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Controller Pilot Data Link Article Information

Communications (CPDLC)
Air Ground
Category:
Introduction Communication

This article gives an overview of Controller Pilot Data Link Content

SKYbrary
Communications (CPDLC). It describes the main principles, the source:
different data link services and the basics of CPDLC operations,
including related phraseology. The goal is to provide Content
EUROCONTROL
background information for understanding the safety issues control:
related to this technology.

Definition

Controller Pilot Data Link Communications (CPDLC) is a means

of communication between controller and pilot, using data
link for ATC communications. (ICAO Doc 4444: PANS-ATM)

Description

CPDLC is a two-way data-link system by which controllers can

transmit non urgent 'strategic messages to an aircraft as an
alternative to voice communications. The message is displayed
on a flight deck visual display.

The CPDLC application provides air-ground data

communication for the ATC service. It enables a number of
data link services (DLS) that provide for the exchange of
communication management and

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clearance/information/request messages which correspond to

voice phraseology employed by air traffic control procedures.

The controllers are provided with the capability to issue ATC

clearances (level assignments, lateral deviations/vectoring,
speed assignments, etc), radio frequency assignments, and
various requests for information.

The pilots are provided with the capability to respond to

messages, to request/receive clearances and information, and
to report information. A “free text” capability is also provided to
exchange information not conforming to defined formats.

The CPDLC is being globally implemented and currently is in

different implementation stages. The global communication
procedures are detailed in the ICAO Provisions: Annex 10
Volume III Part 1 Chapter 3. The CPDLC message set is
contained in ICAO Doc 4444: PANS-ATM, Annex 5.

The implementation of CPDLC for the European airspace users

operating above FL285 and ANSPs is addressed in the Data
Link Services Implementing Rule.

Data Link Services Implementing Rule

The Data Link Services Implementing Rule (DLS-IR) was

adopted on 16 January 2009 by the European Commission and
published as Regulation 29/2009 - Data link services for the
Single European Sky. The DLS-IR is legally binding and applies
directly to Air Navigation Service Providers (ANSPs) and to
Aircraft Operators.

Air navigation service providers and operators have reported

technical issues when implementing Regulation (EC) No
29/2009, particularly disconnections, known as Provider Aborts
(‘PAs’), of existing air-ground data communications enabling
the operations of data link services (‘DLS’) and which are
beyond acceptable performance levels. For that reason certain
air navigation service providers took mitigation measures,
consisting of the restriction of DLS operations to aircraft
equipped with specific avionics through so-called ‘white lists’,
so as to address potential safety impacts of those PAs in the

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operations of data link service.

At the request of the Commission, the European Aviation

Safety Agency (EASA) conducted an investigation to identify
the root cause or causes of those technical issues and to
recommend measures to address them. The investigation
revealed that the random PA occurrences could not be
attributed to a single, predictable cause but rather to a
combination of factors related to the radio frequency
environment and to the current single frequency
implementation of the data link infrastructure. It was found
that this excessive rate of random PAs causes a degradation in
the network performance potentially presenting aviation safety
risks by increasing the pilots and controllers' workload and
creating confusion leading to a loss of situational awareness.

EASA concluded in its investigation report that acceptable

data link performance levels can only be established by
deploying a multi-frequency infrastructure, which is also to be
optimised for radio frequency interference prevention. It
recommended establishing and implementing a plan of
actions to further investigate the identified technical issues
and to validate the necessary technical solutions. However,
these measures require time and EASA therefore
recommended to reconsider the date of application of
Regulation (EC) No 29/2009 and the timeframes of that
Regulation.

Therefore, particularly due to the observed technical difficulties

and shortcomings in the performance of the deployed DLS
infrastructure and their potential impact on aviation safety and
given that the necessary studies and actions to identify and
remedy them are expected to be completed during the course
of 2018, the date of application of Regulation (EC) No 29/2009
has been deferred to 5 February 2018 as stated in Regulation
310/2015 amending Regulation No 29/2009 on data link
services for the SES.

