Dllesson Plan Information Sheet

Data Link Version: 1.01

DLlesson plan information sheet

Sponsor / Training Policy / Training Provider
AFS-400 / AFS-540 / AMA-240
Course # & Name: / 21000088, Oceanic and International Operations
Lesson Title & Tag: / Data Link (DL)
Lesson Number: / 16
Version: / 1.01
Version Date: / 4/3/2013
Duration (includes breaks): / 2 hours and 15 minutes

Lesson Overview:

This lesson describes what Data Link is, how it works, and the Data Link guidance materials, as well as the different types of systems and the benefits of using Data Link. Also, the basic functionality of Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance – Contract (ADS-C) is addressed.

Visuals:

SL-01-DL to SL-43-DL

Handouts & Practice Exercises:

Training Aids:

Markers, eraser, laser pointer, white board/flip chart

Other Pertinent Information:

ATO Data Link web site: http://www.faa.gov/about/office_org/headquarters_offices/ato/
service_units/enroute/oceanic/data_link/
Data Link Approval Checklist: http://www.faa.gov/about/office_org/headquarters_offices/ato/
service_units/enroute/oceanic/data_link/
ICAO Paris web site: http://www.paris.icao.int/

Computer File Names:

Lesson Plan: / LP16-DL.doc
PowerPoint Presentation: / SL16-DL.ppt
Participant Notes: / PN16-DL.doc
Handouts & Exercises:
Other Files:

Instructor References (as revised):

Regulations
· 
Orders
·  FAA Order 8900.1, Vol. 3, Chapter 18, Operations Specifications – General / ACs
·  AC 120-70 – Operational Authorization Process for Use of Data Link Communication System (as amended)
Other Documents
·  OpSpec A056 – Data Link Communications
·  Radio Technical Commission for Aeronautics (RTCA) RTCA DO-306
·  Radio Technical Commission for Aeronautics (RTCA) RTCA DO-240
·  Oceanic Errors Safety Bulletin (OESB) (as amended)
·  Gulfstream Internal Form for monitoring and resolving Data Link problems
·  Global Operational Data Link Document (GOLD) (as amended)
·  Kirkland-Duncan Letter
·  ICAO
·  Annex 6 Operation of Aircraft (as amended)
·  Annex 10 Aeronautical Telecommunications (as amended)
·  Procedures for Air Navigation Services Air Traffic Management (ICAO 4444 PANS ATM) (as amended)
·  ICAO Doc 7030 – Regional Supplementary Procedures (as amended)

21000088 – Oceanic and International Operations Lesson Plan

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FOR TRAINING PURPOSES ONLY

Data Link Version: 1.01

Document Revision History

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

21000088 – Oceanic and International Operations Lesson Plan

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FOR TRAINING PURPOSES ONLY

Data Link Version: 1.01

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21000088 – Oceanic and International Operations Lesson Plan

Page 4 of 14

FOR TRAINING PURPOSES ONLY

Data Link Version: 1.01

PROMPTS / CONTENT / NOTES /

I.  Introduction

SL-1-DL

A.  Review

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

B.  Motivation

To be able to correctly and consistently issue Operations Specifications (OpSpecs), Management Specifications (MSpecs), and Letters of Authorization (LOAs) to operators and individuals desiring to operate in Special Areas of Operation by thoroughly understanding Data Link through consultation with the appropriate Regional NextGen SAO Specialist. / 4/3/2013

C.  Objectives

SL-2-DL
Participants will be able to:
ì / ·  Define data link
·  Explain how the Data Link system works
·  List the different types of data link systems
·  Identify the benefits of using a data link system / Data Link is moving from a ground-based to space-based system.

D.  Overview

SL-3-DL
These are the first five major topics we will cover in this lesson:
·  The importance of Data Link
·  Components of a Data Link system
·  Types of Data Link systems
·  Data Link services coverage area
·  Data Link System benefits
SL-4-DL
These are five additional major topics we will cover in this lesson:
·  Data Link guidance materials
·  Air Traffic Organization (ATO) Web site on Data Link
·  Global Operational Data Link Document (GOLD)
·  Controller Pilot Data Link Communications (CPDLC)
·  Automatic Dependent Surveillance-Contract (ADS-C)
Let’s begin with discussing the importance of Data Link.

II.  Body

A.  The Importance of Data Link

SL-5-DL
Data Link usage is part of a NextGen and ICAO initiative to:
·  Move from a ground-based to a space-based system. This has a direct impact on CNS requirements and air traffic procedures
·  Provide rapid, efficient communication between the pilot, operator, and Air Traffic Controller (ATC) via direct exchange of digital data messages between computers on the ground and computers onboard the aircraft
Now that you know why Data Link is important, let’s discuss the components that make up Data Link.

