CPDLC Flight Crew Information

Documents reviewed by pilot crew member

a. AC 120-70B as revised
b. GOLD
c. Operator Guide to Data Link Approval (Pacific information)
d. New York CPDLC NOTAM
e. GAC AOM 2B-33-00 Air Traffic Control
f. OMS-4 FANS 1/A Operations

1. Acronyms
g. Acronyms for datalink operations are listed in the GOLD.

2. General Concepts Overview

h. Controller Pilot Data Link Communications, CPDLC, is a data link

application that allows for the direct exchange of text-based
messages between a controller and a pilot.
i. Apart from the direct link, CPDLC adds a number of other benefits
to the ATS system, such as:
i. Allowing the flight crew to print messages.
ii. Allowing the auto load of specific uplink messages into the
Flight Management System (FMS). This will reduce crew-
input errors.
iii. Allowing the crew to downlink a complex route clearance
request, which the controller can re-send when approved
without having to type a long string of coordinates.
iv. Specific uplink messages arm the FMS to automatically
downlink a report when an event, such as crossing a
waypoint, occurs. This automation assists with workload
management for the flight crew and the controller.
v. Specific downlink messages and the response to some
uplink messages will automatically update the Flight Data
Record in some ground systems.

j. CPDLC and ADS-C (Automatic Dependent Surveillance - Contract)

have a number of similarities.
i. CPDLC and ADS-C are both data link applications.
ii. In the airborne implementation they are both controlled by
the FMS.
iii. While they are separate entities, and it is possible to have
one without the other (the pilot can select ADS-C on and off
independently).
 iv. Both applications accept messages from the ground
system and return responses.
v. Both applications are capable of initiating downlink reports
based on messages from the ground system.
vi. It takes only one logon from the aircraft to allow a ground
system to connect with both applications.
vii. However, for all of the similarities, there are just as many
differences. The connections established between an
aircraft and the ground system differs for each of the
applications.

k. CPDLC uses the concept of Data Authority. There can only be two
Data Authorities, and therefore a maximum of two ATS units
connected to the aircraft for CPDLC at any one time. ADS-C, on
the other hand, does not inhabit the Data Authority world.

i. The maximum number of ADS-C connections is five, four

external (ATSU) ADS-C connections plus one internal
(AOC) connection.
ii. The CPDLC connection has built-in integrity with a number
of security mechanisms.
 Operational authorization to use FANS 1/A data link

The flight crew needs to be qualified to use FANS 1/A data link (CPDLC and
ADS-C) services in accordance with AC 120-70B as revised.

When to use voice and when to use data link

When operating within CPDLC airspace and local ATC procedures do not
conflict, CPDLC should be the primary means of communication. Voice
should be used as the backup communication medium (e.g. direct HF, third
party HF, Sat voice).

CPDLC provides for routine and non-routine communications. Depending

on the circumstances, voice may be a more appropriate means for non-
routine communications.

The response to a CPDLC message should be via CPDLC, and the

response to a voice message should be via voice. If the flight crew
receives conflicting CPDLC and voice clearance/instructions, they should
seek clarification by voice.

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.

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 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.

Logon

The Aircraft Communication Addressing and Reporting System (ACARS)

will establish a connection with the Communication Service Provider (CSP)
automatically when the system is powered. FANS 1/A uses ACARS as the
communications conduit to transmit and receive messages. However,
unlike ACARS, a FANS 1/A CPDLC connection requires a logon procedure
before a connection can be established between the aircraft and the ATSU.
The flight crew should actively initiate a CPDLC connection for ATS
service.

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 (flight ID) and tail number (aircraft registration) for
the aircraft intending to establish a connection. The ATSU uses this
information to correlate the flight number (Flight ID) and tail number
(aircraft registration) with the corresponding flight data held by the ATSU’s
Flight Data Processing System (FDPS).

The flight crew should ensure all of the following:

Preflight setup:
o Flight plan equipment codes should verify that these codes are
present in the ICAO strip: Block 10A – J, Block 10B – D, Block 18 –
DAT/SV. Block 10 A/B should read SGHIJPRWXYZ/SD.
o Down link or manually load the flight plan just as always. Do not
load any ETP/ Midpoints or non-navigation waypoints in the Flight
plan.

o Insure the correct Flight ID is entered into the TCAS details page. If
the flight plan is filed as N550GA then that should be in the Flight ID
line.

o Do Not Disable the AUTO POS reports, they should be set to: 15 Min
VHF and 15 Min, plus SAT enabled. This is located in “REPORTS” on
the CMF menu.

