issue III APPENDIX B
APPENDIX B – ADS REPORT DATA

(*) on request
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
Group(*) point
- From the previous intermediate projected point, for the
subsequent points
• Track:
- From current a/c position to the first intermediate projected
point
- From the previous intermediate projected point, for the
subsequent points
• STD altitude of the intermediate projected point
• Projected Time: Estimated Time to Go (ETG) to the intermediate
projected point
- A 141 -
APPENDIX B Getting to grips with FANS – Part II – Issue III
Output values of ADS message parameters
PARAMETER 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 0 – 3599.875 sec FOM = 0 (Note 15 2048 sec 0.125 sec
(Note 8) 9)
Flight ID Alphanumeric Space (Note 6 per character N/A N/A
4) (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 -180 - + Valid bit = 1 8 & sign & valid 90° 0.703125°
Direction 179.296875 (Note 6)
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 - Valid bit = 1 11 & sign & valid 90° 0.08789°
+179.912° (Note 6)
True Heading -180 - Valid bit = 1 11 & sign & valid 90° 0.08789°
+179.912° (Note 6)
Distance 0 – 8191.750 nm 8191.875 nm 16 4096 nm 0.125 nm
ETA 0 – 16382 sec 16383 sec 14 8192 sec 1 sec
Projected Time 0 – 16382 sec 16383 sec 14 8192 sec 1 sec
NOTES:
1. When no value is available or the value available to the ADS is invalid, a default value
shall be inserted in the field. The values shown here reflect a coding of all "ones".
2. The value of the Most Significant Bit (MSB) is accurate by definition. The value of the
Least Significant Bit (LSB) is an approximation.
3. When either the latitude or the longitude for a position is invalid, both shall be set to –
180° In the Basic ADS Group, the FOM shall also be set to 0.
4. When the Flight Identification is invalid, all characters shall be encoded as spaces.
When the Flight Identification is less than eight characters, the Flight Identification
shall be encoded left justified and the unused characters shall be encoded as spaces.
5. The character set for the Flight Identification Group shall be ISO 5, without the most
significant bit. This allows the characters to be encoded using only six bits. Valid
characters are contained in the following sets: (A..Z), (0..9) and ( ).
6. The validation of the direction parameter shall be indicated by the immediately
preceding bit, where 0 = valid and 1 = invalid.
7. Signed numerical values shall be represented in two's complement notation.
8. The time stamp shall be expressed as the time elapsed since the most recent hour.
Time shall be rounded, not truncated, to accurately yield the value loaded into the
time stamp field.
- A 142 -
Getting to grips with FANS – Part II – Issue III APPENDIX C
APPENDIX C – DATA SERVICE PROVIDERS
1. INMARSAT
• Aeronautical global coverage and spot beams
Contact : customer_care@inmarsat.com
2. MTSAT
• SATCOM coverage over Asia-Pacific region
Contact : aircom.customer.support@sita.aero
SITA ensures the customer support as it is the exclusive service provider for
MTSAT communications.
3. ARINC
• VHF world coverage
• VDL mode 2 coverage
Contact : http://www.arinc.com/contact/index.html
4. SITA
• VDL mode A and mode 2 world coverage
• VDL regional coverage
Contact : http://www.sita.aero/News_Centre/Contact_SITA/default.htm
The following maps are provided with the courtesy of INMARSAT, MTSAT, ARINC
and SITA.
- A 143 -
APPENDIX C Getting to grips with FANS – Part II – Issue III
INMARSAT 3 SPOT BEAMS (SEPTEMBER 2003)
- A 144 -
INMARSAT 4 AOR-W SPOT BEAMS (JAN 2007)
- A 145 -
MTSAT COVERAGE (2006)
- A 146 -
ARINC – VHF WORLD COVERAGE (MARCH 2006)
- A 147 -
ARINC – EUROPE – VDL MODE 2 (SEPTEMBER 2004)
- A 148 -
ARINC – NORTH AMERICA – VDL MODE 2 (MARCH 2006)
- A 149 -
ARINC – HFDL COVERAGE
- A 150 -
SITA – WORLD COVERAGE – VLD MODE A (MARCH 2006)

Altitude 30 000 ft – On line RGS are in red, planned are in blue.
- A 151 -
SITA – EUROPE, AFRICA AND MIDDLE EAST – VDL MODE A (MARCH 2006)
- A 152 -
SITA – ASIA PACIFIC – VDL MODE A (MARCH 2006)

- A 153 -
SITA – AMERICAS – VDL MODE A (MARCH 2006)

- A 154 -
SITA – WORLD COVERAGE– VDL MODE 2 (MARCH 2006)

- A 155 -
SITA – EUROPE– VDL MODE 2 (MARCH 2006)

- A 156 -
GES INMARSAT Satellite
Telecom Providers
Service provider for
for voice/fax
Code SATCOM data link
Country Location Name Code communications
(octal)
SKYPHONE CONSORTIUM
101 AOR/E 01
UK Goonhilly Stratos ARINC, SITA
AOR/W 00
SATELLITE AIRCOM CONSORTIUM
305 IOR 03
Australia Perth Stratos SITA
205 POR 02
103 AOR/E 01
- A 157 -
France Aussaguel France Telecom SITA
005 AOR/W 00
GLOBAL LINK
104 AOR/E 01
Norway Eil Telenor ARINC
301 IOR 03
Southbury 002 AOR/W 00
USA Telenor ARINC
APPENDIX D – SATCOM OPERATORS
Santa Paula 202 POR 02

MTSAT Satellites
JCAB (GES operator) SITA (AOC messages)

Japan Kobe 161 MTSAT 04
SITA (provider) JCAB ( TS messages)
APPENDIX D
APPENDIX E Getting to grips with FANS – Part II – Issue III
APPENDIX E – FANS OPERATIONAL PROCEDURES IN OCEANIC

AND REMOTE AREAS
1. FOM AIRSPACE OPERATIONS
2. NORTH ATLANTIC FANS OPERATIONS
3. NORTH CANADA FANS OPERATIONS
The following sections are extracted from the mentioned manuals. They are
consistent with those manuals at the time of their effectiveness. They are intended
to illustrate FANS operations in the mentioned regions. It is strongly
recommended to refer to the manuals available at the mentioned website
address as they may be updated without prior notice.
At any time, the following sections shall not be used for operations.
AIRBUS SAS shall not be liable for any direct, indirect, or consequential damages
that results from the use or inability to use the extracts, in particular for, but not
limited to, errors, or omissions in the contents of the following sections or the
consequences of its use, nor for inaccurate transmission or misdirection, even if
AIRBUS SAS has been advised of the possibility of such damage. This limitation
applies whether the alleged liability is based on contract, tort, or any other basis. It
is the user’s responsibility to make sure that she or he is using the most up-to-date
information available.
- A 158 -
Getting to grips with FANS – Part II – Issue III APPENDIX E
1. FOM AIRSPACE OPERATIONS

As of FANS 1/A Operations Manual, issue 4.0, September 28th, 2006.
Website : http://www.faa.gov/ats/ato/data_link.htm
1.1. ATSU DESIGNATORS

The following table contains the various ACARS addresses, and the ICAO facility
designations ( also called “4 character ICAO code”) of the associated FIR.
ATS Units ATS System ICAO facility ACARS

designation Address
Anchorage OCS PAZA ANCXFXA
Antananarivo FMMM
(Madagascar)
Auckland OCS NZZO AKLCDYA
Brisbane TAAATS YBBB BNECAYA
Columbo VCCC
Honiara TAAATS YBBB BNECAYA
Johannesburg SAAATS FAJO
Mauritius FIMM
Melbourne TAAATS YMMM MELCAYA
Nadi Eurocat 2000X NFFF NANCDYA
Nauru TAAATS YBBB BNECAYA
Oakland ODL KZAK OAKODYA
Seychelles FSSS
Tahiti VIVO NTTT PPTCDYA
Fukuoka ODP RJJJ FUKJJYA
- A 159 -
1.2. HF VOICE COMMUNICATION REQUIREMENTS
1.2.1. CROSSING INTERNATIONAL FIR BOUNDARIES

When entering an FIR from an adjacent international FIR and CPDLC is
serviceable, the CPDLC CONTACT or MONITOR message shall be sent as detailed
below :
FIR CPDLC Instruction

Anchorage Oceanic CONTACT PAZACENTER [frequency]
Antananarivo
(Madagascar)
Auckland Oceanic MONITOR NZZOCENTER [frequency]
Brisbane MONITOR YBBBCENTER [frequency]

Columbo
Honiara MONITOR YBBBCENTER [frequency]
Johannesburg
Maldives
Mauritius
Melbourne MONITOR YMMMCENTER [frequency]
Nadi MONITOR NFFFCENTER [frequency]
Nauru MONITOR YBBB CENTER [frequency]
Oakland CONTACT KSFO CENTER [frequency]
KSFO (San Francisco Radio) will provide all
primary and secondary HF frequencies, and
HF transfer points along the route of flight.
Tahiti CONTACT NTTT CENTER [frequency]
A SELCAL check is required.
Fukuoka CONTACT FUKUOKA CENTER [frequency]
1.2.2. CPDLC SERVICES WITHIN THE TOKYO FIR

Initial notification of emergency status may be accepted by CPDLC. Depending on
the nature of the emergency condition experienced, the pilot should notify ATC of
the circumstances by the most efficient means (voice or CPDLC).
Clearances/instructions relating to cruise climb are not issued within the Fukuoka
FIR. Therefore, downlink request DM#8 “REQUEST CRUISE CLIMB TO [ level ]”
should not be used.
- A 160 -
Pre-formatted messages regarding route modifications, including route clearance

are not able to be uplinked. These messages include UM#79, UM#80, UM#81,
UM#83, UM#84, UM#85 and UM#86 detailed in APPENDIX 5. CONTROLLER-PILOT
DATA LINK COMMUNICATIONS (CPDLC) MESSAGE SET of the ICAO PANS/ATM.
The route clearance should, therefore be requested and issued by HF or VHF voice
communication.
Special and other non-routine aircraft observation, i.e. moderate turbulence

(transonic and supersonic aircraft only), severe turbulence, and volcanic activity
should be reported by HF or VHF voice communication.
Flight information services will be provided by HF or VHF voice communication.
1.2.3. NOTIFICATION PROCEDURES WITHIN THE TOKYO FIR

Data link-equipped aircraft inbound from non-data link airspace or radar
airspace to Fukuoka Oceanic Controlled airspace are required to notify between
15 and 45 minutes prior to entering data link airspace within the Fukuoka FIR. On
initial contact with Tokyo Radio, the pilot should inform Tokyo Radio that they
have the CPDLC connection using the voice phraseology “WE HAVE CPDLC
CONNECTION”, and should downlink a CPDLC position report.
Data link-equipped aircraft inbound from the Anchorage FIR or Oakland

FIR to Fukuoka Oceanic Controlled airspace will be automatically transferred to
“RJJJ” by Anchorage or Oakland. If the process is not successful and “RJJJ” is not
the active centre, the pilot shall, within 5 minutes after crossing the Fukuoka and
Anchorage/Oakland common FIR boundary, terminate the connection by selecting
ATC data link off, then notify with “RJJJ”. Once a CPDLC connection has been
established with “RJJJ (Fukuoka ACC)”, the pilot should inform Tokyo Radio that
they have the CPDLC connection using the voice phraseology “WE HAVE CPDLC
CONNECTION”, and should downlink a CPDLC position report.
1.3. DIFFERENCES OF USE OF FANS A MESSAGES

The States listed in the box on the right do NOT use these two messages.
33 UM Cruise [altitude] Australia, Fiji, Japan, Mauritius, New Zealand, South

Africa, and Tahiti do not use this message.
129 UM Report The United States has not used this message, but
level[altitude] will be phasing it in during the 2003-4 time period.
- A 161 -
1.4. POSITION REPORTING REQUIREMENTS : CPDLC AND ADS ENVIRONMENTS

The following table lists the position reporting requirements of individual ATSUs.
ATSU Reporting Requirements

Anchorage Requires an initial CPDLC position report at the FIR
boundary entry point, then ADS-C reporting only.
Antananarivo
(Madagascar)
Auckland Requires an initial CPDLC position report at the FIR
boundary entry point, then ADS reporting only.
Brisbane Requires an initial CPDLC position report at the FIR
boundary entry point, then ADS reporting only.
Columbo Currently trialing ADS and CPDLC. CPDLC position reports
requested at each waypoint.
Primary communications via voice. Full HF reporting still
required.
Maldives
Mauritius Requires an initial CPDLC position report at the FIR
Melbourne Requires an initial CPDLC position report at the FIR
Nadi Requires an initial CPDLC position report at the FIR
Oakland Requires an initial CPDLC position report at the FIR
Seychelles
Johannesburg Requires an initial CPDLC position report at the FIR
Tahiti Requires an initial CPDLC position report at the FIR
Fukuoka Accepts CPDLC position reports in lieu of HF voice.
- A 162 -
2. NORTH ATLANTIC FANS OPERATIONS

As of Guidance Material for ATS Data Link Services in North Atlantic Airspace,
issue 14.0, May 29th, 2006.
Website : http://www.nat-pco.org/adswpr.htm
2.1. AFN NOTIFICATION PROCEDURES

• When initializing the FMC, it is essential to ensure that the aircraft
identification matches the one displayed in the filed ATC flight plan. If a
flight crew becomes aware that they have provided incorrect flight
identification data for the AFN notification, they shall immediately terminate
FANS and re-notify with a correct identification.
• Various FIRs in the NAT provide different FANS 1/A data link services.
Some FIRs offer ADS only, while others will offer CPDLC plus ADS. Aircraft
may pass through FIRs that offer only ADS services prior to, and/or
between, entering FIRs that offer CPDLC and ADS services. NAT Provider
States are in the process of developing procedures to ensure that CPDLC
connections are initiated and utilized only as appropriate for aircraft under
their control (refer to Guidance Material for ATS Data Link Services in North
Atlantic Airspace for details).
• Between 15 and 45 minutes prior to entering NAT ADS airspace the flight
crew should initiate an AFN notification. For flights departing from airports
adjacent to, or underlying NAT ADS Airspace, the pilot should notify prior to
departure (refer to Guidance Material for ATS Data Link Services in North
Atlantic Airspace for details).
• If entering a CPDLC OCA/FIR from adjacent airspace where no CPDLC
connections or ADS contracts have been established, the flight crew should
initiate AFN notify the CPDLC ATC between 15 and 45 minutes prior to
entering the CPDLC OCA/FIR unless the circumstances noted for Shanwick -
EGGX pertain to the flight (refer to Guidance Material for ATS Data Link
Services in North Atlantic Airspace for details). Flight crews should note
that standard ATS procedures require that when an ATC is in
communication with a flight under the control of another ATC, no
clearances or instructions are given to that flight without the appropriate
coordination between the ATCs.
• The flight crew should not initiate an AFN notify EGGX if (refer to Guidance
Material for ATS Data Link Services in North Atlantic Airspace for details) :
- The flight is entering the Shanwick FIR and the oceanic clearance has
not yet been issued to the flight; or
- The flight will proceed westbound from the Shanwick FIR into or to
transit the Madrid FIR.
• The flight crew initiates the first AFN notification. After completing the
notification procedure, the aircraft system will send an AFN CONTACT
message to the specified ground system. The ground system will
automatically acknowledge this message, completing the transaction.
• If, after initiating an AFN notification, the Active Centre does not match the
AFN address specified during the notification, the flight crew should clarify
the situation via voice.
- A 163 -
• Once an AFN notification is completed to any of the AFN addresses, ground

systems will transfer and manage the various connections required for ADS
WPR services as the aircraft traverses the NAT OCAs and FIRs served by
the various ATCs. These transfers are initiated and completed
automatically, without action by the flight crew.
- The ATS ground system will accept the ATS Facilities Notification (AFN)
Contact from the aircraft and generate an AFN Acknowledgement. The
AFN Acknowledgement will indicate that ADS is supported.
- When the ATS ground system receives an AFN notification message, it
will use the received information to immediately initiate an ADS
waypoint event contract request to the aircraft.
- When the ATS ground system initiates an ADS waypoint event contract
request, it will also initiate any required ADS MET Data contract
request (i.e. a contract for periodic reporting of the Meteorological
Group data with a typical reporting period of 30 minutes).
- When the aircraft has exited ADS Airspace, the ATS ground system will
terminate ADS reporting.
• In the event of an abnormal disconnect from the FANS 1/A network,
another manually initiated AFN notification will be required in order to
resume FANS 1/A data link operations.
2.2. FLIGHT CREW – CONTACT WITH AERADIO

• The integrity of the ATC service remains wholly dependent on establishing
and maintaining HF or VHF voice communications with each ATC along the
route of flight. The procedures in this section are applicable only in NAT
airspace and pertain only to ATS data link operations.
• Prior to entering each NAT oceanic CTA, the pilot shall contact the
appropriate AERADIO station.
• The following data link terms should be used to identify the flight:
Term Data link status of aircraft

“A-D-S” Participating in ADS WPR only
“F-M-C” Participating in FMC WPR
“C-P-D-L-C” Participating in CPDLC
Flight crews should continue to use the data link term until either the SELCAL
check has been completed or the frequency assignment has been received.
• If the flight will exit the CTA into oceanic airspace, on initial contact with
the CTA the pilot shall:
1. Not include a position report;
2. Use the appropriate data link term after the aircraft call sign (i.e. A-D-S,
F-M-C or C-P-D-L-C);
3. State the name of the next OCA/FIR to be entered; and
4. Request the SELCAL check.
- A 164 -
Example 1 (initial contact from an eastbound ADS-only flight about to enter

the Gander OCA):
GANDER RADIO, AIRLINE 123 A-D-S, SHANWICK NEXT, REQUEST SELCAL
CHECK CDAB.
Example 2 (initial contact from a westbound FMC WPR flight about to enter
the Santa Maria OCA):
SANTA MARIA RADIO, AIRLINE 123 F-M-C, NEW YORK NEXT, REQUEST
SELCAL CHECK AFMP.
Example 3 (initial contact from an eastbound CPDLC flight about to enter the
New York Data Link service area):
NEW YORK ARINC, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL
CHECK CKFM.
• If the flight will exit the CTA into domestic airspace, on initial contact with
the CTA, the pilot shall:
1. Not include a position report;
2. Use the appropriate data link term after the aircraft call sign (i.e. A-D-S,
F-M-C or C-P-D-L-C);
3. State the track letter if operating on the Organized Track System (OTS);
4. State the last two fixes in the cleared route of flight if operating outside
the OTS; and
5. Request the SELCAL check.
Example 1 (initial contact from an eastbound ADS-only flight about to enter

the Shanwick OCA):
SHANWICK RADIO, AIRLINE 123 A-D-S, TRACK BRAVO, REQUEST SELCAL
CHECK CDAB.
Example 2 (initial contact from a westbound CPDLC flight about to enter the
Gander OCA):
GANDER RADIO, AIRLINE 123 C-P-D-L-C, SCROD VALIE, REQUEST SELCAL
CHECK DMCS.
Example 3 (initial contact from an eastbound FMC flight about to enter the
Shanwick OCA):
SHANWICK RADIO, AIRLINE 123 F-M-C, TRACK BRAVO, REQUEST SELCAL
CHECK CDAB.
• Depending on which data link services are offered in the CTA and the
operational status of those services, the AERADIO operator will provide
appropriate information and instructions to the flight crew (refer to
Guidance Material for ATS Data Link Services in North Atlantic Airspace for
details).
- A 165 -
• In the event an onboard systems failure prevents CPDLC, ADS WPR or FMC
WPR or if any of these services is terminated:
a. If the failure/termination occurs prior to initial contact with the
AERADIO station, do not use the phrase “A-D-S”, “C-P-D-L-C” or
“F-M-C” after the aircraft call sign;
b. Resume normal voice communications, including providing all
subsequent position reports via voice;
c. Do not inform AERADIO that the service has been terminated;
and
d. Inform Company Operations Department in accordance with
established problem reporting procedures.
• Flight crews are required to submit position reports via voice unless
otherwise advised by the AERADIO operator. To reduce frequency
congestion, when instructed “VOICE REPORTS NOT REQUIRED IN
(nominated OCA/FIR)” flight crews should not send position reports via
voice.
• ADS WPR flights, which have been instructed “VOICE REPORTS NOT
REQUIRED”, are exempt from all routine voice meteorological reporting,
however reports of unusual meteorological conditions such as severe
turbulence should be made by voice to the AERADIO station. CPDLC should
not be used for meteorological reports unless voice contact cannot be
established.
• Flight crews should not ask AERADIO questions regarding the status of the
ADS or CPDLC connections or whether an ADS WPR or an FMC WPR has
been received. Should ATC fail to receive an expected ADS WPR or FMC
WPR, they will request a voice report.
• When leaving NAT airspace, flight crews should comply with all
communication requirements applicable to the airspace being entered.
• If no domestic frequency assignment has been received by 10 minutes prior
to the flight’s entry into domestic airspace, the flight crew should contact
AERADIO and request the frequency, stating the oceanic exit fix.
2.3. FLIGHT CREW – ADS WPR

• Flight crews should not insert non-ATC waypoints (e.g. mid-points) in
cleared oceanic flight legs, as it will result in transmission of unwanted ADS
reports. Non-ATC waypoints may prevent the provision of proper ETA data
in the ADS reports required for ATC purposes.
• The crew may assume that the estimate for the next waypoint, shown on
the FMS at the time a waypoint is crossed, is the estimate transmitted to
ATC in the ADS report. If that estimate subsequently changes by three
minutes or more, a revised estimate shall be transmitted via voice to the
ATS unit concerned as soon as possible.
2.4. FLIGHT CREW – FMC WPR

• When FMC WPRs are manually initiated, this should be done within 3
minutes of crossing each waypoint. If this cannot be achieved, the FMC
WPR should not be triggered, but a voice report made instead.
- A 166 -
• The crew may assume that the estimate for the next waypoint, shown on
the FMS at the time a waypoint is crossed, is the estimate transmitted to
ATC in the ADS report. If that estimate subsequently changes by three
minutes or more, a revised estimate shall be transmitted via voice to the
ATS unit concerned as soon as possible.
• Flight crews should avoid inserting non-ATC waypoints (e.g. mid-points) in
cleared oceanic flight legs, as non-ATC waypoints may prevent the
provision of proper ETA data in the FMC reports required for ATC purposes.
If the flight number contains an alphabetic character (such as ABC132A or
ABC324W) the flight cannot participate in FMC WPR and the flight crew should not
use the term “F-M-C” during contact with AERADIO (refer to Guidance Material for
ATS Data Link Services in North Atlantic Airspace for details). Flight crews should
not use the initial contact procedures AERADIO, but should revert to normal voice
procedures.
2.5. FLIGHT – CPDLC

• In the Shanwick FIR, the AFN Logon will be rejected unless the oceanic
clearance has been issued to the flight (refer to Guidance Material for ATS
Data Link Services in North Atlantic Airspace for details). As well, the
Shanwick system will reject AFN notifications from westbound flights
proceeding into or transiting the Madrid FIR, because the limited benefit for
such flights does not justify the workload associated with providing CPDLC
services to them.
• If an AFN Logon is rejected:
a. Check whether the aircraft identification/call-sign/flight ID in the FMC
matches the aircraft identification/call-sign/flight ID provided in the
flight plan and make corrections if necessary;
b. Check whether the aircraft registration matches the aircraft registration
provided in the flight plan, and arrange for the flight plan to be
modified, if necessary;
c. Attempt another AFN Logon after receipt of the oceanic clearance; or
d. Do not attempt another AFN Logon if the flight is westbound in the
Shanwick FIR and will proceed into or transit the Madrid FIR.
• CPDLC transfers to adjacent ATCs offering CPDLC services should be
automatic. Normally, the transfer will occur at or shortly before crossing
the OCA/FIR boundary. When the ATC intends the transfer to take place
after the OCA/FIR boundary, preformatted freetext message “EXPECT
CPDLC TRANSFER AT [time]” will be uplinked. When a flight does not
receive preformatted freetext message “EXPECT CPDLC TRANSFER AT
[time]” and crosses and OCA/FIR boundary without the active Center
changing to reflect the transfer, flight crews should manually disconnect
and notify the appropriate ATC.
• When exiting a CPDLC OCA/FIR into a non-CPDLC OCA/FIR flight crews
should expect the Active Centre to terminate the CPDLC connection, leaving
the aircraft with no CPDLC connectivity. Normally, the transfer will occur at
or shortly before crossing the OCA/FIR boundary. When the ATC intends
the transfer to take place after the OCA/FIR boundary, preformatted
freetext message will be uplinked. When a flight does not receive
- A 167 -
preformatted freetext message “EXPECT CPDLC TRANSFER AT [time]” and

crosses and OCA/FIR boundary without the CPDLC connection being
terminated, flight crews should manually disconnect.
• Unless otherwise instructed, flight crews should revert to voice
communications while transiting non-CPDLC OCA/FIRs. Crews should note
that an active CPDLC connection may be established with the next CPDLC
OCA/FIR well before entering that OCA/FIR. Such connections should not be
utilized except in highly unusual or emergency situations.
• Where CPDLC-related voice communications are required, flight crews
should utilize the appropriate phraseology as detailed in 2.5.1 – CPDLC
voice phraseologies.
• Flight crews should be aware of 2.5.3 – Cautions with the END SERVICE
message concerning END SERVICE. For this reason, it is important to
respond to uplink messages promptly and appropriately, particularly when
approaching an FIR boundary. It should be noted that if any uplink
messages are open when the END SERVICE message is sent, the CPDLC
connection to the CDA will be terminated and the CPDLC connection to the
NDA may be terminated.
• If unable to continue using CPDLC, flight crews should revert to voice
procedures. If possible, all open messages should be closed, regardless of
any associated voice communications. These responses should be
consistent with the voice communication, in order to prevent confusion.
• The flight crew should initiate voice contact to clarify the meaning or intent
if an unexpected or illogical response is received to a CPDLC downlink
message. In the event of receiving a CPDLC clearance which is not clearly
understood, the message should be rejected and an UNABLE response sent.
The intent of the message should then be confirmed by voice.
• It is possible for multi-element CPDLC messages to be displayed on more
than one screen page. Crews should carefully refer to screen page
numbers to ensure that elements have been read in the proper order.
Printing and reading the entire CPDLC message prior to responding may be
an appropriate technique to avoid missing any message elements.
• Flight crews should be aware of the technical aspects and associated
procedures regarding emergency CPDLC downlink messages (refer to
details).
• Flight crews should be aware of the technical aspects and associated
procedures regarding altitude assignment via CPDLC (refer to Guidance
Material for ATS Data Link Services in North Atlantic Airspace for details).
• Flight crews should be aware of the following information regarding the
meaning of the freetext message MESSAGE NOT SUPPORTED BY THIS
UNIT:
- Phased CPDLC implementations (refer to Guidance Material for ATS
Data Link Services in North Atlantic Airspace for details) utilize strictly
limited message sets. Message elements which are not included in
these sets are considered “unsupported message elements”.
- Except for emergency messages (refer to Guidance Material for ATS
Data Link Services in North Atlantic Airspace for details), any CPDLC
downlink that contains an unsupported message element is an
- A 168 -
unsupported message. If such a message is received by the ground

system, the message may not be presented to controllers at some
ATCs.
- If an unsupported downlink message is received, the following
preformatted freetext message will be uplinked to the flight crew:
MESSAGE NOT SUPPORTED BY THIS UNIT. If a flight crew receives
this freetext, it means that the CPDLC downlink contained at least one
message element that was not included in the message set being used
in the current phase of CPDLC operations in that OCA/FIR.
- During CPDLC Phase 3 operations, the most commonly used
unsupported donwlink message elements have been DM11 AT
[position] REQUEST CLIMB TO [altitude], DM8 REQUEST CRUISE
CLIMB TO [altitude], DM53 WHEN CAN WE EXPECT HIGHER ALTITUDE,
DM25 REQUEST CLEARANCE, DM54 WHEN CAN WE EXPECT CRUISE
CLIMB TO [altitude] and DM13 AT [time] REQUEST CLIMB TO
[altitude]. Flight crews are reminded not to use these message
elements during Phase 3 CPDLC operations, but to use approved
message elements or, alternatively, communicate via voice.
2.5.1. CPDLC VOICE PHRASEOLOGIES

The phrase “CPDLC” is spoken as “see-pee-dee-ell-see”.
The phrase “ADS” is spoken as “ay-dee-ess”.
2.5.1.1. ATC phraseology

• To instruct flight crews to manually initiate Logon to the subsequent ATC:
SELECT ATC COM OFF THEN LOGON TO [ATC name]
Note: Use the ICAO four-character code when identifying the ATC.
Note: Use this phraseology when the NDA message delivery or address
forwarding is unsuccessful or when the END SERVICE message does not terminate
the CPDLC connection.
• To inform aircraft that the FANS 1/A data link has failed:
DATA LINK FAILED. SELECT ATC COM OFF. CONTINUE ON VOICE.
• To advise aircraft prior to the commencement of a FANS 1/A data link

shutdown:
DATA LINK WILL BE SHUT DOWN. SELECT ATC COMM OFF. CONTINUE ON
VOICE.
• To advise that the transmission is being made due to a CPDLC failure:

CPDLC FAILURE.
Note: This phraseology should only be included with the first transmission made
for this reason.
- A 169 -
• To advise of a complete ground system failure:

ALL STATIONS CPDLC FAILURE [identification of station calling].
2.5.1.2. Pilot phraseology

• To advise ATC that the CPDLC connection is being terminated manually:
CPDLC CONNECTION WITH [current ATC] TERMINATED. CONNECTING WITH
[subsequent ATC].
Note: The pilot may use the ICAO four-character codes or plain language at
his/her discretion.
• To advise that the transmission is being made due to a CPDLC failure:

CPDLC FAILURE.
Note: This phraseology should only be included with the first transmission made
for this reason.
2.5.2. TERMINATING THE ACTIVE CPDLC CONNECTION

• Under normal conditions, the CDA initiates the CPDLC connection
termination sequence by sending an END SERVICE uplink message (refer to
details).
• In response to an END SERVICE message:
a. The avionics will downlink a DISCONNECT message. The avionics will
consider the aircraft to be disconnected from the CDA as soon as the
DISCONNECT message is sent.
b. The Active CPDLC connection will be terminated, which will cause the
Inactive CPDLC connection (if established) to become the Active CPDLC
connection.
c. The NDA (if any) will now become the CDA and be able to exchange
CPDLC messages with the aircraft.
2.5.3. CAUTIONS WITH THE END SERVICE MESSAGE

