ETABLISSEMENT NATIONAL DE LA NAVIGATION AERIENNE MANUEL DE LIAISON DE DONNEES ( FANS1/A ) DES SERVICES ATS EXPERIMENTATION CPDLC IN ALGIERS FIR

Transcription

1 ETABLISSEMENT NATIONAL DE LA NAVIGATION AEIENNE MANUEL DE LIAISON DE DONNEES ( FANS1/A ) DES SEVICES ATS EXPEIMENTATION CPDLC IN ALGIES FI Version 2.1 August

2 AMENDMENTS No. Date Section Observations 2

3 FOEWOD This manual describes the operational procedures for the data link ATS service (CPDLC) to apply in the Algiers FI during the phase of operational trials. This manual is dedicated to airspace users and ENNA controllers. It presents besides, the Algerian ATC system SAACTA and more especially the integrated CPDLC function. The second phase of operational trials will start on the 18 th august 2008 and will spread on a period of three months at least. This document has been mentioned in the aeronautical information circular (AIC) issued on the 18 th august 2008 it must be read in conjunction with that AIC. All suggestions or comments concerning the content of this document have to be address by or Fax N below mentioned. It will be taken into account for the amendments and the future versions of the present document. dena@enna.dz denaccr@enna.dz Fax : (213) (Attn : M. Smail ALLILI) 3

4 TABLE OF CONTENTS 1 Introduction Data link applications Presentation of Data link function in SAACTA system 8 2 Conduct of CPDLC Trials 10 3 System Operation - Managing CPDLC Log-on/Connection Establishing, Executing, and Terminating a CPDLC Connection Communications Safety Considerations Operational Procedures Flight Planning Procedures Air Traffic Control Procedures Flight Crew Procedures 17 5 esponsibilities ENNA esponsibilities Operator esponsibilities Communications Service Provider esponsibilities 19 Appendix 1 Appendix 2 Appendix 3 Appendix 4 Presentation of TAFCA System egistration form CPDLC Tests set FANS-1/A Messages set 4

5 ABBEVIATIONS ACC ADS ADS-C AFN AIP AIC AP ACW AINC ATC ATM ATS ATSU CAA CLAM CNS CPDLC DAIW DL DLT DLIC ENNA EMG FANS FANS 1 FANS A FANS1/A FI FMC FMS Area Control Centre Automatic Dependent Surveillance ADS Contract Air Traffic Services Facilities Notification Aeronautical Information Publication Aeronautical Information Circular Automatic Position eport ADS report Conformance Warning Checking Aeronautical adio INC Air Traffic Control Air Traffic Management Air Traffic Services Air Traffic Services Unit Civil Aviation Authority Cleared Level Adherence Monitoring Communications, Navigation and Surveillance Controller Pilot Data Link Communications Danger Area Infringement Warning Data Link Data Link Terminal Data Link initiation capability Etablissement National de la navigation Aérienne Emergency Message Future Air Navigation Systems Boeing implementation of FANS Airbus implementation of FANS Boeing & Airbus implementations of FANS Flight Information egion Flight Management Computer Flight Management System 5

6 GPS HF ICAO LAN NOTAM AM NP SAACTA SITA SS STCA TAFCA UTC VHF WP WP Global Positioning System High Frequency International Civil Aviation Organization Local Area Network Notice to Airmen oute Adherence Monitoring equired Navigation Performance Système Algérien Automatique du Contrôle de Trafic Aérien Société Internationale de Télécommunications Aéronautiques Secondary Surveillance adar Short Term Conflict Alert Traitement Automatique des Fonctions de la Circulation Aérienne Universal Time Coordinated Very High Frequency Waypoint Position Waypoint Position eporting 6

7 1. INTODUCTION 7

8 1.1 Data link applications Data link applications as defined by ICAO, representing operational functions regarding air traffic management, they are summarized as follows: DLIC - Data Link Initiation Capability; ADS-C - Automatic Dependent Surveillance - Contract mode; CPDLC - Controller Pilot Data Link Communications; DFIS - Data Link Flight Information Service; AIDC - ATS Inter-facility Data Communications; ADS-B - Automatic Dependent Surveillance - Broadcast. The present manual in its present version 2.0 is limited to two applications : AFN and CPDLC. 1.2 Presentation of Data link function in SAACTA system SAACTA is part of the TAFCA system (see Appendix 1) that includes besides the ATC system: Four (SS) secondary surveillance radar stations; A primary radar co-mounted with a secondary radar. The whole covering the north part of the FI; ATC and tower simulators. The SAACTA system is specially designed for air traffic management, it allows : assembles, collates, processes and displays flights plans, ADS and ADA data in a form that enables air traffic controllers to effectively perform their operational duties in both a radar and non-radar environment. The data link function integrated to the SAACTA system allows: Context management o Communication establishment ; o Communication transfert ; o Context Management termination; o Logon/flight plan coupling. ADS connection management o Initiation of ADS connection; o Termination of ADS connection; o Management of ADS errors. ADS contracts management o Periodic contract management; o Event contract management; o Emergency contract management. 8

9 ADS track management o ADS reports processing; o ADS track creation; o ADS track update; o ADS track suppression. ADS alert capabilities o Danger Area Infringement Warning (DAIW) ADS track/flight plan integrated capabilities o DS oute conformance checking. (ACW) oute adherence monitoring (ADS AM) Monitors the FDP flight plan route. Cleared level adherence monitoring (ADS CLAM) Monitors the cleared flight level. Automatic position report (ADS AP) 9

