Fall Vistajet
Challenger 605
FANS / CPDLC
Training Manual
V i s t a J e t C r e w T r a i n i n g 08
VistaJet Limited
FANS & CPDLC Training Manual CL605
1.0 CPDLC AND DATALINK PROCEDURES……………………………………………………………………………….3 1.1 CPDLC (FANS & LINK2000+) INTRODUCTION……………………………………………………………………….3 1.2 HOW CPDLC (LINK2000+) FITS INTO THE CURRENT SYSTEM .................................................. 4 2.0 VHF VOICE TERMINOLOGY RELATED TO CPDLC ................................................................ 4 3.0 CPDLC (LINK2000+) NORMAL OPERATION ........................................................................ 5 3.1 LOGON, TIME LIMITS .............................................................................................................. 6 3.2 RECEIVING & ACKNOWLEDGING CLEARANCES ....................................................................... 7 3.3 REQUESTING CLEARANCES ................................................................................................... 12 3.4 POSITION REPORTS ............................................................................................................... 13 3.5 AUTOMATIC DEPENDENT SURVEILLANCE-­‐CONTRACT (ADS-­‐C) ............................................ 14 3.6 HANDOVER FROM SECTOR TO SECTOR ................................................................................ 15 4.0 EMERGENCY USE ........................................................................................................... 15 5.0 TERMINATION OF CPDLC ................................................................................................ 15 6.0 DATALINK COMMUNICATION TO OPS ............................................................................ 15 6.1 OTHER PERTINENT USES OF DATALINK ................................................................................. 16 7.0 LIMITATIONS & HUMAN FACTORS ................................................................................. 16 8.0 REPORTING .................................................................................................................... 18 9.0 NON-­‐NORMAL OPERATION ............................................................................................ 18 10.0 REFERENCES ................................................................................................................... 18 11.0 APPENDIX A – CPDLC REGIONS ....................................................................................... 18 FANS & CPDLC Training Manual CL605 – Rev. 1.1 – 23/2/2015
2 (30)
Operation Manual
Part B EU-Ops
VistaJet Limited
Global 6000, BD700
Chapter / Page: 2 / 79 of 120
Date:
Revision:
15.12.13
4
VistaJet Limited
FANS & CPDLC Training Manual CL605
2.10.10
1.0
1.1
CPDLC, FANS
2.10.10.1
FANS (CPDLC) Introduction
CPDLC AND DATALINK PROCEDURES
Future air navigation system (FANS) was launched in 1983 with forming of an ICAP special committee whose
roletwo
was“types”
to recommend
strategies
to improve
AirCommunication
Traffic Control Services.
The
of Controller
Pilot
Data Link
(CPDLC) described below are both available as
anThe
option
on therecommended
“new” CL605a combined
in the Vistajet
fleet
is those which
are registered
and operated
under the
committee
ground
and–airthat
communication
network
solution through
CNS:
Maltese
- AOC.
Communication;
- Navigation;
The aircraft
will initially be configured and certified for Link 2000+ operations and not for FANS operations.
However
since there is a plan that FANS certification will be considered at a later date then this manual does
- Surveillance.
refer to both types of operation.
The implementation
the following:can only be used after both crew members have
NOTE:
CPDLC and studies
other recommend
Datalink procedures
- Transition
from voice
to digital
communications;
completed
the company
training
programme.
The programme is based on this self briefing document
and an
multiple
testand
available
on “Classmarker”.
- associated
Provide more
accuratechoice
navigation
performance
monitoring using GNSS;
- (FANS
Introduce
automatic digital
reporting;
CPDLC
& LINK2000+)
INTRODUCTION
- Improve air traffic management network.
In 1983, ICAO established the special committee on the Future Air Navigation System (FANS), charged with
developing the operational concepts for the future of air traffic management (ATM). The FANS report was
Benefits: in 1988 and laid the basis for the industry's future strategy for ATM through digital CNS using
published
- Reduced
between
satellites
and dataseparation
links. Work
then aircraft
startedwithout
on thecompromising
developmentsafety;
of the technical standards needed to realise
the FANS
Concept.
- Satellite-based
data link communication over oceanic/remote areas providing the capability for dynamic
flight planning, altitude selection and WX avoidance;
In the early 1990s, Boeing announced a first generation FANS product known as FANS-1. A similar product
- Decreased
Messages
sent via
VHF and/or
networkare
and collectively
therefore reducing
(FANS-A)
was laterdelays:
developed
by are
Airbus.
Together,
the satellite
two products
knowntheasneed
FANS-1/A
for routine
voice communication
avoiding
voice targeted
channel congestions.
(later updated
to FANS-1/A+),
and bothand
were
originally
at remote / oceanic operations, where the
greatest gain in terms of clearance reception, amendment and acknowledgement could be made.
