a330 b2 Ata46 Infomation Systems Basic.unlocked

September 11, 2017 | Author: Aaron Harvey | Category: Air Traffic Control, Global Positioning System, Airplane, Navigation, Aerospace Engineering
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Airbus A319/A320/A321 A330/A340 ATA 46 Information Systems 46−20 Air Traffic Information Management System (ATIMS)

A320/A349 FAM. 46

Issue: JAN2001 Author: ToR For Training Purposes Only  LTT 2006

Training Manual

Revision Identification: The date given in the column ”Issue” on the face of this cover is binding for the complete Training Manual. Dates and author’s ID, which may be given at the base of the individual pages, are for information about the latest revision of that page(s) only. The LTT production process ensures that the Training Manual contains a complete set of all necessary pages in the latest finalized revision.

For training purposes and internal use only.  Copyright by Lufthansa Technical Training (LTT). LTT is the owner of all rights to training documents and training software. Any use outside the training measures, especially reproduction and/or copying of training documents and software − also extracts there of − in any format all (photocopying, using electronic systems or with the aid of other methods) is prohibited. Passing on training material and training software to third parties for the purpose of reproduction and/or copying is prohibited without the express written consent of LTT. Copyright endorsements, trademarks or brands may not be removed. A tape or video recording of training courses or similar services is only permissible with the written consent of LTT. In other respects, legal requirements, especially under copyright and criminal law, apply. Lufthansa Technical Training Dept HAM US Lufthansa Base Hamburg Weg beim Jäger 193 22335 Hamburg Germany Tel: +49 (0)40 5070 2520 Fax: +49 (0)40 5070 4746 E-Mail: [email protected] www.Lufthansa-Technical-Training.com

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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 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.

For Training Purposes Only

 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.

For Training Purposes Only

That means:  increased fuel consumption by ” detours ”.  cargo capacities cannot be used completely, since too much fuel must be carried forward.  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. CNS 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 I1.→

Satellite Antenna Ground Earth Station (GES)

VHF Antenna VHF Rmote Ground Station (RGS)

I2.→ I3.→ I4.→ 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.

For Training Purposes Only

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. = FAN + ADS_B 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.  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  flight plan, Take-Off information and wind information can be transmitted ” up” to the aircraft.  position signals, flight progress, flight plan, performance data and if necessary ADS reports of the aircraft can be transmitted ” down ” to the ground station.  display of the RNP as a function of the air route and the flight phase.  calculation and display of the current ANP (Actual navigation performance) in dependency of the availability as well as the accuracy of the navigation systems.  power specification concerning the necessary cruising speed this is necessary to maintain certain RTA.  provides mode selectors , in order to support the AOC function.

For Training Purposes Only

SATCOM DATA or HF DATA Satellite Communication or High frequency DATA  voice transmission only as ” Backup ” for data communication. GPS / GNSS Global Positioning System (military/civilian) Global Navigation Satellite System (civilian)  high accuracy during the positioning. High system integrity.  ability for navigation on all RNP routes. ATC Communication Annunciation Air Traffic control  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,

For Training Purposes Only

− 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:  to host the various datalink applications, including Airline Operational Control and Air Traffic Services,  to provide management and access to the different datalink services available,  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:  the Multipurpose Control and Display Units (MCDUs)  the Printer  the Flight Warning Computers (FWCs)  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:  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  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:  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”...  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:  page up and down functions.  message up and down functions .  print function .  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  power supply: 28VDC  dissipated power : 16.5 Watts (average value).  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:  air/ground communication services  hosted AOC applications  ATC applications. They are generated depending on the following ATSU information:  its own status: − ATSU Fault/No Fault − CPDLC application Fault/No Fault − ADS application Fault/No Fault − Standard AOC application Fault/No Fault.  its interface status with communication system units: − VDR3 data mode status (Fault/No Fault) − Selected VDR3 mode (Data/Voice)  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 DATALINK ATSU / ACARS FAULT (Amber)

ATTENTION GETTERS Master Caution / Single Chime

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

Master Caution / Single Chime

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

COMPANY / ACARS DATALINK STBY (Green Left Memo)

Initialization failure: Mandatory parameter(s) (VHF SCAN MASK; A/L IDENT or A/C REGISTRATION) are is (are) missing No datalink communication Temporary loss of AOC datalink communication, but no failure detected

DATALINK COMPANY FAULT

INOP SYSTEM (Amber): DATA COMPANY

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

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 HFDR is in VOIVE mode

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

For Training Purposes Only

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

HF VOICE (Green Right Memo pulsing) GND HF DATA (Green Right Memo) VHF3 VOICE (Green Right Memo pulsing)

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Master Caution / Single Chime

HF DATA on ground 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:  COMPANY MSG without any sound associated, when a standard AOC message is received from the airline.  COMPANY CALL without any sound associated, when a message is received from the airline requiring a voice conversation.  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:  when a new ATC message arrives from the ground  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:  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).  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

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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

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ECP

COMPANY MSG

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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.