• If any downlink messages remain open when the aircraft receives an END
SERVICE message, the avionics will abort these messages and terminate
the CPDLC connection with the CDA. This will not affect the sequence of
events reference the CPDLC connection with the NDA as detailed in 2.5.2 –
Terminating the Active CPDLC connection.(response to an END SERVICE
message).
• If any uplink messages remain open when the aircraft receives an END
SERVICE message, the avionics will abort these messages and terminate
the CPDLC connections with the CDA. For FANS A aircraft, the CPDLC
connection with the NDA will also be terminated; in this case, the aircraft
must complete another AFN Logon in order to establish an active CPDLC
connection with the ATC that was nominated as the NDA.
- A 170 -
• If an END SERVICE message is included as part of a multi-element

message, and none of those elements requires a WILCO response, the
avionics will terminate the Active CPDLC connection.
• If an END SERVICE message is included as part of a multi-element message
and at least one of those elements requires a WILCO response and:
a. WILCO is sent, the connection with the CDA will be terminated, and the
connection with the NDA (if any) will become Active;
b. UNABLE is sent, the END SERVICE message will be ignored; the Active
connection with the CDA will not be terminated and the NDA will
continue to have an Inactive connection; or
c. STANDBY is sent, the END SERVICE message will be ignored; the Active
connection with the CDA will not be terminated and the NDA will
continue to have an Inactive connection.
i. If WILCO is sent subsequently, the connection with the CDA will be
terminated, and the connection with the NDA (if any) will become
Active; or
ii. If UNABLE is sent subsequently, the END SERVICE message will
continue to be ignored; the Active connection with the CDA will not
be terminated and the NDA will continue to have an Inactive
connection.
• In initial CPDLC implementations, the END SERVICE message will generally
be sent alone.
2.5.4. NON-DELIVERY OF THE END SERVICE

• In unusual circumstances, the END SERVICE message may not trigger the
disconnection sequence, or the END SERVICE message may not reach the
aircraft.
• If the controller becomes aware that such a situation has occurred, the
flight crew should be instructed via voice to terminate the connection.
• If the flight crew becomes aware that such a situation has occurred, they
should advise ATC via voice and manually disconnect from the current ATC.
• In order to resume FANS 1/A data link operations, the flight crew will have
to initiate an AFN Logon to the appropriate AFN address.
2.5.5. EMERGENCY MESSAGES

• It is expected that, in an emergency, flight crews will immediately revert to
voice communications. This does not preclude crews from using CPDLC for
emergency communications if unable to establish voice contact.
• Any downlink message that contains an emergency message element (refer
to Guidance Material for ATS Data Link Services in North Atlantic Airspace
for details) should be treated as an emergency message.
• In the event that a controller receives an emergency downlink message
he/she should take immediate action to confirm the status and intentions of
the aircraft via voice.
- A 171 -
• Upon receipt of an emergency downlink message, the controller shall

indicate to the aircraft that the message was received by:
a. Responding with preformatted freetext message 004: ROGER PAN if the
message contains DM55 PAN PAN PAN;
b. Responding with preformatted freetext message 005: ROGER MAYDAY if
the message contains DM56 MAYDAY MAYDAY MAYDAY; or
c. Responding with UM3 ROGER if the message contains DM57, DM58,
DM59, DM60 or DM61.
• If an emergency downlink message is inadvertently sent, the flight crew
should send DM58 CANCEL EMERGENCY as soon as practicable. After
sending DM58, the flight crew should confirm their status and intentions via
voice.
• Once an emergency downlink message is received, controllers will consider
the aircraft to be in an emergency state until confirmed otherwise via voice
contact with the flight crew.
• Controllers should be aware that altitude information included with DM55 or
DM56 may not be reliable. In some cases, this information is included
automatically and may not accurately reflect the current altitude or attitude
of the aircraft nor the intentions of the flight crew.
2.5.6. UNSUPPORTED MESSAGES

• Phased CPDLC implementations (refer to Guidance Material for ATS Data
Link Services in North Atlantic Airspace for details) utilize strictly limited
message sets. Message elements which are not included in these sets are
considered “unsupported message elements”.
• Except for emergency messages (refer to Guidance Material for ATS Data
Link Services in North Atlantic Airspace for details), any CPDLC downlink
that contains an unsupported message element is an unsupported
message. If such a message is received by the ground system, the
message may not be presented to controllers at some ATCs.
• If an unsupported downlink message is received, the following preformatted
freetext message will be uplinked to the flight crew: MESSAGE NOT
SUPPORTED BY THIS UNIT. If a flight crew receives this freetext, it means
that the CPDLC downlink contained at least one message element that was
not included in the message set being used in the current phase of CPDLC
operations in that OCA/FIR.
• During CPDLC Phase 3 operations, the most commonly used unsupported
donwlink message elements have been DM11 AT [position] REQUEST
CLIMB TO [altitude], DM8 REQUEST CRUISE CLIMB TO [altitude], DM53
WHEN CAN WE EXPECT HIGHER ALTITUDE, DM25 REQUEST CLEARANCE,
DM54 WHEN CAN WE EXPECT CRUISE CLIMB TO [altitude] and DM13 AT
[time] REQUEST CLIMB TO [altitude]. Flight crews are reminded not to use
these message elements during Phase 3 CPDLC operations, but to use
approved message elements or, alternatively, communicate via voice.
- A 172 -
2.5.7. DELAYED UPLINK MESSAGES

• A CPDLC function has been implemented in some aircraft. This function
identifies whether an uplink message has been received more than XXX
seconds after it was sent, where XXX is either a default maximum delay
value or a value set by the flight crew. At present, it is not possible to
identify the relatively small number of aircraft with this function. To avoid
confusion, flight crews will not normally be instructed to set a maximum
delay value.
• For Airbus aircraft entering a NAT FIR, this function should automatically be
re-set to OFF whenever the Current Data Authority changes to a NAT ATC.
• It is possible a flight crew may set a maximum delay value, even if not
instructed to do so. In this case, the avionics will reject uplink messages
that are received after the maximum delay time.
• The flight crew will not see such messages. If such a message is rejected,
the ATC will receive the following downlink message: INVALID DATA
UPLINK DELAYED IN NETWORK AND REJECTED RESEND OR CONTACT BY
VOICE. This message will include a link to the delayed uplink message.
• If an ATC receives the above downlink, the following freetext message
should be sent: SET MAX UPLINK DELAY VALUE TO 999 SEC. This will
minimize the possibility of subsequent uplink messages being rejected. If
this message is also rejected, the instruction should be provided via voice.
• The delayed uplink may be re-sent or the flight contacted via voice, at the
controller’s discretion.
- A 173 -
3. NORTH CANADA FANS OPERATIONS

As of AIC 16/06, Automatic Dependent Surveillance (ADS) Waypoint Position
Reporting (WPR) in the Edmonton (Flight Information Region/Control Area
(FIR/CTA), June 8th, 2006.
Website : http://www.tc.gc.ca/CivilAviation/publications/tp14371/menu.htm
3.1. ATS FACILITIES NOTIFICATION

An ADS contract is initiated by the ground system in response to an AFN logon
received from the aircraft. The ATS facilities notification (AFN) logon address for
flights entering the Edmonton FIR/CTA is CZEG.
It is important when initializing the flight management computer (FMC) to ensure

that the aircraft identification matches the one displayed in the filed air traffic
control (ATC) flight plan (FP) message. If a flight becomes aware that incorrect
flight identification data was provided in the AFN logon, ADS must immediately be
terminated and a new AFN logon performed with the correct information.
Flights entering Edmonton ADS airspace from airspace where FANS 1/A ATS data
link services are being received do not need to perform another AFN logon to
continue participating in ADS WPR. Flights entering Edmonton ADS airspace from
airspace where FANS 1/A ATS data link services are not being received should
ensure their ADS function is turned on and perform an AFN logon
• 15 to 45 min prior to entering the airspace; or
• prior to departure, for flights departing airports adjacent to or underlying
the airspace.
Flights exiting Edmonton ADS airspace into adjacent airspace where ADS and
controller-pilot data link communications (CPDLC) services are offered do not
need to perform another AFN logon to continue participating in ADS or to initiate a
CPDLC connection. Note: Currently, CPDLC services are not available in the
Edmonton FIR. Until CPDLC services are available, flights identifying themselves
as CPDLC will be advised “CPDLC SERVICE NOT AVAILABLE IN THE EDMONTON
FIR”.
3.2. FLIGHT CREW INITIAL CONTACT WITH EDMONTON CENTRE (PHASE 2, FLIGHT
IS RADAR IDENTIFIED)
Flights that have been radar identified by a previous unit and that will transit the
Edmonton FIR south of NCA 24 prior to entering the Edmonton ADS airspace
should not identify themselves as ADS (or CPDLC) on initial radio contact with
Edmonton Centre. Prior to each flight leaving radar coverage and thereby
approaching the Edmonton ADS airspace, Edmonton Centre will advise the flight
that radar service is terminated. At that time, participating flights should use the
term “A–D–S” (or “C–P–D–L–C”) after the aircraft call sign to indicate their
capability.
The following are sample exchanges with Edmonton Centre (Phase 2):
- A 174 -
Sample One, flight is ADS

AIRLINE EIGHT FIVE ONE RADAR SERVICES TERMINATED, CONTACT EDMONTON
CENTRE AT SEDAG ON 133.4
EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE A-D-S, ROGER, CONTACT
EDMONTON CENTRE AT SEDAG ON 133.4
AIRLINE EIGHT FIVE ONE A-D-S, VOICE REPORTS NOT REQUIRED
Sample Two, flight is CPDLC

AIRLINE EIGHT FIVE ONE RADAR SERVICES TERMINATED, CONTACT EDMONTON
CENTRE AT SEDAG ON 133.4
EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE C-P-D-L-C, ROGER, CONTACT
EDMONTON CENTRE AT SEDAG ON 133.4
AIRLINE EIGHT FIVE ONE C-P-D-L-C, CPDLC SERVICE NOT AVAILABLE IN THE
EDMONTON FIR, VOICE REPORTS NOT REQUIRED
3.3. FLIGHT CREW INITIAL CONTACT WITH EDMONTON CENTRE (PHASE 2, FLIGHT
IS NOT RADAR IDENTIFIED)
Flights that are not radar identified when making initial contact with Edmonton
Centre should:
1. Not include a voice position report; and
2. Use the term “A–D–S” (or “C–P–D–L–C”) after the aircraft call sign.
Flight crews can expect the reply from Edmonton Centre to include:
1. Acknowledgement that the flight is ADS (or CPDLC);
2. For Phase 2, the advisory VOICE REPORTS NOT REQUIRED; and
3. The assigned frequency for the next station en route.
The following is a sample exchange with Edmonton Centre (Phase 2):
EDMONTON CENTRE, AIRLINE EIGHT FIVE ONE A-D-S, FLIGHT LEVEL 350
AIRLINE EIGHT FIVE ONE A-D-S, EDMONTON CENTRE, VOICE REPORTS NOT
REQUIRED, CONTACT EDMONTON CENTRE AT INUVIK ON 134.47
3.4. FLIGHT INITIAL CONTACT WITH ARCTIC RADIO

Upon initial contact with Arctic Radio flight crews should:
1. Not include a voice position report;
2. Use the term “A–D–S” (or “C–P–D–L–C”) after the aircraft call sign;
3. For westbound and southbound flights, state the name of the first
reporting point entering the Edmonton FIR;
4. For eastbound and northbound flights, state the name of the first
reporting point entering Edmonton ADS airspace;
5. Advise an additional point or co-ordinate as follows:
a. For westbound flights, advise where the flight will cross W90°,
b. For eastbound flights state the last reporting point exiting the
Edmonton FIR/CTA,
c. For southbound (polar) flights, advise where the flight will cross
N65°, or
d. For northbound (polar) flights, state the last point exiting the
Edmonton FIR/CTA; and
6. Request a selective calling system (SELCAL) check, if necessary.
- A 175 -
Flight crews can expect the reply from Arctic Radio to include:
1. Acknowledgement that the flight is ADS (or CPDLC);
2. For Phase 2, the advisory “VOICE REPORTS NOT REQUIRED”;
3. An Arctic Radio frequency to monitor; and
4. The assigned frequency for the next station en route.
The following are sample exchanges with Arctic Radio, using four scenarios:
Scenario One, Westbound on NCA Track

ARCTIC RADIO, AIRLINE EIGHT FIVE ONE A-D-S, EPMAN, SIX ZERO NORTH ZERO
NINER ZERO WEST
AIRLINE EIGHT FIVE ONE A-D-S ARCTIC RADIO, VOICE REPORTS NOT REQUIRED,
MONITOR ARCTIC RADIO ONE TWO SIX DECIMAL SEVEN, AT ZERO EIGHT ZERO
WEST CONTACT
EDMONTON CENTRE, FREQUENCY ONE TREE TREE DECIMAL SEVEN
Scenario Two, Eastbound on ACA Track

ARCTIC RADIO, AIRLINE SIX FOUR ZERO ONE C-P-D-L-C, JESRU, PELRI
AIRLINE SIX FOUR ZERO ONE C-P-D-L-C ARCTIC RADIO, CPDLC SERVICE NOT
AVAILABLE IN THE EDMONTON FIR, VOICE REPORTS NOT REQUIRED, AT PELRI
CONTACT ICELAND RADIO, FREQUENCY EIGHT EIGHT NINER ONE, SELCAL
CHECK ALPHA BRAVO CHARLIE DELTA
Scenario Three, Southbound on Polar Route

ARCTIC RADIO, AIRLINE EIGHT FIVE ZERO A-D-S, RESUM, SIX FIVE NORTH ZERO
NINER ZERO WEST
AIRLINE EIGHT FIVE ZERO A-D-S ARCTIC RADIO, VOICE REPORTS NOT
REQUIRED, AT SIX FIVE NORTH CONTACT EDMONTON CENTRE, FREQUENCY ONE
TREE TREE DECIMAL FOUR, SELCAL CHECK ALPHA BRAVO CHARLIE DELTA
Scenario Four, Northbound on Polar Route

ARCTIC RADIO, AIRLINE NINER NINER C-P-D-L-C, SIX FIVE NORTH ZERO SEVEN
TWO WEST, DEKMO
AIRLINE NINER NINER C-P-D-L-C ARCTIC RADIO, CPDLC SERVICE NOT
AVAILABLE IN THE EDMONTON FIR, VOICE REPORTS NOT REQUIRED, MONITOR
ARCTIC RADIO ONE TWO SIX DECIMAL SEVEN, AT DEKMO CONTACT ARCTIC
RADIO FREQUENCY EIGHT EIGHT NINER ONE SECONDARY ONE ONE TWO SEVEN
NINER, SELCAL CHECK ALPHA BRAVO CHARLIE DELTA
3.5. DEVIATIONS AROUND WEATHER

If deviations around weather are required, flight crews should establish voice
contact and advise ATC of their intentions. Position reports via voice should be
made abeam waypoints until the flight is back on its cleared route.
3.6. SATELLITE COMMUNICATION (SATCOM) SHADOW

The airspace where ADS WPR will be conducted is affected by an area of satellite
communication (SATCOM) unreliability (see map below). This area, referred to as
the SATCOM shadow, prevents satellite voice and data link, including ADS. The
- A 176 -
exact extent and effect of the shadow depends on atmospheric conditions, aircraft
antenna placement and direction of flight.
Flights observing an indication that satellite communications have been lost

should expect that their ADS reporting has been terminated as a result. Flight
crews can re-logon to CZEG if it is felt that the outage has been overcome.
Otherwise, ensuing position reports must be provided via voice.
- A 177 -
APPENDIX F Getting to grips with FANS – Part II – Issue III
APPENDIX F – DYNAMIC AIRBORNE ROUTE PLANNING (DARP)
The dynamic re-routing procedure has been developed by the ISPACG forum to
provide FANS equipped aircraft with the possibility of a complete F-PLN change
once airborne. On the typical Los Angeles/Sydney or Los Angeles/Auckland routes,
the wind updates after the first hours of flight may happen to show that a better
F-PLN could be considered.
Procedures, based on an extensive use of the data link capabilities of the three
AOC, ATC and aircraft, have thus been developed to allow for the crew to get an
in-flight route re-clearance. The DARP scenario is described in the AIRBUS FANS A
CBT. The following describes the SPOM procedures, for a single re-route per flight,
as currently in use.
PREREQUISITES
• The airline shall have an AOC data link capability to communicate with both
the aircraft and the ATC with data link.
• The airline must be able to sustain CPDLC with the appropriate ATC, and
data link AOC with its operations centre.
• The ATC centres providing the control of the FIR where the re-routing will
be done must have CPDLC capability.
PACOTS / DARP TRACK DESIGNATIONS

PACOTS tracks still exist but many operators use them as UPR. Therefore, there
are aircraft both on PACOTS and UPR. Consequently, no more strategic
separations (50Nm) between aircraft can be applied.
DESCRIPTIVE DRAWING
The following sequence is applied:
OAKLAND
• Oakland (ZOA) receives new weather forecast and loads it in its system
• ZOA Traffic Management Unit defines the DARP entry point on the original
track, at least 90 minutes ahead of the aircraft.
• ZOA TMU (Traffic Management Unit) defines a new track based on the old
route until the DARP entry point.
• ZOA TMU sends a new TDM (Track Definition Message) to all concerned
ATCs
AOC / Aircraft/ ATC

• Following the receipt of the new TDM, AOC decides whether or not to re-
route
• If re-route decided, the AOC uplinks the new route to the aircraft
• After evaluation of the received P-PLN, the pilot asks for a re-route
clearance
- A 178 -
Getting to grips with FANS – Part II – Issue III APPENDIX F
• Once cleared, the crew activates the re-route and notifies it to its AOC
• The AOC transmits a Change message to the all concerned ATC (until AIDC
exists)
The following drawing gives a general view of all the co-ordinated sequences that
occur in a DARP phase.
Oakland (USA) 1 – Wind Forecast

Traffic Management Unit
2 – New Track
Definition
Meteo Centre
5 – Cleared 6 – Re-route
Route Notification
4 – Route Clearance
Request 3 – Revised
F-PLN
ATC1 ATC2 Airline Operations

7 – Revised F-PLN Control
AFTN
Although promising this procedure has not been used very much for the time
being, because it happens that the current wind models, as used by the airlines,
are precise enough within the frame of the flight. Activating the DARP procedure
requires a good co-ordination between all involved actors (Aircraft, AOC, ATC) .
The User Preferred Route procedure (UPR) is by far preferred by the airlines.
UPR (User Preferred Route):

The wind models used by the airlines are not the same than those used by the
ATC when the daily PACOTS routes are defined. Differences of up to around 15
minutes of flight time are claimed by the operators. These have been asking for
the possibility to define their own routes according to the daily conditions. They
file their UPR Flight Plan. These UPR procedures are currently used between Los
Angeles and both Sydney and Auckland.
Next Step: DARP from UPR

The South Pacific FIT is developing procedures for a trial of a DARP from the
airlines' individual UPR. In this case, the airlines do not need to take into account
the daily published PACOTS. Trials are on going.
- A 179 -
APPENDIX G Getting to grips with FANS – Part II – Issue III
APPENDIX G – FANS A OPERATIONAL SCENARIOS
1. INITIAL NOTIFICATION
The aircraft is in flight, for a flight from

Los Angeles (KLAX) to Auckland (NZAA).
BRT
NO AC T I V E AT C
The first ATC for this flight is KZAK
DIM PRINT
control and the crew wants to logon to
MSG - PGE - it. The first step is to notify the ATC
MSG + PGE +
centre of the aircraft data link capability.
First, select the ATC Menu page on the MCDU (by pressing on the ATC COMM
function key), and then select the NOTIFICATION page.
FM 1 IN D RDY FM 2 FM 1 IN D RDY FM 2
AT SU DAT A L I N K AT C MENU
<AT C MENU AOC MENU> < L AT REQ V E RT R E Q>
<WH E N C A N WE OT H E R R E Q>
T E XT>
<M S G L OG R E P ORT S >

CON N E CT I ON
<N OT I F I C A T I ON ST AT U S>
A T S U D L K
<R E T U RN EM E RG E N CY >
BRT BRT
D IR PROG PERF IN IT DATA D IR PROG PERF IN IT DATA

O FF O FF
RAD FU EL SEC ATC MCDU RAD FU EL SEC ATC MCDU
F -P L N F -P L N
NAV PRED F -P L N COM M MENU NAV PRED F -P L N COM M MENU
- A 180 -
Getting to grips with FANS – Part II – Issue III APPENDIX G
FM 1 IN D RDY FM 2
The ATC FLT NBR is provided by the
FMGEC (set on the INIT page). The
N OT I F I C A T I ON
system has stored the last active ATC
A T C F L T N B R
A F 8 0 0
centre of the previous flight, here KZAK.
A T C C E N T E R In our example, this is the first ATC for
K Z A K – – – – – – – – – – – – – NOT I F Y * your flight.
Press NOTIFY* in order to notify the

KZAK ATC centre.
A T C ME N U CON N E CT I ON
<R E T U RN ST AT U S>
BRT
D IR PROG PERF IN IT DATA

O FF
RAD FU EL SEC ATC MCDU
F -P L N
NAV PRED F -P L N COM M MENU
FM 1 IN D RDY FM 2
KZAK NOTIFIED is displayed in green. It
means that the ATC has been notified of
N OT I F I C A T I ON the aircraft data link capability. It does
A T C F L T N B R
not mean that the connection has been
A F 8 0 0
A T C C E N T E R
performed.
– – – – – – – – – – – – – N O T I F Y
– – – – – K Z A K : N OT I F I E D – – – – –
BRT

O FF
F -P L N
This is confirmed on the DCDU by the

NO ACTIVE ATC message.
BRT
DIM
NO A C T I V E A T C PRINT Once notified, the connection operation
is initialised by the ATC at their
MSG - PGE -
discretion.
MSG + PGE +
- A 181 -
2. CPDLC CONNECTION
When the ATC centre initialises the
CPDLC connection, the display on the
BRT DCDU changes, and the active ATC is
DIM
ACT I VE AT C : KZAK CT L PRINT displayed on the DCDU. The ATC centre
has performed the connection operation
MSG - PGE -
and the communication is established.
MSG + PGE +
FM 1 IN D RDY FM 2
The aircraft is now able to exchange
data link messages. Here is how to
N OT I F I C A T I ON
check the connection status:
A T C F L T N B R
A F 8 0 0
Select the Connection Status page.
A T C C E N T E R
– – – – – – – – – – – – – N O T I F Y
BRT

O FF
F -P L N
The active ATC is displayed.

FM 1 IN D RDY FM 2
C ON N E C T I ON ST AT U S Note : As a general rule, the connection

A CT I V E A T C should be completed 15 to 45 min
K Z A K ––––––– D I S CONN E CT * before entering a CPDLC airspace.
N E X T A T C
– – – –
Notice also the default status of the ADS
function, set to ON. This means that
–––––––– ADS : ON ––––––– ADS is ready to work (armed). An ADS
*S ET OF F
connection will be established as soon as
an ATC will have given an ADS contract
A T C ME N U to the aircraft.
<R E T U RN NOT I F I C AT I ON>
BRT

O FF
F -P L N
- A 182 -
3. TRANSFER TO THE NEXT ATC

The data link communication transfer to the next ATC, also known as Next Data
Authority, is initialised by the current ATC and automatically performed by the
ATSU. This process is totally transparent to the crew. This is simply indicated by a
SERVICE TERMINATED message sent by the ATC.
The aircraft is in cruise, close to leaving

the KZAK CTL and to entering the KOAK.
BRT
ACT I VE AT C : KZAK CT L PRINT
DIM
MSG - PGE -
MSG + PGE +
RECAL L*
On the connection status page, KZAK is the active ATC. There is no NEXT ATC.
FM 1 IN D RDY FM 2 FM 1 IN D RDY FM 2
AT C MENU C ON N E C T I ON ST AT U S
A CT I V E A T C
< L AT REQ V E RT R E Q> K Z A K ––––––– D I S CONN E CT *
N E X T A T C
<WH E N C A N WE OT H E R R E Q> – – – –
T E XT>
–––––––– ADS : ON –––––––
<M S G L OG R E P ORT S > *S ET OF F
CON N E CT I ON
A T S U D L K A T C ME N U
<R E T U RN EM E RG E N CY > <R E T U RN NOT I F I C AT I ON>
BRT BRT
D IR PROG PERF IN IT DATA D IR PROG PERF IN IT DATA

O FF O FF
RAD FU EL SEC ATC MCDU RAD FU EL SEC ATC MCDU
F -P L N F -P L N
NAV PRED F -P L N COM M MENU NAV PRED F -P L N COM M MENU
Upon reception by the aircraft of an ATC message, both ATC MSG lights flash and
as it is a normal message, the first telephone ring is delayed by 15 s, then it will
be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-
button pressed or a key to treat the message is pressed).
- A 183 -
Press on the ATC MSG pushbutton to extinguish the lights and stop the aural
signal.
ATC ATC
MSG MSG
The message received from KZAK CTL is

1107Z F ROM K Z AK CT L displayed on the DCDU, indicating that
the next ATC is KOAK. Press the CLOSE
BRT
NE X T DAT A AUT HOR I T Y : PRINT
soft key to store the message. On the
DIM
KOAK
MSG - PGE -
connection status page, the next ATC is
MSG + PGE + displayed: this is a "NO ANSWER"
message.
CLOSE*
FM 1 IN D RDY FM 2
C ON N E C T I ON ST AT U S
A CT I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C
K OA K
The message is closed: the DCDU screen

–––––––– ADS : ON ––––––– is cleared. The active ATC is still KZAK
*S ET OF F and will change only when KZAK
terminates the connection.
A T C ME N U
<R E T U RN NOT I F I C AT I ON>
BRT

O FF
F -P L N
BRT
ACT I VE AT C : KZAK CT L PRINT
DIM
The message can be recalled by pressing
the RECALL soft key on the DCDU or MSG - PGE -
displayed in the MSG LOG page on the MSG + PGE +
MCDU.
RECAL L*
- A 184 -
An uplink ATC message is received: both ATC MSG lights flash and as it is a
normal message, the first telephone ring is delayed by 15 s, then it will be
repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-
signal.
ATC ATC
MSG MSG
When the new ATC centre initialises the

1110Z F ROM K Z AK C T L
connection, the SERVICE TERMINATED
BRT
S E R V I C E T E RM I N A T E D
message received from KZAK CTL is
DIM PRINT
displayed on the DCDU. The ATC centre
MSG - PGE - has performed the logon operation and
MSG + PGE +
the communication is established.
Press the CLOSE soft key to store the

<OT HER C LOS E *
message.
BRT
A C T I V E A T C : KOA K C T L PRINT
DIM
The message is closed: the DCDU screen MSG - PGE -
is cleared. The new active ATC (KOAK MSG + PGE +
CTL) is displayed on the DCDU.
RECAL L*
4. CLEARANCE
In this scenario the aircraft receives the answer to its previous request.
- A 185 -
signal.
ATC ATC
MSG MSG
The received message is displayed on

1425Z F ROM K Z AK C T L OPEN
the DCDU. On the first line, in green, the
BRT
( REP L Y TO 1 4 1 9 Z REQ )
indication about the time and the issuer
DIM
A T A L COA
PRINT
of the message (here, KZAK CTL).
MSG - CLB TO & MA I NT F L 3 9 0 PGE -
MSG + PGE +
On the second line, in white, the reply
indication, including the sending time of
* U N AB L E ST BY* the aircraft's request.
<OT HER W I L CO *
On the remaining lines, the ATC answer.
To ease the reading, uplink messages
are in white with the main parameters
highlighted in cyan.
In order to reply WILCO to the message,

select the WILCO soft key.
Once selected, the WILCO status is
displayed in cyan inverse video on the 1425Z F ROM K Z AK C T L W I L CO
top right corner. BRT
( REP L Y TO 1 4 1 9 Z REQ )
DIM PRINT
A T A L COA
Each answer selected by the crew will be MSG - CLB TO & MA I NT F L 3 9 0 PGE -
displayed at this place in this manner MSG + PGE +
before being physically sent.
* C AN C E L
In case of mistake, the CANCEL soft key <OT HER SEND*
enables the crew to cancel the current
selection and to re-select another
answer.
The SEND* function is now available for
the sending of the selected answer Press the SEND soft key.
(WILCO).
- A 186 -
When the SEND soft key is pressed, the

parameter ALCOA turns magenta
indicating that the FMS is currently
monitoring the related deferred
clearance. This is confirmed by the
BRT
1425Z F ROM K Z AK C T L W I L CO MONITORING information displayed in
DIM
( REP L Y TO 1 4 1 9 Z REQ ) PRINT the information area.
A T A L COA
CLB TO & MA I NT F L 3 9 0
This means that when closing to ALCOA,
MSG - PGE -
MSG + PGE +
the FMS will recall the message to
MO N I T O R I N G remind the crew about this clearance.
* C AN C E L
<OT HER SEND* When the MONITORING process is

completed, the SENDING indication is
displayed in the information area, the
message turns into green and the
downlink response turns into green
inverse video.
When the ground network receives the
message, the SENT indication is 1425Z F ROM K Z AK C T L W I L CO
displayed in the information area. The BRT
( REP L Y TO 1 4 1 9 Z REQ )
message can be closed. DIM
A T A L COA
PRINT
MSG - CLB TO & MA I NT F L 3 9 0 PGE -

Select the CLOSE soft key. MSG + PGE +
SENT
<OT HER C LOS E *
During CPDLC exchanges, the FMS processes the ATC conditional or deferred
clearances that are linked to navigation. Then, when approaching a clearance
condition, the FMS is able to recall messages to alert the pilots.
About 30 s before the clearance condition, the FMS automatically displays the
deferred clearance text on the DCDU. This is indicated by the REMINDER
information and the visual and aural alerts.
signal.
ATC ATC
MSG MSG
- A 187 -
As the clearance condition is fulfilled, the

clearance text is shown in green. The W I L CO
answer to the clearance is also displayed BRT
A T A L COA
at the top right corner. DIM
CLB TO & MA I NT F L 3 9 0
PRINT
MSG - PGE -
The time and active ATC fields at the top MSG + PGE +
of the screen are no longer displayed.
REM I NDER
Press the CLOSE soft key to store the OT HER C LOS E

message.
5. WHEN CAN YOU

In this scenario, the ATC sends a
1154Z F ROM K Z AK C T L OPEN
question message containing the
BRT
WH E N C A N Y O U A C C E P T
element “WHEN CAN YOU”. The received
DIM
FL370
PRINT
message s displayed on the DCDU.
MSG - PGE -
MSG + PGE +
The CAN and CANNOT softkeys are
available.
* C AN NO T
C AN *
Press the CAN soft key. The response
message is automatically created.
1154Z F ROM K Z AK C T L CAN

The OPEN message status is replaced by BRT
CAN status in inverse video. The text of DIM
FL370
PRINT
the reply is displayed with the data field MSG - –––––––––––––––––––––––– PGE -
to fill in by means of the MCDU. MSG +
WE C A N A C C E P T F L 3 7 0 B Y [
PGE +
]
Now, the CANCEL and MODIFY soft keys * C AN C E L MO D I F Y *
are available. Note that the SEND SEND

function is not available, as the message
is still incomplete: the user must press
MODIFY in order to fill the brackets, or
else CANCEL the message. Press the MODIFY softkey.
- A 188 -

BRT
WH E N C A N Y O U A C C E P T PRINT
DIM
FL370
Under the reply, the MCDU FOR EDIT MSG - –––––––––––––––––––––––– PGE -
indication is displayed. The MESSAGE WE C A N A C C E P T F L 3 7 0 B Y [
MSG + PGE +
EDITION page is called for display on the ]
MCDU. * C AN C E L
MCDU FOR E D I T
MO D I F Y
SEND
Enter the time parameter in the MCDU FM 1 IN D RDY FM 2

scratchpad and press the line key
ME S S AG E MOD I F Y
adjacent to the BY data field.
T O K Z A K CT L
WE CAN ACCEPT F L370

B Y
[ ]
ADD T E XT
P A G E A T C
* C AN C E L MOD I F DI SPL
12H30
BRT

O FF
F -P L N
FM 1 IN D RDY FM 2
The time (foreseen to reach the flight
level 370) is displayed on the MCDU.
ME S S AG E MOD I F Y
T O K Z A K CT L
It is possible to add free text to the reply
by selecting ADD TEXT. This leads to the
WE CAN ACCEPT F L370 MCDU TEXT page:
B Y
12H30
ADD T E XT>
P A G E A T C
* C AN C E L MOD I F D I SP L*
BRT

O FF
F -P L N
- A 189 -
FM 1 IN D RDY FM 2
It is possible to enter up to 4 lines of
free text, or to chose one of the
T E XT 1 / 2 ÅÆ
proposed reasons. For this example,
DU E T O DU E T O
ÅA / C P E R F O RM . M E D I C A LÆ chose the DUE TO A/C PERFORM. key.
DU E T O DU E T O The selected text is displayed in cyan.
ÅWE A T H E R T E CHN I C A LÆ
DU E T O A T P I L OT S
ÅT U R B U L E N C E D I S C R E T I ONÆ
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
*ERASE
A T C ME N U A T C
<R E T U RN MOD I F D I SP L*
BRT

O FF
F -P L N
FM 1 IN D RDY FM 2
Press the line key adjacent to the ATC
MSG DISPL* command on the MCDU.
T E XT 1 / 2 ÅÆ
This displays the prepared message on
DU E T O DU E T O
A/ C P E R F O RM . M E D I C A LÆ the DCDU.
DU E T O DU E T O
ÅWE A T H E R T E CHN I C A LÆ The MCDU page is refreshed, with the
default "ATC TEXT DISPL" text in line
– – – – – – F R E E T E X T – – – – – – –
6R, but unavailable (no star). Options
[ ] are all available again to allow for
I N P U T S further message completion if required.
*ERASE
A T C ME N U A T C
BRT

O FF
F -P L N
As the created message is too long to be

displayed on 1 page of the DCDU,
BRT
page1/2 appears on the DCDU. The
DIM
FL370
PRINT
SEND function is not available (no star)
MSG - –––––––––––––––––––––––– PGE - until all pages of the prepared message
MSG +
WE C A N A C C E P T F L 3 7 0 B Y
PGE +
have not been visualized: press on the
1 2H3 0
PAGE + softkey.
* C AN C E L MO D I F Y *
PGE
1/ 2 SEND
- A 190 -
CAN
BRT
1 2H3 0 PRINT
DIM
D U E T O A / C P E R F O RM A N C E
The SEND softkey is now available.