Logon:

o Select ATC from the NAV INDEX, this will display the ATC
LOGON/STATUS page 1/2. Verify FLT ID, TAIL NO, ADS-C ARMED,
ADS-C EMERGENCY OFF, and DATALINK READY. Line select the
appropriate address to 1L under LOGON TO

o Line select SEND at 6R. SEND should change to SENDING, SENT,

then READY. Once the connection is established, the area near 1R
will display ACCEPTED and then be replaced with the OCA address
below ATC CTR at 2R and an ATC COMM ESTABLISHED scratch pad
message will appear. Once the ADS-C contract is established, the
ADS ESTABLISHED scratch pad message will appear, ADS ARMED
will change to ACTIVE, and the ADS REVIEW will display on ATC
INDEX. Select ADS REVIEW to observe the current ADS-C contracts.

o The phraseology for the first contact with the Oceanic Area Control
is, “N550GA, CPDLC, (next FIR or OCA exit point) Shanwick next,
selcal JKGR.” In the NAT OCA, you do not have to request the next
HF/VHF Frequency. The OCA will advise” N550GA Roger CPDLC,
voice reports not required in the Gander OCA at 30W Contact
Shanwick primary #####, and secondary#####”, then send the
SELCAL for check.
Each time a connection is established, the flight crew should ensure the
four character active center identifier matches the identifier for the airspace
in which they are operating. Consult the GOLD appendix for unique
operating requirements for each ANSP.
Note.— Often the ATSU identifier is the same as the airspace identifier
but in some airspace these do not match.

After the flight crew sends a logon request, a logon timer starts. If the
ground does not uplink the appropriate connection messages within 10
minutes, the CPDLC CR1 message will time out, and an alert will be
provided to the flight crew that the logon attempt was unsuccessful.
Invariably, a failed logon is the result of incorrect 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.

In the event of an abnormal disconnect, the flight crew should reinitiate an

AFN logon to resume FANS 1/A data link operations.

When to initiate an AFN logon

When the aircraft is entering an FIR that provides CPDLC and ADS-C
service, the flight crew should initiate an AFN logon:
a) For aircraft departing from an airport located within the FIR:
1) Prior to takeoff, no earlier that 45 minutes prior to ETD, using
the AFN logon address for the FIR that the departure airport is
located within; or
2) After passing 10,000ft, using the AFN logon address for the FIR
in which the aircraft is currently operating, with the exception
that when an aircraft is within 15-25 minutes from entering
another FIR that also provides data link service, the flight crew
initiates an AFN logon to the next ATSU, rather than the current
ATSU.
b) For aircraft departing from an airport in proximity to the FIR and the
flight crew did not initiate the logon before takeoff, then after
passing 10,000 feet and between 15 and 25 minutes prior to the FIR
boundary estimate.
c) When above 10,000 feet, then between 15 and 25 minutes prior to
the FIR boundary estimate.
d) When instructed by ATC for situations such as following an
unsuccessful data link transfer to another ATSU.
When the avionics/flight crew recognizes a failure of the data link
connection, the flight crew should terminate the CPDLC connection by
selecting ATC Comm Off and then initiate a new AFN logon (FN_CON) with
the current ATSU.

Automatic transfer between FANS 1/A FIRs

When approaching an FIR boundary, the pilot communicating should

display the logon page and monitor the transition from the current ATS
facility to the next facility.

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.

Typically, about 30 min prior to the FIR boundary, in addition to the active
center, the flight crew should see the next center identifier displayed on the
logon page.

Just before the boundary, the active center will uplink a (UM 117 to UM 122)
CONTACT or MONITOR [unit name] [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/MONITOR message separately
approximately 20 minutes before the boundary. Then they will send the end
service instruction approximately 3 minutes before the boundary causing
the connection transfer.

o Monitor the ATC LOGON/STATUS page 1/2 near 3R under NEXT CTR
within 15 – 5 minutes of approaching the next OCA boundary. If a
new CPDLC connection has not been established within 5 minutes of
entry, from ATC LOGON/STATUS page 2, select ATC COMM OFF,
return to page 1, then line select the next address at L1 for LOGON
TO, and SEND the request for logon. There is no need to change the
ADS-C contract.

o Monitor the ATC LOGON/STATUS page 1/2 and scratch pad

messages. If the DATALINK NO COM scratch pad message displays,
during GES or beam change, the contract shouldn’t deactivate, but
monitor for several minutes to verify comm state. If the CPDLC
connection or ADS-C contract is no longer ACTIVE, then resend the
logon to the current OCA address.
The CONTACT/MONITOR uplink messages (UM 117 to UM 122) instructs
the flight crew to change to the specified frequency and may include a
position or time for when to change to the new frequency.
a) When the flight crew receives any of the MONITOR uplink
messages, they should change to the specified frequency when they
receive the instruction or at the specified time or position. The flight crew
should not establish voice contact on the frequency.
b) When the flight crew receives any of the CONTACT messages, they
should change to the specified frequency when they receive the instruction
or at the specified time or position, and establish voice contact on the
frequency.
Note.— Upon receipt of any of the CONTACT uplink messages, flight
crew should not expect that CPDLC will be terminated or suspended once
voice contact is established.

When a new active CPDLC connection is established, the flight crew will be
notified and, if entering an FIR that requires a CPDLC position report to
confirm current data authority status, should send a CPDLC position report
at the associated position.

