Nce 042104 PDF

Airbus Flight Operations
May 2014
Getting to grips with

FANS (Future Air
Navigation System)
Issue IV
Getting to grips with FANS – Issue IV 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/A+, FANS B/B+ and FANS A+B systems. The present brochure is the follow-up of
the former brochure entitled “Getting to grips with FANS, issue III – April 2007” and
is split into three parts:
Part I - Getting to grips with CNS/ATM

Part II - Getting to grips with FANS A/A+ in oceanic and remote
areas
Part III - Getting to grips with FANS B/B+ in high-density
continental areas.
This new brochure introduces the A350 equipped with FANS A+B system, the
evolutions implemented in FANS A+ and FANS B+ systems since the publication of
the former brochure, the AIRBUS FANS system solutions in regards with FANS
Mandates.
Part I – Getting to grips with CNS/ATM introduces the CNS/ATM concept, the FANS
Mandates and the AIRBUS products (i.e. FANS A/A+ and FANS B/B+, FANS A+B)
derived from this concept.
Part II – Getting to grips with FANS A/A+ and Part III – Getting to grips with FANS
B/B+ are two separate parts, respectively dedicated to FANS A/A+ systems and
FANS B/B+ systems. 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/A+) in Part II and B (for FANS B/B+) in Part III.
FANS A+B that is the combination of FANS A+ and FANS B+, is described
respectively in part II and 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 brochures “Getting
to grips with modern navigation - A flight operations view” and “Getting to grips
with RNP (Required Navigation Performance) with AR (Authorization Required).
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.
Getting to grips with FANS – Issue IV Foreword
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
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Getting to grips with FANS – Part I – Issue IV Table of Contents
PART I – TABLE OF CONTENTS
Abbreviations................................................................................................ 4
Part I – Executive Summary ......................................................................... 8
1. CNS/ATM ...................................................................................... 17
1.1. CNS/ATM concept ................................................................................... 18

1.1.1. Communication ....................................................................................... 19
1.1.2. Navigation .............................................................................................. 19
1.1.3. Surveillance ............................................................................................ 19
1.1.4. Air Traffic Management .......................................................................... 20
1.2. CNS/ATM Implementation ...................................................................... 20

1.2.1. ICAO Global Framework.......................................................................... 21
1.2.2. Single European Sky ATM Research (SESAR) .......................................... 23
1.2.3. Next Generation Air Transportation System (NextGen) .......................... 24
1.2.4. Other Programmes ................................................................................. 24
2. ATC Datalink: standards, performance, implementations,
mandates, systems ..................................................................................... 25
2.1. ATC Datalink standards........................................................................... 27

2.1.1. FANS 1/A ................................................................................................ 27
2.1.2. ATN Baseline 1 ........................................................................................ 28
2.1.3. Accommodation FANS 1/A-ATN .............................................................. 28
2.1.4. AEEC 623 ................................................................................................ 29
2.1.5. ATN Baseline 2 (SC-214/WG-78) ............................................................ 29
2.2. ATC Datalink Performance ...................................................................... 31

2.2.1. Communication Performance requirements ............................................ 31
2.2.2. Surveillance Performance requirements ................................................. 33
2.2.3. Application of Communication and Surveillance Performance................. 34
2.3. ATC Datalink Implementation ................................................................. 35

2.3.1. FANS 1/A ................................................................................................ 37
2.3.1.1. NextGen Data Communications programme ................................................... 37
2.3.2. ATN Baseline 1 ........................................................................................ 38
2.3.2.1. Eurocontrol Link 2000+ programme .............................................................. 38
2.3.2.2. FAA CPDLC Build 1A programme ................................................................... 38
2.3.3. Accommodation of FANS 1/A Aircraft by ATN B1 centers ....................... 39
2.3.4. ATS 623 .................................................................................................. 39
2.3.4.1. Departure Clearance (DCL) .......................................................................... 40
2.3.4.2. Oceanic Clearance (OCL) ............................................................................. 40
2.3.4.3. Digital – Automatic Terminal Information Service (D-ATIS) .............................. 40
2.3.5. Special Operations .................................................................................. 40
2.3.5.1. Reduced Separations ................................................................................... 40
2.3.5.2. Dynamic Airborne Reroute Procedure (DARP) ................................................. 41
2.3.5.3. Tailored Arrival (TA) .................................................................................... 41
2.3.5.4. In Trail Procedure (ITP) ............................................................................... 41
2.3.6. ATC Datalink Performance (RCP/RSP) .................................................... 42
2.4. ATC Datalink Mandates ........................................................................... 42

2.4.1. FANS 1/A ................................................................................................ 42
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2.4.1.1. North Atlantic Mandate ................................................................................ 42

2.4.1.2. Chinese FANS routes ................................................................................... 43
2.4.2. ATN Baseline 1 ........................................................................................ 43
2.4.2.1. Eurocontrol Link 2000+ Mandate .................................................................. 43
2.4.3. ATC datalink communication recording ................................................... 46
2.4.3.1. ICAO Datalink recording .............................................................................. 46
2.4.3.2. FAA Datalink recording ................................................................................ 47
2.4.3.3. EASA Datalink recording .............................................................................. 47
2.5. ATC Datalink systems proposed by Airbus .............................................. 49

2.5.1. FANS A/FANS A+ .................................................................................... 49
2.5.2. FANS B/FANS B+ .................................................................................... 49
2.5.3. FANS A+B ............................................................................................... 50
2.5.4. FANS A+C ............................................................................................... 50
2.5.5. AIRBUS FANS Roadmap .......................................................................... 50
2.5.6. Which FANS systems for which environment? ........................................ 52
2.5.7. Which FANS systems for which ATC datalink mandates? ........................ 54
3. FANS component description ........................................................ 61
3.1. FANS 1/A architecture ............................................................................ 63
3.2. ATN architecture ..................................................................................... 65
3.3. Datalink media........................................................................................ 66

3.3.1. Air/Ground datalink ................................................................................ 66
3.3.1.1. VHF datalink .............................................................................................. 66
3.3.1.2. SATCOM .................................................................................................... 67
3.3.1.3. HF Data Link (HFDL) ................................................................................... 68
3.3.2. Ground/Ground Communications ........................................................... 68
3.3.2.1. The communication networks ....................................................................... 68
3.3.2.2. The interoperability of the networks .............................................................. 69
3.3.2.3. Ground coordination.................................................................................... 71
3.3.2.4. The Aeronautical Telecommunication Network (ATN) ....................................... 71
3.4. CNS/ATM applications and services ........................................................ 72

3.4.1. As per ACARS network – FANS A/A+ Systems ........................................ 72
3.4.1.1. ATS Facilities Notification (AFN) .................................................................... 72
3.4.1.2. Controller Pilot Data Link Communication (CPDLC) .......................................... 72
3.4.1.3. Automatic Dependent Surveillance (ADS) ...................................................... 73
3.4.2. As per ATN – FANS B/B+ Systems .......................................................... 76
3.4.2.1. Context Management (CM) application .......................................................... 76
3.4.2.2. Controller Pilot Data Link Communication (CPDLC) application .......................... 76
3.5. FANS 1/A and ATN: main differences...................................................... 78

3.5.1. Data Link operations ............................................................................... 78
3.5.2. Application name equivalence ................................................................ 78
3.5.3. Protected Mode ....................................................................................... 79
3.5.4. Technical acknowledgement: LACK/MAS ................................................ 79
3.5.4.1. In FANS 1/A environment ............................................................................ 79
3.5.4.2. In ATN environment .................................................................................... 79
3.5.5. Time stamp ............................................................................................. 81
3.5.5.1. In FANS 1/A environment ............................................................................ 81
3.5.5.2. In ATN environment .................................................................................... 81
3.5.6. Timers .................................................................................................... 82
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3.5.6.1. Message Latency Timer ............................................................................... 82

3.5.6.2. ATN Timers ................................................................................................ 83
3.6. FANS architecture summary ................................................................... 86

4. AIRBUS FANS description ............................................................. 89
4.1. A320/A330/A340 FANS architecture ...................................................... 91

4.1.1. ATSU for A320/A330/A340 aircraft ........................................................ 91
4.1.2. The new FMS (2nd generation FMS) ......................................................... 93
4.1.3. A320/A330/A340 crew interfaces .......................................................... 94
4.2. Human Machine Interface on A320/A330/A340 aircraft ........................ 94

4.2.1. Basic operational principles .................................................................... 96
4.2.2. Main HMI rules ....................................................................................... 97
4.2.2.1. DCDU ........................................................................................................ 97
4.2.2.2. MCDU ........................................................................................................ 97
4.2.2.3. Alert ......................................................................................................... 98
4.2.2.4. Messages ................................................................................................... 98
4.2.2.5. Printer ..................................................................................................... 100
4.2.2.6. interactions with FMS ................................................................................ 100
4.2.2.7. Colour coding ........................................................................................... 101
4.3. A350/A380 FANS architecture .............................................................. 102

4.3.1. ATC applications ................................................................................... 103
4.3.2. A350/A380 crew interfaces .................................................................. 104
4.4. Human Machine Interface on A350/A380 aircraft ................................ 105

4.4.1. Basic operational principles .................................................................. 108
4.4.2. Main HMI rules ..................................................................................... 108
4.4.2.1. ATC mailbox............................................................................................. 108
4.4.2.2. MFD ........................................................................................................ 109
4.4.2.3. KCCU ...................................................................................................... 109
4.4.2.4. Alert ....................................................................................................... 109
4.4.2.5. Messages ................................................................................................. 110
4.4.2.6. Printer ..................................................................................................... 111
4.4.2.7. Interactions with FMS ................................................................................ 111
4.4.2.8. Colour coding ........................................................................................... 112
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Getting to grips with FANS – Part I – Issue IV
Abbreviations
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
AIR Airborne Image Recorders
AMC ATC Microphone Check service
AMI Airline Modifiable Information
ANSP Air Navigation Service Provider
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
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Abbreviations
CFDIU Centralized Fault Display Interface Unit

CM Context Management application
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
CSP Communication Service Provider
CSTDB CuSTomized 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
EATMS European Air Traffic Management System
ECAM Electronic Centralized Aircraft Monitoring
EFIS Electronic Flight Information System
EIS Electronic Instrument System
ERSA En-Route Supplement Australia
EUROCAE European Organization for Civil Aviation Equipment
EWD Engine and Warning Display
FANS Future Air Navigation System
FDR Flight Data Recorder
FHA Functional Hazard Analysis
FIR Flight Information Region
FIS Flight Information Services
FIT FANS Interoperability 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
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Abbreviations
HFDL High Frequency Data Link

HFDR High Frequency Data Radio
HMI Human Machine Interface
ICAO International Civil Aviation Organization
IFALPA International Federation of Airline Pilot Associations
IMA Integrated Modular Avionics
IOM Input Output Module
ISPACG Informal South Pacific ATC Coordinating Group
ITP In Trail Procedure
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 Onboard Maintenance Terminal
OPC Operational Program Configuration
ORT Owner Requirements Table
PACOTS Pacific Organized 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
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Abbreviations
RVSM Reduced Vertical Separation Minima

SATCOM Satellite Communications
SCI Secure Communication Interface
SDU Satellite Data Unit
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
TA Tailored Arrival
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 Way Point Reporting
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Getting to grips with FANS – Part I – Issue IV 1. CNS/ATM
PART I – EXECUTIVE SUMMARY
1. CNS/ATM
CNS/ATM Concept
The CNS/ATM concept aims to enhance the Air Traffic Management thanks to
better Communication, more precise Navigation, and richer Surveillance. Its main
objectives are to increase of the airspace capacity and the flight efficiency, to reduce
the aviation environmental impact, and to maintain an acceptable safety level
despite an air traffic more and more dense.
• Communication: The datalink communication with the Controller Pilot Data

Link Communications (CPDLC) provides an important change in the ATC
communications. The principle of CPDLC is to use written messages between
the flight crew and ATC controllers instead of voice communication.
• Navigation: Navigation evolved with the introduction of new procedures

based on satellite system, making the aircraft procedures independent of the
traditional radio Navaids.
• Surveillance: New surveillance techniques like Automatic Dependent

Surveillance (ADS) enables a more precise tracking of aircraft, more direct
routes, and a reduction of flight crew workload (no or less position reporting)
in airspace out of radar coverage.
• Air Traffic Management: The deployment of new CNS technologies has

continuously improved the ATM. Future ATM is taking shape with the arrival of
new concepts like Trajectory Based Operations (TBO), Flight and Flow
Information for a Collaborative Enviroment (FF-ICE), System Wide Information
Management (SWIM) network.
CNS/ATM Implementation
In order to ensure a global interoperability of local and regional ATM
implementations with independent planning, ICAO decided to setup a global ATM
framework with the agreement of all ATM stakeholders.
• ICAO Global Framework: This framework is based on Aviation System Block

Upgrades (ASBU). One ASBU is associated with an operational ATM
improvement and is identified by its scope of applicability (i.e. airport, En-
route, etc), the benefits for the ATM stakeholders in term of safety, efficiency,
environment effects, cost, etc.
Each ASBU consists of a series of modules, organized with a targeted
implementation date. Block 0 is the baseline available in 2013. Blocks 1 to 3
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identify new ATM features with an implementation date every 5 years (i.e.
respectively 2018, 2023 and 2028). The ICAO framework is part of the ICAO
Global Air Navigation Plan (GANP).
• Single European Sky ATM research (SESAR): SESAR is a programme

launched in 2004 to renovate the ATM technologies in order to increase the
European airspace capacity, improve the safety and efficiency of the ATM,
reduce the flight costs and minimize the environmental impacts (noise and
air). It involves all aviation stakeholders (airspace users, airports, air
navigation service providers, aircraft and system manufacturers, European
institutions like Eurocontrol and the European Commission). The introduction
of new ATM features like 4D Trajectory, System Wide Information
Management (SWIM), Collaborative Decision Making (CDM) are part of SESAR
roadmap.
• Next Generation Air Transportation System (NextGen): To enhance the

ATM, FAA launched its own programme, Next Generation Air Transportation
System (NextGen), with the objectives of the increase airspace capacity, the
reduction of flight costs, etc. New operational improvements are expected,
including the ADS-B, new datalink applications (starting with Pre-Departure
Clearance), the System Wide Information Management (SWIM), the Common
Support Service for Weather (CSS –Wx), the Collaborative Air Traffic
Management (CATM).
• Other Programmes: Other ATM programmes exist in the rest of the world,
moving forward in consistency with the ICAO framework like the Collaborative
Actions for Renovation of Air Traffic Systems (CARATS) in Japan.
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Getting to grips with FANS – Part I – Issue IV Executive Summary
2. ATC DATALINK: STANDARDS, PERFORMANCE, IMPLEMENTATIONS,

MANDATES, SYSTEMS
ATC Datalink Standards

• FANS operations performed over:
- ACARS network in oceanic and remote areas are in compliance with
FANS 1/A standards
- ATN in high-density continental areas are in compliance with ATN
Baseline 1 standards.
• FANS 1/A: For oceanic and remote areas, FANS 1/A standards based on
ACARS network and availability of GPS satellites introduced a well-adapted
system to ensure the three CNS functions. FANS 1/A standards are highly
inspired from ICAO concept with CPDLC and ADS-C based on ACARS network.
• ATN Baseline 1: The ATN Baseline 1 (ATN B1) standards meet the ICAO
CNS/ATM objectives. The main difference with FANS 1/A standards deals with
datalink protocols, whereas ATC applications are almost identical.
• Accommodation FANS 1/A-ATN: In order to take benefits from investments

made on FANS 1/A aircraft while ATN is deploying in Europe, studies to ensure
ATN B1 ground systems can provide datalink services to FANS 1/A aircraft
have been conducted. Such adaptations between the supporting ATC datalink
standards (i.e. FANS 1/A and ATN Baseline 1 standards) are commonly
referred to accommodation.
• Airlines Electronic Engineering Committee (AEEC) 623: AEEC 623

standard encompasses three ATS 623 applications: Departure Clearance
(DCL), Oceanic Clearance (OCL), D-ATIS (Digital – Automatic Terminal
Information Service). These 3 applications are used to receive departure
clearance, oceanic clearance and ATIS information in text format through
ACARS network.
• ATN Baseline 2 (SC-214/WG-78): EUROCAE Working Group 78 (WG78) is

a joint working group with RTCA Special Committee 214 (SC214), named
Standards for Air Traffic Data Communication Services. Their mission is to
standardize the future Air Traffic Services (ATS) supported by datalink
communications and used in different environments (continental and oceanic)
and in different airspaces (Airport and En-route). These ATS will constitute the
ATN Baseline 2 (ATN B2) standards. It is expected that ATN B2 includes ATS
like 4D Trajectory, D-TAXI, etc.
ATC Datalink Performance

• Like Required Navigation Performance (RNP) provides performance
requirements on navigation, Required Communications Performance
(RCP)/Required Surveillance Performance (RSP) concept defines performance
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requirements to support communication/surveillance performance based

operations. For instance:
- RCP 240 defines a maximum time of 240 seconds for an ATC controller
to initiate a transaction and receive the response from the flight crew
- RSP 180 defines a maximum time of 180 seconds to send a position
report from the aircraft to the ground.
• When the use of datalink requires some performance on

communication/surveillance, ANSPs may prescribe compliance with RCP and
RSP specification in their AIPs. For operations with reduced separations
(30/30), it may be requested:
- To respect RCP 240/RSP 180 with normal means of communications
(e.g. SATCOM)
- To respect RCP 400/RSP 400 with alternate means of communications
(e.g. HFDL).
ATC Datalink Implementation

• FANS 1/A: In the 1990’s, implementation of FANS 1/A started initially over
the South Pacific. The deployment of FANS 1/A is now almost worldwide
thanks to the availability of ACARS network. Extension of FANS 1/A carries on
at the time of writing the document.
• ATN Baseline 1: Implementation of ATN B1 over Europe is managed by

Eurocontrol Link 2000+ programme. This deployment has started from
Maastricht and its completion is expected over the European airspace by 2015
pushed by the Eurocontrol Link 2000+ mandate. Deployment of ATN B1
standard over US was initially planned and managed as CPDLC Build 1A
programme. Stopped in 2001, FAA decided to switch to the deployment of
FANS 1/A standard.
• Accommodation FANS 1/A aircraft by ATN B1 centers: Accommodation

will depend on ANSP policy. ANSPs might authorize ATC centers with ATN B1
capability to accommodate FANS 1/A aircraft. Thanks to accommodation,
these ATC centers will enable the provision of datalink services to FANS 1/A
aircraft.
• ATS 623:
- Departure CLearance (DCL) is provided in some airports distributed over
the world, located in Europe and Asia.
- Oceanic Clearance (OCL) is mainly available over the NAT.
- Digital-Automatic Terminal Information Service (D-ATIS) is available in
more than 90% of the busiest airports in the world.
• Special Operations: The emergence of new CNS technologies (FANS, RNP

etc) enables to fly with a reduction of the minima separations (also known as
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30/30 or 50/50 operations), or to apply special procedures like Dynamic

Airborne Reroute procedure (DARP), Tailored Arrival (TA), In Trail Procedure
(ITP).
• ATC Datalink Performance: RCP/RSP capability may be required for specific

portions of airspace or routes by the relevant states through their AIP. Some
ANSPs (located in North Atlantic and South Pacific) have started to monitor
RCP/RSP but at present, there is no airspace that requires RCP/RSP
compliance. It is expected that RCP/RSP will be mandatory firstly in the North
Atlantic at the beginning of 2015 (i.e. RCP 240/RSP 180 for FANS 1/A
operations).
ATC Datalink Mandates

• FANS 1/A:
- NAT datalink mandate is implemented according two phases:
o Phase 1: From Feb 7, 2013, for all aircraft operating between FL360
to FL390 (inclusive) on the two best tracks within the NAT Organized
Track System (OTS) and crossing 30 degrees west longitude during
the OTS validity period
o Phase 2: From Feb 5, 2015, with the extension to specified portions
of NAT Minimum Navigation Performance Specifications (MNPS)
airspace.
- FANS routes over China: Aircraft that intents to fly Y1, Y2, Y3 or L888
routes must be fitted with FANS 1/A.
• ATN Baseline 1: Implementation of ATN Baseline 1 is required over Europe.

This mandate is made applicable to Air Navigation Service Providers (ANSPs)
and to aircraft operating above FL 285. Here are the keys dates for aircraft
operators:
- Jan 1, 2011: After this date all new aircraft operating above FL 285
shall be delivered with a compliant system
- Feb 5, 2015: By this date all aircraft operating above FL 285 shall have
been retrofitted with a compliant system.
• Regulations about ATC Datalink communication recording have been

published. The recorded information could be used for the investigation on
flight accidents/incidents.
- ICAO recommends that aircraft record datalink messages from Jan 1,
2016. For Airbus avionics systems, it is applicable to datalink initiation
(AFN or CM), CPDLC, ATS 623 and ADS-C messages.
- FAA requires US registered aircraft using datalink, to have onboard
datalink recording capabilities from Dec 6, 2010. For Airbus avionics
systems, it is applicable to CPDLC and ATS 623 messages.
- EASA requires aircraft having the capability to operate datalink
communications and for which the individual certificate of airworthiness
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is first issued on or after Apr 8, 2014, to record datalink messages. For

Airbus avionics systems, it is applicable datalink initiation (AFN or CM),
CPDLC, ATS 623, ADS-C messages.
ATC Datalink systems

Airbus proposes currently the following ATC Datalink systems on its aircraft:
• FANS A/FANS A+ over ACARS network (FANS 1/A standards) for A320,
A330/A340 and A380 aircraft1
• FANS B/FANS B+ over ATN network (ATN Baseline 1 standards) for A320
aircraft
• FANS A+B over both ACARS network (FANS 1/A standards) and ATN
network (ATN Baseline 1 standards) for A350/A380 aircraft2.
1
FANS A is only available on A330/A340 aircraft.
2
FANS A+B system will be available around 2015 on A380 aircraft.
FANS A+C system will be available in the future to cope with ATN Baseline 2
standards including new features like 4D Trajectory, D-TAXI, etc.
3. FANS COMPONENT DESCRIPTION
FANS Architecture
• 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 A350/A380 aircraft, the ATC applications manage the ATC datalink
functions, and the ACR manages the routing function (e.g. selection of
the best available medium).
• The air/ground datalink: used to transmit AOC or ATC data to the ground
through VDL mode A, VDL mode 2, SATCOM and HFDL.
• The ground/ground datalink: 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).
• Communication Service Providers (CSPs) operating with national service
providers are currently interconnected to provide a global interoperability of
ATS datalink applications.
FANS 1/A applications

• ATS Facility Notification (AFN)
Through this application, an ATC knows whether an aircraft is capable of using
datalink communications. This exchange of the datalink context is needed prior to
the establishment of any CPDLC or ADS-C connection.
• Controller Pilot Data Link Communications (CPDLC)
- 13 -
CPDLC is a powerful tool to sustain datalink communications between the flight crew
and the ATC 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 utilized for routine
dialogue (e.g. frequency transfer).
• Automatic Dependent Surveillance- Contract (ADS-C)
ADS-Contract is an end-to-end application that uses datalink as CPDLC. ADS-C
application is hosted by ATSU (respectively ATC applications) on A320/A330/A340
(respectively A350/A380).
Through the ADS-C application, the aircraft automatically sends aircraft surveillance
data to the connected ATC centers (up to 5). This is done automatically and remains
transparent to the crew.
Different types of ADS-C "contracts" exist: periodic, on demand and on event.
ADS-Broadcast (ADS-B) is a transponder Mode S application that broadcasts 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.
ATN B1 applications
• Context Management (CM)
This application provides the Data Link Initiation Capability (DLIC) service that
is similar to the FANS 1/A AFN application and remains mandatory prior to any
CPDLC connection.
It is an application similar to the FANS 1/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 transfer between
centres, and the ATC Microphone Check (AMC) to check that the voice frequency
is not blocked.
Thanks to the LACK, the end user (flight crew or ATC 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.
Differences 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 differences are:
• CPDLC is the primary means of communication in FANS 1/A
environments when the aircraft is equipped with datalink systems. In ATN
environment, voice will remain the primary means.
- 14 -
• Protected Mode is used only in ATN environments and guarantees that

CPDLC message is always delivered to the intended receiver. Thanks to the
Protected Mode, the Voice Read-Back (VRB) procedure is no more required.
• Technical acknowledgement: acknowledgements in FANS 1/A
environments and ATN environments do not have the same meanings.
• Message latency timer: if the message is received after the message
latency timer expires, the message becomes invalid, the content of the
message having lost its relevancy. The message latency timer is based on a
value uplinked by ATC (see Max Uplink Delay function) in FANS 1/A whereas it
is a value fixed in avionics system in ATN environments.
• Timers: in ATN environments, the transmission of a message must be
achieved in a limited time. In addition, flight crew and ATC controllers have a
limited time to answer a message. Timers are intended to avoid any datalink
dialogue remaining open for an undefined period.
4. AIRBUS FANS DESCRIPTION
A320/A330/A340 FANS architecture

• This avionics unit (ATSU) has been developed to cope with datalink
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 Airbus-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.
Note: in FANS B/B+, the interface FMS-ATSU is limited. The FMS only provides the
ATSU with the flight number, the departure and destination airports, and the aircraft
position.
A320/A330/A340 Human Machine Interface

Regardless of the FANS systems (FANS A / FANS A+ or FANS B / 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.
A350/A380 FANS architecture

The A380 introduces new technologies. As such, its architecture is different from the
ones on A320/A330/A340 aircraft. However, the basic operational principles remain
exactly the same. The A350 FANS architecture is inherited from the A380 one.
- 15 -
Functions that were managed entirely by ATSU on A320/A330/A340 aircraft are

distributed between ATC applications and ACR on A350/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).
A350/A380 Human Machine Interface

A350/A380 cockpit benefits from a new design where the CDS is the key element.
However, A350/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 CDS on the A380 and on the upper central screen C1
CDS on the A350.
• Downlink messages are prepared from MFD ATC COM pages located on L3
and R3 CDS screens on the A380 and on lower central C2 CDS screen on the
A350.
- 16 -
1. CNS/ATM
1.1 CNS/ATM concept 18

1.1.1 Communication 19
1.1.2 Navigation 19
1.1.3 Surveillance 19
1.1.4 Air Traffic Management 20
1.2 CNS/ATM Implementation 20
1.2.1 ICAO Global Framework 21
1.2.2 Single European Sky ATM Research (SESAR) 23
1.2.3 Next Generation Air Transportation System (NextGen) 24
1.2.4 Other Programmes 24
- 17 -
1.1. CNS/ATM CONCEPT

In 1983, the ICAO council tasked its special committee on Future Air Navigation
Systems (FANS) in order to make recommendations for the upgrade of the
communications, navigation and surveillance systems. The intention was to cope
with the growth of the worldwide air traffic. In 1989, based on their previous work, a
second committee was created to manage the implementation of the CNS/ATM
(Communication, Navigation, Surveillance / Air Traffic Management) concept. This
concept was endorsed by the Tenth ICAO Air Navigation Conference in 1991.
The CNS/ATM concept implies better Communication in addition to more precise

Navigation and richer Surveillance to support the improvement of the Air Traffic
Management. The objectives of the CNS/ATM concept are to:
• Increase airspace capacity
• Enhance operational efficiency
• Improve the safety level for the air traffic.
Numerous actors play a role in this global end-to-end concept, which represents a
chain between the flight crew and the ATC controller. Although most of these actors
are independent entities (e.g. Air Navigation Service Providers, Communication
Service Providers, ATC, Airline Operational Centers, etc). The ability of all of these
entities to work together is essential for the correct operation of the global system.
Navigation Space
Communication
Satellites (GNSS)
Satellites (SATCOM)
Air
Ground-based Radio
(VHF & HF) Ground
SATCOM Transponder
Ground Network for
Datalink Communication
Differential
GNSS
Airline Information ATC

Host Service Center
Figure 1-1
CNS/ATM concept
- 18 -
1.1.1. COMMUNICATION
Operationally speaking, FANS provides an important change in the way the flight
crew and controllers communicate. In addition to the classical VHF and HF voice, and
the more recent satellite voice, Controller Pilot Data Link Communications (CPDLC)
increases the set of communication means between the flight crew and ATC
controllers. The principle of CPDLC is to use written messages between the flight
crew and ATC controllers that rely on datalink communications instead of voice
communications.
CPDLC is a powerful tool and the primary means to sustain ATC communications in
oceanic and remote areas. At the end of 2006, CPDLC became a supplementary
communication means to overcome VHF congestion in some dense continental
airspaces (where voice VHF media remains the primary communication means).
Onboard systems display CPDLC messages to the flight crew which can also be
printed.
Ground-ground communications are also part of the concept. They ensure the link
and coordination between different ATC organizations (or services of the same ATC
organization) and Airline Operational Centres (AOCs). AFTN, voice or AIDC (ATS
Interfacility Data Communications) support these communications.
1.1.2. NAVIGATION
To fully benefit from the CNS/ATM concept, aircraft will need to have a certain level
of navigation performance in terms of accuracy, availability, integrity and service
continuity. Based on the Global Navigation Satellite System (GNSS), Performance-
Based Navigation (PBN) is a concept used to describe technologies that are moving
navigation mode from a ground-based navigation system toward onboard system
capable of performance navigation. This trend involves the development of satellite-
Area Navigation or RNAV procedures that are based on satellite-based navigation
aids and no more on conventional radio Navaids. These procedures are more
accurate and enable shorter, direct route between two given points used for en-route
areas and approach as well.
Refer to the “Getting To Grips With Modern Navigation” and “Getting To Grips With
RNP-AR” documents for detailed explanations (See References).
1.1.3. SURVEILLANCE
While traditional surveillance systems like Secondary Surveillance Radar (SSR)
continue to be used, Automatic Dependent Surveillance (ADS) is applied for airspace
out of radar coverage. ADS provides the ATC with a more precise aircraft position
based on GPS data, and consequently enables to improve the traffic situation
awareness.
Different types of surveillance exist:

• In oceanic and remote airspaces (where it is not possible to install the
ground stations): when the controlled surveillance is procedural, the HF voice
position reports are progressively being replaced by Automatic Dependent
Surveillance-Contract (ADS-C). ADS-C enables the aircraft to automatically
- 19 -
send position and F-PLN intentions to up to five different ATC centers. With
the possibilities offered to the ATC 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-C enables to reduce lateral and
longitudinal separation. For more details about ADS-C, refer to Section
3.4.1.3.1 Automatic Dependent Surveillance – Contract (ADS-C)
• In continental airspaces (where it is possible to install the ground stations):
surveillance relies on classical SSR modes A, C, S, or Automatic Dependent
Surveillance-Broadcast (ADS-B) when available. ADS-B enables to transmit
surveillance data from aircraft to ATC centers and other aircraft in the vicinity.
Refer to Getting to Grips Surveillance for more information (see References).
1.1.4. AIR TRAFFIC MANAGEMENT

Since the beginning of the civil aviation, Air Traffic Management (ATM) is based on
the same processes: ATC controllers apply conservative spacing rules to maintain a
safe separation between aircraft. Due to the increasing air traffic, the fixed airspace
capacity, and the environmental stakes, the current ATM organization faces
challenging constraints to support airspace users operations with traditional
processes. The progressive deployment of new CNS technologies helps the ATM to:
• Improve the safety with constantly increasing air traffic
• Reduce the environmental effects of air traffic
• Increase airspace capacity.
ATM will significantly change to ensure efficient and safe operations. The new ATM
pattern will rely on the following pillars:
• Extensive deployment of Performance Based Navigation (PBN) procedures to
optimize airport approaches profiles (Advanced RNP), the route predictability
and the aircraft separation
• Trajectory Based Operations (TBO) with the free routing operations that
enables to fly a route without waypoints defined by traditional navaids
• 4D Trajectory including the time constraint of the flight routes that improves
the air traffic situation awareness and optimizes the airspace use
• Flight and Flow Information for a Collaborative Environment (FF-ICE) that
provides a distributed flight information between airspace users and ground in
order to take appropriate decision for aircraft trajectories
• System Wide Information Management (SWIM) that creates a link between all
the ATM stakeholders (airspaces users, ATC controllers, airports, etc) for the
distribution of meteorological and flight information.
1.2. CNS/ATM IMPLEMENTATION

Since the 1990’s, the improvement of ATM over the world has been a permanent
evolution thanks to the contribution of CNS advanced technologies like:
• The datalink communications between the flight crew and ATC controllers
(CPDLC) that have replaced or completed the traditional voice communications
• The introduction of area navigation (RNAV) capabilities along with the global
navigation satellite system (GNSS) that are now used for en-route navigation
and for non-precision approaches
- 20 -
• The Automatic Dependent Surveillance- Contract (ADS-C), via satellite or

other datalink communication, that has progressively replaced the HF voice
position report to ATC, and the Automatic Dependent Surveillance- Broadcast
(ADS-B) that bring more benefits than traditional surveillance based on
Secondary Surveillance Radar (SSR).
Nevertheless, deployment of local and regional CNS/ATM evolutions without real

worldwide harmonization may probably lead to interoperability issues. To ensure a
global CNS/ATM harmonization, ICAO with the agreement of ATM stakeholders
decided to setup a global framework.
1.2.1. ICAO GLOBAL FRAMEWORK

In 2008, ICAO initiated discussions with all ATM stakeholders about the possibility of
a global CNS/ATM framework. In the same way, ICAO established agreements with
CNS/ATM standardization organizations (e.g. EUROCAE, RTCA, ARINC, etc) for the
planning of future publications of CNS/ATM Standards.
In 2011, during the Global Air Navigation Industry Symposium (GANIS), ICAO
proposed a future way of working in order to ensure the interoperability and
independence of the ATM solutions deployed worldwide. This way of working is based
on a framework named Aviation System Block Upgrades (ASBU). An ASBU
corresponds to an operational ATM improvement and is identified by the scope of
applicability (i.e. airport, En-route, etc) and the benefits for the ATM stakeholders in
term of safety, efficiency, environment effects, cost, etc.
Each ASBU consists of a series of modules organized into the following performance
improvement areas:
• Airport operations
• Global interoperable systems and data
• Optimum capacity and flexible flights
• Efficient flight path.
An example of ASBU module is “Improved Safety and Efficiency through the Initial
Application of Data Link En-route” (Reference B0-TBO) that corresponds to the
implementation of an initial set of data link applications (e.g. CPDLC) for surveillance
and communications in ATC.
- 21 -
Figure 1-2
ASBU organization (Source ICAO)
The diagram above illustrates the organization of ASBU modules and their targeted
implementation date (i.e. date when the operations are expected to start). Each
block collects all the modules over all the performance improvement areas with the
same implementation date. The block 0 is the baseline, with an implementation date
in 2013. Indeed, the block 0 includes ATM capabilities already in use in many
countries. The blocks 1 to 3 identify new ATM features with an implementation date
every 5 years (i.e. respectively 2018, 2023 and 2028).
The ICAO framework based on ASBU is part of the ICAO Global Air Navigation Plan
(GANP). ATM programmes around the world may use this framework as a ATM
guidance. The ICAO GANP (2014–2016 Triennium Edition) describes the planning to
ensure an harmonized ATM development over the world.
In November 2012, during the 12th Air Navigation Conference, ICAO presented the
global framework with a description of the different blocks and its corresponding
modules. The objective was to obtain an agreement from all ATM stakeholders (e.g.
states, standardization organizations, aircraft manufacturers, etc) on:
• The need for a global framework for all ATM developments over the world
• The creation of working groups for the management of ASBU
• The content of ASBU blocks 0 and 1.
Not all airspaces require all ASBU modules. No mandate exists about the ASBU
deployment plan. The module implementation timeframe depends on the specific
operational environment of each country or region. ICAO Planning and
Implementation Regional Group (PIRG) will support the country or region of the
world in their ASBU module deployment. PIRG will ensure that all required
- 22 -
supporting procedures, regulatory approvals and training are set-up before starting
ATM operations.
Regional and national programmes for ATM modernization (i.e. SESAR in Europe,
NextGen in US, CARATS in Japan, etc) are in progress over the world. A connection
exists between the planning of SESAR, NextGen, CARATS and the ICAO global
framework.
For more details, please refer to ICAO website at: http://www.icao.int/.
1.2.2. SINGLE EUROPEAN SKY ATM RESEARCH (SESAR)

SESAR is a programme launched by the European commission in 2004 to renovate
the architecture of the ATM. SESAR objectives are:
• To increase the European airspace capacity
• To improve the safety and efficiency of the ATM
• To reduce the costs per flight
• To minimize the environmental impacts (noise and air).
This major step in the ATM evolution will require a defragmentation of the European
airspace and the development of innovative technologies such as:
• System Wide Information Management (SWIM): the intranet of the future Air
Traffic Management System connecting all the ATM stakeholders for a better
sharing of the ATM information (e.g. NOTAMs, AIS, airport database, flight
information, etc)
• Collaborative Decision Making (CDM): based on information collected through
SWIM, an improvement of the CDM process to take collective decision for
trajectory changes
• 4D Trajectory based on a 4D (three spatial and time) accurate trajectory to
optimize the airspace use and the traffic situation awareness
• Conflict Management and Automation with the introduction of new ATM tools
that detect potential conflicts and propose resolution measures
• New Airborne Separation Modes with ASAS (Airborne Separation Assurance
System) in which avionics systems will provide functions to maintain
separations or spacing with other aircraft
• Network Collaborative Management and Dynamic/Capacity Balancing enabling
a dynamic and flexible organization of the airspace sectors
• Airport Integration: the full integration of airport operations inside the ATM
process with the gate-to-gate concept.
Deployment of the new ATM features is aligned with ICAO Global Air Navigation Plan
(GANP) and follows an incremental approach based on three steps:
• Step 1 “Time-based Operations” focused on a controlled time of arrival, more
use of datalink and the deployment of an initial trajectory based operations
• Step 2 “Trajectory-based Operations” enables the optimization of flight
trajectory based on a better sharing of 4D trajectory information between air
and ground relying on SWIM and new datalink technologies
• Step 3 “Performance-based Operations” is the last step of the implementation
of a high-performance, integrated and collaborative ATM system.
- 23 -
For more information about SESAR operational changes and deployment plan, refer
to European ATM Master Plan, at https://www.atmmasterplan.eu/.
All details about SESAR are available at: http://www.sesarju.eu/.
1.2.3. NEXT GENERATION AIR TRANSPORTATION SYSTEM (NEXTGEN)

In 2003, Federal Aviation Administration (FAA) launched its own programme to
modernize the ATM processes over US airspace, taking into account the continuing
increase of the traffic. This programme is called Next Generation Air Transportation
System (NextGen) and its goals are the increase airspace capacity, the reduction of
flight costs, etc. NextGen relies on the following operational improvements:
• Implementation of ADS-B for a better Traffic surveillance and situation
awareness
• New Data Communications with the development of Pre-Departure Clearance
(PDC), CPDLC messages. In the future, NextGen will go to more advanced
operations such as D-TAXI, 4D Trajectory.
• System Wide Information Management (SWIM) to provide from a single
source the most current ATM information (e.g. NOTAMs, Weather data, etc)
• Common Support Service for Weather (CSS–Wx) to implement a common
database for the aviation weather information for all concerned users
• Collaborative Air Traffic Management (CATM) to ease the ATC controllers
decisions in order to improve the flight trajectory and optimize the airspace
use.
NextGen implementation plan is consistent with ICAO Global Air Navigation Plan
(GANP) and is available at http://www.faa.gov/nextgen/implementation/.
All details about NextGen are available at: http://www.faa.gov/nextgen/.
1.2.4. OTHER PROGRAMMES

Other ATM programmes exist in the rest of the world, moving forward in consistency
with the ICAO framework guidance and the ASBU approach (Refer to Section 1.2.1
ICAO Global Framework). For instance, evolutions of ATM in Japan are managed by
the Collaborative Actions for Renovation of Air Traffic Systems (CARATS).
- 24 -
Getting to grips with FANS – Part I – Issue IV 2. ATC Datalink
2. ATC DATALINK: STANDARDS, PERFORMANCE,

IMPLEMENTATIONS, MANDATES, SYSTEMS
2.1 ATC Datalink standards 27

2.1.2 ATN Baseline 1 28
2.1.3 Accommodation FANS 1/A-ATN 28
2.1.4 AEEC 623 29
2.1.5 ATN Baseline 2 (SC-214/WG-78) 29
2.2 ATC Datalink Performance 31
2.2.1 Communication Performance 31
2.2.2 Surveillance Performance 33
2.2.3 Application of 34
2.3 ATC Datalink Implementation 35
2.3.1 FANS 1/A 37
2.3.2.1 Eurocontrol Link 2000+ programme 38
2.3.2.2 FAA CPDLC Build 1A programme 38
2.3.3 Accommodation of FANS 1/A Aircraft by ATN B1 39
centers
2.3.4 ATS 623 39
2.3.4.1 Departure Clearance (DCL) 40
2.3.4.2 Oceanic Clearance (OCL) 40
2.3.4.3 Digital – Automatic Terminal Information Service (D-ATIS) 40
2.3.5 Special Operations 40
2.3.5.1 Reduced Separations 40
2.3.5.2 Dynamic Airborne Reroute Procedure (DARP) 41
- 25 -
2.3.5.3 Tailored Arrival (TA) 41

2.3.5.4 In Trail Procedure (ITP) 41
2.3.6 ATC Datalink Performance (RCP/RSP) 42
2.4 ATC Datalink Mandates 42
2.4.1 FANS 1/A 42
2.4.1.1 North Atlantic Mandate 42
2.4.1.2 Chinese FANS routes 43
2.4.2.1 Eurocontrol Link 2000+ Mandate 43
2.4.3 ATC datalink communication recording 46
2.4.3.1 ICAO Datalink recording 46
2.4.3.2 FAA Datalink recording 47
2.4.3.3 EASA Datalink recording 47
2.5 ATC Datalink systems 49
2.5.1 FANS A/FANS A+ 49
2.5.2 FANS B/FANS B+ 49
2.5.3 FANS A+B 50
2.5.4 FANS A+C 50
2.5.6 Which FANS systems for which environment? 52
2.5.7 Which FANS systems for which ATC datalink 54
mandates?
- 26 -
2.1. ATC DATALINK STANDARDS

The standards for the first implementation of the ICAO CNS/ATM concept were
known historically as ICAO CNS/ATM Package 1. The first step is known as ATN
Baseline 1 for ATC communication. The implementation of the ICAO CNS/ATM
concept affects the Air Traffic Control procedures almost worldwide by improving
voice communications, generalizing data communications, satellite-based navigation
and enhancing the aircraft surveillance.
Historically, ATC datalink has been operational in oceanic and remote areas first with
FANS 1/A 1 standards through the existing ACARS network to cope with poor
reliability of HF communications and with shortage of radar coverage. Then, the
saturation of high-density airspaces led to the implementation of ATN B1 standards
in these airspaces to increase their capacity.
Therefore, FANS operations performed over:

• ACARS network in oceanic and remote areas are in compliance with FANS 1/A
standards
• ATN in high-density continental areas are in compliance with ATN Baseline 1
standards.
2.1.1. FANS 1/A

For oceanic and remote areas, a dedicated technology has been developed to ensure
communication, navigation and surveillance according to ICAO CNS/ATM concept.
Indeed, the characteristics of these regions do not allow:
• VHF and Radar antennas to cover air-controlled areas entirely
• Legacy navigation system (Inertial Reference System or IRS) to ensure
precise navigation.
Therefore, the emergence of FANS 1/A standards based on ACARS network and
availability of GPS satellites introduced a well-adapted system to ensure the three
CNS functions. FANS 1/A standards rely on ICAO concept but do not comply with the
entire ICAO specifications. Indeed, FANS 1/A standards specifications define CPDLC
and ADS-C based on ACARS network which is different from ICAO specifications
where CPDLC and ADS-C are based on the Aeronautical Telecommunications
Network (ATN).
The benefits of FANS 1/A operations are:

• An increase of the airspace capacity thanks to the reduction of separation
between airplanes
• A more reliable and effective datalink communication than HF voice
• A reduction of operating flight costs
• An higher flight safety level.
1
FANS 1 was developed by Boeing, and FANS A by AIRBUS. The two systems have been harmonized
under FANS 1/A standards.
- 27 -
Note that voice communications remain a backup to FANS 1/A operations in ACARS
oceanic/remote environments where datalink communications have proven to be of a
good reliability.
2.1.2. ATN BASELINE 1

The ATN Baseline 1 (ATN B1) standards have been developed in regard to the
objectives set by the ICAO CNS/ATM package 1. ATN B1 standards rely on ATN
datalink and are compliant with ICAO specifications. The main difference with FANS
1/A standards deals with datalink protocols, i.e. ACARS for FANS 1/A standards and
ATN for ATN B1 standards. ATC applications are almost identical.
The benefits of ATN B1 operations are:

• A significant alleviation of congested voice channels
• A reduction of radio communication workload
• An increase of the airspace capacity
• A reduction of ATM delays
• A reduction of operating flight costs
• A higher flight safety level.
It should be noted that CPDLC in ATN high-density continental airspaces is intended

as a supplementary means of communication to the use of voice communications.
The decision to select either voice or CPDLC will be made by the ATC controller
and/or the flight crew knowing that CPDLC are limited to non-time critical
communications.
2.1.3. ACCOMMODATION FANS 1/A-ATN

In order to take benefits from investments made on FANS 1/A aircraft while ATN is
deploying in Europe, studies to ensure ATN B1 ground systems can provide datalink
services to FANS 1/A aircraft have been conducted. Such adaptations between the
supporting ATC datalink standards (i.e. FANS 1/A and ATN Baseline 1 standards) are
commonly referred to accommodation.
Due to the combination of ATC centers and aircraft capabilities, several cases may be
considered:
Aircraft datalink capabilities

FANS 1/A ATN B1 FANS 1/A-ATN
B1*
Datalink Operations
ATC center datalink
Not
FANS 1/A FANS 1/A FANS 1/A
supported**
Capabilities
FANS 1/A
ATN B1 (accommodation) ATN B1 ATN B1
Or
Not supported
- 28 -
*Aircraft compliant with both FANS 1/A and ATN B1 is also known as bilingual
aircraft. Bilingual aircraft are not subject to accommodation as the type of CPDLC
connection (i.e. FANS 1/A or ATN B1) is established according to the ATC center
capability (i.e. FANS 1/A or ATN B1) they fly accross. The seamless CPDLC transfer
of bilingual aircraft from FANS 1/A to ATN environment and vice versa is ensured
thanks to the implementation of FANS 1/A-ATN interoperability standards.
**Operationally speaking, this case should be very rare as aircraft equipped with
ATN B1 are designed to fly in continental areas where ATC centers have not FANS
1/A capability. If the case occurs, voice will be used for communications between
flight crew and ATC controllers.
2.1.4. AEEC 623

The Airlines Electronic Engineering Committee (AEEC) 623 standard defines the
application protocol for character-oriented Air Traffic Services messages that can be
transmitted over the ACARS network and that are not part of FANS 1/A and ATN B1
standards.
AEEC 623 concerns the following ATS 623 applications:

• Departure Clearance (DCL): to provide automated assistance for requesting
and delivering departure information and clearances
• Oceanic Clearance (OCL): to provide automated assistance for requesting and
delivering an oceanic clearance prior to the oceanic airspace entry
• Digital – Automatic Terminal Information Service (D-ATIS): to provide
assistance to obtain information on active terminal conditions, such as
runway, approach procedure, meteorological parameters (wind, visibility,
weather, clouds, runway surface conditions, etc).
Thanks to the ATS 623 applications, departure clearances, oceanic clearances and
ATIS report, that are usually received via voice channel, are transmitted in a text
format via ACARS. ATS 623 applications improve the equivalent services provided by
the customized AOC applications as the messages no more go through the airline but
directly from the ATC to the aircraft.
The operational benefits of ATS 623 applications are:

• A more reliable and effective communication by datalink than voice
• An optimization of the flight crew workload: the flight crew member reads
DCL/OCL/D-ATIS message received at his convenience instead of waiting
information on the voice frequency.
Note: The AEEC 623 definition of DCL, D-ATIS and OCL applications has been
superseded by EUROCAE ED85A, ED89A and ED106 respectively.
2.1.5. ATN BASELINE 2 (SC-214/WG-78)

EUROCAE Working Group 78 (WG-78) is a joint working group with RTCA Special
Committee 214 (SC-214), named Standards for Air Traffic Data Communication
Services. Created in 2008, its role is to standardize and harmonize the future Air
- 29 -
Traffic Services (ATS) supported by data communications. The definition of the

future ATS, based on current experience on FANS 1/A and ATN B1 operations
constitutes the ATN Baseline 2 standards. WG-78/SC-214 group expects to release
the ATN Baseline 2 standards in 2014.
The missions of the WG-78/SC-214 group are to:

• Establish the safety, performance and interoperability requirements for
Advanced ATS supported by data communications
• Ensure that ATS are independent, as far as possible, from the technology
• Ensure that ATS are consistent with the operational improvements addressed
by the Next Generation Air Transportation System (NextGen) and the Single
European Sky ATM Research (SESAR) programme
• Support the implementation of aircraft systems that will operate in both
continental and oceanic environments, for all types of airspaces (i.e. Airport,
En-route etc).
Operationally speaking, the benefits of FANS operations based on ATN Baseline 2 are
to increase the sector-based traffic capacity and to optimize the flight routing.
The ATS addressed by SC-214/WG-78 are the following ones (the list above is not
exhaustive):
• Data Link Initiation Capability (DLIC): to initiate the data link communications
between an aircraft and an ATC Center
• ATC Communication Management (ACM): to provide automated assistance to
flight crew and ATC controllers for ATC communications transfer
• ATC CLearance (ACL): to exchange ATC Datalink instructions and clearances
to allow flight crew and ATC controllers to use CPDLC messages
• ATC Microphone Check (AMC): to uplink an instruction to an aircraft to ask the
flight crew to check that the aircraft is not blocking a given voice
frequency/channel
• Clearance Request and Delivery (CRD): to support clearance request, delivery,
response with the ATC
• Departure Clearance (DCL): to support departure clearance request, delivery
and response
• Oceanic Clearance (OCL): to support oceanic clearance request, delivery and
response
• Data Link Taxi (D-TAXI): to provide pre-departure and pre-arrival information
related to the expected taxi route
• Information Exchange and Reporting (IER): to provide capability to report
confirmation from flight crew to ATC controller or vice-versa
• Position Report (PR): to provide the ATC controller with the capability to
obtain the aircraft position information from the aircraft
• In Trail Procedure (ITP): to enable flight crew to request flight level change
based on ADS-B information.
For more details about ATS defined in ATN B2, please refer to FAA website at:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techop
s/atc_comms_services/sc214/.
- 30 -
2.2. ATC DATALINK PERFORMANCE

The performance associated to the three "C", "N" and "S" aspects are identified
under the three concepts:
• Required Communications Performance (RCP)
• Required Navigation Performance (RNP)
• Required Surveillance Performance (RSP).
Performance-Based Communication and Surveillance (PBCS) is a concept that

requires the compliance of communication and surveillance capabilities by
prescription of RCP/RSP. RCP/RSP define a set of performance requirements for the
communication and surveillance.
Historically, FAA initially pushed the introduction of RCP/RSP concept that led to a
preliminary definition in the ICAO Doc 9869 (Manual on Required Communication
Performance (RCP)). ICAO Doc 9869 recommends the prescription of RCP/RSP, when
a safety related change (e.g. application of a reduced separation minimum) is
predicated on communication performance. Based on this initial work, RCP/RSP
concept has been described in GOLD and will be moved in PBCS Manual (ICAO Doc
9869).
As part of the ATC Datalink performance, the communication performance

requirements (including RCP) and surveillance performance requirements (including
RSP) are described in the following chapters. For the description of RNP, refer to
“Getting to Grips with RNP-AR” (see References).
2.2.1. COMMUNICATION PERFORMANCE REQUIREMENTS
Communications performance requirements are based on the following criteria:
• RCP Expiration Time (ET): The maximum time for the completion of the
operational communication transaction after which the initiator is required
to revert to an alternative procedure
• RCP Nominal Time (TT 95%): The maximum nominal time within which
95% of operational communication transactions is required to be
completed
• RCP Integrity: The required probability that an operational
communication transaction is completed with no undetected errors
• RCP Availability: The required probability that an operational
communication transaction can be initiated when needed
• RCP Continuity: The required probability that an operational
communication transaction can be completed within the communication
transaction time, either ET or TT 95%, given that the service was available
at the start of the transaction.
For more details about RCP, refer to GOLD – Appendix B (see References).
An operational communication transaction is an ATC instruction, clearance, flight

information exchanged between the ATC controller and the flight crew. The following
descriptions only deal with the time allocated for operational communication
transaction.
Three levels of communication performance are defined depending on the type of
operations:
- 31 -
Communication Performance Levels

Initial Continental RCP 240 RCP 400
Performance
RCP Expiration 150 240 400
Time (ET)
RCP Nominal 80 210 350
Time (TT 95%)
Note 1: times are expressed in seconds.
Note 2: While RCP 240 and RCP 400 are defined for oceanic airspace, there is no RCP
for datalink services in continental airspace. Communication performance required
for continental airspace is defined by the term “Initial Continental Performance”
(compliance to ED122/DO290).
As mentioned above, RCP 240 specifies a maximum time of 240 seconds (4 minutes)
for a ATC controller to initiate a transaction with an aircraft and receive the response
from the flight crew, i.e. 4 minutes for the ATC controller to solve any potential
conflict by ATC communications. RCP is not linked to any specific technology of
datalink communications.
The figure and tables below illustrate the time allocations on the different elements
and actors involved in the transaction.
Figure 2-1
Time allocation for operational communication transaction
- 32 -
Communication Performance Levels

Initial RCP 240 RCP 400
Continental
Performance
Operational communication 150 240 400
transaction
Initiator 30 30 30
(ATC controller request
preparation)
TRN 120 210 370
(Communication
Transaction Time)
RCTP 20 150 310
(Transit Time
Ground to Air
And Air to Ground)
Responder 100 60 60
(Flight Crew Response)
Note: times are expressed in seconds.
2.2.2. SURVEILLANCE PERFORMANCE REQUIREMENTS

Surveillance performance requirements are based on the following criteria:
• RSP Overdue Delivery Time (OT): The maximum time for the successful
delivery of surveillance data after which the initiator is required to revert to
an alternative procedure.
• RSP Nominal Delivery Time (DT 95%): The maximum nominal time
within which 95% of surveillance data is required to be successfully
delivered.
• RSP Integrity: The required probability that the surveillance data is
delivered with no undetected error.
• RSP Availability: The required probability that surveillance data can be
provided when needed.
• RSP Continuity: The required probability that surveillance data can be
delivered within the surveillance delivery time parameter, either OT or DT
95%, given that the service was available at the start of delivery.
For more details about RSP, refer to GOLD – Appendix C (see References).
Surveillance Data are CPDLC position reports and/or ADS-C reports. They enable the
identification of aircraft and/or the monitoring of the flight route. The following
descriptions only deal with the time allocated for surveillance data delivery.
Two levels of surveillance performance are defined depending on the type of
operations:
Surveillance Performance Levels
RSP 180 RSP 400
RSP Overdue Delivery 180 400
Time (OT)
RSP Nominal Delivery 90 300
Time (DT)
- 33 -
As mentioned above, RSP 180 specifies a maximum time of 180 seconds (3 minutes)
for the aircraft to send position report to the ground, i.e. 3 minutes to send an ADS-
C report or CPDLC position report to the ground. RSP is not linked to any specific
technology of datalink communications.
The figure and tables below illustrate the time allocations on the different elements
involved in the surveillance data delivery.
Figure 2-2
Time allocation for surveillance data delivery
Surveillance Performance
Levels
RSP 180 RSP 400
Surveillance data delivery 180 400
RSPTAIR 5 30
(time allocated to aircraft system)
RSPTCSP 170 340
(time allocated to Communication Service
Provider system)
RSPTATSU 5 30
(time allocated to ground system)
2.2.3. APPLICATION OF COMMUNICATION AND SURVEILLANCE PERFORMANCE

When the use of datalink requires some performance on communication/surveillance,
ANSPs through their AIPs may prescribe compliance to communication/surveillance
performance levels. The table below provides the links between the type of ATC
- 34 -
datalink operations and the corresponding communication/surveillance performance

levels.
ATC Datalink Operations Communication Surveillance

Performance Performance
Level Level
ATN B1 Initial Continental N/A
Performance
FANS 1/A RCP 240 RSP 180
• With normal means of communications (e.g.
SATCOM), and
• With following reduced separation minima:
o 30 NM lateral
o 30 NM or 50 NM longitudinal.
• With alternate means of communications
other than HF voice (e.g. HF Data Link),
and
• With following reduced separation minima:
o 30 NM lateral
o 30 NM or 50 NM longitudinal.
• With following separations:
o Lateral greater or equal than 50 NM
o Time-based longitudinal.
2.3. ATC DATALINK IMPLEMENTATION

In the 1990’s, under commercial and financial pressures airlines rapidly
acknowledged benefits from CNS/ATM 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 and FANS
operations based on FANS 1/A standards have started at that time. Although ACARS
offers less performance than the ATN, ACARS was endorsed by the ICAO as a
valuable step towards an early introduction of ATC Datalink in Air Traffic
Management.
In the mid 2000’s, ATN B1 has been implemented and successfully operated in
Maastricht ATC center (The Netherlands since April 2004) and the aircraft
manufacturers deliver first avionics systems compliant with ATN B1.
The following figure identifies the airspaces where datalink is operated for ATC
purposes:
- 35 -
Figure 2-3
Airspaces equipped with FANS in the world as of February 2014
- 36 -
SITA proposes periodically an update of the list of ATS Datalink provided over the
world through its website at: http://www.sita.aero/product/ats-aircom-systems-and-
services. The list is available under “ATS Datalink description and location” link.
2.3.1. FANS 1/A

In the 1990’s, implementation of FANS 1/A started initially over the South Pacific.
FANS 1/A services (CPDLC and ADS-C) had been made operational almost worldwide
thanks to the availability of ACARS network. At the time of writing the document, the
implementation of FANS 1/A services over the world carries on, for example, over
the US airspace under the authority of the NextGen Data Communications
Programme.
2.3.1.1. NEXTGEN DATA COMMUNICATIONS PROGRAMME

With the collaboration of the aviation industry, FAA is moving forward with NextGen
Data Communications Programme (part of NextGen) to deal with the new
communication evolutions. Data Communication Implementation Team (DCIT) is the
team in charge of following the deployment of datalink over the US airspace. DCIT is
composed of the following entities:
• Airframe and avionics manufacturers
• FAA
• US airspace users
• Industry and business groups.
NextGen Data Communications Programme faces a main challenge with the

transition from the current voice communications to datalink communications
between flight crew and ATC controllers. The scope of datalink operations is currently
focused on FANS 1/A standards, the implementation of ATN operations being
stopped (refer to Section 2.3.2.2 FAA CPDLC Build 1A programme).
The deployment of FANS 1/A is phased in 2 segments:

• Segment 1: Terminal and en-route services will be deployed in two separate
timeframes.
o Terminal services: Starting in 2012, the Departure Clearance service
has been deployed using FANS 1/A standards. It constitutes a trial
phase at several airports with some operators. The result of the trial
phase is planned in 2015 with the demonstration of the operational
capability of the datalink. Continued operational deployment involving
70 ATC towers will be phased between 2015 and 2017.
o En-route services: A trial phase for FANS 1/A services is planned in
2014, involving at least one area control center and several internal
sectors and covering the range of operations for en-route air traffic
operations.
• Segment 2: An increasing level of ATC services will be trialed, going toward
more advanced operations such as D-TAXI, 4D Trajectory for Datalink. The
operational deployment is scheduled around 2020.
- 37 -
In a long-term perspective, the NextGen Data Communications Programme expects

the full implementation of ATN B2 services (for the description of ATN B2 services,
refer to Section 2.1.5 ATN Baseline 2 (SC-214/WG-78).
For details about FAA Data Communications Programme, refer to FAA website at:
http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techop
s/atc_comms_services/datacomm/.

