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A340 A330
MS
Datalink
Ground
Users
Manual
EIS
Entry Into
Service
This Honeywell FMS Datalink Users Manualw s written as an aid to the operation of the datalink interface
with the A340 A330 family of FMS equiped aircraft. In no case wilLthis manual be used
s
an authorized
document replacing FAA CAA or other certifying authority approved manuals or checklists.
PROPRIETARY NOTICE
This document and information disclosed herein are proprietary data of Honeywell
Inc. Neither this document nor the information contained herein shall e repro-
duced used or disclosed to others without the written authorization
of
o n e ~ e l l
Inc. except for training on reCipients equipment. .
COPYRIGHT 1993 HONEYWELL, INC.
ALL RIGHTS RESERVED.
HC)I1eywell
Honeywell Confidential Proprietary
Helping
ou
Control Your World
C11 5112 OO1 OO
ay 1993
Printed in U.SA
@ 993Honeywelllnc
. 25.00.
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A330 A340
MS
atatink
Ground
Users
Manual
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Table of Contents
1 Overview................ .... .......... ....... ....... ................... .............. ...... ............ ........................ ..... ..... ................ 1
1 1
General System Operation.... .... .................. ....................... .... ....... ...... ................. ..... ..................... 1
1.2 Datalink Status Indication ............................................................................................... ............... 3
1.3 Message structure .......... ........... ...... .................... .................................. ... .............. .................. 3
1.3.1 User Address Field... ......... ................... .................. ............ .... .................... ..................... 9
1.3.2 Imbedded Message Identifier (IMI) ............ ..... ........ .... ................................. ........ ............ 9
1.3.3 Imbedded Element Identifier (IEI) ..................................................................................
10
1.3.4 Cyclic Redundancy Check (CRC).................................................................................. 10
1.3.5 System Limitations Transaction Examples................................................................. 10
1.4 System IEls ...................................................................................................................................
14
1 4 1
Sequence Number IEI - SN ............................................................................................ 14
1.4.2 Ground Address IEI - GA ........................... ..... .................. .......... ................................ 14
1.4.3 Company Address
IEI
CA ............................................................................................
14
1.4.4 Time Stamp IEI - TS ......................................................................................................
15
1.4.5 Scratch Pad IEI - SP ................................... ...... ..... ...... ......................... .........................
15
1.5 Message Buffering ........ ....... ......................................... ..... ............................... .........................
16
1.6 Message Processing Order ........................................................................................................... 17
1.7 Airline Policy File (APF) Options ................................................................................................... 18
2 Uplink Messages ...... ............ ........ ........... ........................................................................... ................... 21
2 1 Flight Plan Uplinks (FPN. FPC) ..................................................................................................... 21
2 1 1 Flight Plan Element Identifiers (FPEls) Ordering and Interpretation ...............................
21
2.1.1.1 Airporl Element Processing .................... ........................................................ 23
2.1.1.1.1 Departure Airport Element (:DA:) Processing (23); 2.1.1.1.2
Arrival Airport Element (:AA:) Processing (24)
2.1.1.2 Company Route Element (:CR:) Processing ................................................... 24
2.1.1.3 Departure Runway Element (:R:)
ProceSSing
..................................................
24
2.1.1.4 Departure Procedure and Transition Elements (:D:
•
) Processing ....................
25
2.1.1.5 Airway Elements (.) Processing ......................................................................
25
2.1.1.6 En Route Segment Elements (:F:) Processing ................................................
26
2.1.1.7 Direct Fix Elements ( ) Processing ................................................................. 27
2.1.1.8 Along Track Elements (:AT:) Processing ........................................................ 27
2.1.1.9 Hold Elements (:H:) Processing ...................................................................... 28
2.1.1.10 Arrival Procedure and Transition Elements (:A: • ) Processing ....................... 29
2.1.1.11 Approach and Approach Transition Elements (:AP: ) Processing .................
30
2.1.1.12 Arrival Runway Elements
0)
Processing ......................................................
31
2.1.1.13 Waypoint Speed/Altitude Elements (:V:) Processing .....................................
31
2.1.1.14 Waypoint Step Climb Elements (:WS:) Processing .......................................
32
2.1.1.15
lat/Lon
Reporting Point Elements (:RP:) Processing ....................................
32
2.1.1.16 lat itude/ longitude Fix Formats ............ .............. ...................... ....................
33
2.1.1.17 PlacelBearing Distance Fix Formats .............................................................
34
2.1.1.18 Speed/Altitude Constraint
FormaL
..............................................................
34
2.1.1.19 Place-Bearing/Place-Bearing Fix FormaL.... ... . ...... ......................................
35
2.1.1.20 Nav. DB Fix Identifier Format .................................. ..................................... 35
2.2 Performance Uplinks (PER) ..... ................... ...................... ..... ........... ....... .................. ...................
37
2 2 1 Performance Data Element Processing (PD) ............................ ..................................... 37
2.2.2 PER Uplink Rejection Criteria ........................................................................................
39
2.2.3 FPXlPER Dependance and Redirection
logic
...............................................................
40
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A330 A340 MS atalink Ground Users Manual
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2.3 Load Infonnation Takeoff data, LDI) Uplinks ......... .......... .......... .......... .......... .......... .......... .......... .
42
2.3.1 Takeoff Data Uplink Fonnat ........................................................................................... 42
2.3.2 Runway Element Processing RW) .................. ................. ............... ........... ........... ........
43
2.3.3 Center o Gravity Element Processing CG) .................................................................. 48
2.3,4 LDI Uplink Rejection Criteria .......................................................................................... 51
2.4 Wind Infonnation Uplinks PWI) ................. ................. ........ ............. ......... .......... ......... .......... ....... 52
2.4.1 Climb Wind Element Processing CB) .......... .......... ......... .......... .......... .......... .......... .......
54
2.4.2 En Route Wind Element Processing WO) ........................ ............................................. 55
2.4.3 Descent Forecast Winds Element Processing DD) ........... ............ .......... ....................
57
2.4.4 Alternate Route Wind Element Processing AW) ........ .......... ......... ......... ......... ......... .....
59
2.4.5 PWI Uplink Rejection Criteria ........................................................................................
59
2.5 Position Reporting Fix Uplink POS) .............................................................................................. 61
2.5.1 Reporting Fix Element Processing RF) ......... .......... ......... .......... .......... .......... ......... ...... 61
2.5.2 POS Uplink Rejection Criteria ........................................................................................ 62
2.6 Request for Report Uplinks REO) ................... ..... ......... .......... ......... .......... .......... .......... ......... .... 63
2.6.1 Request Element Text ........... .......... .......... .......... .......... .......... .......... .......... .......... ........ 63
2.6.2
REO Uplink Rejection Criteria .......... .......... .......... ......... .......... .......... ......... .......... .......... 64
3 Downlink Messages ................................................................................................................................ 65
3 1
Position Report - POS ................... ................... ............ ............ .......... .......... ........... ........... ..........
66
3.1.1 Position Report Fonnat .......................... .. .................. .......... .......... ........... ........... ..........
66
3.2 Progress Report - PRG ..................................................................................................................
68
3.2.1 Progress Report Fonnat .......... .......... ........... ........... .......... ........... .......... ........... .......... ... 69
3.3 Flight Plan Downlinks - ................................................................................................................. 71
3.3.1 Flight Plan Reports FPNIFPC) ......... ......................... ............. ............. .......... ................ 71
3.3.1.1 Flight Plan Report Fonnat ................. .............. ........... ........... ........... ......... 71
3.3.2 Flight Plan Requests REOFPN) ..................... ..................... ... ........... ............ ............. ... 72
3.4 Perfonnance Downlinks ........... .......... ........... .......... .......... ........... .......... ........... .......... ........... ....... 74
3.4.1 Perfonnance Data Report - PER .................................................................................... 74
3.4.2 Perfonnance Initialization Request - REOPER................................. .............................. 75
3.5 Load Infonnation Request - REOLDI .......... .......... ........... .......... .......... ........... .......... . ................. 77
3.6 Predicted Wind Infonnation Request - REOPWI ............................... ............................................ 80
3.6.1 Climb Wind Request Element Text - CO ........................................................................
81
3.6.2 Enroute Wind Request Element Text - WO ................................................................... 81
3.6.3 Descent Forecasts Request Element Text - DO .............................................................
82
3.6.4 Alternate Wind Request Element Text - WR .................................................................. 82
3.7 Response Report Downlinks - RES ................. ........................... .......... ........... ........... ........... ...
