LESSON PLAN - humtech.com€¦ · Web viewCPDLC allows the autoload of specific uplink messages into the flight management system. This reduces manual input (i.e., flight crew input)

Data Link Version: 1.01

LESSON PLAN INFORMATION SHEETSponsor Training Policy Training ProviderAFS-400 AFS-540 AMA-240Course # & Name: 21000088, Oceanic and International OperationsLesson Title & Tag: Data Link (DL)Lesson Number: 16Version: 1.01Version Date: 4/3/2013Duration (includes breaks):

2 hours and 15 minutes

Lesson Overview:This lesson describes what Data Link is, how it works, and the Data Link guidance materials, as well as the different types of systems and the benefits of using Data Link. Also, the basic functionality of Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance – Contract (ADS-C) is addressed.Visuals:SL-01-DL to SL-43-DLHandouts & Practice Exercises:

Training Aids:Markers, eraser, laser pointer, white board/flip chartOther Pertinent Information:ATO Data Link web site: http://www.faa.gov/about/office_org/headquarters_offices/ato/service _units/enroute/oceanic/data_link/ Data Link Approval Checklist: http ://www.faa.gov/about/office_org / headquarters_offices / ato / service_units / enroute /oceanic/ data_link / ICAO Paris web site: http://www.paris.icao.int/Computer File Names:Lesson Plan: LP16-DL.docPowerPoint Presentation: SL16-DL.pptParticipant Notes: PN16-DL.docHandouts & Exercises:Other Files:

21000088 – Oceanic and International Operations Lesson PlanPage 1 of 46

FOR TRAINING PURPOSES ONLY

http://www.paris.icao.int/

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/data_link/














http://www.faa.gov/about/office_org/headquarters_offices/ato/%0Bservice

http://www.faa.gov/about/office_org/headquarters_offices/ato/%0Bservice

Data Link Version: 1.01Instructor References (as revised):RegulationsOrders FAA Order 8900.1, Vol. 3, Chapter 18,

Operations Specifications – General

ACs AC 120-70 – Operational Authorization

Process for Use of Data Link Communication System (as amended)

Other Documents OpSpec A056 – Data Link

Communications Radio Technical Commission for

Aeronautics (RTCA) RTCA DO-306 Radio Technical Commission for

Aeronautics (RTCA) RTCA DO-240 Oceanic Errors Safety Bulletin (OESB) (as

amended) Gulfstream Internal Form for monitoring

and resolving Data Link problems Global Operational Data Link Document

(GOLD) (as amended) Kirkland-Duncan Letter ICAO

Annex 6 Operation of Aircraft (as amended)

Annex 10 Aeronautical Telecommunications (as amended)

Procedures for Air Navigation Services Air Traffic Management (ICAO 4444 PANS ATM) (as amended)

ICAO Doc 7030 – Regional Supplementary Procedures (as amended)




Document Revision HistoryTo be added by AMA-200 staff only. Delete this highlighted text and retain the title above.




This page intentionally left blank.




PROMPTS CONTENT NOTES

I. INTRODUCTIONSL-1-DL

A. REVIEW

The previous lesson focused on performance-based CNS requirements, including related ICAO guidance. This lesson describes what Data Link is, how it works, and the Data Link guidance materials, as well as the different types of systems and the benefits of using Data Link. Also, it addresses the basic functionality of Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance – Contract (ADS-C).





B. MOTIVATION

To be able to correctly and consistently issue Operations Specifications (OpSpecs), Management Specifications (MSpecs), and Letters of Authorization (LOAs) to operators and individuals desiring to operate in Special Areas of Operation by thoroughly understanding Data Link through consultation with the appropriate Regional NextGen SAO Specialist.

4/3/2013

C. OBJECTIVESSL-2-DL

Data Link SL-2-DLFederal AviationAdministration

ObjectivesAt the end of this lesson, you will be able to:• Define Data Link• Explain how the Data Link system works• List the different types of Data Link systems• Identify the benefits of using a Data Link

system

Participants will be able to:

Define data link Explain how the Data Link system works List the different types of data link

systems Identify the benefits of using a data link

system

Data Link is moving from a ground-based to space-based system.