MSG - PGE -
Press the SEND softkey. MSG + PGE +
* C AN C E L MO D I F Y *
PGE
2/ 2 SEND*

BRT
Under the reply, the SENDING DIM
FL370
PRINT
information is displayed TEMPORARILY. MSG - –––––––––––––––––––––––– PGE -

WE C A N A C C E P T F L 3 7 0 B Y
MSG + PGE +
1 2H3 0
The message body changes to green
once sent. SENT
PGE
1/ 2 C LOS E *
- A 191 -
APPENDIX H Getting to grips with FANS – Part II – Issue III
APPENDIX H – FANS A+ OPERATIONAL SCENARIOS
The aircraft is flying from Los Angeles (KLAX) to Auckland (NZAA). The first ATC
for this flight is KZAK control and the crew wants to logon to it. The first step is to
notify the ATC centre of the aircraft data link capability.
⇓ Interfaces on A320/A330/A340 ⇓ ⇓ Interfaces on A380 ⇓
First, select the ATC Menu page on the

MCDU then select the NOTIFICATION On the MFD, select in the pull-down
page. menu the ATC COM item.
AT SU D AT A L I N K
<AT C MENU AOC MENU>
To display ATC pages, the hard key ATC COM can also be used either on MCDU for
A320/A330/A340 aircraft, or on KCCU for A380 aircraft.
- A 192 -
Getting to grips with FANS – Part II – Issue III APPENDIX H
AT C MENU 1 / 2 ÅÆ
< L AT REQ V E RT R E Q>
T E XT >
<M S G R E CORD R E P ORT S >

C ON N E CT I ON
A T S U D L K
The ATC FLT NBR is provided by the FMS (set on the INIT page). The system has
stored the last active ATC centre of the previous flight, here KZAK.
In our example, this is the first ATC for your flight. Select NOTIFY* in order to
notify the KZAK ATC centre.
- A 193 -
KZAK is displayed in green. It means that the ATC has been notified of the aircraft
data link capability. It does not mean that the connection has been performed.
The connection is confirmed on DCDU by the default message ACTIVE ATC.
Once notified, the connection operation is initialised by the ATC at its discretion.
Notes :
• The last 6 notified centres can be displayed on MCDU (respectively MFD).
• All the notification history will be deleted after each flight, 2 minutes after
the engine shut down.
• The notification time is provided on A380 MFD ATC COM pages only.
- A 194 -
2. CPDLC CONNECTION
When the ATC centre initialises the CPDLC connection, the DCDU display
(respectively ATC mailbox) changes, and the active ATC is displayed on DCDU
(respectively ATC mailbox). The ATC centre has performed the connection
operation and the communication is established.
A C T I V E A T C : K ZA K C T L
The aircraft is now able to exchange data link messages. Here is how to check the
connection status. Select the Connection Status page.
The CONNECTION STATUS page can be also accessed from :

• The ATC MENU on MCDU for A320/A330/A340 aircraft, or
• The CONNECT drop-down menu on MFD for A380 aircraft.
- A 195 -
The active ATC is displayed.
Note : As a general rule, the connection should be completed 15 to 45 min before

entering a CPDLC airspace.
Notice also the default status of the ADS function, set to “ARMED”. This means
that ADS is ready to work (ARMED : ready to accept contract with ground ATC
centres).

The data link communication transfer to the next ATC, also known as Next Data
Authority, is initialised by the current ATC and automatically performed by the
ATSU (respectively ATC applications). This process is totally transparent to the
crew. This is simply indicated by a SERVICE TERMINATED message sent by the
ATC.
The aircraft is in cruise. KZAK is about to transfer the aircraft to KOAK.
- A 196 -
R E CA L L *
T E XT >

C ON N E CT I ON
A T S U D L K
On the connection status page, KZAK is the active ATC. There is no NEXT ATC.
- A 197 -
Upon reception by the aircraft of an ATC message, both ATC MSG lights flash and
as it is a normal message, the first telephone ring is delayed by 15 s, then it will
be repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-
signal.
ATC ATC
MSG MSG
The message received from KZAK is displayed on DCDU (respectively ATC

mailbox), indicating that the next ATC is KOAK. This message does not require
any response. You can close the message that will be stored in the message
record. In the CONNECTION STATUS page, the next ATC is displayed.
- A 198 -
1 1 0 7 Z F ROM K Z A K CT L
N EX T A T C : KOA K C T L
C L O S E
When the connection is established with the next ATC centre, the name of the
next ATC centre is displayed in the MCDU CONNECTION STATUS page
(respectively MFD) in the NEXT ATC field.
C ON N E CT I ON ST AT U S
A CT I V E A T C
K Z A K ––––––– D I S CONN E CT *
N E X T A T C MS G L A T E N C Y
K OA K N ON E
– – – – – – – – – ADS : A RM E D – – – – –
*S ET OF F
ADS DET A I L
A T C ME N U
<R E T U RN N OT I F I C AT I ON >
Once the message is closed,: the DCDU screen (respectively ATC mailbox) is
cleared. The active ATC is still KZAK and will change only when KZAK terminates
the connection.
The message (as a general rule, the last processed message) can be recalled by
pressing the RECALL soft key on the DCDU (respectively ATC mailbox) or
displayed in the MSG RECORD page on MCDU (respectively MFD).
- A 199 -
R E C A L L *
signal.
ATC ATC
MSG MSG
The message CONTACT coupled with the message SERVICE TERMINATED are
received from KZAK and displayed on DCDU (respectively ATC mailbox). These
messages mean that KZAK instructs t contact the next ATC centre on the given
frequency and ends the data link connection when the flight crew answers the
message. The NDA, which was connected in a passive mode becomes active at
this time.
Press the CLOSE soft key to clear the DCDU screen (respectively ATC mailbox)
and to store the message in the MSG RECORD.
- A 200 -
Once the message is closed, the DCDU screen (respectively ATC mailbox) is
cleared. The new active ATC (KOAK) is displayed on DCDU (respectively ATC
mailbox). The flight crew shall contact KOAK via voice on the given frequency.
4. CLEARANCE
The exchange of messages described in this scenario and the DCDU associated
HMI are the same for FANS A and FANS A+.
A comparison with A380 interfaces is provided below. A request has been

previously performed. The clearance related to this request is received.
Both ATC MSG lights flash and as it is a message of normal priority, the first
telephone ring is delayed by 15 s, then it will be repeated every 15 s until the
message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat
the message is pressed).
signal.
ATC ATC
MSG MSG
The received message is displayed on DCDU (respectively ATC mailbox).
The first line in green indicates the time

at which the message has been sent
(i.e. timestamp) and the issuer of the
message. If the timestamp is not
The first line in green indicates the time available, the time field is blank and the
at which the message has been received reception time is inserted at the end of
and the issuer of the message. the message.
The second line in white reminds the The second line in white reminds the
time reference of the related request. time reference of the related request.
The ATC clearance is displayed on the The clearance is displayed on the
following lines. following lines.
- A 201 -
If the clearance cannot be complied with, select UNABLE. You are able to insert text
to justify the refusal.
Thanks to the new design of the ATC

mailbox, the text can be inserted directly
from the ATC mailbox.
The MCDU FOR TEXT indication is

displayed. The text has to be edited
from the MCDU TEXT page. This page is
accessible from the TEXT prompt in the
ATC MENU page.
T E XT >

C ON N E CT I ON
A T S U D L K
- A 202 -
Select the DUE TO A/C PERFORM prompt Select the DUE TO button and select the
for instance and transfer the text to the A/C PERF option.
DCDU.
- A 203 -
By selecting CANCEL, the ATC mailbox display returns to the initial state.
As it is a deferred clearance, sending WILCO triggers the monitoring process by the

FMS. The MONITORING indication is displayed.
Once the monitoring process is activated, the monitoring condition is displayed in

magenta. At this stage, the message can be closed.
- A 204 -
About 30 seconds before the monitoring condition is met, the visual and aural
alerts are triggered. In addition, a reminder pops up on the DCDU (respectively
ATC mailbox). The reminder includes the clearance and the operational response
made by the flight crew.
ATC ATC
MSG MSG
As the monitoring condition is about to be met, the clearance is entirely displayed

in green. You can close the reminder.
5. WHEN CAN YOU

In this scenario, the ATC sends a question message containing the element
“WHEN CAN YOU”. The received message is displayed on DCDU (respectively ATC
mailbox).
Press the CANNOT soft key. The response message is automatically created. If
required, the response can be modified on MCDU (respectively MFD) through the
MODIFY soft key.
- A 205 -
1 5 4 9 Z F ROM K Z A K CT L O P EN
WH E N C A N YOU A C C E P T
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E P T F L 3 7 0 NOW
[ 1 5 4 9 Z ]
* CA NN OT MOD I F Y *
<OT H E R S E N D*
Press the MODIFY soft key.
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A NNOT A C C E P T F L 3 7 0
* CA N C E L MOD I F Y *
<OT H E R S E N D*
Under the reply, the MCDU FOR MODIF (respectively MFD FOR MODIF)
information is displayed.
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A NNOT A C C E P T F L 3 7 0
MCD U F O R MOD I F MOD I F Y *

* CA N C E L
<OT H E R S E ND *
The MESSAGE MODIFY page pops up on MCDU (respectively MFD) if a page

related to ATC application was previously displayed on MCDU (respectively MFD).
If not, the MESSAGE MODIFY page may be accessed manually.
- A 206 -
Select the positive response (e.g. CAN FL370 for A320/A330/A340 aircraft or WE
CAN ACCEPT for A380 aircraft). Once selected, time may be modified.
ME S S AGE MOD I F Y
ÅC AN F L370
C ANNOT F L370
P A G E
* C AN C E L ADD T E XT>
A T C R E P O RT S A T C
CA N F L 3 7 0 A T
1549Z
ÅC AN N OT F L370
P A G E
- A 207 -
CA N F L 3 7 0 A T
1549Z
ÅC AN N OT F L370
P A G E
1555Z
By pressing ATC MODIF DISPL, the From the MFD, the transfer to the ATC
modification can be transferred to mailbox is controlled with the XFR TO
DCDU. MAILBOX button.
CA N F L 3 7 0 A T
1555Z
ÅC AN N OT F L370
P A G E
- A 208 -
If you wish to append a text to the response, press MODIFY to call the MESSAGE
MODIFY page on MCDU (respectively MFD). From this page, select ADD FREE TEXT.
WH E N C A N YOU A C C E PT
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E PT F L 3 7 0 A T
1 5 5 5 Z
* CA N NOT MOD I F Y *
<OT H E R S E N D*
CA N F L 3 7 0 A T
1555Z
ÅC AN N OT F L370
P A G E
Selecting the ADD FREE TEXT button

On MCDU, some pre-formatted adds an edit box where text can be
responses are proposed in addition to a freely typed. It is strongly recommended
free text line. Select the line selection to use words commonly used in
key related to aircraft performances. aeronautic phraseology.
- A 209 -
T E XT 1 / 2 ÅÆ
DU E T O DU E T O
ÅA / C P E R F O RM . M E D I C A LÆ
DU E T O DU E T O
– – – – – – F R E E T E X T – – – – – – –
[ ]
A L L F I E L D S
ERASE
A T C ME N U A T C
<R E T U RN T E XT DI SPL
When finished, the message can be transferred to DCDU (respectively ATC

mailbox).
T E XT 1 / 2 ÅÆ
DU E T O DU E T O
A/ C P E R F O RM . M E D I C A LÆ
DU E T O DU E T O
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
*ERASE
A T C ME N U A T C
<R E T U RN MOD I F D I S P L*
- A 210 -
In this case, the addition of a free text requires a second page on DCDU
(respectively ATC mailbox) as the five lines of the screen are already filled in.
Before sending a message displayed on several pages, it has to be entirely
review. Scroll the message down until the last page. The SEND soft key becomes
available. Press the SEND soft key.
1 5 5 5 Z
DU E TO A / C P ER FORMA NC E
* CA N C E L MOD I F Y *
P G E
2 / 2 S E N D*
1 1 5 4 Z F ROM K Z A K CT L
WH E N C A N YOU A C C E PT
F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E PT F L 3 7 0 A T
1 5 5 5 Z
S E N T
P G E
1 / 2 C L O S E *
Under the reply, the SENDING information is displayed until the acknowledgement
from the ground network is received. The message body turns into green once
SEND is selected.
6. MSG RECORD
Once a message is closed on DCDU (respectively ATC mailbox), it is stored in the
MSG RECORD. The storage capacity is up to 99 messages. When this limit is
reached, the oldest message is deleted to store the most recent one.
Messages in the MSG RECORD are sorted in the chronological order (i.e. from the
most recent message to the oldest one).
- A 211 -
On MFD, access to MSG RECORD is via

On MCDU, access to MSG RECORD is via the MSG RECORD button at the top of
the LSK 4L from the ATC MENU page. the screen.
Up to four messages per page are The same kinds of features as on MCDU
displayed on MCDU. The time, the are provided on MFD.
addressee/addresser, the first line of the
message and the associated response if
any are provided.
- A 212 -
Thanks to the larger MFD screen, more

messages are displayed per pages (up to
eight messages).
If the MSG RECORD is not deleted at the
end of a flight, a FLT NUMBER CHANGE
separator is inserted in the MFD MSG
RECORD.
To display the entire message on MCDU, To display the entire message on MFD,
select the prompt at the left side of the select the triple rightward arrow at the
chosen message. right side of the chosen message.
- A 213 -
In the example below, the ATC request

and the flight response are displayed. The message is displayed in the same
Time and ATC designator are repeated. way as on MCDU.
Select MSG RECORD ERASE function to Select ERASE ALL button to erase the
erase the MSG RECORD on MCDU. MSG RECORD on MFD.
- A 214 -
A confirmation is requested during 5

seconds. If the confirmation is not
performed within 5 seconds, the MSG
RECORD ERASE function reappears. A confirmation pop-up is displayed.
- A 215 -
APPENDIX I Getting to grips with FANS – Part II – Issue III
APPENDIX I – ATS 623 OPERATIONAL SCENARIOS

DEPARTURE CLEARANCE – DCL
The ATS 623 applications do not require a preliminary notification process. As a
consequence, a departure request may be performed even if the DCDU
(respectively ATC mailbox) is blank (i.e. no active ATC is displayed).
⇓ Interfaces on A320/A330/A340 ⇓ ⇓ Interfaces on A380 ⇓
On the A380, ATS 623 application is

merged with CPDLC application from an
HMI point of view. It means that
Departure and Oceanic requests are
The Departure Clearance application is
available from the MFD ATC COM
an ATS 623 application: it can be
REQUEST page through the CLEARANCE
reached through the ATC MENU by
pull-down menu. D-ATIS is part of
selecting the prompt ATSU, or directly
dedicated MFD page ATIS.
by selecting the ATC COM hard key.
M C DU ME N U
<F M1
<AT S U
Accesses to ATS623 applications are

provided on the second page of the ATC
MENU.
- A 216 -
Getting to grips with FANS – Part II – Issue III APPENDIX I
Select the Departure Request.
– – – – – A T S 6 2 3 P A G E – – – – – –
<D E P A R T REQ AT I S>
<O C E A N I C REQ
A T S U D L K
<R E T U RN
Amber boxes identify mandatory fields

prior to sending the Departure Clearance
request. The function REQ DISPL (to
display the request on DCDU) will only The same amber box principle as on
be available (star displayed) when all MCDU applies on MFD. The XFR TO
mandatory fields are filled. MAILBOX button is inactive (i.e. greyed)
until all mandatory fields are filled.
- A 217 -
The flight number is displayed in small The flight number is permanently

green font : it means that the flight displayed in the upper right corner of the
number is provided by the FMS (small MFD. Consequently, the flight number is
font) and is not modifiable (green not repeated in this page.
colour).
Departure and destination airports are
Parameters in cyan indicate modifiable the ones entered into the FMS. As they
parameters. Here the system has are mandatory, if not available, amber
automatically filled the origin and boxes would be displayed instead.
destination airports (taken from the
FMS). These are also mandatory The aircraft type is automatically filled
parameters: if they are cleared, amber by the application.
boxes will appear.
Fill in the aircraft type field.
Enter the ATIS code.
As all mandatory fields are completed, REQ DISPL (respectively XFR TO MAILBOX)
function becomes available. A free text may be also appended to the request.
- A 218 -
Type in the gate number (optional parameter) and insert it.
- A 219 -
To add more free text, select the prompt

MORE FREE TEXT.
[No equivalent as the free text field is
directly accessible on MFD]
Three additional lines of free text can be

added. The first line of free text is
already displayed on this page. Type in
one line of text and insert it.
MO R E F REE T E XT
CH A RT E R E D F L I GHT
[ ]
[ ]
[ ]
D E P A RT R E Q A T C D E P A RT
<R ET U RN REQ D I S P L*
175 PAX ON BOA RD
The request is now completed and may be transferred to DCDU (respectively ATC
mailbox).
- A 220 -
MO R E F REE T E XT
CH A RT E R E D F L I GHT
175 PAX ON BOA RD
[ ]
[ ]
D E P A RT R E Q A T C D E P A RT
<R ET U RN REQ D I S P L*
The Departure request on DCDU (respectively ATC mailbox) lies on two pages.
The request cannot be sent until it has been entirely reviewed.
To review a message on several pages, scroll down with PGE+ key (respectively
button with double downward arrows).
Page 2/2 is displayed and it is now possible to send the message: select SEND.
- A 221 -
O P EN
A / C T Y P E : A 3 2 0
C HA R T ER ED F L I GHT
1 7 5 P A X ON BOA R D
* CA N C E L
PG E
2 / 2
S E N D*
The message switches to green inverse video, indicating that is being sent. The
first page is displayed, with the SENDING indication.
The SENT information indicates that the message has been received by the
ground network. It is now possible to close the message. Closing the message
stores it in the message log. Select CLOSE.
The default screen is displayed, and the previous message can be recalled if
required.
- A 222 -
R E CA L L *
The flashing ATC MSG pushbuttons and the aural warning (telephone ring)
indicate that a message from the ATC has been received: extinguish the alert by
pushing a pushbutton.
ATC ATC
MSG MSG
The received message is displayed on DCDU (respectively ATC mailbox). As this

new message contains several pages, "PGE 1/2" is displayed.
The received message is the departure clearance. Its status for the moment is
OPEN because no answer has been prepared yet.
Proposed answers are REFUSE or ACK (i.e. ACKnowledge). It is not possible to

select ACK before the whole clearance has been entirely read. To read the
following pages, select PGE+ (respectively button with double downward arrows).
The REFUSE and ACK answers are now selectable. For this example, select
REFUSE.
- A 223 -
O P EN
C L R D TO : K J F K
RWY : 0 9 S I D : B N E 8 A
SQK : 5 0 2 3 S LOT : 1 1 3 5 Z
F R EQ : 1 2 4 . 2 5 A T I S : H
HA V E A N I C E F L I GHT
* R E F U S E
P G E
<OT H E R 2 / 2 A C K*
According to AEEC 623 protocol, the refusal is not supported by data link.
Consequently, on DCDU (respectively ATC mailbox), a reminder is inserted before
the clearance. The received clearance is repeated on the following pages, in
green: select PGE+ (respectively button with double downward arrows) to see the
clearance.
1 0 5 9 Z F ROM L F P G CT L R E F U S E
CONT A C T A T C B Y VO I C E
R E F U S E NOT SU P POR T ED
B Y DA T A L I NK
– – – – – – – – – – – – – – – – – – – – – – – –
DE P A R T C L EA R A NC E NO 1 4 6
* CA N C E L
P G E
<OT H E R 1 / 3 C L O S E *
On each page of the refused clearance, the status "REFUSE" is displayed. However
it is displayed in white, meaning that no downlink message has been sent.
For training purposes, cancel the refusal. As no message has been sent to the
controller, the refusal is transparent to the ground. Select CANCEL.
- A 224 -
R E F U S E
C L RD TO : K J F K
RWY : 0 9 S I D : B N E 8 A
SQK : 5 0 2 3 S LOT : 1 1 3 5 Z
F R EQ : 1 2 4 . 2 5 A T I S : H
HA V E A N I C E F L I GHT
* CA N C E L
P G E
<OT H E R 3 / 3 C L O S E *
The clearance is displayed with the 'open' status, and the ACK and REFUSE
functions are proposed. To accept the clearance, select ACK.
The message is displayed in the 'ACK' status. To send the Departure clearance
read back, select SEND.
Temporarily the information SENDING is displayed.
- A 225 -
When the ground service provider acknowledges reception of the message, the
information 'sent' is displayed. At that time, the indication that the flight crew will
receive a confirmation of its read back is displayed. Before the confirmation is
received, it is highly recommended to close the message as usual.
1 0 5 9 Z F ROM L F P G CT L A C K
WA I T FOR CON F I RMA T I ON

– – – – – – – – – – – – – – – – – – – – – – – –
D E P A R T C L EA R A NC E N O 1 4 6
1 0 5 8 Z 2 5 J UN 2 0 0 0
F ROM L F P G
S E N T
P G E
<OT H E R 1 / 2 C L O S E *
When the confirmation of the read back arrives, it is indicated to the crew with the
visual and aural alerts: extinguish the alerts by pressing the ATC MSG
pushbutton.
ATC ATC
MSG MSG
The departure clearance is confirmed. Close the message to clear the DCDU,
respectively ATC mailbox.
- A 226 -
From an operational point of view, the flight crew shall execute the clearance
(departure or oceanic) only once the confirmation is received on-board.
- A 227 -
APPENDIX J Getting to grips with FANS – Part II – Issue III
APPENDIX J – ON-BOARD INDICATIONS IN CASE OF DATA LINK

FAILURES
In case of failures, a warning is displayed on EWD or some indications are

provided on DCDU. The following sections provide the main failures that may
imply the application of one of the procedures described in chapter A5.
1. A320/A330/A340 AIRCRAFT
ATSU FAILURE
The ATSU is not working anymore. Data
link communications between the
aircraft and the ground are not
available.
The ATSU failure affects both ATC and
AOC applications. The flight crew shall
contact ATC by voice if any ATC was
connected.
The DATALINK ATSU FAULT caution is
displayed on EWD.
A white NO DATA indication is displayed

on DCDU and ATSU pages on MCDU are
not available.
TEMPORARY LOSS OF ATC DATA LINK COMMUNICATIONS

The air-ground communication means used for ATC applications are temporarily
unavailable, but not failed (i.e. no system failure, but data link is not available).
The ATSU is trying to recover the data link communications with the ground for 16
minutes.
The flight crew should wait for 5 minutes before contacting ATC by voice. After 5
minutes, the loss may be considered as stable. At the time of writing the
document, the 5-minute period was being discussed within FANS interoperability
meetings and may change. In any cases, the National regulations apply.
- A 228 -
Getting to grips with FANS – Part II – Issue III APPENDIX J
ATC DATALINK STBY memo is displayed

in green on EWD.
This indication on EWD is only available
for aircraft equipped with FANS A
package.
For FANS A+ aircraft, some indications

are provided on DCDU :
1. The system message ATC DATALINK
COM NOT AVAILABLE is displayed in
amber.
2. If a message (CPDLC or ATS 623) is

on DCDU, the indication COM NOT
AVAIL is displayed in amber in the
information area.
The message cannot be sent.
If the ATSU fails to recover the data link communications within 16

minutes, an abnormal ATC data link disconnection occurs. Refer to
description below.
DEFINITIVE LOSS OF ATC DATA LINK COMMUNICATIONS

• The air-ground communication means used for ATC applications (VDL,
SATCOM and HFDL if installed) are failed, or
• The airborne data link ATC applications are failed (AOC application may still
running).
These cases result in an abnormal ATC data link disconnection described in
the following paragraph.
The flight crew shall contact ATC by voice.
- A 229 -
For aircraft equipped with FANS A or

FANS A+ package, the DATALINK ATC
FAULT caution is displayed on EWD.
Similarly to the ATSU failure, if the

airborne data link ATC applications
are failed, a white NO DATA indication
is displayed on DCDU, and the ATC COM
pages are not available.
ABNORMAL ATC DATA LINK DISCONNECTION

When an abnormal ATC data link disconnection occurs, the following indications
are provided.
1. The system message ATC

DISCONNECTED is displayed in
amber.
2. If a CPDLC message is on DCDU, the

following indications are displayed :
amber ABORT in the top right corner
and amber LINK LOST in the
information zone.
- A 230 -
2. A380 AIRCRAFT
ACR FAILURE
The ACR1 (and ACR2 if installed) is (are)
not working anymore. Data link
communications between the aircraft
and the ground are not available.
The ACR failure affects all applications
using data link (i.e. ATC, AOC, AAC).
The flight crew shall contact ATC by
voice if any ATC was connected.
The COM DATALINK FAULT caution is
displayed on EWD.
Thanks to the A380 architecture, the ACR manages the communication means
and the ATC applications manage the ATC communications, contrary to the ATSU
that manage both communication means and ATC communications.
Therefore, in the A380 architecture, the ACR failure is considered as a

temporary loss of ATC data link communications for the first 16 minutes.
The consequences on the ATC mailbox are the ones (except the system message
ATC DATALINK COM NOT AVAIL that is not triggered) described for the temporary
loss of ATC data link communications.
If the ACR is not recovered within the first 16 minutes, the consequences
on ATC mailbox are the ones described for the definitive loss of ATC
communications.
TEMPORARY LOSS OF ATC DATA LINK COMMUNICATIONS

The air-ground communication means used for ATC applications are temporarily
unavailable, but not failed (i.e. no system failure, but data link is not available).
The ACR is trying to recover the data link communications with the ground for 16
minutes.
The flight crew should wait for 5 minutes before contacting ATC by voice. After 5
minutes, the loss may be considered as stable. At the time of writing the
document, the 5-minute period was being discussed within FANS interoperability
meetings and may change. In any cases, the National regulations apply.
On the ATC mailbox, the following

indications are displayed :
1. The system message ATC DATALINK
COM NOT AVAIL is displayed in
amber.
- A 231 -
2. If a message (CPDLC or ATS 623) is

on ATC mailbox, the indication COM
NOT AVAIL is displayed in amber in
the information area.
If the ACR fails to recover the data link communications within 16 minutes, an
abnormal ATC data link disconnection occurs. Refer to description below.
DEFINITIVE LOSS OF DATA LINK COMMUNICATIONS

The air-ground communication means
used for ATC applications are failed for
the following reasons :
• The ACR failure lasts more than
16 minutes, or
• The ACR does not succeed in
recovering the data link within 16
minutes.
These cases result in an abnormal ATC

data link disconnection described in the
following paragraph.
ABNORMAL ATC DATA LINK DISCONNECTION

When an abnormal ATC data link disconnection occurs, the following indications
are provided.
On the ATC mailbox, the following

indications are displayed :
1. The system message ATC
DISCONNECTED is displayed in
amber.
2. If a CPDLC message is on ATC

mailbox, the following indications are
displayed : amber ABORT in the top
right corner and amber LINK LOST in
the information zone.
- A 232 -
ATC DATA LINK APPLICATION FAILURE

Due to the new architecture of the A380, two cases may occur :
• The on-board ATC function (including AFN, CPDLC, ADS, ATS 623
applications) is failed,
• The on-board ADS application is failed.
In any case, the flight crew shall contact ATC by voice.
1. The ATC function is failed (i.e. at

least CPDLC application is lost).
The ADS application may be still
available. In this case, the indication
ADS DATALINK STILL AVAIL is displayed
in the STATUS INFO page.
ATC COM pages on MFD and ATC
mailbox are not available.
MFD
ATC mailbox
2. The ADS application is failed (i.e.