The CNS/ATM network consists of the four elements and uses the current FANS-1/A standard:
Different controller-pilot data link communication (CPDLC) protocols have been developed for use in
- Communication: data/voice communication;
continental airspace as a supplementary (i.e. co-existing with voice communication, not replacing it) means of
- Navigation:
accuracy,
high integrity
strategic
control. Ofhigh
primary
interest
is the navigation;
Link2000+ standard used in upper European airspace by
Eurocontrol,
but several
other areas,
suchsurveillance
as Australia,
joint control centres in SE Asia and soon the American
- Surveillance:
automatic
dependent
(ADS);
FAA will,
mandated
CPDLC and
for use
by continental
traffic above FL285.
- or
Airhave,
trafficalready
management:
safe, efficient
economic
air traffic management.
The CPDLC Application of the CMU-900, CMU-4000, and RIU-40X0 allows digital communication between
the aircraft and an ATC center through the Aeronautical Telecommunications Network (ATN). Routine air
traffic instructions and requests are transmitted through text messages between the aircraft and the ATC
Center, precluding the need for oral communications.
The CPDLC function allows ATC controllers on the ground to manage a large number of aircraft
simultaneously, preventing multiple radio transmissions, communication disruptions caused by simultaneous
transmissions, or misheard oral instructions or requests.
By sending a text message directly to the subject aircraft, the ATC controller can communicate traffic
FANS & CPDLC Training Manual CL605 – Rev. 1.1 – 23/2/2015
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FANS & CPDLC Training Manual CL605
instructions clearly without having to repeat the instructions. Workload is also decreased for the aircrew. There
is no need to monitor all ATC transmissions on a single frequency or to screen out instructions directed to
other aircraft, and the crew can read and acknowledge instructions directly sent to them in text.
In terms of the CL605 and the use of CPDLC in the ProLine21 structure, the term CPDLC is used to cover the
following systems:
Link2000+ is used in European airspace only. It provides an enhanced assessable set, in the form of reader
shown text, of messages for communication between the flight crew and controller. Link2000+ provides VHF
datalink capability for aircraft that operate above FL285. The CPDLC system consists of the Communications
Management Unit (CMU-900/4000), a Multifunction Control Display Unit (MCDU), and a VHF communication
system with datalink mode.
FANS is primarily used for oceanic and remote regions using SATCOM, HF, and VHF datalink. It contains
over 200 messages similar to the Link 2000+ function in format and usage. It provides 3 main ATS functions:
•
•
•
1.2
Air traffic services facilities notification (AFN) allows the user to logon to an ATS facility to identify the
aircraft, flight number and aircraft system capability together with the flight ID. Also the CPDLC and
ADS-C communication will be automatically established with the logon;
Controller/Pilot datalink communication (CPDLC) provides a means of data exchange between a
controller and a pilot using pre-formatted text messages rather than voice communication;
Automatic dependent surveillance – contract (ADS-C) allows ATC to track an aircraft outside of radar
coverage areas to improve and enhance airspace management and safety.
HOW CPDLC (LINK2000+) FITS INTO THE CURRENT SYSTEM
The current ATS system, particularly air traffic control, is based on voice communication. CPDLC is used as a
supplementary means of strategic control in upper airspace (above FL285). Voice and CPDLC will coexist in
the ATS environment, with voice communication retaining primacy.
Using CPDLC does not relieve crew from actively monitoring the assigned VHF voice frequency.
CPDLC must only be used for non-time-critical communication, and crew should revert to voice whenever time
does not favor continued CPDLC use. Similarly, crew or ATC may choose to discontinue CPDLC and revert to
voice at any time.
All voice communication should be replied to via voice, and CPDLC messages replied to via CPDLC.
Once data link is established, it is important that crews promptly acknowledge and send downlink responses
to all uplink clearances. Similarly, crew should expect a prompt response to any downlink requests. Automatic
timers are generated to advise crew if they have missed or forgotten to reply to a message.
Should ambiguity exist over any CPDLC communication, or replies to requests not be forthcoming, crew must
immediately revert to voice to resolve the situation.
2.0
VHF VOICE TERMINOLOGY RELATED TO CPDLC
Certain standard phrases have been introduced to cope with the specifics of CPDLC operation.
ATC: "DISREGARD CPDLC [message content] MESSAGE, BREAK, [instruction]"
E.g.:
"VJT605, disregard CPDLC climb message, break, climb FL410"
A/C or ATC: "CPDLC FAILURE [message]"
E.g.:
"Rhine Radar, VJT605, CPDLC failure, unable DCT GMH due weather"
ATC: "DISREGARD CPDLC [message content], RESPOND WITH UNABLE [i.e. select the
UNABLE response to the uplink message], BREAK, [instruction]"
E.g.:
"VJT605, disregard CPDLC DCT message, respond with UNABLE, break, avoid weather as required,
report when able DCT GMH"
It should be noted that the existence of a CPDLC contact between an ATC units and an aircraft does not
relieve them from applying standard procedures in a "lost-communication" scenario.