10 2. Conduct of CPDLC Trials The Algerian Air Navigation Services Provider, ENNA, is ready to FANS 1/A CPDLC trials with the interested aircraft operators in ALGIES FI. The second phase of the operational evaluation trials will start on the 18th august 2008 and last for three months at least. In order to participate in the Trials, operators must be in possession of the appropriate approval(s) issued by the State of egistry or the State of the Operator. The participation in CPDLC operational evaluation trials is subject to CPDLC trained crews on board. It is the responsibility of the Operator to ensure that only trained crews manage CPDLC. All airline operators with FANS 1/A equipped aircraft interested in participating in the operational evaluation trials are kindly requested to provide ENNA the following information (see appendix 2) : a) Operator name; b) Operator contact person; c) Aircraft type(s) and associated registration(s); d) Whether the option of updating the FMC time using the GPS time has been installed for the particular aircraft involved. A registration form used to file the required data to participate in the trials is attached in Appendix 2 of the present document. egistration forms should be submitted to the following ENNA address: ETABLISSEMENT NATIONAL DE LA NAVIGATION AEIENNE. DIECTION DE L EXPLOITAION DE LA NAVIGATION AEIENNE Complexe de la navigation aérienne oute de cherarba BP 70D -Dar El Beida -Alger- Algérie Tel/Fax : 00 (213) denaccr@enna.dz or dena@enna.dz SITA is the ATS data link provider for ENNA. Contacts : For any information or suggestions, you could contact: Head of ACC: M. ALLILI Smail Tel/Fax : 00 (213) denaccr@enna.dz or dena@enna.dz 10

11 3. SYSTEM OPEATION - MANAGING CPDLC 3.1 Log-on/Connection Aircraft participating in the FANS 1/A operational evaluation trials are kindly requested to manually log-on to the SAACTA system by sending an ATS Facilities Notification (AFN) Contact message, containing the 4 characters ICAO code of the Algiers ATS unit DAAA between 15 and 45 minutes prior to entering the Algiers FI; If a log-on attempt is not successful, wait at least 5 minutes before making a second attempt; Flights departing from airports adjacent to Algiers FI and at less than 15 minutes, the pilot should log-on prior to departure; For flights departing from airports within Algiers FI, the pilot should log-on prior to departure; If SAACTA system accepts the ATS Facilities Notification (AFN) Contact message from the aircraft, it will generate an AFN Acknowledgement. The AFN Acknowledgement will indicate that both ADS and CPDLC applications are supported; The AFN log-on is a prerequisite to any CPDLC connection; The AFN log-on serves the following purposes: a. To provide the ground system with the data link application context of the aircraft, namely: the data link applications supported on board (ADS, CPDLC), their version numbers, and the associated addresses ( in the FANS-1/A context, these are the ACAS addresses unique to each aircraft). b. To provide the ground system with information such as the flight identification (ATS personnel usually use flight identifications to identify flights) and aircraft registration number (the registration number is used by the FANS network as the destination address for data link messages to aircraft). This information will allow the correlation of the flight attempting to log-on with the corresponding flight data held by the ATS system (SAACTA). c. To allow the SAATA system to establish both ADS and CPDLC connections where applicable. 11

12 The AFN log-on will be rejected if : a. The aircraft registration/flight identification pairing does not match the pairing contained in the flight plan; b. There is no aircraft registration included in the flight plan; or c. There is no flight plan in the ATS system (SAACTA) for that flight. The flight identification used for log-on must be exactly the same as the filed in the ATS flight plan. 3.2 Establishing, Executing, and Terminating a CPDLC Connection Certified FANS 1/A equipped aircraft (see paragraph 2.3 and 2.4) wanting/able to participate CPDLC operational evaluation trials, once entered Algiers FI airspace and ready to start the trials, should inform Algiers ACC by means of the following voice phraseology: EADY FO CPDLC TIALS If when receiving the aircraft request the controller is ready for CPDLC trials, he/she will answer: OGE, INITIATING CPDLC If when receiving the aircraft request the controller is not ready for CPDLC trials with that aircraft, and expects he/she will never be before the aircraft leaves the Algerian airspace, the answer will be: UNABLE TO PEFOM CPDLC TIALS If when receiving the aircraft request the controller is not ready for CPDLC trials, but he/she expects to be ready for it later before the aircraft leaves the Algerian airspace, he/she will answer : OGE, I WILL CALL YOU BACK FO CPDLC TIALS or EXPECT CPDLC CONECTION FO TIALS AT TIME 12

13 Once the controller is ready for CPDLC trials he/she will indicate it to the pilot by the voice message: CONFIM EADY FO CPDLC TIALS and if the pilot response is AFFIM he/she will answer OGE and trigger the CPDLC initiation in the SAACTA system. A set of CPDLC tests to be carried out during the second phase of the operational evaluation trials is in Appendix 3. Appendix 4 contains a complete listing with the message interpretation for all FANS-1/A CPDLC messages (TCA DO-219) as was defined by the ADS Panel. This is most useful in order to have a clear understanding of the meaning of the CPDLC messages. Pilots participating in the CPDLC trials must have available CPDLC Tests Set contained in Appendix 3 on this Document. The CPDLC messages exchanged during the operational evaluation trials are not operationally valid and therefore instructions or requests in them shall never be considered as operational valid either by the crew or controller. Controller instructions via CPDLC are not to be complied with, either by pilot or FMS (voice confirmation needed) The CPDLC tests set in Appendix 3 (second phase) are divided into two subsets. The first subset contains the pilot initiated dialogues (test 1 to 17), and the second subset controller initiated dialogues ( test 18 to 44). The coordination for the execution of the tests contained in Appendix 3 will be done by means of free text messages. In the second phases, the tests belonging to the pilot initiated dialogues subset, the controller will request the pilot to commence one specific test by means of the following free text message: COMMENCE TEST XX being XX = number of the test to be commenced by the pilot. The pilot should respond OGE, and commence the test. (see example at the end of Appendix 3) 13

