FLIGHT STANDARDS SERVICE LESSON PLAN

Transcription

1 FLIGHT STANDARDS SERVICE LESSON PLAN Template Version: Word 2010 Course Number: Course Title: Oceanic and International Operations Lesson Number: 16 Lesson Title: Data Link Lesson TAG: DTL Version Number: 2.00 Version Date: 5/16/2016 Duration: 1 hour, 30 minutes (including breaks) Lesson Overview 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. It also covers the basic functionality of Controller Pilot data link Communications (CPDLC) and Automatic Dependent Surveillance Contract (ADS-C) is addressed. Exercises & Handouts None Media sl-dl.pptm lk-dlt-info15008.pdf lk-dtl-121_a056.pdf lk-dtl-ac120_70c.pdf lk-dtl-ats_data_link_map_2015_04.png lk-dtl-dla056loa.pdf lk-dtl-dloceanicerror.pdf lk-dtl-gold_dlma.pdf lk-dtl-gulfstreamdlreporting.pdf lk-dtl-n8900_297.pdf lk-dtl-nextgentrackingtoolstepbystep.pdf lp-dtl-89001_3_18_3.pdf Direct Link: Data Link Approval Checklist and the AFS-470 data link Website: acomm/ ICAO EUR/NAT website: Data Link News website: CPDLC Harris Corporation Video

2 Other Pertinent Information The CPDLC video is a Harris Corporation video the FAA has been given permission to use for this course. The video is accessed via You Tube. Legend PG, p. HO-1-DTL SL-3-DTL Refer class to participant guide page Distribute handout 1 Show slide 3 Click mouse to build slide Use board or chart Show video (optional) Key point Ask oral question Oceanic and International Operations Page 2 of 52

3 References (Optional) Regulations 14 CFR Communications Facilities Orders FAA Order , Vol. 3, Chapter 18, Operations Specifications General ACs AC Operational Authorization Process for Use of Data Link (as amended) Other Documents Global Operational data link Document (GOLD) (as amended) Doc 4444 Procedures for Air Navigation Services Air Traffic Management (as amended) Doc 7030 Regional Supplementary Procedures (as amended) Annex 6 Operation of Aircraft (as amended) Annex 10 Aeronautical Telecommunications (as amended) OpSpec A056 (LOA) Data Link Communications (as amended) OpSpec A056 (121) Data Link Communications (as amended) Radio Technical Commission for Aeronautics (RTCA) RTCA DO-350 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 N OpSpec/MSpec/LOA A056, Data Link Communications (as amended) MEL Policy Letter 106 InFO Data Link Communication Recording Requirements- Clarifications InFO Filing REG/ and CODE/ in Item 18 of the Flight Plan for Uploading InFO Traffic Alert and Collision Avoidance System II (TCAS II) Spurious Resolution Advisories (RA) InFO Iridium Satellite Voice (SATVOICE) with Safety Services Oceanic and International Operations Page 3 of 52

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5 Document Revision History Oceanic and International Operations Page 5 of 52

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7 TABLE OF CONTENTS I. Introduction... 9 A. Review/Tie-in... 9 B. Motivation... 9 C. Overview D. Objectives II. Importance of Data Link III. Components of a Data Link System A. Satellite Communications (SATCOM) Constellations B. ARINC Coverage Maps IV. Types of Data Link Systems A. FANS 1/A or Equivalent (Future Air Navigation Systems Boeing/Airbus/Honeywell).. 18 B. Aeronautical Telecommunications Network (ATN) Baseline 1 (B1) Data Link V. Data Link Coverage Areas VI. Data Link System Benefits VII. Data Link Guidance and Reference Material A. FAA B. ICAO VIII. Flight Standards Website on Data Link A. Data link B. Direct Link IX. Controller Pilot Data Link Communications (CPDLC) A. Benefits B. Video X. Automatic Dependent Surveillance - Contract (ADS-C) A. Introduction B. Types of ADS-C Reporting C. Number of Contracts D. Usage XI. Application Process A. Guidance B. Application Review XII. Data Link Approval Checklist XIII. Data Link Technical Documents for Global Standards XIV. Data Link Oceanic Errors A. Oceanic Errors Safety Bulletin (OESB) B. Monitoring and Resolving Data link Problems XV. Summary A. Review B. Objectives C. Preview Oceanic and International Operations Page 7 of 52