Automatic transfer failures

There can be occasions when the CPDLC connection is not automatically

transferred between adjacent FIRs. If the automatic transfer does not occur
at the FIR boundary, and if transferring to an ATSU that use a CPDLC
position report to confirm current data authority status, the flight crew
should send a CPDLC position report after crossing the boundary. Receipt
of a position report should provide an indication to the controller to
manually transfer the connection to the next ATSU.

If the connection is not transferred within three minutes after sending a

reminder CPDLC position report, or crossing the boundary where no
CPDLC position report is required, the flight crew should cancel the current
connection and manually send a new logon request to the appropriate
ATSU.

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-C 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.— The flight crew should take care not to inadvertently select
ADS-C emergency mode when selecting ADS-C OFF and then back to ARM.

CPDLC – ATS uplinks

General

To ensure situational awareness, when CPDLC uplinks arrive on the flight

deck, each pilot should read the message silently. Once the message has
been read silently by each pilot, the flight crew starts the discussion to
accept or reject the message.

An uplink multi-element message contains multiple instructions and/or

clearances, such as Error! Reference source not found. CLIMB TO AND
MAINTAIN FL350, Error! Reference source not found. REPORT LEAVING
FL330, or Error! Reference source not found. REPORT LEVEL FL350. It is
possible for CPDLC multi-element messages to be displayed on more than
one screen page.

When processing an uplink multi-element message, the flight crew should

carefully refer to screen page numbers to ensure that the entire uplink has
been read and understood in the correct sequence prior to responding.
Note.— The flight crew can only provide a single response to the entire
multi-element uplink message. The flight crew cannot respond to
individual elements of a multi-element message.

Due to constraints associated with use of the flight deck printer, the flight
crew should read CPDLC messages using the flight deck displays and
should not use a printed CPDLC message for anything other than reference
information.

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 accepted
and acted on the message, the flight crew clears/cancels the display and
the message is automatically added to the review list. This action resets
the display and alerting systems so that subsequent uplink messages are
not confused with previously accepted messages.
Note.— If the flight crew does not clear/cancel the displayed message,
another message cannot be displayed and they may miss it.
The flight crew should respond to an uplink message with the appropriate
response, e.g., Error! Reference source not found. WILCO or Error! Reference
source not found. UNABLE.

When the flight crew receives a message containing only free text, or a free
text element combined with elements that do not require a response, they
should respond to the free text with a Error! Reference source not found.
ROGER response before responding to any query that may be contained in
the free text message element.
Example:
Controller Error! Reference source not found. REPORT GROUND SPEED
Flight crew Error! Reference source not found. ROGER
Flight crew Error! Reference source not found. GS 490

If the flight crew receives a Error! Reference source not found. STANDBY
response to a message and does not receive another response within 10
minutes or as required, the flight crew should send a Error! Reference
source not found. [free text] inquiry rather than resend a duplicate request.

Flight crew response times for uplinked messages

System performance requirements have been established that support

reduced separation standards. Specific latency times have been allocated
to the technical performance, based on flight crew and controller response
times. Regional/State monitoring agencies 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, the flight crew should
respond to an uplink message within one minute.
Note.— Transmission times for messages may vary for a number of
reasons including the type of transmission media, network loading, or the
criteria for transitioning from one media to another, e.g., VHF/Satcom.
Operational response times may vary depending on workload and
complexity of the instruction or clearance.

Flight crew procedures should be developed to respond to uplinks as soon

as practical after they are received. For most uplinks, the flight crew 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.
If the flight crew determines they will need a significant amount of time to
respond to a message, they should send a DM 2 STANDBY response. A
standby response can only be sent one time per message.

If the flight crew sends a Error! Reference source not found. STANDBY
response, they should subsequently respond again within 10 minutes.
Note: The message remains open. If the flight crew does not
subsequently respond, the controller will inquire the flight crew.

If a flight is transferred to a new ATSU with an ‘OPEN’ downlink message,

the downlink message status will change to ABORTED and the flight crew
will not be able to send this message to the new ATSU.
Note: It is not uncommon to be transferred with an open “REPORT
BACK ON ROUTE MESSAGE” as the condition of the report has not yet
been satisfied.

Conditional clearances

Operational experience has shown that conditional clearances require

special attention by the flight crew. Previously mentioned techniques
whereby each flight crew member reads the uplinked clearances silently
should aid in reducing errors.

Standard Operating Procedures (SOPs) for responding to conditional

clearances have been established and are consistent with SOPs for voice
communication procedures, and with using aircraft flight guidance and
navigation systems for the Gulfstream aircraft.

The use of words “AT” or “BY” as used in conditional clearances is

clarified in the following table for intended meaning for conditional
clearance message elements.