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NOTE:

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DATA COMMUNICATIONS SYSTEMS (SATELLITE DIGITAL RADIO MODE-S)

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NAVIGATION SYSTEMS

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

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ATSU SOFTWARE DESCRIPTION General The ATSU is the main component of the system. Its architecture is based on:  an Air Traffic Service Unit (ATSU) hardware case  an ATSU A/C INTERFACE software uploaded in the ATSU through the Multipurpose Disk Drive Unit (MDDU) or the portable data loader  an AOC software uploaded in the ATSU through the MDDU or the portable data loader  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.

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ATSU A/C interface software Its different functions are :  monitoring of the system (power supply and BITE functions)  acquisition of the aircraft parameters for applications software use  management of the air/ground communications (ARF function)  management of the communication with the on−board peripheral units  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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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:  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.  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.  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:  ATC HMI UTILITIES software: this package provides services for the HMI of the ATC application (DCDU, MCDU, printer and ATC alert)  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:  ATC HMI UTILITIES software disk (25TX)  ATC INTEGRATION UTILITIES software disk (26TX)  ATSU AFN APPLICATION software disk (28TX)  ATSU ADS APPLICATION software disk (27TX)  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.

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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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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:  the COMM INIT page to initialize the datalink communications  the VHF3 DATA MODE page to select the ground station (Service Provider) for datalink communications  the VHF3 VOICE DIRECTORY page to select the mode VOICE or DATA and the VOICE frequency  the COMM STATUS page to display the availability of the VHF3 and SATCOM networks  the COMPANY CALL page to display the message content and to validate a VOICE−GO−AHEAD  the MAINTENANCE page which comprises a TEST part and an AUDIT part

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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:  configuration/initialization.  downlink message entry/selection/transmission.  uplink message display

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

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INFORMATION SYSTEM ATIMS

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INTERFACE The ATSU uses the data transparent protocol, defined in ARINC 429 Specification, when it communicates with the on−board avionics systems. The ATSU is interfaced with the following peripherals units: Datalink Control and Display Unit 1 and 2 (DCDU 1 & 2) The ATSU/DCDU interface fulfills the following functions:  Display function  Recall function  Flight crew response function  Initialization function  BITE function composed of DCDU test, error report, DCDU status report and LRU identification functions. Multipurpose Control and Display Units (MCDU) The MCDUs provide the air/ground communication routing function with the following services:  Possible connection with any MCDU and simultaneously with up to two MCDUs.  Human−Machine Interface provided with the MCDU system pages and scratchpad message displays.

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A319/A320/A321/A330/A340

Flight Management Guidance and Envelope Computers 1 and 2 (FMGEC) only A330/A340 The FMGECs provide the air/ground communication routing function with the following services: Acquisition of:  FMGEC activity label  Flight number  FMS communication master/slave information  Destination airport Transmission and Exxchange of status information:  ATSU validity  Datalink status  Voice busy FRA US/T to

Jul 01

 VHF3 voice Flight Management and Guidance Computer 1 and 2 (FMGC) only A320 Family The FMGCs provide the air/ground communication routing function with the following services: Acquisition of:  FMGC activity label  Flight number  FMS communication master/slave information  Destination airport Transmission and Exxchange of status information:  ATSU validity  Datalink status  Voice busy  VHF3 voice GPS Airborne System The GPS receiver is used to provide the ATSU with UTC date and time. The GPS receiver can be the First Officer Multi Mode Receiver (MMR2) or the First Officer Global Positioning System Sensor Unit (GPSSU2) depending on the aircraft configuration. The data are broadcasted on bus 3 of the MMR2 or GPSSU2 to the ATSU. VHF Data Radio 3 (VDR3) transceiver The VDR3 provides the air/ground communication routing function with the following services:  VDR mode control,  ARINC 618 data exchange,  VHF link management,  Error indication,  Status reporting.

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MMR2 or GPSSU2

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AIRSHOW DIU

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SATCOM Satellite Data Unit (SDU) The ATSU uses the service provided by the SDU1 to communicate with the ground in Data mode. The ATSU COM2 output bus and SDU1 input bus support (optional in Pre−FANS configuration):  SDU status transmission to the ATSU  ATSU status transmission to the SDU1 (primary source/destination, failure...) High Frequency Data Radio 1 (HFDR1) transceiver (optional) The ATSU uses the service provided by the HFDR1 to communicate with the ground in Data mode. The ATSU COM2 output bus and HFDR1 input bus support:  HFDR1 status transmission to the ATSU  ATSU status transmission to the HFDR1 (primary source/destination, failure...) NOTE : The HFDL (HF Datalink) function is optional. A pin−programming received from the SDAC enables the ATSU to determine if the HFDR1 is installed or not.

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Cabin Terminals The Cabin Terminal system provides the air/ground communication routing function with the following services:  Acquisition of the Cabin Terminal activity label. Exchange and Transmission by the system of  System validity  Datalink availability (VHF,SATCOM) Airshow Digital Interface Unit (DIU) The DIU receives information like Connecting Gates, News, Advertising, Test patterns... Radio Management Panels 1, 2 and 3 (RMP) The RMPs provide the air/ground communication routing function with the following services:  Remote port select to indicate a request for switching the system which controls the VDR3,  port select information to indicate which system is controlling the VDR3.