83
3.8 Downlink Rejection Messages - REJ ............... ............. .............. .......... ............ ... ..................... 85
3.8.1 Error Data List... ............ ........... ........... ........... ............ ........... ........... ............ ........... .......
85
3.8.2 Error Data Codes: per ARINC 702 .................... .............. .... ............ .................. ............ 87
3.8.3 Error Type Codes: per ARINC 702 .......... ........... .......... ........... .......... ........... ........... ......
88
3.8.4 Extended Error Codes: per ARINC 702 ........... .......... .......... ........... .......... .......... ........... 89
3.8.5 Error Code Triplets Cross Reference A330/A340 Specific): ........... ........... ........... .......... 90
3.9 Deferrals............. .............. ............... ............. .............. ............ ............ .......... .... ............. .......
95
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A330 A340
MS Datal ink
Ground
Users
Manual
Honeywell Conf ident ial Prop rietary
REV
OVERVIEW
The datalink message system (also known
as
ACARS) to the Flight Management System (FMS) is designed
to
reduce crew workload, by reducing the effort required to input data to the aircraft FMS. This
is
accomplished by uplinking data to the FMS
and
presenting it to the crew for review
and
acceptance. This
sequence of events subsequently allows the aircrew with a few keystrokes to load each class o data (Flight
plan, Performance, Takeoff and Wind), minimizing errors and reducing the manual entry workload.
Additionally, datalink
can be used
to provide
air1ine
ground centers the current aircraft data, position
and
progress information.
Note that whenever MCDU pages are referenced in this manual, it is assumed that the FMS
is
the selected
sub-system.
Note also that the FMS provides the ACARS Management Unit (MU) with various types of flight data which
can
then
be
independantly downlinked by the ACARS MU. Transmission o this data (known as FMS
Broadcast Data)
is
controlled
by
the ACARS
MU and
is therefore not discussed
in
this document.
1.1
GENER L SYSTEM OPER TION
The data ink service provider uses the flight number or tail number, provided by the transmitting facility
(air1ine)
to route the message to the desired aircraft. Once
on
board the aircraft, the message is routed
by
the ACARS Management Unit (MU) to the appropriate on-board system based
on
the uplink label (the FMS
in this case).
The communication protocol between the FMS
and
the ACARS
MU
is based
on
the ARINC
429
(Williamsburg protocol). The communication protocol between the ground station and the FMS is
based
on
the ARINC Specification 702 and AEEC letter 90-050IDLK 342 (which is expected to be incorporated into
ARINC Specification 619).
Ground routing for a downlink message to the
air1ine
is handled via
air1ine
identification or optional ground
address(es).
The datal nk message system consists of two major functions, Uplinks
and
Downlinks. Uplinks transmit
data
from Air Traffic Control s (ATC) or the
air1ine s
ground-based operational facility to the FMS. Downlinks
transmit data from the
FMS to the Air Traffic Control or the air1ine ground-based operational facility. Uplinks
are categorized into 6 categories: Flight Plan Initialization, Performance Initialization, Takeoff Data, Wind
Data, Position Report Trigger
Data, and
Request for Downlink Reports. Downlinks consist of the following
types: Requests, Reports, Responses and Rejections. Request down inks are initiated by the flight crew as a
request for
an
uplink o related data. Report downlinks transmit current FMS data at the time the report
was
requested or initiated manually by the flight crew. Response downlinks acknowledge the uplinks, or report
the flight crew actions
in
response to the uplinks (e.g. Accept or Reject). Rejection downlinks
are
sent to
indicate any errors in uplink messages.
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A330 A340 MS atalink
round
Users Manual
MCDU
L
FM
L
VHF
MANAGEMENT
MCDU
R
FM
R
UNIT I -00I1-----
MU)
MODES CDU
GROUND BASED STATION
FMS Datalink Components
2
R V
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C61220
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A330 A340 MS Datalink Ground Users Manual
R V
_2 D T LINK ST TUS INDIC TION
The datal nk status indicates the current Management Unit MU) link status
on
the aircraft. When the
Datalink status is READY, selection stars are displayed next to datalink prompts
on
the aircraft MCDU,
nd
datalink communication ov rth datalink network is possible. When the status is
OT
READY for example
when the MU is inoperative or the MU cannot establish a data link to the ground), no selection stars are
displayed and cockpit
i n ~ i t i o n of
datalink communication is not allowed.
1.3
MESS GE STRUCTURE
Each message consists of
n
optional user address field, followed by
n
Imbedded Message Identifier IMI),
followed by a group
of
elements and/or one or more Imbedded Element Identifiers IEls) and associated text,
followed by a four character End-to-end Cyclic Redundancy Check CRC).
The IMIIIEI combinations supported by the A330/A340 FMS are as shown
on
the following pages:
where XXX may
be
any three alpha-numeric characters)
1
3
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A33 JA34
FMS DataLink Ground Users Manual
R V
IMIIIEI
plink
Messages
FPN
FPC
PER
LOI
PWI
POS
REQ
Flight Plan Uplink
FN Flight Number
RP
Active/Inactive Route
RI
Inactive Route
RA Alternate Active/Inactive Route
MW
Mean Wind
SN
Message Sequence Number
ATC Flight Plan Uplink
FN
Flight Number
RP Active/Inactive Route
RI Inactive Route
RA Alternate Active/Inactive Route
SN Message sequence Number
Performance Data Uplink
PD
Performance Data
SN
Message Sequence Number
Load Information Uplink
RW Runway Data
CG
Center of Gravity
SN Message Sequence Number
Predicted Wind Data Uplink
C
WO
-
AW
SN
Climb Wind Data
Enroute Wind Data
Descent Wind Data
Alternate Wind Data
Message sequence Number
Position Fix Uplink
RF POSition Report Fix
SN Message sequence Number
Report Request Uplink IEls processed by FM are given after each IMI)
FPN
FPC -
PER
POS
PRG
XXX
Airline)FPN Report Request RP, FN, PR, DT, CA, GA, TS)
ATC) FPC Report Request RP, FN,
PR,
DT,
CA,
GA, TS)
Perf. Data Report Request RP, FN, PR, DT, CA, GA, TS)
Position Report Request
RP,
FN, PR, DT, CA, GA, TS)
Progress Report Request RP, FN,
PR,
DT, CA, GA, TS)
Custom Report Request RP, FN, PR, DT, CA, GA, TS)
4
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A330 A340
MS
DataLink round Users ManuaL R V
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IMIIIEI Downlink Messages
FPN·
Flight Plan Report Downlink for the Airline
FN
Flight Number
RP Active Route
RA Active Alternate Route
CA Company Address
GA Ground Address
TS
Time Stamp
SP Scratch
Pad
FPC·
Flight Plan Report Downlink for ATC
FN Flight Number
RP
Active Route
RA Active Alternate Route
CA Company Address
GA Ground Address
TS Time Stamp
Performance Data Report Downlink
PR
Performance Data
CA Company Address
GA Ground Address
TS Time Stamp
PosHion
Report Downlink
CA Company Address
GA Ground Address
TS Time Stamp
SP Scratch
Pad
Progress Report Downlink
DT Destination Report
FN
Flight Number
C Company Address
G
Ground Address
TS TIme Stamp
xxx
Custom Report
RP Active/Inactive Route
FN Flight Number
PR Performance Data
DT Destination Report
CA Company Address
GA Ground Address
TS Time Stamp
* The IMI/IEI combinations given
are
for the default reports FN not included on solicHed PRG).
Reports may
be
customized.
