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1 Datalink Operations Manual Your Company, Inc. January 01, 2016 Copyright RVSM Compliance. All Rights Reserved. Manual Issue Prepared by: RVSM COMPLIANCE / / 1 Copyright RVSM Compliance. All Rights Reserved.

2 Your Company, Inc. Datalink & ADS-C Operations Manual SAO Airspace 14 CFR 91 Operations Gulfstream VI (G650) N123XX Serial No. 60XX A L M P r i v a t e a n d C o n f i d e n t i a l P r i v a t e a n d C o n f i d e n t i a l M A N U A L This document is confidential and proprietary for Your Company, Inc. and their FAA regional office only, and may not be reproduced, copied (electronically, optically or otherwise), or transmitted in whole or in part without the express prior written permission of the RVSM Compliance. The current version/issue/revision of this document is available to the operator listed and their authorized personnel. Other M A N U A L versions/issues/revisions or extracts may not be used. Copyright RVSM Compliance. All Rights San Diego Flight Standards District Office 8525 Gibbs Drive, Suite 120 San Diego, California Phone: (858) Fax: (858)

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4 Term C for RSTP ATSU. The proportion of surveillance messages that can be delivered within the specified RSTPATSU time. C for RSTP CSP. The proportion of surveillance messages that can be delivered within the specified RSTP CSP time. C for TRN. The proportion of intervention messages and responses that can be delivered within the specified TRN time for intervention. Call sign. The designator used in air-ground communications to identify the aircraft and is equivalent to the encoded aircraft identification. Closed message. A message that: a) Contains no message elements that require a response; or b) Has received a closure response. Closure response. A message containing a message element that has the ability to close another message. Compulsory reporting point. An ATC waypoint for which a position report is required by the aircraft. Control area (CTA). A controlled airspace extending upwards from a specified limit above the earth. (ICAO) Controller. A person authorized by the appropriate authority to provide air traffic control services. Controller-pilot data link communications (CPDLC). A means of communication between controller and pilot, using data link for ATC communications. (ICAO) CPDLC dialogue. (See ICAO definition for dialogue. ) a) A single message that is a closed message; or b) A series of messages beginning with an open message, consisting of any messages related to the original open message and each other through the use of a Message Reference Number (MRN) and ending when all of these messages are closed. CPDLC message. Information exchanged between an airborne application and its ground counterpart. A CPDLC message consists of a single message element or a combination of message elements conveyed in a single transmission by the initiator. 19

5 Acronym AIREP ALTRV AMC AMS(R)S ANSP AOC ARCP AREX ARIP ARP ATC ATM ATN Description Air-report. (ICAO) Altitude reservation. ATS microphone check (data link service). Aeronautical mobile satellite (route) service. (ICAO) Air navigation service provider. Aeronautical operational control. (ICAO) Air refueling control point. (ICAO abbreviation?) Air refueling exit point. (ICAO abbreviation?) Air refueling initial point. (ICAO abbreviation?) Air-report message. (See AIREP) Air traffic control. (ICAO) Air traffic management. (ICAO) Aeronautical telecommunication network. (ICAO) ATN B1 Aeronautical telecommunication network baseline DO-280B/EUROCAE ED-110B. Note. ATN B1 generally means that the data link system on an aircraft, the ATSU ground system, and communication service provision comply with the standard as adapted by Eurocontrol Specification on Data Link Services (EUROCONTROL-SPEC-0116). ATN B1 consists of the following data link applications: a) Context management (CM) for data link initiation capability (DLIC); and b) Limited CPDLC for ATS communications management (ACM), ATS clearance (ACL), and ATC microphone check (AMC). ATS ATSU Air traffic service. (ICAO) ATS unit. (ICAO, sort of) 32