ADS application is lost).
AFN, CPDLC and A623 applications
remain available on MFD and ATC
mailbox.
In this case, position reporting should be
done via CPDLC or voice as required by
Operations manual or local regulations.
- A 233 -
APPENDIX K Getting to grips with FANS – Part II – Issue III
APPENDIX K – OIT/FOT REF 999.0001/03 – NEW AIR TRAFFIC

SERVICE UNIT (ATSU) AIRCRAFT INTERFACE
FROM : AIRBUS CUSTOMER SERVICES TOULOUSE TX530526
OPERATOR INFORMATION TELEX - OPERATOR INFORMATION TELEX

AND
FLIGHT OPERATIONS TELEX - FLIGHT OPERATIONS TELEX
TO : FANS A OPERATORS ON A330/A340 (A340-500/-600 EXCLUDED)
SUBJECT : A330/A340 - ATA 46 -NEW AIR TRAFFIC SERVICES UNIT (ATSU)

AIRCRAFT INTERFACE SOFTWARE VERSION CLR3.6B AND FMS VERSION P2
FOR ENHANCED AUTOMATIC DEPENDENT SURVEILLANCE (ADS)
OUR REF.: SE 999.0001/03/VHR DATE 07 JAN 2003
OIT CLASSIFICATION: ENGINEERING AND OPERATIONAL RECOMMENDATION
I/ VALIDITY:
ALL A330 AND A340 AIRCRAFT EQUIPPED WITH FANS A
- FORWARD FIT: MODIFICATION 48227 EMBODIED
- RETROFIT: AIRBUS SB A330-46-3006/A340-46-4010.
A340-600 AND A340-500 ARE NOT CONCERNED BY THIS OIT/FOT SINCE THE
SUBJECT CONFIGURATION IS BASIC AT THE ENTRY INTO SERVICE.
II/ REASON
THE PURPOSE OF THIS OIT/FOT IS TO ADVISE A330/A340 FANS A

OPERATORS OF ATSU SOFTWARE CLR3.6B AND FMS P2 CERTIFICATION.
ASSOCIATION OF ATSU SOFTWARE CLR3.6B AND FMS P2, WILL ADDRESS THE
FOLLOWING ISSUES:
- MISSING ADS REPORTS
- DOWNSTREAM ADS REPORTS
- ADS REPORTS WITH MISSING PREDICTIONS OR MISSING ETA (ESTIMATED
TIME OF ARRIVAL) AT ''TO'' WAYPOINT.
THIS CONFIGURATION IS ALREADY IN SERVICE ON THE A340-600 AND
PROVES FULLY SATISFACTORY.
III/ DESCRIPTION
IIIA) ATSU
ATSU SOFTWARE CLR3.6B CORRECTS MISSING ADS AND PARTIALLY

ADDRESSES
DOWNSTREAM ADS REPORTS (ATSU REPRESENTS 80 PERCENT OF FULL
- A 234 -
Getting to grips with FANS – Part II – Issue III APPENDIX K
CORRECTION BY FMS P2/ATSU CLR3.6B).
ATSU SOFTWARE UPGRADE TO CLR3.6B PN LA2T0S11105J0F1 (FIN 20TX)

FROM CURRENT FANS A SOFTWARE CLR3.5B PN LA2T0S11105G0F1 CAN BE
DONE BY ATSU SOFTWARE UPLOADING ON THE AIRCRAFT.
PLEASE NOTE THAT CURRENT ATC (AIR TRAFFIC CONTROL) AND AOC
(AIRLINE OPERATIONAL COMMUNICATION) APPLICATIONS, FIN 25TX, 26TX,
27TX, 28TX, 29TX, 22TX AND 24TX INSTALLED IN THE CURRENT FANS A
CONFIGURATION REMAIN COMPATIBLE WITH CLR3.6B. UPLOADING OF 20TX
SOFTWARE HOWEVER CAUSES ERASURE OF ALL APPLICATIONS PREVIOUSLY
LOADED, THUS THE COMPLETE ATSU SOFTWARE MUST BE RELOADED DURING
THE UPGRADE TO CLR3.6B.
CLR3.6B SOFTWARE CAN BE USED WITH ATSU HARDWARE PN

LA2T0G20503B040
OR PN LA2T0G20503B050.
ATSU CLR3.6B CERTIFICATION AND RETROFIT ARE COVERED THROUGH:

- MOD 50323
- AIRBUS FRANCE AVIONICS AND SIMULATION PRODUCTS VSB REFERENCE
LA2T0-46-008 DISPATCHED ON 09TH OCTOBER 2002
- SB A330-46-3011 OR SB A340-46-4011 BOTH EXPECTED FOR DISPATCH BY
THE 28TH FEBRUARY 2003.
PRODUCTION EMBODIMENT RANK FOR ATSU CLR3.6B IS MADE/SCHEDULED

FROM
A330 MSN 510 AND A340 MSN 528.
IIIB) FMS
FMS P2 ADDRESSES ADS REPORTS WITH MISSING POSITION AND REDUCES

OCCURRENCE RATE OF MISSING ETA/ALTITUDE AT ''TO'' WAYPOINT, AND
COMPLETES CORRECTION TO DOWNSTREAM ADS REPORTS (FMS P2
REPRESENTS
20 PERCENT OF FULL CORRECTION BY FMS P2/ATSU CLR3.6B).
FOR FMS P2 UPGRADE, TWO CASES MUST BE DISTINGUISHED:

1/ A330
FMS P2CD7 FOR PW-RR ENGINES/FMS P2B7 FOR GE ENGINES UPGRADE FROM
FMSP1CD7/P1B7 CONSISTS IN:
- FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE TO PN PS4087700-902
FROM PN PS4087700-901
- FM PERFORMANCE DATABASE (FIN 1CA0M2) UPGRADE TO PN PS4087705-903
FROM PN PS4087705-901
FMGEC HARDWARE AND FG OBRM ARE NOT IMPACTED BY THIS CHANGE ON
A330.
CAUTION: FM OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADE MUST BE

DONE
- A 235 -
ON BOTH FMS ON THE AIRCRAFT VIA THE MDDU. INDEED, USE OF THE
CROSSLOADING FUNCTION FOR FM OPERATIONAL SOFTWARE (FIN 1CA0M3)
UPGRADE ON SECOND FMS IS FORBIDDEN DUE TO A P1 SOFTWARE UPLOAD
LIMITATION, ADDRESSED THROUGH P2 UPGRADE.
BUT FMS CROSSLOADING CAN BE USED FOR SECOND FMS UPLOADING WITH
FM
PERFORMANCE DATABASE (FIN 1CA0M2), OPERATIONAL PROGRAM
CONFIGURATION (OPC), AIRLINE MODIFIABLE INFORMATION (AMI) AND
NAVDATABASE.
2/ A340
FMS P2A10 UPGRADE FROM P1A9 FOR CFMI ENGINES CONSISTS IN:
- FMGEC HARDWARE CHANGE TO PN C12858AA03 FROM PN C12858AA02 VIA
FG
OBRM REPLACEMENT
- ABOVE MENTIONED FM PERFORMANCE DATABASE (FIN 1CA0M2) AND FM
OPERATIONAL SOFTWARE (FIN 1CA0M3) UPGRADES, APPLY ALSO TO THE A340
(SAME SOFTWARE PN) AND ARE ALSO TO BE DONE ON AIRCRAFT. THE SAME
CROSSLOADING LIMITATIONS OF ABOVE CAUTION PARAGRAPH APPLY TO
P2A10
UPGRADE ON A340.
FMS P2 CERTIFICATION AND RETROFIT WILL BE COVERED THROUGH:

- MOD 50716/SB A330-22-3042 FOR A330 PW-RR
- MOD 50717/SB A330-22-3043 FOR A330 GE
- MOD 50718/SB A340-22-4035 FOR A340 CFM.
MODIFICATION 50716 AND 50717 EXPECTED FOR CERTIFICATION BY MID

JANUARY 2003, MODIFICATION 50718 BY MID FEBRUARY 2003.
AIRBUS SBS ARE EXPECTED TO BE DISPATCHED BY THE 28TH FEBRUARY
2003.
THE OPERATIONAL PROGRAM CONFIGURATION (OPC), THE AIRLINE

MODIFIABLE INFORMATION (AMI) AND EVEN THE NAVDATABASE CYCLES
PREVIOUSLY USED ON FMS P1 REMAIN COMPATIBLE WITH FMS P2. THOSE
SOFTWARE WILL HOWEVER NEED TO BE RELOADED AFTER FM PERFORMANCE
AND
OPERATIONAL SOFTWARE UPLOAD.
PRODUCTION EMBODIMENT RANK FOR FMS P2 IS SCHEDULED FROM:
- A330 RR/PW: MSN 526

- A330 GE: MSN 530
- A340 CFMI: MSN538
IV) RECOMMENDATION
IN ORDER TO EASE ATSU CLR3.6B AND FMS P2 RETROFIT ON ALL AIRCRAFT
TYPES, CORRESPONDING AIRBUS SB'S WILL NOT BE PHYSICALLY LINKED.
THIS WILL ALLOW PROCEEDING SEPARATELY WITH ATSU THEN FMS RETROFIT.
- A 236 -
Getting to grips with FANS – Part II – Issue III APPENDIX K
HOWEVER, IN ORDER TO ENSURE SUBSTANTIAL ADS PERFORMANCE

IMPROVEMENT, IT IS HIGHLY RECOMMENDED TO PROCEED FIRST WITH ATSU
SOFTWARE UPGRADE, THAT CORRECTS THE MAJOR ADS ISSUE, I.E. MISSING
ADS REPORT. ASSOCIATION OF FMS P2 WITH ATSU CLR3.5B WOULD DEGRADE
ADS PERFORMANCE.
AIRLINES ARE HOWEVER RECOMMENDED TO TAKE APPROPRIATE ACTIONS TO

ENSURE THAT WITHIN A REASONABLE TIME, FMS P2 UPGRADE IS MADE ON
TOP OF ATSU CLR3.6B.
V) RETROFIT
ATSU CLR3.6B/FMS P2 RETROFIT, MONITORED BY AIRBUS (SET4), WILL
START SOON AFTER SB ISSUE AND WILL BE ANNOUNCED BY A RETROFIT
INFORMATION LETTER.
EACH OPERATOR WILL THEN BE CONTACTED INDIVIDUALLY BY AIRBUS
FRANCE
AND THALES AVIONICS, THROUGH A CUSTOMIZED RETROFIT PLANNING
LETTER
(RPL), IN ORDER TO FORMALIZE THE LOGISTICAL ASPECTS OF THE
RETROFIT CAMPAIGN.
VI) OPERATIONAL REPERCUSSIONS

ONCE BOTH FMS P2 AND ATSU CLR3.6B ARE RETROFITTED ON THE FANS A
FLEET OF A GIVEN AIRLINE, THE RECOMMENDATION OF FOT REFERENCE STL
999.0022/02 REV01- JC/FPA DATED 24 MAY 2002 QUOTED HEREAFTER
BECOMES OBSOLETE AND SHOULD NOT BE FOLLOWED ANYMORE :
QUOTE
- DURING FLIGHTS ON NORTH ATLANTIC ROUTES, IT HAS BEEN REPORTED
THAT, SOMETIMES, ADS REPORTS ARE NOT TRIGGERED WHEN OVERFLYING A
WAYPOINT. WHEN THE FMS2 IS THE MASTER, AND SEQUENCES A WAYPOINT
BEFORE FMS1, IT MAY OCCUR THAT THE ATSU DOES NOT DETECT THE
WAYPOINT CHANGE EVENT.
TO AVOID MISSING ADS REPORTS, WHEN OVERFLYING A WAYPOINT, DO NOT
USE AP2 DURING ADS OPERATIONS.
UNQUOTE
BUT, THE OTHER RECOMMENDATIONS MADE IN THE SAME FOT REMAIN

APPLICABLE AS THEY CONCERN NOMINAL SYSTEM OPERATION. THOSE FLIGHT
OPERATION RECOMMENDATIONS ARE REPEATED THEREAFTER AS A
REMINDER:
IN ORDER TO IMPROVE ADS OPERATIONAL EFFICIENCY, AIRBUS HAS THE

FOLLOWING RECOMMENDATIONS:
- DO NOT TRY TO LOGON / NOTIFY THE ATC CENTRE, IF AIRCRAFT
REGISTRATION AND FANS CAPABILITY HAVE NOT BEEN DECLARED TO
CONCERNED ATC CENTRES, OR IF AGREEMENT FOR ADS (FANS) UTILIZATION
HAS NOT BEEN OBTAINED FROM THESE ATC.
- A 237 -
- DO NOT PERFORM SPONTANEOUS FANS TESTING WITH ATC CENTRES, WHEN

THEY HAVE NOT BEEN PREVIOUSLY NOTIFIED OF A GIVEN AIRCRAFT'S
INTENTION TO OPERATE IN FANS MODE.
- TO USE THE ADS SYSTEM, THE FOLLOWING RULES MUST BE OBSERVED:
- THE ADS SYSTEM MUST BE SET TO ON, PRIOR TO PERFORMING AN ATC
NOTIFICATION. THE ADS IS NORMALLY SET TO ON BY DEFAULT. THIS CAN
BE CHECKED BY SELECTING "ATSU" ON THE MCDU MENU PAGE, THEN "ATC
MENU" ON THE ATSU DATALINK PAGE, AND "CONNECTION STATUS" ON THE
ATC MENU PAGE.
- ONCE THE ATC CENTRE HAS BEEN NOTIFIED ("NOTIFIED" IS DISPLAYED
ON THE MCDU), THE ADS WORKS TRANSPARENTLY TO THE FLIGHT CREW AND
SHOULD NOT BE SET TO OFF, UNLESS INSTRUCTED TO DO SO (E. G. ATC
REQUEST). IF THE ADS IS SET TO OFF, THE ATC CENTRE CAN NO LONGER
BE PROVIDED WITH ADS REPORTS.
- DO NOT ACTIVATE THE ADS EMERGENCY MODE, WITHOUT GOOD REASON.
- DO NOT MODIFY THE SCAN MASK SETTING, IF NOT REQUIRED BY AIRLINE
POLICY. THE SCAN MASK IS A LIST OF THE VHF DATALINK SERVICE
PROVIDERS, USED BY ATSU, TO OPERATE IN VHF DATALINK. MODIFICATION
OF THE SCAN MASK SETTING MAY RESULT IN THE LOSS OF AIR-GROUND VHF
DATALINK COMMUNICATION. AIRLINES MUST DEFINE A SORTED LIST, BASED
ON THEIR RESPECTIVE AGREEMENT WITH DATALINK SERVICE PROVIDERS.
VII) REFERENCE DOCUMENTS

TFU 46.22.00.001: ADS ISSUES. DETAILS ADS ISSUES EXPERIENCED WITH
ATSU CLR3.5B/ FMS P1, AND SOLUTIONS DESIGNED THROUGH ATSU CLR3.6B/
FMS P2.
QUESTIONS ABOUT THE TECHNICAL CONTENT OF THIS OIT ARE TO BE

ADDRESSED TO MR. C. CASSIAU-HAURIE, DEPT. SEE4, PHONE +33/(0)5 62
11 05 25, FAX +33/(0)5 61 93 44 25.
QUESTIONS CONCERNING THE OPERATIONAL CONTENT OF THIS FOT ARE TO

BE
ADDRESSED TO MR. JACQUES CASAUBIEILH, DEPT. STLS / PHONE +33/(0)5
61 93 40 41, FAX +33/(0)5 61 93 29 68.
BEST REGARDS.
P. GLAPA C. MONTEIL
VICE PRESIDENT, SYSTEMS & POWERPLANT VICE PRESIDENT
ENGINEERING SERVICES FLIGHT OPERATIONS
CUSTOMER SERVICES DIRECTORATE SUPPORT AND LINE
ASSISTANCE
- A 238 -
Getting to grips with FANS – Part II – Issue III APPENDIX L
APPENDIX L – OIT REF 999.0072/06/VHR – PREVENTION OF

DISRUPTION SATCOM SYSTEMS ASSOCIATED WITH THE
INTRODUCTION OF NEW SPOT BEAM MAPS ON INMARSAT 4
SATELLITE CONSTELLATION
FROM : AIRBUS CUSTOMER SERVICES TOULOUSE
OPERATORS INFORMATION TELEX - OPERATORS INFORMATION TELEX
TO: A300/A300-600/A310/A318/A319/A320/A321/A330/A340/A340-500/A340-
600
OPERATORS.
SUBJECT: ATA 23 - PREVENTION OF DISRUPTION ON SATCOM SYSTEMS

ASSOCIATED WITH THE INTRODUCTION OF NEW SPOTBEAM MAPS ON INMARSAT
4 SATELLITE CONSTELLATION
OUR REF.: SE 999.0072/06/VHR dated 13 June 2006
OIT CLASSIFICATION: Maintenance and Engineering Advice
1/ PURPOSE
The purpose of this OIT is to:
- Advise Airbus customers that the new INMARSAT 4 Satellite will start broadcast
with an extended number of spot-beams. This can affect the users of Rockwell-
Collins and Honeywell Aero I and Aero H-PLUS SATCOM systems,
- Relay to these users, the Rockwell-Collins and Honeywell recommendation on

maintenance action to be done on the SATCOM Satellite Data Units in order to
avoid any Service Interruption.
2/ BACKGROUND
Airbus has been informed by Rockwell-Collins and Honeywell that the entry into
service of the extended spot-beam map on INMARSAT 4 constellation scheduled
on 31st Oct 2006 with the Atlantic Ocean Region West satellite (AOR-W), can lead
to disruptions on SATCOM systems, depending on the geographical position of the
aircraft.
The new INMARSAT 4 generation of satellites uses an increased number of spot-

beams:
19 spot-beams instead of 5 previously used by INMARSAT 3 constellation.
The AOR-W satellite has already started its operation in 22 January 2006.
Nevertheless, its broadcast is being limited to the use of 14 spot-beams to avoid
disruptions with some avionics, until they are upgraded, as here below described.
- A 239 -
APPENDIX L Getting to grips with FANS – Part II – Issue III
The full broadcast with the 19 spot-beams will be activated with the AOR-W
Satellite on 31st Oct. 2006. This activation was initially scheduled for 01 Jul 2006.
It has recently been reported by IMMARSAT in order to leave more time to the
Operators to perform the SATCOM upgrades as necessary.
3/ CAUSES/CONSEQUENCES
3.1/ EFFECT ON ROCKWELL-COLLINS SATCOM SYSTEMS
For Rockwell-Collins systems, the Vendor has identified that Aero I and Aero H-
PLUS systems can present resets when trying to logon to the requested Ground
Earth Station.
This results in logon/reset cycles that can repeat several times as long as the
aircraft is flying in the new INMARSAT Satellite spot-beam. Then, the SDU
(Satellite Data Unit) will eventually recover its normal operation after having
acquired the new INMARSAT 4 system tables broadcast by the Satellite (AOR-W).
In the mean time, Voice or Data communications using SATCOM will be
interrupted during these repeated logon/reset cycles with affected units.
This disruption can already occur when connecting to the AOR-W satellite. The
transition to the broadcast with 19 spot-beams to come with the AOR-W satellite
(from 31 Oct 2006 on) will not have any additional effect on these avionics.
The affected SDU Part Numbers from Aero H-PLUS Rockwell-Collins SAT-906
family, currently certified by Airbus on A330/A340 family that have the potential
to reset, are listed here below.
- PN 822-0314-303, installed through MOD 49352,
- PN 822-0314-350, installed through MOD 52730.
The affected SDU Part Numbers from Aero I Rockwell-Collins SRT-2000 family,
currently certified by Airbus on A318/A319/A320/A321 that have the potential to
reset, are listed here below:
- PN 822-1405-401, installed through MOD 28208.
Nota: some A300/A300-600/A310 aircraft may be equipped with some of the

Rockwell-Collins SDU Part Numbers of this list, following application of
Engineering Orders. In this case, the statements and recommendations of this OIT
are applicable.
3.2/ EFFECT ON HONEYWELL SATCOM SYSTEMS

The current Aero H-PLUS Honeywell MCS-6000 and MCS-4000/7000 systems have
been designed to support up to 14 spot-beams. The broadcast with an increased
number of spot-beams will cause the SDU to continuously reset. The SDU will not
be able to eventually recover its normal operation.
The affected Honeywell SDU Part Numbers currently certified by Airbus on

A330/A340 family that have the potential to reset, are listed here below:
- PN 7516100-20060, installed through MOD 46609,
- PN 7516118-24020, installed through MOD 51944,
- PN 7516118-27020, installed through MOD 49740.
- A 240 -
Getting to grips with FANS – Part II – Issue III APPENDIX L
Nota: some A300/A300-600/A310 as well as A320 family aircraft may be

equipped with some of the Honeywell SDU Part Numbers of this list, following
application of Engineering Orders. In this case, the statements and
recommendations of this OIT are applicable.
3.3/ EFFECT ON THALES SATCOM SYSTEMS

THALES have confirmed that the Aero I system certified on A330/A340 and A320
families has capability to support the transition to INMARSAT 4. So, no adverse
effect is to expect on the considered THALES Aero I system based on:
- SDU PN 3433-500-000A00 installed through MOD 47508 on A330/A340 family,
- SDU PN 3433-500-001A00 installed through MOD 48447 on A330/A340 family,
- SDU PN 3433-500-002A00 installed through MOD 28169 on A320 family.
4/ RECOMMENDATIONS FOR MAINTENANCE

4.1/ ROCKWELL-COLLINS SATCOM SYSTEMS
The description of the issue, as well as the Rockwell-Collins recommended
preventive actions, are described in the Rockwell-Collins Service Information
Letter: SIL 06-1 "SATCOM Issues due to INMARSAT I4 Satellite Transition".
As per this Rockwell-Collins Service Information Letter, it is necessary to upgrade

the Operational Software of the SDU as follows:
- For SAT-906 Aero H-PLUS SATCOM system, based on PN 822-0314-303, it is

necessary to apply VSB SDU-906-23-41.
- For SAT-906 Aero H-PLUS Hi-speed (Swift 64) SATCOM system, based on SDU
PN 822-0314-350, it is necessary to apply VSB SDU-906-23-38.
- For SRT-2000 Aero I SATCOM systems, based on either SDU PN 822-1348-401,
PN 822-1349-401 or PN 822-1405-401, it is necessary to apply VSB SRT-2000-
23-10.
Since the next coming extension of broadcast from 14 to 19 spot-beams for the
AOR-W satellite does not change anything for the Rockwell-Collins avionics, and
since such an avionic can already be affected by the issue if flying in the AOR-W
zone, it is recommended to perform this software upgrade at the soonest
opportunity (without consideration of the 31st Oct 2006 date).
4.2/ HONEYWELL SATCOM SYSTEMS

The descriptions of the issue, as well as the Honeywell recommended preventive
actions, are described in the Honeywell Technical Newsletter: A23-5111-007
"Impact of the new 5th Ocean Region (MTSAT) and Inmarsat I4 transition".
As per this Honeywell Technical Letter, it is necessary before 30 June 2006, to

upgrade the Operational Software of the SDU as follows:
- For MCS-6000 Aero H-PLUS SATCOM system, based on SDU PN 7516100-20060,

it is necessary to apply VSB 7516100-23-6114.
- For MCS-4000 Aero H-PLUS SATCOM system, based on SDU 7516118-24020, it
is necessary to apply VSB 7516118-23-6012.
- A 241 -
APPENDIX L Getting to grips with FANS – Part II – Issue III
- For MCS-7000 Aero H-PLUS SATCOM system, based on SDU 7516118-27020, it

is necessary to apply VSB 7516118-23-6012.
For more information on these SDU software modifications, Honeywell has also
issued the Technical Newsletter A23-5111-008 "Software Modification to SD-600/-
700 Satellite Data Unit."
4.3/ THALES SATCOM SYSTEMS

No specific Maintenance action recommended.
4.4/ PROCEDURE TO UPLOAD NEW SATCOM SOFTWARE

The upgrade of a new SATCOM SDU operational software has been certified by
Airbus to be done in shop only. The uploading of the SDU Operational Software
directly on the aircraft, through either the MDDU or a PDL (Portable Data-Loader),
has not been certified by Airbus. Therefore, no specific task is available in the
Airbus AMM for uploading of Operational SDU software. The uploading described
in the AMM is limited to the ORT (Owner Requirement Table) databases part of
the SDU software.
Nevertheless, even if such uploading possibility of the SDU Operational Software

is not certified by Airbus, for all SATCOM SDUs certified by Airbus, the aircraft is
technically able to have all SDU Software parts uploaded with the aircraft Multi-
Purpose Disk Drive Unit (MDDU).
So, if the Operator wishes to perform the data-loading on-board via MDDU, Airbus
suggests the Operator to approach its Authorities in order to allow an uploading
through the MDDU, with a procedure similar to the existing one for the User ORT
in the AMM.
5/ FOLLOW-UP PLAN
No specific follow-up of this OIT is planned.
Questions about the technical content of this OIT are to be addressed to:
Mr G. Martins, Dept SEE44,
Phone: +33/(0)5 67 19 03 74,
Fax: +33/(0)5 61 93 44 25
E-mail: georges.martins@airbus.com
Best Regards,
P. GLAPA
VICE PRESIDENT ENGINEERING SUPPORT
CUSTOMER SERVICES
- A 242 -
Getting to grips with FANS – Part II – Issue III APPENDIX M
APPENDIX M – FANS A AIRWORTHINESS APPROVAL SUMMARY
The purpose of this document is to describe the Communication, Navigation and

Surveillance airborne capabilities required for FANS A+ operations, and the
interoperability, safety and performance requirements that have been considered
for the development and airworthiness approval of the Airbus FANS A+ avionics
package that supports Air Traffic Services data-link applications. It also
summarizes the main results and achievements of interoperability, safety and
performance demonstrations that have been conducted by Airbus.
This document is an outcome of the FANS A+ Airworthiness Approval process

intended to be widely distributed to any party planning to make use of data
communications for Air Traffic Services purposes.
This document is primarily intended for Operators, ATC Service Providers and
National Aviation Authorities.
They should refer to this document when deciding on how to implement

operations based on data communications for ATS purposes. It may also be used
by Operators as substantiating data in order to help in obtaining operational
changes.
This document contains:
• Section 1 : Executive summary

• Section 2 : A short overview of FANS A+ functional evolutions in regards
with the current FANS A package (see hereafter);
• Section 3 : A short overview of specific aircraft architecture required by
FANS A+ implementation;
• Section 4 : The presentation of FANS A+ airworthiness approval context by
describing the Communication, Navigation and Surveillance (CNS)
airborne capabilities assumed for FANS A+ operations;
• Section 5 : The listing of all industry standards considered for the
development of the data-link applications, and the record of all
clarifications, additions and/or deviations to those standards, applicable to
the FANS A+ avionics systems;
• Section 6 : The list of all assumptions/requirements placed on the ATS
Ground Systems and Communication Service Providers that must be
fulfilled;
• Section 7 : An overview of the interoperability, safety and performance
demonstrations achieved during the airworthiness approval process of the
FANS A+ package. This section also provides a set of flight crew procedures
used as mitigation means in Safety Assessment process;
• Section 8 : A proposal for a list of checks and verifications that Operators
and ATC providers may wish to perform before starting operations;
• Section 9 : Additional information concerning the ATSU Router Parameters’
customization process.
- A 243 -
APPENDIX M Getting to grips with FANS – Part II – Issue III
A certification process was performed for each FANS configuration on any Airbus
aircraft model. As a consequence, an Airworthiness Approval Summary is
applicable to a given FANS configuration and a given aircraft model.
To a get a copy of the appropriate Airworthiness Approval Summary, please
mention to the AIRBUS engineering support one of the following references :
FANS Aircraft Airworthiness Approval Summary

configurations models references
FANS A A330/A340 00F460P0210/C02 Issue 5
A320 Family 00D460P0210/C02 Issue 1
FANS A+ A330/A340 00F460P0211/C02 Issue 2
A380 00L462Y0210/C02 Issue 2
- A 244 -
Getting to grips with FANS – Part II – Issue III APPENDIX N
APPENDIX N – FREQUENTLY ASKED QUESTIONS RELATED TO THE

A380 ACR CUSTOMIZATION
REF. L2321ME0602624 – 20 JAN 2006

(This appendix may be submitted to changes without prior notice.)
1. WHY IS THE DO200A PROCESS REQUIRED?