5 6
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A330 A340
MS
DataLink Ground Users ManuaL
IMI/IEI
Downlink
Messages Continued)
REQ
REJ
R S
Request Downlinks
FPN Flight Plan Request Downlink
FN Flight Number
CO Company Route
CA Company Address
G
Ground Address
TS
Time Stamp
SP Scratch Pad
PER Performance Initialization Request Downlink
PQ Performance Data Request
CA Company Address
G
Ground Address
TS
Time Stamp
LDI Load Information Request Downlink
RQ Runway Data Request
CA Company Address
G
Ground Address
TS Time Stamp
SP
. Scratch Pad
PWI Predicted Wind Data Request Downlink
CQ Climb Forecast Request
WQ - Wind Request for CRZ winds)
DQ Descent Forecast Request
WR - Altemate Airport Weather Request
CA Company Address
GA Ground Address
TS
Time Stamp
SP Scratch Pad
Rejection Message Downlink
FPN -
FPC
PER
LDI
PWI
pas
REQ
CA
G
TS
Flight Plan Data Rejection for airline)
Flight Plan Data Rejection for ATC)
Performance Data Rejection
Take
Off
Data Rejection
Predicted Wind Data Rejection
Position Fix Data Rejection
Request Rejection
Company Address
Ground Address
Time Stamp
Downlink Response
K
Acknowledge
AC Accept
RJ
Reject
7 8
R V
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A330 A340 MS Datalink round Users
Manual
R V
1.3.1 User Address Field
The optional user address field in downlinks contain the ground address es) as specified in the Airline Policy
File APF) see Section 1.7 [APF]) and/or in the report request uplinks. Different address es)
can be
specified for different downlink data types. A maximum of 12 ground addresses can
be
included in a
downlink; 5 addresses from the APF and 7 addresses from the GA IEI in the report request uplink see
Section 1.4.2 [GAD. Each of these ground addresses represents
an
airline ground system i.e. maintenance
facility, flight operations etc.)
and is
used by the service provider for message routing. If the optional
address field is
used,
it is placed at the beginning of the message before the IMI see Section 1.3.2
[IMID.
These addresses are preceded by a slash I), with each address separated
by
a space for more than
one
address). The field is terminated by a period .).
Note that these same address may also be repeated within the down ink message text in the GA
IEI
see
Section 1.4.2).
Example:
IAOC1234 XYZ5678.
The two ground addresses are AOC1234 and
XYZ5678.
1.3.2 Imbedded Message Identifier IIMII
The three character Imbedded Message Identifier IMI) is used to identify the message type. Only one IMI is
used per message.
Uplink IMI
FPN
FPC
PER
LDI
PWI
POS
REO
Downlink IMI
FPN
FPC
PER
POS
PRG
REO
RES
REJ
Message Type
Flight Plan
Flight Plan Clearance
Performance Initialization
Load Takeoff) Information
Wind Information
Position Reporting Fixes
Report Request
Message Type
Flight Plan Report
Flight Plan Clearance Report
Performance Initialization Report
Position Report
Progress Report
Request
Response
Rejection
9
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A330 A340 MS DataLink Ground Users
Manual
R V
1.3.3 Imbedded Element Identifier IIEII
The two character Imbedded Element Identifier IEI) is used to identify a group
of
one
of
more elements. An
element is a single parameter or a group
of
parameters which represent a single piece of data. When an
element or a group of elements are repeated within the IEI field, they are organized as a list structure. Each
element or group of elements
in
a list structure is called a list entry.
The following control characters are used in an IEI and listed in hierarchical order:
IEI delimiter terminates the preceding IEI and introduces the next IEI.
List terminator indicates the end of a list, list entry or element.
List entry terminator separates list entries and introduces new list entries.
Element text terminator separates element text.
Note that due to the hierarchy, the trailing terminators are not required.
1.3.4
vclic
Redundancy Check CRC)
The four character End-ta-end CRC is the encoded 16 bit CRC computed on the message text, beginning
with the first character of the IMI. This CRC is as defined in ARINC characteristic 702, supplement 5 The
message Originator appends the CRC to the message prior to transmission. Upon receipt
of
the message, a
CRC is calculated and compared to the CRC received in the message, to verify the end-ta-end integrity of
the message contents.
1.3 5
System
Limitations and
Transaction
Examples
Uplink and downlink transfers between the FMS and the ACARS MU are limited by the FMS to a maximum
size
of
two ARINC 429 Link Data Units LDUs). From the ground station point
of
view, this limits uplinks and
downlinks to a maximum size 1255 useful characters 1259 including the 4 character end-ta-end CRC). The
characters themselves must all be part
of
the ISO ALPHABET NUMBER 5 MESSAGE TEXT SUBSET
OF
ALLOWABLE ASCII CHARACTERS
as
shown below.
10
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A33 fA34
FMS
Datalink
Ground Users
Manual
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&
6
po
V
f v
0 1
1 1
7 BEL ETB
·
7
0
W
9
w
1 0
0 0 8
BS CAN
(
8
B
h
x
1
0
0 1
9 HT EH
..2...
9
I
Y
i
Y
1 0
1
0
10
LF
SUB
• I
,
J Z
j z
.
1
0
1 1
11
V
ESC
+
;
t
[
k {
1
1
0 0 12 FF
FS
-:l
<
L
\
1
,
,
1
1
0 1 13 CR
GS
I
=
M
1
m
}
1
1
1
0
14 SO RS
>
H
A
n
-
·
\
1 1
1
1
5
SI US
I
I
? DEL
I
0
0
Hate Carriage Return
(CR)
and
line
Feed
If) characters
are
merely ignored
by the
FMS
in uplinks and
are
not included in
the
End-ta-End CRC calculation.
REV .
Allowable
cha rac t e r s
are enclosed
within double
l i ne s and bolded.
ISO
LPH BET
NUMBER
5
MESS GE TEXT
SUBSET
OF
LLOW BLE
ASCII CH R CTERS
Complete formatting
of
uplinks and downlinks involves systems other than just the FMS (e.g. ACARS
MU)
and is therefore out
of
the scope
of
this document. The following documentation is therefore given from
the
FMS point of view. Note that just because the FMS may ignore uplinked and downlinked data, this does not
necessarily imply that rest of the data link system ignores H.
The FMS receives only the following data from a ground uplink message:
Origin Code
Purpose Nature Code
1 char.) FMS ignores this code.
1 char.) The FMS ignores this code except in case of an uplinked
network acknowledge (Network ACK). Since the A330/A340 FMS data
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MS
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R V
Destination Code
Reserved for Future Growth
Text Char.
1
Text Char. 2
Text Char. N
End-ta-end CRC
link implementation ignores Network ACKs, the FMS will use this
character as additional Network ACK verification when the number of
characters in the uplink corresponds to the expected number of
characters in a Network
ACK.
1 char.) Which will be either an A (for left FMS) or 8 (for right FMS).
When
an
Airline Host or ground computer intends to send
an
uplink to
the FM, it must declare the message for delivery to the Designated
(ACARS) Master
FM
using the MD sub-label (see ARINC 724). Airline
Host or ground computer
use of
the
M1
and
M2
sub-labels to specify the
destination FM is not allowed for this configuration since
an
ACARS
slave FM will reject any data sent to it. When the MU receives
an MD
sub-label uplink from the ground, it establishes communications with the
Designated (ACARS) Master
FM
based
on
current
FM
ACARS
Master/Slave information supplied in FMS Status Words.
2 chars. of null data - i.e. ~ O s
(beginning
of
uplinked message - usually the message IMI).
(maximum N
is
1255 characters)
4 chars.)
The
FMS
transmits the following data to the ground in a ownlink message:
Origin Code
Purpose Nature Code
Destination Code
Reserved for Future Growth
Text Char. 1
Text Char. 2
Text Char. N
End-ta-end CRC
1
char.) A
if
the left FMS transmitted to the ACARS MU, 8
if
the
right FMS transmitted to the ACARS MU.
1
char.) Always W indicating a down ink.
1 char.) Always G indicating a destination of GROUND Station.
2 chars. of null data - i.e. DOs)
(May be the ground addresses of the User Address Field - see section
[User Address Field] or beginning of uplinked message - usually the
IMI).
(maximum N is 1255 characters)
4
chars.)