D. OVERVIEWSL-3-DL


OverviewIn this lesson we will discuss the following

topics:• The importance of Data Link• Components of a Data Link system • Types of Data Link systems• Data Link services coverage area• Data Link system benefits

These are the first five major topics we will cover in this lesson: The importance of Data Link Components of a Data Link system Types of Data Link systems Data Link services coverage area Data Link System benefits

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Overview

• Data Link Guidance Materials• Air Traffic Organization (ATO) Web site

on Data Link• Global Operational Data Link Document

(GOLD)• Controller Pilot Data Link

Communications (CPDLC)• Automatic Dependent Surveillance

Contract (ADS-C)



christine obst, 07/29/15,

SS: slide to be brought to reflect corrections: “web site” is one word.



These are five additional major topics we will cover in this lesson: Data Link guidance materials Air Traffic Organization (ATO) Web site

on Data Link Global Operational Data Link Document

(GOLD) Controller Pilot Data Link

Communications (CPDLC) Automatic Dependent Surveillance-

Contract (ADS-C)

Let’s begin with discussing the importance of Data Link.II. BODY

A. THE IMPORTANCE OF DATA LINKSL-5-DL


The Importance of Data Link• Data Link usage is part of a NextGen and

ICAO initiative to:– Move from a ground-based to a space-based

system. This has a direct impact on CNS requirements and air traffic procedures

– Provide rapid, efficient communication between the pilot, operator, and Air Traffic Controller (ATC) via direct exchange of digital data messages between computers on the ground and computers onboard the aircraft





Data Link usage is part of a NextGen and ICAO initiative to: Move from a ground-based to a space-

based system. This has a direct impact on CNS requirements and air traffic procedures

Provide rapid, efficient communication between the pilot, operator, and Air Traffic Controller (ATC) via direct exchange of digital data messages between computers on the ground and computers onboard the aircraft

Now that you know why Data Link is important, let’s discuss the components that make up Data Link.B. COMPONENTS OF A DATA LINK SYSTEM

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Components of a Data Link System





There are many components to a Data Link system. These include satellites, Air Navigation Service Providers (ANSP), communication providers, Ground Earth Stations (GES), and Ground Automation Computers.

Examples of NAT ANSPs include Gander, Shanwick, Santa Maria, New York, and Reykjavik.Examples of communication providers include ARINC and SITA.GES are commercially owned and not subject to regulatory oversight.Let’s look at some details about satellites.1. SATCOM Constellations

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SATCOM Constellations

Inmarsat Iridium

Satellite systems include Inmarsat and Iridium.

4/3/2013




PROMPTS CONTENT NOTESHave you heard of Inmarsat or Iridium?Which one provides better coverage?Iridium, since it covers both the North and South poles.

Inmarsat does not work if flying in the POLAR region.

These satellite systems have different capabilities and limitations and must be considered when an SAO is requested. For example, Inmarsat is a high-orbit system, and Iridium is a low-orbit system.

ASIs should consult the Regional NextGen SAO Specialist for clarification of Inmarsat or Iridium use.

2. Inmarsat

The graphic on the left is a map of the Inmarsat Satellite coverage area. It uses 4 geostationary high-orbit satellites. Inmarsat does not provide polar coverage. A European consortium owns Inmarsat. All satellite communication and navigation systems require line-of-sight access. Both Inmarsat and Iridium have their own telephone codes.

3. Iridium

The graphic on the right is a map of the Iridium satellite constellation. Iridium uses 66 satellites in low-polar orbit. It offers total global coverage including polar areas. Iridium is owned by the U.S. Government and is operated by the Motorola Corporation under contract.





Communication is by line-of-sight from a telephone (i.e., Motorola Model 9505 hand-held unit or permanently fixed mount in a vehicle, ship or aircraft) to a satellite. The satellite retransmits the signal to other satellites until it finds either the other satellite phone, where the call is directed, or to one of the two Iridium GES (ground earth stations). There is a GES in Hawaii for the military and a second in Tempe, Arizona for commercial calls. From the GES, the call is routed via normal landlines to the number called. Both Inmarsat and Iridium have their own telephone country codes.4. ARINC Coverage Maps

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ARINC Coverage Map Gulf of Mexico/WATRS area

ARINC chart for Gulf of Mexico/WATRS area.