At present, the deployment of ATN B1, intended for high density continental areas, is
only planned in European airspace under the authority of Eurocontrol Link 2000+
programme.
2.3.2.1. EUROCONTROL LINK 2000+ PROGRAMME

The objectives of the Eurocontrol Link 2000+ programme are to plan and co-ordinate
the implementation of ATN B1 standards for Air Traffic Management over European
airspace. The deployment has started from Maastricht and its completion is expected
over the European airspace by 2015.
For a harmonized entry into services of both ATC centers and aircraft, a progressive
roadmap split into three phases has been drawn.
• Pioneer phase: The objective was to start ATN Baseline 1 operations with
150 aircraft over Maastricht ATC Center (The Netherlands). Almost 340
aircraft participated in this phase, thanks to the financial participation of
Eurocontrol Link 2000+ programme which helped in fitting those aircraft.
• Incentive phase: The objective was to speed up the fitting of aircraft to
ATN Baseline 1 operations as ground deployment continued. Some
incentives were offered to the participating airlines. Since the beginning of
2007, first airlines have started to fly over Maastricht with ATN. This phase
concluded in March 2010.
• Mandatory phase: Carriage of ATN Baseline 1 capable systems is
mandatory from this phase (refer to Section 2.4.2.1 Eurocontrol Link
2000+ Mandate). The objective is to get 75% of the traffic capable of ATN
Baseline 1 operations. ATN Baseline 1 capable aircraft will fully benefit from
datalink operations in terms of delay, efficiency and air traffic service costs.
However, some flight restrictions may be applied to aircraft not equipped
with ATN Baseline 1 capable systems.
For more details about Link 2000+ programme, refer to Eurocontrol website at:
http://www.eurocontrol.int/services/link-2000-programme.
2.3.2.2. FAA CPDLC BUILD 1A PROGRAMME

For the deployment of the full ICAO CNS/ATM concept, the FAA CPDLC programme
was initially divided into three main steps: Build I, II and III. The initial
implementation of ATN Baseline 1 standards over US was framed in a preliminary
step named CPDLC Build 1A. The CPDLC Build 1A programme was focused on Miami
area but due to budget reallocation, has been stopped since 2001. Later, FAA has
decided to move forward with the implementation of FANS 1/A standard over the US
- 38 -
national airspace. FAA NextGen Data Communications Programme leads the FANS
1/A deployment.
For more details, refer to Section 2.3.1.1 NextGen Data Communications
programme.
2.3.3. ACCOMMODATION OF FANS 1/A AIRCRAFT BY ATN B1 CENTERS

Accommodation will depend on ANSP policy. ANSPs might authorize that their ATC
centers capable ATN B1 will accommodate FANS 1/A aircraft. Thanks to
accommodation, these ATC centers will enable the provision of datalink services to
FANS 1/A aircraft.
The accommodation will mainly rely on the conversion of FANS 1/A to ATN messages
and vice versa, implemented at the ground level. After a successful logon/connection
of FANS 1/A aircraft entering ATN airspace, the flight crew will be able to obtain the
ATC clearances using CPDLC messages.
In order to meet the safety and performance levels required by ATN B1 standards.
ANSPs could require further requirements or procedures applicable to operators for
which FANS 1/A aircraft will be accommodated. These requirements will be published
in their AIP. Here are some examples (not exhaustive and not systematically
required by all ANSPs):
• Aircraft should be equipped with VDL Mode 2 to meet datalink performance
• The ATC controllers and flight crew might be not permitted to use CPDLC
messages for transactions with safety effects (i.e. affecting the flight profile
as ATC instructions that modify route profile)
• In case of CPDLC is used for safety critical instructions, following
mitigations may be required:
- Aircraft should be equipped with FANS 1/A+ (with Max Uplink Delay)
to protect from the message latency. The message latency timer will
be set to 40 seconds
- The ATC could insert the flight identification to all uplink CPDLC
messages and require the flight crew to check that the message was
correctly addressed before executing the instruction
• When the FANS 1/A aircraft is accommodated, the ATC controller should
expect that the flight crew responds within 100 seconds after the message
has been received (refer to Section 3.5.6.2.2 Operational timers). If the
flight crew does not reply within 100 seconds, the ATC controller might
revert to voice communications and request the flight crew to terminate
the CPDLC connection.
2.3.4. ATS 623

The ATS 623 applications are the following:
• Departure Clearance (DCL)
• Oceanic Clearance (OCL)
• Digital – Automatic Terminal Information Service (D-ATIS).
- 39 -
2.3.4.1. DEPARTURE CLEARANCE (DCL)

DCL service is provided in some airports distributed over the world: most of airports
in France, Germany, the Netherlands, UK, South Korea, China propose DCL service
to their operators. DCL trials have started over Japanese airports (Haneda and
Narita) since mid 2013.
Note: A similar service, that is the Pre-Departure Clearance (PDC) is also available.
PDC enables the flight crew to request and receive departure clearance through the
AOC. PDC provides means to deliver departure clearance before pushback. The PDC
message can be either:
• Retrieved and printed by the operator through internet access, airline terminal
facility and provided to flight crew prior to departure, or
• Received in the cockpit through datalink.
The main difference between DCL and PDC is that PDC does not require any specific
aircraft system to treat the departure clearance message. PDC is only deployed over
US and Canadian airports.
For more details where DCL is deployed over the world, please refer to SITA website
at: http://www.sita.aero/product/ats-aircom-systems-and-services. The list is
available under “ATS Datalink description and location” link.
2.3.4.2. OCEANIC CLEARANCE (OCL)

At the date of writing this document, OCL service is only available in Russian Oceanic
center Magadan and in the North Atlantic (NAT) in the following centers: New York
(US), Gander (Canada), Santa Maria (Portugal), Shanwick (UK), Reykjavik (Iceland).
2.3.4.3. DIGITAL – AUTOMATIC TERMINAL INFORMATION SERVICE (D-ATIS)

D-ATIS service is available in more than 90% of the busiest airports in the world.
For more details where D-ATIS is deployed over the world, please refer to SITA
website at: http://www.sita.aero/product/ats-aircom-systems-and-services. The list
is available under “ATS Datalink description and location” link.
2.3.5. SPECIAL OPERATIONS
2.3.5.1. REDUCED SEPARATIONS

The emergence of new CNS technologies enables to reduce the minima of
lateral/longitudinal separations between aircraft. 30/30 or 50/50 operations could be
applied in such cases. 30/30 (respectively 50/50) operations represents 30 NM
lateral and 30 NM longitudinal separation (respectively 50 NM lateral and 50 NM
longitudinal separation). To be authorized to fly reduced separations (i.e. 30 NM
lateral and 30 NM or 50 NM longitudinal separation), the aircraft must have the
following capabilities:
• FANS 1/A
• RCP 240 and RSP 180 (for more details, refer to Section 2.2.3 Application of
Communication and Surveillance Performance).
- 40 -
If operators intent to fly airspaces where reduced separations are applied, it is

recommended to consult the corresponding AIPs to check the aircraft equipment
required.
At the time of writing this document, reduced separations such as:

• 30 NM lateral and/or longitudinal may be applied for flights in Auckland
Oceanic, Brisbane, Fukuoka, Honiara, Melbourne, Nauru, New Zealand and
Port Moresby FIRs
• 50 NM longitudinal shall be applied for flights in the Europe/South America
corridor, i.e. Canarias (southern sector), Atlántico, Dakar Oceanic, Recife and
Sal Oceanic FIRs.
2.3.5.2. DYNAMIC AIRBORNE REROUTE PROCEDURE (DARP)

DARP enables the rerouting of an aircraft in flight based on updated weather
forecasts, that implies fuel/time savings and flight hazards reduction. It concerns
mainly aircraft that could be affected by significant weather changes during a long
flight. DARP is based on exchanges of messages between AOC, ATC centers and the
aircraft.
For more details about DARP, refer to Part II - Chapter A5.8 Advanced Datalink
Operations.
2.3.5.3. TAILORED ARRIVAL (TA)

TA is a 4-dimensional (4-D) arrival procedure, based on an optimized descent
trajectory. TA enables to optimize the flight profile from cruise level to expected
runway, taken into considerations the current conditions (i.e. traffic, weather,
aircraft performance, etc). The arrival procedure consists in a route clearance
received prior the top of descent (TOD), via a CPDLC message.
For more details about TA, refer to Part II - Chapter A5.8 Advanced Datalink
Operations.
2.3.5.4. IN TRAIL PROCEDURE (ITP)

ITP is a new procedure enabling more frequent flight level changes in procedural
airspaces (without radar coverage). For the flight level change, the ATC controller
may transmit the ITP clearance by CPDLC. At the time of writing this document, ITP
are trailed over Oakland FIR (US - California), Shanwick (UK), Reykjavik (Iceland). It
is planned to extend ITP trails to Fidji and New Zealand FIRs.
For more details about ITP, refer to Part II - Chapter A5.8 Advanced Datalink
Operations.
- 41 -
2.3.6. ATC DATALINK PERFORMANCE (RCP/RSP)

To support communication and surveillance performance based operations, RCP/RSP
capability may be required for specific portions of airspace or routes. In such cases,
the relevant States may require a RCP/RSP capability through their AIP.
At present, the RCP/RSP specifications are now completed (refer to Section 2.2 ATC
Datalink Performance) but there is no airspace that require aircraft compliance with
RCP/RSP. Some ANSPs (located in North Atlantic and South Pacific) have started to
monitor RCP/RSP and RCP/RSP capability will be required firstly for FANS 1/A
operations over North Atlantic at the beginning of 2015 (i.e. RCP 240/RSP 180).
2.4. ATC DATALINK MANDATES

2.4.1. FANS 1/A
2.4.1.1. NORTH ATLANTIC MANDATE

On Jan 4, 2012, the ICAO NAT Regional Supplementary Procedures (Regional SUPPS)
has been amended to mandate FANS 1/A operations for the flights crossing over the
North Atlantic (NAT) airspace.
The objectives of this mandate are to increase the airspace capacity thanks to the
reduction of aircraft separation and to allow the aircraft to fly at their optimum flight
level in order to lower the fuel consumed.
The NAT datalink mandate is implemented in two phases:

• Phase 1: From Feb 7, 2013, for all aircraft operating between FL360 to
FL390 (inclusive) on the two best tracks within the NAT Organized Track
System (OTS) depending on traffic conditions and other factors. The
specified tracks and flight levels will be provided in the AIPs of the
concerned States and daily in the NAT OTS message.
Note: The Organized Track System (OTS) is a system of tracks in the North
Atlantic MNPS airspace defined according to the meteorological conditions,
every 12 hours by Gander (night time) and Shanwick Oceanic Control
Centres (day time). The OTS takes into account that peak westbound
traffic departs Europe in the morning, whilst eastbound traffic departs
North America in the evening.
• Phase 2: From Feb 5, 2015, the NAT mandate will be extended to

specified portions of NAT Minimum Navigation Performance Specifications
(MNPS) airspace. The specified portions will be provided in the AIPs of the
concerned states.
Note: MNPS airspace (MNPSA) applied to the North Atlantic (NAT) has been
designated between FL285 and FL420, between 27 degrees north and the
North Pole, bounded in the east by eastern boundaries of Santa Maria
Oceanic, Shanwick Oceanic and Reykjavik; in the west by the eastern
boundaries of CTA Reykjavik, Gander Oceanic and New York Oceanic.
- 42 -
Canadian MNPS covers Arctic Control Area, Northern Control Area and
portion of Southern Control Area, between FL 330 and FL 410.
All aircraft intending to fly over the NAT airspace concerned by the datalink mandate
shall be fitted with FANS 1/A.
For the phase 1, non-equipped FANS 1/A aircraft will not be permitted to join or
cross the specified tracks during the OTS validity period.
These rules are applicable regardless of the Certificate of Airworthiness. There is no

exemption clause. The applicability on Tracks and MNPS are also published in NAT
Track Messages.
For more details about the OTS and MNPS definition, please refer to Airline
Operations Policy Manual at Airbus World:
https://w3.airbus.com/crs/A233_Flight_Ops_GN60_Inst_Supp/OPM_W/index_opm.h
tm.
2.4.1.2. CHINESE FANS ROUTES

Aircraft that intents to fly Y1, Y2, Y3 or L888 routes over Himalaya, must be fitted
with FANS 1/A. Over these routes, CPDLC is used as the primary means of voice
communication.
For more details, Refer to China AIP Parts 2 En-route (ENR).
2.4.2.1. EUROCONTROL LINK 2000+ MANDATE

In order to formalize the requirements of the mandatory phase of the Eurocontrol
Link 2000+ programme (Refer to Section 2.3.2.1 Eurocontrol Link 2000+
programme), the European Commission has released the Data Link Services
Implementing Rules (DLS IR). DLS IR requires the implementation of ATN Baseline 1
standards over Europe. This regulation is applicable to Air Navigation Service
Providers (ANSPs) and to aircraft operating above FL 285 according the following
roadmap.
- 43 -
Figure 2-4
DLS IR Roadmap (source: Eurocontrol)
Here are the key milestones of the Link 2000+ mandate:

Date Implementation Objective
Jan 1, 2011 After this date all new aircraft operating above FL 285 shall
be delivered with a compliant system.
Feb 7,2013 By this date, ANSPs within the yellow region on the map
(refer Figure 2-5) shall have implemented an operational
compliant system.
Jan 1, 2014 New transport type State aircraft should comply with the
rule if equipped with non-military data link.
Feb 5, 2015 By this date all aircraft operating above FL 285 shall be
retrofitted with a compliant system.
Feb 5, 2015 By this date, ANSPs within the pink region on the map (refer
Figure 2-5) shall have implemented an operational compliant
system.
- 44 -
Figure 2-5
ANSPs implementation roadmap (source: Eurocontrol)
A permanent exemption to the Link 2000+ Mandate is possible for aircraft matching
the following cases:
• FANS 1/A equipped aircraft with an individual certificate of airworthiness
first issued before Jan 1, 2014
• Aircraft with an individual certificate of airworthiness first issued before Jan
1, 1998 and which will cease operation in the European airspace by Dec
31, 2017
• Aircraft operating flights for testing, delivery and maintenance purposes
• State aircraft.
Eurocontrol has approved a permanent exemption for the A318-112, A319CJ,

A320CJ types and all A330/A340 types.
Due to the operators difficulties to respect the compliance to Link 2000+ for
economic or industrial reasons, Eurocontrol asked that ANSPs do not penalize, nor
restrict access to the airspace above FL 285 for aircraft that are not able to meet the
retrofit date (Feb 5, 2015) until aircraft are equipped with compliant system (at the
latest Dec 31, 2015).
- 45 -
For the A380, the following rules apply:

• A380 with an individual certificate of airworthiness first issued before Jan
1, 2014 is covered by the first exemption case described before
• A380 with an individual certificate of airworthiness issued from Jan 1, 2014
not equipped with a compliant system: ANSPs should not penalize, nor
restrict access to the airspace above FL 285 for such aircraft until Dec 31,
2015.
The detailed description of the exemptions cases is available in Eurocontrol website

at: http://www.eurocontrol.int/faq/link2000.
The operators have not to submit a formal request for the permanent exemptions
listed here above.
For more details about Link 2000+ mandate, refer to Eurocontrol website at:
http://www.eurocontrol.int/services/link-2000-programme. The full text of the
datalink services implementing rule is available under the Commission Regulation No
29/2009 of Jan 16, 2009.
2.4.3. ATC DATALINK COMMUNICATION RECORDING

ICAO has adopted new requirements about the recording of the ATC datalink
communications. The recorded information will be used for the investigation on flight
accidents/incidents in order to recreate the sequence of events in the cockpit and will
be correlated with the recorded cockpit voice communications.
Based on these new standards, the main aviation authorities (FAA, EASA) and other
national authorities have published new regulations related to this topic.
2.4.3.1. ICAO DATALINK RECORDING

It is required that aircraft carries a Cockpit Voice Recorder (CVR) able to record the
datalink communications. This is applicable to any aircraft:
• Using datalink communications applications and for which the individual
certificate of airworthiness is first issued on or after Jan 1, 2016, or
• Which are modified on or after Jan 1, 2016 for installing the datalink
communications applications.
The datalink communications applications implemented in Airbus ATC Datalink

systems and concerned by ICAO regulation are:
• Datalink initiation (i.e. AFN for FANS 1/A and CM for ATN B1)
• CPDLC
• ATS 623
• ADS-C.
ICAO regulation concerning the recording of ATC datalink message is published in

the ICAO Annex 6 Part I International Commercial Air Transport — Aeroplanes (Ninth
Edition of July, 2010 §6.3 Flight recorders). See References.
- 46 -
2.4.3.2. FAA DATALINK RECORDING

The FAA datalink recording mandate requires all operators with US registered aircraft
using datalink, to have onboard datalink recording capabilities from Dec 6, 2010.
The mandate implies to record all datalink messages and is applicable to any aircraft
meeting the following criteria:
• The aircraft is equipped with CVR and FDR, and
• The aircraft has datalink equipment installed that uses an approved message
set as defined in AC 20-160 and
o The aircraft is manufactured on or after Dec 6, 2010, or
o The aircraft is manufactured before Dec 6, 2010 and datalink equipment
installed after Dec 6, 2010.
The datalink messages implemented in Airbus ATC Datalink systems and concerned
by FAA regulation are the messages supported by CPDLC and ATS A623.
The FAA regulation concerning the recording of ATC datalink message is published in
the Title 14 of the Code of Federal Regulations (14 CFR) part 121, § 121.359, part
125, § 125.227 and part 135, § 135.151 (available in FAA website at
http://www.faa.gov/regulations_policies/faa_regulations/).
The FAA has issued the following document in order to provide operators with more
clarifications about the implementation of the datalink recording: “FAA InFO 10016
(8/16/2010) Datalink Communications Recording Requirements – Clarification”.
Please refer to FAA website at:
http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/inf
o/all_infos/.
2.4.3.3. EASA DATALINK RECORDING

The EASA regulation requests that aircraft having the capability to operate datalink
communications shall be equipped with a Cockpit Voice Recorder (CVR) able to
record the datalink messages. This regulation is applicable to any aircraft for which
the individual certificate of airworthiness is first issued on or after Apr 8, 2014.
The datalink messages implemented in Airbus ATC Datalink systems and concerned
by EASA regulation are:
• Datalink initiation (i.e. AFN for FANS 1/A and CM for ATN B1)
• CPDLC
• ATS 623
• ADS-C.
The CVR must also record:

• Any information usable for the correlation with datalink communications
recorded out of the CVR
• Time and priority of the recorded datalink messages.
- 47 -
The EASA regulation concerning the recording of ATC datalink message is published
in the COMMISSION REGULATION (EU) No 965/2012 of 5 October 2012 (Air
Operations – Part CAT) - CAT.IDE.A.195 Data link recording.
- 48 -
2.5. ATC DATALINK SYSTEMS PROPOSED BY AIRBUS
Airbus has developped currently the following ATC Datalink systems on its aircraft:
• The FANS A and FANS A+ systems for operations based on ACARS
network (FANS 1/A standards) in oceanic and remote areas
• The FANS B and FANS B+ systems for operations based on ATN (ATN
Baseline 1 standards) in high-density continental areas
• The FANS A+B system for operations based on both ACARS network
(FANS 1/A standards) in oceanic and remote areas and ATN (ATN Baseline
1 standards) in high-density continental areas.
Note: Deployment of FANS 1/A standards (over ACARS) is planned over the US
continental areas (US specificity).
Please note that FANS 1/A is the term used in reference to FANS in ACARS
environments. ATN is used in reference to FANS in ATN environments.
FANS A/A+, FANS B/B+ and FANS A+B refer to Airbus systems.
2.5.1. FANS A/FANS A+

FANS A was the first system offered on A330/A340 aircraft in 2000. FANS A system
is only certified for A330/A340. Since the FANS A+ system had been certified in:
• 2004 for A330/A340 aircraft
• 2005 for A320 aircraft
• 2007 for A380 aircraft.
FANS A+ is an enhancement of FANS A system, including new functions (e.g.

indication of ADS-C connection number, Max Uplink Delay, etc) and new options
(e.g. ATS 623 applications, ATC Datalink communication recording, etc). A
succession of FANS A+ systems has been developed and only the latest one is
available in Airbus catalog.
For more details about FANS A/A+ features, refer to Part II - Chapter A6.
2.5.2. FANS B/FANS B+

FANS B was initially offered on A320 in 2006. This system was developed in
compliance with the Link 2000+ pioneer phase.
FANS B+ is an enhancement of FANS B system and has been certified at the end of
2010. FANS B+ (system for the Link 2000+ Mandate phase) replaces FANS B and is
proposed on the A320. Moreover, FANS B+ comes with CPDLC Protected Mode and is
fully compliant with Link 2000+ requirements (refer to Section 2.4.2.1 Eurocontrol
Link 2000+ Mandate). A succession of FANS B+ systems has been developed and
only the latest one is available in Airbus catalog.
- 49 -
Some options (e.g. ATS 623 applications, ATC Datalink communication recording,
etc) are available on the FANS B+ systems.
For more details about FANS B/B+ features, refer to Part III - Chapter B6.
2.5.3. FANS A+B

FANS A+B is the combination of FANS A+ and FANS B+ systems hosted on the same
platform. FANS A+B will be installed at the first A350 Entry Into Service (EIS) and
will be also proposed in the near future (around 2015) on A380.
For more details:

• Refer to Part II - Chapter A6 for FANS A+ features included in FANS A+B
• Refer to Part III - Chapter B6 for FANS B+ features included in FANS A+B.
2.5.4. FANS A+C

FANS A+C system will be implemented in the future on Airbus aircraft,
encompassing new enhanced ATS like the use of 4D Trajectory for Datalink, Data
link Taxi (D-TAXI). These services are fully compliant with ATN B2 (EUROCAE WG-
78/RTCA SC-214 standards).
2.5.5. AIRBUS FANS ROADMAP

The next roadmap presents the FANS products proposed by Airbus across its fleet.
- 50 -
Figure 2-6
Airbus FANS Roadmap
- 51 -
2.5.6. WHICH FANS SYSTEMS FOR WHICH ENVIRONMENT?

Initially, datalink operations were possible in many parts of the world over the
ACARS network. With the implementation of ATN Baseline 1, the datalink is now
possible over ATN network in Europe. Consequently, different combinations of
aircraft types with datalink networks can be imagined as decribed in the following
table.
… on which aircraft
A320 A330/A340 A350 A380
ACARS: oceanic
FANS A
and remote*
… for which environment ?

Which FANS system …
ACARS: oceanic ACARS: oceanic ACARS: oceanic

FANS A+
and remote* and remote* and remote*
FANS B
ATN:
continental**
FANS B+
Both ACARS: Both ACARS:
(oceanic and (oceanic and
FANS A+B remote)* and remote)* and
ATN ATN
(continental) (continental)
* US specificity: Deployment of FANS 1/A standards (over ACARS) is planned over

the US continental areas.
**ATC applications included in FANS B/B+ systems rely on ATN network. When ATS
623 option is selected, ATS 623 applications rely on ACARS network.
- 52 -
FANS A+B over ACARS network in oceanic and remote areas

and over ATN in continental areas on A350/A380 aircraft.
FANS B/B+ over ATN

in continental areas on
A320 family* aircraft.
FANS A/A+ over
ACARS network in
oceanic and remote
areas** on A320
family*, A330/A340,
and A380 aircraft.
Figure 2-7
Airbus FANS products by environment
* In the whole document, A320 will be used to designate the A320 family.
- 53 -
2.5.7. WHICH FANS SYSTEMS FOR WHICH ATC DATALINK MANDATES?

Airbus has developed FANS systems that are solutions for the ATC datalink mandates
(i.e. Link 2000+, North Atlantic and ATC Datalink communication recording). The
table here below lists the Airbus FANS systems in correlation with the effective ATC
Datalink mandates.
on which aircraft
A320 A330/A340 A350 A380
Compliant with which ATC Datalink

Europe Link
FANS B+* Exempted* FANS A+B FANS A+B*
2000+
Which FANS system ?
mandate ?
North
FANS A+ FANS A/A+ FANS A+B FANS A+
Atlantic
ATC Datalink
FANS A+** or
FANS A+** FANS A+B FANS A+ Comm.
FANS B+**
Recording
*A320/A330/A340/A380 are exempted under specific conditions. For more details,

refer to Section 2.4.2.1 Eurocontrol Link 2000+ Mandate.
- 54 -
Please bear in mind…

1. CNS/ATM
CNS/ATM Concept
The CNS/ATM concept aims to enhance the Air Traffic Management thanks to
better Communication, more precise Navigation, and richer Surveillance. Its main
objectives are to increase of the airspace capacity and the flight efficiency, to
reduce the aviation environmental impact, and to maintain an acceptable safety
level despite an air traffic more and more dense.
• Communication: The datalink communication with the Controller Pilot Data
Link Communications (CPDLC) provides an important change in the ATC
communications. The principle of CPDLC is to use written messages between
the flight crew and ATC controllers instead of voice communication.
• Navigation: Navigation evolved with the introduction of new procedures

based on satellite system, making the aircraft procedures independent of
the traditional radio Navaids.
• Surveillance: New surveillance techniques like Automatic Dependent

Surveillance (ADS) enables a more precise tracking of aircraft, more direct
routes, and a reduction of flight crew workload (no or less position
reporting) in airspace out of radar coverage.
• Air Traffic Management: The deployment of new CNS technologies has

continuously improved the ATM. Future ATM is taking shape with the arrival
of new concepts like Trajectory Based Operations (TBO), Flight and Flow
Information for a Collaborative Enviroment (FF-ICE), System Wide
Information Management (SWIM) network.
CNS/ATM Implementation
In order to ensure a global interoperability of local and regional ATM

implementations with independent planning, ICAO decided to setup a global ATM
framework with the agreement of all ATM stakeholders.
• ICAO Global Framework: This framework is based on Aviation System
Block Upgrades (ASBU). One ASBU is associated with an operational ATM
improvement and is identified by its scope of applicability (i.e. airport, En-
route, etc), the benefits for the ATM stakeholders in term of safety,
efficiency, environment effects, cost, etc.
Each ASBU consists of a series of modules, organized with a targeted
implementation date. Block 0 is the baseline available in 2013. Blocks 1 to 3
identify new ATM features with an implementation date every 5 years (i.e.
respectively 2018, 2023 and 2028). The ICAO framework is part of the ICAO
Global Air Navigation Plan (GANP).
- 55 -
Please bear in mind… (continued)
• Single European Sky ATM research (SESAR): SESAR is a programme

launched in 2004 to renovate the ATM technologies in order to increase the
European airspace capacity, improve the safety and efficiency of the ATM,
reduce the flight costs and minimize the environmental impacts (noise and
air). It involves all aviation stakeholders (airspace users, airports, air
navigation service providers, aircraft and system manufacturers, European
institutions like Eurocontrol and the European Commission). The
introduction of new ATM features like 4D Trajectory, System Wide
Information Management (SWIM), Collaborative Decision Making (CDM) are
part of SESAR roadmap.
• Next Generation Air Transportation System (NextGen): To enhance

the ATM, FAA launched its own programme, Next Generation Air
Transportation System (NextGen), with the objectives of the increase
airspace capacity, the reduction of flight costs, etc. New operational
improvements are expected, including the ADS-B, new datalink applications
(starting with Pre-Departure Clearance), the System Wide Information
Management (SWIM), the Common Support Service for Weather (CSS –Wx),
the Collaborative Air Traffic Management (CATM).
• Other Programmes: An ATM programme exists in Japan: Collaborative

Actions for Renovation of Air Traffic Systems (CARATS) with the mission to
modernize the Japanese Air Traffic System. CARATS will deploy new
operations like Trajectory based operation, Satellite based navigation,
enhanced situation awareness, collaborative decision making (CDM) …
2. ATC DATALINK: STANDARDS, PERFORMANCE,

IMPLEMENTATIONS, MANDATES, SYSTEMS
ATC Datalink Standards
• FANS operations performed over:

- ACARS network in oceanic and remote areas are in compliance with
FANS 1/A standards
- ATN in high-density continental areas are in compliance with ATN
Baseline 1 standards.
• FANS 1/A: For oceanic and remote areas, FANS 1/A standards based on
ACARS network and availability of GPS satellites introduced a well-adapted
system to ensure the three CNS functions. FANS 1/A standards are highly
inspired from ICAO concept with CPDLC and ADS-C based on ACARS
network.
- 56 -
• ATN Baseline 1: The ATN Baseline 1 (ATN B1) standards meet the ICAO
CNS/ATM objectives. The main difference with FANS 1/A standards deals
with datalink protocols, whereas ATC applications are almost identical.
• Accommodation FANS 1/A-ATN: In order to take benefits from

investments made on FANS 1/A aircraft while ATN is deploying in Europe,
studies to ensure ATN B1 ground systems can provide datalink services to
FANS 1/A aircraft have been conducted. Such adaptations between the
supporting ATC datalink standards (i.e. FANS 1/A and ATN Baseline 1
standards) are commonly referred to accommodation.
• Airlines Electronic Engineering Committee (AEEC) 623: AEEC 623

standard encompasses three ATS 623 applications: Departure Clearance
(DCL), Oceanic Clearance (OCL), D-ATIS (Digital – Automatic Terminal
Information Service). These 3 applications are used to receive departure
clearance, oceanic clearance and ATIS information in text format through
ACARS network.
• ATN Baseline 2 (SC-214/WG-78): EUROCAE Working Group 78 (WG78)

is a joint working group with RTCA Special Committee 214 (SC214), named
Standards for Air Traffic Data Communication Services. Their mission is to
standardize the future Air Traffic Services (ATS) supported by datalink
communications and used in different environments (continental and
oceanic) and in different airspaces (Airport and En-route). These ATS will
constitute the ATN Baseline 2 (ATN B2) standards. It is expected that ATN
B2 includes ATS like 4D Trajectory, D-TAXI, etc.
ATC Datalink Performance

• Like Required Navigation Performance (RNP) provides performance
requirements on navigation, Required Communications Performance
(RCP)/Required Surveillance Performance (RSP) concept defines
performance requirements to support communication/surveillance
performance based operations. For instance:
- RCP 240 defines a maximum time of 240 seconds for a ATC controller
to initiate a transaction and receive the response from the flight crew
- RSP 180 defines a maximum time of 180 seconds to send a position
report from the aircraft to the ground.
- 57 -

• When the use of datalink requires some performance on
communication/surveillance, ANSPs may prescribe compliance with RCP and
RSP specification in their AIPs. For operations with reduced separations
(30/30), it may be requested:
- To respect RCP 240/RSP 180 with normal means of communications
(e.g. SATCOM)
- To respect RCP 400/RSP 400 with alternate means of communications
(e.g. HFDL).
ATC Datalink Implementation
• FANS 1/A: In the 1990’s, implementation of FANS 1/A started initially over
the South Pacific. The deployment of FANS 1/A is now almost worldwide
thanks to the availability of ACARS network. Extension of FANS 1/A carries
on at the time of writing the document.
• ATN Baseline 1: Implementation of ATN B1 over Europe is managed by

Eurocontrol Link 2000+ programme. This deployment has started from
Maastricht and its completion is expected over the European airspace by
2015 pushed by the Eurocontrol Link 2000+ mandate.
Deployment of ATN B1 over US was initially planned and managed as CPDLC
Build 1A programme. Stopped in 2001, FAA decided to switch to the
deployment of FANS 1/A.
• Accommodation FANS 1/A aircraft by ATN B1 centers: Accommodation

will depend on ANSP policy. ANSPs might authorize ATC centers with ATN B1
capability to accommodate FANS 1/A aircraft. Thanks to accommodation,
these ATC centers will enable the provision of datalink services to FANS 1/A
aircraft.
• ATS 623:
- Departure CLearance (DCL) is provided in some airports distributed
over the world: most of airports in France, Germany, the Netherlands,
UK, Korea, China propose DCL service to their operators. In US and
Canadian airports, Pre-Departure Clearance (PDC) is deployed,
providing a similar service than DCL.
- Oceanic Clearance (OCL) is available in Russian Oceanic center
Magadan and in the North Atlantic (NAT) over New York (US), Gander
(Canada), Santa Maria (Portugal), Shanwick (UK), Reykjavik
(Iceland).
- Digital-Automatic Terminal Information Service (D-ATIS) is available
in more than 90% of the busiest airports in the world.
-
- 58 -
• Special Operations: The emergence of new CNS technologies (FANS, RNP

etc) allows to fly with a reduction of the minima separations (also known as
30/30 or 50/50 operations), or to apply special procedures like Dynamic
Airborne Reroute procedure (DARP), Tailored Arrival (TA), In Trail Procedure
(ITP).
• ATC Datalink Performance: RCP/RSP capability may be required for

specific portions of airspace or routes by the relevant states through their
AIP. Some ANSPs (located in North Atlantic and South Pacific) have started
to monitor RCP/RSP but at present, there is no airspace that requires
RCP/RSP compliance. It is expected that RCP/RSP will be mandatory firstly
in the North Atlantic at the beginning of 2015 (i.e. RCP 240/RSP 180 for
FANS 1/A operations).
ATC Datalink Mandates

• FANS 1/A:
- NAT datalink mandate is implemented in two phases:
o Phase 1: From Feb 7, 2013, for all aircraft operating between
FL360 to FL390 (inclusive) on the two best tracks within the NAT
Organized Track System (OTS) and crossing 30 degrees west
longitude during the OTS validity period
o Phase 2: From Feb 5, 2015, with the extension to specified
portions of NAT Minimum Navigation Performance Specifications
(MNPS) airspace.
- FANS routes over China: Aircraft that intents to fly Y1, Y2, Y3 or
L888 routes must be fitted with FANS 1/A.
• ATN Baseline 1: Implementation of ATN Baseline 1 is required over

Europe. This mandate is made applicable to Air Navigation Service Providers
(ANSPs) and to aircraft operating above FL 285. Here are the keys dates for
aircraft operators:
- Jan 1, 2011: After this date all new aircraft operating above FL 285
shall be delivered with a compliant system
- Feb 5, 2015: By this date all aircraft operating above FL 285 shall
have been retrofitted with a compliant system.
• Regulations about ATC Datalink communication recording have been

published. The recorded information could be used for the investigation on
flight accidents/incidents.
- ICAO recommends that aircraft record datalink messages from Jan 1,
2016. For Airbus avionics systems, it is applicable to datalink initiation
(AFN or CM), CPDLC, ATS 623 and ADS-C messages.
- 59 -
- FAA requires US registered aircraft using datalink, to have onboard

datalink recording capabilities from Dec 6, 2010. For Airbus avionics
systems, it is applicable to CPDLC and ATS 623 messages.
- EASA requires aircraft having the capability to operate datalink
communications and for which the individual certificate of
airworthiness is first issued on or after Apr 8, 2014, to record datalink
messages. For Airbus avionics systems, it is applicable datalink
initiation (AFN or CM), CPDLC, ATS 623, ADS-C messages.
ATC Datalink systems
Airbus proposes currently the following ATC Datalink systems on its aircraft:
• FANS A/FANS A+ over ACARS network (FANS 1/A standards) for A320,
A330/A340 and A380 aircraft1
• FANS B/FANS B+ over ATN network (ATN Baseline 1 standards) for
A320 aircraft
• FANS A+B over both ACARS network (FANS 1/A standards) and ATN
network (ATN Baseline 1 standards) for A350/A380 aircraft2.
1
FANS A is only available on A330/A340 aircraft.
2
FANS A+B system will be available around 2015 on A380 aircraft.
FANS A+C system will be available in the future to cope with ATN Baseline 2
standards including new features like 4D Trajectory, D-TAXI, etc.
- 60 -
Getting to grips with FANS – Part I – Issue IV 3. FANS Component Description
3.1 FANS 1/A architecture 63

3.2 ATN architecture 65
3.3 Datalink media 66
3.3.1 Air/Ground datalink 66
3.3.1.1 VHF datalink 66
3.3.1.2 SATCOM 67
3.3.1.3 HF Data Link (HFDL) 68
3.3.2 Ground/Ground Communications 68
3.3.2.1 The communication networks 68
3.3.2.2 The interoperability of the networks 69
3.3.2.3 Ground coordination 71
3.3.2.4 The Aeronautical Telecommunication Network (ATN) 71
3.4 CNS/ATM applications and services 72
3.4.1 As per ACARS network – FANS A/A+ Systems 72
3.4.1.1 ATS Facilities Notification (AFN) 72
3.4.1.2 Controller Pilot Data Link Communication (CPDLC) 72
3.4.1.3 Automatic Dependent Surveillance (ADS) 73
3.4.2 As per ATN – FANS B/B+ Systems 76
3.4.2.1 Context Management (CM) application 76
3.4.2.2 Controller Pilot Data Link Communication (CPDLC) 76
application
3.5 FANS 1/A and ATN: main differences 78
3.5.1 Data Link operations 78
3.5.2 Application name equivalence 78
- 61 -
3.5.3 Protected Mode 79

3.5.4 Technical acknowledgement: LACK/MAS 79
3.5.4.1 In FANS 1/A environment 79
3.5.4.2 In ATN environment 79
3.5.5 Time stamp 81
3.5.5.1 In FANS 1/A environment 81
3.5.5.2 In ATN environment 82
3.5.6 Timers 82
3.5.6.1 Message Latency Timer 82
3.5.6.1.1 In FANS 1/A environment 82
3.5.6.1.2 In ATN environment 82
3.5.6.2 ATN Timers 83
3.5.6.2.1 Technical response timer 83
3.5.6.2.2 Operational timers 83
3.6 FANS architecture summary 86
- 62 -
3.1. FANS 1/A ARCHITECTURE

FANS 1/A 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 which are inter-connected. Hence, providing the
ATC/ATM services to all FANS 1/A equipped aircraft. These data communications are
supported by the ACARS router integrated into ATSU (Air Traffic Service Unit) for
A320/A330/A340 aircraft or by Avionics Communication Router (ACR) for A350/A380
aircraft. They manage all the communications and automatically select the best
available media (for example, in the order: VHF, SATCOM and HF).
The FANS 1/A data link architecture on A320/A330/A340 aircraft is given in Figure
3-1 (except the ATSU component, this architecture is fully applicable to the
A350/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 centralizes all data communications
(ATC and AOC) and manages the dedicated Human Machine Interface
(HMI). For A350/A380 aircraft, the airborne part is composed of the ATC
applications for the management of ATC datalink functions, and of the ACR
for the management of data communications.
• The air/ground datalink (VDL mode A or mode 2, SATCOM or HFDL) is
used to transmit AOC or ATC data to the ground.
• The ground/ground datalink, which ensure the connection to the ground
part through either:
- Satellite Ground Earth Stations (GES) whenever VHF coverage is not
available
- VHF Remote Ground Stations (RGS) if within the line of sight of the
aircraft
- HF Remote Ground Stations (RGS) with almost worldwide coverage
- Air-Ground processors, which route and handle the messages.
- 63 -
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 1/A architecture
- 64 -
Communication Global Positioning

satellites (SATCOM) Satellites (GPS)
AOC / ATS 623

ATSU
optional
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
ATN architecture
3.2. ATN ARCHITECTURE

The first implementation of ATN Baseline 1 standards is limited to high-density
continental airspaces where a fair VHF and SSR coverage is provided. Hence, the
ATN can only be accessed through VHF media.
The ATSU router for A320 aircraft and ACR for A350/A380 aircraft still manages the
data communications for either ATC, ATS 623 or AOC, as per FANS 1/A architecture.
However, only VDL mode 2 is used to transmit ATC data to the ground through ATN.
One of the main evolution coming with ATN architecture is that the datalink
communication router (ATSU for A320 aircraft and ACR for A350/A380 aircraft) is
capable to manage datalink communications over both ACARS and ATN
environments. Communications over ATN are used for ATC applications and
communications over ACARS, for AOC and ATS 623 applications.
The ATN architecture, detailed in Figure 3-12, is made of the following components:
• The airborne part, with the ATSU, which is a modular hosting platform
that centralizes all data communications (ATC, ATS 623 and AOC) and
manages the dedicated Human Machine Interface (HMI). For A350/A380
aircraft, the airborne part is composed of the ATC applications for the
management of ATC datalink functions, and of the ACR for the
management of data communications.
- 65 -
• The air/ground datalink:

-VDL mode A/2, SATCOM or HFDL are used to transmit AOC data to the
ground as per FANS A architecture. VDL mode A/2 and SATCOM are used
to transmit ATS 623 data. Please notice that SATCOM and HFDL for AOC
and SATCOM for ATS 623 purposes are optional in ATSU architecture,
- Only VDL mode 2 is used to transmit ATC data to the ground for
communication purposes.
• The ground/ground datalink, which is the same as per FANS 1/A
architecture. Nevertheless, two types of network have to be considered:
ACARS for AOC/ATS 623 and ATN for ATC.
3.3. DATALINK MEDIA

3.3.1. AIR/GROUND DATALINK
3.3.1.1. VHF DATALINK

3.3.1.1.1. VDL mode A
Data Link transmission over ACARS (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 environments (FANS B/B+).
Before its implementation in ATN environments, the VDL mode 2 standard happened
to be a good interim solution in ACARS environments (FANS 1/A). The datalink traffic
over ACARS network continued to increase and congestion of the current ground
networks was soon expected. Using VDL mode 2 was the only way to improve the
current performance of datalink applications, and to increase the capacity of the
ACARS network (which implies a reduction of communication charges by service
providers).
This solution is known as the VDL mode 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 datalink capabilities through the ACARS networks with VDL
mode A, the VDL mode 2/AOA increases the rate of data transmission from 2.4Kbits
per second to 31.5Kbits per second.
Note: VDL mode 2 is a communication protocol between the aircraft and VHF ground
stations of the networks of Communication Service Providers. Obviously, both the
aircraft and the recipient (VHF station) must be equipped. With VDL mode 2, the
messages are transmitted into packets of bits rather than in blocks of characters.
This provides a gain in transmission efficiency.
- 66 -
• VDL mode 2 multiple frequencies

The communication between the aircraft and VHF ground stations is established on a
VHF frequency. In order to face the increasing number of aircraft connected at the
same time and maintain a good performance level, VDL mode 2 communications will
rely on multiple VHF frequencies. When equipped with this new feature (available in
latest FANS A+ systems and all FANS B+ systems) and when available on ground,
the aircraft system will be able to tune several VHF frequencies provided by the
Communication Service Provider (CSP).
3.3.1.2. SATCOM
Until SATCOM became operational, radio-communications suffered from VHF line-of-
sight limitations and the unreliability and variable quality of HF. Satellite links
overcome these weaknesses, being unaffected by distance or ionospheric conditions.
SATCOM is 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-C 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, etc) to anywhere in the world (airline
hosts, ATC centers, etc).
In 2006, only Inmarsat constellation was able to provide communication services
(voice or data) to the whole globe, except to the extreme polar regions (above 72°N
and below 72°S).
Note 1: All satellites of the Inmarsat-4 constellation are operational. The I-4 satellite
names are as following Europe, Middle East, Africa (EMEA), Americas (AMER) for
America coverage and Asia Pacific (APAC) for Asia Pacific coverage. Inmarsat is
expected to increase its number of spot beams from 5 to 19 with Inmarsat-4
constellation. In the near future, Inmarsat will introduce Alphasat satellite to replace
EMEA. The new Alphasat satellite will bring additional bandwidth and traffic carrying
capability for busy EMEA region.
Note 2: Multifunctional Transport Satellite (MTSAT), satellites operated by Japan

provides datalink services for aircraft and weather information. MTSAT 1R and
MTSAT 2, two satellites launched respectively in February 2005 and early 2006 are
now fully operational. Connection to MTSAT 1R or MTSAT 2 is transparent for the
aircraft (the connection being performed by the GES).
Note 3: The following GES have been closed till date: Yamaguchi (March 2006),
Goonhilly (February 2007), Southbury (2008).
In 2012, Airbus started the development of a new SATCOM system named Iridium
SATCOM. This system will enable the datalink communications over the Iridium
satellite constellation that is composed of 66 satellites and ensures a worldwide
coverage from pole to pole. Iridium SATCOM is an alternate solution to Inmarsat
SATCOM, providing the same quality of service but with a better avail. The first
certification of Iridium SATCOM occurred on A320 in January 2014.
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For FANS datalink, it must be noted that the selection and installation of Iridium
SATCOM and Inmarsat SATCOM system onboard will be exclusive, as both systems
provide the same service.
Refer to Part II - Appendix C for coverage maps.
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+ system.
"Supplementary" means that the FANS A+ certification process authorizes the use of
HFDL only if VDL and SATCOM are operative. During the FANS A+ certification
process, the demonstration of datalink performance including HFDL (measurement of
message transit time between end users) was not performed for environments such
as polar areas. HFDL is usable as a means of communication when VDL or SATCOM
is busy (e.g. transmission of CPDLC message via SATCOM and ADS-C report via
HFDL) or unavailable. In such a case, the operator should notice that HFDL
performance even better than HF voice ones, are not as good as VDL or SATCOM
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 (Refer to the FANS A
Airworthiness Approval Summary – See Part II – Appendix L).
HFDL allows data transmission at a rate of 1.8 Kbits per second. Today, ARINC is the
only CSP providing HFDL. The proposed coverage is worldwide (Refer to Part II -
Appendix C).
3.3.2. GROUND/GROUND COMMUNICATIONS
3.3.2.1. THE COMMUNICATION NETWORKS

Several Communications Service Providers (CSPs) ensure today the routing of ATC
messages between the aircraft and the ATC Center, in addition to the AOC
messages. These are growing steadily, thus raising some issues for future
interoperability. Among the main ones the following may be listed:
• 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
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• 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 datalink
applications. This means for instance, that an aircraft using a VHF datalink under a
SITA agreement can nevertheless operate in a FANS ATC area using an ARINC
contract (refer to Section 3.3.2.2 The interoperability of the networks).
Given in Part II - Appendix D is general information relative to some of these

Communication Service Providers.
3.3.2.2. THE INTEROPERABILITY OF THE NETWORKS

• ACARS network
The network interoperability between the two main Communication Service Providers
(i.e. ARINC and SITA) is a key element in the overall performance of the system,
and ensures that each relevant ATC Center has access to all FANS aircraft within its
region.
Switching for instance from VHF to SATCOM (or vice versa, ACARS environments
only) is managed by the avionics router (module of ATSU on A320/A330/A340 and
ACR on A350/A380). Such an automatic function is needed to fulfill the logic that
determines the routing of any uplink message. It is transparent to both the flight
crew and the ATC controller and ensures that uplink messages can be sent to the
aircraft irrespective of the medium or Communications Service Providers used.
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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
• ATN network
The same kind of feature is provided for ATN in order to ensure a seamless
connection with the ground. However, in the Link 2000+ airspaces, VDL mode 2 is
the unique medium used for ATC datalink purposes. ARINC and SITA are the main
CSPs.
Aircraft of airlines, which contracted SITA as CSP, will be capable to connect to ATC
centers that contracted ARINC as CSP thanks to the inter-connection between ARINC
and SITA. The following figure illustrates a possible extension model of the network.
- 70 -
ARINC Network SITA Network
Network
Interoperability
ATC ground OLDI ATC ground

router router
ATC 1 ATC 2
ARINC communication domain SITA communication domain

Figure 3-4
ATN network interoperability
3.3.2.3. GROUND COORDINATION

The ATS Inter-facility Data Communications (AIDC) defines the datalink between
ATC centers. This link is used for notification, coordination and transfer of control.
AIDC functions will be progressively introduced, as ATC centers along routes and
airspaces are equipped with CNS/ATM systems. For the same purposes, Link 2000+
areas implement a variant of AIDC called the On-Line Data Interchange (OLDI).
3.3.2.4. THE AERONAUTICAL TELECOMMUNICATION NETWORK (ATN)

With FANS 1/A standards, the Air Traffic Services 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
entered into operations to act as a backbone of the ICAO’s CNS/ATM concept. This
Aeronautical Telecommunication Network (ATN) seamlessly connects aircraft, ATC
centers, airline operations facilities and Communication Service Providers with
enhanced efficiency, capability and security. For the initial implementation, the ATN
connects ATC centers and will provide datalink between aircraft and ATC centers.
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3.4. CNS/ATM APPLICATIONS AND SERVICES

Even if derived from the same ICAO CNS/ATM concept, applications of FANS A/A+
and FANS B/B+ systems are different as they are used according to different
environments.
The following sections describe applications related to each environment.
3.4.1. AS PER ACARS NETWORK – FANS A/A+ SYSTEMS

In FANS 1/A environment, three main applications compose the datalink as described
in ICAO CNS/ATM concept:
• The ATS Facility Notification (AFN)
• The Controller Pilot Data Link Communication (CPDLC)
• The Automatic Dependent Surveillance / Contract (ADS-C).
The three applications are detailed hereinafter.
3.4.1.1. ATS FACILITIES NOTIFICATION (AFN)

The AFN application enables to inform ATC of the aircraft datalink capability and
characteristics. This serves to exchange the addressing information between the
aircraft and the ATC Center. The AFN is a signal for the receiving ATC Center that the
aircraft is about to enter the FIR and is a prerequisite to the establishment of CPDLC
or ADS-C connection.
3.4.1.2. CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

CPDLC is a powerful application to sustain datalink communications between the
flight crew and the ATC controller of the relevant flight region. CPDLC is particularly
adapted to such areas where voice communications are difficult (e.g. HF voice over
oceans or remote parts of the world), and became very convenient to alleviate
congested VHF of some dense continental airspaces when utilized for routine
dialogue (e.g. frequency transfer).
CPDLC enables flight crew and ATC controllers to communicate via datalink thanks to
written messages composed of one or several elements chosen in a set of
preformatted elements. Those elements are compliant with the existing ICAO voice
phraseology. CPDLC messages are used for clearances, requests, reports,
negotiations and other types of dialog with ATC (e.g. emergency messages, ATC
transfer, frequency changes, etc).
Part II - Appendix A lists all the messages that are supported by FANS A and FANS
A+ airborne and ground systems.
Advantages 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
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• 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.
3.4.1.3. AUTOMATIC DEPENDENT SURVEILLANCE (ADS)

ADS is the application 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 as the aircraft position is
automatically transmitted to ground
• 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 types of ADS applications exist:

• ADS-Contract (ADS-C) application
• ADS-Broadcast (ADS-B) application
These two ADS applications are quite different, as they do not rely on the same
systems.
The following sections are here to help the reader in differentiating ADS-C and ADS-
B. However, the rest of the document deals only with ADS-C application as part of
FANS A/A+ systems.
3.4.1.3.1. Automatic Dependent Surveillance – Contract (ADS-C)

ADS-C is an application part of FANS A/A+ systems. ADS-C, like CPDLC, requires the
establishment of a connection between the aircraft and a ground system. The ground
system may be an ATC center or the airline host. The aircraft can have up to five
ADS-C connections at the same time (see Part II - Section A5.5.2.- ADS Connection
Management). Through the ADS-C connection, the ATSU (respectively ATC
applications) automatically sends aircraft surveillance data to the ground systems.
ADS-C benefits from the datalink range (i.e. almost worldwide).
Transmission of aircraft surveillance data (aircraft identification, aircraft position,

aircraft speed, predicted route, etc) is done automatically and remains transparent
to the crew.
Different types of ADS-C "contracts" exist:

• Periodic: data is sent at periodic time intervals, or
• On demand: data is sent only when asked for, or
• On event: data is sent whenever a specified event occurs (e.g. altitude or
heading change, vertical rate change, waypoint sequencing).
These contracts are set by the ATC centers to satisfy their operational needs for
surveillance, as dictated by circumstances (e.g. traffic density). The flight crew
cannot modify these contracts, but the ATC controller can specify the parameters of
- 73 -
the contract. Optional data groups may thus be added in the contract request. At any
time, an ATC Center may establish with one aircraft, ADS contracts that include one
periodic and one event contract. The ATC Center may also establish with one
aircraft, successive demand contracts. Whenever the ATC controller makes a
modification, a new contract is set, which cancels the previous one.
Another type of contract that may be found is the emergency mode. When the
crew activates this mode, an emergency report is sent to any ATC Center that has an
ADS-C 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.
3.4.1.3.2. Automatic Dependent Surveillance – Broadcast (ADS-B)

ADS-B is an application of the Mode S transponder. This application
automatically broadcasts aircraft surveillance data (position, altitude, speed, etc)
every 0.5 second. ADS-B does not require any datalink connection as ATC and
surrounding aircraft equipped with ADS-B receiver can collect these data to display
the aircraft position on their traffic display without radar. Since ADS-B uses the
transponder aerial, the range is limited to about 250 NM.
ADS-B enables the flight crew and the ATC controllers to get a more precise image of
the traffic thanks to enriched data (e.g. GPS aircraft position) compared to TCAS
data for flight crew or SSR data for ATC controllers. From a cockpit perspective,
ADS-B data is displayed on the Cockpit Display of Traffic Information (CDTI) or
Navigation Display (ND) for Airbus aircraft.
Unlike SSR, ADS-B works also at low altitudes and on ground. In addition, any
vehicle equipped with a ADS-B emitter can be “seen” by any vehicle equipped with a
ADS-B receiver, provided the emitter is in the range of the receiver.
- 74 -
Figure 3-5
ADS-B information displayed on ND
For more details on ADS-B, refer to “Getting To Grips With Surveillance” (see
References ).
3.4.1.3.3. COMPARISON BETWEEN ADS-B AND ADS-C

Knowledge of ADS-B and ADS-C is vital. Hence, to understand ADS-B and ADS-C
better, a comparison between them is shown in the table below.
ADS – Broadcast ADS - Contract

Operations It is used for surveillance It is used for procedural
control
Environment Used in high-density Used in oceanic and remote
continental airspace areas
Range Range is 250NM from ADS-B Range is worldwide due to
ground receiver SATCOM and HF coverage.
Aircraft Avionics Mode S Transponder is ATSU (A320/A330/A340) or
required to broadcast data ATC applications
and TCAS capable of ADS-B (A350/A380) is required to
IN is required to receive host FANS A/A+ applications
data. capable of ADS-C.
Data transmission Data is broadcast every 0.5 End-to-end connection: data
seconds. transmission depends on the
type of contract.
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3.4.2. AS PER ATN – FANS B/B+ SYSTEMS

In ATN environment, two applications are used to ensure the datalink:
• Context Management (CM) application
• Controller Pilot Data Link Communication (CPDLC) application.
In FANS B/B+, it has been introduced the notion of services provided by the
applications. Each application provides some services that enable the fulfillment of
operational needs of either ATC or flight crew. Details on these applications and
services are provided in the following sections.
Note: ADS-C application is not implemented on FANS B/B+ systems.
3.4.2.1. CONTEXT MANAGEMENT (CM) APPLICATION

The CM Application provides the necessary information to enable datalink
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 FIR supporting datalink communications.
The CM Application supports the DLIC (Data-Link Initiation Capability) Air Traffic
Service.
3.4.2.1.1. Data Link Initiation Capability (DLIC) service