ACR and ATSU both provide data link communication services to ATC and AOC
data link applications.
The safety effects resulting from the failure conditions pertaining to these
applications are the following:
• AOC data link applications: no safety effect has been identified (i.e. failure
conditions that do not affect the operational capability of the aircraft or
increase crew workload).
They are consequently developed with a Design Assurance Level E
• ATC data link applications: no more than Major safety effects have been
identified (i.e. failure conditions that would reduce the capability of the
aircraft or the ability of the crew to cope with adverse operating conditions
to the extent that there would be).
They are consequently developed with a Design Assurance Level C.
The "Functional Hazard Analysis" has concluded that a number of failure

conditions at ACR level could result in a safety impact of level up to Major -
notably for cases on undetected loss of communication or messages corruptions
during ATC messages exchanges. As a result, the DAL of the ACR is DO-178B
level C.
In order to modify data contained in PRODB and CSTDB for ACR (and RPDB for
ATSU) when ATC are installed, a safety analysis has been conducted on all
parameters to classify the potential failures caused by an erroneous parameter in
database. The main outcome of this analysis leads to a Major safety impact. That
means that a modification of a parameter may "alter" the DAL C of ACR (ATSU).
Conclusion: in order to modify data contained in PRODB and CSTDB for ACR (and
RPDB for ATSU) when ATC are installed, a specific process has to be put in place
in order to guarantee that there is no corruption or error in the format or content
of database, or no incompatibility between databases and aircraft systems.
In order to achieve these objectives, application of DO-200A (*) "Standards for

processing aeronautical Data" has been retained by Airbus. On ACR A380, the use
of DO-200A was negotiated between EASA and Airbus in CRI F-07 Issue 3.
- A 245 -
APPENDIX N Getting to grips with FANS – Part II – Issue III
(*) Reminder: the aim of DO-200A is the following:

"This document provides the minimum standards and guidance for the processing
of aeronautical data that are used for navigation, flight planning, terrain
awareness, flight simulators and for other applications. Such data would be
passed on to the user as a database. The standard provides requirements that
should be used to develop, assess change, and support implementation of data
processing quality assurance and data quality management. When applied, the
standard will provide the user with assurance of the level of quality that can be
associated with the processed data, e.g. aeronautical database."
2. DIFFERENCES BETWEEN THE A320/A340 AND A380 PROGRAMS AS FAR

AS THE CUSTOMIZATION IS CONCERNED
2.1. DIFFERENCES BETWEEN THE A320/A340 AND A380 PROGRAMS
2.1.1. A320 AND A340 PROGRAMS (ATSU)

• ATSU is delivered in FAL with a Standard VHF World Map (contained in
RPDB)
• Airlines have to:
- Select and order the VHF DSPs (Scan Mask) via a specific menu
("VHF3 Scan Select") of the ATSU MCDU and
- Enter the A/L ID via an other ATSU MCDU Menu ("COMM CONFIG")
• ATSU only offers a Global VHF Scan Mask (only one VHF Scan Mask is
available in the World)
Limitations:
• The Standard VHF World Map is defined 1 or 2 years before the EASA
Certification Approval. VHF World Map is not necessarily the last update
VHF World Map when EASA Certification Approval is obtained.
• Errors may occur during the selection of VHF Scan Mask or during the input
of A/L ID by the airline. For instance unsubscribed DSP selected in VHF
Scan Mask may lead to undetected loss of communication, with a potential
Major Safety impact for ATC applications.
2.1.2. A380 PROGRAM (ACR)

• If the airline has not contacted R-CF to order its customized CSTDB, ACR
will be delivered with a minimum CSTDB. Only HF and SATCOM data link
capabilities will be available and no airline preference will be available.
Airlines need to order a customized CSTDB if the airline wants to operate
with VHF Data link providers. This service is not free of charge.
• Each World Map is based on the last Reference World Map managed by R-
CF.
• New ACR mechanisms were designed in order to answer to the airlines
needs:
- The Scan Mask is regional (VHF DSP, HF and SATCOM could be
specified in each area of the world). Moreover, several Scan Mask
- A 246 -
Getting to grips with FANS – Part II – Issue III APPENDIX N
could be specified in a same area through the definition of several

routing policies
- Each airline defines and gets its/their own CSTDB.
• Some parameters (inhibition label SA, Flight Number source) are modifiable
by the airlines.
Why the choice of a database and why the database shall be defined by each
airline before delivery?
• Configuration of ACR will not be easy to define manually with HMI due to
new ACR mechanisms (for instance: routing policy for each area...).
• Moreover provisions for ATN and security will also make more complex the
configuration of ACR. It has been anticipated that the future introduction of
an ATN stack or Security for the data link in the ACR will make more
complex the customization, and would hence have become impractical via
an avionics HMI.
• ACR HMI has been minimized to fit on the RMP and should be minimalist.
Developing the ACR HMI on CDS would have increased the ACR cost and
complexity.
• On ATSU, some airlines have asked Airbus to protect the VHF Scan Mask
MCDU access by a password or other solutions. Airbus has chosen the
database to answer to this airline need.
• For ACR configuration, it is faster to load a database than to enter manually
all parameters.
• Tools will be proposed to airlines to customize their own database after EIS.
2.2. CUMBERSOMENESS OF DO200A PROCESS FOR A380?

ACR seems to be heavier than ATSU probably because ACR DO-200A
customization offers more services.
It is worth noting that R-CF offers four levels of customization.
• The simplest (Step 1), the so-called “enabler” allows for the Airlines to
indicate the Service Providers they wish to operate with. This is R-CF who
defines the database (world map breakdown, routing policies) based on this
information.
• A simplified level (Step 2a) that allows for the Airlines to indicate the
ordered list of Service Providers (RP00) they wish to operate with on a
regional basis and a global definition of the other routing policies. The world
map breakdown is done by R-CF
• A refined level (Step 2a) that is based on the previous one and that allows
for the Airlines to define the RP01 to RP10 on a regional basis. The world
map breakdown is still done by R-CF
• A highly refined level of customization (Step 2b) that allows for the Airlines
to indicate the ordered list of Service Providers (RP00), the other routing
policies on a regional basis and the subdivision of the current world map
breakdown.
The complexity of the ACR customization is very dependant on the level of

optimization the airlines are looking for. For the basic level of optimization, the
ACR customization is very simple.
- A 247 -
- A 248 -
Getting to grips with FANS – Part III – Issue III Table of contents
PART III – TABLE OF CONTENTS
Abbreviations....................................................................................................................... 3
Part III – Executive Summary ...................................................................................... 7
B5. FANS B operational procedures ............................................................... 11
B5.1. Introduction ........................................................................................13
B5.2. Pre-flight phase...................................................................................13

B5.2.1. ICAO flight plan filling .........................................................................13
B5.2.2. Pre-flight checks .................................................................................14
B5.3. Notification procedures .......................................................................16

B5.3.1. Data Link Initiation Capability (DLIC) service .....................................16
B5.3.1.1. Manual notification with logon function .....................................................16
B5.3.1.2. Automatic notification with Contact function ..............................................17
B5.4. CPDLC procedures ...............................................................................19

B5.4.1. Initial CPDLC connection .....................................................................19
B5.4.2. CPDLC connection transfer ..................................................................22
B5.4.2.1. Transfer between ATC centres .................................................................22
B5.4.2.2. Abnormal cases at the time of the transfer of connection ............................26
B5.4.3. CPDLC termination ..............................................................................26
B5.4.3.1. During a transfer from one ATC centre to another, both using CPDLC............26
B5.4.3.2. During a transfer from one ATC centre using CPDLC to another using CPDLC .26
B5.4.3.3. Open dialogue during CPDLC termination ..................................................28
B5.4.4. Inhibition of CPDLC application ...........................................................28
B5.4.5. Failures of the CPDLC connection ........................................................28
B5.4.6. Intentional CPDLC shutdown...............................................................28
B5.4.7. Loss of communication means.............................................................29
B5.4.8. Use of CPDLC in the event of voice radio communication failure .........29
B5.4.9. Recommendations for exchange of CPDLC messages ..........................30
B5.4.9.1. To be known.........................................................................................30
B5.4.9.2. Expected delays in responding to CPDLC messages ....................................31
B5.4.9.3. Responding to CPDLC messages ..............................................................31
B5.4.9.4. Multi-elements messages .......................................................................32
B5.4.9.5. Downlink free text .................................................................................32
B5.4.9.6. CPDLC dialogue closure ..........................................................................32
B5.4.9.7. DCDU management ...............................................................................32
B5.4.9.8. Reverting from CDPLC to voice ................................................................33
B6. FANS B integration........................................................................................ 37
B6.1. FANS B retrofit ....................................................................................38

B6.1.1. Air Traffic Service Unit (ATSU) ............................................................38
B6.1.1.1. Router function .....................................................................................39
B6.1.2. Data link Control and Display Unit (DCDU) ..........................................40
-B1-
Table of contents Getting to grips with FANS – Part III – Issue III
B6.1.3. ATC message push-button .................................................................. 40
B7. FANS B world status ..................................................................................... 43
B7.1. LINK airspace ..................................................................................... 44

B7.1.1. Operational concept............................................................................ 44
B7.1.2. Area of application.............................................................................. 44
B7.1.3. LINK 2000+ operational procedures................................................... 45
B7.1.4. Contacts ............................................................................................. 46
B8. Starting FANS B operations ....................................................................... 47
B8.1. General ............................................................................................... 48
B8.2. Data link : contracts and declarations................................................. 48

B8.2.1. Contracts with Data link Service Providers (DSP)............................... 48
B8.2.2. Aircraft declaration to data link service providers and ATC centres .... 48
B8.2.3. Recommendations .............................................................................. 49
B8.3. Impacts on aircraft configuration ....................................................... 49

B8.3.1. ATSU SCAN MASK ............................................................................... 49
B8.3.2. CMA address database ........................................................................ 49
B8.4. Get the operational approval .............................................................. 50

B8.4.1. General requirements ......................................................................... 50
B8.4.2. Aircraft configuration ......................................................................... 51
B8.4.3. Flight crew training/qualification ....................................................... 51
B8.4.3.1. General recommendations ..................................................................... 51
B8.4.3.2. Proposed qualification means ................................................................. 52
B8.4.3.3. Academic training ................................................................................. 52
B8.4.3.4. Operational training .............................................................................. 54
B8.4.4. Maintenance personnel training.......................................................... 58
B8.4.5. Approved documentation.................................................................... 59
B8.4.5.1. FANS B Airworthiness Approval Summary ................................................ 59
B8.4.5.2. Minimum Equipment List........................................................................ 59
B8.4.5.3. Aeroplane Flight Manual ........................................................................ 60
-B2-
Getting to grips with FANS – Part III – Issue III Abbreviations
ABBREVIATIONS

-B3-
Abbreviations Getting to grips with FANS – Part III – Issue III

CTA Control Area
DL Down Link
DM Downlink Message
-B4-
Getting to grips with FANS – Part III – Issue III Abbreviations

LSK Line Select Key
Mode S Radar Mode S
-B5-
Abbreviations Getting to grips with FANS – Part III – Issue III

TMA Terminal Area
UL Up Link
UM Uplink Message
VDL VHF Data Link
VDR VHF Data Radio
-B6-
Getting to grips with FANS – Part III – Issue III Executive Summary
PART III – EXECUTIVE SUMMARY
B5. FANS B OPERATIONAL PROCEDURES
Pre-flight phase
ICAO flight plan filling

flight plan.
o The data link capability is notified by a letter J to be entered in the field 10.
o The other capabilities are given in the field 18 (Other Information). The
following codes have to be used :
- Following DAT/ information : V (VHF data link), M (SSR Mode S data
link),
- For aircraft having CPDLC capability, the flight crew shall insert
COM/CPDLC.
Pre-flight checks
those checks :
- GPS availability
- UTC time settings
- RNP capability
- Data link communications availability
• On MCDU>ATSU MENU>COMM MENU>COMM CONFIG page for the
Aircraft Registration Number,
• On MCDU>ATSU MENU>ATC MENU>NOTIFICATION page for the flight
number.
- Airlines’ priority list of contracted DSP for FANS operations with this
aircraft
Notification procedures
The aim of the notification is to :
- Notify the appropriate ATC centre of the capabilities and specifics of the
aircraft data link communication applications,
- Give the flight identification, the aircraft address, and the departure and
destination airports.
When no other CPDLC connections have been established with a previous ATC
centre, the flight crew must perform a DLIC notification (e.g. prior to departure,
prior to entering a data link airspace).
The DLIC notification can be initiated:

- Automatically by the ATSU using the Contact function.
-B7-
Executive Summary Getting to grips with FANS – Part III – Issue III
The DLIC notification must be successfully completed 15 to 45 minutes prior to

entering the airspace and prior to any connection is being established.
CPDLC procedures
CPDLC connection
o Once the DLIC notification has been successfully done, the ATC centre will
initiate a CPDLC connection (no action required from the flight crew). CPDLC
messages shall only be sent when the aircraft is assumed by the ATC (i.e.
reception of the uplink message indicating the name of the ATC).
o Checks are automatically done by the ATSU to validate or reject the
connection:
relative to the next data link ATC to control the aircraft
- Connection is rejected in all other cases
o Once connection is established:
- For the technical connection, the active connected ATC centre is then
displayed on the DCDU, and on the CONNECTION STATUS page of the
MCDU.
- For the operational connection, a uplink message indicating the name of
the current ATC (e.g. EDYY, MAASTRICHT, CENTER) is received.
o Any received message shall be promptly answered (100-second timer)
and shall be closed once the response has been sent.
o A Voice read-back is required for any messages related to any changes of
the aircraft trajectory in the framework of the FANS B system.

o As soon as a failure of the CPDLC connection is noticed by either the crew or
the ground controller, voice will be used to inform the other part of the failure
and to co-ordinate further actions.
o At that time, pending CPDLC messages should be considered as not delivered
and the entire dialogue related to these messages should be restarted on
voice.
o Once a connection has been lost, a complete re-connection procedure (DLIC
notification + Connection) should be done.

o To inform the aircraft avionics (i.e. ATSU) that a transfer of control will occur,
the current active ATC sends a so-called NDA message (Next Data
Authority) to the aircraft. This is the only way for the ATSU to be aware of
and to accept the connection with the next ATC centre.
o Once a NDA message has been received, the aircraft is waiting for the
o Under normal circumstances the CPDLC connection should be established with
the Next Data Authority prior to the connection between the aircraft and the
current data authority being terminated.
-B8-
Getting to grips with FANS – Part III – Issue III Executive Summary
DCDU management
When a message is received by the ATC ground system (i.e. RECEIVD BY ATC
indication is displayed on DCDU), always close the message via the CLOSE soft
key to clear DCDUs. Once closed, the message can be recalled via the RECALL soft
key.
Reverting from CPDLC to Voice

o Whenever a CPDLC message is ambiguous.
o Whenever an operational timer related to a CPDLC message times out.
o Whenever an error is replied to a CPDLC message.
o Whenever a timely execution of clearances or instructions transmitted by
CPDLC is required.
o To correct any sent CPDLC messages including incorrect parameters.
B6. FANS B integration
FANS B retrofit
To install the FANS B package on a A320 aircraft, the following equipment is
required :
- 1 ATSU CSB5,
- 2 DCDUs;
- 2 ATC message push-buttons,
- 1 VHF Data Radio (VDR) for data and voice communications capable of
VDL mode 2.
B7. STATUS OF FANS B IMPLEMENTATION
o For the time being only remote areas such as oceanic or desert areas are
implemented with FANS over ACARS network, and European airspaces with
FANS over ATN. The deployment over FAA airspaces is frozen.
o In European airspaces, VHF channels are congested and CPDLC is expected to
alleviate these congested channels. Surveillance is still performed via SSR.
o FANS operations over ATN will be deployed over the European airspaces on a
step-by-step basis until 2011.
B8. STARTING FANS B OPERATIONS
To ensure proper operations of FANS B aircraft in high-density continental data

link airspaces, the operator needs to ensure the following before starting
operations :

routes.
-B9-
Executive Summary Getting to grips with FANS – Part III – Issue III

o To operate in FANS environment, it is necessary to have a contract with at
least one of the major service providers (ARINC or SITA) for VHF data link.
o For ATC data link, each individual aircraft must be declared and namely
identified through its Aircraft Registration Number in DSP tables.
Impacts on aircraft configuration

o Once the airline has selected the DSPs, the aircraft configuration needs to be
adapted accordingly. This can be achieved through customization of the ATSU
(Air Traffic Service Unit) scan mask for VHF data link.
Individual operational authority may choose the "means of compliance" stating
what the applicant airline may have to demonstrate. However, the following items
will have to be complied with :
- Aircraft configuration
The aircraft should be configured in accordance with the approved
certification configuration for FANS B operations
- Flight crew training/qualification
understanding, knowledge and operational use of the three C, N and S
dimensions of the CNS/ATM concept.
- Maintenance training
- Approved operational documentation
The applicant airline should present to its relevant authority the FANS B
Airworthiness Approval Summary, the MEL and the AFM to be
approved.

aircraft intention to operate in FANS mode (refer to FANS B Airworthiness
Approval Summary for test procedures).
- B 10 -
Getting to grips with FANS – Part III – Issue III B5 – FANS B operational procedures
B5. FANS B OPERATIONAL PROCEDURES
B5.1 Introduction 13
B5.2 Pre-flight phase 13
B5.2.1 ICAO flight plan filling 13
B5.2.2 Pre-flight checks 14
B5.3 Notification procedures 16
B5.3.1 Data Link Initiation Capability (DLIC) service 16
B5.3.1.1 Manual notification with logon function 16
B5.3.1.2 Automatic notification with Contact function 17
B5.4 CPDLC procedures 19
B5.4.1 Initial CPDLC connection 19
B5.4.2 CPDLC connection transfer 22
B5.4.2.1 Transfer between ATC centres 22
B5.4.2.2 Abnormal cases at the time of the transfer of connection 26
B5.4.3 CPDLC termination 26
B5.4.3.1 During a transfer from one ATC centre to another, both using 26
CPDLC
B5.4.3.2 During a transfer from one ATC centre using CPDLC to 26
another using CPDLC
B5.4.3.3 Open dialogue during CPDLC termination 28
B5.4.4 Inhibition of CPDLC application 28
B5.4.5 Failures of the CPDLC connection 28
B5.4.6 Intentional CPDLC shutdown 28
B5.4.7 Loss of communication means 29
B5.4.8 Use of CPDLC in the event of voice radio 29
communication failure
- B 11 -
B5 – FANS B operational procedures Getting to grips with FANS – Part III – Issue III
B5.4.9 Recommendations for exchange of CPDLC messages 30

B5.4.9.1 To be known 30
B5.4.9.2 Expected delays in responding to CPDLC messages 31
B5.4.9.3 Responding to CPDLC messages 31
B5.4.9.4 Multi-elements messages 32
B5.4.9.5 Downlink free text 32
B5.4.9.6 CPDLC dialogue closure 32
B5.4.9.7 DCDU management 32
B5.4.9.8 Reverting from CDPLC to voice 33
- B 12 -
B5.1. INTRODUCTION
The following chapter depicts some important and general procedures for an
operational use of CNS/ATM systems.
As already explained FANS operations are and will regionally started, based on the
availability of ground equipment and technologies. Operational procedures are
defined and published in Flight Crew Data Link Guidance for Link 2000+ Services.
The following procedures are based on this document as per 15 JAN 07 (available
at http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html).
The here-below recommendations are based on this manual. Detailed descriptions

of the applications are provided in Part I.
It has to be noticed that CPDLC is intended to non-time critical en-route

communications.
In ATN environment for Pioneer and Incentive phases of the Link 2000+
programme, voice communications remain the primary means of
communication. If the flight crew experiences any difficulty to maintain data link
communications, the flight crew shall revert to voice.
Note : A practical operational scenario is provided in Appendix E for any

procedures described in the following sections.
B5.2. PRE-FLIGHT PHASE

As for any flight, it is the commander's responsibility to ensure that crew FANS
training qualifications, aircraft and operational approval are satisfied for the
intended flight (refer to B8.4.3 – Flight crew training/qualification).
B5.2.1. ICAO FLIGHT PLAN FILLING

flight plan. A letter code has been defined for this information.
The data link capability is notified by a letter J to be entered in the field 10

(Equipment). The other capabilities are given in the field 18 (Other
Information). The following codes have to be used :
• After DAT/ information : V (VHF data link), M (SSR Mode S data link),
• For aircraft having CPDLC capability, the flight crew shall insert
COM/CPDLC.
10 - EQUIPMENT J / - J for Data Link.
DAT / V - V for VHF data link.

18 - OTHER INFORMATION
COM/CPDLC
- B 13 -
If RNP is expected, field 18 will also mention: NAV/RNP. (Refer to “Getting to

grips with modern navigation” brochure).
The A/C ICAO CODE is also to be notified in the field 18 preceded by CODE/.
This will be used for correlation purposes by the ATC through a comparison of it
with the one contained in the notification. Refer to B5.2.2 – Pre-flight checks.
B5.2.2. PRE-FLIGHT CHECKS

those checks:
• GPS availability
• UTC time settings
• RNP capability
• Data link communications availability (e.g. VHF3 set to DATA)
• The initialization of data link systems :
- On MCDU>ATSU MENU>COMM MENU>COMM CONFIG page for the A/C
ICAO Code.
- On MCDU>ATSU MENU>ATC MENU>NOTIFICATION page for the flight
number.
• Airlines’ priority list of contracted DSP for FANS operations with this aircraft
(refer to B8.3.1 – ATSU SCAN MASK).
To guarantee the success of the notification process, it is highly recommended to

check :
• The correct ATC centre address (4 to 8 characters) has been entered in
the NOTIFICATION page,
• The flight number filled in the ATC flight plan (field 7) matches the one
displayed in the NOTIFICATION page (use ICAO format i.e. three-letter
code, do not use IATA format i.e. two-letter code and do not insert leading
zero into the flight number),
• Departure and destination airports are identified with their ICAO 4-
letter codes.
If the data link is to be used a short time after the departure, the notification
(described here after) will have to be completed prior to take off. As a general
rule, it is worth noting that the notification should be completed 15 to 45 minutes
before entering the CPDLC airspace.
Note 1 : Some figures in the following sections illustrate some exchanges via data
link between the aircraft and the ATC centre. In order to ease the understanding
of these figures, the LACK is not illustrated even if the use of LACK is required for
some regions.
Note 2 : The Context Management (CM) and Controller Pilot Data Link
Communication (CPDLC) applications and their related services are described in
details in part I.
- B 14 -
- B 15 -
B5.3. NOTIFICATION PROCEDURES

The aim of the notification via the Data Link Initiation Capability (DLIC) service is
to provide necessary information to enable data link communications. The
information is transmitted through the Context Management (CM) application.
The notification should be completed between 15 and 45 minutes before

entering the airspace. The appropriate time for notification is published in AIP of
the concerned state. For Maastricht airspace, the notification is expected to be 30
minutes prior to entry.
B5.3.1. DATA LINK INITIATION CAPABILITY (DLIC) SERVICE

The DLIC service consists of two functions (Logon and Contact functions). The
DLIC service does not provide functions to establish CPDLC connection.
The Logon function is used for transmitting the necessary information required for
flight plan association and CPDLC information required for connection
establishment. The Logon function is manually triggered in case of initial
notification, or is automatically triggered in case of transfer from one ATC centre
to another.
The Contact function provides the Current Data Authority (CDA) with a means to
transfer an aircraft to the Next Data Authority (NDA). This function is transparent
to the flight crew.
B5.3.1.1. MANUAL NOTIFICATION WITH LOGON FUNCTION

The initial notification is performed through the Logon function. For this purpose,
enter the ICAO code of the ATC centre ((4 to 8 characters) to notify in the
CONNECTION ATSU DLK>NOTIFICATION page on MCDU. On pressing on NOTIFY
key (2R), a Logon request is sent to the ground. Refer to Figure 5-1.
As a response, the notified ATC centre sends a Logon response to the aircraft.
On the NOTIFICATION page, the ATC centre is then declared as notified with the
corresponding time.
From an operational point of view, a successful notification is mandatory prior to

any CPDLC communications.
- B 16 -
MCDU
F R O M / T
EFHF/LFP
EDYY
Logon request
Logon response
MCDU
F R O M / T
EFHF/LFP
EDYY NOTIFIED 1233Z
Figure 5-1
Manual notification
B5.3.1.2. AUTOMATIC NOTIFICATION WITH CONTACT FUNCTION

With the Contact function, the ATC centre requests the aircraft to initiate the
Logon function with another ATC centre. Therefore, the Current Data Authority
(CDA) sends a Contact request to the aircraft. On reception of this Contact
request, the aircraft sends a Logon request to the NDA.
The Next Data Authority (NDA) sends a Logon response to the aircraft while
receiving the Logon request. To close the Contact process, the aircraft sends a
Contact response to the CDA on reception of the Logon response. Refer to
B5.4.2.1 – Transfer between ATC centres.
The entire process is transparent to the flight crew.
- B 17 -
Pre-flight phase
• ICAO F-PLN filling
flight plan.
- The data link capability is notified by a letter J to be entered in the
field 10.
- The other capabilities are given in the field 18 (Other Information).
The following codes have to be used :
o Following DAT/ information : V (VHF data link), M (SSR Mode S
data link),
o For aircraft having CPDLC capability, the flight crew shall insert
COM/CPDLC.
• Pre-flight checks
those checks :
- GPS availability - RNP capability
- UTC time settings - Data link communications availability
o The Aircraft Registration Number on the MCDU>ATSU
MENU>COMM MENU>COMM CONFIG page,
o The flight number on the MCDU>ATSU MENU>ATC
MENU>NOTIFICATION page.
- Airlines’ priority list of contracted DSP for FANS operations with this
aircraft
Notification procedures
• The aim of the notification is to :
- Notify the appropriate ATC centre of the capabilities and specifics of
the aircraft data link communication applications,
• When no other CPDLC connection has been established with a previous ATC
centre, the DLIC notification must be exercised (e.g. prior to departure,
prior to entering a data link airspace).
• The DLIC notification can be initiated:
- Automatically by the ATSU using the Contact function.
The DLIC notification must be successfully completed 15 to 45 minutes
prior to entering the airspace and prior to any connection is being
established.
- B 18 -
B5.4. CPDLC PROCEDURES

The CPDLC application provides direct communications between the air traffic
controller and the flight crew. Based on this application, three services are
available :
• The ATC Communication Management (ACM) service to handle CPDLC
establishment and termination,
• The ATC Clearance (ACL) service for the exchange of clearances and
requests,
• The ATC Microphone Check (AMC) service to check if one aircraft is not
blocking a voice channel.
The time at which the ATC centre will attempt a CPDLC connexion varies according
to the ATC centres. For Maastricht, the CPDLC start request is sent approximately
10 minutes before entering the airspace.
B5.4.1. INITIAL CPDLC CONNECTION

Once the ATC centre is indicated as notified in the MCDU NOTIFICATION page, a
CPDLC connection is expected from this ATC centre.
The flight crew shall only initiate CPDLC messages when the ATC centre has
enabled CPDLC. The flight crew shall not send CPDLC messages before CPDLC is
enabled. Any attempt to send CPDLC messages before CPDLC is enabled results in
uplink error message TRANSFER NOT COMPLETED – REPEAT REQUEST 1 displayed
on DCDU.
The flight crew knows that the ATC centre has enabled CPDLC when :
• The flight crew have made an initial voice contact,
• A uplink message indicating the name of the ATC centre is displayed on the
DCDU. For Maastricht, the message is EDYY, MAASTRICHT, CENTER.
Checks are automatically done by the ATSU to validate or reject the connection :
• Connection is accepted if no previous connection already exists,
• Connection is accepted if it is relative to the next data link ATC to control
the aircraft,
• Connection is rejected in all other cases.
Hereinafter a comprehensive description of the initial CPDLC connection is

provided. Since CPDLC is to be used for non-time critical en-route
communications, the scenario described below relates either a transfer from a
departure control to an en-route control, or a transfer from an ATC centre not
using CPDLC to an ATC centre using CPDLC. Refer to Figure 5-2.
1
This is a standardised message. This message will be uplinked even if the early CPDLC
attempt precedes an initial CPDLC connection.
- B 19 -
Bold font is used to identify human interactions.
1. The flight crew sends a logon request to the Receiving ATC (R-ATC) as
already described in B5.3.1.1 – Manual notification with logon function.
2. As a response, the R-ATC sends a logon response to the aircraft.
3. On one hand, the Transmitting ATC (T-ATC) instructs via voice the flight
crew to contact or to monitor the R-ATC on a given frequency.
4. The flight crew copies the T-ATC instruction via voice while tuning the
instructed frequency on the RMP.
5. On the other hand, the R-ATC initiates the CPDLC connection through a CPDLC
start request.
6. The airborne system confirms the receipt of the CPDLC start request. The name
of the active ATC is displayed in green on DCDU (e.g. ACTIVE ATC : EDYY
CTR).
7. The flight crew contacts by voice (or monitor as appropriate) the R-ATC,
whereas the airborne system notifies the R-ATC that it becomes the CDA. The
technical connection is established. However, the operation connection is not yet
completed. Refer to the following step.
8. The R-ATC sends a uplink message identifying the R-ATC to the flight
crew (e.g. “EDYY, MAASTRICHT, CENTER”). This message confirms that
CPDLC is well established from an operational point of view. The ATC assumes
the aircraft.
The flight crew should not send any downlink message to the R-ATC until the R-ATC
has identified himself by sending its designation (e.g. EDYY, MAASTRICHT,
CENTER). Early sending of downlink messages may results in rejection of these
messages by the ground. The ground will send to the airborne system an error
message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST displayed on
DCDU.
- B 20 -
MCDU
F R O M / T
EFHF/LFP
Logon request EDYY NOTIFIED 1233Z

1
Logon response Contact / Monitor
2
by voice
3
WILCO by voice
4
CPDLC start request DCDU
5
CPDLC start response
6
ACTIVE ATC : EDYY CTR
Contact by voice
CDA 7
ATC unit name 1559Z FROM EDYY

8 CURRENT ATC UNIT
EDYY, MAASTRICHT, CTR
R-ATC T-ATC
Figure 5-2
Initial CPDLC connection
When the CPDLC connection has been established, the active ATC is indicated on
both DCDU and MCDU.
ACTIVE ATC : EDYY CTR EDYY
----
- B 21 -
B5.4.2. CPDLC CONNECTION TRANSFER

The following paragraphs describe a thorough explanation of the retained
mechanisation.
• The ATC unit that initiates the transfer is called the Transferring ATC
(T-ATC),
• The ATC unit that receives the aircraft is called the Receiving ATC
(R-ATC),
• The ATC unit that uses data link and is currently responsible of the aircraft
is usually called the Current Data Authority (CDA).
• The ATC unit that uses data link and is designated by the CDA for an
onward transfer is usually called the Next Data Authority (NDA).
B5.4.2.1. TRANSFER BETWEEN ATC CENTRES

Since CPDLC is restricted to non-time critical en-route communications, three
kinds of scenarios may occur :
• The T-ATC does not use data link whereas R-ATC uses data link (e.g.
transfer from departure control to en-route control),
• Both T-ATC and R-ATC use data link,
• The T-ATC uses data link whereas R-ATC does not use data link (e.g.
transfer from en-route control to approach control)
Voice and data link communications relative to these scenarios are detailed in the
following section.
B5.4.2.1.1. Transfer from T-ATC not using CPDLC to R-ATC using CPDLC
For this scenario, two cases may occur :
• A transfer from the departure control to an en-route control, or
• A transfer between two en-route ATC centres, the first one does not use
data link.
In both cases, an initial CPDLC connection has to be performed. Refer to B5.4.1 –

Initial CPDLC connection for more details.
B5.4.2.1.2. Transfer from T-ATC to R-ATC, both using CPDLC
• Transfer between sectors – No change of CPDLC connection
In case of inter-sector transfers, the CPDLC connection is maintained. The

procedure describes hereinafter is also valid for a frequency change within a
sector. Refer to Figure 5-3.
- B 22 -
1. The T-ATC sends a data link Voice Contact Instruction (VCI) to the
flight crew to be transferred (e.g. CONTACT EDYY 127.13).
2. The flight crew answers WILCO on the DCDU. At this stage, no CPDLC
messages can be sent to the T-ATC anymore. The transfer of data link is
fully managed by the ground and is transparent to the flight crew.
3. While sending the WILCO response, the flight crew tunes the assigned
frequency on the RMP and contacts the R-ATC.
4. The R-ATC sends a data link message containing its name (e.g. EDYY,
MAASTRICHT, CENTER) and becomes the Current Data Authority.
DCDU DCDU
1559Z FROM EDYY 1556Z FROM EDYY WILCO

CURRENT ATC UNIT CONTACT EDYY 127.13
EDYY, MAASTRICHT, CTR
3 2
ATC Unit Contact

name
Contact
by voice WILCO
4 1
R-ATC T-ATC
Figure 5-3
Transfer between ATC sectors – No change of CPDLC connection
- B 23 -
• Transfer between centres – Use of DLIC Contact function
For transferring an aircraft from one centre to another, a CPDLC disconnection

occurs. There are two methods to transfer the CPDLC connection :
- The ground-ground logon forwarding process, and
- The transfer using the DLIC Contact function.
The ground-ground logon forwarding process should be the normal procedure.

