Global Operation Data Link Doc (Gold) - Wp17

ATM/AIS/SAR/SG/19−WP/17
22-26/06/09
International Civil Aviation Organization

The Nineteenth Meeting of the APANPIRG ATM/AIS/SAR Sub-Group
(ATM/AIS/SAR/SG/19)
Bangkok, Thailand, 22 – 26 June 2009
Agenda Item 4: Review and progress the tasks assigned to the ATM/AIS/SAR/SG by
APANPIRG
GLOBAL OPERATIONAL DATA LINK DOCUMENT (GOLD) UPDATE
(Presented by the Secretariat)
SUMMARY
This paper presents the status of the Global Operational Data Link Document (GOLD).
This paper relates to
Strategic Objectives:
D: Efficiency – Enhance the efficiency of aviation operations
E: Continuity – Maintain the continuity of aviation operations
Global Plan Initiatives:

GPI-17 Implementation of data link applications
GPI-22 Communication network infrastructure
1. INTRODUCTION
1.1 At the Informal Pacific ATC Coordinating Group (IPACG) and the Informal South
Pacific ATS Coordination Group (ISPACG) and the respective FANS Interoperability Teams (FIT), it
was concluded that a data link working group undertake a comprehensive review of the FANS
Operations Manual (FOM) with the aim of revising the format and language used as required to
achieve global endorsement of the FOM. This work is being progressed by the Ad Hoc Working
Group, which has been coordinating directly with data link groups, to develop the Global Operational
Data Link document (GOLD). The GOLD is intended primarily for airspace planners, controllers,
pilots and dispatchers, training organizations for pilots and controllers, central monitoring and
reporting agencies, and automation specialists at centers.
1.2 The Asia/Pacific Air Navigation Planning and Implementation Regional Group
(APANPIRG) recognized a need to globally harmonize data link operations related to planning and
implementation, operational procedures, initial qualification, post-implementation monitoring and
corrective action, and to the greatest extent possible, resolve regional and/or State differences
impacting seamless operations. Accordingly, APANPIRG/19 raised Conclusion 19/9 supporting the
GOLD.
ATM/AIS/SAR/SG/19−WP/17 2
2. DISCUSSION
Establishing the GOLD Ad Hoc Working Group
2.1 ICAO headquarters secretariat supports the work and Points-of-Contact

(POCs) have been identified to serve on the Ad Hoc Working Group.
Work program and Terms of Reference
2.2 The GOLD Ad Hoc Working Group will prepare a global operational data link
document that:
a) Takes account of ICAO provisions;
b) Bases work on:
1) Guidance Material for ATS Data Link Services in North Atlantic

Airspace (NAT GM);
2) FOM; and
3) RTCA DO-306/EUROCAE ED-122, Oceanic Safety and

Performance Standard (Oceanic SPR Standard);
c) Harmonizes procedures globally;
d) Provides performance specifications and guidance material for:
1) Communication – Required Communication Performance (RCP)

type(s) for Controller-Pilot Data Link Communications (CPDLC);
and
2) Surveillance – Automatic Dependent Surveillance-Contract (ADS–C)

and FMC WPR;
e) Includes guidelines and requirements for:
1) Qualification/eligibility of aircraft data link equipage, aircraft

operator, procedures and air traffic service provision; and
2) Post-implementation monitoring;
f) Identifies regional differences only as absolutely necessary; and
g) Enables planning and implementation regional groups to globally adopt the

GOLD.
3 ATM/AIS/SAR/SG/19−WP/17
Status of the GOLD
2.3 The Ad Hoc Working Group is continuing its assessments of existing material,
developing and agreeing on material for the GOLD. New material is being developed on
performance-based specifications, data collection, monitoring, analysis and results, which is based on
material, such as DO-306/ED-122, and other material provided at IPACG/29 FIT/16, etc. The plan is
to mature the GOLD and include additional information based on lessons learned.
2.4 Following the GOLD Working Group meeting in early June 2009, the Working
Group has produced the GOLD Version 0.43 (Attached) which contains nearly all the relevant
information provided in the NAT GM, the FOM, and DO-306/ED-122. The current high-level outline
of the GOLD is as follows (parenthesis includes the number of pages for that section):
FOREWORD (3)
1. Definitions (15)
2. Overview of data link operations (TBD)
3. Administrative provisions for data link (14)
Service provision (7)

Operator eligibility (5)
Flight planning (2)
4. Operating procedures (62)
CPDLC & ADS-C connection management (17)

CPDLC (22)
ADS-C (14)
FMC WPR (1)
Emergency and non-routine procedures (7)
Voice phraseology related to data link operations (1)
APPENDICES (120)
2.5 The GOLD coordinator maintains a number of documents that provide traceability
between the GOLD and the source documents, e.g., FOM and NAT GM, and track open comments.
Some material in the NAT GM still needs to be reviewed for inclusion. There are a total of 55 open
comments, categorized as follows: 20 – Additional information, 8 – Clarification, confusing, 7 –
Editorial, 11 – Review for completeness and correctness, 9 – Serious – potential conflicts with
seamless operations.
2.6 The Ad Hoc Working Group is proceeding to complete the sections of the document
requiring additional information and ensuring complete coverage of the FOM and the NAT GM. In
addition, further work is needed to simplify text, ensure consistency in style, clean it up, and
streamline the document. While Version 0.43 of the GOLD is intended primarily for internal use, the
POCs intend to coordinate within their respective regions and/or organizations with guidance to
obtain the appropriate level of comments on the GOLD, given the current state of its maturity, so
significant issues can be identified early in the process.
2.7 The GOLD Ad Hoc Working Group is working to the following schedule:
ATM/AIS/SAR/SG/19−WP/17 4
a) 17-18 November 2008 – GOLD Ad Hoc WG #1 (London) – Done
b) January 2009 – complete initial draft of GOLD – V0.4 Done
c) 2-6 March 2009 – NAT FIG Update (Savannah, GA) – Done
d) 23-27 March 2009 – ISPACG Update (Santiago, Chile) – Done
e) 27 April – 8 May 2009 – OPLINKP Update (Montreal, Canada) – Note: the

OPLINK meeting was postponed;
f) 18-22 May 2009 – IPACG Update (Seattle, WA) - Done
g) 1-5 June 2009 - GOLD Ad Hoc WG #2 (Los Angeles) - Done
h) September 2009 – coordination draft GOLD for broad review
2.10 After the group has completed the GOLD, the group will consider how it will affect
regional and other (e.g., ICAO and RTCA/EUROCAE) documentation.
3. ACTION BY THE MEETING
3.1 The meeting is invited to:
a) note the information in this paper,
b) take a copy of the working draft of the Gold (Version 0.43) home for review, and
c) provide feedback on GOLD Version 0.43 to the Regional Office by 14 August

2009 for compilation and presentation to the Ad Hoc GOLD Working Group
…………………………
ATM/AIS/SAR/SG/19−WP/17
ATTACHMENT
Global Operational
Data Link Document
(GOLD)
Working Draft (for internal use only)

Version 0.4.3 — 14-Jun-09
Prepared by the GOLD Ad Hoc Working Group
Sponsored by the North Atlantic Systems Planning Group (NAT SPG) and
Asia/Pacific Air Navigation Planning and Implementation Regional Group
(APANPIRG)
This document is available from tom.kraft@faa.gov.
Version 0.4.3 — 14-Jun-09 ii GOLD

Amendments to the GOLD
The following table will be used to track updates to the GOLD by the Ad Hoc Working Group.
Conventions for tracking changes will be discussed at the first meeting.
Amendment Source Subject(s) Date

0.1 Not used
0.2 Pre-GOLD/1 Annotated outline incorporated into document structure 12-Nov-08
0.3 Post-GOLD/1 The draft document at this stage is focused on populating 25-Nov-08
the outline with relevant material. Document style,
formatting, and presentation of material is still being
worked. This version incorporated the following:
a) Introductory material from Chris (FOREWORD)
b) Procedures from Norm and Gordon based on review
of FOM and NAT GM (Chapter 4)
c) CPDLC message elements and standardized free text
based on PANS-ATM, FOM, NAT GM, and
RTCA/EUROCAE Standards (Appendix A)
d) Performance-based specifications for RCP 240/D and
RCP 400/D based on NAT FIG Flimsy 4 and IPACG
FIT/16 WP/3, Apx D (Appendix B)
e) Regional/State-specific information (Appendix D)
f) Aircraft/operator specific information from paragraph
8.6 of FOM (Appendix E)
0.3.1 T.Kraft Baseline for subsequent work. 6-Feb-09
a) Accepted all tracked changes on previous version.
b) Not tracked. Inserted FOM trace notes, NAT GM
trace notes, and Editor’s notes in lieu of comments.
c) Not tracked. Split Appendix B, Performance-based
specifications, into two appendices, Appendix B, RCP
specifications, and Appendix C, Surveillance
performance specifications. Re-lettered subsequent
appendices.
d) Not tracked. Eliminated “error! …” in cross-
references. Checked all cross references and
corrected/clarified where necessary. Added hyperlinks
for cross-referencing.
e) Not tracked. Consistent use of notes.
f) Not tracked. Cleaned up some of the Editor’s notes.
g) Not tracked. Capitalization – mainly selected UPPER
CASE for message element text. Changed some UPPER
CASE to lower case.
h) Not tracked. Cleaned up table formats.
i) Not tracked. Included Chapter 1 definitions from
FOM, NAT GM, and performance specifications in
GOLD iii Version 0.4.3 — 14-Jun-09

Appendix B and C.
j) Not tracked. Included Chapter 3, based on text from
FOM and NAT GM. Changes from source documents
are tracked. Text not highlighted is new text.
k) Not tracked. Included Appendix C, based on text from
FOM, NAT, DO-306/ED-122 and other source material.
Tracked changes indicate differences from
DO-306/ED-122 when applied to surveillance
performance criteria.
l) Tracked. Cleaned up Appendix B.
m) Not tracked. Included input from Paul Radford on
Appendix D.
0.4 T. Kraft Accepted all tracked changes in 0.3.1. New baseline for 6-Feb-09
Post-GOLD/1 internal GOLD Ad Hoc Working Group review.
0.4.1 T. Kraft Incorporated comments/work provided by Norm Dimock 7-May-09
Prep-GOLD/2 on further review of NAT GM. Included, but not limited
to:
a. Corrections to cross-references
b. Inclusion of crew/aero procedures
c. Inclusion of guidance on controller responses to
emergency messages and flight crew procedures on
cancelling emergency situation.
d. Other minor edits.
0.4.2 T. Kraft Includes tracked changes from v0.4.1. Incorporates 26-May-09
Incremental resolutions to the following comments:
Prep GOLD/2 V31-10, 13, 16, 17, 18, 25, 26, 36, 46, 49, 56
V40-63, 64, 65, 67, 70, 71, 72, 74, 75, 76, 79, 80, 81, 84,
86, 89, 90, 91, 94, 97, 99, 100, 101.
0.4.3 T. Kraft Includes tracked changes from v0.4.2, except as noted. 14-Jun-09
Post GOLD/2 a. Incorporates resolutions to the following comments:
Prep for 16-Jun V31-002, 002, 009, 012, 020, 021, 023, 024, 028, 029,
Web Ex 030, 031, 033, 035, 044, 047, 050, 051, 052, 053, 054,
055
V40-087, 103, 104, 110, 114, 115, 118, 121, 127, 129,
130, 137, 139
V41-082, 083, 085, 088, 093, 095, 096, 098, 108
(partially) 138
b. Not tracked. Deleted all Ed Notes, except where
additional material or editorial work is still needed.
Deleted all NAT GM and FOM cross-reference notes.
Deleted blue and green highlighting from text in
Chapters 3 and 4 and parts of Appendix F.
c. Incorporated data link overview in chapter 2, flight
crew procedures in new chapter 5, and DARP and
tailored arrival in new chapter 6. Tracked changes in
Version 0.4.3 — 14-Jun-09 iv GOLD

these chapter include those made at GOLD/2 plus
editorial changes from document integration.
d. Not tracked. Incorporated data link procedures for
State aircraft data link operations in new Chapter 7, taken
from FOM version 6 and edited for format, style,
clarification, editorial.
GOLD v Version 0.4.3 — 14-Jun-09

Table of Contents
Page
FOREWORD (Chris) ............................................................................................................................ ix
Chapter 1. Definitions (Tom) ............................................................................................................9
Chapter 2. Overview of data link operations (Adam) ....................................................................9

2.1 Data link definitions .................................................................................................................9
2.2 Operational capabilities ............................................................................................................9
2.3 ACARS network.......................................................................................................................9
2.4 ATS Facilities Notification (AFN) logon .................................................................................9
2.4.1 Purpose of the AFN logon ...........................................................................................9
2.4.2 Timing of the initial AFN logon..................................................................................9
2.4.3 The initial AFN logon..................................................................................................9
2.4.4 Response to an AFN logon ..........................................................................................9
2.4.5 Address Forwarding AFN logon ................................................................................9
2.4.6 Correlating an AFN logon with a flight plan...............................................................9
2.4.7 Notification of ATS variations ....................................................................................9
2.5 CPDLC connection management .............................................................................................9
2.5.1 Purpose of a CPDLC Connection ................................................................................9
2.5.2 Active and Inactive CPDLC Connections ...................................................................9
2.5.3 Establishing a CPDLC Connection .............................................................................9
2.5.4 Transferring CPDLC Connections ..............................................................................9
2.5.5 Next Data Authority Notification ................................................................................9
2.5.6 AFN Logon Triggered By address forwarding............................................................9
2.5.7 Establishing an Inactive CPDLC Connection..............................................................9
2.5.8 Sequence of the NDA and FN_CAD messages...........................................................9
2.5.9 Terminating the active CPDLC Connection................................................................9
2.5.10 The CPDLC Connection Sequence .............................................................................9
2.5.11 Determination of an active CPDLC connection ..........................................................9
2.5.12 Non-standard events associated with CPDLC transfers ..............................................9
2.6 Controller-pilot data link communications (CPDLC) ..............................................................9
2.6.1 Introduction .................................................................................................................9
2.6.2 CPDLC message set ....................................................................................................9
2.6.3 CPDLC messages ........................................................................................................9
2.6.4 Responses to CPDLC messages ..................................................................................9
2.6.5 Open and Closed CPDLC messages............................................................................9
2.6.6 CPDLC dialogues ........................................................................................................9
2.6.7 Message Identification Numbers .................................................................................9
2.6.8 Message Reference Numbers ......................................................................................9
2.7 Automatic Dependent Surveillance – Contract (ADS-C).........................................................9
2.7.1 Introduction .................................................................................................................9
2.7.2 ADS-C Groups ............................................................................................................9
2.7.3 Contents of ADS-C Groups – additional information .................................................9
2.7.4 ADS Contracts.............................................................................................................9
2.7.5 Using ADS-C reports...................................................................................................9
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Global Operational Data Link Document (GOLD) vii
2.8 Flight management computer waypoint position reporting (FMC WPR) ................................9
2.8.1 Introduction .................................................................................................................9
2.8.2 Flight planning requirement ........................................................................................9
2.8.3 Description...................................................................................................................9
2.8.4 Requirements ...............................................................................................................9
Chapter 3. Administrative provisions related to data link operations (Tom) ..............................9

3.1 Service provision ......................................................................................................................9
3.1.1 ATC system validation ................................................................................................9
3.1.2 ATC automation ..........................................................................................................9
3.1.3 Contractual considerations for CSP.............................................................................9
3.1.4 Ground-ground coordination .......................................................................................9
3.1.5 Personnel licensing and training..................................................................................9
3.1.6 Aeronautical information, notifications, and interfacility agreements ........................9
3.1.7 Monitoring and data recording ....................................................................................9
3.2 Operator eligibility....................................................................................................................9
3.2.1 Personnel licensing and training..................................................................................9
3.2.2 FANS 1/A and FANS 1/A ADS-C data link operations..............................................9
3.2.3 FMC WPR ...................................................................................................................9
3.2.4 Operator responsibilities with regional/state monitoring agencies..............................9
3.2.5 Operations manuals, notifications and documentation for flight
crews/dispatchers.........................................................................................................9
3.3 Flight planning..........................................................................................................................9
3.3.1 CPDLC and ADS-C.....................................................................................................9
3.3.2 FMC WPR ...................................................................................................................9
Chapter 4. Operating procedures (Norm/Gordon).........................................................................9

4.1 Voice communications .............................................................................................................9
4.1.1 Flight crew – Contact with Aeradio.............................................................................9
4.1.2 Aeradio - Response to Initial Contact..........................................................................9
4.1.3 Aeradio - Delayed CPDLC Messages .........................................................................9
4.2 ATS facilities notification (AFN) - CPDLC and ADS-C connection management .................9
4.2.1 ATS facilities notification (AFN)................................................................................9
4.2.2 CPDLC and ADS-C connection management.............................................................9
4.3 Controller-pilot data link communications (CPDLC) ..............................................................9
4.3.1 Means of communication ............................................................................................9
4.3.2 CPDLC capability........................................................................................................9
4.3.3 Use of pre-formatted and free text messages...............................................................9
4.3.4 Exchange of CPDLC messages ...................................................................................9
4.3.5 Multi-element requests ................................................................................................9
4.3.6 Multi-element uplink messages ...................................................................................9
4.3.7 Message closure...........................................................................................................9
4.3.8 Position reporting ........................................................................................................9
4.3.9 Using CPDLC to relay messages.................................................................................9
4.3.10 Weather deviation procedures .....................................................................................9
4.3.11 Delayed uplink messages.............................................................................................9
4.4 Emergency and non-routine procedures ...................................................................................9
4.4.1 Emergency procedures ................................................................................................9
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viii Global Operational Data Link Document (GOLD)
4.4.2 Data link connection failures .......................................................................................9
4.4.3 Data link system shutdowns ........................................................................................9
4.4.4 Total communications failure ......................................................................................9
4.5 Automatic dependent surveillance – contract (ADS-C) ...........................................................9
4.5.1 Introduction .................................................................................................................9
4.5.2 ADS-C description ......................................................................................................9
4.5.3 Factors to be considered when using ADS-C ..............................................................9
4.5.4 ADS-C connection management .................................................................................9
4.5.5 Periodic reporting interval ...........................................................................................9
4.5.6 Separation ....................................................................................................................9
4.5.7 Air traffic clearance monitoring ..................................................................................9
4.5.8 Coordination ................................................................................................................9
4.5.9 Alerting service............................................................................................................9
4.5.10 Aircraft navigation.......................................................................................................9
4.5.11 Position reporting ........................................................................................................9
4.6 Flight management computer waypoint position reporting (FMC WPR) ................................9
4.6.1 Flight crew - FMC WPR .............................................................................................9
4.6.2 ATC - FMC WPR........................................................................................................9
4.7 CPDLC voice phraseologies.....................................................................................................9
4.7.1 ATC phraseology.........................................................................................................9
4.7.2 Pilot phraseology .........................................................................................................9
Chapter 5. Flight crew procedures ...................................................................................................9

5.1 Overview ..................................................................................................................................9
5.1.1 Operational differences between voice and data link communications.......................9
5.1.2 Operational approval for use of FANS ........................................................................9
5.1.3 When to use voice and when to use data link ..............................................................9
5.1.4 Loss of SATCOM data communications.....................................................................9
5.2 Logon........................................................................................................................................9
5.2.1 General.........................................................................................................................9
5.2.2 When to send the logon request...................................................................................9
5.2.3 Airborne entering FANS airspace ...............................................................................9
5.2.4 Automatic transfer between FANS FIRs .....................................................................9
5.2.5 Automatic transfer failures ..........................................................................................9
5.2.6 Exiting CPDLC and ADS-C airspace..........................................................................9
5.3 CPDLC – ATS uplinks .............................................................................................................9
5.3.1 General.........................................................................................................................9
5.3.2 Crew response times for uplinked messages ...............................................................9
5.3.3 Conditional clearances.................................................................................................9
5.3.4 “Expect” Uplinks.........................................................................................................9
5.3.5 Uplinks containing FMC-loadable data ......................................................................9
5.4 CPDLC – ATS downlinks ........................................................................................................9
5.4.1 General.........................................................................................................................9
5.4.2 Free text .......................................................................................................................9
5.4.3 Unsupported messages ................................................................................................9
5.4.4 CPDLC emergency page .............................................................................................9
5.4.5 CPDLC reports ............................................................................................................9
5.5 Automatic dependant surveillance – contract...........................................................................9
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Global Operational Data Link Document (GOLD) ix
Chapter 6. Advanced data link operations ......................................................................................9
6.1 Reroute procedures ...................................................................................................................9
6.1.1 Reroute procedures – AOC initiated (DARP) .............................................................9
6.2 Tailored arrival (TA) ................................................................................................................9
6.2.1 Pre-flight coordination and operational context. .........................................................9
6.2.2 Clearance delivery and execution................................................................................9
Chapter 7. State aircraft data link operations.................................................................................9

7.1 Introduction ..............................................................................................................................9
7.2 Military assumes responsibility for separation of aircraft (MARSA) .....................................9
7.3 Air-to-air refueling....................................................................................................................9
7.4 Formation flight data link procedures.......................................................................................9
7.5 ADS-C reports ..........................................................................................................................9
List of Figures
Figure 2-1. Overview of data link system ................................................................................................ 9
Figure 2-2. Initial AFN logon .................................................................................................................. 9
Figure 2-3. CPDLC connection sequence ................................................................................................ 9
Figure 2-4. Next data authority notification............................................................................................. 9
Figure 2-5. Address forwarding message sequence (Transfer between areas where data
link is provided)..................................................................................................................... 9
Figure 2-6. Transferring a logon using the FAN message ....................................................................... 9
Figure 2-7. Successful attempt to establish an inactive CPDLC connection ........................................... 9
Figure 2-8. Unsuccessful attempt to establish an inactive CPDLC connection ....................................... 9
Figure 2-9. Termination of the CPDLC connection................................................................................. 9
Figure 2-10. CPDLC transfer sequence of an aircraft between two ATS Units ........................................ 9
Figure 2-11. Use of the FCN message ....................................................................................................... 9
Figure 2-12. Initial logon transfer of CPDLC connection using address forwarding ................................ 9
Figure 2-13. Initial logon to transfer CPDLC connection using the FAN message................................... 9
Figure 2-14. Life cycle of the CPDLC connection process ....................................................................... 9
Figure 2-15. Avionics reject CPDLC uplinks sent by the ATS unit with the inactive
connection ............................................................................................................................. 9
Figure 2-16. Effect of uplinking duplicate (or multiple) NDA messages .................................................. 9
Figure 2-17. Depiction of the change in route of an aircraft ...................................................................... 9
Figure 2-18. Uplinking a new NDA following a re-reroute....................................................................... 9
Figure 2-19. Non-delivery of the NDA message ....................................................................................... 9
Figure 2-20. Successful CPDLC connection following a re-send of the NDA message ........................... 9
Figure 2-21. Disconnection of both active and inactive connections......................................................... 9
Figure 2-22. ADS-C basic group................................................................................................................ 9
Figure 2-23. ADS-C predicted route group................................................................................................ 9
Figure 2-24. ADS-C projected intent group............................................................................................... 9
Figure 2-25. ADS-C intermediate intent group.......................................................................................... 9
Figure 2-26. ADS-C earth reference group ................................................................................................ 9
Figure 2-27. ADS-C air reference group.................................................................................................... 9
Figure 2-28. ADS-C periodic sequence ..................................................................................................... 9
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x Global Operational Data Link Document (GOLD)
Figure 2-29. ADS-C waypoint change event ............................................................................................. 9
Figure 2-30. ADS-C altitude range change event ...................................................................................... 9
Figure 2-31. ADS-C lateral deviation event............................................................................................... 9
Figure 2-32. Multiple ADS contracts with single aircraft.......................................................................... 9
Figure 2-33. Multiple ADS periodic contracts with different groups ........................................................ 9
Figure 2-34. Multiple ADS periodic contracts with different reporting intervals...................................... 9
Figure 2-35. Multiple ADS event contracts ............................................................................................... 9
Figure 2-36. Calculation of ADS-C periodic reporting interval ................................................................ 9
Figure 4-1. Initial AFN logon .................................................................................................................. 9
Figure 4-2. CPDLC connection sequence ................................................................................................ 9
Figure 4-3. Next data authority notification............................................................................................. 9
Figure 4-4. Subsequent next data authority notification .......................................................................... 9
Figure 4-5. Transfer between areas where data link is provided.............................................................. 9
Figure 4-6. Transiting data link areas....................................................................................................... 9
Figure 4-7. CPDLC connection transfer - Option 1 ................................................................................ 9
Figure 4-10. Priorities for ADS-C connections.......................................................................................... 9
Figure 4-11. ADS-C connection not available ........................................................................................... 9
Figure 6-1. The DARP process ................................................................................................................ 9
Figure 7-1. Air refueling pattern .............................................................................................................. 9
List of Tables
Table 2-1. Definitions for different types of data link systems and operations ...................................... 9
Table 2-2. Definitions for sub-networks ................................................................................................. 9
Table 2-3. Address forwarding messages ............................................................................................... 9
Table 2-4. Responses to CPDLC uplink messages ................................................................................. 9
Table 2-5. Priority of CPDLC responses ................................................................................................ 9
Table 2-6. Examples of multi-element CPDLC messages...................................................................... 9
Table 2-7. Examples of CPDLC message status..................................................................................... 9
Table 2-8. Example of CPDLC dialogue................................................................................................ 9
Table 2-9. Figure of merit values............................................................................................................ 9
Table 3-1 Indicating data link equipment in Field 18............................................................................ 9
Table 4-1 Terms to identify data link capability.................................................................................... 9
Table 4-2. Clarification of uplink messages elements. ........................................................................... 9
Table 5-1. Conditional clearance clarification of uplink messages ........................................................ 9
Table 6-1. AOC initiated reroute procedures.......................................................................................... 9
Table 7-1. MARSA initiation and termination procedures..................................................................... 9
Table 7-2. Air refueling data link procedures ......................................................................................... 9
Table 7-3. Single aircraft or formation joining an ALTRV data link procedures................................... 9
Table 7-4. Formation Break-up or departure from ALTRV data link procedures.................................. 9
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Global Operational Data Link Document (GOLD) xi
Appendices
Appendix A CPDLC message elements and standardized free text messages (Tom) ....................9
A.1 CPDLC message element response requirements key..............................................................9
A.2 CPDLC uplink message elements ............................................................................................9
A.3 CPDLC downlink message elements........................................................................................9
A.4 CPDLC standardized free text messages ..................................................................................9
A.4.1 CPDLC uplink standardized free text messages..........................................................9
A.4.2 CPDLC downlink standardized free text messages .....................................................9
Appendix B RCP specifications (Tom)...............................................................................................9

B.1 Terms and acronyms.................................................................................................................9
B.2 RCP 240 specification ..............................................................................................................9
B.2.1 RCP 240/D allocations ................................................................................................9
B.2.1.1 Air traffic service provider (ATSP)................................................................9
B.2.1.2 Communication service provider (CSP).........................................................9
B.2.1.3 Aircraft system ...............................................................................................9
B.2.1.4 Aircraft operator .............................................................................................9
B.3 RCP 400 specification ..............................................................................................................9
B.3.1 RCP 400/D allocations ................................................................................................9
B.3.1.1 Air traffic service provider (ATSP)................................................................9
B.3.1.2 Communication service provider (CSP).........................................................9
B.3.1.3 Aircraft system ...............................................................................................9
B.3.1.4 Aircraft operator .............................................................................................9
Appendix C Surveillance performance specifications (Tom) ...........................................................9

C.1 Terms and acronyms.................................................................................................................9
C.2 Surveillance performance type 180 specification .....................................................................9
C.2.1 Surveillance performance type 180/D allocations .......................................................9
C.2.1.1 Air traffic service provider (ATSP)................................................................9
C.2.1.2 Communication service provider (CSP).........................................................9
C.2.1.3 Aircraft system ...............................................................................................9
C.2.1.4 Aircraft operator .............................................................................................9
C.3 Surveillance performance type 400 specification .....................................................................9
C.3.1 Surveillance performance type 400/D allocations .......................................................9
C.3.1.1 Air traffic service provider (ATSP)................................................................9
C.3.1.2 Communication service provider (CSP).........................................................9
C.3.1.3 Aircraft system ...............................................................................................9
C.3.1.4 Aircraft operator .............................................................................................9
Appendix D Post-implementation monitoring and analysis .............................................................9

D.1 ANSP data collection and analysis ...........................................................................................9
D.1.1 ANSP data collection for CPDLC application ............................................................9
D.1.1.1 Measuring CPDLC Communication Performance .........................................9
D.1.1.2 Recording the data points for each CPDLC transaction .................................9
D.1.1.3 Data record for each CPDLC transaction .......................................................9
D.1.2 ANSP data collection for ADS-C application .............................................................9
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xii Global Operational Data Link Document (GOLD)
D.1.2.1 Measuring ADS-C Surveillance performance ................................................9
D.1.2.2 Recording the ADS-C data points for each ADS-C downlink. ......................9
D.1.2.3 Data record for each ADS-C downlink ..........................................................9
D.1.3 ANSP Data Analysis ...................................................................................................9
D.1.3.1 CPDLC analysis .............................................................................................9
D.1.3.2 ADS analysis ..................................................................................................9
D.1.3.3 Data Filtering..................................................................................................9
D.2 CSP data collection and analysis ..............................................................................................9
D.3 Problem reporting and resolution .............................................................................................9
D.4 Regional/global analysis...........................................................................................................9
Appendix E Regional/State-specific information (Tom)...................................................................9

E.1 Regional and/or State information............................................................................................9
E.2 Regional and/or State differences .............................................................................................9
Appendix F Operator/aircraft specific information (Gordon) ........................................................9

F.1 Verifying registration number ..................................................................................................9
F.2 CPDLC connection requests.....................................................................................................9
F.3 Flight crew display:- response and acknowledgement .............................................................9
F.4 FMS processing of waypoints ..................................................................................................9
F.5 Multiple request messages........................................................................................................9
F.6 Waypoint sequencing................................................................................................................9
F.7 Network acknowledgement timer.............................................................................................9
F.8 Open uplinks at time of transfer of communications................................................................9
F.9 Offset using the FMS................................................................................................................9
F.10 Duplicate uplink messages .......................................................................................................9
F.11 Variable constraints ..................................................................................................................9
F.12 ADS-C emergency report interval default ................................................................................9
F.13 Delayed uplink messages..........................................................................................................9
Version 0.4.3 — 14-Jun-09 xii GOLD

FOREWORD (Chris)
1. Historical background
1.1 The Global Operational Data Link Document (GOLD) is the result of the progressive evolution
of the FANS 1/A Operations Manual, prepared initially by the Informal South Pacific Air Traffic Services
Coordinating Group (ISPACG), and the Guidance Material for ATS Data Link Services in North Atlantic
Airspace, produced by the North Atlantic FANS Implementation Group (NAT FIG), on behalf of the
North Atlantic Systems Planning Group (NAT SPG).
1.2 Each of the two founding documents provided guidance on a regional basis. However, in
recognition of the need to provide globally harmonized guidance on data link operations, the GOLD
became effective on [date].
1.3 This edition, re-titled Global Operational Data Link Document (GOLD), provides for a
comprehensive update of the guidance as well as a major reorganization of the contents of the founding
documents. This includes the incorporation of performance-based specifications and associated guidance
on data collection, monitoring, and analysis.
2. Scope and Purpose

2.1 The GOLD provides guidance and information concerning data link aspects of aeronautical
activity and is intended to facilitate the uniform application of Standards and Recommended Practices
contained in Annex 2 — Rules of the Air and in Annex 11 — Air Traffic Services, the provisions in the
Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444) and, when
necessary, the Regional Supplementary Procedures (Doc 7030).
2.2 This guidance material is intended to maximize operational benefits in data link operations by
promoting seamless and interoperable data link operations throughout the world. This edition limits itself
to those data link operations that apply to the use of FANS 1/A and its applications: automatic dependent
surveillance — contract (ADS-C), controller-pilot data link communications (CPDLC) and the flight
management computer waypoint position reporting (FMC WPR). It also addresses the performance of the
data link applications taking into consideration the transmission media used by those applications. Future
editions are expected to incorporate guidance that applies to the planned expansion of ATN CPDLC in
core Europe as well as the use of FANS 1/A in continental Europe.
2.3 While directed primarily at air traffic services personnel and flight crews, the following
personnel should be familiar with various aspects of its contents: regulators, airspace planners, aircraft
operators, dispatchers, communication service providers and radio operators, training organizations,
central monitoring and reporting agencies, automation specialists at centers and radio facilities, and
aircraft manufacturers and equipment suppliers.
2.4 The guidance will support the following activities:
a) the States’ roles and responsibilities in relation to the following:
1) safety regulatory oversight of air navigation services;
2) operational authorizations, flight crew training and qualification;
3) design approval of aircraft data link systems
GOLD xiii Version 0.4.3 — 14-Jun-09

xiv Global Operational Data Link Document (GOLD)
b) the development of agreements and/or contractual arrangements between air navigation service
providers and aircraft operators and their respective communication service providers;
c) development of operational procedures; and
d) operational monitoring, analysis, and exchange of operational data among regions, States, and
communication service providers.
3. Status
While this guidance may contain material which may eventually become Standards and
Recommended Practices (SARPs), or PANS provisions when it has reached the maturity and stability
necessary for adoption or approval as such, it may also comprise material prepared as an amplification of
the basic principles in the corresponding SARPs, and designed particularly to assist the user in the
application of the SARPs and PANS.
4. Implementation
The implementation of procedures is the responsibility of Contracting States; they are applied in
actual operations only after, and in so far as, States have enforced them. However, with a view to
facilitating their processing towards implementation by States, this complementary guidance material has
been prepared in language which will permit direct use by air traffic services personnel and others
associated with the provision of air traffic services to international air navigation.
5. Promulgation of information
Information relating to the establishment and withdrawal of and changes to facilities, services and
procedures affecting aircraft operations should be notified and take effect in accordance with Annex 15
— Aeronautical Information Services .
6. References
6.1 The following references are cited in this document:
a) Annex 2 — Rules of the Air
b) Annex 6 — Operation of Aircraft and Part I — International Commercial Air Transport —
Aeroplanes
c) Annex 10 — Aeronautical Telecommunications and Volume II — Communication Procedures
including those with PANS status
d) Annex 10 — Aeronautical Telecommunications and Volume III — Communication Systems
e) Annex 11 — Air Traffic Services
f) Annex 15 — Aeronautical Information Services
g) Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444)
h) Regional Supplementary Procedures (Doc 7030)
Version 0.4.3 — 14-Jun-09 xiv GOLD

Global Operational Data Link Document (GOLD) xv
i) Procedures for Air Navigation Services — ICAO Abbreviations and Codes (PANS-ABC,
Doc 8400)
j) Manual on Airspace Planning Methodology for the Determination of Separation Minima
(Doc 9689)
k) Manual on Required Communication Performance (RCP) (Doc 9869)
l) Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote
Airspace (Oceanic SPR Standard, RTCA DO-306/EUROCAE ED-122).
m) Safety and Performance Standard for Air Traffic Data Link Services in Continental Airspace
(Continental SPR Standard, RTCA DO-290/EUROCAE ED-120, Change 1 and Change 2).
n) Interoperability Requirements for ATS Applications Using ARINC 622 Data Communications
(FANS 1/A INTEROP Standard, RTCA DO-258A/EUROCAE ED-100A).
o) Interoperability Requirements Standard for Aeronautical Telecommunication Network Baseline
1 (ATN B1 INTEROP Standard, RTCA DO-280B/EUROCAE ED-110B).
p) Future Air Navigation System 1/A — Aeronautical Telecommunication Network
Interoperability Standard (FANS 1/A — ATN B1 INTEROP Standard, RTCA DO-305/EUROCAE
ED-154).
8. Changes to the document
Editor’s note 1. — TK - This section will provide a statement on the procedures for changing the
document. It is envisaged that this document will be changed via formal change procedures under the
auspices of ICAO in some form to be determined. GOLD AD Hoc Working Group needs to provide text.
GOLD xv Version 0.4.3 — 14-Jun-09

Global Operational Data Link Document (GOLD) 1
Chapter 1. Definitions (Tom)

When the following terms are used in the present document they have the following meanings. Where the
term has “(ICAO)” annotated, the term has already been defined as such in SARPs and/or PANS.
Editor’s note 2. — TK - This section will ultimately include terms and acronyms used in the document
and will be completed on finalization of first edition. During the development of the GOLD, it will
include terms collected from the NAT GM and FOM, and added from new text. The Used in column
indicates where the term is used and indicates if a correction was made to the definition. When the NAT
GM or FOM use terms that are defined by ICAO, the ICAO definitions (or derivatives of the term) were
included. GOLD Ad Hoc Working Group needs to review for consistency with GOLD prior to completion
and remove the Used in column.
Term Used in
AAR. The symbol used to designate air-to-air refueling. FOM
ACAC. The symbol used to designate Arab Civil Aviation Commission. FOM
ACARS. The symbol used to designate the aircraft communications addressing and NAT
reporting system. FOM
ACAS. The symbol used to designate aircraft collision avoidance system. (ICAO) FOM
ACC. The symbol used to designate area control centre. (ICAO) NAT
ADS. The symbol used to designate automatic dependent surveillance (retained for NAT
reference with non-updated documents. This term would normally be used to refer to FOM
ADS-C).
ADS-B. The symbol used to designate automatic dependent surveillance – broadcast. FOM
(ICAO)
ADS-C service. A term used to indicate an ATS service that provides surveillance GOLD,
information by means of the ADS-C application. Apx C
Note.— ICAO Doc 4444 does not include ADS-C in its definition for ATS surveillance
system. Therefore, an ATS surveillance service does not consider those provided by means
of the ADS-C application, unless it can be shown by comparative assessment to have a level
of safety and performance equal to or better than monopulse SSR.
ADS-C. The symbol used to designate automatic dependent surveillance – contract. FOM
(ICAO) (Removed
e.g.)
AEEC. The symbol used to designate Airline Electronic Engineering Committee. FOM
GOLD 1 Version 0.4.3 — 14-Jun-09

2 Global Operational Data Link Document (GOLD)
Term Used in
Aeronautical fixed telecommunication network (AFTN). A worldwide system of ICAO

aeronautical fixed circuits provided, as part of the aeronautical fixed service, for the
exchange of messages and/or digital data between aeronautical fixed stations having
the same or compatible communications characteristics. (ICAO)
Aeronautical Information Publication (AIP). A publication issued by or with the ICAO

authority of a State and containing aeronautical information of a lasting character
essential to air navigation. (ICAO)
Aeronautical operational control (AOC). Communication required for the exercise of ICAO
authority over the initiation, continuation, diversion or termination of flight for safety,
regularity and efficiency reasons. (ICAO)
Aeronautical telecommunication network (ATN). Application entities and ICAO

communication services which allow ground, air-to-ground and avionics data sub-
networks to interoperate by adopting common interface services and protocols based
on the International Organization for Standardization (ISO) open systems
interconnection (OSI) reference model. (ICAO Doc 9705, sub-volume 1 note)
AFN. The symbol used to designate ATS facilities notification. NAT

FOM
AFTN. The symbol used to designate aeronautical fixed telecommunication network. NAT
(ICAO)
AIDC. The symbol used to designate ATC interfacility data communication. (ICAO) FOM
(Corrected
per ICAO)
AIP. The symbol used to designate Aeronautical Information Publication. (ICAO) NAT
FOM
Air traffic control (ATC) service. A service provided for the purpose of: ICAO
a) preventing collisions:
1) between aircraft, and
2) on the manoeuvring area between aircraft and obstructions; and
b) expediting and maintaining an orderly flow of air traffic. (ICAO)
Air traffic management (ATM). The dynamic, integrated management of air traffic and ICAO
airspace including air traffic services, airspace management and air traffic flow
management — safely, economically and efficiently — through the provision of
facilities and seamless services in collaboration with all parties and involving airborne
and ground-based functions. (ICAO)
Version 0.4.3 — 14-Jun-09 2 GOLD

Term Used in
Air traffic service (ATS). A generic term meaning variously, flight information service, ICAO
alerting service, air traffic advisory service, air traffic control service (area control
service, approach control service or aerodrome control service). (ICAO)
Air traffic services unit (ATSU). A generic term meaning variously, air traffic control ICAO
unit, flight information centre or air traffic services reporting office. (ICAO)
Airborne collision avoidance system (ACAS). An aircraft system based on secondary ICAO
surveillance radar (SSR) transponder signals which operates independently of ground-
based equipment to provide advice to the pilot on potential conflicting aircraft that are
equipped with SSR transponders. (ICAO)
Aircraft system availability (AAIRCRAFT). Aircraft equipage availability is the probability GOLD,
of available capability on an aircraft with an average flight of 6 hours. Apx B,
Apx C
AIREP. The symbol used to designate an air-report. (ICAO) ICAO
Air-report. A report from an aircraft in flight prepared in conformity with requirements for NAT
position, and operational and/or meteorological reporting. (ICAO)
ALTRV. The symbol used to designate altitude reservation. (ICAO abbreviation?) FOM
AOC. The symbol used to designate aeronautical operational control. (ICAO) NAT
FOM
(Corrected
per ICAO)
APANPIRG. The symbol used to designate Asia/Pacific Air Navigation Planning and FOM
Implementation Regional Group.
Appropriate ATS authority. The relevant authority designated by the State responsible ICAO
for providing air traffic services in the airspace concerned. (ICAO)
Appropriate authority. ICAO

a) Regarding flight over the high seas: The relevant authority of the State of
Registry.
b) Regarding flight other than over the high seas: The relevant authority of the State
having sovereignty over the territory being overflown. (ICAO)
AR. The symbol used to designate aerial refueling. (Not an ICAO abbreviation. See ICAO FOM
Doc 8400, WF)
ARCP. The symbol used to designate air refueling control point. (ICAO abbreviation?) FOM

Term Used in
Area control centre (ACC). A unit established to provide air traffic control service to NAT
controlled flights in control areas under its jurisdiction. (ICAO)
AREX. The symbol used to designate air refueling exit point. (ICAO abbreviation?) FOM
ARINC. The symbol used to designate Aeronautical Radio Incorporated. FOM
ARIP. The symbol used to designate air refueling initial point. (ICAO abbreviation?) FOM
ARP. The symbol used to designate an air-report message. (See AIREP) NAT
ASECNA. The symbol used to designate Agence Pour la Securite de la Navigation FOM
Aerienne en Afrique et a Madagascar.
ATC. The symbol used to designate air traffic control. (ICAO) NAT
FOM
ATM. The symbol used to designate air traffic management. (ICAO) FOM
ATN. The symbol used to designate aeronautical telecommunication network. (ICAO) NAT
(Corrected
per ICAO)
ATNS. The symbol used to designate Air Traffic and Navigation Services (Africa). FOM
ATS interfacility data communication (AIDC). Automated data exchange between air ICAO
traffic services units, particularly in regard to co-ordination and transfer of flights.
(ICAO)
ATS surveillance service. A term used to indicate a service provided directly by means of GOLD,
an ATS surveillance system. (ICAO) Apx C
ATS surveillance system. A generic term meaning variously, ADS-B, PSR, SSR or any GOLD,
comparable ground-based system that enables the identification of aircraft. Apx C
Note.— A comparable ground-based system is one that has been demonstrated, by
comparative assessment or other methodology, to have a level of safety and performance
equal to or better than monopulse SSR.
(ICAO)
ATS. The symbol used to designate air traffic service. (ICAO) NAT
FOM
(Corrected
per ICAO)
ATSU. The symbol used to designate ATS unit. (ICAO, sort of) NAT
FOM

Term Used in
Automatic dependent surveillance — broadcast (ADS-B). A means by which aircraft, ICAO

aerodrome vehicles and other objects can automatically transmit and/or receive data
GOLD
such as identification, position and additional data, as appropriate, in a broadcast mode
Apx C
via a data link. (ICAO)
Automatic dependent surveillance — contract (ADS-C). A means by which the terms of ICAO
an ADS-C agreement will be exchanged between the ground system and the aircraft,
GOLD,
via a data link, specifying under what conditions ADS-C reports would be initiated,
Apx C
and what data would be contained in the reports. (ICAO)
Note.— The abbreviated term “ADS contract” is commonly used to refer to ADS
event contract, ADS demand contract, ADS periodic contract or an emergency mode.
AVICOM. The symbol used to designate AVICOM Japan Co. LTD. FOM
C for RCTP. The proportion of intervention messages and responses that can be delivered GOLD,
within the specified RCTP for intervention. Apx B
C for RCTPAIR. The proportion of intervention messages and responses that can be GOLD,
delivered within the specified RCTPAIR for Intervention. Apx B
C for RCTPATSU. The proportion of intervention messages and responses that can be GOLD,
delivered within the specified RCTPATSU for Intervention. Apx B
C for RCTPCSP. The proportion of intervention messages and responses that can be GOLD,
delivered within the specified RCTPCSP for Intervention. Apx B
C for RSTPAIR. The proportion of surveillance messages that can be delivered within the GOLD,
specified RSTPAIR. Apx C
C for RSTPATSU. The proportion of surveillance messages that can be delivered within the GOLD,
specified RSTPATSU. Apx C
C for RSTPCSP. The proportion of surveillance messages that can be delivered within the GOLD,
specified RSTPCSP. Apx C
C for TRN. The proportion of intervention messages and responses that can be delivered GOLD,
within the specified TRN for intervention. Apx B
CAA. The symbol used to designate civil aviation authority. (See ICAO, “Appropriate FOM
authority” and “Appropriate ATS authority.”

Term Used in
CADS. The symbol used to designate centralized ADS system. NAT

(Corrected
per CADS
spec)
CDA. The symbol used to designate current data authority. (See ICAO definition for NAT
current data authority)
CFRS. The symbol used to designate centralized FMC waypoint reporting system. NAT
Closed message. A message that: NAT

a) contains no message elements that require a response; or
b) has received a closure response.
Closure response. A message containing a message element that has the ability to close NAT
another message.
CMU. The symbol used to designate communications management unit. NAT
CNS. The symbol used to designate communications, navigation, surveillance. (ICAO) FOM
CNS/ATM. The symbol used to designate communications, navigation and surveillance/air NAT
traffic management. (ICAO)
Control area (CTA). A controlled airspace extending upwards from a specified limit ICAO
above the earth. (ICAO)
Controller-pilot data link communications (CPDLC). A means of communication ICAO

between controller and pilot, using data link for ATC communications. (ICAO)
CPDLC dialogue. (See ICAO definition for “dialogue.”) NAT

a) a single message that is a closed message; or
b) a series of messages beginning with an open message, consisting of any messages
related to the original open message and each other through the use of Message Reference
Numbers (MRNs) and ending when all of these messages are closed.
CPDLC. The symbol used to designate controller pilot data link communications. (ICAO) FOM
CRA. The symbol used to designate Central Reporting Agency. FOM
CRASA. The symbol used to designate CRA Support Agency. FOM
CRC. The symbol used to designate cyclic redundancy check. FOM

Term Used in
CSP. The symbol used to designate communication service provider. GOLD

Apx B
CTA. The symbol used to designate control area. (ICAO) NAT
Current data authority. The designated ground system through which a CPDLC dialogue ICAO
between a pilot and a controller currently responsible for the flight is permitted to take
place. (ICAO)
DARP. The symbol used to designate planned airborne reroute procedure. GOLD
Defined message element. A message element whose content and format are pre- NAT
determined. A defined message element may require specified information to be
inserted, but the rest of the content is not variable. Because of this, defined message
elements make automatic processing possible.
Dialogue. A co-operative relationship between elements which enables communication and ICAO
joint operation. (ICAO)
DM. The symbol used to designate downlink message. NAT

FOM
Downlink message (DM). A CPDLC message sent from an aircraft. NAT
EMERG. The symbol used to designate emergency. (ICAO) ICAO
EMG. The symbol used to designate emergency message. NAT
EUROCAE. The symbol used to designate European Organisation for Civil Aviation FOM
Equipment.
FAA. The symbol used to designate Federal Aviation Administration. FOM
FANS 1/A. The symbol used to designate FANS 1/A, as defined by DO-258A/ED-100A. NAT
FANS. The symbol used to designate future air navigation system. NAT
FOM
FCMA. The symbol used to designate FANS Central Monitoring Agency. NAT
FDPS. The symbol used to designate flight data processing system. (ICAO) NAT
FFE. The symbol used to designate FANS front end. NAT
FIR. The symbol used to designate flight information region. (ICAO) NAT
FOM

Term Used in
FIT. The symbol used to designate FANS Interoperability Team. FOM
FL. The symbol used to designate flight level. NAT
Flight information region (FIR). An airspace of defined dimensions within which flight ICAO
information service and alerting service are provided. (ICAO)
Flight level (FL). A surface of constant atmospheric pressure which is related to a specific ICAO
pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces
by specific pressure intervals. (ICAO)
Note 1.— A pressure type altimeter calibrated in accordance with the Standard
Atmosphere:
a) when set to a QNH altimeter setting, will indicate altitude;
b) when set to QFE altimeter setting, will indicate height above the QFE reference
datum;
c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels.
Note 2.— The terms “height” and “altitude”, used in Note 1 above, indicate altimetric
rather than geometric heights and altitudes.
FMC WPR service. A term used to indicate an ATS service that provides surveillance GOLD,
information by means of the FMC WPR application. Apx C
Note.— ICAO Doc 4444 does not include FMC WPR in its definition for ATS
surveillance system. Therefore, an ATS surveillance service does not consider those
provided by means of the FMC WPR application, unless it can be shown by comparative
assessment to have a level of safety and performance equal to or better than monopulse
SSR.
FMC WPR. The symbol used to designate flight management computer waypoint position NAT
reporting.
FMC. The symbol used to designate flight management computer. NAT

FOM
FMS. The symbol used to designate flight management system. NAT

FOM
Free text message element. (usually referred to as a free text message) A message NAT
element whose content is variable, i.e. composed by the sender. ATS providers may
construct a set of preformatted free text messages to relieve controllers of the burden
of repeatedly composing commonly used messages. Such a set should include an
explanation as to the intended meaning of each message.
GES. The symbol used to designate ground earth station (satellite). FOM

Term Used in
GPS. The symbol used to designate global positioning system (USA). NAT
FOM
HF. The symbol used to designate high frequency (3-30 Mhz). (ICAO) NAT
FOM
IATA. The symbol used to designate International Air Transport Association. FOM
ICAO. The symbol used to designate International Civil Aviation Organization. (ICAO) NAT
FOM
(Corrected
per ICAO)
ICD. The symbol used to designate interface control document. NAT
IFALPA. The symbol used to designate International Federation of Air Line Pilots’ FOM
Associations.
IFATCA. The symbol used to designate International Federation of Air Traffic Controllers FOM
Associations.
IIOACG. The symbol used to designate Informal Indian Ocean ATS Coordination Group. FOM
IOOM. The symbol used to designate Indian Ocean Operations Manual. FOM
IPACG. The symbol used to designate Informal Pacific ATC Coordinating Group. FOM
ISPACG. The symbol used to designate Informal South Pacific ATS Coordinating Group. FOM
JCAB. The symbol used to designate Civil Aviation Bureau Japan. FOM
MAS. The symbol used to designate message assurance. NAT
Maximum accumulated unplanned outage time (min/yr). Measured by accumulating GOLD,

only the duration times for unplanned outages greater than the unplanned outage Apx B,
duration limit during any 12-month period. Apx C
Maximum number of unplanned outages. Measured for any 12-month period. Failures GOLD,
causing unplanned outages for multiple ATS units are only counted once. Apx B,
Apx C
MCDU. The symbol used to designate multipurpose control display unit (ACARS & FOM
FMC).
MEL. The symbol used to designate minimum equipment list. (ICAO) NAT

Term Used in
Message closure. Providing the closure response. Irrespective of the number of elements NAT
that require a response contained in an open message, each open message will be
closed by a single message element, determined by the particular mix of attributes
assigned to the elements contained in the open message.
Message element identifier. The ASN.1 tag of the ATCUplinkMsgElementId or the ICAO
ATCDownlinkMsgElementId. (ICAO)
Message element. A component of a message used to define the context of the information ICAO
exchanged. (ICAO)
Message element. A portion of a message. Each message element is assigned a particular NAT
set of attributes that determine:
a) its priority;
b) whether it will close other message elements;
c) which other message elements are suitable responses; and
d) whether it requires a closure response and, if so, which other message elements
are able to close it.
Message. An individual uplink or downlink CPDLC communication, made up of one or NAT

more message elements (maximum of five).
Message. Basic unit of user information exchanged between an airborne application and its ICAO
ground counterpart or between two ground applications. Messages are passed in one or
more data blocks from one end user to another through different subnetworks. (ICAO)
MET. The symbol used to designate meteorological or meteorology. (ICAO) NAT

(Corrected
per ICAO)
MIN. The symbol used to designate message identification number. (See ICAO definition NAT
for message element identifier.)
Minimum equipment list (MEL). A list which provides for the operation of aircraft, ICAO
subject to specified conditions, with particular equipment inoperative, prepared by an
operator in conformity with, or more restrictive than, the MMEL established for the
aircraft type. (ICAO)
MNPS. The symbol used to designate minimum navigation performance standards. NAT
Monitored operational performance (TRN). The portion of the transaction time (used for GOLD,
intervention) that does not include the times for message composition or recognition of Apx B
the operational response.
MRN. The symbol used to designate message reference number. NAT

Term Used in
MTBF. The symbol used to designate mean time between failures. FOM
MTTR. The symbol used to designate mean time to repair. FOM
MU. The symbol used to designate management unit (ACARS). NAT

FOM
NAT FIG. The symbol used to designate North Atlantic Future Air Navigation Systems NAT
Implementation Group.
NAT IMG. The symbol used to designate North Atlantic Implementation Management NAT
Group.
NAT SPG. The symbol used to designate North Atlantic Systems Planning Group. NAT
NAT. The symbol used to designate North Atlantic. NAT
NDA. The symbol used to designate next data authority. (See ICAO definition for next data NAT
authority.) FOM
Next data authority. The ground system so designated by the current data authority ICAO
through which an onward transfer of communications and control can take place.
(ICAO)
NOTAM. A notice distributed by means of telecommunication containing information FOM

concerning the establishment, condition or change in any aeronautical facility, service, (Corrected
procedure or hazard, the timely knowledge of which is essential to personnel per ICAO)
concerned with flight operations. (ICAO)
Open message. A message that contains at least one message element that requires a NAT
response. An open message remains open until the required response is received.
Operational communication transaction. The process a human uses to initiate the GOLD,
transmission of an instruction, clearance, flight information, and/or request, and is Apx B
completed when that human is confident that the transaction is complete.
ORD. The symbol used to designate operational requirements document. NAT
OTS. The symbol used to designate organized track system. NAT
PANS-ATM. The symbol used to designate Procedures for Air Navigation Services — Air NAT
Traffic Management (ICAO Doc 4444). (ICAO)
POS. The term used to designate ICAO position report message. NAT

Term Used in
Preformatted free text message. A standardized free text message that is created and NAT
formatted automatically by the avionics or ground system, so that the content may be
GOLD
used by the message recipient's automation.A free text message that is “pre-
composed.”
RCP availability (A). Probability that an operational communication transaction can be GOLD,
initiated when needed. Apx B
RCP continuity (C). Probability that an operational communication transaction can be GOLD,
completed within the communication transaction time, ET or TT 95%. Apx B
RCP expiration time (ET). The maximum time for the completion of the operational GOLD,
communication transaction after which the initiator should revert to an alternative Apx B
procedure.
RCP integrity (I). Acceptable rate of one or more undetected errors in a completed GOLD,
communication transaction. Apx B
RCP nominal transaction time (TT 95%). The nominal time for the completion of the GOLD,
operational communication transaction at 95%. Apx B
RCTPAIR. The summed critical transit times for an ATC intervention message and a GOLD,
response message, allocated to the aircraft system. Apx B
RCTPATSU. The summed critical transit times for an ATC intervention message and a GOLD,
response message, allocated to the ATS unit system. Apx B
RCTPCSP. The summed critical transit times for an ATC intervention message and a GOLD,
response message, allocated to the communication service provider system. Apx B
Required communication performance (RCP). A statement of the performance ICAO

requirements for operational communication in support of specific ATM functions.
(ICAO)
Required Communication Technical Performance (RCTP). The technical portion of the GOLD,
transaction time (used for intervention) that does not include the times for message Apx B
composition, operational response, and recognition of the operational response.
Required navigation performance (RNP). A statement of the navigation performance ICAO

necessary for operation within a defined airspace. (ICAO)
Note.— Navigation performance and requirements are defined for a particular RNP
type and/or application.