The DLIC service is executed prior to the first use of any other datalink application.
It provides the ground with the necessary information to make datalink
communications possible between the ATC 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 Center. It also
provides flight data (flight number, FROM/TO airports, aircraft position) to
that ground ATC Center. This function could be either triggered manually or
automatically
• The Contact function, which provides a method for a ground ATC Center
to request the aircraft system to initiate the logon function with another
ground ATC Center, indicated in the contact request. This function is used
to transfer the aircraft from one ATC Center to another and it is
transparent for the flight crew. It is managed by the ground system.
3.4.2.2. CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)

APPLICATION
In ATN environment like in ACARS environment, the CPDLC application provides
direct flight crew/ATC controller communication using datalink.
- 76 -
CPDLC supplements voice communication between an aircraft and the controlling

ATC Center. The objective is to reduce flight crew and ATC controller workload, and
decrease clearance delivery delays.
The CPDLC application provides a set of datalink message elements corresponding to
existing ICAO phraseology used by current ATC procedures as defined in ATN
Baseline 1 standards (Refer to Part III - Appendix A).
The CPDLC application supports the following services:

• ATC Clearance (ACL) service
• ATC Communication Management (ACM) service
• ATC Microphone Check (AMC) service.
These services are detailed in the sections hereinafter.
3.4.2.2.1. ATC Clearance (ACL) service

ACL is used to:
• Request clearances
• Issue clearances
• Expect clearances
• Issue requests for the current or future status of the flight
• Provide flight status notifications.
An uplink "free text" capability is provided to uplink information that does not
conform to standard messages (additional information to clearances, error reasons,
etc).
No downlink “free text” message is provided to flight crew. Free text downlink
capability is only provided to airborne system to append information explaining
preformatted error reasons.
3.4.2.2.2. Separators in DCDU message display
3.4.2.2.3. ATC Communication Management (ACM) service

Through this service, transfer from one ATC Center to another is performed. The
current authority managing the aircraft with datalink communications (also known as
Current Data Authority, CDA) can assign another ATC Center 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 it becomes the CDA,
provided that the connection with the previous CDA has been terminated.
ACM service may be used to:

• Initially establish CPDLC with an ATC Center
• Terminate CPDLC with an ATC Center
• Transfer voice communications and CPDLC from the CDA to the NDA
• Issue a change of frequency (also known as Voice Contact Instruction,
VCI).
3.4.2.2.4. ATC Microphone Check (AMC) service
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ATC Controllers use the AMC service to instruct the flight crew to check that they are
not blocking the voice channel (i.e. stuck microphone). No acknowledgement of the
instruction from the flight crew is required.
3.5. FANS 1/A AND ATN: MAIN DIFFERENCES

The following sections describe the main differences between FANS 1/A and ATN
environments. Flight crew who operate both FANS A/A+ and FANS B/B+ systems
should master these differences in order to properly operate any FANS systems with
their distinctive features.
Knowledge of these differences is not required for flight crew who operate exclusively
FANS A/A+ or FANS B/B+.
3.5.1. DATA LINK OPERATIONS

It has to be noticed that in most of the regions, the carriage of datalink systems is
not mandatory in FANS 1/A environments. However, when an aircraft equipped with
datalink systems is flying in FANS 1/A environment 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 backup means.
In ATN environment, the carriage of ATN Baseline 1 capable systems is required

from 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.
FANS 1/A environment ATN environment
FANS A/A+ not mandatory

Carriage of datalink FANS B+ Mandatory since
except for some
systems Link 2000+ Mandate**
airspaces*
CPDLC Primary if aircraft equipped Supplementary
Voice Backup Primary
* Refer to Section 2.4.1 FANS 1/A

**Refer to Section 2.4.2.1 Eurocontrol Link 2000+ Mandate
3.5.2. APPLICATION NAME EQUIVALENCE

The following table provides the equivalence between FANS A/A+ and FANS B/B+
applications as detailed in Section 3.4 – CNS/ATM applications and services.
FANS A/A+ applications FANS B/B+ applications
AFN CM
CPDLC CPDLC
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FANS A/A+ applications FANS B/B+ applications
ADS-C No equivalence
3.5.3. PROTECTED MODE

Protected Mode (PM) is specific to ATN B1 environment. Due to the likelihood that
ATC instructions are delivered to the wrong aircraft, the Protected Mode (PM) has
been introduced in order to prevent this risk. Coming with FANS B+ system, the PM
guarantees that:
• The CPDLC message is delivered to the intended receiver, and
• The integrity of CPDLC message.
Before PM (with FANS B system), the Voice Read-Back (VRB) procedure was
mandatory for ATC instructions modifying the flight profile. To ensure that the
message is received by the intended aircraft, every uplink message had to be
confirmed with the ATC through a Voice Read-Back. With Protected Mode (PM) this
confirmation is no longer require, thus reducing the flight crew workload.
Due to the discontinuation of the Voice Read-Back (VRB) procedures from Nov 15,
2012, it is required that the aircraft are capable Protected Mode CPDLC in European
airspace.
3.5.4. TECHNICAL ACKNOWLEDGEMENT: LACK/MAS

To ensure the successful delivery of a message, the system that receives the
message replies with a technical acknowledgement. For ATN environments, this
acknowledgement is the Logical Acknowledgement (LACK) and the 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.
3.5.4.1. IN FANS 1/A ENVIRONMENT

The MAS is the notification by the Communication Service Provider (CSP) to the ATC
Center 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/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 ATC controller HMI. Refer to Part II - Appendix F, G, H or I for more details.
3.5.4.2. IN ATN 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
- 79 -
coupled to the LACK function. Then, if the termination timer expires while no LACK is
received, the datalink dialogue may be terminated (see following section).
Thanks to the LACK, the RECEIVD 2 BY ATC indication is displayed on DCDU

(respectively RECEIVED BY ATC indication on ATC mailbox) once the technical
acknowledgement from the ATC controller’s HMI is received. Please refer to the Part
III - Appendix E for more details.
ATSU
ATC HMI
Uplink message
ACK
MAS
Downlink message
ACK
ACARS Network
Airborne
ATC Center
HMI
Figure 3-6
Technical acknowledgement in FANS 1/A environment
2
One ‘E’ is omitted due to space restrictions imposed by the interface.
- 80 -
ATSU
ATC HMI
Uplink message
LACK
Downlink message
LACK
ATN network
Airborne
ATC center
HMI
Figure 3-7
Technical acknowledgement in ATN environment
3.5.5. TIME STAMP
The time stamp is defined as the time when the message is sent.
3.5.5.1. IN FANS 1/A ENVIRONMENT

At the time when FANS A and FANS A+ systems were certified on A330/A340
aircraft, FANS 1/A standards did not require ATC centers to provide the time stamp
in the message. Consequently, for the initial FANS A and FANS A+ systems on
A320/A330/A340 aircraft, uplink messages are referenced according to the time of
receipt onboard.
Then, the provision of the time stamp has become a common usage for all ATC
centers around the world. It has been noticed that all ATC centers provide CPDLC
messages with time stamp since 2009. Therefore, a HMI enhancement has been
introduced in FANS A+ on A350/A380 and, to ensure a fleet consistency, this
evolution has been implemented on the latest FANS A+ on A320/A330/A340. The
default time information refers:
• To the time stamp if uplink messages are time-stamped.
• To the receipt time onboard if not.
Refer to Part II - Chapter A6 for more details.
3.5.5.2. IN ATN ENVIRONMENT

In ATN B1 environment, time stamp is mandatory. Consequently, FANS B/FANS B+
interface displays permanently the time stamp for uplink messages.
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3.5.6. TIMERS
3.5.6.1. MESSAGE LATENCY TIMER

It is possible that a very delayed CPDLC message is still delivered to the aircraft. To
overcome this problem, ATC centers and aircraft systems use the 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 having lost its
relevancy.
3.5.6.1.1. In FANS 1/A environment

The message latency timer relies on the Max Uplink Delay function. The ATC will
need to instruct the flight crew to set the max uplink delay to a defined value. It is
an integer value from 1 to 999 seconds.
Upon activation of the max uplink delay, the aircraft system discards the CPDLC
message and automatically downlinks an error message if the calculated delay
exceeds the max uplink delay value.
This feature is provided only on FANS A+ aircraft.
For more details see Part II - Section A5.4.6.12 Max Uplink Delay.
3.5.6.1.2. In ATN environment

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 Link 2000+ 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 system. 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 message latency timer.
For the Mandate phase, the FANS B+ package was certified with the value set to 40
seconds as prescribed by the Link 2000+ programme.
For more details see Part III- Section B5.4.8.1.3 Message latency timer.
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3.5.6.2. ATN TIMERS

In ATN environment, to avoid any everlasting data link dialogue, timers are
implemented. This is why time stamps are required in such environment.
Two types of timers are implemented:

• Technical response timer
• Operational timers.
3.5.6.2.1. Technical response timer
Whenever 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 Section 3.5.4 – Technical acknowledgement: LACK/MAS.
Whenever a message is sent, a technical response timer is triggered. For airborne

systems, the timer value is set to 20 seconds for FANS B (a Pioneer phase product)
and 40 seconds for FANS B+ (a Mandate phase product). If the LACK is received
after the technical response timer expires, the LACK is discarded.
Besides that, the operational response with reference to 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 40 seconds, the ATC response, if any, to the
message will not be displayed to the flight crew.
3.5.6.2.2. Operational timers
Operational timers are needed to avoid any datalink dialogue remaining open for an
undefined time.
Therefore, the dialogue is closed:

• If an operational response is received within the timer lead-time, or
• If the timer has timed out.
As a datalink dialogue involves two end users, two operational timers are defined:
• Operational timer – Sender
• Operational timer – Responder.
According to whether the ATC controller or the flight crew sends the message,
operational timer values vary.
• 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.
- 83 -
If STANDBY is answered, all the operational timers (Sender and Responder) are
reset.
Figure 3-8
Operational timer values – Dialogue initiated by the flight crew
• 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 STANDBY is answered, then all operational timers (Sender and Responder) are
reset. The STANDBY function can be triggered only once.
- 84 -
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.
As a general rule, any uplink message once received should be answered

as soon as possible.
- 85 -
3.6. FANS ARCHITECTURE SUMMARY

The table below summarizes the previous paragraphs and provides a comparison
between FANS A/A+ and FANS B/B+ systems.
System FANS A FANS A+
Application ATC*** AOC ATC**** AOC
Environment Oceanic and Remote**
Network ACARS
VDL mode A VDL mode A/2 VDL mode A/2 VDL mode A/2
Datalink Media SATCOM SATCOM SATCOM SATCOM
HFDL HFDL* HFDL
*Certified as a supplementary means.

**Used in Oceanic and remote but also in high-density continental over US airspace.
***ATC includes AFN, CPDLC, ADS-C applications.
****ATC includes:
• AFN, CPDLC, ADS-C applications
• ATS 623 applications if ATS 623 applications option is selected.
System FANS B FANS B+
Application ATC* AOC ATC** AOC
Environment High-density Continental
Network ATN ACARS ATN ACARS ACARS
VDL VDL VDL VDL mode

VDL mode A/2
mode 2 mode A/2 mode 2 A/2
Datalink Media
SATCOM SATCOM SATCOM
HFDL HFDL
*ATC includes CM and CPDLC applications.

**ATC includes:
• CM and CPDLC applications for ATN network
• ATS 623 applications for ACARS network if ATS 623 applications option is
selected.
- 86 -
FANS Architecture
• 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 A350/A380 aircraft, the ATC applications manage the ATC
datalink functions, and the ACR manages the routing function (e.g.
selection of the best available medium).
• The air/ground datalink: used to transmit AOC or ATC data to the ground
through VDL mode A, VDL mode 2, SATCOM and HFDL.
• The ground/ground datalink: to ensure the connection to the ground
parts through either satellites Ground Earth Stations (GES), VHF and HF
Remote Ground Stations (RGS) or air-ground processors (which route and
handle the messages).
• CSP operating with national service providers are currently interconnected to
provide a global interoperability of ATS datalink applications.
FANS 1/A applications
• ATS Facility Notification (AFN)
Through this application, an ATC knows whether an aircraft is capable of using
datalink communications or not. This exchange of the datalink context is needed
prior to the establishment of any CPDLC or ADS-C connection.
CPDLC is a powerful tool to sustain datalink communications between the flight crew
and the ATC 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 utilized for
routine dialogue (e.g. frequency transfer).
• Automatic Dependent Surveillance-Contract (ADS-C)
ADS-Contract is an end-to-end application that uses datalink as CPDLC. ADS-C
application is hosted by ATSU (respectively ATC applications) on A320/A330/A340
(respectively A350/A380).
Through the ADS-C application, the aircraft automatically sends aircraft surveillance
data to the connected ATC centers (up to 5). This is done automatically and remains
transparent to the crew.
Different types of ADS-C "contracts" exist: periodic, on demand and on event.
ADS-Broadcast (ADS-B) is a transponder Mode S application that broadcasts 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.
- 87 -
ATN B1 applications
• Context Management (CM)
This application provides the Data Link Initiation Capability (DLIC) service that
is similar to the FANS 1/A AFN application and remains mandatory prior to any
CPDLC connection.
It is an application similar to the FANS 1/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 (flight crew or ATC 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.
Differences 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 differences are:
• CPDLC is the primary means of communication in FANS 1/A
environments when the aircraft is equipped with datalink systems. In ATN
environment, voice will remain the primary means.
• Protected Mode is used only in ATN environments and guarantees that
CPDLC message is always delivered to the intended receiver. Thanks to the
Protected Mode, the Voice Read-Back (VRB) procedure is no more required.
• Technical acknowledgement: acknowledgements in FANS 1/A
environments and ATN environments do not have the same meanings.
• Message latency timer: if the message is received after the message
latency timer expires, the message becomes invalid, the content of the
message having lost its relevancy. The message latency timer is based on a
value uplinked by ATC (see Max Uplink Delay function) in FANS 1/A whereas
it is a value fixed in avionics system in ATN environments.
• Timers: in ATN environments, the transmission of a message must be
achieved in a limited time. In addition, flight crew and ATC controllers have a
limited time to answer a message. Timers are intended to avoid any datalink
dialogue remaining open for an undefined period.
- 88 -
Getting to grips with FANS – Part I – Issue IV 4. Airbus FANS Description
4.1 A320/A330/A340 FANS architecture 91

4.1.1 ATSU for A320/A330/A340 aircraft 91
4.1.2 The new FMS (2nd generation FMS) 93
4.1.3 A320/A330/A340 crew interfaces 94
4.2 Human Machine Interface on A320/A330/A340 aircraft 94
4.2.1 Basic operational principles 96
4.2.2 Main HMI rules 97
4.2.2.1 DCDU 97
4.2.2.2 MCDU 97
4.2.2.3 Alert 98
4.2.2.4 Messages 98
4.2.2.5 Printer 100
4.2.2.6 interactions with FMS 100
4.2.2.7 Colour coding 101
4.3 A350/A380 FANS architecture 102
4.3.1 ATC applications 103
4.3.2 A350/A380 crew interfaces 104
4.4 Human Machine Interface on A350/A380 aircraft 105
4.4.1 Basic operational principles 108
4.4.2 Main HMI rules 108
4.4.2.1 ATC mailbox 108
4.4.2.2 MFD 109
4.4.2.4 Alert 109
- 89 -
4.4.2.5 Messages 110

4.4.2.6 Printer 111
4.4.2.7 Interactions with FMS 111
4.4.2.8 Colour coding 112
- 90 -
4.1. A320/A330/A340 FANS ARCHITECTURE

The Airbus drivers in defining its system are:
• To adapt the aircraft to the various CNS-ATM environments,
• To cope with a moving FANS world,
• To minimize the burden of the airlines in their transition to CNS-ATM ,
• To introduce a user-friendly Human Machine Interface for the datalink,
• To ensure the harmonization of FANS products over Airbus family.
The FANS architecture on A320/A330/A340 aircraft can be depicted as follows.
Figure 4-1
Note: In the latest FANS A+ and FANS B+ systems, there is a link between the Air Traffic
Services Unit (ATSU) and the Radio Management Panel (RMP) to enable the Frequency
Loading feature.
4.1.1. ATSU FOR A320/A330/A340 AIRCRAFT

The avionics unit, named Air Traffic Services Unit (ATSU), has been developed to
cope with datalink 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 along the
flight. The selection of the media is made automatically and without any
flight crew action
- 91 -
•To sustain the communications tasks (e.g. selection of the appropriate ATC
Center for datalink all along the flight).
ATSU manages all the messages (up/down link) regardless of their types (ATC
clearance, ADS-C, flight crew 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 current FANS architecture, only one ATSU is used. For later steps
coming with the future FANS evolutions, Airbus will study the possibility to install two
ATSUs, to cope with the objective to improve of the performance, availability and
safety on datalink communications.
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 datalink capability
during the transition to the ultimate full FANS.
Note: It must be noted that Air Traffic Services Unit (ATSU) in Airbus and ICAO
documentations have not the same meaning that could lead to confusion. In Airbus
documents, the ATSU corresponds to the on-board unit installed on A320/A330/A340
aircraft while the ATSU represents an ATC center in ICAO definition.
The following figures depict the ATSU modularity concept.
Figure 4-2
ATSU architecture for FANS A/A+ systems
- 92 -
Figure 4-3
ATSU architecture for FANS B/B+ systems
4.1.2. THE NEW FMS (2ND GENERATION FMS)
The following chapter describes the role of the FMS within the FANS A operations.
The FMS 3 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-C and CPDLC messages.
As such, it periodically sends all the ADS-C 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-C application of the ATSU.
Position reports messages, whether for manual CPDLC messages or for automatic
ADS-C, are processed by the FMS.
The FMS monitors the ATC conditional or deferred clearances that are linked to the
navigation (e.g. "AT ALCOA CLIMB TO AND MAINTAIN FL 350"). The FMS triggers the
signal to warn the flight crew of the completion of the clearance.
3
In the frame of the first release of the FANS B system, the interface between ATSU and FMS is limited.
The FMS only provides the ATSU with the flight number, the departure and destination airports, and the
aircraft position.
- 93 -
Whenever confirmation messages are received (e.g. "CONFIRM ASSIGNED SPEED")

the FMS automatically proposes the answer to the flight crew. 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 flight crew so that they can solve the issue. Co-ordination and
exchange of F-PLN between ATC, AOC and the aircraft are processed with the FMS.
4.1.3. 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
datalink 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 sections.
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.
4.2. 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 .
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 flight crew from various origins such as flight test, training
instructors and flight crews, were involved in the definition of this interface. The
whole Human Factors plan, as defined and presented to the airworthiness
authorities, was also applied.
- 94 -
Figure 4-4
A320/A330/A340 FANS Human Machine Interfaces
The retained interface, with the two DCDUs in the core part of the cockpit, provides a
minimum perturbation of the existing procedures. This enables a simple reversion to
backup voice-based procedures when needed.
The DCDU provides permanent accessibility and readability for both flight crew
members, that requires only limited head-down time.
- 95 -
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 4-5
Datalink Control and Display Unit (DCDU)
*For more details about the message time, refer to Section 3.5.5 Time stamp
4.2.1. BASIC OPERATIONAL PRINCIPLES

The flight crew is alerted of an incoming message by:
• Two flashing blue ATC MSG pushbuttons on the glare shield (i.e. visual),
• 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 4, the buttons flash, and the aural alert is repeated
every 15 seconds (with the first signal delayed by 15 seconds, so as not
to make useless nuisance). 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 5, the buttons flash, the aural alert is repeated
every 5 seconds (with the first signal delayed by 5 seconds, so as not to
make useless nuisance).The message is displayed on the DCDU regardless
of the state of the screen.
Note 1: The aural alert is similar to an old telephone sound. It was elected by a
great majority of the consulted flight crews.
Note 2: The alerts (i.e. aural and visual alerts) are inhibited during critical phases
(i.e. take-off and landing phases).
4
Exception: in FANS B+, for normal messages the aural alert starts 10 seconds after the reception of the
message and repeats every 10 seconds.
5
Exception: in FANS B+, for urgent messages the aural alert begins immediately after the reception of the
message and repeats every 5 seconds.
- 96 -
To reply to a message, the flight crew either uses the standard replies proposed 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 Part III).
4.2.2. MAIN HMI RULES

The following lists the main principles retained for the HMI.
4.2.2.1. DCDU
• The two DCDUs are dedicated displays for datalink communications, for
either type of messages (up or down link).
• Both DCDUs are identical and synchronized. Any operation on either DCDU
is valid for both of them, and both DCDUs show the same display.
• A star “*” in front of a key means the key is available. Pressing a key
without a star will have no effect.
4.2.2.2. MCDU
• The MCDUs are also part of the ATS datalink system. They are used to
prepare downlink messages such as requests or free texts. They also
provide an access to the record of messages.
• The "ATC COMM" key of the MCDU gives access to the various pages of the
ATS datalink system (this key is optional while retrofitting FANS B/B+ on
A320 aircraft equipped with Legacy FMS).
AT C MENU 1 / 2 ßà
< 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 R E CORD 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 >
Figure 4-6 ATC MENU display in MCDU on FANS A aircraft
• “*”, “<” or “>” beside a LSK means the key is available. Pressing a LSK
that is not associated with one of these symbols will have no effect.
- 97 -
4.2.2.3. ALERT
• The alert function is triggered:
o Each time a new uplink message arrives,
o Whenever a deferred report or clearance expires.
• Both ATC MSG pushbuttons

on the glare shield flash in
cyan until the flight crew acts
(either by pressing one of the
pushbuttons or by answering 4-7
the uplinked message on the ATC pushbutton
DCDU). OFF (left) and ON (right)
• The specific ATC aural alert may also be activated (after 5 sec or 15 sec in
FANS B and immediately or after 10 sec in FANS B+, according to the
urgency of the message).
4.2.2.4. MESSAGES
• As soon as the alert is triggered, the associated ATC message may be
accessed and viewed on both DCDUs.
• DCDU displays only one open message at a time.
• Messages are filled in the DCDU in a chronological order regardless of the

urgency of the messages.
o If the DCDU is empty, any message that is received is immediately
displayed.
o If the DCDU contains already some messages:
• When a normal message is received, this message is not
immediately displayed and is filled in the DCDU in a chronological
order.
• When an urgent message is received, this message is
immediately displayed to draw the attention of the flight crew;
but it is still filled in the DCDU in a chronological order.
Refer to Figure 4-8.
• The flight crew can transfer downlink messages (e.g. requests) from MCDU
to DCDU with the transfer prompt (ATC REQ DISPL on FANS A, or ATC MSG
DISPL on FANS A+, improved as XFR TO DCDU on FANS B/B+).
• In the latest FANS A+ and in FANS B+, the system will automatically close
some messages in the DCDU. This rule concerns:
o Any downlink message initiated by the flight crew
o Any uplink message that contains no clearances.
- 98 -
The message is closed 5 seconds after:

• The LACK reception in the LACK regions (where the LACK is
supported)
• The message sending in non-LACK region (where the LACK is not
supported).
The access to messages is based on the principle described in the following

figure.
Refer to 4.2.2.4 –
Messages for the
management of
messages when an
urgent message is
received.
Figure 4-8
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 queue can be accessed through the
DCDU keys ‘MSG+’ and ‘MSG-’ respectively.
- 99 -
Note: Several scenarios are provided in appendices of Part II and III to develop the
handling of both DCDU and MCDU.
4.2.2.5. PRINTER
• At any time, the flight crew can print entirely:
o The message displayed on DCDU or MCDU
o The message record stored in MCDU.
4.2.2.6. INTERACTIONS WITH FMS

4.2.2.6.1. FANS A/A+
The interactions between ATSU and FMS enable the following features:
• The flight crew may load an ATC flight plan or route clearance to the FMS
secondary flight plan via the LOAD key of the DCDU. An indication on
DCDU (e.g. LOAD OK or LOAD PARTIAL) informs the flight crew if the
loading has been successful or not. Whenever this loading cannot be done
entirely (for instance waypoint not in data base, runway/ILS mismatch,
etc) the flight crew can access the MCDU secondary F-PLN pages to assess
the reasons for the rejected parameters, and take appropriate actions.
• The FMS processes ATC messages that require navigation parameters (e.g.
CONFIRM SPEED). The DCDU automatically displays an answer with the
FMS data. The flight crew can nevertheless modify this message before
sending it (press MODIFY soft key on DCDU to open the edition mode on
MCDU).
• The FMS monitors when REPORT messages (e.g. REPORT PASSING ALCOA)
are received and accepted by the flight crew. When it is time to report, the
DCDU automatically displays the appropriate answer.
• The FMS monitors the conditions of deferred clearances (e.g. AT ALCOA

CLB TO FL350). 30 seconds before the conditions are met, the DCDU
automatically displays the message to remind the flight crew of this
clearance.
4.2.2.6.2. FANS B/B+

• The initial implementation of datalink in ATN environments (e.g. Link
2000+ programme) does not require sophisticated interface with FMS.
Therefore, for the first release of the FANS B/B+ systems, there is a light
interaction between the FMS and ATSU. Indeed, the FMS provides the
ATSU with the following parameters for initialization purposes:
o The flight number
o The departure and destination airports
o The aircraft position.
- 100 -
4.2.2.7. COLOUR CODING

The following colour coding 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.
- 101 -
4.3. A350/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 4-9
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.
The A350 FANS architecture is fully inherited from the A380, based on the two
central systems (ATC/ACR), the centralized ATC mailbox and the ATC COM pages
available on MFD, the ATC MSG pushbuttons. However, one noticeable difference
between A350 FANS and A380 FANS remains the cockpit displays layout. The A380
ten screens layout including two Onboard Information Terminals (OITs) has been
replaced by six larger screens.
- 102 -
Figure 4-10
A350 FANS architecture
Note that one minor difference between A350 and A380 FANS architecture concerns
the clock. ADIRS modules send periodically the clock information to ATC applications
on A350 whereas the clock module feeds the ATC applications on A380.
4.3.1. ATC APPLICATIONS
In A320/A330/A340 architecture, systems are hosted by Line Replaceable Unit
(LRU). The ATSU and DCDU are part of these LRUs. The A350/A380 technology
replaces the LRUs by Integrated Modular Avionics (IMA). For more details, please
refer to:
• A380 Flight Deck and System Briefing for Pilots - Section Avionics Networks and
IMA
• A350 Flight Deck and System Briefing for Pilots - Section Avionics Network and
IMA
available at:
https://w3.airbus.com/crs/A233_Flight_Ops_GN60_Inst_Supp/FlightDeck/index.htm.
Then each system is identified as an application hosted in an IMA.
Onboard the A350/A380, instead of an ATSU, the ATC datalink communications are
ensured by the ATC datalink applications. Considering ATC datalink
communications, the ATC datalink applications provide the same functions as the
ATSU does:
- 103 -
• 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
Center for datalink all along the flight).
However, the Avionics Communication Router (ACR) on A350/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 along the flight plan. The selection of the media is made
automatically and without any flight crew 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 onboard system in
charge of ATC data links as described in this section.
4.3.2. A350/A380 CREW INTERFACES

For A380 ATC applications, the main cockpit interface is the centralized ATC mailbox.
All ATC messages whether clearances (uplink message), requests or answers
(downlink messages) are displayed in the ATC mailbox.
The A380 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 section.
In addition to the ATC mailbox, the MFD ATC pages are 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.
To ensure a consistency on Airbus fleet, the A380 crew interfaces and A380 HMI
principles have been reused on A350 with the ATC mailbox and the ATC COM pages
on the MFD. The difference between A350 and A380 concerns the size and location
of the screens that display the ATC mailbox and MFD ATC COM Pages. On A350, the
ATC mailbox is located on the upper center display unit just above the ECAM and the
MFD ATC Pages on the lower center display unit.
Any ATC message can also be printed at any time.
- 104 -
4.4. HUMAN MACHINE INTERFACE ON A350/A380 AIRCRAFT
Figure 4-11
A380 FANS Human Machine Interfaces
- 105 -
Figure 4-12
A350 FANS Human Machine Interfaces
- 106 -
The figure above gives an overview of the A350/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 development. The centralized mailbox ensures that both flight crew
members read the same thing. Like the DCDU, the mailbox is permanently visible.
Therefore the same 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 A350/A380 aircraft, regardless of the FANS system.
Interfaces A320/A330/A340 aircraft A350/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.
- 107 -
Interfaces A320/A330/A340 aircraft A350/A380 aircraft

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

pages (via ATC
COMM hard key) or
to get ATC mailbox
(via MAILBOX hard
key).
Note: MAILBOX key
is only available on
KCCU.
4.4.1. BASIC OPERATIONAL PRINCIPLES

The basic operational principles are exactly the same as on A320/A330/A340 aircraft.
Please refer to Section 4.2.1 – Basic operational principles.
4.4.2. MAIN HMI RULES

The main HMI rules are exactly the same as on A320/A330/A340 aircraft. However,
the layout was adapted to the A380 cockpit. A380 cockpit components have been
then reused on the A350 cockpit.
4.4.2.1. ATC MAILBOX

• The centralized ATC mailbox is the dedicated cockpit interface, whatever
the type of messages (uplink or downlink messages).
- 108 -
ATC Centre Message

Identification and Status
message time*
Message Slew
buttons Function
keys
Page
Information Fields Slew buttons
Figure 4-13
ATC mailbox
* The message time refers to:
• The time when the message had been sent from the ground if the ATC Center
provides the time stamp,
• The insertion, at the end of the message, of an explicit indication (e.g. RECEIVED
AT 1105Z) if the ATC center does not provide the time stamp. Refer to Part II -
Chapter A6 for more details.
4.4.2.2. MFD
• ATC COM pages on MFDs are used to prepare downlink messages such as
requests or free texts. They also provide an access to the record of
messages.
• In FANS A+B, the set of downlink CPDLC messages available on MFD ATC
COM is adapted according the type of CPDLC connection established with
the ground system (i.e. FANS 1/A or ATN B1 connection). Once the CPDLC
connection is established, the aircraft system will adapt the set of downlink
messages (i.e. either FANS 1/A or ATN B1 messages) accessible through
the ATC COM pages on MFD.
4.4.2.3. KCCU
• The ATC COM and MAILBOX keys, available on the KCCU, give respectively
a direct access to the MFD ATC pages and to the ATC mailbox.
4.4.2.4. 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 the flight crew
acts (either by pressing one of the pushbuttons or by answering the
uplinked message on the ATC mailbox).
- 109 -
• The specific ATC aural alert may also be activated (5 sec or 15 sec period
in FANS A+ and immediately or after 10 sec in FANS A+B, according to the
urgency of the message).
Note: In FANS A+B, the ATC aural alerts have been harmonized across FANS
A+ and FANS B+ messages. The frequency of the ATC aural alerts applied in
FANS B+ has been reused for all messages.
4.4.2.5. MESSAGES
• As soon as the alert is triggered, the associated ATC message may be
accessed and viewed on the ATC mailbox.
• ATC mailbox displays only one open message at a time.
• Messages are filled in the ATC mailbox in a chronological order regardless

of the urgency of the messages.
o If the ATC mailbox is empty, any message that is received is
immediately displayed.
o If the ATC mailbox contains already some messages:
• When a normal message is received, this message is not
immediately displayed and is filled in the ATC mailbox in a
chronological order.
• When an urgent message is received, this message is
immediately displayed to draw the attention of the flight crew;
but it is still filled in the ATC mailbox in a chronological order.
Refer to Figure 4-14.
• The flight crew can transfer downlink messages (e.g. requests) from MFD
to the ATC mailbox with the transfer prompt “XFR TO MAILBOX”.
• In FANS A+B, the system will automatically close some messages in the
ATC mailbox. This rule concerns:
o Any downlink message initiated by the flight crew
o Any uplink message that contains no clearances.
The message is closed 5 seconds after:

• The LACK reception in the LACK regions (where the LACK is
supported)
• The message sending in non-LACK region (where the LACK is not
supported).
The access to messages is based on the principle described in the following

figure.
- 110 -
Figure 4-14
Management of messages and pages
The slew buttons either for messages or pages are displayed only when necessary.
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 message queue 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 and III to develop the
handling of both ATC mailbox and MFD ATC COM pages.
4.4.2.6. PRINTER
• At any time, the flight crew can print entirely:
o The message displayed on ATC mailbox or MFD
o The message record stored in MFD.
4.4.2.7. INTERACTIONS WITH FMS

The interactions between ATC applications and FMS enable the following features:
- 111 -
• The flight crew may load an ATC flight plan or route clearance in the
secondary F-PLN of the FMS via the LOAD key of the ATC mailbox. An
indication on the ATC mailbox (e.g. LOADED IN SEC3, or LOAD PARTIAL)
informs the flight crew if the loading has been successful or not. Whenever
this loading cannot be done entirely (for instance waypoint not in data
base, runway/ILS mismatch, etc) the flight crew can access the MFD
secondary F-PLN pages to assess the reasons for the rejected parameters,
and take appropriate actions.
• The FMS processes ATC messages that require navigation parameters (e.g.
CONFIRM SPEED). The ATC mailbox automatically displays an answer
message with the FMS data. The flight crew can nevertheless modify this
message before sending it (press MODIFY soft key on ATC mailbox to open
the edition mode on MFD).
• The FMS activates a monitoring when REPORT messages (e.g. REPORT

PASSING ALCOA) are received and accepted by the flight crew. When it is
time to report, the ATC mailbox automatically displays the appropriate
answer.
• The FMS monitors the conditions of deferred clearances (e.g. AT ALCOA

CLB TO FL350). 30 seconds before the conditions are met, the ATC mailbox
displays the message to remind the flight crew of this clearance.
4.4.2.8. COLOUR CODING

The following colour coding 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.
• NORMAL VIDEO is used for uplink.
• REVERSE VIDEO is used for downlink.
- 112 -

• This avionics unit (ATSU) has been developed to cope with datalink
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 Airbus-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.
Note: in FANS B/B+, the interface FMS-ATSU is limited. The FMS only provides the
ATSU with the flight number, the departure and destination airports, and the
aircraft position.
A320/A330/A340 Human Machine Interface

Regardless of the FANS systems (FANS A / FANS A+ or FANS B / 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.
A350/A380 FANS architecture

The A380 introduces new technologies. As such, its architecture is different from the
ones on A320/A330/A340 aircraft. However, the basic operational principles remain
exactly the same. The A350 FANS architecture is fully inherited from the A380 one.
Functions that were managed entirely by ATSU on A320/A330/A340 aircraft are
distributed between ATC applications and ACR on A350/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).
A350/A380 Human Machine Interface

A350/A380 cockpit benefits from a new design where the CDS is the key element.
However, A350/A380 FANS interfaces had been designed in order to keep the same
operational principles as on A320/A330/A340 aircraft.
- 113 -
• 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 CDS on the A380 and on the upper central
screen C1 CDS on the A350.
• Downlink messages are prepared from MFD ATC COM pages located on L3
and R3 CDS screens on the A380 and on lower central C2 CDS screen on the
A350.
- 114 -
Getting to grips with FANS – Part II – Issue IV Table of contents
PART II – TABLE OF CONTENTS
Abbreviations .......................................................................................................................... 4
Part II – Executive Summary ............................................................................................ 8
A5. FANS A/A+ operational procedures ........................................................... 16
A5.1. Introduction ........................................................................................... 19
A5.2. Pre-flight phase ...................................................................................... 20

A5.2.1. ICAO flight plan filling ............................................................................ 20
A5.2.2. Pre-flight checks ..................................................................................... 21
A5.3. ATS Facilities Notification (AFN) ............................................................. 22

A5.3.1. Why such a function? .............................................................................. 22
A5.3.2. Manual AFN............................................................................................. 23
A5.4. CPDLC procedures .................................................................................. 29

A5.4.1. CPDLC connection establishment ............................................................ 29
A5.4.2. CPDLC connection transfer ..................................................................... 33
A5.4.2.1. Notification of Identity of the NDA................................................................. 33
A5.4.2.2. AFN logon with the NDA .............................................................................. 36
A5.4.2.3. CPDLC connection establishment with the NDA ............................................... 37
A5.4.2.4. CPDLC connection termination with the CDA .................................................. 37
A5.4.3. CPDLC connection termination ................................................................ 41
A5.4.4. ABNORMAL cases of transfer of connection ............................................ 41
A5.4.4.1. Non-delivery of the NDA .............................................................................. 41
A5.4.4.2. Non-delivery of the END SERVICE ................................................................. 42
A5.4.4.3. Automatic connection transfer not successful ................................................. 43
A5.4.5. Failures of the CPDLC connection ........................................................... 43
A5.4.5.1. CPDLC connection failure ............................................................................. 43
A5.4.5.2. Planned Datalink shutdown .......................................................................... 44
A5.4.5.3. Unplanned ground shutdown ........................................................................ 44
A5.4.5.4. Unexpected avionics shutdown ..................................................................... 44
A5.4.5.5. CPDLC resumption ...................................................................................... 44
A5.4.6. Recommendations for exchange of CPDLC messages.............................. 45
A5.4.6.1. Message acknowledgement .......................................................................... 45
A5.4.6.2. Use and context of messages ....................................................................... 45
A5.4.6.3. Expected delays in responding to CPDLC messages ......................................... 46
A5.4.6.4. Position reporting with CPDLC ...................................................................... 47
A5.4.6.5. Weather deviation and offsets ...................................................................... 53
A5.4.6.6. Multi-element messages .............................................................................. 56
A5.4.6.7. Duplicate messages .................................................................................... 56
A5.4.6.8. Use of free text .......................................................................................... 56
A5.4.6.9. CPDLC dialogue closure ............................................................................... 57
A5.4.6.10. DCDU (respectively ATC mailbox) management .............................................. 57
A5.4.6.11. Max Uplink Delay ........................................................................................ 58
A5.4.6.12. Deferred clearances .................................................................................... 59
-A1-
A5.5. ADS-C procedures ................................................................................... 64

A5.5.1. ADS-C connection establishment ............................................................ 64
A5.5.2. ADS-C connection management .............................................................. 72
A5.5.3. Position reporting with ADS-C ................................................................ 74
A5.5.4. ADS-C connection closure ....................................................................... 75
A5.5.5. Route offset ............................................................................................ 75
A5.5.6. ADS-C failures......................................................................................... 75
A5.5.6.1. ADS-C Shut down ....................................................................................... 75
A5.5.6.2. Loss of ADS-C ............................................................................................ 76
A5.6. Emergency procedures ........................................................................... 76

A5.6.1. General emergency procedures .............................................................. 76
A5.6.1.1. CPDLC emergency procedures ...................................................................... 76
A5.6.1.2. Activation of ADS-C emergency mode ........................................................... 77
A5.6.1.3. Deactivation of ADS-C emergency mode ........................................................ 77
A5.7. ATS 623 applications .............................................................................. 79
A5.8. Advanced Datalink Operations ................................................................ 83

A5.8.1. Dynamic Airborne Reroute Procedure (DARP) ........................................ 83
A5.8.2. Tailored Arrival (TA) ............................................................................... 83
A5.8.3. In Trail Procedure (ITP) ......................................................................... 83
A6. FANS A evolutions ............................................................................................. 87
A6.1. A320/A330/A340 FANS A+ (FANS A system evolution) ......................... 89

A6.1.1. FANS A+ basics ....................................................................................... 89
A6.1.1.1. Enhancements of the Human Machine Interface (HMI) .................................... 89
A6.1.1.2. Improvements related to the CPDLC application ............................................. 94
A6.1.1.3. Communication Service Provider (CSP) world map .......................................... 99
A6.1.1.4. ATSU router customization via loadable database ........................................... 99
A6.1.2. FANS A+ options ..................................................................................... 99
A6.1.2.1. HF Data Link (HFDL) ................................................................................... 99
A6.1.2.2. High-speed VHF data link – VDL mode 2 ...................................................... 100
A6.1.2.3. Wired high speed data loading capability (AEEC 615A) .................................. 100
A6.1.2.4. Clearances and Digital ATIS applications – ATS 623 ...................................... 101
A6.1.2.5. ATC data link communication recording ....................................................... 101
A6.1.2.6. Radio Frequency loading into RMP ............................................................... 102
A6.1.2.7. In Trail Procedure (ITP) by CPDLC .............................................................. 103
A6.1.3. FANS A+ retrofit ................................................................................... 104
A6.2. A350/A380 FANS A+ (enhancement regarding FANS A+ on

A320/A330/A340 aircraft) ................................................................................... 106
A6.2.1. FANS A+ basics ..................................................................................... 106
A6.2.1.1. Central and unique ATC mailbox ................................................................. 106
A6.2.1.2. Discarding old uplink messages .................................................................. 106
A6.2.1.3. Time reference in uplink messages ............................................................. 108
A6.2.1.4. Clearances and Digital ATIS applications – ATS 623 ...................................... 108
A6.2.1.5. ATC data link communication recording ....................................................... 109
A6.2.1.6. Scan Mask with routing policies .................................................................. 109
A6.2.1.7. DATALINK COM STATUS Page .................................................................... 110
A6.2.1.8. Radio Frequency loading into RMP ............................................................... 111
A6.2.1.9. Harmonization of ATC Aural Alerts Frequency ............................................... 112
A6.2.1.10. New CONNECT Page .................................................................................. 113
-A2-
A6.2.1.11. Improvement of the display of CPDLC connection status ................................ 113

A6.2.2. FANS A+ options ................................................................................... 114
A6.2.2.1. Dual ACR configuration .............................................................................. 114
A7. Starting FANS A/A+ operations ................................................................. 117
A7.1. General ................................................................................................. 118
A7.2. Data link: contracts and declarations.................................................... 118
A7.3. Impacts on aircraft configuration ......................................................... 118
A7.4. Get the operational approval ................................................................ 119
-A3-
Getting to grips with FANS – Part II – Issue IV Abbreviations
ABBREVIATIONS

ADNS Arinc Data Network Service
ANSP Air Navigation Service Provider
AOC Airline Operations Communications (or Center)
ARINC Aeronautical Radio INCorporated
ATSP Air Traffic Service Provider
-A4-

CTA Control Area
DL Down Link
DM Downlink Message
FIT FANS Inter operability Team
-A5-

IFALPA International Federation of Airline Flight crew Associations
ITP In Trail Procedure
LSK Line Select Key
Mode S Radar Mode S
OMT On-board Maintenance Terminal
-A6-

TA Tailored Arrival
TMA Terminal Area
UL Up Link
UM Uplink Message
VDL VHF Data Link
VDR VHF Data Radio
WPR WayPoint Reporting
-A7-
Getting to grips with FANS – Part II – Issue IV Executive Summary
PART II – EXECUTIVE SUMMARY
A5. FANS A/A+ OPERATIONAL PROCEDURES
It has to be noticed that the following principles apply in ACARS oceanic and
remote areas:
• Voice and data link are used as communication means with ATC.
• When the aircraft is equipped with datalink systems, CPDLC is the
primary means of communication in ACARS environment unless
otherwise specified by local rules. Voice will be used as a backup
means.
• Below 10,000 ft (i.e. during critical phases), voice should be used for
ATC communications in order to reduce flight crew head-down time.
• The ATC controller and flight crew will determine the communication
means (CPDLC or voice) that is the most appropriate at any given
time.
Procedures described hereafter are common to FANS A and FANS A+ systems

whatever the aircraft models (A320/A330/A340/A350/A380). For FANS A+B
systems, the procedures refer only to FANS A+ (i.e. FANS A+B working over
ACARS).
If A350/A380 bring new evolutions and features in cockpit, they do not modify the
procedures.
Pre-flight phase
• ICAO F-PLN filling
The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO flight
plan. With the entry into force of the ICAO PANS-ATM Doc 4444 applicable from
November 2012, new letter codes have been introduced.
- The data link capability (CPDLC and ADS-C) is notified in the Item 10
(Equipment and capabilities). The Item 10 is composed of two parts:
o Item 10(a): Radio Communication, Navigation and Approach Aid
Equipment and Capabilities
CPDLC and RCP Capabilities Item 10a
CPDLC FANS 1/A HFDL J2
CPDLC FANS 1/A VDL Mode A J3
CPDLC FANS 1/A VDL Mode 2 J4
CPDLC FANS 1/A SATCOM (INMARSAT) J5
CPDLC FANS 1/A SATCOM (MTSAT) J6
CPDLC FANS 1/A SATCOM (IRIDIUM) J6
-A8-

RCP400 P1
RCP240 P2
o Item 10(b): Surveillance Equipment and capabilities.
ADS-C Capabilities Item 10b
ADS-C with FANS 1/A capabilities D1
- The aircraft identification is entered in the Item 7 of the flight plan
and must contain only alphanumeric character without hyphen or
symbols.
- The aircraft registration are still mentioned in the Item 18 (preceded
by REG/) of the flight plan.
The RSP capability (i.e. RSP 180 or RSP 400) is mentioned in the Item 18
(preceded by SUR/).
• Pre-flight checks
Prior to departing for a FANS flight, checks must be performed by the dispatcher and
flight crew to ensure that the aircraft is ready for FANS operations. The following
items are recommended to be checked:
- Dispatcher checks:
o FANS equipment availability
- Flight crew checks:
o No ECAM alert is present on datalink systems
o Removal of the MSG RECORD as per FCOM procedure
o Check ADS armed as per FCOM procedure.
ATS Facilities Notification (AFN)

• The aim of the ATS Facilities Notification is to:
- Notify the appropriate ATC center of the capabilities and specifics of the
aircraft data link communication applications
- Give the flight identification and the aircraft registration number.
• The AFN logon should be exercised between 10 and 25 minutes prior entering
an airspace that provides CPDLC and/or ADS-C services
• The AFN can be initiated:
- Manually by the flight crew, or
- Automatically by the ATC center using the address forwarding process.
The AFN must be successfully completed prior to any connection (CPDLC or

ADS-C) is being established.
-A9-
CPDLC procedures
• CPDLC Connection Establishment
- Once the AFN has been successfully done, the ATC center 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:
o Connection is accepted if no previous connection already exists or the
ATC center corresponds to the next ATC center to control the aircraft
o Connection is rejected in all other cases.
- Once connection is established, the active connected ATC center is then
displayed on the DCDU (respectively ATC mailbox), and on the
CONNECTION STATUS page of the MCDU (respectively MFD).
• CPDLC Connection Transfer

- The transfer of ATC responsibility between two ATC centers (i.e. the
current ATC center and the next ATC center) requires a CPDLC
connection transfer
- The current ATC center is the Current Data Authority (CDA). The next
ATC center is the Next Data Authority (NDA).
- The CPDLC connection transfer is performed using the following
sequence:
o Notification of identity of the NDA: to inform the aircraft avionics
(i.e. ATSU or ATC applications) that a transfer of control will be done,
the CDA sends a NDA message including the identity of the NDA to
the aircraft
o AFN Logon with the NDA: Two methods may be used:
 Air-Ground address forwarding process: the CDA instructs
the aircraft system to initiate an AFN logon to the NDA (air-
ground interaction)
 Ground-Ground address forwarding procedure: the CDA
sends to the NDA the same information than AFN Logon
(ground-ground interaction)
o CPDLC Connection establishment with the NDA: the NDA
initiates a CPDLC connection with the CPDLC CONNECTION REQUEST
message (same procedure than CPDLC Connection Establishment)
o CPDLC Connection termination with the CDA: to terminate the
CPDLC connection, the END SERVICE message is used.
• CPDLC Connection Termination

- A CPDLC connection with one ATC center is usually terminated once this
center has sent an END SERVICE message to the aircraft.
- A 10 -
• Failures of CPDLC connection

- As soon as a failure of the CPDLC connection is noticed by either the
flight crew or ATC controller, voice will be used to inform the other side
of the failure and to coordinate further actions.
• Recommendations for CPDLC

- In ACARS environment (contrary to ATN), the flight crew and ATC
controllers cannot know whether a message has been delivered to their
right counterpart.
- Free text messages like multi-elements messages should be avoided as
much as possible.
- It is recommended to erase the MSG RECORD and to check ADS is
armed at the beginning of cockpit preparation before take-off.
- Flight crew should be prompt to answer the received messages and to
clean up their DCDU (respectively ATC mailbox) with the CLOSE prompt.
With the latest FANS A+ system on A320/A330/A340, the message will
be automatically closed from the DCDU, 5 seconds after the reception of
the acknowledgement from the ground.
- It is recommended NOT to use ARINC 424 format in the flight plan when
operating FANS.
- Flight crew should be aware of the differences between a standard
clearance and a deferred clearance. The flight crew should assess if the
deferred clearance is still valid before its execution.
ADS-C procedures
• ADS-C connections Establishment/Management

- An ATC will establish ADS-C contracts once the AFN has been
performed.
- FANS A/A+ equipped aircraft can have up to five ADS-C connections
simultaneously.
- The aircraft has the capability to report to all connected ATC centers
simultaneously using ADS-C.
- Different types of ADS-C "contracts" exist:
o Periodic: the data are sent at periodic time intervals.
o On demand: the data are sent only when asked for.
o On event: the data are sent whenever a specified event occurs.
- Establishment of ADS-C connections and definition of ADS-C contracts
type are initiated by ground systems. They are transparent to the flight
crew and the transmission of ADS-C report to the ground systems as
well.
- An individual ADS-C connection may be stopped from the ground or
manually by the flight crew (FANS A+ only) through the ADS-C DETAIL
- A 11 -
page of the MCDU ATC menu (respectively MFD CONNECTION STATUS

page).
- The flight crew has the possibility to switch ADS-C off, that will cancel
any ADS-C connections with the aircraft. While ADS-C is off, the ground
system will not be able to establish an ADS-C connection.
- The ADS-C should not be set to off unless instructed to do so by
ATC. If the ADS-C is set to off, the ATC center can no longer be
provided with ADS-C reports.
- FANS A+ provides more precise indications than FANS A:
o The number of active ADS-C connections is displayed on DCDU
(respectively ATC mailbox)
o The status ARMED or CONNECTED of ADS-C is displayed on MCDU
(respectively MFD ATC COM pages).
• ADS-C connection Closure

- ADS-C contracts and connections should normally be terminated by the
ground system when the:
o The aircraft has crossed the FIR boundary and no surveillance
information from the flight are required by the transferring ATC, or
o The flight plan is no more active from the ATC point of view, or
o No surveillance information from the flight are required by the CDA or
an adjacent ATC.
• Position reporting with ADS-C
- 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-C Failure
- When a shutdown occurs the ATC controller will advise the crew of the
requirements for the position reports (by voice or CPDLC).
Emergency procedures
• During an emergency, it is expected that the flight crew reverts to the voice
communications. Nevertheless, CPDLC could be used if CPDLC is more efficient
than voice or if voice communications are not possible.
• The emergency mode can be activated either by the flight crew or the ATC
controller, and is normally cancelled by the flight crew. When selected on the
MCDU ATC page (respectively MFD ATC COM pages), the ATSU (respectively
ATC applications) immediately sends a report to all ATC centers that currently
have contracts established with that aircraft.
• The ATC controller in charge of the flight shall acknowledge any ADS-C
emergency report.
• When the flight crew cancels the emergency mode, the aircraft will send an
emergency mode cancellation message to each ground station receiving the
emergency mode reports.
- A 12 -
ATS623 applications
• Pending for a greater maturity of standardized services, Airbus has decided to
implement only three ATS 623 applications:
- Departure Clearance (DCL)
- Oceanic Clearance (OCL)
- Digital – Automatic Terminal Information Service (D-ATIS).
• ATS 623 applications do not require a preliminary AFN procedure compared to
CPDLC and ADS-C applications.
• In case similar applications have been customized 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 customized AOC
page). However, customized AOC functions such as Pre-Departure Clearance
(PDC), that is not compliant with the AEEC 623 specifications, will remain
possible via ACARS.
Advanced Datalink Operations

• Dynamic Airborne Reroute Procedure (DARP)
- DARP enables the rerouting of an aircraft in flight based on updated
weather forecasts, that allows to save fuel/time savings and eliminate
flight hazards.
- To fulfill this procedure, a full coordination between AOC, ATC centers
and aircraft is required:
o to uplink the new flight plan revised by AOC to the aircraft
o to negotiate the revised flight plan with ATC.
• Tailored Arrival (TA)
- TA is a 4-dimentional (4-D) arrival procedure, based on an optimized
ATC clearance. TA enables to replace current ATC practices based on
tactical radar vectoring, by CPDLC clearance uplinked prior the top of
descent (TOD).
- The procedure is “tailored” to adapt the flight profile from cruise level to
expected arrival runway to the current conditions (i.e. traffic, weather,
aircraft performance, etc).
- The main benefits are to optimize fuel consumption and reduce noise
emissions.
• In Trail Procedure (ITP)
ITP is a new procedure enabling more frequent flight level changes in
procedural airspaces (without radar coverage). When ITP is applied,
the aircraft is authorized to climb or descent using reduced minima of
longitudinal separations and thus change flight level on a more
frequent basis.
- A 13 -
A6. FANS A EVOLUTIONS
A320/A330/A340 FANS A+
To improve the current FANS A system and extend the use of data link services, a
new system, FANS A+, has been developed.
• Improvements address points coming from:
- Operational / in service feedback from operators
- Interoperability and standardization 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)
- ATC Data link communication Recording for the investigation on
flight accidents/incidents
- Radio Frequency loading into RMP
- In Trail Procedure (ITP) clearance.
• FANS A+ retrofit
- The upgrade to the latest version of FANS A+ is possible regardless of
the initial aircraft configuration (i.e. ACARS MU, Pre-FANS, FANS A, or
former FANS A+). The upgrade from FANS A or former FANS A+ to the
latest FANS A+ version consists of a change of software only, provided it
is limited to the basic features.
- The upgrade to activate optional features (e.g. VDL Mode 2, A615A High
Speed Data Loading, data link recording, frequency loading into RMP, or
ITP request by CPDLC) affect the hardware.
- Airlines are invited to report to Airbus the current avionics configuration
of their fleet in order to ensure a good follow-up of FANS aircraft.
A350/A380 FANS A+
• The basic definition of the A380 encompasses the FANS A+ system and the
ATS 623 applications. The A380 FANS A+ system resumes all the functions
provided within the A320/A330/A340 FANS A+ system. Some novelties are
also introduced considering the regulation evolutions and the new A380
technology.
• The A380 technology has introduced 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.
- A 14 -
- The maintenance functions provided by the BITE are accessible through

the CMS.
- The ACR, to which the routing function for several applications is
granted, offers much more flexibility for the customization of routing
policies.
- As an option, a second ACR can be installed for an advanced reliability.
• The A350 technology is fully inherited from the A380, based on:
- Two main modules: ATC applications/ACR
- The central and unique ATC mailbox and ATC COM pages on MFD.
• The main difference between A350 FANS and A380 FANS remains the cockpit
displays layout where the ten A380 screen layout have been replaced by six
larger screens.
• A350 is the first aircraft fitted with the FANS A+B system. FANS A+B
combines both FANS A+ and FANS B+ features on the same platform. FANS
A+ features on A350 are derived from FANS A+ system on A380, with
additional services that come from the latest FANS A+ enhancements on
A320/A330/A340 such as the radio frequency loading into RMP. FANS A+B on
A380 will come in the soon future (2015), including functions fully inherited
from FANS A+B A350.
• FANS A+ on A380 and FANS A+B on A350/A380 and includes basically

features such as:
- Max Uplink Delay
- Time reference for uplink messages filled with the uplink time stamp
- ATS 623 applications: Departure Clearance (DCL), Oceanic Clearance
(OCL) and Digital–Automatic Terminal Information Service (D-ATIS)
- ATC data link communications recording.
A7. STARTING FANS A/A+ OPERATIONS

To ensure proper operations of FANS A/A+ aircraft on FANS routes, the operator
needs to ensure the following steps before starting operations:
• Sign contract(s) with Communication Service Provider(s) (CSP)
• Declare aircraft to these Communication Service Provider(s)
• Declare aircraft and its FANS capability to ATC centers of the operated routes
• Configure adequately the aircraft avionics
• Obtain the operational approval.
- A 15 -
Getting to grips with FANS – Part II – Issue IV A5. FANS A/A+ Operational Procedures
A5.1 Introduction 19
A5.2 Pre-flight phase 20
A5.2.1 ICAO flight plan filling 20
A5.2.2 Pre-flight checks 21
A5.3 ATS Facilities Notification (AFN) 22
A5.3.1 Why such a function? 22
A5.3.2 Manual AFN 23
A5.4 CPDLC procedures 29
A5.4.1 CPDLC connection establishment 29
A5.4.2 CPDLC connection transfer 33
A5.4.2.1 Notification of Identity of the NDA 33
A5.4.2.2 AFN logon with the NDA 36
A5.4.2.3 CPDLC connection establishment with the NDA 37
A5.4.2.4 CPDLC connection termination with the CDA 37
A5.4.3 CPDLC connection termination 41
A5.4.4 ABNORMAL cases of transfer of connection 41
A5.4.4.1 Non-delivery of the NDA 41
A5.4.4.2 Non-delivery of the END SERVICE 42
A5.4.4.3 Automatic connection transfer not successful 43
A5.4.5 Failures of the CPDLC connection 43
A5.4.5.1 CPDLC connection failure 43
A5.4.5.2 Message acknowledgement 44
A5.4.5.3 Unplanned ground shutdown 44
- A 16 -
A5.4.5.5 CPDLC resumption 44