6 Acronym Description FANS FANS 1/A Future air navigation system. Future air navigation system - initial, as defined by RTCA DO- 258A/EUROCAE ED-100A, or previous standards that defined the FANS 1/A capability. Note. FANS 1/A generally means that the data link system on an aircraft, the ATSU ground system, and communication service provision comply with the standard. In certain cases, specific reference is made to a particular type of FANS 1/A aircraft as follows: a) FANS 1/A+ means that the aircraft completely complies with Revision A of the standard, which includes message latency monitor; and b) FANS 1/A ADS-C means that the aircraft complies with AFN and ADS-C applications, but does not include the CPDLC application. FDPS FIR FL FLIPCY FMC FMC WPR FMS GPS HF IATA Flight data processing system. (ICAO) Flight information region. (ICAO) Flight level. Flight plan consistency (data link service). Flight management computer. Flight management computer waypoint position reporting. Flight management system. Global positioning system (USA). High frequency (3-30 Mhz). (ICAO) International Air Transport Association. 34

7 g) Reducing controller workload by providing automatic flight plan updates when specific downlink messages (and responses to some uplink messages) are received. Downlink messages (and responses to some uplink messages) are received Data Link Systems - Interoperability Standards Data link is a generic term that encompasses different types of data link systems and subnetworks. Figure 2-1 provides an overview of a data link system, including subnetworks. While all data link capable aircraft have access to VHF data link, not all aircraft have access to additional satellite, and/or HF data link capability. Similarly, not all CSPs have HF data link capability. Some ANSPs do not operationally require, nor allow use of, some of the subnetworks (e.g. SATCOM) Figure 2-2 shows different ATSU ground systems and aircraft systems that are interoperable. A designator is assigned to each type of ATSU and aircraft data link system. Table 2-1 provides a brief description for each designator and identifies the applicable interoperability standards. Note 1. RTCA DO-305A/EUROCAE ED-154A chapter 4 provides additional requirements to support automatic CPDLC transfers between ATSUs using different technologies (i.e. FANS 1/A and ATN B1). Note 2. A single aircraft or a single ATSU may employ multiple types of data link systems. FANS 1/A-ATN B1 aircraft are not specifically depicted in Figure

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9 If there are no indications that the logon procedure was unsuccessful, the flight crew can assume that the system is functioning normally and that they will receive a CPDLC connection prior to entry into the next ATSU s airspace If an indication that the logon procedure was unsuccessful is received, the flight crew should reconfirm that the logon information is correct per paragraphs and and reinitiate a logon. Note. If the logon information is correct and the logon process fails, see paragraph for more information Each time a CPDLC connection is established, the flight crew should ensure the identifier displayed on the aircraft system matches the logon address for the controlling authority In the event of an unexpected CPDLC disconnect, the flight crew may attempt to reinitiate a logon to resume data link operations. 112

10 3.7.1 General Weather deviation and offsets The flight crew may use CPDLC to request a weather deviation clearance or an offset clearance. The difference between a weather deviation and an offset is portrayed in Figure 5-3. a) A weather deviation clearance authorizes the flight crew to deviate up to the specified distance at their discretion in the specified direction from the route in the flight plan; and b) An offset clearance authorizes the flight crew to operate at the specified distance in the specified direction from the route in the flight plan. A clearance is required to deviate from this offset route. Note. CPDLC offers more timely coordination of weather deviation clearances. However, the flight crew may deviate due to weather under the provisions of ICAO Doc 4444, paragraph The extent to which weather deviations are conducted may be a consideration when applying reduced separations, as noted in ICAO Doc 4444, paragraph Flight crews should use the correct message element when requesting an off-route clearance. Note. The difference between a weather deviation and an offset affects how ATC separate aircraft Weather deviation requests and offsets When requesting a weather deviation or offset clearance, the flight crew should specify the distance off route with respect to the cleared route of the aircraft. If the flight crew has received an off-route clearance and then requests and receives a subsequent off-route clearance, the new clearance supersedes the previous clearance (i.e. only the most recent clearance is valid). 130

11 3.7.3 Deviations either side of route There are a number of valid formats for the CPDLC [direction] variable. A number of aircraft types, however, can only request one direction (left or right) in weather deviation requests. When operating these aircraft types, the flight crew should request a deviation left and right of route using the following procedures: a) Construct a weather deviation request for a deviation on one side of route using DM 27 REQUEST WEATHER DEVIATION UP TO [specified distance] [direction] OF ROUTE; and b) Append free text DM 67ac AND [specified distance] [direction] describing the distance to the other side of route. Example: The flight crew requests a deviation left and right of route. The controller issues the appropriate clearance. 133

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