Term Used in
Responder performance. The operational portion of the transaction time to prepare the GOLD,
operational response, and includes the recognition of the instruction, and message Apx B
composition, e.g., flight crew/HMI for intervention transactions.
RNP. The symbol used to designate required navigation performance. FOM
RSP availability (A). Probability that surveillance data can be provided when needed. GOLD,
Apx C
RSP continuity (C). Probability that surveillance data can be delivered within the position GOLD,
RSP time parameter, ET or TT 95%. Apx C
RSP data latency. The required time for surveillance data delivery. GOLD,
Apx C
RSP integrity (I). Acceptable level of confidence that the surveillance data is within GOLD,
specified tolerances. RSP integrity includes such factors as rate of one or more Apx C
undetected errors in the transmission of the surveillance data, the accuracy of aircraft
position and time data, data latency, update rate (i.e., reporting interval), extrapolation
and/or estimation of the data.
RSP nominal delivery time (DT 95%). The nominal time for the successful delivery of GOLD,
surveillance data at 95%. Apx C
RSP overdue delivery time (OT). The maximum time for the successful delivery of GOLD,
surveillance data after which the initiator should revert to an alternative procedure. Apx C
RSTPAIR. The overdue (OD) or nominal (DT) transit time for surveillance data from the GOLD,
aircraft’s avionics to the antenna. Apx C
RSTPATSU. The overdue (OD) or nominal (DT) transit time for surveillance data from the GOLD,
CSP interface to the ATS unit’s flight data processing system. Apx C
RSTPCSP. The overdue (OD) or nominal (DT) transit time for surveillance data allocated to GOLD,
the CSP. Apx C
RVSM. The symbol used to designate reduced vertical separation minima (300 m FOM
(1000 ft)) between FL 290 and FL 410. (ICAO) (Corrected
per ICAO)
SARPs. The symbol used to designate Standards and Recommended Practices. (ICAO) NAT
(Corrected
per ICAO)
SATCOM. The symbol used to designate satellite communication. (ICAO) FOM

Term Used in
SATVOICE. The symbol used to designate satellite voice communication. FOM
SEAC. The symbol used to designate Service d’Etat de l’Aviation Civile (French FOM
Polynésie).
SELCAL. The symbol used to designate selective calling system. (ICAO) NAT
Service availability (ACSP). Probability of available service on 24/7 operation. GOLD,

Apx B,
Apx C
SITA. The symbol used to designate Société Internationale de Télécommunications NAT

Aéronautiques. FOM
Standardized free text message. A free text message format that has been agreed by the GOLD
stakeholders as a message that should be used for the purpose/intent shown in this
document.
Surveillance data delivery. The process for obtaining surveillance data. GOLD,
Apx C
Note.— For ADS-C, the delivery is defined for the following surveillance data:
a) Periodic report, from the start of the periodic interval. The start of the periodic
interval occurs when the periodic report is sent by the aircraft/flight crew;
b) Waypoint change event report, from the actual time the aircraft crosses the
waypoint or is abeam the waypoint;
c) Lateral deviation event report, from the time the aircraft system detects that the
event has occurred; and
d) Vertical deviation event report, from the time the aircraft system detects that the
event has occurred.
Surveillance data. Data pertaining to the identification of aircraft and/or obstructions for GOLD,
route conformance monitoring and safe and efficient conduct of flight. Apx C
Note.— For ADS-C, surveillance data applies to periodic, waypoint change event,
lateral deviation event, vertical deviation event reports, and CPDLC position reports. For
FMC WPR, surveillance data applies to waypoint position report.
TCAS. The symbol used to designate traffic alert and collision avoidance system (USA) FOM
TMU. The symbol used to designate traffic management unit. FOM
UM. The symbol used to designate uplink message. NAT

FOM

Term Used in
Unplanned outage duration limit (minutes). Time after the unplanned outage begins at GOLD,
which there is an operational impact. Measured from when an unplanned outage Apx B,
begins to when the ATS unit receives notification that the service has been restored. Apx C
Unplanned outage notification delay (min). Notification to the ATS unit of an unplanned GOLD,
outage. Measured from when the unplanned outage begins to when the ATS unit Apx B,
receives notification. Apx C
Uplink message (UM). A CPDLC message sent from a ground system. NAT
UPR. The symbol used to designate user preferred route. GOLD
VHF. The symbol used to designate very high frequency (30-300 Mhz). (ICAO) NAT
FOM
WPR. The symbol used to designate waypoint position reporting. NAT

Chapter 2. Overview of data link operations (Adam)
2.1 Data link definitions

“Data link” is a generic term that encompasses different types of data link systems and operations,
including a number of air and ground applications. Table 2-1 provides a row for each of the different
types in terms of the aircraft data link system, the operating environment, and the applicable standards.
a) The aircraft data link system is assigned a designator to denote a particular aircraft capability
and is correlated it to the applicable operating environment.
b) The applicable operating environment is characterized by the type of airspace, the capability of
the ATS unit, and the use for which that aircraft capability is intended.
c) The capability and uses for data link are characterized in terms of the data link applications and
sub-networks. Table 2-2 provides the applicable standards for the sub-networks.
d) These applicable standards provide the safety and performance requirements (denoted by SPR)
and the interoperability requirements (denoted by INTEROP) for the data link applications and the sub-
networks. These standards provide the requirements for the aircraft operator, the aircraft data link system,
and the air navigation service provider[TK1].
Table 2-1. Definitions for different types of data link systems and operations[TK2]
Ref Aircraft Operating environment Applicable standards

data link Type of ATS unit Capability and uses
system airspace system
1 ATN B1 Continental ATN B1 Supplemental ATC • DO-290/ED-120, Chg 1
(Domestic) communications: and Chg 2, Continental SPR
• Context Management Standard
(CM) application supports • DO-280B/ED-110B, ATN
Data Link Initiation B1 INTEROP Standard
Capability (DLIC) data link • Sub-network standards for
service VDL M2 (See Table-1a)
• CPDLC application
supports ATS
Communications
Management (ACM), ATC
Clearance Service (ACL),
and ATC Microphone
Check (AMC) data link
services
Note 1.— Departure
Clearance
(DCL),Downstream
Clearance ( DSC), D-ATIS,
and FLIPCY[SHA3] data link
services are not supported.


2 FANS Continental ATN B1- Same as Row 1, except: Same as for Row 1, plus:
1/A+ (Domestic) FANS 1/A • Uses ATS Facilities • DO-305/ED-154, FANS
Notification (AFN) 1/A – ATN INTEROP
application for DLIC data Standard (Applies only to
link service ATS Unit, except see Note 2)
• For CPDLC application, • DO-258A/ED-100A,
UM 215, TURN [direction] FANS 1/A INTEROP
[degrees] is not supported Standard (Applies only to
Note 2.— FANS 1/A aircraft)
aircraft will require use of • Sub-network standards for
DM67 [free text] to mimic VDL M2 (See Table-1a)
certain message elements
per DO-290/ED-120 Chg 1
and 2. See
DO-305/ED-154,
paragraph 4.2.13.2.
Note 3.— In accordance
with DO-290/ED-120, Chg
1 and Chg 2, FANS 1/A
aircraft will require use of
a message latency timer per
DO-258A/ED-100A,
paragraph 4.6.6.9 and is
denoted by a “+” appended
to the “FANS 1/A”
designator.


3 FANS Oceanic FANS 1/A Normal means of ATC • DO-306/ED-122, Oceanic
1/A+ and remote communication uses AFN SPR Standard
or and CPDLC applications • DO-258A/ED-100A (or
FANS for Direct Controller Pilot earlier versions), FANS 1/A
1/A Communications (DCPC) INTEROP Standard
Eligible for: • Sub-network standards for
• RCP 240 operations via selected sub-networks. (See
any sub-network listed in Table-1a)
Table-1a, except for Note 5.— Allows use of one
HFDL[SHA4] or more sub-networks. See
• RCP 400 operations via Capability and Uses column
any sub-network listed in for indications, alerts and sub-
Table-1a. networks that are eligible for
• No RCP operations via intended operations.
any sub-network listed in
Table-1a.
Note 4.— Aircraft
capability that supports
multiple RCP type
operations needs to include
appropriate indications
and/or alerts to enable the
flight crew to notify ATC
when aircraft equipment
failures result in the
aircraft’s ability to no
longer meet its criteria for
any of the RCP types, per
DO-306/ED-122,
paragraph 5.2.6.a) and
5.2.6.b).
Uses ADS-C application for
automatic position
reporting. See required
performance for ADS-C
application per
DO-306/ED-122. ADS-C
application over HFDL
(See Table-1a) not eligible
for reduced longitudinal
separation.


4 FANS Oceanic CADS No CPDLC application • DO-306/ED-122, Oceanic
1/A+ and remote Uses ADS-C application for SPR Standard
or automatic position • DO-258A/ED-100A (or
FANS reporting. See required earlier version), FANS 1/A
1/A performance for ADS-C INTEROP Standard (Applies
application per only to aircraft).
DO-306/ED-122. • CADS Common
Specification, Version 2.0,
approved ICAO NAT FIG/10,
Paris, March 29-April 2, 2004
(Applies only to ATS unit)
• Sub-network standards
same as row 3.
5 FMS Oceanic CFRS No CPDLC application • DO-306/ED-122, Oceanic
WPR and remote Uses FMS WPR application SPR Standard
for automatic position • ARINC 702A, Advanced
reporting. See required Flight Management Computer
performance for FMS WPR System (Applies only to
application per aircraft).
DO-306/ED-122. • CFRS Common
(Applies only to ATS unit).
same as row 3
6 FANS Oceanic FANS 1/A Same as row 4 • DO-306/ED-122, Oceanic
1/A and remote or SPR Standard
ADS-C CADS • DO-258A/ED-100A (or
earlier version) FANS 1/A
INTEROP Standard (If ATS
unit is CADS, applies only to
aircraft)
• CADS Common
(Applies only to ATS unit
when ATS unit is CADS).
same as row 3.


7 ACARS Continental ACARS Departure clearance or pre- • ED-85
and departure clearance • ED-89
Oceanic Data link – automated • ED-106
and remote terminal information
service • A623
Oceanic clearance • Sub-network standards
same as row 3.
Note 6.— Allows one or more
capability. a) through d) are
applicable for selected
capabilities and uses.
Table 2-2. Definitions for sub-networks[TK5]
Sub- Applicable sub-network

network standards
designator
VDL M0/A A618-6 for air/ground protocol
VDL M2 • DO-224 (MASPS)
• A631-5
HFDL • DO-265 (MASPS)
• A753-3
SATCOM • DO-270A (MASPS)
(Inmarsat) • A741P2-9
SATCOM • DO-270A (MASPS)
(Iridium) • A741P2-9
• A761-2
2.2 [TK6]Operational capabilities

The primary purpose of data link is to provide improved communications with, and surveillance of,
aircraft operating in remote airspaces to enable:
a)e) Reduced separations, for example, the following reduced separations require data link;
1) 50 NM longitudinal separation;
2) 30 NM longitudinal separation;
3) 30 NM lateral separation;

b)f) User preferred routes requires data link in some airspace;
c)g) Dynamic airborne reroute (DARP);
d)h) Weather deviation management may require data link in reduced separation environments; and
e)i) Improved ATC communication, surveillance and surveillance and route conformance
monitoring through the use of data link may enable more efficient air traffic management and increases in
airspace capacity.
2.3 ACARS network

Figure 2-1 provides an overview of a data link system. These This data link system relies on the ACARS
network, which is provided and maintained by various Communications Service Providers (CSPs).
The ACARS network evolved from the need to be able to exchange messages between an aircraft and its
AOC.
The ACARS network consists mainly of VHF and satellite links. A relatively small number of data link
messages are also transmitted by HF data link, although at the time of writing (2009) HF data link is not
an approved media for the transfer of ATS messages.

Aeronautical Mobile Global Navigation

Satellite System Satellite System
Airborne equipment (avionics)
Data Communications Networks VHF Radio

Remote Ground
Station
Satellite Ground
Station
HF Radio Remote
Ground Station
ATC Centres
Figure 2-1. Overview of data link system
2.4 ATS Facilities Notification (AFN) logon
2.4.1 Purpose of the AFN logon
2.4.1.1The AFN logon (or “logon”) is the first step in the data link process. The receipt of an AFN
logon from an aircraft is a prerequisite to the establishment of CPDLC and/or ADS-C connections by an
the ATS Unit. [AW7]
2.4.1.22.4.1.1 The purpose of the AFN logon is to:

a) Provide an the ATS Unit with the data link application “context” of the aircraft, namely:
1) The ATS data link applications supported by the avionics (e.g. CPDLC, ADS-C), and the
associated version numbers of these applications; and
2) The unique ACARS address of the aircraft.

b) Provide an the ATS Unit with information such as the flight identification, registration and
(optionally) the aircraft address[SHA8]. This information allows the logon to be correlated with the
corresponding flight plan held by the ATS Unit.
2.4.1.32.4.1.2 [AW9]The AFN logon provides the information necessary to allow an the ATS
Unit to establish CPDLC connections and/or ADS contracts, as required.
2.4.1.42.4.1.3 An AFN Logon is not required to enable FMC WPR to occur.
2.4.2 Timing of the initial AFN logon[AW10]

The pilot should transmit an initial AFN logon:
a) For aircraft departing from an airport located within an FIR that provides data link services:
1) On the ground, no earlier that 45[SHA11] minutes prior to ETD, using the logon address for
the FIR that the departure airport is located within; or
2) Airborne[Dn12] at any time after passing 10 000ft, using the logon address for the FIR in
which the aircraft is currently operating, with the exception that an aircraft approaching an FIR boundary
should logon to the next unit, rather than the current unit.
b) Between 15 and 45[SHA13] minutes prior to the FIR boundary estimate for an FIR providing data
link services. If the aircraft is departing from an airport in proximity to the FIR boundary, this logon
should not be sent until the aircraft has passed 10 000ft.
When instructed by ATC for situations such as following an unsuccessful data link transfer to another
ATS Unit.
2.4.2Initiating an AFN logon
2.4.2.1An AFN logon can be initiated:

a)Manually by the pilot; or
a)By an ATS Unit using the process referred to as “Address Forwarding”.
[AW14]Note.— The functionality associated with address forwarding can also be imitated using the
AIDC “FAN” message. Refer to the Asia Pacific or North Atlantic ATS Interfacility Data
Communications Interfacility Control Documents (AIDC ICDs) for further information.
2.4.3 The initial AFN logon
2.4.3.1 An initial AFN logon is required when the aircraft does not already have an ADS-C or
CPDLC connection, such as when:
a) The aircraft is preparing to depart; or
b) The aircraft will enter an area where data link services are available from an area where data
link services are not available; or
c) Instructed by ATC (e.g. following a failed data link transfer).

2.4.3.2 An initial logon is a manual action performed by the pilot, involving the manual entry of
aircraft-specific information (e.g. flight identification, registration etc) into the avionics. [AW15]The pilot
is also required to enter the four character ICAO identifier of the ATS Unit that the logon is to be sent to.
2.4.3.3 To avoid an automatic rejection of the logon, the pilot shall ensure that the flight
identification and registration details entered into the FMS are exactly the same as the flight identification
and registration details filed in the flight plan. [AW16][AW17]
2.4.3.4 When the pilot sends the logon, this information is transmitted as an AFN CONTACT
(FN_CON) message to the specified ATS Unit.[AW18]
2.4.3.5NOTE: If a flight crew becomes aware that they have provided entered incorrect flight
identification data for the AFN Logon, they shallshould immediately terminate FANS [AW19] terminate
the logon aand re-logon again with a correct identification.[AW20]
2.4.4 Response to an AFN logon
2.4.4.1 As shown in , on receipt of a logon, ground systems should automatically respond with
an acknowledgement (FN_AK) to the aircraft. This acknowledgement provides information to the
avionics concerning whether:
a) The logon was “accepted” (e.g. could be correlated with an ATS flight plan); or
b) The logon was “rejected” (e.g. could not be correlated with an ATS flight plan). This is an
indication that information in the logon was incorrect, or differed from the information in the flight plan.
2.4.4.2 The logon acknowledgement also provides an indication of what ATS data link
applications (if any) are supported by the ATS Unit.[AW21]
ATS Unit
AFN Contact
(FN_CON)
AFN Acknowledgement
(FN_AK)
Figure 2-2. Initial AFN logon
2.4.4.3 If the logon is rejected, the flight crew should confirm that the aircraft identification and
registration in the FMC[AW22] matches the information provided in the flight plan and, as appropriate::

a) Make the necessary corrections; or
b) Arrange for the flight plan to be corrected.
c) Once the corrections have been completed, the logon will need to be re-sent.
2.4.5 [AW23] Address Forwarding AFN logon
2.4.5.1 An Address Forwarding AFN logon occurs without pilot input when the flight is leaving
one ATS Unit where a connection was already established and the connection is transferred to another
ATS Unit. (See 2.5.6 AFN Logon Triggered By address forwarding for details)
Note.— The functionality associated with address forwarding can also be imitated using the AIDC
“FAN” message. Refer to the Asia Pacific or North Atlantic ATS Interfacility Data Communications
Interfacility Control Documents (AIDC ICDs) for further information.
2.4.42.4.6 Correlating an AFN logon with a flight plan
2.4.4.12.4.6.1 On receipt of a logon, an the ATS Unit should correlates (or “links”) the logon to
a flight plan held by the ATS Unit. This ensures that any automation associated with ADS-C reports or
CPDLC messages updates the correct ATS flight plan.
2.4.4.22.4.6.2 When making this correlation, ground systems should:

a) Ensure that at least two items in the logon (e.g. flight identification and registration) match
corresponding items in the ATS flight plan; and
b) Only use the information contained within the portion of the logon message that is CRC
protected. The aircraft identification in the ACARS message header has a different format to that required
by the ground system (i.e. a two alpha character airline identifier followed by up to four numeric
characters) and should not be used by the pilot to notify correlate aircraft identification[AW24]
Example
The following example of an AFN logon indicates what information in the ACARS
message should be used by the ATS Unit to correlate the logon with a flight plan.
QU <ACARS “TO” address>

. <ACARS “FROM” address> 010000
AFD
FI AB0123/AN ST-XYZ
DT QXT POR1 010000 J59A
- AFN/FMHABC123,.ST-[SHA25]XYZ,,000002/FPOS30000E160000,0/FCOADS,01/
FCOATC,01<CRC>
Only use the information in the CRC-protected portion of the ACARS message. In the
example above, the aircraft identification is “ABC123” (not the “AB0123” contained in

the ACARS header), and the registration is “ST-XYZ”.
Note.— Some ATS Units may operate a ground system that does not integrate data link
capability with a flight data processing system. Under these circumstances, the ATS Unit
should ensure that the flight identification and registration are available for the
controller to manually cross-check the information with the details in the flight plan.
2.4.5Response to an AFN logon
2.4.5.1As shown in Figure 2-2, on receipt of a logon, ground systems should automatically respond
with an acknowledgement (FN_AK) to the aircraft. This acknowledgement provides information to the
avionics concerning whether:
a)The logon was “accepted” (e.g. could be correlated with an ATS flight plan); or
a)The logon was “rejected” (e.g. could not be correlated with an ATS flight plan). This is an
indication that possibly information in the logon was possibly incorrect, or differed from the information
in the flight plan.
2.4.5.2The logon acknowledgement also provides an indication of what ATS data link applications
(if any) are supported by the ATS Unit.[AW26]
ATS Unit
AFN Contact
(FN_CON)
AFN Acknowledgement
(FN_AK)
2.4.5.3If the logon is rejected, the flight crew should confirm that the aircraft identification and
registration in the FMC[AW27] matches the information provided in the flight plan and, as appropriate::
a)Make the necessary corrections; or
a)Arrange for the flight plan to be corrected.

2.4.5.4[AW28]Once the corrections have been completed, the logon will need to be re-sent.
2.4.6Timing of the initial AFN logon[AW29]

a)For aircraft departing from an airport located within an FIR that provides data link services:
1)On the ground, no earlier that 45 minutes prior to ETD, using the logon address for the FIR
that the departure airport is located within; or
2)Airborne[Dn30] at any time after passing 10 000ft, using the logon address for the FIR in
which the aircraft is currently operating, with the exception that an aircraft approaching an FIR boundary
should logon to the next unit, rather than the current unit.
a)Between 15 and 45 minutes prior to the FIR boundary estimate for an FIR providing data link
services. If the aircraft is departing from an airport in proximity to the FIR boundary, this logon should
not be sent until the aircraft has passed 10 000ft.
b)When instructed by ATC for situations such as following an unsuccessful data link transfer to
another ATS Unit.
2.4.7 Notification of ATS variations[AW31]

Any ATS Unit[Dn32] that is unable to accept a logon sent between 15 and 45 25 minutes prior to either
the ETD or the estimate for entering the FIR shall publish information [SHA33]describing when a logon
will be accepted.[AW34]
2.5 CPDLC connection management
2.5.1 Purpose of a CPDLC Connection

The purpose of a CPDLC connection is to allow the exchange of CPDLC messages between an aircraft
and an ATS Unit. FANS-1/A-equipped aircraft can have two CPDLC connections established
concurrently, each with a different ATS Unit. [AW35]Only one of these connections can be “Active” at
any given time – the other connection is “Inactive”.
2.5.2 Active and Inactive CPDLC Connections
2.5.2.1 A CPDLC connection is “active” if CPDLC messages can be exchanged between the
ATS Unit and the aircraft. The ATS Unit with which an aircraft has an active CPDLC Connection is
referred to as the Current Data Authority (CDA) (or “Data Authority”).
2.5.2.2 A CPDLC connection is “inactive” if CPDLC messages cannot be exchanged between

the ATS Unit and the aircraft. The ATS Unit with which the aircraft has an inactive CPDLC Connection
is referred to as the Next Data Authority (NDA).
2.5.2.3 An inactive connection becomes active when the active connection is terminated.

2.5.3 [AW36]Establishing a CPDLC Connection
2.5.3.1 A CPDLC Connection is initiated by an the ATS Unit uplinking a CPDLC “Connection
Request” to the aircraft.
2.5.3.2 Provided that there is not an existing CPDLC connection, the avionics will:
a) Accept this connection request;
b) Establish this CPDLC connection as the active connection; and
c) Respond with a CONNECTION CONFIRM.[AW37]
ATS Unit
CONNECTION Request
(CR.1)
CONNECTION Confirm
(CC.1)
Figure 2-3. CPDLC connection sequence
2.5.3.3 The establishment of an initial CPDLC Connection can only occur after a AFN logon has
been received by the ATS Unit. Depending on the functionality of the ground system, the Connection
Request may be uplinked by the ATS Unit either upon receipt of the logon, or at some later time (e.g. as
the aircraft approaches the ATS Unit’s airspace).
2.5.4 Transferring CPDLC Connections
2.5.4.1 Once a CPDLC connection has been established, ATS Units shall ensure that wherever
possible the active CPDLC connection is held by the ATS Unit with responsibility for the flight[AW38].
2.5.4.2 Under normal circumstances, the controlling ATS Unit [AW39]will initiate CPDLC
transfers to adjacent ATS Units as the aircraft transits from one CPDLC equipped ATS Unit to another.
These transfers are normally automatic, without action by the flight crew.[AW40]
2.5.4.3 There are three steps to transferring a CPDLC Connection from one ATS Unit to another:
a) Notifying the avionics of the identity of the next ATS Unit permitted to establish a CPDLC
Connection;
b) Instructing the avionics to logon to the next ATS Unit; and
c) Terminating the CPDLC connection with the aircraft.
2.5.5 Next Data Authority Notification
2.5.5.1 The purpose of the CPDLC NEXT DATA AUTHORITY (NDA) message is to notify the
avionics of the identity of the next ATS Unit authorized to establish an inactive CPDLC connection. The
avionics will only accept a CPDLC connection request from the ATS Unit specified in the NDA message.
2.5.5.2 The sending of the NDA message is the first step in the CPDLC transfer sequence of an
aircraft between two ATS Units.
2.5.5.3 [AW41]To notify the avionics of the identity of the Next Data Authority, the ATS Unit
transmits a CPDLC NEXT DATA AUTHORITY [icaofacilitydesignation] message to the aircraft, where
[icaofacilitydesignation] is the identifier for the appropriate ATS Unit.[AW42]
2.5.5.4 Only the current data authority can nominate the next data authority.
ATS Unit 1 ATS Unit 2
NEXT DATA AUTHORITY

(ATSU 2)
Figure 2-4. Next data authority notification
2.5.6 AFN Logon Triggered By address forwarding
2.5.6.1 Address forwarding is the term used to describe the process whereby a ground system
instructs the avionics to logon to another ATS Unit. It is the second step in the process to transfer CPDLC
connections.
2.5.6.2 Address forwarding is initiated by the ground system and consists of the ATS Unit
sending an AFN “Contact Advisory” message (FN_CAD) to the aircraft. The FN_CAD instructs the
avionics to automatically transmit an AFN logon to the ATS Unit whose address was included in the
FN_CAD message.[AW43]

2.5.6.3 Address forwarding allows a downstream ATS Unit to establish an inactive CPDLC
connection and/or ADS contracts, as well as allowing adjacent ATS Units to establish ADS contracts for
monitoring purposes. [AW44]
2.5.6.4 The sequence of messages associated with address forwarding are listed in the Table 2-3,
and depicted in Figure 2-5.
2.5.6.5 Address forwarding can be imitated by the AIDC FAN message. The FAN message
contains the same information as a logon, but is transmitted by one ATS Unit to another as depicted in
Figure 2-6 using ground – ground links as a substitute for Address Forwarding.
Note.— Refer to the Asia Pacific and North Atlantic AIDC ICDs for more information concerning
the FAN message.
2.5.6.6 To allow an uninterrupted transfer of the CPDLC connection approaching the FIR
boundary, address forwarding should commence at least 15 minutes prior to the estimate for the FIR
boundary.[AW45]
2.5.6.7 The address forwarding process is not visible to the flight crew. As a result, the flight
crew does not receive an indication as to whether or not the FN_CON or FN_AK messages have been
delivered correctly. However, the success of these messages is indicated in the FN_COMP message sent
to the ATS Unit initiating the address forwarding.
2.5.6.8 The flight crew does receive an indication of a change to the active ATS Unit following a
successful CPDLC connection transfer[AW46].
Table 2-3. Address forwarding messages
Message Abbreviation Purpose

AFN Contact FN_CAD Uplink message sent by an ATS Unit instructing an aircraft
Advisory to send an FN_CON (logon) to a specified ATS Unit.
AFN Response FN_RESP Downlink response sent by the aircraft to the ATS Unit
that initiated the FN_CAD indicating an intent to send an
FN_CON to the specified ATS Unit.
AFN Contact FN_CON AFN logon message sent by the aircraft to the specified
ATS Unit.
AFN FN_AK Uplink response sent by the ATS Unit receiving the AFN
Acknowledgement logon message to the aircraft providing the status of the
logon attempt.
AFN Complete FN_COMP Response sent by the aircraft to the ATS Unit initiating the
FN_CAD providing the status of the logon to the specified
ATS Unit[AW47].

AFN Contact Advisory

(FN_CAD)
AFN Response
(FN_RESP) AFN Contact
(FN_CON)
AFN Acknowledgement
(FN_AK)
AFN Complete
(FN_COMP)
Figure 2-5. Address forwarding message sequence

(Transfer between areas where data link is provided)
FAN message
Figure 2-6. Transferring a logon using the FAN message
2.5.6.9 To allow an uninterrupted transfer of the CPDLC connection approaching the FIR
boundary, address forwarding should commence at least 15 minutes prior to the estimate for the FIR
boundary.[AW48]
2.5.6.10 The address forwarding process is not visible to the flight crew. As a result, the flight
crew does not receive an indication as to whether or not the FN_CON or FN_AK messages have been
delivered correctly. However, the success of these messages is indicated in the FN_COMP message sent
to the ATS Unit initiating the address forwarding.

2.5.6.11 The flight crew does receive an indication of a change to the active ATS Unit following a
successful CPDLC connection transfer[AW49].
2.5.7 Establishing an Inactive CPDLC Connection
2.5.7.1 The effect of receiving a logon via address forwarding is the same as receiving a manual
logon from the aircraft. However, when the next ATS Unit uplinks a CPDLC Connection Request to
establish an inactive CPDLC connection, the avionics follow a different set of rules to those described in
paragraph 2.5.3.2.
2.5.7.2 If there is an existing CPDLC connection, on receipt of a Connection Request the

avionics verifies that the ATS Unit sending the Connection Request has been nominated as the next data
authority. If so, the avionics will:
a) Accept this connection request;
b) Establish this connection as the inactive connection; and
c) Respond with a CONNECTION CONFIRM.
Otherwise:
d) Reject the connection request.
e) Downlink a message containing the identity of the current data authority
2.5.7.3 [AW50]The CPDLC Connection held by the next data authority is inactive. No CPDLC
messages can be exchanged between the NDA and the aircraft.

Active Connection
NEXT DATA AUTHORITY

(ATSU 2)
Address forwarding messages
Connection
Request
Connection
Confirm
Inactive Connection
Figure 2-7. Successful attempt to establish an inactive CPDLC connection
2.5.7.4 Figure 2-8 shows the effect of the next ATS Unit attempting to establish an inactive
CPLDC connection when the Next Data Authority message has not been delivered to the aircraft (or was

not sent in the first place). The avionics reject the connection request, and respond with a downlink
message containing the identity of the ATS Unit with the active CPDLC connection.
NEXT DATA AUTHORITY

(ATSU 2)
(not delivered)

Connection
Request
[icaofacilitydesignation]
Figure 2-8. Unsuccessful attempt to establish an inactive CPDLC connection
2.5.8 Sequence of the NDA and FN_CAD messages
2.5.8.1 Some ATS Units initiate a CPDLC Connection request immediately following receipt of
an AFN logon. If this Connection request is received by the avionics prior to receipt of an appropriate
NDA notification, the Connection Request will be rejected.
2.5.8.2 To prevent such a rejection of the Connection request, the NDA message should be sent
prior to address forwarding the aircraft to the next ATS Unit.[AW51]
2.5.9 Terminating the active CPDLC Connection
2.5.9.1 The termination of the active CPDLC Connection is the final step in the CPDLC transfer
sequence of an aircraft between two ATS Units.
2.5.9.2 Under normal conditions, the current data authority initiates the termination of the
CPDLC connection by sending an END SERVICE message to the aircraft as depicted in Figure 2-9 and
Figure 2-10. On receipt of an END SERVICE message:
a) The avionics will downlink a DISCONNECT REQUEST (DR.1) message. The avionics will
consider the aircraft to be disconnected as soon as the DR.1 has been sent.
b) The current (active) CPDLC connection will be terminated, activating the inactive connection
(if one exists). The next data authority becomes the current data authority and is now able to exchange
CPDLC messages with the aircraft.[AW52]

ATS Unit
End Service
Disconnect Request
(DR.1)
Figure 2-9. Termination of the CPDLC connection
Active Connection
Inactive Connection
End Service
Disconnect
Request Active Connection
Figure 2-10. CPDLC transfer sequence of an aircraft between two ATS Units
2.5.9.3 A successful CPDLC transfer is dependent upon the next ATS Unit establishing its own
CPDLC connection prior to the END SERVICE message being received by the aircraft. Failure of the
next ATS Unit to establish a CPDLC connection before the END SERVICE message reaches the aircraft
will leave the aircraft without CPDLC connectivity.[AW53]
2.5.9.4 The previous ATS Unit will no longer be able to exchange CPDLC messages with the
aircraft. The first ATS Unit to send a Connection Request message to the aircraft will become the current
data authority, provided that an AFN Logon has been completed with that ATS Unit.[AW54]
2.5.9.5 The new current data authority is not actually aware that they have the active CPDLC
Connection until a CPDLC downlink is received from the aircraft.
2.5.9.6 Implementation of the AIDC FCN message depicted in Figure 2-11 could be used to
provide notification to the next ATS Unit that the previous ATS Unit has terminated their CPDLC
Connection.
Note.— Only the current data authority can terminate their CPDLC connection. If the NDA attempts
to uplink an END SERVICE message to the avionics, the uplink will be rejected.

Active Connection
Inactive Connection
End Service
Disconnect
Request Active Connection
FCN message
Figure 2-11. Use of the FCN message
2.5.9.7 The sequence of messages from initial logon to the completion of the CPDLC transfer is
depicted in Figure 2-12. Figure 2-13 shows the same sequence of messages, with the FAN message being
used instead of address forwarding.

FN_CON
FN_AK
CR.1
CC.1
Exchange of
CPDLC messages
Next Data Authority
FN_CAD
FN_RESP
FN_CON
FN_AK
FN_COMP CR.1
End Service CC.1
DR.1 Exchange of
CPDLC messages
Figure 2-12. Initial logon transfer of CPDLC connection using address forwarding


FN_CON
FN_AK
CR.1
CC.1
Exchange of
CPDLC messages
Next Data Authority
FAN message
CR.1
End Service CC.1
DR.1 Exchange of
CPDLC messages
Figure 2-13. Initial logon to transfer CPDLC connection using the FAN message
2.5.10 The CPDLC Connection Sequence
2.5.10.1 As the aircraft transits from CPDLC equipped ATS Unit to another, the same CPDLC
transfer process repeats itself. The cyclical nature of this process is depicted in Figure 2-14.

Initial AFN
logon with
ATSU(N)
CPDLC connection
ATSU(N) – Aircraft
Î
ATSU(N) – Aircraft
Active connection
CPDLC connection CPDLC disconnection

AFN logon initiated by
Next Data ATSU(N + 1) – Aircraft ATSU(N) – Aircraft
Address Forwarding
Authority Î Î
relating to
ATSU (N + 1) ATSU(N + 1) – Aircraft ATSU(N + 1) – Aircraft
ATSU(N + 1)
Active connection Active connection
N=N+1
Figure 2-14. Life cycle of the CPDLC connection process
2.5.11 Determination of an active CPDLC connection
2.5.11.1 CPDLC messages can only be exchanged between the aircraft and the current data
authority. If the ATS Unit with the inactive connection uplinks a CPDLC message to the aircraft the
message is rejected by the avionics and the downlink “NOT CURRENT DATA AUTHORITY” is
downlinked.
2.5.11.2 There are two ways to determine whether a CPDLC Connection is active:
a) Wait until a CPDLC downlink message is received from the aircraft; or
b) Send a message to the aircraft with the possibility of receiving a NOT CURRENT DATA
AUTHORITY message if the connection is inactive as shown in Figure 2-15.
[AW55]Note.— Non-receipt of a NOT CURRENT DATA AUTHORITY message does not necessarily
imply that a CPDLC Connection is Active.

ATS Unit
Any CPDLC uplink
“NOT CURRENT DATA

AUTHORITY”
Figure 2-15. Avionics reject CPDLC uplinks sent by the ATS unit with the inactive connection
2.5.12 Non-standard events associated with CPDLC transfers
2.5.12.1 Multiple NDA messages
2.5.12.1.1 Under normal circumstances, only a single Next Data Authority message should be
uplinked to an aircraft. Exceptions to this may include:
a) Following a re-route (e.g. due to weather) that affects the identity of the next ATS Unit whose
airspace the aircraft will enter;
b) If the initial NDA message was not delivered to the aircraft
2.5.12.1.2 When the avionics receive a Next data authority message, it supersedes any previous
NDA that had been received. In addition, any inactive CPDLC Connection that may have been
established is terminated (even if this connection is with the same ATS Unit nominated in the NDA
message).[AW56]

NEXT DATA AUTHORITY

(ATSU 2)
Connection
Request
Connection
Confirm
NEXT DATA AUTHORITY Disconnect
(ATSU 2) request
Figure 2-16. Effect of uplinking duplicate (or multiple) NDA messages
2.5.12.2 Amendment to the identity of the Next Data Authority
2.5.12.2.1 If the identity of the next data authority changes after the initial NDA message has been
sent, an additional NDA message must be sent containing the identity of the (new) next ATS Unit. This
NDA will supersede the original NDA message in the avionics and will disconnect any inactive
connection that may have already been established. [AW57]
2.5.12.2.2 In Figure 2-17, the next ATS Unit on the aircraft’s route was ATS Unit 2. Shortly after
the CPDLC transfer sequence to ATS Unit 2 had commenced, the aircraft has been re-rerouted in such a
way that ATS Unit 3 is now the next ATS Unit.
2.5.12.2.3 Figure 2-18 shows a new NDA message is uplinked nominating ATS Unit 3 as the next
data authority. On receipt of this NDA message, the avionics would disconnect from ATS Unit 2 (if an
inactive connection had already been established). In addition the aircraft must be address forwarded to
ATS Unit 3

ATS Unit 2
ATS Unit 3
ATS Unit 1
Figure 2-17. Depiction of the change in route of an aircraft
Active Connection Inactive Connection
Re-route due
to weather
NEXT DATA AUTHORITY

(ATSU 3) Disconnect
Request
ATS Unit 3
Figure 2-18. Uplinking a new NDA following a re-reroute
2.5.12.3 Non delivery of the NDA message
2.5.12.3.1 If the Next Data Authority message is not received by the avionics before receiving the
Connection Request message sent by the subsequent ATS Unit, the Connection Request message will be

rejected as shown in Figure 2-19. On receipt of the Connection Request, the avionics will downlink a
message containing the identity of the current data authority.[AW58]
2.5.12.3.2 The same result will occur if the Next Data Authority message has been delivered, but the
ATS Unit specified in it is different to the identity of the ATS Unit uplinking the Connection Request.
2.5.12.3.3 The pilot has no indication that this Connection Request has been rejected.
2.5.12.3.4 If another Next Data Authority uplink nominating the correct ATS Unit is sent to the
aircraft, a subsequent Connection Request should be successful as shown in Figure 2-20.
NEXT DATA AUTHORITY

(ATSU 2)
(not delivered)
Connection
Request
[icaofacilitydesignation]
Figure 2-19. Non-delivery of the NDA message
NEXT DATA AUTHORITY

(ATSU 2)
(not delivered)
Connection
Request
NEXT DATA AUTHORITY [icaofacilitydesignation]

(ATSU 2)
Connection
Request
Connection
Confirm
Figure 2-20. Successful CPDLC connection following a re-send of the NDA message

2.5.12.4 Termination of both Active and Inactive CPDLC Connections
Normally, on receipt of an END SERVICE message, the avionics will only terminate the active CPDLC
connection. However, under certain circumstances all CPDLC connections will be terminated (active and
inactive). This will occur if:
a) Any CPDLC uplink messages remain open when the aircraft receives the END SERVICE
message (depends on avionics software load); or
b) If the END SERVICE message element is part of a multi-element message, where none of the
elements require a WILCO response.
[AW59]
Active Connection Inactive Connection
CPDLC uplink with

“R” or “A/N” attribute
+ End Service
Disconnect
Disconnect
Request
Request
Figure 2-21. Disconnection of both active and inactive connections[TK60]
2.6 Controller-pilot data link communications (CPDLC)
2.6.1 Introduction[SHA61]
2.6.1.1 CPDLC is a data link application that supports the exchange of text based messages
directly between a controller and a pilot.
2.6.1.2 CPDLC greatly improves communication capabilities in remote airspaces, especially in

areas where controllers and pilots previously had to rely on a third Party HF communications relay.
2.6.1.3 Generally, when a CPDLC aircraft is operating within a CPDLC airspace beyond the
range of VHF voice communications, and other local rules do not apply, then:
a) CPDLC will be the primary means of communication, and
b) Voice will be used as the backup communication medium (for example VHF, direct HF, third
party HF, SATVOICE).
2.6.1.4 In addition to the benefits of the direct communications link, other advantages associated
with CPDLC include:

a) Allowing the flight crew to print messages;
b) Allowing messages to be stored, and reviewed as required;
c) Reducing crew-input errors, by allowing the loading of specific uplink messages into the FMS;
d) Allowing the crew to downlink a complex route clearance request, which can be responded to
by the controller without having to manually enter a long string of coordinates;
e) Reducing workload by supporting automatically transmitted reports when a specific event
occurs, such as crossing a waypoint, occurs;
f) The automatic updating of the ATS flight plans when specific downlink messages (and the
response to some uplink messages) are received.
2.6.2 CPDLC message set
2.6.2.1 The CPDLC message set consists of a set of message elements most of which correspond
to a radiotelephony phraseology.
2.6.2.2 CPDLC message elements are referred to either as:

a) “Uplinks” (message elements that are sent to an aircraft), or
b) “Downlinks” (message elements that are sent by the aircraft)
2.6.2.3 Each message element has a number of attributes associated to it, including:
c) A Message Number that uniquely identifies each type of message element. Uplink message
elements are prefixed “UM” and downlink messages prefixed with “DM”;
d) A Response attribute that defines whether or not a response is required for a message element,
and if so, what type of response is required.
2.6.2.4 The various responses required for CPDLC uplinks are described in Table 2-4.
2.6.2.5 The full CPDLC message set is included in Appendix A[TK62].
Table 2-4. Responses to CPDLC uplink messages
Response type Description

W/U A WILCO or UNABLE is required in response to this CPDLC uplink message
element
A/N An AFFIRM or NEGATIVE is required in response to this CPDLC uplink message
element
R A ROGER is required in response to this CPDLC uplink message element
NE No response is required in response to this CPDLC uplink message element
Y A response is required in response to this CPDLC downlink message element
N No response is required in response to this CPDLC downlink message element

2.6.3 CPDLC messages

A CPDLC message consists of either a single message element, or a combination of up to five message
elements. A CPDLC message that consists of more than one message element is referred to as a “multi-
element message”.
Note.— As a general rule, the size of CPDLC messages should be kept to a minimum.
2.6.4 Responses to CPDLC messages
2.6.4.1 Even though a multi-element CPDLC message may contain a number of message
elements each of which requires a response, only a single response is required for the entire CPDLC
message.
2.6.4.2 The response required for a multi element message is the highest priority response out of
each of the elements in the message. Table 2-5 lists the priority order that is used to determine the highest
priority message element:
Table 2-5. Priority of CPDLC responses

Priority Response type
1 W/U
2 A/N
3 R
4 NE
2.6.4.3 Table 2-6 provides examples on the required responses to various multi-element CPDLC
uplinks.
Table 2-6. Examples of multi-element CPDLC messages
Multi-element message (Individual) response (Single) response

required for each message required for entire
element message
CLIMB TO AND MAINTAIN FL370 W/U W/U
REPORT LEVEL FL370 R
MAINTAIN M083 OR LESS W/U W/U
CAN YOU ACCEPT FL370 AT 2200 A/N
REQUEST POSITION REPORT NE R
ADS-C HAS FAILED R

Multi-element message (Individual) response (Single) response

required for each message required for entire
element message
CAN YOU ACCEPT FL370 AT 2200 A/N A/N
REPORT PASSING MINNY R
2.6.5 Open and Closed CPDLC messages
2.6.5.1 A CPDLC message is described as being “open” if it requires a response and this
response has not yet been received.
2.6.5.2 A CPDLC message is described as being “closed” if either:

a) It does not require a response; or
b) It does require a response and such a response has already been received.
Note.— STANDBY and REQUEST DEFERRED do not close a CPDLC message
2.6.5.3 Some CPDLC messages do not require a response. These are referred to as “self-closing”
CPDLC messages.
2.6.6 CPDLC dialogues
2.6.6.1 Messages that are related – e.g. a CPDLC downlink request and the corresponding
CPDLC uplink clearance – are referred to as CPDLC “dialogues”.
a) A CPDLC dialogue is described as being “open” if any of the CPDLC messages in the dialogue
are open;
b) A CPDLC dialogue is described as being “closed” if all CPDLC messages in the dialogue are
closed.
2.6.6.2 Some CPDLC dialogues may consist of a single CPDLC message.
2.6.6.3 Table 2-7 provides examples on the message status of various CPDLC dialogues.
Table 2-7. Examples of CPDLC message status
Message Dialogue
CPDLC message
status status
MAINTAIN BLOCK FL330 TO FL350 OPEN OPEN
REQUEST WEATHER DEVIATION UP TO 15NM LEFT OF ROUTE OPEN
OPEN
STANDBY CLOSED

Message Dialogue
CPDLC message
status status
REQUEST DIRECT TO MICKY CLOSED
REQUEST DEFERRED CLOSED OPEN
PROCEED DIRECT TO MICKY OPEN
REQUEST CLIMB TO FL370 CLOSED
CLIMB TO AND MAINTAIN FL370. REPORT LEVEL FL370 CLOSED CLOSED
WILCO CLOSED
REQUEST POSITION REPORT CLOSED CLOSED
LEVEL FL370 CLOSED CLOSED
2.6.7 Message Identification Numbers
2.6.7.1 For each CPDLC connection, every CPDLC uplink and downlink message is assigned a
unique identifier, known as a Message Identification Number (MIN). The ground system assigns the MIN
for uplink messages, and the avionics assign the MIN for downlink messages.
2.6.7.2 Message Identification Numbers are generally assigned sequentially, although there is no
specific technical requirement to do so.
2.6.8 Message Reference Numbers
2.6.8.1 A Message Reference Number (MRN) is assigned to a CPDLC message when it is a

response to another CPDLC message. The MRN that is assigned is the MIN of the message being
responded to.
2.6.8.2 CPDLC messages within a dialogue are linked by their Message Identification Numbers
and Message References Numbers.
2.6.8.3 This functionality ensures that a response to a CPDLC message is linked to the correct
message.
2.6.8.4 Table 2-8 provides an example of a CPDLC dialogue to illustrate the way in which it may
be tracked using the Message Identification and Message Reference Numbers.
Table 2-8. Example of CPDLC dialogue
CPDLC message MIN MRN Comment

REQUEST FL350 8 The avionics have assigned a MIN of 8 to this message.
The downlink request is open.

CPDLC message MIN MRN Comment

STANDBY 12 8 The ground system has assigned a MIN of 12 to this uplink.
Because this uplink is a response to the downlink, the ground
system sets the MRN equal to the MIN of the downlink
request (i.e. MRN = 8).
STANDBY is not a closure message. The downlink request
remains open.
CLIMB TO AND 13 8 The ground system has assigned a MIN of 13 to this uplink
MAINTAIN FL350 (i.e. the MIN of the previous uplink message has been
REPORT LEVEL FL350 incremented by one).
Because this uplink is a response to the downlink, the ground

system sets the MRN equal to the MIN of the downlink
request (i.e. MRN = 8).
WILCO 9 13 The avionics have assigned a MIN of 9 to this downlink (i.e.
the MIN of the previous downlink message has been
incremented by one).
Because this downlink is a response to the uplink, the avionics
set the MRN equal to the MIN of the uplink (i.e. MRN = 13).
This element closes the uplink clearance.
LEVEL FL350 10 The avionics have assigned a MIN of 10 to this downlink (i.e.
the MIN of the previous downlink message has been
incremented by one).
This downlink is not linked to an uplink, so there is no MRN
assigned.
This downlink is a self-closing message. No response is
required.
2.7 Automatic Dependent Surveillance – Contract (ADS-C)
2.7.1 Introduction
2.7.1.1 ADS-C is an application that supports the downlinking of certain airborne parameters
(e.g. position, altitude, speed etc) by an aircraft to one or more ATS Units.
2.7.1.2 The implementation of ADS-C provides surveillance capability in remote airspaces and
may be used to replace CPDLC and voice position reporting in airspaces where procedural separation is
otherwise applied.
2.7.1.3 In procedural airspace, the effective use of ADS-C in the provision of air traffic services
enhances flight safety, facilitates the reduction of separation minima and better accommodates user-
preferred flight profiles.

2.7.1.4 Despite the similarity in names, ADS-C should not be confused with Automatic
Dependent Surveillance – Broadcast (ADS-B). ADS-B has a much higher reporting rate and the
information is broadcast by the aircraft, meaning that it can be received by any appropriate equipment
within range. In comparison, ADS-C has a lower reporting rate, and the information is transmitted to a
specific address.
2.7.2 ADS-C Groups
2.7.2.1 Airborne parameters are transmitted by the avionics in an ADS-C report. ADS-C reports
contain various ADS-C groups, each of which contains specific data. The ADS-C groups that are
contained in the ADS-C report are defined in an ADS contract that is established by the ATS Unit with an
aircraft
2.7.2.2 ADS-C Groups that are available include:

a) Basic Group;
b) Flight Identification Group;
c) Earth Reference Group;
d) Air Reference Group;
e) Airframe Identification Group;
f) Meteorological Group;
g) Predicted Route Group (PRG);
h) Intermediate Projected Intent Group; and
i) Fixed Projected Intent Group.
2.7.2.3 At a minimum, all ADS-C reports contain the Basic Group – other groups are optional.
2.7.2.4 The contents of the various ADS-C Groups are depicted in the following diagrams

TCAS status
NSR Time stamp
DAFFY
DUMBO SPEDY
FOM
MICKY
Altitude
Present position
Figure 2-22. ADS-C basic group
Next
Next + 1 DAFFY
1500S14211E SPEDY
1515S14425E
Position, time interval and
Predicted altitude
Position and Predicted
altitude
Figure 2-23. ADS-C predicted route group
Fixed Projected Intent Point
DAFFY
DUMBO SPEDY
MICKY
1505S15715E
Position, Predicted altitude, and

projected time interval
Figure 2-24. ADS-C projected intent group

Pilot inserted waypoint

Fixed Projected Intent Point
093/175
090/195
108/40 SPEDY
107/120
Position (bearing/distance),
Projected altitude, and time
interval
Figure 2-25. ADS-C intermediate intent group
True track and

Ground speed
DAFFY
DUMBO SPEDY
Vertical rate MICKY
Figure 2-26. ADS-C earth reference group
True heading and

Mach Number
DAFFY
DUMBO SPEDY
Vertical rate MICKY
Figure 2-27. ADS-C air reference group

2.7.3 Contents of ADS-C Groups – additional information
2.7.3.1 Positional information in ADS-C reports do not contain the name(s) of waypoints. The
present position information in Basic ADS-C reports and Next/Next + 1 information in PRG are
downlinked as latitude/longitudes. Positional information in the Intermediate Projected Intent Group is
downlinked as a bearing/distance from the Basic position.
2.7.3.2 The time stamp is expressed in seconds past the last hour
2.7.3.3 Estimates are expressed as estimated time intervals (in seconds) from the time stamp at
the basic position
2.7.4 ADS Contracts
2.7.4.1 After receiving a logon, the first step in receiving ADS-C reports is for the ATS Unit to
establish ADS contract(s) with the aircraft. There are three types of ADS contracts:
a) Periodic contract;
b) Demand contract;
c) Event contracts.
2.7.4.2 The establishment of ADS contracts is initiated by the ground system and does not
require pilot action providing that the airborne system is armed. The pilot has the ability to cancel all
contracts by selecting ADS-C off.
2.7.4.3 Periodic contracts
2.7.4.3.1 A periodic contract allows an ATS Unit to specify:

a) The frequency of the ADS-C reports;
b) The (optional) ADS-C Groups that are to be included in these reports.
2.7.4.3.2 It is also possible to define that optional ADS-C Groups are only received in every nth
ADS-C periodic report.
2.7.4.3.3 Most ground systems permit the periodic reporting rate to be altered by the controller to
allow for situations where a higher or lower reporting rate may be required. A higher reporting rate may
be required, for example during:
a) An off track deviation
b) The application of reduced separation
c) An emergency
2.7.4.3.4 Only one periodic contract can be established between an ATS Unit and a particular
aircraft at any one time. A number of ATS Units can each establish their own periodic contract with their
own reporting requirements with the same aircraft at the same time.

2.7.4.3.5 A periodic contract remains in place until it is either cancelled or modified. Whenever a
new periodic contract is established, the previous periodic contract is automatically replaced.
2.7.4.3.6 ATS Units should ensure that the periodic reporting rate in use is in accordance with the
position reporting requirements of the separation standards being used. When not required for the
application of separation, or other factors, ATS Units should consider using less frequent periodic
reporting rates for individual aircraft to reduce overall costs to the system.
2.7.4.3.7 Arbitrarily selecting high periodic reporting rates adds undue economic costs and
unnecessarily loads the data link system.
2.7.4.3.8 As shown in Figure 2-28, in response to a new ADS-C periodic contract, the aircraft:
a) Sends an acknowledgement; and
b) Sends the first periodic report of the new contract
ATS Unit
New periodic
contract
Contract
acknowledgement
First ADS-C report

for new contract
Figure 2-28. ADS-C periodic sequence
2.7.4.4 Demand contract

A demand contract is a one-off request for an ADS-C periodic report. A demand contract does not affect
any other ADS contracts that may be in effect with the aircraft.
2.7.4.5 Event contracts
2.7.4.5.1 An event contract allows an ATS Unit to request the avionics to transmit an ADS-C
report whenever a specific event occurs. Only one event contract can be established between an ATS Unit
and an aircraft at any one time, however the event contract can contain multiple event types. These types
of (optional) events include:
a) Waypoint Change Event
b) Altitude Range Change Event
c) Lateral Deviation Event
d) Vertical Rate Change event

2.7.4.5.2 An event contract remains in place until it is either cancelled or all the specific events in
it have been fulfilled.
2.7.4.5.3 Waypoint Change Event (WCE)
2.7.4.5.3.1 A WCE report is triggered when a change occurs to the Next and/or Next + 1 waypoint
in the FMS. The usual cause of this is the aircraft sequencing a waypoint.
2.7.4.5.3.2 As shown in Figure 2-29, when the aircraft sequences MICKY, the Next and Next + 1
waypoints contained in the FMS change. This results in a WCE report being downlinked to all ATS Units
that have an event contract containing a WCE with this aircraft.
MICKY PLUTO MINNY
Next Next + 1
Before sequencing MICKY MICKY PLUTO
After sequencing MICKY MICKY PLUTO
[SHA63]
Figure 2-29. ADS-C waypoint change event
2.7.4.5.3.3 Other events that may cause the generation of a WCE report include:
a) The aircraft being cleared direct to a waypoint (i.e. Next waypoint is changed)
b) The pilot inserting a waypoint ahead of the aircraft (resulting in a change to the Next or
Next + 1 waypoint)
2.7.4.5.3.4 All waypoint change event reports contain the following ADS-C Groups:
a) Basic ADS-C Group; and
b) Predicted Route Group.
2.7.4.5.4 Altitude Range Change Event (ARCE)
2.7.4.5.4.1 An ARCE report is triggered when the aircraft’s altitude is outside the altitude range
tolerances defined in the ADS-C event contract.
2.7.4.5.4.2 The ARCE is specified by defining the required lower and upper limits.
2.7.4.5.4.3 In Figure 2-30, the ARCE has been defined with a lower limit of FL368 and an upper
limit of FL372.

2.7.4.5.4.4 Once an aircraft has downlinked an ARCE report, no further altitude range change
event reports will be downlinked until the ATS Unit establishes a new ADS-C event contract containing
an altitude range change event.
2.7.4.5.4.5 ARCE reports contain the ADS-C Basic group only.
Ceiling 372
370
Floor 368
Figure 2-30. ADS-C altitude range change event
2.7.4.5.5 Lateral Deviation Event
2.7.4.5.5.1 The lateral deviation event is triggered when the lateral distance between the aircraft’s
actual position and its expected position on the active flight plan route exceeds the parameter defined in
the ADS C event contract.
2.7.4.5.5.2 This event is specified by defining a maximum off track distance. It is not possible to
define different distances on each side of track.
2.7.4.5.5.3 In Figure 2-31, the lateral deviation event has been defined to be triggered for a
deviation of greater than 5NM either side of track.
2.7.4.5.5.4 If the aircraft’s actual position exceeds the maximum tolerance off track defined in the
event contract, a lateral deviation event report is downlinked.
2.7.4.5.5.5 Once an aircraft has downlinked a lateral deviation event report, no further deviations
will trigger another report until the ATS Unit re-establishes an ADS-C event contract containing a lateral
deviation event.
2.7.4.5.5.6 Lateral deviation event reports contain the ADS-C basic group only.

5NM
DAFFY PLUTO
5NM
Figure 2-31. ADS-C lateral deviation event
2.7.4.5.6 Vertical rate change event
2.7.4.5.6.1 Vertical Rate Change Event is triggered when the aircraft’s vertical rate is either less
than or greater than a parameter defined in the contract.
2.7.4.5.6.2 Vertical Rate Change event reports contain the ADS-C Basic group only.
2.7.4.6 Cancelling ADS contracts

ADS contracts should be cancelled when they are no longer required. The termination of ADS-C
contracts with an aircraft, whether performed automatically or manually, should be strictly monitored to
avoid situations leading to congestion. ADS-C contracts should be terminated by the ground system
when:
a) The aircraft has crossed an FIR boundary and has passed beyond the normal “back
coordination” parameter;
b) The ATS flight plan for the aircraft has been cancelled or has finished; or
c) The previous ATS Unit, the controlling authority or an adjacent ATS Unit has no further
surveillance or monitoring requirements for the flight.
2.7.5 [TK64]Using ADS-C reports
2.7.5.1 Depending on the functionality available to the ATS Unit, ADS-C reports can be used for
a variety of purposes. These include:
a) Establishing and monitoring of traditional time based separation minima;
b) Establishing and monitoring of distance-based separation standards;
c) Flagging waypoints as ‘overflown’;
d) Updating estimates for downstream waypoints
e) Updating the display of the ADS-C position symbol, and the associated extrapolation;
f) Generating (and clearing) alerts;
g) Generating (and clearing) ADS-C emergencies
h) Updating other information in the ATS flight plan
2.7.5.2 Predicted Route conformance
2.7.5.2.1 As well as using the reported position to monitor route conformance, ADS-C reports
containing either predicted route group or intermediate intent groups can be used for predicted route
conformance monitoring
2.7.5.2.2 When an ADS-C report is received, the PRG or IPIG data can be compared against the
expected route in the ATS flight plan and an alert can be detected if a discrepancy exists.
Note.— To prevent nuisance alerts, route conformance functionality needs to cater for aircraft
conducting 1 or 2nm Strategic Lateral Offset procedures.
2.7.5.2.3 Most aircraft types can support ADS contracts (periodic and event) with up to 5 different
ground systems as shown in [TK65]Figure 2-32. One of these is reserved for the AOC[TK66].
ADS C
ONTR
ACT NTRACT
ADS CO ATSU3
ATSU1
T AD
AC SC
NTR ON
O TR
SC ADS CONTRACT AC
T
AD
ATSU2 ATSU5 ATSU4
Figure 2-32. Multiple ADS contracts with single aircraft
2.7.5.2.4 Each ATS Unit can specify periodic and event contracts differently to meet their own
requirements, such as:
a) Different ADS-C groups as shown in Figure 2-33;
b) Different periodic reporting interval as shown in Figure 2-34; and
c) Different types of event contracts as shown in Figure 2-35.

BASIC
only RG
PRG + E ATSU3
ATSU1
Eve
ryth
IG ing
+ IP
IG ERG + AIR Ref.
FP
ATSU2 ATSU5 ATSU4
Figure 2-33. Multiple ADS periodic contracts with different groups
20 min
repor ports
ts 15 min re ATSU3
ATSU1
s 14
m
o rt in r
rep epo
min 30 min reports
rts
24
ATSU2 ATSU5 ATSU4
Figure 2-34. Multiple ADS periodic contracts with different reporting intervals
ARCE
W CE
ARCE + ATSU3
ATSU1
E Eve
, WC ryth
DE ing
,L
CE WCE
AR
ATSU2 ATSU5 ATSU4
Figure 2-35. Multiple ADS event contracts
2.7.5.3 Figure of Merit

All ADS-C Basic reports contain Figure of Merit (FOM) data. This data provides information concerning
the navigational accuracy of an aircraft in accordance with Table 2-9.
Table 2-9. Figure of merit values
Figure of Accuracy of position

merit value
0 Complete loss of navigational capabilities
1 < 30 nm
2 < 15 nm
3 < 8 nm
4 < 4 nm
5 < 1 nm
6 < 0.25 nm
7 < 0.05 nm
2.7.5.4 ADS-C reporting rates
2.7.5.4.1 While ADS-C reporting rates are generally referred to in whole minutes, they are not
actually defined that way in the ADS contract. The required ADS-C reporting rate is uplinked to the
aircraft in one byte (eight bits) of data, in accordance Figure 2-36.
2.7.5.4.2 For example, to establish a “40 minute” reporting rate, the SF would equal 64 seconds
and the Rate would equal 36 to approximate 40 minutes. The actual reporting rate would be 64 x (1 + 36)
= 2368 seconds (39 minutes 28 seconds).

Reporting Interval = (1 + Rate) x SF, where

Rate is the value contained in bits one to six. These six bits allow a
range of values between 0 and 63.
SF is the scaling factor in bits seven and eight where:
Bit 7 Bit 8 Definition
0 0 0 seconds, used for a Demand Contract Request
1 0 1 second
0 1 8 seconds
1 1 64 seconds
Bit numbers
8 7 6 5 4 3 2 1
Scaling Rate
factor
Figure 2-36. Calculation of ADS-C periodic reporting interval
2.8 Flight management computer waypoint position reporting (FMC WPR)
2.8.1 Introduction
2.8.1.1 A number of aircraft types have satellite ACARS capability, but are not FANS-1/A-
equipped. These aircraft can exchange ‘data link’ messages with their company, but not CPDLC
messages with ATC.
2.8.1.2 Airlines that operate these aircraft have the ability to receive ACARS position reports
from their aircraft as a component of their Airline Operational Control (AOC) flight monitoring. With the
appropriate ground-based equipment, these ACARS position reports can be reformatted and forwarded to
an ATS Unit via AFTN as a replacement for voice position reports.
2.8.1.3 This method of delivery for aircraft position reports is known as Flight Management
Computer Waypoint Position Reporting (FMC WPR)
2.8.1.4 The use of FMC WPR is not intended to replace or delay ADS-C equipage, but is
intended to give operators an alternative, in cases where the installation of ADS-C is impractical, or the
cost being prohibitive.