Data Link Services

The following data link services are available:

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Data Link Initiation Capability (DLIC) – this service provides

the necessary information to make data link
communications possible between an ATSU and aircraft. The
DLIC service is executed prior to the first use of any other
data link application.
ATC Communications Management Service (ACM) – this
service provides automated assistance to flight crew and
controllers for the transfer of ATC communications (voice and
CPDLC).
ATC Clearances Service (ACL) – this service allows flight
crews and controllers to conduct operational exchanges –
flight crews can send requests and reports and controllers
can issue clearances, instructions and notifications.
ATC Microphone Check Service (AMC) – this service allows
controllers to send an instruction to all CPDLC capable
aircraft on a given frequency (at the same time) to verify that
their voice communication equipment is not blocking a
given voice channel.
Departure Clearance (DCL) - this service provides
automated assistance for requesting and delivering
departure clearances to aircraft.
Downstream Clearance Service (DSC) - this service is
provided for flight crews who are required to request and
obtain clearances from ATS units that are not yet in control of
the aircraft when they cannot get the clearance information
via the current ATS unit through unit to unit coordination.

The DLS-IR mandated the implementation of the the first four

services only, notably DLIC, ACM, ACL and AMC.

Expected Benefits of CPDLC

Less communication on the ATC frequency;

Increased sector capacities;
More pilot requests can be dealt with simultaneously;
Reduced probability of miscommunication (e.g. due call sign
confusion);
Safer frequency changes, hence fewer loss of
communication events.

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Main Principles of CPDLC Exchange

The following underlying principles are applicable to the use of

CPDLC:

Voice and data link shall co-exist as a means of ATS

communication. Implementation of CPDLC is intended as a
supplementary means of communication to the use of voice
communication.
CPDLC shall only be used in the context of non-time-critical
communications. Time-criticality is mainly determined by
the following factors: ATC traffic situation, end-to-end
performance (systems and flight crew/controller response
time) and recovery time. Users should be aware that while a
voice response is generally expected in a few seconds the
latency of CPDLC is usually much longer (up to several
minutes).
The decision to use either voice or CPDLC shall be at the
discretion of the controller and/or pilot involved.
The provisions regarding the use of CPDLC shall respect the
following standard as provided in ICAO Annex 11, Chapter 3,
par. 3.5.1: “A controlled flight shall be under the control of only
one air traffic control unit at any given time”.

CPDLC Operations

Flight planning. Operators of CPDLC capable aircraft shall

insert the letter J and a corresponding number (1 for ATN VDL
mode 2, 2-7 for different FANS implementations) in Item 10 and
COM/CPDLC in Item 18 of the ICAO flight plan form. More than
one of these can be inserted depending on the aircraft
equipment (e.g. J1J2 means the aircraft is equipped with both
ATN VDL mode 2 and FANS 1/A HFDL).

Transfer of CPDLC. If an aircraft is transferred from an ATS unit

where CPDLC is not available to an ATS unit where CPDLC is
available, the aircraft uses DLIC to log on to the unit that is
CPDLC equipped. The procedures and timings are detailed in
the respective AIP.

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If both adjacent ATS units are using CPDLC the transfer of

voice communications and CPDLC commences concurrently.
The transferring unit being the Current data authority (CDA)
designates the receiving unit as Next data authority (NDA). The
purpose of this designation is to reduce the possibility of
logging on to an improper data authority (which is equivalent
to switching to the wrong radio frequency in voice
communications).

If an aircraft is transferred from an ATS unit where CPDLC is

available to an ATS unit where CPDLC is not available, CPDLC
termination commences concurrent with the transfer of voice
communications.

Use of CPDLC. The extent to which CPDLC can replace voice

communications is largely subject to local implementation
choices. Although the technology allows a wide array of
complex messages the most commonly used are:

Change of SSR code;

Transfer of control and communication;
ATC clearances (e.g. level changes, vectoring, direct routing,
speed control) that are not time-critical;
Response to aircraft CPDLC requests;

CPDLC message composition.The messages are composed in

standard format, in plain language or in abbreviations and
codes, as prescribed in Annex 10, paragraph 3.7. Plain language
should be avoided when the length of the text can be reduced
by using appropriate abbreviations and codes. Nonessential
words and phrases, such as expressions of politeness, are not to
be used. Sets of mandatory and optional uplink (ground-to-air)
and downlink (air-to-ground) messages have been developed
for each data link service. It is therefore possible that either the
airborne or the ground system supports a larger array of
messages. Proper handling of unsupported messages (e.g.
responding with appropriate error messages) is an essential
part of CPDLC system development and implementation.