The DLIC Contact function is to be used when the ground-ground logon
forwarding process failed or is not available. For the Pioneer phase (and likely
Incentive phase) of the Link 2000+ programme, the ground-ground logon
forwarding process is not implemented. Consequently, transfers will be performed
while using the DLIC Contact function.
Both methods are transparent to the flight crew. Hereinafter is described the
transfer process based on DLIC Contact function. Refer to Figure 5-4.
1. The T-ATC sends a Contact request to the airborne system and subsequently
notifies the NDA to the airborne system. A message indicating the name of
the R-ATC is displayed on DCDU.
2. While receiving the Contact request from the T-ATC, the airborne system sends
a Logon request to the R-ATC.
3. The R-ATC replies the airborne system with a Logon response.
4. This Logon response allows the airborne system to send a Contact response to
the T-ATC.
5. On one hand, after sending the logon response to the airborne system, the R-
ATC initiates the CPDLC connection by sending a CPDLC start request.
6. The airborne system confirms the reception of the CPDLC start request. The
name of the R-ATC is displayed in white on DCDU (e;g. NEXT ATC : LFFF
CTR) underneath the ACTIVE ATC indication, and in green in the MCDU
7. On the other hand, the T-ATC sends a Voice Contact Instruction (VCI)
coupled with an instruction to end the CPDLC connection.
When the flight crew replies WILCO to the VCI, a CPDLC end confirmation is
appended to this response. At that stage, the CPDLC connection with the T-ATC
is ended.
8. The flight crew contacts by voice the R-ATC, whereas the airborne system
notifies the R-ATC that it becomes the CDA.
9. The R-ATC sends a uplink message identifying the R-ATC to the flight
crew (e.g. EDYY, MAASTRICHT, CENTER). This message confirms that
CPDLC is well established from an operational point of view. The ATC assumes
the aircraft.
- B 24 -
DCDU
ACTIVE ATC : LFFF CTR

NEXT ATC : LFFF CTR DCDU
1540Z FROM EDYY
NEXT DATA AUTHORITY

LFFF
EDYY
LFFF Contact request

NDA 1
MCDU Logon request
2
Logon response
3
Contact
4
CPDLC start request
5
CPDLC start response
6
VCI
DCDU
CPDLC end request 7
1556Z
1556Z FROMFROM EDYY
EDYY CTL WILCWILCO
WILCO
CONTACT
CONTACTLFFF
LFFF128.275
128.275
7 CPDLC end confirmation
Contact / Monitor DCDU
by voice
CDA 8
ACTIVE ATC : LFFF
ACTIVE ATC :CTR
LFFF CTL
ATC unit name
9
1559Z 1559Z
FROMFROM
LFFF LFFF CTL
CURRENTLFFF,
ATCPARIS,
UNIT CENTER
LFFF, PARIS, CTR
R-ATC T-ATC
Figure 5-4
Transfer between ATC centres – Use of DLIC Contact function
- B 25 -
The flight crew should not send any downlink message to the R-ATC until the R-ATC
has identified himself by sending its designation (e.g. EDYY, MAASTRICHT,
CENTER). Early sending of downlink messages may results in rejection of these
messages by the ground. The ground will send to the airborne system an error
message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST displayed on
DCDU.
B5.4.2.1.3. Transfer from T-ATC using CPDLC to R-ATC not using CPDLC
For this scenario, two cases may occur :
• A transfer from the en-route control to an approach control, or
• A transfer between two en-route ATC centres, the second one does not use
data link.
In both cases, a CPDLC termination has to be performed. Refer to B5.4.3 – CPDLC

termination for more details.
B5.4.2.2. ABNORMAL CASES AT THE TIME OF THE TRANSFER OF CONNECTION
Unable to contact R-ATC by voice

When the flight crew is unable to contact the R-ATC on the frequency instructed in
the VCI, the flight crew shall contact the T-ATC by voice for further instructions.
B5.4.3. CPDLC TERMINATION

A CPDLC connection is terminated in two cases :
• During a transfer from one ATC centre to another, both ATC centres using
CPDLC, or
• During a transfer from one ATC centre to another, the second ATC centre
does not use CPDLC.
B5.4.3.1. DURING A TRANSFER FROM ONE ATC CENTRE TO ANOTHER, BOTH

USING CPDLC
Please refer to B5.4.2.1.2 – Transfer from T-ATC to R-ATC, both using CPDLC for
details on the procedure.
B5.4.3.2. DURING A TRANSFER FROM ONE ATC CENTRE USING CPDLC TO

ANOTHER USING CPDLC
Such a transfer occurs when the aircraft is transferred :
• Either between two en-route ATC centres, the R-ATC does not use CPDLC,
• Or between an en-route control and an approach control, since CPDLC is
intended for non-time critical communications.
This type of transfer is detailed hereinafter. Refer to Figure 5-5.
- B 26 -
1. The T-ATC sends a Voice Contact Instruction (VCI) coupled with an

instruction to end the CPDLC connection.
2. When the flight crew replies WILCO to the VCI, a CPDLC end confirmation is
appended to this response. At that stage, the CPDLC connection with the T-ATC
is ended.
3. The flight crew contacts by voice the R-ATC.
VCI
DCDU 1
CPDLC end request
1556Z FROM EDYY WILCO
CONTACT LFFF 128.275
WILCO
2 CPDLC end confirmation
Contact by voice
3
R-ATC T-ATC
Figure 5-5
CPDLC termination
- B 27 -
B5.4.3.3. OPEN DIALOGUE DURING CPDLC TERMINATION

If some dialogues remain open (initiated either by the ATC controller or the flight
crew) at the time when a CPDLC end request is received on board :
• The dialogues are maintained open if the flight crew replies UNABLE or
STAND BY to the VCI,
• The dialogues are cancelled if the flight crew replies WILCO to the VCI.
If the ATC controller decides to transfer the aircraft without waiting for the
responses to any open dialogues, before initiating the transfer, the ATC controller
should revert to voice in order to avoid any ambiguity implied by the open
dialogues.
B5.4.4. INHIBITION OF CPDLC APPLICATION

On board, the system inhibits the CPDLC application upon the following events :
• On system power on (after power cuts or software resets),
• On flight number change (from the FMS INIT page),
• On manual disconnection of CPDLC by the flight crew (via the CONNECTION
STATUS page),
• At the end of flight (last engine shutdown).
The system resumes the CPDLC application when the flight crew initiates a
manual notification (whatever the result of the notification).
When the CPDLC application is inhibited, any valid CPDLC connection request is
rejected by the system (transparent for the flight crew). The system justifies the
connection rejection with an error downlink message followed by a free text
AIRCREW HAS INHIBITED CPDLC.
B5.4.5. FAILURES OF THE CPDLC CONNECTION

As soon as a failure of the CPDLC connection is noticed by either of the flight crew
member or ground controller, voice will be used to inform the other part of the
failure and to co-ordinate further actions. The flight crew or the ATC controller
should preface the information with the phrase CPDLC FAILURE.
At that time, pending CPDLC messages should be considered as not delivered and
the entire dialogue related to these messages should be restarted on voice.
B5.4.6. INTENTIONAL CPDLC SHUTDOWN

If a CPDLC shutdown is planned, a NOTAM is published to inform of the shutdown
period and the voice frequencies to be used.
Aircraft currently connected to affected ATCs are informed either by CPDLC or by

voice of the CPDLC shutdown.
- B 28 -
B5.4.7. LOSS OF COMMUNICATION MEANS

If the aircraft flies an area not covered by VDL 2 antennas, a temporary loss of
communication means occurs. This temporary loss is notified to the flight crew as
follows.
If a loss of communication lasts less If no message is open when the

than 6 minutes, the flight crew is communication means is lost, the
notified by the message “ATC indication “NO ATC DLK” is added to the
DATALINK COM NOT AVAILABLE”. default page.
If the communication means loss lasts

For any messages remained open, the more than 6 minutes, all active
SEND key is not available. The CPDLC connections are definitively
indication “NO ATC DLK” is displayed. disconnected.
B5.4.8. USE OF CPDLC IN THE EVENT OF VOICE RADIO COMMUNICATION FAILURE

The voice communication remains the primary means of communication
in ATN environment.
Consequently, even if a CPDLC connection exists, the flight crew shall apply all the
procedures provisioned in the event of radio communication loss.
- B 29 -
B5.4.9. RECOMMENDATIONS FOR EXCHANGE OF CPDLC MESSAGES

This chapter depicts the various operational points for a proper understanding and
use of the CPDLC system.
Lists of all the up and down link messages supported by the CPDLC system are
given in Appendix A.
B5.4.9.1. TO BE KNOWN
B5.4.9.1.1. Technical acknowledgement
Thanks to the ATN protocol, either the flight crew or the ATC controller gets the
assurance that the sent message is displayed on the recipient’s HMI. This is valid
only in areas where the LACK is used.
When a downlink message is sent, the indication RECEIVD 2 BY ATC is displayed in

the information zone of the DCDU, at the reception of the corresponding LACK.
However, there is an exception when the aircraft is transferred to another ATC.

When the flight crew sends WILCO as a response to the Voice Contact Instruction
(e.g. CONTACT EDYY 127.13), the ground system will not return any LACK.
Therefore, the indication SENT will be directly displayed on the DCDU, instead of
RECEIVD BY ATC.
Indeed, when the WILCO response is sent, the ATSU appends a disconnection
request to this response. Then the T-ATC is no more connected to the aircraft.
B5.4.9.1.2. Technical acknowledgement not received on due time
When an uplink LACK (related to a

downlink message) is received after
the expiration of the technical response
timer, an amber SEND FAILED
indication and an amber OPEN status
are displayed on DCDU.
The flight crew shall revert to voice.
B5.4.9.1.3. Message not received on due time

For uplink messages, if the receipt time of a message reveals a difference with its
timestamp greater than the message latency timer, the message is rejected and
not displayed on DCDU. An error message UPLINK DELAYED IN NETWORK AND
REJECTED. RESEND OR CONTACT BY VOICE is then automatically downlinked to
the ATC controller.
2
One ‘E’ is omitted due to space restrictions imposed by the interface.
- B 30 -
For downlink messages, the same principle may apply according to the local
implementation of the ATC ground systems. If the ground systems discard
delayed downlink messages, the ATC controller will not see the downlink message
and the flight crew will receive the error message DOWNLINK DELAYED – USE
VOICE. The flight crew shall revert to voice.
B5.4.9.1.4. Uplink error messages

The flight crew may receive some error messages from the ground system. These
messages are triggered for various reasons (e.g. message not supported, multi-
element messages not allowed, transfer not completed, etc). The flight crew
should provide the appropriate response by applying the right procedure.
All these messages are listed in Appendix B with the appropriate procedure.
B5.4.9.2. EXPECTED DELAYS IN RESPONDING TO CPDLC MESSAGES

Delays depend upon numerous varying factors. Thanks to the availability,
integrity and accuracy of the ATN, flight tests showed that messages are sent
within an average delay of 3 seconds. However, the network was not overloaded
by trials. Anyway, the performance requirements are the following :
• An end-to-end transit time of 16 seconds or less for 95% of delivered
messages. Transit being measured as the sum of the downlink transit time
and the uplink transit time.
B5.4.9.3. RESPONDING TO CPDLC MESSAGES

B5.4.9.3.1. Media to be used
When the air traffic controller or the flight crew communicates via CPDLC, the
response should be via CPDLC.
When the air traffic controller or the flight crew communicates via voice, the
response should be via voice.
B5.4.9.3.2. Voice read-back
In the framework of FANS B system, a voice read-back is required for any

messages related to any changes of the aircraft trajectory.
These messages are listed in Appendix A.
B5.4.9.3.3. Recommended answers

When responding to a CPDLC message, the responses proposed by the DCDU
shall be used.
- B 31 -
B5.4.9.4. MULTI-ELEMENTS MESSAGES

• It is highly recommended to avoid potential ambiguity, that the crews do
not send multiple clearance requests in a single message.
• Pilots should send one message per clearance element.
Answering multi-elements messages is prone to misunderstanding since it is done

for the whole message itself and cannot apply to each element individually.
B5.4.9.5. DOWNLINK FREE TEXT

The first FANS B package designed to the Pioneer phase of Link 2000+
programme does not allow sending downlink free text.
B5.4.9.6. CPDLC DIALOGUE CLOSURE

Among the basic assumptions and rules which have presided to the design of the
CPDLC system, the closure of a message is one of the most important to be
known by the crews. Open messages are prone to potential ambiguity and system
issues. They should be avoided as far as possible.
Pilots should answer any received messages within 100 seconds (refer to
the description of operational timers in Part I).
They should be aware of the following definitions, which apply:
• A message is open as long as an associated response is not received or

until the operational timer – Responder expires (refer to the description of
operational timers in Part I),
• A message which needs not an answer is closed once received,
• A message is closed when its associated response, other than STANDBY or
REQUEST DEFERRED, is received or when the operational timer –
Responder expires (refer to the description of operational timers in Part I).
Free text message received on board will be closed once ROGER has been
answered. ROGER is the sole response to any up linked free text.
B5.4.9.7. DCDU MANAGEMENT

From the experience gained from FANS A operations and from the outcomes of
the Human Factors process, it has been noticed that when several messages are
stacked in DCDUs, some pilots mix messages up when treating them.
Consequently, it is strongly recommended to clear DCDUs once messages
are treated.
When a message is received by the ATC ground system (i.e. RECEIVD BY
- B 32 -
ATC indication displayed on DCDU), always close the message via the
CLOSE soft key to clear DCDUs. Once closed, the message can be recalled via
the RECALL soft key.
B5.4.9.8. REVERTING FROM CDPLC TO VOICE

The air traffic control or the flight crew shall revert from CPDLC to voice in the
following cases :
• Whenever a CPDLC message is ambiguous.
• Whenever an operational timer related to a CPDLC message times out.
• Whenever an error is replied to a CPDLC message.
• Whenever a timely execution of clearances or instructions transmitted by
CPDLC is required. Clearances or instructions whose execution is expected
to be within 2 or 3 minutes should be transmitted via CPDLC. If execution is
expected in a shorter period, voice shall be used.
• To correct any sent CPDLC messages including incorrect parameters. Once
a message has been sent, there is no means to cancel it. In order to avoid
duplicate messages that would lead to ambiguous situations, no new CPDLC
messages shall be sent to correct a previous CPDLC message.
In those cases, the air traffic control or the flight crew shall preface their
transmission with the following sentence DISREGARD CPDLC (message content or
type) MESSAGE, BREAK followed by the correction.
If a CPDLC message requiring an operational response is negotiated via voice, an

appropriate CPDLC closure response shall be sent. This ensures the proper closure
of the CPDLC dialogue in accordance with the negotiation made by voice. To do
so, the flight crew may be explicitly instructed to select the appropriate response,
or the flight crew may wait for the operational timer to time out.
- B 33 -
CPDLC Connection
• Once the DLIC notification has been successfully done, the ATC centre
can initiate a CPDLC connection (no action required from the flight crew).
CPDLC messages shall only be sent when the aircraft is assumed by the
ATC (i.e. reception of the uplink message indicating the name of the ATC).
• Checks are automatically done by the ATSU to validate or reject the
connection :
- Connection is accepted if no previous connection already exists or, it
is relative to the next data link ATC to control the aircraft,
- Connection is rejected in all other cases.
• Once connection is established :
- For the technical connection, the active connected ATC centre is then
displayed on the DCDU, and on the CONNECTION STATUS page of the
MCDU.
- For the operational connection, a uplink message indicating the name
of the current ATC (e.g. EDYY, MAASTRICHT, CENTER) is received.
• Pilots should answer any received messages within 100 seconds.
• It is strongly recommended to close with the CLOSE soft key any
messages on DCDUs once they are sent.
• A Voice read-back is required for any messages related to any changes of
the aircraft trajectory in the framework of FANS B system.

• As soon as a failure of the CPDLC connection is noticed by either the crew
or the ground controller, voice will be used to inform the other part of the
failure and to co-ordinate further actions.
• At that time, pending CPDLC messages should be considered as not
delivered and the entire dialogue related to these messages should be
restarted on voice.
• Once a connection has been lost, a complete re-connection procedure (DLIC
notification + connection) should be done.

• To inform the aircraft avionics (i.e. ATSU) that a transfer of control will
occur, the current active ATC sends a so-called NDA message (Next Data
Authority) to the aircraft. This is the only way for the ATSU to be aware of
and to accept the connection with the next ATC centre.
• Once a NDA message has been received, the aircraft is waiting for the
- B 34 -
Please, bear in mind… (continued)
Under normal circumstances the CPDLC connection should be established with the
Next Data Authority prior to the connection between the aircraft and the current
data authority being terminated.
DCDU management
When a message is received by the ATC ground system (i.e. RECEIVD BY ATC
indication is displayed on DCDU), always close the message via the CLOSE soft
key to clear DCDUs. Once closed, the message can be recalled via the RECALL soft
key.
Reverting from CPDLC to Voice

• Whenever a CPDLC message is ambiguous.
• Whenever an operational timer related to a CPDLC message times out.
• Whenever an error is replied to a CPDLC message.- Whenever a timely
execution of clearances or instructions transmitted by CPDLC is required.
To correct any sent CPDLC messages including incorrect parameters.
- B 35 -
Getting to grips with FANS – Part III – Issue III
- B 36 -
Getting to grips with FANS – Part III – Issue III B6 – FANS B integration
B6. FANS B INTEGRATION
B6.1 FANS B retrofit 38

B6.1.1 Air Traffic Service Unit (ATSU) 38
B6.1.1.1 Router function 39
B6.1.2 Data link Control and Display Unit (DCDU) 40
B6.1.3 ATC message push-button 40
- B 37 -
B6 – FANS B integration Getting to grips with FANS – Part III – Issue III
B6.1. FANS B RETROFIT

required :
• 1 ATSU CSB5,
• 2 DCDUs;
• 2 ATC message push-buttons,
• 1 VHF Data Radio (VDR) for data and voice communications capable of VDL
mode 2.
For aircraft not equipped of MMR (if the CLOCK is not synchronised with GPS), a
direct link has to be installed between GPS and ATSU.
B6.1.1. AIR TRAFFIC SERVICE UNIT (ATSU)

The ATSU is the main system of FANS B avionics. The general functions of the
ATSU are :
• Hosting the CM and CPDLC applications,
• Managing the DLIC, ACM, ACL, AMC services,
• Providing ATN capacity over VDL mode 2,
• Routing (Router function) messages between communications means and
the ATC data link applications,
• Hosting AOC functions without interfering with ATC functions (AOC is out of
scope of FANS B perimeter).
For FANS B, the ATSU CSB 5 has been developed. The following configurations are
inherited from the ATSU CSB 4 (ATSU CSB 4 has been certified for FANS A+
function on Single Aisle) :
• Host platform,
• Hardware inherited of HW70 (with Ethernet capability),
• ACARS router (with VDL mode 2 function),
• Capability to host AOC applications (either AOC customized by the airlines
or standard AOC provided by AIRBUS),
• Capability to customize the router, with customization in 2 steps :
- Customization step 1 allows the ATSU supplier to modify the
AIRLINE ID and the SCAN MASK parameters upon customer request.
- Customization step 2 allows ATSU supplier to modify a defined set of
parameters contained in the DSP World map file.
Note : These two customization services are identical to CSB 4 customization

services.
- B 38 -
Nevertheless the ATSU CSB 5 integrates new functions:

• An update of computer card to upgrade microprocessor and memory
capacity,
• A new ATN router,
• An update of the router function to drive simultaneously ACARS and ATN
router,
• New ATC FANS B applications (CMA and CPDLC applications),
• A configuration file, which contains the CMA ATN, ground addresses that
will be preloaded in the on-board ATN Router to allow the pilot to initiate a
manual notification procedure. Currently the configuration file doesn't
gather all ATC ground system addresses (addresses not defined at this
time). A CMA customization service is available to add new ATN CMA
addresses.
• A new AOC application called ISM (In Service Monitoring), which collects
traces and observation points of ATSU components. These recorded data
could be downloaded via a PDL link.
B6.1.1.1. ROUTER FUNCTION

On FANS B, the router is integrated to the ATSU. The on-board ARF (ATSU Router
Function) consists of 2 main functions :
• The ARF Router which consists in :
- An ATN router routing uplink and downlink ATC Data link messages
between the ATC data link application system (ATN applications) and
the communication means (it is in charge of routing messages via the
VDL mode 2 sub-network),
- The VDL Mode 2 module,
- An ACARS router routing uplink and downlink AOC Data link messages
between the AOC data link application system (ACARS applications)
and the communication means (it is in charge of routing messages
via: VHF ACARS Mode A also called Plain Old ACARS (POA), VHF
ACARS over AVLC (or AOA), HF(optional), SATCOM (optional)).
• The ARF_Manager (ARF_MGR) in charge of configuring the ARF router and
of providing status, maintenance and debugging functions.
- B 39 -
B6 – FANS B integration Getting to grips with FANS – Part III – Issue III
B6.1.2. DATA LINK CONTROL AND DISPLAY UNIT (DCDU)

The DCDU are dedicated to pilot/controller data link exchanges and allow the
flight crew to :
• Read and answer to CPDLC messages received from the ground,
• Display CPDLC messages before sending it to the ground.
B6.1.3. ATC MESSAGE PUSH-BUTTON

The two ATC illuminated pushbutton are located on both sides of the FCU. When a
data link message is received, the two ATC pushbutton switch on to warn the crew
(visual alert) then an aural alert is periodically emitted. By pressing on one ATC
push button the warning alerts (aural and visual) are cancelled. Each ATC
message pushbutton is controlled by both FWC.
- B 40 -
FANS B options
Wired high speed data loading capability (AEEC 615A)
This feature reduces software data loading duration with a factor of 5 at a
minimum and introduces also a full ATSU software configuration management
(including the AOC) to ease maintenance operations.
On board high speed dataloading requires installation of:

• A dedicated plug in the avionics bay
• An hardware modification, which consists in integrating an Ethernet module
in the ATSU
FANS B retrofits
required :
• 1 ATSU CSB5,
• 2 DCDUs,
• 2 ATC message push-buttons,
• 1 VHF Data Radio (VDR) for data and voice communications capable of VDL
mode 2.
- B 41 -
- B 42 -
Getting to grips with FANS – Part III – Issue III B7 – FANS B world status
B7. FANS B WORLD STATUS
B7.1 LINK airspace 44

B7.1.1 Operational concept 44
B7.1.2 Area of application 44
B7.1.3 LINK 2000+ operational procedures 45
B7.1.4 Contacts 46
- B 43 -
A7 – FANS B world status Getting to grips with FANS – Part III – Issue III
B7.1. LINK AIRSPACE

B7.1.1. OPERATIONAL CONCEPT
The following principles apply for the use of data link in the areas quoted above :
• Voice and data link are used as communication means with ATC. However,
CPDLC is to be considered as a supplementary means of communication to
voice communications.
• CPDLC has to be used for non-time critical communications. The flight crew
should take into account the traffic context, the end-to-end communication
performance (human and system) and the recovery time for the
determination of the time criticality.
• The use if either voice or data link is at the discretion of the flight crew
and/or the ATC controller.
• At any time, the aircraft shall remain under the control of only one ATC
centre as per ICAO Annex 11, Chapter 3, § 3.5.1.
In the framework of FANS B system, a voice read-back is required for any ATC
instruction affecting the flight profile.
B7.1.2. AREA OF APPLICATION

The use of CPDLC within SSR coverage is expected in the following airspaces with
the corresponding timetable.
ICAO Facility
FIR/UIR Responsible ACC Notes
Designator
Hannover UIR Maastricht UAC EDYY Operational April 2004
Amsterdam FIR Maastricht UAC EDYY Operational April 2004
Brussels UIR Maastricht UAC EDYY Operational April 2004
Wien FIR Wien ACC LOVV Operational TBD
France UIR Brest UAC LFRR Operational 2011
Reims UAC LFEE Operational 2009
Paris UAC LFFF Operational 2011
Marseille UAC LFMM Operational 2011
Bordeaux UAC LFBB Operational 2011
Rhein UIR Rhein UAC EDUU Operational 2008
Milano UIR Roma ACC LIRR Operational 2008
Brindisi UIR Brindisi ACC LIBB Operational 2008
Roma UIR Roma ACC LIRR Operational 2008
Canarias UIR Canary ACC GCCC Operational 2011
- B 44 -
Getting to grips with FANS – Part III – Issue III B7 – FANS B world status
ICAO Facility
FIR/UIR Responsible ACC Notes
Designator
Barcelona UIR Barcelona ACC LECB Operational 2011
Palma ACC LECP Operational 2011
Madrid UIR Madrid ACC LECM Operational 2011
Sevilla ACC LECS Operational 2011
Swiss UIR Geneva ACC LSAG Operational 2008
Zurich ACC LSAZ Operational 2008
Lisboa UIR Lisboa ACC LPPC Operational 2011
Shannon UIR Shannon UAC EISN Operational TBD
Here below, are provided the ATN airspace deployment and the traffic growth
forecast.
2005 2011
Figure 7-1
ATN airspaces (green) and traffic forecasts (red)
B7.1.3. LINK 2000+ OPERATIONAL PROCEDURES

They are based on Flight Crew Data Link Guidance for LINK 2000+ Services,
edition 3.0 (15 JAN 07). This document may be downloaded with the following
address from the Eurocontrol website :
http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html
For deeper interest, an extract of The Netherlands’ AIP is provided in Appendix D.
- B 45 -
A7 – FANS B world status Getting to grips with FANS – Part III – Issue III
B7.1.4. CONTACTS
For general information on Link 2000+ programme, please refer to :
http://www.eurocontrol.int/link2000.
For contacts refer to :

http://www.eurocontrol.int/link2000/public/contact/contacts.html.

LINK 2000+ Eurocontrol link2000@eurocontrol.int
programme
- B 46 -
Getting to grips with FANS – Part III – Issue III B8 – Starting FANS B operations
B8. STARTING FANS B OPERATIONS
B8.1 General 48
B8.2 Data link : contracts and declarations 48
B8.2.1 Contracts with Data link Service Providers (DSP) 48
B8.2.2 Aircraft declaration to data link service providers and 48
ATC centres
B8.2.3 Recommendations 49
B8.3 Impacts on aircraft configuration 49
B8.3.1 ATSU SCAN MASK 49
B8.3.2 CMA address database 49
B8.4 Get the operational approval 50
B8.4.1 General requirements 50
B8.4.2 Aircraft configuration 51
B8.4.3 Flight crew training/qualification 51
B8.4.3.1 General recommendations 51
B8.4.3.2 Proposed qualification means 52
B8.4.3.3 Academic training 52
B8.4.3.4 Operational training 54
B8.4.4 Maintenance personnel training 58
B8.4.5 Approved documentation 59
B8.4.5.1 FANS B Airworthiness Approval Summary 59
B8.4.5.2 Minimum Equipment List 59
B8.4.5.3 Aeroplane Flight Manual 60
- B 47 -
B8 – Starting FANS B operations Getting to grips with FANS – Part III – Issue III
B8.1. GENERAL
This chapter aims at providing airlines with administrative and technical guidelines
so as to ensure proper operations of FANS B aircraft in ATN-based FANS
airspaces.
To perform FANS operations, data communication has to be ensured between the

concerned Aircraft and the following entities :
• ATC Centres,
• Information service,
• Airline host,
Or part of them depending on the operated area or the required services.
For these reasons the operator needs to ensure the following before starting FANS
Operations :

3. Declare aircraft and its FANS capability to ATC centres of the operated routes.
B8.2. DATA LINK : CONTRACTS AND DECLARATIONS

The air/ground data communications can be made through the three following
communication media : VHF, SATCOM, HF.
ATSU is certified to sustain ATC data link communications via VHF in ATN
environments, and certified for AOC communications via VHF, SATCOM and HFDL.
B8.2.1. CONTRACTS WITH DATA LINK SERVICE PROVIDERS (DSP)

To operate in ATN environments, it is necessary to have a contract with at least
one of the major service providers (ARINC or SITA) for VHF Data Link.
If an airline wishes to use more than one service provider, then two solutions may
be considered :
• Place contracts directly with each service provider, or
• Place a contract with a unique service provider who will subcontract data
handling to other service providers.
B8.2.2. AIRCRAFT DECLARATION TO DATA LINK SERVICE PROVIDERS AND ATC

CENTRES
For the establishment of the ATC data link, each individual aircraft must
be declared and identified namely through its Aircraft Registration
Number in Data link Service Provider (DSP) tables. This is an imperative
- B 48 -
condition to allow exchanges of ATC data link messages between an aircraft and
the ATC centre.
The airline should make sure that all service providers to be potentially contacted
by a given aircraft have been advised of its FANS capability and identification.
Each new FANS aircraft entry into service must be declared to the service
providers selected by the airline and to the ATC centres the aircraft will
communicate with.
B8.2.3. RECOMMENDATIONS
It is strongly recommended not to make spontaneous FANS testing with ATC

centres when they have not been previously made aware of a given aircraft
intention to operate in FANS mode. Such unscheduled testing are indeed
inconvenient for ground ATC centres, and disturb them in their daily work.
B8.3. IMPACTS ON AIRCRAFT CONFIGURATION

Once the airline has selected the DSPs, the aircraft configuration needs to be
adapted accordingly. This can be achieved through the customisation of the ATSU
scan mask for VHF Data Link.
B8.3.1. ATSU SCAN MASK

The ATSU scan mask is a user modifiable list of VHF DSPs. The ATSU uses this list
to establish the VHF data link. DSP(s) to which the aircraft registration number
has been declared FANS capable, must be sorted by order of priority in the
scan mask. Airlines must therefore set up a scan mask programming policy to be
applied on each FANS aircraft. If the scan mask is not set properly, FANS
operation will be impacted, and this may result in losses of ATC data link
messages.
The Initialisation procedure of the ATSU router (airline identification and scan
mask) is provided through AMM 46-21-00-860-801.
B8.3.2. CMA ADDRESS DATABASE

The ATSU is delivered with a pre-loaded database of Context Management
Application (CMA) addresses. This addressing database is published by
Eurocontrol and updated each time a new ATC centre is operable.
- B 49 -
If the flight crew notifies an ATC centre

designated by a 4 or 8-letter code that
is not in the addressing database, the
notification fails and the message NOT
IN DATABASE is displayed in the MCDU
scratchpad.
AIRBUS proposes a service to update

this addressing database. The
availability of an update is published
via a Service Information Letter (SIL).
B8.4. GET THE OPERATIONAL APPROVAL