FANS & CPDLC Training Manual CL605 – Rev. 1.1 – 23/2/2015
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FANS & CPDLC Training Manual CL605
3.0
CPDLC (LINK2000+) NORMAL OPERATION
For full and complete instructions, refer to Rockwell Collins 'Operator's Guide CMU-900, CMU-4000, RIU40X0 CPDLC Application' as well as 'Operator's Guide Corporate Datalink System CMU-4000, RIU-40X0',
which are available on the aircraft iPad as well as on the Vistajet documents application.
An aircraft can have a maximum of two CPDLC connections with only one active at a time. The active ATC
connection is known as the current data authority (CDA). The non-active connection is known as the next data
authority (NDA). CPDLC messages can only be exchanged with the CDA. Under normal operating conditions,
transfer of CPDLC connections between the CDA and the NDA is transparent to the pilot, this process is
controlled by the ATC network (see also automatic AFN Logon).
If the automatic transfer is unsuccessful, ATC will provide data link instructions to the pilot to manually
disconnect from the CDA and logon to the NDA.
DATALINK (CPDLC, Link2000+) can be accessed from the Index page 1/2:
Selecting < DATALINK (LSK2L) will bring up the DLNK menu:
The AOC STD > option will bring up the Airline Operations Centre menu, customised for Vistajet operations,
allowing access to email services etc.
The ATS > option will bring up ATS services such as ATIS, SIGMET and clearance delivery where available.
The TECHNICAL > option will bring up the menu for link maintenance and other system and maintenance
functions.
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FANS & CPDLC Training Manual CL605
The < CPDLC option will bring up the Link2000+ CPDLC menu:
< LOGON/STATUS shows the current connection status, Flight ID and Next Data Authority (NDA), as well as
any failed connection attempts.
< ATC LOG displays messages exchanged with ATC.
< ATN LINK STATUS shows the current ATN status.
< REPORTS/REQUESTS option only becomes available when LOGON has been accomplished and then
shows available options to manually send reports or requests to ATC.
3.1
LOGON, TIME LIMITS
To view available Controlling Agencies (CDAs), go to the <LOGON/STATUS page. All agencies accessible
from the current position will have their 4-letter code displayed. If more than one agency is available for log-on,
a LOGON TO> prompt is generated. Crew will need the address of the controlling agency they want to log-on
to, e.g. EDYY for Maastricht UAC, EDUU for Rhein ACC, CZQX for Gander Oceanic etc.). These are available
on the MAP display of the EFB (Jepp View) – touch the Info-box for each FIR. Under "NOTES", CPDLC log-on
details (if any) are stated.
Also, specific time limits may be given for when log-on must latest take place. In the absence of any specific
time limits, crew should log on manually:
•
On the ground,15 to 45 minutes prior to departure;
•
Airborne, anytime after passing 10,000 feet / FL100;
•
15 to 45 minutes prior to approaching a CPDLC FIR boundary from a FIR where CPDLC services have
not been provided;
•
30 to 90 minutes before Oceanic Entry Point (OEP) to NAT region;
•
10 min before start-up when departing from an airport less than 45min flying time from OEP;
•
When instructed by ATC.
The FPL identifier (e.g. VJT605) will be migrated from the FPLN page and automatically inserted into the field
identifying the aircraft as the recipient and originator of messages. Therefore, any error committed when
entering the FLP identifier will cause the aircraft to be unable to receive and send CPDLC messages.
FANS & CPDLC Training Manual CL605 – Rev. 1.1 – 23/2/2015
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LOGON
Path:
MCDU
SUB-
DLNK
APPLI-
CPDLC
SYSTEM
CATION
FANS & CPDLC Training
CL605
MENUManualMENU
Figure 4-5
CPDLC
MENU
LOGON/
STATUS
VistaJet Limited
LOGON/
STATUS
LOGON/STATUS Page
To initiate a LOGON, an ATN connection must first be established
by entering
ATN airspace.
When
is connected,
push
the
In the above example,
the ATN
station FAA1
is ATN
available
for log-on.
Selecting
the LOGON TO > prompt will
LSK onfrom
the CPDLC
MENUSelecting
page. ThisSEND
causes
the
open a list of allLONGON/STATUS
ATN stations available
that location.