2.8.2 Flight planning requirement
An AFN Logon is not required to initiate FMC WPR
2.8.3 Description
2.8.3.1 In the North Atlantic airspace ACARS position reports are transmitted to a Central FMC
Waypoint Reporting System (CFRS), where the report is converted into a format acceptable to the ATS
Unit (POS message), and then forwarded to the appropriate ATS Unit.
2.8.3.2 The same principle for FMC WPR has been introduced in trials in the South Pacific, with
the exception that the ACARS report is converted to an ARP message by the AOC.
2.8.4 Requirements
2.8.4.1 In order to be suitable for ATS operations an FMC WPR is a position report that:
a) consists entirely of data entered automatically by the FMS;
b) consists of data CRC protected by the FMS;
c) consists of data formatted and populated in accordance with the ARINC 702-1A specification;
d) is composed and processed by avionics certified to Level C;
e) contains an H1 label and the appropriate sub-label (FMC, FML or FMD); and
f) does not contain geographic coordinates in ARINC 424 format.
2.8.4.2 FMC WPRs can be automatically initiated without flight crew action or manually
initiated by the flight crew. Local procedures should prescribe any requirements.
2.8.4.3 Operators participating in FMC WPR should ensure that:

a) FMC WPRs are generated at each ATC waypoint of a cleared route in FMC WPR airspace;
b) any waypoints uplinked to the FMS for the purposes of generating automatically initiated FMC
WPRs consist solely of ATC waypoints.
[AW67]

Chapter 3. Administrative provisions related to data link operations (Tom)

This chapter includes the prerequisites for data link operations, including service provision, operator
eligibility, and flight planning.
3.1 Service provision
3.1.1 ATC system validation
3.1.1.1 To meet system integrity requirements, States shall consider a validation process that
confirms the integrity of their equipment and procedures. The processes shall include:
a) A system safety assessment which demonstrates that the ATS provider’s system will meet the
safety objectives;
b) Integration test results confirming interoperability for operational use of airborne and ground
systems; and
c) Confirmation that the ATS operation manuals are compatible with those of adjacent providers.
3.1.1.2 The system safety assessment can be achieved through a functional hazard analysis or a
documented system safety case. This should be conducted for initial implementation as well as for future
enhancements and should include:
a) Identifying failure conditions;
b) Assigning levels of criticality;
c) Determining probabilities for occurrence; and
d) Identifying mitigating measures.

3.1.1.3 Following on from the safety assessment, States should institute measures to offset the
identified failure conditions, or reduce the probability of their occurrence to an acceptable level. This
could be accomplished through automation or procedures.
3.1.1.4 Each State should ensure that the ANSPs provide communication services that meet the
performance specifications provided at Appendix B and Appendix C, and that contracted CSPs meet their
performance allocations. The risks represented by the requirements are regarded as being minimum for
the specified ATS function to maintain operational efficiency and meets the safety needs.
3.1.1.5 States should conduct trials with aircraft to ensure that the system meets the technical
requirements for interoperability such as is defined for FANS 1/A in RTCA DO-258A/EUROCAE
ED-100A.
3.1.1.6States should coordinate with adjacent States to confirm that their ATS operation manuals
contain standard operating procedures.
3.1.1.73.1.1.6 ANSPs shall develop appropriate procedures to respond to CPDLC downlink

message elements defined in Appendix A. (See paragraph 3.1.6.1 for publication of unsupported
downlink messages.)
3.1.1.83.1.1.7 With the implementation of automated ATS control systems, data changes,
software upgrades, and system failures can impact on adjacent units.
a) ATSUs shall ensure that suitable procedures are in place to ensure that data is correct and
accurate, including any changes thereto, and that security of such data is not compromised.
b) ATSUs shall also formalize procedures for timely notification to adjacent units of system
failures, software upgrades (or downgrades) or other changes, which may impact on surrounding ATS
units. Such notification procedures will normally be detailed in letters of agreement between adjacent
units.
3.1.1.93.1.1.8 ANSPs shall establish means to ensure an ATSU will only establish an ADS
contract with aircraft for which that ATSU has direct control or monitoring responsibility. An ATSU that
establishes an ADS contract for any other purpose (e.g. a ground facility requesting an ADS connection
for test purposes) must obtain approval from both the appropriate controlling authority and the operator,
prior to the departure of the flight.
3.1.2 ATC automation
3.1.2.1 AFN logon
3.1.2.1.1 To ensure that CPDLC messages are sent only to aircraft for which the ATSU has a flight
plan, an AFN logon should be rejected if:
a) the aircraft registration in the AFN CONTACT message does not match the aircraft registration
in the flight plan;
b) the flight plan does not contain the aircraft registration; or
c) there is no flight plan in the FDPS for the flight.

3.1.2.1.2 Hyphens contained in an aircraft registration are not valid characters in should not be
entered into the ICAO flight plan form and therefore are not present in filed flight plan. Ground systems
should be configured so as to prevent the AFN Logon being rejected due to hyphens being included in the
aircraft registration sent in the AFN CONTACT message, but not in the flight plan.
3.1.2.2 AFN COMPLETE
3.1.2.2.1 It is recommended that ATSUs implement a time parameter of 20 minutes maximum

between the sending of the AFN CONTACT ADVISORY message and the receipt of the AFN
COMPLETE message.
3.1.2.2.2 If the AFN COMPLETE message is not received within the time parameter, the
controller should be alerted (see paragraph 4.2.2.3.4 for information regarding related ATS requirements).
3.1.2.3 Emergency message element handling
3.1.2.3.1 Ground systems should be configured so as to provide a clear indication to controllers of

downlinked messages that contain any of the message elements from the emergency message elements
(see Appendix A, paragraph A.3, for the list of emergency message elements.)
3.1.2.3.2 When the ground system receives an emergency-mode ADS report, it should present it to
the controller. If a periodic contract is active, the emergency reports will be transmitted at the existing
periodic rate. Otherwise, the rate will default to a value determined by the aircraft avionics (see
Appendix F). Only the pilot can cancel the emergency mode (see paragraph 4.4.1.2 for associated ATC
procedures).
3.1.2.4 Automated responses
3.1.2.4.1Ground systems should be configured so as to automatically respond to requests for re-

clearance with preformatted free text message REQUEST RECEIVED RESPONSE WILL BE VIA
GANDER RADIO or REQUEST RECEIVED RESPONSE WILL BE VIA VOICE
COMMUNICATION, as appropriate.
3.1.2.4.2Any downlink message that contains at least one message element that technically requires a
response is a message that technically requires a response.
3.1.2.4.33.1.2.4.1 With the exception of UM 1 STANDBY or UM 2 REQUEST DEFERRED, only

one uplink message in response to a particular downlink message should have a MRN. If two uplink
messages are sent with the same MRN, and neither of those messages is UM 1 or UM 2, the second
message will be discarded by the avionics and not displayed to the flight crew.
3.1.2.4.43.1.2.4.2 If an uplink message is sent with a MRN and the downlink message with the
associated MIN did not technically require a response, the uplink message will be discarded by the
avionics and not displayed to the flight crew.
3.1.2.4.53.1.2.4.3 If an uplink message is discarded for the reasons described in paragraph 3.1.2.4.1
or paragraph 3.1.2.4.2, an error message will be sent to the ground system advising that the MRN was not
recognised.

3.1.2.4.63.1.2.4.4 Ground systems should be configured such that uplink messages will have MRNs
only if the uplink message is responding to a downlink message that technically requires a response.
3.1.2.4.73.1.2.4.5 Ground systems should be configured such that only one uplink message, other
than UM 1 STANDBY or UM 2 REQUEST DEFERRED, will have the MRN that associates it with a
particular downlink message.
3.1.2.5 Sending the END SERVICE message
3.1.2.5.1 ATSUs may automate the sending of the END SERVICE message, based upon the
estimated time aircraft are expected to cross CTA/FIR boundaries. Refer to paragraph 2.5 and paragraph
4.2.2 for the proper sequence and timing for sending the END SERVICE message.
3.1.2.5.2 The parameters for this operation should be detailed in interfacility agreements (see
paragraph 3.1.6.7 for related ATS provider responsibilities).
3.1.2.6 Message variables
3.1.2.6.1 Different standards have been applied to the encoding and display of satellite telephone
numbers, which could result in the incorrect number being displayed in the cockpit. For this reason,
ground systems should not allow the [Frequencysatchannel] data element to be used for uplinking satellite
telephone numbers in MONITOR and CONTACT messages (UM 117 to UM 122).
3.1.2.7 Abnormal cases with ADS-C
3.1.2.7.1Non-ATC waypoints. Aircraft will occasionally send reports with non-ATC waypoints as
reporting points, NEXT waypoint, and NEXT+1 waypoint. The front-end processor could convert these
to POS messages and forward them to the ACC. If necessary, ATC will verify a position report through
voice communication (see paragraph 4.5.3.3 for related flight crew procedures).
3.1.2.7.23.1.2.7.1 Receipt of multiple copies of an ADS report. When multiple copies of an ADS
report are received, the front-end processor will log all copies but will process only the one received first,
discarding all others.
3.1.2.7.33.1.2.7.2 Discarding old ADS reports. When the ground system receives an ADS report
that is more than N (a local system parameter) minutes old, according to its position time stamp, it will
log the message and discard it without providing any data to other systems and without further
processing.
3.1.2.7.4Discarding erroneous met reports Met reports from aircraft that are known to generate
erroneous met data will be discarded.
3.1.2.8 Satcom channel numbers in CPDLC contact messages
3.1.2.8.1 Some aircraft use different encoding for the [Frequencysatchannel] variable in CPDLC
monitor and contact messages e.g. UM 117, UM 118 and UM 119. Because of these differences, the ATS
unit should not use these messages with the [Frequencysatchannel] variable.

3.1.2.8.2 Air traffic service providers are recommended to consider modifying their systems in this
respect. It is recommended that, where practicable, messages with this parameter are disabled to prevent
their inadvertent use until such modifications are complete.
3.1.3 Contractual considerations for CSP
3.1.3.1 For those situations where service providers cannot continue to provide data link
communications, they will inform ATSPs and operators in accordance with established coordination
procedures.
3.1.3.2 In the event of a centralized ADS (CADS) failure, the CADS provider should inform
ATS.
3.1.3.3 In the event of a CFRS failure, the CFRS service provider should inform ATS.
3.1.3.4 See Appendix B and Appendix C for performance criteria for communication services.
3.1.4 Ground-ground coordination
3.1.5 Personnel licensing and training

Prior to operating ATC data link communications equipment, controllers shall receive appropriate
training in accordance with Annex 1 to the Convention on International Civil Aviation.
3.1.6 Aeronautical information, notifications, and interfacility agreements
3.1.6.1 All downlink message elements as defined in Appendix A will be supported, unless
otherwise published in appropriate regional/State documentation together with procedures for the
handling unsupported message elements.
Note.— Emergency messages shall, as a minimum, be displayed to the controller per paragraph
3.1.2.3.
3.1.6.2 An ATS provider may suspend ADS-C, FMC WPR and/or CPDLC (including trials) for
the control area under its jurisdiction. Notification to affected ATSUs should be carried out in accordance
with coordination requirements specified in applicable interfacility agreements.
3.1.6.3 For scheduled and/or extended outages of the ground component of the ADS or FMC
WPR system, a NOTAM shall be issued. During such outages, position reports will be required via
CPDLC or voice communications.
3.1.6.4 When an ATS provider suspends CPDLC operations or when a planned system shutdown
of the communications network or the ATS system occurs, the ATS provider should publish a NOTAM to
inform all affected parties of the shutdown period. During this time period, voice communications will be

used. Aircraft currently in communication with the ATC unit should be informed by voice of any
imminent loss of CPDLC service.
3.1.6.5 In the event of an unexpected ground system ADS-C outage, ATS should:
a) inform other ATS units concerned; and
b) issue a NOTAM, if required.
3.1.6.6 In the event of an unexpected ground system CPDLC outage, or in the event that an
ATSU suspends CPDLC operations without prior notice, the ATSU should:
a) inform aircraft currently in communication with the ATC unit of the loss of CPDLC service;
b) inform other ATS units concerned;
c) specifically advise whether the outage also affects ADS-C service; and
d) issue a NOTAM, if required.
3.1.6.7 ATS providers who offer CPDLC services should develop procedures to ensure the END
SERVICE message is sent (see paragraph 3.1.2.5 regarding related ATS automation and paragraph
4.2.2.4 for related information):
a) in sufficient time to allow the NDA (if established) to establish an active CPDLC connection
prior to the aircraft crossing the common boundary;
b) in sufficient time to prevent an inappropriate active CPDLC connection from continuing with an
aircraft while it is transiting non-CPDLC airspace; and
c) in accordance with interfacility coordination requirements contained in applicable agreements.

3.1.7 Monitoring and data recording
3.1.7.1 The FANS 1/A CNS/ATM environment is an integrated system including physical
systems (hardware, software, and communication networks), human elements (pilots and controllers), and
the procedures for use by pilots and controllers.
3.1.7.2 Because of the integrated nature of the system and the degree of interaction among its
components, end-to-end system monitoring is required. The procedures described in Appendix D aim to
ensure end-to-end system integrity by validation and the identification, reporting and tracking of problems
revealed by monitoring.
3.1.7.3 These procedures do not replace the ATS incident reporting procedures and requirements,
as specified in ICAO PANS-ATM, Appendix 4; ICAO Air Traffic Services Planning Manual (Doc 9426),
Chapter 3; or applicable State regulations, affecting the parties directly involved in a potential ATS
incident.
3.1.7.4 Routine collection of data is necessary in order to ensure that the system continues to
meet its performance, safety and interoperability requirements, and that operations and procedures are
working as planned. Guidelines for data collection, monitoring, analysis, and results can be found in
Appendix D.
3.1.7.5 ATS providers and communication service providers shall retain the records defined in
Appendix D for at least 15 days to allow for accident/incident investigation purposes. (The providers are
strongly encouraged to retain the records for at least 30 days.) These records shall be made available for
air safety investigative purposes on demand. These recordings shall allow replaying of the situation and
identification of the messages that were sent or received by the ATS system.
3.2 Operator eligibility
3.2.1 Personnel licensing and training
3.2.1.1 Prior to operating ATC data link communications equipment, pilots and dispatchers shall
receive appropriate training in accordance with Annex 1 and Annex 6 to the Convention on International
Civil Aviation.
3.2.1.2 Notwithstanding the above requirement, special arrangements may be made directly
between an operator and an ATSU for the purposes of undertaking trials of ATC data link equipment.
3.2.2 FANS 1/A and FANS 1/A ADS-C data link operations
3.2.2.1 Operators are required to obtain a data link authorization with the State of registry in
accordance with their rules and means of compliance (such as FAA AC 120-70a). This operational
authorization should address flight crew training and qualification, maintenance, MEL, user modifiable
software, service agreements with CSP, and procedures for submitting problem reports and data to the
central reporting/monitoring agencies. It should also ensure that aircraft equipment has been approved for
the intended use, e.g. RCP 240 or RCP 400 operations, in accordance with airworthiness requirements
and related means of compliance (such as FAA AC 20-140).
3.2.2.2 To avoid logons being rejected and to ensure FANS 1/A ADS-C and CPDLC downlinks
are properly routed, each participating operator must initially coordinate with its CSP or CSPs to initiate
FANS 1/A ground system configuration for its aircraft.
3.2.3 FMC WPR
3.2.3.1 Operators who intend to participate in FMC WPR data link trials and operations must
advise participating ATSPs of the following:
a) advise whether the FMC WPRs will be manually triggered by the flight crew or be fully
automated;
b) confirm that the necessary coordination has taken place with the CSP; and
c) ensure that the registrations of aircraft new to the trial are notified at least 30 days in advance,
since reports can only be received from aircraft whose registrations are known to the system.
3.2.3.2Operators wishing to participate in FMC WPR must successfully complete a pre-operational

test.
3.2.3.33.2.3.2 Each Operator must demonstrate that they meet the surveillance performance
specifications (see Appendix C) for the provision of FMC WPRs for ATS purposes. Once this has been
demonstrated, the Operator will be able to participate in FMC WPR operations. Utilizing FMC WPR will
be at the discretion of the operator.
3.2.3.43.2.3.3 To ensure FMC WPR downlinks are properly routed to the CFRS systems of
both ARINC and SITA, participating Operators must coordinate with their CSPs to configure for routing
their FMC WPRs to both CFRS systems.
3.2.3.53.2.3.4 Operators participating in FMC WPR should ensure that:

a) FMC WPRs are generated at each ATC waypoint of a cleared route in FMC WPR airspace;
b) any waypoints uplinked to the FMS for the purposes of generating automatically initiated FMC
WPRs consist solely of ATC waypoints; and
c) FMC WPRs contain all data elements that are required for ATC, as per ICAO Doc 4444.
3.2.3.63.2.3.5 Except for those of Boeing 777 aircraft with software prior to BLOCK.01,
Operators shall provide for FMC derived air report (ARP) messages with accurate wind and temperature
data, to MET facilities as appropriate for each FIR.
3.2.3.73.2.3.6 Whenever possible, operators should avoid the use of flight numbers that contain
alphabetic characters by flights participating in FMC WPR. For example, avoid the use of flight numbers
such as ABC124A or ABC324W. The use of such flight numbers results in the FMC WPR not being
associated with the flight.
Note.— It is impossible for the ground system to properly associate FMC WPRs with the flight if the
flight number contains an alphabetic character (for example ABC124A or ABC324W). Such flights
cannot participate in FMC WPR.

3.2.3.83.2.3.7 Certain pre-FANS A Airbus avionics configurations should not participate in
FMC WPR because they are prone to large errors in position data. This can be rectified with a software
upgrade. For further advice operators should contact Airbus.
3.2.4 Operator responsibilities with regional/state monitoring agencies

Note.— Guidelines on problem reporting and corrective action can be found at Appendix D.
Contact information for the appropriate regional/State authority can be found at Appendix E.
3.2.4.1 Operators must indicate their intention to participate in trials by contacting the
appropriate regional/State authority and providing the following information:
a) requested ATS data link services;
b) Operator name;
c) Operator contact person;
d) aircraft type(s) and associated registration(s);
e) whether the option of updating the FMC time using the GPS time has been installed for the
particular aircraft involved; and
f) anticipated start date of participation.

3.2.4.2 Operators participating in FMC WPR should notify the appropriate regional/State
monitoring agency thirty days in advance of the registrations of all aircraft that are intended to participate
in FMC WPR, including any aircraft to be added to the operation subsequently.
3.2.4.3 Operators who require receipt of converted ADS or FMC reports must provide the
appropriate regional/State monitoring agency the appropriate 8-letter aeronautical fixed
telecommunication network (AFTN) address(es).
3.2.4.4 Operators are requested to advise the appropriate regional/State monitoring agency of any
changes to the information provided.
3.2.4.5 Operators should inform the appropriate regional/State monitoring agency of any pilot
reported problems associated with FMC WPR, ADS-C or CPDLC (see Contacts, page 3).
3.2.4.6 Filing a report with regional/State monitoring agencies does not replace the ATS incident
reporting procedures and requirements, as specified in ICAO Doc 4444, Appendix 1; ICAO Doc 9426,
Chapter 3; or applicable State regulations affecting parties involved in a potential ATS incident.
3.2.5 Operations manuals, notifications and documentation for flight crews/dispatchers
3.2.5.1 Operators should assess operational requirements, establish policy and procedures, and
incorporate them in appropriate company documents.
3.2.5.2 Advisory information should be distributed within the flight operations department to
ensure that all personnel concerned are aware of:
a) FMC WPR concepts and any necessary programs for the introduction of FMC WPR for ATC
purposes (this is especially important for those fleets that require manual initiation of FMC WPR
downlinks);
b) FANS 1/A concepts and any necessary programs for the introduction of CPDLC; or
c) FANS 1/A concepts and any necessary programs for the introduction of ADS-C.
3.2.5.3 Company Operations Manuals and other documentation for ADS-C, FMC WPR or
CPDLC should include:
a) crew procedures;
b) pilot responsibility for establishing and maintaining voice communications (including any
required SELCAL check) with every CTA/FIR along the route of flight; and
c) Minimum equipment lists (MEL) modifications (if required).

3.2.5.4Operators using ADS-C for position reporting should ensure that all personnel concerned are
aware of ADS-C functionality, including normal and emergency operations.
3.2.5.53.2.5.4 Because there are differences in the avionics supporting CPDLC and ADS-C,
Operators should advise flight crews of the flight deck indications resulting from logon for the purpose of
ADS-C only.
3.2.5.63.2.5.5 When aware of any FMC WPR or ADS-C system failures, operators should
advise concerned crews to revert to voice communications at the next scheduled reporting point.
3.3 Flight planning
3.3.1 CPDLC and ADS-C
3.3.1.1 Operators participating in FANS 1/A operations should ensure that the proper
information is included in the ATC FICAO flight plan.
3.3.1.2 It is the responsibility of the Operator to ensure that only crews trained and qualified in
CPDLC avail themselves of FANS 1/A services when filing to use these services.
3.3.1.3 ATS systems use Field 10 (Equipment) of the standard ICAO flight plan to identify an
aircraft’s data link capabilities. Operators should insert the following items into the ICAO flight plan
form for FANS 1/A aircraft:
a) Field 10a (Radio communication, navigation and approach equipment); insert the letter “J” to
indicate data link equipment.
b) Field 10b (Surveillance equipment); insert the letter “D” to indicate ADS capability.
c) Field 18 (Other Information); insert the characters “DAT/” followed by one or more letters as
appropriate to indicate the type of data link equipment carried, when the letter “J” is inserted in field 10.
(see table below)
Table 3-1 Indicating data link equipment in Field 18

Letter following DAT/ Type of data link equipment
S Satellite data link
H HF data link
V VHF data link
M SSR Mode S data link

3.3.1.4 ATS systems compare the registration number of the aircraft contained in Field 18 (Other
Information) of the ICAO flight plan with the registration contained in the AFN logon. The operator is
responsible for ensuring that the correct aircraft registration is filed in Field 18 of the ICAO flight plan.
3.3.2 FMC WPR
3.3.2.1 There are no additional flight planning requirements specific to participation in FMC
WPR.
Note.— The aircraft identification (ACID) provided in the FMC WPR is correlated with the ID
provided in the filed flight plan and will be rejected if they do not match.

Chapter 4. Operating procedures (Norm/Gordon)

This section provides:
a) the procedures intended for pilots and controllers.
b) the procedures for pilots, controllers, and radio operators in abnormal situations. It includes
voice phraseology related to data link operations and to support the abnormal procedures when things go
awry with the data link capability.
This information is also intended for those involved in developing training programs.
4.1 Voice communications
4.1.1 Flight crew – Contact with Aeradio
4.1.1.1 The integrity of the ATC service remains wholly dependent on establishing and
maintaining HF or VHF voice communications with each ATSU along the route of flight. The
procedures in this section are applicable only in NAT airspace and pertain only to ATS data link
operations.
4.1.1.2 Prior to entering each NAT oceanic CTA, the pilot shall contact the appropriate aeradio
station.
4.1.1.3 Table 4-1 provides the data link terms flight crews should use to identify the flight.
Flight crews should continue to use the data link term until either the SELCAL check has been completed
or the frequency assignment has been received.
Table 4-1 Terms to identify data link capability

Term Data link status of aircraft
“A-D-S” Participating in ADS-C only.
“F-M-C” Participating in FMC WPR
“C-P-D-L-C” Participating in CPDLC and ADS-C
4.1.1.4 If the flight will exit the CTA into oceanic airspace, on initial contact with the CTA the
pilot shall:
a) not include a position report;
b) use the appropriate data link term after the aircraft call sign (see paragraph 4.1.1.3);
c) state the name of the next CTA/FIR to be entered; and
d) request the SELCAL check.
Example 1 (initial contact from an eastbound ADS-only flight about to enter the Gander CTA):
GANDER RADIO, AIRLINE 123 A-D-S, SHANWICK NEXT, REQUEST SELCAL CHECK CDAB.

Example 2 (initial contact from a westbound FMC WPR flight about to enter the Santa Maria CTA):
SANTA MARIA RADIO, AIRLINE 123 F-M-C, NEW YORK NEXT, REQUEST SELCAL CHECK
AFMP.
Example 3 (initial contact from an eastbound CPDLC flight about to enter the New York Data Link
service area):
NEW YORK ARINC, AIRLINE 123 C-P-D-L-C, GANDER NEXT, REQUEST SELCAL CHECK
CKFM.
4.1.1.5 If the flight will exit the CTA into domestic airspace, on initial contact with the CTA, the
pilot shall:
a) not include a position report;
b) use the appropriate data link term after the aircraft call sign (see paragraph 4.1.1.3);
c) state the track letter if operating on the Organised Track System (OTS);
d) state the last two fixes in the cleared route of flight if operating outside the OTS; and
e) request the SELCAL check.
Example 1 (initial contact from an eastbound ADS-only flight about to enter the Shanwick CTA):
SHANWICK RADIO, AIRLINE 123 A-D-S, TRACK ZULU, REQUEST SELCAL CHECK CDAB.
Example 2 (initial contact from a westbound CPDLC flight about to enter the Gander CTA):
GANDER RADIO, AIRLINE 123 C-P-D-L-C, SCROD VALIE, REQUEST SELCAL CHECK DMCS.
Example 3 (initial contact from an eastbound FMC flight about to enter the Shanwick CTA):
SHANWICK RADIO, AIRLINE 123 F-M-C, TRACK ZULU, REQUEST SELCAL CHECK CDAB.
4.1.1.6 Depending on which data link services are offered in the CTA and the operational status
of those services, the aeradio operator will provide appropriate information and instructions to the flight
crew (see paragraph 4.1.2 for information regarding associated aeradio procedures).
4.1.1.7 In the event an onboard systems failure prevents CPDLC, ADS WPR or FMC WPR or if
any of these services is terminated:
a) if the failure/termination occurs prior to initial contact with the aeradio station, do not use the
phrase “A-D-S”, “C-P-D-L-C” or “F-M-C” after the aircraft call sign;
b) resume normal voice communications, including providing all subsequent position reports via
voice;
c) do not inform aeradio that the service has been terminated; and
d) inform Company Operations Department in accordance with established problem reporting
procedures.
4.1.1.8 To reduce frequency congestion crews of ADS & FMC WPR flights should not be
required to submit position reports via voice unless otherwise advised by aeradio operator.
4.1.1.9 ADS WPR flights, are exempt from all routine voice meteorological reporting, however
reports of unusual meteorological conditions such as severe turbulence should be made by voice to the
aeradio station. CPDLC should not be used for meteorological reports unless voice contact cannot be
established.
4.1.1.10 Flight crews should not ask aeradio questions regarding the status of the ADS
connections or whether an ADS WPR or an FMC WPR has been received. Should ATC fail to receive an
expected ADS WPR or FMC WPR, they will request a voice report.
4.1.1.11 When leaving NAT airspace, flight crews should comply with all communication
requirements applicable to the airspace being entered.
4.1.1.12 If no domestic frequency assignment has been received by 10 minutes prior to the flight’s
entry into domestic airspace, the flight crew should contact aeradio and request the frequency, stating the
oceanic exit fix.
4.1.2 Aeradio - Response to Initial Contact
4.1.2.1 Aeradio operators should:

a) respond to an aircraft that identifies itself by including a data link term after the aircraft call sign
by restating the data link term after the aircraft call sign (see paragraph 4.1.1.3 for the list of data link
terms); and
b) complete the SELCAL check (see paragraph 4.1.1.4 and paragraph 4.1.1.5 for examples of the
initial contact procedures to be used by flight crews).
4.1.2.2 If a flight uses the term “A-D-S” after the aircraft call sign, the aeradio operator should
issue:
a) communication instruction for the next CTA/FIR; or
b) communications instructions and the frequency to contact the appropriate ATS unit
approaching, or over, the exit point; or
c) instructions for the flight to call the aeradio station serving the next CTA/FIR at a time or
location prior to the next CTA/FIR boundary or exit point.
4.1.2.3 When the CTA/FIR does not offer FMC WPR services, if a flight uses the term
“F-M-C” after the aircraft call sign, the aeradio operator should advise the pilot to make position reports
by HF voice.
4.1.2.4 When the CTA/FIR offers FMC WPR services, if a flight uses the term “F-M-C” after the
aircraft call sign, the aeradio operator should issue:
a) communication instruction for the next CTA/FIR; or
b) communications instructions and the frequency to contact the appropriate ATS unit
c) instructions for the flight to call the aeradio station serving the next CTA/FIR at a time or

4.1.2.5 When the CTA/FIR does not offer CPDLC services, if a flight uses the term
“C-P-D-L-C” after the aircraft call sign, the aeradio operator should:
a) Advise the flight that ““CPDLC SERVICE NOT AVAILABLE IN (name) CTA/FIR”; and
b) Issue:
1) communication instruction for the next CTA/FIR; or
2) communications instructions and the frequency to contact the appropriate ATS unit
3) instructions for the flight to call the aeradio station serving the next CTA/FIR at a time or
location prior the next CTA/FIR boundary or exit point.
4.1.2.6 During CPDLC operations, if a flight uses the term “C-P-D-L-C” after the aircraft call
sign, the aeradio operator should:
a) Advise the flight that “(type) FREQUENCIES WILL BE ASSIGNED VIA CPDLC”; and
b) Issue:
1) communication instructions for the next CTA/FIR; or
2) communication instructions and the frequency to contact the appropriate ATS unit
3) instructions for the flight to call the aeradio station serving the next CTA/FIR at a time or
4.1.3 Aeradio - Delayed CPDLC Messages

If a flight crew advises “DELAYED CPDLC MESSAGE RECEIVED”, they are explaining that a
CPDLC message was received late. Flight crew procedures require voice contact to verify the message
status. Aeradio operators must include this notation when relaying the associated communication to ATC
(see 4.6.11 for flight crew procedures and 4.6.11 for further information regarding delayed CPDLC
uplinks).
4.2 ATS facilities notification (AFN) - CPDLC and ADS-C connection management
4.2.1 ATS facilities notification (AFN)
4.2.1.1 Prerequisite for CPDLC and / or ADS-C connection

The AFN logon is a prerequisite to any CPDLC or ADS-C connection.
4.2.1.2 Initiating an AFN logon

The AFN logon can be initiated:
• manually by the pilot during an “initial logon,” or
• by an ATSU using the address forwarding process.

4.2.1.3 Purpose of an AFN logon
The AFN logon serves the following purposes:
c) To provide an ATSU with the data link application context of the aircraft, namely:
1) The ATS data link applications supported on board (CPDLC, ADS-C),
2) Their version numbers, and
3) The associated addresses (in the FANS 1/A context, these are the ACARS addresses
unique to each aircraft).
d) To provide an ATSU with information such as the flight identification and the registration
number. This information will allow the correlation of the flight attempting to logon with the
corresponding flight data held by the ATS system. The aircraft logging on will then be positively
identified by the ATS system.
e) To allow ATSUs to establish both ADS-C and CPDLC connections, where applicable.
4.2.1.4 The initial AFN logon

The initial AFN logon is performed by the pilot manually sending an AFN CONTACT message
(FN_CON) containing the 4 character ICAO code of the ATSU. An initial AFN logon is required when
the aircraft does not already have an ADS-C or CPDLC connection, such as:
• when the aircraft is preparing to depart from an airport and the first logon to a ground system is
executed, or
• when the aircraft will enter a CPDLC or ADS-C area from an area where CPDLC or ADS-C
services have not been provided.
Note.— After completing the logon procedure, the aircraft system will send an AFN CONTACT
message to the specified ground system. The ground system will automatically acknowledge this
message, completing the transaction. After AFN logon, Ssome ATSUs will not establish a CPDLC
connection immediately after AFN Logon but willmay delay the CPDLC connection until the flight is
close to the CTA/FIR boundary.
If an AFN logon is rejected, the flight crew should
f) check whether the aircraft identification/call-sign/flight ID in the FMC matches the aircraft
identification/call-sign/flight ID provided in the flight plan and make corrections if necessary; and
g) check whether the aircraft registration matches the aircraft registration provided in the flight
plan, and arrange for the flight plan to be modified, if necessary.

ATS Unit
a) AFN Contact
(FN_CON)
b) AFN Acknowledgement
(FN_AK)
4.2.1.4.1 Timing of the initial AFN logon

• For aircraft departing from an airport located within an FIR that provides data link services:
− On the ground, no earlier that 45 minutes prior to ETD, using the logon address for the FIR
that the departure airport is located within; or
− Airborne at any time after passing 10 000ft, using the logon address for the FIR in which
the aircraft is currently operating, with the exception that an aircraft approaching an FIR boundary should
logon to the next unit, rather than the current unit.
• Between 15 and 45 25 minutes prior to the FIR boundary estimate for an FIR providing data
link services. If the aircraft is departing from an airport in proximity to the FIR boundary, this logon
should not be sent until the aircraft has passed 10 000ft.
• When instructed by ATC for situations such as an unsuccessful data link transfer.
Flight crews should note that standard ATS procedures require that when an ATSU is in communication
with a flight under the control of another ATSU, no clearances or instructions are given to that flight
without the appropriate coordination between the ATSUs.
4.2.1.4.2 Notification of ATS variations

Any ATSU where the ground system is unable to accept an FN_CON message sent between 15 and 45 25
minutes prior to the ETD or the estimate for entering the FIR shall publish instructions notifying the
parameters during which a logon will be accepted.
4.2.1.4.3 Constructing the FN_CON message

To avoid an automatic rejection of the logon, the pilot shall ensure that the flight identification and
registration numbers contained in the FN_CON message are exactly the same as the flight identification
and registration numbers filed in the flight plan. If As soon as a flight crew becomes aware that they have

provided incorrect flight identification data for the AFN Logon, they shallshould immediately terminate
FANS 1/A applications and re-logon with a correct identification.
4.2.1.4.4 FMS and ACARS flight identification

When comparing aircraft identifiers to enable flight plan coupling with the logon, the ATSU shall only
use the flight identifier and aircraft registration as contained within the end system (CRC'd) portion of
AFN logon message. The flight identifier in the ACARS message header has a different format to that
required by the ground system (i.e. a two alpha character airline identifier followed by up to four numeric
characters) and should not be used by the pilot to notify aircraft identification.
4.2.2 CPDLC and ADS-C connection management
4.2.2.1 CPDLC connection
4.2.2.1.1 Purpose CPDLC connection

The purpose of a CPDLC connection is to allow the exchange of CPDLC messages between an aircraft
and an ATSU.
4.2.2.1.2 Management of CPDLC connections

ATSUs shall manage CPDLC connections to ensure that wherever possible the active CPDLC connection
is held by the ATSU with responsibility for the flight. Connections should be maintained and terminated
to support this requirement, however aircraft may be connected with another ATSU or sector on
occasions such as:
a) When an aircraft is transiting a CPDLC serviceable FIR subject to coordination between
ATSUs;
b) During the CPDLC connection transfer process;
c) Where the active connection is retained by the transferring ATSU subject to prior coordination;
d) When the aircraft is within a non-serviceable or non-CPDLC FIR and logs on to the ATSU
responsible for the next FIR; or
e) In emergency circumstances.
Care must be taken not to issue clearances or instructions to a flight via CPDLC when it is under the
control of another sector/ATSU.
If, after initiating an AFN logon, the active centre does not match the AFN address specified during the
logon, the flight crew should attempt another logon. If the active centre remains incorrect, CPDLC
should be disconnected and the flight should continue with voice communications.
In the event of an abnormal disconnect from the FANS 1/A network, another manually initiated AFN
logon will be required in order to resume FANS 1/A data link operations.
4.2.2.1.3 CPDLC connection sequence

A CPDLC connection attempt can only occur after the AFN logon has been completed. The CPDLC
connection is initiated by sending the CONNECTION REQUEST message by the ATSU and is
established when the CONNECTION CONFIRM message is received from the aircraft:

a) If there is no existing connection, the avionics will accept this connection as the active
connection.
b) If there is an existing connection, the avionics will check that the initiating ATSU has been
established as the next data authority. If so, the avionics will accept this connection as the non-active
connection.
c) In all other situations, the avionics will reject the connection request.
ATS Unit
a) CONNECTION Request
(CR.1)
b) CONNECTION Confirm
(CC.1)
Figure 4-2. CPDLC connection sequence
4.2.2.1.4 Active and inactive CPDLC connections

A CPDLC connection established between an aircraft and an ATSU is either active or non-active.
a) A connection is active when CPDLC messages can be exchanged.
b) A connection is non-active when CPDLC messages cannot be exchanged.
FANS 1/A aircraft can have two CPDLC connections established, each with a different ATSU. Only one
of these connections can be active at any given time. A non-active connection becomes active as soon as
the active connection is terminated.
4.2.2.1.4.1 Determination of an active CPDLC connection

When the aircraft had a CPDLC connection with the previous ATSU, there are two ways for the
controller to know if the CPDLC connection is active:
c) To send a message with the possibility of receiving a NOT CURRENT DATA AUTHORITY
error message if the connection is not yet active; or
d) To wait until a CPDLC message is received from the pilot.
4.2.2.2 Next data authority notification
4.2.2.2.1 Purpose of the NDA message

Definition: The ATSU holding the active connection with the aircraft is known as the ‘Data Authority’.
The purpose of the NEXT DATA AUTHORITY (NDA) message is to advise the avionics of the next
ATSU to become the data authority. The sending of the NDA message is the first step in the CPDLC
transfer sequence between an aircraft and two ATSUs. The avionics will only accept a CPDLC
connection request from the ATSU quoted in the NDA message.
4.2.2.2.2 Procedure for the NDA notification

The ATSU with the current active connection notifies the avionics of the next data authority by sending a
NEXT DATA AUTHORITY [icaofacilitydesignation] message.
NEXT DATA AUTHORITY

(ATSU 2)
Figure 4-3. Next data authority notification
4.2.2.2.2.1 Sequence of the NDA and FN_CAD messages

The CPDLC connection sequence can be initiated by automated systems immediately following the AFN
logon, the NDA message shall be sent prior to the AFN CONTACT ADVISORY (FN_CAD) to avoid a
rejection of the connection. The avionics must receive the NDA prior to receiving a connection request
message; otherwise the connection request will be rejected.
4.2.2.2.2.2 Change of the NDA

If the next data authority should change after the NDA message has been sent (e.g. an aircraft re-route due
to weather), a new NDA message must be sent. This new NDA will supersede the original NDA message
in the avionics and will disconnect any inactive connection already established by the unit that had been
previously designated as the next data authority. In the following diagram, an inactive connection that is
established with ATSU 2 would be dropped when a new NDA designating ATSU 3 is received.

ATS Unit 2
ATS Unit 3
ATS Unit 1
Figure 4-4. Subsequent next data authority notification
4.2.2.2.3 Abnormal cases relating to the NDA notification

If the NDA message (containing the correct next data authority designation) is not received by the
avionics before receiving the CONNECTION REQUEST message sent by the subsequent ATSU, the
CONNECTION REQUEST message will be rejected. The pilot has no indication that the
CONNECTION REQUEST has been rejected.
4.2.2.2.3.1 Unsuccessful NDA delivery

When the NDA delivery has not been successful, the controller’s initial action should be to send another
NDA message. If this is also unsuccessful, the controller shall instruct the pilot to manually initiate an
AFN logon with the subsequent ATSU after termination of the CPDLC connection. An END SERVICE
message is not required in this case.
The phraseology to be used via CPDLC or voice will be:
Controller CONTACT [icaounitname] [frequency]
Select ATC com off then logon to [ATSU name]
Note.— When via CPDLC, this last element will be free text)
Pilot WILCO
The [ATSU name] is the relevant four character ICAO code.
Note.— Instructing the pilot to select ATC com off will result in loss of CPDLC connectivity. This
procedure should only be applied approaching the FIR boundary with the next ATSU.
4.2.2.2.3.2 Duplication of the NDA message

Receipt by the aircraft of a second NDA message may (depending on the aircraft equipment) disconnect
the non-active CPDLC connection, even if the NDA message specifies the same (non-active) ATSU that

is already connected. Therefore, under normal circumstances, duplicate NDA messages shall not be
uplinked.
4.2.2.3 AFN logon triggered by address forwarding
4.2.2.3.1 Purpose and procedure

The address forwarding process is initiated by the ground system and consists of an ATSU sending an
AFN CONTACT ADVISORY message (FN_CAD) to the avionics. The FN_CAD instructs the avionics
to automatically perform an AFN logon to the ATSU address included in the message. Address
Forwarding is used to allow a subsequent ATSU to establish an inactive CPDLC connection and ADS
contracts, and to allow adjacent ATSUs to establish ADS contracts for monitoring purposes.
Note.— The FN_CAD message should be sent at least 15 minutes prior to the estimated time of
arrival at the FIR boundary.
4.2.2.3.2 An aircraft transferring from one data link area to another
a) AFN Contact Advisory

(FN_CAD)
c) AFN Contact
(FN_CON)
d) AFN Response
(FN_RESP)
e) AFN Acknowledgement
(FN_AK)
f) AFN Complete
(FN_COMP)
Figure 4-5. Transfer between areas where data link is provided
The address forwarding process is invisible to the flight crew. As a result, the flight crew does not receive
an indication as to whether or not the FN_CON or FN_AK messages have been delivered correctly.
However, the crew does receive an indication of a change to the active ATSU following a successful
CPDLC connection transfer.
4.2.2.3.3 Aircraft transiting data link areas

Multiple examples have been found of connection transfer failures attributed to controllers or systems not
completing all of the messaging requirements for the connection transfer during a short transit time across
a portion of the FIR.

When an ATSU will only have jurisdiction over a data link connected aircraft for a relatively short
duration (e.g. less than 30 minutes flying time), the requirements for the transfer of communications for
the aircraft should be coordinated between the controlling and affected units, or covered in appropriate
letters of agreement between all affected ATSUs. If the ATSU concerned requires ADS contracts to
monitor the transit of the aircraft across a portion of the FIR, but the transfer of CPDLC is not required,
the controlling unit should perform address forwarding in the order of priority described by the following
diagram.
ATS Unit 1
Requires CPDLC and ADS
Priority 2
ATS Unit 3
Priority 1 Requires ADS-C only
Flight
planned ATS Unit 3
route
Requires CPDLC and ADS-C
Figure 4-6. Transiting data link areas
ATSU 1 should address forward to ATSU 3 (priority 1) to ensure that a CPDLC connection and ADS
contracts are established prior to address forwarding to ATSU 2 (priority 2) so that ADS contracts can be
established for monitoring the transit of the aircraft across the relevant portion of the FIR.
4.2.2.3.3.1 Options for initiating the AFN logon

The AFN logon may be initiated by one of the following options.
a) Option 1 - Initial AFN logon: CPDLC shall cease between the aircraft and ATSU 1. The
aircraft will enter ATSU 2 using voice. Pilots should initiate an initial AFN logon to ATSU 3 between 15
and 45 25 minutes prior to the estimated time at the FIR boundary.
b) Option 2 - AFN logon triggered by address forwarding: Address forwarding may be used to
"jump" the connections over a FIR not requiring a CPDLC connection when agreed by the appropriate
ATSUs. In this circumstance, the controller shall inform the pilot of this intention by appending the free
text message CONTACT WITH [ATSU name] NOT REQUIRED to the frequency transfer instructions
For example: AT TEKEP MONITOR NADI CENTER 13261. CONTACT WITH AUCKLAND NOT
REQUIRED.

4.2.2.3.3.2 Transferring CPDLC for short transits
Where an ATS Unit decides to accept the transfer of data link for a short transit across its FIR, the
receiving controller needs to be aware of whether any automated transfer process to the subsequent unit
will be affected by the relatively short transit period across the FIR.
If so, then the controller must ensure that all messages required to successfully transfer the connections to
the next unit (e.g. NDA, address forwarding, MONITOR/CONTACT information, and END SERVICE
messages) are sent in the proper sequence at the correct time, whether they are sent automatically by the
system or manually by the controller.
Note.— The receiving unit must also be the current data authority (CDA) before any of these
messages can be sent successfully. For example, if the receiving unit tries to send the NDA message prior
to becoming the CDA to account for a short transit time, the messages will fail.
4.2.2.3.4 Unsuccessful logon to NDA

If the controller becomes aware that the AFN logon to the NDA is not successful, the controller should
instruct the aircraft to manually initiate an AFN logon with the next ATSU (see paragraph 4.7 for the
appropriate voice phraseology). Do not re-send the NDA message (see paragraph 3.1.2 regarding related
ATS automation).
a) Coordinate with the next ATSU, establishing clearly when or where the aircraft will be
instructed to initiate AFN logon with that unit.
b) The AFN logon instruction should be timed to allow the next ATSU to establish an active
CPDLC connection prior to the aircraft’s crossing the common boundary. Note that this process will
terminate the current CPDLC connection.
4.2.2.4 End of service and CPDLC connection transfer
4.2.2.4.1 Purpose and procedure

Under normal conditions, the current ATSU initiates the CPDLC connection termination sequence by
sending an END SERVICE uplink message. In response to an END SERVICE message:
• The avionics will downlink a DISCONNECT message. The avionics will consider the aircraft to
be disconnected as soon as the DISCONNECT message is sent.
• The current connection will be terminated, activating the non-active connection. The subsequent
ATSU will now be able to exchange CPDLC messages with the aircraft.
The success of the CPDLC transfer is dependent upon the next ATSU establishing its own CPDLC
connection prior to the END SERVICE message being received by the aircraft. Failure of the next ATSU
to establish a CPDLC connection before the END SERVICE reaches the aircraft will leave the aircraft
without CPDLC connectivity.
There are two cases in which the avionics will terminate established CPDLC connections.
• Depending on the software load, when any uplink messages remain open when the aircraft
receives an END SERVICE.
• When the END SERVICE element is part of a multi-element message where none of the
elements require a WILCO response.
In both cases an error message will be generated to both ATS systems.

If any downlink messages remain open when the aircraft receives an END SERVICE message, the
avionics will close the messages and terminate the CPDLC connection with the current ATSU. This will
not affect the CPDLC connection with the next ATSU.
4.2.2.4.1.1 Dialogs to be closed before the END SERVICE

It is important for the flight crew to respond to uplink messages promptly and appropriately, particularly
when approaching an FIR boundary. It should be noted that if any uplink messages are open when the
END SERVICE message is sent, the CPDLC connection to the CDA will be terminated and the CPDLC
connection to the NDA may be terminated.
The controller shall ensure that no open uplink CPDLC messages exist prior to the uplinking of an END
SERVICE message. In the event that a CPDLC uplink is unanswered, ATC should uplink the free text:
CHECK AND RESPOND TO OPEN CPDLC MESSAGES
It is the responsibility of the CDA to either:
a) ensure that no uplink messages remain open before sending the END SERVICE message; or
b) coordinate with the NDA with reference to messages which were open when the END
SERVICE message was sent.
If an NDA was established, controllers should coordinate with that ATSU regarding any CPDLC uplink
messages that were open at the time the END SERVICE message was sent.
Controllers should send appropriate responses to any received downlink messages prior to sending the
END SERVICE message.
4.2.2.4.1.2 Use of CONTACT/MONITOR uplink message

The purpose of the CONTACT/MONITOR uplink messages (UM 117 to UM 122) is to advise the pilot
when (and where) a change to the nominated frequency is required. When any of the “Monitor” uplink
messages are received the pilot shall change to the nominated frequency at the appropriate time. A check
call is not required on the frequency. When any of the “Contact” messages are received the pilot shall
change to the nominated frequency at the appropriate time and perform a check call on the frequency.
The sending or receipt of any of the “Contact” uplink messages is not an indication to the pilot that
CPDLC use must be terminated or suspended once voice contact is established. If termination or
suspension of CPDLC use is intended by the controller when voice contact is established then the
requirement must be specifically stated in addition to the CONTACT message element.
4.2.2.4.1.3 Synchronizing the CPDLC and voice transfer

If the CPDLC MONITOR (or CONTACT) [icaounitname] [frequency] message element and the END
SERVICE message element are to be sent as separate uplink messages, the END SERVICE message
should be sent as soon as possible after the receipt of the WILCO response. This is to ensure
synchronization of the CPDLC and the voice communication transfers.
4.2.2.4.1.4 Timing of the transfer of communications

The MONITOR (or CONTACT) [icaounitname] [frequency] and END SERVICE message elements
should normally be sent after receipt of the last position report before crossing the FIR boundary, but not
less than 5 minutes prior to the FIR boundary. This allows the next ATSUs connection to be active when
the aircraft crosses the FIR boundary.

4.2.2.4.1.5 Aircraft entering VHF coverage
For aircraft entering airspace where radar and air-ground VHF are provided, and the aircraft will not cross
an FIR boundary, it is not necessary to send an END SERVICE message to disconnect CPDLC. In this
case, the CPDLC connection will remain active until termination of flight. If subsequent control sectors
within the system do not have CPDLC capability, and local instructions do not exist to the contrary, the
controller with jurisdiction for CPDLC must ensure that CPDLC clearances or instructions are not issued
to the aircraft while it is under the control of another sector.
4.2.2.4.1.6 Timing of the CPDLC connection

Under normal circumstances the CPDLC connection should be established with the next data authority
prior to the connection between the aircraft and the current data authority being terminated.
Either of the following options may be utilized to complete the CPDLC connection transfer process:
c) Option 1 the MONITOR (or CONTACT) [icaounitname] [frequency] and END SERVICE
message elements are sent in the same CPDLC uplink message.
Note.— Because the CPDLC connection will be terminated when the pilot sends the WILCO
response, this multi element message should not be sent more than 10 minutes from the frequency transfer
point.
a) CONNECTION
Request
c) MONITOR (or CONTACT) b) CONNECTION

[icaounitname][frequency] Confirm
END SERVICE
d) WILCO
CONNECTION
now active
e) DISCONNECT
Figure 4-7. CPDLC connection transfer - Option 1
d) Option 2: the MONITOR (or CONTACT) [icaounitname] [frequency] and the END SERVICE
message elements are sent as separate CPDLC uplink messages. The END SERVICE is sent as soon as
possible after the receipt of the WILCO response to the MONITOR (or CONTACT) instruction.

a) CONNECTION
Request
b) CONNECTION
c) MONITOR (or CONTACT) Confirm
[icaounitname][frequency]
d) WILCO
e) END SERVICE
CONNECTION
now active
f) DISCONNECT
e) Option 3: the AT [position](or AT [time]) MONITOR (or CONTACT) [icaounitname]

[frequency] and the END SERVICE message elements are sent as separate CPDLC uplink messages. The
END SERVICE is sent after the receipt of the WILCO response to the MONITOR (or CONTACT)
instruction, and approaching the FIR boundary.

a) CONNECTION
Request
b) CONNECTION
c) AT [position] (or [time] Confirm
MONITOR (or CONTACT)
[icaounitname][frequency]
d) WILCO
e) END SERVICE
CONNECTION
now active
f) DISCONNECT
4.2.2.4.2 Abnormal cases at the time of the connection/disconnection
4.2.2.4.2.1 Non-delivery of END SERVICE message

There may be unusual situations where a CPDLC connection cannot be automatically terminated (e.g. if
the END SERVICE message does not trigger the disconnection, or if the END SERVICE message is not
delivered to the avionics). If the controller is aware that the END SERVICE message has been
unsuccessful, the controller’s initial action should be to send another END SERVICE message. If this is
also unsuccessful the pilot will be instructed to terminate the CPDLC connection and logon to the next
unit.
The voice phraseology to be used will be:
Controller Select ATC com off then logon to [ATSU name]
Pilot Roger
Note.— The [ATSU name] is the four character ICAO code.
4.2.2.4.2.2 Non-automatic termination of the connection

If the CPDLC connection with the current ATSU does not terminate automatically at the appropriate time
(i.e. before the position or time notified in the CONTACT/MONITOR message), then the pilot shall send
the CPDLC position report to the current active center. If receipt of the position report does not prompt
the current centre to send an END SERVICE message within three minutes of the report being sent, then
the pilot should manually disconnect from the current ATSU and logon to the subsequent ATSU.

If the CPDLC transfer is intended to be delayed until after the aircraft has passed the FIR transfer point,
the controller shall notify the pilot of the intended delay with the free text message EXPECT CPDLC
TRANSFER AT [time].
If the aircraft crosses the FIR boundary prior to the time notified in the free text uplink, the boundary
position will be sent to the ATSU with the active connection.
If the CPDLC transfer has not been completed by the time notified in the uplink message, the pilot is
entitled to manually disconnect from the active ATSU and logon to the subsequent ATSU.
4.2.2.4.3 CPDLC transfers to adjacent ATSUs offering CPDLC services should be automatic.
Normally, the transfer will occur at or shortly before crossing the CTA/FIR boundary. When the ATSU
intends the transfer to take place after the CTA/FIR boundary, preformatted free text message EXPECT
CPDLC TRANSFER AT [time] will be uplinked (see Appendix A, paragraph A.4, for the list of
preformatted free text messages). When a flight does not receive preformatted free text message
EXPECT CPDLC TRANSFER AT [time] and crosses an CTA/FIR boundary without the active center
changing to reflect the transfer, flight crews should manually disconnect and logon to the appropriate
ATSU.
4.2.2.4.4 When exiting a CPDLC CTA/FIR into a non-CPDLC CTA/FIR flight crews should
expect the active centre to terminate the CPDLC connection, leaving the aircraft with no CPDLC
connectivity. Normally, the transfer will occur at or shortly before crossing the CTA/FIR boundary.
When the ATSU intends the transfer to take place after the CTA/FIR boundary, preformatted free text
message EXPECT CPDLC TRANSFER AT [time] will be uplinked (see Appendix A, paragraph A.4 for
the list of preformatted free text messages). When a flight does not receive preformatted free text
message EXPECT CPDLC TRANSFER AT [time] and crosses an CTA/FIR boundary without the
CPDLC connection being terminated, flight crews should manually disconnect. Crews should follow the
direction at paragraph 4.2.1.4.1 if entering a subsequent CPDLC CTA/FIR.
4.2.2.4.5 Unless otherwise instructed, flight crews should revert to voice communications while
transiting non-CPDLC CTA/FIRs. Crews should note that an active CPDLC connection may be
established with the next CPDLC CTA/FIR well before entering that CTA/FIR. Such connections should
not be used except in highly unusual or emergency situations.
4.2.2.5 ADS-C Connection Management
4.2.2.5.1 Once an AFN logon is completed to any ATSU, ground systems will transfer and manage
the various connections required for FANS 1/A services as the aircraft traverses OCAs and FIRs served
by the various ATSUs. These transfers are initiated and completed automatically, without action by the
flight crew.
a) The ATS ground system will accept the AFN CONTACT (FN_CON) from the aircraft and
generate an AFN ACKNOWLEDGEMENT (FN_AK). The FN_AK will indicate if ADS-C and/or
CPDLC are supported.
b) When the ATS ground system receives an AFN logon message, it may use the received
information to immediately initiate an ADS waypoint event contract request to the aircraft.
c) When the ATS ground system initiates an ADS waypoint event contract request, it may also
initiate any required ADS periodic contract request (e.g.. a contract for periodic reporting of the
meteorological group data with a typical reporting period of 30 minutes).

d) When the aircraft has exited ADS-C airspace, the ATS ground system will terminate ADS-C
reporting.
4.3 Controller-pilot data link communications (CPDLC)

It is possible for multi-element CPDLC messages to be displayed on more than one screen page. Crews
should carefully refer to screen page numbers to ensure that elements have been read in the proper order.
Printing and reading the entire CPDLC message prior to responding may be an appropriate technique to
avoid missing any message elements.
4.3.1 Means of communication
4.3.1.1 General
Generally, when a CPDLC aircraft is operating within a CPDLC airspace beyond the range of VHF voice
communications, and other local rules do not apply, then:
• CPDLC will be the primary means of communication, and
• Voice will be used as the backup communication medium (for example VHF, direct HF, third
party HF, Satvoice).
The response to a CPDLC message should be via CPDLC, and a response to voice should be via voice.
4.3.1.2 Reverting to voice communications
4.3.1.2.1 The flight crew should initiate voice contact to clarify the meaning or intent if an
unexpected or illogical response is received to a CPDLC downlink message. In the event of receiving a
CPDLC clearance which is not clearly understood, the message should be rejected and an UNABLE
response sent. The intent of the message should then be confirmed by voice.
4.3.1.2.2 Controllers should initiate voice contact to clarify the meaning or intent if an unexpected
or inappropriate response is received to a CPDLC uplink message (see Appendix A, paragraph A.1 for
details regarding appropriate responses to clearance messages).
4.3.1.2.3 Controllers should immediately revert to voice communications if at any time it appears
that there is a misunderstanding about the intent of a CPDLC dialogue. If possible, all open messages
should be closed, regardless of any associated voice communications. These responses should be
consistent with the voice communication, in order to prevent confusion.
4.3.1.3 Voice communications
4.3.1.3.1 Notification of frequencies to the preceding ATSU

ATSUs shall advise frequencies to the preceding ATSU, in accordance with the appropriate letters of
agreement.
4.3.1.3.2 Notification of HF frequencies by CPDLC

The uplink CPDLC frequency transfer message elements can accommodate only one frequency variable.
Due to this limitation, the controller will insert the primary HF frequency in these messages. This applies
to the following uplinks:
UM 117 CONTACT [icaounitname][frequency]
UM 118 AT [position] CONTACT [icaounitname][frequency]
UM 119 AT [time] CONTACT [icaounitname][frequency]
UM 120 MONITOR [icaounitname][frequency]
UM 121 AT [position] MONITOR [icaounitname][frequency]
UM 122 AT [time] MONITOR [icaounitname][frequency]
In areas of poor HF coverage, the controller may consider appending free text nominating a secondary HF
frequency. The format of this message is described in Appendix A, paragraph A.4. In the CONTACT and
MONITOR messages RADIO is not an option within the [icaounitname] field. Therefore, CENTER will
be used to identify a RADIO facility.
4.3.2 CPDLC capability
4.3.2.1 Notification of CPDLC capability

An AIP Supplement, or similar, shall be published to advise the CPDLC capability of an ATS system and
its AFN logon address. An aircraft’s CPDLC capability shall be notified in the flight plan.
4.3.2.2 Downlink messages

ATS systems that allow the use of all elements contained in the FANS 1/A message set should be capable
of correctly processing all the FANS 1/A downlink message elements. However, where specific CPDLC
implementations do not include all message set elements, such as domestic airspace or initial and
temporary situations, the ATSUs involved should publish the reduced message set with appropriate
explanatory material. Where these reduced implementations occur across a group of adjoining ATSUs,
every attempt should be made to ensure that the message set chosen is common to all applicable airspace
within the implementation boundaries. ATSUs should exercise caution when specifying reduced message
sets, ensuring that the messages handled are adequate for all envisaged scenarios in the airspace to be
served by CPDLC.
If the ground system receives a downlink message that is not supported by the implemented message set,
then the free text uplink message UM 169 MESSAGE NOT SUPPORTED BY THIS FACILITY should
be sent rather than terminating the connection.
4.3.2.3 Uplink messages

For various reasons some States may not have implemented specific FANS 1/A uplink message elements
contained in the message set in Appendix A (e.g. UM 33 CRUISE [altitude]). These individual
implementations shall not impact overall operations.