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A330/A340 MS atalink Ground Users Manual
R V
Multiple transaction example assuming
n
empty active flight plan and aircraft on ground prior
to
engine start
note that since the Network ACK is ignored by the FMS,
it
is considered optional as far as the FMS is
concerned):
REaPFN downlink
REaPER
downlink
Network
ACK
uplink
for
REaFPN
down ink
Network ACK uplink
for REaPER downlink
PER uplink
RESPERlAK downlink
Network
ACK
uplink
for RESPERlAK down ink
FPN uplink
RESFPN/AK downlink
Network ACK uplink
for RESFPN/AK downlink
RESFPN/AC downlink
Network ACK uplink
for RESFPN/AC downlink
RESPERlAC downlink
Network
ACK
uplink
for
RESPERlAC downlink
REaFPN uplink
RESREQlAK downlink
Network ACK uplink
for RESREQlAK down ink
FPN down ink
Flight crew initiates an Flight Plan Initialization Request
to the Ground Station which inctude both REaFPN and REaPER
Ground Station acknowledges receipt of the REaFPN downlink.
Network ACK is ignored by the FMS.
Ground Station acknowledges receipt of the REaPER down ink.
Network ACK is ignored by the FMS.
Ground Station sends up the perfonnance data which is buffered
by the FMS pending reception
of
the FPN uplink.
FMS acknowledges receipt of the PER data uplink CRC passes).
Ground Station acknowledges receipt of the RESPERlAK downlink.
Network ACK is ignored by the FMS.
Ground Station sends up the Flight Plan data which is then
inserted into the FMS along with the buffered PER data.
FMS acknowledges receipt of the FPN data uplink.
Ground Station acknowledges receipt of the RESFPN/AK downlink.
Network ACK is ignored by the FMS.
FMS infonns ground that FPN data has been accepted and inserted into
the FMS.
Ground Station acknowledges receipt of the RESFPN/AC downlink.
Network ACK is ignored by the FMS.
FMS infonns ground that PER data has been accepted and inserted into
the FMS.
Ground Station acknowledges receipt
of
the RESPERlAC downlink.
Network ACK is ignored by the FMS.
Ground Station requests a flight plan report to verify that
uplink was successfully strung in the active flight plan.
FMS acknowledges receipt of the REaFPN data uplink.
Ground Station acknowledges receipt of the RESREQlAK
down ink. Network ACK is ignored by the FMS.
FMS sends a flight plan report
to
satisfy the ground request.
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atalink Ground Users Manual R V
1.4 SYSTEM IMBEDED ELEMENT IDENTIFIERS (IEls)
System lE s are IEls that could
be
present
in
different message types
Le.
associated with different Imbeded
Message Identifiers [IMI] types). They are provided for end-user message management functions such as
message tracking, non-network addressing, and destination address verification. Each system
IEI
will
be
included in downlink messages if enabled in the APF (see Section 1.7 [APFJ).
1.4.1 Sequence
Number
IEI - SN
The sequence number is included within the text portion
of
the FMS message to correlate the downlink
response to the airline s uplinked message.
If
the airline includes the sequence number in the text portion
of
the uplink to the FMS,
n
s reflected in the FMS s Response downlink message which statuses the action the
flight crew or FMS response to the message.
The uplink SN IEI data contains the sequence number element which is a variable length element
of
up to
ten alphanumerics.
Example:
/SN0123456789
The Message Sequence Number is 0123456789
1.4.2 Ground
Address
IEI - GA
Ground address(es) are used by the service provider for routing downlink messages.
If
ground address(es)
are specified to
be
included
in
a downlink (via the GA
IEI of
the uplink request and/or via the APF) they are
included
in
the User Address Field (see Section
1.3.1
[User Address Field])
of
the subsequent downlink
report. The downlink report also contains the very same ground address(es) within the text
of
the GA IEI.
The downlinked GA IEI address(es) are provided for destination address verification at the airline since the
User Address Field is not seen by the airline end systems.
The
GA IEI
data consists
of
a list
of
addresses (up to 7 addresses for uplinks, up to 12 addresses for
down inks), each
of
which is up to seven alphanumerics.
Example:
/GASEADPOF.LAXDPOF
The
Ground Addresses are SEADPOF and LAXDPOF.
1.4.3 Company Address IEI CA
The company address is used by the airline end systems for routing downlink messages within the company.
If
the address is specified in the CA IEI
of
the uplink request, this same address is included in the text
of
the
FMS s down link report.
If
the address is not specified
in
the uplink request but the APF contains a company
address for the downlink report (based
on
IMI type), that Company Address is included in the text
of
the
downlink.
The Company Address IEI data consists
of
an address
of
up to ten alphanumerics.
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MS
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R V
Example:
IC FLTOPM INl
The Company Address is FLTOPMAIN1.
1.4.4
Time
Stamp IEI - TS
The
Time
Stamp
is
the Time indicated on the Captain s clock upon initiation
of
the down ink. The time s
followed by the Date.
The Time Stamp IEI consists
of
the Time followed by the date in HHMMSS,DDMMYV format where HH
represents hours, MM represents minutes, SS represents seconds,
DD
represents the
day
of the month, MM
represents the month and
YV
represents the last two digits
of
the year.
Example:
ITS223545,220193
The
time
is hours
minutes35
seconds
The date is month
day
year
1.4.5 Scratch Pad IEI - SP
22
45
January
22nd
1993
The scratch pad IEI contains the contents
of
the MC DU scratch pad
at
the time a manually initiated downlink
is constructed.
The
P D
IEI consists
of
the scratch pad characters contained in the scratch pad
of
the MCDU which is the
source
of
the downlink initiation. Blanks are not included. Some allowed SP characters are not allowed to
be downlink via the ACARS MU so other unique characters are substituted
as
follows:
T
character is substituted
for
+
( is substituted for
f
, , (i.e. space) character is substituted for the overtly character.
If the
scratch pad is empty or contains something other than a manually entered data, such as a message,
then no SP data is transmitted in the downlink.
Example:
Scratch Pad Contents is THIS.IS.A.TEST.+.1
ISPTHIS.IS.A.TEST.).(
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R V
1_5
MESSAGE BUFFERING
FMS memory is used for uplink and downlink message buffering. Generally, downlink buffer operations
have
no
ground station impact and therefore will not
be
discussed in this document. FMS uplink buffering,
however, is provided for only one uplink at a time for each IMI type. The buffer is considered full until
an
FMS or flight crew operation (depends
on IMI
type) has been performed.
f an
uplink is received while the
buffer for that same IMI type is full, then the new uplink will
be
rejected. The definition
of
buffer full
depends
on IMI
type as discussed below.
Some uplink messages may remain buffered
Le.
they are preserved without being completely processed)
and
not presented to the flight crew until all the required data are available and/or the status
of
the FMS
and
aircraft make the messages useful.
Individual messages remain buffered based on the message type (IMI) as follows:
Flight Plan (FPN, FPC) -
f
a temporary flight plan exists or a DIR TO page is displayed
on
either MCDU, the FPN uplink will
remain buffered until the DIR TO is performed or aborted,
or
until the temporary flight plan is inserted
or
erased.
(Note also that the FPX buffer is considered full until the FPX uplink data has been inserted, deleted,
or
rejected).
Performance (PER) -
If a temporary flight plan exists or a DIR TO page is displayed
on
either MCDU, then the PER uplink will
remain buffered until the DIR TO is performed or aborted,
or
until the temporary flight plan is inserted
or
erased.
f
the PER is received prior to the Flight Plan data uplink during a FPN Initialization request, then the
PER
uplink remains buffered (with data insertion into the system also held off) until the FPN Initialization
is terminated (i.e. the FPX data is either inserted, deleted, or invalidated).
(Note also that the PER buffer is considered full until the PER data has been inserted, deleted,
or
rejected).
Takeoff (LD I) -
If a F-PLN Initialization request is pending, then the
LDI
message remains buffered (with uplink data
review also held off) until the F-PLN Initialization has been processed or invalidated.