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9 SL-1-DTL I. INTRODUCTION A. REVIEW/TIE-IN 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 (SAOs) by thoroughly understanding data link through consultation with the appropriate Regional NextGen SAO Specialist. Oceanic and International Operations Page 9 of 52

10 SL-2-DTL C. OVERVIEW SL-3-DTL In this lesson, we will discuss the following topics: Importance of data link Components of a data link system Types of data link systems Data link services coverage areas Data link System benefits Data link guidance and reference materials Flight Standards website on data link Controller Pilot data link Communications (CPDLC) Oceanic and International Operations Page 10 of 52

11 SL-4-DTL Automatic Dependent Surveillance-Contract (ADS-C) Application Process Data link approval checklist Data link technical documents for global standards Data link oceanic errors D. OBJECTIVES In accordance with published references listed in this lesson, and in keeping with your job functions, 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. Identify the resources associated with data link. NextGen enhancements to data link are expected to enhance safety and improve efficiency. It will allow more aircraft to safely fly closer together on more direct routes. Oceanic and International Operations Page 11 of 52

12 Transition: Let s begin with discussing the importance of data link. Oceanic and International Operations Page 12 of 52

13 SL-5-DTL II. IMPORTANCE OF DATA LINK SL-6-DTL The terms data link and data comm have been used somewhat interchangeably in various documents. Data link is part of a NextGen and ICAO initiative and facilitates both Communications and Surveillance applications. Data Comm: Represents the first phase of the transition from the current analog voice system to an ICAO compliant system in which digital communication becomes an alternate and eventually predominant mode of communication. Oceanic and International Operations Page 13 of 52

14 SL-7-DTL With Controller Pilot data link Communications (CPDLC), provides rapid, efficient communication between the pilot, and Air Traffic Controller via direct exchange of digital data messages between computers on the ground and computers onboard the aircraft. Transition: Now that you know why data link is important, let s discuss the components that make up data link. III. COMPONENTS OF A DATA LINK SYSTEM There are many components to a data link system. These include: Communications infrastructure (Satellites, ground earth stations, HF and VHF data stations) Air Navigation Service Providers (ANSP) Examples of Oceanic ANSPs include Oakland, New York, Gander, Shanwick, Santa Maria, and Reykjavik. Increasingly, domestic ANSPs (US, Canada) are providing data link services. Flight Data Processing Systems (FDPS) are used by ANSPs to support data link Communication Providers Oceanic and International Operations Page 14 of 52

15 SL-8-DTL Examples of data communication providers include ARINC, SITA and Iridium. Transition: Let s look at some details about satellites. A. SATELLITE COMMUNICATIONS (SATCOM) CONSTELLATIONS All satellite communication systems require line-ofsight access. SATCOM encompasses both SATVOICE and data communications delivered via satellite. SATCOM systems used in aviation include Inmarsat and Iridium. 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 (with geostationary satellites), and Iridium is a lowearth-orbit system (with superior polar coverage). Both Inmarsat and Iridium are measuring their systems compliance with Required Communications Performance (RCP) 240 in preparation for the implementation of mandatory standards. ASIs should consult the Regional NextGen SAO Specialist for clarification of Inmarsat or Iridium use. Oceanic and International Operations Page 15 of 52

16 Question: Which one, Inmarsat or Iridium provides the best coverage? Answer: Iridium, since it covers both the North and South Poles. Inmarsat does not work if flying in the polar regions. 1. 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. 2. 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. Communication is by line-of-sight from a telephone 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). Open the InFO and review highlighted information pertaining to Iridium. Oceanic and International Operations Page 16 of 52