These are ARINC coverage maps for HF and VHF communication. They use vendor charts for their maps. The vendor charts are used with the vendor's permission as long as they are not used for actual navigation.





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Q&A

• Can you use ATN in oceanic areas?

4/4/2013

ATN = aeronautical telecommunications network

Question: Can you use ATN in oceanic areas?Answer: No. This will be discussed in greater detail in this lesson.

We only want the student to be thinking about this, we have not discussed it yet.

In the next topic we are going to discuss the different types of Data Link systems.





C. TYPES OF DATA LINK SYSTEMSSL-10-DL


Types of Data Link Systems

• FANS 1/A or equivalent (Future Air Navigation Systems Boeing/Airbus/Honeywell)

• Aeronautical Telecommunications Network (ATN)

• Link 2000+

ATN is VHF Data Link line of sight.

The ATC feature in the FMS is a functionality used to log onto an ATC FIR which provides Data Link service.ACARS (VHF Data Link) is also accessed there.

The Data Link systems listed here are incompatible or not interoperable. Inspectors should ensure that the Data Link system that will be used meets the compliance for the specific airspace in which the operator has requested authorization.

This is not an exhaustive list.





1. FANS 1/A or Equivalent (Future Air Navigation Systems Boeing/Airbus/Honeywell)

FANS 1/A or equivalent.

FANS-1/A is a system that integrates physical systems (hardware, software, and communication networks), human elements (pilots and controllers), and the procedures for use by pilots and controllers.FANS 1/A Data Link system is the only system compatible with Flight Data Processing Systems (FDPS) for conducting Oceanic Operations.2. Aeronautical Telecommunications Network (ATN)

.

The Aeronautical Telecommunications Network connects various ground applications with corresponding air applications through air-ground subnetworks.

CPDLC via ATN is projected to be implemented in Europe 2015.

This system is exclusively used in overland areas.3. Link 2000+ Link 2000+ is

expected to be delayed until 2020 and confirmation of implementation is expected in 2015.

Link 2000+ is the European Data Link system.This system is not allowed to be used in the United States because of software incompatibility.





D. DATA LINK SERVICES COVERAGE AREA

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There are global initiatives requiring greater use of Data Link capabilities. Some geographic areas will become exclusionary if an operator is not equipped with specific Data Link capabilities and has been issued appropriate authorizations.

This exclusionary airspace is usually flight-level specific.

Atlantic and Pacific oceanic areas accommodate operators that are equipped and have been issued authorizations for the use of Data Link.





E. DATA LINK SYSTEM BENEFITSSL-12-DL


Data Link System Benefits• Data Link Systems provide the following

benefits:– Less reliance on voice

– Direct communication with controller

– Direct communication with operator

– Timely intervention by ATC to reduce errors

– Reduced separation standards

CPDLC is used to communicate quickly between ATC and aircraft.

Data Link Systems provide the following benefits:

Less reliance on voice Direct communication with controller Direct communication with operator Timely intervention by ATC to reduce

errors Reduced separation standards

Examples include: Reduced Lateral and Longitudinal Separation.





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Q&A:

• What Data Link function would allow ATC to intervene if they detected a lateral or longitudinal oceanic error?

Question: What Data Link function would allow ATC to intervene if they detected a lateral or longitudinal oceanic error?Answer: CPDLC.

Data Link capabilities routinely provide reliable and rapid communications between the aircraft, ATC, and operational control (if applicable).

There has been some discussion among CAAs and ICAO groups about the need to retain a voice capability. Some have requested to eliminate voice requirements, but the FAA disagrees.

FAA Flight Standards has routinely supported having a voice capability in case of emergency or abnormal operations.





F. DATA LINK GUIDANCE MATERIALSSL-14-DL


Data Link Guidance Materials• AC 120-70 - Operational Authorization

Process For Use of Data Link Communication Systems (as amended)

• Global Operational Data Link Document(GOLD) (as amended) via ICAO Paris web site

GOLD Chapter 5 Crew knowledge about CPDLC and ADS-C.

