62726506-Ata-46-20-Atims-General

Training Manual A319/A320/A321 A330/A340 ATA 46 Information Systems 46-20

Book No:

A319/A320/A321/A330/A340 46 L3 e

Air Traffic Information Management System (ATIMS)

Lufthansa Technical Training GmbH Lufthansa Base

Issue: Jul 2001 For Training Purposes Only  Lufthansa 1995

For training purposes and internal use only. Copyright by Lufthansa Technical Training GmbH. All rights reserved. No parts of this training manual may be sold or reproduced in any form without permission of:

Lufthansa Technical Training GmbH Lufthansa Base Frankfurt D-60546 Frankfurt/Main Tel. +49 69 / 696 41 78 Fax +49 69 / 696 63 84 Lufthansa Base Hamburg Weg beim Jäger 193 D-22335 Hamburg Tel. +49 40 / 5070 24 13 Fax +49 40 / 5070 47 46

TABLE OF CONTENTS ATA 46 INFORMATION SYSTEM . . . . . . . . . . . . . .

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46-20 AIR TRAFFIC INFORMATION MANAGEMENT SYSTEM . . . . . .

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INTRODUCTION / WHAT IS FANS ? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FANS ADVANTAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSITION TO FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM? . . . . . . ATIMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIM FANS ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS A CONFIG ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATALINK ALERTS AND WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU SOFTWARE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU SOFTWARE CONT‘D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU DATALINK APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU RECONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU/VDR3 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMP UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMM STATUS PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPANY CALL PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTENANCE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BITE ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LINK TEST‘S OF THE ATSU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 2 4 6 8 10 12 14 16 20 22 24 26 28 34 36 38 40 42 44 46 48 50 52 54 66 68

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TABLE OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 4 Figure 5 Figure 21 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 15 Figure 13 Figure 16 Figure 17 Figure 9 Figure 18 Figure 19 Figure 20 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29

CNS/ATM Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATIMS Installations (A340 shown) . . . . . . . . . . . . . . . . . . . System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DCDU‘s and ATC MSG Lights . . . . . . . . . . . . . . . . . . . . . . ATSU Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU Interfaces and Software . . . . . . . . . . . . . . . . . . . . . . ATSU Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCDU MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATIMS - Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATIMS - Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATIMS - Ground Network . . . . . . . . . . . . . . . . . . . . . . . . . COMM INIT and VHF SCAN MASK . . . . . . . . . . . . . . . . ATSU / VDR3 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . ATIMS - RMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU / COMM STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU / COMPANY CALL . . . . . . . . . . . . . . . . . . . . . . . . . ATSU / MAINTENANCE Pages . . . . . . . . . . . . . . . . . . . . ATIMS - BITE Architecture . . . . . . . . . . . . . . . . . . . . . . . . ATIMS - SYSTEM REPORT / TEST page access . . . . LRU IDENT Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM TEST Page 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM TEST Page 2 (DCDU TEST Indication) . . . . . SYSTEM TEST Page 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . ATIMS - Specific Data Page . . . . . . . . . . . . . . . . . . . . . . . LINK TEST‘s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 11 13 15 19 21 23 25 27 29 31 33 37 39 41 43 45 47 49 51 53 55 57 59 61 62 63 65 67

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ATA 46

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INFORMATION SYSTEM

46-20 AIR TRAFFIC INFORMATION MANAGEMENT SYSTEM

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INTRODUCTION / WHAT IS FANS ? GENERAL FANS is an abbreviation and is for Future Air Navigation System. Thus a procedure represents FANS, which is to be used in the future for navigation in aviation. The air traffic control created for it a concept, which itself is called CNS/ATM (Communication Navigation and Surveillance / Air Traffic Management). This informations defined by the I.C.A.O. 1983 were already published. CNS/ATM represents a concept for the safe and efficient handling of future air traffic, whereby additionally larger capacities result from this new procedure. Further the structure of a GNSS (Global Navigation Satellite System) is being introcuded which is led by the European countrys This wil be a system used only for cvil aviation. The IATA (Asia Pacific Group) undertook large efforts, to introduce this concept and their members will benefit from introduction of the ” test tracks ” in 1998 between Asia, Europe and the USA. For future Navigation procedures in aviation the abbreviation FANS has been generally established.