Conditional clearance clarification of vertical clearance messages

Message Intent Message element

Instruction that, AT or AFTER the specified time, a UM 21 AT [time] CLIMB
climb to the specified level is to commence and, once TO AND MAINTAIN
reached, the specified level is to be maintained. [altitude]
Instruction that, AFTER PASSING the specified UM 22 AT [position]
position, a climb to the specified level is to commence CLIMB TO AND
and, once reached, the specified level is to be MAINTAIN [altitude]
maintained.
Instruction that, AT or AFTER the specified time, a UM 24 AT [time]
descent to the specified level is to commence and, DESCEND TO AND
once reached, the specified level is to be maintained. MAINTAIN [altitude]
Message Intent Message element
Instruction that, AFTER PASSING the specified UM 25 AT [position]
position, a descent to the specified level is to DESCEND TO AND
commence and, once reached, the specified level is to MAINTAIN [altitude]
be maintained.
Instruction that a climb is to commence at a rate such UM 26 CLIMB TO
that the specified level is reached AT or BEFORE the REACH [altitude] BY
specified time. [time]
Instruction that a climb is to commence at a rate such UM 27 CLIMB TO
that the specified level is reached BEFORE PASSING REACH [altitude] BY
the specified position. [position]
Instruction that a descent is to commence at a rate UM 28 DESCEND TO
such that the specified level is reached AT or BEFORE REACH [altitude] BY
the specified time. [time]
Instruction that a descent is to commence at a rate UM 29 DESCEND TO
such that the specified level is reached BEFORE REACH [altitude] BY
PASSING the specified position. [position]

“EXPECT” uplinks
The ATSU may uplink “EXPECT” messages such as EXPECT CLIMB AT
(time). Flight Crews should not to execute an “EXPECT” message as if it
were a clearance. “EXPECT” messages will be managed in the same
manner as voice EXPECT clearance.

Arming the FMS

There are three uplink messages that arm the avionics to perform functions
automatically. These messages are:

REPORT REACHING [level],

REPORT PASSING [position],

REPORT LEVEL [level].

When one of these messages is received by the avionics, the flight crew is
presented with an ARM prompt on the UPLINK and VERIFY REPORT pages
of the FMS. Selecting the ARM prompt on either page will arm the report for
transmission.

When the specified level is reached, the specified position is passed, or the
specified level is being maintained, the avionics will automatically send the
appropriate downlink report message (e.g. REACHING FL310).
The REPORT LEVEL [level] element should be used when asking for a
report that the aircraft is maintaining the assigned level.

Loadable Messages

The flight crew can load specific uplink message elements into the FMS.

The crew is presented with an ACITVATE prompt when a message

containing one or more of these elements is received, provided that there
is not a pending modification in the FMS flight plan.

Loading one of these elements will either modify or replace details in the
active FMS flight plan.

This functionality allows flight crew to load long or complex route

clearances received from an ATS Unit directly into the FMS without having
to manually enter waypoints, reducing the possibility of "blunder" errors.

Uplinks containing FMS-loadable data

One of the safety advantages of using CPDLC is the capability to exchange

route clearance messages that can be loaded directly into an FMS. The
flight crew can use this capability to minimize the potential for data entry
errors when executing ATC instructions involving loadable data. It also
enables advanced data link operations, such as a reroute or a tailored
arrival which otherwise would not be possible via voice.

If an uplink is received that contains data that can be loaded into the FMS,
an ACIVATE prompt is provided on the uplink page. The flight crew should
REVIEW the route data before accepting the clearance. During the loading
process, the FMS checks the uplinked data to ensure it is compatible in
format and with the FMS navigation database. Use caution with oceanic lat
lon waypoints as they will currently not load using Arinc 424 conventions.

If the FMS cannot accept the uplinked data, a message is provided to the
flight crew (e.g., partial clearance loaded or unable to load).

CPDLC – ATS downlinks

General

Downlink messages can only be sent to the ATSU that is the ACTIVE
CENTER as shown on the logon page. To provide situational awareness,
operations manuals should ensure that each flight crew member has read
each downlink message before it is sent. To avoid potential ambiguity, the
flight crew should, where possible, avoid sending multiple clearance
requests in a single downlink message. For example, the flight crew should
send separate downlink requests for REQUEST CLIMB TO FL350 and
REQUEST DIRECT TO [fix] unless there is an operational need to combine
them in a single request (i.e., the flight crew does not want to climb unless
they can reroute).

When the aircraft has an active CPDLC connection with an ATSU, but the
flight is not in that ATSU’s airspace, the flight crew should not downlink a
clearance request.

The flight crew should 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.

The flight crew should avoid sending multi-element clearance requests.

If the flight crew receives a UM 1 STANDBY response to a downlink

message, the flight crew should expect the controller to subsequently
respond again within 10 minutes. The message remains open. If the flight
crew does not receive a response within this time, they should send an
inquiry rather than resend a duplicated request.

When the flight crew does not receive a response to 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 flight crew should
send an inquiry message rather than resending the message. Alternatively,
they may use voice communication.
Example:
Flight crew DM 9 REQUEST CLIMB TO [level]
Reasonable period of time has passes
Flight crew DM 67h WHEN CAN WE EXPECT CLIMB TO [altitude]

When the flight crew receives an indication of non-delivery of a message,

they may elect to re-send an identical message. Alternatively, they may
use voice communication.