17 SL-9-DTL B. ARINC COVERAGE MAPS SL-10-DTL The graphic on the slide is an ARINC chart for Gulf of Mexico/WATRS area. These are ARINC coverage maps for HF and VHF communication. IV. TYPES OF DATA LINK SYSTEMS After participants answer the question, click the mouse to display the answer. Question: Does the European Aeronautical Telecommunications Network - Baseline 1 (ATN-B1) work in oceanic areas? Answer: No. This will be discussed in greater detail in this lesson. Oceanic and International Operations Page 17 of 52

18 SL-11-DTL Transition: In the next topic we are going to discuss the different types of data link systems. 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 not designed to be interoperable with each other. However, some avionics feature dual stack integration of multiple systems, where operator interfaces are shared. Inspectors should ensure that the data link system authorization is consistent with the requirements of the airspace in which the operator intends to operate. A. FANS 1/A OR EQUIVALENT (FUTURE AIR NAVIGATION SYSTEMS BOEING/AIRBUS/HONEYWELL) FAN 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. Oceanic and International Operations Page 18 of 52

19 Two essential ingredients of FANS 1/A are CPDLC and ADS-C. The delivery route is flexible and can be VHF, HF, or SATCOM. B. AERONAUTICAL TELECOMMUNICATIONS NETWORK (ATN) BASELINE 1 (B1) DATA LINK The ATN Baseline 1 (B1) data link standard, because it was developed more recently than FANS 1/A, made use of more modern, digital communications. It also was designed for use in overland areas, where adequate surveillance in the form of radar and/or ADS-B already exists, and where a robust network of ground communications stations meant long-range delivery methods were not needed. Consequently, ATN B1 CPDLC is VHF data link lineof-sight and has no ADS-C functionality connected. This system is exclusively used in overland areas. CPDLC via ATN-B1 (Previously referred to as ATN/VDLM2 and formerly called Link2000+) has been implemented in parts of Europe, but shortcomings in the performance led the European Commission to delay the requirement for operators to have the capability to operate data link services to February 5, The FAA is working together with the Europeans on Baseline 2 (B2). B2 would replace FANS 1/A and ATN-B1. Note that with B2, ATN is no longer a prefix, as other technologies will be accommodated. Ref ro/bookshelf/boo ks/3009.pdf. Oceanic and International Operations Page 19 of 52

20 SL-12-DTL V. DATA LINK COVERAGE AREAS There are global initiatives requiring greater use of data link capabilities. Click on graphic to enlarge. Some geographic areas are now exclusionary if an operator is not equipped with specific data link capabilities and has not been issued appropriate authorizations. This exclusionary airspace is usually flight-level specific. For example, in the North Atlantic (NAT) Data Link Mandate (DLM), Phase 2A became effective on 5 February 2015, and affected FL350-FL390 (inclusive), all tracks within the NAT Organized Track System (OTS). Atlantic and Pacific oceanic areas accommodate operators that are equipped and have been issued authorizations for the use of data link. Oceanic and International Operations Page 20 of 52

21 SL-13-DTL VI. DATA LINK SYSTEM BENEFITS SL-14-DTL Data link Systems provide the following benefits: Less reliance on voice (no accents/pronunciation problems, fewer readback errors) Direct, rapid communication (no communications systems operator/ intermediary) Avionics and ground systems processed data Enabled reduced separation standards Examples include: Reduced Lateral (RLat) and Longitudinal (RLong) Separation. Transition: Later we will discuss in more detail. Oceanic and International Operations Page 21 of 52

22 After participants answer the question, click the mouse to display the answer. Question: What data link function would allow ATC to communicate with the crew if controllers 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 facility. FAA Flight Standards has routinely supported having a voice capability in case of emergency or abnormal operations. There has been some discussion among CAAs and ICAO groups about the need to retain a voice capability. The FAA is considering crediting SATVOICE in lieu of a second HF radio, but ground infrastructure investments still need to be made to accommodate this. MEL Policy Letter 106 and InFOs and are good references on this topic. Oceanic and International Operations Page 22 of 52

23 SL-15-DTL VII. DATA LINK GUIDANCE AND REFERENCE MATERIAL A. FAA Current data link guidance materials include: 1. AC The first is AC Operational Authorization Process For Use of data link Communication Systems. AC 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) Open the AC link and review the highlighted areas of the Table of Contents. AC 90 Data Comm is intended to replace AC ATC Data Link News Website Click on the website link Oceanic and International Operations Page 23 of 52