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A319/A320/A321/A330/A340

Jul 01

Landing Gear Cntrol and Interface Unit (LGCIU) The ATSU and both DCDUs receive information from the Landing Gear Control Interface Unit (LGCIU) to determine whether the aircraft is on ground or in flight. This information corresponds to ”Nose Landing Gear compressed or not”. It is provided by the LGCIU through three distinct discrete signals, one sent to the ATSU, the second one to the DCDU1 and the last one to the DCDU2:  A ground signal indicates that the aircraft is on ground.  An open signal indicates that the aircraft is in flight. The LGCIU provides the air/ground communication routing function with the Flight/Ground information . Clock The Clock provides the air/ground communication routing function with the UTC date and time. Data Management Unit (DMU) The ACMS/AIDS DMU provides the air/ground communication routing function with the following services:  Acquisition of ACMS/AIDS DMU activity label.  Exchange and Transmission by the system of status information  System validity  Datalink availability (VHF,SATCOM) Flight Warning Computers 1 and 2 (FWC) The ATSU acquires broadcasted data needed for AOC hosted application from both FWCs and SDACs. The FWCs provide the air/ground communication routing function with:  alert generation service,  warning generation service. NOTE : The inhibition of the warnings depending on the flight phase is performed by the FWCs. System Data Acquisition Concentrators 1 and 2 (SDAC) The ATSU acquires broadcasted data needed for AOC hosted application from both FWCs and SDACs.

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MMR2 or GPSSU2

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TO VDR3

AIRSHOW DIU

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ATSU Interface Page 31

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Light System The ATC MSG pushbutton switches power supply is provided by transformers from LP circuit (Annunciator Light Test and Dimming) Display Management Computers (DMC) The DMC provides Speed, Altitude, Vertical Speed, Heading, Track, Wind and Present Position Data as a Back-Up for the FMS

Multipurpose Disk Drive Unit (MDDU) The ATSU uses the Data Loading System services for core application software and database uploading. Printer The printer provides the air/ground communication routing function with the transmission of printouts service:

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Central Maintenance Computers 1 and 2 (CMC) only A330/A340 The CMCs provide the air/ground communication routing function with the following services: Acquisition of the following parameters  Aircraft registration number  Flight number  Destination airport  SDU installed/not installed  VDR3 installed/not installed  CMC activity label  Date  ACMS DMU installed/not installed. Exchange and Transmission by the system of status information  System validity  Datalink availability (VHF,SATCOM)

Centralized Fault Display Interface Unit (CFDIU) only A320 Family The CFDIU provides the air/ground communication routing function with the following services: Acquisition of the following parameters  Aircraft registration number  Flight number  Destination airport  SDU installed/not installed  VDR3 installed/not installed  CFDIU activity label  Date  ACMS DMU installed/not installed. Exchange and Transmission by the system of status information  System validity  Datalink availability (VHF,SATCOM)

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MMR2 or GPSSU2

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AIRSHOW DIU

Figure 12 FRA US/T to

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ATSU Interface Page 33

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ATSU RECONFIGURATION Reconfiguration Rules In Case of Interfaced System Failure The main rule is when a system includes two units connected to the ATSU, the Captain unit is first used as long as it provides valid data. The following table defines the rules of reconfiguration to ensure the information availability for the ATSU.

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Parameter

1st Source

4th Source

5th Source

A/C Altitude

FMS Master Guidance EIS

A/C Position

FMS Master Guidance FMS

A/C Registration

CMS / CFDS

A//C Type

FMS Master COM

ADS Event Lateral Deviation Waypoint Change

FMS Master Guidance

ADS Fixed Intermediate Intent

FMS Master Guidance

ADS FOM: NAV Redundancy

FMS Master Guidance YES if FMG(E)C‘s OK Fixed NO

Fixed NO

Fixed NO

ADS FOM: POS Redundancy

FMS Master Guidance Fixed 20 NM

Fixed 20 NM

Fixed 30 NM

Fixed 30 NM

ADS FOM: TCAS Healthy

FWS

ADS Predicted route

FMS ADS BUS

ADS TIime stamp

FMS Master Guidance GPS synchro Clock

GPSSU / MMR 2

Clock

CMS / CFDS

Alternate Airport

FMS Master COM

ATIMS Time & Date

GPS synchro Clock

Clock

CMS / CFDS

Departure Airport

CMS / CFDS

Destination Airport

FMS Master COM

Engine Shut Down

FWS & LGCIU

Flight Number

FMS Master COM

Flight Phases

FWS

FMS Communication Status

FMS Master COM

Ground Speed

FMS Master Guidance EIS

Mach

FMS Master Guidance FWS

Temperature

FMS Master Guidance EIS

True Heading

FMS Master Guidance FWS

True Track

FMS Master Guidance EIS

Vertical Rate

FMS Master Guidance EIS

Wind Direction

FMS Master Guidance EIS

Wind Speed

FMS Master Guidance EIS

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2nd Source

GPSSU / MMR 2

3rd Source EIS

CMS / CFDS CMS / CFDS

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POWER SUPPLY A320 family The ATIMS system is supplied with this(these) following circuit breaker(s):

A330/A340 The ATIMS system is supplied through this(these) circuit breaker(s):

PANEL DESIGNATION FINLOCATION 121VU ATSU 1 3TX1 121VU ATSU 1/SWTG 5TX1 121VU DCDU 1 6TX1 121VU DCDU 2 6TX2 ATSU The ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 101XP−C via circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 101PP via circuit breaker 5TX1. DCDU The DCDU1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PP via circuit breaker 6TX1. The DCDU2 is supplied with 28VDC from the main 28VDC BUS1 bar 202PP via circuit breaker 6TX2.