B8.4.1. GENERAL REQUIREMENTS
Based on the systems global description and operational points, as described in
the previous parts, the aim of this chapter is to provide the operators with
recommendations and guidance material, that will help them to put in place
operational procedures, training programs, and maintenance needed to obtain the
operational approval to use CPDLC.
Operational approval rules are not yet fully available and individual operational
authority may choose the "means of compliance" (such as ACJ-20X10 3 available
at http://www.eurocontrol.int/link2000/public/standard_page/bsl_docs.html),
stating what the applicant airline may have to demonstrate.
It is however expected that the following items will have to be complied with, by
the applicant airline :
• Aircraft configuration,
• Flight crew training/qualification,
• Maintenance training,
• Approved operational documentation and procedures.
In complement to the FANS B certification system, the airworthiness authorities of

the applicant airline may require additional demonstration activities for specific
environment or operational conditions. To this end, the FANS B Airworthiness
Approval Summary document has been written for certification and provided to
both the airline and its authority (refer to Appendix F).
3
At the time of writing the document, ACJ-20X10 entitled “Advisory Material for the
Approval of use of Initial Services for Air-Ground Data Link in Continental Airspace” was
still a NPA referenced as NPA 20-11c.
- B 50 -
Based on this document, which lists the assumptions on the ground environment
and gives a synthesis of the tests carried out for certification, the scope of
additional tests may be defined :
• Interoperability test scenarios,
• Verification of the safety and performance criteria with regards to the
considered environment.
B8.4.2. AIRCRAFT CONFIGURATION

configuration for FANS B operations.
In particular the following list of equipment shall be implemented:
• 1 ATSU,
• 2 DCDU,
• 2 “Attention getter” pushbuttons on the glare shield,
• 1 VDR capable of VDL mode 2,
• FWC at appropriate standard,
• UTC Time Clock synchronised with GPS (if not, ATSU-GPS link is required),
• MDDU at appropriate standard.
The list of the approved FANS aircraft configuration will be kept updated by
AIRBUS. Compliance to this list will have to be ensured.
B8.4.3. FLIGHT CREW TRAINING/QUALIFICATION

The following sections are derived from FANS A experience.
B8.4.3.1. GENERAL RECOMMENDATIONS

The Navigation aspects are addressed in the “Getting to grips with modern
navigation” brochure.
The following develops recommendations to assure flight crew qualification for a

safe and efficient use of data link communications and surveillance systems. They
should be part of the programmes to be presented to the airworthiness
authorities.
To this end, the following points will be emphasised in preparing the flight crew
training programmes :
• Basic knowledge of the overall CNS/ATM environment for which, the various
concepts and interacting elements, the involved aircraft systems and
relevant operating procedures to be applied should be covered in a
dedicated academic training.
- B 51 -
• Operational use of data link communications (e.g. handling of up and down

link ATC messages or ATC operating procedures) should be taught so as to
develop skills and practices for the considered FANS environment.
• Initial evaluation and recurrent training have to be part of the approved
syllabi.
• Specific Human Factors points pertaining to the data link communications
should be carefully addressed (refer to B8.4.3.3 – Academic training).
B8.4.3.2. PROPOSED QUALIFICATION MEANS

A training program has been discussed with the main airworthiness authorities
FAA/JAA. The individual airline should submit its own training program to its
relevant authority to get the operational approval.
It is AIRBUS opinion that the initial qualification should be made of the following
components :
• Half-a-day familiarisation course to address the academic training and to
emphasise the main operational critical points,
• Home work training for each pilot through the interactive Computerized
Based Training (CBT) developed by AIRBUS,
• One operational flight conducted with an airline check pilot.
B8.4.3.3. ACADEMIC TRAINING

The aim of the academic training is to familiarise the flight crew with the main
characteristics of the digital communications, as used in a CNS/ATM context. In a
first step prior to FANS operations, pilots will be introduced to the basic principles
of CNS/ATM concept. Such an initial training may be based on the AIRBUS CBT.
Note : To obtain a copy of the AIRBUS training course, a CBT license is needed.
For further information, contact your AIRBUS Resident Customer Service Manager
(RCSM) or Customer Service Director (CSD).
B8.4.3.3.1. General presentation of the CNS/ATM concept

C, N and S together with the current trends for ATM should be described. The
general characteristics of the data link communications will be given and the chain
links of the components that exist in between a pilot and a controller will be
emphasised.
Flight crews should be made aware of the nominal systems operations and
performance parameters, normal and abnormal use together with the limitations
of the systems.
- B 52 -
B8.4.3.3.2. Basic use of the AIRBUS FANS

The crews should be taught on the normal handling of the data link. In particular,
coping with the DCDU ATC messages reception and acknowledgement, acceptance
or rejection should be addressed. At this stage, the crews will be made aware of
the DCDU / MCDU relations for handling of Clearances and Requests.
B8.4.3.3.3. Terminology and phraseology

Use of CPDLC is based on an extensive set of formatted messages, agreed upon
abbreviations, conventions and assumptions the main of which will have to be
known. The crews will be made aware of and familiar with the existing
terminology as used by the considered ATS, as displayed on relevant charts or
manuals, or given by the various service providers (ATC and communications).
B8.4.3.3.4. Awareness of the ATS communications, coordination and

credits for use of data link
The ATC requirements in terms of F-PLN classification, separation criteria,
operating procedures or MEL credits that are based on digital communications use
should be known of the crews. A special emphasis on the voice/data link
communications transition in both normal and abnormal configurations will be
given. In particular, procedures to revert to voice will be covered. It has to be
noticed that voice remains the primary means of communication in ATN
environments.
B8.4.3.3.5. Basic knowledge of the main AIRBUS FANS components,

equipment and controls in both nominal an abnormal operations
The interaction of the various computers (e.g. ATSU, FMS, FWC) or the relations
in between their interface (e.g. DCDU, MCDU, ECAM, printer, warning lights, etc)
will have to be described here. Transmission times, failure annunciation,
constraints and limitations of these components should be known of the crews for
a safe and efficient operation.
B8.4.3.3.6. Human Factors considerations

The following recommendations have been developed to cope with the specific
issues of the data communications :
• The pilot responsible for the communications ensures that the situation
awareness, as entailed by the ATC data link messages, is fully shared by
the other pilot. To this end, any message transiting through the DCDU
(whether received or to be sent) will be read in a loud voice so as to ensure
a common understanding and allow for a good cross checking between the
two pilots.
• Crew co-ordination should be completed before any action ensuing a
received message is done or before any message or answer is sent to the
ground.
• Emphasis will be done on the crew work sharing, so as to avoid
simultaneous head down attention by both pilots, while handling of the
messages is done.
- B 53 -
B8.4.3.4. OPERATIONAL TRAINING

In addition to the academic training, the airline will have to demonstrate to its
authorities that an operational training is done to provide all the flight
crewmembers with the adequate training to perform their duties in an operational
FANS environment.
B8.4.3.4.1. Operational items

This paragraph addresses the practical application of the operational procedures
described in B5 – FANS B OPERATIONAL PROCEDURES.
The AIRBUS CBT training device, through its interactive operational scenarios,
mostly covers this training syllabus. It may be presented by the airline to the
airworthiness authorities as a stand-alone computer-based instruction. It covers
the data link communications items of the global FANS, and comes in complement
to the RNP/RVSM operational training (as described in the “Getting to grips with
modern navigation” brochure).
The following lists the items to be tackled in a training course. All but the "Special
Recommendations" paragraph are addressed in the AIRBUS CBT :
• Message handling
The pilots should be trained on how to receive and interpret ATC messages.
Understanding the CPDLC phraseology is to be acquired.
Appropriate use of the pre-formatted answers of the DCDU (e.g. WILCO, ROGER,
UNABLE, CANCEL...) together with the knowledge for storing and retrieving
messages from the ATC messages logbook will be addressed.
Will also be practised the operations that require simultaneous work on both the
DCDU and the MCDU. In particular, the preparation of requests and the edition of
responses on the MCDU ATC pages should be covered.
• Managing the communications systems
The global use of the communications systems, whether they are traditional voice
or new data link communications will have to be acquired.
Establishing and terminating CPDLC switching from traditional voice based to

digital communications control and coping with failures of these systems should
be practised.
All the available controls and indicators of the AIRBUS FANS system should be
known and used (e.g. the meaning of the various displays, advisories, available
functions).
Whenever a CPDLC failure occurs or whenever a doubt while using CPDLC raises,
procedures to revert to voice have to be mastered.
- B 54 -
• ATS procedures and services
Knowledge of the ATS procedures for the considered FANS area (e.g. timely,
relevant and appropriate responses to communication failures) is of prime
importance.
In addition, crews should be able to recognise "usual" failures and be fully aware
of the tricks pertaining to the sensitivity of the end-to-end data link
communications (Refer to the following recommendations).
• Special recommendations
Derived from the lessons learned during FANS operations in FANS 1/A areas, the
following list gives the main points to be underlined in the operational training:
- Flight identification
The correlation of the flight identification, between that expected by an ATC

ground system according to the filed F-PLN, and that of the coded message
exercised during the initial notification attempt (CM – Logon function) is very
prone to errors.
Pilots should be fully aware that the flight identification of both the filed F-PLN and
the one used for data link communications must be identical. It is the pilot's
responsibility to ensure that correct flight identification and registration number
are used.
In particular, the operator ICAO 3-letter code is to be used (e.g. ICAO ATC filed F-
PLN, FMS, data link). Attempting a connection with AI 123 identification for
instance, whereas AIB123 has been filed, will cause the ground system to reject
the connection.
Space and leading zeros in these identifications have to be carefully handled.
- Establishment of data link
Pilots shall be aware :

o When the data link shall be established at the latest,
o Of the consequences of an early attempt of sending a downlink CPDLC
message.
- Communication means
When the dialogue is initiated via CPDLC, the response shall be via CPDLC. When
the dialogue is initiated via voice, the response shall be via voice.
- B 55 -
When CPDLC fails and communications revert to voice, all outstanding CPDLC
messages should be considered not delivered and the entire dialogue involving the
outstanding messages should be recommenced by voice.
- Use standard English aeronautical terminology only.
ROGER is the sole answer for an up linked free text message. Any other answer
will keep the received message open.
- FIR transfer of control
o Until the ground forwarding function in between subsequent ATC centres is

fully implemented, the transfer of control between two FIRs will have to be
carefully monitored by the crew. The applicable procedures will have to be
strictly followed.
Whenever an automatic transfer is done, it is recommended to monitor it

through the display of the active ATC centre on the DCDU. In case a manual
transfer is done, carefully apply the correct sequence of actions (as described
in the "operational procedures" chapter or by the relevant ATC).
In particular, pilots should verify that the expected ICAO 4 letter code for the
region is displayed on the DCDU. , Pilots should also verify that a uplink
message indicating the name of the ATC centre is well received and should not
send any message before this uplink message is received. Any downlink
messages sent before the reception of this uplink message will be discarded
by the ground.
o Disconnection may also occur during FIR transfers due to pending uplink
messages and this, although the recommended procedures specify that the
"END SERVICE" message is not transmitted while there are open messages.
Pilots should be aware of such occurrences.
- Open message
Open messages should be chased and it should be recommended to avoid sending

messages whenever another one is open. This is to avoid crossing answers,
misunderstanding of replies, wrong correlation of up/down links or even
disconnection (in the case of transfer of centre).
- Delays in responding
For ATC responses to downlink messages, the flight crew should expect an ATC
response within 250 seconds. if a STANDBY response has been received from
ATC, the flight crew should expect a further answer within further 250 seconds
(Refer to the description of operational timers in Part I). At the timer expiration, a
- B 56 -
system message is sent to the aircraft and closes the dialogue. ATC TIME OUT –
REPEAT REQUEST is displayed on DCDU. Reversion to voice is let at discretion of
the flight crew.
For flight crew responses to uplink messages, the flight crew should respond
within 100 seconds after the message has been received (refer to the description
of operational timer in Part I). If the flight crew answers STANDBY, the timer is
reset. The flight crew should be aware that a 100-second period is all the more
short because a voice read back has to be done for some messages.
If a time-out occurs, communication should revert to voice.
- Multi-element messages
Multi-elements messages (up/down links) should be avoided. Answering multi-

elements messages is prone to misunderstanding since it is done for the whole
message itself and cannot apply to each element individually.
- Abnormal configurations
Pilots should be well aware of applicable procedures to revert to voice

communications whenever a data link failure or misbehaviour is encountered.
B8.4.3.4.2. Operational responsibilities

• Pilot responsibilities :
During their operational training, flight crews should be taught of their

responsibilities with regards to the use of digital communications.
The following lists the expected pilot's behaviour for an efficient use of the data
communications systems :
- Prompt and appropriate answer to up linked messages,
- Appropriate emission of down linked messages,
- Nominal crew work share for an efficient handling of the messages,
- Compensation of system failures through prompt reversion to voice,
- Compliance with the voice clearance whenever this contradicts the
data link one.
• Operator responsibilities :
Operators have the following responsibilities regarding the use of digital

communications:
- Signing contract with DSP and declaring aircraft to DSP and ATC
centres of operated routes,
- B 57 -
- Configuring adequately the aircraft avionics,

- Verifying digital communications functionality for each environment to
be used and when new or modified components or software are
introduced,
- Assuring follow up and evaluation of exceptional data link events,
- Periodically assessing digital communication training, checking and
maintenance programs to ensure their correctness, pertinence,
timeless and effectiveness.
B8.4.3.4.3. Operational feedback

Pilots should be encouraged to report on the overall performance of the FANS
system. Specific data link events should be reported to the flight operations
department or ATC whenever appropriate, and to AIRBUS :
• DL-CE-DPT-SEE44@airbus.com for engineering issues,
• fltops.ops@airbus.com for operational issues.
Data link anomalies (failures, loss of messages, unanswered messages, very long
response time, disconnection...), procedural difficulties, human factors issues
should be reported through any appropriate devices according to the airline
policies.
Significant incidents associated with an ATC message transmitted by data link that
affects or could affect the safe operation of the aircraft will need to be reported in
accordance with JAR-OPS 1.420 (or national regulations, as applicable), and to
the air traffic services provider and its responsible authority.
B8.4.4. MAINTENANCE PERSONNEL TRAINING

To get its operational approval, the airline must demonstrate that an appropriate
maintenance training program relative to the digital communications is given to
its maintenance people. This is part of the ICAO Annex 6, paragraph 8.3.
In this program, the procedures for digital communications maintenance will be

consistent with that recommended in the relevant chapters of the aircraft
maintenance manuals.
The aim is to train the maintenance personnel to properly implement, maintain, or

replace the AIRBUS FANS equipment (e.g. ATSU, DCDU, FMS, printer, VDR, etc).
Installation, modification and use of testing tools are some of the points to be
trained. The maintenance people should also be aware of the MEL items
associated to the relief of FANS equipment.
Adhering to configuration control lists that may be recommended in some FANS

areas, so as to maintain recognised operating equipment and performance levels,
might be part of the requirements. Data link service providers can provide the
airline with information on poor performance by individual aircraft. It is also
recommended that the airline provide AIRBUS with information on their current
- B 58 -
avionics configuration and operating performance so as to ensure a good feed

back on the FANS systems and documentation update.
Implementing the adequate Service Bulletins for approved configuration and

ensuring software updates of the FANS systems are correctly incorporated should
also be assured.
B8.4.5. APPROVED DOCUMENTATION

The applicant airline should present to its relevant authority a set of documents to
be approved. It is expected that the following documentation will be required
FANS A Airworthiness Approval Summary, MEL, AFM.
B8.4.5.1. FANS B AIRWORTHINESS APPROVAL SUMMARY

This document (described in Appendix F) is part of the manufacturer airworthiness
approval process. It can be made available to the national authority of the
applicant airline.
It contains the assumptions on the ground environment and a synthesis of the

results of certification tests.
Based on this document, the operational and technical context may be evaluated
and additional demonstration activities be asked by the authority.
To get a copy of the FANS B Airworthiness Approval Summary, contact the

AIRBUS engineering support at DL-CE-DPT-SEE44@airbus.com.
B8.4.5.2. MINIMUM EQUIPMENT LIST

The airline should submit its intended MEL for operation of FANS routes to its
airworthiness authority. In addition to the MEL provisions taken for the navigation
equipment, in the frame of RNP/RVSM context (“Getting to grips with modern
navigation” brochure), provisions will have to be taken for the digital
communications equipment.
The MEL items for data link communications may depend on the considered FANS
route (oceanic, continental, remote areas). The airline should thus take provisions
for some specific operating systems at dispatch, and consider the consequences of
their loss on the data link communications.
For Master MEL (MMEL) considerations, the following pieces of equipment may be
inoperative. The following list is provided for information only. Refer to the MMEL
for the official dispatch conditions.
- B 59 -
B8.4.5.2.1. ATA 46-20 – Cockpit information system

Without any restrictions :
• One DCDU,
• One ATC message push-button.
Provided FANS B is not required for the intended flight :

• Both DCDU,
• Both ATC message push-buttons,
• ATSU with the ECAM warning DATALINK ATSU FAULT.
B8.4.5.2.2. ATA 23 – Communications

• VDR3 with the ECAM caution COM VHF3 DATA FAULT.
B8.4.5.2.3. ATA 22 – Auto flight

• FANS B FMS functions for one FMGEC.

• FANS B FMS functions for both FMGECs.
B8.4.5.2.4. ATA 31 – Clock and ATA 34 – Navigation

GPS is needed for ensuring timestamp accuracy of +/- 1 second in UTC time.
For aircraft equipped with GPS synchronised CLOCK (time is provided by

CLOCK), provided FANS B is not required for the intended flight :
• GPS time when CLOCK UTC selector is on GPS,
• CLOCK,
• GPS1 with the ECAM caution NAV GPS1 FAULT.
For aircraft without GPS synchronised CLOCK (time is provided by

GPSSU2), provided FANS B is not required for the intended flight :
• GPSSU2 with the ECAM caution NAV GPS2 FAULT.
B8.4.5.3. AEROPLANE FLIGHT MANUAL

The Airplane Flight Manual references the FANS B Airworthiness Approval
Summary document.
- B 60 -
To ensure proper operations of FANS B aircraft in high density continental

airspaces, the operator needs to ensure the following before starting operations :
routes.

• To operate in ATN environments, it is necessary t have a contract with at
least one of the major service providers (ARINC or SITA) for VHF data link.
• For the establishment of the ATC data link, each individual aircraft must be
declared and identified namely through its Aircraft Registration Number in
DSP tables.
Impact on aircraft configuration

• Once the airline has selected the data link service providers, the aircraft
configuration needs to be adapted accordingly. This can be achieved
through customisation of the ATSU (Air Traffic Services Unit) scan mask for
VHF Data Link
Individual operational authority may choose the "means of compliance" stating
what the applicant airline may have to demonstrate. However, the following items
will have to be complied with:
• Aircraft configuration
• Flight crew training/qualification
• Maintenance training
• Approved operational documentation
Airworthiness Approval Summary, the MEL and the AFM to be approved.
aircraft intention to operate in FANS mode.
- B 61 -
- B 62 -
Getting to grips with FANS – Part II – Issue III APPENDICES
APPENDICES
APPENDIX A – List of FANS B CPDLC messages with their meaning .............................................64
APPENDIX B – Uplink error messages ................................................................................................72
APPENDIX C – Data service providers.................................................................................................78
APPENDIX D – Extracts from The netherlands AIP ............................................................................80
APPENDIX E – FANS B operational scenarios....................................................................................85
APPENDIX F – FANS B Airworthiness Approval Summary ............................................................ 100
- B 63 -
APPENDIX A Getting to grips with FANS – Part III – Issue III
APPENDIX A – LIST OF FANS B CPDLC MESSAGES WITH THEIR

MEANING
Messages that are shaded require a voice read-back as per procedures.
UPLINK MESSAGES
FANS B
UM MESSAGES DESCRIPTION
CATEGORY
CONFIRM UM133 REPORT PRESENT Instruction to report the present
REQUEST LEVEL level.
UM135 CONFIRM ASSIGNED Instruction to confirm and

LEVEL acknowledge the currently
assigned level.
UM231 STATE PREFERRED Instruction to indicate the pilot’s

LEVEL preferred level.
UM232 STATE TOP OF Instruction to indicate the pilot’s

DESCENT preferred time and/or position
to commence descent to the
aerodrome of intended arrival.
NEGOTIATION UM205 [free text]
OPEN UM148 WHEN CAN YOU Request for the earliest time at
NEGOTIATION ACCEPT [level] which the specified level can be
accepted
INFORMATION UM6 EXPECT [level] Notification that a level change

instruction should be expected.
UM203 [free text]
UM213 [facility designation] ATS advisory that the specified

ALTIMETER [altimeter] altimeter setting relates to the
specified facility
UM222 NO SPEED Notification that the aircraft may

RESTRICTION keep its preferred speed without
restriction.
STANDARD UM19 MAINTAIN [level] Instruction to maintain the
CLEARANCE specified level.
- B 64 -
Getting to grips with FANS – Part III – Issue III APPENDIX A
FANS B
CATEGORY
UM20 CLIMB TO [level] Instruction that a climb to a

specified level is to commence
and once reached the specified
UM23 DESCEND TO [level] Instruction that a descent to a

specified level is to commence
and once reached the specified
UM26 CLIMB TO REACH Instruction that a climb is to

[level] BY [time] commence at a rate such that
the specified level is reached at
or before the specified time.
UM27 CLIMB TO REACH Instruction that a climb is to

[level] BY [position] commence at a rate such that
or before the specified position.
UM28 DESCEND TO REACH Instruction that a descent is to

[level] BY [time] commence at a rate such that
or before the specified time.
UM29 DESCEND TO REACH Instruction that a descent is to

[level] BY [position] commence at a rate such that
or before the specified position.
UM46 CROSS [position] AT Instruction that the specified

[level] position is to be crossed at the
specified level. This may require
the aircraft to modify its climb
or descent profile.
UM47 CROSS [position] AT OR Instruction that the specified

ABOVE [level] position is to be crossed at or
above the specified level.

BELOW [level] position is to be crossed at or
below the specified level.
- B 65 -
FANS B
CATEGORY

[time] position is to be crossed at the
specified time.
BEFORE [time] position is to be crossed at or
AFTER [time] position is to be crossed at or
after the specified time.
UM54 CROSS [position] Instruction that the specified
BETWEEN [time] AND position is to be crossed at a
[time] time between the specified
times.
[speed] position is to be crossed at the
specified speed and the
specified speed is to be

AND MAINTAIN [level] position is to be crossed at the
AT [speed] specified level and speed, and
the level and speed are to be
maintained.
UM64 OFFSET [specified Instruction to fly a parallel track

distance] [direction] OF to the cleared route at a
ROUTE displacement of the specified
distance in the specified
direction.
UM72 RESUME OWN Instruction to resume own

NAVIGATION navigation following a period of
tracking or heading clearances.
May be used in conjunction with
an instruction on how or where
to rejoin the cleared route.
UM74 PROCEED DIRECT TO Instruction to proceed directly

[position] from its present position to the
specified position.
UM75 WHEN ABLE PROCEED Instruction to proceed, when

DIRECT TO [position] able, directly to the specified
position.
- B 66 -
FANS B
CATEGORY
UM78 AT [level] PROCEED Instruction to proceed, upon

DIRECT TO [position] reaching the specified level,
directly to the specified position.
UM79 CLEARED TO [position] Instruction to proceed to the

VIA [route clearance] specified position via the
specified route.
UM80 CLEARED [route Instruction to proceed via the

clearance] specified route.
UM81 CLEARED [procedure Instruction to proceed in
name] accordance with the specified
procedure.
UM82 CLEARED TO DEVIATE Approval to deviate up to the

UP TO [specified specified distance from the
distance] [direction] OF cleared route in the specified
ROUTE direction.
UM92 HOLD AT [position] AS Instruction to enter a holding

PUBLISHED MAINTAIN pattern with the published
[level] characteristics at the specified
position and level.
UM94 TURN [direction] Instruction to turn left or right

HEADING [degrees] as specified on to the specified
heading.
UM96 CONTINUE PRESENT Instruction to continue to fly on

HEADING the current heading.
UM106 MAINTAIN [speed] Instruction that the specified

speed is to be maintained.
UM107 MAINTAIN PRESENT Instruction that the present
SPEED speed is to be maintained.
UM108 MAINTAIN [speed] OR Instruction that the specified
GREATER speed or a greater speed is to
be maintained.
UM109 MAINTAIN [speed] OR Instruction that the specified
LESS speed or a lesser speed is to be
maintained.
UM111 INCREASE SPEED TO The present speed is to be

[speed] increased to the specified speed
and maintained until further
advised.
- B 67 -
FANS B
CATEGORY
UM112 INCREASE SPEED TO The present speed is to be

[speed] OR GREATER increased to the specified speed
or greater, and maintained at or
above the specified speed until
further advised.
UM113 REDUCE SPEED TO The present speed is to be

[speed] reduced to the specified speed
and maintained until further
advised.
UM114 REDUCE SPEED TO The present speed is to be

[speed] OR LESS reduced to the specified speed
or less and maintained at or
below the specified speed until
further advised.
UM116 RESUME NORMAL Notification that the aircraft
SPEED need no longer comply with the
previously issued speed
restriction.
UM123 SQUAWK [code] Instruction that the specified
code (SSR code) is to be
selected.
UM171 CLIMB AT [vertical rate] Instruction to climb at not less

MINIMUM than the specified rate.
UM172 CLIMB AT [vertical rate] Instruction to climb at not above
MAXIMUM the specified rate.
UM173 DESCEND AT [vertical Instruction to descend at not

rate] MINIMUM less than the specified rate.
UM174 DESCEND AT [vertical Instruction to descend at not

rate] MAXIMUM above the specified rate.
UM179 SQUAWK IDENT Instruction that the ‘ident’
function on the SSR transponder
is to be actuated.
UM190 FLY HEADING [degrees] Instruction to fly on the

specified heading
UM196 [free text]
UM215 TURN [direction] Instruction to turn a specified

[degrees] number of degrees left or right.
- B 68 -
FANS B
CATEGORY
VOICE CONTACT UM117 CONTACT [unitname] Instruction that the ATS unit
INSTRUCTION [frequency] with the specified ATS unit
name is to be contacted on the
specified frequency.
UM120 MONITOR [unitname] Instruction that the ATS unit

[frequency] with the specified ATS unit
name is to be monitored on the
specified frequency.
WITHOUT UM0 UNABLE Indicates that ATC cannot

ANSWER comply with the request.
UM1 STANDBY Indicates that ATC has received
the message and will respond.
UM3 ROGER Indicates that ATC has received

and understood the message.
UM4 AFFIRM Yes.

UM5 NEGATIVE No
UM157 CHECK STUCK Instruction that a continuous
MICROPHONE transmission is detected on the
[frequency] specified frequency. Check the
microphone button.
UM159 ERROR [error A system generated message

information] notifying that the ground
system has detected an error.
UM160 NEXT DATA AUTHORITY Notification to the avionics that

[facility] the specified data authority is
the NDA. If no data authority is
specified, this indicates that any
previously specified NDA is no
longer valid.
UM162 SERVICE UNAVAILABLE Notification that the ground

system does not support this
message.
UM165 THEN Used to link two messages,

indicating the proper order of
execution of clearances/
instructions.
- B 69 -
FANS B
CATEGORY
UM183 [free text]
UM211 REQUEST FORWARDED Indicates that the ATC has

received the request and has
passed it to the next control
authority.
UM227 LOGICAL Confirmation to the aircraft

ACKNOWLEDGMENT system that the ground system
has received the message to
which the logical
acknowledgment refers and
found it acceptable for display to
the responsible person.
UM233 USE OF LOGICAL Notification to the pilot that

ACKNOWLEDGMENT messages sent requiring a
PROHIBITED logical acknowledgment will not
be accepted by this ground
system.
DOWNLINK MESSAGES
FANS B
DM MESSAGES DESCRIPTION
CATEGORY
REQUEST DM6 REQUEST [level] Request to fly at the specified
level
DM18 REQUEST [speed] Request to fly at the specified
speed.
DM22 REQUEST DIRECT TO Request to track from the

[position] present position direct to the
specified position.
OPEN DM81 WE CAN ACCEPT [level] We can accept the specified
NEGOTIATION AT [time] level at the specified time.
DM82 WE CANNOT ACCEPT We cannot accept the specified
[level] level.
REPORT DM32 PRESENT LEVEL [level] Notification of the present level.

RESPONSE
DM38 ASSIGNED LEVEL Read-back of the assigned level.
[level]
- B 70 -
DM106 PREFERRED LEVEL Notification of the preferred

[level] level.
DM109 TOP OF DESCENT Notification of the preferred time

[time] to commence descent for
approach.
RESPONSE DM0 WILCO The instruction is understood

MESSAGE and will be complied with.
DM1 UNABLE The instruction cannot be
complied with.
DM2 STANDBY Wait for a reply.

DM3 ROGER Message received and
understood.
DM4 AFFIRM Yes.