24 SL-16-DTL Review topics covered on website. 3. Obsolete Documents SL-17-DTL 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) B. ICAO 1. GOLD Another reference is Global Operational Data Link Document (GOLD). Oceanic and International Operations Page 24 of 52

25 Current GOLD is available through the ICAO EUR/NAT (Paris) website - GOLD is being revised as ICAO Doc and it possibly will not be available via this web site for free anymore. It can be accessed via the ICAO Portal ( as we discussed previously in Lesson Other documents Additional data link reference materials include: ICAO Annex 6 Operation of Aircraft ICAO Annex 10 Aeronautical Telecommunications, Volume 3 (ATN) ICAO 4444 PANS ATM These latter three ICAO documents contain only brief notes on data link. FIR Specific information ICAO Doc 7030 Regional Supplementary Procedures The ICAO EUR/NAT (Paris) website has FIR specific information for the use of data link. Airspace users are encouraged to review specific NAT OPS bulletins for this information. Oceanic and International Operations Page 25 of 52

26 SL-18-DTL SL-19-DTL Question: What would be the ASI s concern if he 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: These documents are obsolete. ASIs must confirm the operator is using the most current guidance for oceanic data link operations, which is the GOLD. Again, the GOLD document should be referenced as the source document for information on data link for oceanic operations. VIII. FLIGHT STANDARDS WEBSITE ON DATA LINK Oceanic and International Operations Page 26 of 52

27 A. DATA LINK Click on Data link website address to access the ATO website on data link - offices/avs/offices/afs/afs400/afs470/datacomm/ Review website, specifically left side of page and table at the far right. B. DIRECT LINK Click on Direct link website address to access the ATO website on direct link and reviewhttp:// IX. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC) SL-20-DTL Ref: Rapid and Reliable (CFR ). CPDLC is a data link application that allows the direct exchange of text-based messages between a controller and a pilot (ICAO definition). CPDLC provides a rapid intervention capability for ATC to prevent or minimize the duration of an oceanic error. Oceanic and International Operations Page 27 of 52

28 SL-21-DTL In addition, the predetermined message sets used by crews and ATC allow requests and acknowledgements to be clearly understood. At times, a direct, human interface (voice) may be appropriate for the pilot or the controller. However, HF Radios are archaic, suffer limitations on reception, and frequencies are congested. Operators often note to regulators this issue with the use of HF Radio such as limitations with reception and frequency congestion. Occasional breaks in data link availability (outages) have prompted regulators, ATC and stakeholders to reconsider the value of a HF capability and a residual HF capability. A. BENEFITS Allows rapid communication between the pilot and the controller. CPDLC messages are exchanged rapidly without going through a radio operator. Alleviates HF frequency congestion problems and allows the controller to handle more traffic Oceanic and International Operations Page 28 of 52

29 SL-22-DTL Reduces the likelihood of misunderstood clearance. The crew can downlink a complex route clearance request, which the controller can resend when approved without typing all the coordinates. Allows a pilot to request route modifications, by sending a request to ATC through CPDLC. ATC will respond accordingly. Allows the flight crew to print messages. CAUTION: Printers in some cases have produced corrupted CPDLC messages. In addition, the printer used for CPDLC messages may not meet the required certification level. Allows the autoload (or push-to load) of specific uplink messages into the FMS. 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. Oceanic and International Operations Page 29 of 52

30 SL-23-DTL Company dispatch can, with certain systems, send loadable flight plan routes to the aircraft via Aircraft Communications Addressing and Reporting System (ACARS). This is not CPDLC but is quite useful. The crew will need to confirm before executing the route. 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 radio operator which further delays communications. Allows a rapid intervention to prevent an oceanic error if ATC receives an ADS-C generated alert about a crew deviating from an oceanic clearance, especially in a reduced separation environment. Oceanic and International Operations Page 30 of 52