14 In the second phases the tests belonging to the controller initiated dialogue subset, the controller will warn pilot before commencing the test by means of the following free text message: EXPECT TEST XX being XX = number of the test to be commenced by the controller. The pilot response should be OGE (see example at the end of Appendix 3) After waiting for one minute to give time to the pilot to look into Appendix 3, read, and understand the test specified, the controller will commence the test. Once a test has been commenced, that test should be completed in order not to leave open messages before terminating the CPDLC trials. The termination of a CPDLC trials session may be decided at any moment by either pilot or controller and will be communicated to each other by means of the following free text message: EQUEST CPDLC TIALS TEMINATION Pilot or controller response to this message should be OGE. The controller will trigger the initiation of the CPDLC connection termination sequence which will cause SAACTA to send an END SEVICE uplink message. In response to this message: a) The avionics will downlink a DISCONNECT message, and the avionics will consider the aircraft to be disconnected as soon as the DISCONNECT message is sent. b) The active CPDLC connection will be terminated by the activation of a non- active connection if existing. The controller shall ensure that no open uplink CPDLC messages exist prior to the up-linking of an END SEVICE message. Although it is an abnormal case, if the controller is aware that the END SEVICE message has been unsuccessful, the pilot will be instructed by voice to terminate the connection. If the CPDLC connection does not terminate automatically at the appropriate time (normally 5 minutes after leaving Algiers FI), then the pilot shall manually disconnect. 14

15 3.3 Communications Safety Considerations The CPDLC messages exchanged during the operational evaluation trials are not operationally valid and therefore instructions or requests in them shall never be considered as operational valid either by the crew or controller. During the operational evaluation trials, the integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice communications. The only operational valid means of communications continue to be VHF and HF voice communications. 15

16 4. OPEATIONAL POCEDUES 4.1 Flight Planning Procedures According to the ICAO Doc (ATM), operators should indicate the presence of FANS1/A equipment for equipped aircraft crossing Algerian airspace, in the appropriate field of the ICAO flight plan form as follows: Field 10: Equipment a) Item 10a The letter J to indicate data link available and serviceable; b) Item 10a The letter G to indicate GNSS available and serviceable; c) Item 10b The letter D in the Surveillance field to indicate ADS serviceable; Field 18: Other information d) Item 18 DAT/ followed by one or more letters as appropriate to indicate the type of data link capability when J is entered in Item 10a. S H V M for satellite data link. for HF data link. for VHF data link. for mode S data link. e) Item 18 MK/ followed by Algiers FANS 1 or Algiers FANS A (FANS1 or FANS A equipped aircraft espectively) Example : ICAO Item 10: J /. D ICAO Item 18: DAT/SV MK/Algiers FANS 1 (for a satellite and VHF data link equipped aircraft, and FANS 1 aircraft participating in the Algiers FANS 1/A operational evaluation trials) The operator is responsible for ensuring that the correct aircraft registration is filed in Field 18 of the ICAO flight plan. The ATS system (SAACTA) compares the registration number of the aircraft contained in Field 18 (Other Information) of the ICAO flight plan with the registration contained in the ATS Facilities Notification (AFN) logon during the data link initialization. If different, the connection will be rejected by the system. 16

17 4.2 Air Traffic Control Procedures See Log-on/Connection procedures in 3.1 See Establishing, Executing and Terminating a CPDLC Connection procedures in 3.2 A controller who becomes aware of corrupt or incorrect data, will take action to advise the aircraft concerned in order to investigate or try to correct the situation. In order to perform the operational evaluation the controller will follow the internal evaluation procedures and protocols established. If the controller is advised, or becomes aware of a data link communications failure, aircraft concerned will be advised. 4.3 Flight Crew Procedures Pilots are requested to log-on between 15 and 45 minutes prior to entering the Algiers FI. See Log-on/Connection procedures in 3.1. If unable to log-on after several attempts, on initial voice contact with Algiers ACC the pilot should inform ATS using the following terminology: UNABLE TO FANS LOG-ON For CPDLC trials, see Establishing, Executing and Terminating a CPDLC connection procedures in 3.2. If problems are experienced with the CPDLC connection, pilot should inform ATS via HF or VHF voice using the following terminology: POBLEMS WITH CPDLC CONNECTION Log-off should normally take place 5 minutes after leaving Algiers FI unless something different is agreed in real time via pilot-controller voice communications. Flight crews that encounter problems with FANS 1/A data link will inform controller and advise their Company Operations Department in accordance with their established problem reporting procedures. The CPDLC messages exchanged during the operational evaluation trials are not operationally valid and therefore instructions or requests in them shall never be considered as operational valid either by the crew or controller. During the operational evaluation trials the integrity of the ATC service remains wholly dependent on establishing and maintaining HF or VHF voice communications. 17