A5.4.6 Recommendations for exchange of CPDLC 45
messages
A5.4.6.1 Message acknowledgment 45
A5.4.6.2 Use and context of messages 45
A5.4.6.3 Expected delays in responding to CPDLC messages 46
Composition/Respond
A5.4.6.4 Position reporting with CPDLC 47
A5.4.6.5 Weather deviation and offsets 53
A5.4.6.6 Multi-element messages 56
A5.4.6.7 Duplicate messages 56
A5.4.6.8 Use of free text 56
A5.4.6.9 CPDLC dialogue closure 57
A5.4.6.10 DCDU (respectively ATC mailbox) management 57
A5.4.6.11 Max Uplink Delay 58
A5.5 ADS-C procedures 64
A5.5.1 ADS-C connection establishment 64
A5.5.2 ADS-C connection management 72
A5.5.3 Position reporting with ADS-C 74
A5.5.4 ADS-C connection closure 75
A5.5.5 Route offset 75
A5.5.6 ADS-C failures 75
A5.5.6.1 ADS-C Shut down 75
A5.5.6.2 Loss of ADS-C 75
A5.6 Emergency procedures 76
A5.6.1 General emergency procedures 76
A5.6.1.1 CPDLC emergency procedures 76
A5.6.1.2 Activation of ADS-C emergency mode 77
A5.6.1.3 Deactivation of ADS-C emergency mode 77
A5.7 ATS 623 applications 79
A5.8 Advanced Datalink Operations 83
- A 17 -
A5.8.1 Dynamic Airborne Reroute Procedure (DARP) 83

A5.8.2 Tailored Arrival (TA) 83
A5.8.3 In Trail Procedure (ITP) 83
- A 18 -
A5.1. INTRODUCTION
The reader will find NEW or NEW flag in the margin.
These flags identify new features introduced in the latest FANS systems.
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 had been standardized in the Pacific
Operations Manual (POM) based on the experience gained in the Pacific region. The
POM evolves in FANS 1/A Operations Manual (FOM) to be applicable worldwide
except the North Atlantic. Data link operations in the North Atlantic were governed
by the Guidance Material for ATS Data Link Services in North Atlantic Airspace.
End of 2009, the FOM and the NAT guidance material were merged into the Global
Operational Data Link Document (GOLD – see References). GOLD is the current
reference for all data link operations in any FANS 1/A airspace. Even if the
operations based FANS 1/A are more and more standardized under the ICAO
governance, some regional FIR specificities like the North Atlantic still exist. For
details of regional FIR capabilities, refer to GOLD - Appendix E (see References).
Procedures described in the following sections are consistent with GOLD guidance
and applicable worldwide except for specific regional FIR. They are common to FANS
A and FANS A+ systems disregarding the aircraft models (A320, A330/A340 or
A350/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 A350/A380). However, keep in mind that
procedures and functions are identical whatever the aircraft model.
FANS A+B system on A350/A380 contains functions from FANS A+ and FANS B+
systems, coming along with additional features. With regards to FANS A+B system,
only the part of the FANS A+B working over ACARS (i.e. FANS A+) is described in
this chapter. The part of FANS A+B working over ATN is described in the PART III,
Chapter B6.
It has to be noticed that the following principles apply in ACARS oceanic

and remote areas:
- A 19 -

means.
• Below 10,000 ft (i.e. during critical phases), voice should be used
for ATC communications in order to reduce flight crew head-down
time.
• The ATC controller and flight crew will determine the
communication means (CPDLC or voice) that is the most
appropriate at any given time.
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.
Note: Practical operational scenarios are provided in Appendices F, 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 flight crew FANS
qualifications, aircraft and operational approval are satisfied for the intended flight.
A5.2.1. ICAO FLIGHT PLAN FILLING

plan. A letter code has been defined for this information. With the entry into force of
the ICAO PANS-ATM Doc 4444 applicable from November 2012, new letter codes
have been introduced.
The data link capability (CPDLC and ADS-C) is notified in the Item 10 (Equipment
and capabilities) of the ICAO Flight Plan. The Item 10 is composed of two parts:
• Item 10(a): Radio Communication, Navigation and Approach Aid Equipment
and Capabilities
• Item 10(b): Surveillance Equipment and capabilities.
10 – EQUIPMENT AND
Item10(a) / Item 10(b)
CAPABILITIES
The data link capability is notified by two characters to be entered in the Item 10(a)
as mentioned here below:

RCP400 P1
- A 20 -

RCP240 P2
Note: When the aircraft combines several equipments, the Item 10(a) will
cumulate the associated capabilities. Example: if the aircraft is capable both CPDLC
FANS 1/A VDL Mode A (code J3) and CPDLC FANS 1/A SATCOM (INMARSAT) (code
J5), the Item 10(a) will be filled with J3J5.
The ADS-C capability is notified by two characters to be entered in the Item 10(b)
as mentioned here below:
ADS-C Capabilities Item 10b
The aircraft identification is entered in the Item 7 of the flight plan and must contain
only alphanumeric character without hyphen or symbols.
The aircraft registration are still mentioned in the Item 18 (preceded by REG/) of
the flight plan.
The RSP capability (RSP 180 or RSP 400) is mentioned in the Item 18 (preceded by
SUR/).
Aircraft identification and aircraft registration will be used for correlation purposes by
the ATC through a comparison with the ones contained in the AFN logon (refer to
Section A5.3.2 Manual AFN).
For more details about the ICAO flight plan, refer to ICAO PANS-ATM Doc 4444 (see
References). EUROCONTROL has also published a leaflet providing recommendations
for airlines on how to fill in the ICAO flight plan (see References).
A5.2.2. PRE-FLIGHT CHECKS

Prior to departing for a FANS A/A+ flight, checks must be performed by the
dispatcher and flight crew to ensure that that the aircraft is ready for FANS
operations. The following items are recommended to be checked:
• Dispatcher checks:
- FANS equipment availability
• Flight crew checks:
- No ECAM alert listed hereafter is present on datalink systems
 A320/A330/A340:
• DATALINK ATSU FAULT
• DATALINK ATC FAULT
• COM SATCOM DATA FAULT
• COM VHF3 DATA FAULT
 A350/A380:
• COM ATC DATALINK FAULT
• COM ADS DATALINK FAULT
• COM DATALINK FAULT
• COM SATCOM DATALINK FAULT
• COM SATCOM FAULT
• COM VHF3 DATALINK FAULT
- A 21 -
-As mentioned in the FCOM/QRH, it is recommended to erase the MSG

RECORD and to check ADS-C is armed at the beginning of cockpit
preparation before take-off. Refer to FCOM:
 A320/A330/A340: Procedures/Normal Procedures/Standard
Operating Procedures/Cockpit Preparation/ATC Datalink
Communication
 A350/A380: Procedures/Normal Procedures/Standard Operating
Procedures/Cockpit Preparation/MFD ATC COM.
Note: On FANS A+B, the MSG RECORD is automatically erased on a
flight identification change when the aircraft is on ground. However, this
automatic removal can be deactivated through Soft Pin Program (SPP)
change upon airline request.
If the data link is to be used a short time after the departure, the ATS Facilities
Notification (AFN) function (described here after) may have to be completed prior to
departure.
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 center that your
aircraft is able to sustain data link communications and that you are ready to
connect. AFN intends to:
• Inform the appropriate ATC center of the capabilities and specifics of the
aircraft data link communications (e.g. CPDLC and/or ADS-C available
applications, ACARS address),
• Give the ATC center the flight identification and aircraft registration number to
allow for a correlation with the filled flight plan.
The AFN logon should be exercised between 10 and 25 minutes prior entering an
airspace that provides CPDLC and/or ADS-C services.
The AFN logon must be successfully completed prior to any CPDLC or ADS-C
connection is being established. The AFN logon can be initiated:
• Manually by the flight crew (e.g. the first notification that is always manual),
or
• Automatically by an ATC using the address forwarding process transparent to
the crew (refer to Section A5.4.2.2 AFN logon with the NDA). If this process
fails, a manual notification should be done.
The table below emphasizes 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
- A 22 -
A5.3.2. MANUAL AFN

When no other CPDLC or ADS-C connections have been established with a previous
ATC center, the AFN logon must be exercised (e.g. prior to departure, prior to
entering a data link airspace, or following a failure to re-initiate a connection) with
the following sequence:
• The flight crew enters the ATC center on the NOTIFICATION page of the ATC
pages on the MCDU (respectively MFD ATC COM pages)
• The flight crew sends an AFN CONTACT message (FN_CON) to the specified
ATC center by selecting NOTIFY on the NOTIFICATION page of the ATC pages
on the MCDU (respectively MFD ATC COM pages)
• The ATC center replies to the FN_CON by an AFN ACKNOWLEDGE (FN_AK),
indicating that:
- The AFN logon is accepted when the aircraft identification and aircraft
registration filled into the FMS are correlated with an ATC flight plan, or
- The AFN logon is rejected when the aircraft identification and aircraft
registration filled into the FMS are not correlated with an ATC flight
plan.
This can be monitored on the NOTIFICATION pages where the sequence NOTIFYING,
NOTIFIED is displayed (refer to Figure 5-1, Figure 5-2 and Figure 5-3).
- A 23 -
MCDU
AFN Contact
AFN Acknowledgement
2
3
MCDU
Figure 5-1
Manual notification with A320/A330/A340 interfaces
Note: The cockpit interfaces (DCDU/MCDU) provided here above are related to FANS
A+. There are some minor differences of cockpit interfaces between FANS A+ and
latest FANS A+ system that are described in the Part II - Appendix G –
A320/A330/A340 FANS A+ operational scenarios.
- A 24 -
MFD
AFN Contact
AFN Acknowledgement
MFD
2
3
Figure 5-2
Manual notification with A380 FANS A+ interfaces
- A 25 -
MFD
AFN Contact
AFN Acknowledgement
MFD 2
3
Figure 5-3
Manual notification with A350/A380 FANS A+B interfaces
- A 26 -

It has to be noticed that the following principles apply in ACARS oceanic
and remote areas:
means.
• Below 10,000 ft (i.e. during critical phases), voice should be used for
ATC communications in order to reduce flight crew head-down time.
• The ATC controller and flight crew will determine the communication
means (CPDLC or voice) that is the most appropriate at any given
time.
Procedures described hereafter are common to FANS A and FANS A+ systems
whatever the aircraft models (A320/A330/A340/A350/A380). For FANS A+B
systems, the procedures refer only to FANS A+ (i.e. FANS A+B working over
ACARS).
If A350/A380 bring new evolutions and features in cockpit, they do not modify the
procedures.
Pre-flight phase
- The data link capability (CPDLC and ADS-C) is notified in the Item
10 (Equipment and capabilities). The Item 10 is composed of two
parts:
o Item 10(a): Radio Communication, Navigation and Approach Aid
Equipment and Capabilities
CPDLC and RCP Capabilities Item
10a
- A 27 -
Please, bear in mind… (continued)
CPDLC and RCP Capabilities Item

10a
RCP400 P1
RCP240 P2
o Item 10(b): Surveillance Equipment and capabilities.
ADS-C Capabilities Item
10b
symbols.
- The RSP capability (i.e. RSP 180 or RSP 400) is mentioned in the
Item 18 (preceded by SUR/).
Prior to departing for a FANS flight, checks must be performed by the dispatcher and
flight crew to ensure that the aircraft is ready for FANS operations. The following
items are recommended to be checked:
o Removal of the MSG RECORD as per FCOM procedure
o Check ADS armed as per FCOM procedure.
ATS Facilities Notification (AFN)

• The aim of the ATS Facilities Notification is to:
- Give the flight identification and the aircraft registration number.
• The AFN logon should be exercised between 10 and 25 minutes prior entering
an airspace that provides CPDLC and/or ADS-C services
• The AFN can be initiated:
The AFN must be successfully completed prior to any connection (CPDLC or
ADS-C) is being established.
- A 28 -
A5.4. CPDLC PROCEDURES

A5.4.1. CPDLC CONNECTION ESTABLISHMENT
When the AFN logon has been successfully done (the 4-letter code of the notified
ATC center 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 A350/A380 aircraft), the ATC center can initiate a CPDLC
connection.
For the connection establishment, the ATC center and the aircraft follow the next
sequence:
• The ATC center sends a CPDLC CONNECTION REQUEST (CR1) to initiate the
CPDLC connection. The aircraft system (ATSU for A320/A330/A340 or ATC
applications for A350/A380) accepts or rejects the connection:
- Connection is accepted if no previous connection already exists or the
ATC center corresponds to the next ATC center to control the aircraft
- Connection is rejected in all other cases.
• The aircraft system (ATSU for A320/A330/A340 or ATC applications for
A350/A380) replies with a:
- CPDLC CONNECTION CONFIRM (CC1) if the connection is accepted, or
- CPDLC DISCONNECT REQUEST (DR1) if the connection is rejected.
During this exchange, no flight crew action is required.
- A 29 -
2
CPDLC Connection Request
CPDLC Connection Confirm
DCDU
1
MCDU
Figure 5-4
CPDLC connection establishment with A320/A330/A340 interfaces
- A 30 -
2
CPDLC Connection Request
ATC mailbox
MFD
Figure 5-5
CPDLC connection establishment with A380 FANS A+ interfaces
- A 31 -
2 CPDLC Connection Request
ATC mailbox
1
Figure 5-6
CPDLC connection establishment with A350/A380 FANS A+B interfaces
- A 32 -
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). The ATSU
(respectively ATC applications) supports one active CPDLC connection with the
current ATC center.
A5.4.2. CPDLC CONNECTION TRANSFER

The transfer of ATC responsibility between two ATC centers (i.e. the current ATC
center and the next ATC center) requires a CPDLC connection transfer. Transfer from
the current ATC center to the next one is usually initiated by the current ATC center.
The current ATC center is the Current Data Authority (CDA).

The next ATC center is the Next Data Authority (NDA).
The CPDLC connection transfer is performed using the following sequence:

• Notification of identity of the NDA
• Logon to the NDA
• CPDLC connection establishment with the NDA
• CPDLC transfer termination to the NDA.
The next chapters describe, in details, this sequence including the data link
messages exchanges and the associated cockpit interfaces (for A320/A330/A340 and
A350/A380). These explanations are given for a better understanding of the CPDLC
connection transfer in order to properly apply the procedures with regards to the
transfer, especially in case of failures.
A5.4.2.1. NOTIFICATION OF IDENTITY OF THE NDA

To inform the aircraft avionics (i.e. ATSU or ATC applications) that a transfer of
control will be done, the CDA sends a NDA message including the identity of the NDA
to the aircraft. The aircraft avionics (i.e. ATSU or ATC applications) will only accept
CPDLC CONNECTION REQUEST (CR1) from the ATC center provided in NDA
message.
- A 33 -
DCDU
NEXT ATC: NFFF CTL
Next Data Authority

message
MCDU
ATC 2 ATC 1
Figure 5-7
Notification of identity of the NDA with A320/A330/A340 interfaces
- A 34 -
ATC mailbox
Next Data Authority

message
MFD
ATC 2 ATC 1
Figure 5-8
Notification of identity of the NDA with A380 FANS A+ interfaces
- A 35 -
ATC mailbox
Next Data Authority

message
MFD
ATC 2 ATC 1
Figure 5-9
Notification of identity of the NDA with A350/A380 FANS A+B interfaces
Once the aircraft has received the identity of the NDA, an AFN Logon with the NDA is
possible (see next section).
A5.4.2.2. AFN LOGON WITH THE NDA

There are two ways to proceed the AFN Logon with the NDA:
• Air-Ground address forwarding procedure: the CDA instructs the aircraft
system to initiate an AFN logon to the NDA. The aim of the procedure is to
forward the address of the NDA to the aircraft. This is a air-ground interaction.
The following sequence of message exchange should be initiated by the CDA
around 15 minutes prior to the estimated time at the FIR boundary.
- The CDA sends an AFN Contact Advisory (FN_CAD) message to the
aircraft to initiate an AFN Logon with the NDA
- The aircraft acknowledges this message by sending an AFN Response
(FN_RESP) message to the CDA and sends an AFN contact message to
the NDA
- A 36 -
- The NDA acknowledges the demand through an AFN Acknowledgement

(FN_ AK) message
- The aircraft sends an AFN Complete (FN_COMP) message to the CDA, to
inform it of the completion of the AFN Logon with the NDA
The flight crew is unaware of this sequence of message exchanges.
• Ground-Ground address forwarding procedure: the CDA sends to the

NDA the same information than AFN Logon. This is a ground-ground
interaction. To know more about ground coordination, see Part I - Section
3.3.2.3 Ground coordination.
At this stage, the NDA can initiate a CPDLC connection as described in Section
A5.4.2.3 CPDLC connection establishment with the NDA.
A5.4.2.3. CPDLC CONNECTION ESTABLISHMENT WITH THE NDA

When the aircraft has established an AFN Logon with the NDA (via Air-Ground
address forwarding sequence or via Ground-Ground address forwarding sequence),
the NDA can initiate a CPDLC connection with the CPDLC CONNECTION REQUEST
(CR1) message. For more details about the CPDLC connection, refer Section A5.4.1
CPDLC connection establishment.
As a result, the ATSU (respectively ATC applications) supports two CPDLC

connections:
• One active connection with the CDA
• One passive connection with the NDA.
Consequently, the ATSU (respectively ATC applications) and NDA cannot exchange
CPDLC messages as the CDA is the only authority in charge of the aircraft. The
CPDLC exchanges between the aircraft and the CDA will be possible only when the
CPDLC connection is transferred to the NDA (refer to next section).
A5.4.2.4. CPDLC CONNECTION TERMINATION WITH THE CDA

The CPDLC transfer to the NDA is completed when the CPDLC connection with the
CDA is terminated. For the termination of the CPDLC connection, the CDA should
send the END SERVICE message after the last position report and before crossing
the FIR boundary (i.e. not less than 5 min before FIR boundary).
For the voice frequency transfer, the process of the CPDLC connection transfer is
completed with the MONITOR (OR CONTACT) [icaounitname] [frequency] message.
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 CDA.
Therefore, the multi-element message should be received on-board not more than
10 minutes before the frequency transfer point. Refer to Figure 5-10 or Figure 5-11.
- A 37 -
Method 2: The CDA 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 CDA center 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 CDA sends the END SERVICE message.
In all methods, after the receipt of the END SERVICE message, the ATSU
(respectively ATC applications) disconnects the CDA and the NDA CPDLC connection
becomes active. Usually, it may become active before the aircraft crosses the FIR
boundary.
No flight crew action is required to make the CPDLC connection with the NDA active.
However, around 10 minutes prior to the FIR boundary, the flight crew should
monitor the CPDLC transfer to the NDA on the DCDU (respectively ATC mailbox).
When the CPDLC transfer is successful, the default screen of the DCDU (respectively
ATC mailbox) and the ACTIVE CENTER in the CONNECTION STATUS page on MCDU
(respectively MFD) display the NDA as the new CDA.
- A 38 -
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 5-10
CPDLC connection transfer with A320/A330/A340 interfaces
- A 39 -
ATC mailbox
NDA
1
AFN Contact Advisory

2
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 5-11
CPDLC connection transfer with A350/A380 interfaces
- A 40 -
After a CPDLC connection transfer, the receiving ATC center has the confirmation to
be the CDA only when it receives the first message from the aircraft. Some ATC
center may require to get this confirmation before the reception of the first message
from aircraft. Different possibilities could be used:
• The aircraft system will reply ROGER when the receiving ATC center sends a
free-text uplink.
ATC Controller: UM 169 [free text] uplink message.
Flight Crew: ROGER
• The aircraft sends a CPDLC POSITION REPORT to the receiving ATC either
- When crossing the FIR boundary, or
- When the NDA becomes the CDA (i.e. ACTIVE CENTER in the
CONNECTION STATUS page on MCDU or MFD), or
- In response to an uplink REQUEST POSITION REPORT from the receiving
ATC.
In cases where the receiving ATC is not the CDA, the aircraft will respond with the
message “NOT CURRENT DATA AUTHORITY” to any uplink message from the
receiving ATC.
For the list of ATC centers requiring confirmation of CDA, refer to GOLD - Appendix E
(see References).
A5.4.3. CPDLC CONNECTION TERMINATION

A CPDLC connection with one ATC center is usually terminated once this center has
sent an "END SERVICE" message to the aircraft. This message is normally sent
before crossing the FIR boundary.
Under normal circumstances, the CPDLC connection should be established with the
NDA before the termination of the CPDLC connection with the CDA. Two scenarios
may be possible:
• If the NDA has been connected to the aircraft at the time the "END SERVICE"
message is received, the termination of the CPDLC connection with the CDA is
used to activate the CPDLC connection transfer to the NDA. For more details,
refer to Section A5.4.2.4 CPDLC connection termination with the CDA
• If the NDA has not been connected to the aircraft at the time the "END
SERVICE" message is received or if no NDA exists, the aircraft sends a CPDLC
DISCONNECT REQUEST (DR1) and the CPDLC connection with the CDA is
terminated. The aircraft is left without any CPDLC connection.
If any message remains open when the aircraft receives an END SERVICE message,
the aircraft will close the message and:
• Disconnect all CPDLC connections on A330/A340 FANS A system
• Transfer the CPDLC connection to the NDA on FANS A+ system.
A5.4.4. ABNORMAL CASES OF TRANSFER OF CONNECTION
A5.4.4.1. NON-DELIVERY OF THE NDA

If the delivery of NDA has not been successful, the current ATC should send another
NDA message.
- A 41 -
If this tentative is also unsuccessful, the current ATC shall instruct the flight crew to:
• Manually terminate the current CPDLC connection
• Perform an AFN notification with the next ATC center.
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:
ATC Controller: CONTACT [icaounitname] [frequency].

SELECT ATC COMM OFF THEN LOGON TO [icaounitname].
(Note: When via CPDLC, this last element will be free text)
Flight Crew: WILCO
Remarks on the phraseology

The phraseology provided in this Part II is taken from GOLD (see References).
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.
A5.4.4.2. 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)
• Manually logon to the next ATC.
The voice phraseology will be:
- A 42 -
ATC Controller: AUTOMATIC TRANSFER OF CPDLC FAILED. WHEN ENTERING

[icaounitname] AREA DISCONNECT CPDLC THEN LOGON TO
[icaounitname]
Flight Crew: ROGER
A5.4.4.3. AUTOMATIC CONNECTION TRANSFER NOT SUCCESSFUL

The CPDLC transfer may occur after the aircraft has crossed the FIR boundary. If the
transfer does not happen, two scenarios could be considered:
• If the transferring ATC requires a CPDLC position report for confirmation of
CDA status, the flight crew should send a CPDLC POSITION REPORT to the
transferring ATC when crossing the FIR boundary. If 3 minutes after sending
the CPDLC position report, the CPDLC connection transfer is still not done, the
flight crew should terminate the CPDLC connection with the transferring ATC
and start an AFN logon with the next ATC
• If the transferring ATC does not require a CPDLC position report for
confirmation of CDA status, the flight crew should contact the transferring ATC
by voice or CPDLC free text to inform that the CPDLC transfer has failed.
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 ATC controller, voice will be used to inform the other side of the failure and
to coordinate further actions. The voice coordination will be done before any
disconnection.
If a connection has been lost, a complete notification/connection procedure must be

performed. The Part II - Appendix K – 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. CPDLC CONNECTION FAILURE

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.

ATC Controller: ATC DATA LINK FAILED.
SELECT ATC COMM OFF THEN LOGON TO [icaounitname].
Flight Crew: ROGER
- A 43 -
A5.4.5.2. PLANNED DATALINK 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.
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:

ATC Controller: DATA LINK WILL BE SHUTDOWN.
SELECT ATC COMM OFF. CONTINUE ON VOICE
Flight Crew: ROGER
A5.4.5.3. UNPLANNED 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.

ATC Controller: ATC DATA LINK FAILED
SELECT ATC COMM OFF. CONTINUE ON VOICE
Flight Crew: ROGER
A5.4.5.4. 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 Part II - Appendix K), the flight crew should contact
the ATC by voice, even if the avionics require no action.
The following voice phraseology is recommended:
Flight crew: DATA LINK FAILED.

SELECT ATC COM OFF. CONTINUING ON VOICE.
ATC Controller: ROGER. CONTINUE ON VOICE.
A5.4.5.5. CPDLC RESUMPTION

To inform the flight crew that the ground system has resumed, the ATC controller
will use the following voice phraseology:
ATC Controller: [ALL STATIONS] RESUME NORMAL CPDLC OPERATIONS.
LOGON TO [icaounitname].
- A 44 -
Flight Crew: LOGON [icaounitname].
A5.4.6. 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 recommendations directly based on the
lessons learnt from past experiences.
A list of all the uplink and downlink messages supported by the CPDLC system is
given in Part II - Appendix A.
The CPDLC messages is a set of message elements whose the content corresponds
to a voice phraseology. A CPDLC message could be either:
• a single message element, or
• a multi-element message which is an addition of up to five single message
elements.
A5.4.6.1. MESSAGE ACKNOWLEDGEMENT

In ACARS environment, the flight crew and ATC controllers cannot know whether a
message has been delivered to their right counterpart.
For more details about the message acknowledgement, refer to Part I - Section 3.5.4
Technical acknowledgement: LACK/MAS.
A5.4.6.2. 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 flight crew is fully aware of the right meaning and
implications of these answers. The following lists the recognized statements for these
response elements:
- WILCO: This downlink message tells the ATC controller that the flight crew
will fully comply with the clearance/instruction contained in the associated
uplink message.
- UNABLE: Through this either uplink or downlink message the flight crew or
the ATC 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 flight crew
or the ATC 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.
- A 45 -
- ROGER: Through this either uplink or downlink message the flight crew or
the ATC controller informs/is informed that the content of the associated
message has been received and understood. 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 that message is to be
disregarded.
- CONFIRM: The present parameter (e.g. position, altitude, speed...) is

awaited by the ATC 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, etc) is awaited by the ATC controller whenever CONFIRM
ASSIGNED XXXX is used.
A5.4.6.3. 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 ATC
controller station and that of the sending action of the flight crew.
Uplink: A 120 second round trip delay on 95%. Round trip being obtained by
comparing the time the up link is sent from the ATC controller system against the
time the message assurance (indicating successful delivery) was received back to the
ATC controller station.
As a general rule, the flight crew should respond to CPDLC messages as soon as
practical after their reception. However, to support reduced separations,
performance such as RCP 240 and RCP 400 require stringent constraints on the
- A 46 -
maximum transaction time. When operating RCP 240 or RCP 400, it is expected
that the flight crew answers to the ATC controller within one minute (time
measured between the display of the uplink message and the action to send
the response by the flight crew). In the case of additional time is needed to fully
read, understand and answer the ATC controller instruction, the flight crew should
use the STANDBY answer.
STANDBY answer (either downlink or uplink) assumes that a further response

should come within a reasonable time (i.e. 10 minutes). The message thus remains
open.
• Uplink STANDBY: If the ATC controller does not respond within this time,
the flight crew shall send an inquiry (e.g. WHEN CAN WE EXPECT CLIMB TO
FL360 if the initial request was REQUEST CLIMB TO FL360). In no case,
should a duplicate message be sent to avoid any confusion. Refer to Section
A5.4.6.7 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.
A5.4.6.4. 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). ADS-C Position reporting is
transparent to the flight crew. However, some requirements about ADS-C position
reporting have to be known (refer to Section A5.5.3 Position reporting with ADS-C).
The following sections deals with CPDLC position reporting recommendations as
described in GOLD (See References).
• General
“Position” and “Next Position” shall only contain compulsory reporting points unless
requested otherwise by ATC. This recommendation allows to send 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”. The table below defines words used in
CPDLC position reports and give their equivalent wording in the FMS.
CPDLC Position Definition FMS

Report wording wording
Position Reports present position of the aircraft. PPOS
Next Position Reports the next reporting point. TO
Ensuing Significant Reports the ensuing significant point following the NEXT
Point “Next Position”.
- A 47 -
A few other important navigation points as per ICAO definitions:

ICAO Definition
Compulsory It is an ATC waypoint for which a position report is required by the
reporting aircraft.
point
ATC A waypoint contained in the Field 15 of the ICAO flight plan, or
waypoint amended by the ATC.
Note: A waypoint inserted by the flight crew for purposes of
conducting flight operations such as Abeam or ETOPS points are not
ATC waypoints.
For more details, refer to ICAO Doc 4444 PANS-ATM (see References).
• Downlink of position report
In data link airspaces where CPDLC position reports are required (e.g. data link
airspaces where ADS-C is not available), the flight crew shall ensure that a CPDLC
position report is sent whenever a compulsory reporting point is passed over (or
passed abeam if the aircraft flies an offset). The preformatted POSITION REPORT
message has to be used.
The FANS A/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.
Prior to send the position report, the flight crew must check the accuracy of the
position report content (manually or automatically generated) displayed on DCDU
(respectively ATC mailbox).
- A 48 -
AUTO POS REPORT function and access to MANUAL POS REPORT on

A320/A330/A340
- A 49 -
AUTO POSITION REPORT function AUTO POSITION REPORT function

and MANUAL POSITION REPORT and MANUAL POSITION REPORT
on A380 FANS A+ on A350/A380 FANS A+B
• First position report
Depending on FIR requirements, 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 center to the next one, or
- When crossing a FIR boundary.
This first position report is required whether the flown FIR is ADS-C capable or not.
The first position report confirms that the receiving ATC center is the Current Data
Authority (CDA). For the list of ATC centers requiring confirmation of CDA by position
reporting, refer to GOLD Appendix E (See References).
• Position report at ATC waypoints only
It is the flight crew’s responsibility to ensure that position reports are only sent at
compulsory reporting points. Other waypoints are of no interest to ATC.
• 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.
- A 50 -
When this message is received on-board, the ATSU (respectively ATC applications)
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 especially in RNP or FANS routes, updating the flight plan is highly
recommended.
Position report on DCDU Position report on MFD
- A 51 -
• ARINC 424 Waypoints
In the FMS, a waypoint with full latitude/longitude is displayed in an abbreviated 7

digits format due to space constraints on the MCDU (respectively MFD). The full
latitude/longitude are available, even if it is renamed (e.g. ABCD).
Since FANS A has commenced operation, some issues have been highlighted
concerning Waypoints Position Reporting (WPR) to ATC centers when encoded in
ARINC 424 (format used to code FMS Navigation Database, but not recognized by
ground systems). The problem is that waypoints that use ARINC 424 encoding
scheme, that allows latitude and longitude to be encoded in 5 characters (e.g. 7560N
for N75W060), are not interpreted properly by some ground systems, that 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 ARINC 424.
Many ATC centers cannot accept position reports containing latitude and longitude
(Latitude/Longitude) in ARINC 424 format (e.g. 4050N). Position reports containing
Latitude/Longitude waypoints within these areas will be accepted in whole latitude
and longitude format only. Flights unable to send position reports in whole
latitude/longitude format must accomplish position reporting via HF voice.
ADS-C does not use identifiers (waypoint names), but reports the entire
latitude/longitude. As well as all those that force track, speed or altitude changes
and are reported as “ADS Intent points”.
- A 52 -
Thus, as a good practice it is recommended NOT to use ARINC 424 format in the
flight plan when operating FANS.
A5.4.6.5. WEATHER DEVIATION AND OFFSETS

It is possible to request a weather deviation clearance or an offset clearance with
CPDLC messages.
• A weather deviation clearance permits to deviate up to a specified lateral
distance and in a specified direction (left or right) from the original FMS route.
• An offset (left or right) clearance permits to fly at the specified distance and
the specified direction (left or right) from the original FMS route. Refer also to
recommendations in Section A5.5.5 Route offset.
Note: In the both cases (weather deviation and offset), meteorological conditions
may be the reason to request the clearance in order to avoid weather cells (see
figure below).
Figure 5-12
Offset and weather deviation
The flight crew should send the appropriate request for such clearance as shown in
the following scenarios:
• Weather deviation scenario
Flight Crew: REQUEST WEATHER DEVIATION UP TO 15 NM LEFT OF ROUTE
ATC Controller: CLEARED TO DEVIATE UP TO 15NM LEFT OF ROUTE
REPORT BACK ON ROUTE
Flight Crew: WILCO
When the flight crew receives the ATC clearance, the aircraft is permitted to deviate
from the original FMS route. The flight crew can select HDG/TRK mode to avoid the
weather cells. On the ND, the flight crew can check the deviation distance with the
cross track error.
A350/A380 specificity: The flight crew can access the DIR TO revision, via the
interactive function of the ND. DIR TO enables to create a lateral path by inserting
one or several waypoints on the ND. In this case, the NAV mode remains engaged.
- A 53 -
When the aircraft is back on the original flight plan route, the flight crew should send
the CPDLC message: BACK on ROUTE.
• Offset clearance scenario

Flight Crew: REQUEST OFFSET LEFT 10 NM OF ROUTE
ATC Controller: OFFSET LEFT 10 NM OF ROUTE
REPORT BACK ON ROUTE
Flight Crew: WILCO
After the flight crew receives the ATC clearance for deviation, they can activate the
offset in the FMS.
A320/A330/A340 A350/A380
On the MCDU, the flight crew can define On the MFD, the flight crew can define a
a lateral offset in a specified direction lateral offset. The lateral offset is
(left or right). The Lateral offset is defined by:
applied from the PPOS waypoint. • Start/End waypoints
• Lateral Offset distance
• Direction (left or right)
If the aircraft has already started to fly
the offset segment when defining the
offset on MFD, The default start
waypoint is PPOS
- A 54 -
A320/A330/A340 A350/A380
For all aircraft: The lateral flight

guidance in NAV mode remains engaged
when an offset is flown.
On the ND, the offset path is displayed

as a solid line while the original path is
dashed line.
When the aircraft is back on the initial

flight plan route, the flight crew should
send the CPDLC message: BACK on
ROUTE.
- A 55 -
A5.4.6.6. MULTI-ELEMENT MESSAGES

• A CPDLC message that consists of more than one message element is a multi-
element message.
• In order to avoid ambiguity, it is highly recommended that the flight crew does
not send multi-element messages.
• Flight crew should send one message per clearance element.
• Flight crew will answer either positively (WILCO or AFFIRM or ROGER depending
on the nature of the message elements) or negatively (UNABLE) to a multi-
element message. The response will apply to the entire message.
Note: Answering multi-elements messages is prone to misunderstanding since the

answer applies to the whole message itself and cannot apply to each element
individually.
It is known that the ATC should not send multi-element message with independent
clearances because the flight crew cannot individually respond to each clearance
(e.g. WILCO one clearance and UNABLE the other).
A5.4.6.7. DUPLICATE MESSAGES

• General Rules
- Duplicate messages should be carefully avoided since they could cause
ambiguity.
- Incoming request messages should be answered as soon as practical in
order to avoid duplicate messages.
• Re-sending of a message
In case of no 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.
A5.4.6.8. USE OF FREE TEXT

The automated station of the ATC 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 preformatted answers cannot be provided in
response to a free text. Thus this increases the recipient (i.e. ATC controller or flight
crew) 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 preformatted 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: Instead of free text, it should be noted that the standardized free text and
preformatted free text messages could be used when available:
- A 56 -
• Standardized free text: it is a free text defined by a specific sequence of

words. The flight crew or ATC controller should enter manually the
standardized free text. These messages are available in GOLD - Appendix A
(see References)
• Preformatted free text: it is a standardized free text coded in the aircraft
system or in ground system. It enables an automatic composition of the free
text messages most frequently used.
A5.4.6.9. CPDLC DIALOGUE CLOSURE

Among the basic assumptions and rules that 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 much as possible.
Flight crew 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, that apply:
• A message is open as long as an associated response is not received

• A message that needs not an answer is closed once received
• A message is closed when its associated response, other than STANDBY or
REQUEST DEFERRED, is received.
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.
A5.4.6.10. DCDU (RESPECTIVELY ATC MAILBOX) MANAGEMENT

From the experience gained with FANS A operations and from the outcomes of the
Human Factors process, it has been noticed that when several messages are queued
in DCDUs, some flight crew mix messages up when treating them. Consequently, it
is strongly recommended to clear DCDUs (respectively ATC mailbox) when messages
are treated. The goal is to improve message arrival awareness by keeping DCDUs
(respectively ATC mailbox) clear of messages.
Particularly, a message that stays on DCDU (respectively ATC mailbox) may be

hidden by an urgent message. Indeed, urgent messages have priority for the display
on DCDU (respectively ATC mailbox) over normal messages. This management is
compliant with industry standards. However, if this situation occurs, the flight crew
may be confused when processing an open message on DCDU (respectively ATC
mailbox) and that is superseded by an urgent message.
As an example, the flight crew may receive:

• A normal message CLB TO FL350 at 1503Z followed by
• An urgent message IMMEDIATELY DES TO FL320 at 1505Z.
- A 57 -
The second message being urgent has priority for the display on DCDU (respectively
ATC mailbox) over the first message. Therefore, it is likely that the flight crew will
treat the urgent message first (i.e. IMMEDIATELY DES TO FL320). When closing this
message, the flight crew can get confused by reading the normal message
afterwards (i.e. CLB TO FL350).
The flight crew should handle this situation with care. Coordination via voice with the
ATC controller may be required. For the management of messages when an urgent
message is received:
• On DCDU: refer to Part I - Section 4.2.2.4 – Messages
• On ATC mailbox: refer to Part I - Section 4.4.2.5 – 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.
NEW
With the latest FANS A+ system on A320/A330/A340, Some CPDLC messages
will be automatically closed from the DCDU, 5 seconds after the reception of the
acknowledgement from the ground. For more details, refer to Section
A6.1.1.2.4 Auto-Closure of messages.
All exchanged messages are stored in the MSG RECORD page on MCDU (respectively
MFD ATC COM pages) when they are closed.
It is recommended to erase the MSG RECORD and to check ADS is armed at the
beginning of cockpit preparation before take-off (refer to Section A5.2.2 Pre-flight
checks).
Erasing messages from the MSG RECORD will avoid confusion with messages
from the previous flights.
A5.4.6.11. MAX UPLINK DELAY

It is possible that a very delayed CPDLC message is still delivered to the aircraft,
even when the same aircraft is on a different flight. To overcome this problem, ATC
centers and aircraft systems make use of the Max Uplink Delay. The Max Uplink
Delay introduces a time limit used to decide whether an uplink message is still valid
or not.
To use the Max Uplink Delay, two conditions are needed:

• The ATC center will need to add a valid time stamp in the uplink CPDLC
messages
• The aircraft system must be FANS A+ (Max Uplink Delay feature is not
implemented on FANS A).
- A 58 -
For more details about the use of the max uplink delay, refer to:
• A320/A330/A340: Section A6.1.1.2.2 Discarding old uplink messages
• A350/A380: Section A6.2.1.2 Discarding old uplink messages.
A5.4.6.12. DEFERRED CLEARANCES

The deferred clearance is an ATC clearance that the flight crew executes when a
condition is met. The condition may be:
• A time, or
• A lateral condition (i.e. waypoint overfly), or
• A vertical condition (i.e. altitude).
The flight crew should execute the deferred clearance (e.g. AT ALCOA CLB TO &
MAINT FL390) only when the condition is verified (e.g. aircraft is crossing ALCOA). It
is different from standard clearance (e.g. CLB TO & MAINT FL390) for which the
flight crew is expected to promptly execute the clearance.
The table and cockpit displays provided hereafter are given to help making the
difference on DCDU (respectively ATC Mailbox) between a standard clearance and a
reminder of a deferred clearance. Here are the differences on DCDU (respectively
ATC mailbox):
Standard Clearance Reminder of deferred clearance

ATC Centre name is filled Center name is empty
(e.g. FROM KZAK CTL)
Information area is empty Information area is filled with
REMINDER
Note: on FANS A+B, REMINDER
precedes the reminder text and
information area is empty
WILCO, STANDBY and UNABLE Only CLOSE command is available
commands are available
Message status is OPEN Message status is empty
Text is displayed in white and Message text and parameters are
parameters are highlighted in cyan displayed in white
Standard and Deferred Clearances on DCDU (FANS A+)
- A 59 -
Standard and Deferred Clearances on ATC Mailbox (FANS A+)
Standard and Deferred Clearances on ATC Mailbox (FANS A+B)
When the flight crew accepts to comply with a deferred clearance (answer WILCO),
the FMS starts the monitoring of the conditions of deferred clearances. 30 seconds
before the conditions are met, the DCDU (respectively ATC mailbox) automatically
displays the reminder to recall the flight crew of this clearance.
The flight crew can receive and comply with a standard clearance before the
reminder of the deferred clearance is displayed. Based on the principle that the last
ATC clearance supersedes the previous one, the flight crew shall assess if the
deferred clearance is still valid before its execution. In case of any doubt, the flight
crew shall contact the ATC controller by voice to check the validity of the deferred
clearance. If the deferred clearance is no more valid:
• On FANS A+B, the flight crew must cancel the current monitoring of the FMS
(see below)
• On FANS A+, the flight crew must disregard the reminder of the deferred
clearance.
It may happen that the flight crew accepts a deferred clearance and a change of
flight crew occurs before the reminder of the deferred clearance is displayed. The
new flight crew taking the responsibility of the flight must be aware of the deferred
clearances in progress. To that end, during the briefing for the transfer of flight
responsibility:
• On FANS A+B, the flight crews must review together the list of the current
monitored messages in the MFD MONITORED MSG/LIST page
• On FANS A+, the flight crews must review together the deferred clearances
previously received in the MSG RECORD page.
- A 60 -
Cancel Monitoring on MFD (FANS A+B)

To manage the cancellation of deferred
clearances, FANS A+B proposes the
access to the list of the current
monitored messages in the MFD
MONITORED MSG/LIST page. The flight
crew has the possibility to cancel
separately each FMS monitoring through
CANCEL MONITORING button and thus
prevent the display of the reminder of
the corresponding clearances.
- A 61 -
CPDLC procedures
- Once the AFN has been successfully done, the ATC center 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:
o Connection is accepted if no previous connection already exists or
the ATC center corresponds to the next ATC center to control the
aircraft
- Once connection is established, the active connected ATC center is
then displayed on the DCDU (respectively ATC mailbox), and on the
CONNECTION STATUS page of the MCDU (respectively MFD).

- The transfer of ATC responsibility between two ATC centers (i.e. the
current ATC center and the next ATC center) requires a CPDLC
connection transfer
- The current ATC center is the Current Data Authority (CDA). The next
ATC center is the Next Data Authority (NDA).
- The CPDLC connection transfer is performed using the following
sequence:
o Notification of identity of the NDA: to inform the aircraft
avionics (i.e. ATSU or ATC applications) that a transfer of control
will be done, the CDA sends a NDA message including the identity
of the NDA to the aircraft
o AFN Logon with the NDA: Two methods may be used:
 Air-Ground address forwarding process: the CDA
instructs the aircraft system to initiate an AFN logon to the
NDA (air-ground interaction)
 Ground-Ground address forwarding procedure: the
CDA sends to the NDA the same information than AFN
Logon (ground-ground interaction)
o CPDLC Connection establishment with the NDA: the NDA
initiates a CPDLC connection with the CPDLC CONNECTION
REQUEST message (same procedure than CPDLC Connection
Establishment)
o CPDLC Connection termination with the CDA: to terminate the
CPDLC connection, the END SERVICE message is used.
- A 62 -
Please bear in mind…(continued)
• CPDLC Connection Termination

- A CPDLC connection with one ATC center is usually terminated once
this center has sent an END SERVICE message to the aircraft.
• Failures of CPDLC connection

flight crew or ATC controller, voice will be used to inform the other
side of the failure and to coordinate further actions.

- In ACARS environment (contrary to ATN), the flight crew and ATC
controllers cannot know whether a message has been delivered to
their right counterpart.
- Free text messages like multi-elements messages should be avoided
as much as possible.
- It is recommended to erase the MSG RECORD and to check ADS is
armed at the beginning of cockpit preparation before take-off.
- Flight crew should be prompt to answer the received messages and
to clean up their DCDU (respectively ATC mailbox) with the CLOSE
prompt. With the latest FANS A+ system on A320/A330/A340, the
message will be automatically closed from the DCDU, 5 seconds after
the reception of the acknowledgement from the ground.
- It is recommended NOT to use ARINC 424 format in the flight plan
when operating FANS.
- Flight crew should be aware of the differences between a standard
clearance and a deferred clearance. The flight crew should assess if
the deferred clearance is still valid before its execution.
- A 63 -
A5.5. ADS-C PROCEDURES

A5.5.1. ADS-C CONNECTION ESTABLISHMENT
The notification procedure as described in Section A5.3– ATS Facilities Notification
(AFN) is to be applied before the ATC center performs an ADS-C connection.
The ATC center will establish ADS-C contracts once the AFN has been done either
manually via the MCDU (respectively the MFD ATC COM page for A350/A380) or
automatically through a transfer from a previous ATC center (refer to Section
A5.4.2.2 – AFN logon with the NDA).
As soon as the aircraft has been notified to the ATC Center, the ADS-C application is
armed (refer to Section A5.2.2 Pre-flight checks), waiting for a possible connection.
Note: Originally, ATC Centers in NAT airspace were not all equipped with ADS-C
capability. The ADS-C connection was not directly established with any of these
centers, but with the ARINC Centralized ADS-C (CADS) system in Annapolis. The
CADS transformed the received ADS-C reports into position reports as if received by
the AERADIO operators and then transmitted to the ATC centers via AFTN (Aero
Fixed Telecom Network). Today, CADS is no longer used as all of the ATC centers
have the ADS-C capability and the ADS-C connection is directly established between
the aircraft and the ATC centers.
• A330/A340 FANS A
- ADS-C is ON by default. After an ATC center initiates a contract, ADS-C

remains ON (refer to the examples here after).
- In addition, there is no means for the crew to know whether or not ADS-C is
operative. On the NOTIFICATION page, NOTIFIED is displayed once the
notification has been done, but this does not mean that the ADS-C is
operative. No information related to ADS-C connections (except the ADS-C
mode either ON or OFF) is provided either on MCDU or DCDU.
- When ADS-C is deactivated, ADS-C is in the OFF mode that is indicated on
the MCDU.
• A320/A330/A340 FANS A+
In the FANS A+ system on A320/A330/A340 aircraft, the initial FANS A HMI (as
described above) has been modified to improve the awareness about ADS-C
connections.
- When ADS-C is activated and no ADS-C connections have been established,
ADS-C is in the ARMED mode. ARMED is indicated on the MCDU
CONNECTION STATUS page.
- When ADS-C is activated and at least one ADS-C connection has been
established, ADS-C 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.
- A 64 -
- When ADS-C is deactivated, ADS-C is in the OFF mode that is indicated on

the MCDU CONNECTION STATUS page.
- The ADS-C system must be set to ARMED (or ON for A330/A340 aircraft
equipped with FANS A system), prior to perform an AFN notification.
This setting is the default status.
- In addition to the capability to terminate all ADS-C connections at a time,
the flight crew is also able to terminate each ADS-C connection individually
with FANS A+ (refer to A5.5.2 ADS-C connection management).
A320/A330/A340
FANS A FANS A+
ADS OFF ADS OFF1 OFF

MCDU ADS ON ADS ARMED2 ARMED
ADS MODE
ADS ON ADS CONNECTED CONNECTED
No information No information2 OFF
No information No information3 ARMED
DCDU
ADS CONNECTED CONNECTED
No information
(X) 5
NEW Whenever ADS is mentioned on MCDU/DCDU, the latest FANS A+ system displays:
1
- ADS-C OFF
2
- ADS-C ARMED
3
- ADS-C OFF
4
- ADS-C ARMED
5
- ADS-C CONNECTED (X). X is the number of connected units (ATC or AOC).
• A380 FANS A+ and A350/A380 FANS A+B
The awareness of ADS-C connections has been improved even more on A350/A380
interfaces.
- When ADS-C is deactivated, ADS-C is in the OFF mode. It is indicated both
on MFD CONNECTION STATUS page and on ATC mailbox (i.e. white ADS
OFF indication).
- When ADS-C is activated and no ADS-C connection has been established,
ADS-C is in the ARMED mode. ARMED is indicated on the MFD
- When ADS-C is activated and at least one ADS-C connection has been
established, ADS-C 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).
- In addition to the capability to terminate all ADS-C connections at a time,
the flight crew is able to terminate each ADS-C connection individually
(refer to A5.5.2 - ADS-C connection management).
-
- A 65 -
A380 FANS A+ A350/A380

FANS A+B
ADS OFF ADS-C OFF OFF

MFD ADS ARMED ADS-C ARMED ARMED
ADS MODE
ADS CONNECTED ADS-C CONNECTED CONNECTED
ADS OFF ADS-C OFF OFF
No information No information ARMED
ATC mailbox
X ADS X ADS-C CONNECTED
1 1
CONNECTIONS CONNECTIONS
1
X is the number of connected units (ATC or AOC).
The flight crew must terminate any ADS-C connection only when
instructed by ATC.
- A 66 -
A320/A330/A340 aircraft – FANS A vs. FANS A+ MCDU
FANS A MCDU FANS A+ MCDU

Notification done / Waiting for a connection (ADS-C or CPDLC)
On the MCDU page, ADS-C status is ON. On the MCDU page, ADS-C status is
But it does not mean that ADS-C ARMED. The ADS-C status is given
contracts have been set up. Actually, without ambiguity.
here ADS-C is just armed, waiting for
contracts.
An ADS-C connection occurred
On the MCDU page, ADS-C status is still ADS-C status is now CONNECTED. It is
ON. But is this example, contract(s) has explicitly indicated that the ADS-C
(have) been set up. application sends reports to at least one
ATC.
- A 67 -
A320/A330/A340 aircraft – FANS A vs. FANS A+ DCDU

FANS A DCDU FANS A+ DCDU
No CPDLC and No ADS-C connections
Even if there are no connections, the CPDLC When there are no connections, the default
connection status is displayed. screen is blank.
When the ADS is set to OFF, ADS-C OFF is NEW

displayed
There is no CPDLC connection, but 2 ADS-C contracts have been set up.
In case of ADS only, the information given There is no ambiguity regarding the ADS-C
by the DCDU screen can be misleading. status on the DCDU screen.
Even if NO ACTIVE ATC is displayed, ADS-C
contract could have been set up.
ADS CONNECTED (2) is replaced by ADS-C NEW

CONNECTED (2)
- A 68 -
CPDLC and 2 ADS-C connections are active
DCDU is devoted to CPDLC application. No The default screen of the ATC mailbox
information relative to ADS-C contracts is provides information about CPDLC and ADS-C
available. connections.
ADS CONNECTED (2) is replaced by ADS-C NEW

CONNECTED (2)
A CPDLC connection exists, but no ADS-C contract has been set up.
There is no cue on actual ADS-C contracts No ADS-C contracts have been set up. (ADS-
(ADS-C is either ON or OFF). C is either OFF or ARMED).
ADS-C OFF is displayed on DCDU. NEW

The principles used for A320/A330/A340 FANS A+ HMI apply for the A380 FANS A+
and for A350/A380 FANS A+B HMI.
- A 69 -
A380 – FANS A+ MFD

Notification done / Waiting for a Some ADS-C connections occurred
connection (ADS-C or CPDLC)
The notification has been done. The At the first ADS-C connection, the ADS-C
ADS-C application is ready (i.e. ARMED) status becomes CONNECTED.
to connect.
- A 70 -
A350/A380 – FANS A+B MFD

Notification done / Waiting for a Some ADS-C connections occurred
connection (ADS-C or CPDLC)
The notification has been done. The At the first ADS-C connection, the
ADS-C application is ready (i.e. ADS-C status becomes CONNECTED.
ARMED) to connect.
- A 71 -
A350/A380 – ATC Mailbox
No CPDLC and No ADS-C connections
When there are no connections and ADS-

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

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

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

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

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

ADS-C is OFF. No ADS-C contracts can be
established.
Regarding the status of the ADS and CPDLC connections on FANS A+B, the ATC
mailbox HMI are identical to the FANS A+ ones except than “ADS” is replaced by
“ADS-C”.
A5.5.2. ADS-C CONNECTION MANAGEMENT

FANS A/A+/A+B equipped aircraft can have up to five ADS-C connections. The
aircraft has the capability to report to all different units (ATC or AOC) connected via
ADS-C simultaneously.
- A 72 -
The aircraft does not assign technical priority to ADS-C 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 Section A5.4.2 CPDLC connection transfer) has
been established.
Consequently, the current controlling authority shall allocate ADS-C connection

priority to the next ATC that will take the responsibility for the aircraft. The priority
for the allocation of ADS-C connections shall be in accordance with the following list
(as per GOLD, see References):
1. The Current Data Authority
2. The Next Data Authority
3. An ATC requiring a monitoring of operations close to a FIR boundary
4. Airline AOC facility
5. Other miscellaneous connections.
Note: It is to be noticed that in the A320/A330/A340 FANS A+ system, an MCDU

ADS DETAIL page lists ATC centers with active ADS-C contracts. They can easily be
disconnected through the appropriate right Line Select Key (LSK) of the MCDU. The
ADS DETAIL page does not exist in FANS A system.
In the example given through this figure, four centers have set up ADS-C contracts.
Pressing the appropriate LSK cancels the ADS-C contract established by the
corresponding ATC center.
ADS-C DETAIL page on

A320/A330/A340 MCDU
In the A380 FANS A+ and A350/A380 FANS A+B system, the same kind of feature is
provided in the CONNECTION STATUS page. Just uncheck the ATC centers with
which the ADS-C connection should be terminated.
- A 73 -
CONNECTION STATUS page CONNECTION STATUS page

on A380 FANS A+ MFD on A350/A380 FANS A+B MFD
A5.5.3. POSITION REPORTING WITH ADS-C

The requirements to use either CPDLC or ADS-C for position reporting are published
in the AIP of the considered FIR.
It is recommended to avoid inserting non-ATC waypoints in the route of the aircraft
active flight plan. If non-ATC waypoints are inserted, the ADS-C report will include
information about the non-ATC waypoint and the ATC center could not correlate the
route information provided in ADS-C report with the current flight plan. This
recommendation is not applicable on FANS A+B on which the non-ATC waypoints are
removed from the ADS-C report. In the future, the recommendation will be erased
as FANS A+B enhancement will be spread on all the A320/A330/A340/A380.
When reporting by ADS-C only, ATC waypoints should not remove from the active
flight plan even if they are not compulsory reporting points.
In an ADS-C environment, the flight crew should not provide voice or CPDLC position
reports except:
• If instructed by ATC controller
• When required by AIPs or regional supplementary procedures.
In an ADS-C environment, the flight crew is not required to update estimates for
waypoint by CPDLC or voice expect in some airspaces mentioned in GOLD Appendix
E (see References).
- A 74 -
A5.5.4. ADS-C CONNECTION CLOSURE

An individual ADS-C connection may be terminated 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).
ADS-C contracts and connections should normally be terminated by the ground

system when:
• The aircraft has crossed the FIR boundary and no surveillance information
from the flight are required by the transferring ATC, or
• The flight plan is no more active from the ATC point of view, or
• No surveillance information from the flight are required by the CDA or an
adjacent ATC.
The ADS-C should not be set to off, unless instructed to do so by ATC. If the ADS-C
is set to off, the ATC center can no longer be provided with ADS-C reports.
A5.5.5. ROUTE OFFSET

The accuracy of the ADS-C intent and predicted route information is of prime
importance when it is to be used by the ATC center 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-C purpose may be incorrect. In normal
cruise condition, 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-C FAILURES

Some ATC centers 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 SHUT DOWN

When the ADS-C is shut down, two cases may be considered:
• The ATC center is both ADS-C and CPDLC capable: The position reporting
is still possible either through CPDLC or voice. Consequently, the ATC should
instruct the flight crew to revert to one of these communication means.
• The ATC center is only ADS-C capable: The position reporting is still
possible through voice. Consequently, the ATC should instruct the flight crew
to revert to voice.
The following CPDLC free text messages should be used:

ATC Controller: ADS-C SHUT DOWN REVERT TO CPDLC POSITION REPORTS
Flight Crew: ROGER
Or:
- A 75 -
ATC Controller: ADS-C SHUT DOWN REVERT TO VOICE POSITION REPORTS

Flight Crew: ROGER
For more details about CPDLC position report, refer to Section A5.4.6.4 Position
reporting with CPDLC.
A5.5.6.2. LOSS OF ADS-C

It may happen that the flight crew has inadvertently switched ADS-C reporting off.
As a consequence, the ATC is not able to establish or maintain an ADS-C contract.
In that case, the ATC may request the status of the on-board ADS-C application with
the following the phraseology:
ATC Controller: CONFIRM ADS-C ARMED
Flight Crew: ROGER
A5.6. EMERGENCY PROCEDURES

For the detailed procedures, please refer to GOLD Section 5.8 (see References).
A5.6.1. GENERAL EMERGENCY PROCEDURES
During an emergency, it is expected that the flight crew reverts to the

voice communications. Nevertheless, CPDLC could be used if:
• CPDLC is more efficient than voice, or
• Voice communications are not possible.
The following chapters describe ADS-C and CPDLC procedures used during an
emergency.
A5.6.1.1. CPDLC EMERGENCY PROCEDURES

The flight crew should be aware of the CPDLC emergency procedures, that 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
ATC controller once the emergency mode is triggered.
The general rules usually apply:

• The ATC controller shall immediately acknowledge receipt of an emergency
message, that has been sent by the flight crew (e.g. MAYDAY or PAN). Either
voice or CPDLC free text will be used. If CPDLC free text is used, the flight
crew will send the message through the EMERGENCY page of the MCDU ATC
menu (respectively MFD EMERGENCY page). The flight crew is not required to
close it through the ROGER reply.
• The ATC 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 ATC
controller will keep the connection active to provide the assistance. In
particular, no transfer (either automatic or manual) of connection will be done.
- A 76 -
In environment without CPDLC capability (ADS-C only), the flight crew should
activate the ADS-C emergency mode (Refer to Section A5.6.1.2 Activation of ADS-C
emergency mode).
A5.6.1.2. ACTIVATION OF ADS-C EMERGENCY MODE