LOGONÕ
will initiate the log-on
LOGON/STATUS page to show on the display. A LOGON request
process.
initiated by the pilot followed by a ground LOGON response is required
to enable
the system tocrew
accept
activation
of a CPDLC
connection
from
In Eurocontrol Area
(i.e. Link2000+),
should
not initiate
CPDLC
communication
after log-on but await the
the ground. OnceElsewhere
the CPDLC(i.e.
connection
has been
established,
all to downlink a position report to
CDA to initiate communication.
FANS area),
crew
are expected
other CPDLC
pages in the application become enabled.
initiate communication,
for example:
•
Flight ID,AFN
Origination
Destination
fields an
willarea
be prefilled
After a successful
logon Station,
to ATC and
when
inbound from
where with
CPDLC services were not
system
data,
if
available.
When
system
data
is
available,
manual
entry
provided;
•
DEST STA
and facility
have been
verified,
push
theATC
SEND
After an automatic
CPDLC
connection
transfer
from
one
unitLOGON*
to the next, or at the associated flight
to initiate
the LOGON. The LOGON IN PROGRESS message is
informationLSK
region
boundary.
of data into these fields is not allowed. Once the Flight ID, ORIG STA,
CMU-900,
RIU-40X0
DISPLAYS
displayed CMU-4000,
on the LOGON/STATUS
page while theMENUS
systemAND
sends
the
CPDLC are required whether ADS-C is enabled or not,
Message
Review
These position reports
as they
serve as positive confirmation
that the relevant agency is the CDA. Note: The CL605 currently does not have ADS-C capability.
3rd Edition
MESSAGE
REVIEW
12 Aug 10
3.2
4-5
RECEIVING & ACKNOWLEDGING
CLEARANCES
Path:
Most CPDLC functions only become available when log-on is completed. In the below example, an ATC
ATC received.
MESmessage has been
MSG
SAGE
(R6 LSK)
Figure 4-7
CPDLC MENU Page with ATC MSG Advisory
When the system receives a new message, the ATC MSG advisory is
triggered.
Message
advisory
to the
alertmessage
the crew that
Selecting the ATC
MSGÕThe
prompt
will (MSG)
open up
a pagedisplays
detailing
and the possible responses to
that message: there is a new message that requires a response.
FANS & CPDLC Training Manual CL605 – Rev. 1.1 – 23/2/2015
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RESPOND TO MESSAGE
Path:
ATC
VistaJet Limited
MES-
MSG
SAGE
FANS & CPDLC Training
Manual CL605
(R6 LSK)
Figure 4-11 Message with Simple Response
The nature of the message determines the required response. Some
Note the line in messages
green colour
'á 16:33
KZMAresponse,
6
OPEN'.
This line
first details that this is an uplink
require
only a–simple
for example
WILCO,
AFFIRM,
ROGER.
Othertomessages
require
the pilot
select a was transmitted and the
message (á), i.e.
from aorground
station
the aircraft,
the time
the to
message
thatwhat
has message
a corresponding
response
report page. The with
pilot KZMA this message is (6) and
originator (16:38response
– KZMA),
number
in the correspondence
enters
the appropriate
dataindicates
into the fields
on the
response
report
page,
the message status
(OPEN).
The latter
that the
message
has
been
viewed, but not yet been
thenthat
verifies
the is
response.
The corresponding
response,
either
responded to, and
a timer
now running.
Once a response
other
thansimple
STANDBYÕ has been sent, the
orchanges
verified,CMU-4000,
is ACCEPTED,
shown at
the bottom
of the message
page Ifonce
the
message statusCMU-900,
to
REJECTED
or CLOSED.
no
response
RIU-40X0
MENUS
AND
DISPLAYShas been sent and the
response
has been to
sent
and received by the ground. Respond
The tableTobelow
CPDLC
Message
timer expires, the
status changes
TIMEDOUT.
shows the possible responses to a message.
NOTE: selecting the STANDBYÕ reply does not close the message, only resets the timer.
Figure 4-13 Simple Response – ROGER
3rd Edition
12 Aug 10
4-13
Responses to certain messages, for example a change in altitude or
Some messages
require
complex
responses
than ÕROGER,
or UNABLEÕ . In the
request
formore
Estimated
Time
of Arrival (ETA),
generate aÕAFFIRM
response report
following sequence,
crewmessage.
have beenThe
requested
confirm
the assigned
to thethe
original
responsetoreport
requires
the pilot level.
to enter
the appropriate data into the field(s), then make sure of the data by
pushing the VERIFY LSK. This causes the VERIFY page to show on the
display with the response that will be downlinked to the ground station.
Push the SEND LSK to complete the response. After the ground
has received the reply and responded, the original MESSAGE page
shows on the display with the response at the bottom of the page and
a CLOSED status. The figures that follow display a typical response
sequence to an ATC message.