18 5. ESPONSIBILITIES 5.1 ENNA esponsibilities The ATS provider will notify users of the current Phase of trials via NOTAM or AIC. operational evaluation The ATS provider may suspend temporarily the operational evaluation trials at any time due to technical or operational reasons. For scheduled and/or extended suspension of the operational evaluation trials a NOTAM shall be issued. In the event of an unexpected SAACTA system outage, ATS shall: a) Inform all affected aircraft and their operators, providing the outage expected duration; and b) Issue a NOTAM for long expected durations. The ATS provider will provide participating airlines with latest version of Guidance Material, and will inform them of the publication of related AICS and NOTAMS. Latest version of the present document may be downloaded from the ENNA web site: Operator esponsibilities Advisory information distributed within the flight operations department of an airline should ensure that all personnel concerned are aware of FANS 1/A concepts and procedures and any other necessary information for participating in the operational evaluation trials. Operators should ensure they have current information related to the operational evaluation trials, such as Aeronautical Information Circulars (AIC), manual, and NOTAMS. Operators should ensure that the correct information is included in the ICAO Flight Plan. Operators or pilots may suspend their participation in the operational evaluation trials anytime due to technical or operational reasons. For scheduled and/or extended suspension of participation in the operational evaluation trials operators should inform ENNA. Pilots should inform Algiers ACC via voice communications if system outages are noted on route. Operators should inform ENNA of any pilot reported problems or anomalies associated with the FANS 1/A operational evaluation trials. 18

19 5..3 Communications Service Provider esponsibilities SITA Data link service providers will inform ENNA and airline operators if a system outage is noted or of planned outages of the network. 19

20 APPENDICE 1: PESENTATION DU SYSTEME TAFCA SYSTEME TAFCA ADA ALGE MSS OAN TOU ALGE APP ANNABA APP ALGE APP OAN MSS ANNABA CC ALGE APP CONSTANTINE MSS EL-BAYADH CQENA MSS EL-O

21 APPENDIX 2 : FOMULAIE DE PATICIPATION CPDLC Form to be filled and turn over by FAX to the Or by denaccr@enna.dz OPEATO NAME : POSTAL ADESS : OPEATO CONTACT PESON NAME : POST/POSITION: PHONE number: FAX number: ADDESS Participating Aircraft information. Aircraft Type egistration GPS time* *whether the option of updating the FMC time using the GPStime has been installed(yes/no). emarks and additional informations

22 APPENDIX 3: CPDLC TESTS SET DL# Number and UL# Number refer to the reference number of the CPDLC messages contained in the DownLink (DL) and UpLink (UL) messages tables of Appendix 4. PILOT INITIATED DIALOGUES SUBSET Test 01 {DL# 9, inserting the flight level being requested, which has to be higher than the current/actual level of the aircraft} EQUEST CLIMB TO [altitude] {UL# 20, inserting the requested flight level} CLIMB TO AND MAINTAIN [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 02 {DL# 9, inserting the flight level being requested, which has to be higher than the current/actual level of the aircraft } EQUEST CLIMB TO [altitude] { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {UL# 20, inserting the requested flight level} CLIMB TO AND MAINTAIN [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 03 {DL# 9, inserting the flight level being requested, which has to be higher than the current/actual level of the aircraft } EQUEST CLIMB TO [altitude] {UL# 0} UNABLE

23 Test 04 {DL# 10, inserting the flight level being requested, which has to be lower than the current/actual level of the aircraft } EQUEST DESCENT TO [altitude] { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {the controller sends UL# 23 inserting the cleared flight level} DESCEND TO AND MAINTAIN [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 05 {DL# 22, inserting any logical position requested to proceed direct to} EQUEST DIECT TO [position] {UL# 0} UNABLE Test 06 {DL# 22, inserting any logical position requested to proceed direct to} EQUEST DIECT TO [position] {UL# 74, inserting the requested position} POCEED DIECT TO [position] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 07 {DL# 22, inserting any logical position requested to proceed direct to} EQUEST DIECT TO [position] { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY After twenty seconds wait {UL# 74, inserting the requested position} POCEED DIECT TO [position] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS

24 Test 08 {DL# 15, inserting the required data for a logical offset} EQUEST OFFSET [direction] [distanceoffset] OF OUTE {UL# 1} STANDBY After twenty seconds wait {UL# 64, inserting the direction and distance as received from pilot} OFFSET [direction] [distanceoffset] OF OUTE WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 09 {DL# 70, inserting the degrees of a logical deviating heading} EQUEST HEADING [degrees] {UL# 94, inserting direction, and degrees requested} TUN [direction] HEADING [degrees] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 10 {DL# 24, inserting the actual/current cleared route of aircraft} EQUEST [routeclearance] { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {UL# 80, inserting the route requested} CLEAED [routeclearance] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS

25 Test 11 {DL# 27, inserting any logical deviation data} EQUEST WEATHE DEVIATION UP TO [direction] [distanceoffset] OF OUTE {UL# 1} STANDBY {UL# 82, inserting the requested deviation. The report back on route message UL# 127 is also included} CLEAED TO DEVIATE UP TO [direction] [distanceoffset] OF OUTE EPOT BACK ON OUTE After one minute {DL# 41} BACK ON OUTE WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 12 {DL# 53} WHEN CAN WE EXPECT HIGHE ALTITUDE {UL# 1} STANDBY {UL# 7, inserting time} EXPECT CLIMB AT [time] {DL# 3} OGE WANING!!!!: The EXPECT notification within this test is to be disregarded Test 13 {DL# 53} WHEN CAN WE EXPECT HIGHE ALTITUDE { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {UL# 8, inserting position} EXPECT CLIMB AT [position] {DL# 3} OGE WANING!!!!: The EXPECT notification within this test is to be disregarded