(Note that the LDI uplink is unique
in
several ways. First, there are two levels of system insertion. The
first level, created automatically after an LDI uplink
for
the purpose
of
flight crew runway review, allows
MCDU
display
of
up to four uplinked runways and their corresponding data. The second level allows
flight crew insertion of one runway into
an
existing flight plan. As soon as the first level of system
insertion is complete, another LDI uplink may
be
uplinked and processed - Le. flight crew insertion is not
required. Second, there is
no
limit
on
number of times runways from the same uplink may
be
inserted by
the flight
crew
and hence there is no limit to the number
of
RES AC downlinks than can occur as the
result
of
insertion. Finally, the
LDI
is the only insertable uplink that
can
not have
an
RES
RJ
generated
for it because the flight can not clear an LDI insert prompt - see Section 3.7[RES]).
{Note also that the LDI buffer is considered full only until the FMS has processed the uplink, that is, no
specific flight crew action is ever required
on
the LDI before another LDI uplink can be received.
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However flight crew action may
be
needed
on an
FPX uplink which is causing the LDI uplink to remained
buffered.)
Position Reporting POS) -
If
a temporary flight plan exists or a DIR TO page is displayed
on
either MCDU, then a POS uplink will
remain buffered until the DIR TO is performed or aborted, or until the temporary flight plan is inserted or
erased.
If a F-PLN Initialization is pending, then the POS uplink remains buffered with data insertion into
the
system also held off) until the F-PLN Initialization has been processed or invalidated.
If the active flight plan is undefined, then the POS uplink is considered for the secondary flight plan
NOTE: If a F-PLN Initialization request is pending for the secondary flight plan, then the POS uplink
is
buffered identically as described above. The buffered uplink remains associated to the secondary
if
an
active flight plan is later defined).
Note also that the POS buffer is considered full only until the FMS has processed the uplink, that is,
no
specific flight crew action is ever required
on
the POS before another POS uplink can
be
received.
However flight crew action may
be
needed
on
an FPX uplink, a DIR TO, or a temporary flight plan which
is causing the POS uplink to remained buffered.)
Winds
PWI)-
If
a temporary flight plan exists or a DIR TO page is displayed
on
either MCDU, then a PWI uplink will
remain buffered until the DIR TO is performed or aborted, or until the temporary flight plan is inserted or
erased.
If a F-PLN Initialization request is pending, then the PWI message remains buffered with uplink data
review also held off) until the F-PLN Initialization has been processed or invalidated.
Note also that the PWI buffer is considered full until the PWI data has been inserted, deleted, or
rejected).
Request for Report RE0)-
The REO uplink messages are not buffered for system related reasons. However, the downlink reports
which are generated as a result
of
the REO uplink may remained buffered
if
the required data for the
reports is not available or if a downlink REO for the same type
of
data is outstanding.
Note also that the REO buffer is considered full only until the FMS has processed the uplink, that is,
no
specific flight crew action is ever required on the REO before another REO uplink can
be
received.
However flight crew action may
be
needed on an FPX uplink which is causing the REO uplink to
remained buffered.)
1 6 MESSAGE PROCESSING ORDER
Uplinks are generally processed
in
the order which they are received first-in-first-out). Exceptions to the first
in-first-out sequence of message processing may occur when specific aforementioned buffering conditions
occur e.g.
LDI
may
be
processed after
an
FPN
if
the FPN was requested by the flight crew)
or
when FPC
or
REaFPC
uplinks are received
Le.
ATC related uplinks are serviced first
if
multiple uplinks are buffered).
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A330/A340
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atalink Ground
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R V
To minimize potential flight crew confusion the following sequence of uplinks is recommended when all are
to be uplinked as part
of
FMS initialization:
1.
Pert
Init
2. Flight Plan Init
3 Takeoff Information
4. Winds data
5 Position Reporting points
6
Request for Reports
1.7 AIRLINE POLICY FILE (APF) OPTIONS
This section is meant as merely an overview
of
the APF Datalink programming options. Other sources are
available for more detailed explanations
of
the Navigation Data Base (Nav. DB) and/or
APF
(e.g. Honeywell
Document SPEC 72 1 Meg. NOB Requirements Document & Exhibit A
of
the Navigation Data base
Definition for A330/A340 Aircraft One Million Word Data Base).
Numerous datalink options may be programmed via the APF. Multiple APFs may be present in a single Nav.
DB. The appropriate APF will be selected based on the specific aircraft, engine, and engine manufacture. If
no appropriate
APF
is found, the data link option will be inhibited.
The following programming options are available in the APF and override all other conditions detailed in this
manual:
IEI (Imbedded Element Identifier) Programming Options:
RES Enable
(*
Response Messages Enable
*)
This option determines whether or not a Response
message IMI is transmitted
for
any uplinked message.
REJ Enable
(*
Rejection Messages Enable
*)
This
option determines whether
or
not a Rejection
message IMI is transmitted upon detection
of
an error within an uplink message.
TS Enable * Time
Stamp
Enable *) This option determines whether or not a Time Stamp IEI and
element data are transmitted for any downlink message.
CA Enable * Company Address Enable *) This option determines whether or not an
APF
Company
Address is allowed within down ink messages.
GA
Enable
*
Ground Address Enable
*)
This option determines whether
or
not one
or
more
APF
Ground Addresses are allowed within downlink messages.
SP Enable (* SCRATCHPAD Enable
*)
This option determines whether or not a Scratch Pad IEI
and associated data are transmitted
for
manually initiated downlink messages.
FN Enable * FLIGHT NUMBER IEI Enable
*)
This option determines whether or not the Flight
Number is included within the Flight Plan Request or Progress Report downlink
messages.
IMI (Imbedded Message Identifier) Programming Options
~ S Rep. Inhibit (* POSITION Report Inhibit *)
This
option determines whether or not a Position
Report can be manually downlinked.
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LDI Req. Inhibit
PER Req. Inhibit
PWI Req. Inhibit
FPN Rep. Inhibit
FPX Req. Inhibit
Datalink Inhibit
(* TAKE-OFF DATA Request Inhibit * This option determines whether or not
the uplink data
and
downlink requests of Take-Off Initialization Data are allowed.
(* PERFORMANCE DATA Request Inhibit * This option determines whether or
not the uplink data and down ink requests
of
Performance Initialization data are
allowed.
(* WIND DATA Request Inhibit * This option determines whether or not the
uplink data and downlink requests of predicted Wind Data is allowed.
(* Flight Plan Report Inhibit * This option determines whether or not a Flight
Plan Report can
be
manually downlinked.
(* FLIGHT PLAN DATA Request Inhibit * This option determines whether or not
the uplink data (both FPC and FPN uplinks) and downlink requests
of
Flight Plan
Initialization data are allowed. Note: Performance Data messages are not
controlled by this option).
(* Datalink Inhibit
*)
This option determines whether or not any datalink
functions are to be utilized. It is supplemental to the ACARS installed program
pin discrete input and can be used to disable the datalink function
if
it is
installed.
PRG Report Triggers - defines the report triggers for the automatic transmission of the Progress Report.
Any of the following are optional:
Number of Minutes to Top of Descent Triggers (up to 5)
Minutes to Top
of
Descent Triggers 11213 4 5
Number of Minutes to Destination Triggers (up to 5 )
Minutes to Destination Triggers
1 21314 5
DELTA ETA TRIG
(*
Delta ETA Trigger - given in minutes
*
If no
triggers are specified and
no
REQPRGs are
ever
uplinked, then progress reports are effectively
disabled.
Request for Report Customization -
This option defines a list
of
customization IEls per designated non-standard IMls for which a
Flight Report is generated upon reception
of
an uplink request with a label that matches one
listed in this option's data. The required options
for
each IMI
in
the list is as follows:
Request Label Ident
1 213
- 3 chars. of the non-standard IMI
Route Primary Flag - RP IEI enable
Flight Number Flag - FN I I enable
Performance Info Flag - PR IEI enable
Destination Report Flag - DT IEI enable
Datalink Ground Addresses -
This option defines a list
of
Ground Addresses per designated IMls to which a Ground Address
IEI is appended for a downlink message transmission. Note that REJ and RES messages
assume the ground addresses
of
the IMI being responded to, assuming the GA IEI is enabled
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A330 A340 MS Datalink round Users Manual R V -
e.g. an REJFPN is rejected with ground addresses appended from the FPN GA APF address
list). REQ downlinks will use the address list associated with the REQ IMI
in
the APF.