FANS & CPDLC Training Manual CL605 – Rev. 1.1 – 23/2/2015
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MENUS AND DISPLAYS
Respond To Message
CMU-900, CMU-4000, RIU-40X0
CPDLC
MENUS AND DISPLAYS
Respond To Message
CMU-900, CMU-4000, RIU-40X0
CPDLC
FANS & CPDLC Training Manual CL605
VistaJet Limited
Figure 4-14 Message with WILCO Response
Figure 4-14 Message with WILCO Response
The < WILCO option
(by use of
a caret
<), that
selecting this option will take us to a new page with
Figureindicates
4-15 ASSIGNED
ALT
Response
Report
discrete input required, as opposed to e.g. UNABLEÕ (indicated by use of the asterisk Õ), in this case, the
ASSIGNED ALT-page.
Figure 4-15 ASSIGNED ALT Response Report
4-16
3rd Edition
12 Aug 10
The open boxes (FL£££) indicate that an entry is required. Optional entry fields are marked with dashes
(---).
3rd Edition
4-16
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CMU-900, CMU-4000, RIU-40X0
In this case, theCPDLC
cleared level is FL180:
MENUS AND DISPLAYS
Respond To Message
Figure 4-16 Completed Response Report
CMU-900, CMU-4000, RIU-40X0
CPDLC
MENUS AND DISPLAYS
Respond To Message
Figure 4-16 Completed Response Report
Figure 4-17 VERIFY Response Report
Selecting VERIFY > is a prompt for the crew to cross-check the data before down-linking the reply to ATC.
WARNING: Always crosscheck your responses before down-linking.
Figure 4-17 VERIFY Response Report
3rd Edition
12 Aug 10
4-17
3rd Edition
12 Aug 10
4-17
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MENUS AND DISPLAYS
Respond To Message
CMU-900, CMU-4000, RIU-40X0
CPDLC
Once the response has been cross-checked, selecting SENDÕ will downlink the crew response to ATC, and
change the message status to CLOSED.
Figure 4-18 Message with Completed Response
CMU-900, CMU-4000, RIU-40X0
CPDLC
MENUS AND DISPLAYS
Additional Responses
ADDITIONAL RESPONSES
Path:
ATC
MES-
MSG
SAGE
Some responses
will generate
options to expand on the response, e.g. UNABLEÕ will generate the
(R6 LSK)
UNABLE-page with further options:
Figure 4-19 UNABLE (CONT) Page
3rd Edition
4-18 figures that follow display other typical responses that may 12
The
be Aug 10
encountered.
3rd Edition
12 Aug 10
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MENUS AND DISPLAYS
Additional Responses
CMU-900, CMU-4000, RIU-40X0
CPDLC
Questions from ATC can generate quite complex responses, e.g. the CAN YOU ACCEPT-message can
trigger a response
such
as this:
Figure
4-24
WE CAN/CANNOT Response Report (WE CANNOT
ACCEPT)
CMU-900, CMU-4000, RIU-40X0
CPDLC
MENUS AND DISPLAYS
REPORTS/REQUESTS
REPORTS/REQUESTS
Path:
3.3
REQUESTING CLEARANCES
MCDU
APPLICATION
CPDLC
CPDLC
MENU
REPORTS/
REPORTS/
MENU menu (e.g. MCDU
RE- → REBy accessing the CPDLC
CPDLC) and selecting REPORTS/REQUESTS, the crew can
QUESTS QUESTS
make requests for clearances from ATC as follows:
Figure 4-28 REPORTS/REQUESTS Menu Page
4-22
3rd Edition
12 Aug 10
The REPORTS/REQUESTS menu page is used to send requests for:
• Changing altitude, speed, and/or direction.
• Deviation due to weather.
• Facility monitoring.
3rd Edition
12 Aug 10
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E.g. a request for weather deviation or a specific heading/altitude:
Figure 4-30 REQ WEATHER DEV Page
MENUS AND DISPLAYS
REPORTS/REQUESTS
CMU-900, CMU-4000, RIU-40X0
CPDLC
Figure 4-29 REQ ALT/SPD/DIRECT Page
4-28
3rd Edition
12 Aug 10
Figure 4-30 REQ WEATHER DEV Page
3.4
POSITION REPORTS
In the FANS structure, with ADS-C enabled, position reports occur automatically. When ADS-C is not
available, crews must generate position reports manually. This should be done using Downlink Message ♯48
(DM ♯48) as a template.
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3.5
AUTOMATIC DEPENDENT SURVEILLANCE-CONTRACT (ADS-C)
NOTE: The CL605 is currently note formatted for ADS-C. This section is included for background only.