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Air Traffic Control Today

Air Traffic Control Tomorrow

Communication / Navigation / Surveillance

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Communication takes place by HF or VHF radio communication. This language transmittal, typically through a “Third ” person , which translates the messages of the crews at the teleprinter and further sends them to the air traffic controllers. Over the continents (the USA, Europe) navigation is based on ground-based radio beacons (VOR, NDB). Over water and small settled or poor countries, navigation takes place by INS (Inertial Navigation System). In the air space over highly developed countries the position monitoring takes place by ground-based radar. Over water and small developed countries the position monitoring is made by verbally delivered position signals via HF.

Communication takes place via Satellite Communication (Data and Voice)

Navigation takes place by GPS (Global Positioning System). For this a “civil ” GPS = GNSS :will be introduced. Position monitoring takes place automatically and via Satellites.

GNSS 1 represents a transition level to GNSS 2 it be based on the militarily controlled systems GPS and GLONASS, but however certain civilian components (e.g. EGNOS) have been added to improve the use of the Satellitennavigtion in the European air space. GNSS 2 is a global ” civilian ” satellite system, which is controlled and led by the EU+CIS. It fulfills all European aviation requirements and will be introduced in addition, in order to become certified as the only navigation system for all flight phases (+Differential GNSS Ground station).

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FANS ADVANTAGES . What are the advantages of FANS? 1. The seperation between the airplanes (in flight) can be reduced. More airplanes per time unit on a route. 2. Air routes can be optimized. 3. More direct routes. 4. Satellite communication. 5. When crossing other air routes it can be omitted more frequently to change to a lower and thus uneconomic flight level. At the same time an increase of the safety standard will take place. .Why FANS is necessary? The current air traffic routes represent often a longer route between two points on the earth than phisically necessary and are used mainly with their maximum capacity.

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That means: S increased fuel consumption by ” detours ”. S cargo capacities cannot be used completely, since too much fuel must be carried forward. S takeoff delays caused by overcrowded air space.

1. Distance / Separation In order to be able to determine the ” safety margin ” from airplanes, the following factors must be considered: - errors in navigation actually and - potential errors in the voice communication between crews and air traffic controllers. The problems of the traditional, spoken position signals and the delays in connection with high frequency transfers over ” Relay” stations (20 - 45 minutes to transmit a position report), require an enormous distance between individual airplanes. This distance is typically 100 Nm to geographical latitude and 120 Nm at geographical length. This results in a surface of 48.000 NM2, which are blocked by a single airplane! The consequence of the fact is that many airplanes can‘t fly at the optimum altitude and with the optimum speed. FANS equipped airplanes however can deliver automatically their position as well as its further intentions (heading/track, speed, altitude) with the help of a satellite connection at least every five minutes.The determination of the position takes place with the help of the very exact Global Positioning System (GPS) or Global Navigation Satellite System (GNSS). Digital data communication between the crew and the air traffic controller reduces drastically the possibilities of errors and permits lessseperation between individual airplanes. The total of improvements in communication, navigation and surveillance of air traffic enables Air Traffic Control to reduce the seperation between the airplanes. For this reason the flight can be performed in optimum altitude which also reduces the fuel burn. 2. Optimized air routes Transatlantic flights e.g. are planned at present with meteorological data, which are approx. 12 to 18 hours old. If satellite communication is used, which represents a section of FANS, the current meteorological data can be transmitted to the airplane during flight. The flightcrews are now able to create an optimized flight plan, or on the ground an appropriate plan is created and transmitted to the crew. This dynamic planning enables airlines to carry forward, less fuel for“Eventualities ”, which means again that still lessfuel is used, or more pay load can be carried forward.