31 Some aircraft that receive an ATC clearance for a climb with instructions to REPORT REACHING automatically queue up a LEVEL FL [flight level] downlink message. The crew is given the option to ARM the message for automatic transmission on level-off. ATC systems check LEVEL FL [flight level] messages against the currently effective clearance, and alert controllers when there is a disagreement. Provides 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 flight crew and the controller. Provides automatic updates. Specific downlink messages and the response to some uplink messages will automatically update the flight data record in some ground systems. SL-24-DTL B. VIDEO Run Time: 5 minutes This video displays logging on to the FMS. Oceanic and International Operations Page 31 of 52

32 SL-25-DTL Click on graphic to start video. Video website is Y X. AUTOMATIC DEPENDENT SURVEILLANCE - CONTRACT (ADS-C) After participants answer the question, click the mouse to display the answer. Question: What is ADS-C? Answer: Automatic Dependent Surveillance Contract and this is specifically a surveillance capability. Oceanic and International Operations Page 32 of 52

33 SL-26-DTL A. INTRODUCTION SL-27-DTL The ADS-C application is an air traffic service application in which an 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 the contract levied on aircraft avionics by ATC. Some flight manuals refer to it as just ADS, or as ADS-A (for addressing ), but the preferred term is ADS-C. Counterintuitively, ADS-C is not a more advanced version of ADS-B. It is actually a quite different system, designed specifically for oceanic flights Oceanic and International Operations Page 33 of 52

34 SL-28-DTL Automatic Dependent Surveillance Contract (ADS- C) uses systems aboard the aircraft to provide aircraft position, velocity, intent, and meteorological data. Intent where you are going next (ADS-C position reports include NEXT and NEXT +1 waypoints) This data is 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. Oceanic and International Operations Page 34 of 52

35 SL-29-DTL B. TYPES OF ADS-C REPORTING Three types of ADS-C reporting, called contracts, are: 1. Periodic contract The aircraft assembles and transmits a message containing the required fields at the interval specified in the contract request, generally ranging from 8-24 minutes. System will continue to report at this contract rate until it is changed or deleted. ADS-C emergency periodic reports are tagged as an emergency so ATC can assist accordingly. 2. Event contract Event contracts cause a report to be sent independently of any periodic contract in effect. Waypoint Change Events (WCEs) are the most common type of event contract, and trigger reports to ATC on waypoint passage, or on proceeding direct to a new waypoint. Oceanic and International Operations Page 35 of 52

36 Lateral Deviation Events (LDEs), normally set at parameters ranging from 2.5 5NM, triggers a report when an aircraft flies outside the specified parameters. LDEs are commonly used, and trigger, for example, during weather deviation maneuvers. A Level Range Deviation Event (LRDE), normally set at +/- 300 feet, gives the controller an alert when the altitude differs from what is expected ATC can place one event contract per aircraft, but multiple event types are allowed. 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: The basic group, which contains threedimensional position and time Other groups include data such as: Aircraft speed (Earth reference group or air reference group) Wind direction and velocity (meteorological group) Vertical speed (Earth reference group or air reference group) Certain requested additional waypoint information (predicted route group) The demand contracts are often used by ATC to confirm the aircraft is adhering to the currently effective clearance especially in cases of a reroute. Oceanic and International Operations Page 36 of 52

37 SL-30-DTL C. NUMBER OF CONTRACTS An ATS Provider may apply multiple simultaneous contracts to a single aircraft, including: One periodic contract One event contract Any number of demand contracts 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. This multiple log on capability can help prevent oceanic errors particularly where aircraft rapidly transit through multiple FIRs. Shanwick for example conducts pre-boundary conformance checks while aircraft are in neighboring FIRs on the basis of ADS-C position reports. Question: Why can multiple simultaneous ADS-C be useful to ATC? Answer: ATC wants to confirm the position of an aircraft about to enter airspace. ATC can at any time send a data link message to see the location of the aircraft. Oceanic and International Operations Page 37 of 52