PANEL 721VU 721VU 721VU 722VU

DESIGNATION ATSU1 115VAC PWR SPLY ATSU 1 SWTG DCDU 1 DCDU 2

FIN 3TX1 5TX1 6TX1 6TX2

ATSU The ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 103XP−B via circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 103PP via circuit breaker 5TX1. DCDU The DCDU 1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PP via circuit breaker 6TX1. The DCDU 2 is supplied with 28VDC from the main 28VDC BUS1 bar 206PP via circuit breaker 6TX2. Each DCDU front face is lighted by 5VAC/400Hz.

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RESET/ATSU1 Circuit Breaker (7TX) A RESET/ATSU1 circuit breaker is installed in the cockpit, on the overhead panel 261VU to reset the ATSU.

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A320 family

A330/A340

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ATIMS - Power Supply Page 37

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COMPONENT LOCATIONS The ATSU 1TX1 is installed in the rack 80VU in the Avionics Compartment (only A320 family)

The ATSU 1TX1 is installed in the rack 821VU in the Avionics Compartment (only A330/A340)

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A330/A340

A320 family

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ATIMS - Locations Page 39

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GROUND NETWORK Interface with the ground network Ground network architecture The airline can exchange data with its aircraft through a ground network which is managed by different world or local service providers, these providers are:  SITA Europe 131.725 MHz  SITA USA 136.850 MHz  SITA Pacific 131.550 MHz  ARINC Europe 136.925 MHz  ARINC USA 131.550 MHz  ARINC South America 131.550 MHz  ARINC Korea 131.725 MHz  AVICOM 131.450 MHz  AIR CANADA 131.475 MHz  DEPV Brazil 131.550 MHz  AEROTHAI Thailand 131.450 MHz  ADCC China 131.450 MHz In this ground network, each service provider is responsible for its own network. The networks are interconnected, therefore the data is transferred over any network. The aircraft can be in liaison with the network through the VHF. On the ground, each service provider works on a special frequency.

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SITA 136.850

ARINC 136.925

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DEPV 131.550

Figure 15 FRA US/T to

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ADCC 131.450 AEROTHAI 131.450

AVICOM 131.725

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INITIALIZATION The air/ground communication functions and services are active when the initialization is complete. Then, they can receive ground messages from both VHF and SATCOM sub−networks and send messages to the ground. ATSU Start−up On ground, as soon as the ATSU is supplied, the ATSU performs a Power−On Self Test (POST) to determine if the ATIMS system is operational. Detected failures are recorded for BITE and Trouble Shooting Data. The System Management functions of the A/C interface software also acquire pin programming information in order to provide applications and functions. NOTE : In FANS A configuration, the DCDUs and the SDU1 are always installed.

For Training Purposes Only

Mandatory Parameters Once the ATSU self−test is performed, the ATSU checks the presence of parameters that are mandatory for its operation. These parameters are the aircraft addresses:  the airline ID consisting in two codes, one in two characters and the other one in three characters for the airline identification  the Aircraft Registration Number (ARN) consisting in seven characters. NOTE : If one of these two parameters is not available, the ACARS router function becomes unavailable. The initialization is considered as complete when these parameters and the scan mask are entered and valid on the COMM INIT page. If not, the ACARS router function is not available.

Scan mask The VHF scan mask gives an ordered list of service providers (SP) usable for VHF data communications. The scan mask must be an ordered subset of the list of authorized SPs which are:  SITA Europe/Africa (SITA 725)  SITA USA (SITA 550)  SITA Pacific  SITA Latin America  ARINC Europe  ARINC USA  ARINC South America  ARINC KOREA  AVICOM Japan  AIR CANADA  DEPV Brazil  AEROTHAI Thailand  ADCC China  TEST AS (unavailable)  TEST DA (unavailable) If the VHF scan mak is unavailable, then the ATSU sends an order to the FWS for to activate the DATALINK ATSU FAULT message on the EWD and displays the ENTER VHF3 SCAN MASK message in the MCDU scratchpad. NOTE : Once the scan mask is loaded in the VHF3 SCAN MASK page, the scan mask becomes available and the ATSU resets the warning on the EWD. If the scan mask cannot be read by the ATSU, the DEFAULT VHF SP LIST message is displayed in the MCDU scratchpad. Datalink Service Provider (DSP) USER−DEFINED pages These pages enable the airline to define up to two service providers of its choice. These are defined with the same type of parameters as the default service providers proposed. The DSP USER−DEFINED pages are accessible from the last VHF3 SCAN MASK page by entering a password ”NEW DSP” in the MCDU scratchpad and by pressing the line key 2R for the DSP USER−DEFINED1 page and 3R for the DSP USER−DEFINED2 page.