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3. More direct routes In many cases the current air routes are a compromise due to the navigation aids available on the ground and radar coverage. This leads to extended air routes. However if the advantages of the satellite navigation and communication are used, the possibility is higher of flying more direct and thus shorter routes. After introduction of FANS the operators of airplanes benefit of the lower fuel consumption, of shorter flying times and increased pay loads. Costs related to crews and maintenance are thereby reduced,too. To fly FANS routes, the airplanes must fulfill the following requirements: 1. Airline operational control (AOC) data link AOC connection permits the airlines, to transmit optimized roures, to deliver position signals and to transmit current wind information about the data link. 2. Automatic Dependent Surveillance (ADS) The ADS function transmits the current position via satellite or VHF data link to air traffic control. Automatic surveillance of ”enroute ” airplanes takes place. 3. Air Traffic Control (ATC) data link The ATC datalink connection replaces voice communication of the crew with the air traffic controllers. Desired modifications of the original flight plan can be transmitted. The air traffic controllers have the possibility of requesting via this way modifications of the original flight plan. 4. Global Positioning System (GPS) or GNSS integration By using GPS or GNSS a more exact positioning on routes and during approach is possible. The navigation system must prove that it achieves the necessary RNP. It provides also a time reference for the RTA, see below.. 5. Required Navigation Performance (RNP) RNP criteria describe accuracy, integrity and availability for ” FANS ” operations. The navigation systems are permanently monitored.If the accuracy required for a route is reduced, the crew is informed and can initiate counteractions if necessary.

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6. Required time of Arrival (RTA) With RTA air traffic control can transmit temporal limitations concerning a waypoint. This enables the crew to achieve a certain geographical point at a previously defined point in time. The cruising speed is adapted to the requirements automatically, so that the desired waypoint at the desired point in time (+ / - 30 seconds) is achieved. If the desired RTA is not possible, the crew is alarmed visually. 4. Satellite communication With the aid of the satellite navigation the period of reply for an airplane, which requests a “Level CHANGE ” on an optimal flight altitude, can be reduced to a few minutes. A saving of fuel is the result. At present the time for a reply is approx. 20 min. to 45 min. 5. Flight level change In order to avoid potential conflicts, an airplane, which achieves a crossing airway, must be vertically separated from all other airplanes. This means that one of two airplanes must leave its actual altitude to an altitude up to 4000 feet below its optimal flight altitude. If the air traffic controller has more accurate position data and if the airplane can control its speed in such a way that the flight level change is achieved at a certain point in time, the vertical seperation for this manouver is used less often.

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TRANSITION TO FANS

. Schedule for the introduction of CNS/ATM Yeear 97 98 99 00 01 02 03 04 . 08 South Pacific Sibiria China India North Atlantic Worldwide? CNS ATM I.1.→

Satellite Antenna Ground Earth Station (GES)

VHF Antenna VHF Rmote Ground Station (RGS)

I.2.→ I.3.→ I.4.→ DLH from June 2000 4 acft.

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Steps for the introduction of FANS 1. Test with ” FANS-1/A ” (previous FANS) - changes of processes - use of available airplane equipment w. 2. Transition to CNS/ATM ” FANS A ” - improvement / extension of the aircraft equipment - retirement of the old airplane and ground equipment 3. New technologies - ADS-B - Free Flight 4. Complete transition to CNS/ATM ” FANS B ” (I.C.A.O. requirement)

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What is AIM FANS A or ATIMS? With Airbus these DATA link ” AIM FANS A ” called (Airbus Interoperable Modular) or ” ATIMS ” (Air Traffic and Information Management System). The new unit which houses the ATIMS fuctions is called ATSU (Air Traffic Services Unit). This ATSU will replace the ACARS MU. The ATSU forms the platform for the ACARS and FANS operation after the line-up. (the ATSU is to be found in the ATA Chapter 46!!) The further difference exists in the use of two ” ATTENTION GETTERS ” i.e. two ATC message lights and two new DCDU’s (Datalink Control Display Unit) as well as the use of of a new MMR (Multi Mode Receiver) which processes the ILS / MLS / GPS data.Otherwise FANS A and FANS 1 are identical as far as possible.

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What is FANS-1? On the way up to the complete introduction of CNS/ATM the available aircraft are equipped or upgraded gradually with the necessary systems. The manufacturer BOEING calls its systems with ADS and CPDLC at present FANS 1, AIRBUS however FANS A. CPDLC is for CONTROLLER/PILOT DATA links Communication and represents satellite connections between the air traffic controllers and the crews. What is CNS/ATM-1? Airplanes with FANS-1/A and additionally ADS-B (AUTOMATIC Dependant Surveillance Broadcast) as well as the final installation of a new ATN (Aeronautical Telecommunication network) represent the future standard CNS/ATM-1. ADS-B means sending (Broadcast) all necessary information for automatic air traffic control to all other airspace users. The recipients are thereby automatically enabled,to initiate the appropriate measures for the avoidance of collisions. What is Free Flight? Free Flight represents a concept, with which airspace users may fly ” free ” and undisturbed from the air traffic control (ATC), as long as security is not endangered.