38 SL-31-DTL This is an ADS-C Periodic Report. You can see the present position is not an even number, which is typical for a report sent, for example, every 12 minutes, and not at even waypoints: 5355N01455W. In this particular case, the pilot had loaded N5520 as the waypoint instead of 5520N and the operator had not replaced the Nxxyy waypoints with less confusing Hxxyy waypoints (thereby not heeding ICAO/NAT s recommendation in the RLatSM Special Emphasis Items). Accordingly, there was an out-ofconformance alert generated by the ground system because the reported next waypoint was 5530/20 instead of 55/20. Note that on ADS-C reports, the waypoints are sent via full lat/long, so in this case the N5520 waypoint label (ARINC 424/7.2.5) used by the crew was not sent to ATC. With a Confirmed Assigned Route (UM137) and Assigned Route [ ] (DM40), the crew s naming scheme is used. 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. Per the AIM, aircraft providing automatic position reporting via ADS-C should discontinue voice position reports. Oceanic and International Operations Page 38 of 52

39 SL-32-DTL SL-33-DTL This is a Waypoint Report (Waypoint Change Event (WCE)/ position report) at DOGAL with an out-ofconformance alert generated by the ground system because the reported next waypoint was 5530/20 instead of 55/20. This is another ADS-C Periodic Report. Note the uneven present position information: 5437N01716W. Also note here there is a lateral nonconformance, generated because the ground system calculated the current position to be more than a certain number of miles off course. The reported Next and Next +1 are now correct. Oceanic and International Operations Page 39 of 52

40 SL-34-DTL SL-35-DTL This is an ADS-C LATERAL DEV CHANGE report, the result of a Lateral Deviation Event (LDE) contract levied on the aircraft by the ground system. In this case, the aircraft lateral position has deviated from the cleared route by a value greater than that specified in the contract, so the aircraft reported itself to the ground system. Typical LDE contract values range from 2.5NM to 5NM. The TCAS OPERATIONAL: FALSE report is not a reliable message (Ref RTCA DO 258, Because of interface differences on different aircraft and different implementations of the TCAS discrete outputs, the TCAS Health bit does not give a reliable and consistent indication and should not be used for ATS purposes.). This is an ADS-C MET report. It is a typical periodic report. It includes meteorological data which is highlighted. Oceanic and International Operations Page 40 of 52

41 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. Ref. InFO16004 Data Link Communicati on Recording Requirements - Clarifications SL-36-DTL D. USAGE ADS-C was originally used in Oakland and the Pacific as a trial. ADS-C has been used in the Nadi, Tahiti, Auckland, Brisbane, and Melbourne oceanic FIRs, to name a few, since 2000, and is an essential component of FANS 1/A. It is used in all FIRs of the North Atlantic including New York. When a trial is being conducted using data link in a reduced separation environment, two suitably equipped aircraft will be accommodated. The FAA s Advanced Technologies and Oceanic Procedures (ATOP) system (known also by the trademarked name of Ocean 21 ) is the FAA s Flight Data Processing System (FDPS). Ocean 21 includes a conflict probe capability to prevent a loss of separation. Oceanic and International Operations Page 41 of 52

42 SL-37-DTL SL-38-DTL After participants answer the question, click the mouse to display the answer. Question: Where is ADS-C used in the Atlantic? Answer: NAT HLA (formerly NAT MNPS) and WATRS. XI. APPLICATION PROCESS A. GUIDANCE 1. Regional NextGen SAO Specialist First consult with a Regional NextGen SAO Specialist 2. Order , Volume 3: General Technical Administration, Chapter 18, Section 3 Oceanic and International Operations Page 42 of 52

43 Open the Order , Volume 3: General Technical Administration, Chapter 8, Section 3 link. Review the highlighted sections. Currently, , Volume 3: General Technical Administration Chapter 18 explains OpSpec A056. a. N Open N OpSpec/MSpec/LOA A056, Data Link Communication link. Review guidance. b. OpSpec A056 Data Link Communications (LOA) c. OpSpec A056 Data Link Communications (121) Data link approval for OpSpec A056 should be coordinated with the regional AXX-220 branch. 3. NextGen Tracking Tool Open the NextGen Track Tool link. Review highlighted section. Oceanic International Ops, Data link has it owns application type. OpSpec A056 requires review by a Regional SAO Specialist. Oceanic and International Operations Page 43 of 52