Free text

The flight crew should use standard message elements, particularly when
requesting or issuing a clearance.
Note.— The use of standard message elements will minimize the risk of
input errors, misunderstandings, and confusion, and facilitate use by a
non-native English speaking flight crew. The use of standard message
elements allows the avionics and the ground system to automatically
process the information in the messages that are exchanged. For example,
the flight crew can automatically load clearance information into the FMS
and review the clearance, the ground system can automatically update
flight plan data for route conformance monitoring, and both aircraft and
ground system can associate responses to messages.

While the flight crew should avoid the use of the free text message
element, given local constraints and limitations of the data link system, its
use may offer a viable solution to enhance operational capability.

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 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.

When use of free text is required, standard ATS phraseology and format
should 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.

Unsupported messages

Some FIRs provide CPDLC service using a limited message set. The
operator should ensure that its flight crews are aware of any unsupported
downlink messages provided by regional or State documentation.

If the flight crew sends a downlink message that is not supported, they will
typically receive the uplink free text message UM 169u MESSAGE NOT
SUPPORTED BY THIS ATS UNIT, rather than terminating the connection. If
the flight crew receives this message, they should accept (DM 3 ROGER)
the message.

CPDLC emergency page

A CPDLC emergency page is provided through the CPDLC downlink menu

to enable timely alerting of emergency or degraded operations to an ATSU
(by sending either a DM 56 MAYDAY MAYDAY MAYDAY or DM 55 PAN PAN
PAN message). Sending such a message enables the emergency ADS-C
position reporting.
The flight crew should enter SOULS on BOARD to send the emergency
message. This may be completed during preflight preparation or prior to
logon.

If the situation is resolved, the flight crew should send a DM 58 CANCEL

EMERGENCY message.
a) Declaring an Emergency
1) In case of an emergency, a CPDLC EMERGENCY message
should be sent to the ground facility
2) If able, resume voice communication with the controlling ATSU
3) When a CPDLC EMERGENCY message is sent, the ADS-C
system will automatically go to emergency mode
4) When ADS-C Emergency mode is activated and a normal
periodic contract exists before the creation of emergency mode,
its reporting rate is retained and applied to the default
emergency periodic contract. When a normal periodic contract
does not exist before the creation of emergency mode, a default
emergency periodic contract will be established.
5) If the AFCS Emergency Descent Mode (EDM) is activated, an
Emergency Report (DM 56 MAYDAY) will be automatically sent
30 to 60 seconds after EDM becomes active, unless the pilot
cancels the emergency report.

CPDLC reports

On occasion, ATSUs may include REPORT elements with other CPDLC

uplinks. For example, a common uplink might be UM 20 CLIMB TO AND
MAINTAIN FL350. UM 128 REPORT LEAVING FL330. UM 129 REPORT
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., LEAVING FL330 and DM 37 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 leveled at FL350).

Automatic Dependant Surveillance – Contract

The Automatic Dependant Surveillance Contract (ADS-C) system allows

ATSU ground automation to track an aircraft automatically. The flight crew
procedure for use of ADS-C is to ensure the system is 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 not selected to OFF when sending a
CPDLC logon downlink. The flight crew can select OFF to cancel all ADS-C
connections. This should only be done to comply with an ATC or AOC
instruction. While the “ADS STATUS” is shown as OFF, the ground system
will not be able to establish an ADS-C connection.

Position reporting

General

The flight crew should ensure correct waypoint sequencing. If a waypoint

is passed abeam by more than the aircraft FMS parameter while flying in
heading select mode, the flight crew should re-program the FMS to enable
subsequent waypoints to be sequenced.
Note.— When an aircraft passes abeam a waypoint in excess of the
defined sequencing parameter for the aircraft type, the FMS will not
sequence the active waypoint on the Legs and Position Report pages.

The flight crew should not include latitudes and longitudes encoded as fix
names in the ARINC 424 format. Example 10N40 (indicates lat/long of
10N140W).
Note.— The ATSU may reject any downlink message containing fix
names in the ARINC 424 format (e.g., 10N40, indicating 10N140W).

Position reporting in a non-ADS-C environment

When ADS-C is not available, the flight crew should conduct position
reporting by voice or CPDLC. A CPDLC position report should be sent
either automatically or manually by the flight crew whenever an ATC
waypoint is sequenced, (or passed abeam when offset flight is in
progress). The controller expects the CPDLC position report based on
downlink message DM 48 POSITION REPORT [position report].

When using CPDLC for position reporting, the flight crew should ensure
that the position and next position information applies only to 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).
When using voice or CPDLC for position reporting, the flight crew should
send position reports only at compulsory ATC waypoints,

Position reporting in an ADS-C environment

The flight crew should not insert non-ATC waypoints (e.g. mid-points) in
cleared segments of the active flight plan.
Note.— If the flight crew inserts non-ATC waypoints into the active
flight plan and activates the change, the aircraft system may trigger an
ADS-C waypoint change event report at the non-ATC waypoint, or include
information about the non-ATC waypoint in the predicted route group, as
well as the intermediate and fixed projected intent groups. As a result, the
ADS-C report will include information about the non-ATC waypoint, which
is not expected by the ATC ground system.