4.3.3 Use of pre-formatted and free text messages
4.3.3.1 Preferred use of pre-formatted messages

Free text messages shall be used only when an appropriate pre-formatted message element does not exist.
In particular, the creation of a clearance request and the issuing of a clearance shall be performed by the
use of pre-formatted message elements only. The use of pre-formatted message elements allows on board
data processing such as the automatic insertion of the clearance information into the FMC. It also allows
the controller to respond more quickly when the ATS system has the capability to automatically link a
pre-formatted request to a pre-formatted response. Additionally, this process minimizes the risk of input
errors.
When a free text message is required, standard ATC phraseology and format shall be used. Non-essential
words and phrases should be avoided. Abbreviations should only be included in free text messages when
they form part of standard ICAO phraseology, e.g. ETA.
4.3.3.2 Standardized free text messages

While pre-formatted message elements are required to be used whenever possible, there are occasions
where frequent use of free text allows the meaning and appropriate response to be standardized. The
standard free text message set is shown in Appendix A, paragraph A.4.
4.3.3.3 Storing free text messages

ATSUs capable of storing free text messages should select those message elements from the standard free
text message set (see Appendix A, paragraph A.4) appropriate to their particular environments. When the
storage of free text messages is not possible, controllers shall use the same message formats when typing
free text messages.
4.3.4 Exchange of CPDLC messages
4.3.4.1 Message assurance

The FANS 1/A system does not provide for end-to-end message assurance. Therefore, there can be no
guarantee provided by the ground system or the avionics that the message has been delivered to the
controller or pilot. However:
• The ATS system will receive a network acknowledgement (MAS Message Assurance) to an
uplink message indicating that the message has been delivered to the aircraft’s ACARS MU, and
• The avionics will receive a network acknowledgement to a downlink message indicating that
the message has been delivered to the communication service provider system.
4.3.4.2 Ambiguous dialogues

In the case of a controller or pilot having any doubt as to the intent of a message, or if any other
ambiguity exists, clarification shall be sought through the use of voice communication.
4.3.4.3 Interruption of a CPDLC dialogue

If a CPDLC dialogue is interrupted by a system shutdown, the entire dialogue shall be re-commenced by
voice communication.

4.3.4.4 Approval of request or clearance / instruction
4.3.4.4.1 Affirmative response to a clearance/instruction

The WILCO downlink message indicates that the pilot will comply fully with the clearance/instruction
contained in the associated uplink message. The readback of a clearance or instruction issued by CPDLC
is not required.
4.3.4.4.2 Affirmative response to a clearance request

The ROGER or AFFIRM uplinks are not appropriate responses to a clearance request and shall not be
used for this purpose. The controller shall only approve a clearance request by uplinking a message
containing an actual clearance.
4.3.4.4.3 Conditions relating to a specific clearance

Terms or conditions relating to a specific clearance shall be included in the clearance uplink message.
They shall not be sent as a separate message.
4.3.4.4.4 Affirmative response to a negotiation request

AFFIRM is an appropriate response to an uplinked negotiation request message that is acceptable (e.g.
CAN YOU ACCEPT [altitude] AT [time]).
4.3.4.5 Negative response to a downlink request
4.3.4.5.1 Negative response to a clearance request

When a clearance request is denied, the controller shall use the element UNABLE (not NEGATIVE) in
the uplink response. The aircraft’s current clearance shall not be re-stated.
4.3.4.5.2 Explanation of negative response

Pre-formatted elements such as DUE TO TRAFFIC (or a free text element) should be added to the
response message if clarification is considered necessary. Additional elements (including free text
elements) in the form of an explanation must be included when responding to a multiple clearance request
where some, but not all clearance requests can be granted.
4.3.4.5.3 Offering alternative clearances to downlink requests

If the clearance contained in a downlink request is not available, but an alternative (similar) clearance is
available, ATC must not simply respond to the downlink request with the alternative uplink clearance.
An UNABLE must be uplinked to close the original clearance request. Depending on workload and
traffic, ATC may then uplink an alternative clearance.
Example:
Pilot REQUEST CLIMB TO FL370
Controller UNABLE. DUE TO TRAFFIC
Controller CLIMB TO AND MAINTAIN FL350. REPORT LEVEL FL350
The ATC response in the following example is incorrect and should not be used

Pilot REQUEST CLIMB TO FL370

Controller UNABLE. CLIMB TO AND MAINTAIN FL350. REPORT LEVEL FL350
4.3.4.6 Negative response to an uplink request

NEGATIVE is an appropriate response to an uplink negotiation request that is not acceptable (e.g. CAN
YOU ACCEPT [altitude] AT [time]).
4.3.4.7 Time period between receiving and responding to a message

The controller and the pilot shall respond to incoming requests as soon as practicable to avoid duplicate
messages entering the system.
4.3.4.7.1 Delays in responding

The controller and the pilot should consider that it takes up to one minute for a message to be received,
time for the pilot (or the controller) to take action and respond, and up to one minute for the reply to be
received. Nevertheless, they should be aware that extra delays could occur in the transmission of any
response to a CPDLC message.
Note.— Transmission times for messages may vary depending on the transmission media.
4.3.4.7.2 Delay expected after receiving a UM 1 STANDBY message

The intended use of the uplink UM 1 STANDBY message element is to provide advice to the flight crew
that their requested clearance is being assessed, but is not immediately readily available, for example.
This may be due to traffic, or delays in coordination with the next sector or ATS unit etc).
It should not be used as a means of simply acknowledging that the downlink request has been received by
the ATS ground system.
If the UM 1 STANDBY response is received, a further response can be expected within 10 minutes. The
message remains open. If the pilot (or the controller) does not respond within this time, the next message
should be in the form of an inquiry, not a duplicated request.
4.3.4.8 Re-sending Messages
4.3.4.8.1 Re-sending of a message when no alert received

When the pilot (or the controller) elects to re-send a message after a reasonable period of time has passed
and no error message has been received indicating the non-delivery of the message, the message shall be
sent as a query message. Alternatively, voice communication may be used.
Example:
Pilot REQUEST CLIMB [level]
Pilot WHEN CAN I EXPECT [level]
4.3.4.8.2 Re-sending of a message when an alert has been received

When an error message indicating the non-delivery of the message has been received at the flight deck or
at the controller work station, the pilot (or the controller) may elect to re-send an identical message.
Alternatively, voice may be used.
4.3.4.9 Duplicate requests received
4.3.4.9.1 Second identical request after an uplink STANDBY message

If a second identical downlink request is sent by the pilot after a reasonable period (more than 10 minutes)
has passed since receiving a STANDBY response to an earlier request, the controller should respond with
UNABLE REQUEST DEFERRED. This will close out the second message, inform the pilot that the
reply will take longer, and will leave only one open message requiring a response.
4.3.4.9.2 Multiple identical requests

All messages requiring a response must be answered. If the controller (or the pilot) receives a second
identical CPDLC request prior to having answered the first, they shall respond to both of the messages to
ensure message closure. On rare occasions, the first uplink message may generate an “invalid reference
number” error message, in the avionics.
4.3.4.10 Altitude change clearances
4.3.4.10.1 Issuing conditional altitude change clearances

Flight crews shall pay special attention to the intended meaning of Uplink Vertical Clearance message
elements that contain words “AT” or “BY” (refer to Appendix A, paragraph A.2). Operational experience
has shown that those message elements are most likely to be misunderstood by flight crews. Flight crews
that do not have English as their native language may be especially open to error since the words “AT” or
“BY” may have a different meaning in their native language. It is therefore of utmost importance that
flight crews know the meaning of the words “AT” and “BY” in CPDLC communications. The following
table clarifies the intended meaning for these message elements.
Table 4-2. Clarification of uplink messages elements.
UM # Message Intent Message Element Response

UM Instruction that AT or AT [time] CLIMB TO W/U
21 AFTER the specified time, AND MAINTAIN [altitude]
a climb to the specified
level is to commence and
once reached the specified
level is to be maintained.
UM Instruction that AFTER AT [position] CLIMB TO W/U
22 PASSING the specified AND MAINTAIN [altitude]
position, a climb to the
specified level is to
commence and once
reached the specified level
is to be maintained.

UM Instruction that AT or AT [time] DESCEND TO W/U

24 AFTER the specified time, AND MAINTIN [altitude]
a descent to the specified
level is to commence, and
once reached, the specified
UM Instruction that AFTER AT [position] DESCEND W/U
25 PASSING the specified TO AND MAINTAIN
position, a descent to the [altitude]
specified level is to
commence and once
reached the specified level
is to be maintained.
UM Instruction that a climb is to CLIMB TO REACH W/U
26 commence at a rate such [altitude] BY [time]
that the specified level is
reached AT or BEFORE the
specified time.
UM Instruction that a climb is to CLIMB TO REACH W/U
27 commence at a rate such [altitude] BY [position]
reached BEFORE
PASSING the specified
position.
UM Instruction that a descent is DESCEND TO REACH W/U
28 to commence at a rate such [altitude] BY [time]
reached AT or BEFORE the
specified time.
UM Instruction that a descent is DESCEND TO REACH W/U
29 to commence at a rate such [altitude] BY [position]
reached BEFORE
PASSING the specified
position.
The potential exists for the restriction “AT” contained at the beginning of the following conditional
clearances to be missed by aircrew and consequently the clearance may be executed prematurely.
• UM 21 AT [time] CLIMB TO AND MAINTAIN [altitude]
• UM 22 AT [position] CLIMB TO AND MAINTAIN [altitude]
• UM 24 AT [time] DESCEND TO AND MAINTAIN [altitude]
• UM 25 AT [position] DESCEND TO AND MAINTAIN [altitude]

Controllers shall precede UM 21, UM 22, UM 24 and UM 25 with UM 19 MAINTAIN [altitude]
indicating to aircrew to maintain their present altitude until the condition of the clearance is satisfied.
Including this message element will emphasize that the message contains a conditional altitude clearance
and may prevent such clearances being executed prematurely.
4.3.4.10.2 Level report requirements for climb or descent clearances

If a CPDLC level report is required, controllers shall append UM 129 REPORT LEVEL [altitude] to any
vertical change clearance to a single altitude so that flight crews have access to the pre-formatted
downlink report.
UM 129 REPORT LEVEL [level] will be appended to every altitude clearance where a single level is
assigned
If no REPORT LEVEL [altitude] is received, the crew has no requirement to report maintaining the
cleared flight level.
Example clearance issued to a flight currently cruising at FL310 requesting climb to FL350 when the
climb can not be executed until the aircraft is at MICKY
Controller MAINTAIN FL310, AT MICKY CLIMB TO AND MAINTAIN FL350, REPORT
LEVEL FL350
Note.— Some States do not require this CPDLC level report in airspace in which ADS-C is in use.
UM 175 REPORT REACHING [level] should not be used, since ICAO Doc 4444 has reserved this
message element. The programmed intent of this message element was to request a report if the aircraft
occupies the specified level, which occurs as the aircraft is about to level at the specified level, but also
occurs if the aircraft passes through the specified level during a climb or descent. The purpose of
reporting intermediate levels should be served by ADS-C.to determine when an aircraft is level at the
specified level. The programmed intent of this message element is to request a report if the aircraft
occupies the specified level, which occurs as the aircraft is about to level at the specified level, but also
occurs if the aircraft passes through the specified level during a climb or descent.
4.3.4.10.3 Canceling block altitude clearances

A block altitude clearance is an authorization for an aircraft to operate between and at the levels specified
in the clearance. A pilot report at the floor or ceiling of the block altitude clearance does not cancel the
block altitude clearance – the clearance is only cancelled by the pilot acceptance of a subsequent (vertical)
clearance issued by ATC. If the current block altitude clearance is no longer required, the pilot should
request the level(s) preferred.
To cancel a previously issued block clearance and limit the aircraft to one specific level the controller
shall issue an appropriate vertical instruction such as:
• UM 19 MAINTAIN [altitude];
• UM 20 CLIMB TO AND MAINTAIN [altitude]; or
• UM 28 DESCEND TO REACH [altitude] by [time].
The controller should also add UM 129 REPORT LEVEL [altitude].
The WILCO response to the vertical clearance uplink cancels any previously issued block clearance.

4.3.4.10.4 Issuing Level Restrictions
Depending on how they are used, certain CPDLC message elements may be used as either:
e) A “stand-alone” clearance; or
f) A level requirement for an interim level, when appended to another CPDLC vertical clearance.
This applies to the following message elements:

• UM 26 CLIMB TO REACH [altitude] BY [time]
• UM 27 CLIMB TO REACH [altitude] BY [position]
• UM 28 DESCEND TO REACH [altitude] BY [time]
• UM 29 DESCEND TO REACH [altitude] BY [position]
Example 1:
ATC UM 26 CLIMB TO REACH FL390 BY 2200
Meaning The aircraft is cleared to climb to FL 390 and is required to be maintaining FL 390 by
2200.
Example 2: The following format may be used to issue a requirement for an interim level. The example
shown reflects ICAO phraseologyuses FANS 1/A message elements. Some FIRs may choose to reverse
the order of the elements shown in the example, so long as both message elements are included in the
same message.
ATC UM 20 CLIMB TO AND MAINTAIN FL390
UM 26 CLIMB TO REACH FL370 BY 0100
Meaning The aircraft is cleared to climb to FL 390, and is required to reach FL 370 (or higher)
by 0100.
Note 1.— Because of limitations in the FANS 1/A message set, there is no specific message element
to issue a requirement for an intermediate level.
Note 2.— In the ICAO CPDLC message set, CLIMB TO [level]. REACH [level] BY [time/position],
would be used (see Example 2a)
Example 2a: The following format provides a more appropriate format that would be used if the
additional message element UM 192, defined in ICAO Doc 4444, were available.
ATC UM 20 CLIMB TO AND MAINTAIN FL390
UM 192 REACH FL370 BY 0100
Meaning The aircraft is cleared to climb to FL 390, and is required to reach FL 370 (or higher)
by 0100.

Example 3: Confusion may occur if the vertical clearance and the requirement were sent separately. (This
scenario might occur, for example, if the controller decided to add a requirement after issuing the initial
clearance):
Controller CLIMB TO AND MAINTAIN FL390
Pilot WILCO
followed by
Controller CLIMB TO REACH FL370 BY 2200
Technically, the second clearance amends the final cleared level of the aircraft (to FL 370), which was not
the intention of the controller. Because of the confusion inherent in this type of message exchange, this
message should not be used in this manner; instead, the entire clearance should be re-stated; i.e. CLIMB
TO AND MAINTAIN FL390. REACH FL370 BY 2200.
4.3.4.10.5 Clearance to Intermediate Level

In the event that ATC is not able to approve a request to climb or descend to a particular level, but is able
to approve a climb or descent to an intermediate level:
g) ATC will respond to the request with UM 0, UNABLE and
h) Issue a separate message to clear the aircraft to climb to the intermediate level.
4.3.4.11 Requesting an aircraft’s speed

When the aircraft’s Mach number or indicated airspeed is requested, the controller shall use the pre-
formatted message element CONFIRM SPEED.
4.3.4.12 Advising a wake turbulence offset

In the event of a pilot initiating a wake turbulence offset (up to 2nm either side of track) in RVSM
airspace for which the controller is not required to issue a clearance, the pilot shall advise the controller.
The following data or voice phraseology shall be used:
Pilot WAKE DEV [direction]
Note.— [direction] L or R (left or right) as appropriate.
4.3.4.13 Direct Tracking and UPR Aircraft

UPRs are calculated by airline flight planning systems as being the optimal trajectory for the specific
aircraft taking into account the latest available weather information. As such, controllers should not offer
unsolicited direct tracking to aircraft flying a UPR as the direct route may be less optimal than the
aircraft’s current route and a re-route may also compromise ETOPS considerations which differ between
operators and aircraft types.
4.3.4.14Planned Airborne Re-route Procedure – DARP (Data link Aircraft)

A planned airborne re-route will occur periodically on long haul Pacific routes when a new forecast is
issued after departure, indicating that significant time and/or fuel savings can be made. The following
procedures apply when aircraft request a planned re-route while en-route.
Note 1.— At the time of incorporation into the FOM, this Section applies only to routes transiting
directly from/to Auckland / Oakland Oceanic Airspace Use of these procedures in other FIRs/areas is
appropriate without further FOM modification, provided some written agreement between the
participants is in place.)
AOC will plan the re-route and uplink the route to the aircraft, commencing from the waypoint on the
current route, ahead of the Aircraft and finishing at destination.
Note 2.— Some Flight Management Systems allow AOC uplinks to the Active Route. It is
recommended that all AOC route uplinks are directed to the Inactive Route.
Flight crew will load the re-route into the “Inactive Route” of the FMC then Downlink the unedited route
request to the ATSU.
Note 3.— Crew are not permitted to edit the route, other than to delete a waypoint that may have
been crossed between the re-route being prepared by the AOC, and the ATC route request being sent.
ATC (1) receives the downlink re-route request (message DM 24)

Pilot REQUEST [departure airport:xxxx destination airport:xxxx (fix1)(fix2)(fix3) …]
The ground system will “auto populate” the uplink reply.
ATC (1) will do either “a” or “b” below:
a)uplink route clearance (message UM 83) with the departure airport deleted:
Controller AT [fix 1] CLEARED [destination airport:xxxx (fix1)(fix2)(fix3) …]
ATC (1) will then transmit the new route to ATC (2) via AIDC messaging;
b)reply UNABLE due to traffic where conflicting traffic prevents route clearance at the current flight
level.
The following operational requirements apply:

a)The requested route must commence from the waypoint on the current route ahead of the aircraft,
and (if the divergence waypoint is not the next fix ahead of the aircraft) must contain all waypoints on the
current route ahead of the aircraft up to the divergence waypoint, followed by the revised routing to
destination.
a)The re-route request must be made at least 20min before the divergence waypoint, to allow
processing time.
b)The re-route request must not be made within 60min of the common FIR boundary to allow
electronic route data transfer ATC(1) to ATC(2). [AIDC messaging].
c)The re-route request may be made to the new Data Authority, immediately after crossing the
common FIR boundary
4.3.5 Multi-element requests
4.3.5.1 Avoiding multiple element clearance requests

To avoid potential ambiguity, pilots should, where possible, avoid sending multiple clearance requests in
the one downlink message.
4.3.5.2 Responding to multiple element clearance requests
4.3.5.2.1 Multiple clearance requests in one message: All approved

Where a multiple clearance request is received and all clearance request elements can be approved, each
clearance request element shall be specifically addressed in the response.
Example
Pilot REQUEST CLIMB TO [level]
REQUEST DIRECT TO [position]
Controller CLIMB TO AND MAINTAIN [level]
PROCEED DIRECT TO [position]
4.3.5.2.2 Multiple clearance requests in one message: All not approved

If the response to a multi-element message is Unable then the reply applies to all elements of the original
message. The aircraft’s current clearance shall not be re-stated.
Example
Controller UNABLE
4.3.5.2.3 Multiple clearance requests in one message: Some approved / Some not approved
When a multi-element clearance request is received and part of it can be granted and part of it cannot, the
uplink shall not contain the single word UNABLE and a clearance. If UNABLE is used within a
clearance message, it must contain a qualifier to remove any ambiguity.
The following examples illustrate correct ATC responses.
First correct example:
Controller UNABLE HIGHER ALTITUDE
Controller PROCEED DIRECT TO [position]
Second correct example:
Controller UNABLE HIGHER ALTITUDE
The ATC response in the following example is incorrect and shall never be used:

Controller UNABLE
4.3.6 Multi-element uplink messages
4.3.6.1 Combining multiple elements into a single message

Only uplink elements that are related to the overall message should be combined into a single message.
Messages that contain unrelated elements could either cause confusion or result in the crew rejecting the
entire message when one of the elements on its own could have been acceptable. The following multi-
element uplink is an example of a clearance that can be unambiguously sent as a single message.
Controller WHEN READY or AT PILOTS DISCRETION
DESCEND TO AND MAINTAIN FL280
REPORT LEVEL FL280
When the elements are not dependent on each other, controllers should send a single element clearance
and wait for the response before sending a subsequent instruction.
4.3.6.2 Dependent Clearances

A dependent clearance is a message consisting of more than one clearance element, where the pilot must
comply with each of the elements. A rejection of any of the elements, either singly or in combination,
renders the entire clearance invalid. The following multi-element uplink is an example of a dependent
clearance:
AT FL330 PROCEED DIRECT TO TUNTO
REPORT LEVEL FL330.
In this example the aircraft must complete a change of level in order to be issued with an amended route
clearance.
Whenever possible, all elements of a dependent clearance should be sent in a single uplink message.
Sending the elements as individual messages may compromise safety or separation if the pilot accepts the
first uplink of a dependent clearance, complies with the instruction, and then responds UNABLE to the
next message when received. By the time that the controller has received the UNABLE response, the
aircraft could have begun executing the first instruction of a clearance that is invalid if the pilot cannot
comply with the second element.
The response to a multi-element uplink message will either be a WILCO or UNABLE that refers to the
entire message. It is not possible for the pilot to respond to individual elements of a multi-element
message.
Note.— Care must be taken in the construction of dependent clearances to ensure that there is no
ambiguity present in the message. In the example above, the second element has been carefully chosen to
reinforce the requirement instead of using the word THEN followed by the route clearance PROCEED
DIRECT TO TUNTO.

The following message is an example of poor message construction as it does not unambiguously convey
to the pilot that the climb clearance must be completed prior to commencing the route clearance
component. This format should not be used for dependent clearances:
THEN
PROCEED DIRECT TO TUNTO
4.3.7 Message closure
4.3.7.1 General
Definitions:
• A message requiring a response remains open until a referenced response is received.
• A message is closed when either a response is not technically required, or after a referenced
response other than STANDBY or REQUEST DEFERRED has been received.
A normal downlink free text message (based on downlink message element DM 67) does not require a
response from the controller to close the CPDLC exchange. However, a downlink free text message
based on downlink message element DM 68 (Distress attribute) does require a response and the message
will remain open until a referenced response is received.
Any uplink message containing only free text requires a ROGER response. The message will remain
open until a referenced response containing ROGER is received.
4.3.7.2 Answering an uplink free text

When the controller sends a message containing only free text, or a free text element combined with
elements that do not require a response, the pilot must respond to the free text with a ROGER response
before responding to the actual contents of the message.
4.3.7.3 Dialogue commenced via CPDLC and continued via voice

If a CPDLC message requiring a closure response is subsequently negotiated by voice, a CPDLC closure
response message is still necessary to ensure the proper synchronization of ground and aircraft systems.
4.3.8 Position reporting
4.3.8.1 General
To harmonize waypoint position reports by either voice or data, the “Position” and “Next Position” shall
only contain compulsory reporting points unless requested otherwise by ATC. The “Ensuing Significant
Point” may be either the compulsory or non-compulsory reporting point after the “Next Position” (Refer
AIREP form PANS-ATM, Appendix 1).
4.3.8.2 Downlink of position report

When a CPDLC connection exists in a procedural, non-ADS-C environment, pilots shall ensure that
position reporting is conducted via CPDLC. A CPDLC position report shall be sent manually by the pilot

whenever an ATC waypoint is passed over, (or passed abeam when offset flight is in progress). ATC
expects position reports based on downlink message DM 48 POSITION REPORT.
4.3.8.3 Flexible track position reports

All waypoints published for an independent flex track or UPR are compulsory reporting points.
However, when the track follows a published ATS route, position reports are not required at any non-
compulsory waypoints defined for that ATS route.
4.3.8.4 First position report

Pilots shall downlink a CPDLC position report (ATC waypoint) to the next ATSU after the completion
of:
• An initial CPDLC connection (when inbound from an area not providing CPDLC services), or
during a connection transfer;
• Either when the CPDLC connection transfer has been completed; or at the associated FIR
boundary.
This position report is required whether or not there is an ADS-C contract in place. It serves as
confirmation that the receiving centre is the current data authority.
4.3.8.5 Sending of ATC waypoints only

Additional non-ATC waypoints may be sequenced by the FMC, however information relating to these
waypoints is not of interest to ATC. When using CPDLC, the flight crew should report only at ATC
waypoints.It is the pilot’s responsibility to report only at ATC waypoints.
4.3.8.6 Updating a waypoint estimate

When it is necessary to update a waypoint ETA, a free text message shall be sent in the form of –
REVISED ETA [position] [time].
4.3.8.7 Non-receipt of a scheduled position report

If a scheduled position report is not received via CPDLC, the use of voice communication by the
controller is not mandatory. The controller may obtain the report by uplinking message UM 147 -
REQUEST POSITION REPORT.
4.3.8.8 Sequencing ‘ABEAM’ waypoints in excess of FMC parameters

When an aircraft passes abeam a waypoint in excess of the defined sequencing parameter for the aircraft
type the FMC will not sequence the active waypoint on the Legs and Position Report pages. Operators
shall develop appropriate airborne procedures to ensure correct waypoint sequencing.
Note.— Some ATS systems use current GPS position that is included in the ATC position report to
update their ground systems.
4.3.8.9 ARINC 424 fix names

Crews should be aware that ATC ground systems can not process latitudes and longitudes encoded as fix
names in the ARINC 424 format. Example 10N40 (indicates lat/long of 10N140W). Downlinks
containing such fix names may be rejected by ATC systems.

4.3.9 Using CPDLC to relay messages
When an ATSU and an aircraft cannot communicate, and an intermediary data link aircraft is used for
relaying messages, the following shall apply:
• Only a free text message shall be used;
• The first word in the message shall be “RELAY.”
Note 1.— The use of pre-formatted messages is prohibited because the intermediary aircraft’s FMS
could be unintentionally armed.
Note 2.— The call sign of the aircraft should be expressed as the radiotelephony call sign, rather
than the ICAO three letter or IATA two letter designator.
Example
Controller RELAY. [atsu] Clears [call-sign] CLIMB TO AND MAINTAIN FL340
(all free text)
Pilot RELAY FROM [call-sign] CLIMBING FL340
(all free text)
4.3.10 Weather deviation procedures
4.3.10.1 Multiple weather deviations

The distance off track contained in a weather deviation request or clearance is measured reference the
nominally cleared track of the aircraft. Subsequent weather deviations or route clearances supercede any
previous weather deviation clearance.
Example
Aircraft requests and is cleared to operate 20NM left of track
Pilot REQUEST WEATHER DEVIATION UP TO LEFT 20NM
Controller CLEARED TO DEVIATE UP TO 20NM LEFT OF TRACK
Pilot WILCO
If the aircraft then requires a clearance to operate a further 30NM left of track, the clearance request shall
be based on the nominal route rather in relation to the current weather deviation clearance.
Pilot REQUEST WEATHER DEVIATION UP TO 50NM LEFT OF TRACK
Controller CLEARED TO DEVIATE UP TO 50NM LEFT OF TRACK
Pilot WILCO
If the aircraft then requires a clearance to operate 30NM right of track
Pilot REQUEST WEATHER DEVIATION UP TO 30NM RIGHT OF TRACK
Controller CLEARED TO DEVIATE UP TO 30NM RIGHT OF TRACK
Pilot WILCO

Whilst the aircraft navigates from one side of track to the other in order to comply with the above
clearance, it is the responsibility of ATC to ensure that the appropriate separation standards are being
applied. The aircraft should expeditiously navigate so as to establish itself to the right side of track
4.3.10.2 Deviations either side of track

There are a number of valid formats for the CPDLC [direction] variable. A number of aircraft types,
however, can only request directions left or right in weather deviation requests. If one of these aircraft
requires a deviation to the left and right of track, the following procedure should be used:
• Construct a preformatted weather deviation downlink request for a deviation on one side of
track, and
• Append free text describing the distance to the other side of track
Example
Pilot REQUEST WEATHER DEVIATION UP TO LEFT 20NM.
(free text) AND 20NM RIGHT
Controller CLEARED TO DEVIATE UP TO 20NM EITHER SIDE OF ROUTE
Pilot WILCO
4.3.10.3 Reporting back on track

A weather deviation clearance remains in effect until either:
• A “back on route” report is received; or
• The aircraft reaches a subsequent waypoint to which it has been cleared when clear of weather.

4.3.11 Delayed uplink messages
4.3.11.1 A CPDLC function has been implemented in some aircraft. This function identifies
whether an uplink message has been received more than XXX seconds after it was sent, where XXX is
either a default maximum delay value or a value set by the flight crew. At present, it is not possible to
identify the relatively small number of aircraft with this function. To avoid confusion, flight crews will
not normally be instructed to set a maximum delay value.
4.3.11.2 If an ATSU is advised that a delayed CPDLC message has been received, the following
free text uplink message should be sent: SET MAX UPLINK DELAY VALUE TO 999 SEC. This will
minimise the possibility of subsequent uplink messages being rejected. If this message is also rejected, the
instruction should be provided via voice.
4.3.11.3 Controllers should be aware of the flight crew procedures detailed in Appendix F,
paragraph F.13 and, at their discretion, re-send the delayed uplink or clarify the situation via voice (see
paragraph 4.1.3 for related aeradio procedures).
4.4 Emergency and non-routine procedures
4.4.1 Emergency procedures

The flight crew and controller will use whatever means is appropriate, including use of CPDLC, ADS-C,
and voice communications, to communicate during an emergency.
Although an emergency CPDLC message such as MAYDAY or PAN does not require a closure response,
the controller must acknowledge receipt of the message and attempt to determine the nature of the
emergency and ascertain any assistance required.
4.4.1.1 Response to an CPDLC emergency message

Although an emergency CPDLC message such as MAYDAY or PAN does not require a closure response,
the controller must acknowledge receipt of the message and attempt to determine the nature of the
emergency and ascertain any assistance required.
Any downlink message that contains an emergency message element (see Appendix A, paragraph A.3 for
the list of emergency message elements) should be treated as an emergency message.
Once an emergency downlink message is received, controllers will consider the aircraft to be in an
emergency state until confirmed otherwise via voice contact with the flight crew.
Controllers should be aware that altitude information included with DM55 or DM56 may not be reliable.
In some cases, this information is included automatically and may not accurately reflect the current
altitude or attitude of the aircraft nor the intentions of the flight crew.
When a CPDLC or ADS-C emergency message is received the controlling authority, in order to better
assess the nature of the emergency shall respond as in paragraph 4.4.1, and may also choose to:
a) Increase the periodic contract reporting rate to 5 minutes, or
b) Send a demand contract request.
Note 1.— This is not required if the periodic reporting rate has been increased – an ADS-C report
will have already been triggered by the avionics when the new periodic contract is received).
Note 2.— Increasing the ADS-C reporting rate also reduces the period between cancellation of the
ADS-C emergency and receipt of the ADS-C Cancel Emergency downlink.
4.4.1.2 Confirmation of ADS-C emergency activation

When an ADS-C emergency message is received, the controller with control responsibility for the aircraft
shall request confirmation of the emergency through voice communications with the aircraft (see
paragraph 3.1.2.3.2 for related information).
When a controller not having control responsibility for the aircraft receives an ADS-C emergency report,
he/she shall co-ordinate with the controlling authority to ensure that the emergency report has been
received (see paragraph 3.1.2.3.2 for related information).
When the ADS emergency mode is activated without a CPDLC emergency message or voice
confirmation, and the demand contract report appears to indicate that the aircraft is maintaining normal
operations (e.g. the aircraft is not in descent or involved in abrupt maneuvers), the aircraft may be subject
to unlawful interference. To check for covert or inadvertent activation of the ADS-C emergency mode
the free text uplink CONFIRM ADS shall be appended to a CONFIRM SPEED data or voice request:
Controller CONFIRM SPEED
(free text) CONFIRM ADS
The pilot shall then check the status of the aircraft’s ADS-C Emergency Mode and if the emergency mode
has been activated inadvertently, the pilot shall select ADS-C Emergency Mode to “OFF” and advise
ATC by voice or the following CPDLC free text downlink.
Pilot R, then
(free text) ADS RESET
If the aircraft continues with the ADS-C emergency mode activated ATC shall assume the aircraft is in
emergency conditions and follow normal alerting procedures.
4.4.1.3 Acknowledgement of an ADS-C/CPDLC emergency message

When an ADS-C emergency accompanied by a CPDLC emergency message is received, the controller
shall immediately acknowledge receipt of the emergency with the pilot by the most appropriate means
(voice or CPDLC).
4.4.1.4 CPDLC acknowledgement of an emergency

A CPDLC acknowledgement shall be in the form of a free text message using the words ROGER
MAYDAY or ROGER PAN. This uplink free text message requires a response from the pilot to close the
CPDLC exchange. Depending on the nature of the emergency, the free text message may or may not be
acknowledged by the pilot.
Upon receipt of an emergency downlink message, the controller shall indicate to the aircraft that the
message was received by:
a) responding with preformatted free text message ROGER PAN if the message contains DM 55
PAN PAN PAN; or
b) responding with preformatted free text message ROGER MAYDAY if the message contains
DM 56 MAYDAY MAYDAY MAYDAY.; or

c)responding with UM 3 ROGER if the message contains DM 57, DM 58, DM 59, DM 60 or DM
61.
4.4.1.4.1 Voice contact

When an emergency is acknowledged by CPDLC, controllers may also attempt to make voice contact
with the aircraft.
It is expected that, iIn an emergency, a controller typically expects the flight crews willto immediately
revert to voice communications. This does not preclude crews from using CPDLC for emergency
communications if unable to establish voice contact.
4.4.1.5 Retaining the active connection

If CPDLC is the best (or only) communications medium available between the aircraft and any ATSU,
the ATSU with the active connection should maintain that connection until better assistance can be
provided by another means. In this case, transfer of the connection should not occur to another unit, and
any automatic transfer capability should be disabled, if possible, in order to improve the chances of the
CPDLC connection being retained.
4.4.1.5.1 Communications responsibility

It is recognized that if a transfer of the CPDLC connection does not occur, then the responsibility for
maintaining communications with the aircraft is retained by the current ATSU.
4.4.1.5.2 Executive control responsibility

In accordance with established procedures, the responsibility for the control of the flight rests with the
ATSU within whose airspace the aircraft is operating. If the pilot takes action contrary to a clearance that
has already been coordinated with another sector or ATSU and further coordination is not possible in the
time available, then this action would be performed under the pilot’s emergency authority.
4.4.1.6 Normal emergency procedures

After receipt of the emergency message is acknowledged, normal emergency response procedures shall be
followed.
4.4.1.7 Coordination in the case of emergency

When the ADS-C emergency mode is observed by an ATSU that is not in control of the aircraft, that
ATSU shall coordinate with the controlling authority to ensure that the emergency report has been
received. Adjacent ATSUs shall not increase the reporting rate of the periodic contract.
4.4.1.8 Inadvertent emergency report

If an emergency downlink message is inadvertently sent or the emergency situation has been resolved, the
flight crew should send DM 58 CANCEL EMERGENCY as soon as practicable. After sending DM 58,
the flight crew should confirm their status and intentions via voice.
4.4.2 Data link connection failures

When CPDLC fails and communications revert to voice, all open messages should be considered not
delivered and any dialogues involving those messages should be re-commenced by voice.

4.4.2.1 Detected by the controller
When the controller recognizes a failure of the data link connection, the controller shall instruct the pilot
to terminate the connection, by selecting ATC Com Off, and then initiate another AFN logon. Once the
AFN logon is established, the ATS system should send a Connection Request message to re-establish the
connection.
The voice phraseology to be used shall be:

Controller Data link failed.
Select ATC Com Off then Logon to [ATSU name]
Pilot Roger
Note.— The [ATSU name] is the 4 character ICAO code.
4.4.2.2 Detected by the airborne system

When the avionics/pilot recognizes a failure of the data link connection, the pilot shall terminate the
connection by selecting ATC Com Off and then initiate a new AFN logon (FN_CON) to the current
controlling authority.
4.4.2.3 Inability to establish the data link connection

In situations where a data link connection cannot be established successfully, the ATS system should
indicate to the controller that no connection has been established.
4.4.3 Data link system shutdowns
4.4.3.1 Unexpected data link shutdowns

In the event of an unexpected data link shutdown, the relevant ATSU shall inform:
• All currently connected FANS 1/A equipped aircraft via voice;
Controller Data link failed.
Select ATC Com Off. Continue on voice
Pilot Roger
• The adjacent ATSUs by direct coordination; and

• All relevant parties via the publication of a NOTAM, if appropriate.
Pilots shall terminate the data link connection and use voice until informed by the ATSU that the data link
system has resumed normal operations.
4.4.3.2 Planned data link shutdowns

When a planned data link system shutdown of the communications network, or of the ATS system, occurs
a NOTAM shall be published to inform all affected parties of the shutdown period. During that time
period, voice shall be used.

The following voice or data phraseology shall be used to advise airborne aircraft prior to the
commencement of the shutdown.
Controller Data link will be shutdown.
Note 1.— The controller could optionally provide the voice frequency.Note.— The
pilot shall select ATC Com Off when the message is received.
Pilot Roger
Note 2.— The pilot shall select ATC Com Off when the message is received.
4.4.3.3 Resumption of data link operations

The following voice phraseology shall be used to advise pilots that the data link system has resumed
operations.
Controller Data link operational
Logon to [ATSU name]
Pilot Logon [ATSU name]
Note.— The [ATSU name] is the 4 character ICAO code.
4.4.3.4 Data link component shutdown

Some ATSUs are not equipped with both CPDLC and ADS-C and consequently may experience
shutdown of a single component of the data link system (i.e. CPDLC or ADS-C). For those ATSUs that
have both CPDLC and ADS-C it is not likely that just one component will shutdown, however it is
possible.
ATSUs experiencing a shutdown of either CPDLC or ADS-C shall follow the procedures above for data
link shutdowns as appropriate.
4.4.3.4.1 ADS-C only failure

When a shutdown of the ground component of the ADS-C system occurs, the ATSU affected shall inform
all other affected parties of the shutdown and likely period. During that time period, position reports (via
CPDLC if available, or via voice) will be required.
If a CPDLC service is still available, a CPDLC free text message shall be sent to the pilot notifying
reporting requirements. The following phraseology shall be used:
Controller ADS SHUTDOWN REVERT TO ATC DATA LINK POSITION REPORTS
(free text)
Pilot ROGER
4.4.3.4.2 Loss of ADS-C

If it is not possible to establish ADS-C contracts, or if ADS-C reporting from an aircraft ceases
unexpectedly, it is possible that the pilot may have inadvertently selected ADS-C off. If CPDLC is still
available, a CPDLC free text message shall be sent to the pilot, using the following phraseology.
Controller CONFIRM ADS ARMED

(free text)
Pilot ROGER
Note.— If ADS-C had been turned off, re-arming it will not re-initiate previous ADS contracts. New
ADS contracts will need to be uplinked by the ground station.
4.4.3.5 Network and satellite data service outages

In the event of a planned or unexpected network or satellite data service outage (e.g., Ground Earth
Station failure), the communications service provider shall make timely notification of the situation to all
ATSUs within the affected area.
• All currently connected FANS 1/A aircraft via voice, using the following voice phraseology:
Controller Data link failed
Pilot Roger
• The adjacent ATSUs by direct coordination,

• All relevant parties via the publication of a NOTAM, if appropriate.
Pilots shall terminate CPDLC connections with the ATSU and use voice communications until informed
by the ATSU that the system is again fully functional.
4.4.3.6 Unexpected avionics system shutdown

In the event of an unexpected avionics data link shutdown, pilots shall inform the ATSU of the situation
using voice.
Pilot Data link failed.
Selecting ATC Com Off. Continuing on voice
Controller Roger. Continue on voice
Pilots shall continue to use voice until the functionality of the avionics can be re-established.
4.4.4 Total communications failure

The procedures covering complete communications failure (CPDLC and voice) shall be in accordance
with current ICAO procedures.
4.5 Automatic dependent surveillance – contract (ADS-C)
4.5.1 Introduction
In the CNS/ATM environment, surveillance may be provided by Automatic Dependent Surveillance –
Contract (ADS-C).

ADS-C allows the establishment of communication contracts between ground systems and an aircraft's
avionics system. An ADS-C contract contains the ATC data requirements for ADS-C reporting as well as
frequency of the ADS-C reports.
The implementation of ADS-C provides surveillance capability in oceanic and en-route continental
airspace and is intended to replace CPDLC and verbal position reporting in areas where non-radar
separation is currently applied.
In non-radar airspace, the effective use of ADS-C in the provision of air traffic services enhances flight
safety, facilitates the reduction of separation minima and better accommodates user-preferred flight
profiles.
4.5.2 ADS-C description

Three types of ADS contracts can be established with an aircraft. Each of these contracts operates
independently from the others. These contracts are the:
• Periodic;
• Event; and
• Demand.
The establishment of ADS contracts is initiated by the ground system and does not require pilot action
providing that the airborne system is armed. The pilot has the ability to cancel all contracts by selecting
ADS-C off.
4.5.2.1 The periodic contract

The periodic contract allows an ATSU to specify the reporting frequency, to request that optional data
groups be added to the basic ADS-C report, and to specify the frequency at which the optional groups are
to be included in the reports.
The periodic reporting rate can generally be altered by the controller to allow for situations where a
higher or lower reporting rate may be required. Only one periodic contract can be established between a
ground system and a particular aircraft at any one time. Whenever a new periodic contract is established,
the previous periodic contract is replaced. The periodic contract will remain in effect until it is modified
or cancelled.
4.5.2.2 The event contract

An event contract specifies a request for reports to be transmitted by the aircraft whenever a defined
“event” occurs. Only one event contract can be established between a ground system and a particular
aircraft at any one time, however the event contract can contain multiple event types.
Note that multiple ATSUs with ADS-C connections can each establish their own event contracts with an
aircraft.
Once an event contract has been established, it remains in effect until the specific event requests are
fulfilled, or it is cancelled by the ground system.
The Vertical Rate Change Event is triggered when the aircraft’s vertical rate is either less than or greater
than a parameter defined in the contract.

The Lateral Deviation Change Event is triggered when the aircraft’s actual position exceeds a lateral
distance parameter from the aircraft’s expected position on the active flight plan.
The Altitude Range Change Event is triggered when the aircraft’s altitude exceeds the altitude ceiling or
floor defined in the contract by the ground system.
Once a vertical rate change, lateral deviation change, or altitude range event trigger has occurred, a
recurrence of this event no longer triggers an event report. The ground system must initiate a new event
contract every time that one of these specific events occurs.
The Waypoint Change Event is triggered by a change to the next or the next-plus-one waypoints. Such a
change normally occurs due to routine waypoint sequencing. However, it will also be triggered by
occurrences such as a change to a non-ATS waypoint entered by the pilot for operational reasons, or
execution of a new route affecting the next or next-plus-one waypoints. Unlike the other event contracts,
the waypoint change event
trigger remains in effect for all waypoint changes. (Refer to paragraph 4.5.3.3.)
4.5.2.3 The demand contract

The demand contract is a “one-off” request from the ground system for the FMS to provide an ADS-C
report containing specific data as defined in the request. A demand contract can be requested by the
ground system at any time. The demand contract request will not affect any existing contracts.
4.5.2.4 Emergency mode

The emergency mode can only be activated by the pilot and is normally cancelled by the pilot. The pilot
normally activates the ADS-C emergency mode automatically by sending a CPDLC MAYDAY message,
although the ADS-C emergency mode can also be set independently. When the ADS-C emergency mode
is set, the aircraft immediately sends an ADS-C report containing an emergency flag that is interpreted by
all ground systems that currently have periodic or event contracts established with that aircraft. The
aircraft does not automatically send an ADS-C report at the time that the emergency mode is set.
When the pilot cancels the emergency mode, the aircraft will send an emergency mode cancellation
message to each ground station receiving the emergency mode reports with the next periodic report,
whenever it may be due. The cancellation message will remove the emergency flag from the periodic
contract, but the data contents will remain the same as per the emergency contract. Any previously
existing data groups requested by the ground system will not be restored unless the ground system re-
negotiates the periodic contract following receipt of the emergency cancellation message. Existing event
contracts are unaffected by the emergency cancellation.
Note.— the Boeing B717 and B737 models will send the ADS-C emergency cancellation message
immediately after being selected by the pilot.
4.5.3 Factors to be considered when using ADS-C
4.5.3.1 Vertical and lateral variations

Where the Altitude Range Change Event and Lateral Deviation Event contracts are established, the
controller will only be alerted to vertical or lateral variations that exceed the associated tolerances.

Note.— If a regular periodic report is sent as the aircraft is deviating from cleared level or route
(but still within the level or lateral tolerances) the controller will still be alerted to the variation despite
no event report having been sent.
4.5.3.2 Figure of Merit (FOM) data in ADS-C reports

ADS-C reports contain FMS information relating to the figure of merit, ACAS/TCAS and the aircraft's
navigational redundancy. Some automated ground systems use the FOM value received in an ADS-C
report to determine whether to display the report to controllers, or to display a "high" or "low" quality
ADS-C symbol.
FOM data is not required for the use of current separation standards. However, where the separation
standard being applied requires specific navigational accuracy, such as RNP, controllers shall rely on pilot
advice as to the extent of any navigational degradation and shall adjust separation accordingly.
4.5.3.3 Flight crew modification of active route

The flight crew will often insert non-ATS waypoints into the active flight plan in the FMS for flight
system monitoring, or will modify the active route for planning purposes. Once the change is activated, a
Waypoint Change Event report may be triggered. If so, non-ATS waypoints included in the active flight
plan will be reflected in the Predicted Route Group, as well as the Intermediate and Fixed Projected Intent
Groups, which may result in the next, or the next-plus-one waypoints from the report not being waypoints
expected in the ATS flight plan or flight data record.
Flight crews should not insert non-ATC waypoints (e.g. mid-points) in cleared oceanic flight legs, as it
will result in transmission of unwanted ADS-C reports. Non ATC waypoints may prevent the provision
of proper ETA data in the ADS-C reports required for ATC purposes.
4.5.4 ADS-C connection management
4.5.4.1 Priority for the ADS-C connection

FANS 1/A aircraft can have up to five ADS-C connections. One of the five connections is reserved for
use by the AOC. The aircraft has the capacity to report to four different ATSUs simultaneously using
ADS-C.
The FANS 1/A system does not assign any technical priority to ADS-C connections; therefore the
controlling ATSU may not be aware of other connections established with the aircraft. As a result, a
procedural hierarchy controlled by the Address Forwarding process (FN_CAD message) has been
established.
4.5.4.1.1 Allocation of ADS-C connections

Using the Address Forwarding process, the current controlling authority shall allocate ADS-C connection
priority to the next ATSU that will have air traffic control responsibility for the aircraft. The priority for
the allocation of ADS-C connections shall be in accordance with the following list:
a) The Current Data Authority,
b) The Next Data Authority,
c) An ATSU requiring a connection for monitoring operations close to a boundary,
d) Airline AOC

e) Other miscellaneous connections.
4.5.4.2 Near boundary ADS-C connections
4.5.4.2.1 Monitoring of an aircraft operating close to an airspace boundary

Where required, the current data authority may address forward to an adjacent FIR to enable ADS-C
monitoring of close boundary operations, as determined by LOAs.When an aircraft will operate within the
defined coordination parameter of the boundary with an adjacent ADS-C capable FIR, controllers shall
determine during coordination whether that ATSU requires an ADS contract to monitor the aircraft’s
progress near the boundary.
ATS Unit 1 (ADS-C)

Current controlling authority
2 ATS Unit 2 (ADS-C)

Flight Adjacent FIR
planned
route
ATS Unit 3 (ADS-C)
Next controlling authority
Figure 4-10. Priorities for ADS-C connections
An ADS-C contract is required by ATSU 2 to monitor the aircraft’s progress near the FIR boundary. To
ensure that the next unit with direct control responsibility for the aircraft has priority over the ADS-C
connections, Address Forwarding to ATSU 3 will be initiated by ATSU 1 prior to Address Forwarding to
ATSU 2.
4.5.4.2.2 Other ground facilities requesting ADS contracts

All ground facilities, without having direct control or monitoring requirements for that aircraft, seeking an
ADS contract with a specific aircraft (e.g. for ADS-C test purposes) must coordinate with the controlling
authorities and the operator prior to the departure of the flight.

4.5.4.3 ADS-C connections not available
When all available ADS-C connections with a particular aircraft have been established (see Figure 2), any
other ATSUs attempting to connect with the aircraft will receive an ADS DISCONNECT REQUEST
message with "reason code 1" (Congestion).
When an ADS DISCONNECT REQUEST is received by an ATSU, which would normally have priority
for an ADS-C connection, the current controlling authority should be notified. The controlling authority
shall resolve the situation.
The controlling authority has a number of options available, such as coordination with the previous
ATSU or other adjacent ATSUs to ensure that existing ADS-C connections are still required, or when
considered absolutely necessary, instructing the pilot to turn the ADS-C application off and turn it on
again. The latter option will terminate all current ADS contracts; therefore, the controlling authority
should consider the operational effect on other ATSUs prior to employing this method.
Once all contracts have been terminated, the controlling authority shall allocate priority for the
connections to other ATSUs via the Address Forwarding process. Only ATSUs with direct control or
monitoring responsibilities shall re-establish contracts with the aircraft.
ATS Unit 1 (ADS-C)

Current controlling authority
1
3
4
ATS Unit 2 (ADS-C)

Flight Adjacent FIR
planned
route
ATS Unit 3 (ADS-C)
Next controlling authority
Figure 4-11. ADS-C connection not available
The aircraft has ADS-C connections with four ground facilities and the airline AOC:

Connection: 1 - with ATSU 1,

2 - with ATSU 2,
3 - with the previous controlling authority,
4 - with the airline AOC,
5 - with a ground facility collecting test data.
ATSU 3, the next controlling authority, is unable to establish an ADS-C connection with the aircraft due
to congestion.
4.5.4.4 Ground system termination of ADS-C connections

The termination of ADS contracts with an aircraft, whether performed automatically or manually, should
be strictly monitored to avoid situations leading to congestion. ADS contracts and connections should be
terminated by the ground system when the:
• Aircraft has crossed an FIR boundary and has passed beyond the normal “back coordination”
parameter; or
• The ground system’s FDPS flight plan for the aircraft has been cancelled or has finished; or
• Previous ATSU, the controlling authority or an adjacent ATSU has no further surveillance or
monitoring requirements for a particular flight.
4.5.5 Periodic reporting interval
4.5.5.1 Default periodic reporting interval

When setting a default periodic reporting interval, ANSPs should take into account requirements for the
separation standard in use, conformance monitoring, traffic levels, and alerting service. Typically, default
periodic contract intervals are set to satisfy the position reporting requirements of the default separation
standard in use.
ANSPs should avoid arbitrarily selecting small periodic default intervals because of the economic cost to
the users and the unnecessary system loading imposed by these small default intervals.
4.5.5.2 Modifying the default interval

There are a number of situations where a controller or ground automation may use a reporting interval
other than the default interval in the periodic reporting contract. A change to the default interval for an
aircraft may be required:
a) When the aircraft is cleared to deviate from areas of known significant weather; or
b) When the application of a smaller separation standard requires a shorter periodic interval; or
c) During periods of turbulence; or
d) When an unauthorized deviation from the clearance is detected; or
e) When the aircraft is approaching a crossing route on which there is other traffic.
ANSPs should ensure that the periodic reporting rate in use is in accordance with the position reporting
requirements of the separation standard being used. When not required for the application of separation,

or other factors, ANSPs should return to a less frequent periodic reporting interval to reduce overall costs
to the system.
Where possible the controlling authority should limit any change to the periodic reporting interval to not
less than five (5) minutes. Adjacent ANSPs with ADS contracts established with the same aircraft should
restrict their periodic contract reporting interval to not less than the maximum reporting interval for
application of reduced separation.
4.5.5Reporting rates
4.5.5.1General
There are a number of situations where a controller may consider the use of a reporting rate other than
that used as the default in the periodic reporting contract. Some automated systems have the capability of
defining reporting rates that can automatically change from one area to another along the route segment to
take into account changes in traffic density along the route.
Where the ground system does not contain the ability to automatically change the reporting rate, the
controller should take action, where possible, to manually change the periodic reporting rate when
operationally required. Some examples where a change to the rate may be required are:
•When the aircraft is approaching a crossing route on which there is other traffic;
•When the aircraft is approaching areas of known significant weather;
•During periods of turbulence; or
•When an unauthorized deviation from the clearance is detected.
4.5.5.2Appropriate reporting rates

ATSUs should ensure that the periodic reporting rate in use is in accordance with the position reporting
requirements of the separation standards being used. When not required for the application of separation,
or other factors, ATSUs should consider using less frequent periodic reporting rates for individual aircraft
to reduce overall costs to the system.
4.5.5.3Avoid high periodic reporting rates

Arbitrarily selecting high periodic reporting rates adds undue economic costs and unnecessarily loads the
data link system.
4.5.5.4Other factors to be considered
Editor’s note 3. —ND – Next paragraph, perhaps make this 14 to allow flexibility for 30/30 reporting
requirement?
Depending on individual circumstances the controlling authority should limit the periodic reporting
interval to not less than five (5) minutes. Adjacent ATSUs with ADS contracts established with the same
aircraft should restrict the periodic reporting interval to not less than the maximum reporting interval for
application of reduced separation, or 15 minutes. If an adjacent ATSU desires a lesser interval, it should

coordinate and obtain agreement with the controlling authority prior to initiating the lesser periodic
reporting interval.
4.5.5.5Default periodic reporting rates

When setting a default periodic reporting rate, ATSUs should take into account factors such as
conformance with ATC clearance requirements, traffic levels, alerting service requirements, and
separation standard requirements.
4.5.6 Separation
ADS-C may be used for the application of procedural separation within a mixed surveillance
environment, such as airspace where position reports are provided by a mixture of ADS-C, CPDLC and
voice.
For example, ADS-C may be used to determine separation between two or more aircraft reporting by
ADS-C, between ADS-C and non-ADS-C aircraft, between ADS-C aircraft and an aircraft identified on
radar, and to ensure separation between ADS-C aircraft and special use airspace, such as military
restricted areas.
4.5.6.1 Appropriate ADS-C reporting requirements

When position reporting is being provided via ADS-C, to ensure that estimates being used for the
application of separation are accurate ATSUs should establish appropriate:
• ADS contracts; and
• Periodic reporting frequencies.
4.5.6.2 Appropriate separation standard

A separation standard to be applied in a mixed surveillance environment must be appropriate to the
communications and navigational capability of the relevant aircraft. In the case of separation being
applied between ADS-C and non-ADS-C aircraft, the separation standard must be appropriate to the
capabilities of the non-ADS-C aircraft.
4.5.6.3 Vertical separation
4.5.6.3.1 Vertical tolerance consistency

Where practical, the tolerances used to determine whether a specific level is occupied by an ADS-C
reporting aircraft within the airspace of a specific ATSU should be consistent with other tolerances used
throughout the airspace. For example, the vertical tolerances for ADS-C should be consistent with vertical
tolerances used for level adherence monitoring by other forms of surveillance, such as radar.
4.5.6.3.2 Application of vertical tolerances

Where other vertical tolerances do not exist, the vertical tolerances to be applied for ADS-C shall be (±)
300 feet. However, an individual ATSU may specify in local instructions and the AIP that a tolerance of
not less than (±) 200 feet will be used to provide consistency with other vertical tolerances applied within
the FIR.
4.5.6.3.3 ADS-C level information does not satisfy vertical tolerance

If displayed ADS-C level information does not satisfy the required tolerance for an individual ATSU then
the pilot shall be advised accordingly and requested to confirm the aircraft's level. If following
confirmation of the level the displayed ADS-C level information is still beyond the required tolerance,
another method of separation or another method of determining level information may need to be applied.
4.5.6.3.4 Use of ADS-C level information

When displayed ADS-C level information is within the specified tolerance of the expected or cleared
flight level, the ADS-C level information may be used for the application of vertical separation, and to
determine that an aircraft has reached or is maintaining a specified level.
4.5.6.3.5 Passing or leaving a level

An aircraft can be considered to have left a specified level when the displayed ADS-C level information
indicates that the aircraft has passed the level in the required direction by more than the required
tolerance.
4.5.6.4 Longitudinal separation
4.5.6.4.1 Limitations on the use of tools

ATSUs that use approved or integrated measurement tools for the purpose of determining screen-based
separation should publish in local documentation any limitations on the use of such tools for the
establishment and monitoring of separation standards.
4.5.6.4.2 Establishing longitudinal separation

ADS-C reports may be used to establish and monitor longitudinal time and distance separation standards.
4.5.6.4.3 Using extrapolated or interpolated positions

Some ground systems display an extrapolated or interpolated ADS-C symbol between the receipt of
ADS-C reports. Providing that the periodic reporting rate in use is in accordance with any reporting rate
required by the separation standard, separation may be determined between the extrapolated/interpolated
symbols by the use of screen-based measurement tools, or by the use of automated conflict detection
tools.
4.5.6.4.4 Validity of displayed information

When extrapolated or interpolated ADS-C symbols are being used to provide separation and any doubt
exists as to the integrity or validity of the information being presented, the controller shall send a Demand
Contract Request to update the relevant information. If doubt still exists, the controller should consider
the use of an alternative method of separation.
4.5.6.4.5 Time-based separation

Ground system flight data records updated by ADS-C reports may be used in the application of
appropriate time-based separation standards. Methods of determination may include reference to:
• Estimates at actual waypoints;
• Calculated estimates for positions not contained in the ATS flight plan;
• Screen-based measurement tools; or

• Automated conflict detection tools.
4.5.6.4.6 Distance-based separation

ADS-C reports may be used for the application of appropriate longitudinal distance standards. Methods
of determination may include:
• The use of automated system tools to measure the displayed positions of two or more aircraft
reporting by ADS-C;
• Comparing the displayed position of an ADS-C aircraft with the position of another aircraft
determined by an alternative form of surveillance; or
• The use of automated conflict detection tools.
4.5.6.5 Lateral separation
4.5.6.5.1 Areas of lateral conflict

An ATS unit can use ADS-C report information to automatically detect conflicts and provide indication
to the controller to confirm whether or not an aircraft is within or beyond an area of lateral conflict.
When such conflict detection tools are not available, the controller can determine conflicts by observing
the ADS-C report information and determining if the aircraft is within or outside the area of conflict. In
either case, the adequacy of the procedures used is a matter of the State.ADS-C reports can be used to
determine whether an aircraft is within or beyond an area of lateral conflict. Where lateral conflict
calculations are not made by automated conflict detection tools, an ADS-C report observed outside an
area of lateral conflict displayed or calculated on the screen is confirmation that the aircraft is outside the
area of conflict.
4.5.7 Air traffic clearance monitoring

ADS-C reports can be used to monitor conformance with air traffic clearances.
4.5.7.1 Deviations from ATC clearances

The pilot of an ADS-C aircraft observed to deviate significantly from its cleared flight profile shall be
advised accordingly. The controller shall also take action as appropriate if such deviation is likely to
affect the air traffic service being provided.
4.5.8 Coordination
4.5.8.1 Duty of care responsibility

As airlines bear the cost of data link communications, ATSUs should be aware of Duty of Care
responsibility issues when ADS-C and other technologies allow the surveillance of aircraft and the
possible detection of conflicts inside another ATSU's airspace. Local ATS instructions and/or Letters of
Agreement between units should detail the coordination response required from one ATSU in the case of
a suspected conflict being detected in the adjacent ATSU's airspace. Unless required for safety purposes,
ATSUs should ensure that ADS-C is only enabled for aircraft inside their Area of Interest.