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COMM INIT and VHF SCAN MASK Page 43

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ATSU/VDR3 INTERFACE This interface is in accordance with ARINC 750 specifications.The ATSU uses the services provided by the VDR3 to communicate with the ground in DATA or VOICE mode.The ATSU receives uplink messages and transmits downlink messages through the VHF3 Data Radio. Functional split The functional split between ATSU and VDR3 is the following:  in Voice mode The ATSU controls the VHF3 transfer switch between Data and Voice mode.  in Data mode The ATSU configures the VDR3 in the appropriate protocol, the ARINC 750 data mode (VDR mode control and VDR data mode setting). The ATSU controls the VHF operational parameters of the VDR (frequency). Voice/Data select discrete The ATSU has direct control of VDR3 switching between Voice and Data mode.The VDR3 Voice/Data mode selection is controlled through:  any of the three RMPs by displaying DATA indication for DATA mode or the selected frequency for VOICE mode in the ACTIVE display.  the MCDU in VHF3 CONTROL page through COMM menu.

For Training Purposes Only

A319/A320/A321/A330/A340

Port select discrete The VDR3 has two frequency control interfaces:  Port A is a digital input linked to the ATSU  Port B is a digital input linked to the RMPs. The ATSU applies a command signal to the VDR3:  when the port select discrete is a ground signal, the VDR3 takes into account the digital input port A and operates on the frequency transmitted by the ATSU  when the discrete is in open circuit, the VDR3 takes into account the digital input port B and operates on the frequency transmitted by the RMPs.

FRA US/T to

Jan 01

NOTE:When the ATSU is faulty or not supplied, the VDR3 operates in Voice mode and the frequency is controlled by the RMPs. Switching to Voice mode If the switching to Voice mode is initiated from one RMP, the ATSU router sends:  a VDR Voice mode order  a VDR port B select order. If the switching to Voice mode is initiated from one MCDU, the ATSU router sends:  a VDR Voice mode order  a VDR port A select order  the voice frequency to be used by the VDR (frequency in 8.33 KHz or 25 KHz resolution range depending on the system configuration). Switching to Data mode Whether the switching to Data mode is initiated from one RMP or through one MCDU , the ATSU router sends:  a VDR Data mode order  a VDR port A select order. NOTE:Sending a VDR port A select order has for consequence the display of ACARS or DATA indication in the ACTIVE window on the RMPs.

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Jan 01

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ATSU / VDR3 Interface Page 45

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RMP UTILIZATION Each of the three RMPs is an interface device for the VDR3 operation. The frequency range is from 118000 to 136975 KHz by 25 KHz or 8.33KHz steps. Each RMP enables the crew to ask for a switching between the RMP and the ATSU to control the VDR3 frequency:  When the RMP controls the VDR3 frequency, only the Voice mode is available and the selection of the VDR3 frequency is done through the RMP by displaying the frequency in the ACTIVE window.  When the ATSU controls the VDR3 frequency, the Voice mode can be accessed through the ATSU menu on the MCDU and the selection of the VDR3 frequency is done on the MCDU either in Data mode or in Voice mode.

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or SELECT NEW FREQUENCY

PRESS CHANGE OVER (Activation of Voice/ Data select discrete)

or

For Training Purposes Only

VDR3 IS IN VOICE MODE, ATSU DATALINK IS IN STBY MODE (Port select descrete is open)

or

Figure 18 FRA US/T to

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ATIMS - RMP Page 47

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COMM STATUS PAGE The first COMM STATUS page displays the status of the various ARINC 618 media VHF3, SATCOM and HF1:  OP/INOP/NOT INST to indicate the media status  COMM/NO COMM/DLK INOP to indicate the communication status between the media and the service provider  VOICE or DATA to indicate the VDR3 mode of operation. The second COMM STATUS page displays the status of the connections with ARINC 619 peripherals FMGEC1, FMGEC2, DMU and CMC:  OP/INOP/NOT INST to indicate the peripheral status.

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ATSU / COMM STATUS Page 49

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COMPANY CALL PAGE The COMPANY CALL page enables the crew to acknowledge, validate a COMPANY CALL message and to display the related message from the ground center. It enables also the crew to switch directly the VDR3 in voice mode. The Voice frequency is the frequency requested by the airline and contained in the message.  VHF3 TUNE (1L) Below VHF3 TUNE indication, the airline frequency is displayed. This line key enables to de−activate the alert and activate automatically the command to switch the VDR3 in Voice mode.  3L, 4L, 3R and 4R fields The message content is displayed there or MESSAGE CONTAINS FREE TEXT/SEE NEXT PAGE or MESSAGE DOES NOT CONTAIN FREE TEXT message is displayed depending on the message. Up to 220 characters of free text can be displayed. But, beyond 100 characters, text display is displayed on page 2/2.  CO CALL CLEAR (1R) This line key enables to de−activate the alert and to receipt the COMPANY CALL message.

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MAINTENANCE PAGE The MAINTENANCE page in the ATSU COMM MENU gives access to TEST, STATISTICS and AUDIT pages. TEST page This page is used to test the link between the aircraft and the ground through a specific communication media. Pressing the related line key causes the ATSU to send a downlink message to the ground and wait for the answer:  the IN PROGRESS indication is displayed instead of the REQUEST indication during the link test  Then, the result of the test is shown: OK or FAILED indication. − REQUEST VHF3 LINK (1L) This line key enables to activate the link test and to display the status of the connection between VDR3 and the ground center. − REQUEST SAT LINK (1R) This line key enables to activate the link test and to display the status of the connection between the SDU1 and the ground center. − REQUEST HF LINK (3R) (if HFDR system installed) This line key enables to activate the link test and to display the status of the connection between the HFDR1 and the ground center.