When both CPDLC and ADS-C are active, sending the MAYDAY message through
CPDLC automatically switches the ground ADS-C contract to the EMERGENCY mode.
The reporting rate is:
• The same as of the previous periodic contract if any, or
• Set to 64 seconds per default for other existing contracts.
Conversely, sending the CPDLC CANCEL EMERGENCY message deactivates the ADS-
C EMERGENCY mode.
When only ADS-C is operating, the ADS-C EMERGENCY mode can be activated:
• For A320/A330/A340 aircraft, through the EMERG ADS function (EMERG ADS-
C function in the latest FANS A+ system) from MCDU EMERGENCY page,
• For A350/A380 aircraft, through the ADS EMERGENCY function (ADS-C
EMERGENCY function on FANS A+B) from MFD EMERGENCY page or from MFD
When the ADS-C emergency mode is set, the aircraft immediately sends an ADS-C
report containing an emergency flag that is interpreted by all ground systems that
currently have periodic or event contracts established with that aircraft.
A5.6.1.3. DEACTIVATION OF ADS-C EMERGENCY MODE

To deactivate the EMERGENCY mode (MAYDAY message and ADS-C emergency
mode), the flight crew can:
• On A320/A330/A340 aircraft, send an EMERGENCY CANCEL message via
CPDLC from the second EMERGENCY page on MCDU, or set the EMERG ADS to
OFF (EMERG ADS-C to OFF in the latest FANS A+ system),
• On A350/A380 aircraft, send a CANCEL EMER message via CPDLC, or set the
ADS EMERGENCY (ADS-C EMERGENCY on FANS A+B) to OFF from either
EMERGENCY page or CONNECTION STATUS page on MFD.
When the flight crew cancels the emergency mode, the aircraft will send an
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.
- A 77 -
EMERGENCY page on EMERGENCY page on

A320/A330/A340 MCDU – 1/2 A320/A330/A340 MCDU – 2/2
EMERGENCY page
on A350/A380 MFD
- A 78 -
CONNECT page CONNECTION STATUS page

on A350/A380 FANS A+B MFD on A380 FANS A+ MFD
A5.7. ATS 623 APPLICATIONS

The ATS623 applications (Airbus implementation of AEEC623) are:
• Optional in the FANS A+ system for A320/A330/A340 aircraft
• Basic on A350/A380 aircraft.
As a first step before a greater use of data link applications, and pending to a greater
maturity of standardized services, Airbus has decided to implement only three
ATS623 applications:
• Departure Clearance (DCL),
• Oceanic Clearance (OCL),
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-C applications.
• ATS623 exchanges have been built upon voice exchanges:
- Crew request
- Ground clearance
- Crew read-back
- Ground confirmation.
This was a requirement from the Airworthiness Authorities.
- A 79 -
• 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 is available for ATS623 exchanges.
Note 1: If similar applications have been customized through AOC (ACARS)

applications, these will no longer be available when ATS623 applications are
installed. This means that AOC DCL or OCL will no longer be sent from a customized
AOC page. Indeed, the ACARS router is able to route messages to only one software
(either ATS623 or AOC). However, customized AOC functions such as Pre-Departure
Clearance (PDC), that is not compliant with the AEEC 623 specifications, will remain
possible through the AOC.
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 displayed.
The following figure provides a typical scenario for a departure or oceanic clearance
using the ATS623 application. The introduction of new interfaces with the A350/A380
does not modify the communication protocol. Therefore, this figure applies to the
A350/A380 with ATC mailbox and MFD instead of DCDU and MCDU. Refer to Part II -
Appendix I for ATS623 operational scenarios.
- A 80 -
Aircraft ATC center
CSP
1- MCDU + Request DCL/OCL

DCDU
‘ sending ’
NAT ACK CSP
‘ sent ’
Clearance
2- ATC
MSG + DCDU
NAT = Network Acknowledgement Timer (3min 30sec)
AUCT = ATC Uplink Confirmation Timer (10 minutes)
3-
DCDU Answer (ACK)
‘ sending ’
NAT ACK CSP
‘ sent ’
AUCT
Confirmed
4-
ATC
MSG +
DCDU
Figure 5-13
Departure/Oceanic Clearance scenario
1. Departure/Oceanic Clearance request: The DEPARTURE/OCEANIC
CLEARANCE request is prepared on the MCDU, displayed on the DCDU and sent to
the ATC center.
2. Departure/Oceanic Clearance receipt: An uplink clearance is received: the
aural and visual warnings are activated, and the message is displayed on the
DCDU.
3. Departure/Oceanic Clearance read-back: If the flight crew accepts the
clearance, the flight crew selects the proposed ACK answer on the DCDU and
sends it to the ATC center.
4. Departure/Oceanic Clearance confirmation: The ATC center confirms that
the acknowledgement for this clearance has been received, this is displayed on
the DCDU.
If the flight crew prefers to REFUSE the received clearance (step 3), then no
downlink message is sent to the ATC center and this must be done by voice contact:
this is indicated on the DCDU when REFUSE is selected.
Note: NAT timer is the maximum authorized time for ACK CSP reception.
AUCT timer is the maximum authorized time for the ATC Uplink Confirmation
reception.
- A 81 -
A5.8. ADVANCED DATALINK OPERATIONS

A5.8.1. DYNAMIC AIRBORNE REROUTE PROCEDURE (DARP)
DARP enables the rerouting of an aircraft in flight based on updated weather
forecasts, that allows to save fuel/time and eliminate flight hazards.
For long-haul flights, when the weather conditions changes (e.g. wind updates) after
the first hours of flight, the airline will have benefits to recalculate the flight plan in
order to find a more optimized route for fuel and time.
Operationally speaking, DARP is initiated by the AOC and requires a good
coordination between AOC, ATC centers and aircraft. This coordination is fully based
on data link messages exchanges. The messages exchanges between ATC centers is
done via Air Traffic Services Interfacility Data Communications (AIDC). Refer to Part
I - Section 3.3.2.3 Ground coordination.
DARP relies on the use of:
• AOC data link to uplink the new flight plan revised by AOC to the aircraft
• CPDLC to negotiate the revised flight plan with ATC.
DARP procedure requires FIR with DARP services available and aircraft fitted with
FANS A/FANS A+ systems.
For more details about DARP procedure, refer to Part II - Appendix E – Advanced
Data link Operations.
A5.8.2. TAILORED ARRIVAL (TA)

TA is a optimized 4-dimensional (4-D) arrival procedure that consists in a ATC route
clearance with altitude and/or speed restrictions. TA enables to replace current ATC
procedures based on tactical radar vectoring by optimized descent trajectory cleared
prior the top of descent (TOD). The ATC route clearance is received though a CPDLC
message composed of the lateral path, vertical and speed constraints, published
approach procedure, and selected runway. Once the flight crew accepts the ATC
clearance, the FMS loads the CPDLC route, computes the arrival trajectory from the
current position to the runway and manages the aircraft landing settings without
additional flight crew inputs.
The arrival is “tailored” to adapt the flight profile from cruise level to expected
runway to the current conditions (i.e. traffic, weather, aircraft performance, etc). The
main benefits are to optimize fuel consumption and reduce noise emissions.
The A350 will be capable to fly TA procedures right from its entry into service.
For more details about TA prerequisites and procedure, refer to Part II - Appendix E
– Advanced Data link Operations.
A5.8.3. IN TRAIL PROCEDURE (ITP)

airspaces (without radar coverage). When ITP is applied, the aircraft is authorized to
climb or descent using reduced minima of longitudinal separations and thus change
flight level on a more frequent basis. The main benefits are to optimize fuel
consumption, improve flight safety and increase the airspace capacity.
ITP uses ADS-B data and requires an ADS-B IN or ATSAW capability. ITP is described
in the “Getting To Grips With Surveillance” (see References).
- A 83 -
ADS-C procedures
• ADS-C connections Establishment/Management

- An ATC will establish ADS-C contracts once the AFN has been
performed.
- FANS A/A+ equipped aircraft can have up to five ADS-C
connections simultaneously.
- The aircraft has the capability to report to all connected ATC centers
simultaneously using ADS-C.
- Different types of ADS-C "contracts" exist:
o Periodic: the data are sent at periodic time intervals.
o On demand: the data are sent only when asked for.
o On event: the data are sent whenever a specified event occurs.
- Establishment of ADS-C connections and definition of ADS-C
contracts type are initiated by ground systems. They are transparent
to the flight crew and the transmission of ADS-C report to the ground
systems as well.
- An individual ADS-C connection may be stopped from the ground or
manually by the flight crew (FANS A+ only) through the ADS-C
DETAIL page of the MCDU ATC menu (respectively MFD CONNECTION
STATUS page).
- The flight crew has the possibility to switch ADS-C off, that will cancel
any ADS-C connections with the aircraft. While ADS-C is off, the
ground system will not be able to establish an ADS-C connection.
- The ADS-C should not be set to off unless instructed to do so
by ATC. If the ADS-C is set to off, the ATC center can no longer be
provided with ADS-C reports.
- FANS A+ provides more precise indications than FANS A:
o The number of active ADS-C connections is displayed on DCDU
(respectively ATC mailbox)
o The status ARMED or CONNECTED of ADS-C is displayed on MCDU
(respectively MFD ATC COM pages).
- A 84 -
• ADS-C connection Closure

- ADS-C contracts and connections should normally be terminated by
the ground system when the:
o The aircraft has crossed the FIR boundary and no surveillance
information from the flight are required by the transferring ATC, or
o The flight plan is no more active from the ATC point of view, or
o No surveillance information from the flight are required by the CDA
or an adjacent ATC.
• Position reporting with ADS-C
- 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-C Failure
- When a shutdown occurs the ATC controller will advise the crew of
the requirements for the position reports (by voice or CPDLC).
Emergency procedures
• During an emergency, it is expected that the flight crew reverts to the voice
communications. Nevertheless, CPDLC could be used if CPDLC is more
efficient than voice or if voice communications are not possible.
• The emergency mode can be activated either by the flight crew or the ATC
controller, and is normally cancelled by the flight crew. When selected on
the MCDU ATC page (respectively MFD ATC COM pages), the ATSU
(respectively ATC applications) immediately sends a report to all ATC
centers that currently have contracts established with that aircraft.
• The ATC controller in charge of the flight shall acknowledge any ADS-C
emergency report.
• When the flight crew cancels the emergency mode, the aircraft will send an
emergency mode reports.
ATS623 applications
• Pending for a greater maturity of standardized services, Airbus has decided
to implement only three ATS 623 applications:
- Departure Clearance (DCL)
- Oceanic Clearance (OCL)
- Digital – Automatic Terminal Information Service (D-ATIS).
• ATS 623 applications do not require a preliminary AFN procedure compared
to CPDLC and ADS-C applications.
- A 85 -
• In case similar applications have been customized 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 customized AOC
page). However, customized AOC functions such as Pre-Departure
Clearance (PDC), that is not compliant with the AEEC 623 specifications,
will remain possible via ACARS.
Advanced Datalink Operations

• Dynamic Airborne Reroute Procedure (DARP)
- DARP enables the rerouting of an aircraft in flight based on updated
weather forecasts, that allows to save fuel/time savings and
eliminate flight hazards.
- To fulfill this procedure, a full coordination between AOC, ATC centers
and aircraft is required:
o to uplink the new flight plan revised by AOC to the aircraft
o to negotiate the revised flight plan with ATC.
• Tailored Arrival (TA)
- TA is a 4-dimentional (4-D) arrival procedure, based on an optimized
ATC clearance. TA enables to replace current ATC practices based on
tactical radar vectoring, by CPDLC clearance uplinked prior the top of
descent (TOD).
- The procedure is “tailored” to adapt the flight profile from cruise level
to expected arrival runway to the current conditions (i.e. traffic,
weather, aircraft performance, etc).
- The main benefits are to optimize fuel consumption and reduce noise
emissions.
• In Trail Procedure (ITP)
- ITP is a new procedure enabling more frequent flight level changes in
procedural airspaces (without radar coverage). When ITP is applied,
the aircraft is authorized to climb or descent using reduced minima of
longitudinal separations and thus change flight level on a more
frequent basis.
- A 86 -
Getting to grips with FANS – Part II – Issue IV A6. FANS A Evolutions
A6.1 A320/A330/A340 FANS A+ (FANS A system evolution) 89

A6.1.1 FANS A+ basics 89
A6.1.1.1 Enhancements of the Human Machine Interface (HMI) 89
A6.1.1.2 Improvements related to the CPDLC application 94
A6.1.1.3 Communication Service Provider (CSP) world map 99
A6.1.1.4 ATSU router customization via loadable database 99
A6.1.2 FANS A+ options 99
A6.1.2.1 HF Data Link (HFDL) 99
A6.1.2.2 High-speed VHF data link – VDL mode 2 100
A6.1.2.3 Wired high speed data loading capability (AEEC 615A) 100
A6.1.2.4 Clearances and Digital ATIS applications – ATS 623 101
A6.2.1.5 ATC data link communication recording 109
Radio Frequency loading into RMP
A6.2.1.6 In Trail Procedure (ITP) by CPDLC 109
A6.1.3 FANS A+ retrofit 104
A6.2 A350/A380 FANS A+ (enhancement regarding FANS 106
A+ on A320/A330/A340 aircraft)
A6.2.1 FANS A+ basics 106
A6.2.1.1 Central and unique ATC mailbox 106
A6.2.1.2 Discarding old uplink messages 106
A6.2.1.3 Time reference in uplink messages 108
A6.2.1.4 Clearances and Digital ATIS applications – ATS 623 108
A6.2.1.5 ATC data link communication recording 109
A6.2.1.6 Scan Mask with routing policies 109
A6.2.1.7 DATALINK COM STATUS Page 110
A6.2.1.8 Radio Frequency loading into RMP 111
A6.2.2 FANS A+ options 114
A6.2.2.1 Dual ACR configuration 114
- A 87 -
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+ system. The novelties are
described compared to the FANS A system as of July 2000. The FANS A+
system has been available since April 2004 on A330/A340 aircraft and March
2005 on A320 aircraft. To continue the improvement of FANS A+, a latest
FANS A+ system with functional evolutions have been certified in 2011.
• The second part is related to FANS A+ enhancement available on A350/A380
aircraft. FANS A+ on A380 is designed on an architecture (ATC/ACR replaced
ATSU) based on new A380 technology (IMA and AFDX network). 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. FANS
architecture on A350 is a legacy of A380 one with ATC/ACR applications.
Moreover, A350 benefits from HMI improvements implemented with the latest
FANS A+ system on A320/A330/A340.
Note 1: Whenever used, the term A320 designates the A320 family.
Note 2: The FANS A+ system and the ATS 623 applications are included in the basic
definition of the A350/A380 aircraft.
- A 88 -
A320/A330/A340 aircraft
A6.1. A320/A330/A340 FANS A+ (FANS A SYSTEM EVOLUTION)

The aim of this chapter is to list and to describe the evolutions implemented in the
transition from FANS A to the FANS A+ system.
The objectives of the FANS A+ system are two-fold :
• To improve the 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-C
information on DCDU), interoperability and standardization 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, Auto-Closure of messages, Datalink Status Page
enhancement, etc).
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)
• ATC data link communication recording for the investigation on flight
accidents/incidents
• Radio frequency loading into RMP
• In Trail Procedure (ITP) clearance.
These services are optional and may be chosen separately according to the airlines
needs and types of operations.
A6.1.1. FANS A+ BASICS
A6.1.1.1. ENHANCEMENTS OF THE HUMAN MACHINE INTERFACE (HMI)

In the FANS A+ system, the initial FANS A HMI has been modified to provide
additional information relative to:
• ADS-C/CPDLC Connections
• CPDLC Message and functions
• Data link communications status.
A6.1.1.1.1. Modifications relative to ADS-C
- A 89 -
MCDU CONNECTION STATUS page indicates if ADS-C is either ARMED, CONNECTED

or OFF (as detailed in A5.5.1 – ADS-C connection).
MCDU ADS DETAIL page lists ATC centers with active ADS-C 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-C connection management).
FANS A DCDU was designed for operations in an ADS-C/CPDLC environment, as it

was foreseen in the CNS/ATM concept. In case of regions ADS-C only capable, 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-C contracts established
with the aircraft. So as to improve the knowledge of the ADS-C status, an ADS-C
indication has been added on the DCDU (for more details, refer to A5.5.1 – ADS-C
connection).
A6.1.1.1.2. 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 Part II - Appendix J -
On-board indications in case of data link failures).
In case of connection loss, the flight crew (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 Section A5.3 - ATS
Facilities Notification (AFN)).
NEW A6.1.1.1.3. New DATALINK STATUS Page
The MCDU DATALINK STATUS page replaces the COMM STATUS page of the previous
FANS A+ system. The flight crew can open this page via the ATSU DATALINK page
and consult the status of the VHF3, SATCOM and HF communications media.
For each media (VHF3, SATCOM, HF), the flight crew access to:
• The status of the media: available for data link, or inoperative, or not installed
- A 90 -
• The type of applications able to communicate via the available media(s): ATC
or AOC or both ATC/AOC
The table below proposes the information presented in the MCDU DATALINK STATUS
page among the different cases:
Media concerned
VHF3 SATCOM HF
Nominal
DATA mode selected

case
and DLK AVAIL DLK AVAIL DLK AVAIL

datalink communications ATC/AOC1 ATC/AOC1 ATC/AOC1
established
DATA mode selected

And
DLK NOT AVAIL DLK NOT AVAIL DLK NOT AVAIL
datalink communications
lost
VDR3 failed2 INOP

SDU failed2 INOP
HFDR 1/2 failed2 INOP

Other cases
VHF3 inhibited3 NO NETWORK
VOICE mode selected VOICE VOICE
NOT
VDR3 not installed
INSTALLED
NOT
SDU not installed
INSTALLED
HFDR not installed NOT INSTALLED
1
Three cases are possible:
• If datalink is available for both ATC and AOC messages: ATC/AOC is displayed
• If datalink is available for ATC messages only: ATC ONLY is displayed
• If datalink is available for AOC messages only: AOC ONLY is displayed
ATC messages include ATS 623 messages when ATS623 applications are installed.
2
Failed means that:
• The equipment (i.e. VDR, SDU, or HFDR) is inoperative, or
• The link between the ATSU and the equipment (i.e. VDR, SDU, or HFDR) is
inoperative.
3
Inhibited means that:
• The scan mask provided is empty, or
- A 91 -
• The aircraft is flying over areas not covered by CSP specified in the scan mask.
NEW A6.1.1.1.4. Modification of MSG RECORD

The MSG RECORD has been enhanced based on in-service feedbacks.
In-service feedbacks showed that

confusion may be possible between
current and old messages. To minimize
this risk of confusion, a line has been
introduced in the MSG RECORD to
separate the set of messages of different
flights. This line of separation includes
the flight identification and the date (see
MCDU on the right).
Note: All messages are displayed
according to the chronological order
starting by the most recent message
treated.
If an abnormal event occurs when a

message is processed, the MSG RECORD
will display the message with this
abnormal event:
• ‘OPEN’ Status and ‘SEND FAILED’
(see MCDU on the right),
• ‘ABORT’ Status and ‘LINK LOST’,
• ‘WILCO’ Status and ‘MONIT
FAILED’,
• ‘WILCO’ Status and ‘MONIT
UNAVAIL’.
- A 92 -
NEW A6.1.1.1.5. Improvement of NOTIFICATION page

The history of notified ATC centers is no more kept in the NOTIFICATION page.
When the AFN logon with an ATC center When the CPDLC connection is
succeeds, the NOTIFICATION page established with the ATC center, the
displays, in green, the notified ATC information of the notified ATC center
center followed by the notification time (e.g. KZAK NOTIFIED 1213Z) is cleared.
(e.g. KZAK NOTIFIED 1213Z).
- A 93 -
NEW A6.1.1.1.6. New features in CONNECTION STATUS page

In the MCDU CONNECTION STATUS page, two new features have been introduced as
follows:
Further to instruction of ATC Controller,

the flight crew may have to terminate all
CPDLC connections (active and inactive)
by selecting the button “ALL ATC
DISCONNECT”.
Upon activation of the “SET OFF”

command related to ADS-C, the flight
crew will have to confirm the termination
of ADS connections. The “CONFIRM SET
OFF” command will be displayed for this
purpose.
A6.1.1.2. IMPROVEMENTS RELATED TO THE CPDLC APPLICATION

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.
A6.1.1.2.1. 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
• DEVIATING TO.
They are part of the Report messages, and are proposed wherever appropriate by
the FMS.
A6.1.1.2.2. Discarding old uplink messages

To prevent operational misunderstanding due to delayed messages presentation
(because of ACARS networks' performance), some ATC centers will ask, in the near
future, the flight crew to set a maximum value for an acceptable delay. This
procedure is based on the Max Uplink Delay (Refer to Section A5.4.6.11 Max Uplink
Delay).
• the ATC center specifies the max uplink delay value to the flight crew
ATC Controller: SET MAX UPLINK DELAY VALUE TO [max uplink delay value] SEC
Flight Crew: ROGER
- A 94 -
Note: The “SET MAX UPLINK DELAY VALUE TO [max uplink delay value] SEC”
message is a free text message.
• After reception of the MAX UPLINK DELAY value from the ATC center, the flight
crew has to:
- Type the MAX UPLINK DELAY value provided by the ATC center in the
scratchpad
- Push the MAX UPLINK DELAY prompt (LSK3R) to enter the max uplink
delay value in the system
- Confirm the MAX UPLINK DELAY value.
CONN E CT I ON ST AT U S CONN E CT I ON ST AT U S
A C T I V E A T C A C T I V E A T C
K Z A K ––––––– D I S CONN E CT * K Z A K ––––––– D I S CONN E CT *
N E X T A T C N E X T A T C
– – – – – – – –
MA X U P L I N K D E L A Y MA X U P L I N K D E L A Y
N ON E 120S
– – – – – – – – – ADS : A RM E D – – – – – – – – – – – – – – ADS : A RM E D – – – – –
* S ET OF F * S ET OF F
ADS DET A I L ADS DET A I L

A T C ME N U A T C ME N U
<R E T U RN NOT I F I C AT I ON> <R E T U RN NOT I F I C AT I ON>
120
CONN 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
– – – –
MA X U P L I N K D E L A Y
C O N F I RM 1 2 0 S *
– – – – – – – – – A D S : A RM E D – – – – –
* S ET OF F
ADS DET A I L
A T C ME N U
<R E T U RN NOT I F I C AT I ON>
The MAX UPLINK DELAY value shall be inserted into aircraft system on ATC
request only.
- A 95 -
NEW Latest FANS A+ system displays the new MAX UPLINK DELAY page.
crew has to:
- Access to the MAX UPLINK DELAY page
- Type the MAX UPLINK DELAY value provided by the ATC center in the
MCDU scratchpad
- Push the MAX UPLINK DELAY prompt (LSK4L) to enter the max uplink
delay value in the aircraft system.
At this step, the MAX UPLINK DELAY value is defined in the aircraft system. When
the aircraft receives an uplink message:
• The aircraft system calculates the time since the sending of the message (i.e.
time stamp of the message)
- A 96 -
• If this time is greater than the MAX UPLINK DELAY value, the message is
considered no longer valid and the aircraft system:
o Discards the uplink message without any indication to the flight crew
o Send to the ATC center the message: INVALID DATA UPLINK DELAYED
IN NETWORK AND REJECTED RESEND OR CONTACT BY VOICE.
A6.1.1.2.3. BACK ON ROUTE message

When weather deviation or offsets (refer to Section A5.5.5 Route offset) are flown in
areas where CPDLC is the first means of communication, the BACK ON ROUTE
preformatted message has been added on the MCDU ATC REPORTS page.
BACK ON ROUTE message enables to avoid the use of a free text to inform the ATC
once back on the initial route.
DCDU on A320/A330/A340 MCDU on A320/A330/A340
NEW A6.1.1.2.4. Auto-Closure of messages

Some CPDLC messages will be automatically closed (i.e. removed) from the DCDU, 5
seconds after the reception of the acknowledgement of the message from the
ground. It concerns the following messages:
• Downlink messages, or
• Answer to uplink CONFIRM messages, or
• Answer to uplink NEGOTIATION messages, or
• Answer to uplink INFORMATION messages.
The “CLOSE” key will remain available on the DCDU for the other messages:
• Answer to uplink CLEARANCE messages, or
• Uplink messages that do not require a flight crew answer.
- A 97 -
NEW A6.1.1.2.5. New RECALL Mode

The flight crew can remove messages from DCDU display when they have been
processed, by selecting the soft key CLOSE.
During 5 minutes, the last removed

message can be immediately
redisplayed (recalled) on the DCDU
through a dedicated ‘RECALL’
command. RECALL MODE is displayed
in information area.
5 minutes after the last removed message

has been closed, the activation of RECALL
command displays “RECALL EMPTY
CONSULT MSG RECORD” (see DCDU on
the left).
NEW A6.1.1.2.6. Time reference in uplink message

Initially, the FANS A+ system 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).
The management of the message time stamp introduced on FANS A+ A380 ATC has
been implemented in the same way on FANS A+ A320/A330/A340 as shown below.
For more details about A380 ATC time stamp management, refer to Section A6.2.1.3
Time reference in uplink messages.
- A 98 -
When the uplink message is not provided

with the time stamp, the time reference
When the uplink message is provided (i.e. time at which the message has
with the time stamp, the time reference been received) is inserted at the end of
is displayed in the upper left corner of the message. The upper left corner is
the DCDU. empty.
A6.1.1.3. COMMUNICATION SERVICE PROVIDER (CSP) WORLD MAP

In order to optimize Frequency, Media and CSP 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 Vendor Service

Information Letter (VSIL) available via the Airbus website (connection with your
Airbus World login) at: https://w3.airbus.com/avionics_simulation/.
If your access to the above Airbus link is not granted, please contact:
systems.support@airbus.com.
A6.1.1.4. ATSU ROUTER CUSTOMIZATION VIA LOADABLE DATABASE

Customization of the ATSU Router can be achieved through a loadable database. The
ATSU router customization is possible in 2 steps:
• Customization step 1 allows the ATSU supplier to modify the airline
identification and the scan mask parameters upon customer request.
• Customization step 2 allows ATSU supplier to modify a defined set of
parameters contained in the CSP World map file.
Access to those parameters (airline identification and scan mask) on MCDU is

inhibited as soon as a customized ATSU router database is loaded.
A6.1.2. FANS A+ OPTIONS
A6.1.2.1. HF DATA LINK (HFDL)

A6.1.2.1.1. HFDL for ATC purpose
- A 99 -
HF Data Link (HFDL) is an optional function of the FANS A system that has been
certified only for AOC purpose (as explained in FANS A architecture description in
Part I). In the FANS A+ system, 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.
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.
A6.1.2.2. 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+ system that allows higher data rate than VDL mode
A.
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 centers (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 Part II - Appendix C gives the current deployment of VDL mode 2
ground stations.
A6.1.2.3. WIRED HIGH SPEED DATA LOADING CAPABILITY (AEEC 615A)

The ATSU has now the capability to support wired high-speed data loading
specification AEEC-615A (Ethernet loading usually called ARINC-615A), that 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
- A 100 -
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,
• A hardware modification, that consists in integrating an Ethernet module in
the ATSU.
A joint utilization of a high-speed-data loading ATSU and of a SDL/PDL provides the

following benefits:
• Reduced data loading time with a factor of 5 at a minimum,
• Compatible with AEEC 615-3 and AEEC 615A,
• Facilitated maintenance operation:
- Reduce manual intervention between loadings,
- Capacity to load customized airline configuration,
- User-friendly data loader design,
- Trouble shooting aids in case of loading issue.
A6.1.2.4. CLEARANCES AND DIGITAL ATIS APPLICATIONS – ATS 623

In Part II - Appendix I, a departure clearance scenario is proposed to depict the main
points that are linked to the three 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 takeoff 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 Section A5.7 - ATS 623 applications).
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.
NEW A6.1.2.5. ATC DATA LINK COMMUNICATION RECORDING

With regards to new regulations on the recording of ATC data link communications
(refer to Part I – Chapter 2), Airbus proposes, as an option, the ATC data link
- A 101 -
recording capability. A new Cockpit Voice Recorder (CVR), that is compatible with the
latest version of FANS A+, is required to enable this option.
This CVR records useful parameters for the description of the following events:
• Reception of uplink messages
• Sending of downlink messages
• Flight crew actions related to the sending or to the display of messages
• Focus on messages
• Storing of messages in DCDU queue
• Printing requests and printing status.
Note: Uplink and downlink messages are:

• AFN, CPDLC, ADS-C messages
• All A623 messages (DCL, OCL, D-ATIS) if the A623 applications are installed
on-board.
In addition to the flight data and audio data, the ATC data link recording will be
helpful to rebuild the main events occurred during the flight.
ATC Data link recording is proposed as an option of FANS A+ system on

A320/A330/A340 aircraft.
NEW A6.1.2.6. RADIO FREQUENCY LOADING INTO RMP

With the latest version of FANS A+ on A320/A330/A340 aircraft, the frequency
loading into the Radio Management Panel (RMP) is an optional feature that allows the
flight crew to load a frequency received by CPDLC directly into a STBY window of an
RMP.
The frequency loading into the RMP reduces tuning errors and flight crew workflow.
This feature requires RMP having this capability, i.e. with the LOAD key present on
the RMP front panel.
- A 102 -
On DCDU, the flight crew receives an

CPDLC uplink message (i.e. MONITOR or
CONTACT instruction) that includes a
voice frequency.
A LOAD key on the RMP front panel

illuminates in white when the frequency
loading is available. Pressing the LOAD
key, when it is active, downloads the
frequency into the selected STBY
window.
Note: The LOAD key is active only when
the CPDLC message containing the
frequency is displayed on DCDU and not
in RECALL mode.
On DCDU, the flight crew informs the

ATC controller that they comply with the
instruction by sending WILCO related to
the CPDLC uplink message (i.e.
MONITOR or CONTACT).
NEW A6.1.2.7. IN TRAIL PROCEDURE (ITP) BY CPDLC

airspaces (without radar coverage). ITP uses ADS-B data and requires an ADS-B IN
or ATSAW capability. ITP is described in the “Getting To Grips With Surveillance”
(see References).
To facilitate the edition of the ITP clearance request, a link between the ATSU and a
TCAS capable of ATSAW ITP has been introduced.
- A 103 -
The ITP clearance request initiated on the MCDU TCAS page (via ITP TRAFFIC LIST
page) is automatically generated on DCDU by pressing the ATC REQ DISPLAY
function. The ITP CPDLC request is generated from the information displayed on the
MCDU ITP TRAFFIC LIST page.
The flight crew sends the ITP CPDLC request from the DCDU as usual.
ITP clearance by data link is proposed as an option of FANS A+ system on
A320/A330/A340 aircraft.
In the ITP TRAFFIC LIST, the flight crew

enters the requested flight level in the
DESIRED FL field. Once the desired flight
level is entered, the ATSAW function
checks the ITP opportunity (possible or
not and time) and identifies the
reference Aircraft in the ITP Traffic List
(ITP distance, relative position and flight
identification).
The flight crew can transfer the ITP
clearance to DCDU by selecting the ATC
REQ DISPL key.
On DCDU, the ITP CPDLC request

created with the information of the
MCDU ITP TRAFFIC LIST page is
displayed.
The flight crew sends the ITP CPDLC
request from the DCDU as usual.
A6.1.3. FANS A+ RETROFIT

The upgrade to the latest version of FANS A+ is possible regardless of the initial
aircraft configuration (i.e. ACARS MU, Pre-FANS, FANS A, or former FANS A+). The
upgrade from FANS A or former FANS A+ version to the latest FANS A+ version
consists of a change of software only, provided it is limited to the basic features.
The upgrade to activate optional features (e.g. VDL Mode 2, A615A High Speed Data
Loading, ATC data link communications recording, radio frequency loading into RMP,
or ITP request by CPDLC) affect the hardware.
- A 104 -
For operators wishing to modify their aircraft configuration, a Request For Change
(RFC) must be issued for the basic functions package (see Section A6.1.1 FANS A+
basics) as well as for any optional capabilities to be activated separately (see Section
A6.1.2 FANS A+ options).
After the upgrade of FANS aircraft systems, airlines are invited to report to Airbus
the current avionics configuration of their fleet in order to ensure a correct follow-up
of FANS aircraft.
For more details about the FANS retrofit, operators are invited to consult the Airbus
Upgrade Catalogue (Section ATA 46 – Information Systems) available at:
https://w3.airbus.com/upgrade-ecatalogue/index.jsp.
For any questions about FANS retrofit, please refer to your dedicated Key Account
Manager or Customer Support Director (CSD).
- A 105 -
A350/A380 aircraft
A6.2. A350/A380 FANS A+ (ENHANCEMENT REGARDING FANS A+ ON

A320/A330/A340 AIRCRAFT)
This section describes features that are available in A350/A380 FANS A+ system but
not in A320/A330/A340 FANS A+ system. The A380 FANS A+ system derives from
an adaptation of the A320/A330/A340 FANS A+ system to the A380 architecture.
Therefore, all features available in A320/A330/A340 FANS A+ system are available in
A380 FANS A+ system, except when specified.
FANS A+B system on A350/A380 contains functions from FANS A+ and FANS B+
systems with additional enhancements such as the harmonization of ATC aural alerts
and the new MFD CONNECT page. This chapter deals with the FANS A+ features only
with regards to FANS A+B system. To get the description of FANS B+ features
available in FANS A+B system, please refer to Part III - Chapter B6.
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 A350/A380
aircraft. For instance, HFDL is optional on A320/A330/A340 aircraft and basic on
A350/A380 aircraft. It does not apply to functions specific to A320/A330/A340
architecture such as the Wired High Speed Data Loading (ARINC 615A).
A6.2.1. FANS A+ BASICS
A6.2.1.1. 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.
A6.2.1.2. DISCARDING OLD UPLINK MESSAGES

The discarding of old messages is based on the Max Uplink Delay function (Refer to
Section A5.4.6.11 Max Uplink Delay). The 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.
- A 106 -
• the ATC center specifies the max uplink delay value to the flight crew
ATC Controller: SET MAX UPLINK DELAY VALUE TO [max uplink delay value]
SEC
Flight Crew: ROGER
Note: The “SET MAX UPLINK DELAY VALUE TO [max uplink delay value] SEC”
message is a free text message.
crew has to:
- Access to the MAX UPLINK DELAY page through the pull-down CONNECT
menu on MFD
- Enter the MAX UPLINK DELAY value in the aircraft system.
The MAX UPLINK DELAY value shall be inserted into aircraft system on ATC
request only.
ATC Mailbox on FANS A+ ATC Mailbox on FANS A+B
MFD ATC COM on FANS A+ MFD ATC COM on FANS A+B
- A 107 -
At this step, the MAX UPLINK DELAY value is defined in the aircraft system. When
the aircraft receives an uplink message:
• The aircraft system calculates the time since the sending of the message (i.e.
time stamp of the message)
• If this time is greater than the MAX UPLINK DELAY value, the message is
considered no longer valid and the aircraft system:
o Discards the uplink message without any indication to the flight crew
o Send to the ATC center the message: INVALID DATA UPLINK DELAYED
IN NETWORK AND REJECTED RESEND OR CONTACT BY VOICE.
A6.2.1.3. TIME REFERENCE IN UPLINK MESSAGES

In ATN environment, uplink messages shall be presented to flight crew with the time
at which the message had been sent (i.e. time stamp). This requirement allows flight
crews and ATC controllers to have the same time reference for a given messages.
In ACARS environment, there are no such requirements. Initially, the time stamp
was not provided in CPDLC messages and the reception time was displayed. Today,
the provision of the time stamp is a common usage for all ATC centers around the
world. Since 2009, all ATC centers provide CPDLC message with time stamp.
The A380 FANS A+ was the first system to introduce a mechanism that discriminates
the time stamp and the time of reception when CPDLC messages are displayed.
This mechanism has been made available to all other Airbus aircraft
(A320/A330/A340/A350) with the latest FANS A+ or FANS A+B. Refer to Section
A6.1.1.2.6 Time reference in uplink message.
ATC Mailbox on A350/A380

When the uplink message is not
provided with the time stamp, the time
When the uplink message is provided reference (i.e. time at which the
with the time stamp, 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.
A6.2.1.4. CLEARANCES AND DIGITAL ATIS APPLICATIONS – ATS 623

The ATS 623 applications are included in the basic definition of A350/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).
- A 108 -
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.
A6.2.1.5. ATC DATA LINK COMMUNICATION RECORDING

With regard to the ATC data link recording function available as an option on
A320/A330/A340, the A350/A380 aircraft implement basically the same function.
The CVR installed on A350/A380 have the capability to record the ATC data link
communications.
To get a detailed description of the ATC Data link recording function, please refer to
Section A6.1.2.5 ATC data link communication recording.
A6.2.1.6. SCAN MASK WITH ROUTING POLICIES

On A350/A380 aircraft, the Avionics Communication Router (ACR) supports the
routing function. Three software/databases are part of the ACR:
• Operational Software: it is certified within Airbus process and provides the
basic function of ACR,
• Communication Service Provider Database (PRODB): it is BFE and
contains values for parameters of air/ground communication protocols set as
- A 109 -
required to ensure interoperability with Communication Service Providers

(CSPs). 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 that are
defined upon airline choice. These parameters are specified in the terms of
contracts established between the airline and the selected CSPs. The non-
exhaustive list of these parameters would be the list of IATA /ICAO
identification codes, the VHF CSP preference configuration, the AOC routing
policies configuration, the VHF CSP world map configuration and the VHF
frequencies.
As a comparison with A320/A330/A340 aircraft, the ATSU integrates this routing

function.
The ACR PRODB is comparable to the Media configuration table (MCT) part of the
CSP 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 customization file and the CSP world map
file except the MCT but with the VHF frequencies.
A6.2.1.7. DATALINK COM STATUS PAGE

The DATALINK COM STATUS page equivalent to the MCDU DATALINK STATUS on
A320/A330/A340 is available on A350/A380 RMP. This page provides the status of
the VHF3, SATCOM and HF communications media. The flight crew can open this
page via COM STATUS button available in the RMP MENU page.
DATALINK COM STATUS on A380 DATALINK COM STATUS on A350
For each media (VHF3, SATCOM, HF), the flight crew may access to:
• The equipment status (EQUIPT STATUS) filled either with VOICE, or DATA
or INOP
• The datalink communication status (DTLNK COM STATUS) filled with:
- Blank if the associated media is either in VOICE mode or INOP, or
- NOT AVAIL if the associated media is not available for datalink, or
- AVAIL if the associated media is available for datalink
- A 110 -
• The routing service status (ROUTING SERVICE) filled with:

- Blank if no datalink communication is available with the associated
media, or
- ACARS if ACARS communication is available with the associated media,
or
- HS-ACARS if High Speed ACARS communication (i.e. VDL Mode 2) is
available with the associated media.
Note: The routing service status is provided on A380 only.
A6.2.1.8. RADIO FREQUENCY LOADING INTO RMP

On A350 aircraft, the frequency loading into the Radio Management Panel (RMP) is a
basic feature that allows the flight crew to load a frequency received by CPDLC
directly into a STBY window of an RMP.
The frequency loading into the RMP reduces tuning errors and flight crew workflow.
On the ATC mailbox, the flight crew
receives an CPDLC uplink message (i.e.
MONITOR or CONTACT instruction) that
includes a voice frequency.
- A 111 -
A LOAD key on the RMP front panel

illuminates in white when the frequency
loading is available. Pressing the LOAD
key, when it is active, downloads the
frequency into the selected STBY window.
The LOAD key is active only when the
CPDLC message containing the frequency
is open. It means that the LOAD key is
inactive when the CPDLC message has
been processed (i.e. WILCO is sent) or is
in RECALL mode.
On the ATC mailbox, the flight crew

informs the ATC controller that they
comply with the instruction by sending
WILCO related to the CPDLC uplink
message (i.e. MONITOR or CONTACT).
A6.2.1.9. HARMONIZATION OF ATC AURAL ALERTS FREQUENCY
ATC ATC
MSG MSG
The ATC alert (aural and visual) is triggered each time a new uplink message arrives
or whenever a deferred report or clearance expires.
On FANS A+B, the ATC aural alerts have been harmonized across FANS A+ and
FANS B+ messages. The frequencies of the ATC aural alerts applied on FANS B+ has
been reused for all messages (i.e. both FANS A+ and FANS B+ messages). The alert
is raised:
- A 112 -
• 10 seconds after receiving the message and repeated every 10 seconds when
a normal message is received
• Immediately after receiving the message and repeated every 5 seconds when
an urgent message is received.
A6.2.1.10. NEW CONNECT PAGE

On FANS A+B, the CONNECT page on
MFD is a new page that is the result of
the combination of the CONNECTION
STATUS page and the NOTIFICATION
page of A380 FANS A+.
This new page includes also the

“MODIFY MAX UPLINK DELAY” button to
open to the MAX UPLINK DELAY page.
A6.2.1.11. IMPROVEMENT OF THE DISPLAY OF CPDLC CONNECTION STATUS

FANS A+B inherits an improvement made in FANS B+ that affects the display of the
CPDLC connection status (Refer to Part III – Chapter B6.1). The facility name of the
active ATC center is added on the ATC mailbox default screen.
When the CPDLC connection becomes

active, ATC mailbox displays ACTIVE
ATC: [facilitydesignation] followed by
[facilityname] (e.g. ACTIVE ATC: KZAK,
OAKLAND CTR on the next line).
- A 113 -
A6.2.2. FANS A+ OPTIONS
A6.2.2.1. 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 (SPP).
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. When a
message is lost, the ATC applications display SEND FAILED in the information area of
the ATC mailbox.
Dual ACR configuration is available as an option on A350/A380. The operator can

request the activation of Dual ACR configuration either through the aircraft
customization process or upon Request For Change (RFC).
- A 114 -
A320/A330/A340 FANS A+
To improve the current FANS A system and extend the use of data link services, a
new system, FANS A+, has been developed.
• Improvements address points coming from:
- Operational / in service feedback from operators
- Interoperability and standardization 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)
- High-speed data loading capability (AEEC 615a)
- ATC Data link communication Recording for the investigation on
flight accidents/incidents
- Radio Frequency loading into RMP
- In Trail Procedure (ITP) clearance.
• FANS A+ retrofit
- The upgrade to the latest version of FANS A+ is possible regardless of
the initial aircraft configuration (i.e. ACARS MU, Pre-FANS, FANS A, or
former FANS A+). The upgrade from FANS A or former FANS A+ to the
latest FANS A+ version consists of a change of software only, provided
it is limited to the basic features.
- The upgrade to activate optional features (e.g. VDL Mode 2, A615A
High Speed Data Loading, data link recording, frequency loading into
RMP, or ITP request by CPDLC) affect the hardware.
- Airlines are invited to report to Airbus the current avionics
configuration of their fleet in order to ensure a good follow-up of FANS
aircraft.
- A 115 -

A350/A380 FANS A+
• The basic definition of the A380 encompasses the FANS A+ system and the
ATS 623 applications. The A380 FANS A+ system resumes all the functions
provided within the A320/A330/A340 FANS A+ system. Some novelties are
also introduced considering the regulation evolutions and the new A380
technology.
• The A380 technology has introduced 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 CMS.
- The ACR, to which the routing function for several applications is
granted, offers much more flexibility for the customization of routing
policies.
- As an option, a second ACR can be installed for an advanced
reliability.
• The A350 technology is fully inherited from the A380, based on:
- Two main modules: ATC applications/ACR
- The central and unique ATC mailbox and ATC COM pages on MFD.
• The main difference between A350 FANS and A380 FANS remains the
cockpit displays layout where the ten A380 screen layout have been
replaced by six larger screens.
• A350 is the first aircraft fitted with the FANS A+B system. FANS A+B
combines both FANS A+ and FANS B+ features on the same platform. FANS
A+ features on A350 are derived from FANS A+ system on A380, with
additional services that come from the latest FANS A+ enhancements on
A320/A330/A340 such as the radio frequency loading into RMP. FANS A+B
on A380 will come in the soon future (2015), including functions fully
inherited from A350 FANS A+B.
• FANS A+ on A350/A380 includes basically features such as:

- Max Uplink Delay
- Time reference for uplink messages filled with the uplink time stamp
- ATS 623 applications: Departure Clearance (DCL), Oceanic Clearance
(OCL) and Digital–Automatic Terminal Information Service (D-ATIS)
- ATC data link communications recording.
- A 116 -
Getting to grips with FANS – Part II – Issue IV A7. Starting FANS A/A+ Operations
A7.1 General 118

A7.2 Data link: contracts and declarations 118
A7.3 Impacts on aircraft configuration 118
A7.4 Get the operational approval 119
- A 117 -
A7.1. GENERAL
To perform FANS operations, data communication has to be ensured between the
concerned Aircraft and the ATC Centers. The operator needs to ensure the following
before starting FANS Operations:
1. Sign contract(s) with Communication Service Provider(s) (CSP)

2. Declare aircraft to these Communication Services Providers
3. Declare aircraft and its FANS capability to ATC centers of the
operated routes
4. Configure adequately the aircraft avionics
5. Obtain the operational approval.
A7.2. DATA LINK: CONTRACTS AND DECLARATIONS

The air/ground datalink communications can be made through the three following
communication media: VDL (mode A/Mode 2), SATCOM, HFDL.
To operate in FANS environment, i.e. on routes where AFN, ADS-C and CPDLC
functions are required, it is necessary to have a contract with at least one of the
major Communication Service Providers (ARINC or SITA) for SATCOM datalink, VDL
and optionally HFDL.
For the establishment of the ATC data link, each individual aircraft must be
declared and identified namely through its Aircraft Registration Number in
Communication Service Provider (CSP) tables. This is an imperative condition to
allow exchanges of ATC data link messages between an aircraft and the ATC center.
It is strongly recommended not to make spontaneous FANS testing with

ATC centers when they have not been previously made aware of a given
aircraft intention to operate in FANS mode. Such unscheduled testing is
inconvenient for ground ATC centers, and disturbs them in their daily
work.
A7.3. IMPACTS ON AIRCRAFT CONFIGURATION

Once the airline has selected the CSPs, the aircraft configuration needs to be
adapted accordingly. The following avionics systems have to be configured:
• On A320/A330/A340:
- The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link,
- The SATCOM user ORT (Owner Requirements Table) for SATCOM data
link
- The OPC Database of the FMGC
• On A350/380:
- The ACR (Avionics Communication Router) for the customized database
of routing policies
- The SATCOM user ORT for SATCOM data link.
- A 118 -
A7.4. GET THE OPERATIONAL APPROVAL

In complement of the FANS airworthiness approval received by Airbus, airlines that
elect to use data link systems may obtain an operational approval from their national
authority. To that end, some materials are available (such as FAA AC 120-70B),
stating what the applicant airline may have to demonstrate.
For more details about AC 120-70B, please refer to FAA website at:
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.i
nformation/documentID/328168.
It is expected that the applicant airline complies with the following items:
• Aircraft configuration
• Flight crew training/qualification
• Maintenance training
• Approved operational documentation and procedures
• Complementary tests for interoperability: the applicant airline may consider
tests recommended in Airbus FANS AAS.
- A 119 -

To ensure proper operations of FANS A/A+ aircraft on FANS routes, the operator
needs to ensure the following steps before starting operations:
• Sign contract(s) with Communication Service Provider(s) (CSP)
• Declare aircraft to these Communication Service Provider(s)
• Declare aircraft and its FANS capability to ATC centers of the operated
routes
• Configure adequately the aircraft avionics
- A 120 -
Getting to grips with FANS – Part II – Issue IV Appendices
APPENDICES
APPENDIX A – List of FANS A/A+ CPDLC messages with their meaning ...... 118
APPENDIX B – ADS report data .................................................................................... 140
APPENDIX C – Communication service providers .................................................. 142
APPENDIX D – SATCOM operators............................................................................... 149
APPENDIX E – Advanced Datalink Operations ........................................................ 150
APPENDIX F – A330/A340 FANS A operational scenarios.................................. 154
APPENDIX G – A320/A330/A340 FANS A+ operational scenarios ................. 166
APPENDIX H – A350/A380 FANS A+ operational scenarios .............................. 181
APPENDIX I – A320/A330/A340 ATS 623 operational scenarios .................. 202
APPENDIX J – A350/A380 ATS 623 operational scenarios ................................ 222
APPENDIX K – On-board indications in case of data link failures ................... 248
APPENDIX L – FANS A/A+/A+B Airworthiness Approval Summary ............... 255
APPENDIX M – FANS systems denominations and content ................................ 257
- A 117 -
Getting to grips with FANS – Part II – Issue IV Appendix A
APPENDIX A – LIST OF FANS A/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 uplink and downlink 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, etc) 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
The urgency attribute for each uplink message is given with the UM reference
number as follows:
- D for Distress
- U for Urgent
- N for Normal
- L for Low.
The priority associated to the message display on DCDU (respectively ATC mailbox)
is:
- Urgent if the urgency attribute of the message is Distress or Urgent
- Normal if the urgency attribute of the message is Normal or Low.
- A 118 -
UPLINK MESSAGES
UPLINK – RESPONSES AND ACKNOWLEDGEMENTS

UM MESSAGE ELEMENT MESSAGE INTENT RESPONSE
0 UNABLE Indicates that ATS cannot comply N or NE
N with the request.
1 STANDBY Indicates that ATS has received the N or NE
N 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 N or NE
N 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 N or NE
N understood the message.
4 AFFIRM Yes N or NE
N
5 NEGATIVE No N or NE
N
UPLINK – VERTICAL CLEARANCES

6 EXPECT [altitude] Notification that a level change R
L instruction should be expected.
7 EXPECT CLIMB AT [time] Notification that an instruction R
L 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
- A 119 -

time.
10 EXPECT DESCENT AT Notification that an instruction R
L [position] should be expected for the aircraft to
position.
11 EXPECT CRUISE CLIMB AT Notification that an instruction R
L [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
L [position] should be expected for the aircraft to
specified position.
13 AT [time] EXPECT CLIMB TO Notification that an instruction R
L [altitude] should be expected for the aircraft to
time to the specified level.
14 AT [position] EXPECT CLIMB Notification that an instruction R
L TO [altitude] should be expected for the aircraft to
position to the specified level.
15 AT [time] EXPECT DESCENT Notification that an instruction R
L TO [altitude] should be expected for the aircraft to
time to the specified level.
16 AT [position] EXPECT Notification that an instruction R
L 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
L 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
L 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
N level.
- A 120 -

20 CLIMB TO AND MAINTAIN Instruction that a climb to the W/U
N [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
N 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
N 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
N [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
N 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
N 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
N 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
N 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
N [altitude] BY [time] commence at a rate such that the
29 DESCEND TO REACH Instruction that a descent is to W/U
N [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
N TO [altitude] range is to be maintained.
31 CLIMB TO AND MAINTAIN Instruction that a climb to a level W/U
N BLOCK [altitude] TO within the specified vertical range is
[altitude] to commence.
- A 121 -

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

42 EXPECT TO CROSS [position] Notification that a level change R
L AT [altitude] instruction should be expected which
will require the specified position to
be crossed at the specified level.
L AT OR ABOVE [altitude] instruction should be expected which
be crossed at or above the specified
level.
L AT OR BELOW [altitude] instruction should be expected which
be crossed at or below the specified
level.
L 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
N [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
N ABOVE [altitude] crossed at or above the specified
level.
N BELOW [altitude] crossed at or below the specified
level.
49 CROSS [position] AT AND Instruction that the specified W/U
N 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
N [altitude] AND [altitude] crossed at a level between the
specified levels.
51 CROSS [position] AT [time] The specified position is to be W/U
N crossed at the specified time.
N BEFORE [time] crossed at or before the specified
time.
N AFTER [time] crossed at or after the specified
- A 123 -

time.
54 CROSS [position] BETWEEN The specified position is to be W/U
N [time] AND [time] crossed at a time between the
specified times.
55 CROSS [position] AT [speed] The specified position is to be W/U
N 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
N THAN [speed] crossed at a speed equal to or less
than the specified speed and the
specified speed or less is to be
N 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
N AT [altitude] crossed at the specified time and the
specified level.
N BEFORE [time] AT [altitude] crossed at or before the specified
time and at the specified level.
N 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
N 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 [position] Instruction that at the specified time W/U
N AT AND MAINTAIN [altitude] the specified position is to be
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
N 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.
UPLINK – LATERAL OFFSETS

64 OFFSET [direction] [distance Instruction to fly a parallel track to W/U
- A 124 -

N 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
N [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
N [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
N rejoined.
68 REJOIN ROUTE BY [position] The cleared flight route is to be W/U
N rejoined at or before the specified
position.
69 REJOIN ROUTE BY [time] The cleared flight route is to be W/U
N rejoined at or before the specified
time.
70 EXPECT BACK ON ROUTE BY Notification that a clearance may be R
L [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
L [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
N 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 [departure clearance] Notification to the aircraft of the W/U
N instructions to be followed from
departure until the specified
clearance limit.
74 PROCEED DIRECT TO Instruction to proceed directly from W/U
N [position] the present position to the specified
position.
- A 125 -

75 WHEN ABLE PROCEED DIRECT Instruction to proceed, when able, W/U
N TO [position] directly to the specified position.
76 AT [time] PROCEED DIRECT Instruction to proceed, at the W/U
N TO [position] specified time, directly to the
specified position.
77 AT [position] PROCEED lnstruction to proceed, at the W/U
N DIRECT TO [position] specified position, directly to the
next specified position.
78 AT [altitude] PROCEED Instruction to proceed, upon W/U
N DIRECT TO [position] reaching the specified level, directly
to the specified position.
79 CLEARED TO [position] VIA Instruction to proceed to the W/U
N [route clearance] specified position via the specified
route.
80 CLEARED [route clearance] Instruction to proceed via the W/U
N specified route.
81 CLEARED [procedure name] Instruction to proceed in accordance W/U
N with the specified procedure.
82 CLEARED TO DEVIATE UP TO Approval to deviate up to the W/U
N [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
N clearance] specified position via the specified
route.
84 AT [position] CLEARED Instruction to proceed from the W/U
N [procedure name] specified position via the specified
procedure.
85 EXPECT [route clearance] Notification that a clearance to fly on R
L the specified route may be issued.
86 AT [position] EXPECT [route Notification that a clearance to fly on R
L clearance] the specified route from the
specified position may be issued.
87 EXPECT DIRECT TO [position] Notification that a clearance to fly R
L directly to the specified position may
be issued.
88 AT [position] EXPECT DIRECT Notification that a clearance to fly R
L TO [position] directly from the first specified
position to the next specified
position may be issued.
89 AT [time] EXPECT DIRECT TO Notification that a clearance to fly R
L [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
L TO [position] directly to the specified position
- A 126 -

commencing when the specified
level is reached may be issued.
91 HOLD AT [position] MAINTAIN Instruction to enter a holding W/U
N [altitude] INBOUND TRACK pattern with the specified
[degrees][direction] TURN characteristics at the specified
LEG TIME [leg type] position and level.
92 HOLD AT [position] AS Instruction to enter a holding W/U
N PUBLISHED MAINTAIN pattern with the published
[altitude] characteristics at the specified
position and level.
93 EXPECT FURTHER CLEARANCE Notification that an onwards R
L AT [time] clearance may be issued at the
specified time.
94 TURN [direction] HEADING Instruction to turn left or right as W/U
N [degrees] specified onto the specified heading.
95 TURN [direction] GROUND Instruction to turn left or right as W/U
N TRACK [degrees] specified onto the specified track.
96 FLY PRESENT HEADING Instruction to continue to fly on the W/U
N current heading.
97 AT [position] FLY HEADING Instruction to fly on the specified W/U
N [degrees] heading from the specified position.
98 IMMEDIATELY TURN Instruction to turn immediately left W/U
D [direction] HEADING or right as specified onto the
[degrees] specified heading.
99 EXPECT [procedure name] Notification that a clearance may be R
L 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
L may be issued to be effective at the
specified time.
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
L [speed] instruction may be issued to be
- A 127 -

effective at the specified time.
104 AT [position] EXPECT [speed] Notification that a speed range R
L TO [speed] instruction may be issued to be
effective at the specified position.
105 AT [altitude] EXPECT [speed] Notification that a speed range R
L TO [speed] instruction may be issued to be
effective at the specified level.
106 MAINTAIN [speed] The specified speed is to be W/U
N maintained.
107 MAINTAIN PRESENT SPEED The present speed is to be W/U
N maintained.
108 MAINTAIN [speed] OR The specified speed or a greater W/U
N GREATER speed is to be maintained.
109 MAINTAIN [speed] OR LESS The specified speed or a lesser W/U
N speed is to be maintained.
110 MAINTAIN [speed] TO A speed within the specified range is W/U
N [speed] to be maintained.
111 INCREASE SPEED TO [speed] The present speed is to be increased W/U
N to the specified speed and
112 INCREASE SPEED TO [speed] The present speed is to be increased W/U
N 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
N to the specified speed and
114 REDUCE SPEED TO [speed] The present speed is to be reduced W/U
N 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
N exceeded.
116 RESUME NORMAL SPEED Notification that the aircraft need no W/U
N longer comply with the previously
issued speed restriction.
UPLINK – CONTACT//SURVEILLANCE REQUESTS