4.5.8.2 Coordinated data inconsistent with ADS-C displayed data
The transferring controller shall advise during coordination if the aircraft is currently at a level or on a
route different from that intended for the boundary crossing. When the coordination information relating
to the transfer of control is different from the displayed ADS-C information and the required advice has
not been provided, the receiving controller shall confirm the coordinated information with the transferring
controller.
4.5.9 Alerting service

For ADS-C aircraft, the provision of the alerting service should be based on the scheduled position
reports provided by the periodic reporting contract.
4.5.9.1 Late or missing ADS-C Reports

Whenever an ADS-C report (either a periodic or waypoint report) is not received within a parameter of
the expected time, the controller may initiate a demand contract request, re-establish a new periodic
contract with the aircraft, request a CPDLC or voice position report. See also paragraph
4.4.3.4.2.Whenever an ADS-C report (either a periodic or waypoint report) is not received within a
parameter of the expected time, the controller should initiate a demand contract request or establish a new
periodic contract with the aircraft.
Whenever an ADS-C waypoint position report is overdue by more than an interval, as determined by
ATC, a controller shall action to advise the aircraft concerned, confirm their ADS-C is armed, and request
a voice position report. If the pilot or the controller notices intermittent operation, either may elect to
revert to voice reporting at any time. (Flight crews would be expected to terminate ADS-C and resume
voice reporting for the remainder of the flight.)
4.5.9.2 Corrupt or incorrect ADS-C Reports

A controller who becomes aware of corrupt or incorrect data shall initiate action to establish voice contact
with the aircraft concerned in order to correct the situation.
4.5.9.3 Data Link failure

If the controller is advised, or becomes aware of, a data link communications failure, aircraft concerned
shall be advised as necessary to revert to voice position reporting.
4.5.10 Aircraft navigation
4.5.10.1 Aircraft in heading select mode

When the aircraft is in Heading Select Mode, the intent and predicted route information being transmitted
by the aircraft will project towards the next FMS flight plan waypoint regardless of the actual position
and heading of the aircraft. Predicted information is based on the FMS intent, which may not necessarily
be the intent of the pilot.
If the aircraft is in Heading Select Mode, and the aircraft passes abeam a flight planned waypoint by more
than a defined parameter the FMS will not sequence this or subsequent waypoints. The effect on a ground
system of a waypoint that has not been sequenced is that the intent information, once the aircraft has
passed the waypoint, will be directed back towards the non-sequenced waypoint. As a result, some ground
systems may see an extrapolated symbol move in a different direction to the actual track of the aircraft.
4.5.10.2 Sequencing subsequent waypoints
If a waypoint is passed abeam by more than the aircraft FMS parameter while flying in Heading Select
Mode, the FMS must be re-programmed (e.g. to fly direct to the next relevant waypoint) to enable
subsequent waypoints to be sequenced.
Note.— See also CPDLC Sequencing “ABEAM” waypoints in excess of FMS parameters.
4.5.11 Position reporting
4.5.11.1 Position reporting requirements in ADS-C airspace

ATSUs may promulgate in the AIP that ADS-C reports fulfill all normal position reporting requirements
within the nominated FIR.
4.5.11.1.1 Publishing reporting requirements

ATSUs should publish ADS-C and CPDLC position reporting requirements in the AIP.
4.5.11.1.2 CPDLC report at FIR entry position

When an ATSU has nominated the use of ADS-C reporting only within the associated FIR, a CPDLC
position report at the FIR entry position is still required to confirm that the ATSU holds the status of
Current Data Authority. Following the initial CPDLC report at the boundary, no further CPDLC or voice
position reports will be required for operations within the FIR.
4.5.11.1.3 Updating waypoint estimates

ATSUs should publish in the AIP that pilots are not required to update estimates for waypoints when the
aircraft is reporting by ADS-C in airspace where additional CPDLC or voice reports are not required.
Exceptions to this rule are that updates to estimates are required when:
• An estimate previously advised by voice or CPDLC will change by more than 2 minutes; or
• A pilot-initiated action, such as a change in speed, will change the estimate for the next
reporting point by more than 2 minutes.
• The crew may assume that the estimate for the next waypoint, shown on the FMS at the time a
waypoint is crossed, is the estimate transmitted to ATC in the ADS-C report. If that estimate
subsequently changes by three minutes or more, a revised estimate shall be transmitted via voice to the
ATS unit concerned as soon as possible.
4.5.11.1.4 Non-compulsory waypoints

When reporting by ADS-C only, the flight crew should not remove ATC waypoints even if they are not
compulsory reporting pointsis not required to modify the route to remove non-compulsory waypoints.
Waypoint event reports will would be sent at all any non-compulsory reporting points and will be
reflected in the predicted route group.
4.5.11.2 Discrepancies between ADS-C and CPDLC estimates

Controllers should be aware that CPDLC and ADS-C estimates received from the same aircraft for the
same position may differ as a result of the ADS-C application reporting time to the second and the time
reported by CPDLC application either being truncated or rounded to the nearest full minute (depending

on aircraft type). The pilot also has the ability to modify the estimate for the next position in the CPDLC
position report. Any such modification will not be reflected in the ADS-C report.
4.5.11.2.1 Actions to be followed when there is an estimate discrepancy

When an ATSU is using both ADS-C and CPDLC reporting and a discrepancy of less than 3 minutes
between the reports is detected, the ATSU should detail in local documentation methods to be used by the
controller for the reconciliation of the time difference. Where the time difference exceeds 3 minutes, the
controller shall query the estimate received in the CPDLC position report and request confirmation of the
estimate for the waypoint in question.

4.6 Flight management computer waypoint position reporting (FMC WPR)
4.6.1 Flight crew - FMC WPR
4.6.1.1 The aircraft identification (ACID) shall be correct as per filed flight plan.
4.6.1.2 When FMC WPRs are manually initiated, this should be done within 3 minutes of
crossing each waypoint. If this cannot be achieved, the FMC WPR should not be triggered, but a voice
report made instead.
4.6.1.3 The crew may assume that the estimate for the next waypoint, shown on the FMS at the
time a waypoint is crossed, is the estimate transmitted to ATC in the ADS-C report. If that estimate
subsequently changes by three minutes or more, a revised estimate shall be transmitted via voice to the
ATS unit concerned as soon as possible.
4.6.1.4 Flight crews should avoid inserting non-ATC waypoints (e.g. mid-points) in cleared
oceanic flight legs, as non-ATC waypoints may prevent the provision of proper ETA data in the FMC
reports required for ATC purposes.
4.6.1.5 If the flight number contains an alphabetic character (such as ABC132A or ABC324W)
the flight cannot participate in FMC WPR and the flight crew should not use the term “F-M-C” during
contact with aeradio (see paragraph 3.2.3.6 for more information regarding this technical problem).
Flight crews should not use the initial contact procedures in paragraph 4.1.1, but should revert to normal
voice procedures.
4.6.2 ATC - FMC WPR
4.6.2.1 Whenever an FMC WPR is overdue by more than a specific interval, as determined by
ATC, a controller must take action to advise the aircraft concerned and request a voice position report. If
either the pilot or the controller notices intermittent operation, either may revert to voice reporting at any
time. (Crews would be expected to report by voice for the remainder of the flight.)
4.6.2.2 A controller who becomes aware of corrupt or incorrect data shall initiate action to
establish voice contact with the aircraft concerned in order to correct the situation.
4.6.2.3 If the controller is advised, or becomes aware of, a data link communications failure,
aircraft concerned shall be advised as necessary to revert to voice position reporting.
4.7 CPDLC voice phraseologies

Where CPDLC-related voice communications are required, flight crews and controllers should utilise the
appropriate phraseology as detailed below.
The phrase “CPDLC” is spoken as “see-pee-dee-ell-see”.
The phrase “ADS” is spoken as “ay-dee-ess”.

4.7.1 ATC phraseology
To instruct flight crews to manually initiate Logon to the subsequent ATSU:
SELECT ATC COM OFF THEN LOGON TO [ATSU name]
Note 1.— Use the ICAO four character code when identifying the ATSU.
Note 2.— Use this phraseology when the NDA message delivery or address forwarding is
unsuccessful or when the END SERVICE message does not terminate the CPDLC connection.
To inform aircraft that the FANS 1/A data link has failed:
DATA LINK FAILED. SELECT ATC COM OFF. CONTINUE ON VOICE.
To advise aircraft prior to the commencement of a FANS 1/A data link shutdown:
DATA LINK WILL BE SHUT DOWN. SELECT ATC COMM OFF. CONTINUE ON VOICE.
To advise that the transmission is being made due to a CPDLC failure:

CPDLC FAILURE.
Note.— This phraseology should only be included with the first transmission made for this reason.
To advise of a complete ground system failure:

ALL STATIONS CPDLC FAILURE [identification of station calling].
4.7.2 Pilot phraseology

To advise ATC that the CPDLC connection is being terminated manually:
CPDLC CONNECTION WITH [current ATSU] TERMINATED. CONNECTING WITH [subsequent
ATSU].
Note.— The pilot may use the ICAO four-character codes or plain language at his/her discretion.
To advise that the transmission is being made due to a CPDLC failure:

CPDLC FAILURE.
Note.— This phraseology should only be included with the first transmission made for this reason.
To advise a delayed CPDLC uplink has been received:

DELAYED CPDLC MESSAGE RECEIVED.
Note.— See Appendix F, paragraph F.13 for associated procedures.


Chapter 5. Flight crew procedures
5.1 Overview
5.1.1 Operational differences between voice and data link communications
5.1.1.1 Future Air Navigation System (FANS) operations typically involve three elements:
communication (data link), navigation (RNP), and surveillance (ADS-C). This document primarily
addresses communication aspects of FANS and some surveillance aspects. Other references address
navigation (RNP) qualification and use.
5.1.1.2 Development, testing, and in-service experience have highlighted fundamental

differences between data link and voice communications. These differences should be considered when
developing or approving flight crew procedures for use of air traffic service (ATS) communication data
link systems.
5.1.1.3 For example, when using traditional voice communications, both crewmembers typically
hear an incoming ATS instruction or an outgoing ATS transmission. With voice, the natural ability for
both crewmembers to understand incoming and outgoing transmissions for their own aircraft has provided
a certain level of situational awareness among the flight crew. With data link, flight crew procedures
need to ensure an equivalent level of situational awareness to ensure the flight crew understands the
content or intent of a message in the same way.For example, when using traditional voice
communications, both crewmembers typically hear an incoming ATS instruction or an outgoing ATS
transmission. With data link, all crew members may not necessarily be aware of the transmission or
receipt of a message. The natural ability for both crewmembers to hear incoming and outgoing
transmissions for their own aircraft as well as for other aircraft (known as the party line) provided a
certain level of situational awareness among the flight crews. Therefore, crew procedures when using data
link communication systems need to ensure an adequate level of situational awareness with respect to
data link communications.
5.1.1.4 Operators should develop standard operating procedures (SOPs) to ensure that each flight
crew member (e.g., pilot flying and pilot monitoring) reviews each uplink or downlink message.
5.1.1.5 Uplink messages require special attention to avoid flight crew accepting a clearance and
not complying with that clearancewhat is known as “loop error” in operations. When ATS ATC sends an
uplink message to an aircraft that is accepted by the flight crew, ATS ATC is expecting the flight crew to
receive and comply with the clearance. A loop error occurs when a flight crew accepts a clearance but
does not subsequently comply with that clearance. Flight Ccrew procedures should be designed to be
effective in ensuring that these kinds of errors do not occur inadvertently. An effective method for
minimizing this kind of error for controller-pilot data link communications (CPDLC) uplink messages is
for the SOP to ensure that each applicable pilot reads the uplinked message (silently) before the pilot
communicating initiates the discussion about whether and how to act on the message. Reading a message
silently can be a key element to help ensure that a pilot does not infer any preconceived intent different
than what is intended or appropriate. Use of this “silent technique” can provide a flight crew with an
similar or betteracceptable level of situational awareness for the intended operations, compared with voice
communications.

5.1.1.6 In a similar manner, downlink messages should typically be reviewed by each applicable
pilot before a CPDLC message is sent. Although not done silently, having one person (generally the pilot
not flying) input the message and having the second person (pilot flying) review the message before it is
sent promotes an adequate level of situational awareness, comparable to or better than when using voice
transmissions. Crew coordination of uplink and downlink messages should typically be done using flight
deck displays. Use of printer-based information for this verification function is typically not appropriate
due to the potential error characteristics of printers and printed messages.
5.1.2 Operational approval for use of FANS
5.1.2.1It is the responsibility of the operator to ensure that Fflight crews need to be are appropriately
qualified to use FANS data link (CPDLC and ADS-C) services in accordance with Chapter 3, para 3.2.
The authority of the State of the Operator also typically ensures that operators have developed a training
and qualification program for FANS and have successfully demonstrated the ability to use the system in
service. In the past some operators have been denied use of FANS by ATSUs due to a demonstrated lack
of qualification in use of the system.
5.1.2.25.1.2.1 The guidance material in this document is based on global operating criteria,
considering many years of FANS operating experience. Operators should consider these operating
guidelines as a basis for developing FANS training and for qualification programs.
5.1.3Airline-specific airspace operating guides

Operators may also find it useful to create operating guidelines templates for the various regions in which
they operate, particularly when there are regional differences. Such operating guides can provide easy
access to AIP information describing FANS services provided in a particular airspace, logon codes
(ICAO Facility Designators), radio facility telephone numbers, and company-unique operational
procedures for the region.

5.1.45.1.3 When to use voice and when to use data link
5.1.3.1 When operating within CPDLC airspace beyond the range of VHF voice communications
and other local ATC rules or policiesprocedures do not applyconflict, CPDLC should be the primary
means of communication. Voice should be used as the backup communication medium (e.g. direct HF,
third party HF, Satvoice).
5.1.3.2 CPDLC provides for routine and non-routine communications. Depending on the
circumstances, voice may be a more appropriate means for non-routine communications.
5.1.3.3 The response to a CPDLC message should typically be via CPDLC, and response to a
voice message should be via voice.
5.1.3.4 If the flight crew receives conflicting CPDLC and voice clearance/instructions,
clarification must be obtained by voice.
5.1.4.2CPDLC was designed for normal and routine communications. Voice should typically be used
for non-normal communication requirements.
5.1.4.35.1.3.5 If the flight crew is unsure of the intent of an uplinked message, the message
should be rejected (i.e, sends UNABLE to the controller). The intent of the message should then be
confirmed by voice.
5.1.4.45.1.3.6 When using CPDLC as the primary means of communication, the flight crew
should monitor VHF/UHF guard frequency and maintain a SELCAL watch at all times. On aircraft with
two-channel SATCOM systems, one channel should may be selected to the speed dial number for the
radio facility of the current flight information region (FIR) to enable timely voice communications to
ATS should the need arise. The second channel should may be selected to the company speed dial number
to enable timely voice communications with company dispatch.
5.1.55.1.4 Loss of SATCOM voice or data communications

Aircraft crew alerting systems are designed to notify the flight crew when SATCOM voice, SATCOM
data, or the entire aircraft SATCOM data link system fails. When operating SATCOM as a primary
communications and When the flight crew is notified of a failure of the SATCOM system, the flight crew
should notify the air traffic service unit (ATSU) of the failure condition in a timely manner. Timely
notification is appropriate to ensure that the ATSU has time to assess the situation and apply the
appropriatea revised separation standards, if necessary.

5.2 Logon
5.2.1 General
5.2.1.1 Company data link systems such as the Aircraft Communication Addressing and
Reporting System (ACARS) typically establish a connection with company or dispatch ground
automation systems automatically when the system is powered.
5.2.1.2 FANS uses ACARS to transmit and receive messages. However, unlike ACARS, a
FANS CPDLC connection requires a logon procedure before a connection can be established between the
airplane and ATC. Flight crews must actively initiate a CPDLC connection for ATS service.
5.2.1.3 The process of logon is started by sending a logon request from the aircraft to a specific
ATSU. The logon request is used to provide an ATSU with the flight number and registration number of
the aircraft wishing to establish a connection. The ATSU uses this information to correlate the flight
number and tail number with the corresponding flight data held by the ATSU’s flight data processing
system (FDPS).
5.2.1.4 The flight crew should ensure all of the following:

• flight number (aircraft ID) on the ATC logon page exactly matches the filed flight plan;
• the current ATC flight plans contains the correct tail number (aircraft registration); and
• tail number (aircraft registration) exactly matches the aircraft placard (This applies only to some
aircraft, which do not do this automatically).
If any of the above do not match, flight crews will need to contact AOC.
5.2.1.4Note.- ATS ground systems must use automation to correlate the data sent in a logon
message. If the data does not match exactly, a CPDLC or ADS-C connection cannot be establishedIf the
FDPS finds an exact match, the ATSU will uplink the appropriate messages to establish a CPDLC and
ADS-C connection with the airplane. Correlation of the flight number and tail number from the downlink
logon request with the data contained in the ATS flight data processor is the method by which the FANS
protocol ensures that messages are exchanged with the correct airplane. Care should be taken by the
flight crew to enter the flight number on the logon page exactly as it is entered on the filed flight plan.
ATS ground systems must use automation to correlate the data sent in a logon message. If the data does
not match exactly, a CPDLC or ADS-C connection cannot be established.

5.2.1.5 Each time a connection is established the flight crew should ensure the four character
active center identifier matches the identifier for the airspace they are operating in. Once a logon request
is sent by the flight crew a logon timer starts. If the ground does not uplink the appropriate connection
messages within 10 minutes, the connection request will time out, and an alert will be provided to the
flight crew that the logon attempt was unsuccessful. Most of the time, a failed logon is the result of
improper data entry. If a second logon attempt is not successful, the flight crew should establish voice
communications with the ATSU to try and resolve the issue.
5.2.2 When to send the logon request

When departing an airport on a flight plan entering airspace providing CPDLC and ADS-C services,
ensure that the logon request is not sent earlier than 45 25 minutes before the estimated time of departure
(ETD). If the logon request is not sent before takeoff, it should be sent after climbing above 10,000 ft.
This is to preclude unnecessary workload related to data link communication during a critical phase of
flight.
5.2.3 Airborne entering FANS airspace

When airborne and approaching an FIR providing CPDLC and ADS-C services from an FIR not
providing these services, a logon request should be sent no earlier than 425 minutes before an FIR
boundary, and no later than 15 minutes before FIR entry. This allows the ATSU time to process the logon
request and achieve a normal connection when entering the FIR. However, if there are extenuating
circumstances that do not permit a flight to send a logon request before entering an FIR, the flight crew
may send a logon request at any time when inside the FIR.

5.2.4 Automatic transfer between FANS FIRs
5.2.4.1 When approaching a FIR boundary, Tthe pilot communicating should bring updisplay the
logon page when approaching an FIR boundary and monitor the transition from the current ATS facility,
to the next facility.
5.2.4.2 When transitioning between FIRs providing CPDLC and ADS-C services, the flight crew
should not need to send a logon request. The current and next ATSUs typically exchange fight number
and registration number information automatically, either through the airplane (transparent to the flight
crew) or through ground coordination.
5.2.4.3 Approaching an FIR boundary the flight crew should see the next center identifier
displayed on the logon page, in addition to the active center; typically about 30 min prior.
5.2.4.4 Just before the boundary, the active center will uplink a contact or monitor (frequency)
message. An end-service instruction can also be included in this uplink, and accepting the uplink will
cause the next center to become the active center. Some ATSUs will initiate automatic transfers by
sending a contact or monitor (frequency) instruction separately some 20 minutes before the boundary.
Then they will send the end service instruction approximately 3 minutes before the boundary causing the
connection transfer.
5.2.4.5 In all cases, wWhen a new connection is established, the flight crew will be notified and
should immediately send down a CPDLC position report. Sending the position report confirms to the
ATSU that they have an active connection with the aircraft.
5.2.5 Automatic transfer failures
5.2.5.1 There can be unusual situations where the CPDLC connection is not automatically
transferred between adjacent FIRs. If the automatic transfer does not happen at the FIR boundary, the
flight crew must send a CPDLC position report within three minutes after crossing the boundary. Sending
a position report should prompt the ATS facility to transfer the connection to the next center.
5.2.5.2 If the connection is not transferred within three minutes after sending a reminder CPDLC
position report, the flight crew must take action to cancel the current connection and manually send a new
logon request to the appropriate ATSU.
5.2.6 Exiting CPDLC and ADS-C airspace

When exiting CPDLC and ADS-C airspace, the flight crew should ensure there is no active CPDLC
connection by checking that the ACTIVE CENTER on the logon page is blank. The flight crew should
also check to see that there is no active ADS connection. An active ADS-C indication when not in ADS-C
surveillance airspace means that someone is tracking the airplane when not required. Ensuring that
connections are not active when not required helps to reduce operating costs and loading of the network.
Note.— Care should be taken to ensure tThe flight crew should take care does not to inadvertently
select ADS-C emergency mode when selecting ADS-C OFF and then back to ARM.

5.3 CPDLC – ATS uplinks
5.3.1 General
5.3.1.1 To[TK68] ensure situational awareness, when CPDLC uplinks arrive on the flight deck,
each applicable pilot should read the message silently. Once the message has been read silently by each
pilot, (i.e., the pilot communicating or the pilot monitoring) the crew starts the discussion to accept or
reject the message.
5.3.1.2 A multi-element message is an uplinked message that contains multiple instructions or

elements such as CLIMB TO AND MAINTAIN FL350, REPORT LEAVING FL330, REPORT
REACHING LEVEL FL350, and so forth.
5.3.1.3 It is possible for multi-element CPDLC messages to be displayed on more than one
screen page. Crews should carefully refer to screen page numbers to ensure that the entire uplink has been
read in the correct sequence. Crews should not use a printed the CPDLC message and use the printed
message for anything more other than reference information. Due to constraints associated with flight
deck printer use, the crew should read CPDLC messages using the flight deck displays.
5.3.1.4 When uplinks are accepted, the flight crew should enter the required data into the
appropriate aircraft systems to comply with the clearance and then cancel the message from the display.
Once the flight crew has accepteded and acted on the messagetioned by the crew, the flight crew uplink is
cancelled clears/cancel the display and that the message is automatically added to the review list. Doing
this clears upThis action resets the display and alerting systems so that subsequent uplink messages are
not confused with previously accepted messages.
5.3.2 Crew response times for uplinked messages
5.3.2.1 System performance requirements have been established that support a 30 nm lateral and
30 nm longitudinalreduced separation standards. Specific latency times have been allocated for the
network, flight crew, and air traffic specialists. Regional FANS interoperability teams (FITs) monitor
overall system latency and flight crew response times to uplinked messages to ensure the system and
operators are meeting required standards. To support an RCP 240 operation, e.g., 30 mile longitudinal
separation, flight crews should respond to an uplink message within one minute.To support a 30 nm
separation standard, flight crews are expected to respond to an uplinked message within one minute at the
95th percentile.
5.3.2.2 Flight cCrew procedures should be developed to respond to uplinks as soon as practical
after they are received. For most uplinks the flight crews will have adequate time to read and respond
within one minute. However, the flight crew should not be pressured to respond without taking adequate
time to fully understand the uplinked message and to satisfy other higher priority operational demands.
5.3.2.3 If a flight crews determine they will need more than one minuteneed a significant amount
of time to respond to a message, they should send a STANDBY response. Sending a standby response
within one minute will help to ensure latency standards are met. A standby response can only be sent one
time per message.

5.3.3 Conditional clearances
5.3.3.1 Operational experience has shown that conditional clearances require special attention by
the flight crew. Previously mentioned techniques whereby both flight crew members read the uplinked
clearances silently should aid in reducing errors.
5.3.3.2 In addition, company Standard Operating Procedures (SOPs) should be specified for
responding to conditional clearances. Those SOPS should be consistent with SOPs for voice
communication procedures, and with using aircraft flight guidance and navigation systems for the
particular airplane type.
5.3.3.3 In addition, an operators using non-native English speaking flight crews that do not use
English as their native language should ensure that their training and qualification programs clearly
address use of words “AT” or “BY” as used in conditional clearances. The following table clarifies the
intended meaning for FANS conditional clearance message elements[SHA69].
Table 5-1. Conditional clearance clarification of uplink messages
Message Intent Message element

Instruction that, AT or AFTER the specified time, a climb to the AT [time] CLIMB TO AND
specified level is to commence and, once reached, the specified MAINTAIN [altitude]
Instruction that, AFTER PASSING the specified position, a AT [position] CLIMB TO
climb to the specified level is to commence and, once reached, AND MAINTAIN [altitude]
the specified level is to be maintained.
Instruction that, AT or AFTER the specified time, a descent to AT [time] DESCEND TO
the specified level is to commence and, once reached, the AND MAINTAIN [altitude]
specified level is to be maintained.
Instruction that, AFTER PASSING the specified position, a AT [position] DESCEND
descent to the specified level is to commence and, once reached, TO AND MAINTAIN
the specified level is to be maintained. [altitude]
Instruction that a climb is to commence at a rate such that the CLIMB TO REACH
specified level is reached AT or BEFORE the specified time. [altitude] BY [time]
Instruction that a climb is to commence at a rate such that the CLIMB TO REACH
specified level is reached BEFORE PASSING the specified [altitude] BY [position]
position.
Instruction that a descent is to commence at a rate such that the DESCEND TO REACH
specified level is reached AT or BEFORE the specified time. [altitude] BY [time]
Instruction that a descent is to commence at a rate such that the DESCEND TO REACH
specified level is reached BEFORE PASSING the specified [altitude] BY [position]
position.

5.3.4 “Expect” Uplinks
Some FIRs also uplink “EXPECT” messages such as EXPECT CLIMB AT (time). Training material
should highlight that crews should not act on EXPECT uplinks.[TK70]

5.3.5 Uplinks containing FMC-loadable data [TK71]
5.3.5.1 One of the safety advantages of using CPDLC is the ability to exchange route clearance
messages that can be loaded directly into an FMC.
5.3.5.2 If an uplink is received that contains data that can be loaded into the FMC, a “LOAD”
prompt is provided on the uplink page. The Fflight crews should load the data into the FMC before
accepting the clearance. During the loading process, the FMC checks the uplinked data to ensure it is
compatible in format and with the FMC navigation database.
5.3.5.3 If the FMC cannot accept the uplinked data, a message is provided to the crew (e.g.,
partial clearance loaded or unable to load). If either loading failure message is displayed, the flight crew
must reject the clearance.
5.3.5.4 If the uplink data is loaded without display of any failure messages, the flight crews must
check to ensure the route modification created during the loading process does not contain any
discontinuities. If a discontinuity exists in the route modification, the flight crew must REJECT/UNABLE
the uplink. It is also suggested that the flight crew follow up a rejected clearance due to any loading
failures or route discontinuities by using voice communications.
5.3.5.5 If uplink data loads without any failure messages or discontinuities, the flight crew may
execute an FMC route modification and ACCEPT/WILCO the clearance.
5.4 CPDLC – ATS downlinks
5.4.1 General
5.4.1.1 Downlink messages can only be sent to the ATSU that is the ACTIVE CENTER as
shown on the logon page. To provide situational awareness, company SOPs should ensure that both crew
members have read each downlink message before it is sent. To avoid potential ambiguity, pilots should,
where possible, avoid sending multiple clearance requests in a single downlink message. For example, the
flight crews should send separate downlink requests for REQUEST CLIMB TO FL350 and OFFSET
LEFT 10REQUEST DIRECT TO [fix] unless there is an operational need to combine them in a single
request (i.e., they do not wish to climb unless they can offsetreroute).
5.4.1.2 The flight cCrews must use the preformatted downlink pages to compose and send
clearance requests, CPDLC position reports, and other requested reports. Additional qualifiers such as
DUE TO WEATHER are provided on the downlink pages and should be used as needed.
5.4.2 Free text
5.4.2.1 Free text messages should be used only when an appropriate preformatted message
element does not exist. In particular, creation of clearance request downlinks and issuing of clearance
uplinks should be performed by the use of preformatted message elements only. The use of preformatted
message elements allows the air traffic specialists controller to respond more quickly by taking full
advantage of ground automation’s matching a preformatted request to a preformatted response.
Additionally, this process minimizes the risk of input and interpretation errors.
5.4.2.2 When use of free text is required, standard ATS phraseology and format shall be used.
Nonessential words and phrases should be avoided. Abbreviations should only be included in free text
messages when they form part of standard ICAO phraseology, for example, ETA.
5.4.3 Unsupported messages
5.4.3.1Most FIRs offering FANS services support the entire CPDLC message set.
5.4.3.25.4.3.1 However, sSome FIRs operate FANS using a restricted message set. The
operator should make their flight crews aware of any restricted message set provided by regional or State
documentation,Where specific CPDLC implementations do not include all message set elements, such as
in certain domestic airspace areas, during initial operational trials, and temporary installations, the ATSUs
involved should publish the reduced message set with appropriate explanatory material in AIPs.
5.4.3.35.4.3.2 If the flight crew sends ATS ground system receives a downlink message that is
not supported by the implemented message set, the free text uplink message MESSAGE NOT
SUPPORTED BY THIS FACILITY ATS UNIT is typically sent by ATC, rather than terminating the
connection. If Since this message is sent using free text, the only response available to the flight crew is
ACCEPT/ROGER.
5.4.4 CPDLC emergency page
5.4.4.1 A CPDLC emergency page is provided through the CPDLC downlink menu to enable
easy and timely alerting of emergency or degraded operations to an ATSU (by sending either a
MAYDAY or PAN message). Sending such a message enables the emergency ADS-C reporting.
5.4.4.2 The flight crew must enter SOULS on BOARD to send the emergency message. This
may be completed Dduring preflight preparation or prior to logon., the flight crew should enter the
number of passengers plus crew into the SOULS ON BOARD field.
5.4.4.3 Upon receipt of either an Emergency (MAYDAY, MAYDAY, MAYDAY) or Urgency

(PAN, PAN, PAN) downlink message, ATSU automation may increase the ADS reporting rate. If the
situation is resolved by the flight crew, the flight crew should send a CANCEL EMERGENCY message.
5.4.5 CPDLC reports

On occasion, ATSUs may include REPORT elements with other CPDLC uplinks. For example, a
common uplink might be CLIMB TO AND MAINTAIN FL350, REPORT LEAVING FL330, or
REPORT REACHING LEVEL FL350. FANS-equipped aircraft include a feature which automatically
prepares to send the needed report elements when trigger threshold conditions are satisfied (e.g., reaching
LEAVING FL3350 and LEVEL FL350). Once an uplink message that includes report elements is
accepted, the flight crew may ARM the report elements. ARMing the report elements(s) enables
automatic transmission of the requested report when the report trigger logic is satisfied (having reached
leveled at FL350).

5.5 Automatic dependant surveillance – contract
The Automatic Dependant Surveillance Contract (ADS-C) system allows ATSU ground automation to
track an aircraft automatically.
The only flight crew procedure for use of ADS-C is to ensure the system is ARMed and not selected “off”
when sending the initial logon request. The logon request provides the flight number and tail number
addressing information required to establish an ADS-C connection with an aircraft. From then on, the
flight crew should check to ensure the ADS-C system is ARMed when sending a CPDLC logon downlink
and not selected “off”. Once the ATSU establishes an ADS-C connection, the “ADS statusSTATUS” will
change from ARMed to ACT or ACTIVATED. The flight crew can select “ADS OFF“off” to cancel all
ADS-C connections. This should only be done to comply with an ATC or AOC instruction
While the “ADS status STATUS” is shown as “offOFF”, ATS ground systems will not be able to
establish an ADS-C connection.
Note.— Flight crews should use the CPDLC emergency downlink messages to automatically select
the ADS-C function to emergency mode. ADS-C emergency controls should only be used when situations
prohibit sending a CPDLC emergency message.

Chapter 6. ProceduresAdvanced data link operations
6.1 Reroute procedures

When rerouting an aircraft, flight crews, AOCs and ATS Units should follow standardized procedures
using appropriate CPDLC message elements.
The availability of new weather forecasts on long haul routes may provide the potential for economic
and/or safety benefits for operators by allowing them to propose revised routes for airborne aircraft.
Flight crews and ATS Units may also initiate re-route requests and amended route clearances.
For flights that cross FIR boundaries between two automated ATS units, the ATS units can coordinate
revised route information, reducing the requirement for AOC to transmit change (CHG) messages to all
the ATS units along the route.
6.1.1 Reroute procedures – AOC initiated (DARP)
6.1.1.1 The purpose of the DARP is to allow Airline Operations Centres to initiate the process
for an airborne aircraft to be issued an amended route clearance by the ATS Unit.
6.1.1.2 These procedures should only be used where the reroute will occur in FIRs that have
implemented Air Traffic Services Interfacility Data Communications (AIDC) which permits the
electronic exchange of revised route information.
6.1.1.3 To be eligible for DARP, the following operational requirements apply:

a) CPDLC must be operational;
b) The downlink route request should be transmitted at least 60 minutes prior to the next FIR
boundary to permit AIDC messaging to take place between the affected ATS Units. This time period may
be reduced between ATS Units that support AIDC CDN messaging to coordinate the modification of
route information; and
c) The downlink route request should be transmitted at least 20 minutes prior to the divergence
waypoint to allow processing time by the ATS Unit and the flight crew.
Note.— A downlink route request may be made to a new ATS Unit immediately after crossing the
FIR boundary provided the above requirements are still met
6.1.1.4 Table 6-1 provides the procedures for an AOC initiated reroute and provides an overview
of the DARP process
Table 6-1. AOC initiated reroute procedures
Who Procedures
AOC The AOC generates the amended route, commencing from a waypoint on the current
(Step 1) route ahead of the aircraft and terminating at the destination. The amended route should
comply with standard UPR flight planning requirements (e.g. FIR boundary waypoints
etc).

Who Procedures
The AOC uplinks the proposed route to the aircraft via ACARS.
The AOC shall ensures that the elements used to define the amended route comply with
the requirements of PANS-ATM Doc 4444. The elements that may be used to describe
the amended route include:
a) Fix Names;
Note 1.— ARINC 424 fix names shall not be used to define latitude and longitude.
b) Airway Designators;
Note 2.— Where an airway designator is used it should be preceded and followed
by a fix name or navaid designator that is defined on the airway described.
c) Navaid Designators;
d) Latitude and Longitude;
Note 3.— The ICAO requirement is that position shall be defined in either whole
degrees of latitude and longitude, e.g., 35S164E, or degrees and minutes for both latitude
and longitude, e.g., 2513S15645E. A mixture of these formats should be avoided, e.g.,
35S15725E.
Flight crew Where applicable, delete any waypoints on the proposed route that have already been
(Step 2) sequenced.
Providing that the proposed route is acceptable to the flight crew, downlink the route
request to the controlling ATS Unit using the appropriate CPDLC message element.
Example using DM24:

REQUEST [ (fix1)(fix2)(fix3)…..]
where (fix1) is the next waypoint ahead of the aircraft.

Note 4.— The route request may also contain additional information such as
ADEP, ADES etc.
Note 5.— Flight crew procedures should include guidance on downlinking CPDLC
route clearance requests.

Who Procedures
ATS unit Where the requested clearance is available, uplink the amended route clearance to the
(Step 3) aircraft.
Example, using UM83:

AT [fix 1] CLEARED [ (fix2) (fix3)….]
where (fix1) is the next waypoint ahead of the aircraft.
Note 6.— The route clearance may also contain additional information such as
ADEP, ADES etc.
Note 7. — On occasions, other CPDLC message elements may be more appropriate
than UM83.
Where the requested clearance is not available, uplink UNABLE [reason]
Example:
UNABLE DUE TO TRAFFIC
Note 8.— ATS Units shall not modify the intent of the route without advising the
flight crew. This requirement does not apply to the removal of waypoints that have been
sequenced prior to the clearance being uplinked.
Flight crew On receipt of a CPDLC route clearance from the ATS Unit, the flight crew shall:
(Step 4)
a) Load the uplink into the FMS and review the clearance. If the clearance is
acceptable, respond with a WILCO to confirm that the flight crew will comply with the
clearance; or
b)Isn’t there an additional step here? Doesn’t the clearance have to be executed or
something?
b) Otherwise:
1) Respond with UNABLE; and
2) Continue in accordance with the current ATC clearance.
Where the requested clearance is rejected by the ATS Unit, the flight crew shall continue
in accordance with the existing clearance.

X Y Z
XXXX
A B C D E I
1 2
F G H
The AOC uplinks the proposed amended route “B C D E X Y Z I ” to destination

XXXX starting from the next point ahead of aircraft (B) and diverging from the current
clearance at E.
1
The flight crew reviews the proposed route and downlinks “REQUEST [B C D E X Y
Z I]” to ATC.
ATC reviews the route request and uplinks the clearance “AT [C] CLEARED [D E X Y
Z I]” to the aircraft using UM83.
Note.— In this example, by the time the clearance is uplinked, the aircraft has passed B
and so this is not included in the clearance. C must also be removed from the uplink
2 because it is the [position] at which the route replacement occurs.
Flight crew responds to the clearance with a WILCO.
Figure 6-1. The DARP process
6.2 Tailored arrival (TA)

The draft procedures for initial Ttailored Aarrivals (TA) Cclearance Ddelivery and Eexecution are
presented here. The procedures are presented as a sequence of actions, typical of those currentlythat
should be used by eligible operators an arriving aircraft at facilities providing Tailored Arrival TA
Sservices.
6.2.1 Pre-flight coordination and operational context.

Airline Operator procedures, crew notification, and approval are in place per standard operating
procedure at participating airlinesoperators. At each of the ATC facilities, an approved “playbook” of the
TTAailored Arrivals clearance delivery and executions is available to the controllers. The TTAailored
Arrivals clearances consists of the lateral path, vertical and speed constraints, published Aapproach
Pprocedure, and runway assignment. If a flight from an approved airline operator requests a TA
clearanceTailored Arrival, the controller will try toshould accommodate the request, if the traffic situation
allows. All other standard operating procedures apply.

6.2.2 Clearance delivery and execution
a) Approximately 45 minutes prior to reaching the TA request point, the participating aircrew
flight crew downlinks a request for a Tailored ArrivalTA, using a CPDLC free-text message dm67 DM67
“RQST TA”. Additional information may also be submitted with the request, including:
1) Flights may include a specific TA designatorprocedure name, e.g. “PACIFIC 11[TK72]”.
2) Flights may include an intended descent speed in Mach and CAS, using the format
“M.xxnn/xxxnnn”, in the initial request for data collection and post flight analysis only.
Note.—Eeach facility offering TA services will define the TA request point. Typically it will be ~45
minutes before reaching a nominal Ttop Oof Ddescent point.
b) If the situation permits, the Oceanic Ccontroller up-links the Tailored ArrivalTA clearance via
CPDLC using a UM169+UM83+UM19 format.; fFor example, the controller uplinks “[PACIFIC ONE 1
1 TA] AT [CINNY] CLEARED [Route Clearance] MAINTAIN FL [xxxnnn]”. In thise above
clearanceexample, the name “PACIFIC ONE 1 TA” is an unambiguous name for this specific route and
constraints, the Rroute Cclearance includes lateral route, crossing restrictions, approach procedure, and
runway assignment, and “maintain MAINTAIN FL xxxnnn” is the currently assigned flight level.
Note 1.— Flight level changes may occur in oceanic airspace after delivery of the tTailored Aarrival
[TK73]clearance, without interfering with the Ttailored Aarrival. However, to ensure no ambiguity, it is
recommended that oceanic controllers that have issued a subsequent flight level change may need to
reissue the Ttailored Aarrival clearance.
Note 2.— Each specific TA route clearance is given a name to unambiguously identify each specific
TA uplink. This name will be referred to when controllers and pilots communicate using voice.
c) The aircrew flight crew loads the Tailored ArrivalTA clearance into the FMS and reviews it. If
acceptable, the flight crew activates the route in the FMS and downlinks ACCEPT/“WILCO”. If
unacceptable, the flight crew downlinks REJECT/UNABLE“unable”.
d) If possible, the aircrew flight crew requests weather information from its airline operations
centerAOC, which and the airline operations center up-links cruise and descents winds to the arriving
aircraft, for optimization of the to optimize the FMS-calculated profile and the most predictable execution
of that profile.
e) The aircrew flight crew selects a descent speed schedule of 280kts (+/- 10kts), above 10,000ft.
This procedure provides additional descent profile predictability to the controllers, increasing the
potential for the controllers to allow a full Tailored ArrivalTA during congested periods when increased
predictability is required due to other traffic. This function will eventually be replaced by ground
automation which advises the optimum speed for the descent, based on the entire airspace situation at the
expected time of the Aarrival.
f) The Oceanic Ccontroller transfers control to the domestic next sector, using standard
procedures; CPDLC services terminate, and ADS-C contracts are normally automatically terminated. On
initial contact with the domesticnext centersector, the aircrew flight crew checks in on the voice
communications channel with: “[operator] 123, PACIFIC 1 1 TA, FL xxxnnn”. The radar controller
advises “[operator] 123, Maintain [current flight level].” Unambiguous confirmation of the cleared route
and constraints is communicated between ATC and the aircrew flight crew using the unique reference
(e.g. “PACIFIC 1 1 TA”. The controller also has access to the uplinked lateral routing and currently
assigned altitude on the flight strip, as received through standard FAA ATC inter-center coordination.

Note.— Transferring controller advises the receiving controller that the aircraft is on a particular
TA.
g) If the domestic controller needs to add speed control, e.g. to increase the potential for a Tailored
Arrival, the controller advises the aircrew flight crew to expect a restriction as soon as possible (e.g.
“[operator] 123, expect to descend at 260kts”).
h) When appropriate, the domestic controller issues a descent clearance along the cleared route
Construct – [procedure name], [dest/area] altimeter/QNH nnnn
Example – PACIFIC ONE, KSFO altimeter 29.92[TK74]
1) If no speed restriction is needed: “[operator] 123, cleared to descend via PACIFIC 1 1 TA,
XXX KSFO altimeter/QNH xxxxnnnn”
2) If speed restriction is needed:
“[operator] 123, cleared to descend via PACIFIC 1 1 TA, do not exceed 260kts, XXXX altimeter/QNH
xxxxnnnn”
i) The center controller transfers control to the next downstream controller, and the flight crew
checks in with “[operator] 123 passing (Altitude xxxnnnn), on the PACIFIC 1 [procedure name] TA
[ATIS code].” If continuation of the Tailored ArrivalTA profile is acceptable to the downstream next
controller, the reply is; “[operator] 123 at [FIX name] cleared [approach name], e.g., ILS Approach
XXX.”
j) Assuming all conditions are favorable and the arriving aircraft can stay on the FMS-directed
profile; then standard Localizer intercept, glide-slope captureapproach and landing procedures applyare
unchanged from standard procedures.
k) At any point the controller can issue alternative altitude, routing, or vectors to best suit traffic
conditions. If an aircraft is vectored for separation, or the route is shortened or lengthened, the Tailored
Arrival is considered discontinued and the aircraft under standard air traffic control. If the tailored arrival
is discontinued, then the controller must assign an altitude with the vector instruction because the aircraft
may be cleared below the permitted radar vectoring altitude. The flight crew must request the altitude if
the controller does not assign it.
k) The controller may clear the aircraft back onto the Tailored ArrivalTA by stating "[operator]
123, CLEARED DIRECT [Waypoint on Tailored ArrivalTA], RESUME THE PACIFIC 1 [procedure
name] TTAILORED ARRIVALA, COMPLY WITH RESTRICTIONS.
l) .

Chapter 7. State aircraft data link operations
7.1 Introduction
The data link and voice communication requirements for CNS/ATM are being defined by international,
regional, and national civil aviation authorities and are based on use of commercial communication
systems. In the oceanic and remote regions, data link has seen increased use and will eventually replace
voice as the primary means of communication. The military has unique requirements insofar as using
CPDLC. These requirements were never considered when the CPDLC message set was being developed.
Many air and maritime air forces have the capability to conduct air-to-air refueling (AAR) operations.
Although detailed procedures are dependent on aircraft type, mode of employment and national
requirements, there is sufficient commonality for standard procedures to be developed to enhance
operational interoperability. Many of these air and maritime air forces are making the transition to
aeronautical data links and the use of Controller Pilot Data Link Communications (CPDLC) and
Automatic Dependent Surveillance - Contract (ADS-C).
The procedures outlined below describe the communications to be utilized by military aircraft in the
attempt to promote harmonization in CPDLC and ADS-C procedures. These procedures have been
developed utilizing a combination of existing CPDLC message elements and free text. Pro-forma free
text messages DL67Land DL67M have been created to support these operations in the attempt to avoid
the use of free text messages and for overall standardization. To the maximum extent possible, data link
capable aircraft should adhere to established message architecture and avoid extraneous free text.
The aim of this chapter is to provide a reference document covering military procedures to be used in an
aeronautical data link environment. This chapter will provide guidance for air crews and air navigations
service providers (ANSPs) in order to promote harmonized military air-to-air refueling operations in an
aeronautical data link environment and lead to a better understanding of air-to-air refueling procedures
and terminology.
7.2 Military assumes responsibility for separation of aircraft (MARSA)

Prior to commencing aerial refueling or maneuvers with receiver aircraft, the tanker will notify ATC that
the military assumes responsibility for separation of aircraft, or MARSA. The tanker will use the term,
MARSA, to notify ATC that the tanker and receiver aircraft are accepting the responsibility for their
actions within the aerial refueling (AR) track and the tanker is the lead of the formation. ATC controls all
other traffic to preclude conflicts between civil and military traffic involved in the AR while at the same
time still controlling the tanker and receiver. The actual refueling commences at the air refueling control
point (ARCP) and continues as the aircraft proceed down the refueling track. Normally, the refueling is
completed prior to the aircraft reaching the air refueling exit point (AREX) point. At AREX, both aircraft
must receive ATC clearances to continue on their filed routing.

Table 7-1. MARSA initiation and termination procedures
Who Procedures
Flight crew The tanker can initiate MARSA after it receives clearance for the block level/altitude
(Tanker) and, optionally, reports passing the ARCP. The tanker informs the controller that the
flight crew is accepting MARSA procedures with the receiver.
DM 67z ACCEPT MARSA WITH [receiver aircraft call sign(s)]
where [receiver aircraft call-sign(s)] exactly matches the filed flight plan(s) for the
receiver aircraft.
The tanker performs MARSA with receiver aircraft.
Flight crew To terminate MARSA, each aircraft must first notify the controller of their assigned
(Tanker and level/altitude.
Receiver) DM 37 MAINTAINING [level] or LEVEL [altitude]
Controller (to Then, when the controller receives notification that each aircraft is at its assigned
Tanker) altitude, the controller sends a free text message to terminate MARSA between the
tanker and the receiver aircraft.
UM 169 MARSA TERMINATED WITH [receiver aircraft call sign(s)]
MARSA is terminated when the tanker receives notification.
7.3 Air-to-air refueling

Air-to-air refueling is normally accomplished between 10,000 and 28,000 feet depending on receiver
type, requiring both aircraft to descent for refueling.
Refueling tracks are numbered and depicted on charts in domestic airspace and a few depicted in oceanic
airspace. Oceanic refueling may also be conducted on non-designated tracks with an altitude reservation
(ALTRV). In both cases, the refueling procedure is part of the filed flight plan. The flight plan always
includes time, requested altitude block, air refueling control point (ARCP), air refueling initial point
(ARIP), air refueling exit point (AREX) and intermediate refueling track points. If the procedure is
depicted, its designation (ARxxx) is sufficient to define the track. In the oceanic environment, a refueling
pattern may be part of an existing ALTRV.
During the refueling phase all aircraft operate within the altitude block and fly the flight planned route
along the refueling track. An ADS contract may be set with any aircraft but it is only necessary with the
lead tanker and must correspond with a filed flight plan. Additionally, any other CPDLC report (i.e.
REPORT PASSING [position], etc.) may be requested of the tanker in order to track the progress of the
flight. The aircraft may or may not remain in a single formation in the altitude block for the remainder of
the flight. There are no special CPDLC messages developed during this phase.
A typical air-refueling pattern is illustrated in Figure 7-1. The light green track represents the tanker’s
intended route to the ARCP. The light blue track is the receiver’s intended route. Both aircraft file
separate flight plans showing the specific aerial refueling locations. The dark blue track is the tanker’s
orbit and rendezvous flight paths with the dark green track depicting the aerial refueling (AR) track.
Three or more points can define the AR track. The ARIP is the point where the receiver enters the AR
track. The ARCP is the reference point for the holding pattern where the tanker awaits the receiver. The
AR track is between the ARCP and the AREX.
Tanker
Tanker
Receiver
ARIP ARCP AREX Receiver
Tanker
Figure 7-1. Air refueling pattern
Table 7-2. Air refueling data link procedures
Who Procedures
Flight crew At approximately 10 minutes from the ARCP, the tanker requests a clearance to delay
(Tanker) at the ARCP until the rendezvous with the receiver and request an altitude block for
air refueling.
DM 25 REQUEST CLEARANCE
DM 67w TO DELAY FOR AIR REFUEL AT [position] UNTIL [time]
DM 7 REQUEST BLOCK [altitude] TO [altitude]
Where:
[position] is the ARCP as filed in the tanker’s flight plan.
[time] is the time the tanker expects to pass the ARCP and commence refueling along
the refueling track. It is also the end of the delay time.
Controller The controller clears the tanker to delay at the ARCP, as requested.
(to Tanker) UM 169 CLEARED TO DELAY AS REQUESTED[TK75]
Note.— This message may need to be appended with a “free text” message in
the event the controller needs to specify a specific area of operations or if the area to
delay is different than the filed flight plan.

Who Procedures
If block is available, the controller issues one of the following instructions:
UM 31 CLIMB TO AND MAINTAIN BLOCK [altitude] TO [altitude]; or
UM 32 DESCEND TO AND MAINTAIN BLOCK [altitude] TO [altitude]; or
UM 30 MAINTAIN BLOCK [altitude] TO [altitude].
Optionally, the controller may append the following:

UM 180 REPORT REACHING BLOCK [altitude] TO [altitude][TK76]; and/or
UM 130 REPORT PASSING [position]
If the block clearance is not available, the controller issues the following:
UM 0 UNABLE
UM 166 DUE TO TRAFFIC

UM 19 MAINTAIN [level], then any one of the following
UM 9 or UM 10 EXPECT DESCENT AT [position/time]; or
UM 7 or UM 8 EXPECT CLIMB AT [position/time].
Optionally, the controller may request a report.

UM 130 REPORT PASSING [position].
Flight crew The tanker responds to the controller instructions in accordance with the guidance
(Tanker) provided in paragraph 2.6.4.
DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
Flight crew If ATC has instructed the aircraft to report passing the ARCP, then when the tanker
(Tanker) crosses the ARCP, the flight crew notifies the controller that it has crossed the ARCP
and has entered the air-refueling orbit.
DM 31 PASSING [position]
Controller If block was NOT previously available, when traffic permits, the controller issues the
(to Tanker) block clearance for the tanker.
UM 30 MAINTAIN BLOCK [altitude] TO [altitude].

UM 180 REPORT REACHING BLOCK [altitude] TO [altitude][TK77].

Who Procedures
Flight crew The tanker responds to the controller instructions in accordance with the guidance
(Tanker) provided in paragraph 2.6.4.
DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
Flight crew When the receiver approaches the ARIP, the tanker informs the controller that the
(Tanker) flight crew is accepting MARSA procedures with the receiver.
DM 67z ACCEPT MARSA WITH [receiver aircraft call sign(s)]
where [receiver aircraft call-sign(s)] exactly matches the filed flight plan(s) for the
receiver aircraft.
Flight crew Prior to entering the ARIP – ARCP track, each receiver aircraft requests an altitude
(Receiver(s)) change to conduct refueling.
DM 7 REQUEST BLOCK [altitude] TO [altitude]
Controller If the controller has received the MARSA message from the tanker, the controller
(to Receiver(s)) clears the receiver(s) to operate in the block required for refueling.
Note.— If the controller did not receive the MARSA message from the tanker,
the controller would UNABLE any requests from the receiver(s) until MARSA could
be confirmed.
UM 30 MAINTAIN BLOCK [altitude] TO [altitude]; and
UM 169 CLEARED TO CONDUCT REFUELING.[TK78]

UM 180 REPORT REACHING BLOCK [altitude] TO [altitude][TK79].
Controller The controller clears the tanker for refueling.
(to Tanker) UM 169 CLEARED TO CONDUCT REFUELING.[TK80]
Flight crew The tanker and receiver respond to the controller instructions in accordance with the
(Tanker and guidance provided in paragraph 2.6.4.
Receiver) DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.

Who Procedures
Flight crew When the tanker is commencing the rendezvous with the receiver, each aircraft sends
(Tanker and the following:
Receiver) DM 11 AT [position] REQUEST CLIMB TO [level]; or
DM 12 AT [position] REQUEST DESCENT TO [level];
Where:
[position] is the EXIT point; and
[altitude] is the requested level for each aircraft after refueling is complete.
Flight crew When approaching the end of refueling, the tanker notifies the controller when to
(Tanker) expect the end of refueling.
DM 67x EXPECT END OF REFUEL AT [time/position].
Controller (to The controller issues instructions to assign different flight levels/altitudes to each of
Tanker and the aircraft upon completion of refueling.
Receiver) UM 164 WHEN READY; and
UM 19 MAINTAIN [level]; and
UM 129 REPORT MAINTAINING [level] or REPORT LEVEL [altitude]
Note.— Climb or descent clearances may be issued as appropriate.
Flight crew The tanker and receiver respond to the controller instructions in accordance with the
(Tanker and guidance provided in paragraph 2.6.4.
Receiver) DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
When the aircraft is maintaining the assigned level, each aircraft notifies the
controller.
DM 37 MAINTAINING [level] or LEVEL [altitude]
Controller (to When the controller receives notification that each aircraft is at its assigned altitude,
Tanker) the controller sends a free text message to terminate MARSA between the tanker and
the receiver aircraft.
UM 169 MARSA TERMINATED WITH [receiver aircraft call sign(s)]
7.4 Formation flight data link procedures

Formation flying in a standard formation is usually one in which a proximity of no more than 1 mile
laterally or longitudinally and within 100 feet vertically from the flight leader is maintained by each
wingman. Non-standard formations are those operating under conditions other than standard formation
dimensions that the flight leader has requested and air traffic control (ATC) has approved, or when
operating within an authorized altitude reservation (ALTRV).

For each flight plan the lead data linked equipped aircraft will perform AFN logons at the correct time
(typically 15-45 minutes prior to entering data link airspace). Once in formation, only the lead aircraft
will make CPDLC position reports (the same CPDLC position reports sent out when single ship). Use
CPDLC standard messages for altitude requests, routing requests (if different from what was filed), and
speed or ETA requests with ATC to effect any en-route changes.
In the event a formation wants to break-up the formation or depart an ALTRV the wingmen desiring to
break off of the formation will coordinate their departure a minimum of ten (10) minutes prior to
separation with appropriate requests, and the following data link procedures will be used. Air traffic
control will need separate flight plans for each flight in the event that the formation splits.
Table 7-3. Single aircraft or formation joining an ALTRV data link procedures
Who Procedures
Flight crew When a single aircraft or formation is joining an ALTRV, the flight crew notifies the
controller of its intention to join the formation.
DM 67y JOINING ALTRV [xxxxx[TK81]] AT [time/position]
Example:
JOINING ALTRV CW413 AT HEMLO or JOINING ALTRV CW413 AT 1530Z
Table 7-4. Formation Break-up or departure from ALTRV data link procedures
Who Procedures
Controller ATC responds to the request.
UM 74 PROCEED DIRECT TO [position]; or
UM 76 AT [time] PROCEED DIRECT TO [position];or
UM 77 AT [position] PROCEED DIRECT TO [position]; or
UM 79 CLEARED TO [position] VIA [route clearance]; or
UM 80 CLEARED [route clearance]; or
UM 83 AT [position] CLEARED [route clearance]
Flight crew The flight crew responds to the controller instructions in accordance with the
guidance provided in paragraph 2.6.4.
DM 0 WILCO;
DM 1 UNABLE;
DM 3 ROGER; or
DM 2 STANDBY.
Flight crew or The flight crew may further request desired level/altitude and the controller would
Controller respond with the appropriate instructions.

7.5 ADS-C reports
If suitably equipped, State aircraft should ensure ADS-C is armed because ADS contracts may be
established by ATC. ATC will establish ADS contracts with the lead aircraft as identified in the filed
flight plan.

Global Operational Data Link Document (GOLD) A-1
Appendix A CPDLC message elements and standardized free text messages (Tom)
Editor’s note 3. — TK - The references used to create this section are listed below:
a) PANS-ATM – ICAO Doc 4444, 15th Edition, Procedures for Air Navigation Services — Air Traffic
Management (PANS-ATM), applicable date 27 November 2003.
b) Asia-Pac – FANS 1/A Operations Manual, Version 6, dated September 2008.
c) NAT – North Atlantic Guidance Material for ATS Data Link Services in North Atlantic Airspace,
version 18, dated November 2008.
d) Ocean SPR – RTCA DO-306/EUROCAE ED-122, Safety and Performance Standard for Air Traffic
Data Link Services in Oceanic and Remote Airspace (Oceanic SPR Standard), dated 11 October 2007.
e) FANS 1/A-ATN – RTCA DO-305/EUROCAE ED-154, Future Air Navigation System 1/A –
Aeronautical Telecommunication Network Interoperability Standard (FANS 1/A – ATN INTEROP
Standard), dated 26 June 2007.
f) Cont SPR – RTCA DO-290/EUROCAE ED-120, Change 1 and Change 2, Safety and Performance
Requirements Standard for Air Traffic Data Link Services in Continental Airspace (Continental SPR
Standard), dated 26 June 2007.
g) ATN B1 – RTCA DO-280B/ED-110B, Interoperability Requirements Standard for ATN Baseline 1
(ATN B1 INTEROP Standard), dated 26 June 2007. (Refers only to message elements defined for ACM,
ACL, and AMC data link services, i.e., Link 2000+)
h) FANS 1/A – RTCA DO-258A/ED-100A, Interoperability Requirements for ATS Applications Using
ARINC 622 Data Communications (FANS 1/A INTEROP Standard), dated 7 April 2005.
Color coding and emphatic text is used as follows:

a) White text is taken from PANS-ATM and represents the intended global baseline.
b) Text supplemental to PANS-ATM is highlighted in yellow.
c) In the “Message Element” and “Resp.” columns, bold text is used to indicate “preferred” or what is
to be used for future builds; italics is used to indicate “legacy” or FANS 1/A implementation.
c) The cells “GOLD review” column are shaded green if they are valid messages in the PANS-ATM
message set and red if they are reserved in the PANS-ATM message set.
d) The “GOLD review” column provides the source documents that discuss the message element. If the
source document does not discuss the message element, it is not listed in the column, unless otherwise
indicated (NL), which is only in the case of the NAT on some of the message elements. N/A indicates
that guidance for the message element is not provided in any of the source documents.
e) The source document is highlighted in the opposite color of the cell color to indicate and inconsistency.
In other words, red is used in a green cell when the source document states that the message element is
not being used, but the message element is defined in PANS-ATM. Green is used in a red cell when the
source document states that the message element is being used or has been implemented, but the message
element is “reserved” in the PANS-ATM.
ACTION for the GOLD Ad Hoc Working Group:

a) review text highlighted in yellow to determine whether or not to incorporate it into the GOLD as
supplemental to the PANS-ATM material.
b) review each of the inconsistencies identified in the “GOLD review” column and determine how to
address the inconsistency in the GOLD.
This appendix contains the CPDLC message elements and standardized and preformatted free text
messages. The following guidelines apply:
GOLD Version 0.4.3 — 14-Jun-09

A-2 Global Operational Data Link Document (GOLD)
a) In cases where there is a choice for the message element or the response attribute, the first
choice that appears in the row for that message element is shown in bold text and indicates the preferred
choice and should be used for new implementations. The second choice is shown in italic text and
indicates legacy implementations that are considered acceptable.
b) The following variables are considered operationally interchangeable in this document
respecting range and resolution variations as defined in interoperability standards:
ICAO Doc 4444 variable Equivalent variable

[level] [altitude] (See Note)
[specified distance][direction] [distance offset][direction]
[departure clearance] [predeparture clearance]
[unitname] [icao unitname]
[code] [beacon code]
[facility designation] [icao facility designation]
[persons on board] [souls on board]
Note.— ICAO Doc 4444 notes that message elements that contain the [level] variable can be
specified as either a single level or a vertical range. FANS 1/A only considers the [level] variable as a
single level and uses message elements that are intended exclusively for specifying a vertical range, e.g.,
UM 30, UM 31, UM 32, UM 180, DM 7, DM 76, DM 77, etc. ATN B1 uses the [level] variable to
specify a vertical range and does not use the message elements intended exclusively for specifying a
vertical range, except in cases where an ATN B1 ground system provides data link service to FANS 1/A
aircraft.
A.1 CPDLC message element response requirements key
Response PANS-ATM, References: a), b), c), and i)

column Supplemental information, References: All
For uplink message
W/U Response required. Yes
Valid responses. WILCO, UNABLE, STANDBY, NOT CURRENT DATA
AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL
ACKNOWLEDGEMENT (only if required), ERROR
FANS 1/A – WILCO, UNABLE, STANDBY, ERROR, NOT CURRENT DATA
AUTHORITY.
Asia-Pac and NAT – WILCO, UNABLE, will close the uplink message. Under some
circumstances, and ERROR message will also close an uplink message.
Version 0.4.3 — 14-Jun-09 GOLD

A/N Response required. Yes

Valid responses. AFFIRM, NEGATIVE, STANDBY, NOT CURRENT DATA
FANS 1/A – AFFIRM, NEGATIVE, STANDBY, ERROR, NOT CURRENT DATA
AUTHORITY.
Asia-Pac and NAT – AFFIRM, NEGATIVE, will close the uplink message. Under
some circumstances, and ERROR message will also close an uplink message.
R Response required. Yes
Valid responses. ROGER, UNABLE, STANDBY, NOT CURRENT DATA
FANS 1/A.— ROGER, STANDBY, ERROR, NOT CURRENT DATA AUTHORITY.
Asia-Pac and NAT.— ROGER, will close the uplink message. Under some
Note.— FANS 1/A aircraft do not have the capability to send UNABLE in response
to an uplink message containing message elements with an “R” response attribute.
For these aircraft, the flight crew may use alternative means to UNABLE the
message. These alternative means will need to be taken into consideration to ensure
proper technical and operational closure of the communication transaction.
Y Response required: Yes
Valid responses: Any CPDLC downlink message, LOGICAL
ACKNOWLEDGEMENT (only if required)
N Response required. No, unless logical acknowledgement required.
Valid Responses. LOGICAL ACKNOWLEDGEMENT (only if required), NOT
CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA
AUTHORITY, ERROR
Asia-Pac, NAT, & FANS 1/A – Defined “Response not required,” but not used.
Under some circumstances, and ERROR message will also close an uplink message.
NE Response required. [Not defined]
FANS 1/A.— WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, STANDBY, not
enabled.
Asia-Pac and NAT.— Most messages with an NE attribute require an operational
response. Only the correct operational response is presented to the pilot. The uplink
message is considered to be closed on sending and does not require a response to
close the dialogue. The WILCO, UNABLE, AFFIRM, NEGATIVE, ROGER, and
STANDBY responses are not enabled for pilot selection. Under some
For downlink messages
Y Response required. Yes
Valid responses. Any CPDLC uplink message, LOGICAL
ACKNOWLEDGEMENT (only if required)
Asia-Pac, NAT, and FANS 1/A.— Response required.

