DATA LINK Michael-Boeing

Boeing Air Traffic Service (ATS)
Data Link Experience and Capabilities

Mike Matyas, Data Link Avionics Engineer
March 2016
DECEA Data Link Seminar, Recife
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Contents
 ATS data link
 Purposes
 Benefits
 Architecture
 Applications
 Infrastructure
 Recommendations
 Additional information (as needed)
Key points are highlighted
Copyright © 2016 Boeing. All rights reserved. ECCN: 7E994 2

ATS Data Link Purposes
 Primary purpose: Integrate avionics and ground
automation to enable beneficial capabilities not
possible with voice communications
 For example, enable trajectory-based operations (TBO)
 Departure Clearance (DCL) service now being deployed in domestic
United States is an early form of TBO
 Secondary purpose: Supersede voice
communications when and where appropriate
 Enable communications via data link
 For example, a climb clearance request and response
 Enable surveillance via data link
 For example, automated position reports

ATS Data Link Benefits (1/2)
 Increased capacity
 Reduced controller workload in continental airspace
 Reduced separation in oceanic, polar, and remote airspace
 For example, “30/30” separation in Pacific, RLatSM in North Atlantic
 Improved efficiency
 Decreased fuel consumption and/or time enroute
 For example, Dynamic Airborne Reroute Procedure (DARP) reroutes
ATS Data Link Benefits (2/2)
 Enhanced safety
 787 operator in Aviation Week: “integration
of [CPDLC] with the autoflight system…
enhances safety”
 Avionics route clearance ‘autoloading’ prevents navigation
errors caused by manual transcription

ATS Data Link Architecture
 Data link may be divided into two parts:
 Applications: Functions which provide services to users
 Infrastructure: Networks and subnetworks (links or media)
which connect applications
 In other words, applications-over-infrastructure, like:
 Voice-over-IP (VoIP)
 E-mail-over-WiFi
 Facebook-over-4G LTE
 FANS-over-VDL Mode 2

Application Types (1/2)
1. ATS Facilities Notification (AFN)
 Or equivalent, namely Context Management (CM)
 Provides initial manual “log on” capability to flight crew
 Supports subsequent automated transfers of
communications from one ATS facility to another
2. Automatic Dependent Surveillance – Contract (ADS-C)
 Allows ATS providers to establish “contracts” with avionics
for delivery of single, periodic, and/or event-based reports
 Events: waypoint change, altitude change, lateral deviation, etc.
 Report data: latitude, longitude, altitude, time, predicted route, etc.
 Provides position reporting, separation assurance, route
conformance monitoring, and trajectory synchronization
capabilities
Application Types (2/2)
3. Controller-Pilot Data Link Communications (CPDLC)
 Provides pre-defined message elements for request and
delivery of clearances and reports
 Altitude, crossing constraint, lateral offset, route modification,
speed change, free-text, and other categories
◦ For example, dM9 REQUEST CLIMB TO [altitude] and uM20 CLIMB TO
AND MAINTAIN [altitude]
 Most beneficial when integrated with Flight Management
Computer (FMC) or equivalent navigation avionics
 Enables route clearance loading, conditional clearance monitoring,
and validation against navigation database
 Route clearance loading is faster (benefiting efficiency) and more
accurate (benefiting safety) than voice communications with
manual transcription and manual entry

Application Sets: FANS
1. Future Air Navigation System (FANS)
 Consists of FANS AFN, CPDLC, and ADS-C applications
 Normally FMC-integrated – supports TBO and similar
capabilities not possible with voice communications
 Generic avionics implementation is called “FANS-1/A”
 “FANS-1” is Boeing’s implementation, “FANS-A” is Airbus’s
 Initially operational in South Pacific in 1995, now
operational or planned in many areas worldwide
 Phased mandate in progress for FANS in North Atlantic
 FANS required to use L888, Y1, Y2, Y3 routes in western China
 Domestic US: FANS use for operational DCL service began in August
2015, FANS use in enroute airspace is planned for 2019