Current Data Link guidance materials include:

AC 120-70 - Operational Authorization Process For Use of Data Link Communication Systems (as amended)

AC 120-70 (as amended) is the FAA’s source document for Data Link authorization. This AC must be reviewed when receiving an operator request for Data Link authorization (OpSpec A056).

Global Operational Data Link Document (GOLD) (as amended) via ICAO Paris web site

4/3/2013

Click on each link on the slide to open and review each guidance.




SS: only link working in slideshow is ICAO Paris.


PROMPTS CONTENT NOTESSL-15-DL


Obsolete Oceanic Operations References

• The following documents containing data link information for oceanic operations are now obsolete:– NAT Data Link Guidance Material– FANS Operations Manual (FOM)– South Pacific Operations Manual

(SPOM)

The following documents containing data link information for oceanic operations are now obsolete: NAT Data Link Guidance Material FANS Operations Manual (FOM) South Pacific Operations Manual

(SPOM)

Recall that ICAO documents are no longer accessible via FSIMS. ASIs can access the relevant ICAO documents directly on the ICAO web site with his individual login information.






Data Link Reference Materials

• ICAO Annex 6 Operation of Aircraft• ICAO Annex 10 Volume 3 (ATN)• ICAO Doc 4444 PANS ATM• ICAO Doc 7030 Regional Supplementary

Procedures

Data Link Reference Materials include: ICAO Annex 6 Operation of Aircraft ICAO Annex 10 Aeronautical

Telecommunications, Volume 3 (ATN) ICAO 4444 PANS ATM ICAO Doc 7030 Regional Supplementary

ProceduresThese four ICAO documents contain only brief notes on Data Link.

The GOLD document should be referenced as the source document for information on Data Link for oceanic operations.

The ICAO Paris web site has FIR specific information for the use of Data Link. Airspace users are encouraged to review specific NAT OPS bulletins for this information.






Q&A:

• What would be the ASI’s concern if they received a request for authorization to use Data Link in an oceanic area and the package includes a reference to one or more of the following documents:– NAT Data Link Guidance Material– FANS Operations Manual (FOM)– South Pacific Operations Manual (SPOM)

Question: What would be the ASI’s concern if they received a request for authorization to use Data Link in an oceanic area and the package includes a reference to one or more of the following documents?

NAT Data Link Guidance Material FANS Operations Manual (FOM) South Pacific Operations Manual

(SPOM)Answer: ASIs must confirm the operator is using the most current guidance for oceanic data link operations, which is the GOLD. (Note: these three documents are obsolete)

The GOLD document should be referenced as the source document for information on Data Link for oceanic operations.




SS: slide should be brought in to reflect correction in spacing “ASI’s”



G. AIR TRAFFIC ORGANIZATION (ATO) FLIGHT STANDARDS WEB S S ITE ON DATA LINK

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Air Traffic Organization (ATO) Web Site on Data Link• Direct link:


• Via RVSM web site:http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/rvsm/– Select Oceanic and Offshore areas

– Select Data Link

Select the links on the slide to access the ATO web site on Data Link via the direct link or via the RVSM web site.




SS: slide should be brought in to reflect correction to title and website.



H. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

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Controller Pilot Data Link Communications (CPDLC)• CPDLC is a data link application that allows the

direct exchange of text-based messages between a controller and a pilot (ICAO definition)

• CPDLC greatly improves communication capabilities in oceanic areas, especially in situations where controllers and pilots have previously had to rely on a third-party, high-frequency voice radio communications relay

• CPDLC adds a number of other benefits to the air traffic services system

Rapid and Reliable (CFR 121.99).

CPDLC provides a rapid intervention capability for ATC to prevent or minimize the duration of an oceanic error. In addition, the predetermined message sets used by crews and ATC allow requests and acknowledgements to be clearly understood.

There is the human interface of the pilot and controller.Complaints: HF Radios are archaic, limitations based on use, and multiple people are trying to get/give position reports.