26 Test 14 {DL# 53} WHEN CAN WE EXPECT HIGHE ALTITUDE { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {UL# 13, inserting time and level} AT [time] EXPECT CLIMB TO [altitude] {DL# 3} OGE WANING!!!!: The EXPECT notification within this test is to be disregarded Test 15 {DL# 53} WHEN CAN WE EXPECT HIGHE ALTITUDE { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {UL# 14, inserting position and level} AT [position] EXPECT CLIMB TO [altitude] {DL# 3} OGE WANING!!!!: The EXPECT notification within this test is to be disregarded Test 16 {DL# 67h} WHEN CAN WE EXPECT CLIMB TO [altitude] Note: DL# 67h is implemented in Boeing aircraft { the controller will send UL# 1 to inform that the request has been received and is being assessed} STANDBY {UL# 13, inserting time and level} AT [time] EXPECT CLIMB TO [altitude] {DL# 3} OGE WANING!!!!: The EXPECT notification within this test is to be disregarded Test 17 {DL# 20} EQUEST VOICE CONTACT {UL# 117} CONTACT [icaounitname] [frequency] WANING!!!!: The instruction within this test is not to be complied with

27 CONTOLLE INITIATED DIALOGUES SUBSET Test 18 {UL# 20, inserting 310} CLIMB TO AND MAINTAIN 310 WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 19 {UL# 20, inserting any flight level higher than the current/actual level of the aircraft} CLIMB TO AND MAINTAIN [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 20 {UL# 20, inserting any flight level higher than the current/actual level of the aircraft } CLIMB TO AND MAINTAIN [altitude] {DL# 1} UNABLE WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test21 {UL# 23 inserting any flight level lower than the current/actual level of the aircraft } DESCEND TO AND MAINTAIN [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 22 {UL# 47, inserting a position within Algeria airspace and a level} COSS [position] AT O ABOVE [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS

28 Test 23 {UL# 48, inserting a position within or close to Algeria airspace and a level} COSS [position] AT O BELOW [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 24 {UL# 49, inserting a position within or close to Algeria airspace and a level} COSS [position] AT AND MAINTAIN [altitude] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 25 {UL# 64, inserting a direction and a distance-offset} OFFSET [direction] [distanceoffset] OF OUTE WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 26 {UL# 74, inserting any position within or close to Algeria airspace } POCEED DIECT TO [position] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS Test 27 {UL# 75, inserting any position within or close to Algeria airspace } WHEN ABLE POCEED DIECT TO [position] WANING!!!!: The clearance within this test is not to be complied with, either by pilot or FMS

29 Test 28 {UL# 106, inserting any logical speed} MAINTAIN [speed] WANING!!!!: The instruction within this test is not to be complied with, either by pilot or FMS Test 29 {UL# 108, inserting any logical speed} MAINTAIN [speed] O GEATE WANING!!!!: The instruction within this test is not to be complied with, either by pilot or FMS Test 30 {UL# 109, inserting any logical speed} MAINTAIN [speed] O LESS WANING!!!!: The instruction within this test is not to be complied with, either by pilot or FMS Test 31 {UL# 115, inserting any maximum speed} DO NOT EXCEED [speed] WANING!!!!: The instruction within this test is not to be complied with, either by pilot or FMS Test 32 {UL# 116} ESUME NOMAL SPEED WANING!!!!: The instruction within this test is not to be complied with, either by pilot or FMS

30 Test 33 {UL# 117, inserting a control unit name and voice frequency} CONTACT [icaounitname] [frequency] WANING!!!!: The instruction within this test is not to be complied with Test 34 {UL# 118, inserting a position, a control unit name and a voice frequency} AT [position] CONTACT [icaounitname] [frequency] WANING!!!!: The instruction within this test is not to be complied with Test 35 {DL# 33, indicating the actual position of aircraft} PESENT POSITION [position] {UL# 132} CONFIM POSITION Test 36 {DL# 32, indicating the actual altitude of aircraft} PESENT ALTITUDE [altitude] Boeing aircraft also append DL# 29 (CLIMBING TO [altitude]) or DL# 30 (DESCENDING TO [altitude]) {UL# 133} CONFIM ALTITUDE Test 37 {DL# 34, indicating the actual speed of aircraft} PESENT SPEED [speed] {UL# 134} CONFIM SPEED Test 38 {DL# 38, indicating the actual assigned altitude of aircraft} ASSIGNED ALTITUDE [altitude] {UL# 135} CONFIM ASSIGNED ALTITUDE

31 Test 39 {DL# 40, indicating the actual assigned route of aircraft} ASSIGNED OUTE [routeclearance] Boeing aircraft also append DL# 80 (DEVIATING [direction] [distanceoffset]) OF OUTE ) when appropriate {UL# 137} CONFIM ASSIGNED OUTE Test 40 {DL# 42, indicating the actual next waypoint of aircraft} NEXT WAYPOINT[position] Boeing aircraft also append DL# 80 (DEVIATING [direction] [distanceoffset]) OF OUTE ) when appropriate {UL# 140} CONFIM NEXT WAYPOINT Test 41 {DL# 43, indicating the actual next waypoint ETA of aircraft} NEXT WAYPOINT ETA [time] Boeing aircraft also append DL# 80 (DEVIATING [direction] [distanceoffset]) OF OUTE ) when appropriate {UL# 141} CONFIM NEXT WAYPOINT ETA Test 42 {DL# 35, indicating the actual heading of aircraft} PESENT HEADING [degrees] {UL# 145} CONFIM HEADING Test 43 {DL# 47, indicating the actual SS code the aircraft is responding} SQUAWKING [beaconcode] {UL# 144} CONFIM SQUAWK

32 Test 44 {DL# 48, automatically including the current position of the aircraft when the pilot presses the button to send this message} POSITION EPOT [positionreport] {UL# 147} EQUEST POSITION EPOT NOTE: The data provided by aircraft/pilot by means of responses to CONFIM or EQUEST messages within the above tests, will not be used by controller or ATC for operational purposes, although it will be cross- checked with valid operational data received by other means, and appropriate verification actions taken if necessary.