B.  Components of a Data Link System

SL-6-DL
There are many components to a Data Link system. These include satellites, Air Navigation Service Providers (ANSP), communication providers, Ground Earth Stations (GES), and Ground Automation Computers.
Examples of NAT ANSPs include Gander, Shanwick, Santa Maria, New York, and Reykjavik.
Examples of communication providers include ARINC and SITA.
GES are commercially owned and not subject to regulatory oversight.
Let’s look at some details about satellites.

1.  SATCOM Constellations

SL-7-DL
ì / Satellite systems include Inmarsat and Iridium. / 4/3/2013
Have you heard of Inmarsat or Iridium?
Which one provides better coverage?
Iridium, since it covers both the North and South poles.
Inmarsat does not work if flying in the POLAR region.
These satellite systems have different capabilities and limitations and must be considered when an SAO is requested. For example, Inmarsat is a high-orbit system, and Iridium is a low-orbit system.
ASIs should consult the Regional NextGen SAO Specialist for clarification of Inmarsat or Iridium use.

2.  Inmarsat

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

3.  Iridium

The graphic on the right is a map of the Iridium satellite constellation. Iridium uses 66 satellites in low-polar orbit. It offers total global coverage including polar areas. Iridium is owned by the U.S. Government and is operated by the Motorola Corporation under contract.
Communication is by line-of-sight from a telephone (i.e., Motorola Model 9505 hand-held unit or permanently fixed mount in a vehicle, ship or aircraft) to a satellite.
The satellite retransmits the signal to other satellites until it finds either the other satellite phone, where the call is directed, or to one of the two Iridium GES (ground earth stations).
There is a GES in Hawaii for the military and a second in Tempe, Arizona for commercial calls. From the GES, the call is routed via normal landlines to the number called. Both Inmarsat and Iridium have their own telephone country codes.

4.  ARINC Coverage Maps

SL-8-DL
ì / ARINC chart for Gulf of Mexico/WATRS area.
These are ARINC coverage maps for HF and VHF communication. They use vendor charts for their maps. The vendor charts are used with the vendor's permission as long as they are not used for actual navigation.
SL-9-DL / 4/4/2013
ATN = aeronautical telecommunications network
s
ì / Question: Can you use ATN in oceanic areas?
Answer: No. This will be discussed in greater detail in this lesson. / We only want the student to be thinking about this, we have not discussed it yet.
In the next topic we are going to discuss the different types of Data Link systems.

C.  Types of Data Link Systems

SL-10-DL
ì / ATN is VHF Data Link line of sight.
The ATC feature in the FMS is a functionality used to log onto an ATC FIR which provides Data Link service.
ACARS (VHF Data Link) is also accessed there.
ì / The Data Link systems listed here are incompatible or not interoperable. Inspectors should ensure that the Data Link system that will be used meets the compliance for the specific airspace in which the operator has requested authorization. / This is not an exhaustive list.
ì /

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

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

2.  Aeronautical Telecommunications Network (ATN)

/ .
ì / The Aeronautical Telecommunications Network connects various ground applications with corresponding air applications through air-ground subnetworks. / CPDLC via ATN is projected to be implemented in Europe 2015.
This system is exclusively used in overland areas.

3.  Link 2000+

/ Link 2000+ is expected to be delayed until 2020 and confirmation of implementation is expected in 2015.
Link 2000+ is the European Data Link system.
This system is not allowed to be used in the United States because of software incompatibility.

D.  Data Link Services Coverage Area

SL-11-DL / 4/3/2013
ì / There are global initiatives requiring greater use of Data Link capabilities. Some geographic areas will become exclusionary if an operator is not equipped with specific Data Link capabilities and has been issued appropriate authorizations. / This exclusionary airspace is usually flight-level specific.
Atlantic and Pacific oceanic areas accommodate operators that are equipped and have been issued authorizations for the use of Data Link.

E.  Data Link System Benefits

SL-12-DL
ì / CPDLC is used to communicate quickly between ATC and aircraft.
Data Link Systems provide the following benefits:
ì / ·  Less reliance on voice
·  Direct communication with controller
·  Direct communication with operator
·  Timely intervention by ATC to reduce errors
·  Reduced separation standards / Examples include: Reduced Lateral and Longitudinal Separation.
SL-13-DL
s / Question: What Data Link function would allow ATC to intervene if they detected a lateral or longitudinal oceanic error?
Answer: CPDLC.
ì / Data Link capabilities routinely provide reliable and rapid communications between the aircraft, ATC, and operational control (if applicable). / There has been some discussion among CAAs and ICAO groups about the need to retain a voice capability. Some have requested to eliminate voice requirements, but the FAA disagrees.
FAA Flight Standards has routinely supported having a voice capability in case of emergency or abnormal operations.