Chapter / Page:
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2 / 83 of 120
Manual
ADS-C is Operation
a surveillance technique
in which the aircraft provides detailed position reports to ATC facilities via
Date: to obtain accurate,
15.12.13 GNSS-based position reports, by
SATCOM or VHF
datalink.
ADS-C
allows
the controllers
Part B EU-Ops
waypoint passage,
time
or by direct
query of the aircraft
FMS, allowing
the aircraft to be tracked in airspace
Revision:
4
Global
6000,
BD700
where ATC radar surveillance is not available.
FANS ATS Functions
FANS has three main ATS Functions:
Air traffic services
facilitiesenvironment,
notification (AFN)
allows
the user to
logon to anthe
ATS
facility
identify
In an ADS-C
unless
otherwise
instructed,
crew
do to
not
need to provide voice position
the aircraft, flight
number
and aircraft
system capability
togetherfacilitates
with the flight
ID. Alsoairspace
the CPDLC
reports.
ADS-C,
in conjunction
with CPDLC,
increased
utilization through more economical
and ADS-C communication will be automatically established with the logon;
routing and reduced
separation
ofprovides
aircraft awith
increased safety. Pro Line 21
APPENDIX
A
Controller/Pilot datalink communication
(CPDLC)
means of data exchange between
a Advanced
controller and a pilot using pre-formatted
text messages rather than voice communication;
Bombardier Challenger 300 Retrofit
Although ADS-CCPDLC
is a separate application from CPDLC,
they both use the same AFN logon to initiate their
Automatic dependent surveillance – contract (ADS-C) allows ATC to track an aircraft outside of radar
operation.
ADS
and activity
are normally
controlled by ATC with no interaction required. Crew have
coverage areas
to improve
and contracts
enhance airspace
management
and safety.
the ability to review the current contracts and select the ADS function off (not recommended!). Upon initial
FANS–ADS PAGE
startup, ADS function is turned on automatically, allowing ATC to establish and activate contracts as required.
Figure A-13 FANS ADS Page
The Automatic Dependent Surveillance (ADS) page allows the crew to
select ADS-C (Contract) ON or OFF. If the ADS-C is on, the system
operates automatically to pass position reports to the ATC controller,
whether it is by time or waypoint passage, as well as allow the ATC
controller to query the aircraft FMS directly at their discretion. With
the system reverts to ADS-A (Advisory) where the crew must
FANS & CPDLC Training Manual CL605ADS-C
– Rev. 1.1off,
– 23/2/2015
make position reports by using the datalink function. In both cases, it is
up to the crew to make sure the reports are passed to ATC.
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Up to five separate ADS provider centres, including four ATC and one AOC, may initiate ADS contracts
simultaneously with one aircraft. The FANS ADS page permits reviewing ADS contracts from newest to oldest.
The ATC CNTR field displays the 4 or 7 character address of the ATC centre that has established a
connection with the airborne ADS application. The PER (period) field displays the period (in seconds) when a
periodic contract is in effect for the connection. The NXT (next) field displays the time remaining until the next
periodic report when a periodic contract is in effect for the connection. The EVT (event) field displays YES
when an event contract is in effect for the connection. The ADS emergency mode status is shown and can be
selected ON or OFF.
NOTE: Whether or not ADS-C is enabled, it remains the responsibility of the crew that timely position reports
are passed to ATC.
3.6
HANDOVER FROM SECTOR TO SECTOR
On the <ATN LINK STATUS page is displayed the current data agency (CDA) as well as the next data agency
(NDA). When instructed to contact the next agency, a VHF voice frequency is given, but the CPDLC handover
occurs automatically. Alternatively, a ÕCONTACT-request, including the 4-letter code of the NDA to contact
may be transmitted. This will require crew to manually send a log-on request to the NDA.
It is important to remember that only one ATC Unit controls the flight at any one given time.
4.0
EMERGENCY USE
The FANS application has an EMERGENCY > option that will allow crew to specify a PAN or MAYDAY
condition to ATC and inform them of crew intentions, diversion, altitude capability etc.
NOTE: Selecting a MAYDAY message for downlink will trigger ADS-C emergency mode – downlinking a PAN
will not!
Once a MAYDAY or PAN message has been downlinked, a CANCEL EMER > prompt becomes available.
Verifying the CANCEL EMER message will allow transmitting a new emergency message and will additionally
turn ADS-C emergency mode OFF.
NOTE: On the CL605 which does not have FANS/ADS-C capability emergency messages an associated
position reports have to be entered and downlinked manually.
5.0
TERMINATION OF CPDLC
The CDA will instruct crew to ÕCONTACT [VHF voice frequency] and add a ÕCPDLC END-request.
Responding to this request with ÕWILCO will terminate the CPDLC contact.
If VHF contact is not possible on the assigned frequency, crew should contact the last CDA on their VHF
frequency for further instructions.