33 EXAMPLES OF CPDLC TESTS COODINATION Coordination of test xx {DL# 3} OGE {UL# 169, inserting the following free text: COMMENCE TEST xx} COMMENCE TESTxx And then pilot commences test xx Coordination of test yy {DL# 3} OGE {UL# 169, inserting the following free text: EXPECT TEST 50} EXPECT TEST yy After one minute wait the controller commences test yy -END-

34 APPENDIX 4 :FANS-1/A MESSAGES SET This Appendix contains a complete listing of the message intent for all FANS-1/A CPDLC messages as defined by the ADS Panel. Additional comments provided by the ISPACG forum are displayed in Italics. esponse equirements Key: TYPE CLOSUE ESPONSES, UNABLE, will close the uplink message. A/N AFFIM, NEGATIVE, will close the uplink message. OGE, will close the uplink message. NE Most messages with an NE attribute require an operational response. Only the correct operational response is presented to the pilot. The uplink message is considered to be closed on sending and does not require a response to close the dialogue. The, UNABLE, AFFIM, NEGATIVE, OGE, and STANDBY responses are not enabled for pilot selection. Y esponse required. N esponse not required Note: Under some circumstances, an EO message will also close an uplink message. Uplink - esponses and Acknowledgements UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 0 UNABLE Indicates that ATS cannot comply with the NE request. 1 STANDBY Indicates that ATS has received the message NE 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 EQUEST DEFEED Indicates that ATS has received the request NE 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 OGE Indicates that ATS has received and NE understood the message.. 4 AFFIM Yes NE 5 NEGATIVE No NE

35 Uplink - Vertical Clearances UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 6 EXPECT [altitude] Notification that a level change instruction should be expected. 7 EXPECT CLIMB AT [time] Notification that an instruction should be expected for the aircraft to commence climb at the specified time. 8 EXPECT CLIMB AT [position] Notification that an instruction should be expected for the aircraft to commence climb at the specified position. 9 EXPECT DESCENT AT [time] Notification that an instruction should be expected for the aircraft to commence descent at the specified time. 10 EXPECT DESCENT AT [position] Notification that an instruction should be expected for the aircraft to commence descent at the specified position. 11 EXPECT CUISE CLIMB AT [time] Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time. Due to different interpretations between the various ATS units this element should be avoided. 12 EXPECT CUISE CLIMB AT Notification that an instruction should be [position] expected for the aircraft to commence cruise climb at the specified position. Due to different interpretations between the various ATS units this element should be 13 AT [time] EXPECT CLIMB TO [altitude] 14 AT [position] EXPECT CLIMB TO [altitude] 15 AT [time] EXPECT DESCENT TO [altitude] 16 AT [position] EXPECT DESCENT TO [altitude] 17 AT [time] EXPECT CUISE CLIMB TO [altitude] avoided Notification that an instruction should be expected for the aircraft to commence climb at the specified time to the specified level. Notification that an instruction should be expected for the aircraft to commence climb at the specified position to the specified level. Notification that an instruction should be expected for the aircraft to commence descent at the specified time to the specified level. Notification that an instruction should be expected for the aircraft to commence descent at the specified position to the specified level. Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time to the specified level. Due to different interpretations between the various ATS units, this element should be avoided.

36 Uplink - Vertical Clearances Continued UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 18 AT [position] EXPECT CUISE CLIMB TO [altitude] Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position to the specified level. Due to different interpretations between the various ATS units, this element should be avoided. 19 MAINTAIN [altitude] Instruction to maintain the specified level. 20 CLIMB TO AND MAINTAIN [altitude] 21 AT [time] CLIMB TO AND MAINTAIN [altitude] 22 AT [position] CLIMB TO AND MAINTAIN [altitude] 23 DESCEND TO AND MAINTAIN [altitude] 24 AT [time] DESCEND TO AND MAINTAIN [altitude] 25 AT [position] DESCEND TO AND MAINTAIN [altitude] 26 CLIMB TO EACH [altitude] BY [time] 27 CLIMB TO EACH [altitude] BY [position] 28 DESCEND TO EACH [altitude] BY [time] 29 DESCEND TO EACH [altitude] BY [position] 30 MAINTAIN BLOCK [altitude] TO [altitude] 31 CLIMB TO AND MAINTAIN BLOCK [altitude] TO [altitude] 32 DESCEND TO AND MAINTAIN BLOCK [altitude] TO [altitude] Instruction that a climb to the specified level is to commence and the level is to be maintained when reached. Instruction that at the specified time, a climb to the specified level is to commence and once reached the specified level is to be maintained. Instruction that at the specified position, a climb to the specified level is to commence and once reached the specified level is to be maintained. Instruction that a descent to the specified level is to commence and the level is to be maintained when reached. Instruction that at the specified time a decent to the specified level is to commence and once reached the specified level is to be maintained. Instruction that at the specified position a descent to the specified level is to commence and when the specified level is reached it is to be maintained. Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified time. Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified position. Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified time. Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified position. A level within the specified vertical range is to be maintained. Instruction that a climb to a level within the specified vertical range is to commence. Instruction that a descent to a level within the specified vertical range is to commence.