F.  Data Link Guidance Materials

SL-14-DL
ì / GOLD Chapter 5 Crew knowledge about CPDLC and ADS-C.
Current Data Link guidance materials include:
ì / · AC 120-70 - Operational Authorization Process For Use of Data Link Communication Systems (as amended)
· AC 120-70 (as amended) is the FAA’s source document for Data Link authorization. This AC must be reviewed when receiving an operator request for Data Link authorization (OpSpec A056).
· Global Operational Data Link Document (GOLD) (as amended) via ICAO Paris web site / 4/3/2013
Click on each link on the slide to open and review each guidance.
SL-15-DL
ì / The following documents containing data link information for oceanic operations are now obsolete:
·  NAT Data Link Guidance Material
·  FANS Operations Manual (FOM)
·  South Pacific Operations Manual (SPOM)
Recall that ICAO documents are no longer accessible via FSIMS. ASIs can access the relevant ICAO documents directly on the ICAO web site with his individual login information.
SL-16-DL
Data Link Reference Materials include:
·  ICAO Annex 6 Operation of Aircraft
·  ICAO Annex 10 Aeronautical Telecommunications, Volume 3 (ATN)
·  ICAO 4444 PANS ATM
·  ICAO Doc 7030 Regional Supplementary Procedures
These four ICAO documents contain only brief notes on Data Link.
ì
Ñ / The GOLD document should be referenced as the source document for information on Data Link for oceanic operations.
The ICAO Paris web site has FIR specific information for the use of Data Link. Airspace users are encouraged to review specific NAT OPS bulletins for this information.
SL-17-DL
s / Question: What would be the ASI’s concern if they received a request for authorization to use Data Link in an oceanic area and the package includes a reference to one or more of the following documents?
·  NAT Data Link Guidance Material
·  FANS Operations Manual (FOM)
·  South Pacific Operations Manual (SPOM)
Answer: ASIs must confirm the operator is using the most current guidance for oceanic data link operations, which is the GOLD. (Note: these three documents are obsolete)
ì / The GOLD document should be referenced as the source document for information on Data Link for oceanic operations.

G.  Air Traffic Organization (ATO)Flight Standards Web sSite on Data Link

SL-18-DL
ì
: / Select the links on the slide to access the ATO web site on Data Link via the direct link or via the RVSM web site.

H.  Controller Pilot Data Link Communications (CPDLC)

SL-19-DL
ì / Rapid and Reliable (CFR 121.99).
CPDLC provides a rapid intervention capability for ATC to prevent or minimize the duration of an oceanic error. In addition, the predetermined message sets used by crews and ATC allow requests and acknowledgements to be clearly understood.
There is the human interface of the pilot and controller.
Complaints: HF Radios are archaic, limitations based on use, and multiple people are trying to get/give position reports.
SL-20-DL
CPDLC allows rapid communication between computers on the aircraft and on the ground.
CPDLC messages are exchanged rapidly without going through a third-party operator.
CPDLC, unlike the use of HF radios, is a direct communication between ATC and one aircraft.
SL-21-DL
Reduction of flight crew input errors. The crew can downlink a complex route clearance request, which the controller can resend when approved without typing all the coordinates.
If the crew requests modification to the route, they can send a request to ATC through CPDLC. ATC will respond accordingly.
Data link technology also reduces pilot/controller workload by allowing the flight management system to automatically downlink a report, such as a waypoint crossing.
SL-22-DL
ì
Ñ / CPDLC functionality allows the flight crew to print messages.
CAUTION: Printers may not be equipped for this function since there is a potential that the CPDLC messages could be corrupted when printed. In addition, the printer used for CPDLC messages may not meet the required certification level.
CPDLC allows the autoload of specific uplink messages into the flight management system. This reduces manual input (i.e., flight crew input) errors.
If there is an exchange between ATC and the pilot, some FMS are capable of accepting clearances without the crew manually inserting the flight plan.
There will be capabilities where operational control can send flight plan routes to the aircraft due to both systems (FMS & CPDLC) being able to interface with each other. The crew will need to confirm before executing the route.
This achieves significant reduction in response time and improves weather deviation request response time.
If using HF radios, there may be difficulty getting through due to solar flares, congestion, etc. In addition, the use of HF radios requires communication through a third-party radio operator, such as ARINC, which further delays communications.
If ATC receives an alert about a crew deviating from an oceanic clearance, especially in a reduced separation environment, CPDLC capability will allow a rapid intervention to prevent an oceanic error.
SL-23-DL
Some aircraft that receive an ATC clearance for a climb have the capability for the aircraft to arm the FMS, sending a downlink message automatically to ATC that the aircraft has reached the new flight level.
SL-24-DL
s / Question: What is ADS-C?
Answer: Automatic Dependent Surveillance – Contract and this is specifically a surveillance capability.

I.  ADS-C