6.0
DATALINK Communication to OPS
For more details, refer to RockwellCollins 'CMU-4000, RIU-40X0 Corporate Datalink System', which is
available on the aircraft iPad as well as on the Vistajet documents application.
By selecting the MCDU → DL >, an option is presented to email operation, under AOC STD >. This option
generates the option to specify a recipient email address, specify a message subject and write a free-text
email. Note that the ampersand '@' is spelled as 'AT', e.g. ops@vistajet.com would be spelled 'OPS AT
VISTAJET.COM'.
Certain email messages will be stored, e.g. “9H-XXX – DIVERSION”, notifying Ops of a diversion with
minimum message composition required by crew.
While DL email is the preferred mode of communication with Ops, crew should feel free to use SatPhone
when required to obtain expeditious advise or guidance as required.
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RETRIEVE DEPARTURE CLEARANCE
RATIONALE:
The Departure Clearance function allows the pilot to request enroute
clearance via DATALINK.
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SUMMARY:
FANS & CPDLC Training
Manual CL605
6.1
The user can request and view ATC enroute clearance from the
DEPART CLX REQ page. The REQ annunciation above the DEPART
CLX prompt on the ATS MENU page is displayed when a DEPART
CLX has
beenOF
requested,
and is replaced by the RCVD annunciation
OTHER PERTINENT
USES
DATALINK
when the DEPART CLX has been received. The RCVD annunciation is
DL enables the user
to retrieve
data as TAFs,
METARs,
D-ATIS,
request Departure Clearance:
removed
once thesuch
new DEPART
CLX is viewed
for the
first time.
DATALINK OPERATIONS
Retrieve Oceanic Clearance
RETRIEVE OCEANIC CLEARANCE
RATIONALE:
The Oceanic Clearance function allows the pilot to request oceanic
clearance via DATALINK.
SUMMARY:
TheCHECKLIST:
userall
can
request
and view
oceanic clearances
from the
OCEANIC
The FMS will populate
data
entered
elsewhere,
and if a D-ATIS
has
been received, the ATIS designator will
page. The
annunciation
the OCEANIC
CLX prompt
be automaticallyCLX
populated.
If REQ
not operating
outabove
of a gate,
NONE should
be entered in this field. The ATC
the ATS MENU
page is displayed
clearance
has been
facility identifier on
is generally
the departure
airport when
ICAOa code,
entering
this may bring up a list of available
1
With the by
APPLICATION
MENU pagewhen
showing,
replaced
the RCVD
the pushor CLD.
facilities at that requested,
airport thatand
theiscrew
must then
select,annunciation
typically CLEARANCE
ATS lineThe
select
keyannunciation
to show the ATS
MENU page.
clearance has beenthe
received.
RCVD
is removed
once
the new
oceanic
clearance
is viewed
Oceanic clearances
may
also be
obtained
via DL:for the first time.
2
Push the DEPART CLX line select key to show the
DEPART CLX REQ page.
2nd Edition
22 Jan 08
3-59
Both departure and oceanic clearances must be acknowledged, not only by sending acceptance of the
clearance to the ATS unit in question, but also verbally confirmed and cross-checked by both pilots. The
CHECKLIST:
clearance shall then be cross checked against data entered in the FMS to ensure that correct SID and level
are programmed (for a departure clearance) or correct coordinates, Track Identifier (if applicable) and level
have been entered
Clearance).
1 (for Oceanic With
the APPLICATION MENU page showing, push
the ATS line select key to show the ATS MENU page.
For detailed procedures for Oceanic Clearance, refer to OM-B.
7.0
2
Push the OCEANIC CLX line select key to show the
LIMITATIONS & HUMAN FACTORS
OCEANIC CLX RQ page 1/2.
Head Down Time and Monitoring
When operating in a CPDLC environment, it is important to be aware of the increase in the “head-down” time
that PM will have to spend operating the system.
NOTE: Standard Vistajet SOP applies – i.e. PM is responsible for CPDLC.
2nd Edition
Jan 08
The crew should3-64
remain vigilant that CPDLC operation is not allowed to22adversely
affect PMs role of
monitoring the flight. Voice is easy – it is easy to talk at the same time as looking at something else or even
doing something else. CPDLC is much harder in terms of resources needed – namely the 'inboard' hand, the
eyes and almost full attention. If resources become scarce, crew should revert completely to voice
communications until use of CPDLC becomes appropriate again. Remember – it's a resource, so use it as
such, and never let it be a burden on the safe and efficient operation of the flight.
Pilot Communication
Following the VERIFY > prompt should ensure adequate pilot error checking. It is important that the use of
CPDLC should not impose undue competition for display space or for resources, human or otherwise.