117 CONTACT The pilot is required to call the ATS W/U
N [icaounitname][frequency] facility on the specified frequency.
- A 128 -
118 AT [position] CONTACT At the specified position the ATS unit W/U
N [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
N [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
N be selected.
124 STOP SQUAWK The SSR transponder responses are W/U
N to be disabled.
125 SQUAWK MODE CHARLIE OR The SSR transponder responses W/U
N SQUAWK ALTITUDE should include level information.
126 STOP SQUAWK MODE The SSR transponder responses W/U
N CHARLIE OR should no longer include level
STOP ALTITUDE SQUAWK information.
179 SQUAWK IDENT The 'ident' function on the SSR W/U
N transponder is to be actuated.
UPLINK – REPORT/CONFIRMATION REQUESTS

127 REPORT BACK ON ROUTE Instruction to report when the R
N aircraft is back on the cleared route.
128 REPORT LEAVING [altitude] Instruction to report when the R
N 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
N aircraft is in level flight at the
specified level.
Note: To avoid confusion, Some
- A 129 -

States have decided that they will
not use this element
175 REPORT REACHING Instruction to report when the R
N [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
N [altitude] TO [altitude] aircraft is within the specified
vertical range.
130 REPORT PASSING [position] Instruction to report when the R
N aircraft has passed the specified
position.
181 REPORT DISTANCE [to/from] Instruction to report the present NE
N [position] distance to or from the specified
position.
131 REPORT REMAINING FUEL Instruction to report the amount of NE
N AND SOULS ON BOARD fuel remaining and the number of
persons on board.
132 CONFIRM POSITION Instruction to report the present NE
N position.
133 CONFIRM ALTITUDE Instruction to report the present NE
N level.
134 CONFIRM SPEED Instruction to report the present NE
N speed.
135 CONFIRM ASSIGNED Instruction to confirm and NE
N ALTITUDE acknowledge the currently assigned
level.
136 CONFIRM ASSIGNED SPEED Instruction to confirm and NE
N acknowledge the currently assigned
speed.
137 CONFIRM ASSIGNED ROUTE Instruction to confirm and NE
N acknowledge the currently assigned
route.
138 CONFIRM TIME OVER Instruction to confirm the previously NE
N REPORTED WAYPOINT reported time over the last reported
waypoint.
139 CONFIRM REPORTED Instruction to confirm the identity of NE
N WAYPOINT the previously reported waypoint.
140 CONFIRM NEXT WAYPOINT Instruction to confirm the identity of NE
N the next waypoint.
141 CONFIRM NEXT WAYPOINT Instruction to confirm the previously NE
N ETA reported estimated time at the next
waypoint.
- A 130 -

142 CONFIRM ENSUING Instruction to confirm the identity of NE
N WAYPOINT the next plus one waypoint.
143 CONFIRM REQUEST The request was not understood. It NE
N should be clarified and resubmitted.
144 CONFIRM SQUAWK Instruction to report the currently NE
N selected transponder code.
145 CONFIRM HEADING Instruction to report the present NE
N heading.
146 CONFIRM GROUND TRACK Instruction to report the present NE
N ground track.
182 CONFIRM ATIS CODE Instruction to report the NE
N identification code of the last ATIS
received.
147 REQUEST POSITION REPORT Instruction to make a position NE
N report.
To be used if the ATC controller does
not receive a scheduled position
report.
UPLINK – NEGOTIATION REQUESTS

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

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

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

164 WHEN READY The associated instruction may be NE
L complied with at any future time.
165 THEN Used to link two messages, N or NE
L indicating the proper order of
execution of clearances or
instructions.
166 DUE TO TRAFFIC The associated instruction is issued N or NE
L due to traffic considerations.
- A 132 -

167 DUE TO AIRSPACE The associated instruction is issued N or NE
L RESTRICTION due to airspace restrictions.
168 DISREGARD The indicated communication should R
N 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
N 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
L or instruction to indicate that the
pilot may execute when prepared to
do so.
178 (Reserved) (not defined) Y or W/U
Note: Avoid use of this message
element, TRACK DETAIL MESSAGE,
as it is reserved in ICAO Doc 4444.
169 [free text] Normal urgency attribute R
N
170 [free text] Distress urgency attribute R
D
DOWNLINK MESSAGES
DOWNLINK – RESPONSES
DM 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 ATC 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.
- A 133 -

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.
UL MESSAGE ELEMENT MESSAGE INTENT RESPONSE
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 TO Request that at the specified time a Y
[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.
- A 134 -
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

DL MESSAGE ELEMENT MESSAGE INTENT RESPONSE
20 REQUEST VOICE CONTACT Request for voice contact. Y
21 REQUEST VOICE CONTACT Request for voice contact on the Y
[frequency] specified frequency.
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.
- A 135 -

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 [position] Notification of the present position. N
34 PRESENT SPEED [speed] Notification of the present speed. N
35 PRESENT HEADING [degrees] Notification of the present heading in N
degrees.
36 PRESENT GROUND TRACK Notification of the present ground N
[degrees] track in degrees.
37 LEVEL [altitude] Notification that the aircraft is N
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]
- A 136 -

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.
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.
- A 137 -
DOWNLINK – EMERGENCY MESSAGES

55 PAN PAN PAN Urgency prefix. Y or N
56 MAYDAY MAYDAY MAYDAY Distress prefix. Y or N
57 [remaining fuel] OF FUEL Notification of fuel remaining and Y or N
REMAINING AND [souls on number of persons on board.
board] SOULS ON BOARD
58 CANCEL EMERGENCY Notification that the pilot wishes to Y or N
cancel the emergency condition.
59 DIVERTING TO [position] or Notification that the aircraft is Y or N
DIVERTING TO [position] VIA diverting to the specified position via
[x] the specified route.
60 OFFSETTING [direction] Notification that the aircraft is Y or 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 Y or N
descending to the specified level.
80 DEVIATING [DISTANCEOFFSET] Notification that the aircraft is Y or N
[DIRECTION] OF ROUTE deviating up to the deviating
distance from the cleared route in
the specified direction due to an
urgent need.
DOWNLINK – SYSTEM MANAGEMENT MESSAGES

62 ERROR [error information] A system generated message that the N
avionics has detected an error.
63 NOT CURRENT DATA A system generated denial to any N
AUTHORITY CPDLC message sent from a ground
facility that is not the Current Data
Authority.
64 [icao facility designation] Notification to the ground system N
that the specified ATC center is the
current data authority.
73 [version number] A system generated message N
indicating the software version
number.
- A 138 -
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
68 [free text] Distress urgency attribute Y
- A 139 -
Getting to grips with FANS – Part II – Issue IV 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 140 -
Getting to grips with FANS – Part II – Issue IV Appendix B
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 -180 - Valid bit = 1 11 & sign & valid 90° 0.08789°
Angle +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 0 – 16382 sec 16383 sec 14 8192 sec 1 sec
Time
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 141 -
Getting to grips with FANS – Part II – Issue IV Appendix C
APPENDIX C – COMMUNICATION SERVICE PROVIDERS
The following maps are provided with the courtesy of INMARSAT, MTSAT, ARINC and SITA.
For contact details about ARINC, SITA, INMARSAT and MTSAT, see References.
- A 142 -
SATELLITE CLASSIC AERO INMARSAT I-3 COVERAGE (FEBRUARY 2014)
- A 143 -
SATELLITE CLASSIC AERO INMARSAT I-4 COVERAGE (FEBRUARY 2014)
- A 144 -
SATELLITE MTSAT COVERAGE (FEBRUARY 2014)
- A 145 -
SITA - AIRCOM WORLDWIDE VHF COVERAGE (FEBRUARY 2014)

MAXIMUM COVERAGE AT 30 000 FEET ON-LINE VHF ARE IN RED, PLANNED ARE IN BLUE
- A 146 -
SITA - AIRCOM WORLDWIDE VDL COVERAGE (FEBRUARY 2014)

MAXIMUM COVERAGE AT 30 000 FEET ON-LINE VDL ARE IN RED, PLANNED ARE IN BLUE
- A 147 -
- A 148 -
Getting to grips with FANS – Part II – Issue IV Appendix D
APPENDIX D – SATCOM OPERATORS
- A 149 -
Getting to grips with FANS – Part II – Issue IV APPENDIX E
APPENDIX E – ADVANCED DATALINK OPERATIONS
1. DYNAMIC AIRBORNE ROUTE PLANNING (DARP)
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 via ACARS.
• After evaluation of the received P-PLN, the flight crew asks for a re-route
clearance.
• If the route is cleared, the ATC controller sends an ATC route clearance by
CPDLC message to the flight crew.
• Once cleared, the flight crew loads and activates the re-route in the FMS. After
loaded into FMS, the flight crew informs the ATC controller that the flight
complies with the clearance through the WILCO answer and notifies the route
change to the 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.
- A 150 -
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.
- A 151 -
2. TAILORED ARRIVAL (TA)
PREREQUISITES
TA operations required that ATC center and aircraft support FANS 1/A CPDLC. It is
recommended to consult the corresponding AIPs to check if the TA service is
provided.
When the TA service is available, the corresponding ANSP shall provide for each TA:
• The TA designator: a five letters identifier associated to the TA clearance and
used during the exchanges between the flight crew and the ATC controller
• TA request point: point determined by a time in minutes from the Top Of
Descent (TOD) or from the boundary of the last FIR providing CPDLC.
TAILORED ARRIVAL PROCESS

The TA procedure is executed according the following sequence.
• At the TA request point, the flight crew should request the TA clearance using
a CPDLC standardized free text message. For more details about the CPDLC
message, refer to GOLD – Appendix A (see References).
• If the traffic situation permits, the ATC controller should send the TA clearance
using CPDLC message. TA Clearance includes the TA designator, the TA route
clearance and the flight level to maintain from the current position. The TA
route clearance includes lateral route, crossing constraints, approach and
runway.
• Once received, the flight crew should load the TA route and activates the route
in the FMS. Two cases may occur:
- The flight crew may accept the clearance, send WILCO message to the
ATC controller and activate the TA route in the FMS
- The flight crew may reject the clearance, send UNABLE message to the
ATC controller.
• Once accepted, The flight crew should:
- Select the speed for the descent
- If available, request weather information to the AOC in order to
optimize the descent profile calculated by the FMS.
• When applicable, the ATC controller should transfer the aircraft control to the
NDA and inform the NDA that the aircraft flies a TA.
• The flight crew should contact the NDA by voice and inform the assigned TA
and the current level of flight.
• The ATC controller should:
- Inform the flight crew to maintain the flight level
- If applicable, add a speed constraint on the TA (EXPECT TO DESCEND
AT [speed])
- If applicable, add a clearance for the cleared route, using with the
following phraseology: [TA designator] TAILORED ARRIVAL.
[destination/area] ALTIMETER/QNH [nnnn] and, possibly, include a
speed or vertical restriction.
- A 152 -
• The ATC controller should transfer the aircraft control to the ATC controller of
the NDA (approach ATC controller).
• The flight crew should contact the NDA by voice and inform the approach ATC
controller with the following phraseology: PASSING FLIGHT LEVEL
[level]/ALTITUDE [altitude] ON THE [TA designator] TAILORED ARRIVAL.
[ATIS code].
• If the approach ATC controller accepts the TA profile, the flight crew should
continue to follow the TA profile directed by the FMS, and complete the flight
by the standard arrival procedure (stored in FMS) and landing.
- A 153 -
Getting to grips with FANS – Part II – Issue IV APPENDIX F
APPENDIX F – A330/A340 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.
FM1 IND RDY FM2 FM1 IND RDY FM2
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
A T S U D L K
<R E T U RN EM E RG E N CY >
BRT BRT
DIR PROG PERF INIT DATA DIR PROG PERF INIT DATA
OFF OFF
RAD FUEL SEC ATC MCDU RAD FUEL SEC ATC MCDU
F-PLN F-PLN
NAV PRED F-PLN COMM MENU NAV PRED F-PLN COMM MENU
- A 154 -
FM1 IND RDY FM2

The ATC FLT NBR is provided by the
FMGEC (set on the INIT page). The
NOT I F I C AT 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
DIR PROG PERF INIT DATA

OFF
RAD FUEL SEC ATC MCDU
F-PLN
NAV PRED F-PLN COMM MENU
FM1 IND RDY FM2

KZAK NOTIFIED is displayed in green. It
means that the ATC has been notified of
NOT I F I C AT I ON
the aircraft data link capability. It does
A T C F L T N B R
A F 8 0 0
not mean that the connection has been
A T C C E N T E R performed.
pp pp – – – – – – – – – – – – – N O T I F Y
– – – – – K Z A K : N O T I F I E D – – – – –
A T C M E N U C O N N E C T I O N
<R E T U RN ST AT U S >
BRT

OFF
F-PLN
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 initialized by the ATC at their
MSG - PGE -
discretion.
MSG + PGE +
- A 155 -
2. CPDLC CONNECTION
When the ATC centre initializes 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 +
FM1 IND RDY FM2

The aircraft is now able to exchange
data link messages. Here is how to
NOT I F I C AT 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
pppp – – – – – – – – – – – – – N O T I F Y
A T C ME N U CON N E CT I ON
<R E T U RN ST AT U S>
BRT

OFF
F-PLN
The active ATC is displayed.

FM1 IND RDY FM2
CONN E CT 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
––––––– D I S CONN E CT *
K Z A K
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

OFF
F-PLN
- A 156 -
3. TRANSFER TO THE NEXT ATC

The data link communication transfer to the next ATC, also known as Next Data
Authority, is initialized 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.
FM1 IND RDY FM2 FM1 IND RDY FM2
AT C MENU CONN E CT 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
DIR PROG PERF INIT DATA DIR PROG PERF INIT DATA
OFF OFF
RAD FUEL SEC ATC MCDU RAD FUEL SEC ATC MCDU
F-PLN F-PLN
NAV PRED F-PLN COMM MENU NAV PRED F-PLN COMM 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 157 -
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 C T L displayed on the DCDU, indicating that
the next ATC is KOAK. Press the CLOSE
BRT
N E X T D A T A A U T HOR I T Y : PRINT
soft key to store the message. On the
DIM
KOA K
MSG - PGE -
connection status page, the next ATC is
MSG + PGE + displayed: this is a "NO ANSWER"
message.
C LOS E *
FM1 IND RDY FM2
CONN 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
When the connection is established with
K OA K
the next ATC centre, the name of the
next ATC centre is displayed in the
–––––––– ADS : ON ––––––– MCDU CONNECTION STATUS page in the
* S ET OF F
NEXT ATC field.The message is closed:
the DCDU screen is cleared. The active
A T C ME N U ATC is still KZAK and will change only
<R E T U RN NOT I F I C AT I ON> when KZAK terminates the connection.
BRT

OFF
F-PLN
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 158 -
An uplink ATC message is received: both ATC MSG lights flash and as it is a normal
message, the first telephone ring is delayed by 15 s, then it will be repeated every
15 s until the message is acknowledged (i.e. ATC MSG push-button pressed or a key
to treat the message is pressed).
ATC ATC
MSG MSG
When the new ATC centre initializes the

1110Z F ROM K Z AK C T L
connection, the SERVICE TERMINATED
BRT
message received from KZAK CTL is
S E R V I C E T E RM I N A T E D
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 159 -
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
indication about the time and the issuer
( REP LY TO 1 4 1 9 Z REQ )
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, the parameter ALCOA BRT
turns magenta indicating that the FMS is DIM
A T A L COA
PRINT
currently monitoring the related deferred MSG - CLB TO & MA I NT F L 3 9 0 PGE -
clearance. This is confirmed by the MSG + PGE +

MONITORING information displayed in
the information area.
MO N I T O R I NG
* C AN C E L
<OT HER SEND*

This means that when closing to ALCOA,
the FMS will recall the message to
remind the crew about this clearance.
Each answer selected by the crew will be The SEND* function is now available for
displayed at this place in this manner the sending of the selected answer
before being physically sent. (WILCO).
Press the SEND soft key.
In case of mistake, the CANCEL soft key
enables the crew to cancel the current
selection and to re-select another
answer.
- A 160 -
When the MONITORING process is

1425Z F ROM K Z AK C T L W I L CO
completed, the SENDING indication is
BRT
displayed in the information area, the
DIM
A T A L COA
PRINT
message turns into green and the
MSG - CLB TO & MA I NT F L 3 9 0 PGE - downlink response turns into green
MSG + PGE +
inverse video.
When the ground network receives the
message, the SENT indication is
SENT
<OT HER C LOS E * displayed in the information area. The

message can be closed.
Select the CLOSE soft key.
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.
ATC ATC
MSG MSG
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.
- A 161 -
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
element “WHEN CAN YOU”. The received
WH E N C A N Y O U A C C E P T
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.

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 [
EDITION page is called for display on the
MSG + PGE +
]
MCDU. * C AN C E L
MCDU FOR E D I T
MO D I F Y
SEND
- A 162 -
Enter the time parameter in the MCDU FM1 IND RDY FM2
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 C AN 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

OFF
F-PLN
FM1 IND RDY FM2
T O K Z A K CT L
WE C AN ACCEPT F L370
B Y The time (foreseen to reach the flight
12H30 level 370) is displayed on the MCDU.
It is possible to add free text to the reply

ADD T E XT> by selecting ADD TEXT. This leads to the
P A G E A T C MCDU TEXT page:
* C AN C E L MOD I F D I S P L*
BRT

OFF
F-PLN
- A 163 -
FM1 IND RDY FM2
T E XT 1 / 2 ßà
DU E T O DU E T O
ßA / C P E R F O RM . M E D I C A Là
DU E T O DU E T O
ßWE A T H E R T E CHN I C A Là
DU E T O A T P I L OT S
It is possible to enter up to 4 lines of
ßT U R B U L E N C E D I S C R E T I ONà
– – – – – – F R E E T E X T – – – – – – –
free text, or to choose one of the
[ ] proposed reasons. For this example,
I N P U T S chose the DUE TO A/C PERFORM key.
*ERASE
The selected text is displayed in cyan.
A T C ME N U A T C
<R E T U RN MOD I F D I S P L*
BRT

OFF
F-PLN
FM1 IND RDY FM2
T E XT 1 / 2 ßà
DU E T O DU E T O
A/ C P E R F O RM . M E D I C A Là Press the line key adjacent to the ATC
DU E T O DU E T O
MSG DISPL* command on the MCDU.
DU E T O A T P I L OT S This displays the prepared message on
ßT U R B U L E N C E D I S C R E T I ONà the DCDU.
– – – – – – F R E E T E X T – – – – – – –
[ ]
The MCDU page is refreshed, with the
I N P U T S
*ERASE default "ATC TEXT DISPL" text in line
A T C ME N U A T C 6R, but unavailable (no star). Options
<R E T U RN MOD I F D I S P L* are all available again to allow for
BRT further message completion if required.
OFF
F-PLN

BRT
As the created message is too long to be
DIM
FL370
PRINT
displayed on 1 page of the DCDU,
MSG - –––––––––––––––––––––––– PGE - page1/2 appears on the DCDU. The
MSG +
WE C A N A C C E P T F L 3 7 0 B Y
PGE +
SEND function is not available (no star)
1 2H3 0
until all pages of the prepared message
* C AN C E L MO D I F Y * have not been visualized: press on the
PAGE + softkey.
PGE
1/2 SEND
- A 164 -
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 165 -
Getting to grips with FANS – Part II – Issue IV APPENDIX I
APPENDIX G – A320/A330/A340 FANS A+ OPERATIONAL SCENARIOS
When relevant differences of cockpit interfaces (DCDU/MCDU) are

present between FANS A+ and latest FANS A+ system, they will be
described.
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.
First, select the ATC Menu page on the MCDU.
⇓ Interfaces on FANS A+ system ⇓ ⇓ Interfaces on latest FANS A+ system⇓
AT SU DAT A L I N K
<AT C MENU AOC MENU>
To display ATC pages, the hard key ATC COM present on MCDU can also be used.
- A 166 -
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 167 -
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 established. The
connection is confirmed on DCDU by the default message ACTIVE ATC.
The notification time is provided on latest

FANS A+ system.
Once notified, the connection operation is initialized by the ATC at its discretion.
- A 168 -
Notes:
• The last 6 notified centers can be
displayed on MCDU except on the
latest FANS A+ system.
• All the notification history will be
deleted after each flight, 2
minutes after the engine shut
down.
2. CPDLC CONNECTION
When the ATC centre initializes the CPDLC connection, the DCDU display changes,
and the active ATC is displayed on DCDU. The ATC centre has performed the
connection operation and the communication is established.
The aircraft is now able to exchange data link messages. Here is how to check the
connection status. Select the Connection Status page.
- A 169 -
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 centers).
NEW In the latest FANS A+ standard:
• The notified ATC center followed by the notification time (e.g. KZAK NOTIFIED
1213Z) is removed from the NOTIFICATION page when the CPDLC connection
is established with the ATC center
• The Max Uplink Delay is available in the MAX UPLINK DELAY page, accessible
from the CONNECTION page.

Authority, is initialized 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 170 -
- A 171 -
On the connection status page, KZAK is the active ATC. There is no NEXT ATC.
it is a normal message, the first telephone ring is delayed by 15 s, then it will be
repeated every 15 s until the message is acknowledged (i.e. ATC MSG push-button
pressed or a key to treat the message is pressed).
ATC ATC
MSG MSG
The message received from KZAK is displayed on DCDU, 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.
- A 172 -
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 in the NEXT ATC
field.
Once the message is closed, the DCDU screen is cleared. The active ATC is still KZAK
and will change only when KZAK terminates the connection.
The message (as a general rule, the last processed message) can be recalled by
pressing the RECALL soft key on the DCDU or displayed in the MSG RECORD page on
MCDU.
- A 173 -
ATC ATC
MSG MSG
The message CONTACT coupled with the message SERVICE TERMINATED are
received from KZAK and displayed on DCDU. 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 and to store the message in the
MSG RECORD.
Once the message is closed, the DCDU screen is cleared. The new active ATC (KOAK)
is displayed on DCDU. The flight crew shall contact KOAK via voice on the given
frequency.
4. CLEARANCE
In this operational scenario, the HMI corresponding to FANS A+ are identical to the
ones of FANS A except that:
• The OTHER key has been removed on the latest FANS A+ system
• When the clearance condition is fulfilled, the clearance text is shown in white.
For the description of HMI, please refer to Part II - Appendix F – Section 4 Clearance.
- A 174 -
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.
Press the CANNOT soft key. The Press the MODIFY soft key.
response message is automatically
created. If required, the response can
be modified on MCDU through the
MODIFY soft key.
1 5 4 9 Z F ROM K Z A K CT L O P EN 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 WH E N C A N YOU A C C E P T
F L 3 7 0 F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E P T F L 3 7 0 NOW WE C A NNOT A C C E P T F L 3 7 0
[ 1 5 4 9 Z ]
* CA N N OT MOD I F Y * * CA N C E L MOD I F Y *
<OT H E R S E N D* <OT H E R S E N D*
NEW The OTHER key has been removed on the latest FANS A+ system.
Under the reply, the MCDU FOR MODIF information is displayed.
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 NNOT A C C E P T F L 3 7 0
MCDU F O R MOD I F MOD I F Y *

* CA N C E L
<OT H E R S E N D*
The MESSAGE MODIFY page pops up on MCDU if a page related to ATC application
was previously displayed on MCDU. If not, the MESSAGE MODIFY page may be
accessed manually.
Select the positive response (e.g. CAN FL370 for A320/A330/A340 aircraft). Once
selected, time may be modified.
- A 175 -
ME S S AG E MOD I F Y ME S S AG E MOD I F Y
CA N F L 3 7 0 A T
ßC A N F L370 1549Z
C ANNOT F L370 ßC A N N OT F L370
P A G E P A G E
* C AN C E L ADD T E XT> * C AN C E L ADD T E XT>
A T C R E P O RT S A T C A T C R E P O RT S A T C
<R E T U RN MOD I F D I S P L* <R E T U RN MOD I F D I S P L*
1555Z
By pressing ATC MODIF DISPL, the If you wish to append a text to the
modification can be transferred to DCDU. response, press MODIFY to call the
MESSAGE MODIFY page on MCDU
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
CA N F L 3 7 0 A T – – – – – – – – – – – – – – – – – – – – – – – –
1555Z WE C A N A C C E P T F L 3 7 0 A T
1 5 5 5 Z
ßC A N N OT F L370
* CA N N OT MOD I F Y *
<OT H E R S E N D*
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
- A 176 -
From this page, select ADD FREE TEXT. On MCDU, some pre-formatted
responses are proposed in addition to a
free text line. Select the line selection
key related to aircraft performance.
ME S S AG E MOD I F Y T E XT 1 / 2 ßà
DU E T O DU E T O
ßA / C P E R F O RM . M E D I C A Là
CA N F L 3 7 0 A T DU E T O DU E T O
1555Z ßWE A T H E R T E CHN I C A Là
ßC A N N OT F L370 ßT U R B U L E N C E D I S C R E T I ONà
– – – – – – F R E E T E X T – – – – – – –
[ ]
P A G E A L L F I E L D S
* C AN C E L ADD T E XT> ERASE
A T C R E P O RT S A T C A T C ME N U A T C
<R E T U RN MOD I F D I S P L* <R E T U RN T E XT DI SPL
When finished, the message can be

transferred to DCDU.
T E XT 1 / 2 ßà
DU E T O DU E T O
A/ C P E R F O RM . M E D I C A Là
DU E T O DU E T O
ßT U R B U L E N C E D I S C R E T I ONà
– – – – – – F R E E T E X T – – – – – – –
[ ]
I N P U T S
*ERASE
A T C ME N U A T C
- A 177 -
In this case, the addition of a free text Under the reply, the SENDING
requires a second page on DCDU as the information is displayed until the
five lines of the screen are already filled acknowledgement from the ground
in. Before sending a message displayed network is received. The message body
on several pages, the flight crew has turns into green once SEND is selected.
review it entirely. Scroll the message
down until the last page. The SEND soft
key becomes available. Press the SEND
soft key.
1 1 5 4 Z F ROM K Z A K CT L
1 5 5 5 Z WH E N C A N YOU A C C E P T
DU E TO A / C P ER FORMA NC E F L 3 7 0
– – – – – – – – – – – – – – – – – – – – – – – –
WE C A N A C C E P T F L 3 7 0 A T
1 5 5 5 Z
S E N T
* CA N C E L MOD I F Y *
P G E P G E
2 / 2 S E N D* 1 / 2 C L O S E *
6. MSG RECORD
Once a message is closed on DCDU, 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) with respect of sending time for downlink
message and reception time for uplink messages.
On MCDU, access to MSG RECORD is via the LSK 4L from the ATC MENU page.
- A 178 -
Up to four messages per page are displayed on MCDU. The time, the
addressee/addresser, the first line of the message and the associated response if
any are provided.
- A 179 -
To display the entire message on MCDU, In the example below, the ATC request
select the prompt at the left side of the and the flight response are displayed.
chosen message. Time and ATC designator are repeated.
Select MSG RECORD ERASE function to A confirmation is requested during 5

erase the MSG RECORD on MCDU. seconds. If the confirmation is not
performed within 5 seconds, the MSG
RECORD ERASE function reappears.
- A 180 -
APPENDIX H – A350/A380 FANS A+ OPERATIONAL SCENARIOS
For FANS A+B systems, the scenarios refer only to FANS A+ (i.e. FANS
A+B working over ACARS). When relevant differences of cockpit
interfaces (ATC mailbox/MFD) are present between A380 FANS A+ and
A350/A380 FANS A+B, they will be described.
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.
On the MFD, select in the pull-down menu the ATC COM item.
To display ATC COM pages, the hard key ATC COM can also be used on KCCU.
- A 181 -
⇓ Interfaces on A380 FANS A+ ⇓ ⇓ Interfaces on A350/A380 FANS A+B ⇓
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 182 -
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.
Notes:
• The last 6 notified centers can be displayed on A380 FANS A+ MFD.
• On A380 FANS A+, all the notification history will be deleted after each flight,
2 minutes after the engine shut down.
• The notification time is provided on MFD.
Once notified, the connection operation is initialized by the ATC at its discretion.
- A 183 -
2. CPDLC CONNECTION
When the ATC centre initializes the CPDLC connection, the active ATC is displayed on
the ATC mailbox. The ATC centre has performed the connection operation and the
communication is established.
The flight crew is now able to exchange data link messages with the ATC controller.
To check the CPDLC connection status:
• On A380 FANS A+, open the NOTIFICATION page and then select the
CONNECTION STATUS PAGE button. Note that the CONNECT drop-down menu
on MFD enables to open the CONNECTION STATUS page directly.
• On A350/A380 FANS A+B, open the CONNECT page through the CONNECT
button on MFD.
- A 184 -
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 centers).

Authority, is initialized by the current ATC and automatically performed by the 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 185 -
KZAK is the active ATC. There is no NEXT ATC.

- A 186 -
it is a normal message, the first telephone ring is delayed by 15 s on A380 FANS A+
(respectively 10 s on A350/A380 FANS A+B), then it will be repeated every 15 s on
A380 FANS A+ (respectively 10 s on A350/A380 FANS A+B) until the message is
acknowledged (i.e. ATC MSG push-button pressed or a key to treat the message is
pressed).
ATC ATC
MSG MSG
The message received from KZAK is displayed on 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 on A380 FANS A+ (respectively CONNECT page on A350/A380 FANS A+B), the
next ATC is displayed.
When the connection is established with the next ATC centre, the name of the next
ATC centre is displayed in the CONNECTION STATUS page on A380 FANS A+
(respectively CONNECT page on A350/A380 FANS A+B) in the NEXT ATC field.
- A 187 -
Once the message is closed, the 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 ATC mailbox or displayed in the MSG RECORD
page on MFD.
it is a normal message, the first telephone ring is delayed by 15 sec on A380 FANS
A+ (respectively 10 s on A350/A380 FANS A+B), then it will be repeated every 15
sec on A380 FANS A+ (respectively 10 sec on A350/A380 FANS A+B) until the
message is acknowledged (i.e. ATC MSG push-button pressed or a key to treat the
message is pressed).
- A 188 -
ATC ATC
MSG MSG
The message CONTACT coupled with the message SERVICE TERMINATED are
received from KZAK and displayed on ATC mailbox. These messages mean that
KZAK instructs to 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 ATC mailbox and to store the message in the
MSG RECORD.
Once the message is closed, the ATC mailbox is cleared. The new active ATC (KOAK)
is displayed on ATC mailbox. The flight crew shall contact KOAK via voice on the
given frequency.
4. CLEARANCE
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 sec on A380 FANS A+ (respectively 10 sec on
A350/A380 FANS A+B), then it will be repeated every 15 sec on A380 FANS
A+(respectively 10 s on A350/A380 FANS A+B) until the message is acknowledged
(i.e. ATC MSG push-button pressed or a key to treat the message is pressed).
ATC ATC
MSG MSG
The received message is displayed on 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 available, the
time field is blank and the reception time is inserted at the end of the message.
- A 189 -
The second line in white reminds the time reference of the related request. The
clearance is displayed on the following lines.
If the clearance cannot be complied with, select UNABLE. You are able to insert text
to justify the refusal.
Thanks to the design of the ATC mailbox, the text can be inserted directly from the
ATC mailbox.
Select the DUE TO button and select the A/C PERF option.
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.
- A 190 -
Once the monitoring process is activated, the monitoring condition is displayed in

magenta. At this stage, the message can be closed.
About 30 seconds before the monitoring condition is met, the visual and aural alerts
are triggered. In addition, a reminder pops up on the 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

white. You can close the reminder.
- A 191 -
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 ATC mailbox.
Press the CANNOT soft key. The response message is automatically created. If
required, the response can be modified on MFD through the MODIFY soft key.
Activate the MODIFY soft key.
Under the reply, the MFD FOR MODIF information is displayed.
The MESSAGE MODIFY page pops up on MFD if a page related to ATC application was
previously displayed on MFD. If not, the MESSAGE MODIFY page may be accessed
manually.
Select the positive response (WE CAN ACCEPT). Once selected, time may be
modified.
- A 192 -
- A 193 -
From the MFD, the transfer to the ATC mailbox is controlled with the XFR TO
MAILBOX button.
If you wish to append a text to the response, activate MODIFY to call the MESSAGE
MODIFY page on MFD. From this page, select ADD FREE TEXT.
- A 194 -
Selecting the ADD FREE TEXT button adds an edit box where text can be freely
typed. It is strongly recommended to use words commonly used in aeronautic
phraseology.
- A 195 -
When finished, the message can be transferred to ATC mailbox.
In this case, the addition of a free text requires a second page on A380 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.
- A 196 -
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 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) with respect of sending time for downlink
message and reception time for uplink messages.
On MFD, access to MSG RECORD is via the MSG RECORD button at the top of the
screen.
- A 197 -
Up to eight messages per page are displayed on MFD. The time, the
addressee/addresser, the first line of the message and the associated response if
any are provided.
No equivalent page on A380 FANS A+
- A 198 -
If the MSG RECORD is not deleted at the end of a flight, a separator is inserted in
the MFD MSG RECORD to split the messages of different flights. The separator is:
• A380 FANS A+: FLT NUMBER CHANGE
• A350/A380 FANS A+B: The flight number followed by the date of the flight.
To display the entire message on MFD:
• A380 FANS A+: Select the triple rightward arrow at the right side of the
chosen message
• A350/A380 FANS A+B: Select the chosen message.
- A 199 -
In the example below, the ATC request and the flight response are displayed. Time
and ATC designator are repeated.
Select ERASE ALL button to erase the MSG RECORD on MFD.
A confirmation pop-up is displayed.
- A 200 -
- A 201 -
APPENDIX I – A320/A330/A340 ATS 623 OPERATIONAL SCENARIOS
1. 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 is blank (i.e.
no active ATC is displayed).
The Departure Clearance application is

an ATS 623 application: it can be
reached through the ATC MENU by
selecting the prompt ATSU, or directly
by selecting the ATC COM hard key.
Access to ATS623 applications are
provided on the second page of the ATC
MENU.
Select the Departure Request.
– – – – – A T S 6 2 3 P A G E – – – – – –
<D E P A RT REQ AT I S>
<O C E A N I C REQ
A T S U D L K
<R E T U RN
- A 202 -
Amber boxes identify mandatory fields prior to sending the Departure Clearance
request. The function REQ DISPL (to display the request on DCDU) will only be
available (star displayed) when all mandatory fields are filled.
The flight number is displayed in small green font: it means that the flight number is
provided by the FMS (small font) and is not modifiable (green colour).
Parameters in cyan indicate modifiable parameters. Here the system has
automatically filled the origin and destination airports (taken from the FMS). These
are also mandatory parameters: if they are cleared, amber boxes will appear.
Fill in the aircraft type field. The aircraft type should be filled in accordance with the
aircraft type defined in the Item 9 of the ICAO flight plan. Incorrect aircraft type in
the Departure Clearance message may lead to a rejection of the request.
Enter the ATIS code. Type in the aircraft gate number

(optional parameter) and insert it. It
does not have a fixed format since it
varies according to the region.
- A 203 -
As all mandatory fields are completed, To add more free text, select the prompt
REQ DISPL function becomes available. A MORE FREE TEXT
free text may be also appended to the
request.
Three additional lines of free text can be The request is now completed and may
added. The first line of free text is be transferred to DCDU.
already displayed on this page. Type in
one line of text and insert it.
MO R E F REE T E XT MO R E F REE T E XT
CH A RT E R E D F L I GHT 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 D E P A RT R E Q A T C D E P A RT
<R E T U RN REQ D I S P L* <R E T U RN REQ D I S P L*
175 PAX ON BOA RD
- A 204 -
The Departure request on DCDU lies on Page 2/2 is displayed and it is now
two pages. The request cannot be sent possible to send the message: select
until it has been entirely reviewed. SEND.
To review a message on several pages,
scroll down with PGE+ key.
O P E N
A / C T Y P E : A 3 2 0
C HA R T E R E D 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 The SENT information indicates that the
video, indicating that is being sent. The message has been received by the
first page is displayed, with the SENDING ground network. It is now possible to
indication. close the message. Closing the message
stores it in the message log. Select
CLOSE.
- A 205 -
The default screen is displayed, and the

previous message can be recalled if
required.
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. 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 The REFUSE and ACK answers are now
(i.e. ACKnowledge). It is not possible to selectable. For this example, select
select ACK before the whole clearance REFUSE.
has been entirely read. To read the
following pages, select PGE+.
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 *
- A 206 -
According to AEEC 623 protocol, the On each page of the refused clearance,
refusal is not supported by data link. the status "REFUSE" is displayed.
Consequently, on DCDU, a reminder is However it is displayed in white,
inserted before the clearance. The meaning that no downlink message has
received clearance is repeated on the been sent.
following pages, in green: select PGE+
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 PORT ED
B Y DA T A L I NK
– – – – – – – – – – – – – – – – – – – – – – – –
D E P A RT C L EA RA 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 *
For training purposes, cancel the refusal. The clearance is displayed with the
As no message has been sent to the ATC 'open' status, and the ACK and REFUSE
controller, the refusal is transparent to functions are proposed. To accept the
the ground. Select CANCEL. clearance, select ACK.
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 *
- A 207 -
The message is displayed in the 'ACK' Temporarily the information SENDING is

status. To send the Departure clearance displayed.
read back, select SEND.
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 NO 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.
- A 208 -
From an operational point of view, the flight crew shall execute the departure
clearance only once the confirmation is received on-board.
2. OCEANIC CLEARANCE - OCL

The ATS 623 applications do not require a preliminary notification process. Like the
departure request, an oceanic clearance request may be performed even if the DCDU
is blank (i.e. no active ATC is displayed).
The Oceanic Clearance application is an

ATS 623 application: it can be reached
through the ATC MENU by selecting the
prompt ATSU, or directly by selecting the
ATC COM hard key.
- A 209 -
Access to ATS623 applications are

provided on the second page of the ATC
MENU.
Select the Oceanic Request.
– – – – – A T S 6 2 3 P A G E – – – – – –
<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 Oceanic Clearance
request. The function REQ DISPL (to display the request on DCDU) will only be
available (star displayed) when all mandatory fields are filled.
The flight number is displayed in small green font: it means that the flight number is
provided by the FMS (small font) and is not modifiable (green colour).
Type in the required entry in the scratchpad and insert in the corresponding field.
Fill in all the fields.
- A 210 -
As all mandatory fields are completed, REQ DISPL function becomes available. The
request is now completed and may be transferred to DCDU. Select REQ DISPL. Like
for the Departure Clearance, a free text may be appended to the request.
It is possible to send the message: The message switches to green inverse

select SEND. video, indicating that the request is
being sent. The SENDING indication is
displayed.
The SENT information indicates that the The default screen is displayed, and the
message has been received by the previous message can be recalled if
ground network. It is now possible to required.
close the message. Closing the message
stores it in the message log. Select
CLOSE.
pushbutton.
- A 211 -
ATC ATC
MSG MSG
The received message is the oceanic clearance. As this new message contains
several pages, "PGE 1/4" is displayed.
The received message is the oceanic clearance. Its status for the moment is OPEN
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+.
The REFUSE and ACK answers are now selectable. For this example, select REFUSE.
- A 212 -
According to AEEC 623 protocol, the refusal is not supported by data link.
Consequently, on DCDU, a reminder is inserted before the clearance. The received
clearance is repeated on the following pages, in green: select PGE+ to see the
clearance.
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.
- A 213 -
For training purposes, cancel the refusal. The clearance is displayed with the
As no message has been sent to the ATC 'open' status, and the ACK and REFUSE
controller, the refusal is transparent to functions are proposed. To accept the
the ground. Select CANCEL. clearance, select ACK.
The message is displayed in the ACK Temporarily the information SENDING is

status. To send the Oceanic clearance displayed.
read back, select SEND.
information SENT is displayed. At that time, the indication that the flight crew will
- A 214 -
ATC ATC
MSG MSG
The oceanic clearance is confirmed. Close the message to clear the DCDU.
From an operational point of view, the flight crew shall execute the oceanic
- A 215 -
3. DIGITAL - AUTOMATIC TERMINAL INFORMATION SERVICE (D-ATIS)

The ATS 623 applications do not require a preliminary notification process. Like the
departure request, a D-ATIS may be performed even if the DCDU is blank (i.e. no
active ATC is displayed). One main HMI difference between D-ATIS and DCL/OCL is
that D-ATIS messages are never displayed on DCDU whereas DCL/OCL messages
exchanged with the ground are displayed on DCDU.
The D-ATIS application is an ATS 623 Access to ATS623 applications are

application: it can be reached through provided on the second page of the ATC
the ATC MENU by selecting the prompt MENU.
ATSU, or directly by selecting the ATC Select the ATIS key.
COM hard key.
– – – – – A T S 6 2 3 P A G E – – – – – –
<O C E A N I C REQ
A T S U D L K
<R E T U RN
The ATIS menu is displayed. The airports proposed by default are taken from the
FMS flight plan: departure airport associated to a departure ATIS request, arrival
and alternate airports associated to arrival ATIS requests. These can be
overwritten. A fourth space is available for the addition of another airport and ATIS
request type. Each request is by default MANUAL but they can be set to AUTO by
selecting the AUTO UPDATE.
- A 216 -
First let us request a manual ATIS for After the selection REQ SEND, the ATIS
the departure airport LFPG: select REQ request status is changed to SENDING.
SEND. This is a difference between ATIS
request and DCL/OCL request: the flight
crew sends the ATIS request from the
MCDU whereas the DCL/OCL request is
sent from the DCDU.
AT S 6 2 3 AT I S MENU
A R P T / T Y P E R E Q
LF PG / DEP S E N D I N G S END
R E Q
K J F K / ARR S END*
R E Q
KDCA / ARR S END*
[ ] / [ ]
A U T O
U PDAT E>
A T C ME N U P R I N T : MA N U A L
<R E T U RN SET AU T O*
When the ground service provider Once the ATIS report is received, its
acknowledges reception of the message, code and time of reception are displayed
the information SENT is displayed in front of the corresponding airport. The
SEND is once again available for a new
request. SELECT the airport to view the
details.
AT S 6 2 3 AT I S MENU AT S 6 2 3 AT I S MENU
A R P T / T Y P E R E Q A R P T / T Y P E R E Q
LF PG / DEP S E N T S END <LF PG / DEP H 1 6 0 1 S END*
R E Q R E Q
K J F K / ARR S END* K J F K / ARR S END*
R E Q R E Q
KDCA / ARR S END* KDCA / ARR S END*
[ ] / [ ] [ ] / [ ]
A U T O A U T O
U PDAT E> U PDAT E>
A T C ME N U P R I N T : MA N U A L A T C ME N U P R I N T : MA N U A L
<R E T U RN SET AU T O* <R E T U RN SET AU T O*
- A 217 -
In this example, the ATIS report is The access to the previous ATIS report
displayed over 2 pages. Use the MCDU is not possible as there is no previous
keys to go from one page to the other. ATIS report. PREV ATIS is available as
The report can be printed in whole from soon as several ATIS reports have been
either page. received. Select ATIS MENU RETURN to
return to the main menu.
L F PG / DE P AT I S 1/ 2 â L F PG / DE P AT I S 2/ 2 á
LF PG DEP HOT E L 1 6 0 0 Z R WY 0 7 C A T 2 A N D 3 N O T
– A P CH I L S / LDG 0 7 / A L L OWE D
T KOF 0 9 / S I D 7 V 6WI ND 2 1 0 / 6 KT /
– R WY C O N D : N I L – C A VOK
–T L 40 – T 2 4 : D EW 8
WO R K I N P R O G R E S S O N I L S – QNH 1 0 1 9 / Q F E 1 0 0 9
25 – S I G WX : N I L
R WY 0 7 C A T 2 A N D 3 N O T
PREV AT I S PREV AT I S
A T I S ME N U A T I S ME N U
<R E T U RN P R I NT * <R E T U RN P R I NT *
- A 218 -
The PRINT function allows to configure The AUTO UPDATE function can only be
the application in order to obtain an requested for destination airport. Select
automatic printing of the ATIS report AUTO UPDATE.
when it is received. Select SET AUTO to
have all the report automatically printed
upon reception.
<LF PG / DEP H 1 6 0 1 S END* <LF PG / DEP H 1 6 0 1 S END*
R E Q R E Q
K J F K / ARR S END* K J F K / ARR S END*
R E Q R E Q
[ ] / [ ] [ ] / [ ]
A U T O A U T O
U PDAT E> U PDAT E>
A T C ME N U P R I N T : MA N U A L A T C ME N U P R I N T : MA N U A L
<R E T U RN SET AU T O* <R E T U RN SET AU T O*
Only destination airports are proposed In order to send the request, go back to
on the ATIS AUTO UPDATE page On the the ATIS menu: select
MCDU, select SET ON to activate the
function. GO TO ATIS MENU TO SEND is
displayed in the scratchpad, reminding
that selecting the update function does
not send the request.
AT I S AUT O U PDAT E AT I S AUT O U PDAT E
S E T S E T
K J F K / ARR : OF F ON* K J F K / ARR : ON OF F*
S E T S E T
KDCA / ARR : OF F ON* KDCA / ARR : OF F ON*
A T I S ME N U A T I S ME N U
<R E T U RN <R E T U RN
GO T O AT I S MENU TO S END
- A 219 -
On the MCDU the title has changed from After the selection UPDATE SEND, the
REQ SEND to UPDATE SEND, indicating ATIS request status is changed to
that the Update function is activated. SENDING.
Send the request.
<LF PG / DEP H 1 6 0 1 S END*
U P D A T E
K J F K / ARR S END*
R E Q
KDCA / ARR S END*
[ ] / [ ]
A U T O
U PDAT E>
A T C ME N U P R I N T : A U T O
<R E T U RN SET MANU A L*
When the request has been received by When the ATIS report is received:
the CSP, the SENDING status changes to -The key changes to UPDATE CANCEL,
SENT. allowing to deactivate the update
function
-Its code and time of reception are
displayed. It can be accessed through
the MCDU pages.
-As we have selected the auto print
function before, this ATIS report will be
automatically printed.
<LF PG / DEP H 1 6 0 1 S END*
U P D A T E
<K J F K / ARR A 1 6 3 0 C AN C E L*
R E Q
KDCA / ARR S END*
[ ] / [ ]
A U T O
U PDAT E>
A T C ME N U P R I N T : A U T O
<R E T U RN SET MANU A L*
- A 220 -
The flight crew can cancel the update The flight crew can select the REQ
contract by selecting UPDATE CANCEL SEND key to request a new ATIS
Key. Select UPDATE CANCEL key. report.
<LF PG / DEP H 1 6 0 1 S END* <LF PG / DEP H 1 6 0 1 S END*
U P D A T E R E Q
<K J F K / ARR B 1 7 0 0 C AN C E L* <K J F K / ARR B 1 7 0 0 S END*
R E Q R E Q
[ ] / [ ] [ ] / [ ]
A U T O A U T O
U PDAT E> U PDAT E>
A T C ME N U P R I N T : A U T O A T C ME N U P R I N T : A U T O
<R E T U RN SET MANU A L* <R E T U RN SET MANU A L*
- A 221 -
Getting to grips with FANS – Part II – Issue IV APPENDIX J
APPENDIX J – A350/A380 ATS 623 OPERATIONAL SCENARIOS
1. DEPARTURE CLEARANCE - DCL

consequence, a departure request may be performed even if the ATC mailbox is
blank (i.e. no active ATC is displayed).
ATS 623 application is merged with CPDLC application from an HMI point of view. It
means that Departure and Oceanic requests are available from the MFD ATC COM
REQUEST page through the CLEARANCE pull-down menu. D-ATIS is part of
dedicated MFD page ATIS on A380 FANS A+ (respectively page D-ATIS on
A350/A380 FANS A+B).
Select the Departure Request in the Clearance menu.

- A 222 -
Amber boxes identify mandatory fields prior to sending the Departure Clearance
request. The XFR TO MAILBOX button is inactive (i.e. greyed) until all mandatory
fields are filled.
- A 223 -
The flight number is permanently displayed in the upper right corner of the MFD.
Consequently, the flight number is not repeated in this page.
Departure and destination airports are the ones entered into the FMS. As they are
mandatory, if not available, amber boxes would be displayed instead.
The aircraft type is automatically filled by the application.

Enter the ATIS code.
As all mandatory fields are completed, XFR TO MAILBOX function becomes available.
A free text may be also appended to the request.
- A 224 -
Type in the aircraft gate number (optional parameter) and insert it. It does not have
a fixed format since it varies according to the region.
- A 225 -
To add free text, type free text in the corresponding field is accessible on the same
MFD page.
The request is now completed and may be transferred to ATC mailbox.
- A 226 -
The Departure request on ATC mailbox lies on two pages.

To review a message on several pages, scroll down with button with double
downward arrows.
Page 2/2 is displayed and it is now possible to send the message: select SEND.
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 227 -
pushbutton.
ATC ATC
MSG MSG
The received message is displayed on ATC mailbox. As this new message contains
The received message is the departure clearance. Its status for the moment is OPEN
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 button with double downward arrows.
Consequently, on ATC mailbox, a reminder is inserted before the clearance. The
received clearance is repeated on the following pages, in green: select button with
double downward arrows to see the clearance.
- A 228 -
For training purposes, cancel the refusal. As no message has been sent to the ATC
controller, the refusal is transparent to the ground. Select CANCEL.
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.
- A 229 -
Temporarily the information SENDING is displayed.

information 'sent' is displayed. At that time, the indication that the flight crew will
ATC ATC
MSG MSG
The departure clearance is confirmed. Close the message to clear the ATC mailbox.
From an operational point of view, the flight crew shall execute the departure
- A 230 -
2. OCEANIC CLEARANCE - OCL

consequence, an oceanic request may be performed even if the ATC mailbox is blank
(i.e. no active ATC is displayed).
dedicated MFD page D-ATIS on A380 FANS A+ (respectively page D-ATIS on
A350/A380 FANS A+B).
- A 231 -
Select the Oceanic Request in the Clearance menu.
- A 232 -
Amber boxes identify mandatory fields prior to sending the Oceanic Clearance
request. The XFR TO MAILBOX button is inactive (i.e. greyed) until all mandatory
fields are filled. Enter all the fields.
- A 233 -
The request is now completed and may be transferred to ATC mailbox. Select XFR
TO MAILBOX.
The message switches to green inverse video, indicating that the request is being
sent. The SENDING indication is displayed.
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.
pushbutton.
ATC ATC
MSG MSG
- A 234 -
The received message is displayed on ATC mailbox. As this new message contains
The received message is the oceanic clearance. Its status for the moment is OPEN
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 button with double downward arrows.
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 button with double downward arrows.
- A 235 -
Consequently, on ATC mailbox, a reminder is inserted before the clearance. The
received clearance is repeated on the following pages, in green: select button with
double downward arrows to see the clearance.
For training purposes, cancel the refusal. As no message has been sent to the ATC
controller, the refusal is transparent to the ground
Select CANCEL.
The clearance is displayed with the 'open' status, and the ACK and REFUSE functions
are proposed. To accept the clearance, select ACK.
- A 236 -
The message is displayed in the ACK status. To send the Oceanic clearance read
back, select SEND.
Temporarily the information SENDING is displayed.
information SENT is displayed. At that time, the indication that the flight crew will
ATC ATC
MSG MSG
The oceanic clearance is confirmed. Close the message to clear the ATC mailbox.
From an operational point of view, the flight crew shall execute the oceanic
- A 237 -
3. DIGITAL - AUTOMATIC TERMINAL INFORMATION SERVICE (D-ATIS)

consequence, a D-ATIS request may be performed even if the ATC mailbox is blank
(i.e. no active ATC is displayed). One main HMI difference between D-ATIS and
DCL/OCL is that D-ATIS messages are never displayed on ATC mailbox whereas
DCL/OCL messages exchanged with the ground are displayed on ATC mailbox.
dedicated MFD page ATIS on A380 FANS A+ (respectively page D-ATIS on A350
FANS A+B).
Select the ATIS page on A380 FANS A+ (respectively D-ATIS page on A350/A380
FANS A+B).
- A 238 -
The ATIS menu is displayed. The airports proposed by default are taken from the
FMS flight plan: departure airport associated to a departure ATIS request, arrival
and alternate airports associated to arrival ATIS requests. These can be
overwritten. A fourth space is available for the addition of another airport and ATIS
request type. Each request is by default MANUAL but they can be set to AUTO by
selecting the AUTO UPDATE. First let us request a manual ATIS for the departure
airport: select SEND REQUEST.
After the selection SEND REQUEST, the ATIS request status is changed to SENDING.
- A 239 -
When the request has been received by the CSP, the SENDING information changes
to SENT.
- A 240 -
Once the ATIS report is received, a new message icon is displayed with the ATIS
code and time of reception in front of the corresponding airport. A part of the
ATIS message is displayed. To view the entire message, select the button with
the triple rightward arrows (>>>).
⇓ Interfaces on A380 FANS A+ ⇓ ⇓ Interfaces on A350/A380 FANS A+B⇓
- A 241 -
The access to the previous ATIS report is not possible as there is no previous ATIS
report. PREVIOUS is available as soon as several ATIS reports have been received.
Select RETURN TO LIST to return to the main menu.
In order to obtain an automatic printing of the ATIS report when it is received,

select OPTIONS on A380 FANS A+ (respectively UPDATE OR PRINT on A350/A380
FANS A+B) and then select AUTO PRINT. The AUTO PRINT icon is displayed next
to the message to show that the function is enabled.
- A 242 -
The AUTO UPDATE function can only be requested for destination airports. Select
AUTO UPDATE for the corresponding airport.
- A 243 -
After the selection AUTO UPDATE, the ATIS request status is changed to
SENDING and a circular arrow, symbol of the AUTO UPDATE status, is displayed.
- A 244 -
information SENT is displayed.
When the ATIS report is received, a new message icon is displayed with the ATIS
code and time of reception in front of the corresponding airport. A part of the ATIS
message is displayed. To view the entire message, select the button with the triple
rightward arrows (>>>).
- A 245 -
Since auto print was only selected for the first airport, select OPTIONS and then
PRINT if this ATIS report needs to be printed. The flight crew can cancel the update
contract by selecting OPTIONS and then CANCEL AUTO UPDATE.
- A 246 -
The circular arrow icon (symbol of the AUTO UPDATE) is removed.

- A 247 -
Getting to grips with FANS – Part II – Issue IV APPENDIX K
APPENDIX K – ON-BOARD INDICATIONS IN CASE OF DATA LINK

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

provided on DCDU (respectively ATC mailbox). The following sections provide the
main failures that may imply the application of one of the procedures described in
chapter A5.
ACARS network is used for ATC applications of FANS A/A+ systems and ATS 623
applications. This section describes the cockpit displays when there is a loss of
datalink communications (i.e. ACARS) for FANS A/A+ and ATS 623 applications.
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 DATALINK COMMUNICATIONS FOR FANS A/A+ AND ATS 623
APPLICATIONS
The air-ground communication means used for FANS A/A+ and ATS 623 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.
- A 248 -
Before contacting ATC by voice, the flight crew should wait for a period of time. After
this period of time, the loss may be considered as stable. The period of time should
be provided by the applicable National regulations.
ATC DATALINK STBY memo is displayed
in green on EWD.
This indication on EWD is only available
for aircraft equipped with FANS A
system.
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 DATALINK COMMUNICATIONS FOR FANS A/A+ AND ATS 623
APPLICATIONS
• The air-ground communication means used for FANS A/A+ and ATS 623
applications (VDL, SATCOM and HFDL if installed) are failed, or
• The airborne datalink ATC applications are failed (AOC application may be 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 249 -
For aircraft equipped with FANS A or

FANS A+ system, 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 DATALINK 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 250 -
2. A350/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, ATS 623,
AOC). The flight crew shall contact
ATC by voice if any ATC was
connected.
The COM DATALINK FAULT caution is
displayed on EWD.
TEMPORARY LOSS OF DATALINK COMMUNICATIONS FOR FANS A+ AND ATS 623

APPLICATIONS
The datalink communication means defined in the routing policy for FANS A+ and
ATS 623 applications are temporarily unavailable, but not failed (i.e. no system
failure, but datalink is not available).
On the ATC mailbox, the following

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

ATC mailbox, the indication COM NOT ATC mailbox, the indication ATC DLK
AVAIL is displayed in amber in the NOT AVAIL is displayed in amber in the
information area. information area.
Before contacting ATC by voice, the flight crew should wait for a period of time. After
this period of time, the loss may be considered as stable. The period of time should
be provided by the applicable National regulations.
- A 251 -
The ACR is trying to recover the data link communications with the ground for 16
minutes. If the ACR fails to recover the data link communications within 16 minutes,
DEFINITIVE LOSS OF DATA LINK COMMUNICATIONS FOR FANS A+ AND ATS 623
APPLICATIONS
The datalink communication means used
for FANS A+ and ATS 623 applications
are failed for the following reasons :
• The ACR1 (and ACR2 if installed)
is (are) not working anymore, or
• The communications means (VHF,
HF, SATCOM) are failed.
These cases result in an abnormal ATC

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

When an abnormal ATC datalink 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.
ATC DISCONNECTED is followed by the

ATC center name.
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.
⇓ Interfaces on A380 FANS A+ ⇓ ⇓ Interfaces on A350 FANS A+B ⇓
- A 252 -
ATC DATALINK APPLICATION FAILURE

Due to the new architecture of the A350/A380, two cases may occur :
• The on-board ATC function (including AFN, CPDLC, ADS-C, ATS 623
applications) is failed,
• The on-board ADS-C 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-C 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
- A 253 -
2. The ADS-C application is failed

(i.e. ADS-C application is lost).
AFN, CPDLC and ATS 623 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.
Note: on A350/A380 FANS A+B, ADS
DATALINK FAULT is replaced by ADS-C
DATALINK FAULT.
- A 254 -
Getting to grips with FANS – Part II – Issue III APPENDIX M
APPENDIX L – FANS A/A+/A+B AIRWORTHINESS APPROVAL

SUMMARY
The purpose of this document is to describe the Communication, Navigation and

Surveillance airborne capabilities required for FANS A/A+/A+B operations, and the
interoperability, safety and performance requirements that have been considered
for the development and airworthiness approval of the Airbus FANS A/A+/A+B
avionics system 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/A+/A+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 : Executive summary

• Section 2 : A short overview of FANS A+/A+B functional evolutions in
regards with the previous system (see hereafter) when exists
• Section 3 : A short overview of specific aircraft architecture required by
FANS A+/A+B implementation
• Section 4 : The presentation of FANS A+/A+B airworthiness approval
context by describing the Communication, Navigation and Surveillance
(CNS) airborne capabilities assumed for FANS A+/A+B 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+/A+B 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+/A+B systems. 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
- A 255 -
Getting to grips with FANS – Part II – Issue III APPENDIX M
• Section 9 : Additional information concerning the ATSU Router Parameters’

customization process.
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

contact Airbus Support (See References) providing one of the following
references:
FANS systems Aircraft models Airbus FANS Airworthiness Approval

denominations Summary references
FANS A A330/A340 CLR 3 00F460P0210/C02 Issue 5
CSB 4 00D460P0210/C02 Issue 1
A320
CSB 7 00D460P0210/C02 Issue 3
FANS A+ CLR 4 00F460P0211/C02 Issue 2
A330/A340
CLR 7 00F460P0211/C02 Issue 3
A380 CLA 3 00L462Y0210/C02 Issue 2
A350 CLV 1 See note 2
FANS A+B
A380 CLA 4 See note 2
Note 1: Refer to Part II - Appendix M for Airbus FANS denominations.