Controller Pilot Data Link Communications (CPDLC)• Benefits

– CPDLC allows pilots and controllers to transmit digital data messages directly between computers on the ground and computers onboard the aircraft

– Alleviates frequency congestion problems and allows the controller to handle more traffic

CPDLC allows rapid communication between computers on the aircraft and on the ground. CPDLC messages are exchanged rapidly without going through a third-party operator.

CPDLC, unlike the use of HF radios, is a direct communication between ATC and one aircraft.







– Reduction of flightcrew input errors

– If the crew requests modification to the route, they can send a request to ATC through CPDLC

– Data link technology also reduces pilot/controller workload by allowing the flight management system to automatically downlink a report, such as a waypoint crossing

Reduction of flight crew input errors. The crew can downlink a complex route clearance request, which the controller can resend when approved without typing all the coordinates.If the crew requests modification to the route, they can send a request to ATC through CPDLC. ATC will respond accordingly.Data link technology also reduces pilot/controller workload by allowing the flight management system to automatically downlink a report, such as a waypoint crossing.




SS: slide should be brought in to reflect change: “flight crew” is two words.





– Allows the flightcrew to print messages

– Allows the autoload of specific uplink messages into the flight management system. This reduces manual input (i.e., flightcrew input) errors

– Achieves significant reduction in response time and improves weather deviation request response time

– Rapid ATC intervention capability• Oceanic errors

CPDLC functionality allows the flight crew to print messages.

CAUTION: Printers may not be equipped for this function since there is a potential that the CPDLC messages could be corrupted when printed. In addition, the printer used for CPDLC messages may not meet the required certification level. CPDLC allows the autoload of specific uplink messages into the flight management system. This reduces manual input (i.e., flight crew input) errors.If there is an exchange between ATC and the pilot, some FMS are capable of accepting clearances without the crew manually inserting the flight plan. There will be capabilities where operational control can send flight plan routes to the aircraft due to both systems (FMS & CPDLC) being able to interface with each other. The crew will need to confirm before executing the route.




SS slide should be brought in to reflect corrections. “flight crew” is two words.



This achieves significant reduction in response time and improves weather deviation request response time.If using HF radios, there may be difficulty getting through due to solar flares, congestion, etc. In addition, the use of HF radios requires communication through a third-party radio operator, such as ARINC, which further delays communications.If ATC receives an alert about a crew deviating from an oceanic clearance, especially in a reduced separation environment, CPDLC capability will allow a rapid intervention to prevent an oceanic error.

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– Automatic Downlink: Specific uplink messages can arm the FMS to automatically downlink a report when an event, such as crossing a waypoint, occurs. This automation reduces the workload for both the flightcrew and the controller.

– Automatic Updates: Specific downlink messages and the response to some uplink messages will automatically update the flight data record in some ground systems.

Some aircraft that receive an ATC clearance for a climb have the capability for the aircraft to arm the FMS, sending a downlink message automatically to ATC that the aircraft has reached the new flight level.




SS: slide should be brought in to reflect correction to flighcrew.




Q&A:

• What is ADS-C?

Question: What is ADS-C?Answer: Automatic Dependent Surveillance – Contract and this is specifically a surveillance capability.

I. ADS-CSL-25-DL


Automatic Dependent Surveillance –Contract (ADS-C)• Automatic Dependent Surveillance - Contract

(ADS-C)– The ADS-C application is an air traffic service

application in which aircraft automatically transmit, via data link, information derived from onboard navigation systems

– The information includes a three-dimensional position (latitude, longitude, altitude), the corresponding time of that position, and a Figure of Merit (FOM) that characterizes the accuracy of the position

“C” refers to contract between ATC and the aircraft.You should not refer to it as just ADS.

FOM – similar to a navigation accuracy.

Figure of Merit (FOM) is usually on a scale of 1 to 9 and indicates the accuracy of the navigation system. A high number means low accuracy. The lower the number, the higher the accuracy.





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Automatic Dependent Surveillance –Contract (ADS-C)

– Automatic dependent surveillance (ADS-C) uses systems aboard the aircraft to provide aircraft position, velocity, intent, and meteorological data

– This data can be transmitted to the Air Traffic Service (ATS) provider system for estimating and predicting aircraft position

– ADS-C reports are generated in response to contract requests, issued by the ATS provider system

– The contract identifies the type of information and the conditions under which reports are to be transmitted from the aircraft

Intent – where you are going next (if position report has next position).