When reporting by ADS-C only, the flight crew should not remove ATC
waypoints even if they are not compulsory reporting points. Waypoint
event reports will be sent at any non-compulsory reporting point and
reflected in the predicted route group.

In an ADS-C environment, unless otherwise instructed, the flight crew

should not provide:
b) Voice position reports; or
c) CPDLC position reports, with the exception of one CPDLC position
report when entering an FIR that requires a CPDLC position report
to confirm current data authority and the following events occur:
1) An initial CPDLC connection is established; and
2) The CPDLC connection transfer has been completed
Note.— This CPDLC position report provides the controlling ATSU
confirmation that it is the current data authority and the only ATSU able to
communicate with the aircraft via CPDLC.

In an ADS-C environment, the flight crew should not provide revised

waypoint estimates by CPDLC or voice, except when
d) The flight crew previously advised the ATSU of an estimate by
CPDLC or voice and that estimate will change by more than 2
minutes; or
e) The estimate for the next waypoint, shown on the FMS at the time a
waypoint is crossed, subsequently changes by more than 2
minutes.
In either case, the flight crew should provide a revised estimate to the
controlling ATS unit as soon as possible via voice or CPDLC using free text
DM 67k REVISED ETA [position] [time].

Weather deviations

The distance off route contained in a weather deviation request or

clearance is measured from the cleared route of the aircraft. If the flight
crew receives a clearance off route and then requests and receives a
subsequent deviation clearance, they should execute the new clearance,
which supersedes the previous clearance. Only the most recent clearance
is valid.

For example, the flight crew requests a clearance to operate 20NM left of
route. The controller grants the clearance.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 20NM LEFT OF
ROUTE
Controller UM 82 CLEARED TO DEVIATE UP TO 20NM LEFT OF ROUTE
UM 127 REPORT BACK ON ROUTE
Flight crew DM 0 WILCO

The flight crew then requests a clearance to operate a further 30NM left of
route. They specify the deviation distance in the clearance request based
on the cleared route rather in relation to the current weather deviation
clearance. The controller grants the clearance.

Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 50NM LEFT OF

ROUTE
Controller UM 82 CLEARED TO DEVIATE UP TO 50NM LEFT OF ROUTE
UM 127 REPORT BACK ON ROUTE
Flight crew DM 0 WILCO

The aircraft then requests a clearance to operate 30NM right of route. The
controller grants the clearance. The flight crew expeditiously navigates
from one side of route to the other in accordance with the above clearance.
Note.— The ATSU applies the appropriate separation standards during
the maneuvers.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 30NM RIGHT OF
ROUTE
Controller UM 82 CLEARED TO DEVIATE UP TO 30NM RIGHT OF ROUTE
UM 127 REPORT BACK ON ROUTE
Flight crew DM 0 WILCO

Deviations either side of route

There are a number of valid formats for the CPDLC [direction] variable. A
number of aircraft types, however, can only request one direction (left or
right) in weather deviation requests. When operating these aircraft types,
the flight crew should request a deviation left and right of route using the
following procedures:
f) Construct a preformatted weather deviation downlink request for a
deviation on one side of route, and
g) Append free text describing the distance to the other side of route

For example, the flight crew requests a deviation left and right of route.
Flight crew DM 27 REQUEST WEATHER DEVIATION UP TO 20NM LEFT OF
ROUTE.
DM 67ac AND 20NM RIGHT
Controller UM 82 CLEARED TO DEVIATE UP TO 20NM EITHER SIDE OF
ROUTE
UM 127 REPORT BACK ON ROUTE
Flight crew DM 0 WILCO

Reporting back on route

When the flight crew no longer needs the deviation clearance and is back
on the cleared route, the flight crew should send the report DM 41 BACK
ON ROUTE.
h) If the aircraft is proceeding direct to a waypoint on the cleared route
under the deviation clearance, the flight crew should not send the
DM 41 BACK ON ROUTE report until they are at the waypoint on the
cleared route.
i) If during the weather deviation, the flight crew receives a clearance
direct to a waypoint, the aircraft is on the cleared route and the
flight crew should send the DM 41 BACK ON ROUTE report when
they execute the clearance.
 Emergency and non-routine procedures

Emergency procedures - general

In accordance with established procedures, the ATSU within whose

airspace the aircraft is operating remains responsible for the control of the
flight. If the flight crew takes action contrary to a clearance that the
controller has already coordinated with another sector or ATSU and further
coordination is not possible in the time available, then the flight crew
performs this action under their emergency command authority.

The flight crew will use whatever means are appropriate, i.e. CPDLC and/or
voice, to communicate during an emergency.

During an emergency, a controller would normally expect the flight crew to

revert to voice communications. However, the flight crew may use CPDLC
for emergency communications if it is either more expedient to do so or if
they are unable to establish voice contact.