Note 2: At the time of writing the document, the references of the Airworthiness
Approval Summary for A350 FANS A+B and A380 FANS A+B are not defined as
the both systems are not yet certified.
- A 256 -
Getting to grips with FANS – Part II – Issue IV APPENDIX M
APPENDIX M – FANS SYSTEMS DENOMINATIONS AND CONTENT
The following table presents the different combinations of FANS systems proposed
by Airbus according the aircraft type.
AIRBUS FANS denominations

A320 A330/A340 A350 A380
FANS A CLR 3
CSB 4 CLR 4 CLA 3
FANS A+ CSB 7 CLR 7
FANS B CSB 5
CSB 6
FANS B+
CSB 8
FANS A+B CLV 1 CLA 4
Grey Combination Aircraft/FANS system not applicable
Note 1: CSB 6 includes indeed two FANS systems: CSB 6.5 and CSB 6.6. There
are some minor discrepancies between these systems that are provided in the
following table.
Note 2: In the whole document, “latest FANS system” refers to:

• CSB 7/CLR 7 when applicable to FANS A+
• CSB 8 when applicable to FANS B+.
- A 257 -
The following table presents the functions available on the different FANS systems proposed by Airbus.
For more details about the functions listed below, please refer to:
• Part II - Chapter A6 for features included in FANS A/A+.
• Part III- Chapter B6 for features included in FANS B/B+.
• Part II - Chapter A6 and Part III- Chapter B6 for features included in FANS A+B system.
FANS A/A+ FANS B/B+ FANS A+B

CLR3 CSB 4 CSB 7 CLA3 CSB 5 CSB 6 CSB 8 CLV 1 CLA 4
FANS features CLR 4 CLR 7
FANS A/A+
applications (i.e.
X X X X X X
AFN, FANS 1/A
CPDLC, ADS-C)
FANS B/B+
applications (i.e. X X X X X
CM, ATN B1 CPDLC)
ATS623 applications O
O O X O X X
(see note 1)
VDL2 O O X X X X X X
HFDL for ATC
O O X X X
purpose
Wired High Speed
Data Loading
O O X X X
capability (ARINC
615A)
Modifications
X X X X X
relative to ADS-C
DCDU indications in X X
- A 258 -

case of failures
New DATALINK
X X X
STATUS Page
Modification of MSG
X X X X X
RECORD
Improvement of
NOTIFICATION X X X
Page
New features in
CONNECTION X X X
STATUS page
Addition of
information on X X X
REPORT messages
Discarding old
X X X X X
uplink messages
BACK ON ROUTE
X X X X X
message
Auto-closure of
X X X X X
messages
New RECALL mode X X X X X
Time reference in
X X X X
uplink message
CSP World Map X X X X X
ATSU router
customization via X X X X X
loadable database
- A 259 -

ATC datalink
O
communication O X O X X
(see note 2)
recording
Radio frequency
O O O X
loading into RMP
ITP Clearance by
O X X
CPDLC
Scan Mask with
X X X
routing policies
DATALINK COM
X X X
STATUS page
Harmonization of
X X
ATC aural alerts
New CONNECT
X X
page
Improvement of the
display of CPDLC X X X X
connection status
Modifications of the
X X
ATC aural alerts
Separators in the
DCDU message X
display
Protected mode X X X X
Operational timers
for dialogue X X X X
initiated by the ATC
- A 260 -

New justifications
for UNABLE and X X X X
REQUEST page
Inhibition of Max
X X
Uplink Delay access
Interactions
between ATC X
X X X X X (see note
applications and 3)
FMS
Dual ACR
O O O
configuration
X Basic function available
O Function available as option
Blank Function not available
Grey Combination FANS system/FANS function not applicable
Note 1: ATS 623 applications include:

• DCL and D-ATIS applications in CSB 6.5
• DCL, OCL and D-ATIS applications in CSB 6.6.
Note 2: ATC datalink communication recording applies to the recording of:

• CM and CPDLC in CSB 6.5
• CM, CPDLC and ATS 623 applications in CSB 6.6.
Note 3: For the first version A380 FANS A+B, the FMS is capable to support:
• All interactions with FANS A+ applications
• One interaction with FANS B+ applications: the monitoring of CPDLC deferred clearance. For more details, refer to
Part III – Section B.6.24 Interactions between ATC applications and FMS.
- A 261 -
Getting to grips with FANS – Part III – Issue IV Abbreviations
PART III – TABLE OF CONTENTS
Abbreviations............................................................................................ 3
Part III – Executive Summary .................................................................. 7
B5. FANS B/B+ operational procedures .......................................... 12
B5.1. Introduction ....................................................................................... 14
B5.2. Pre-flight phase .................................................................................. 15

B5.2.1. ICAO flight plan filling ........................................................................ 15
B5.2.2. Pre-flight checks ................................................................................. 15
B5.3. Notification procedures ...................................................................... 16

B5.3.1. Data Link Initiation Capability (DLIC) service..................................... 16
B5.3.1.1. Manual notification with logon function ...................................................... 17
B5.3.1.2. Automatic notification with Contact function ............................................... 20
B5.4. CPDLC procedures .............................................................................. 23

B5.4.1. CPDLC connection establishment ........................................................ 23
B5.4.2. CPDLC connection transfer ................................................................. 28
B5.4.2.1. Transfer between ATC centers .................................................................. 28
B5.4.2.2. Abnormal cases at the time of the transfer of connection ............................. 35
B5.4.3. CPDLC termination .............................................................................. 35
B5.4.3.1. During a transfer from one ATC center to another, both using CPDLC ............ 35
B5.4.3.2. During a transfer from one ATC center using CPDLC to another NOT using
CPDLC ................................................................................................... 35
B5.4.3.3. Open dialogues during CPDLC termination ................................................. 38
B5.4.4. Inhibition of CPDLC application .......................................................... 38
B5.4.5. Failures of the CPDLC connection ....................................................... 38
B5.4.6. Intentional CPDLC shutdown .............................................................. 38
B5.4.7. Use of CPDLC in the event of voice radio communication failure......... 39
B5.4.8. Recommendations for the exchange of CPDLC messages ................... 39
B5.4.8.1. To be known .......................................................................................... 39
B5.4.8.2. Expected delays in responding to CPDLC messages ..................................... 40
B5.4.8.3. Responding to CPDLC messages ............................................................... 42
B5.4.8.4. Multi-elements messages ......................................................................... 42
B5.4.8.5. Downlink free text .................................................................................. 42
B5.4.8.6. CPDLC dialogue closure ........................................................................... 43
B5.4.8.7. DCDU (respectively ATC mailbox) management .......................................... 43
B5.4.8.8. MSG RECORD management ..................................................................... 43
B5.4.8.9. Reverting from CPDLC to voice ................................................................. 43
B6. FANS B evolutions .................................................................... 48
B6.1. A320 FANS B+ (FANS B SYSTEM EVOLUTION) .................................... 49

B6.1.1. FANS B+ Basics .................................................................................. 50
B6.1.1.1. Enhancements of the Human Machine Interface (HMI) ................................ 50
-B1-
B6.1.1.2. Improvements related to the CPDLC ......................................................... 52

B6.1.2. FANS B+ options ................................................................................. 56
B6.1.2.1. ATC Data Link Communication Recording ................................................... 56
B6.1.2.2. Radio Frequency Loading into RMP ............................................................ 57
B6.1.2.3. ATS 623 applications ............................................................................... 57
B6.1.3. FANS B+ retrofit ................................................................................. 57
B6.2. A350/A380 FANS B+ (enhancement FANS B+ on A320 aircraft) ........ 59

B6.2.1. Inhibition of Max Uplink Delay access ................................................ 59
B6.2.2. Operational timers for dialogue initiated by the ATC .......................... 60
B6.2.3. Auto-Closure of messages .................................................................. 60
B6.2.4. Interaction between ATC applications and FMS .................................. 60
B6.2.4.1. Loading of CPDLC clearances into FMS....................................................... 61
B6.2.4.2. Monitoring of CPDLC deferred clearances ................................................... 61
B6.2.4.3. Filling of CPDLC CONFIRM requests with FMS parameters ............................ 62
B7. Starting FANS B/B+ operations ................................................ 65
B7.1. General ............................................................................................... 66
B7.2. Data link: contracts and declarations.................................................. 66
B7.3. Impacts on AIRCRAFT configuration ................................................... 67
B7.4. Get the operational approval .............................................................. 67
-B2-
ABBREVIATIONS

ADNS Arinc Data Network Service
AOC Airline Operations Communications (or Center)
ARINC Aeronautical Radio INCorporated
-B3-

CTA Control Area
DL Down Link
DM Downlink Message
FIT FANS Interoperability Team
-B4-
IFALPA International Federation of Airline Flight crew Associations

LSK Line Select Key
Mode S Radar Mode S
OMT On-board Maintenance Terminal
PM Protected Mode
-B5-

TMA Terminal Area
UL Up Link
UM Uplink Message
VDL VHF Data Link
VDR VHF Data Radio
WPR WayPoint Reporting
-B6-
Getting to grips with FANS – Part III – Issue IV Executive Summary
PART III – EXECUTIVE SUMMARY
B5. FANS B/B+ OPERATIONAL PROCEDURES
Following principles apply in ATN high-density continental airspaces:

However, CPDLC is to be considered as a supplementary
communication means to voice.
• 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.
Pre-flight phase
November 2012, new letter codes will be introduced.
- The data link capability (CPDLC) is notified by two characters to be
entered in the Item 10(a) (Radio Communication, Navigation and
Approach Aid Equipment and Capabilities) of the ICAO Flight Plan.
CPDLC Capabilities Item 10a
CPDLC ATN VDL Mode 2 J1
symbols.
- The aircraft 24 bits address is notified in the Item 18 preceded by
CODE/.
For aircraft exempted from Eurocontrol Link 2000+ mandate, the flight plan has to
be filled with the letter Z in Item 10a and the indicator DAT/ followed by the
descriptor CPDLCX in Item 18 (i.e. DAT/CPDLCX).
Prior to departing for a FANS B/B+ flight, checks must be performed by the
dispatcher and the flight crew to ensure that the aircraft is ready for FANS
operations. The following items are recommended to be checked:
-B7-

o Removal of the MSG RECORD as per FCOM procedure.
Notification procedures
• The aim of the notification is to:
- Give the flight identification and the aircraft 24 bits address.
• When no other CPDLC connection has been established with a previous ATC
center, the DLIC notification must be exercised (e.g. prior to departure, prior
to entering a data link airspace).
• The DLIC notification can be initiated:
The DLIC notification must be successfully completed 10 to 30 minutes prior to
entering the airspace and prior to any connection is being established.
CPDLC procedures
- Once the DLIC notification has been successfully done, the ATC center
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 center (i.e. reception of the uplink message indicating the
name of the ATC).
- Checks are automatically done by the aircraft system (ATSU for A320 or
ATC applications for A350/A380) to validate or reject the connection:
o Connection is accepted if no previous connection already exists or,
if the ATC center corresponds to the next ATC center to control the
aircraft
- Once connection is established:
o For the technical connection, the active connected ATC center is then
displayed on the DCDU (respectively ATC mailbox), and on the
CONNECTION STATUS page of the MCDU (respectively CONNECT
page of the MFD)
o For the operational connection, an uplink message indicating the
name of the current ATC (e.g. EDYY, MAASTRICHT, CENTER) is
received.

- 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
-B8-
way for the ATSU (respectively ATC applications) to be aware of and to

accept the connection with the next ATC center.
- Once a NDA message has been received, the aircraft is waiting for the
connection with the next ATC center.
- 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.
• Failures of the CPDLC connection

flight crew or the ATC controller, voice will be used to inform the other
part of the failure and to coordinate 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.
- If the CPDLC connection is recovered before the flight crew switched to
voice communication, all dialogues involving the CPDLC outstanding
messages should be recommenced via CPDLC.

- When the flight crew sends a downlink message, the DCDU (respectively
ATC mailbox) displays the indication “RECEIVD BY ATC” (respectively
“RECEIVED BY ATC”) in the information zone when the corresponding
LACK is received.
- When no uplink LACK (related to a downlink message) is received
before the expiration of the technical response timer, the DCDU
(respectively ATC mailbox) displays an amber “SEND FAILED” indication
and an amber OPEN status.
- When the flight crew sends a downlink message, the ground system
automatically sends ATC TIME OUT – REPEAT REQUEST message to the
aircraft if the ATC controller does not respond within 250 seconds after
reception. “ATC TIME OUT – REPEAT REQUEST” is displayed on DCDU
- When an uplink message is received, the DCDU (respectively ATC
mailbox) displays “REPLY: TIME OUT” if the flight crew does not respond
within 100 seconds.
- A Voice Read-Back is required for any messages related to any
changes of the aircraft trajectory in the framework of FANS B system.
Thanks to the implementation of the Protected Mode (PM), FANS B+
does not require Voice read-back. Due to the discontinuation of the
Voice Read-Back (VRB) procedures from 15 November 2012, it is
required aircraft capable Protected Mode CPDLC in European airspace.
- In order to avoid ambiguity, it is highly recommended that the flight
crew does not send multi-element messages.
- The system does not allow to send downlink free text.
-B9-
- It is strongly recommended to close with the CLOSE soft key any

messages on DCDUs (ATC mailbox) once they are sent. Once closed,
the message can be recalled via the RECALL soft key.
- It is recommended to erase the MSG RECORD to avoid confusion with
messages from the previous flights.
- The ATC or the flight crew shall revert from CPDLC to voice in
o Whenever a CPDLC message is ambiguous, or
o Whenever an operational timer related to a CPDLC message times
out, or
o Whenever an error message is replied to a CPDLC message or
generated by the system, or
o Whenever a timely execution of clearances or instructions transmitted
by CPDLC is required, or
o To correct any sent CPDLC messages including incorrect parameters.
B6. FANS B EVOLUTION
A320 FANS B+
To meet the requirements of the Link 2000+ Mandate phase, Airbus has developed
the FANS B+ system.
• Following improvements have been integrated:
- An update of ATC FANS B applications (CMA and CPDLC applications)
in order to comply with ED110 rev. B
- The Protected Mode that replaces the Voice Read-Back (VRB) procedure
- ATC data link communication recording for the investigation on flight
accidents/incidents as an option
- ATS623 (Departure & Oceanic clearances, Digital-ATIS applications) as
an option
- Radio frequency loading into RMP as an option.
• Enhancements on HMI have been also introduced, improving the
commonalities between FANS A+ and FANS B+ HMI, like the display of the
CPDLC connection status, the auto-closure of messages, the modification of
ATC aural alerts frequency, the DATALINK STATUS page, etc.
• FANS B+ retrofit
- FANS B+ system proposed on A320 is fully compliant with Link 2000+
mandate. The upgrade from FANS B to FANS B+ consists of a change of
software only, provided it is limited to the basic features and the
activation of ATS 623 applications.
- The upgrade to activate optional features (e.g. ATC data link
communication recording, radio frequency loading into RMP) affect the
hardware.
- B 10 -
- After the upgrade of FANS aircraft systems, airlines are invited to report
to Airbus the current avionics configuration of their fleet in order to
ensure a correct follow-up of FANS aircraft.
A350/A380 FANS B+
Regardless the interfaces, it is to be noticed that FANS B+ functions on A350/A380
are the same as the ones on A320 aircraft, apart from a very few exceptions:
• Discarding of old messages with the MAX UPLINK DELAY button is disabled for
ATN CPDLC connection
• Operational timers for dialogue initiated by the ATC
• Interaction between ATC applications and FMS.
B7. STARTING FANS B/B+ OPERATIONS

To ensure proper operations of FANS B/B+ aircraft in high density continental
airspaces, the operator needs to ensure the following before starting operations:
• Sign contract(s) with Communication Service Provider(s) (CSP).
• Declare aircraft to these Communication Services Providers.
• Declare aircraft and its FANS capability to ATC centers of the operated routes.
• Configure adequately the aircraft avionics.
- B 11 -
Getting to grips with FANS – Part III – Issue IV B5. FANS B/B+ Operational Procedures
B5.1 Introduction 14
B5.2 Pre-flight phase 15
B5.2.1 ICAO flight plan filling 15
B5.2.2 Pre-flight checks 15
B5.3 Notification procedures 16
B5.3.1 Data Link Initiation Capability (DLIC) service 16
B5.3.1.1 Manual notification with logon function 17
B5.3.1.2 Automatic notification with Contact function 20
B5.4 CPDLC procedures 23
B5.4.1 CPDLC connection establishment 23
B5.4.2 CPDLC connection transfer 28
B5.4.2.1 Transfer between ATC centers 28
B5.4.2.2 Abnormal cases at the time of the transfer of connection 35
B5.4.3 CPDLC termination 35
B5.4.3.1 During a transfer from one ATC center to another, both using 35
CPDLC
B5.4.3.2 During a transfer from one ATC center using CPDLC to 35
another NOT using CPDLC
B5.4.3.3 Open dialogues during CPDLC termination 38
B5.4.4 Inhibition of CPDLC application 38
B5.4.5 Failures of the CPDLC connection 38
B5.4.6 Intentional CPDLC shutdown 38
B5.4.7 Use of CPDLC in the event of voice radio 39
communication failure
- B 12 -
B5.4.8 Recommendations for the exchange of CPDLC 39

messages
B5.4.8.1 To be known 39
B5.4.8.2 Expected delays in responding to CPDLC messages 40
B5.4.8.3 Responding to CPDLC messages 42
B5.4.8.4 Multi-elements messages 42
B5.4.8.5 Downlink free text 42
B5.4.8.6 CPDLC dialogue closure 43
B5.4.8.7 DCDU (respectively ATC mailbox) management 43
B5.4.8.8 MSG RECORD management 43
B5.4.8.9 Reverting from CPDLC to voice 43
- B 13 -
B5.1. INTRODUCTION
NEW
The reader will find or NEW flag in the margin.
These flags identify new features introduced in the latest FANS systems.
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 start based on the
availability of ground equipment and technologies. Operational procedures are
defined and published in Flight Crew Data Link Operational Guidance in support of
DLS Regulation No 29/2009. The following procedures are based on this document
as per 17 December 2012 (available at the Link 2000+ website,
http://www.eurocontrol.int/articles/link-2000-library).
Note: GOLD edition 2 (2013) has been updated to incorporate datalink operations in
ATN environment based on Link 2000+ guidance material.
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 the following principles apply in ATN high-

density continental airspaces:
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 flight crew and/or the ATC controller should determine the
communication means (voice or datalink) that is the most
appropriate at any given time.
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.
Note: A practical operational scenario is provided in the appendices of the Part III
for any procedures described in the following sections.
- B 14 -
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.
B5.2.1. ICAO FLIGHT PLAN FILLING

The data link capability (CPDLC) is notified by two characters to be entered in the
Item 10(a) (Radio Communication, Navigation and Approach Aid Equipment and
Capabilities) of the ICAO Flight Plan.

The aircraft identification is entered in the Item 7 of the flight plan and must contain
only alphanumeric character without hyphen or symbols. The aircraft registration are
still mentioned in the Item 18 (preceded by REG/) of the flight plan.
The Aircraft 24 bits address is notified in the Item 18 preceded by CODE/.
For aircraft exempted from Eurocontrol Link 2000+ mandate, the flight plan has to
be filled with the letter Z in Item 10a and the indicator DAT/ followed by the
descriptor CPDLCX in Item 18 (i.e. DAT/CPDLCX).
For more details about the ICAO flight plan, refer to ICAO PANS-ATM Doc 4444 (see
References).
Eurocontrol has also published a leaflet providing recommendations for airlines to fill
in the ICAO flight plan. It is available at http://contentzone.eurocontrol.int/FPL/.
B5.2.2. PRE-FLIGHT CHECKS

Prior to departing for a FANS B/B+ flight, checks must be performed by the
dispatcher and the flight crew to ensure that aircraft is ready for FANS operations.
The following items are recommended to be checked:
• Dispatcher checks:
• FANS avionics equipment availability
• Flight crew checks:
- No ECAM alert listed hereafter is present on datalink systems
 A320:
• DATALINK ATSU FAULT
• DATALINK ATC FAULT
• COM VHF3 DATA FAULT
- B 15 -
 A350/A380:
• COM ATC DATALINK FAULT
• COM DATALINK FAULT
• COM VHF3 DATALINK FAULT
• As mentioned in the FCOM/QRH, it is recommended to erase the MSG
RECORD at the beginning of cockpit preparation before take-off. Refer to
FCOM:
- A320: Procedures/Normal Procedures/Standard Operating
Procedures/Cockpit Preparation/ATC Datalink Communication
- A350/A380: Procedures/Normal Procedures/Standard Operating
Procedures/Cockpit Preparation/MFD ATC COM.
NEW Note: The MSG RECORD is automatically erased on a flight identification
change when the aircraft is on ground. However, in the latest A320 FANS B+
and in FANS A+B, MSG RECORD erasing is automatically done. On FANS A+B,
this automatic removal can be deactivated through Soft Pin Program (SPP)
change upon airline request.
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.
Note 1: Some figures in the following sections illustrate some exchanges via data
link between the aircraft and the ATC center. 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. Refer to Part 1 section 3.6.3 – Technical Acknowledgement: LACK/MAS.
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.
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 10 and 30 minutes

before entering the airspace. The appropriate time for notification is
published in AIP of the concerned state.
B5.3.1. DATA LINK INITIATION CAPABILITY (DLIC) SERVICE

The DLIC service consists of two functions (Logon and Contact functions).
The Logon function is used for transmitting the necessary information required for
flight plan correlation in the ATC ground system and CPDLC information required for
the establishment of the connection. The Logon function is:
- Manually triggered in case of initial notification, or
- B 16 -
- Automatically triggered in case of transfer from one ATC center to another.
The Logon function is a prerequisite to the establishment of CPDLC dialogue.
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 (refer to Section B5.4.2 CPDLC connection transfer).
• The ATC unit that initiates the transfer is the Transferring ATC (T-ATC).
• The ATC unit that receives the aircraft is the Receiving ATC (R-ATC).
• The ATC unit that uses data link and is currently responsible of the aircraft is the
Current Data Authority (CDA).
• The ATC unit that uses data link and is designated by the CDA for a transfer is the
Next Data Authority (NDA).
To guarantee the success of the Logon function, it is highly recommended to

check:
• The correct ATC center address (4 to 8 characters) has been entered in
the NOTIFICATION page
• The aircraft identification filled in the ATC flight plan (Item 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 identification)
• Departure and destination airports filled in the ATC flight plan and
identified with their ICAO 4-letter codes match the ones displayed in the
FMS INIT page
• The correct aircraft 24 bits address has been filled in the ATC flight plan
(Item 18).
Note: European ATC center addresses can be found in the EUR NSAP Address
Registry document published by ICAO and available at:
http://www.paris.icao.int/documents_open/subcategory.php?id=48.
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 center (4 to 8 characters) in the CONNECTION ATSU
DLK>NOTIFICATION page on MCDU (respectively CONNECT page of MFD ATC COM
pages). By selecting NOTIFY, a Logon request (CM_LOGON_REQUEST message)
is sent to the ground. Refer to Figure 5-1 and Figure 5-2.
As a response, the notified ATC center sends a Logon response

(CM_LOGON_RESPONSE message) to the aircraft. On the NOTIFICATION page on
MCDU (respectively CONNECT page of MFD ATC COM pages), the ATC center is then
displayed as notified with the corresponding time.
From an operational point of view, a successful notification is mandatory prior to

any CPDLC communications.
- B 17 -
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
A320 Manual notification
- B 18 -
MFD
Logon request
Logon response
MFD
Figure 5-2
A350/A380 Manual notification
- B 19 -
B5.3.1.2. AUTOMATIC NOTIFICATION WITH CONTACT FUNCTION

With the Contact function, the ATC center requests the aircraft to initiate the Logon
function with another ATC center. Therefore, the CDA sends a Contact request
(CM_CONTACT message) to the aircraft. When the aircraft receives the Contact
request (CM_CONTACT message), the aircraft sends a Logon request
(CM_LOGON_REQUEST message) to the NDA.
When the NDA receives the Logon request (CM_LOGON_REQUEST message), the
NDA sends a Logon response (CM_LOGON_RESPONSE message) to the aircraft. To
close the Contact process, the aircraft sends a Contact response
(CM_CONTACT_RESPONSE message) to the CDA when the Logon response
(CM_LOGON_RESPONSE message) is received. Refer to Section B5.4.2.1 Transfer
between ATC centers.
The flight crew is unaware of this sequence of message exchanges.
- B 20 -
Following principles apply in ATN high-density continental airspaces:

However, CPDLC is to be considered as a supplementary
communication means to voice.
• 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.
Pre-flight phase
The CNS/ATM capabilities of the aircraft will be notified when filling in the ICAO
flight plan. With the entry into force of the ICAO PANS-ATM Doc 4444 applicable
from November 2012, new letter codes will be introduced.
- The data link capability (CPDLC) is notified by two characters to be
entered in the Item 10(a) (Radio Communication, Navigation and
Approach Aid Equipment and Capabilities) of the ICAO Flight Plan.

symbols.
- The aircraft registration are still mentioned in the Item 18
(preceded by REG/) of the flight plan.
- The aircraft 24 bits address is notified in the Item 18 preceded by
CODE/.
- For aircraft exempted from Eurocontrol Link 2000+ mandate, the
flight plan has to be filled with the letter Z in Item 10a and the
indicator DAT/ followed by the descriptor CPDLCX in Item 18 (i.e.
DAT/CPDLCX).
- B 21 -
Please bear in mind…(continued)
Prior to departing for a FANS B/B+ flight, checks must be performed by dispatcher
and flight crew to ensure that the aircraft is ready for FANS operations. The
following items are recommended to be checked:
o Removal of the MSG RECORD as per FCOM procedure.
Notification procedures
• The aim of the notification is to:
- Notify the appropriate ATC center of the capabilities and specifics of
the aircraft data link communication applications
- Give the flight identification and the aircraft 24 bits address.
• When no other CPDLC connection has been established with a previous ATC
center, 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 ATC center using the address forwarding
process.
The DLIC notification must be successfully completed from 10 to 30

minutes before entering the airspace and prior to any connection is being
established.
- B 22 -
B5.4. CPDLC PROCEDURES

The CPDLC application provides a direct communication means between the ATC
controller and the flight crew. Based on this application, three services are available:
• The ATC Communication Management (ACM) service to handle CPDLC
connections (establishment, transfer, 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 center will attempt a CPDLC connection varies
according to the ATC centers. For Maastricht, the CPDLC start request is sent
approximately 10 minutes before entering the airspace.
B5.4.1. CPDLC CONNECTION ESTABLISHMENT

CPDLC connection establishment is initiated by the ATC Center. Once the ATC center
is indicated as notified in the MCDU NOTIFICATION page for A320 and in MFD
CONNECT page for A350/A380, a CPDLC connection establishment is expected from
this ATC center.
Checks are automatically done by the aircraft system (ATSU for A320 or ATC
applications for A350/A380) to validate or reject the connection:
• Connection is accepted if no previous connection already exists or the ATC center
corresponds the next ATC center to control the aircraft
• Connection is rejected in all other cases.
The flight crew shall only initiate CPDLC dialogue and send CPDLC messages when
the ATC centre has enabled CPDLC. Any attempt to send CPDLC messages before
CPDLC is enabled results in uplink error message CPDLC TRANSFER NOT COMPLETED
– REPEAT REQUEST 1 displayed on DCDU (respectively ATC mailbox).
The flight crew knows that the ATC centre has enabled CPDLC when:
• The flight crew has made an initial voice contact, or
• An uplink message indicating the name of the ATC center is displayed on the
DCDU (respectively ATC mailbox). For Maastricht, the message is CURRENT ATC
UNIT EDYY, MAASTRICHT, CTR.
Hereinafter, a comprehensive description of the CPDLC connection establishment 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 center not using CPDLC to an ATC center
using CPDLC. Refer to the following figures.
1
This is a standardized message. This message will be uplinked even if the early CPDLC
attempt precedes a CPDLC connection establishment.
- B 23 -
Bold font is used to identify human interactions.
1. The flight crew sends a logon request (CM_LOGON_REQUEST

message) 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 (CM_LOGON_RESPONSE
message) 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 complies with 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 aircraft system confirms the receipt of the CPDLC start request. The
name of the R-ATC (e.g. ACTIVE ATC: EDYY CTR on FANS B and NEXT
ATC: EDYY on FANS B+) is displayed in green on DCDU (respectively
ATC mailbox).
7. The flight crew contacts by voice (or monitor as appropriate) the R-
ATC, whereas the aircraft system notifies the R-ATC that it becomes the
CDA. The technical connection is established. However, the operational
connection is not yet completed. Refer to the following step.
8. The R-ATC sends an uplink message identifying the R-ATC to the
flight crew (e.g. “CURRENT ATC UNIT EDYY, MAASTRICHT, CTR”).
This message confirms that the R-ATC assumes the control of the aircraft
and that the CPDLC connection with the R-ATC is enabled.
The flight crew should not send any downlink message to the R-ATC until the R-
ATC assumes the control of the aircraft (e.g. CURRENT ATC UNIT EDYY,
MAASTRICHT, CTR). Early sending of downlink messages may results in
rejection of these messages by the R-ATC. The R-ATC will send to the aircraft an
error message CPDLC TRANSFER NOT COMPLETED – REPEAT REQUEST
displayed on DCDU (respectively ATC mailbox).
- B 24 -
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 5-3
A320 CPDLC connection establishment with FANS B
- B 25 -
MCDU
F R O M / T
EFHF/LFP
Logon request EDYY NOTIFIED 1233Z

1
Logon Contact / Monitor
2 by voice
3
WILCO by voice
4
CPDLC start request DCDU
5
6
NEXT ATC: EDYY
Contact by voice
CDA 7
ATC unit name 1559Z FROM EDYY

8 CURRENT ATC UNIT

MAASTRICH CTR
R-ATC
R-ATC T-ATC
Figure 5-4
A320 CPDLC connection establishment with FANS B+
- B 26 -
MFD
Logon request
1
Logon response Contact / Monitor
2 by voice
3
WILCO by voice
4 ATC mailbox
CPDLC start request
5
6
Contact by voice
CDA 7
ATC unit name

8
R-ATC T-ATC
Figure 5-5
A350/A380 CPDLC connection establishment
- B 27 -
B5.4.2. CPDLC CONNECTION TRANSFER

The following paragraphs provide a complete description of the CPDLC connection
transfer mechanism.
B5.4.2.1. TRANSFER BETWEEN ATC CENTERS

Since CPDLC is intended for non-time critical en-route communications, three kinds
of scenarios may occur:
Scenarios for transfer between ATC centers

T-ATC datalink capability R-ATC datalink capability
Not using CPDLC Using CPDLC
Using CPDLC Using CPDLC
Using CPDLC Not using CPDLC
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 centers, the first one does not use data
link.
In both cases, a CPDLC connection establishment has to be performed. Refer to

Section B5.4.1 CPDLC connection establishment 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
the following figures.
- B 28 -
1. The T-ATC sends a datalink Voice Contact Instruction (VCI) to the flight
crew (e.g. CONTACT EDYY 127.13).
2. The flight crew answers WILCO on the DCDU (respectively ATC mailbox).
At this stage, no CPDLC messages should be sent to the T-ATC. 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 by voice.
4. The R-ATC sends a data link message containing its name (e.g. CURRENT
ATC UNIT EDYY, MAASTRICHT, CTR) and becomes the Current Data
Authority (CDA).
DCDU DCDU
1559Z FROM EDYY 1556Z FROM EDYY WILCO

CURRENT ATC UNIT CONTACT EDYY 127.13
3 2
ATC Unit Contact

name
Contact
by voice WILCO
4 1
R-ATC T-ATC
Figure 5-6
A320 Transfer between ATC sectors – No change of CPDLC connection
- B 29 -
ATC mailbox ATC mailbox
ATC mailbox
3 2
ATC Unit Contact

name
Contact
by voice WILCO
4 1
R-ATC T-ATC
Figure 5-7
A350/A380 Transfer between ATC sectors – No change of CPDLC connection
- B 30 -
Transfer between ATC centers – Use of DLIC Contact function

During the transfer of an aircraft from one ATC center to another, a CPDLC
disconnection occurs. There are two methods to transfer the CPDLC connection:
• The ground-ground address forwarding procedure
• The transfer using the DLIC Contact function (also known as air-ground address
forwarding procedure).
The ground-ground address forwarding procedure is the normal procedure. The DLIC
Contact function is to be used when the ground-ground address forwarding
procedure failed or is not available.
Both methods are transparent to the flight crew. Hereinafter is described the transfer
process based on DLIC Contact function. Refer to the following figures.
1. The T-ATC sends a Contact request (CM_CONTACT message) to the aircraft

system and subsequently notifies the NDA identification to the aircraft
system. A message indicating the name of the R-ATC (e.g. NEXT DATA
AUTHORITY LFFF) is displayed on DCDU (respectively ATC mailbox).
This message is not applicable for the FANS B+ package.
2. While receiving the Contact request (CM_CONTACT message) from the T-
ATC, the aircraft system sends a Logon request (CM_LOGON_REQUEST
message) to the R-ATC.
3. The R-ATC answers the aircraft system with a Logon response
(CM_LOGON_RESPONSE message).
4. This Logon response (CM_LOGON_RESPONSE message) allows the aircraft
system to send a Contact response (CM_CONTACT_RESPONSE message) to
the T-ATC.
5. On one hand, after sending the logon response (CM_LOGON_RESPONSE
message) to the aircraft system, the R-ATC initiates the CPDLC connection by
sending a CPDLC start request.
6. The aircraft system confirms the reception of the CPDLC start request. The
name of the R-ATC (e.g. NEXT ATC: LFFF CTR) is displayed in white on
DCDU (respectively ATC mailbox) underneath the ACTIVE ATC
indication, and in green in the MCDU CONNECTION STATUS page
(respectively MFD CONNECTION STATUS page).
7. On the other hand, the T-ATC sends a Voice Contact Instruction (VCI)
coupled with an instruction to end the CPDLC connection.
When the flight crew replies WILCO to the VCI, a CPDLC end
confirmation is appended to this response. At that stage, the CPDLC
connection with the T-ATC is ended.
8. The flight crew contacts by voice the R-ATC, whereas the aircraft 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. CURRENT ATC UNIT EDYY, MAASTRICHT, CTR). This
message confirms that the R-ATC assumes the control of the aircraft and that
the CPDLC connection with R-ATC is enabled.
- B 31 -
DCDU

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
6
VCI
DCDU
CPDLC end request 7
1556Z
1556Z FROMFROM EDYYWILCWILCO
EDYY CTL
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 5-8
Transfer between ATC centers – Use of DLIC Contact function
(A320 with FANS B)
- B 32 -
DCDU

MAASTRICH CTR
NEXT ATC: LFFF CTR
DCDU
EDYY
LFFF Contact request

NDA 1
MCDU Logon request
2
Logon response
3
Contact response
4
CPDLC start request
5
6
VCI
DCDU
CPDLC end request 7
1556Z
1556Z FROMFROM EDYYWILCWILCO
EDYY CTL
WILCO
CONTACT
CONTACTLFFF
LFFF128.275
128.275
Contact / Monitor DCDU
by voice
CDA 8
1559Z FROM LFFF
ATC unit name
9 CURRENT ATC UNIT
LFFF, PARIS, CTR
ACTIVE ATC: LFFF CTR

PARIS CTR
R-ATC T-ATC
Figure 5-9
Transfer between ATC centers – use of DLIC Contact function
(A320 with FANS B+)
- B 33 -
ATC mailbox
ATC mailbox
Contact request
NDA 1
MFD Logon request
2
Logon response
3
Contact response
4
CPDLC start request
5
ATC mailbox 6
VCI
CPDLC end request 7
WILCO
ATC mailbox
Contact / Monitor
by voice
CDA 8
ATC unit name

9
R-ATC T-ATC
Figure 5-10
Transfer between ATC centers – Use of DLIC Contact function (A350/A380)
- B 34 -
The flight crew should not send any downlink message to the R-ATC until the R-
ATC assumes control of the aircraft (e.g. CURRENT ATC UNIT EDYY,
MAASTRICHT, CTR). Early sending of downlink messages may results in
rejection of these messages by the ground. The ground will send to the aircraft
system an error message CPDLC TRANSFER NOT COMPLETED – REPEAT
REQUEST displayed on DCDU (respectively ATC mailbox).
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 centers, the second one does not use data
link.
In both cases, a CPDLC termination has to be performed. Refer to Section 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

CPDLC connection termination is initiated by the ATC center. A CPDLC connection is
terminated in two cases:
• During a transfer from one ATC center to another, both ATC centers using CPDLC,
or
• During a transfer from one ATC center to another, the second ATC center does
not use CPDLC.
B5.4.3.1. DURING A TRANSFER FROM ONE ATC CENTER TO ANOTHER, BOTH

USING CPDLC
Please refer to Section 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 CENTER USING CPDLC TO

ANOTHER NOT USING CPDLC
Such a transfer occurs when the aircraft is transferred either:
• Between two en-route ATC centers, 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 the following figures.
- B 35 -
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
Contact by voice
3
R-ATC T-ATC
Figure 5-11
A320 CPDLC termination
- B 36 -
VCI
ATC mailbox 1
CPDLC end request
WILCO
Contact by voice
3
R-ATC T-ATC
Figure 5-12
A350/A380 CPDLC termination
- B 37 -
B5.4.3.3. OPEN DIALOGUES 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 onboard:
• The dialogues are maintained open if the flight crew replies UNABLE or STAND BY
to the VCI,
• The dialogues are closed if the flight crew replies WILCO to the VCI.
If the ATC controller decides to transfer the aircraft with open dialogues, the ATC
controller should revert to voice before the transfer. The voice communications will
avoid any ambiguity caused by the open dialogues.
B5.4.4. INHIBITION OF CPDLC APPLICATION

Onboard, the system inhibits the CPDLC application when:
• The system is powered on (after power cuts or software resets), or
• The flight crew changes the flight identification in the FMS INIT A page, or
• The flight crew manually disconnects CPDLC via the CONNECTION STATUS page,
or
• The last engine shuts down (end of flight), or
• The aircraft 24 bits address (A/C ICAO code) is modified on the COMM CONFIG
page.
When the CPDLC application is inhibited, the system rejects any valid CPDLC
connection requests (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.
The system resumes the CPDLC application when the flight crew initiates a manual
notification (whatever the result of the notification).
B5.4.5. FAILURES OF THE CPDLC CONNECTION

As soon as a CPDLC connection failure is noticed by either the flight crew or ATC
controller, voice will be used to inform the other part of the failure and to coordinate
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.
If the CPDLC connection is recovered before the flight crew switched to voice
communication, all dialogues involving the CPDLC outstanding messages should be
recommenced via CPDLC.
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 the affected ATC center, are informed either by
CPDLC or by voice of the CPDLC shutdown.
- B 38 -
B5.4.7. 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.
B5.4.8. RECOMMENDATIONS FOR THE EXCHANGE OF CPDLC MESSAGES

This chapter describes the various operational points for a proper understanding and
use of the CPDLC system.
Lists of all the uplink and downlink messages used in ATN network are given in Part
III - Appendix A.
B5.4.8.1. TO BE KNOWN
B5.4.8.1.1. 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 the flight crew sends a downlink message, the DCDU (respectively ATC
mailbox) displays the indication RECEIVD 2 BY ATC (respectively RECEIVED BY ATC)
in the information zone when the corresponding LACK is received.
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 (respectively
ATC mailbox), instead of RECEIVD BY ATC (respectively RECEIVED BY ATC).
Indeed, when the WILCO response is sent, the ATSU (respectively ATC applications)
appends a disconnection request to this response. Then the T-ATC is no more
connected to the aircraft.
2
One ‘E’ is omitted due to space restrictions imposed by the interface
- B 39 -
B5.4.8.1.2. Technical acknowledgement not received on due time
When no uplink LACK (related to a downlink message) is received before the

expiration of the technical response timer, the DCDU (respectively ATC mailbox)
displays an amber SEND FAILED in the information area and an amber OPEN
status in the top right corner. The flight crew shall revert to voice.
⇓ Interfaces on A320 ⇓ ⇓ Interfaces on A350/A380⇓
B5.4.8.1.3. Message latency timer

For uplink messages, if the receipt time of a message reveals a difference with its
timestamp greater than the message latency timer (hard coded to 60 seconds in
FANS B and 40 seconds in FANS B+ system), the message is rejected and not
displayed on DCDU (respectively ATC mailbox). An error message UPLINK DELAYED
IN NETWORK AND REJECTED. RESEND OR CONTACT BY VOICE is then automatically
downlinked to the ATC controller.
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.
B5.4.8.1.4. 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 Part III - Appendix B with the appropriate procedure.
B5.4.8.2. EXPECTED DELAYS IN RESPONDING TO CPDLC MESSAGES

Delays depend on numerous varying factors. Thanks to the availability, integrity and
accuracy of ATN, statistics showed that the technical round-trip delay for uplink
messages are:
• Less than 2 seconds for 50 % delivered messages
- B 40 -
• Less than 15 seconds for 95 % delivered messages

• Less than 36 seconds for 99% delivered messages.
with an average delay of 5 seconds.
The technical round trip delay measures the delay between the sending of the
message from the ground system and the reception of the corresponding logical
acknowledgement (LACK message) sent by the aircraft. Measures for downlink
messages are not available at the time of writing the document.
• Operational timers for dialogue initiated by the flight crew

When the flight crew sends a downlink message requiring a response, the ATC
response is expected within 270 seconds (Operational Timer Sender). At the
reception of the message, the ATC controller has 250 seconds (Operational Timer
Responder) to send the response. If the ATC controller answers STANDBY, the flight
crew expects the final answer within further 250 seconds. Refer to Part I – Section
3.5.6 Timers for the description of operational timers.
If the Operational Timer Responder expires, a system message is sent to the aircraft
and closes the dialogue. ATC TIME OUT – REPEAT REQUEST is displayed on DCDU
If the Operational Timer Sender expires, the aircraft system displays NO ATC REPLY
in the information area of the DCDU (respectively ATC mailbox).
In these cases of timer expiration, reversion to voice is let at discretion of the flight
crew.
• Operational timers for dialogue initiated by the ATC controller

When the ATC controller sends an uplink message requiring a response, the flight
crew response is expected within 120 seconds (Operational Timer Sender). At the
reception of the message, the flight crew has 100 seconds (Operational Timer
Responder) to send the response. If the flight crew answers STANDBY, the ATC
controller expects the final answer within further 100 seconds. Refer to Part I - 3.5.6
Timers for the description of operational timers.
If the Operational Timer Responder expires, the aircraft system displays “REPLY:
TIME OUT” in the information area of the DCDU (respectively ATC mailbox).
If the Operational Timer Sender expires, the ATC controller is notified.
In all these cases of timer expiration, communication should revert to voice.
Considering the message transmission time on ATN network (around 5 seconds in

average) in normal operations, the Operational Timer Responder (i.e. 250 seconds
for dialogue initiated by the flight crew and 100 seconds for dialogue initiated by the
ATC controller) should expire before the Operational Timer Sender (i.e. 270 seconds
for dialogue initiated by the flight crew and 120 seconds for dialogue initiated by the
ATC controller).
- B 41 -
B5.4.8.3. RESPONDING TO CPDLC MESSAGES

B5.4.8.3.1. Media to be used
When the ATC controller or the flight crew communicates via CPDLC, the response
should be via CPDLC.
When the ATC controller or the flight crew communicates via voice, the response
should be via voice.
B5.4.8.3.2. Voice Read-Back/Protected Mode

In the framework of FANS B system, a Voice Read-Back is required for any messages
related to any changes of the aircraft trajectory to ensure that the message is
received to the intended recipient. FANS B was designed for the Pioneer phase of
LINK 2000+, that did not require Protected Mode (PM).
With the implementation of the Protected Mode (PM), FANS B+ does not require
voice read-back. Due to the discontinuation of the Voice Read-Back (VRB)
procedures from 15 November 2012, it is required aircraft capable Protected Mode
CPDLC in European airspace.
B5.4.8.3.3. Recommended answers

When responding to a CPDLC message, the flight crew shall use the responses
proposed by the DCDU (respectively ATC mailbox).
B5.4.8.4. MULTI-ELEMENTS MESSAGES

• A CPDLC message that consists of more than one message element is a multi-
element message.
• In order to avoid ambiguity, it is highly recommended that the flight crew does
not send multi-element messages.
• Flight crew should send one message per clearance element.
• Flight crew will answer either positively (WILCO or AFFIRM or ROGER depending
on the nature of the message elements) or negatively (UNABLE) to a multi-
element message. The response will apply to the entire message.
Note: Answering multi-elements messages is prone to misunderstanding since the

answer applies to the whole message itself and cannot apply to each element
individually.
Note 1: It is known that the ATC should not send multi-element message with
independent clearances because the flight crew cannot individually respond to each
clearance (e.g. WILCO one clearance and UNABLE the other).
B5.4.8.5. DOWNLINK FREE TEXT

The FANS B system (a Pioneer phase product) and the FANS B+ system (a Mandate
phase product) do not allow to send downlink free text.
- B 42 -
B5.4.8.6. CPDLC DIALOGUE CLOSURE

Among the basic assumptions and rules that 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 flight crews. Open messages are prone to potential ambiguity and system
issues. They should be avoided as much as possible.
Flight crew should answer any received messages within 100 seconds
(Refer to Part I - 3.5.6 Timers for the description of operational timers).
They should be aware of the following definitions, that 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 that needs not an answer is automatically closed once received,
• A message is closed when its associated response, other than STANDBY, is
received or when the operational timer – Responder expires (Refer to Part I -
3.5.6 Timers for the description of operational timers.).
B5.4.8.7. DCDU (RESPECTIVELY ATC MAILBOX) MANAGEMENT

From the experience gained with FANS A operations and from the outcomes of the
Human Factors process, it has been noticed that when several messages are queued
in DCDUs (respectively ATC mailbox), some flight crew mix messages up when
treating them. Consequently, it is strongly recommended to clear DCDUs
(respectively ATC mailbox) when messages are treated.
When a message is received by the ATC ground system (i.e. RECEIVD BY

ATC indication displayed on DCDU or RECEIVED BY ATC displayed on ATC
mailbox), always close the message via the CLOSE soft key to clear
DCDUs (respectively ATC mailbox). When closed, the message can be
recalled via the RECALL soft key.
B5.4.8.8. MSG RECORD MANAGEMENT

All exchanged messages are stored in the MSG RECORD page on MCDU (respectively
MSG RECORD page of MFD ATC COM pages) when they are closed. It is
recommended to erase the MSG RECORD to avoid confusion with messages from the
previous flights. For more details, refer to Section B5.2.2 Pre-flight checks.
B5.4.8.9. REVERTING FROM CPDLC TO VOICE

The ATC 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 expires.
• Whenever an error message is replied to a CPDLC message or generated by the
system.
- B 43 -
• 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. When a
message is 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 these cases, the ATC or the flight crew shall preface their transmission with the
following sentence DISREGARD CPDLC (message content or type) MESSAGE, BREAK
followed by the correction.
• For a CPDLC message requiring an operational response. It is negotiated via

voice and an appropriate CPDLC closure response is 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 44 -
CPDLC procedures
- Once the DLIC notification has been successfully done, the ATC
center 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 center (i.e. reception of the uplink message
indicating the name of the ATC).
- Checks are automatically done by the aircraft system (ATSU for A320
or ATC applications for A350/A380) to validate or reject the
connection:
o Connection is accepted if no previous connection already exists
or, if the ATC center corresponds to the next ATC center to control
the aircraft
- Once connection is established:
o For the technical connection, the active connected ATC center is
then displayed on the DCDU (respectively ATC mailbox), and on
the CONNECTION STATUS page of the MCDU (respectively
CONNECT page of the MFD)
o For the operational connection, an uplink message indicating the
name of the current ATC (e.g. EDYY, MAASTRICHT, CENTER) is
received.

- 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 center.
- Once a NDA message has been received, the aircraft is waiting for
the connection with the next ATC center.
- Under normal circumstances the CPDLC connection should be
established with the Next Data Authority prior to the connection
between the aircraft and the current data authority being terminated.
- B 45 -
• Failures of the CPDLC connection

crew or the ATC 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.
- If the CPDLC connection is recovered before the flight crew switched
to voice communication, all dialogues involving the CPDLC
outstanding messages should be recommenced via CPDLC.

- When the flight crew sends a downlink message, the DCDU
(respectively ATC mailbox) displays the indication “RECEIVD BY ATC”
(respectively “RECEIVED BY ATC”) in the information zone when the
corresponding LACK is received.
- When no uplink LACK (related to a downlink message) is received
before the expiration of the technical response timer, the DCDU
(respectively ATC mailbox) displays an amber “SEND FAILED”
indication and an amber OPEN status.
- When the flight crew sends a downlink message, the ground system
automatically sends ATC TIME OUT – REPEAT REQUEST message to
the aircraft if the ATC controller does not respond within 250 seconds
after reception. “ATC TIME OUT – REPEAT REQUEST” is displayed on
DCDU (respectively ATC mailbox).
- When an uplink message is received, the DCDU (respectively ATC
mailbox) displays “REPLY: TIME OUT” if the flight crew does not
respond within 100 seconds.
- A Voice Read-Back is required for any messages related to any
changes of the aircraft trajectory in the framework of FANS B system.
Thanks to the implementation of the Protected Mode (PM), FANS
B+ does not require Voice read-back. Due to the discontinuation of
the Voice Read-Back (VRB) procedures from 15 November 2012, it
is required aircraft capable Protected Mode CPDLC in European
airspace.
- In order to avoid ambiguity, it is highly recommended that the flight
crew does not send multi-element messages.
- The system does not allow to send downlink free text.
- It is strongly recommended to close with the CLOSE soft key any
messages on DCDUs (ATC mailbox) once they are sent. Once closed,
the message can be recalled via the RECALL soft key.
- It is recommended to erase the MSG RECORD to avoid confusion with
messages from the previous flights.
- B 46 -
- The ATC or the flight crew shall revert from CPDLC to voice in
o Whenever a CPDLC message is ambiguous, or
o Whenever an operational timer related to a CPDLC message times
out, or
o Whenever an error message is replied to a CPDLC message or
generated by the system, or
o Whenever a timely execution of clearances or instructions
transmitted by CPDLC is required, or
o To correct any sent CPDLC messages including incorrect
parameters.
- B 47 -
Getting to grips with FANS – Part III – Issue IV B6. FANS B Evolution
B6. FANS B EVOLUTIONS
B6.1 A320 FANS B+ (FANS B SYSTEM EVOLUTION) 49

B6.1.1 FANS B+ Basics 50
B6.1.1.1 Enhancements of the Human Machine Interface (HMI) 50
B6.1.1.2 Improvements related to the CPDLC 52
B6.1.2 FANS B+ options 56
B6.1.2.1 ATC Data Link Communication Recording 56
B6.1.2.2 Radio Frequency Loading into RMP 57
B6.1.2.3 ATS 623 applications 57
B6.1.3 FANS B+ retrofit 57
B6.2 59
A350/A380 FANS B+ (enhancement FANS B+ on A320
aircraft)
B6.2.1 Inhibition of Max Uplink Delay access 59
B6.2.2 60
Operational timers for dialogue initiated by the ATC
B6.2.3 Auto-Closure of messages 60
B6.2.4 Interaction between ATC applications and FMS 60
B6.2.4.1 Loading of CPDLC clearances into FMS 61
B6.2.4.2 Monitoring of CPDLC deferred clearances 61
B6.2.4.3 Filling of CPDLC CONFIRM requests with FMS parameters 62
- B 48 -
The present chapter is divided into two parts:

• The first part is related to FANS B evolution available on A320. The evolution
is identified as the FANS B+ system. The novelties are described compared to
the FANS B system. The FANS B+ system has been available since November
2010 on A320 aircraft. To continue the improvement of FANS B+, a latest
FANS B+ system with functional evolutions has been certified in 2014.
• The second part is related to FANS B+ enhancement available on A350/A380
aircraft. FANS B+ features on A350/A380 is part of the FANS A+B system
designed on an architecture (ATC/ACR replace ATSU) based on IMA/AFDX
technology. Regardless the interfaces, it is to be noticed that FANS B+
functions on A350/A380 are the same as the ones on A320 aircraft, apart from
a very few exceptions. These exceptions are described in this second part.
B6.1. A320 FANS B+ (FANS B SYSTEM EVOLUTION)

Initially, FANS B was developed for the Link 2000+ Pioneer phase as the first step of
FANS ATN concept implementation for operation in continental area. Some
capabilities of FANS B system was inherited from the initial FANS A+ system on A320
such as:
• Hardware capability to support wired high-speed data loading specification
AEEC-615A (Ethernet loading usually called ARINC-615A)
• ACARS router
• Communication Service Provider (CSP) world map
• ATSU router customization via loadable database.
For a detailed description of these capabilities, refer to Part II – Chapter A6.
To meet the requirements of the Link 2000+ Mandate phase, Airbus has developed
the FANS B+ system. The aim of this chapter is to list and to describe the evolutions
implemented in the transition from FANS B to the FANS B+ system. The objectives of
the FANS B+ system are two-fold:
• To improve the package of FANS B services (FANS B+ basics)
• To extend the use of data link services (FANS B+ options).
FANS B+ integrates the following improvements:

• An update of ATC FANS B applications (CMA and CPDLC applications) in order
to comply with ED110 rev. B
• The Protected Mode that replaces the Voice Read-Back (VRB) procedure used
on FANS B for ATC instructions modifying the flight profile
• ATC data link communication recording for the investigation on flight
accidents/incidents as an option
• The possibility to activate ATS623 applications as an option: Departure &
Oceanic clearances and Digital-ATIS
• Radio frequency loading into RMP as an option.
- B 49 -
B6.1.1. FANS B+ BASICS
B6.1.1.1. ENHANCEMENTS OF THE HUMAN MACHINE INTERFACE (HMI)

B6.1.1.1.1. Improvement of the display of CPDLC connection status
One novelty of FANS B+ is about the display of the CPDLC connection status on
DCDU. The following HMI improvement has been integrated for a better flight crew
awareness. DCDU default screen displays:
NEXT ATC: [facilitydesignation] when ACTIVE ATC: [facilitydesignation]

the CPDLC connection is established and followed by [facilityname] (e.g. ACTIVE
not enabled. ATC: EDYY, MAASTRICH CTR on the
next line) when the CPDLC connection
becomes enabled.
Note: On FANS B, when the CPDLC connection is established but not enabled, the
active ATC center is displayed on DCDU (e.g. ACTIVE ATC: [facilitydesignation]). The
display remains unchanged when the CPDLC connection becomes enabled.
While reading ACTIVE ATC [facilitydesignation], the flight crew might think that the
ATC center has assumed aircraft. Indeed the ATC center only assumes the aircraft
when the CPDLC connection is enabled.
B6.1.1.1.2. Modifications of ATC Aural Alerts Frequency
ATC ATC
MSG MSG
The ATC alert (aural and visual) is triggered each time a new uplink message arrives
or whenever a deferred report or clearance expires.
On FANS B+, the ATC aural alert frequency has been modified to be activated more
quickly in comparison to FANS B. The reason is that, due to time constraints in ATN
environment (the flight crew has 100 seconds to answer a request), the flight crew
must be alerted more quickly. The ATC aural alert is activated:
- B 50 -
• 10 seconds (15 seconds on FANS B) after receiving the message and repeated
every 10 seconds when a normal message is received
• Immediately (5 seconds on FANS B) after receiving the message and repeated
every 5 seconds when an urgent message is received.
B6.1.1.1.3. Modifications of MSG RECORD
Regarding the enhancements provided

on the MSG RECORD, FANS A+
proposes the same improvements
except the following feature has been
inserted specifically for FANS B+:
Messages for which the flight crew failed
to reply on time, are displayed with the
status REPLY:TIME OUT in the MSG
RECORD (see on the right).
For the description of MSG RECORD,

refer to Part II – Chapter A6.
B6.1.1.1.4. New DATALINK STATUS Page

The content of the new DATALINK STATUS page is equivalent to the MCDU
DATALINK STATUS page introduced in the latest FANS A+ system. The flight crew
can open this page via the ATSU DATALINK page and consult the status of the VHF,
SATCOM and HF communications media. As ATC applications in ATN environment
relies on VHF, (SATCOM and HFDL are used for ATC applications in ACARS
environment), only the status of the VHF should be considered for ATC
communications in FANS B+.
For the description of DATALINK STATUS PAGE, refer to Part II – Chapter A6.
NEW B6.1.1.1.5. Separators in DCDU message display

FANS B+ comes with a enhancement of the display of CPDLC uplink messages. When
displayed on DCDU, the separator // (two slash marks) is used to improve the
message legibility as follows:
• A single element message is terminated by // (two slash marks),
• Each element of a multi-element CPDLC message is terminated by // (two
slash marks).
- B 51 -
Single element message Multi-element message
Note: No separator is inserted in the display of downlink messages.
B6.1.1.2. IMPROVEMENTS RELATED TO THE CPDLC

B6.1.1.2.1. Protected Mode
Coming with FANS B+ system, the Protected Mode ensures, in one hand, that a
CPDLC message is delivered to the intended receiver from the expected sender, and
in the other hand, the integrity of CPDLC message. Before PM (with FANS B system),
the Voice Read-Back (VRB) procedure was mandatory for ATC instructions modifying
the flight profile.
Technically speaking, the PM relies on an integrity check on the CPDLC messages.