As the CPDLC applications use the CDU interface, it is important that PF compensates adequately for the fact
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that PM, at most times in a CPDLC environment, will not have the FMS application displayed on the CDU and
adjusts the use of the on-side CDU accordingly.
Timely Review of the Messages
Messages should be reviewed and responded to in a timely manner upon receipt. If messages are queued,
they should be reviewed sequentially in the order of receipt except that messages with a higher urgency
should be reviewed first. If a message with a higher urgency has information which is in conflict with a
previous received message, the information associated with the message with the higher urgency will prevail.
However, the situation should be clarified as soon as possible to resolve the conflict, using voice if necessary.
Special Considerations for Uplink Messages
Crew should pay special attention to the intended meaning of uplink vertical clearance message elements that
contain the words “AT” or “BY”.
Operational experience has shown that these message elements are most likely to be misunderstood by
/ Page:
/ 97
of 120
pilots. Non-native English speakers appear to be especially prone to error, asChapter
the words
AT or 2BY
may
have
different meaning in their native language.
Operation Manual
Date:
15.12.13
It is therefore of utmost importance thatPart
pilots know
the
meaning of the words “AT” and “BY” in CPDLC
B
EU-Ops
communications. The following table clarifies the intended meaning for these message elements:
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Global 6000, BD700
Revision:
4
2.10.10.8
Reporting
Incidents associated with an ATS message transmitted via data link that affected or could affect the safe
operation of the aircraft should be reported, like any other incidents, in accordance with OM Part A, Chapter11.3
and 11.4 (Accident / Incident / Occurrences Notification, Responsibilities, Reporting).
Incidents reported in accordance with the provisions above should also be reported to the air traffic services unit
that was the data authority at the time of the incident.
2.10.10.9
References
OM
Part
A,1.1
Chapter
8.9 (CPDLC);
FANS & CPDLC Training Manual
CL605
– Rev.
– 23/2/2015
- OM Part B BD700, Chapter 2.10 (CPDLC / FANS);
- OM Part D, Chapter 2 (Training, CPDLC);
- ICAO Global Operational Data Link Document (GOLD), Second Edition — 26 April 2013;
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8.0
REPORTING
Incidents associated with an ATS message transmitted via data link that affected or could affect the safe
operation of the aircraft should be reported, like any other incidents, in accordance with OM-A, Chapter 11.3
and 11.4 (Accident / Incident / Occurrences Notification, Responsibilities, Reporting).
Incidents reported in accordance with the provisions above should also be reported to the air traffic services
unit that was the CDA at the time of the incident.
9.0
NON-NORMAL OPERATION
Should the CPDLC application fail, an EICAS message will be displayed. In this case, deselect CPDLC (on
the < ATN LINK STATUS page) and inform ATC that CPDLC (for Link2000+) or Datalink (for FANS) has failed
and that crew are reverting to voice, refer to 2. Above.
10.0
REFERENCES
OM Part A, Chapter 8.9 (CPDLC);
OM Part B CL605;
OM Part D, Chapter 2 (Training, CPDLC);
Jeppesen Airway Manual (e.g. Jeppesen PACIFIC Airway Manual);
ICAO Global Operational Data Link Document (GOLD), Second Edition — 26 April 2013;
EUROCONTROL document “Flight Crew Data Link Guidance for Link2000+ Services”;
EUROCONTROL document “LINK2000+ Service and Message Sets for Airborne Implementation”;
Rockwell Collins 'Operator's Guide CMU-900, CMU-4000, RIU-40X0 CPDLC Application';
Rockwell Collins 'Operator's Guide Corporate Datalink System CMU-4000, RIU-40X0'.
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11.0
APPENDIX A – CPDLC REGIONS
The CPDLC region locators are noted:
-
at the ATC boundaries on the Jeppesen paper charts;
In the Jeppesen Airway Manual (e.g. Jeppesen PACIFIC Airway Manual);
Or on the iPad APP JeppFD.
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ATLANTIC
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ATLANTIC Data Link Services by FIR
NOTE:
O = Operational, T = Trial, N = Not available
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ATLANTIC Data Link Services by FIR (cont.)
NOTE:
O = Operational, T = Trial, N = Not available
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EUROPE
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EUROPE Data Link Services by FIR / ACC / UAC
NOTE:
O = Operational, T = Trial, N = Not available
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MIDDLE EAST
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MIDDLE EAST Data Link Services by FIR
NOTE:
O = Operational, T = Trial, N = Not available
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PACIFIC
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PACIFIC Data Link Services by FIR
NOTE:
O = Operational, T = Trial, N = Not available
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PACIFIC Data Link Services by FIR (cont.)
NOTE:
O = Operational, T = Trial, N = Not available
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Intentionally Left Blank
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