Automatic Dependent Surveillance – Contract (ADS-C) uses systems aboard the aircraft to provide aircraft position, velocity, intent, and meteorological data.This data can be transmitted to the Air Traffic Service (ATS) provider system for estimating and predicting aircraft position that can be critical in a reduced separation environment.ADS-C reports are generated in response to contract requests issued by the ATS provider system.The contract identifies the type of information and the conditions under which reports are to be transmitted from the aircraft.






Automatic Dependent Surveillance –Contract (ADS-C)• ADS-C Reports

– Three types of ADS-C reporting, called “contracts,”have been defined:

1. Periodic contract 2. Event contract 3. Demand contract

Three types of ADS-C reporting, called “contracts,” have been defined as:

1. Periodic contract - The aircraft assembles and transmits a message containing the required fields at the interval specified in the contract request.For example, in a reduced separation environmental oceanic area 18 minutes may be used based on longitudinal separation.





2. Event contract - defines certain events (such as an altitude change) which will cause a report to be sent independently of any periodic contract in effect.a. Altitude change is very important

because, if an error in occurring, it requires more rapid intervention by ATC.

b. When ATC has sent a flight level change to crew via Data Link, some aircraft automatically send ATC a message that they have reached flight level.

c. This capability for the aircraft to report flight level has made a huge difference in detecting larger height deviationsaltitudes.

3. Demand contract – One demand contract is sent each time it is commanded from ATS. Within the contract request, several different data groups may be specified, for example:a. The basic position report, which

contains three-dimensional position and time

b. On-request groups, including:i. Aircraft speedii. Wind direction and velocityiii. Vertical speediv. Certain requested additional

waypoint information

ATC and ATS are the same.





The demands contracts are often used by ATC to confirm the aircraft is adhering to the currently effective clearance especially in cases of a reroute.

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Automatic Dependent Surveillance –Contract (ADS-C)

– An ATS Provider may apply multiplesimultaneous contracts to a single aircraft, including:

• one periodic contract• one event contract• any number of demand contracts

– Up to four separate ATS providers may initiate ADS-C contracts simultaneously with any single aircraft

ATS is Air Traffic Service.

FMS uses event contracts if you are crossing into a new FIR.





Aircraft transitioning multiple oceanic FIRs within a short period of time may have more than one ATS provider monitoring their position to help prevent an oceanic error. For example, some aircraft flying through the east side of the NAT where Shanwick, Madrid and Brest FIRs are in close proximity have experienced oceanic errors based on confusion over clearances. This multiple log on capability can help prevent these oceanic errors.

Question: Why can multiple simultaneous ADS-C be useful to ATC?Answer: Controller wants to confirm your position or flight level based on a revised or conditional clearance.ATC can at any time send a Data Link message to see the location of the aircraft.

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Automatic Dependent Surveillance – Contract (ADS-C)

Typical Periodic ReportBAS: ERF:

Pos = 352450N0592917W Track = 45.5 degree

Alt = 39000 ft GS = 539.0 knots

Time = 00:00:21 VR = 16 ft/min

Multiple NAV units ARF:Accuracy < 0.25 NM\ Heading = 44.2 degree

TCAS is ON Speed = 0.84 mach

PRR: VR = 16 ft/min

Pos = 420000N0500000W MET:Alt = 39000 ft Wind dir = 237 degree

ETA = 01:07:36 UTC Wind spd = 58.5 knots

Pos = 460000N0400000W Temp = -57.5 C

Alt = 39000 ft

Accuracy indicates navigation accuracy (FOM).Point out the MET on the slide.





This is an example of a periodic report that can be transmitted with a frequency that is determined by ATC. For example, it has been previously noted that in a reduced longitudinal environment ATC may require periodic reports every 18 minutes. Point out that accuracy on the periodic report is not always listed as a figure of merit. In the example on this slide, the navigation accuracy is less than .25NM. Alt on the report is the flight level.Voice position reports no longer require routine MET information in the oceanic areas because of the extensive use of data link reports.