DM5 NEGATIVE No.
SYSTEM DM62 ERROR [error A system-generated message
MANAGEMENT information] that the avionics has detected
MESSAGE an error.
DM63 NOT CURRENT DATA A system-generated denial to

AUTHORITY any CPDLC message sent from a
ground facility that is not the
CDA.
DM98 [free text]
DM99 CURRENT DATA A system-generated message to
AUTHORITY inform a ground facility that it is
now the CDA
DM100 LOGICAL Confirmation to the ground

ACKNOWLEDGMENT system that the aircraft system
has received the message to
which the logical
acknowledgment refers and
found it acceptable for display to
the responsible person.
DM107 NOT AUTHORIZED NEXT A system-generated message

DATA AUTHORITY sent to a ground system that
tries to connect to an aircraft
when a CDA has not designated
the ground system as the NDA.
- B 71 -
APPENDIX B Getting to grips with FANS – Part III – Issue III
APPENDIX B – UPLINK ERROR MESSAGES
Extracts from the Flight Crew Data Link Guidance for Link 2000+ Services v3.0
(as of 15 JAN 2007).
Available at :
http://www.eurocontrol.int/link2000/public/standard_page/specific_docs.html
The following sections are copied from the above website with the courtesy of the
EUROCONTROL Agency. They are reproduced for information only. It is a faithful
copy as of 15 JAN 2007. It is strongly recommended to check the accuracy of these
sections at the mentioned website address.
Use of the below extracts from the Flight Crew Data Link Guidance for Link 2000+
Services as of 15 JAN 2007 and such as may be updated from time to tome by the
EUROCONTROL Agency (called “the extracts”) is subject to the following conditions:
• The use of the extracts in this brochure is under the sole responsibility of the
user of such material;
• AIRBUS SAS and the EUROCONTROL Agency shall not be liable for any direct,
indirect, or consequential damages that results from the use or inability to
use the extracts, in particular for, but not limited to, errors, or omissions in
the contents of the http://www.eurocontrol.int website or the consequences
of its use, nor for inaccurate transmission or misdirection, even if AIRBUS
SAS and/or the EUROCONTROL Agency have been advised of the possibility
of such damage. This limitation applies whether the alleged liability is based
on contract, tort, or any other basis. It is the user responsibility to make sure
that she or he is using the most up to date information available.
The messages below are standard messages that the flight crew may receive in
case an error occurs. For each message, the appropriate procedure is provided.
1. CPDLC AIR-INITIATION NOT IMPLEMENTED – USE VOICE

Description:
The ground system rejects a CPDLC-start request from an aircraft and discards
any CPDLC message in the request.
Procedure:
The flight crew should communicate with ATC via voice alone, until the CPDLC
connection has been properly established.
- B 72 -
Getting to grips with FANS – Part III – Issue III APPENDIX B
2. DOWNLINK MESSAGE REQUEST REJECTED – SEND (NUMBER) ELEMENTS

MAX
Description:
The ground system receives a message that contains more message elements
than it can support in a message.
Ex: The flight crew sends a combined message (REQUEST level, REQUEST
heading, DUE TO WEATHER) and the ground system accepts only a maximum of
two message elements.
Note: It is a local choice of the ground system to reject downlink messages

containing more than 1, 2 or 3 message elements or to accept up to 5 message
elements.
Procedure:
The flight crew may resend the request in the form of separate messages, or
make the request/s by voice.
3. (DIALOGUE TYPE) NOT AVAILABLE AT THIS TIME – USE VOICE

Description:
The ground system receives a downlink message that is discarded because the
associated dialogue type is disabled. Dialogue type is one of the following: LEVEL,
HEADING, SPEED, ROUTE REQUEST, FREE TEXT, DOWNLINK MESSAGE.
Procedure:
The flight crew should make the request by voice.
4. ELEMENT COMBINATION REJECTED – USE VOICE

Description:
The ground system receives a concatenated downlink message that it does not
support, (invalid element combination, or at least one message element is not
supported, or invalid element order).
Note: Whether a combination of message elements is valid or not, is determined

through local choice of the ground system. Examples of obvious invalid
combinations: request climb to + request descend to, WILCO + UNABLE, etc.
Procedure:
The flight crew may resend the message/request in the form of separate
messages, or make the request/s by voice
- B 73 -
5. TOO MANY (DIALOGUE TYPE) REQUESTS – EXPECT ONLY ONE REPLY

Description:
Dialogue type is one of the following: LEVEL, HEADING, SPEED, ROUTE.
The ground system receives a downlink request, and there is an existing open
downlink request containing the same type and it discards the second request.
Ex: The flight crew sends two successive CLIMB TO requests and the ground
system discards the second one.
Procedure:
The flight crew should be aware that only one downlink request for a single type
will be presented to the controller, and that this open dialogue must be closed
before a second request of that type may be treated.
6. (DIALOGUE TYPE) REQUEST REJECTED – REPLY TO (DIALOGUE TYPE)

UPLINK FIRST
Description:
The ground system receives a downlink request, and there is an existing open
uplink containing the same type. The downlink request is discarded.
Note: Ground systems only accept one data link exchange of a given type at the
same moment. This means that if e.g. a CLIMB TO [level] clearance has been
sent, a REQUEST DESCEND TO [level] request will be rejected until the flight crew
has responded to the clearance.
Procedure:
The flight crew must respond to the uplink before being able to send a downlink
request of this type. For example, if CLIMB TO [altitude] has been received, the
flight crew must answer WILCO or UNABLE before being able to send REQUEST
CLIMB TO [altitude].
7. TOO MANY CPDLC REQUESTS – USE VOICE

Description:
The ground system receives a downlink request, and discards a message because
the maximum number of open operational dialogues with the aircraft is exceeded
and there is no pending uplink message.
Note: The total number of data link exchanges with an aircraft may be limited by
some ground systems. This means that further requests will be rejected. If there
are only downlink requests, the flight crew cannot do anything about it. If there is
at least one uplink expecting a response, the flight crew can respond to that
clearance first to enable reception of a downlink request.
Procedure:
The flight crew should make the request/s by voice
- B 74 -
8. CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST

Description:
Until CPDLC is enabled, the ground system rejects any downlink message; except
DM99 (CURRENT DATA AUTHORITY), DM89 (MONITORING), DM62 (ERROR), and
DM62 concatenated with DM98 (ERROR + Free text).
Note: This error case is related to a situation of transfer of communications (voice

and data). Ground systems check that certain conditions are met before enabling
communications between controllers and flight crew. These conditions are usually
at least:
- The flight is expected at that moment in the ATC sector
- The message DM99 has been received. DM99 (CURRENT DATA
AUTHORITY) informs the ground that the aircraft is ready to conduct
CPDLC with the current ATC.
- Satisfaction of local conditions, e.g. ASSUME input
When the conditions to enable CPDLC have been met, the ground system will
accept the CPDLC messages received from the aircraft.
Procedure:
The flight crew cannot use data link now, but when CPDLC is enabled, a CPDLC
message is uplinked and displayed to the flight crew, indicating the name and
function of the current ATC unit.
9. ATC TIME OUT – REPEAT REQUEST

Description:
Upon expiry of the timer-responder, the ground system automatically sends an
error message in response to the downlink message request.
Note: The timer-responder is a timeout on the ground that is triggered on

reception of a downlink request. Upon expiry, the ground system will send an
error in response to the flight crew request and inform the controller.
Procedure:
The flight crew should repeat the request/s by voice
10. DOWNLINK DELAYED – USE VOICE

Description:
The ground system receives a message and discards the message because it
contains a timestamp that is older than the allowed limit.
Procedure:
The flight crew should revert to voice.
- B 75 -
11. DOWNLINK TIMESTAMP INDICATES FUTURE TIME

Description:
The ground system receives a message timestamp that indicates a future time
greater than 2 seconds from the current time.
Procedure:
12. SERVICE UNAVAILABLE

Description:
The ground system receives a downlink message that it does not support,
whether or not the message contains a message reference number, and discards
the received message.
Note: Text ‘SERVICE UNAVAILABLE’ is just an ICAO intention. It is recommended

to use the text ‘MESSAGE NOT SUPPORTED BY THIS ATS UNIT’ for display in the
aircraft.
Procedure:
The light crew should revert to voice.
13. FREE TEXT MESSAGE TOO LARGE – USE VOICE

Description:
The ground system receives a downlink free text message element containing
more than 80 characters, and the system cannot support the number of
characters in a free text message element, and discard the received message.
Procedure:
Note1: The flight crew should not use “Free text” if a relevant CPDLC message
already exists for the situation.
Note2: Ground systems may not accept downlinked free text messages, or may
not display them to the controller.
14. CPDLC MESSAGE FAILED – USE VOICE

Description:
A CPDLC downlink message is received that results in an error, that is not already
covered in the ATN SARPs, and not defined explicitly elsewhere in REF [1 and 2],
and the ground system discards the message.
Procedure:
- B 76 -
15. INVALID USE OF FREE TEXT MESSAGE – CONTACT ATC

Description:
The ground system does not support a message containing a free text message
element because the message does not also contain the DM62 (ERROR (error
information) message element and discards the message.
Procedure:
16. RADAR TRACKING TERMINATED – TERMINATING CPDLC

Description:
The ground system decides to terminate a CPDLC connection with an aircraft
because it has lost radar data, the ground system terminates the CPDLC
connection.
Procedure:
17. CPDLC FOR (DIALOGUE TYPE) FAILED – USED VOICE

Description:
The ground system receives a downlink message containing a dialogue type that it
does not support and discards the message.
Procedure:
18. MESSAGE DOES NOT CONTAIN FACILITY NAME

Description:
The ground system receives a downlink message that contains the unitname data
type, but rejects the message because it does not also contain the facilityname
data type and discards the message.
Procedure:
- B 77 -
APPENDIX D Getting to grips with FANS – Part III – Issue III
APPENDIX C – DATA SERVICE PROVIDERS
The following maps are provided with the courtesy of SITA and ARINC.
SITA – VLD MODE 2 COVERAGE – EUROPE

Contact : http://www.sita.aero/News_Centre/Contact_SITA/default.htm
- B 78 -
Getting to grips with FANS – Part III – Issue III APPENDIX D
ARINC – VDL MODE 2 COVERAGE – EUROPE

Contact : http://www.arinc.com/contact/index.html
- B 79 -
APPENDIX D – EXTRACTS FROM THE NETHERLANDS AIP
As of 18 JAN 2007
Available at http://www.ais-netherlands.nl/index.html in the AIS publication

section.
The following sections are copied from the above website with the courtesy of the
Air Traffic Control The Netherlands. They are reproduced for information only. It is
a faithful copy as of 13 APR 06. It is strongly recommended to check the accuracy
of these sections at the mentioned website address.
Use of the below extracts from the The Netherlands AIP as of 18 JAN 2007 and
such as may be updated from time to tome by the Air Traffic Control The
Netherlands (called “the extracts”) is subject to the following conditions:
• The user accepts all the conditions and disclaimers applying to the use of the
information contained in the http://www.ais-netherlands.nl website;
• The use of the extracts in this brochure and/or via the http://www.ais-
netherlands.nl website is under the sole responsibility of the user of such
material;
• AIRBUS SAS and the Air Traffic Control The Netherlands shall not be liable for
any direct, indirect, or consequential damages that results from the use or
inability to use the extracts, in particular for, but not limited to, errors, or
omissions in the contents of the http://www.ais-netherlands.nl website or
the consequences of its use, nor for inaccurate transmission or misdirection,
even if AIRBUS SAS and/or the Air Traffic Control The Netherlands have been
advised of the possibility of such damage. This limitation applies whether the
alleged liability is based on contract, tort, or any other basis. It is the user
responsibility to make sure that she or he is using the most up to date
information available. The Air Traffic Control The Netherlands may change
materials on the website without prior notice.
- B 80 -
GEN 3.4 COMMUNICATION SERVICES

3.6. ATS DATA LINK
3.6.1. GENERAL
Data link services are available for aircraft operating within the upper airspace
(above FL 245) of the Amsterdam FIR, under the responsibility of Maastricht UAC.
The following data link services are provided in this airspace:
• DLIC (data link initiation capability)

• ACL (ATC clearances and instructions)
• ACM (ATC communications management)
• AMC (ATC microphone check)
Use of CPDLC (controller pilot data link communications) is not mandatory in this
airspace and is conducted at the discretion of ATC and the aircrew concerned. If
either the aircrew or ATC consider that CPDLC should not be used in the prevailing
circumstances then the operation shall be suspended or terminated and the other
party informed by voice communication.
3.6.2. REGISTER OF AIRCRAFT OPERATORS

Aircraft operators wishing to conduct CPDLC in this airspace shall first register
with Maastricht UAC. Registration shall be made a minimum of 4 weeks prior to
the first intended CPDLC flight of an operator in the airspace.
Post: Paul CONROY

OPS – Systems Implementation
Maastricht UAC
Horsterweg 11
6199 AC Maastricht Airport
The Netherlands
Tel: +31 43 366 1242
Fax: +31 43 366 1502
Email: paul.conroy@eurocontrol.int
3.6.3. FLIGHT PLAN

To facilitate the association of DLIC with the flight plan, it is recommended that
aircrew file their aircraft tail number (registration) or aircraft 24-bit address code
in item 18 of their flight plan.
3.6.4. CPDLC USE

In the airspace under the responsibility of Maastricht UAC, voice communications
and voice instructions shall have precedence over data link communications at all
times.
- B 81 -
The data link messages concerning changes to aircraft profile require voice
readback by the crew on reception.
Example – “Callsign – Confirming datalink climb FL 370”.
Data link messages concerning SQUAWK, SQUAWK IDENT and CONTACT do not
require voice readback prior to execution. Clearances shall be executed when the
WILCO message is sent.
If uncertainty arises regarding a data link message, voice communication shall be

used.
If a downlink request receives a timeout aircrew should make the request again
by voice.
Although DLIC log-on is normally initiated when an aircraft is outside Maastricht

UAC airspace, CPDLC exchanges shall not be conducted until the aircraft is under
the control and responsibility of Maastricht UAC.
3.6.5. DLIC LOG-ON

The facility address for Maastricht UAC is EDYY.
Log-on shall be initiated by the aircrew. Aircrew shall log-on using their ICAO
callsign as filed in their flight plan. Aircrews shall not use a two-letter IATA flight
ID, or insert a leading zero (0) into a callsign, as these actions will result in a
failed log-on.
Log-on should be initiated 30 minutes prior to entry into Maastricht UAC airspace.
For aircraft departing from an aerodrome in close proximity to Maastricht UAC
airspace, log-on can be initiated when the aircraft is on the ground.
Irrespective of the number of Maastricht sectors entered during their flight only
one log-on per flight is required.
3.6.6. ATS DATA LINK SERVICES

3.6.6.1. ACL
Aircrew may receive, via data link, the uplink messages described. Aircrew may
request, via data link, clearance direct to a point on their route. Aircrew are
requested, until further advised, not to data link requests for a level change.
3.6.6.2. ACM
When an aircraft is transferred by data link to an adjacent sector/ATSU, aircrew
shall acknowledge the instruction by WILCO, and shall then contact the next
sector/ATSU by voice communication on the frequency given.
- B 82 -
3.6.6.3. AMC
A ‘Check Stuck Microphone’ instruction may be sent by ATC in circumstances
where an aircraft is inadvertently blocking a voice communication frequency. For
FANS aircraft a ROGER response is expected to this instruction.
If the ‘Check Stuck Microphone’ instruction relates to the R/T frequency being
used, then the aircrew shall check that their radio equipment is not causing the
blockage. If the ‘Check Stuck Microphone’ instruction does not relate to the R/T
frequency being used then no further aircrew action is required.
3.6.7. MESSAGE RESTRICTIONS

Aircrew shall not use free-format free-text messages when communicating via
CPDLC with Maastricht UAC. Use of such a free-text message will result in an error
response.
3.6.8. LOG-OFF
Log-off is automatic on exiting Maastricht UAC airspace. No aircrew action is
required.
3.6.9. DATA LINK FAILURE

In the event of a scheduled outage or unexpected failure of the CPDLC system,
ATC will instruct all data link equipped aircraft to revert to voice communications.
In the event of airborne CPDLC failure, the aircrew shall revert to voice
communication and inform ATC.
3.6.10. MESSAGES
The following uplink clearances and instructions may be expected by aircrew using
CPDLC with Maastricht UAC.
ATC Uplink Clearances and Instructions [No voice readback required]

Contact [unitname] [frequency]
Squawk [code]
Squawk ident
Check stuck microphone [frequency]
- B 83 -
ATC Uplink Clearances and Instructions [Voice readback required]

Proceed direct to (point)
Turn [direction] heading [degrees]
Turn [direction] [degrees]
Fly heading [degrees]
Continue present heading
Climb to [level]
Descend to [level]
Maintain [level]
Aircrew shall respond to a profile-changing clearance with a readback of the

received clearance.
Example - “Callsign – Confirming datalink climb FL 370”
Aircrew should also respond to all uplink clearances / instructions with an
appropriate data link operational response.
The following downlink requests may be sent by aircrew using CPDLC with
Maastricht UAC.
Aircrew Requests
Request direct to
Request Climb to [level]
Request Level
Request Descent to [level]
If a downlink request receives a timeout aircrew should make the request again
by voice.
- B 84 -
Getting to grips with FANS – Part III – Issue III APPENDIX E
APPENDIX E – FANS B OPERATIONAL SCENARIOS
1. CHECK INITIALISATION OF ATSU

Before starting data link operations (ATC and/or AOC), check that the ATSU is well
initialised. The following parameter shall be set :
• The aircraft ICAO code,
• The aircraft registration number (i.e. tail number),
• The ACARS airline identification,
• The standard airline identification.
If not, ATC and/or AOC applications cannot be used.
To enable the ACARS router, the aircraft registration number and the ACARS
airline identification are necessary. In addition, to enable the use of VDL mode 2,
the aircraft ICAO code must be set.
To enable the ATN router, the aircraft

ICAO code (for VDL mode) and the
standard airline identification are
necessary.
The default DCDU screen before

starting any ATC data link operations is
blank.
From the ATSU DATALINK page, select Select the COMM CONFIG prompt in the
the COMM MENU prompt. COMM MENU page.
- B 85 -
APPENDIX E Getting to grips with FANS – Part III – Issue III
If the ATSU is correctly initialised, the If not, the parameters shall be entered
COMM CONFIG page shall appear as manually.
follows.
When all required parameters are

entered, select the CONFIG ACTIVATE
prompt to activate all the entered
parameters.
Important : Those parameters cannot be

modified after take-off.
The aircraft is flying from Helsinki – Malmi, Finland (EFHF) to Paris – Charles De
Gaulles, France (LFPG). The first ATC using data link for this flight is Maastricht
UAC, The Netherlands (EDYY) and the flight crew wants to notify it.
The notification shall be done 15 to 45 minutes before entering the airspace. Refer
to AIP. For Maastricht, it should be done 30 minutes prior to entering.
- B 86 -
Select the ATC MENU prompt on MCDU. Then, select the CONNECTION prompt.
The ATC flight number and the

FROM/TO airports are directly acquired
from the FMS. The ATC flight number
shall match the one declared on the
ATC flight plan, as it is used to correlate
the aircraft to the ATC flight plan.
Enter the ATC centre identification (4 to
Select the NOTIFICATION prompt. 8 characters).
- B 87 -
Notify the ATC centre by selecting the 2R key. Once the ATC centre has been
notified, the notification time is indicated underneath. At this stage, the
connection is initialised at ATC controller’s discretion.
Note : Once the CPDLC connection is established, the notification indication (e.g.
EDYY NOTIFIED 1233Z) disappears.
3. CPDLC CONNECTION
Once the notification is completed, the ATC will establish a CPDLC connection. The
time at which it will be established varies according to the airspace. For
Maastricht, the CPDLC connection should be established 10 minutes prior to
entering.
Once the CPDLC connection is

established, the ATC centre
identification is displayed on the default
screen of the DCDU.
From a technical point of view, the

CPDLC connection is established.
However, from an operational point of
view, the ATC centre does not assume
the aircraft yet.
Few minutes later, the first uplink ATC

message that clearly identifies the ATC MSG
centre to which the aircraft is connected
is received.
Press the ATC MSG pus-button to switch ATC

the light off and to stop the aural MSG
signal.
- B 88 -
Note : For regular (respectively urgent) messages, the aural signal is delayed by
15 seconds (respectively 5 seconds) and then repeated every 15 seconds
(respectively 5 seconds) until the receipt of the message is acknowledged (i.e.
ATC MSG push-button is switched off or a key to treat the message is pressed).
This message confirms that the ATC

centre assumes the aircraft. Close the
message. CPDLC communication may
start.
Important : Do not send any

downlink messages until you have
received this uplink message.
Otherwise, the ground station will
discard any early downlink messages
and will reply with an error message
CPDLC TRANSFER NOT COMPLETED –
REPEAT REQUEST.
The following figures provide the method to check the connection status.
From the ATC MENU page on MCDU, go On ATC request, you can disconnect the
to the CONNECTION page, and then connected ATC centres (here the
select the CONNECTION STATUS ACTIVE ATC) with the 3R key of the
prompt. CONNECTION STATUS page.
- B 89 -
4. RECEPTION OF AN ATC INSTRUCTION

The ATC sent an uplink message. Press ATC
the ATC MSG push-button to switch the MSG
light off and to stop the aural signal.
ATC
MSG
The message was sent at 12.59Z. The

ATC instructs to climb and to reach
FL370 at 13.10Z.
If aircraft performances allow doing so,

select WILCO.
The selected response is displayed in

the upper right corner. Select SEND to
physically send the message.
Thanks to the ATN architecture, you

know when the message is displayed on
the ATC controller screen. The
indication RECEIVD BY ATC appears on
Once the SEND key is pressed, the DCDU.
message turns into green and a
SENDING indication appears in the Close the message to free the DCDU
informationa area. screen.
- B 90 -
Remember that 100 seconds are quite a short period of time to read the message,
to interpret it, to check the aircraft parameter and to prepare the response,
especially if a voice read-back has to be performed.
The ATN Baseline 1 standards define a 100-second timer assuming that no voice
read-back is required.
Any uplink message once received on-board should be answered promptly.
5. UPLINK MESSAGE IS NOT ANSWERED ON TIME

ATC
MSG
The ATC sent an uplink message. Press

the ATC MSG push-button to switch the
light off and to stop the aural signal. ATC
MSG
The ATC requests to report the present

level. You may have noticed that the
SEND key is not available. Indeed, to be
able to send a response, you should
first edit the response with the EDIT
key.
Notice that no STBY function is provided

as per ATN Baseline 1 standards.
If for any reasons, you did not reply
within 100 seconds, an amber REPLY:
TIME OUT indication appears.
For the CPDLC application, the dialogue

is closed. You can only close the
message.
As per procedure, you should revert to

voice in order to properly close the
dialogue from the operational point of
view.
Your voice transmission should start as follows : DISREGARD CPDLC REPORT
PRESENT LEVEL MESSAGE, BREAK. Continue as appropriate in compliance with
standards aeronautical phraseology.
Once the voice transmission is finished, close the message.
- B 91 -
If you need to recall the last closed

message, press the RECALL key from
the default DCDU screen.

The transfer to the next ATC, also called Next Data Authority (NDA), is initialised
by the current ATC. From the airborne perspective, the ATSU automatically
manages the transfer. Therefore, the transfer is transparent to the crew.
The flight crew knows that the transfer procedure starts when the Voice Contact
Instruction and the uplink message identifying the NDA are received.
For the following figures, it is assumed that the aircraft is about to transit from
the EDYY airspace to the LFFF airspace.
Note : At the time of writing the document, LFFF is not data link equipped. For
training purposes, the transfer illustrated below assumes that the NDA is data link
equipped.
ATC
MSG
The ATC sent an uplink message. Press
the ATC MSG push-button to switch the
light off and to stop the aural signal.
ATC
MSG
The current ATC, EDYY, informs you

that LFFF is the next ATC that will be
responsible of your aircraft.
Close the message.
- B 92 -
When LFFF starts the connection process (i.e. CPDLC start request), the default
DCDU screen appears as follows. You are still under the authority of EDYY. LFFF
will take over soon.
On MCDU CONNECTION STATUS page, you can also check that LFFF is the NEXT
ATC.
The ATC sent the Voice Contact

Instruction. Press the ATC MSG push- ATC
button to switch the light off and to MSG
stop the aural signal.
ATC
MSG
You are requested to contact LFFF on

128.275. Select WILCO.
Select SEND.
- B 93 -
As a CPDLC disconnection with EDYY

occurs while replying to this message,
the ATC ground station does not send
any technical acknowledgement back to
the aircraft. Consequently, the SENT
indication appears instead of RECEIVD
BY ATC.
Close the message.
The aircraft confirms that LFFF is the

Current Data Authority by sending a
downlink CDA message to LFFF ground
station. The ground station replies with
a technical acknowledgement. At the
receipt of this acknowledgement, the
default DCDU screen becomes as
shown.
The aircraft is now disconnected from EDYY. The establishment of the CPDLC
connection with LFFF is almost completed.
As soon as you have replied WILCO to the Voice Contact Instruction, contact LFFF
by voice on the instructed frequency.
The new ATC, LFFF, sent an initial ATC
uplink message that clearly identifies MSG
the ATC centre to which the aircraft is
connected.
Press the ATC MSG push-button to ATC

switch the light off and to stop the aural MSG
signal.
This message confirms that the ATC
centre assumes the aircraft. The
establishment of the CPDLC connection
is completed. CPDLC communication
may start. Close the message.
Important : Do not send any

downlink messages until you have
received this uplink message.
Otherwise, the ground station will
discard any early downlink messages
and will reply with an error message
CPDLC TRANSFER NOT COMPLETED –
REPEAT REQUEST.
- B 94 -
7. OPEN NEGOTIATION
ATC
You are now under the authority of
MSG
LFFF. The ATC sent an uplink message.
Press the ATC MSG push-button to

switch the light off and to stop the aural ATC
signal. MSG
This is an open negotiation. On

receiving this type of message, the
ATSU proposes a default response.
If you do not agree with the proposal,

select EDIT.
If no page from the ATC application was

displayed on MCDU, you should call the
ATC MENU page, then select the EDIT
prompt.
The MCDU MENU light is flashing,

The MCDU FOR EDIT indication appears reminding you to do so.
- B 95 -
You have checked that the aircraft

The EDIT page allows modifying the cannot fly the FL370. Then select the
response. You can either modify the CANNOT option and transfer the
time or refuse the negotiation. response to the DCDU.
Once the message is received by the

Send the response. ATC, close the message.
- B 96 -
8. NO RESPONSE FROM ATC

You would like to request a direct leg to
KENAP. To this end, select the
REQUEST page on MCDU. Edit your request.
Once finished, transfer it to DCDU. Send the request.
- B 97 -
Once the request is received by the

ATC, do not forget to close the
message. By systematically clearing the
DCDU, you avoid any mix-up you may
encounter if you have stacked the
messages.
At this time, you should expect a

response within 270 seconds. The ATC
controller has 250 seconds to answer
your request.
If the ATC controller fails to answer
within this period, the ground system
sends a time-out advisory.
Per procedure, revert to voice. Your

voice transmission should start as
follows : DISREGARD CPDLC REQUEST
MESSAGE, BREAK. Continue as
appropriate in compliance with standard
aeronautical phraseology.
Once the transmission is finished, close

the message.
Under certain circumstances, the time-
out advisory sent by the ground system
may not reach the aircraft. Therefore,
the ATSU displays a time-out indication
NO ATC REPLY in amber on DCDU.
The NO ATC REPLY indication is

alternatively displayed with a white
REMINDER indication.
Proceed to a voice procedure as

described above.
9. MSG RECORD
The ATSU records up to 99 CPDLC messages (either uplink or downlink). When
this limit is reached, the latest message overwrites the oldest message.
Note : the time-out advisory received from the ground is not store in the MSG
RECORD as it is just a means to properly close the CPDLC dialogue, without any
particular operational interest.
- B 98 -
From the ATC MENU page, display the

message record by selecting the MSG
RECORD prompt.
You can scroll up or scroll down if the

message record cannot be displayed in
once page.
For each message, the timestamp, the

corresponding ATC, the first line of the
message and the response if any are
displayed.
Select the left prompt to display the

entire content of a message.
The PRINT function allows printing

either the whole message record or one
single message (to that end, call for
display the message to print).
Select the MSG RECORD ERASE

function to erase the message record.
You should confirm within 5 seconds. If
not, the MSG RECORD ERASE function
is reset.
- B 99 -
APPENDIX F Getting to grips with FANS – Part II – Issue III
APPENDIX F – FANS B AIRWORTHINESS APPROVAL SUMMARY
Ref 00D460P1210/C02, Issue 1
The purpose of this document is to describe the Communication, Navigation and

Surveillance airborne capabilities required for FANS B operations, and the
interoperability, safety and performance requirements that were considered for
the development and the airworthiness approval of the Airbus FANS B avionics
package (MOD 35865) that supports Air Traffic Services data link applications. It
also summarizes the main results and achievements of interoperability, safety and
performance demonstrations that were conducted by Airbus.
This document is an outcome of the FANS B airworthiness approval process

intended to be widely distributed to any party planning to make use of data
communications for Air Traffic Services purposes.
This document is primarily intended for operators, ATC service providers and
national aviation authorities.
They should refer to this document when deciding on how to implement

operations based on data communications for ATS purposes. It may also be used
by operators as substantiating data in order to help in obtaining operational
changes.
This document contains:

• Section 1: Introduction,
• Section 2: A brief description of the FANS B product on A320 family aircraft,
• Section 3: A short overview of specific aircraft architecture required by
FANS B implementation,
• Section 4: A presentation of FANS B airworthiness approval context by
describing the Communication, Navigation and Surveillance (CNS) airborne
capabilities assumed for FANS B operations,
• Section 5: A listing of all industry standards considered for the development
of the data link applications, and the record of all clarifications, additions
and/or deviations to those standards, applicable to the FANS B avionics
systems,
• Section 6: A list of all assumptions/requirements placed on the ATS ground
systems and Communication Service Providers that must be fulfilled,
• Section 7: An overview of the interoperability, safety and performance
demonstrations achieved during the airworthiness approval process of the
FANS B package. This section also provides a set of flight crew procedures
used as mitigation means in the safety assessment process,
• Section 8: A proposal for a list of checks and verifications that operators
and ATC providers may wish to perform before starting operations,
• Section 9: Additional information concerning the ATSU router parameters’
customisation process.
- B 100 -

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Getting to grips with FANS – Issue III Foreword

Part I – Getting to grips with CNS/ATM,

Recommendations for RNP (Required Navigation Performance) and RVSM

PART I – TABLE OF CONTENTS

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

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

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

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

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

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

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

2.3. ATN Baseline 1 standards for continental areas ..................................26

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

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

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

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

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

3.3. Data link media ...................................................................................35

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

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

3.5. CNS/ATM applications and services .................................................... 41

3.6. ACARS and ATN main discrepancies.................................................... 47

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

3.8. Which FANS on which aircraft for which environment? ...................... 55

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

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

3.11. Performance requirements ................................................................. 58

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

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

4.2. A320/A330/A340 FANS architecture.................................................. 67

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

4.3.2.1. DCDU ..................................................................................................73

4.4. A380 FANS architecture ......................................................................78

4.5. Human Machine Interface on A380 aircraft .........................................80

AAC Airline Administrative Communications

CMA Context Management Application

ICAO International Civil Aviation Organisation

SIL Service Information Letter

PART I – EXECUTIVE SUMMARY

o Increasing the airspace capacity, enhancing the operational efficiency while

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

Air Traffic Management

FANS 1/A standards for oceanic and remote areas

ATN Baseline 1 standards for continental areas

It should be noticed that data link communications in ATN environments are

Eurocontrol Link 2000+ programme

The Eurocontrol Link 2000+ programme is limited to the implementation of ATN

Productivity gains are expected to be :

FAA CPDL BUILD 1A programme

Definition of accommodation principles is in progress. However, until a complete

FANS A over ACARS

3. CNS/ATM COMPONENT DESCRIPTION

For historical reasons, FANS A is based on ACARS network, whereas FANS B is

o The airborne part :

ATS Facilities Notification (AFN)

Through this application, an ATC knows whether an aircraft is capable of using

Controller Pilot Data Link Communication (CPDLC)

It is particularly adapted to such areas where voice communications are difficult

Automatic Dependent Surveillance (ADS)

Through the ADS application, the ATSU (respectively ATC applications)

Different types of ADS "contracts" exist : periodic, on demand and on event.

Context Management (CM)

Controller Pilot Data Link Communication (CPDLC)

It is an application similar to the FANS A CPDLC application and is restricted to