N Response required. No
Valid responses. LOGICAL ACKNOWLEDGEMENT (only if required),
SERVICE UNAVAILABLE, FLIGHT PLAN NOT HELD, ERROR
Asia-Pac, NAT, and FANS 1/A.— Response not required.
Note.— FANS 1/A aircraft do not have the capability to receive responses to
downlink message elements with an “N” response attribute. In some cases, such as
for most emergency messages, the response attribute is different between FANS 1/A
aircraft and PANS-ATM. For these aircraft, the ATC will need to use alternative
means to acknowledge to the flight crew that the message has been received.
Multi element uplink messages require only a single closure response. The response required for a multi
element message is the highest priority response out of each of the elements in the message. When
determining the highest priority, the following priority order is used:
a) W/U
b) A/N
c) R
d) N or NE
For example, the uplink CLIMB TO AND MAINTAIN FL370. REPORT LEVEL FL370 contains two
elements. The first element requires a “W/U” response, the second an “R” response. The highest priority
response is W/U, therefore this is the response required for closure.
A.2 CPDLC uplink message elements
Ref Message Intent/Use Message Element Resp. GOLD

# Review
Responses/ Acknowledgements (uplink)
UM Indicates that ATC cannot comply with the UNABLE N Ocean SPR
0 request. Or NAT
NE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN


# Review
UM Indicates that ATC has received the STANDBY N Ocean SPR
1 message and will respond. Or NAT
Asia-Pac & NAT.— The pilot is informed NE Asia-Pac
that the request is being assessed and there Cont SPR
will be a short-term delay (within 10
ATN B1
minutes). The exchange is not closed and
the request will be responded to when FANS 1/A
conditions allow. FANS 1/A -
ATN
UM Indicates that ATC has received the request REQUEST DEFERRED N Ocean SPR
2 but it has been deferred until later. Or NAT
Asia-Pac & NAT.— The pilot is informed NE Asia-Pac
that the request is being assessed and a FANS 1/A
long-term delay can be expected. The
exchange is not closed and the request will
be responded to when conditions allow.
UM Indicates that ATC has received and ROGER N Ocean SPR
3 understood the message. Or NAT
NE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN
UM Yes. AFFIRM N Ocean SPR
4 Or NAT
NE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN
UM No NEGATIVE N Ocean SPR
5 Or NAT
NE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN


# Review
UM Notification of receipt of unlawful ROGER 7500 N N/A
235 interference message. (Urgent)
UM Indicates that the ATC has received the REQUEST N Cont SPR
211 request and has passed it to the next control FORWARDED ATN B1
authority.
FANS 1/A-ATN.— ATN uses FANS 1/A free
text.
UM Indicates to the pilot that the request has REQUEST ALREADY N N/A
218 already been received on the ground. RECEIVED
UM Indicates that the request cannot be REQUEST AGAIN WITH N Cont SPR
237 responded to by the current unit and that it NEXT UNIT ATN B1
should be requested from the next unit.
FANS 1/A-ATN.— ATN uses FANS 1/A free
text.
Vertical Clearances (uplink)
UM Notification that a level change instruction EXPECT [level] R Ocean SPR
6 should be expected. NAT
Note.— Avoid use of this message element Asia-Pac
due to potential misinterpretation by the FANS 1/A
flight crew.
UM Notification that an instruction should be EXPECT CLIMB AT R Ocean SPR
7 expected for the aircraft to commence climb [time] NAT(NL)
at the specified time. Asia-Pac
Note.— Precede this message element with FANS 1/A
UM 19 MAINTAIN [level], due to potential
misinterpretation by the flight crew.
UM Notification that an instruction should be EXPECT CLIMB AT R Ocean SPR
8 expected for the aircraft to commence climb [position] NAT(NL)
at the specified position. Asia-Pac
UM Notification that an instruction should be EXPECT DESCENT AT R Ocean SPR
9 expected for the aircraft to commence [time] NAT(NL)
descent at the specified time. Asia-Pac


# Review
UM Notification that an instruction should be EXPECT DESCENT AT R Ocean SPR
10 expected for the aircraft to commence [position] NAT(NL)
descent at the specified position. Asia-Pac
UM Notification that an instruction should be EXPECT CRUISE R Ocean SPR
11 expected for the aircraft to commence cruise CLIMB AT [time] NAT
climb at the specified time. Asia-Pac
misinterpretation by the flight crew.Asia-
Pac.— Due to different interpretations
between the various ATS units this element
should be avoided.
UM Notification that an instruction should be EXPECT CRUISE R Ocean SPR
12 expected for the aircraft to commence cruise CLIMB AT [position] NAT
climb at the specified position. Asia-Pac
misinterpretation by the flight crew.Asia-
Pac.— Due to different interpretations
between the various ATS units this element
should be avoided.
UM (Reserved) N/A R Ocean SPR
13 Note.— Avoid use of this message element, Or NAT
AT [time] EXPECT CLIMB TO [altitude], AT [time] EXPECT Asia-Pac
due to potential misinterpretation by the CLIMB TO [level] FANS 1/A
flight crew.Asia-Pac.— Notification that an
instruction should be expected for the
aircraft to commence climb at the specified
time to the specified level.
AT [position] EXPECT CLIMB TO AT [position] EXPECT Asia-Pac
[altitude], due to potential misinterpretation CLIMB TO [level] FANS 1/A
by the flight crew.Asia-Pac.— Notification
that an instruction should be expected for
the aircraft to commence climb at the
specified position to the specified level.


# Review
AT [time] EXPECT DESCENT TO AT [time] EXPECT Asia-Pac
[altitude], due to potential misinterpretation DESCENT TO [level] FANS 1/A
the aircraft to commence descent at the
specified time to the specified level.
AT [position] EXPECT DESCENT TO AT [position] EXPECT Asia-Pac
[altitude], due to potential misinterpretation DESCENT TO [level] FANS 1/A
the aircraft to commence descent at the
AT [time] EXPECT CRUISE CLIMB TO AT [time] EXPECT Asia-Pac
[altitude], due to potential misinterpretation CRUISE CLIMB TO FANS 1/A
by the flight crew.Asia-Pac.— Notification [level]
the aircraft to commence cruise climb at the
specified time to the specified level.
Due to different interpretations between the
various ATS units, this element should be
avoided.
AT [position] EXPECT CRUISE CLIMB TO AT [position] EXPECT Asia-Pac
[altitude], due to potential misinterpretation CRUISE CLIMB TO FANS 1/A
by the flight crew.Asia-Pac.— Notification [level]
the aircraft to commence cruise climb at the
avoided.


# Review
UM Instruction to maintain the specified level. MAINTAIN [level] W/U Ocean SPR
19 NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN
UM Instruction that a climb to a specified level CLIMB TO [level] W/U Ocean SPR
20 is to commence and once reached the Or NAT
specified level is to be maintained. CLIMB TO AND MAINTAIN Asia-Pac
[altitude] Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN
UM Instruction that at the specified time a climb AT [time] CLIMB TO W/U Ocean SPR
21 to the specified level is to commence and [level] NAT
once reached the specified level is to be Or Asia-Pac
maintained. AT [time] CLIMB TO AND FANS 1/A
MAINTAIN [altitude]
NAT.— Instruction that AT or AFTER the
specified time, a climb to the specified level
is to commence and once reached the
UM Instruction that at the specified position a AT [position] CLIMB W/U Ocean SPR
22 climb to the specified level is to commence TO [level] NAT
and once reached the specified level is to be Or Asia-Pac
maintained. AT [position] CLIMB TO FANS 1/A
AND MAINTAIN [altitude]
NAT.— Instruction that AFTER PASSING
the specified position, a climb to the
specified level is to commence and once
reached the specified level is to be
maintained.
UM (Reserved) N/A W/U N/A
185


# Review
UM Instruction that a descent to a specified level DESCEND TO [level] W/U Ocean SPR
23 is to commence and once reached the Or NAT
specified level is to be maintained. DESCEND TO AND Asia-Pac
MAINTAIN [altitude] Cont SPR
ATN B1
FANS 1/A
FANS 1/A -
ATN
UM Instruction that at a specified time a descent AT [time] DESCEND W/U Ocean SPR
24 to a specified level is to commence and once TO [level] NAT
reached the specified level is to be Or Asia-Pac
maintained. AT [time] DESCEND TO FANS 1/A
NAT.— Instruction that AT or AFTER the AND MAINTAIN [altitude]
specified time, a descent to the specified
level is to commence, and once reached, the
UM Instruction that at the specified position a AT [position] DESCEND W/U Ocean SPR
25 descent to the specified level is to TO [level] NAT
commence and once reached the specified Or Asia-Pac
level is to be maintained. AT [position] DESCEND TO FANS 1/A
NAT.— Instruction that AFTER PASSING AND MAINTAIN [altitude]
the specified position, a descent to the
specified level is to commence and once
reached the specified level is to be
maintained.
UM (Reserved) N/A W/U N/A
186
UM Instruction that a climb is to commence at a CLIMB TO REACH W/U Ocean SPR
26 rate such that the specified level is reached [level] BY [time] NAT
at or before the specified time. When this Asia-Pac
message element is not concatenated with
Cont SPR
another vertical clearance, the level
specified is the assigned level which is to be ATN B1
maintained. FANS 1/A
NAT.— Instruction that a climb is to FANS 1/A -
commence at a rate such that the specified ATN
level is reached AT or BEFORE the
specified time.


# Review
UM Instruction that a climb is to commence at a CLIMB TO REACH W/U Ocean SPR
27 rate such that the specified level is reached [level] BY [position] NAT
at or before the specified position. When Asia-Pac
this message element is not concatenated
Cont SPR
with another vertical clearance, the level
NAT.— Instruction that a climb is to FANS 1/A -
level is reached BEFORE PASSING the
specified position.
UM Instruction that a descent is to commence at DESCEND TO REACH W/U Ocean SPR
28 a rate such that the specified level is reached [level] BY [time] NAT
at or before the specified time. When this Asia-Pac
message element is not concatenated with
Cont SPR
another vertical clearance, the level
NAT.— Instruction that a descent is to FANS 1/A -
level is reached AT or BEFORE the
specified time.
UM Instruction that a descent is to commence at DESCEND TO REACH W/U Ocean SPR
29 a rate such that the specified level is reached [level] BY [position] NAT
at or before the specified position. When Asia-Pac
this message element is not concatenated
Cont SPR
with another vertical clearance, the level
NAT.— Instruction that a descent is to FANS 1/A -
level is reached BEFORE PASSING the
specified position.
UM Instruction that a change of level is to REACH [level] BY [time] W/U N/A
192 continue, but at a rate such that the specified
level is reached at or before the specified
time.
UM Instruction that a change of level is to REACH [level] BY W/U N/A
209 continue, but at a rate such that the specified [position]
level is reached at or before the specified
position.


# Review
UM Instruction that a level within the defined MAINTAIN BLOCK W/U Ocean SPR
30 vertical range specified is to be maintained. [level] TO [level] NAT
Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A -
ATN
UM Instruction that a climb to a level within the CLIMB TO AND W/U Ocean SPR
31 vertical range defined is to commence. MAINTAIN BLOCK NAT
[level] TO [level] Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A -
ATN
UM Instruction that a descent to a level within DESCEND TO AND W/U Ocean SPR
32 the vertical range defined is to commence. MAINTAIN BLOCK NAT
[level] TO [level] Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A -
ATN
UM Instruction that a cruise climb to the CRUISE CLIMB TO W/U Ocean SPR
34 specified level is to commence and continue [level] NAT
and, once reached the specified level is to be Asia-Pac
maintained.
FANS 1/A
Asia-Pac.— Due to different interpretations
between the various ATS units, this element
should be avoided.
UM Instruction to be used in conjunction with an WHEN ABOVE (level) W/U Ocean SPR
35 associated level instruction indicating that a COMMENCE CRUISE NAT
cruise climb can commence once above the CLIMB Asia-Pac
specified level. Or FANS 1/A
Asia-Pac.— Due to different interpretations CRUISE CLIMB ABOVE
between the various ATS units, this element [level]
should be avoided.
UM Instruction to stop the climb at the specified STOP CLIMB AT [level] W/U N/A
219 level and, once reached, this level is to be (Urgent)
maintained. The specified level will be
below the previously assigned level.


# Review
UM Instruction to stop the descent at the STOP DESCENT AT W/U N/A
220 specified level and, once reached, this level [level] (Urgent)
is to be maintained. The specified level will
be above the previously assigned level.
UM Instruction that the climb to the specified EXPEDITE CLIMB TO W/U Ocean SPR
36 level should be made at the aircraft’s best [level] NAT
rate. Asia-Pac
FANS 1/A
UM Instruction that the descent to the specified EXPEDITE DESCENT W/U Ocean SPR
37 level should be made at the aircraft’s best TO[level] NAT
rate. Asia-Pac
FANS 1/A
UM Urgent instruction to immediately climb to IMMEDIATELY CLIMB W/U Ocean SPR
38 the specified level and, once reached, the TO [level] NAT
specified level is to be maintained. Asia-Pac
FANS 1/A
(Distress)
UM Urgent instruction to immediately descend IMMEDIATELY W/U Ocean SPR
39 to the specified level and, once reached, the DESCEND TO [level] NAT
specified level is to be maintained. Asia-Pac
FANS 1/A
(Distress)
UM (Reserved) (Not defined) Y Ocean SPR
40 Note.— Avoid use of this message element, Or Or NAT
IMMEDIATELY STOP CLIMB AT IMMEDIATELY STOP W/U Asia-Pac
[altitude], as it is reserved in ICAO CLIMB AT [altitude] FANS 1/A
Doc 4444.Asia-Pac & NAT.— Urgent
instruction to immediately stop a climb once
the specified level is reached.
41 Note.— Avoid use of this message element, Or Or NAT
IMMEDIATELY STOP DESCENT AT IMMEDIATELY STOP W/U Asia-Pac
[altitude], as it is reserved in ICAO DESCENT AT [altitude] FANS 1/A
Doc 4444.Asia-Pac & NAT.— Urgent
instruction to immediately stop a climb once
the specified level is reached.


# Review
UM Instruction to climb at not less than the CLIMB AT [vertical rate] W/U Ocean SPR
171 specified rate. MINIMUM NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to climb at not above the CLIMB AT [vertical rate] W/U Ocean SPR
172 specified rate. MAXIMUM NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to descend at not less than the DESCEND AT [vertical W/U Ocean SPR
173 specified rate. rate] MINIMUM NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to descend at not above the DESCEND AT [vertical W/U Ocean SPR
174 specified rate. rate] MAXIMUM NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
33 Asia-Pac.— Instruction that authorizes a Or Or NAT
pilot to conduct flight at any altitude from CRUISE [altitude] W/U Asia-Pac
the minimum altitude up to and including FANS 1/A
the altitude specified in the clearance.
further, it is approval for the pilot to
proceed to and make an approach at the
destination airport.
avoided.
Crossing Constraints (uplink)
EXPECT TO CROSS [position] AT EXPECT TO CROSS Asis-Pac
[altitude], due to potential misinterpretation [position] AT [level] FANS 1/A
that a level change instruction should be
expected which will require the specified
position to be crossed at the specified level.
EXPECT TO CROSS [position] AT OR EXPECT TO CROSS Asia-Pac
ABOVE [altitude], due to potential [position] AT OR ABOVE FANS 1/A
misinterpretation by the flight crew.Asia- [level]
Pac.— Notification that a level change
instruction should be expected which will
require the specified position to be crossed
at or above the specified level.
EXPECT TO CROSS [position] AT OR EXPECT TO CROSS Asia-Pac
BELOW [altitude], due to potential [position] AT OR FANS 1/A
misinterpretation by the flight crew.Asia- BELOW [level]
at or below the specified level.


# Review
EXPECT TO CROSS [position] AT AND EXPECT TO CROSS Asia-Pac
MAINTAIN [altitude], due to potential [position] AT AND FANS 1/A
misinterpretation by the flight crew.Asia- MAINTAIN [level]
at the specified level which is to be
maintained subsequently.
UM Instruction that the specified position is to CROSS [position] AT W/U Ocean SPR
46 be crossed at the specified level. This may [level] NAT
require the aircraft to modify its climb or Asia-Pac
descent profile.
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that the specified position is to CROSS [position] AT OR W/U Ocean SPR
47 be crossed at or above the specified level. ABOVE [level] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
48 be crossed at or below the specified level. BELOW [level] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
49 be crossed at the specified level and that AND MAINTAIN [level] NAT
level is to be maintained when reached. Asia-Pac
FANS 1/A


# Review
UM Instruction that the specified position is to CROSS [position] W/U Ocean SPR
50 be crossed at a level between the specified BETWEEN [level] AND NAT
levels. [level] Asia-Pac
FANS 1/A
51 be crossed at the specified time. [time] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
52 be crossed at or before the specified time. BEFORE [time] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
53 be crossed at or after the specified time. AFTER [time] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that the specified position is to CROSS [position] W/U Ocean SPR
54 be crossed at a time between the specified BETWEEN [time] AND NAT
times. [time] Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
55 be crossed at the specified speed and the [speed] NAT
specified speed is to be maintained until Asia-Pac
further advised.
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
56 be crossed at a speed equal to or less than LESS THAN [speed] NAT
the specified speed and the specified speed Asia-Pac
or less is to be maintained until further
FANS 1/A
advised.
57 be crossed at a speed equal to or greater GREATER THAN [speed] NAT
than the specified speed and the specified Asia-Pac
speed or greater is to be maintained until
FANS 1/A
further advised.
58 be crossed at the specified time and the [time] AT [level] NAT
specified level. Asia-Pac
FANS 1/A
59 be crossed at or before the specified time BEFORE [time] AT NAT
and at the specified level. [level] Asia-Pac
FANS 1/A
60 be crossed at or after the specified time and AFTER [time] AT [level] NAT
at the specified level. Asia-Pac
FANS 1/A
61 be crossed at the specified level and speed, AND MAINTAIN [level] NAT
and the level and speed are to be AT [speed] Asia-Pac
maintained.
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
UM Instruction that at the specified time the AT [time] CROSS W/U Ocean SPR
62 specified position is to be crossed at the [position] AT AND NAT
specified level and the level is to be MAINTAIN [level] Asia-Pac
maintained.
FANS 1/A
UM Instruction that at the specified time the AT [time] CROSS W/U Ocean SPR
63 specified position is to be crossed at the [position] AT AND NAT
specified level and speed, and the level and MAINTAIN [level] AT Asia-Pac
speed are to be maintained. [speed]
FANS 1/A
Lateral Offsets (uplink)
UM Instruction to fly a parallel track to the OFFSET [specified W/U Ocean SPR
64 cleared route at a displacement of the distance] [direction] OF NAT
specified distance in the specified direction. ROUTE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to fly a parallel track to the AT [position] OFFSET W/U Ocean SPR
65 cleared route at a displacement of the [specified distance] NAT
specified distance in the specified direction [direction] OF ROUTE Asia-Pac
and commencing at the specified position.
FANS 1/A
UM Instruction to fly a parallel track to the AT [time] OFFSET W/U Ocean SPR
66 cleared route at a displacement of the [specified distance] NAT
specified distance in the specified direction [direction] OF ROUTE Asia-Pac
and commencing at the specified time.
FANS 1/A
UM Instruction that the cleared flight route is to PROCEED BACK ON W/U Ocean SPR
67 be rejoined. ROUTE NAT
Asia-Pac
FANS 1/A
UM Instruction that the cleared flight route is to REJOIN ROUTE BY W/U Ocean SPR
68 be rejoined at or before the specified [position] NAT
position. Asia-Pac
FANS 1/A
UM Instruction that the cleared flight route is to REJOIN ROUTE BY W/U Ocean SPR
69 be rejoined at or before the specified time. [time] NAT
Asia-Pac
FANS 1/A


# Review
UM Notification that a clearance may be issued EXPECT BACK ON R Ocean SPR
70 to enable the aircraft to rejoin the cleared ROUTE BY [position] NAT
route at or before the specified position. Asia-Pac
FANS 1/A
UM Notification that a clearance may be issued EXPECT BACK ON R Ocean SPR
71 to enable the aircraft to rejoin the cleared ROUTE BY [time] NAT
route at or before the specified time. Asia-Pac
FANS 1/A
UM Instruction to resume own navigation RESUME OWN W/U Ocean SPR
72 following a period of tracking or heading NAVIGATION NAT
clearances. May be used in conjunction with Asia-Pac
an instruction on how or where to rejoin the
Cont SPR
cleared route.
ATN B1
FANS 1/A
FANS 1/A-
ATN
Route Modifications (uplink)
UM Instruction to be followed from departure [departure clearance] W/U Ocean SPR
73 until the specified clearance limit. NAT
Asia-Pac
FANS 1/A
UM Instruction to proceed directly from its PROCEED DIRECT TO W/U Ocean SPR
74 present position to the specified position. [position] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to proceed, when able, directly WHEN ABLE PROCEED W/U Ocean SPR
75 to the specified position. DIRECT TO [position] NAT
Asia-Pac
FANS 1/A
UM Instruction to proceed, at the specified time, AT [time] PROCEED W/U Ocean SPR
76 directly to the specified position. DIRECT TO [position] NAT
Asia-Pac
FANS 1/A


# Review
UM Instruction to proceed, at the specified AT [position] PROCEED W/U Ocean SPR
77 position, directly to the next specified DIRECT TO [position] NAT
position. Asia-Pac
FANS 1/A
UM Instruction to proceed, upon reaching the AT [level] PROCEED W/U Ocean SPR
78 specified level, directly to the specified DIRECT TO [position] NAT
position. Asia-Pac
FANS 1/A
UM Instruction to proceed to the specified CLEARED TO [position] W/U Ocean SPR
79 position via the specified route. VIA [route clearance] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to proceed via the specified CLEARED [route W/U Ocean SPR
80 route. clearance] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to proceed in accordance with CLEARED [procedure W/U Ocean SPR
81 the specified procedure. name] NAT
Asia-Pac
FANS 1/A
UM Instruction to leave controlled airspace. LEAVE CONTROLLED W/U N/A
236 AIRSPACE
UM Approval to deviate up to the specified CLEARED TO DEVIATE W/U Ocean SPR
82 distance from the cleared route in the UP TO [specified distance] NAT
specified direction. [direction] OF ROUTE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
UM Instruction to proceed from the specified AT [position] CLEARED W/U Ocean SPR
83 position via the specified route. [route clearance] NAT
Asia-Pac
FANS 1/A
UM Instruction to proceed from the specified AT [position] CLEARED W/U Ocean SPR
84 position via the specified procedure. [procedure name] NAT
Asia-Pac
FANS 1/A
UM Notification that a clearance to fly on the EXPECT [route clearance] R Ocean SPR
85 specified route may be issued. NAT
flight crew.
UM Notification that a clearance to fly on the AT [position] EXPECT R Ocean SPR
86 specified route from the specified position [route clearance] NAT
may be issued. Asia-Pac
Note.— Avoid use of this message element FANS 1/A
due to potential misinterpretation by the
flight crew.
UM Notification that a clearance to fly directly EXPECT DIRECT TO R Ocean SPR
87 to the specified position may be issued. [position] NAT
flight crew.
UM Notification that a clearance to fly directly AT [position] EXPECT R Ocean SPR
88 from the first specified position to the next DIRECT TO [position] NAT
specified position may be issued. Asia-Pac
flight crew.
UM Notification that a clearance to fly directly AT [time] EXPECT R Ocean SPR
89 to the specified position commencing at the DIRECT TO [position] NAT
specified time may be issued. Asia-Pac
flight crew.


# Review
UM Notification that a clearance to fly directly AT [level] EXPECT R Ocean SPR
90 to the specified position commencing when DIRECT TO [position] NAT
the specified level is reached may be issued. Asia-Pac
flight crew.
UM Instruction to enter a holding pattern with HOLD AT [position] W/U Ocean SPR
91 the specified characteristics at the specified MAINTAIN [level] NAT
position and level. INBOUND TRACK Asia-Pac
[degrees] [direction]
FANS 1/A
TURNS [leg type]
Or
HOLD AT [position]
MAINTAIN [altitude]
INBOUND TRACK
[degrees][direction] TURN
LEG TIME [leg type]
UM Instruction to enter a holding pattern with HOLD AT [position] AS W/U Ocean SPR
92 the published characteristics at the specified PUBLISHED MAINTAIN NAT
position and level. [level] Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Notification that an onwards clearance may EXPECT FURTHER R Ocean SPR
93 be issued at the specified time. CLEARANCE AT [time] NAT
Asia-Pac
FANS 1/A
UM Instruction to turn left or right as specified TURN [direction] W/U Ocean SPR
94 on to the specified heading. HEADING [degrees] NAT
FANS 1/A – ATN.— Direction as “left,” Asia-Pac
“right,” or “either side.” Use of “either Cont SPR
side” discouraged.
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to turn left or right as specified TURN [direction] W/U Ocean SPR
95 on to the specified track. GROUND TRACK NAT
[degrees] Asia-Pac
FANS 1/A


# Review
UM Instruction to turn a specified number of TURN [direction] W/U Cont SPR
215 degrees left or right. [degrees] DEGREES ATN B1
FANS 1/A-
ATN
UM Instruction to fly on the specified heading. FLY HEADING [degrees] W/U Cont SPR
190 FANS 1/A-ATN.— ATN B1 uses UM94 for ATN B1
FANS 1/A aircraft. FANS 1/A-
ATN
UM Instruction to continue to fly on the current CONTINUE PRESENT W/U Ocean SPR
96 heading. HEADING NAT
Or Asia-Pac
FLY PRESENT HEADING Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to fly on the specified heading AT [position] FLY W/U Ocean SPR
97 from the specified position. HEADING [degrees] NAT
Asia-Pac
FANS 1/A
UM Instruction to stop turn at the specified STOP TURN HEADING W/U N/A
221 heading prior to reaching the previously [degrees] (Urgent)
assigned heading.
UM Instruction to turn immediately left or right IMMEDIATELY TURN W/U Ocean SPR
98 as specified on to the specified heading. [direction] HEADING NAT
[degrees] Asia-Pac
FANS 1/A
(Distress)
UM Notification that a clearance may be issued EXPECT [procedure R Ocean SPR
99 for the aircraft to fly the specified name] NAT
procedure. Asia-Pac
FANS 1/A
Speed Changes (uplink)
UM Notification that a speed instruction may be AT [time] EXPECT R Ocean SPR
100 issued to be effective at the specified time. [speed] NAT
Note.— Precede this message element with Asia-Pac
UM 106 MAINTAIN [speed] or UM 107 FANS 1/A
MAINTAIN PRESENT SPEED, as
appropriate, due to potential


# Review
UM Notification that a speed instruction may be AT [position] EXPECT R Ocean SPR
101 issued to be effective at the specified [speed] NAT
position. Asia-Pac
UM 106 MAINTAIN [speed] or UM 107
MAINTAIN PRESENT SPEED, as
appropriate, due to potential
UM Notification that a speed instruction may be AT [level] EXPECT R Ocean SPR
102 issued to be effective at the specified level. [speed] NAT
flight crew.
UM Notification that a speed range instruction AT [time] EXPECT R Ocean SPR
103 may be issued to be effective at the [speed] TO [speed] NAT
specified time. Asia-Pac
flight crew.
UM Notification that a speed range instruction AT [position] EXPECT R Ocean SPR
specified position. Asia-Pac
flight crew.
UM Notification that a speed range instruction AT [level] EXPECT R Ocean SPR
specified level. Asia-Pac
flight crew.
UM Instruction that the specified speed is to be MAINTAIN [speed] W/U Ocean SPR
106 maintained. NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that after passing the specified AFTER PASSING W/U N/A
188 position the specified speed is to be [position] MAINTAIN
maintained. [speed]


# Review
UM Instruction that the present speed is to be MAINTAIN PRESENT W/U Ocean SPR
107 maintained. SPEED NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that the specified speed or a MAINTAIN [speed] OR W/U Ocean SPR
108 greater speed is to be maintained. GREATER NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that the specified speed or a MAINTAIN [speed] OR W/U Ocean SPR
109 lesser speed is to be maintained. LESS NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that a speed within the specified MAINTAIN [speed] TO W/U Ocean SPR
110 range is to be maintained. [speed] NAT
Asia-Pac
FANS 1/A
UM Instruction that the present speed is to be INCREASE SPEED TO W/U Ocean SPR
111 increased to the specified speed and [speed] NAT
maintained until further advised. Asia-Pac
FANS 1/A
UM Instruction that the present speed is to be INCREASE SPEED TO W/U Ocean SPR
112 increased to the specified speed or greater, [speed] OR GREATER NAT
and maintained at or above the specified Asia-Pac
speed until further advised.
FANS 1/A


# Review
UM Instruction that the present speed is to be REDUCE SPEED TO W/U Ocean SPR
113 reduced to the specified speed and [speed] NAT
maintained until further advised. Asia-Pac
FANS 1/A
UM Instruction that the present speed is to be REDUCE SPEED TO W/U Ocean SPR
114 reduced to the specified speed or less and [speed] OR LESS NAT
maintained at or below the specified speed Asia-Pac
until further advised.
FANS 1/A
UM Instruction that the specified speed is not to DO NOT EXCEED W/U Ocean SPR
115 be exceeded. [speed] NAT
Asia-Pac
FANS 1/A
UM Instruction that the aircraft’s normal speed RESUME NORMAL W/U Ocean SPR
116 be resumed. The previously issued speed SPEED NAT
restriction(s) are cancelled. Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that the present speed is to be ADJUST SPEED TO W/U N/A
189 changed to the specified speed. [speed]
UM Notification that the aircraft may keep its NO SPEED R Cont SPR
222 preferred speed without restriction. RESTRICTION ATN B1
FANS 1/A-ATN.— ATN uses free text for FANS 1/A-
FANS 1/A aircraft. ATN
UM Instruction to reduce present speed to the REDUCE TO MINIMUM W/U N/A
223 minimum safe approach speed. APPROACH SPEED
Contact/Monitor/Surveillance Requests
(uplink)
UM Instruction that the ATS unit with the CONTACT [unitname] W/U Ocean SPR
117 specified ATS unit name is to be contacted [frequency] NAT
on the specified frequency. Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
UM Instruction that at the specified position the AT [position] CONTACT W/U Ocean SPR
118 ATS unit with the specified ATS unit name [unitname] [frequency] NAT
is to be contacted on the specified Asia-Pac
frequency.
FANS 1/A
UM Instruction that at the specified time the AT [time] CONTACT W/U Ocean SPR
is to be contacted on the specified Asia-Pac
frequency.
FANS 1/A
UM Notification that the secondary frequency is SECONDARY R N/A
238 as specified. FREQUENCY
[frequency]
UM Instruction that the ATS unit with the MONITOR [unitname] W/U Ocean SPR
120 specified ATS unit name is to be monitored [frequency] NAT
on the specified frequency. Asia-Pac
NAT.— The pilot is not required to check in. Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that at the specified position the AT [position] MONITOR W/U Ocean SPR
is to be monitored on the specified Asia-Pac
frequency.
FANS 1/A
NAT.— The pilot is not required to check in.
UM Instruction that at the specified time the AT [time] MONITOR W/U Ocean SPR
is to be monitored on the specified Asia-Pac
frequency.
FANS 1/A
NAT.— The pilot is not required to check in.
UM Instruction that the specified code (SSR SQUAWK [code] W/U Ocean SPR
123 code) is to be selected. NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
UM Instruction that the SSR transponder STOP SQUAWK W/U Ocean SPR
124 responses are to be disabled. NAT
Asia-Pac
FANS 1/A
UM Instruction that the ADS-B transmissions STOP ADS-B W/U N/A
239 are to be terminated. TRANSMISSION
UM Instruction that the SSR transponder SQUAWK MODE W/U Ocean SPR
125 responses should include level information. CHARLIE NAT
Or Asia-Pac
SQUAWK ALTITUDE FANS 1/A
UM Instruction that the ADS-B transmissions TRANSMIT ADS-B W/U N/A
240 should include level information. ALTITUDE
UM Instruction that the SSR transponder STOP SQUAWK MODE W/U Ocean SPR
126 responses should no longer include level CHARLIE NAT
information. Or Asia-Pac
STOP ALTITUDE SQUAWK FANS 1/A
UM Instruction that the ADS-B transmissions STOP ADS-B ALTITUDE W/U N/A
241 should no longer include level information. TRANSMISSION
UM Instruction that the ‘ident’ function on the SQUAWK IDENT W/U Ocean SPR
179 SSR transponder is to be actuated. NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction that the “ident” function of the TRANSMIT ADS-B W/U Ocean SPR
242 ADS-B emitter is to be activated. IDENT Or NAT
Asia-Pac.— Uses FANS 1/A free text. R (free Asia-Pac
text) Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to report when the aircraft is REPORT CLEAR OF W/U N/A
243 clear of adverse meteorological conditions, WEATHER
and a clearance to regain cleared flight route
can be accepted.


# Review
Report/Confirmation Requests (uplink)
UM Instruction to report when the aircraft is REPORT BACK ON W/U Ocean SPR
127 back on the cleared route. ROUTE Or NAT
R Asia-Pac
FANS 1/A
UM Instruction to report when the aircraft has REPORT LEAVING W/U Ocean SPR
128 vacated the specified level that has either [level] Or NAT
been maintained or passed through on climb R Asia-Pac
or descent.
FANS 1/A
Asia-Pac & NAT.— Either a level that has
been maintained, or a level passed through
on climb or descent.
UM Instruction to report when the aircraft is in REPORT W/U Ocean SPR
129 level flight at the specified level. MAINTAINING [level] Or NAT
Asia-PacNote.— This message element is Or R Asia-Pac
only to be used with single altitude REPORT LEVEL [altitude] FANS 1/A
clearances.Some States do not to use
REPORT LEVEL [altitude] in order to
avoid confusion because it does not comply
with existing voice phraseology.
UM (Reserved) N/A W/U Ocean SPR
175 Asia-Pac & NAT.— Instruction to report Or Or NAT
when the aircraft has reached the specified REPORT REACHING [level] R Asia-Pac
level FANS 1/A
Asia-Pac.— To be interpreted as “Report
reaching an assigned level.”
NAT.— This element is not to be used to
determine when an aircraft is in level flight
at the specified level.
UM Instruction used in conjunction with a level REPORT W/U N/A
200 clearance to report maintaining the level MAINTAINING
assigned.
UM Instruction to report when the aircraft is REPORT REACHING W/U Ocean SPR
180 within the specified vertical range. BLOCK [level] TO [level] Or NAT
R Asia-Pac
FANS 1/A
UM Instruction to report when the aircraft has REPORT PASSING W/U Ocean SPR
130 passed the specified position. [position] Or NAT
R Asia-Pac
FANS 1/A


# Review
UM Instruction to report the present distance to REPORT DISTANCE Y Ocean SPR
181 or from the specified position. [to/from] [position] Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to report at the specified time the AT TIME [time] REPORT Y N/A
184 distance to or from the specified position. DISTANCE [to/from]
[position]
UM Instruction to report the estimated time of REPORT ETA [position] Y Ocean SPR
228 arrival at the specified position. Asia-Pac
Asia-Pac.— Uses FANS 1/A free text. DM104
UM Instruction to report the amount of fuel REPORT REMAINING Y Ocean SPR
131 remaining and the number of persons on FUEL AND PERSONS Or NAT
board. ON BOARD NE Asia-Pac
FANS 1/A
(Urgent)
UM Instruction to report the present position. REPORT POSITION Y Ocean SPR
132 Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to report the present level. REPORT PRESENT Y Ocean SPR
133 LEVEL Or NAT
Or NE Asia-Pac
CONFIRM ALTITUDE Cont SPR
DM32 ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Instruction to report the requested speed. REPORT [speed type] Y Ocean SPR
134 Asia-Pac.— Instruction to report the present [speed type] [speed type] Or NAT
speed. SPEED NE Asia-Pac
Asia-Pac.— Uses free text when the Or Or FANS 1/A
controller is requesting the pilot to report CONFIRM SPEED R
the present ground speed.
DM113


# Review
UM Instruction to confirm the currently assigned CONFIRM ASSIGNED Y Ocean SPR
135 level. LEVEL Or NAT
Or NE Asia-Pac
CONFIRM ASSIGNED Cont SPR
ALTITUDE
DM38 ATN B1
DM77 FANS 1/A
(TBC) FANS 1/A-
ATN
136 speed. SPEED Or NAT
NE Asia-Pac
FANS 1/A
137 route. ROUTE Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to confirm the previously CONFIRM TIME OVER Y Ocean SPR
138 reported time over the last reported REPORTED WAYPOINT Or NAT
waypoint. NE Asia-Pac
FANS 1/A
UM Instruction to confirm the identity of the CONFIRM REPORTED Y Ocean SPR
139 previously reported waypoint. WAYPOINT Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to confirm the identity of the CONFIRM NEXT Y Ocean SPR
140 next waypoint. WAYPOINT Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to confirm the previously CONFIRM NEXT Y Ocean SPR
141 reported estimated time at the next WAYPOINT ETA Or NAT
waypoint. NE Asia-Pac
FANS 1/A
UM Instruction to confirm the identity of the CONFIRM ENSUING Y Ocean SPR
142 next but one waypoint. WAYPOINT Or NAT
NE Asia-Pac
FANS 1/A


# Review
UM The request was not understood. It should CONFIRM REQUEST Y Ocean SPR
143 be clarified and resubmitted. Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to report the selected (SSR) CONFIRM SQUAWK Y Ocean SPR
144 code. Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to report the present heading. REPORT HEADING Y Ocean SPR
145 Or Or NAT
CONFIRM HEADING NE Asia-Pac
FANS 1/A
UM Instruction to report the present ground REPORT GROUND Y Ocean SPR
146 track. TRACK Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to report the identification code CONFIRM ATIS CODE Y Ocean SPR
182 of the last ATIS received. Or NAT
NE Asia-Pac
FANS 1/A
UM Instruction to make a position report. REQUEST POSITION Y Ocean SPR
147 Asia-Pac & NAT.— To be used if the REPORT Or NAT
controller does not receive a scheduled NE Asia-Pac
position report. FANS 1/A
UM Instruction to file a flight plan. REQUEST FLIGHT Y N/A
216 PLAN
UM Instruction to report that the aircraft has REPORT ARRIVAL Y N/A
217 landed.
UM Instruction to report the preferred alternate REPORT ALTERNATE Y N/A
229 aerodrome for landing. AERODROME
UM Instruction to indicate the pilot’s preferred STATE PREFERRED Y Ocean SPR
231 level. LEVEL NAT(NL)
DM106 Asia-Pac
Asia-Pac and FANS 1/A-ATN.— uses Cont SPR
FANS 1/A free text. ATN B1
FANS 1/A-
ATN


# Review
UM Instruction to indicate the pilot’s preferred STATE TOP OF Y Cont SPR
232 time and/or position to commence descent DESCENT ATN B1
to the aerodrome of intended arrival. DM109 FANS 1/A-
Asia-Pac and FANS 1/A-ATN.— uses ATN
FANS 1/A free text.
Negotiation Requests (uplink)
UM Request for the earliest time or position at WHEN CAN YOU Y Ocean SPR
148 which the specified level can be accepted. ACCEPT [level] Or NAT
NE Asia-Pac
Cont SPR
DM81 ATN B1
DM82 FANS 1/A
FANS 1/A-
ATN
UM Instruction to report whether or not the CAN YOU ACCEPT A/N Ocean SPR
149 specified level can be accepted at the [level] AT [position] NAT
specified position. Asia-Pac
Note.— When used as a single instruction, FANS 1/A
precede this message element with UM 19
MAINTAIN [level], due to potential
UM Instruction to report whether or not the CAN YOU ACCEPT A/N Ocean SPR
150 specified level can be accepted at the [level] AT [time] NAT
specified time. Asia-Pac
Note.— When used as a single instruction, FANS 1/A
precede this message element with UM 19
MAINTAIN [level], due to potential
UM Instruction to report the earliest time or WHEN CAN YOU Y Ocean SPR
151 position when the specified speed can be ACCEPT [speed] Or NAT
accepted. NE Asia-Pac
FANS 1/A
DM83
DM84
UM Instruction to report the earliest time or WHEN CAN YOU Y Ocean SPR
152 position when the specified offset track can ACCEPT [specified Or NAT
be accepted. distance] [direction] NE Asia-Pac
OFFSET
FANS 1/A
DM85
DM86


# Review
Air Traffic Advisories (uplink)
UM ATS advisory that the altimeter setting ALTIMETER [altimeter] R Ocean SPR
153 should be the specified setting. NAT
Asia-Pac
FANS 1/A
UM ATS advisory that the specified altimeter [facility designation] R Cont SPR
213 setting relates to the specified facility. ALTIMETER [altimeter] ATN B1
FANS 1/A-ATN.— ATN uses free text for FANS 1/A-
FANS 1/A aircraft. ATN
UM ATS advisory that the radar service is RADAR SERVICE R Ocean SPR
154 terminated. TERMINATED NAT
Or Asia-Pac
RADAR SERVICES FANS 1/A
TERMINATED
UM ATS advisory that the radar and/or ADS-B IDENTIFICATION R Asia-Pac
244 service is terminated. TERMINATED
Asia-Pac.— uses FANS 1/A free text.
UM ATS advisory that the aircraft is entering ALL ATS TERMINATED R N/A
191 airspace in which no air traffic services are
provided and all existing air traffic services
are terminated.
UM ATS advisory that radar contact has been RADAR CONTACT R Ocean SPR
155 established at the specified position. [position] NAT
Asia-Pac
FANS 1/A
UM ATS advisory that radar contact has been RADAR CONTACT R Ocean SPR
156 lost. LOST NAT
Asia-Pac
FANS 1/A
UM ATS advisory that the aircraft has been IDENTIFIED [position] R N/A
210 identified on radar and/or ADS-B at the
specified position.
UM Notification that radar and/or ADS-B IDENTIFICATION LOST R N/A
193 identification has been lost.


# Review
UM Instruction that a continuous transmission is CHECK STUCK N Ocean SPR
157 detected on the specified frequency. Check MICROPHONE Or NAT
the microphone button. [frequency] R Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
(Urgent)
UM ATS advisory that the ATIS information ATIS [atis code] R Ocean SPR
158 identified by the specified code is the NAT
current ATIS information. Asia-Pac
FANS 1/A
UM ATS advisory that the specified ATIS [facility designation] ATIS R N/A
212 information at the specified airport is [atis code] CURRENT
current.
UM ATS advisory that indicates the RVR value RVR RUNWAY [runway] R N/A
214 for the specified runway. [rvr]
UM ATS advisory that no delay is expected. NO DELAY EXPECTED R N/A
224
UM ATS advisory that the expected delay has DELAY NOT R N/A
225 not been determined. DETERMINED
UM ATS advisory that the aircraft may expect to EXPECTED APPROACH R N/A
226 be cleared to commence its approach TIME [time]
procedure at the specified time.
System Management Messages (uplink)
UM A system generated message notifying that ERROR [error N Ocean SPR
159 the ground system has detected an error. information] Or NAT
NE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
(Urgent)


# Review
UM Notification to the avionics that the NEXT DATA N Ocean SPR
160 specified data authority is the next data AUTHORITY [facility] Or NAT
authority. If no data authority is specified, NE Asia-Pac
this indicates that any previously specified
Cont SPR
next data authority is no longer valid.
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Notification to the avionics that the data link END SERVICE N Ocean SPR
161 connection with the current data authority is Or NAT
being terminated. NE Asia-Pac
FANS 1/A
UM Notification that the ground system does not MESSAGE NOT N Ocean SPR
162 support this message. SUPPORTED BY THIS Or NAT
NAT.— Uses free text. ATS UNIT NE Asia-Pac
Or Cont SPR
SERVICE UNAVAILABLE ATN B1
FANS 1/A
FANS 1/A-
ATN
UM Notification that the ground system does not FLIGHT PLAN NOT N N/A
234 have a flight plan for that aircraft. HELD
UM Notification to the pilot of an ATSU [facility designation] N Ocean SPR
163 identifier. Or Or NAT
[icao facility designation] NE Asia-Pac
[tP4+Table] FANS 1/A
UM Confirmation to the aircraft system that the LOGICAL N Cont SPR
227 ground system has received the message to ACKNOWLEDGEMENT ATN B1
which the logical acknowledgement refers FANS 1/A-
and found it acceptable for display to the ATN
responsible person.
FANS 1/A-ATN.— ATN B1 only. Not
available for FANS 1/A.
UM Notification to the pilot that messages sent USE OF LOGICAL N Cont SPR
233 requiring a logical acknowledgement will ACKNOWLEDGEMENT ATN B1
not be accepted by this ground system. PROHIBITED FANS 1/A-
FANS 1/A-ATN.— ATN B1 only. Not ATN
available for FANS 1/A.


# Review
Additional Messages (uplink)
UM The associated instruction may be complied WHEN READY N Ocean SPR
164 with at any future time. Or NAT
Note.— Intent same as UM 177 AT PILOTS NE Asia-Pac
DISCRETION. FANS 1/A
UM The associated instruction is to be complied IMMEDIATELY N N/A
230 with immediately. (Distress)
UM Used to link two messages, indicating the THEN N Ocean SPR
165 proper order of execution of clearances/ Or NAT
instructions. NE Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
UM The associated instruction is issued due to DUE TO [traffic type] N Ocean SPR
166 traffic considerations. TRAFFIC Or NAT
Or NE Asia-Pac
DUE TO TRAFFIC FANS 1/A
UM The associated instruction is issued due to DUE TO AIRSPACE N Ocean SPR
167 airspace restrictions. RESTRICTION Or NAT
NE Asia-Pac
FANS 1/A
UM The indicated communication should be DISREGARD R Ocean SPR
168 ignored. NAT
Asia-Pac & NAT.— The previously sent Asia-Pac
uplink CPDLC message shall be ignored. FANS 1/A
DISREGARD should not refer to a
clearance or instruction. If DISREGARD is
used, another element shall be added to
clarify which message is to be disregarded.
UM Instruction that the pilot is responsible for MAINTAIN OWN W/U Ocean SPR
176 maintaining separation from other traffic SEPARATION AND NAT
and is also responsible for maintaining VMC Asia-Pac
visual meteorological conditions.
FANS 1/A
UM Used in conjunction with a AT PILOTS N Ocean SPR
177 clearance/instruction to indicate that the DISCRETION NAT
pilot may execute when prepared to do so. Asia-Pac
Note.— Intent same as UM 164 WHEN FANS 1/A
READY.


# Review
UM (Reserved) (not defined) Y Ocean SPR
178 Asia-Pac & NAT.— (Message intent not Or Or NAT
defined), Listed under Uplink – Route TRACK DETAIL MESSAGE W/U Asia-Pac
Modifications. FANS 1/A
Free Text Normal-(uplink)
UM Normal urgency attribute, low alert attribute [free text] R Ocean SPR
169 NAT
Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A-
ATN
Free Text Distress (uplink)
UM Distress urgency attribute, high alert [free text] R Ocean SPR
170 attribute NAT
Asia-Pac
FANS 1/A
Free Text – Other
UM Normal urgency attribute, medium alert [free text] N Cont SPR
183 attribute ATN B1
FANS 1/A-ATN.— ATN B1 only. Not FANS 1/A-
available for FANS 1/A. ATN
UM low urgency, normal alert [free text] N N/A
187
UM normal urgency, low alert [free text] Y N/A
194
UM low urgency, low alert [free text] R N/A
195
UM normal urgency, medium alert [free text] W/U Cont SPR
196 Ed note.— TK - I would propose to remove ATN B1
all free text message elements with W/U FANS 1/A-
response. ATN
UM urgent urgency, medium alert [free text] W/U N/A
197 (Urgent)
UM distress urgency, high alert [free text] W/U N/A
198 (Distress)
UM normal urgency, low alert [free text] N N/A
199


# Review
UM Not used, low urgency, low alert [free text] N N/A
201
UM Not used, low urgency, low alert [free text] N N/A
202
UM normal urgency, medium alert [free text] R N/A
203
UM normal urgency, medium alert [free text] Y N/A
204
UM normal urgency, medium alert [free text] A/N N/A
205
UM low urgency, normal alert [free text] Y N/A
206
UM low urgency, low alert [free text] Y N/A
207
UM low urgency, low alert [free text] N N/A
208
A.3 CPDLC downlink message elements

# Review
Responses/Acknowledgements
(downlink)
DM The instruction is understood and will be WILCO N Ocean SPR
0 complied with. NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
DM The instruction cannot be complied with. UNABLE N Ocean SPR
1 NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM Wait for a reply. STANDBY N Ocean SPR
2 Asia-Pac & NAT.— The controller is NAT
informed that the request is being assessed Asia-Pac
and there will be a short term delay (within Cont SPR
10 minutes). The exchange is not closed and
ATN B1
the request will be responded to when
conditions allow. FANS 1/A
FANS 1/A-
ATN
DM Message received and understood. ROGER N Ocean SPR
3 Asia-Pac & NAT.— ROGER is the only NAT
correct response to an uplink free text Asia-Pac
message. Under no circumstances will Cont SPR
ROGER be used instead of AFFIRM.
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM Yes. AFFIRM N Ocean SPR
4 Asia-Pac & NAT.— AFFIRM is an NAT
appropriate response to an uplinked Asia-Pac
negotiation request message (e.g. CAN Cont SPR
YOU ACCEPT [altitude] at [time]).
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM No. NEGATIVE N Ocean SPR
5 Asia-Pac & NAT.— NEGATIVE is an NAT
appropriate response to an uplinked Asia-Pac
negotiation request message (e.g. CAN Cont SPR
YOU ACCEPT [altitude] at [time]).
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
Vertical Requests (downlink)
DM Request to fly at the specified level. REQUEST [level] Y Ocean SPR
6 UM0 NAT
UM1 Asia-Pac
UM19 Cont SPR
UM20
ATN B1
UM23
UM26 FANS 1/A
UM27 FANS 1/A-
UM28 ATN
UM29
UM46
UM47
UM48
UM159
+
UM183
UM162
UM211
DM Request to fly at a level within the specified REQUEST BLOCK [level] Y Ocean SPR
7 vertical range. TO [level] NAT
FANS 1/A-ATN.— Only for FANS 1/A Asia-Pac
aircraft. ATN B1 aircraft uses DM6 with Cont SPR
[level] specified as a vertical range.
FANS 1/A
FANS 1/A-
ATN
DM Request to cruise climb to the specified REQUEST CRUISE Y Ocean SPR
8 level. CLIMB TO [level] NAT
Asia-Pac & NAT.— Due to different Asia-Pac
interpretations between the various ATS FANS 1/A
units, this element should be avoided.