CPDLC messages can be single element or multi-element. A

maximum of 7 elements in one message is allowed according

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to ICAO ATN SARPs and the EUROCAE-Document ED-110B.

Systems compliant to the EUROCONTROL
Specification [1] should allow downlink messages, containing
maximum 2 elements.

Example of a single element message: CLIMB TO [level].

Example of a multi-element message: CLIMB TO [level],

CLIMB AT [vertical rate] MINIMUM.'

A single element message response to a multi-element

message applies to all message elements. If any part of a
multi-element message cannot be complied with, the pilot
shall send an “UNABLE” response for the whole message
(which means that the pilot will not comply with any of the
message elements). This could result in an unnecessarily
prolonged communication exchange. Therefore the use of
messages with multiple elements should be avoided where
possible. They should be used when it is necessary to execute
the set of clearances or instructions in its entirety (dependent
clearances).

Only one open dialogue of the same type with the same
aircraft at any given time is allowed. The possible types are:

Horizontal profile;
Vertical profile;
Speed;
SSR code.

Examples:

It is possible to have open dialogues for a speed

restriction and a level change with one aircraft at the same
time.

It is not possible to have open dialogues for a heading and

a direct route with one aircraft at the same time.

Reverting from CPDLC to Voice

Usually when a controller or pilot communicates via CPDLC,

the response should be via CPDLC. When a controller or pilot

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communicates via voice, the response should be via voice. The

following circumstances describe potential situations where
the air ground communications should revert to voice:

When it is required to clarify the meaning or the intent of any

unexpected, inappropriate or ambiguous CPDLC message;
When it is necessary to ensure the timely execution of an
instruction issued by CPDLC;
When corrective actions are required with respect to
unintended messages that have been sent using CPDLC;
When a system generates a time-out or an error for a CPDLC
message.

CPDLC Related Phraseology

When voice communication is used to correct a CPDLC

message the following phrase is used:

(call sign) DISREGARD CPDLC (message content or type)

MESSAGE, BREAK, (corrected message).

Example: BTD123 DISREGARD CPDLC CLIMB MESSAGE,

BREAK, CLIMB FLIGHT LEVEL 310.

When receiving an alert for a single CPDLC message failure,

the controller or pilot either confirms via voice the actions
that will be undertaken with respect to the related dialogue,
prefacing the information with the phrase '“CPDLC
MESSAGE FAILURE” or uses CPDLC to reissue the message
that failed.
When receiving an alert that CPDLC has failed the controller
or pilot should revert to voice, and inform the other side
using the phrase “CPDLC FAILURE”.
In case of a complete CPDLC ground system failure the
controller should use a general call: ALL STATIONS CPDLC
FAILURE (unit name).
When a controller requires all stations or a specific flight to
avoid sending CPDLC requests for a limited period of time,
the following phrase shall be used: ((call sign) or ALL
STATIONS) STOP SENDING CPDLC REQUESTS [UNTIL

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ADVISED] [(reason)]
The resumption of the normal use of CPDLC shall be advised
by using the following phrase: ((call sign) or ALL STATIONS)
RESUME NORMAL CPDLC OPERATIONS

FEEDBACK
Related Articles

CPDLC General Safety Considerations

CPDLC Incorrect Call Sign on Log-on
Impact of Space Weather on Aviation
CPDLC (SKYclip)

Further Reading

ICAO

ICAO Global Operational Data Link (GOLD) Manual, unedited

advance edition, 2016
ICAO Annex 10 Volume III Part 1 Chapter 3.
ICAO Doc 4444: PANS-ATM, Chapter 14 and Annex 5.

European Commission

Regulation 29/2009 - Data link services for the Single

European Sky
Commission Implementing Regulation (EU) 2015/310 of 26
February 2015 amending Regulation (EC) No 29/2009 laying
down requirements on data link services for the single
European sky and repealing Implementing Regulation (EU)
No 441/2014

EUROCONTROL

ATC Data Link Operational Guidance for LINK 2000+ Services

Datalink portal

FAA

FAA Advisory Circular 90-117, October 2017

References

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1. ^ EUROCONTROL Specification on Data Link Services,

Edition 2.1, January 2009.

Categories: Air Ground Communication

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