Datalink Company Addresses -
This option defines a list o Company Addresses per designated IMls to which a Company
Address I I is appended for a downlink message transmission. Note that REJ messages
assume the ground addresses o the IMI being responded to, assuming the CA IEI is enabled
e.g. an RES AK for a FPN uplink is rejected with company addresses appended from the FPN
CA APF address entry).
R Q downlinks will use the address entry
aSSOciated
with the REQ IMI
in the APF.
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2
UPL NK
MESSAGES
2 1 FLIGHT
PLAN UPLlNKS (FPN, FPC)
The
FPX
(i.e. either FPN or FPC) uplink provides the capability to uplink flight plan data to the FMS. The
uplinked data can be targeted to replace the active (primary) or inactive (secondary) route.
2
A valid FPX uplink begins with the FPN
or
FPC IMI. and must include one and only one of the following IEls:
RI (Inactive flight plan replacement) or RP ( Active flight plan replacement which may actually be treated
as
active or inactive depending on redirection rules discussed in Section 2.2.3 [FPXlPER Redirection]). If
both IEls or duplicate IEls exist in a single uplink, the entire FPX uplink is considered invalid and is rejected.
Optionally, one
of
each
of
the following
IEls
may also be included in the uplink and applies to the targeted
flight plan it follows:
FN IEI which contains the Flight Number for the given flight
MW
IEI which contains a Mean
Wind
for
the route in
the
uplink
RA IEI which contains AHemate flight plan replacement data (must follow RP
or
RI i f included)
SN IEI which contains an optional Sequence Number (see Section 3.7 [RES Downlink])
If
more than one altemate route IEI (RA) is included for a corresponding RP
or
RI IEI,
or
i f the RA IEI occurs
prior to a RP or
RIIEI
the entire FPX uplink is considered invalid and is rejected.
In the event that there is not enough room for all of the uplinked flight plan data to be stored, normal flight
plan sacrificing logic will apply3.
In
the
following descriptions, and throughout the rest of this document, whenever number
of
character ranges
are given, the range is assumed to be inclusive (e.g. 1 to 3 characters implies element may be 1, 2 or 3
characters).
2.1.1
Flight
Plan Element Identifiers (FPEls) Ordering
and
Interpretation
FPEls
are designators
for
the Flight Plan uplink which indicate how the flight plan data that follows is to
be
interpreted.
FPEls are only contained in the Flight Plan uplink (see the example Flight Plan uplink at the end of this
section). A complete description
of
the FPEls follows later, however the following list summarizes the FPEls
and the order in which they are processes in a FPX uplink:
:DA: Departure Airport
:AA: Arrival Airport
:CR: Company Route
:R: Departure Runway
:D: Departure Procedure
SID Transition - A transition must follow the procedure for which it applies.
o Arrival Runway
:AP: Approach Procedure
Approach Transition - A tranSition must follow the procedure for which it applies.
:A: Arrival Procedure
Arrival Transition - A transition must follow the procedure for which it applies.
Direct Fix
Airways
:F: Flight Plan Segment
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:AT: Along Track Waypoint
:V:
Waypoint Speed/Altitude Constraint
:RP: Reporting Point
:H: Holding Pattem
:WS: Waypoint Step ClimblDescent
Note that direct fIXes, ailWays and flight plan segments are inserted into the flight plan in the order they
appear in the uplink message. Invalid elements are not used and are rejected unless othelWise specified,
with processing continuing with the next element if possible. The FMS always attempts to minimize the
portion of the FPX uplink rejected when uplink formatting errors exist. These rejections along with ground
personnel misinterpretation of FMS Flight Planning rules can easily lead to the stringing of a different flight
plan than intended. For this reason, a subsequent flight plan report see Section
3.3.1
[FPX Reports]) is
always recommended as confirmation of a proper FPX uplink. Note, however, that FPX Reports only are
available from the active flight plan.
f the .
FPEI
is not preceded by the
:D:
:A: or :AP: FPEls it shall
be
interpreted as
an
ailWay introducer.
f
it
is preceded by the :D: :A: or :AP: FPEls then it is interpreted as a transition introducer.
The
complete FPX uplink message is considered invalid if
no
valid company route, FROMITO pair, or
waypoint is found in the uplink, the entire uplink will
be
rejected (i.e. at least one of three must exist in
an
RP
or
RI IEI
or FPX uplink will be rejected because the minimum possible route data is not included in the
uplink).
Any of the errors found in the following FPEls shall cause a discontinuity to be strung in the route (this
provides the flight
crew
with
an
indication that elements may
be
missing in the flight plan):
:D: Departure Procedure
Departure Transition
:AP: Approach Procedure
Approach Transition
:A: Arrival Procedure
Arrival Transition
Direct Fix
Airway VIA
:F: Flight Plan Segment
Any
oflhe
errors found in the follOwing FPEls shall cause associated FPEls, to
be
discarded:
:DA: :R:, :D: and associated transition.
:AA: 0, :AP:, :A:
and
associated transition.
D any aSSOCiated transition.
:A: :AP: and associated transition.
:AP: any associated transition.
Z
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Example:
FPN/RI:DA:KJFK:AA:KLAX:CR:JFKLAX07:R:040:D:OKWD2:F:HUO.J36
.
MARK1.HL36
.
MARK2.J36
.
BAE.J
16
.
MCW..ONL.J114
.
DEN.J60
.
HEC:A:DOWNE.HECTR(240)
which translates to:
For the secondary (inactive) flight plan, route JFK to LAX via company route JFKLAX07 Runway 04 to SID
OKWD2 to
en
route waypoint HUO then via J36 to MARK1 then via HL36 to MARK2 then via J36 to BAE
then via J16 to MCW then direct to ONL then via J114 to DEN then via J60 to HEC then STAR DOWNE to
HECTR transition to runway twenty-four.
Example:
FPN/RP:DA:LSZH:AA:LFBL:CR:FLlGHT1 :R:160:D:M0R2S.RLP
.
FRANE,N465118E0060806
.UA41.UG21
..
MOU
.
MOU250-0100
.
N4615E220
.
MOU250-LARON055:H:TLE:A:GUERE1.NOL
:AP:ILS22:V:AARU,275,AB1200:WS:RLP,370:AT:DIJ-5M:RP:E8-1 :H:GUERE L, 140, 201RA
:DA:LFBL:AA:LFBO:R:220:D:LlNA1W:F:LlNAK.G36
.
GAI:A:TOENB.GAI13:AP:RNV33L:V:LlNAK,265
:H:TOE •••R,200:RP:N43-01/FNNONREG1
which translates to:
Primary route from Zurich to Bellegarde using the non-Nav. DB CORTE IDENT of FLlGHT1 Runway 16
to
SID-MOR2S to SID transition
RLP
direct to FRANE then get
on
Airway
UA41
til Airway
UG21
and then exit
off UG21 at MOU direct to the place-bearing-distance waypoint then to a latllong waypoint then to the place
bearing/place-bearing waypoint with a default hold at the waypoint TLE then STAR GUERE1 via NOL to the
approach ILS22 at the waypoint AARU there is a speed consrtaint of 275 and altitude constraint of T
or
BELOW 12000 feet there is a step at the waypoint RLP to FL370 an along track ofset waypoint 5 nm before
DIJ and reporting points starting at E008 longititude and every degree
of
longitatude a HOLD left at GUERE
with an inbound course
of
140 with a leg time
of
2 minutes. Then in the altemate, route from Bellegarde to
Toulouse via runway 22 SID LlNA1W then at the waypoint LlNAK get
on
the airway G36 then exit at GAl
then STAP TOENB via GAI13 to the approach RNV33L, at the waypoint LlNAK is a speed constraint of 265.
there is a HOLD R at TOE with an inbound course
of
200 degrees then reporting points starting at
N43
latitude and every degree of latitude there after the flight number is NONREG1
The format for each set
of
element data (text following the FPEI) follows in the subsequent sections.