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REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM? ACARS Aircraft Communication Addressing and Reporting System. S Data communication of the airline for surveillance, for maintenance, for aircraft operational data and others. FMS-MCDU-ACARS INTERFACE Flight Management System Multipurpose Control and Display Unit S flight plan, Take-Off information and wind information can be transmitted ” up” to the aircraft. S position signals, flight progress, flight plan, performance data and if necessary ADS reports of the aircraft can be transmitted ” down ” to the ground station. S display of the RNP as a function of the air route and the flight phase. S calculation and display of the current ANP (Actual navigation performance) in dependency of the availability as well as the accuracy of the navigation systems. S power specification concerning the necessary cruising speed this is necessary to maintain certain RTA. S provides mode selectors , in order to support the AOC function.

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SATCOM DATA or HF DATA Satellite Communication or High frequency DATA S voice transmission only as ” Backup ” for data communication. GPS / GNSS Global Positioning System (military/civilian) Global Navigation Satellite System (civilian) S high accuracy during the positioning. High system integrity. S ability for navigation on all RNP routes. ATC Communication Annunciation Air Traffic control S visual and aural alerting of the crew with messages of air traffic control. FRA US/T to

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COMMUNICATION SATELLITES (SATCOM)

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AIRLINE AOC

NAVIGATION SATELLITES (GPS/GNSS)

DIFFERENTIAL GPS/GNSS STATION

INFORMATION SERVICE ATC CENTER

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ATIMS DESCRIPTION The ATIMS consists of: 1ea ATSU: It’s a modular hosting platform that: Centralizes all data communication-related functions: - ATC datalink, - Airline data communication. Manages the dedicated Human Machine Interface for datalink. Hosts software developed by several suppliers: - ATC software controlled and managed by Airbus/Aerospatiale,

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- Customizable AOC software open to competition between ACARS vendors (Rockwell Collins and Allied Signal); Communicates initially via ACARS networks: –Is upgradable to communicate over ATN (Aeronautical Telecommunication Network). The main functions performed by the ATSU are: S to host the various datalink applications, including Airline Operational Control and Air Traffic Services, S to provide management and access to the different datalink services available, S to provide management and access to the various datalink networks available. 2ea Datalink Control and Displays Units (DCDUs) which provide the flight crew with display capabilities and control resources, allowing the display of data received from ATC and the sending of answers and messages to ATC. 2ea ATC MSG attentions getters: P/Bs used for visual alert in case of ATC messages reception. NOTE:The two DCDUs are not fitted in Pre-FANS configuration and the ATC MSG pushbuttons switches are not operational. The ATSU is connected to the following units and uses the services of these multipurpose devices for interface needs: S the Multipurpose Control and Display Units (MCDUs) S the Printer S the Flight Warning Computers (FWCs) S the Radio Management Panels (RMPs). FRA US/T to

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AIM FANS ARCHITECTURE General AIM - FANS program launched by Airbus Industrie is designed to allow the aircraft to adapt to the steps of the transition towards the ultimate ((Fans Worl& through modular and flexible avionics upgrade. In order to optimize the system architecture of the Airbus range of aircraft, the ATSU will also integrate right from its entry into service the functions that are currently available on the ACARS equipment, such as the routing function and all AOC services dedicated to exchanges, between the aircraft and the airline operational centers. Due to entry into service in 1998, the ATSU and associated systems will enable the airlines to draw maximum benefit from the new communications and navigation facilities, while retaining an aircraft architecture capable of receiving future upgrades. NEW: ATSU= Air Traffic Services Unit DCDU= Datalink Control and Display unit MMR= Multi Mode Receiver UPDATED: CMS= Central Maintenance System FMS= Flight Management System FWS= Flight Warning System HFDR= HF Data Radio MCDU= Multipurpose Control and Display Unit VDR= VHF Data Radio

System Description The Air Traffic and Information Management System is organized around a host platform which integrates datalink applications and the routing function. The ATIMS system can be configured in two ways: S in Pre-FANS configuration: - Air/ground communication Router Function (ARF) - Airline Operational Control applications (AOC). NOTE : The Datalink Control and Display Units (DCDU) and the ATC MSG pushbutton switches are not operational. or S in FANS A configuration: - Air/ground communications Router Functions (ARF) - Airline Operational Control applications (AOC) - FANS A Air Traffic Control (ATC) applications. NOTE : The DCDUs and the ATC MSG pushbutton switches are operational.