Question: Why is the typical periodic report important to ATC?Answer: It’s critical for maintaining separation by advising ATC of the aircraft’s position. This periodical report capability says that if you are giving voice position reports in the ocean; you are no longer required to give MET data.






Automatic Dependent Surveillance – Contract (ADS-C)

Typical Waypoint ReportWPC:

Pos = 385912N0595947W

Alt = 33004 ft

Time = 00:00:34

Multiple NAV units

Accuracy < 0.25 NM

TCAS is ON

PRR:Pos = 395900N0495955W

Alt = 32996 ft

ETA = 00:59:29 UTC

Pos = 395900N0400005W

Alt = 32996 ft

Here is an example of a typical waypoint report.

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Q&A:

• What is different between the typical periodic report and the typical waypoint report?

View the 2 previous slides if necessary for answer.

Question: What is the difference between the typical periodic report and the typical waypoint report?Answer: No MET/Mach information is provided in the typical waypoint report.






Automatic Dependent Surveillance –Contract (ADS-C)• ADS-C has been used in the Nadi, Tahiti, Auckland,

Brisbane, and Melbourne oceanic FIRs, to name a few, since 2000

• ADS-C is part of the FAA’s Advanced Technologies and Oceanic Procedures (ATOP) operational capability

E December 2005 – Oakland’s oceanic sector three (OC-3) oceanic airspace implemented on a trial basis

E April 2006 – Anchorage’s oceanic airspace initial testing began

4/3/2013

Ocean 21 is the current FDSP used by the FAA

ADS-C was originally used in the Pacific as a trial.When a trial is being conducted using data link in a reduced separation environment, two suitably equipped aircraft will be accommodated.Advanced Technologies and Oceanic Procedures (ATOP) have evolved to Ocean 21 that is the FAA’s Flight Data Processing System (FDPS). Ocean 21 includes a conflict probe capability to prevent a loss of separation.






Q&A:

• Where is ADS-C used in the Atlantic?

Question: Where is ADS-C used in the Atlantic?Answer: NAT MNPS airspace and WATRS.

J. APPLICATION PROCESSSL-34-DL 4/3/2013

Click the links to view documents

If someone requests Data Link approval, note the recent guidance on using the NextGen tracking tool which will be covered in more detail in Lesson 23.

Oceanic International Ops, Data link has it owns application type.




SS: links are not working and communications is spelled incorrectly.



Currently, 8900.1, Volume 3: General Technical Administration Chapter 18 explains OpSpec A056. Data Link Approval for OpSpec A056 should be coordinated with the regional 220 Branch.

4/3/2013

Handbook is being updated to direct operators to first consult with a Regional NextGen SAO Specialist.

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Application Review • Applicable TCs/STCs• Requested Geographic Area(s)• Training for Pilots and Operational Control

Personnel • MX Programs• Manuals, Ops Procedures• NOTAMS• MELs and other related issues

4/3/2013

Requested Geographic Area(s) - important because it will help the Regional NextGen SAO Specialist determine the data link requirements.

Point out that this is not a definitive list and that the ASI should consult the Data Link checklist posted on the Data Link web site.

ASIs should forward Data Link application (CPDLC and ADS-C) to Regional NextGen SAO Specialist.AFS-470 should only be contacted as a last resort.

4/3/2013





K. DATA LINK APPROVAL CHECKLISTSL-36-DL


Data Link Approval Checklist• This checklist should be reviewed by the

operator and the FSDO/CMO when there is a request for CPDLC and ADS-C authorization

• ASIs must consult the Regional NextGen Oceanic Specialist for the currency of this checklist

• Go to http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/data_link/ to view the checklist

ASIs must ensure operators requesting oceanic Data Link approval for CPDLC and ADS-C use a copy of the current approval checklist online, before the application package is forwarded by the FSDO to the Regional NextGen SAO Specialist.

4/3/2013

Headquarters is updating checklist.

Operator Guide available for the Checklist.Remember the GOLD is the accepted

guidance.




SS: slide should be brought in to reflect corrections to website.


SS: corrected website in slideshow but could not get it to hyperlink.