2.1.1.1
irport
Element Processing
The allowed character length of a departure airport is from 1 to 4 characters. The allowed character set
to
define a departure airport is A through Z. Any other character encountered within the FPEI is invalid. If the
FPEI contains invalid characters or number
of
characters, the airport is considered invalid
and
airport
processing terminates.
If
the element text adheres to character restrictions. the navigation data base airports
file is searched for the identifier.
If
the identifier is not found. the element is invalid and airport processing
terminates. Valid airport elements are further processed as follows.
2.1.1_1_1
Departure
irport
Element (:DA:) Processing A valid :DA: element contained in
an
RI,
RP or
RA is incorporated into the flight plan as the departure airport for the applicable flight plan.
If this FPEI exists more than once per route IEI in the uplinked FPX. then the entire uplink is considered
invalid and is rejected.
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2.1.1.1.2 Arrival irport Element :AA:) Processing A valid :AA: element contained
in
an
RI
RP,
RA
is
incorporated into the flight plan as the arrival airport for the applicable flight plan.
If this FPEI exists more than once per route IEI
in
the uplinked FPX, then the entire uplink is considered
invalid
and
is rejected.
2.1.1.2 Company Route Element :CR:) ProceSSing
A valid company route element contains one to ten characters. Any number of characters greater than ten is
invalid
and
company route processing terminates. The valid character set to define a company route is A
through Z and 0 through
9.
Any other character is invalid. If the element text meets quantity and character
restrictions, the navigation data base company routes file is searched for the identifier.
If the
:CR:
exists in the Navigation Data Base Nav. DB) then the FPEls following the :CR: are interpreted as
edits
to
the company route flight plan extracted from the data base for the :CR:.
If
the :CR: does not exist
in
the Nav.
DB
then the :CR: is interpreted as the identifier for the company route defined by the FPEls which
follow the :CR:
in
the uplink message. This functionality allows the company routes to be stored in the
ground based computer and uplinked to the aircraft, instead of storing all of the company routes in the
airborne system for recall.
If data defining a flight plan data is not included in the uplink message that also contains a non-Nav.
Database Company Route number, the entire FPX uplink is considered invalid.
Example:
For Company Route SHORTFLT
FPNlRP:CR:SHORTFLT
FPNIRP:CR:SHPRTFLT:DA:KJFK:AA:KLAX
which
is
not
in
the Nav. DB
would be rejected.
would not
be
be rejected since a minimal set
of
valid FPEls is included.
If this FPEI exists more than once per route IEI
in
the uplinked FPX, then the entire uplink is considered
invalid
and
is rejected.
2.1.1.3 Departure Runway Element :R:) Processing
A valid departure runway consists of three characters. Valid characters include two digits ranging from 01 to
36, inclusive. The two digits are followed by
an
L left), R right), C center) or
0
the letter
0
which specifies
no
runway
suffix). All other characters are invalid
and
departure runway processing terminates. If the string
of
characters has a valid format and range, the navigation data base runway file is searched for the runway
at the departure airport.
If
a runway is not found, the element
is
invalid and departure runway processing
terminates. If the element is valid, the runway element is incorporated into the existing flight plan as the
departure runway.
If
this FPEI exists more than once per route IEI
in
the uplinked FPX, then the entire uplink is considered
invalid and is rejected.
2.1.1.4 Departure Procedure and Transition Elements :0:, .) ProceSSing
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A transition must follow the procedure for which it applies in order to
be
interpreted as a transition for the
correct procedure.
If
the
FP
El being processed is a :D: (departure procedure) and a departure airport does not exist in the flight
plan, the departure procedure element and departure transition element (if it exists) are invalid and departure
procedure processing terminates.
If
the departure procedure FPEI data that is being processed is not from one to six characters in length the
departure procedure is invalid and the departure procedure processing terminates.
If the departure transition FPEI data being processed is not from one to five characters in length the
departure transition is invalid and the departure transition processing terminates.
The allowed character set that is used to define a departure procedure consists
of
the following characters:
A through Z, and 0 through 9. The allowed character set that is used to define a departure transition consists
of the following characters: A through Z 0 through 9 and the - . Any other characters are invalid and
departure procedure or departure transition processing terminates.
If the string
of
characters adheres to quantity and character restrictions, the navigation data base standard
and custom terminal area procedures files are searched for the departure procedure
or
departure transition
at
the flight plan departure airport. If the procedure is not found it is considered invalid.
If the :D: or :D:,. pair exists more than once per route IEI in the uplinked FPX, then the entire uplink is
considered invalid and is rejected.
Additional compatibility checks are performed as follows:
If the departure procedure is runway dependent and a compatible departure runway exists in the flight
plan uplink, the element is incorporated into the flight plan as the departure procedure, otherwise the
element is invalid.
To
be
considered valid, the departure transition must
be
defined within the navigation data base as a
transition that applies to the validated departure procedure. If the departure transition is valid and the
departure procedure is valid, the departure transition is strung following the departure procedure.
2.1.1.5 irway Elements (.) Processing
A valid airway identifier is one to five characters in length. The allowed character set is: A through Z and 0
through 9.
If
the characters meet format and range requirements, the navigation data base is searched for
the airway identifier in the airways file. If the airway identifier is not
of
valid format and range
or
is not found,
the airway element is invalid.
If two consecutive airways are specified then an airway-airway intersection point will be found and inserted
in
the flight plan followed by the second airway.
The FPEI immediately preceding the . FPEI must be either the FPEI or the :F: FPEI (Le. a starting
waypoint must be defined for the airway or string
of
airways). Furthermore, this ·preceding
fix·
must
be
a
Nav. DB fix (Le. a navaid, waypoint or Non-Directional Beacon defined in the navigation data base files,
as
opposed to a waypoint defined in terms of PBD or Lat.lLon.) and it must be on the subsequent airway. If any
of these conditions are violated the following airway or string
of
airways are considered invalid.
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-
It is also required that
an
airway termination point be defined eijher through a FPEI (again it must be a
Nav.
DB fix on
the airway in the form of
a
FPEI) or through a valid airway/airway intersection before the
airWay
is considered complete. Therefore, airways may be used one at a time or as a string
of
intersecting
airways always preceded and followed by a Nav. DB fix.
s
stated earlier, the FMS always attempts to minimize the portion
of
the FPX uplink rejected when
formatting errors occur. For example, a valid preceding
fIX
followed
by
two uplinked intersecting airways
followed by a fix not
on
the second airway
resuHs
in the preceding fix, the first airway, the airway intersection
point, a discontinuity,
and
the final Nav.
DB
fIX being strung. Only the second airway
is
rejected.
In
the case
of a string
of
airways, once it has
been
determined that
one
airway
is
to
be
rejected, then all subsequent
airways in the string shall also be rejected since there is no viable starting pOint.
4
Example:
For the following uplink
FPNlRI:DA:KJFK:AA:KlAX .WAYPTI,N47023WI22234.AWI.AW2 wAYPT2,N52333WI23222
Consider the following individual scenarios:
If
WAYPTI is not
on
AWl then WAYPTI - discon - WAYPT2 is strung, and AWl and AW2 are rejected.
If
WAYPTI is
on
AWl, but AWl does not intersect with AW2, then WAYPTI - discon - WAYPT2 is
strung, and AWl
and
AW2 are rejected.
lfWAYPTI is
on
AWl,
and
AWl
intersects with AW2 at WAYPT3, but WAYPT2 is not
on
AW2, then
WAYPTI -
[AWI)-
WAYPT3 - discon - WAYPT2
is
strung,
and
AW2 is rejected (where
[AWl)
signifies
that various waypoints
on
AWl will
be
strung).
IfWAYPTI
is
on AWl, and
AWl intersects with AW2,
and
WAYPT2 is
on
AW2, then WAYPTI -
[AWl)
- [AW2)- WAYPT2 is strung, and nothing is rejected.
2.1.1.6
n
Route Segment Elements (:F:) Processing
The
en
route segment is used to introduce
an
edij
(Le.
the addition
of
the :F: specified fixes and/or airways)
to
an uplinked flight plan by specifying a matching fix in the flight plan as the first fIX of the en route segment.