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DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS A CONFIG ONLY) The DCDUs are the interface means dedicated to the ATC applications. They provide the flight crew with display capabilities and control means, allowing the display of messages received from ATC ground center and the sending of answer and messages to the ground center. The DCDUs are managed by the ATSU which processes and organizes the data in screen pages to be displayed and translates received key codes into crew orders (soft keys). Functional Operation The DCDU has two main functions: S Display function: display of the air traffic system information to the flight crew The DCDU is equipped with an LCD flat panel. The DCDU displays the messages formatted by the ATSU on a black background, in eight different colors: amber, black, cyan, green, magenta, red, white and yellow. These messages are in semi-graphical format and include alphanumerical text and simple graphical attributes such as boxes, arrows, separation lines, ”inverse video”... S Control function: a response device for the flight crew. The DCDU has: - four pushbuttons switches associated to menu keys named ”soft keys” - four engraved pushbuttons switches dedicated to: S page up and down functions. S message up and down functions . S print function . S manual brightness control.

Physical Description The DCDU is equipped with a LCD screen and twice four push-buttons located on each side of the screen. Electrical Characteristics S power supply: 28VDC S dissipated power : 16.5 Watts (average value). S one back connector ATC MSG Illuminated Pushbutton Switches Description These pushbutton switches provide the flight crew with a visual alert in case of ATC message reception and with an alert cancel means by pressing them. In addition, an aural alert is triggered by the FWCs, single or repetitive chime sounds according to the priority of the message.

In addition, the pushbuttons switches are lighted for night vision in accordance with the general cockpit selection. Each DCDU has a ”black screen” function in order not to disturb the flight crew in case of abnormal display. Any action on a pushbutton switch is transmitted to the ATSU. Any action on a menu key is acknowledged by the DCDU itself on the display, prior to and independently of a possible message change from the ATSU, by a reverse video display.

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DATALINK ALERTS AND WARNINGS The ATIMS system uses the services provided by the FWCs to activate visual/ aural alerts and warnings for: S air/ground communication services S hosted AOC applications S ATC applications. They are generated depending on the following ATSU information: S its own status: - ATSU Fault/No Fault - CPDLC application Fault/No Fault - ADS application Fault/No Fault - Standard AOC application Fault/No Fault. S its interface status with communication system units: - VDR3 data mode status (Fault/No Fault) - Selected VDR3 mode (Data/Voice) S the Data-link availability: - Communication peripheral status (Fault/No Fault) - ATC presence in ATSU (to avoid an automatic display in Pre-FANS configuration). Air/ground communication warnings In FANS A configuration The FWCs are used to generate air/ground communication warnings such as internal ATSU failure, datalink status (failure or unavailability) and Communication system failure. They are managed by the FWCs according to ATSU information (and from other on-board systems), to the flight phase and to the priority level. Limitations are displayed to the crew to indicate the availability of the communication sub-networks and of the pilot/controller communication (CPDLC application). In case of datalink unavailability, the procedure is to return to the VOICE mode. The following table presents the main alarm generation conditions. NOTE : All these alarms are inhibited during takeoff and landing phases.

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In Pre-FANS configuration The FWCs generate the system warnings such as internal ATSU failure, loss of datalink applications or communications... They are inhibited during some flight phases according to the priority level. 1. System warnings The FWCs display the following warnings/malfunctions in amber on the EWD: - DATALINK ATSU / ACARS FAULT in case of ATSU failure - DATALINK ATSU / ACARS FAULT+ ATSU INIT FAULT when the ATSU Router is not initialized - DATALINK COM NOT AVAIL when the VHF3 and the SATCOM networks are not available - DATALINK COM FAULT + VHF3 + SATCOM FAULT when the VHF3 and the SATCOM systems are faulty. This green memo is displayed on the bottom left section of the EWD: - DATALINK STBY when the VHF3 and the SATCOM systems are in NO COMM status. 2. INOP System The following INOP System indications are displayed in amber on the System Displays (SD): - ATSU / ACARS - DATALINK COM 3. Limitations This limitation indication is displayed in cyan in the SD: - COMPANY COM VOICE ONLY NOTE: On A320 family aircraft a failure concerning the ATSU is still indicated as an „ACARS FAULT“ on the ECAM displays.