Application Sets: LINK 2000+
2. LINK 2000+
 Consists of LINK 2000+ CM and CPDLC applications
 Subset of EUROCAE ED-110B Aeronautical Telecommunication
Network (ATN) Baseline 1 (B1) capability, which in turn is a subset of
ICAO Doc 9705 ATN capability
 Normally not FMC-integrated – does not support TBO
 Intended to reduce frequency congestion and controller workload,
so limited message set only replicates common voice phraseology
 Low benefits (small message set, no TBO) but high costs (very large
and complex requirements set and code base)
 Initially operational in Europe in 2009
 Deployment is facing both operational and technical obstacles
◦ Technical problems led multiple airlines to stop using LINK 2000+
 Original 2013/2015 mandate now delayed five years to 2018/2020
Application Sets: Baseline 2
3. [future] Baseline 2 (B2)
 Consists of B2 CM, CPDLC, and ADS-C applications
 CPDLC adds speed schedule, one-second time precision, etc.
 ADS-C adds Extended Projected Profile (EPP) for trajectory
synchronization
 New services include 4-Dimensional Trajectory Data Link
(4DTRAD) and Data Link Taxi (D-TAXI)
 FMC-integrated – supports TBO and similar capabilities not
possible with voice communications
 Recently defined by RTCA SC-214 and EUROCAE WG-78
 “Initial” standards were published in April 2014, Rev A standards are
in publication process now

Application Sets: Capability Comparison

Application Sets: ICAO ASBU Support
LINK [future]
ASBU Module and Title FANS
2000+ B2
B0-05, Improved Flexibility and Efficiency in
Yes No Yes
Descent Profiles
Block 0
B0-10, Improved Operations through

Yes No Yes
Enhanced En-Route Trajectories
B0-40, Improved Safety and Efficiency through
Yes Partial Yes
the Initial Application of Data Link En-Route
B1-10, Improved Operations through
Partial No Yes
Optimized ATS Routing
Block 1
B1-40, Improved Traffic Synchronization and

Partial No Yes
Initial Trajectory-Based Operation
B2-05, Improved Flexibility and Efficiency in
Block 2
Descent Profiles Using VNAV, Required Speed, Partial No Yes

and Time at Arrival
Application Sets: Map

Application Sets: Boeing Capabilities (1/2)
 FANS
 FANS-1 “+” adds RTCA DO-258A CPDLC uplink message
latency detection to original RTCA DO-219 FANS-1 CPDLC
 No ATS providers use the latency detection function, however
 LINK 2000+
 LINK 2000+ implementation in Communications
Management Unit (CMU) avionics is “stand-alone”
 Not integrated with FMC or equivalent navigation avionics – no
route clearance loading, navigation database validation, etc.
 FANS-2 application ‘superset’ is integrated combination of
FANS-1 “+” and LINK 2000+ application sets
 Enables seamless transfers between FANS and LINK 2000+ centers
 Provides common flight crew interface
 Integrated with FMC or equivalent navigation avionics
Application Sets: Boeing Capabilities (2/2)
737NG1 747-4002 747-8 757/7671 7774 787 MD-11

Yes Yes Yes Yes Yes Yes Yes
FANS-1 ("+") ("+") ("+") ("+") ("+") ("+")
Optional
Optional Standard Optional Standard Standard Optional
LINK Yes Yes Yes Yes Yes

3
(CMU) No (FANS-2) (CMU) (FANS-2) No3
2000+ Optional Standard Optional
Optional
Optional
1 FANS-1 "+" and CMU-based LINK 2000+ capabilities on 737NG and 757/767 are mutually
exclusive due to host system and flight crew interface differences
2 747-400 may be upgraded with 747-8 FMC to gain FANS-1 "+" and LINK 2000+ (as part of
FANS-2) capabilities
3 Unless via third-party CMU Supplemental Type Certificate (STC)
4 777 offers concurrent FANS-1 "+" and LINK 2000+ capabilities, but they are not
sufficiently integrated to be called FANS-2

Application Sets: Considerations
 Interoperability: FANS, LINK 2000+, and B2
applications are not directly interoperable
 On avionics side, Boeing’s “dual-stack” FANS-2 solution
integrates FANS and LINK 2000+ capabilities
 On ground system side, ATS providers may implement
interoperability standards
 For example, RTCA DO-305A for FANS-ATN B1 interoperability
 Operational standard: ICAO Global Operational Data
Link Document (GOLD), 2nd Ed.
 In-work (late 2016?) revision will be titled ICAO Doc 10037,
Global Operational Data Link (GOLD) Manual, 1st Ed.