For Training Purposes Only

A319/A320/A321/A330/A340

STATISTICS page The STATISTICS page is used to display and print the statistics reports on each communication media:  VHF3 STATS page (1L)  SATCOM STATS page (2L)  HF STATS page (4L)  ROUTER STATS page (3L) Statistics are representative of the state of each media at the time when the line key corresponding to this media is pressed. On the VHF3 STATS, SATCOM STATS and HF STATS pages, the XXX indication is comprised between 0 and 999 and indicates the number of blocks transmitted, received and failed through the concerned media and also the number of retries.

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The ROUTER STATS page shows the statistics for different communication means, and for different types of messages (ATC, peripherals...).This page displays the global statistics for uplink and downlink messages and gives access to three specific pagesfor more details:  the ATC STATS page gives the number of uplink and downlink ATC messages, OK and failed  the PERIPHERALS STATS page gives the number of uplink and downlink messages, OK and failed, coming from the ATSU peripherals (FMGEC1 and 2, CMC, DMU, Cabin Terminal1 and 2)  the OTHERS STATS page gives the number of uplink and downlink messages, OK and failed, exchanged between the hosted AOC applications and the router. AUDIT page The AUDIT page enables automatic printing of all downlink and/or uplink datalinkmessages that pass through the ATSU. Specific communication media can be audited separately by pressing the line key adjacent to the YES/NO indicationto display YES (for activation) or NO (for de−activation) next to:  VHF3 (1L)  SATCOM (1R)  HF (2R) (optional)  UPLINKS (3L)  DOWNLINKS (4L) NOTE : The AUDIT mode is de−activated by default (all toggles set to NO).

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ATSU / MAINTENANCE Pages Page 53

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BITE ARCHITECTURE The ATIMS BITE is used to detect, identifie and memorize the internal and external failures related to the ATIMS system:  ATSU internal failures  DCDU 1 & 2 failures  Interface failures between ATSU and DCDU‘s  external interface failures with ATSU peripherals. The ATIMS BITE is ensured by the ATSU which concentrates the failure information provided by the ATSU internal monitoring. This BITE is of type 1 and operates in two modes:  normal mode  MENU or INTERACTIVE mode

For Training Purposes Only

Normal mode During the normal mode, the BITE:  monitors the ATSU and DCDU status  monitors data inputs from the various ATIMS peripherals (FMGC, MCDU, CMC‘s / CFDIU,...)  permanently transmits ATIMS system status and its identification message to the CMC‘s / CFDIU. In case of fault detection, the BITE stores the information in the fault memories and transmits it to the CMC‘s / CFDIU. The BITE memorizes the failures which occurred during the last 63 flight legs.

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OPERATIONAL ONLY WITH FANS A CONFIGURATION

For Training Purposes Only

CMS/CFDS

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ATIMS - BITE Architecture Page 55

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MENU or INTERACTIVE mode System Report/Test Function The BITE information (system report) and the test request (system test function) are available through MCDU menus which allows to communicate with ATIMS BITE via the CMC‘s / CFDIU. To gain access to the BITE, it is necessary to use one MCDU .All the information displayed on the MCDU during the BITE test configuration can be printed by the printer. ATIMS maintenance menu is only accessible on ground from the general maintenance menu and the SYSTEM REPORT/TEST page. This mode enables communication between the CMC‘s / CFDIU and the ATIMS BITE by means of the MCDU. ATIMS menu mode is composed of:  LAST LEG REPORT  PREVIOUS LEGS REPORT  LRU IDENTIFICATION  GROUND SCANNING  TROUBLE SHOOTING DATA  RETURN  CLASS 3 FAULT  SYSTEM TEST  GROUND REPORT  SPECIFIC DATA

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ATIMS - SYSTEM REPORT / TEST page access Page 57

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LAST LEG REPORT page This report contains the fault messages (internal and external, Class 1 and 2) recorded during the last flight. PREVIOUS LEGS REPORT page This report contains the fault messages related to the external or internal failures (Class 1 or 2) recorded during the previous 63 flight legs. LRU IDENTIFICATION page This menu enables to display the Identification of the various ATIMS components: ATSU, DCDU1, DCDU2, software and associated databases. The following information is displayed on the LRU IDENTIFICATION page:  Part Number and Serial Number of the ATSU (1TX1)  Part Number of the Aircraft Interface software (20TX)  Part Number of ATC utilities (ATC HMI (AHMI) Utilities 25TX and ATC Integration Utilities (AOPB) 26TX)  Part Number of ATC FANS A Application software (ATSU ADS Application (AADS) 27TX, ATSU AFN Application (AAFN) 28TX and ATSU CPDLC Application (ACPD) 29TX)  Part Number of the AOC Application software (22TX)  Part Number of the AOC database (24TX)  Part Number and Serial Number of the DCDU (2TX1 and 2TX2) NOTE : When a component is normally missing for one configuration, the corresponding lines are not displayed. This menu enables to display the Part Numbers of the different components (ATSU, DCDU, Software packages).