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EWD MESSAGE

ATTENTION GETTERS

STATUS

FAILURE CASE

DATALINK ATSU / ACARS FAULT (Amber)

Master Caution / Single Chime

INOP SYSTEM (Amber): ATSU / ACARS DATALINK ATC DATA COMPANY LIMITATION (Cyan): ATC COM VOICE ONLY

ATSU failure or wrong pin programming parity No datalink communications are available between ground and the aircraft

DATALINK ATSU / ACARS FAULT ATSU / ACARS INIT FAULT (Amber)

Master Caution / Single Chime

INOP SYSTEM (Amber): ATSU / ACARS DATALINK ATC DATA COMPANY LIMITATION (Cyan): ATC COM VOICE ONLY

Initialization failure: Mandatory parameter(s) (VHF SCAN MASK; A/L IDENT or A/C REGISTRATION) are is (are) missing No datalink communication

COMPANY / ACARS DATALINK STBY (Green Left Memo)

Temporary loss of AOC datalink communication, but no failure detected

DATALINK COMPANY FAULT

INOP SYSTEM (Amber): DATA COMPANY

ATC DATALINK STBY

For Training Purposes Only

DATALINK ATC FAULT (Amber) ATC COM VOICE ONLY (Cyan)

AOC datalink communication failure due to loss of all air-ground communication means Temporary loss of ATC datalink communication, but no failure detected.

Master Caution / Single Chime

INOP SYSTEM (Amber): DATALINK ATC LIMITATION (Cyan): ATC COM VOICE ONLY

ATC datalink communication failure due to loss of all air-ground communication means, airborne ATC applications lost or both DCDU‘s failed

COM HF1 DATA FAULT (Amber)

INOP SYSTEM (Amber): HF1 DATA

HF1 datalink communication failure

COM VHF3 DATA FAULT (Amber)

INOP SYSTEM (Amber): VHF3 DATA

VHF3 datalink communication failure

COM SATCOM DATA FAULT (Amber)

INOP SYSTEM (Amber): SATCOM DATA

SATCOM datalink communication failure, message is not displayed if COM SATCOM FAULT is already shown

HF VOICE (Green Right Memo pulsing)

HFDR is in VOIVE mode

GND HF DATA (Green Right Memo)

HF DATA on ground

VHF3 VOICE (Green Right Memo pulsing)

VDR3 in VOICE mode

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Company alerts (in pre-FANS and FANS A configurations) The ATSU generates the alert while the FWCs manage the flight phase inhibition, the alert cancel and priority. The FWCs manage three different alerts according to the standard AOC message arrived from the airline and display the following green memo on the bottom right section of the EWD: S COMPANY MSG without any sound associated, when a standard AOC message is received from the airline. S COMPANY CALL without any sound associated, when a message is received from the airline requiring a voice conversation. S COMPANY ALERT, pulsing during the first three minutes and associated with a buzzer sound limited to one second, when an alert message is received from the airline NOTE : The first two messages are inhibited during takeoff and landing phases. ATC MSG alert (in FANS A configuration only) ATC alerts are generated to warn the crew: S when a new ATC message arrives from the ground S when a reminder message (for a deferred clearance or a report request) is automatically presented within the DCDU message file. The ATC alerts consist in: S one aural alert: specific sound named RING (double brief ringing: phone ring). According to the message priority, the aural ATC alert is less or more repetitive. The sound is emitted through the Audio Management Unit (AMU). S one visual alert: flashing of two lighted pushbutton switches labeled ’ATC MSG’ and located in the glareshield. NOTE : No ECAM message is displayed with an ATC alert. The ATSU handles this alert operationally (flight phase inhibition, sound and light repetition, synchronization and delay, alert cancel...) while the FWCs are in charge of aural alert priority handling, transmission to the AMU and electrical signal generation of the lighted pushbutton switches (flashing light). The illumination and the extinction of the two pushbutton switches are coupled, but no synchronization is required from the FWCs. FRA US/T to