37 Uplink - Vertical Clearances Continued UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 33 CUISE [altitude] Instruction that authorizes a pilot to conduct flight at any altitude from the minimum altitude up to and including the altitude specified in the clearance. further, it is approval for the pilot to proceed to and make an approach at the destination airport. Due to different interpretations between the various ATS units, this element should be avoided. 34 CUISE CLIMB TO [altitude] A cruise climb is to commence and continue until the specified level is reached. Due to different interpretations between the various ATS units, this element should be avoided. 35 CUISE CLIMB ABOVE [altitude] A cruise climb can commence once above the specified level. Due to different interpretations between the various ATS units, this element should be avoided. 36 EXPEDITE CLIMB TO [altitude] The climb to the specified level should be made at the aircraft's best rate. 37 EXPEDITE DESCENT TO [altitude] The descent to the specified level should be made at the aircraft's best rate. 38 IMMEDIATELY CLIMB TO Urgent instruction to immediately climb to the [altitude] specified level. 39 IMMEDIATELY DESCEND TO Urgent instruction to immediately descend to [altitude] the specified level. 40 IMMEDIATELY STOP CLIMB AT Urgent instruction to immediately stop a climb [altitude] 41 IMMEDIATELY STOP DESCENT AT [altitude] once the specified level is reached. Urgent instruction to immediately stop a descent once the specified level is reached. 171 CLIMB AT [vertical rate] MINIMUM Instruction to climb at not less than the specified rate. 172 CLIMB AT [vertical rate] MAXIMUM Instruction to climb at not above the specified rate. 173 DESCEND AT [vertical rate] Instruction to descend at not less than the MINIMUM specified rate. 174 DESCEND AT [vertical rate] Instruction to descend at not above the MAXIMUM specified rate. Uplink - Crossing Constraints UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 42 EXPECT TO COSS [position] AT [altitude] 43 EXPECT TO COSS [position] AT O ABOVE [altitude] Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level. Notification that a level change instruction should be expected which will require the specified position to be crossed at or above the specified level.

38 Uplink - Crossing Constraints Continued UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 44 EXPECT TO COSS [position] AT O BELOW [altitude] 45 EXPECT TO COSS [position] AT AND MAINTAIN [altitude] Notification that a level change instruction should be expected which will require the specified position to be crossed at or below the specified level. Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level which is to be maintained subsequently. 46 COSS [position] AT [altitude] The specified position is to be crossed at the specified level. This may require the aircraft to modify its climb or descent profile. 47 COSS [position] AT O ABOVE [altitude] 48 COSS [position] AT O BELOW [altitude] 49 COSS [position] AT AND MAINTAIN [altitude] The specified position is to be crossed at or above the specified level. The specified position is to be crossed at or below the specified level. Instruction that the specified position is to be crossed at the specified level and that level is to be maintained when reached. 50 COSS [position] BETWEEN [altitude] AND [altitude] The specified position is to be crossed at a level between the specified levels. 51 COSS [position] AT [time] The specified position is to be crossed at the specified time. 52 COSS [position] AT O BEFOE The specified position is to be crossed at or [time] before the specified time. 53 COSS [position] AT O AFTE The specified position is to be crossed at or [time] after the specified time. 54 COSS [position] BETWEEN [time] The specified position is to be crossed at a AND [time] time between the specified times. 55 COSS [position] AT [speed] The specified position is to be crossed at the specified speed and the specified speed is to be maintained until further advised. 56 COSS [position] AT O LESS THAN [speed] 57 COSS [position] AT O GEATE THAN [speed] 58 COSS [position] AT [time] AT [altitude] 59 COSS [position] AT O BEFOE [time] AT [altitude] 60 COSS [position] AT O AFTE [time] AT [altitude] 61 COSS [position] AT AND MAINTAIN [altitude] AT [speed] The specified position is to be crossed at a speed equal to or less than the specified speed and the specified speed or less is to be maintained until further advised. The specified position is to be crossed at a speed equal to or greater than the specified speed and the specified speed or greater is to be maintained until further advised. The specified position is to be crossed at the specified time and the specified level. The specified position is to be crossed at or before the specified time and at the specified level. The specified position is to be crossed at or after the specified time and at the specified level. Instruction that the specified position is to be crossed at the specified level and speed and the level and speed are to be maintained.