Voice communications

When CPDLC fails and the flight crew reverts to voice communications,
they should consider all open messages not delivered and re-commence
any dialogues involving those messages by voice.

The flight crew should use the standard voice phraseology under certain
conditions as indicated in Table 5-2.
Except as provided in this paragraph 4.7.4, voice communication
procedures related to data link operations are not standardized among the
regions.
Table Error! No text of specified style in document.-1. Voice phraseology
related to CPDLC
Condition Voice phraseology
To advise ATC CPDLC CONNECTION WITH [current ATSU] TERMINATED.
that the CPDLC LOGGING ON TO [subsequent ATSU]
connection is Note.— The flight crew may use the ICAO four-character
being terminated codes or plain language at his/her discretion.
manually and
logon is being
initiated with the
next ATSU.
To advise ATC CPDLC FAILURE
that the Note.— This phraseology is included only with the first
transmission is transmission made for this reason.
being made due
to a CPDLC
failure.
To advise ATC DELAYED CPDLC MESSAGE RECEIVED
that a delayed Note.— See Appendix F, paragraph F.13 for associated
CPDLC uplink has procedures.
been received.
To advise ATC LOGGING ON TO [facility designation]
that a logon is
being initiated
following
restoration of
data link service.

CPDLC and ADS-C emergency

The flight crew 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.

If the flight crew inadvertently sends a CPDLC emergency downlink

message or resolves the emergency situation, they should send DM 58
CANCEL EMERGENCY and set the ADS-C emergency mode to OFF as soon
as possible. After sending DM 58, the flight crew should confirm the status
of the flight and their intentions via either voice or CPDLC.

To check for covert or inadvertent activation of the ADS-C emergency

mode using CPDLC, the controller may send the following CPDLC free text
uplink or use similar phraseology using voice communication.
Controller UM 169ak CONFIRM ADS-C EMERGENCY
The flight crew should then check the status of the aircraft’s ADS-C
emergency mode and if the emergency mode has been activated
inadvertently, the flight crew should select ADS-C emergency mode to
“OFF” and advise the controller either by voice or the following CPDLC
messages.
Flight crew DM 3 ROGER, then
DM 67ab ADS RESET
 Data link system failures
The flight crew should inform the ATSU for aircraft failure resulting in
degraded performance below what is required, e.g., RCP 240, as well, e.g.,
Satcom failure. When the flight crew has been notified that the data link
service has shut down, they should terminate the CPDLC connection by
selecting ATC Com Off and use voice until informed by the ATSU that the
data link system has resumed normal operations. In the event of an
unexpected aircraft data link system failure, the flight crew should inform
the ATSU of the situation using the following voice phraseology:

Flight crew DATA LINK FAILED.

SELECTING ATC COM OFF. CONTINUING ON VOICE
Controller ROGER. CONTINUE ON VOICE

The flight crew should continue to use voice until the functionality of the
avionics can be re-established.

If only the ADS-C service is terminated, then during that time period, the
flight crew should conduct position reporting (via CPDLC, if available, or
via voice).

If the ATSU cannot establish ADS-C contracts with an aircraft, or if ADS-C

reporting from an aircraft ceases unexpectedly, the flight crew may have
inadvertently selected ADS-C off. If CPDLC is still available and the flight
receives the free text message UM 169an CONFIRM ADS-C ARMED, they
should check the status of the ADS-C system to ensure that it is not
selected to “off” and respond to the controller.

Controller UM 169an CONFIRM ADS-C ARMED

Flight crew DM 3 ROGER

Using CPDLC to relay messages

When an ATSU and an aircraft cannot communicate, the controller may use
CPDLC to relay messages via an intermediary CPDLC-capable aircraft.
Depending on circumstances, the controller may first confirm that the
CPDLC-capable aircraft is in contact with the subject aircraft, and obtain
concurrence from the flight crew that they will act as an intermediary. After
sending DM 3 ROGER, the flight crew should only use free text to respond
to the controller’s uplink free text message.

For example:
Controlle UM 169ap RELAY TO UNITED345 OAKLAND CLEARS UNITED345
r CLIMB TO AND MAINTAIN FL340
Flight DM 3 ROGER
crew
Flight DM 67ae RELAY FROM UNITED345 CLIMBING FL340
crew
3. ATS Coordination

l. The flight crew should ensure that the appropriate flight plan
codes are used for the expected airspace separation, e.g. RNP 4.
m. The flight crew should inform the ATSU for aircraft failure
resulting in degraded performance below what is required, e.g.,
RCP 240, as well, e.g., Satcom failure.
n. When the flight crew has been notified that the data link service
has shut down, they should terminate the CPDLC connection by
selecting ATC COM OFF and use voice until informed by the
ATSU that the data link system has resumed normal operations.
o. In the event of an unexpected aircraft data link system failure, the
flight crew should inform the ATSU of the situation using the
standard voice phraseology.