Infrastructure: Networks (1/2)
1. Aircraft Communications Addressing and Reporting
System (ACARS)
 In use since late 1970s, now main network worldwide
 Used by FANS ATS applications
 Also used by Aeronautical Operational Communications (AOC) and
Aeronautical Administrative Communications (AAC) applications
2. Aeronautical Telecommunication Network (ATN)
 Based on Open Systems Interconnection (OSI) reference model
 In use since early 2000s, but used only in Europe
 Used only by LINK 2000+ ATS applications
 Technical problems apparent in design and implementation of
multiple layers of protocol stack
◦ For example, by design the ATN protocols create a very large amount of
overhead message traffic that is difficult for VDL Mode 2 to handle
Infrastructure: Networks (2/2)
3. [future] Internet Protocol Suite (IPS)
 In development in ICAO (Doc 9896) and AEEC (ARINC 658)
 IPS use is acknowledged as a strategic goal
 Will move towards a simplified and cost-effective architecture
 Will allow maximum flexibility and compatibility
 Will provide backward compatibility with existing AOC, AAC, and
FANS ATS applications that have traditionally used ACARS, as well as
compatibility with future B2 ATS applications
 Boeing is working to accelerate IPS development
 Boeing, Honeywell, and SITA have successfully performed over-the-
air tests of CPDLC-over-IPS-over-VDL Mode 2
 Follow-on flight tests are planned for mid-2016

Infrastructure: Subnetworks – Short-Range
 Short-range, line-of-sight
 VHF Digital Link (VDL) Mode 0/A
 Uses original “Plain Old” ACARS (POA) protocol
 VDL Mode 2
 For carrying ACARS messages, uses ACARS over Aviation VHF Link
Control (AVLC) (AOA) protocol
 For carrying ATN messages, uses ISO 8208 (ITU X.25) protocol
 Boeing, Honeywell, SITA are developing a more robust and efficient
backward-compatible VDL Mode 2 variant for ACARS and IPS
 [future] AeroMACS
 Based on IEEE 802.16 WiMAX
 Will provide a high-speed, Internet Protocol (IP) oriented link for
aircraft on airport surface

Infrastructure: Subnetworks – Long-Range
 Long-range, beyond line-of-sight
 Inmarsat Classic Aero SATCOM
 Iridium SATCOM
 Provides polar coverage
 HF Data Link (HFDL)
 Provides polar coverage
 Inmarsat SwiftBroadband SATCOM
 High-speed, IP-oriented
 FAA Performance-based operations Aviation Rulemaking Committee
(PARC) Communications Working Group (CWG) is currently
conducting an operational evaluation of FANS-over-SwiftBroadband
performance with promising results so far
 [future] Iridium Certus (using Iridium NEXT constellation)
 Will be high-speed, IP oriented
Infrastructure: Boeing Capabilities
 Networks
 All Boeing airplanes are capable of using ACARS
 Boeing airplanes that have LINK 2000+ capability are also
capable of using ATN
 Subnetworks
 All Boeing airplanes are capable of using VHF, SATCOM,
and HF subnetworks
 Typical subnetwork preference order: VHF (VDL Mode 2 then VDL
Mode 0/A), then SATCOM (Inmarsat or Iridium), then HF
 Newer avionics offer customization of subnetwork preferences,
geographic regions, POA frequencies, AOA service providers, etc.
 Depending on the aircraft type, some infrastructure
capabilities are standard and some are optional
Infrastructure: Considerations
 Operational standard: ICAO Doc 9869, Manual on
Required Communications Performance (RCP), 1st Ed.
 In-work (late 2016?) 2nd Ed. will be re-titled Performance-
Based Communication and Surveillance (PBCS) Manual
 Modern performance-based approach is superior to earlier
technology-specific approaches
 Latency (continuity) performance is primarily
determined by subnetwork, not by network or
application
 For example, FANS-over-VDL Mode 0/A and FANS-over-VDL
Mode 2 generally perform well, although FANS-over-HFDL
generally does not perform well

Architecture Diagrams
 FANS applications are independent from ACARS router, which

switches between subnetworks to maximize communications
availability according to operator preferences
Recommendations
 Deploy FANS service in Brazilian domestic airspace
 Harmonizes with current FANS service in Atlântico FIR
 FANS supports TBO and similar capabilities not possible
with voice communications
 FANS avionics are readily available
 For example, 737NG FMC has built-in FANS-1 capability
 FANS offers a positive business case
 DECEA would likely gain benefits similar to those that the FAA is
gaining with FANS deployment in US domestic airspace
 Particularly compared to LINK 2000+, which has high costs but low
benefits and also serious unresolved technical problems
 Apply a performance-based approach to subnetwork use
 For example, consider applying an RCP specification instead of
requiring specific technology such as VDL Mode 2
Additional Information
(as needed)