# Review
DM Request to climb to the specified level. REQUEST CLIMB TO Y Ocean SPR
9 [level] UM0 NAT
UM1 Asia-Pac
UM19 Cont SPR
UM20
ATN B1
UM23
UM26 FANS 1/A
UM27 FANS 1/A-
UM28 ATN
UM29
UM46
UM47
UM48
UM159
+
UM183
UM162
UM211
DM Request to descend to the specified level. REQUEST DESCENT TO Y Ocean SPR
10 [level] UM0 NAT
UM19 Asia-Pac
UM20 Cont SPR
UM23
ATN B1
UM26
UM27 FANS 1/A
UM28 FANS 1/A-
UM29 ATN
UM46
UM47
UM48
UM159
+
UM183
UM162
UM211
DM Request that at the specified position a AT [position] REQUEST Y Ocean SPR
11 climb to the specified level be approved. CLIMB TO [level] NAT
Asia-Pac
FANS 1/A
DM Request that at the specified position a AT [position] REQUEST Y Ocean SPR
12 descent to the specified level be approved. DESCENT TO [level] NAT
Asia-Pac
FANS 1/A


# Review
DM Request that at the specified time a climb to AT [time] REQUEST Y Ocean SPR
13 the specified level be approved. CLIMB TO [level] NAT
Asia-Pac
FANS 1/A
DM Request that at the specified time a descent AT [time] REQUEST Y Ocean SPR
14 to the specified level be approved. DESCENT TO [level] NAT
Asia-Pac
FANS 1/A
DM Request that a descent be approved on a REQUEST VMC Y Ocean SPR
69 see-and-avoid basis. DESCENT NAT
Asia-Pac
FANS 1/A
Lateral Off-Set Requests (downlink)
DM Request that a parallel track, offset from the REQUEST OFFSET Y Ocean SPR
15 cleared track by the specified distance in [specified distance] NAT
the specified direction, be approved. [direction] OF ROUTE Asia-Pac
FANS 1/A
DM Request that a parallel track, offset from the AT [position] REQUEST Y Ocean SPR
16 cleared track by the specified distance in OFFSET [specified NAT
the specified direction, be approved from distance] [direction] OF Asia-Pac
the specified position. ROUTE
FANS 1/A
DM Request that a parallel track, offset from the AT [time] REQUEST Y Ocean SPR
17 cleared track by the specified distance in OFFSET [specified NAT
the specified direction, be approved from distance] [direction] OF Asia-Pac
the specified time. ROUTE
FANS 1/A


# Review
Speed Requests (downlink)
DM Request to fly at the specified speed. REQUEST [speed] Y Ocean SPR
18 UM0 NAT
UM1 Asia-Pac
UM162 Cont SPR
UM211
ATN B1
UM55
UM61 FANS 1/A
UM106 FANS 1/A-
UM107 ATN
UM108
UM109
UM116
UM222
UM159
+
UM183
DM Request to fly within the specified speed REQUEST [speed] TO Y Ocean SPR
19 range. [speed] NAT
Asia-Pac
FANS 1/A
Voice Contact Requests (downlink)
DM Request for voice contact. REQUEST VOICE Y Ocean SPR
20 CONTACT NAT
Asia-Pac
FANS 1/A
DM Request for voice contact on the specified REQUEST VOICE Y Ocean SPR
21 frequency. CONTACT [frequency] NAT
Asia-Pac
FANS 1/A
Route Modification Requests (downlink)
DM Request to track from the present position REQUEST DIRECT TO Y Ocean SPR
22 direct to the specified position. [position] UM0 NAT
UM162 Asia-Pac
UM211 Cont SPR
UM74
ATN B1
UM96
UM190 FANS 1/A
UM159 FANS 1/A-
+ ATN
UM183


# Review
DM Request for the specified procedure REQUEST [procedure Y Ocean SPR
23 clearance. name] NAT
Asia-Pac
FANS 1/A
DM Request for a route clearance. REQUEST Y Ocean SPR
24 CLEARANCE [route NAT
clearance] Asia-Pac
Or FANS 1/A
REQUEST [route clearance]
DM Request for a clearance. REQUEST [clearance Y Ocean SPR
25 Asia-Pac & NAT.— Either pre-departure or type] CLEARANCE NAT
route. Or Asia-Pac
REQUEST CLEARANCE FANS 1/A
DM Request for a weather deviation to the REQUEST WEATHER Y Ocean SPR
26 specified position via the specified route. DEVIATION TO NAT
[position] VIA [route Asia-Pac
clearance]
FANS 1/A
DM Request for a weather deviation up to the REQUEST WEATHER Y Ocean SPR
27 specified distance off track in the specified DEVIATION UP TO UM0 NAT
direction. [specified distance] UM162 Asia-Pac
[direction] OF ROUTE UM211 Cont SPR
UM64
ATN B1
UM74
UM82 FANS 1/A
UM96 FANS 1/A-
UM190 ATN
UM159
+
UM183
DM Request a clearance to adopt the specified REQUEST HEADING Y Ocean SPR
70 heading. [degrees] NAT(NL)
Asia-Pac
FANS 1/A
DM Request a clearance to adopt the specified REQUEST GROUND Y Ocean SPR
71 ground track. TRACK [degrees] NAT(NL)
Asia-Pac
FANS 1/A


# Review
Reports (downlink)
DM Notification of leaving the specified level. LEAVING [level] N Ocean SPR
28 NAT
Asia-Pac
FANS 1/A
DM Notification of climbing to the specified CLIMBING TO [level] N Ocean SPR
29 level. NAT
Asia-Pac
FANS 1/A
DM Notification of descending to the specified DESCENDING TO [level] N Ocean SPR
30 level. NAT
Asia-Pac
FANS 1/A
DM Notification of passing the specified PASSING [position] N Ocean SPR
31 position. NAT
Asia-Pac
FANS 1/A
DM Notification that at the specified time, the AT [time] [distance] N Ocean SPR
78 aircraft’s position was as specified. [to/from] [position] NAT
Asia-Pac
FANS 1/A
DM Notification of the present level. PRESENT LEVEL N Ocean SPR
32 [level] NAT
Or Asia-Pac
PRESENT ALTITUDE Cont SPR
[altitude]
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM Notification of the present position. PRESENT POSITION N Ocean SPR
33 [position] NAT
Asia-Pac
FANS 1/A
DM Notification of the present speed. PRESENT SPEED [speed] N Ocean SPR
34 NAT
Asia-Pac
FANS 1/A


# Review
DM Notification of the requested speed. [speed type] [speed type] N Ocean SPR
113 Asia-Pac.— Uses free text for partial intent. [speed type] SPEED NAT(NL)
The pilot notifies the controller of present [speed] Asia-Pac
ground speed, in response to UM 169b, FANS 1/A
REPORT GROUND SPEED
DM Notification of the present heading in PRESENT HEADING N Ocean SPR
35 degrees. [degrees] NAT
Asia-Pac
FANS 1/A
DM Notification of the present ground track in PRESENT GROUND N Ocean SPR
36 degrees. TRACK [degrees] NAT(NL)
Asia-Pac
FANS 1/A
DM Notification that the aircraft is maintaining MAINTAINING [level] N Ocean SPR
37 the specified level. Or NAT
LEVEL [altitude] Asia-Pac
FANS 1/A
DM (Reserved) N/A N Ocean SPR
72 Asia-Pac & NAT.— Notification that the Or NAT
aircraft has reached the specified level. REACHING [level] Asia-Pac
FANS 1/A
DM Notification that the aircraft has reached a REACHING BLOCK N Ocean SPR
76 level within the specified vertical range. [level] TO [level] NAT
Asia-Pac
FANS 1/A
DM Read-back of the assigned level. ASSIGNED LEVEL N Ocean SPR
38 [level] NAT
Or Asia-Pac
ASSIGNED ALTITUDE Cont SPR
[altitude]
ATN B1
FANS 1/A
FANS 1/A-
ATN


# Review
DM Read-back of the assigned vertical range. ASSIGNED BLOCK N Ocean SPR
77 FANS 1/A-ATN.— Only for FANS 1/A [level] TO [level] NAT
aircraft. ATN B1 aircraft uses DM38 with Asia-Pac
[level] specified as a vertical range. Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM Read-back of the assigned speed. ASSIGNED SPEED N Ocean SPR
39 [speed] NAT(NL)
Asia-Pac
FANS 1/A
DM Read-back of the assigned route. ASSIGNED ROUTE N Ocean SPR
40 [route clearance] NAT(NL)
Asia-Pac
FANS 1/A
DM The aircraft has regained the cleared route. BACK ON ROUTE N Ocean SPR
41 NAT(NL)
Asia-Pac
FANS 1/A
DM Notification that the aircraft is clear of CLEAR OF WEATHER N N/A
114 weather and is able to accept a clearance to
regain cleared flight route.
DM The next waypoint is the specified position. NEXT WAYPOINT N Ocean SPR
42 [position] NAT(NL)
Asia-Pac
FANS 1/A
DM The ETA at the next waypoint is as NEXT WAYPOINT ETA N Ocean SPR
43 specified. [time] NAT
Asia-Pac
FANS 1/A
DM The next but one waypoint is the specified ENSUING WAYPOINT N Ocean SPR
44 position. [position] NAT
Asia-Pac
FANS 1/A
DM Clarification of previously reported REPORTED WAYPOINT N Ocean SPR
45 waypoint passage. [position] NAT
Asia-Pac
FANS 1/A


# Review
DM Clarification of time over previously REPORTED WAYPOINT N Ocean SPR
46 reported waypoint. [time] NAT
Asia-Pac
FANS 1/A
DM The specified (SSR) code has been selected. SQUAWKING [code] N Ocean SPR
47 NAT
Asia-Pac
FANS 1/A
DM Position report. POSITION REPORT N Ocean SPR
48 Asia-Pac & NAT.— Reports the current [position report] NAT
position of the aircraft when the pilot Asia-Pac
presses the button to send this message. FANS 1/A
ATC expects position reports based on this
downlink message.
DM The code of the latest ATIS received is as ATIS [atis code] N Ocean SPR
79 specified. NAT(NL)
Asia-Pac
FANS 1/A
DM The specified ATS unit is being monitored MONITORING N Ocean SPR
89 on the specified frequency. [unitname] [frequency] Cont SPR
FANS 1/A-ATN – FANS 1/A aircraft uses ATN B1
free text. May require to be preformatted. FANS 1/A-
ATN
DM Used to report that an aircraft has landed. LANDING REPORT N N/A
102
DM Notification of estimated time of arrival at ETA [position][time] N Ocean SPR
104 the specified position. Or NAT(NL)
Asia-Pac.— Uses free text. [position][time] Asia-Pac
DM Notification of the alternative aerodrome ALTERNATE N N/A
105 for landing. AERODROME [airport]
DM Notification of the preferred level. PREFERRED LEVEL N Ocean SPR
106 Asia-Pac.— Response to free text UM 169c, [level] NAT(NL)
STATE PREFERRED LEVEL. Or Asia-Pac
FANS 1/A – ATN INTEROP – Response to FL[altitude] Cont SPR
UM 231, STATE PREFERRED LEVEL. ATN B1
FANS 1/A-
ATN


# Review
DM Notification of the preferred time to TOP OF DESCENT N Cont SPR
109 commence descent for approach. [time] ATN B1
FANS 1/A – ATN INTEROP.— Response to Or FANS 1/A-
UM 232 or free text UM 169aa, STATE TOD [time] ATN
TOP OF DESCENT.
DM Notification of the preferred position to TOP OF DESCENT N N/A
110 commence descent for approach. [position]
DM Notification of the preferred time and TOP OF DESCENT [time] N N/A
111 position to commence descent for approach. [position]
Negotiation Requests (downlink)
DM Request for the earliest time at which a WHEN CAN WE Y Ocean SPR
49 clearance to the specified speed can be EXPECT [speed] NAT
expected. Asia-Pac
FANS 1/A
50 clearance to a speed within the specified EXPECT [speed] TO NAT
range can be expected. [speed] Asia-Pac
FANS 1/A
51 clearance to regain the planned route can be EXPECT BACK ON NAT
expected. ROUTE Asia-Pac
FANS 1/A
52 clearance to descend can be expected. EXPECT LOWER NAT
LEVEL Asia-Pac
Or FANS 1/A
WHEN CAN WE EXPECT
LOWER ALTITUDE
53 clearance to climb can be expected. EXPECT HIGHER NAT
LEVEL Asia-Pac
Or FANS 1/A
WHEN CAN WE EXPECT
HIGHER ALTITUDE
54 clearance to cruise climb to the specified EXPECT CRUISE CLIMB NAT
level can be expected. TO [level] Asia-Pac
FANS 1/A


# Review
87 clearance to climb to the specified level can EXPECT CLIMB TO NAT
be expected. [level] Asia-Pac
Asia-Pac and FANS 1/A.— Uses FANS 1/A
preformatted free text.
88 clearance to descend to the specified level EXPECT DESCENT TO NAT
can be expected. [level] Asia-Pac
Asia-Pac and FANS 1/A.— Uses FANS 1/A
Emergency Messages (downlink)
DM Urgency prefix. PAN PAN PAN Y Ocean SPR
55 Or NAT
N Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A-
ATN
(Urgent)
DM Distress prefix. MAYDAY MAYDAY Y Ocean SPR
56 MAYDAY Or NAT
N Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A-
ATN
(Distress)
DM Indicates specifically that the aircraft is SQUAWKING 7500 N N/A
112 being subjected to unlawful interference. (Urgent)
DM Notification of fuel remaining and number [remaining fuel] OF Y Ocean SPR
57 of persons on board. FUEL REMAINING Or NAT
AND [persons on board] N Asia-Pac
PERSONS ON BOARD
Cont SPR
Or
FANS 1/A
REPORT REMAINING FUEL
AND SOULS ON BOARD
FANS 1/A-
ATN
(Urgent)


# Review
DM Notification that the pilot wishes to cancel CANCEL EMERGENCY Y Ocean SPR
58 the emergency condition. Or NAT
N Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A-
ATN
(Urgent)
DM Notification that the aircraft is diverting to DIVERTING TO Y Ocean SPR
59 the specified position via the specified route [position] VIA [route Or NAT
due to an urgent need. clearance] N Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A-
ATN
(Urgent)
DM Notification that the aircraft is deviating the OFFSETTING [specified Y Ocean SPR
60 specified distance in the specified direction distance] [direction] OF Or NAT
off the cleared route and maintaining a ROUTE N Asia-Pac
parallel track due to an urgent need.
Cont SPR
FANS 1/A
FANS 1/A-
ATN
(Urgent)
DM Notification that the aircraft is descending DESCENDING TO [level] Y Ocean SPR
61 to the specified level due to an urgent need. Or NAT
N Asia-Pac
Cont SPR
FANS 1/A
FANS 1/A-
ATN
(Urgent)
DM Notification that the aircraft is deviating up DEVIATING UP TO Y Ocean SPR
80 to the deviating distance from the cleared [specified distance] Or NAT
route in the specified direction due to an [direction] OF ROUTE N Asia-Pac
urgent need.
Cont SPR
Asia-Pac & NAT.— Listed under downlink
FANS 1/A
reports (FANS 1/A does not specify urgency
attribute). FANS 1/A-
ATN
(Urgent)


# Review
System Management Messages
(downlink)
DM A system-generated message that the ERROR [error N Ocean SPR
62 avionics has detected an error. information] NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
(Urgent)
DM A system-generated denial to any CPDLC NOT CURRENT DATA N Ocean SPR
63 application message sent from a ground AUTHORITY NAT
facility that is not the current data authority. Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM A system-generated message to inform a CURRENT DATA N Cont SPR
99 ground facility that it is now the current AUTHORITY ATN B1
data authority. FANS 1/A-
ATN
(Urgent)
DM Notification to the ground system that the [facility designation] N Ocean SPR
64 specified ATSU is the current data NAT
authority. Asia-Pac
FANS 1/A – ATN INTEROP.— Used by Cont SPR
FANS 1/A aircraft.
FANS 1/A
FANS 1/A-
ATN
DM A system-generated message sent to a NOT AUTHORIZED N Cont SPR
107 ground system that tries to connect to an NEXT DATA ATN B1
aircraft when a current data authority has AUTHORITY
not designated the ground system as the
NDA.
FANS 1/A – ATN INTEROP.— Used by
ATN B1 aircraft.


# Review
DM A system-generated message indicating the [version number] N Ocean SPR
73 software version number. NAT
FANS 1/A – ATN INTEROP.— Used by Asia-Pac
FANS 1/A aircraft. Cont SPR
FANS 1/A
FANS 1/A-
ATN
DM Confirmation to the ground system that the LOGICAL N Cont SPR
100 aircraft system has received the message to ACKNOWLEDGEMENT ATN B1
which the logical acknowledgement refers
and found it acceptable for display to the
responsible person.
FANS 1/A – ATN INTEROP.— Alternate
means, such as message assurance, to
obtain “Logical Acknowledgement” from
FANS 1/A aircraft.
Additional Messages (downlink)
DM Used to explain reasons for pilot’s message. DUE TO WEATHER N Ocean SPR
65 NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM Used to explain reasons for pilot’s message. DUE TO AIRCRAFT N Ocean SPR
66 PERFORMANCE NAT
Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM States a desire by the pilot to provide REQUEST TO Y Ocean SPR
74 his/her own separation and remain in VMC. MAINTAIN OWN Or NAT
SEPARATION AND N Asia-Pac
VMC
FANS 1/A
Or
MAINTAIN OWN
SEPARATION AND VMC


# Review
DM Used in conjunction with another message AT PILOTS N Ocean SPR
75 to indicate that the pilot wishes to execute DISCRETION NAT
request when the pilot is prepared to do so. Asia-Pac
FANS 1/A
DM Allows the pilot to indicate a desire for REQUEST END OF Y N/A
101 termination of CPDLC application with the SERVICE
current data authority.
DM Allows the pilot to indicate that he/she has CANCELLING IFR Y N/A
103 cancelled IFR flight plan.
DM Notification that de-icing action has been DE-ICING COMPLETE N N/A
108 completed.
Free Text – Normal (downlink)
DM Normal urgency, low alert [free text] N Ocean SPR
67 FANS 1/A – ATN.— FANS 1/A aircraft NAT
only. ATN B1 uses DM98. Asia-Pac
Cont SPR
ATN B1
FANS 1/A
FANS 1/A-
ATN
Free Text - Distress (downlink)
DM Distress urgency, high alert [free text] Y Ocean SPR
68 NAT.— Selecting any of the Emergency NAT
message elements will result in this Asia-Pac
message element being enabled for the FANS 1/A
flight crew to include in the emergency
message at their discretion.
DM normal urgency, medium alert [free text] N N/A
90
DM normal urgency, low alert [free text] Y N/A
91
DM low urgency, low alert [free text] Y N/A
92
DM urgent urgency, high alert [free text] N N/A
93 (Urgent)
DM distress urgency, high alert [free text] N N/A
94 (Distress)
DM urgent urgency, medium alert [free text] N N/A
95 (Urgent)


# Review
DM urgent urgency, low alert [free text] N N/A
96 (Urgent)
DM low urgency, low alert [free text] N N/A
97
DM normal urgency, normal alert [free text] N Cont SPR
98 FANS 1/A – ATN.— ATN B1 aircraft only. ATN B1
FANS 1/A uses DM67. FANS 1/A-
ATN
Negotiation Responses (downlink)
DM We can accept the specified level at the WE CAN ACCEPT N Ocean SPR
81 specified time. [level] AT [time] NAT
Asia-Pac, NAT, and FANS 1/A.— Uses Or Asia-Pac
preformatted free text. WE CAN ACCEPT [altitude] Cont SPR
AT [time]
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM We can accept the specified level at the WE CAN ACCEPT [level] N N/A
115 specified position. AT [position]
DM We cannot accept the specified level. WE CANNOT ACCEPT N Ocean SPR
82 Asia-Pac, NAT, and FANS 1/A.— Uses [level] NAT
preformatted free text. Or Asia-Pac
WE CANNOT ACCEPT Cont SPR
[altitude]
ATN B1
FANS 1/A
FANS 1/A-
ATN
DM We can accept the specified speed at the WE CAN ACCEPT N Ocean SPR
83 specified time. [speed] AT [time] NAT
Asia-Pac, NAT, and FANS 1/A.— Uses Asia-Pac
preformatted free text. FANS 1/A
DM We can accept the specified speed at the WE CAN ACCEPT N N/A
116 specified position. [speed] AT [position]
DM We cannot accept the specified speed. WE CANNOT ACCEPT N Ocean SPR
84 Asia-Pac, NAT, and FANS 1/A.— Uses [speed] NAT
preformatted free text. Asia-Pac
FANS 1/A


# Review
DM We can accept a parallel track offset the WE CAN ACCEPT N Ocean SPR
85 specified distance in the specified direction [specified distance] NAT
at the specified time. [direction] AT [time] Asia-Pac
Asia-Pac, NAT, and FANS 1/A.— Uses FANS 1/A
DM We can accept a parallel track offset the WE CAN ACCEPT N N/A
117 specified distance in the specified direction [specified distance]
at the specified position. [direction] AT [position]
DM We cannot accept a parallel track offset the WE CANNOT ACCEPT N Ocean SPR
86 specified distance in the specified direction. [specified distance] NAT
Asia-Pac, NAT, and FANS 1/A.— Uses [direction] Asia-Pac
preformatted free text. FANS 1/A
A.4 CPDLC standardized free text messages
Editor’s note 4. — TK - A table is provided for the CPDLC standardized uplink free text messages and
a table is provided for the CPDLC standardized downlink free text messages. These messages were
obtained from the sources listed at the beginning of this appendix. Unless assigned by one of the sources,
an arbitrary letter was assigned to UM 169 or DM 67 and links are provided between to two tables using
cross-references. You can click on these to take you to the corresponding free text message.
ACTION: The GOLD Ad Hoc Working Group needs to validate the list against the sources for
completeness and determine standardized free text messages intended for the GOLD. The GOLD review
column will then be removed.
A.4.1 CPDLC uplink standardized free text messages

When a free text uplink message has been received, the pilot shall respond with ROGER before
responding to the message.
Ref # Message Intent/Use Message Element Resp. GOLD

review
Free Text-Standardized
Report/Confirmation Requests (uplink)
UM Asia-Pac.— The controller is requesting REPORT GROUND R, Ocean SPR
169b the pilot to report the present ground SPEED and then Asia-Pac
speed. DM 67l
Note.— Intent similar partially to

PANS-ATM UM 134.


review
UM Asia-Pac.— The controller is requesting STATE PREFERRED R, Ocean SPR
169c that the pilot advise the preferred flight LEVEL and then Asia-Pac
level for the flight. DM 67m Cont SPR
Note.— Same intent as PANS-ATM UM FANS 1/A-
231 ATN
UM Asia-Pac.— The controller is requesting REPORT ETA R, Ocean SPR
169d an estimate for the specified waypoint. [position] and then Asia-Pac
Note.— Same intent as PANS-ATM UM Example – REPORT DM 67n
228. ETA BILBO
UM Asia-Pac.— The controller is requesting REPORT SIGHTING R, Ocean SPR
169e that the pilot notify when the specified AND PASSING and then Asia-Pac
traffic has been seen by visual contact and OPPOSITE DM 67o
passed. The level specified in the traffic DIRECTION [traffic DM 67p
description is the level being maintained description] ETP [time]
by the opposite direction aircraft. The traffic description
Note.— No equivalent to PANS-ATM. is to be inserted by the
controller and shall
include the aircraft
identification (callsign),
flight level and aircraft
type. ETP = Estimated
Time of Passing.
Example of the traffic
description:
SIA228 B747 FL370
UM Asia-Pac.— The controller is requesting WHEN WILL YOU R, Ocean SPR
169f from the pilot the time at which the MAINTAIN and then Asia-Pac
aircraft will maintain the specified level. FL[altitude] DM 67r
Note.— No equivalent to PANS-ATM.
UM Asia-Pac.— The controller is requesting AT WHAT DISTANCE R, Ocean SPR
169g the distance from the specified position or [position / waypoint] and then Asia-Pac
waypoint at which the aircraft will WILL YOU DM 67s
maintain the specified level. The pilot MAINTAIN
shall include the direction from the FL[altitude]
waypoint as a cardinal point, e.g. N, NE,
NW, S, SW, SE, E or W.
UM Asia-Pac.— The controller is requesting REPORT RADIAL R, Ocean SPR
169h that the pilot report the radial on which AND DISTANCE and then, Asia-Pac
the aircraft is proceeding and the distance [to/from] [position] DM 67t
from the specified VOR.


review
UM Asia-Pac.— The controller is requesting REQUEST VOICE R Ocean SPR
169i that the pilot makes voice contact / radio CONTACT [frequency] Asia-Pac
check call on the specified frequency.
Free Text Instructions (uplink)
UM Asia-Pac.— The controller has detected CHECK AND R Ocean SPR
169j that uplink messages exist that the pilot RESPOND TO OPEN Asia-Pac
has not yet responded to. The pilot is CPDLC MESSAGES
required to check the ATC log page and to Asia-Pac: Formerly,
respond to unanswered uplink messages. “CHECK ATC LOG
Note.— No equivalent to PANS-ATM. PAGE FOR OPEN
MESSAGES”
UM FANS 1/A.— Used by the aircraft to SET MAX UPLINK R Ocean SPR
169w determine the time when messages DELAY VALUE TO Asia-Pac
received are delayed. XXX SEC Cont SPR
Note.— No equivalent to PANS-ATM. FANS 1/A-
ATN
UM Asia-Pac.— Instruction that the “ident” TRANSMIT ADS-B R Ocean SPR
169ai function of the ADS-B emitter is to be IDENT Asia-Pac
activated.
Note.— Same intent as PANS-ATM UM
242.
Free text Advisories (uplink)
UM Asia-Pac.— The controller is notifying the EXPECT SELCAL R Ocean SPR
169k pilot that a selcal check will be made on CHECK HF Asia-Pac
the specified HF frequency. [frequency]
UM Asia-Pac & NAT.— The controller is EXPECT CPDLC R Ocean SPR
169l notifying the pilot that the CPDLC TRANSFER AT [time] NAT
transfer process will not be completed at Asia-Pac
the FIR boundary and will be delayed
until the specified time. If the CPDLC
transfer is not completed by the specified
time, the pilot shall manually disconnect
and logon to the next center.
NAT.— standard free text message 006.
UM Asia-Pac.— ATS advisory that the radar IDENTIFICATION R Ocean SPR
169aj and/or ADS-B service is terminated. TERMINATED Asia-Pac
244.


review
UM Asia-Pac.— The controller is notifying the EXPECT NEXT R Ocean SPR
169m pilot that CPDLC connection is not CENTER [ATSU Asia-Pac
required by the next FIR (where the name]. CONTACT
flight’s transition time of that FIR is short) WITH [ATSU name]
and CPDLC connection will be NOT REQUIRED
transferred to the subsequent FIR.
The [ATSU name] is the relevant four
character ICAO code.
UM Asia-Pac.— The controller is notifying the TRAFFIC IS [traffic R Ocean SPR
169n pilot of traffic significant to the flight. The description] and then, Asia-Pac
description will include the aircraft type (optionally)
and any other relevant information to DM 67q
assist the pilot in sighting the traffic. The
pilot may respond that the traffic has been
sighted.
UM Asia-Pac.— The controller is notifying the SECONDARY HF R Ocean SPR
169o pilot of the secondary HF frequency for [frequency] Asia-Pac
the area.
Free Text Speed Messages (uplink)
UM Asia-Pac.— The controller is notifying the EXPECT TO R Ocean SPR
169p pilot that a speed instruction may be MAINTAIN [speed] Asia-Pac
issued to be effective until the specified UNTIL [time / position]
time.
Free Text Emergency
Acknowledgement (uplink)
UM Asia-Pac.— The controller has ROGER MAYDAY R Ocean SPR
169q acknowledged receipt of a MAYDAY NAT
downlink message. The controller shall Asia-Pac
attempt to make voice contact with the
(Distress)
pilot. The pilot should only respond with
ROGER if or when able to do so. If the
aircraft is inbound to an airport within the
FIR, a ROGER response is not required.
The controller received DM 56 MAYDAY
MAYDAY MAYDAY.


review
UM Asia-Pac.— The controller has ROGER PAN R Ocean SPR
169r acknowledged receipt of a PAN downlink NAT
message. The controller shall attempt to Asia-Pac
make voice contact with the pilot. The
(Distress)
pilot should only respond with ROGER if
or when able to do so. If the aircraft is
inbound to an airport within the FIR, a
ROGER response is not required.
The controller received DM 55 PAN PAN
PAN.
UM Asia-Pac.— When the ADS-C emergency CONFIRM ADS R Asia-Pac
169ak mode is activated without a CPDLC (Distress)
emergency message or voice confirmation,
and the demand contract report appears
to indicate that the aircraft is maintaining
normal operations (e.g. the aircraft is not
in descent or involved in abrupt
maneuvers), the aircraft may be subject to
unlawful interference. To check for covert
or inadvertent activation of the ADS-C
emergency mode the free text uplink
“Confirm ADS” shall be appended to a
“Confirm Speed” data or voice request.
If the aircraft continues with the ADS-C
emergency mode activated ATC shall
assume the aircraft is in emergency
conditions and follow normal alerting
procedures.
Free Text – NAT-specific Region
(uplink)
UM NAT.— standard free text message 001. REQUEST RECEIVED R Ocean SPR
169s The CPDLC downlink request was: RESPONSE WILL BE NAT
1) part of the approved message set; and VIA GANDER
AERADIO
2) received by the controller.
The aircraft will receive any further
communication about the request via
Gander aeradio.


review
UM NAT.— standard free text message 002. REQUEST RECEIVED R Ocean SPR
169t The CPDLC downlink request was: RESPONSE WILL BE NAT
1) part of the approved message set; and VIA VOICE
COMMUNICATION
2) received by the controller.
Oceanic SPR.—
The aircraft will receive any further
REQUEST RECEIVED
communication about the request via
RESPONSE WILL BE
Shanwick aeradio.
VIA SHANWICK
AERADIO
UM NAT.— standard free text message 003. MESSAGE NOT R Ocean SPR
169u The CPDLC downlink message was not SUPPORTED BY NAT
part of the approved message set. THIS UNIT FOM
Note.— Equivalent to UM 162, Oceanic SPR and Asia-
PANS-ATM (22-Nov-07) Change. Pac.— MESSAGE NOT
SUPPORTED BY THIS
FACILITY
UM NAT.— standard free text message 007. UNABLE R Ocean SPR
169v No equivalent to ICAO Doc 4444. REQUESTED LEVEL
UM NAT.— standard free text message 007. MESSAGE R NAT
169ac Used by Reykjavik to indicate that part of CONTAINS
a downlinked message was not part of the ELEMENT NOT
approved set. SUPPORTED BY
Note.— Adaptation of UM 162, THIS UNIT.
PANS-ATM (22-Nov-07) Change. MESSAGE
REJECTED.
UM NAT.— standard free text message 008. DOWNLINK R NAT
169ad Used by Reykjavik to indicate which <abbreviated downlink
element in a message is not part of the message> NOT
approved message set. SUPPORTED BY
Note.— Adaptation of UM 162, THIS UNIT
PANS-ATM (22-Nov-07) Change.
UM NAT.— standard free text message 009. MESSAGE REJECTED R NAT
169ae Used by Reykjavik to indicate that the un-
supported message has been rejected.
Note.— Adaptation of UM 162,
PANS-ATM (22-Nov-07) Change.
UM NAT.— standard free text message 010. REPEAT VIA VOICE R NAT
169af Used by Reykjavik to indicate that voice
should be used to repeat the rejected
message.


review
UM NAT.— standard free text message 011. TRY SATCOM VOICE R NAT
169ag Used by Reykjavik to indicate the action to OR RELAY
take in response to a rejected request for THROUGH
voice contact message. ANOTHER
Note.— No equivalent to PANS-ATM. AIRCRAFT
UM NAT.— standard free text message 012. MESSAGE NOT R NAT
169ah Used by Santa Maria to indicate that the SUPPORTED BY
downlink message was not part of the THIS FACILITY,
approved message set. The message CONTACT RTF
should be passed by voice.
Free Text – FANS 1/A use of ATN B1
data link services in Continental
Airspace
UM Continental.— Indicates that the ATC has REQUEST R FANS 1/A-
169x received the request and has passed it to FORWARDED UM211 ATN
the next control authority. Response is
Note.— Same intent as PANS-ATM UM N
211.
UM Continental.— ATS advisory that the xxxx ALTIMETER R FANS 1/A-
169y specified altimeter setting relates to the yyyy ATN
specified facility. Where xxxx is facility
Note.— Same intent as PANS-ATM UM designation and yyyy is
213. altimeter both sent as
free text.
UM Continental.— Notification that the NO SPEED R FANS 1/A-
169z aircraft may keep its preferred speed RESTRICTION ATN
without restriction.
222.
UM Continental.— Instruction to indicate the STATE TOP OF R, then FANS 1/A-
169aa pilot’s preferred time and/or position to DESCENT DM 67v ATN
commence descent to the aerodrome of
intended arrival.
232.
UM Continental.— Indicates that the request REQUEST AGAIN R FANS 1/A-
169ab cannot be responded to by the current unit WITH NEXT UNIT ATN
and that it should be requested from the
next unit.
237.

A.4.2 CPDLC downlink standardized free text messages
Ref # Message Intent/Use Message Element Resp. Ocean SPR

Free Text - Negotiation Responses
(downlink)
DM Asia-Pac.— We can accept the specified WE CAN ACCEPT N Ocean SPR
67b level at the specified time. [altitude] AT [time] NAT
Note.— Intent equivalent to PANS-ATM Asia-Pac
DM 81. FANS 1/A
DM Asia-Pac.— We can accept the specified WE CAN ACCEPT N Ocean SPR
67c speed at the specified time. [speed] AT [time] NAT
DM 83. FANS 1/A
DM Asia-Pac.— We can accept a parallel track WE CAN ACCEPT N Ocean SPR
67d offset the specified distance in the specified [distance offset] NAT
direction at the specified time. [direction] AT [time] Asia-Pac
Intent equivalent to PANS-ATM DM 85. FANS 1/A
DM Asia-Pac.— We cannot accept the specified WE CANNOT N Ocean SPR
67e level. ACCEPT [altitude] NAT
DM 82. FANS 1/A
DM Asia-Pac.— We cannot accept the specified WE CANNOT N Ocean SPR
67f speed. ACCEPT [speed] NAT
DM 84. FANS 1/A
DM Asia-Pac.— We cannot accept a parallel WE CANNOT N Ocean SPR
67g track offset the specified distance in the ACCEPT [distance NAT
specified direction. offset] [direction] Asia-Pac
Note.— Intent equivalent to PANS-ATM FANS 1/A
DM 86.
DM Asia-Pac.— Request for the earliest time at WHEN CAN WE N Ocean SPR
67h which a clearance to climb to the specified EXPECT CLIMB TO NAT
level can be expected [altitude] Asia-Pac
Note.— Intent equivalent to PANS-ATM
DM 87.
DM Asia-Pac.— Request for the earliest time at WHEN CAN WE N Ocean SPR
67i which a clearance to descend to the EXPECT DESCENT NAT
specified level can be expected. TO [altitude] Asia-Pac
Note.— Intent equivalent to PANS-ATM
DM 88.


Free Text - Advisories (downlink)
DM Asia-Pac.— The pilot is offsetting due WAKE DEV [direction] R Ocean SPR
67j wake turbulence in accordance with RVSM Direction L or R (left or Note.— R Asia-Pac
procedures (offset will not exceed 2nm). right) as appropriate per Asia-
The controller is not required to respond Pac.
or issue a clearance. Should be
Note.— No equivalent in PANS-ATM. N.
DM Asia-Pac.— The pilot is advising ATC of REVISED ETA R Ocean SPR
67k an update a waypoint ETA. [position] [time] Note.— R Asia-Pac
Note.— No equivalent in PANS-ATM. per Asia-
Pac.
Should be
N.
Free Text – Responses (downlink)
DM Asia-Pac.— The pilot responds to GS [speed] N Ocean SPR
67l controller free text, UM 169b REPORT Example - GS 490 Asia-Pac
GROUND SPEED.
Note.— Intent partial to PANS-ATM
DM113. The pilot notifies the controller of
present ground speed.
DM Asia-Pac.— The pilot responds to FL[altitude] N Ocean SPR
67m controller free text, UM 169c STATE Example - FL350 Asia-Pac
PREFERRED LEVEL.
Continental.— Used for FANS 1/A aircraft.
Note.— Same intent as PANS-ATM DM
106.
DM Asia-Pac.— The pilot responds to [position] [time] N Ocean SPR
67n controller free text, UM 169d REPORT Example - BILBO 0413 Asia-Pac
ETA [position],
104.
DM Asia-Pac.— The pilot responds to [traffic identification] N Ocean SPR
67o controller free text, UM 169e REPORT SIGHTED AND Asia-Pac
SIGHTING AND PASSING OPPOSITE PASSED
DIRECTION [traffic description] ETP Example - SIA228
[time]. SIGHTED AND
Note.— No equivalent in PANS-ATM. PASSED
DM Asia-Pac.— The pilot responds to [traffic identification] N Ocean SPR
67p controller free text, UM 169e REPORT NOT SIGHTED Asia-Pac
SIGHTING AND PASSING OPPOSITE
DIRECTION [traffic description] ETP
[time].
Note.— No equivalent in PANS-ATM.


DM Asia-Pac.— The pilot optionally responds TRAFFIC SIGHTED N Ocean SPR
67q to controller free text, UM 169n TRAFFIC Asia-Pac
IS [traffic description].
DM Asia-Pac.— The pilot responds to FL[altitude] AT [time] N Ocean SPR
67r controller free text, UM 169f WHEN WILL Example - FL350 AT Asia-Pac
YOU MAINTAIN FL[altitude]. 2317
DM Asia-Pac.— The pilot responds to FL[altitude] AT N Ocean SPR
67s controller free text, UM 169g WHEN WILL [distance] NM Asia-Pac
YOU MAINTAIN FL[altitude]. [direction] [position /
Note.— No equivalent in PANS-ATM. waypoint]
DM Asia-Pac.— The pilot responds to [radial] R [distance] NM N Ocean SPR
67t controller free text, UM 169h REPORT [to/from] [position] Asia-Pac
RADIAL AND DISTANCE [to/from] Example - 320 R 26 NM
[position]. FROM MCY
DM FANS 1/A.— Used as response when a UPLINK DELAYED IN N Ocean SPR
67u message is delayed. NETWORK AND FANS 1/A
Note.— No equivalent in PANS-ATM. REJECTED - RESEND
OR CONTACT BY
VOICE
DM Continental & FANS 1/A – ATN.— TOD [time] N Cont SPR
67v Response to UM 232, STATE TOP OF FANS 1/A-
DESCENT or free text UM 169aa STATE ATN
TOP OF DESCENT.
109.
DM Asia-Pac.— The pilot shall then check the ADS RESET N Asia-Pac
67ab status of the aircraft’s ADS-C Emergency
Mode and if the emergency mode has been
activated inadvertently, the pilot shall
select ADS-C Emergency Mode to “OFF”
and advise ATC by voice or the following
CPDLC free text downlink.


Free Text – Reports (downlink)
DM The specified ATS unit is being monitored MONITORING N Oceanic
67aa on the specified frequency. [unitname] [frequency] SPR
Urgent urgency attribute. FANS 1/A-
FANS 1/A-ATN.— It is anticipated that Where ATN
airborne automation (i.e., preformatted [unitname] = [facility
message rather than the pilot typing the identification] [facility
text) may be necessary for message function]
composition and to ensure accuracy of the [facility identification]
message content. Consequently, it is likely = 4-character ICAO
that not all aircraft will be equipped with code
such automation.
[facility function] = any
Note.— Same intent as DM 89. of the
ICAOfacilityfunction
values of CENTER,
APPROACH, etc. per
the ATN B1 INTEROP
Standard
[frequency] = a VHF
frequency as nnn.nnn or
an HF frequency as
nnnnn
Free Text – Military (downlink)
DM Asia-Pac.— The tanker is requesting a TO DELAY FOR AIR R Ocean SPR
67w clearance to delay at the ARCP until the REFUEL AT [position] Note.— R Asia-Pac
rendezvous with the receiver. UNTIL [time] per Asia-
[position] is the ARCP as filed in the Pac.
tanker’s flight plan. Should be
[time] is the time the tanker expects to pass N.
the ARCP and commence refueling along
the refueling track. It is also the end of the
delay time.
DM67L in Asia-Pac.
DM Asia-Pac.— The tanker pilot is providing EXPECT END OF R Ocean SPR
67x notification that the end of refueling is REFUEL AT Note.— R Asia-Pac
expected at either a position or a time. [time/position] per Asia-
DM67n in Asia-Pac. Pac.
Note.— No equivalent in PANS-ATM. Should be
N.


DM Asia-Pac.— [XXXXX] can be either a point JOINING ALTRV R Ocean SPR
67y or a time [xxxxx] AT [xxxxx] Note.— R Asia-Pac
DM67o in Asia-Pac. Example: JOINING per Asia-
Note.— No equivalent in PANS-ATM. ALTRV CW413 AT Pac.
HEMLO or JOINING Should be
ALTRV CW413 AT N.
1530Z
DM Asia-Pac.— The tanker is accepting ACCEPT MARSA R Ocean SPR
67z MARSA procedures with the receiver WITH [receiver aircraft Note.— R Asia-Pac
[receiver callsign] is the flight planned callsign(s)] per Asia-
callsign of the receiver. Pac.
DM67p in Asia-Pac. Should be
Note.— No equivalent in PANS-ATM. N.

Global Operational Data Link Document (GOLD) B-1
Appendix B RCP specifications (Tom)
This appendix includes specifications for RCP 240 and RCP 400. These specifications support:
a) Safety oversight of air traffic service provisions and operations;
b) Agreements/contractual arrangements that air navigation service providers and aircraft
operators make with their respective communication service providers;
c) Operational authorizations, flight crew training and qualification;
d) Design approval of aircraft data link systems; and
e) Operational-monitoring, analysis, and exchange of operational data among regions and states.
The RCP specifications are derived mainly from a safety assessment. However, in cases where it has
been determined to be beneficial, the RCP specification may include criteria to support operational
efficiency and orderly flow of air traffic. In these cases, the RCP specification indicates the distinction
between safety and efficiency.
The specifications provide a means of compliance, in general. Additional guidance related to service
provision, aircraft approval and operational authorizations can be found in Chapter 3. Guidance and
requirements on post-implementation monitoring can be found at Appendix D.
The RCP specifications include allocations for data communications. The /D designator is used to
indicate the RCP allocations associated with the CPDLC application.
B.1 Terms and acronyms

Note.— The terms applied to the RCP specifications are taken from ICAO Doc 9869, First Edition,
Manual on Required Communication Performance, dated 2008. Additional terms are provided, as
appropriate, to clarify meaning and measurement points for the RCP allocations.
RCP specification
Term Description
Operational communication The process a human uses to initiate the transmission of an instruction,
transaction clearance, flight information, and/or request, and is completed when that
human is confident that the transaction is complete.
RCP Expiration time (ET) The maximum time for the completion of the operational communication
transaction after which the initiator should revert to an alternative
procedure.
RCP Nominal time The nominal time for the completion of the operational communication
(TT 95%) transaction at 95%.
RCP Continuity (C) Probability that an operational communication transaction can be
completed within the communication transaction time, ET or TT 95%.
RCP Availability (A) Probability that an operational communication transaction can be
initiated when needed.
RCP Integrity (I) Acceptable rate of one or more undetected errors in a completed

B-2 Global Operational Data Link Document (GOLD)
RCP specification
Term Description
communication transaction.
/D transaction time
Term Description
Monitored operational The portion of the transaction time (used for intervention) that does not
performance (TRN) include the times for message composition or recognition of the
operational response.
Required Communication The technical portion of the transaction time (used for intervention) that
Technical Performance does not include the times for message composition, operational
(RCTP) response, and recognition of the operational response.
Responder performance The operational portion of the transaction time to prepare the operational
response, and includes the recognition of the instruction, and message
composition, e.g., flight crew/HMI for intervention transactions.
RCTPATSU The summed critical transit times for an ATC intervention message and a
response message, allocated to the ATS unit system.
RCTPCSP The summed critical transit times for an ATC intervention message and a
response message, allocated to the communication service provider
system.
RCTPAIR The summed critical transit times for an ATC intervention message and a
response message, allocated to the aircraft system.
Continuity
Term Description
C for TRN The proportion of intervention messages and responses that can be
delivered within the specified TRN for intervention.
C for RCTP The proportion of intervention messages and responses that can be
delivered within the specified RCTP for intervention.
C for RCTPATSU The proportion of intervention messages and responses that can be
delivered within the specified RCTPATSU for Intervention.
C for RCTPCSP The proportion of intervention messages and responses that can be
delivered within the specified RCTPCSP for Intervention.
C for RCTPAIR The proportion of intervention messages and responses that can be
delivered within the specified RCTPAIR for Intervention.

Flight crew/ Aircraft CSP ATSU Controller/

HMI System System System HMI
Clearance used for

1 intervention
Operational communication transaction

Initiator
RCTP
Responder RCP
TRN type
2
Acknowledgement of
clearance
Human is
confident that
transaction is
complete
3 Information Report
Availability
Term Description
Service availability Probability of available service on 24/7 operation.
(ACSP)
Unplanned outage Time after the unplanned outage begins at which there is an operational
duration limit (minutes) impact. Measured from when an unplanned outage begins to when the ATS
unit receives notification that the service has been restored.
Maximum number of Measured for any 12-month period. Failures causing unplanned outages for
unplanned outages multiple ATS units are only counted once.
Maximum accumulated Measured by accumulating only the duration times for unplanned outages
unplanned outage time greater than the unplanned outage duration limit during any 12-month
(min/yr) period.
Unplanned outage Notification to the ATS unit of an unplanned outage. Measured from when
notification delay (min) the unplanned outage begins to when the ATS unit receives notification.
Aircraft system Aircraft equipage availability is the probability of available capability on an
availability (AAIR) aircraft with an average flight of 6 hours.

Maximum accumulated unplanned outage time (min/yr) =
No operational sum of unplanned outage duration over a period of time (year),

impact where unplanned outage duration > outage duration limit
Notification of Notification of
restored restored
service service
unplanned unplanned
outage outage Maximum
duration duration number of
unplanned
Notification of Notification of outages > ODL
unplanned unplanned (per year)
outage delay outage delay
Unplanned outage Outage Unplanned outage Outage

begins duration limit begins duration limit
(ODL) (ODL)

B.2 RCP 240 specification
RCP Specification
RCP type RCP 240
Airspace specific considerations
Interoperability Specify interoperability criteria, e.g., FANS 1/A
ATS Function Specify ATS function(s), e.g., applicable separation standard
Application Specify controller-pilot ATC communication intervention capability, e.g., CPDLC
application per ICAO Doc 4444, and RTCA DO-306/EUROCAE ED-122,
Annex A
RCP parameter values
Transaction time (sec) Continuity (C) Availability (A) Integrity (I)
(probability) (probability) (acceptable rate/flight
hour)
-5
ET = 240 0.999 0.999 10
TT 95% = 210 0.95 0.9999 (efficiency)
RCP monitoring and alerting criteria

Ref Criteria
MA-1 The system shall be capable of detecting failures and configuration changes that would
cause the communication service to no longer meet the RCP type for the intended
function.
MA-2 When the communication service can no longer meet the RCP type for the intended
function, the flight crew and/or the controller shall take appropriate action.
Notes
Note 1.— Rationale for the criteria provided in this specification can be found in ICAO Annex 11,
ICAO Doc 4444, ICAO Doc 9689, and RTCA DO-306/ED-122.
Note 2.— The values for transaction times are to be applied to transactions that are representative of
communication capability for the controller to intervene with a specific operator, aircraft type, and
aircraft registration number or flight identification.
Note 3.— If changes are made to the system capacity limits, as specified by the airspace requirements,
and the changes cause the system to perform below the RCP type, this would be considered a change in
system configuration.
Note 4.— DO 306/ED 122 specifies an availability value based on safety assessment of the operational
effects of the loss of the service. The availability value herein is more stringent, based on an additional
need to maintain orderly and efficient operations.

B.2.1 RCP 240/D allocations
The RCP 240/D allocations are applicable to the CPDLC application.
B.2.1.1 Air traffic service provider (ATSP)
RCP communication transaction time and continuity criteria

Specification: RCP 240/D Application: CPDLC Component: ATSP
Transaction Time ET (sec), C = TT (sec), Compliance Means
Parameter 99.9% 95%
Transaction Time Value 240 210 Analysis, CSP contract
RCP Time Allocations
Initiator 30 30 Analysis, simulations, safety and
human factors assessments
TRN 210 180 Monitored, CSP contract
TRN Time Allocations
Responder 60 60 Initially, by analysis,
simulations, safety human factors
assessments
Post-implementation, monitored,
estimated
RCTP 150 120 Monitored, estimated, CSP
contract
RCTP Time Allocation
RCTPATSU 15 10 Pre-implementation
demonstration
RCP availability criteria

Note.— See paragraph B.2.1.2, RCP 240/D allocation to CSP for RCP availability criteria.

RCP integrity criteria

Integrity Integrity value Compliance means
parameter
-5
Integrity (I) 10 Analysis, safety requirements, development assurance level
commensurate with integrity level, (compliance shown prior to
operational implementation).

Ref: Criteria Compliance means
MA-1a The ground system shall be capable of detecting ground system System design,
failures and configuration changes that would cause the implementation
communication service to no longer meet the requirements for the
intended function.
Note.— If changes are made to the system capacity limits, as
specified by the airspace requirements, and the changes cause
the system to perform below the RCP type, this would be
considered a change in system configuration.
MA-1b When the communication service no longer meets the System design,
requirements for the intended function, the ground system shall implementation
provide indication to the controller.
MA-2 When the controller receives an indication that the System design,
communication service no longer meets the requirements for the procedures,
intended function (e.g., reduced longitudinal separation), the implementation
controller shall take action to resolve the situation, (e.g., apply an
alternative form of separation).
RCP related safety requirements

Ref Related RCP Safety requirement
Parameter
SR-1a A The ATSU shall display the indication provided by the aircraft system when a
data link service request initiated by the ground system or the controller is
rejected at the application layer.
SR-1b A The ATSU shall provide to the aircraft system an indication when it rejects a
data link service request initiated by the flight crew at the application layer.
SR-2 A, C The ATSU shall indicate to the controller a detected loss of data link service.
SR-3 A Data link service shall be established in sufficient time to be available for
operational use.


Parameter
SR-4 A, C ATSU shall be notified of planned outage of data link service sufficiently
ahead of time.
SR-5 A, C The ATSU shall indicate to the controller when a message can not be
successfully transmitted.
SR-6 C, I The ATSU end system shall provide unambiguous and unique identification of
the origin and destination with each message it transmits.
SR-7 C, I The ATSU shall indicate in each response to which messages it refers.
SR-8 I The ATSU shall send the route clearance information with the route clearance
via data link.
SR-9 C, I The ATSU end system shall time stamp to within one second UTC each
message when it is released for onward transmission.
SR-11 C, I Any processing performed by ATSU (data entry/ encoding/ transmitting/
decoding/ displaying) shall not affect the intent of the message.
SR-12 C, I The ATSU end system shall reject messages not addressed to itself.
SR-13 C, I The ATSU shall transmit messages to the designated aircraft system.
SR-14 A, C, I The ATSU system shall indicate to the controller when a required response for
a message sent by the ATSU is not received within the required time (ETTRN).
SR-15 C, I When the ATSU receives a message whose time stamp exceeds ETTRN, the
ATSU shall provide appropriate indication.
SR-16 C, I The ATSU shall prevent the release of clearance without controller action.
SR-17 C, I The ATSU shall prohibit operational processing by controller of corrupted
messages.
SR-18 C, I The ATSU shall be able to determine the message initiator.
SR-19 C, I The ATSU shall prohibit to the controller operational processing of messages
not addressed to the ATSU.
SR-20 C, I ATSU shall only establish and maintain data link services when the aircraft
identifiers in data link initiation correlates with the ATSU’s corresponding
aircraft identifiers in the current flight plan.
SR-21 C, I The aircraft identifiers used for data link initiation correlation by the ATSU
shall be unique and unambiguous (e.g. the Aircraft Identification and either the
Registration Marking or the Aircraft Address).
SR-23 C, I An ATSU system shall not permit data link services when there are non
compatible version numbers.
SR-24 C, I The ATSU shall respond to messages in their entirety.
SR-25 I The ATSU end system shall be capable of detecting errors that would result in
mis-delivery introduced by the communication service.


Parameter
SR-26 I The ATSU end system shall be capable of detecting errors that would result in
corruption introduced by the communication service.
B.2.1.2 Communication service provider (CSP)

Specification: RCP 240/D Application: CPDLC Component: CSP
Transaction Time Parameter ET (sec), C = 99.9% TT (sec), 95% Compliance means
RCTPCSP 120 100 Contract terms

Availability parameter Efficiency Safety Compliance means
Service availability (ACSP) (probability) 0.9999 0.999 Contract terms
Unplanned outage duration limit (min) 10 10 Contract terms
Maximum number of unplanned outages 4 48 Contract terms
Maximum accumulated unplanned outage time 52 520 Contract terms
(min/yr)
Unplanned outage notification delay (min) 5 5 Contract terms
Note.— DO 306/ED 122 specifies a requirement to indicate loss of the service. Unplanned outage
notification delay is an additional time value associated with the requirement to indicate the loss to the
ATS provider per SR-4.

B.2.1.3 Aircraft system

Specification: RCP 240/D Application: CPDLC Component: Aircraft system
Transaction Time ET (sec), C = 99.9% TT (sec), 95% Compliance Means
Parameter
RCP Time Allocation
Initiator 30 30 Human-machine interface
capability, pre-implementation
demonstration
TRN Time Allocation
Responder 60 60 Human-machine interface
demonstration
RCTPAIR 15 10 Pre-implementation
demonstration

AAIR (probability) N/A 0.999 Analysis, architecture, design, pre-
implementation demonstration

parameter
-5
Integrity (I) 10 Analysis, safety requirements, development assurance level,
e.g., Level C software, commensurate with integrity level, pre-
implementation demonstration.


MA-1a The aircraft system shall be capable of detecting aircraft system System design,
failures or loss of air/ground communication that would cause the implementation
aircraft communication capability to no longer meet the
requirements for the intended function.
MA-1b When the aircraft communication capability no longer meets the System design,
requirements for the intended function, the aircraft system shall implementation
provide indication to the flight crew.

Parameter
SR-1a A The aircraft system shall provide to the ATSU an indication when it rejects a
data link service request initiated by the ground system or the controller at the
application layer.
SR-1b A The aircraft system shall display the indication provided by the ATSU when a
data link service request initiated by the flight crew is rejected at the
application layer.
SR-2 A, C The aircraft system shall indicate to the flight crew a detected loss of data link
service.
SR-5 A, C The aircraft system shall indicate to the flight crew when a message can not be
successfully transmitted.
SR-6 C, I The aircraft end system shall provide unambiguous and unique identification of
the origin and destination with each message it transmits.
SR-7 C, I The aircraft system shall indicate in each response to which messages it refers.
SR-8 I The aircraft shall execute the route clearance per the route clearance received
from the ATSU via data link.
SR-9 C, I The aircraft end system shall time stamp to within one second UTC each
message when it is released for onward transmission.
SR-10 C, I The aircraft end system shall include in each ADS-C report the time at position
to within one second of the UTC time the aircraft was actually at the position
provided in the report.
SR-11 C, I Any processing performed by aircraft system (data entry/ encoding/
transmitting/ decoding/ displaying) shall not affect the intent of the message
SR-12 C, I The aircraft end system shall reject messages not addressed to itself.
SR-13 C, I The aircraft system shall transmit messages to the designated ATSU.


Parameter
SR-15 C, I When the aircraft system receives a message whose time stamp exceeds ETTRN,
the aircraft system shall provide appropriate indication.
SR-16 C, I The aircraft end system shall prevent the release of responses to clearances
without flight crew action.
SR-17 C, I The aircraft system shall prohibit operational processing by flight crew of
corrupted messages.
SR-18 C, I The aircraft system shall be able to determine the message initiator.
SR-19 C, I The aircraft system shall prohibit to the flight crew operational processing of
messages not addressed to the aircraft.
SR-21 C, I The aircraft identifiers sent by the aircraft system and used for data link
initiation correlation shall be unique and unambiguous (e.g. the Aircraft
Identification and either the Registration Marking or the Aircraft Address).
SR-24 C, I The aircraft system shall respond to messages in their entirety or allow the
flight crew to do it.
SR-25 I The aircraft end system shall be capable of detecting errors that would result in
mis-delivery introduced by the communication service
SR-26 I The aircraft end system shall be capable of detecting errors that would result in
corruption introduced by the communication service.
SR-27 C, I The aircraft and/or flight crew shall ensure the correct transfer into or out of the
aircraft’s FMS of route data received/sent via data link that will be used to
define the aircraft’s active flight plan.

B.2.1.4 Aircraft operator

Specification: RCP 240/D Application: CPDLC Component: Aircraft operator
Parameter 99.9% 95%
Initiator 30 30 Procedures, flight crew training
and qualification in accordance
with safety requirements.
Responder 60 60 Procedures, flight crew training
and qualification in accordance
with safety requirements.
RCTPAIR 15 10 Aircraft type design approval,
maintenance, properly
configured user-modifiable
software, e.g. ORT
RCTPCSP 120 100 CSP contract

AAIR (probability) N/A 0.999 Aircraft type design approval,
maintenance, properly configured
user-modifiable software, e.g. ORT

Integrity parameter Integrity value Compliance means
-5
Integrity (I) 10 Aircraft type design approval, establish procedures, training,
and qualification to meet safety requirements


MA-2 When the flight crew determines that the aircraft communication Procedures, flight crew
capability no longer meets the requirements for the intended training and qualification
function, the flight crew shall advise the ATC unit concerned.

Parameter
SR-22 C, I The flight crew shall perform the initiation data link procedure again with any
change of the flight identifier.
SR-24 C, I The flight crew shall respond to a message in its entirety when not responded
by the aircraft system.
SR-27 C, I The aircraft and/or flight crew shall ensure the correct transfer into or out of the
aircraft’s FMS of route data received/sent via data link that will be used to
define the aircraft’s active flight plan.

B.3 RCP 400 specification
RCP Specification
RCP type RCP 400
Application Specify controller-pilot ATC communication intervention capability, e.g., CPDLC
application per ICAO Doc 4444, and RTCA DO-306/EUROCAE ED-122,
Annex A
RCP parameter values
Transaction time (sec) Continuity (C) Availability (A) Integrity (I)
(probability) (probability) (acceptable rate/flight
hour)
-5
ET = 400 0.999 0.999 10
TT 95% = 350 0.95
Ref: Criteria
cause the communication service to no longer meet the RCP type for the intended
function.
MA-2 When the communication service can no longer meet the RCP type for the intended
function, the flight crew and/or the controller shall take appropriate action.
Notes
Note 2.— The values for transaction times are to be applied to transactions that are representative of
communication capability for the controller to intervene with a specific operator, aircraft type, and
aircraft registration number or flight identification.
and the changes cause the system to perform below the RCP type, this would be considered a change in
system configuration.
B.3.1 RCP 400/D allocations

The RCP 400/D allocations are applicable to the CPDLC application.

B.3.1.1 Air traffic service provider (ATSP)

Parameter 99.9% 95%
Transaction Time Value 400 350 Analysis, CSP contract
Initiator 30 30 Analysis, simulations, safety and
human factors assessments
TRN 370 320 Monitored, CSP contract
Responder 60 60 Initially, by analysis,
simulations, safety human factors
assessments
Post-implementation, monitored,
estimated
RCTP 310 260 Monitored, estimated, CSP
contract
RCTPATSU 15 10 Pre-implementation
demonstration

Note.— See paragraph B.3.1.2, RCP 400/D allocation to CSP for RCP availability criteria.

parameter
Integrity (I) Note.— RCP integrity criteria related to RCP 400/D
are the same as those related to RCP 240/D. See
paragraph B.2.1.1.


All Note.— RCP monitoring and alerting criteria related to RCP
400/D are the same as those related to RCP 240/D. See
paragraph B.2.1.1.

Ref Related Safety requirement
RCP
Parameter
All A, C, I Note.— Safety requirements related to RCP 400/D are the same as those related
to RCP 240/D. See paragraph B.2.1.1.
B.3.1.2 Communication service provider (CSP)

Transaction Time Parameter ET (sec), C = TT (sec), 95% Compliance
99.9% means
RCTPCSP 280 240 Contract terms

Availability parameter Efficiency Safety Compliance
means
Service availability (ACSP) (probability) N/A 0.999 Contract terms
Unplanned outage duration limit (min) N/A 20 Contract terms
Maximum number of unplanned outages N/A 24 Contract terms
Maximum accumulated unplanned outage time N/A 520 Contract terms
(min/yr)
Unplanned outage notification delay (min) N/A 10 Contract terms

B.3.1.3 Aircraft system

Parameter 99.9% 95%
RCP Time Allocation
Initiator 30 30 Human-machine interface
demonstration
TRN Time Allocation
Responder 60 60 Human-machine interface
demonstration
RCTPAIR 15 10 Pre-implementation
demonstration


parameter
Integrity (I) Note.— RCP integrity criteria related to RCP
400/D are the same as those related to RCP
240/D. See paragraph B.2.1.3.

type 400/D are the same as those related to RCP 240/D. See
paragraph B.2.1.3.


RCP
Parameter
All A, C, I Note.— Safety requirements related to RCP 400/D are the same as those related
B.3.1.4 Aircraft operator

Parameter 99.9% 95%
Initiator 30 30 Procedural capability, flight crew
training and qualification in
accordance with safety
requirements.
Responder 60 60 Procedural capability, flight crew
training and qualification in
accordance with safety
requirements.
RCTPAIR 15 10 Aircraft type design approval,
software, e.g. ORT
RCTPCSP 280 240 CSP contract


maintenance, properly configured
user-modifiable software, e.g. ORT

parameter
Integrity (I) Note.— RCP integrity criteria related to RCP
400/D are the same as those related to RCP
240/D. See paragraph B.2.1.4.

400/D are the same as those related to RCP 240/D. See
paragraph B.2.1.4.

RCP
Parameter
All C, I Note.— Safety requirements related to RCP 400/D are the same as those related

Global Operational Data Link Document (GOLD) C-1
Appendix C Surveillance performance specifications (Tom)
Editor’s note 5. — TK – This appendix still needs to be validated with FOM and NAT GM for
completeness.
The criteria provided in this appendix is intended to be consistent regardless of the type of aircraft
operator, GA or air carrier. The appendix is derived mainly from NAT GM, FOM, and DO-306/ED-122
material. In particular, NAT Chapters 10, 11, and 12 were reviewed and it is believed that these chapters
are adequately addressed in Appendix B and C of the GOLD, with the exception of two items in NAT GM,
Chapters 10 and 11, lines 4 and 5 of the two tables:
a) “FMC/ADS-C ETAs shall reliably predict ATAs, as accurately as do HF voice ETAs. Expressing the
requirement in engineering terms: The Root-Mean-Square error (‘error’ being ‘ETA minus subsequent
ATA’) of FMC/ADS-C ETAs shall not exceed that of HF voice ETAs. Investigated errors in HF voice
WPRs shall be discounted.” TK comment. Ability to accurately estimate ETA is FMC function. What is
the accuracy requirement? “…reliably predict?” Do we want to include criteria in the surveillance
performance specification?
b) Fewer than 2% of FMC reports shall be duplicates. TK comment. 3% for ADS-C reports instead of
2%. Why the different criteria? For FANS 1/A in either the NAT GM or the FOM, and currently the
GOLD, there are no specific criteria. A high percentage of duplicates will affect latency/continuity
targets. Do we want specific criteria on this? If so, it should be performance-based and equally
applicable to FANS 1/A, FANS 1/A ADS-C, and FMC WPR.
The following table provides the results of an assessment of NAT GM success criteria in Chapters 10 and
11 and correlates the criteria to GOLD references. It will eventually be removed together with this
Editor’s note.
Ref FMC Criteria GA ADS WPR FANS 1/A (Spec) and/or GOLD Ref
1. 95% of required HF voice ADS-C instead of Appendix C, surveillance
Waypoint Position Reports FMC WPR performance specification provides
(WPR) that are received from 94% instead of 95%. latency at 99.9% & 95%.
flights that participate, shall be Consideration shall be
accompanied by FMC WPRs given to what
that meet the following improvements can be
requirements: expected in human and
(Affected ATS units will technical factors soon
evaluate trials results and will after the operational
judge acceptability for operation trial is implemented.
in the CTA for which they are
responsible.