A319/A320/A321/A330/A340

Jan 01

The following fuctions are provided for MSG and Alert handling: 1. Sound and light synchronization Two different signals are used to manage separately the aural and visual warning (synchronization, delay...). 2. Accumulation of alerts Two different alerts have two corresponding sounds always separated by a transition period (a silence) of two seconds. During this transition period, the pushbutton switches are off. 3. Alert cancelling The ATC alert is cancelled by pressing either ATC MSG pushbutton switch or by answering the corresponding message on the DCDU by pressing one softkey. Pressing the MASTER WARN and/or the MASTER CAUT pushbutton switches does not affect the ATC alerts. Closing the current alert by pressing the ATC MSG pushbutton switches cancels the alert for all messages arrived in the meantime. 4. Flight phase inhibition ATC alerts are inhibited during takeoff and landing phases. 5. Priority level If a message arrives and requires a higher level alert than the alert in progress, it takes priority. 6. Sound and light repetition For repetitive aural alerts, the first sound is not emitted. The ATC MSG pushbutton switches first come on and then, repetitive sounds start after a time delay corresponding to the frequency rate.

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ATC MSG SINGLE CHIME + MASTER CAUTION

For Training Purposes Only

ECP

COMPANY MSG

Figure 5 FRA US/T to

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ATSU Warnings Page 19

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ATSU DESCRIPTION The new ATSU (Air Traffic Services Unit) is certified of the JAA in Dec.98 for the A330 / 340 and in June 99 for the A320 family. Herewith the way for a full ” DATA-LINK Communications ” between the pilots and Air Traffic Control is opened. The ATSU, which is part of the Airbus modular AIM FAN strategy, replaces the available ACARS unit in all new A330 and A340 airplanes. The ATSU is manufactured by Aerospatiale Matra and fullfills the the worldwide possibilities for DATA LINKS as the ACARS before. Additionally it also covers DATA LINK fuctions with ATC which are being activated in the future. The ATC DATA link communication however goes beyond the language, since it operates with more precise text Messages to the pilots in order to reduce possible navigational errors. The new ATSU is thus the first ” Avionics Computing Resurce ” which enables the airlines the possibility to select between different software manufacturers. The airlines have the choice to select either the AlliedSignal or the Rockwell AOC software (Airline Operational Control). LUFTHANSA HAS CHOOSEN ALLIED SIGNAL FOR THE AOC SOFTWARE. WITH THE ATN ROUTER HOWEVER FOR ROCKWELL.

For Training Purposes Only

NOTE:

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DATA COMMUNICATIONS SYSTEMS (SATELLITE DIGITAL RADIO MODE-S)

For Training Purposes Only

NAVIGATION SYSTEMS

HMI (DCDU‘s, MCDU‘s, PRINTER...) Figure 6 FRA US/T to

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GROUND: ATC AIRLINE INFO SERVICES

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ATSU SOFTWARE DESCRIPTION General The ATSU is the main component of the system. Its architecture is based on: S an Air Traffic Service Unit (ATSU) hardware case S an ATSU A/C INTERFACE software uploaded in the ATSU through the Multipurpose Disk Drive Unit (MDDU) or the portable data loader S an AOC software uploaded in the ATSU through the MDDU or the portable data loader S an ATSU FANS A APPLICATIONS software uploaded in the ATSU through the MDDU or the portable data loader (only in FANS A configuration). The ATSU Software consists of the three following Software packages, each package includes one or more disks.

For Training Purposes Only

ATSU A/C interface software Its different functions are : S monitoring of the system (power supply and BITE functions) S acquisition of the aircraft parameters for applications software use S management of the air/ground communications (ARF function) S management of the communication with the on-board peripheral units S management of the human/machine interface (MCDU, DCDU, Printer and alert function) The Software loaded is the ATSU A/C INTERFACE Software (20TX)

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Figure 7 FRA US/T to

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ATSU Interfaces and Software Page 23