For Training Purposes Only

A319/A320/A321/A330/A340

CLASS 3 FAULTS page This menu enables to display the Class 3 faults recorded during the last flight leg. GROUND REPORT page This function is used to present Class 1, 2 or 3 internal failures when they are detected on ground. The relevant trouble shooting data are displayed by pressing the line key adjacent to the failure indication. These failures differ from those displayed on the LAST LEG REPORT page.

GROUND SCANNING page This function is based on the monitoring and the fault analysis during the flight and enables consultation of the ATIMS failure recordings. The ATSU peripheral monitoring and internal cyclic tests are used in order to detect transient failures. TROUBLE SHOOTING DATA page This function provides correlation parameters and snapshot data concerning the failure displayed in the LAST LEG REPORT and the PREVIOUS LEGS REPORT pages.

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LRU IDENT Page Page 59

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SYSTEM TEST page The ATIMS BITE test is initiated when pressing the line key adjacent to the SYSTEM TEST indication. This activates the following subtests:  DCDU self tests  ATSU Internal tests (POST) − ARINC Reception and Transmission − Discrete Inputs Reception − Discrete Outputs Activation − EPROM Check − RAM Check − EEPROM Check − CPU CORE − Timers and Interrupt Control − ARINC Outputs Switching The test ends with the display of the following message on the MCDU:  TEST OK indication when all the tests are completed and no failure has been detected  or the failure message(s) when one or more failures have been detected. NOTE: Communication Tests with the ground (VHF3, HF and SATCOM link tests) are initiated from ATSU DATALINK sreen on MCDU (Test Page from MAINTENANCE sreen of COMM MENU).

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Figure 26 FRA US/T to

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SYSTEM TEST Page 3 Page 63

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SPECIFIC DATA page This menu enables acces to different functions:  PIN PROGRAMMING to check the ATSU configuration with its parity validity NOTE:The order of the pin programming display is in accordance with the one of the ATSU input connector: − a pin programming not defined (spare) is displayed with a zero value. − an active pin programming is displayed with a 1 value.  DUMP TSD to download TSD via the MDDU  SW P/N PRINT OUT to print the list of various ATSU software P/N‘s (ATC applications and utilities, services and softwaren sub-parts of A/C Interface SW)  ATSU CONFIGURATION to display HW, SW, CPU1 SW, and ARINC SW P/N

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ATIMS - Specific Data Page Page 65

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LINK TEST‘S OF THE ATSU TEST page This page is used to test the link between the aircraft and the ground through a specific communication media. Pressing the related line key causes the ATSU to send a downlink message to the ground and wait for the answer:  the IN PROGRESS indication is displayed instead of the REQUEST indication during the link test  Then, the result of the test is shown: OK or FAILED indication.

For Training Purposes Only

1. REQUEST VHF3 LINK This line key enables to activate the link test and to display the status of the connection between VDR3 and the ground center. 2. REQUEST SAT LINK This line key enables to activate the link test and to display the status of the connection between the SDU1 and the ground center. NOTE: The SATCOM has to be „LOGGED ON“, if not the IN PROGRESS message is displayed permanently and the test is not completed. 3. REQUEST HF LINK (if HFDR system installed) This line key enables to activate the link test and to display the status of the connection between the HFDR1 and the ground center.

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LINK TEST‘s Page 67

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GLOSSARY A A/C AAC ACARS ACAS ACF ACMS ADF ADIRS ADLP ADS ADS−B AES AFN AI AIM−FANS AMU AO AOA AOC ARINC ARINC 429 ARINC 615 ARINC 618 ARINC 619 ARINC 620 ARINC 622 ARINC 623 FRA US/T to

Aircraft Airline Administrative Communications Aircraft Communication Addressing and Reporting System Airborne Collision Avoidance System ACARS Convergence Function Aircraft Condition Monitoring System Automatic Direction Finder Air Data and Inertial Reference System Airborne Data Link Processor Automatic Dependent Surveillance ADS−Broadcast Airborne Earth Station ATS Facilities Notification ARINC Input Airbus Interoperable Modular FANS Audio Management Unit ARINC Output Acars Over AVLC (VDL MODE 2) Airline Operational Control/Communications/Center Aeronautical Radio INCorporated Mark 33 Digital Information Transfer System (broadcast IO BOP) Airborne Computer High Speed Data Loader Air−Ground Character Oriented Protocol Specification (ACARS => GND) ACARS Protocols for Avionics End System (ACARS => A/C systems) Data Link Ground System Standard and Interface Specification ATS Data Link Applications over ACARS Air−Ground Network Character Oriented ATS Data Link Applications Jan 01

ARINC 750 ASIC ATC ATE ATIMS ATIS ATM ATN ATS ATSU AVLC AVPAC

VHF Data Radio Application Specific Integrated Circuit Air Traffic Control Automatic Test Equipment Air Traffic and Information Management System Air Traffic Information Services/Automatic Terminal Information Service (ARINC 623 application) Air Traffic Management Aeronautical Telecommunication Network Air Traffic Service Air Traffic Services Unit Aviation VHF Link Control Aviation VHF Packet Communications