4. Aircraft Equipment Gulfstream G450 and G550

p. The G450 and G550 aircraft are equipped with the Honeywell
PRIMUS EPIC avionics and navigation system with integrated
data link function. The Honeywell PRIMUS EPIC system with ASC
908, or the latest approved version, complies with the
interoperability requirements of RTCA DO-258A for AFN, ADS-C,
and CPDLC. Additionally, the G350/G450 equipped with ASC 059
and the G500/G550 equipped ASC 084, demonstrate compliance
with RTCA DO-258A for CPDLC operations.

5. Interface with other Aircraft Systems

q. The Honeywell PRIMUS EPIC avionics systems installed in the

G450 and G550 aircraft models is a fully integrated system
utilizing triple Modular Avionics Units. The CPDLC/ADS-C
applications are hosted in the FMS software and interfaces with
the Crew Alerting System, Navigation functions, and the
Communication Management Function (CMF).

6. The G350/G450/G500/G550 AFM

r. The G350/G450/G500/G550 AFM Limitation Sections (with ASC

908 or later approved version) state compliance with the
interoperability requirements of RTCA DO-258A for AFN, ADS-C,
and CPDLC. Additionally, the G350/G450 equipped with ASC 059
and the G500/G550 equipped with ASC 084, demonstrate
compliance with RTCA DO-258A for CPDLC operations.
7. MMEL/MEL Provisions

s. The Data Link function is contained in the MMEL revision 6

section 34-29 (the ADS-A designation preceded ADS-C). The
MMEL entry indicates that Data Link is not required to be
functional for dispatch. The MOPP list also indicates that no
Maintenance or Operational procedures are required for Data
Link. There are no Maintenance Manual Continued Airworthiness
procedures specific to the Data Link function. Instead, the aircraft
components employed by Data Link are covered separately - VHF
Comm, SATCOM and the MCDU. The PlaneView software that
hosts the Data Link function is "on condition" - no maintenance is
required unless the software is upgraded or replaced. The
Software loading function is covered in the Aircraft Maintenance
Manual section 20-22-00.
t. System components necessary for CPDLC/ADS-C operations are
located within the GAC-OMS-04 Rev 00 Basic Issue January 4,
2009, Aircraft Operating Manual Supplement for G350, G450,
G500, G550 Airplanes, Future Air Navigation System (FANS 1/A),
Controller Pilot Data Link Communications (CPDLC)/Automatic
Dependent Surveillance (ADS-C).
8. Data Link Event, Irregularity, and Malfunction Reports
u. The problem identification task begins with receipt of a report
from the operator. Standard hard copy reporting forms should be
made available to record the following:
i.Originators Reference Number: Originators problem report
reference e.g. GAC 2010-03 (03 being the sequenced
number of the report for the year)
ii.Title: A short title which conveys the main issue of the
reported problem e.g. CPDLC transfer failure
iii.Date UTC: Date in YYYYMMDD format e.g. 20100705
iv.Time UTC: Time in HHMM e.g. 2345
v.Registration: ICAO FPL registration of aircraft if applicable
e.g. N550GA
vi.Flight Number: ICAO FPL call-sign if applicable e.g. N550GA
vii.Flight Sector: If applicable the departure and destination
airfield of the flight e.g. YMEN - PHNL
viii.Organization: Name of the originators organization e.g.
Gulfstream Aerospace Corporation
 ix.Active Center: Controlling Centre at time of occurrence if
applicable e.g. NZZO
x.Next Center: Next controlling centre at time of occurrence if
applicable e.g NFFF
xi.Position: Position of occurrence e.g. 3022S16345E
xii.Problem Description: Detailed description of problem
v. Crew member should fill in the online form which is available
from the Datalink CPDLC and ADS-C link from within your aircraft
type page in Waypoints, and then email to the name provided.
9. Human Factors
w. Development, testing, and in-service experience have highlighted
fundamental differences between data link and voice
communications. 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
provided a certain level of situational awareness among the flight
crew. Crew procedures when using data link communication
systems need to ensure an adequate level of situational
awareness with respect to data link communications.
x. Complete all voice clearance requests prior to logon and
complete CPDLC clearance requests prior to logoff.
y. Standard operating procedures (SOPs) should be used to ensure
that each applicable crew member reviews each uplink or
downlink message. Uplink messages require special attention to
avoid what is known as “loop error” in operations. When ATS
sends an uplink message to an aircraft that is accepted by the
flight crew, ATS is expecting the flight 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.
Crew procedures are 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 CPDLC uplink
messages is 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.
z. 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 a similar level of situational awareness,
or better, compared with voice communications.
aa. 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.
bb.Respond to CPDLC clearances promptly, just as you would with
voice communication.
cc. Make one CPDLC clearance request at a time, do not request
multi-element clearances.
dd.If a multi-element clearance is received requiring multiple reports,
it will be necessary to return to the “old” uplink message to make
each report.
ee. Conditional clearances require special attention and
consideration by the flight crew. The words “AT” or “BY” must
be clearly understood by the flight crews when executing the
clearance. “AT” implies not before the indicated time or position,
and “BY” implies complying with the clearance before the
indicated time or position.