For each message (downlink or uplink), the flight identification, Aircraft 24 bits
address, ATC Center designation, CPDLC version and the message checksum are
attached to the message by the sender (respectively aircraft or ATC center). When
the receiver (respectively ATC center and aircraft) receives the CPDLC message, the
integrity of the message content and the attached information (the flight
identification, Aircraft 24 bits address, ATC Center designation, CPDLC version) will
be checked by the receiver. In the check fails, the message will be rejected by the
receiver.
PM has no impact on the cockpit displays.
- B 52 -
B6.1.1.2.2. Operational timers for dialogue initiated by the ATC

When the ATC sends an uplink message
requiring a response, the flight crew
should reply within 100 seconds. When
the message requires to enter a
response on the MCDU, “REPLY WITHIN
xx SEC” is displayed to alert the flight
crew if the remaining time is less than
30 seconds. The alert is refreshed on
the MCDU every 5 seconds with the
corresponding remaining time.
NEW Coming with the latest FANS B+ system,

the “REPLY WITHIN xx SEC” indication is
no more displayed on MCDU. For any
uplink messages requiring an answer,
“xx SEC for REPLY” is displayed in the
information area of the DCDU when the
time remaining is 30 seconds. Then, this
indication is refreshed every 5 seconds.
If the flight crew does not reply to the

message within the 100 seconds
(whatever the FANS B+ system), the
aircraft system:
• Displays “REPLY: TIME OUT”
(color amber) in the information
area of the DCDU
• Sends to the ATC center the
message: “AIR SYSTEM
TIMEOUT”.
The flight crew must close the message

and revert to voice communication in
such situation.
Note: This is applicable for all FANS B+
systems.
- B 53 -
B6.1.1.2.3. New justifications for UNABLE answer and REQUEST page

FANS B+ proposes a new feature to justify an UNABLE answer. Through the TEXT
menu available in the ATC MENU page, the flight crew may add one of the following
new justifications to the UNABLE reply:
• DUE TO A/C PERFORMANCE
• DUE TO WEATHER.
When the flight crew selects UNABLE to

a clearance (see DCDU below), they
may select a justification on the MCDU
TEXT page and add it to the response.
The available justification are proposed
in the TEXT page as illustrated on the
right.
After selection of the justification and

transfer to DCDU through “XFR TO
DCDU” button, the flight crew may send
the complete answer, i.e. UNABLE +
DUE to WEATHER (see DCDUs below
and on the right).
These new justifications have been also added in the REQUEST page of the MCDU.
Through this page, the flight crew can prepare the following ATC requests:
• PROCEED DIR TO [position]
• REQUEST [level]
• REQUEST [speed]
with the possibility to add the new justifications:
• DUE TO A/C PERFORMANCE
• DUE TO WEATHER.
- B 54 -
When the flight crew wants to ask for a

“DIR TO” (Direct To) clearance, they
may open the REQUEST page on MCDU.
After selection of the waypoint (e.g.

ENSAC), the flight crew may add a
justification (e.g DUE TO WEATHER)
before the transfer of the complete
request to the DCDU and the sending of
the message to the ATC (see DCDUs
below).
- B 55 -
B6.1.1.2.4. New RECALL Mode

The flight crew can remove messages from DCDU display when they have been
processed, by selecting the soft key CLOSE.
During 5 minutes, the last removed

message can be displayed again
(recalled) on the DCDU through a
dedicated RECALL command. “RECALL
MODE” is displayed above the message
in the latest FANS B+ system (see
DCDU on the right).
Note: Previous FANS B/B+ systems
displays “RECALL MODE” in information
area.
5 minutes after the last removed

message has been closed, the activation
of RECALL command displays “RECALL
EMPTY CONSULT MSG RECORD” (see
DCDU on the left).
B6.1.1.2.5. Auto-Closure of messages

Some CPDLC messages will be automatically closed from the DCDU, 5 seconds after
the reception of the acknowledgement from the ground of the message. It concerns
the following messages:
For the other messages (i.e. that are not automatically closed), the “CLOSE” key will
remain available on the DCDU:
B6.1.2. FANS B+ OPTIONS
B6.1.2.1. ATC DATA LINK COMMUNICATION RECORDING

With regards to new regulations on the recording of ATC data link communications
(refer to Part I – Chapter 2), Airbus proposes basically the ATC data link recording
- B 56 -
capability. A new Cockpit Voice Recorder (CVR), that is compatible with FANS B+, is
required to enable this feature.
This feature, identical to the one proposed on FANS A+, proposes the recording of
ATC messages managed in FANS B+ system. ATC Data link recording is proposed as
an option in FANS B+ system on A320 aircraft.
For more details about the events recorded, refer to Part II – Chapter A6.
B6.1.2.2. RADIO FREQUENCY LOADING INTO RMP

Coming with FANS B+, the frequency loading into the Radio Management Panel
(RMP) is an optional feature that allows the flight crew to load a frequency received
by CPDLC directly into a STBY window of an RMP.
This feature, proposed as an option in FANS B+ system on A320 aircraft, is the same
than the one implemented on FANS A+ (refer to Part II – Chapter A6).
B6.1.2.3. ATS 623 APPLICATIONS

The FANS B+ also offers the possibility to activate optionally the following ATS 623
applications inherited from FANS A+:
• Departure Clearance (DCL)
• Oceanic Clearance (OCL)
NEW In addition to the DCL and D-ATIS applications, latest FANS B+ proposes to activate
the Oceanic Clearance (OCL).
It should be noticed that ATS 623 applications whatever their host system (i.e. FANS
A+ or FANS B+) rely on the ACARS network contrary to ATC applications of FANS
B/B+ system that communicates through ATN. Nevertheless, ATS 623 applications
integrated in FANS B+ uses VDL mode A/2 and SATCOM whereas ATS 623
applications in FANS A+ and FANS A+B may also use HFDL media in addition to VDL
mode A/2, SATCOM.
For more details about ATS 623 applications, refer to Part II – Chapter A.5.
B6.1.3. FANS B+ RETROFIT

FANS B+ system proposed on A320 is fully compliant with Link 2000+ mandate
(refer to Part I – Chapter 2) that targets the implementation of ATN Baseline 1
standards over Europe. The upgrade from FANS B to FANS B+ consists of a change
of software only, provided it is limited to the basic features and the activation of ATS
623 applications.
The upgrade to activate optional features (e.g. ATC data link communication
recording, radio frequency loading into RMP) affect the hardware.
- B 57 -
For operators wishing to modify their aircraft configuration, a Request For Change
(RFC) must be issued for the basic functions package (see Section B6.1.1 FANS B+
Basics) as well as for any optional capabilities to be activated separately (see Section
B6.1.2 FANS B+ options).
After the upgrade of FANS aircraft systems, airlines are invited to report to Airbus
the current avionics configuration of their fleet in order to ensure a correct follow-up
of FANS aircraft.
For more details about the FANS retrofit, operators are invited to consult the Airbus
Upgrade Catalogue (Section ATA 46 – Information Systems) available at:
https://w3.airbus.com/upgrade-ecatalogue/index.jsp.
For any questions about FANS retrofit, please refer to your dedicated Key Account
Manager or Customer Support Director (CSD).
- B 58 -
B6.2. A350/A380 FANS B+ (ENHANCEMENT FANS B+ ON A320 AIRCRAFT)

This section describes FANS B+ features that are available in A350/A380 FANS A+B.
The A350/A380 FANS B+ features derives from an adaptation of the A320 FANS B+
to the A350/A380 architecture. Therefore, all FANS B+ functions described for A320
aircraft (either basic or optional) are included in the basic definition of the
A350/A380 aircraft.
To get the description of FANS A+ features available in FANS A+B system, please
refer to PART II - Chapter A6.
B6.2.1. INHIBITION OF MAX UPLINK DELAY ACCESS

The discarding of old messages is based
on the message latency timer (refer to
Section B5.4.8.1.3 Message latency
timer). When a CPDLC connection with
an ATN center is active, the message
latency timer is fixed to 40 seconds. On
the MFD CONNECT page, the “MODIFY
MAX UPLINK DELAY” button is disabled,
the MAX UPLINK DELAY value being not
modifiable in ATN environment.
The button “MODIFY MAX UPLINK

DELAY” comes from the FANS A+
system and is not present in A320 FANS
B+.
Note: The MAX UPLINK DELAY value is

inserted by the flight crew on ATC
request only with FANS A+.
- B 59 -
B6.2.2. OPERATIONAL TIMERS FOR DIALOGUE INITIATED BY THE ATC

should reply within 100 seconds. To
inform the flight crew of the delay to
answer, “REPLY WITHIN 30S” is
displayed in the information area of the
ATC mailbox when the time remaining is
30 seconds. Then, “REPLY WITHIN xxS”
is refreshed every 5 seconds when the
time remaining is above 10 seconds and
every 1 second when the time remaining
is less than 10 seconds.
Note: On A320 FANS B+, “xx SEC for

REPLY” is refreshed every 5 seconds
when the time remaining is less or equal
to 30 seconds.
B6.2.3. AUTO-CLOSURE OF MESSAGES

Some CPDLC messages will be automatically closed from the ATC mailbox, 2 seconds
after the reception of the acknowledgement from the ground of the message. It
concerns the following messages:
For the other messages (i.e. that are not automatically closed), the “CLOSE” key will
remain available on the ATC mailbox:
B6.2.4. INTERACTION BETWEEN ATC APPLICATIONS AND FMS

Contrary to A320 FANS B/B+, interface between FMS and ATC applications has been
enriched for FANS B+ messages on A350/A380. This interface enables to activate
the following features:
• On A350:
o Loading of CPDLC clearances into FMS
o Monitoring of CPDLC deferred clearances
o Filling of CPDLC CONFIRM requests with FMS parameters
• On A380: Monitoring of CPDLC deferred clearances.
Note: For the first version A380 FANS A+B, the FMS is only capable to support the
monitoring of CPDLC deferred clearance among the list of possible interactions. It is
expected to extend to all features in the future version in order to have the same
interactions between FMS and ATC applications on both A350 and A380 aircraft.
- B 60 -
The following chapters here below provide the cockpit interfaces of such functions.
For more details about these features, refer to Part I - Section 4.4.2.7 Interactions
with FMS.
B6.2.4.1. LOADING OF CPDLC CLEARANCES INTO FMS

A CPDLC loadable clearance is a ATC clearance that could be loaded by the flight
crew into FMS.
When a loadable clearance is received

from the ground and displayed in the
ATC mailbox, the flight crew may load
the clearance into the secondary flight
plan FMS using the LOAD->SEC3 key.
Note: LOAD->SEC3 key is not available
in RECALL mode.
The result of the FMS loading (indication

LOADED IN SEC3) is displayed in the
information area ATC mailbox. In case of
rejected or partial loading, “LOAD
REJECTED” or “LOAD PARTIAL” is
displayed.
The flight crew should evaluate the effects of the clearance on the flight plan thanks
to the FMS flight plan information the MFD FMS page and the flight path on ND.
When the decision is made, the flight crew should send the appropriate answer to
the ground (i.e. WILCO, STANDBY or UNABLE).
Loadables clearances are the following messages:
UM MESSAGE
UM51 CROSS [position] AT [time]
UM52 CROSS [position] AT OR BEFORE [time]
UM53 CROSS [position] AT OR AFTER [time]
UM79 CLEARED TO [position] VIA [routeclearance]
UM80 CLEARED [routeclearance]
B6.2.4.2. MONITORING OF CPDLC DEFERRED CLEARANCES

A CPDLC deferred clearance is an ATC clearance that the flight crew should execute
when the conditions of the clearance are met.
- B 61 -
When a deferred clearance is received

from the ground and displayed in the
ATC mailbox, the FMS will monitor the
clearance if the flight crew accept it (i.e.
send WILCO to the ground).
The result of the FMS monitoring (FMS

MONITORING) is displayed in the
information area ATC mailbox. After
sending the WILCO answer, the
parameter (e.g. AZER) is displayed in
MAGENTA to indicate that the FMS is
currently monitoring this parameter.
30 seconds before the clearance

condition is satisfied:
• The ATC alert (aural and visual) is
activated as for a normal message
• The ATC mailbox displays a
reminder message in white.
Note: If the FMS monitoring fails, ATC mailbox displays “MONIT FAILED”, “MONIT
LOST”, or “MONIT NOT AVAIL” according the cause of the failure.
Deferred clearance is the following message:
UM MESSAGE
UM78 AT [level] PROCEED DIR TO [position]
B6.2.4.3. FILLING OF CPDLC CONFIRM REQUESTS WITH FMS PARAMETERS

When a confirm message (e.g. CONFIRM
ALTITUDE) is received from the ground
and displayed in the ATC mailbox, the
ATC mailbox displays “WAIT FOR SYS
DATA” in the information area.
Note: After 5 seconds, this message is
replaced by “NO SYS DATA” is no FMS
data is received.
When the FMS information is received,

the ATC mailbox displays the proposed
answer. MODIFY key is available in case
of the flight crew needs to update
manually the data on the MFD.
By selecting SEND, the flight crew will
- B 62 -
SEND the answer to the ground.
CONFIRM requests are the following messages:
UM MESSAGE
UM133 REPORT PRESENT LEVEL
UM135 CONFIRM ASSIGNED LEVEL
UM231 STATE PREFERRED LEVEL
UM232 STATE TOP OF DESCENT
- B 63 -
B6. FANS B EVOLUTION

A320 FANS B+
To meet the requirements of the Link 2000+ Mandate phase, Airbus has
developed the FANS B+ system.
• Following improvements have been integrated:
- An update of ATC FANS B applications (CMA and CPDLC
applications) in order to comply with ED110 rev. B
- The Protected Mode that replaces the Voice Read-Back (VRB)
procedure
- ATC data link communication recording for the investigation on
flight accidents/incidents as an option
as an option
- Radio frequency loading into RMP as an option.
• Enhancements on HMI have been also introduced, improving the
commonalities between FANS A+ and FANS B+ HMI, like the display of the
CPDLC connection status, the auto-closure of messages, the modification of
ATC aural alerts frequency, the DATALINK STATUS page, etc.
• FANS B+ retrofit
- FANS B+ system proposed on A320 is fully compliant with Link 2000+
mandate. The upgrade from FANS B to FANS B+ consists of a change
of software only, providked it is limited to the basic features and the
activation of ATS 623 applications.
- The upgrade to activate optional features (e.g. ATC data link
communication recording, radio frequency loading into RMP) affect the
hardware.
- After the upgrade of FANS aircraft systems, airlines are invited to
report to Airbus the current avionics configuration of their fleet in
order to ensure a correct follow-up of FANS aircraft.
A350/A380 FANS B+
Regardless the interfaces, it is to be noticed that FANS B+ functions on
A350/A380 are the same as the ones on A320 aircraft, apart from a very few
exceptions:
• Discarding of old messages with the MAX UPLINK DELAY button is disabled
for ATN CPDLC connection
• Operational timers for dialogue initiated by the ATC
• Interaction between ATC applications and FMS.
- B 64 -
Getting to grips with FANS – Part III – Issue IV B7. Starting FANS B/B+ Operations
B7.1 General 66
B7.2 Data link: contracts and declarations 66
B7.3 Impacts on AIRCRAFT configuration 67
B7.4 Get the operational approval 67
- B 65 -
B7.1. GENERAL
To perform FANS operations, data communication has to be ensured between the
concerned Aircraft and the ATC Centers. The operator needs to ensure the following
before starting FANS Operations:
1. Sign contract(s) with Communication Service Provider(s) (CSP)

2. Declare aircraft to these Communication Services Providers
3. Declare aircraft and its FANS capability to ATC centers of the
operated routes
4. Configure adequately the aircraft avionics
5. Obtain the operational approval.
B7.2. DATA LINK: CONTRACTS AND DECLARATIONS

The air/ground data link communications can be made through the three following
communication media: VDL (VDL Mode/Mode 2), SATCOM and HFDL.
The following medias are certified for the corresponding type of communications:
• VDL Mode 2 to sustain ATC data link communications in ATN environment
• VDL Mode A/2, SATCOM and HFDL to sustain AOC communications
• VDL Mode A/2 and SATCOM to sustain ATS 623 communications.
To operate in ATN environment, it is necessary to have a contract with at least one

of the major Communication Service Providers (ARINC or SITA) for VDL.
For the establishment of the ATC data link, each individual aircraft must be
declared and identified namely through its Aircraft Registration Number in
Communication Service Provider (CSP) tables. This is an imperative condition to
allow exchanges of ATC data link messages between an aircraft and the ATC center.
It is strongly recommended not to make spontaneous FANS testing with

ATC centers when they have not been previously made aware of a given
aircraft intention to operate in FANS mode. Such unscheduled testing is
indeed inconvenient for ground ATC centers, and disturbs them in their
daily work.
- B 66 -
B7.3. IMPACTS ON AIRCRAFT CONFIGURATION

Once the airline has selected the CSPs, the aircraft configuration needs to be
adapted accordingly. The following avionics systems have to be configured:
• On A320:
- The ATSU (Air Traffic Services Unit) scan mask for VHF Data Link
- The SATCOM user ORT (Owner Requirements Table) for SATCOM data link
Note: Based on Airbus service, the airline has the possibility to keep the database of
Context Management Application (CMA) addresses loaded in the ATSU up to date.
• On A350/A380:
- The ACR (Avionics Communication Router) for the customized database of
routing policies
- The Airbus ATC Addressing Database (A3DB)
- The SATCOM user ORT for SATCOM data link.
B7.4. GET THE OPERATIONAL APPROVAL

At the time of writing this document, EASA does not require that the operators to
complete the airworthiness certification process by an operational approval for
datalink operations in continental airspace. Nevertheless, operators shall adapt their
Operations Manual in accordance with EU-OPS 1.180 and obtain the approval of this
manual by their national authority which will be equivalent than getting an
operational approval. To that end, some materials are available (such as FAA AC
120-70B), stating what the applicant airline may have to comply with.
For more details about AC 120-70B, please refer to FAA website at:
http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.i
nformation/documentID/328168.
It is expected that the applicant airline complies with the following items:
• Aircraft configuration
• Flight crew training/qualification
• Maintenance training
• Approved operational documentation and procedures
• Complementary tests for interoperability: the applicant airline may consider
tests recommended in Airbus FANS AAS.
- B 67 -

To ensure proper operations of FANS B/B+ aircraft in high density continental
airspaces, the operator needs to ensure the following before starting operations:
• Sign contract(s) with Communication Service Provider(s) (CSP).
• Declare aircraft to these Communication Services Providers.
• Declare aircraft and its FANS capability to ATC centers of the operated
routes.
• Configure adequately the aircraft avionics.
- B 68 -
Getting to grips with FANS – Part III – Issue IV Appendices
APPENDICES
APPENDIX A – List of FANS B/B+ CPDLC messages with their meaning ............. 64
APPENDIX B – Uplink error messages ................................................................ 73
APPENDIX C – Communication Service Providers ............................................... 79
APPENDIX D – A320 FANS B operational scenarios ............................................ 82
APPENDIX E – A320 FANS B+ operational scenarios .......................................... 96
APPENDIX F – A350/A380 FANS B+ operational scenarios .............................. 111
APPENDIX G – On-board indications in case of data link failures ..................... 125
APPENDIX H – FANS B/B+ Airworthiness Approval Summary .......................... 131
- B 63 -
Getting to grips with FANS – Part III – Issue IV Appendix A
APPENDIX A – LIST OF FANS B/B+ CPDLC MESSAGES WITH THEIR

MEANING
Messages specific to FANS B+ system are shaded.
The urgency attribute for each uplink message is given with the UM reference
number as follows:
- D for Distress
- U for Urgent
- N for Normal
- L for Low.
The priority associated to the message display on DCDU (respectively ATC mailbox)
is:
- Urgent if the urgency attribute of the message is Distress or Urgent
- Normal if the urgency attribute of the message is Normal or Low.
1. UPLINK MESSAGES
CATEGORY UM MESSAGE DESCRIPTION
CONFIRM UM133 REPORT PRESENT Instruction to report the present

REQUEST N LEVEL level.
UM135 CONFIRM ASSIGNED Instruction to confirm and

N LEVEL acknowledge the currently
assigned level.
UM231 STATE PREFERRED Instruction to indicate the pilot’s

L LEVEL preferred level.
UM232 STATE TOP OF Instruction to indicate the pilot’s

L DESCENT preferred time and/or position
to commence descent to the
aerodrome of intended arrival.
NEGOTIATION UM205 [free text]

N
OPEN UM148 WHEN CAN YOU Request for the earliest time at
NEGOTIATION N ACCEPT [level] which the specified level can be
accepted
INFORMATION UM6 EXPECT [level] Notification that a level change

L instruction should be expected.
- B 64 -
UM203 [free text]

N
UM213 [facility designation] ATS advisory that the specified
N ALTIMETER [altimeter] altimeter setting relates to the
specified facility
UM222 NO SPEED Notification that the aircraft may

L RESTRICTION keep its preferred speed without
restriction.
STANDARD UM19 MAINTAIN [level] Instruction to maintain the
CLEARANCE N specified level.
UM20 CLIMB TO [level] Instruction that a climb to a

N specified level is to commence
and once reached the specified
UM23 DESCEND TO [level] Instruction that a descent to a

N specified level is to commence
and once reached the specified
UM26 CLIMB TO REACH Instruction that a climb is to

N [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

N [level] BY [position] commence at a rate such that
or before the specified position.
UM28 DESCEND TO REACH Instruction that a descent is to

N [level] BY [time] commence at a rate such that
or before the specified time.
UM29 DESCEND TO REACH Instruction that a descent is to

N [level] BY [position] commence at a rate such that
or before the specified position.
- B 65 -
UM46 CROSS [position] AT Instruction that the specified

N [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

N ABOVE [level] position is to be crossed at or
above the specified level.

N BELOW [level] position is to be crossed at or
below the specified level.

N [time] position is to be crossed at the
specified time.
N BEFORE [time] position is to be crossed at or
N AFTER [time] position is to be crossed at or
after the specified time.
UM54 CROSS [position] Instruction that the specified
N BETWEEN [time] AND position is to be crossed at a
[time] time between the specified
times.
N [speed] position is to be crossed at the
specified speed and the
specified speed is to be

N 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

N distance] [direction] OF to the cleared route at a
ROUTE displacement of the specified
distance in the specified
direction.
- B 66 -
UM72 RESUME OWN Instruction to resume own

N 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

N [position] from its present position to the
specified position.
UM75 WHEN ABLE PROCEED Instruction to proceed, when

N DIRECT TO [position] able, directly to the specified
position.
UM78 AT [level] PROCEED Instruction to proceed, upon

N DIRECT TO [position] reaching the specified level,
directly to the specified position.
UM79 CLEARED TO [position] Instruction to proceed to the

N VIA [route clearance] specified position via the
specified route.
UM80 CLEARED [route Instruction to proceed via the

N clearance] specified route.
UM81 CLEARED [procedure Instruction to proceed in
N name] accordance with the specified
procedure.
UM82 CLEARED TO DEVIATE Approval to deviate up to the

N 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

N PUBLISHED MAINTAIN pattern with the published
[level] characteristics at the specified
position and level.
UM94 TURN [direction] Instruction to turn left or right

N HEADING [degrees] as specified on to the specified
heading.
UM96 CONTINUE PRESENT Instruction to continue to fly on

N HEADING the current heading.
UM106 MAINTAIN [speed] Instruction that the specified

N speed is to be maintained.
- B 67 -
UM107 MAINTAIN PRESENT Instruction that the present

N SPEED speed is to be maintained.
UM108 MAINTAIN [speed] OR Instruction that the specified
N GREATER speed or a greater speed is to
be maintained.
UM109 MAINTAIN [speed] OR Instruction that the specified
N LESS speed or a lesser speed is to be
maintained.
UM111 INCREASE SPEED TO The present speed is to be

N [speed] increased to the specified speed
and maintained until further
advised.
UM112 INCREASE SPEED TO The present speed is to be

N [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

N [speed] reduced to the specified speed
and maintained until further
advised.
UM114 REDUCE SPEED TO The present speed is to be

N [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
N SPEED need no longer comply with the
previously issued speed
restriction.
UM123 SQUAWK [code] Instruction that the specified
N code (SSR code) is to be
selected.
UM171 CLIMB AT [vertical rate] Instruction to climb at not less

N MINIMUM than the specified rate.
UM172 CLIMB AT [vertical rate] Instruction to climb at not above
N MAXIMUM the specified rate.
UM173 DESCEND AT [vertical Instruction to descend at not

N rate] MINIMUM less than the specified rate.
UM174 DESCEND AT [vertical Instruction to descend at not

N rate] MAXIMUM above the specified rate.
- B 68 -
UM179 SQUAWK IDENT Instruction that the ‘ident’

N function on the SSR transponder
is to be actuated.
UM190 FLY HEADING [degrees] Instruction to fly on the

N specified heading
UM196 [free text]
N
UM215 TURN [direction] Instruction to turn a specified
N [degrees] number of degrees left or right.
VOICE CONTACT UM117 CONTACT [unitname] Instruction that the ATS unit
INSTRUCTION N [frequency] with the specified ATS unit
name is to be contacted on the
specified frequency.
UM120 MONITOR [unitname] Instruction that the ATS unit

N [frequency] with the specified ATS unit
name is to be monitored on the
specified frequency.
WITHOUT UM0 UNABLE Indicates that ATC cannot

ANSWER N comply with the request.
UM1 STANDBY Indicates that ATC has received
N the message and will respond.
UM3 ROGER Indicates that ATC has received

N and understood the message.
UM4 AFFIRM Yes.

N
UM5 NEGATIVE No
N
UM157 CHECK STUCK Instruction that a continuous
U MICROPHONE transmission is detected on the
[frequency] specified frequency. Check the
microphone button.
UM159 ERROR [error A system generated message

U information] notifying that the ground
system has detected an error.
- B 69 -
UM160 NEXT DATA AUTHORITY Notification to the avionics that

L [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

L system does not support this
message.
UM165 THEN Used to link two messages,

L indicating the proper order of
execution of clearances/
instructions.
UM183 [free text]
N
UM211 REQUEST FORWARDED Indicates that the ATC has
N received the request and has
passed it to the next control
authority.
UM227 LOGICAL Confirmation to the aircraft

N 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

N ACKNOWLEDGMENT messages sent requiring a
PROHIBITED logical acknowledgment will not
be accepted by this ground
system.
UM237 REQUEST AGAIN WITH Indicates that the dialogue with

N NEXT UNIT the ATC center is closed and
that the flight crew has to send
the request to the next ATC
center.
- B 70 -
2. 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]
DM89 MONITORING Notification of the ATC facility

[unitname] [frequency] frequency to monitor.
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.
- B 71 -
FANS B
DM MESSAGES DESCRIPTION
CATEGORY
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.
ADDITIONAL DM65 DUE TO WEATHER A message element added to

MESSAGES response or request to explain
reasons or contraints.
DM66 DUE TO AIRCRAFT A message element added to

PERFORMANCE response or request to explain
reasons or contraints.
- B 72 -
Getting to grips with FANS – Part III – Issue IV Appendix B
APPENDIX B – UPLINK ERROR MESSAGES
Extracts from the Flight Crew Data Link Guidance for Link 2000+ Services v5.0 (as of
17 DEC 2012).
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 17 DEC 2012. 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 17 DEC 2012 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. 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.
- B 73 -
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.
2. (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.
3. 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 74 -
4. 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 ATC controller, and that this open dialogue must be closed
before a second request of that type may be treated.
5. (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].
6. 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 75 -
7. 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 ATC 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.
8. 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 ATC controller.
Procedure:
The flight crew should repeat the request/s by voice.
9. 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 76 -
10. 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:
11. 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. The text ‘MESSAGE
NOT SUPPORTED BY THIS ATS UNIT’ is displayed in the aircraft.
Procedure:
12. 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 ATC controller.
13. 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 the ground system discards the message.
Procedure:
14. INVALID USE OF FREE TEXT MESSAGE – CONTACT ATC

Description:
- B 77 -
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:
15. 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:
16. 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:
17. 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 78 -
Getting to grips with FANS – Part III – Issue IV Appendix C
APPENDIX C – COMMUNICATION SERVICE PROVIDERS
The following maps are provided with the courtesy of SITA and ARINC.
For contact details about and SITA and ARINC, see References.
- B 79 -
SITA – VDL MODE 2 COVERAGE – EUROPE

MAXIMUM COVERAGE AT 30 000 FEET ON-LINE VDL ARE IN RED, PLANNED ARE IN BLUE
- B 80 -
- B 81 -
Getting to grips with FANS – Part III – Issue IV Appendix D
APPENDIX D – A320 FANS B OPERATIONAL SCENARIOS
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 10 to 30 minutes before entering the airspace. Refer to
AIP.
Select the ATC MENU prompt on MCDU. Then, select the CONNECTION prompt.
- B 82 -
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).
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.
- B 83 -
2. 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.
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.
Note :
For normal messages, the aural signal is delayed by 15 seconds and then repeated
every 15 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).
For urgent messages, the aural signal is delayed by 5 seconds and then repeated
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
- B 84 -
select the CONNECTION STATUS ACTIVE ATC) with the 3R key of the
prompt. CONNECTION STATUS page.
3. 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 performance allow doing so,

select WILCO.
The selected response is displayed in

the upper right corner. Select SEND to
physically send the message.
Once the SEND key is pressed, the Thanks to the ATN architecture, you
message turns into green and a know when the message is displayed on
- B 85 -
SENDING indication appears in the the ATC controller screen. The

informationa area. indication RECEIVD BY ATC appears on
DCDU.
Close the message to free the DCDU

screen.
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.
4. 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.
- B 86 -
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.
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.
ATC
MSG
ATC
MSG
- B 87 -
The current ATC, EDYY, informs you

that LFFF is the next ATC that will be
responsible of your aircraft.
Close the message.
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.
- B 88 -
Select SEND.
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.
- B 89 -
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.
6. OPEN NEGOTIATION ATC

MSG
You are now under the authority of
LFFF. The ATC sent an uplink message.

signal.
This is an open negotiation. On

receiving this type of message, the
ATSU proposes a default response.
If you do not agree with the proposal,

select EDIT.
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 90 -
The EDIT page allows modifying the You have checked that the aircraft
response. You can either modify the cannot fly the FL370. Then select the
time or refuse the negotiation. CANNOT option and transfer the
response to the DCDU.
- B 91 -
Once the message is received by the

Send the response. ATC, close the message.
7. 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.
- B 92 -
Once finished, transfer it to DCDU. Send the request.
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 queued 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.
- B 93 -
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.
8. MSG RECORD
The ATSU records up to 99 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.
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.
- B 94 -
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.
As mentioned in the FCOM/QRH, it is recommended to erase the MSG RECORD at the

beginning of cockpit preparation before take-off. Refer to FCOM: Procedures/Normal
Procedures/Standard Operating Procedures/Cockpit Preparation/ATC Datalink
Communication.
- B 95 -
Getting to grips with FANS – Part III – Issue IV Appendix F
APPENDIX E – A320 FANS B+ OPERATIONAL SCENARIOS
When relevant differences of cockpit interfaces (DCDU/MCDU) are

present between FANS B+ and latest FANS B+ system, they will be
described.
The notification shall be done 10 to 30

minutes before entering the airspace.
Refer to AIP.
Select the ATC MENU prompt on MCDU. Then, select the CONNECTION prompt.
- B 96 -
Select the NOTIFICATION prompt. The ATC flight number and the
FROM/TO airports are directly acquired
from the FMS. The ATC flight number
shall match the one declared on the ATC
flight plan, as it is used to correlate the
aircraft to the ATC flight plan.
Enter the ATC centre identification (4 to
8 characters).
Notify the ATC center by selecting the Note : Once the CPDLC connection is
2R key. Once the ATC center has been established, the notification indication
notified, the notification time is (e.g. EDYY NOTIFIED 1233Z)
indicated underneath. At this stage, the disappears.
CPDLC connection is initialized at ATC
controller’s discretion.
- B 97 -
2. CPDLC CONNECTION

established, the ATC centre
identification is displayed on the
default screen of the DCDU.

the aircraft yet.
Few minutes later, the first uplink
ATC
message that clearly identifies the ATC
centre to which the aircraft is connected MSG
is received.

signal.
Note :
For urgent messages, the aural signal is started immediately and then repeated

centre assumes the aircraft. Close the
message. CPDLC communication may
start.
Important : Do not send any

REPEAT REQUEST.
- B 98 -
When the above message has been

closed, the Active ATC is displayed as
the default screen on the DCDU.
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.

the ATC MSG push-button to switch the ATC
light off and to stop the aural signal. MSG
ATC
MSG
- B 99 -

FL370 at 13.10Z.

select WILCO.
The selected response is displayed in

the upper right corner. Select SEND to
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.
The ATN Baseline 1 standards define a 100-second timer.
- B 100 -
response.
- B 101 -
ATC
MSG

ATC
MSG

SEND key is not available. Indeed, to be
able to send a response, you should
first edit the response with the EDIT
key.

⇓ Interfaces on FANS B+ system ⇓ ⇓ Interfaces on latest FANS B+ system⇓
should reply within 100 seconds. “xx
The “xx SEC for REPLY” indication is not SEC for REPLY” is displayed in the
displayed in FANS B+ system. information area of the DCDU when the
time remaining is 30 seconds. Then,
this indication is refreshed every 5
seconds.
- B 102 -
If for any reasons, you did not reply within 100 seconds, an amber REPLY: TIME
OUT indication appears.
message.
view.

standards aeronautical phraseology. Once the voice transmission is finished, close
the message.
message, press the RECALL key from the
default DCDU screen.
- B 103 -

The transfer to the next ATC, also called Next Data Authority (NDA), is initialized by
Instruction is received and the NDA is identified on the default DCDU.
ATC
MSG
The ATC sends an uplink message.

signal.
When LFFF starts the connection On MCDU CONNECTION STATUS page,

process (i.e. CPDLC start request), the you can also check that LFFF is the
default DCDU screen appears as follows. NEXT ATC.
You are still under the authority of
EDYY. LFFF will assume soon the
aircraft.
- B 104 -
The ATC sends the Voice Contact

Instruction. Press the ATC MSG push- ATC
button to switch the light off and to stop MSG
the aural signal.
ATC
MSG

Select SEND.
- B 105 -

indication appears instead of RECEIVD
BY ATC.

station. The ground station replies with
a technical acknowledgement. At the
default DCDU screen becomes as
shown.
by voice on the instructed frequency.
The new ATC, LFFF, sends an initial
uplink message that clearly identifies ATC
the ATC centre to which the aircraft is MSG
connected.
Press the ATC MSG push-button to

switch the light off and to stop the aural ATC
signal. MSG

centre assumes the aircraft. The CPDLC
connection with LFFF is enabled. DCDU
displays the name of the active ATC
(e.g. ACTIVE ATC: LFFF followed by
PARIS CTR on the next line). CPDLC
communication may start. Close the
message.
- B 106 -
Important: Do not send any

REPEAT REQUEST.
6. OPEN NEGOTIATION
You are now under the authority of LFFF. ATC

The ATC sent an uplink message. MSG
Press the ATC MSG push-button to switch

the light off and to stop the aural signal.
ATC
MSG

receiving this type of message, the
ATSU proposes a default response.

select EDIT.
- B 107 -
The MCDU FOR EDIT indication appears If no page from the ATC application was
displayed on MCDU, you should call the
ATC MENU page, then select the EDIT
prompt.
The MCDU MENU light is flashing,

reminding you to do so.
The EDIT page allows modifying the You have checked that the aircraft
response. You can either accept the cannot fly the FL370. Then select the
request NOW or AT (TIME), or reject it CANNOT option and transfer the
by selecting CANNOT. response to the DCDU.
- B 108 -
Send the response. Once the message is received by the

ATC, the message will close itself after 5
seconds.
7. MSG RECORD
The ATSU records up to 99 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 stored in the MSG
From the ATC MENU page, display the
message record by selecting the MSG
RECORD prompt.

displayed.
- B 109 -

one page.
Select the left prompt to display the
entire content of a message.
Note: A line including the flight

identification and the date is present to
separate the set of messages of different
flights.
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.
The flight crew should confirm within 5

seconds. If not, the erasing of the MSG
RECORD is cancelled.

Communication.
- B 110 -
APPENDIX F – A350/A380 FANS B+ OPERATIONAL SCENARIOS
The notification shall be done 10 to 30 minutes before entering the airspace. Refer to
AIP.
On the MFD, select in the pull-down Select the CONNECT button of the MFD
menu the ATC COM item. ATC COM page.
To display ATC COM pages, the hard
key ATC COM can also be used on
KCCU.
- B 111 -
Enter the ATC center identification (4 to 8 The notification time is provided on MFD.
characters) and select NOTIFY.
EDYY is displayed in green. It means that the ATC has been notified about the
aircraft data link capability. It does not mean that the CPDLC connection has been
established. The CPDLC connection is established on ATC mailbox when the message
ACTIVE ATC is displayed. Once the CPDLC connection is established, the notification
indication (e.g. EDYY NOTIFIED 1233Z) disappears.
2. CPDLC CONNECTION

established, the ATC centre identification
is displayed on the default screen of ATC
mailbox.

the aircraft yet.
- B 112 -
Few minutes later, the first uplink

ATC
message that clearly identifies the ATC
centre to which the aircraft is connected MSG
is received.

switch the light off and to stop the aural
MSG
signal.
Note :
For urgent messages, the aural signal is started immediately and then repeated

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.
When the above message has been
closed, the Active ATC is displayed as the
default screen on the DCDU.
- B 113 -
On the MFD, select the CONNECT button On ATC request, you can disconnect
on MFD. To display ATC COM pages, the the connected ATC centres (here the
hard key ATC COM can also be used on ACTIVE ATC) with the DISCONNECT
KCCU. ALL button of the CONNECT page.

The ATC sent an uplink message. Press the ATC MSG push-button to switch the
ATC ATC
MSG MSG

FL370 at 13.10Z.

select WILCO.
- B 114 -
The selected response is displayed in the

upper right corner. Select SEND to
Once the SEND key is pressed, the

message turns into green and a
SENDING indication appears in the
information area.
Thanks to the ATN architecture, you

know when the message is displayed on
the ATC controller screen. The indication
RECEIVED BY ATC appears on ATC
mailbox.
Close the message to free the ATC
mailbox screen.
The ATN Baseline 1 standards define a 100-second timer.
response.
- B 115 -
ATC ATC
MSG MSG

SEND key is not available. The ATC
mailbox displays “WAIT FOR SYS DATA”
in the information area.
When FMS data are received, the

present level (35000 FT) is updated in
the ATC mailbox and the SEND key is
now available.
should reply within 100 seconds.
“REPLY WITHIN 30S” is displayed in the
information area of the ATC mailbox
when the time remaining is 30 seconds.
Then, this indication is refreshed every
5 seconds time remaining is above 10
seconds and every 1 second when the
time remaining is less than 10 seconds.
If for any reasons, you did not reply
within 100 seconds, an amber REPLY:
TIME OUT indication appears.
message.
view.
standards aeronautical phraseology. Once the voice transmission is finished, close
the message.
- B 116 -

message, press the RECALL key from
the default ATC mailbox screen.

The transfer to the next ATC, also called Next Data Authority (NDA), is initialized by
Instruction is received and the NDA is identified on the default DCDU.
ATC ATC
MSG MSG
The current ATC, EDYY, informs you

that LFFF is the next ATC that will be
responsible of your aircraft.
Close the message.
When LFFF starts the connection

process (i.e. CPDLC start request), the
default DCDU screen appears as
follows. The aircraft is still under the
authority of EDYY. LFFF will assume the
aircraft soon.
On MFD CONNECT page, you can also check that LFFF is the NEXT ATC.
- B 117 -
ATC ATC
MSG MSG

Select SEND.
- B 118 -

indication appears instead of RECEIVED
BY ATC.
station. The ground station replies with a
technical acknowledgement. At the
default ATC mailbox screen becomes as
shown.
by voice on the instructed frequency. The new ATC, LFFF, sent an initial uplink
message that clearly identifies the ATC centre to which the aircraft is connected.
ATC ATC
MSG MSG

centre assumes the aircraft. The CPDLC
connection with LFFF is enabled. ATC
mailbox displays the name of the active
ATC (e.g. ACTIVE ATC: LFFF followed by
PARIS CTR on the next line). CPDLC
communication may start. Close the
message.
Important: Do not send any
discard any early downlink messages and
will reply with an error message CPDLC
TRANSFER NOT COMPLETED – REPEAT
REQUEST.
- B 119 -
6. OPEN NEGOTIATION
You are now under the authority of LFFF.
ATC ATC
MSG MSG

receiving this type of message, the ATC
applications propose a default response.

select MODIFY.
You have checked that the aircraft
The EDIT page allows modifying the cannot fly the FL370. Then select the
response. You can either accept the CANNOT option and transfer the
request, or reject it by selecting response to the ATC mailbox by
CANNOT. selecting "XFR TO MAILBOX".
- B 120 -
Send the response. Once the message is received by the

ATC, the message will close itself after
5 seconds.
7. NO RESPONSE FROM ATC
You would like to request a direct leg to Edit your request.

KENAP. To this end, select the MFD
REQUEST page and the DIRECT TO key in
LATERAL menu.
- B 121 -
Once finished, transfer it to ATC mailbox. Send the request.
Once the message is received by the

ATC, the aircraft system will close the
message after 5 seconds.
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. Close the message.
Under certain circumstances, the time-
out advisory sent by the ground system
may not reach the aircraft. Therefore, the
ATC applications display a time-out
indication NO ATC REPLY in amber on
ATC mailbox.
The NO ATC REPLY indication is

alternatively displayed with a white
REMINDER indication.
Proceed to a voice procedure as

described above. The ATC applications
will close the message after 5 seconds.
- B 122 -
8. MSG RECORD
The ATC applications record up to 99 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 stored in the MSG
From the MFD ATC COM page, display

the message record by selecting the MSG
RECORD key.

displayed.
- B 123 -

one page.
Select the message to display its entire

content.
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 ERASE ALL to erase the message

record.
The flight should confirm the erasing of

the MSG RECORD.

Communication.
- B 124 -
Getting to grips with FANS – Part III – Issue IV Appendix G
APPENDIX G – ON-BOARD INDICATIONS IN CASE OF DATA LINK

FAILURES
In case of datalink communications failures, a warning is displayed on EWD or/and

some indications are provided on DCDU (respectively ATC mailbox). The following
sections provide the main failures that may imply the application of one of the
procedures described in chapter A5.
ATC applications of FANS B/B+ systems rely on ATN network while the ACARS
network is used for ATC applications of FANS A/A+ systems and ATS 623
applications. Two independent cases will be considered:
• Loss of datalink communications (i.e. ACARS) for FANS A/A+ and ATS 623
applications
• Loss of datalink communications (i.e. ATN) for FANS B/B+ applications.
This section describes the cockpit displays when there is a loss of datalink
communications for FANS B/B+ applications. Regarding the impact on cockpit
displays in case of loss of datalink communications for FANS A/A+ and ATS 623
applications, refer to Part II - Appendix K.
1. A320 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.
- B 125 -
TEMPORARY LOSS OF DATALINK COMMUNICATIONS FOR FANS B/B+ APPLICATIONS

The air-ground communication means used for FANS B/B+ 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 6 minutes.
Some indications are provided on DCDU:

COM NOT AVAILABLE is displayed in
amber.
2. If a CPDLC message is displayed on

DCDU, the indication NO ATC DLK is
added in amber in the information
area. The flight crew message cannot
send (the SEND key is not available
anymore).
If the ATSU fails to recover the datalink communications within 6 minutes,

an abnormal ATC datalink disconnection occurs. Refer to description below.
DEFINITIVE LOSS OF DATALINK COMMUNICATIONS FOR FANS B/B+ APPLICATIONS

• The air-ground communication means used for FANS B/B+ applications (VDL)
are failed, or
• The airborne datalink ATC applications are failed (ATS 623 and AOC
applications may be still running).
These cases result in an abnormal ATC data link disconnection described in
the following paragraph.
- B 126 -
The DATALINK ATC FAULT caution is

displayed on EWD.
Similarly to the ATSU failure, if the

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

provided.

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.
- B 127 -
2. A350/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, and
AAC). The flight crew shall contact
ATC by voice if any ATC was
connected.
The COM DATALINK FAULT caution is
displayed on EWD.
TEMPORARY LOSS OF DATALINK COMMUNICATIONS FOR FANS B+ APPLICATIONS

The datalink communication means defined in the routing policy for FANS B+
applications are temporarily unavailable, but not failed (i.e. no system failure, but
datalink is not available).
On the ATC mailbox, the following

indications are displayed :
COM NOT AVAIL is displayed in
amber.
2. If a CPDLC message is on ATC

mailbox, the indication ATC DLK NOT
AVAIL is displayed in amber in the
information area.
The ACR is trying to recover the data link communications with the ground for 6
minutes. If the ACR fails to recover the data link communications within 6 minutes,
- B 128 -
DEFINITIVE LOSS OF DATA LINK COMMUNICATIONS FOR FANS B+ APPLICATIONS

The air-ground communication means
used for FANS B+ applications are failed
for the following reasons :
• The ACR1 (and ACR2 if installed)
is (are) not working anymore, or
• The communications means VHF
are failed.
These cases result in an abnormal ATC

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

provided.
On the ATC mailbox, the following indications are displayed:

amber, followed by the ATC center
name.
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.
ATC DATALINK APPLICATION FAILURE
- B 129 -
The ATC function is failed.

ATC COM pages on MFD and ATC
mailbox are not available.
MFD
ATC mailbox
- B 130 -
Getting to grips with FANS – Part III – Issue IV Appendix H
APPENDIX H – FANS B/B+ AIRWORTHINESS APPROVAL SUMMARY
The purpose of this document is to describe the Communication, Navigation and

Surveillance airborne capabilities required for FANS B/B+ operations, and the
interoperability, safety and performance requirements that were considered for the
development and the airworthiness approval of the Airbus FANS B/B+ avionics
system 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/B+ systems,
• Section 3: A short overview of specific aircraft architecture required by FANS
B/B+ implementation,
• Section 4: A presentation of FANS B/B+ airworthiness approval context by
describing the Communication, Navigation and Surveillance (CNS) airborne
capabilities assumed for FANS B/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/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/B+ systems. 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.
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.
- B 131 -
Getting to grips with FANS – Part III – Issue IV Appendix H
To a get a copy of the appropriate Airworthiness Approval Summary, please contact

Airbus Support (See References) providing one of the following references:
FANS Aircraft Airbus FANS Airworthiness Approval

configurations models denominations Summary references
FANS B A320 CSB 5 00D460P1210/C02 Issue 1
CSB 6.5
FANS B+ A320 CSB 6.6 00D460P0214/C02 Issue 3

CSB 8
Note 1: Refer to Part II - Appendix L for FANS A+B Airworthiness Approval

Summary references.
Note 2: Refer to Part II - Appendix M for Airbus FANS denominations.
- B 132 -
Getting to grips with FANS – Issue IV References
EXTERNAL REFERENCES
REF 1 ICAO Documents:

• Procedures for Air Navigation Services – Air Traffic Management
(PANS-ATM), Doc 4444, Fifteenth Edition, 2007:
http://legacy.icao.int/eshop/
• Amendment 1 of ICAO Doc 4444 PANS-ATM, which implements a
new ICAO flight plan format from 15 Nov 2012. The implementation
status of this new format is available for airspace users and Air
Navigation Service Providers at:
http://www2.icao.int/en/FITS/Pages/home.aspx
• ICAO Annex 6 Operation of Aircraft, Part I International
Commercial Air Transport-Aeroplane, Ninth Edition, 2010
http://legacy.icao.int/eshop/
• Global Operational Data link Document (GOLD), Edition 2, 26 Apr
2013
http://www.paris.icao.int/documents_open/search.php
• EUR NSAP Address Registry, Version 3.0, 2013
http://www.paris.icao.int/documents_open/search.php
REF 2 EASA Documents:
• AMC 20-11 Acceptable Means of Compliance for the Approval of
use of Initial Services for Air-Ground Data Link in Continental
Airspace:
http://www.easa.europa.eu/agency-measures/docs/agency-
decisions/2007/2007-019-R/Annex%204%20to%20Decision%202007-
019-R%20-%20(New%20AMC%2020-11).pdf
REF 3 RTCA/EUROCAE Documents:
• Data-link Application System Document (DLASD) for the
“Departure Clearance” Data-link Service (EUROCAE ED-85A).
• Data-link Application System Document (DLASD) for the “ATIS”
Data-link Service (EUROCAE ED-89A).
• Data-link Application System Document (DLASD) for the
“Oceanic Clearance” Data-link Service (EUROCAE ED-106A).
• Minimum Aviation System Performance Specification for
CNS/ATM Message Recording Systems (EUROCAE ED-93).
• Safety and Performance Standard for Air Traffic Data Link
Services in Oceanic and Remote Airspace (Oceanic SPR Standard,
RTCA DO-306/EUROCAE ED-122).
• Safety and Performance Standard for Air Traffic Data Link

Services in Continental Airspace (Continental SPR Standard, RTCA
DO-290/EUROCAE ED-120, Change 1 and Change 2).
• Interoperability Requirements for ATS Applications Using ARINC
622 Data Communications (FANS 1/A INTEROP Standard, RTCA
DO-258A/EUROCAE ED-100A).
• Interoperability Requirements Standard for Aeronautical
Telecommunication Network Baseline 1 (ATN B1 INTEROP
Standard, RTCA DO-280B/EUROCAE ED-110B).
• Future Air Navigation System 1/A — Aeronautical
Telecommunication Network Interoperability Standard (FANS
1/A — ATN B1 INTEROP Standard, RTCA DO-305/EUROCAE ED-154).
REF 4 ARINC Documents:
• ARINC 618-6 (INTEROP) for air/ground protocol
• ARINC 622
• ARINC 623-3
AIRBUS REFERENCES
REF 5 All Getting to Grips brochures are available at:

https://w3.airbus.com/crs/A233_Flight_Ops_GN60_Inst_Supp/GRIPS/GripM
enu.htm:
• Getting to Grips with Modern Navigation, Issue 5 – Jun 2004
• Getting to Grips with RNP-AR, Issue 2 – Feb 2009
• Getting to Grips with Surveillance, Issue 1 – May 2009
AIRBUS TRAINING
REF 6 Airbus CBT are the following ones:

AIRBUS A320/A330/A340 FANS CBT: All Aircraft COMMON FLIGHT
CREW COURSES/Future Air Navigation System (FANS): Pre-FANS, FANS A,
FANS A+, FANS B, FANS B+ systems.
AIRBUS A380 FANS CBT: A380 FLIGHT CREW COURSES/STANDARD
TRANSITION COURSE
SUPPORT
REF 7 AIRBUS WORLD Support:

For any problems related to your access to Airbus World, please contact the Airbus
World Support:
Tel: +33 5 67 19 11 00 E-Mail: airbusworld@airbus.com
Airbus World homepage: http://www.airbusworld.com
REF 8 AIRBUS FANS Support:

For any problems related to FANS operations, please contact:
E-Mail: fltops.ops@airbus.com
For any problems related to FANS technical issue, please contact “Airbus Customer
Support”. Refer to email addresses provided in “Get M&E Support” page under
http://www.airbusworld.com
REF 9 Eurocontrol Link 2000+ support:

For any questions related to Link 2000+ programme, please contact:
E-Mail: link2000@eurocontrol.int
REF 10 Rockwell Collins Support:

For the questions related to ACR A380 customization, please contact:
E-Mail: CollinsRCF-ACR380Custo@rockwellcollins.com
REF 11 INMARSAT
For the questions related to INMARSAT Aeronautical global coverage and spot
beams:
E-Mail: customer_care@inmarsat.com
REF 12 MTSAT
For the questions related to MTSAT Aeronautical global coverage and spot beams
(SITA ensures the customer support as it is the exclusive Communication Service
Provider for MTSAT communications):
E-Mail: aircom.customer.support@sita.aero
REF 13 ARINC
Please refer to the website that includes the ARINC contact details:
http://www.arinc.com/resources/contact/
REF 14 SITA
Please refer to the website that includes the SITA contact details:
http://www.sita.aero/content/contact-map

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What is the CNS/ATM concept?

What is the CNS/ATM concept?

What are FANS A/A+ and FANS B/B+ systems?

What are FANS A/A+ and FANS B/B+ systems?

Airbus Flight Operations

Getting to grips with

Part I - Getting to grips with CNS/ATM

Recommendations for RNP (Required Navigation Performance) and RVSM (Reduced

PART I – TABLE OF CONTENTS

1.1. CNS/ATM concept ................................................................................... 18

1.2. CNS/ATM Implementation ...................................................................... 20

2.1. ATC Datalink standards........................................................................... 27

2.2. ATC Datalink Performance ...................................................................... 31

2.3. ATC Datalink Implementation ................................................................. 35

2.4. ATC Datalink Mandates ........................................................................... 42

2.4.1.1. North Atlantic Mandate ................................................................................ 42

2.5. ATC Datalink systems proposed by Airbus .............................................. 49

3.1. FANS 1/A architecture ............................................................................ 63

3.2. ATN architecture ..................................................................................... 65

3.3. Datalink media........................................................................................ 66

3.4. CNS/ATM applications and services ........................................................ 72

3.5. FANS 1/A and ATN: main differences...................................................... 78

3.5.6.1. Message Latency Timer ............................................................................... 82

3.6. FANS architecture summary ................................................................... 86

4.1. A320/A330/A340 FANS architecture ...................................................... 91

4.2. Human Machine Interface on A320/A330/A340 aircraft ........................ 94

4.3. A350/A380 FANS architecture .............................................................. 102

4.4. Human Machine Interface on A350/A380 aircraft ................................ 105

AAC Airline Administrative Communications

CFDIU Centralized Fault Display Interface Unit

HFDL High Frequency Data Link

RVSM Reduced Vertical Separation Minima

PART I – EXECUTIVE SUMMARY

• Communication: The datalink communication with the Controller Pilot Data

• Navigation: Navigation evolved with the introduction of new procedures

• Surveillance: New surveillance techniques like Automatic Dependent

• Air Traffic Management: The deployment of new CNS technologies has

• ICAO Global Framework: This framework is based on Aviation System Block

• Single European Sky ATM research (SESAR): SESAR is a programme

• Next Generation Air Transportation System (NextGen): To enhance the

2. ATC DATALINK: STANDARDS, PERFORMANCE, IMPLEMENTATIONS,

ATC Datalink Standards

• Accommodation FANS 1/A-ATN: In order to take benefits from investments

• Airlines Electronic Engineering Committee (AEEC) 623: AEEC 623

• ATN Baseline 2 (SC-214/WG-78): EUROCAE Working Group 78 (WG78) is

ATC Datalink Performance

requirements to support communication/surveillance performance based

• When the use of datalink requires some performance on

ATC Datalink Implementation

• ATN Baseline 1: Implementation of ATN B1 over Europe is managed by

• Accommodation FANS 1/A aircraft by ATN B1 centers: Accommodation

• Special Operations: The emergence of new CNS technologies (FANS, RNP

30/30 or 50/50 operations), or to apply special procedures like Dynamic

• ATC Datalink Performance: RCP/RSP capability may be required for specific

ATC Datalink Mandates

• ATN Baseline 1: Implementation of ATN Baseline 1 is required over Europe.

• Regulations about ATC Datalink communication recording have been

is first issued on or after Apr 8, 2014, to record datalink messages. For

ATC Datalink systems