ATS Data Link Definition
 ICAO Doc 4444, Procedures for Air Navigation
Services – Air Traffic Management (PANS-ATM):
Air traffic service (ATS). A generic term meaning
variously, flight information service, alerting service, air
traffic advisory service, air traffic control service (area
control service, approach control service or aerodrome
control service).
 Accordingly, ATS data link is provision of air traffic
control, flight information, and similar services via
data communications

ATS Data Link Timeline

Other Considerations (1/2)
 ATS data link is a system-of-systems
 After the initial FANS deployment in the Pacific in the mid-
1990s, many stakeholders regarded FANS as “done”
 Operational and technical problems showed that in reality
ATS data link is a complex system-of-systems that requires
consistent involvement
 As a result, Boeing and other stakeholders formed regional
groups to monitor performance and resolve problems
 For example, the Informal South Pacific ATS Coordinating Group
(ISPACG) FANS Interoperability Team (FIT)
 For FANS use in US domestic airspace, the FAA proactively
formed the Data Comm Implementation Team (DCIT)

Other Considerations (2/2)
 Boeing can support Brazil’s ATS data link deployment
 Boeing has supported ATS data link deployments in many
areas of the world
 Pacific, North Atlantic, Asia, Europe, Canada
 Also the FAA’s Data Comm program for FANS use in US domestic
airspace
 Boeing can offer technical advice as needed
 Not only regarding its avionics, but also regarding the larger ATS
data link system-of-systems
 Boeing can offer opportunities to perform interoperability
testing with its avionics

Route Clearance Delivery
 Voice: Manual, takes several minutes
1. Controller advises pilot of route clearance
2. Pilot indicates ready for route clearance
3. Controller reads route clearance
4. Pilot writes down route clearance
5. Pilot reads back route clearance
6. Pilot enters route clearance into FMC
 CPDLC: Automated, takes a few tens of seconds
1. Controller sends route clearance
2. Pilot commands FMC to load route clearance
3. Pilot reviews route clearance
4. Pilot sends WILCO response
FANS CPDLC Route Clearances

Technical Standards
 Applications
 FANS: RTCA DO-258A, ARINC 622-4
 LINK 2000+: ICAO Doc 9705 2nd Ed., EUROCAE ED-110B,
Eurocontrol Specification 0116
 [future] B2: RTCA DO-350A, RTCA DO-351A
 Networks
 ACARS: ARINC 620-8
 Defines ATS provider interface to CSPs like SITA
 ATN: ICAO Doc 9705 2nd Ed., EUROCAE ED-110B,
Eurocontrol Specification 0116
 [future] IPS: ICAO Doc 9896, ARINC 658, probably others
 Subnetworks
 CSPs provide subnetwork access to ATS providers
747-400 Operation
 MCDU provides primary interface
 ATC key offers quick access to FANS functions
 EICAS provides ATC MESSAGE visual alerts
 MAWEA provides high-low chime aural alerts
 Older-design airplanes (737, 757/767, and
MD-11) are similar

787 Operation
 MFD, keypad, and cursor provide primary interface
 EICAS provides ●ATC visual alerts and high-low
chime aural alerts
 Large-format displays automatically show CPDLC
uplink messages in primary field of view
 ACCEPT, CANCEL, and REJECT glareshield buttons
permit rapid responses to CPDLC uplink messages
 Newer-design airplanes (777) are similar

FANS-2 Displays
 Common displays for FANS and LINK 2000+
 Options unavailable with the smaller LINK 2000+ CPDLC
message set are disabled
FANS-1 LINK 2000+

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Boeing Air Traffic Service (ATS)

Data Link Experience and Capabilities

Copyright © 2016 Boeing. All rights reserved.

Key points are highlighted

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B0-10, Improved Operations through

B1-40, Improved Traffic Synchronization and

Descent Profiles Using VNAV, Required Speed, Partial No Yes

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737NG1 747-4002 747-8 757/7671 7774 787 MD-11

LINK Yes Yes Yes Yes Yes

sufficiently integrated to be called FANS-2

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 FANS applications are independent from ACARS router, which

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