C-2 Global Operational Data Link Document (GOLD)
a) Each FMC report shall be ADS-C instead of Appendix C, provides two types of
received by the ATC automation FMC WPR surveillance performance
within 5 minutes of the aircraft’s specifications
arrival at the waypoint, as per Type 180 – 180 @ 99.9%, 90 @ 95%
the reported ATA. Type 400 – 400 @ 99.9%, 300 @
95%
b) Each FMC report shall contain ADS-C instead of 3.2.3.5.c)
all data elements that are FMC WPR
required for ATC, as per ICAO
Doc 4444.
c) Aircraft Ident (ACID) shall be ADS-C instead of 3.3.1.1
correct as per filed flight plan. FMC WPR 3.3.1.4
3.3.2.1
4.6.1.1

d) Reported Position, ATA, ADS-C instead of Appendix C, paragraphs C.2 and C.3,
Altitude, NEXT Position, ETA, FMC WPR navigation accuracy is certified and
and Ensuing Position data shall authorized per FOM and/or
be accurate in the following Named waypoints navigation requirements, e.g., MNPS,
respects, when compared with versus lat/long not an RNP 4 (FOM level 4 or higher), RNP
the corresponding data in any issue. 10 (FOM level 3 or higher)
accompanying HF voice WPR’s, Clock accuracy is +/- 1 sec UTC
after accounting for any
apparent errors in the HF voice
Note: truncating to nearest minute
data.
could be problematic and should be
i) Small position discrepancies assessed for impact on operation, and
(up to 2 miles lateral), which can determined to be insignificant prior to
be caused by offsets, shall be being discounted.
discounted.
ii) Named waypoints shall be
4.3.8.9, Named waypoints rather than
reported as such, rather than as
lat/long coordinates.
lat/long coordinates.
iii) Altitude discrepancies due
to climbs or descents in progress Note: Some of the NAT criteria
shall be discounted. pertains to FMC and not to comm,
e.g., navigation accuracy and ability
iv) One-minute ATA
to estimate time at next waypoint.
discrepancies, which can be
caused by FMC rounding versus
truncating, shall be discounted.
v) Two-minute, or smaller,
ETA discrepancies, which can
be caused by
rounding/truncating differences,
and by crew methods of
adjusting FMC data when
making voice reports, shall be
discounted.
2. 50% of FMC messages shall be ADS-C instead of See item 1a).
received within three minutes of FMC WPR
the aircraft’s arrival at the
waypoint, as per the reported
ATA.

3. 99% of FMC ATAs shall agree ADS-C instead of Appendix C, C.1 and RSP related
with HF voice ATAs with an FMC WPR safety requirement, SR-14.
error of not more than 1 minute. 98% instead of 99% Performance-based, not comparative.
100% of FMC ATAs shall agree Measurements for exceeding times
with HF voice ATAs with an are based on ETA from previous
error of not more than 2 minutes. surveillance data plus surveillance
However, apparent ATA errors data latency values.
in HF voice WPR’s shall be
discounted.
4. FMC ETAs shall reliably predict ADS-C instead of Ability to accurately estimate ETA is
ATAs, as accurately as do HF FMC WPR FMC function. What is the accuracy
voice ETAs. Expressing the requirement? “…reliably predict?”
requirement in engineering Do we want to include criteria in the
terms: The Root-Mean-Square surveillance performance
error (‘error’ being ‘ETA minus specification?
subsequent ATA’) of FMC
ETAs shall not exceed that of
HF voice ETAs. Investigated
errors in HF voice WPRs shall
be discounted.
5. Fewer than 2% of FMC reports ADS-C instead of Why the different criteria? For FANS
shall be duplicates. FMC WPR 1/A in either the NAT GM or the
FOM, and currently the GOLD, there
3% instead of 2% are no specific criteria. A high
percentage of duplicates will affect
latency/continuity targets. Do we
want specific criteria on this? If so, it
should be performance-based and
equally applicable to FANS 1/A,
FANS 1/A ADS-C, and FMC WPR.
6. Extraneous FMC reports shall be ADS-C instead of 4.3.8.1
sufficiently few so as to satisfy FMC WPR 4.6.1.4
local requirements. Are these non-compulsory waypoint
reports?
Do we want a target? What should it
be? … “… sufficiently few”
7. Participating flights (except for ADS-C instead of 4.2.2.5.1.c) for ADS-C
those of Boeing 777 aircraft with FMC WPR 3.2.3.6 for FMC WPR
software prior to BLOCK.01)
shall provide for FMC derived Boeing 777 aircraft not
air report (ARP) messages with applicable
accurate wind and temperature
data, to MET facilities as
appropriate for each FIR.

8 Before a participating ANSP N/A 3.1 for all data link service provisions
allows aircraft to use FMC WPR
instead of HF reporting, they
shall ensure that the quality of
FMC WPR is adequate for
purposes of ATC in their own
FIR (and therefore adequate for
purposes of downstream
forwarding).
This appendix includes specifications for surveillance performance. These specifications support:
a) Safety oversight of air traffic service provisions and operations;
b) Agreements/contractual arrangements that air navigation service providers and aircraft
operators make with their respective communication service providers;
c) Operational authorizations, flight crew training and qualification;
d) Design approval of aircraft data link systems; and
e) Operational-monitoring, analysis, and exchange of operational data among regions and states.
The surveillance performance specifications are derived mainly from a safety assessment. However, in
cases where it has been determined to be beneficial, the surveillance performance specification may
include criteria to support operational efficiency and orderly flow of air traffic. In these cases, the
surveillance performance specification indicates the distinction between safety and efficiency.
The specifications provide a means of compliance, in general. Additional guidance related to service
provision, aircraft approval and operational authorizations can be found in Chapter 3. Guidance and
requirements on post-implementation monitoring can be found at Appendix D.
The RCP specifications include allocations for data communications. The /D designator is used to
indicate the surveillance performance allocations associated with the ADS-C or FMC WPR application.
C.1 Terms and acronyms

Note.— The terms applied to the surveillance performance specifications are taken from ICAO Doc
9869, First Edition, Manual on Required Communication Performance, dated 2008. Additional terms are
provided, as appropriate, to clarify meaning and measurement points for the RCP allocations.
Surveillance performance specification and related terms

Term Description
ATS surveillance service A term used to indicate a service provided directly by means of an ATS
surveillance system. (ICAO)


Term Description
ADS-C service A term used to indicate an ATS service that provides surveillance
information by means of the ADS-C application.
Note.— ICAO Doc 4444 does not include ADS-C in its definition for ATS
surveillance system. Therefore, an ATS surveillance service does not
consider those provided by means of the ADS-C application, unless it
can be shown by comparative assessment to have a level of safety and
performance equal to or better than monopulse SSR.
FMC WPR service A term used to indicate an ATS service that provides surveillance
information by means of the FMC WPR application.
Note.— ICAO Doc 4444 does not include FMC WPR in its definition for
ATS surveillance system. Therefore, an ATS surveillance service does
not consider those provided by means of the FMC WPR application,
unless it can be shown by comparative assessment to have a level of
safety and performance equal to or better than monopulse SSR.
ATS surveillance system A generic term meaning variously, ADS-B, PSR, SSR or any comparable
ground-based system that enables the identification of aircraft.
Note.— A comparable ground-based system is one that has been
demonstrated, by comparative assessment or other methodology, to have
a level of safety and performance equal to or better than monopulse SSR.
(ICAO)
Automatic dependent A means by which aircraft, aerodrome vehicles and other objects can
surveillance — broadcast automatically transmit and/or receive data such as identification, position
(ADS-B) and additional data, as appropriate, in a broadcast mode via a data link.
(ICAO)
Automatic dependent A means by which the terms of an ADS-C agreement will be exchanged
surveillance — contract between the ground system and the aircraft, via a data link, specifying
(ADS-C) under what conditions ADS-C reports would be initiated, and what data
would be contained in the reports.
Note.— The abbreviated term “ADS contract” is commonly used to refer
to ADS event contract, ADS demand contract, ADS periodic contract or
an emergency mode.
(ICAO)
Surveillance data Data pertaining to the identification of aircraft and/or obstructions for
route conformance monitoring and safe and efficient conduct of flight.
Note.— For ADS-C, surveillance data applies to periodic, waypoint
change event, lateral deviation event, vertical deviation event reports,
and CPDLC position reports. For FMC WPR, surveillance data applies
to waypoint position report.


Term Description
Surveillance data delivery The process for obtaining surveillance data.
Note.— For ADS-C, the delivery is defined for the following reports:
a) Periodic report, from the start of the periodic interval. The start of
the periodic interval occurs when the periodic report is sent by the
aircraft/flight crew;
b) Waypoint change event report, from the actual time the aircraft
crosses the waypoint or is abeam the waypoint;
c) Lateral deviation event report, from the time the aircraft system
detects that the event has occurred; and
d) Vertical deviation event report, from the time the aircraft system
detects that the event has occurred.
RSP data latency The required time for surveillance data delivery.
RSP overdue delivery time The maximum time for the successful delivery of surveillance data after
(OT) which the initiator should revert to an alternative procedure.
RSP nominal delivery time The nominal time for the successful delivery of surveillance data at 95%.
(DT 95%)
RSP continuity (C) Probability that surveillance data can be delivered within the position
RSP time parameter, ET or TT 95%.
RSP availability (A) Probability that surveillance data can be provided when needed.
RSP integrity (I) Acceptable level of confidence that the surveillance data is within
specified tolerances. RSP integrity includes such factors as rate of one or
more undetected errors in the transmission of the surveillance data, the
accuracy of aircraft position and time data, data latency, update rate (i.e.,
reporting interval), extrapolation and/or estimation of the data.
RSP data latency criteria

Term Description
RSTPATSU The overdue (OD) or nominal (DT) transit time for surveillance data
from the CSP interface to the ATS unit’s flight data processing system.
RSTPAIR The overdue (OD) or nominal (DT) transit time for surveillance data
from the aircraft’s avionics to the antenna.
RSTPCSP The overdue (OD) or nominal (DT) transit time for surveillance data
allocated to the CSP.

RSP continuity criteria

Term Description
C for RSTPATSU The proportion of surveillance messages that can be delivered within the
specified RSTPATSU.
C for RSTPAIR The proportion of surveillance messages that can be delivered within the
specified RSTPAIR.
C for RSTPCSP The proportion of surveillance messages that can be delivered within the
specified RSTPCSP.
Flight crew/ Aircraft CSP ATSU Controller/

HMI System System System HMI
Time at position or, for

ATSU system monitoring,
time expected at position
RSTPAIR
Surveillance data delivery

RSTP
RSTPCSP RSP
type
RSTPATSU
Surveillance
data
Note: The terms and acronyms used to specify the criteria for RSP availability are the same as the
terms and acronyms used to specify the criteria for RCP availability. See Appendix B, paragraph B.1.

C.2 Surveillance performance type 180 specification
Surveillance Performance Specification

Surveillance performance type 180
Application Specify the required surveillance capability. FMC WPR or, for ADS-C, specify
the types of contracts required to support the ATS function, e.g., periodic contract
at [nn] min, waypoint change event contract, lateral deviation event contract at [n]
NM, etc.
RSP parameter values
RSP data latency RSP continuity RSP availability RSP integrity (I)
(sec) (C) (probability) (A) (probability)
OT = 180 0.999 0.999 Navigation FOM See Note 4.
DT 95% = 90 0.95 0.9999 (efficiency) Time accuracy at +/- 1 sec
See Note 3. position (UTC)
-5
Data integrity 10
RSP monitoring and alerting criteria
Ref Criteria
cause the ADS-C or FMC WPR service to no longer meet the RSP parameter values for
the intended function.
MA-2 When the ADS-C or FMC WPR service can no longer meet the RSP parameter values for
the intended function, the flight crew and/or the controller shall take appropriate action.
Notes
and the changes cause the system to perform below the RSP parameter values, this would be considered
a change in system configuration.
Note 3.— DO 306/ED 122 specifies an availability value based on safety assessment of the operational
effects of the loss of the service. The availability value herein is more stringent, based on an additional
need to maintain orderly and efficient operations.
Note 4.— The navigation figure of merit (FOM) is specified based on the navigation criteria associated
with this spec. For example, if RNP 4 is prescribed, then for ADS-C surveillance service, the FOM level
would need to be 4 or higher. In all cases, when the navigation capability no longer meets the criteria
specified for the operation, the flight crew is responsible for reporting the non-compliance to ATC in
accordance with ICAO procedures.

C.2.1 Surveillance performance type 180/D allocations
The surveillance performance type 180/D allocations can be applied to the ADS-C or FMC WPR
applications.
C.2.1.1 Air traffic service provider (ATSP)
RSP data latency and continuity criteria

Specification: Type 180/D Application: ADS-C, FMC WPR Component: ATSP
Data Latency Parameter OT (sec) @ 99.9% DT (sec) @ 95% Compliance Means
Delivery Time Value 180 90 Analysis, CSP contract
RSTP Time Allocation
RSTPATSU 5 3 Pre-implementation
demonstration
RSP availability criteria

Note.— See paragraph C.2.1.2, Surveillance performance type 180/D allocation to CSP for RSP
availability criteria.
RSP integrity criteria

parameter
-5
Integrity (I) 10 Analysis, safety requirements, development assurance level
commensurate with integrity level, (compliance shown prior to
operational implementation).


MA-1a The ground system shall be capable of detecting ground system System design,
failures and configuration changes that would cause the ADS-C implementation
or FMC WPR service to no longer meet the requirements for the
intended function.
Note.— If changes are made to the system capacity limits, as
specified by the airspace requirements, and the changes cause
the system to perform below the RSP type, this would be
considered a change in system configuration.
MA-1b When the ADS-C or FMC WPR service no longer meets the System design,
requirements for the intended function, the ground system shall implementation
provide indication to the controller.
MA-2 When the controller receives an indication that the ADS-C or System design,
FMC WPR service no longer meets the requirements for the procedures,
intended function (e.g., reduced longitudinal separation), the implementation
controller shall take action to resolve the situation, (e.g., apply an
alternative form of separation).
RSP related safety requirements

RSP
Parameter
All A, C, I Note.— Safety requirements related to RSP type 180/D are the same as those
related to RCP 240/D, unless otherwise modified in this table. See Appendix B,
paragraph B.2.1.1.
SR-14 A, C, I The ATSU system shall indicate to the controller when a required response for a
message sent by the ATSU is not received within the required time (OT).
Note.— The overdue time (OT) is measured from the expected time at position
based on the most recent position intent information received from the aircraft
system.
SR-15 C, I When the ATSU receives a message whose time stamp exceeds the OT, the
ATSU shall provide appropriate indication.
Note.— The overdue time (OT) is measured from the time at position in the
surveillance data received in the message from the aircraft system.

C.2.1.2 Communication service provider (CSP)

Specification: Type 180/D Application: ADS-C, FMC WPR Component: CSP
Data Latency Parameter OT (sec) @ 99.9% DT (sec) @ 95% Compliance means
RSTPCSP 170 84 Pre-implementation
demonstration

Service availability (ACSP) (probability) 0.9999 0.999 Contract terms
Unplanned outage duration limit (min) 10 10 Contract terms
Maximum number of unplanned outages 4 48 Contract terms
Maximum accumulated unplanned outage time 52 520 Contract terms
(min/yr)
Unplanned outage notification delay (min) 5 5 Contract terms
Note.— The RSP availability criteria for type 180/D are the same as the for RCP 240/D. See Appendix
B, paragraph B.2.1.2.
C.2.1.3 Aircraft system

Specification: Type 180/D Application: ADS-C, FMC WPR Component: Aircraft system
Data Latency Parameter OT (sec) @ 99.9% DT (sec) @ 95% Compliance Means
RSTPAIR 5 3 Pre-implementation
demonstration


Note.— The RSP availability criteria for type 180/D are the same as the criteria for RCP 240/D. See
Appendix B, paragraph B.2.1.3.

parameter
-5
Integrity (I) 10 Analysis, safety requirements, development assurance level,
e.g., Level C software, commensurate with integrity level, pre-
implementation demonstration.

MA-1a The aircraft system shall be capable of detecting aircraft system System design,
failures or loss of air/ground communication that would cause the implementation
aircraft surveillance capability to no longer meet the
requirements for the intended function.
MA-1b When the aircraft surveillance capability no longer meets the System design,
requirements for the intended function, the aircraft system shall implementation
provide indication to the flight crew.

RSP
Parameter
All A, C, I Note.— Safety requirements related to RSP type 180/D are the same as those
related to RCP 240/D, unless otherwise modified in this table. See Appendix B,
paragraph B.2.1.3.

C.2.1.4 Aircraft operator

Specification: Type 180/D Application: ADS-C, FMC WPR Component: Aircraft operator
Data Latency Parameter OT (sec), C = DT (sec), Compliance Means
99.9% 95%
RSTPAIR 5 3 Aircraft type design approval,
software, e.g., ORT
RSTPCSP 170 84 CSP contract

software, e.g. ORT
Note.— The RSP availability criteria for type 180/D are the same as the criteria for RCP 240/D. See
Appendix B, paragraph B.2.1.4

parameter
-5
Integrity (I) 10 Aircraft type design approval, establish procedures, training, and
qualification to meet safety requirements

MA-2 When the flight crew determines that the aircraft surveillance Procedures, flight crew
capability no longer meets the requirements for the intended training and qualification
function, the flight crew shall advise the ATC unit concerned.


Specification: Type 180/D Application: CPDLC Component: Aircraft operator
RSP
Parameter
All C, I Note.— Safety requirements related to RSP type 180/D are the same as those
related to RCP 240/D. See Appendix B, paragraph B.2.1.4.

C.3 Surveillance performance type 400 specification
Surveillance Performance Specification

Surveillance performance type 400
Application Specify the required surveillance capability. FMC WPR or, for ADS-C, specify
the types of contracts required to support the ATS function, e.g., periodic contract
at [nn] min, waypoint change event contract, lateral deviation event contract at [n]
NM, etc.
RSP parameter values
RSP data latency RSP continuity RSP availability RSP integrity (I)
(sec) (C) (probability) (A) (probability)
OT = 400 0.999 0.999 Navigation FOM See Note 4.
DT 95% = 300 0.95 Time accuracy at +/- 1 sec
position (UTC)
-5
Data integrity 10
Ref Criteria
cause the ADS-C or FMC WPR service to no longer meet the RSP parameter values for
the intended function.
MA-2 When the ADS-C or FMC WPR service can no longer meet the RSP parameter values for
the intended function, the flight crew and/or the controller shall take appropriate action.
Notes
and the changes cause the system to perform below the RSP parameter values, this would be considered
a change in system configuration.
Note 3.— The navigation figure of merit (FOM) is specified based on the navigation criteria associated
with this spec. For example, if RNP 10 is prescribed, then for ADS-C surveillance service, the FOM
level would need to be 3 or higher. In all cases, when the navigation capability no longer meets the
criteria specified for the operation, the flight crew is responsible for reporting the non-compliance to
ATC in accordance with ICAO procedures.

C.3.1 Surveillance performance type 400/D allocations
The surveillance performance type 400/D allocations can be applied to the ADS-C or FMC WPR
applications.
C.3.1.1 Air traffic service provider (ATSP)

99.9% 95%
Delivery Time Value 400 300 Analysis, CSP contract
RSTPATSU 30 15 Pre-implementation
demonstration

Note.— See paragraph C.3.1.2, Surveillance performance type 400/D allocation to CSP for RSP
availability criteria.
Note.— The RSP integrity criteria, monitoring and alerting criteria, and related safety requirements
for type 400/D are the same as the criteria provided for type 180/D. See paragraph C.2.1.1.
C.3.1.2 Communication service provider (CSP)

99.9% 95%
RSTPCSP 340 270 Pre-implementation
demonstration


Availability parameter Efficiency Safety Compliance
means
Service availability (ACSP) (probability) N/A 0.999 Contract terms
Unplanned outage duration limit (min) N/A 20 Contract terms
Maximum number of unplanned outages N/A 24 Contract terms
Maximum accumulated unplanned outage time N/A 520 Contract terms
(min/yr)
Unplanned outage notification delay (min) N/A 10 Contract terms
Note.— The RSP availability criteria for type 400/D are the same as the for RCP 400/D. See Appendix
B, paragraph B.3.1.2.
C.3.1.3 Aircraft system

99.9% 95%
RSTPAIR 30 15 Pre-implementation
demonstration
Note.— The RSP availability, integrity and monitoring and alerting criteria, and related safety
requirements for type 400/D are the same as the criteria and related safety requirements provided for
type 180/D. See paragraph C.2.1.3.

C.3.1.4 Aircraft operator

99.9% 95%
RSTPAIR 30 15 Aircraft type design approval,
software, e.g., ORT
RSTPCSP 340 270 CSP contract
Note.— The RSP availability, integrity and monitoring and alerting criteria, and related safety
requirements for type 400/D are the same as the criteria and related safety requirements provided for
type 180/D. See paragraph C.2.1.4.

Global Operational Data Link Document (GOLD) D-1
Appendix D Post-implementation monitoring and analysis
Editor’s note 6. — TK – This Appendix will include data collection requirements intended for ANSP
and CSP data collection (system managers and technicians), problem reporting procedures (flight crews,
dispatchers, controllers, or others involved in system operation), analysis and data presentation formats
(ANSPs and Regiona/Global Monitoring Agencies), problem resolution procedures (All that are impacted
by the problem resolution), etc. It would include information taken from FOM v5, for example,
paragraph 8.8 and RFCs to incorporate performance monitoring requirements against DO 306/ED-122
requirements, and the NAT GM v17, section 13.
The ICAO Global Plan calls for the implementation of a performance based system and ICAO Annex 11
requires that data link system performance is monitored to verify that an acceptable level of safety
continues to be met.
Monitoring of FANS 1/A data communications in terms of RCP and ADS latency is an important part of
the performance based system described in the ICAO global plan. To successfully achieve this
performance monitoring on a global scale will require the use of a common data set. It is only through this
common data set that RCP and ADS latency performance data can be aggregated from an ANSP level
through to a regional CRA level and then to Global level. This aggregation of performance data is in
accordance with the guidelines provided in ICAO Doc 9883 Manual on Global Performance of the Air
Navigation System.
While individual ANSP will develop the FANS 1/A data collection mechanisms, monitoring tools, and
internal reporting requirements best suiting their own environment, all ANSP shall collect and maintain a
database of FANS 1/A performance data that can be aggregated for an assessment of CPDLC RCP and
ADS surveillance latency on a regional and global basis using the data formats specified in this appendix.
This appendix contains the following guidance material:
a) ANSP data collection and analysis - The main aim of this section will be to define a common
data reporting format using csv. Guidance material is included on how to obtain the required data points
from the FANS 1/A ACARS messages and on the calculation of actual communication performance
(ACP), actual communication technical performance (ACTP), pilot operational response time (PORT),
etc., and how they are calculated. Examples of the type of analysis that can be made at an ANSP level are
also included. Issues regarding filtering are discussed including guidance on how to manage this.
b) CSP data collection and analysis
c) Problem reporting and resolution
d) Regional/Global analysis
D.1 ANSP data collection and analysis

Data link performance requirements for the application of reduced separation standards, as defined in
ICAO Doc4444, are contained in the RTCA DO-306/EUROCAE ED 122 Oceanic SPR standard. These
requirements are specified in terms of Required Communications Performance (RCP) and surveillance
latency.

D-2 Global Operational Data Link Document (GOLD)
D.1.1 ANSP data collection for CPDLC application

Data should be collected for the CPDLC.
D.1.1.1 Measuring CPDLC Communication Performance

CPDLC analysis is based on the calculation of Actual Communication Performance (ACP) used to
monitor RCP time allocations for communication transaction (TRN), Actual Communications Technical
Performance (ACTP) used to monitor Required Communication Technical Performance (RCTP) time
allocations, and Pilot Operational Response Time (PORT) used to monitor the flight deck responder
element of the transaction.
The analysis uses the measurement of transit and response times to all CPDLC uplinks that receive a
single WILCO or UNABLE response. The logic behind is that the critical communications requirement is
provided by intervention messages when applying reduced separation standards. Incorporating other
message types such as free text queries or information requests will skew the observed data because of the
longer response times from the flight deck.
To calculate ACP the difference between the times that the uplink message is originated at the Air Traffic
Service Provider (ATSP) to the time that the corresponding response downlink is received at the ATSP is
used. To calculate ACTP the difference between the downlink’s aircraft time stamp and the received time
is added to half the round trip time determined by the difference between the uplink time when the
message is sent from the ATSP and the receipt of the MAS response for the uplink at the ATSP ( (uplink
transmission time – MAS receipt)/2 + downlink time). PORT latency is calculated by the difference
between ACP and ACTP. Figure D- 1 illustrates these measurements.

ACP
Up U Down U
1 2 3 4
1. Uplink Sent. This is the date/time that the CPDLC clearance was sent to the aircraft.
2. MAS Received. This is the date/time that the MAS for the CPDLC clearance was received.
3. WILCO/UNABLE Sent. This is the date/time that the WILCO or UNABLE reply is transmitted.
4. WILCO/UNABLE Received. This is the date/time that the WILCO or UNABLE reply for the CPDLC
clearance was received.
The measurements (in seconds) are calculated as follows:
ACP = (WILCO_UNA BLE_Received) − (Uplink_Se nt) Æ TRN

⎛ ⎛ UpΔ ⎞ ⎞
ACTP ≅ ⎜⎜ ⎜ ⎟ + (DownΔ )⎟⎟ Æ RCTP
⎝⎝ 2 ⎠ ⎠
PORT ≅ ACP− ACTP Æ Responder
Figure D- 1. CPDLC Transaction Calculations
The values for ACTP and PORT are only approximations. Uplink transit times are estimated by taking
half the time for the MAS response round trip. This assumption is flawed in a small percentage of cases
because we know it is possible for the MAS to be received at the ATSP some time after the operational
response is received or the timestamp on the operational response is earlier than the MAS receipt time.
This will happen if the CSP does not hear the network ACK from the aircraft which is sent on uplink
receipt and resends the uplink at a later time. The CSP receives the network ACK to this second uplink
and sends the MAS to the ATSP. In the meantime the aircraft has already responded with the operational
response. ATSP will see this issue reflected in their data with crew response times with negative or
extremely small values. The time sequence diagram below in Figure D- 2 illustrates this.

Flight crew/HMI Aircraft System Comm. service Ground System Controller/HMI
1. Clearance used for

separation
2. Network ACK not

seen by CSP
Crew operational
response
3. Operational response
received
4. CSP resends uplink
5. MAS receipt by
ATSP
Results in pilot response times very small or negative values
Figure D- 2 Issue with estimating uplink transit time as half MAS roundtrip
D.1.1.2 Recording the data points for each CPDLC transaction

The following data points are recommended as the minimum set that should be extracted from ANSP data
link system recordings to enable RCP analysis and provide sufficient information for problem analysis.
This does not preclude individual ANSP from extracting additional data points for their own analysis. To
obtain these data points ANSP should note that they will require additional database information to enable
the Aircraft Type and Airline to be obtained by correlation to the Tail Number extracted from the data
link recordings. All of the other data points are extracted from either the ACARS header or the CPDLC
application message.
Table D- 1 CPDLC data collection points
Ref Label Description and/or remarks

1 ANSP The four letter ICAO designator of the FIR, e.g., NZZO.
2 Tail number The aircraft tail number in ICAO Doc 4444 Format (no hyphens, packing
dots, etc.), e.g., N104UA.
Note.— Extracted from ACARS header.
3 Aircraft type The ICAO type designator, e.g., B744.
designator Note.— Extracted from ANSP database using Tail Number as key.
4 Airline designator The IATA designator for the airline, e.g., UAL.
Note.— Extracted from ANSP database using Tail Number as key.
5 Date In YYYYMMDD format, e.g., 20081114.
Note.— Extracted from ANSP system data recording time stamp.


6 MAS RGS Designator of the RGS that MAS downlink was received from, e.g., POR1.
Note.— This is a 3 or 4 letter designator extracted from the ACARS header
DT line.
7 OPS RGS Designator of the RGS that the operational response was received from, e.g.,
AKL1.
Note.— This is a 3 or 4 letter designator extracted from the ACARS header
DT line.
8 Uplink time The timestamp on the uplink CPDLC message sent by the ANSP in
HH:MM:SS format, e.g., 03:43:25.
9 MAS receipt time The ANSP timestamp on receipt of the MAS in HH:MM:SS format, e.g.,
03:43:55.
10 MAS round trip In seconds (#9-#8), e.g., 10.
time
11 Aircraft FMS time In the operational response messages in HH:MM:SS, e.g., 03:44:15.
stamp Note.— Extracted from the ATCmessageHeader timestamp in the decoded
operational response message. See RTCA DO-258AEUROCAE ED-100A
section 4.6.3.3.
12 ANSP timestamp In HH:MM:SS, e.g., 03:44:45.
on the receipt of Note.— Extracted from ANSP system data recording time stamp.
the operational
response
13 Operational From sending uplink (#8) to receipt of operational response (#9) in seconds,
message round trip e.g., 80.
time
14 Downlink response In seconds (#12-#11), e.g., 30.
transit time
15 Uplink message All uplink message element numbers preceded by U encapsulated between
elements quotation marks with a space between each element, e.g., “U118 U80”
Note.— Extracted from the decoded operational uplink that initiated the
transaction.
16 Downlink message All downlink message elements encapsulated between quotation marks with a
elements space between each element if required, e.g., “D0”
Note.— Extracted from the decoded operational downlink.
17 ACTP Actual communication technical performance in seconds, e.g., 35.
Note.— Truncated to whole seconds.
18 ACP Actual communications performance in seconds measured as the difference
between time uplink sent (#8) to operational response received (#12), e.g., 80.


19 PORT Pilot Operational Response Time = ACP (#18) - ACTP(#17), e.g., 45.
Note.— Implementers should allow for negative values where the operational
response is received before the MAS as per Figure D- 2 above.
20 Transaction “S” for successful, “F” for failed. The transaction is considered successful if
completion TRN <= 1800 and items 1-19 can be determined. If a transaction fails, all of
indicator the data that can be determined should be included in the record.
D.1.1.3 Data record for each CPDLC transaction

To enable regional analysis and aggregation of data CPDLC transaction data as described above is sent to
the regional CRA at agreed intervals (usually monthly) as a comma delimited text file. The format for
each record will at minimum contain the 20 data points specified in the previous paragraph. Using the
example in the previous paragraph the data record for the transaction described above in comma delimited
text file format is:
NZZO,N104UA,B744,UAL,20081114,POR1,AKL1,03:43:25, 03:43:55,10,03:44:15,03:44:45,80,30,”U118 U80”,”D0”,35,80,45,S
Guidance on the type of analysis carried out at a regional level is provided later in paragraph D.4.
D.1.2 ANSP data collection for ADS-C application

Data should be collected for the ADS-C.
D.1.2.1 Measuring ADS-C Surveillance performance

The analysis of ADS-C performance is based on the measurement of the latency of the ADS periodic and
event reports between the aircraft and the ANSP ground system. This is measured as the difference
between the time extracted from the decoded Basic ADS Group timestamp when the message originated
from the FMS and the time the message is received at the ANSP.
D.1.2.2 Recording the ADS-C data points for each ADS-C downlink.
The following data points are recommended as the minimum set that should be extracted from ANSP data
link system recordings to enable an analysis of ADS-C latency and provide sufficient information for
problem analysis. This does not preclude individual ANSP from extracting additional data points for their
own analysis. To obtain all of these data points ANSP should note that they will require additional
database information to enable the Aircraft Type and Airline to be obtained by correlation to the Tail
Number extracted from the data link recordings. All of the other data points are extracted from either the
ACARS header or the ADS application message.

Table D-2 ADS-C data collection points

1 ANSP The four letter ICAO designator for the FIR of the reporting ANSP, e.g.,
NZZO.
2 Tail Number The aircraft tail number in ICAO Doc 4444 Format (no hyphens, packing
dots etc), e.g., N104UA.
Note: Extracted from ACARS header.
3 Aircraft Type The ICAO type designator, e.g., B744.
Designator Note: extracted from ANSP database using Tail Number as key.
4 Airline Designator The IATA designator for the airline, e.g., UAL.
Note: extracted from ANSP database using Tail Number as key.
5 Date In YYYYMMDD format, e.g., 20081114.
Note: Extracted from ANSP system data recording time stamp.
6 RGS Designator of the RGS that ADS downlink was received from, e.g., POR1.
Note: This is a 3 or 4 letter designator extracted from the ACARS header DT
line.
7 Report Type The type of ADS report, e.g., PER.
Note: Extracted from the Basic ADS group report tag where tag value
7=PER, 9=EMG, 10=LDE, 18=VRE, 19=ARE, 20=WCE.
8 Latitude The current latitude decoded from the Basic ADS group. The format is “+”
for North or “-“ for South followed by a decimal number of degrees, e.g., -
33.456732.
9 Longitude The current longitude decoded from the Basic ADS group. The format is “+”
for East or “-“ for West followed by a decimal number of degrees, e.g.,
+173.276554.
10 Aircraft Time The time the ADS message was sent from the aircraft in HH:MM:SS, e.g.,
03:44:15.
Note: Decoded from the Basic ADS group timestamp extracted as seconds
since the most recent hour. See RTCA DO-258A/EUROCAE ED-100A,
section 4.5.1.4.
11 Received Time The ANSP timestamp on the receipt of the ADS Message in HH:MM:SS,
e.g., 03:44:45.
Note: Extracted from ANSP system data recording time stamp.
12 Transit Time The transit time of the ADS downlink in seconds calculated as the difference
between #10 Aircraft Time and #11 Received Time, e.g., 30.

D.1.2.3 Data record for each ADS-C downlink
To enable regional analysis and aggregation of data ADS-C data recorded by an ANSP is sent to the
regional CRA at agreed intervals (usually monthly) as a comma delimited text file. The format for each
record shall at minimum contain the 12 data points specified in the previous paragraph. Using the
example in the previous paragraph the data record for the downlink described above in comma delimited
text file format is:
NZZO,N104UA,B744,UAL,20081114,POR1,PER,-33.456732,+173.276554,03:44:15, 03:44:45,30
Guidance on the type of analysis carried out at a regional level is provided later in paragraph D.4.
D.1.3 ANSP Data Analysis

ANSP should at minimum perform a monthly analysis of CPDLC RCP and ADS-C latency data to
provide adequate system performance monitoring. This monitoring is aimed at both verifying system
performance against the standards; and continuous performance improvement by detecting where specific
aircraft or fleets are not meeting the performance standards so that remedial actions can be initiated to
improve performance.
It is recommended that a graphical analysis of the performance data is completed and the following
sections illustrate the type of analysis that can carried out at an ANSP level on the actual performance of
the CPDLC and ADS applications via the different communications media.
D.1.3.1 CPDLC analysis
Editor’s note 7. — PR - Under Development. The main aim of the CPDLC and ADS analysis sections
will be to provide examples of the type of analysis that can be made at an ANSP level.
D.1.3.2 ADS analysis
Editor’s note 8. — PR - Under Development.
D.1.3.3 Data Filtering
Editor’s note 9. — PR - Under Development. The main aim of the data filtering section will be to
discuss issues regarding filtering including guidance on how to manage this. Main issue is filtering
delayed reports occurring during known periods of CSP outage.

D.2 CSP data collection and analysis
Editor’s note 10. — PR - Under Development. I do see a place for this and will coordinate with CSP’s
to get their thoughts. Identification of bad tails and advice of these to the regional CRA is one area where
this might be useful. We may run into confidentiality issues – but will see what falls out.
D.3 Problem reporting and resolution
Editor’s note 11. — PR - Under Development. From existing FOM/NAT material. FOM 3.6 and NAT
13.6 and ASIA/PAC guidance Material. Develop a problem reporting form that can be adapted for online
use. Should fit the concept of a regional problem databases and their aggregation into a readily
accessible global database in this section. This is a significant shortfall in current monitoring. Suggest we
rationalize existing regional guidance material into this section to avoid duplication. The NAT material
was developed from the ASIA/PAC end-to-end monitoring document which is not in the FOM.
D.4 Regional/global analysis
Editor’s note 12. — PR - Under Development. Section will provide guidance on the specific types of
monitoring that should be done at a regional level and global level? Include importance of inter-regional
communication in order to aggregate to a global performance. So open for discussion is how/where to
best achieve this?

Global Operational Data Link Document (GOLD) E-1
Appendix E Regional/State-specific information (Tom)
E.1 Regional and/or State information

The following table lists the flight information regions (FIRs) where data link service is provided and
indicates AFN address, ATSU ACARS Address, coordinating group, CPDLC Contact or Monitor
message requirements and position reporting requirements.
Flight AFN ATSU Coord CPDLC Position

Information FMC WPR address ACARS Group Contact or reporting
CPDLC
Region Address Monitor requirements

ADS-C
(FIR) message
requirements
Gander O O O CZQX NAT
FIG
Shanwick O O O EGGX NAT
FIG
Reykjavik O O O BIRD NAT
FIG
Santa Maria O O O LPPO NAT
FIG
Bodø N O O ENOB NAT
FIG
New York O O N KZWY NAT
FIG
Accral
Algeria
Anchorage O O PAZA ANCXFXA IPACG CONTACT Initial CPDLC
Oceanic FIT PAZA CENTER position report at
[frequency] FIR boundary,
then ADS-C
reporting only.
Antananarivo FMMM
(Madagascar)
Atlantico
Auckland O O O NZZO AKLCDYA ISPACG MONITOR Initial CPDLC
Oceanic FIT NZZO CENTER position report at
then ADS-C
reporting only.
Bahrain

E-2 Global Operational Data Link Document (GOLD)
FMC WPR
Information address ACARS Group Contact or reporting
CPDLC
ADS-C
(FIR) message
requirements
Brisbane O O YBBB BNECAYA ISPACG MONITOR Initial CPDLC
FIT BRISBANE position report at
CENTER FIR boundary,
[frequency] then ADS-C
reporting only.
Canarias
Casablanca
Colombo T T CPDLC position
report at each
waypoint.
Currently trialing
ADS-C and
CPDLC.
Primary
communication
via voice. Full
HF reporting still
required.
Dakar
Oceanic
Egypt
Emirates
Fukuoka O O RJJJ FUKJJYA IPACG CONTACT Initial CPDLC
FIT TOKYO position report at
reporting only.
Honiara YBBB BNECAYA
India
Indonesia
Iraq
Johannesburg O O FAJO JNBCAYA Initial CPDLC
Oceanic position report at
FIR boundary,
then ADS-C
reporting only.
Jordan
Kuwait

FMC WPR
CPDLC
ADS-C
(FIR) message
requirements
Lebanon
Libya
Lisbon
Luanda
Malaysia
Mauritius O O FIMM Initial CPDLC
position report at
FIR boundary,
then ADS-C
reporting only.
Melbourne O O YMMM MELCAYA ISPACG MONITOR Initial CPDLC
FIT MELBOURNE position report at
reporting only.
Morocco
Myanmar
Nadi O O NFFF NANCDYA ISPACG MONITOR Initial CPDLC
FIT NFFF CENTER position report at
then ADS-C
reporting only.
Nauru YBBB BNECAYA MONITOR
BRISBANE
CENTER
[frequency]
Oakland O O KZAK OAKODYA IPACG CONTACT Initial CPDLC
FIT KSFO CENTER position report at
ISPACG [frequency] FIR boundary,
FIT KSFO (San then ADS-C
Francisco reporting only.
Radio) will
provide all
primary and
secondary HF
frequencies, and
HF transfer
points along the
route of flight.

FMC WPR
CPDLC
ADS-C
(FIR) message
requirements
Oman
Palestinian
Gaza
Qatar
Sal
Saudi Arabia
Seychelles FSSS
Singapore
Sudan
Syria
Tahiti O O NTTT PPTCDYA ISPACG CONTACT Initial CPDLC
FIT NTTT CENTER position report at
A SELCAL then ADS-C
check is reporting only.
required.
Thailand
Tunisia
Yemen

The following table provides contact information.
Coordinating group, Interoperability Contact information

Team, Implementation Group, CRA,
or CRASA
North Atlantic Future Air Navigation Tim Murphy
System Implementation Group (NAT Team Leader, Engineering Operations Support
FIG) Phone +44 1292 692 772
FANS Central Monitoring Agency Fax +44 1292 692 640
Email tim.murphy@nats.co.uk
North Atlantic Future Air Navigation Elkhan Nahmadov
System Implementation Group (NAT Phone +33 1 4641 8529
FIG) Fax +33 1 4641 8500
ICAO Email icaoeurnat@paris.icao.int
North Atlantic Future Air Navigation Robert Simpson
System Implementation Group (NAT Operational System Requirements
FIG) Phone +1(709) 651 5215
Operations Fax +1(709) 651 5235
Email simpsonr@navcanada.ca
North Atlantic Future Air Navigation Tim Murphy
System Implementation Group (NAT Team Leader, Engineering Operations Support
FIG) Phone +44 1292 692 772
Engineering Fax +44 1292 692 640
Email tim.murphy@nats.co.uk
North Atlantic Future Air Navigation Pete Grogan
System Implementation Group (NAT Phone (410) 266-2344
FIG) Fax
Operators using ARINC as their CSP Email PGROGAN@arinc.com
contact
North Atlantic Future Air Navigation Kathleen Kearns
System Implementation Group (NAT Manager, AIRCOM ATC Business, North America
FIG) Phone: (703) 491-0661
Operators using SITA as their CSP Fax: (703) 491-0662
contact e-Mail: Kathleen.Kearns@sita.aero
North Atlantic Future Air Navigation Iain C. Brown
System Implementation Group (NAT Room G.06
FIG) ScOACC
Document Management - NAT GM Atlantic House
Sherwood Road
Prestwick
Ayrshire
KA9 2NR
United Kingdom
Email Iain.Brown@nats.co.uk


or CRASA
Informal Pacific ATC Coordinating Reed B. Sladen, IPACG/FIT Co-chair
Group (IPACG) Program Operations Field Manager
Oakland Air Route Traffic Control Centers
Central Reporting Agency (CRA) Federal Aviation Administration (FAA)
Tel: +1 510 745 3328
Fax: +1 510 745 3826
USA Email: reed.b.sladen@faa.gov
IPACG (CRASA) Gordon Sandell
Avionic Engineering
USA The Boeing Company
P.O. Box 3707, MC 02-98
Seattle, WA 98124-2207 – USA
Fax: +1 425 707 5052
Tel: +1 425 342 4906
EM: gordon.r.sandell@boeing.com
IPACG Takahiro Morishima, IPACG/FIT Co-chair
Special Assistant to the Director, ATS Systems Planning
CRA Division,
ATS Department, Japan Civil Aviation Bureau (JCAB)
Ministry of Land, Infrastructure, Transport and Tourism
Japan Tel: +81 3 5253 8739
Fax: +81 3 5253 1663
Email: morishima-t2zg@mlit.go.jp
IPACG (CRASA) Masahisa Hayashi
JCAB CRASA
Japan K-1 Building, 3rd floor,
1-6-6 Haneda Airport, Ota-ku,
Tokyo 144-0041 – JAPAN
Fax: +81-3-3747-1231
Tel: +81-3-3747-1231
EM: CRASA@cra-japan.org
Informal South Pacific ATC Paul Radford
Coordinating Group (ISPACG) Manager Oceanic Systems
Airways New Zealand
Tel: +64 9 256 8078
Fax: +64 9 275 3106
Email: paul.radford@airways.co.nz


or CRASA
ISPACG Central Reporting Agency Brad D. Cornell
(CRA) and CRASA 787 Flight Crew Operations
The Boeing Company
P.O. Box 3707, MS 02-JH
SEATTLE, WA 98124-2207 – USA
Fax: 425 294-1076
EM: bradley.d.cornell@boeing.com
SITA: FMCBOCR
Tel: 425-294-6520
ISPACG Central Reporting Agency Suzie NESS
(CRA) and CRASA FMS
The Boeing Company
P.O. Box 3707, MS 02-RP
SEATTLE, WA 98124-2207 – USA
Fax: 425 342-6078
EM: suzie.ness@boeing.com
SITA: FMCBOCR
Tel: 425-342-6803
Informal Indian Ocean Coordinating Doug Scott
Group (IIOCG) Upper Airspace Services Manager
Airservices Australia
Tel: +61 7 3866 3366
Fax: +61 7 3866 3257
Email: doug.scott@airservicesaustralia.com
Bay of Bengal (BOB) Brad D. Cornell
Air Traffic Management Services
The Boeing Company
Tel: +1 425 266 8206
Email: bradley.d.cornell@boeing.com
South Atlantic Air Traffic Services Johnny Smit, SAT/FIT Focal Point
(SAT) Tel: +27 11 928 6526
Fax: +27 11 395 1045
Central Reporting Agency (CRA) Email: johnnys@atns.co.za
Arab Civil Aviation Commission Akhil Sharma, ACAC/FIT Chair
(ACAC) Director, Aircom Service Development
SITA
Tel: +44 0208 756 8339
Fax: +44 0208 756 8001
Southeast Asia ATS Coordination
Group (SEACG)


or CRASA
FOM Editor Tom Kraft, Chief Scientific & Technical Advisor for
Aeronautical Communications
Aviation Safety (AVS)
Federal Aviation Administration (FAA)
Tel: +1 202 369 2168
Fax: +1 425 917 6590
Email: tom.kraft@faa.gov
E.2 Regional and/or State differences
Editor’s note 13. — TK - This section of the Appendix D is reserved for Regional and/or State
differences still to be determined.
In addition to the items listed in paragraph 3.1.2.1.1, the AFN Logon will be rejected if a flight logs on
more than 30 minutes before the Reykjavik boundary when entering from a domestic FIR.

Global Operational Data Link Document (GOLD) F-1
Appendix F Operator/aircraft specific information (Gordon)
F.1 Verifying registration number
A330-A340
On Airbus aircraft, the pilot could not initially change the registration number provided by the avionics.
This will be possible in the second version of ATSU, and this change will then be reflected in the
FN_CON message.
B747-400 (up to Load 14)
On the B747-400 aircraft, the pilot cannot change the registration number in the FN_CON message.
This number is provided by the avionics.
B747-400 (Load 15)/B777 / B757/B767 / B717 / MD90 / MD10 / MD11
These aircraft do not have an essential data source for this datum, which means that the pilot must
verify that the registration number is correct.
F.2 CPDLC connection requests
A330-A340
B747-400 / B777 / B757-B767 / B717 / MD90 / MD10 / MD11

The only CONNECTION REQUEST message processed normally by FANS 1 is the first
CONNECTION REQUEST following an AFN logon (i.e., an AFN logon initiated when no CPDLC
connection exists).
If the CPDLC connection in the avionics is not terminated, and a new AFN logon transmitted, before
sending the new CONNECTION REQUEST message any subsequent CONNECTION REQUEST
messages received from that ATSU are processed, however they have no effect on the “active”
connection (i.e. the avionics is not informed of an ATS system shutdown and will therefore consider
that the original connection is still active).
The avionics will not accept a connection if the AFN logon is initiated manually by the pilot while
another connection was active, even if the active connection is terminated before the connection from
the new ATSU is received
F.3 Flight crew display:- response and acknowledgement
A330-A340
In response to an uplink message that requires a closure response (WILCO, ROGER, AFFIRM,
UNABLE, NEGATIVE), the pilot is presented with prompts corresponding to the closure responses
required by DO-219 for the specific uplink message. EG prompts presented upon receipt of an uplink
clearance are WILCO, UNABLE, and STANDBY.

F-2 Global Operational Data Link Document (GOLD)
B747-400 / B777 / B757-B767 / B717 / MD90 / MD10 / MD11

In response to an uplink message that requires a response element (WILCO, ROGER, AFFIRM,
UNABLE or NEGATIVE), the pilot is presented with two prompts (Accept and Reject).
If the correct response to the uplink message is affirmative (WILCO, ROGER, or AFFIRM), then the
pilot will select the Accept prompt.
If the correct response to the uplink message is negative (UNABLE or NEGATIVE), then the pilot will
select the Reject prompt.
When the pilot selects either the Accept or the Reject prompt, the FANS 1 automatically transmits the
correct response (WILCO, ROGER, AFFIRM, UNABLE, or NEGATIVE) for the corresponding
message.
On the FANS 1 equipped aircraft, the pilot cannot add any other element to a positive response.
F.4 FMS processing of waypoints
A330-A340
The FMS cannot distinguish between ATC mandatory waypoints and waypoints inserted by the pilot.
However, the pilot can over-write any avionics-determined default data contained in reports and confirm
messages.
B747-400
The FMCs on Boeing aircraft do not distinguish between ATC mandatory waypoints and FMC
sequenced waypoints for position reports. Additionally, the FANS 1 of the B747-400 aircraft does not
permit the pilot to overwrite the FMC-determined default “reported waypoint” position in downlink DM
45 - REPORTED WAYPOINT. However, the FANS 1 of the B747-400 aircraft does allow the pilot to
overwrite the FMC-determined default time (in particular, in response to uplink UM 138 -CONFIRM
TIME OVER REPORTED WAYPOINT).
Non-use of uplink UM 139 for B747-400 aircraft
The uplink message UM 139 - Confirm reported waypoint should not be sent to B747-400 aircraft.
B777 / B757-B767 / B717 / MD90 / MD10 / MD11
The FMCs on Boeing aircraft do not distinguish between ATC mandatory waypoints and FMC
sequenced waypoints for position reports. However, the FANS 1 of these aircraft will allow the pilot to
overwrite the FMC-determined default “reported waypoint” position and time (Downlink element DM
45).
F.5 Multiple request messages
A330-A340
There is no network acknowledgement timer on Airbus aircraft for the establishment of a connection.
Once CPDLC is established, there is a timer which is currently set at 2 minutes.
B747-400
If the network acknowledgement to a downlink message is not received by the B747-400 aircraft’s
ACARS MU within a time period set in the Navigation Database or Operational Program Configuration

(OPC) file, the FANS 1 closes the message and an alert is triggered to the pilot. This alert may prompt
the pilot to re-send the message. The timer value was 2 minutes up to Load 14, but will be set to 5
minutes with the introduction of Load 15. If a second message is identical to the first, but with a
different identification number, and both messages have been received and responded to by the
controller the avionics will only recognize the reference number of the second message. The first
message is considered by the avionics to have been unsuccessful.
In reply to the controller’s response to the first message, the avionics will send an INVALID
REFERENCE NUMBER ERROR.
The controller’s response to the second message will be processed normally.
In this case, if the controller ignores the first message, the connections to both ATS systems will not be
lost when an End Service message is received on board the aircraft.
B757-B767 / B717 / MD90 / MD10 / MD11
When the network acknowledgement timer expires, it just “unlocks” the request pages, so that the pilot
will be able to send another one. The time at which the network acknowledgement timer expires can be
set in the Operational Program Configuration (OPC) file in the FMS. Currently, the value is set to 5
minutes.
B777
This network acknowledgement timer does not apply to the B777.
F.6 Waypoint sequencing
A330-A340
Waypoint sequencing will only occur when the aircraft is within 7 NM of the flight plan track (as
modified by any parallel offset that may have been entered). Therefore ADS-C waypoint change event
reports and armed REPORT PASSING messages will not be transmitted automatically when the aircraft
is outside these limits.
B747-400 / B757-B767 / B777 / MD90
B717 / MD10 / MD11

F.7 Network acknowledgement timer
B747-400
The B747-400 FMC has a network acknowledgement timer as described in section 6.6.2A.i. of the
Reference 1 ATS SR&O. If the network acknowledgement to a downlink message is not received before
the timer expires, the flight crew is alerted and may assume that the message has not been sent. Once
back “IN COMM” the ACARS MU will transmit any “queued” messages.
F.8 Open uplinks at time of transfer of communications
B747-400 (Load 15)

If there are OPEN uplinks in the Boeing B747-400 FMC's ATC LOG when the Current Data Authority
initiates transfer of communication to the Next Data Authority, the FMC will allow transfer to the Next
Data Authority (i.e. The FMC will not disconnect the next data authority). This allows a smooth
transfer to the next Flight Information Region if there are open uplinks at the time of transfer.
F.9 Offset using the FMS
When a pilot is flying an FMS offset, the Airbus and Boeing parameters previously mentioned (7 NM
and 21 NM respectively) are not an issue as all flight plan waypoints will be sequenced by the FMS
without taking into account the offset distance being flown. However, when an offset is executed using
the FMS, Boeing aircraft and Airbus aircraft will transmit intent and predicted route information as
follows:
A330-A340
The Intent and Predicted Route Group information is projected along the offset route.
B747-400 / B777 / B757-B767 / B717 / MD90 / MD10 / MD11
The Predicted Route Group when flying an FMS offset is always along the offset route.
The projection of intent information currently depends on the aircraft type, and the version of software
is installed as defined below:
B747-400 - Load 14 and before, towards the next FMS waypoint. Load 15 and after, along the offset
path.
B757/B767 - Pegasus 99 and before, towards the next FMS waypoint. Pegasus 2000 and after, along the
offset path.
B777 - Block Point 98, towards the next FMS waypoint. Block Point 99 and after, along the offset path.
MD90 - 920 FMS, towards the next FMS waypoint. 921 FMS and after, along the offset path.
MD10 / MD11 / B717 - Always along the offset path.

F.10 Duplicate uplink messages
B747-400 (Load 15)

If the Boeing B747-400 FMC receives an uplink message that is an exact duplicate of a previously
received uplink message, the FMC will discard the duplicate message. This prevents the display of the
INVALID ATC UPLINK scratch pad message which would otherwise be displayed when a duplicate
uplink is received
Note.— Duplicate messages are an unavoidable characteristic of the data link environment.
F.11 Variable constraints
Airbus
Airbus does not support a <space> within a [unitname].
F.12 ADS-C emergency report interval default
If a periodic contract is active, the emergency reports will be transmitted at the existing periodic rate.
Airbus
Otherwise, the rate will default to 64 seconds.
Boeing
Otherwise, the rate will default to 304 seconds.
F.13 Delayed uplink messages
Airbus
For Airbus aircraft entering a FIR, this function should automatically be re-set to OFF whenever the
current data authority changes to a ATSU.
a) It is possible a flight crew may set a maximum delay value, even if not instructed to do so. In
this case, the avionics will reject uplink messages that are received after the maximum delay time.
b) The flight crew will not see such messages. If such a message is rejected, the ATSU will
receive the following downlink message: INVALID DATA UPLINK DELAYED IN NETWORK AND
REJECTED RESEND OR CONTACT BY VOICE. This message will include a link to the delayed
uplink message.
c) If an ATSU receives the above downlink, the following free text message should be sent: SET
MAX UPLINK DELAY VALUE TO 999 SEC. This will minimise the possibility of subsequent uplink
messages being rejected. If this message is also rejected, the instruction should be provided via voice.
d) The delayed uplink may be re-sent or the flight contacted via voice, at the controller’s
discretion.

Boeing
For most Boeing aircraft entering a FIR, this function should be automatically be set to OFF with the
following exceptions:
a) Boeing 777 (AIMS 1 and AIMS 2) aircraft have a default maximum delay value of 360
seconds;
b) all Boeing aircraft whose CPDLC connection has been transferred in accordance with xxx to
xxx will maintain any maximum delay value enabled during the previous CPDLC connection;
c) Boeing 777 (AIMS 1 and AIMS 2) aircraft will maintain the last maximum delay value
enabled during any previous CPDLC connection, until the aircraft has landed; and
d) it is possible the flight crew may set a maximum delay value, even if not instructed to do so.
For Boeing aircraft with this function ON, uplink messages received after the maximum delay time will
be displayed to the flight crew, beneath the following text: UPLINK DELAY EXCEEDED.
a) In the event a CPDLC uplink is received with the notation UPLINK DELAY EXCEEDED,
the flight crew should:
1) REJECT the message (sends a NEGATIVE or UNABLE response);
2) advise, via voice, “DELAYED CPDLC MESSAGE RECEIVED”; and
3) request verification of ATC intent.
Note.— This paragraph is applicable only to Boeing aircraft for which the CODKC latency time
function has been implemented - 777 AIMS 1 BP-03, 777 AIMS 2, 777 BP05, 737-600, 700, 800 & 900,
747-400 (Pegasus 3), 757 (Pegasus 3) and 767 (Pegasus 3).
b) In the event a CPDLC uplink is received with the notation UPLINK DELAY EXCEEDED,
and the flight crew is unable to establish voice contact, they should:
1) REJECT the message (this sends a NEGATIVE or UNABLE response); and
2) send the following free text message: DELAYED CPDLC MESSAGE RECEIVED; or
3) (for Boeing 777 aircraft) include the following reject reason: NOT CONSISTENT,
PLEASE RE-SEND.

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ATM/AIS/SAR/SG/19−WP/17

International Civil Aviation Organization

GLOBAL OPERATIONAL DATA LINK DOCUMENT (GOLD) UPDATE

(Presented by the Secretariat)

This paper relates to

Global Plan Initiatives:

Establishing the GOLD Ad Hoc Working Group

2.1 ICAO headquarters secretariat supports the work and Points-of-Contact

Work program and Terms of Reference

a) Takes account of ICAO provisions;

b) Bases work on:

1) Guidance Material for ATS Data Link Services in North Atlantic

3) RTCA DO-306/EUROCAE ED-122, Oceanic Safety and

c) Harmonizes procedures globally;

d) Provides performance specifications and guidance material for:

1) Communication – Required Communication Performance (RCP)

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

e) Includes guidelines and requirements for:

1) Qualification/eligibility of aircraft data link equipage, aircraft

f) Identifies regional differences only as absolutely necessary; and

g) Enables planning and implementation regional groups to globally adopt the

Status of the GOLD

2. Overview of data link operations (TBD)

3. Administrative provisions for data link (14)

Service provision (7)

4. Operating procedures (62)

CPDLC & ADS-C connection management (17)

a) 17-18 November 2008 – GOLD Ad Hoc WG #1 (London) – Done

b) January 2009 – complete initial draft of GOLD – V0.4 Done

c) 2-6 March 2009 – NAT FIG Update (Savannah, GA) – Done

d) 23-27 March 2009 – ISPACG Update (Santiago, Chile) – Done

e) 27 April – 8 May 2009 – OPLINKP Update (Montreal, Canada) – Note: the

f) 18-22 May 2009 – IPACG Update (Seattle, WA) - Done

g) 1-5 June 2009 - GOLD Ad Hoc WG #2 (Los Angeles) - Done

h) September 2009 – coordination draft GOLD for broad review

3. ACTION BY THE MEETING

3.1 The meeting is invited to:

a) note the information in this paper,

c) provide feedback on GOLD Version 0.43 to the Regional Office by 14 August

Working Draft (for internal use only)

Prepared by the GOLD Ad Hoc Working Group

Version 0.4.3 — 14-Jun-09 ii GOLD

Amendment Source Subject(s) Date

GOLD iii Version 0.4.3 — 14-Jun-09

Version 0.4.3 — 14-Jun-09 iv GOLD

GOLD v Version 0.4.3 — 14-Jun-09

FOREWORD (Chris) ............................................................................................................................ ix

Chapter 1. Definitions (Tom) ............................................................................................................9

Chapter 2. Overview of data link operations (Adam) ....................................................................9

vi Version 0.4.3 — 14-Jun-09

Chapter 3. Administrative provisions related to data link operations (Tom) ..............................9

Chapter 4. Operating procedures (Norm/Gordon).........................................................................9

GOLD vii Version 0.4.3 — 14-Jun-09

Chapter 5. Flight crew procedures ...................................................................................................9

Version 0.4.3 — 14-Jun-09 viii GOLD

Chapter 7. State aircraft data link operations.................................................................................9

GOLD ix Version 0.4.3 — 14-Jun-09

Version 0.4.3 — 14-Jun-09 x GOLD

Appendix B RCP specifications (Tom)...............................................................................................9

Appendix C Surveillance performance specifications (Tom) ...........................................................9

Appendix D Post-implementation monitoring and analysis .............................................................9

GOLD xi Version 0.4.3 — 14-Jun-09

Appendix E Regional/State-specific information (Tom)...................................................................9