L. DATA LINK TECHNICAL DOCUMENTS FOR GLOBAL STANDARDS

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Data Link Technical Documents for Global Standards• Radio Technical Commission for Aeronautics

(RTCA) RTCA DO-306 - Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace

• Radio Technical Commission for Aeronautics (RTCA) RTCA DO-240 - Minimum Operational Performance Standards for Aeronautical Telecommunication Network (ATN) Avionics

These RTCA documents are used by regulators to establish technical requirements and performance capabilities of Data Link equipment.

These are technical documents that you should be aware of.

SL-38-DL


Q&A:

• Can ATN be used in the oceanic environment?

Question: Can ATN be used in the oceanic environment?Answer: No. ATN is domestic line of sight.





M. DATA LINK OCEANIC ERRORSSL-39-DL


Data Link Oceanic Errors• Oceanic Errors Safety Bulletin (OESB) (as

amended) (Web site, PDF Document)

• Monitoring and Resolving Data Link Problems– NAT- Data Link Monitoring Agency (DLMA)

– South Pacific- FANS Interoperability Team (FIT)

– Gulfstream Internal Form

Have there been any errors noted using CPDLC in the ocean? Many operators say they have never heard of these errors or the bulletin.

ASIs should ensure the application package for oceanic Data Link authorization notes guidance materials available that are specific to oceanic errors and methods for reporting these errors.

Steps for accessing Oceanic Errors Safety Bulletin (OESB) for CPDLC errors : Go to ICAO Paris web site EUR/NAT Documents NAT Documents NAT OPS Bulletin – Oceanic Errors Safety

Bulletin (OESB) (as amended)

Click the web site link on the slide and go through the steps to locate the document.

Review CPDLC Errors. Reiterate the fact that messages may be corrupted when printing.

The OESB document is updated on an annual basis.




SS: the only link working in slideshow is “website”



Oceanic Data Link errors are closely monitored by specific regional agencies. Monitoring and Resolving Data Link

Problemso NAT- Data Link Monitoring

Agency (DLMA) o South Pacific - FANS

Interoperability Team (FIT) o Gulfstream Internal Form Gulfstream

refers to the aircraft manufacturer.

SL-40-DL


Q&A:

• Why have a Gulfstream Internal Form?

Question: Why have a Gulfstream Internal Form?Answer: The Gulfstream Corporation was the first GA operator in the U.S. to request and qualify for Data Link because there was no GA Data Link package available until recently.





ASIs must ensure operators have policies and procedures to immediately elevate an issue with the use of Data Link since this may be a problem that is not specific to the crew. When Gulfstream receives this internal reporting form from an operator, they coordinate with the relevant regional monitoring agency for investigation.

III. SUMMARY

A. REVIEWSL-41-DL


ReviewIn this lesson we discussed the following

topics:• The importance of Data Link• Components of a Data Link system • Types of Data Link systems• Data Link services coverage area• Data Link system benefits

Let’s review the first five major topics we covered in this lesson: The importance of Data Link Components of a Data Link system Types of Data Link systems Data Link services coverage area Data Link system benefits






Review

• Data Link Guidance Materials• Air Traffic Organization (ATO) web site on

Data Link• Global Operational Data Link Document

(GOLD)• Controller Pilot Data Link Communications

(CPDLC)• Automatic Dependent Surveillance-Contract

(ADS-C)

Let’s review the last five major topics we covered in this lesson:

Data Link guidance materials Air Traffic Organization (ATO) web site

on Data Link Global Operational Data Link Document

(GOLD) Controller Pilot Data Link

Communications (CPDLC) Automatic Dependent Surveillance-

Contract (ADS-C)

We visited Data Link news link.




SS: slide to be brought in, web site is one word.



B. OBJECTIVESSL-43-DL


ObjectivesYou should now be able to:• Define Data Link• Explain how the Data Link System works• List the different types of Data Link systems• Identify the benefits of using a Data Link

system

Participants should now be able to: Define Data Link Explain how the Data Link system works List the different types of Data Link

systems Identify the benefits of using a Data Link

system

C. PREVIEW

The next lesson will focus on oceanic operations.