44 SL-39-DTL B. APPLICATION REVIEW Application review includes: Applicable TCs/STCs Requested Geographic Area(s) Requested Geographic Area(s) are important because it will help the Regional SAO Specialist determine the data link requirements. Training for Pilots and Operational Control Personnel MX Programs Manuals, Ops Procedures NOTAMs MELs and other related issues Point out that this is not a definitive list and that the ASI should consult the data link checklist posted on the data link website Oceanic and International Operations Page 44 of 52

45 SL-40-DTL ASIs should load and transmit application (CPDLC and ADS-C) via the NextGen Tracking tool to Regional NextGen SAO Specialist. AFS-470 should only be contacted if needed after coordinating with an SAO specialist. XII. DATA LINK APPROVAL 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 transmitted by the FSDO to the Regional NextGen SAO Specialist. This checklist should be reviewed by the operator and the FSDO/CMO when there is a request for CPDLC and ADS-C authorization. ASIs will find the most current checklist on the AFS- 470 website. Click on website link on slide to view checklist - offices/avs/offices/afs/afs400/afs470/datacomm/ Oceanic and International Operations Page 45 of 52

46 SL-41-DTL XIII. DATA LINK TECHNICAL DOCUMENTS FOR GLOBAL STANDARDS These RTCA documents are used by regulators to establish technical requirements and performance capabilities of data link equipment. They are often mentioned in FAA guidance. RTCA originally stood for Radio Technical Commission for Aeronautics. They are now only known by RTCA. RTCA DO Safety and Performance Standard for Baseline 2 ATS Data Communications, Initial Release ((Baseline 2 SPR Standard) Volume I and II RTCA DO Safety and Performance Standard for Air Traffic data link Services in Oceanic and Remote Airspace RTCA DO Minimum Operational Performance Standards for Aeronautical Telecommunication Network (ATN) Avionics These are technical documents that you should be aware of. Oceanic and International Operations Page 46 of 52

47 SL-42-DTL XIV. DATA LINK OCEANIC ERRORS 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. Many operators say they have never heard of these errors or the OESB bulletin, so let s review. A. OCEANIC ERRORS SAFETY BULLETIN (OESB) The OESB document is updated periodically. Oceanic data link errors are closely monitored by specific regional agencies. Click the EUR NAT (Paris) website link on the slide and go through the steps to locate the document. - Select EUR NAT Documents on the left hand navigation bar. Select NAT documents in center of page. Select the OESB. Open the PDF document link on slide to review. Oceanic and International Operations Page 47 of 52

48 B. MONITORING AND RESOLVING DATA LINK PROBLEMS 1. NAT Data Link Monitoring Agency (DLMA) Open the NAT Data Link Monitoring Agency (DLMA) link. Ref. GOLD Point out contact information from the GOLD. 2. South Pacific-FANS Interoperability Team (FIT) 3. Gulfstream Internal Form Gulfstream refers to the aircraft manufacturer. Review CPDLC Errors Reiterate the fact that messages may be corrupted when printing. SL-43-DTL After participants answer the question, click the mouse to display the answer. Oceanic and International Operations Page 48 of 52

49 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. When Gulfstream receives this internal reporting form from an operator, the company coordinates with the relevant regional monitoring agency for investigation. 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. Oceanic and International Operations Page 49 of 52

50 SL-44-DTL XV. SUMMARY A. REVIEW SL-45-DTL In this lesson, we discussed the following: Importance of data link Components of a data link system Types of data link systems Data link services coverage areas Data link system benefits Data link guidance and reference materials Flight Standards website on data link Oceanic and International Operations Page 50 of 52

51 SL-46-DTL Controller Pilot data link Communications (CPDLC) Automatic Dependent Surveillance-Contract (ADS-C) Application Process Data link approval checklist Data link technical documents for global standards Data link oceanic errors B. OBJECTIVES In accordance with published references listed in this lesson, and in keeping with your job functions, you are now 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. Identify the resources associated with data link. Oceanic and International Operations Page 51 of 52

52 C. PREVIEW The next lesson will focus on oceanic checklist and SLOP. Oceanic and International Operations Page 52 of 52