39 Uplink - Crossing Constraints Continued UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 62 AT [time] COSS [position] AT AND MAINTAIN [altitude] 63 AT [time] COSS [position] AT AND MAINTAIN [altitude] AT [speed] Instruction that at the specified time the specified position is to be crossed at the specified level and the level is to be maintained. Instruction that at the specified time the specified position is to be crossed at the specified level and speed and the level and speed are to be maintained. Uplink - Lateral Offsets UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 64 OFFSET [direction] [distance offset] OF OUTE 65 AT [position] OFFSET [direction] [distance offset] OF OUTE 66 AT [time] OFFSET [direction] [distance offset] OF OUTE Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction. Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction and commencing at the specified position. Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction and commencing at the specified time. 67 POCEED BACK ON OUTE The cleared flight route is to be rejoined. 68 EJOIN OUTE BY [position] The cleared flight route is to be rejoined at or before the specified position. 69 EJOIN OUTE BY [time] The cleared flight route is to be rejoined at or before the specified time. 70 EXPECT BACK ON OUTE BY Notification that a clearance may be issued to [position] enable the aircraft to rejoin the cleared route at 71 EXPECT BACK ON OUTE BY [time] or before the specified position. Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified time. 72 ESUME OWN NAVIGATION Instruction to resume own navigation following a period of tracking or heading clearances. May be used in conjunction with an instruction on how or where to rejoin the cleared route. Uplink - oute Modifications UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 73 [predepartureclearance] Notification to the aircraft of the instructions to be followed from departure until the specified clearance limit. 74 POCEED DIECT TO [position] Instruction to proceed directly from the 75 WHEN ABLE POCEED DIECT TO [position] present position to the specified position. Instruction to proceed, when able, directly to the specified position.

40 Uplink - oute Modifications Continued UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 76 AT [time] POCEED DIECT TO Instruction to proceed, at the specified time, [position] directly to the specified position. 77 AT [position] POCEED DIECT TO lnstruction to proceed, at the specified [position] position, directly to the next specified position. 78 AT [altitude] POCEED DIECT TO Instruction to proceed, upon reaching the [position] specified level, directly to the specified position. 79 CLEAED TO [position] VIA [route Instruction to proceed to the specified position clearance] via the specified route. 80 CLEAED [route clearance] Instruction to proceed via the specified route. 81 CLEAED [procedure name] Instruction to proceed in accordance with the specified procedure. 82 CLEAED TO DEVIATE UP TO Approval to deviate up to the specified [direction] [distance offset] OF distance from the cleared route in the OUTE specified direction. 83 AT [position] CLEAED [route Instruction to proceed from the specified clearance] position via the specified route. 84 AT [position] CLEAED [procedure Instruction to proceed from the specified name] position via the specified procedure. 85 EXPECT [route clearance] Notification that a clearance to fly on the 86 AT [position] EXPECT [route clearance] specified route may be issued. Notification that a clearance to fly on the specified route from the specified position may be issued. 87 EXPECT DIECT TO [position] Notification that a clearance to fly directly to the specified position may be issued. 88 AT [position] EXPECT DIECT TO Notification that a clearance to fly directly [position] from the second specified position to the next 89 AT [time] EXPECT DIECT TO [position] 90 AT [altitude] EXPECT DIECT TO [position] 91 HOLD AT [position] MAINTAIN [altitude] INBOUND TACK [degrees][direction] TUN LEG TIME [leg type] 92 HOLD AT [position] AS PUBLISHED MAINTAIN [altitude] specified position may be issued. Notification that a clearance to fly directly to the specified position commencing at the specified time may be issued. Notification that a clearance to fly directly to the specified position commencing when the specified level is reached may be issued. Instruction to enter a holding pattern with the specified characteristics at the specified position and level. Instruction to enter a holding pattern with the published characteristics at the specified position and level. Notification that an onwards clearance may be issued at the specified time. Instruction to turn left or right as specified onto the specified heading. Instruction to turn left or right as specified 93 EXPECT FUTHE CLEAANCE AT [time] 94 TUN [direction] HEADING [degrees] 95 TUN [direction] GOUND TACK [degrees] onto the specified track. 96 FLY PESENT HEADING Instruction to continue to fly on the current heading.

41 Uplink - oute Modifications Continued UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 97 AT [position] FLY HEADING [degrees] Instruction to fly on the specified heading from the specified position. 98 IMMEDIATELY TUN [direction] Instruction to turn immediately left or right as HEADING [degrees] specified onto the specified heading. 99 EXPECT [procedure name] Notification that a clearance may be issued for the aircraft to fly the specified procedure. 178 TACK DETAIL MESSAGE Message not defined. Uplink - Speed Changes UL MESSAGE ELEMENT MESSAGE INTENT ESPONSE 100 AT [time] EXPECT [speed] Notification that a speed instruction may be issued to be effective at the specified time. 101 AT [position] EXPECT [speed] Notification that a speed instruction may be issued to be effective at the specified position. 102 AT [altitude] EXPECT [speed] Notification that a speed instruction may be issued to be effective at the specified level. 103 AT [time] EXPECT [speed] TO Notification that a speed range instruction [speed] may be issued to be effective at the specified 104 AT [position] EXPECT [speed] TO [speed] 105 AT [altitude] EXPECT [speed] TO [speed] time. Notification that a speed range instruction may be issued to be effective at the specified position. Notification that a speed range instruction may be issued to be effective at the specified level. 106 MAINTAIN [speed] The specified speed is to be maintained. 107 MAINTAIN PESENT SPEED The present speed is to be maintained. 108 MAINTAIN [speed] O GEATE The specified speed or a greater speed is to be maintained. 109 MAINTAIN [speed] O LESS The specified speed or a lesser speed is to be maintained. 110 MAINTAIN [speed] TO [speed] A speed within the specified range is to be maintained. 111 INCEASE SPEED TO [speed] The present speed is to be increased to the specified speed and maintained until further advised. 112 INCEASE SPEED TO [speed] O The present speed is to be increased to the GEATE specified speed or greater, and maintained at or above the specified speed until further advised. 113 EDUCE SPEED TO [speed] The present speed is to be reduced to the specified speed and maintained until further advised. 114 EDUCE SPEED TO [speed] O LESS The present speed is to be reduced to the specified speed or less and maintained at or below the specified speed until further advised.