B BITE BO BOP BPC BPM

Built In Test Equipment Bit Oriented Bit Oriented Protocol Back Plane Card Back Plane Module

C CDTI CFDIU CMC CMS CMA CMU CNS CNS/ATM CO CPDLC

Cockpit Display of Traffic Information Central Fault Detection Interface Unit Central Maintenance Computer Central Maintenance System Context Management Application Communication Management Unit Communication Navigation Surveillance CNS/Air Traffic Management Character Oriented Controller Pilot Data Link Communication Page 68

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CPMU CPU CRC CT

Cabin Passenger Management Unit Central Processing Unit Cyclical Redundant Check Cabin Terminal

D DC DCDU DGNSS DGPS DIU DMC DME DMU DO 212 DO 219 DSI DSO DSP

FIS FMGEC FMS FOM FWC

Flight Information Service Flight Management Guidance and Envelope Computer Flight Management System Figure of Merit Flight Warning Computer

Departure Clearance Datalink Control and Display and Unit Differential GNSS Differential GPS Data Interface Unit Display Management Computer Distance Measuring Equipment Data Management Unit RTCA document Nr. D0212 (ADS specification) RTCA document Nr. D0219 (CPDLC specification) Discrete Input Discrete Output Datalink Service Provider

G GES GIU GLONASS GNSS GPS

Ground Earth Station (SATCOM) Gatelink Interface Unit Russian Satellite Navigation System Global Navigation Satellite System (ICAO) Global Positioning System (USA)

H HF HFDL HFDR HMI HS

High Frequency HF Data Link HF Data Radio Human Machine Interface High Speed

I ICAO ILS INMARSAT IO (I/O) IOM IS

International Civil Aviation Organisation Instrument Landing System INternational MARitime SATellite Input Output Input Output Memory Intermediate System

J JAA

Joint Airworthiness Authorities

L LADGNSS LADGPS LAN

Local Area Differential GNSS Local Area Differential GPS Local Area Network

E ECAM ECSB EFIS EIS ES ETOPS F F−PLN FAA FANS FDDI FIR

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Electronic Centralized Aircraft Monitoring Embedded Computer System Bus Electronic Flight Instrument System Electronic Instrument System (EFIS + ECAM) End System Extended Twin OPerationS

Flight Plan Federal Aviation Administration Future Air Navigation System Fiber Distributed Data Interface Flight Information Region

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LRU LS LSB

Line Replaceable Unit Low Speed Least Significant Bit

M MCDU MDDU MEL MICBAC MLS MMR MODE S MSB MSG MSK MSP

Multipurpose Control and Display Unit Multipurpose Disk Drive Unit Minimum Equipment List MICrosystem Bus Access Channel Microwave Landing System Multi−Mode Receiver Mode Select Transponder Most Significant Bit Message Minimum Shift Keying (modulation) Mode S Protocol

PSM PVIS

Power Supply Module Passenger Visual Information System

Q QAT

Quadruple ARINC Transmitter

R RCP RGS RMP RNAV RNP RSP RTA RTCA RVSM

Required Communication Performance Remote Ground Station Radio Management Panel/Required Monitoring Performance aRea NAVigation Required Navigation Performance Required Surveillance/System Performance Required Time of Arrival Requirements and Technical Concepts for Aviation Reduced Vertical Separation Minima

Standard and Recommended Practices SATellite COMmunication System Display System Data Acquisition Concentrator Satellite Data Unit Société Internationale des Télécommunications Aéronautiques Service Provider Shop Replaceable Unit Secondary Surveillance Radar Self−organized Time Division Multiple Access (VHF)

To Be Defined Traffic alert and Collision Avoidance System Time Division Multiple Access Traffic Information Service

N NC NO NOTAM

Normally Closed Normally Open NOtice To AirMan

O OC OCD OMS OOOI OSI

Oceanic Clearance Oceanic Clearance Delivery On−board Maintenance System Out Off On In (events) Open System Interconnection

S SARPS SATCOM SD SDAC SDU SITA SP SRU SSR STDMA

Push−Button Pre−Departure Clearance PIlot REPort Pin Programming

T TBD TCAS TDMA TIS

P P/B PDC PIREP PP

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TWIP

Terminal Weather Information for Pilots

U UTC

Universal Time Coordinate

V VDR VHF VOR

VHF Data Radio Very High Frequency VHF Omnidirectional Range

W WADGPS WPR

Wide Area Differential GPS Waypoint Positioning Report

X XPDR

trans(X)PonDeR

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

1

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

1

INTRODUCTION / WHAT IS FANS ? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FANS ADVANTAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 TRANSITION TO FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM? . . . . . . 8 ATIMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 AIM FANS ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS A CONFIG ONLY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 DATALINK ALERTS AND WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ATSU DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ATSU SOFTWARE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 ATSU SOFTWARE CONT‘D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 ATSU DATALINK APPLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 ATSU RECONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 GROUND NETWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 ATSU/VDR3 INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 RMP UTILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 COMM STATUS PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 COMPANY CALL PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 MAINTENANCE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 BITE ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 LINK TEST‘S OF THE ATSU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

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TABLE OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 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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