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ATSU SOFTWARE CONT‘D FANS A application software The FANS A application packages consist of: S ATSU AFN (ATS Facilities Notification) application software The purpose of this application is to establish the contact with the ATC ground center, then to provide the ATC center with the aircraft registration, the datalink applications available on the aircraft with the corresponding addresses. S ATSU CPDLC (Controller-Pilot DataLink Communications) application Software The aim of this application is to provide dialog between ATC controllers and flight crew, using datalink communication instead of voice communications. Each CPDLC message is composed of a set of message elements which correspond to the existing phraseology used by current ATC procedures. S ATSU ADS (Automatic Dependent Surveillance) application Software The ADS function is to provide the ATC ground center with aircraft surveillance data through periodic, event or on-demand reports. Two utilities packages are necessary for ATC applications: S ATC HMI UTILITIES software: this package provides services for the HMI of the ATC application (DCDU, MCDU, printer and ATC alert) S ATC INTEGRATION UTILITIES software: this package provides services for integration of the ATC application with on-board system, mainly for interface with the FMS. The Software loaded for the ATSU FANS A Applications are composed of five sets of disks: S ATC HMI UTILITIES software disk (25TX) S ATC INTEGRATION UTILITIES software disk (26TX) S ATSU AFN APPLICATION software disk (28TX) S ATSU ADS APPLICATION software disk (27TX) S ATSU CPDLC APPLICATION software disk (29TX) NOTE : They have to be loaded in the order shown above and the two DATA LOADER selector switches must be set to OFF between each set of disk uploading. The ATSU must perform a Power On Self Test to validate each application uploading.

FRA US/T to

Jul 01

AOC software The AOC software consists in hosted AOC applications which are depending on airline definition. These datalink applications concern operations related to the flight such as flight plans, weather, behaviour of aircraft elements transmitted for maintenance reasons, fuel quantity, personnel management, gate management... The Software loaded is the Airline Operational Control (AOC) Application Software (22TX) and the AOC Database (24TX) IMPORTANT NOTE FOR ALL DATA LOADING PROCEDURES !!! As mentioned in the Airbus AMM and TSM procedures the Data Loader selector switches (overhead panel) must be set to OFF when the data loading of ONE software P/N, which may include 1 or more disks, is completed (TRANS COMPLETE on MDDU) then, you must wait for the disappearance of the ECAM alert, DATALINK ATSU FAULT, and the return of the ATSU prompt on MCDU, before go on with the NEXT software P/N uploading. The loading time for one full disk is ten minutes approximately but the AFN application is quickly loaded (two minutes approximately). After the uploading operations, the operator must mandatorily do a check of the reference of the data loaded in the computer, on the MCDU.

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Figure 8 FRA US/T to

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ATSU DATALINK APPLICATIONS Three menus are available: Air/Ground communication menu The COMM MENU is available in pre-FANS and FANS A configurations and gives access to: S the COMM INIT page to initialize the datalink communications S the VHF3 DATA MODE page to select the ground station (Service Provider) for datalink communications S the VHF3 VOICE DIRECTORY page to select the mode VOICE or DATA and the VOICE frequency S the COMM STATUS page to display the availability of the VHF3 and SATCOM networks S the COMPANY CALL page to display the message content and to validate a VOICE-GO-AHEAD S the MAINTENANCE page which comprises a TEST part and an AUDIT part

For Training Purposes Only

Airline company menu The AOC menu is comprised in pre-FANS and FANS A configurations and is specific to the airline. Generally it hosts these applications: S configuration/initialization. S downlink message entry/selection/transmission. S uplink message display

Controller-Pilot Data Link Communication Menu The ATC menu is only comprised in FANS A configuration and gives access to: S the LAT REQ page for request of lateral trajectory changes to the ATC center S the WHEN CAN WE page for time estimation request to the ATC center S the MSG LOG page to display any message closed and stored on the DCDU S the NOTIFICATION page to initialize the ATS Facilities Notification with an ATC center and establish contact S the VERT REQ page for request of vertical trajectory changes to the ATC center S the OTHER REQ page for miscellaneous request such as voice contact request with ATC center S the TEXT page to send justifications to negative replies to the ATC center S the REPORTS page to generate automatically position reports at each ATC waypoint S the CONNECTION STATUS page to display the status of the CPDLC connections and to activate/deactivate the ADS applications S the EMERGENCY page to generate emergency messages to the ATC center.

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MCDU MENU

ATSU DATALINK