In this scenario, the en route segment is to be inserted following the matching flight plan fix with no
discontinuity preceding the
en
route segment, but there will be a discontinuity following the segment.
The fix immediately following the :F: FPEI has the same format as the Direct Fix (
.
) FPEI data (i.e. :F: and
..
element data
of
identical formats except for the (:F:) and (
.
) (see Section 2.1.1.7 [Dir. Fix)).
When the first fix
of
the
en
route segment does not match any fix within the flight plan, then the
en
route
segment will
be
appended to the flight plan prior to the STAR Of one exists). The en route segment will
be
preceded and followed by a discontinuity.s
An
en
route segment consists of the :F: FPEI followed
by
directs
and
airways. Any FPEI other than the
(direct fix) FPEI
or .
(airway) FPEI terminates the
en
route segment.
Example:
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REV -
FPN/RI:DA:KJFK:AA:KLAX
W YPT1
WAYPT2 W YPT5:F:WAYPT2 .
W
YPT3.AW1 WAYPT4:A:STAR1
:F:WAYPT6 WAYPT7
which translates to:
JFK followed by a discon followed by WAYPT1 then direct to W YPT2 then direct to
W
YPT3 then via
AW1
to WAYPT4 followed by a discon then WAYPT5 followed by a discon then WAYPT6 then direct to WAYPT7
followed by a discon followed by
STAR1
followed
by
a discon followed by LAX.
2.1.1.7 Direct Fix Elements I ) Processing
To be considered valid, the direct fix element must
be of
one
of
the following valid fix formats: Nav. DB Fix
Format, Latitude/Longitude Fix Format, PlacelBearing/Distance PBD) Fix Format, or
PlacelBearing/Place/Bearing PBPB).
If
the format is valid, the direct fix element is incorporated into the
flight plan as described below.
If
the direct
fix
follows a fix, a
OF
leg
is
created to the specified point.
If the direct fix follows
an
airway
and
is 5 characters or less, then the Nav. DB is searched to determine the
lal/lon of the fix it is considered invalid if duplicate waypoints exist for the same name or if it is not found
within the Nav. DB).
If
the direct
fIX
is valid, the, airway record is searched for the fix identifier.
If the fix is found on the airway, the airway is completed. If the element represents the first fix in the flight
plan uplink,
an
initial fix leg is created to the element as the first
fix
in the flight plan.
If
a direct fix is invalid, a discontinuity is strung
in
its place.
2.1.1.8 long
Track
Elements :AT:)
Processing
6
The valid format for
an
along track element is as follows: A Nav. DB fix identifier followed by a dash i.e. -),
followed by a distance value. The optional speed/altitude constraint specified by ARINC 702 is ignored for
this implementation. The
fix
identifier must be 1 to 5 characters in length and must match a navigation data
base fix identif ier within the existing flight plan. The allowed characters for the
fix
are A through Z and 1
through 9 The distance is two to five characters of the format XfYYY X must
be
a P or M representing
plus or minus, respectively. YYYY must
e
one to four numerics representing distance in tenths
of
a mile. If
any
ofthe
preceding requirements are not met, the element is invalid.
Additionally, the following requirements must
be
met:
The matching
fix
must
be
either the first leg in the flight plan or terminate a Course to a Fix,
Track to a Fix, or Direct to a Fix type leg.
The distance cannot exceed the distance of the leg
on
which it is inserted limited to 999.9 NM
by the number
of
characters allowed).
A positive distance deSignated by a P) results in a waypoint inserted on the leg following the
matching fix, while a negative deSignated by a M) results in a waypoint inserted on the leg
preceding the matching fix.
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A waypoint cannot be inserted less than 0.5 minute
in
Latitude and Longitude) from any existing
flight plan waypoint.
An Along Track Waypoint cannot be inserted within a gap between two Course to a Fix legs.
If
the matching fix in the flight plan is followed by a discontinuity or marks the end of route and X
is a
P,
the element is invalid.
If
the matching fix
in
the flight plan is the first leg in the flight plan and X is a M, the element is
invalid.
If
the optional constraint is included
as
part of the element and is invalid
for
any reason, the
element is invalid.
If
the along track element is valid
and
the FPX uplink is inserted by the flight crew, the ATO will be added to
the pilot defined store as a Place/Distance fix.
2.1.1.9 Hold Elements :H:) processing
7
The valid format for hold elements consists of a
fIX
identifier element and the following optional elements:
speed ignored), altitude ignored), target speed ignored), tum direction, inbound course, Expected Further
Clearance time ignored), leg time
and
leg distance. Each element is separated by a comma. Consecutive
commas indicate that no data is included for that element.
The allowed character length
of
a hold at waypoint
fIX
identifier is 1 to 13 characters. This fix identifier is
validated
as
a possible Nav. DB with no optionallatl lon allowed· see Section 2.1.1.20 [Nav. DB Fix))
or
a
latitude/longitude waypoint see Section 2.1.1.16 [LatILon Fix]). Once the fIX is determined to be a valid
fIX,
the existing flight plan is searched for a match.
If
the fix format is invalid for either valid type
of
fixes or the
fix is not found in the flight plan, the element is considered invalid.
If
the Nav. DB or LAT/LON fix matches a
leg terminator fix that exists
in
the flight plan, further validation is as follows.
If
the fix identifier exists more than once
in
the flight plan, the first occurrence
of
the
fix
identifier is used.
The :H: is considered valid only if a matching fix is found in the FPX uplink. Only one holding pattem per
flight plan fixed waypoint occurrence is allowed.
If
multiple holds exist for the same occurrence of the fixed
waypoint, only the first hold processed is used and the others are considered invalid.
If
a matching
fIX
is found, the optional elements,
if
they exist, are validated. The optional elements must
be
listed in the following order.
If
leg time and leg distance are both included in the hold elements, the leg
distance is ignored with rejection
and
the leg time is used.
1 Speed: It is ignored for this implementation.
2
Altitude
It is ignored for this implementation.
3 Target Speed: It is ignored for this implementation.
4 Turn Direct ion: This element consists of one alpha character. The valid characters that define the turn
direction element are L left) and R right).
5 ·Inbound Course: This element consists
of
three numerics that define the inbound magnetic course in
degrees. The valid range for the inbound course element is 000 to 360, inclusive.
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6 EFC Time: It
is
ignored for this implementation.
7 Leg Time: A valid leg time element consists of two numerics, defined to tenth
of
a minute. This
element is
mut.ually
exclusive to the leg distance element.
8 Leg Distance: A valid leg distance element consists of one to three numerics, defined to the tenth of a
mile. This element is mutually exclusive to the
leg
time element.
If the
:H:
FP El data contains only the Reference Waypoint, then the FMS default hold parameters are
used.
Example 2-2
:H:ALDER R,210
10
translates to:
Hold at Alder right tums with an inbound course of 210 degrees, and a leg time
of
1.0 minute. The trailing
comma is not needed, but is ignored without rejection. Note that the pilot knows this ICAO hold
as:
Hold
Northeast of Alder
on
the 030 degree radial, (right
hand
turns
are
assumed and standard) 1.0 minute legs.
The time for a leg is as specified or from the ICAO Nav Data Base as specified: 1 minute at or below 14000
feet or 1.5 minutes above 14000 feet.
2.1.1.10 Arrival Procedure and Transi tion Elements (:A:,.) Processing
The applicable transition must follow the procedure element in order to be interpreted as a transition for the
appropriate arrival.
If a valid arrival airport does not exist in the flight plan, the arrival procedure and arrival transition (if it exists)
are invalid and arrival procedure and arrival transition processing terminates.
If the arrival procedure FPEI data
is
not from
one to
six characters in length, then the arrival procedure
is
invalid
and
the arrival procedure processing terminates. If the arrival transition FPEI data being processed
is
not from one to five characters
in
length, then the arrival transition
is
invalid and the arrival transition
processing terminates.
If the :A: or :A:,. pair exists more than once per route IEI in the uplinked FPX, then the entire uplink is
considered invalid and is rejected.
The allowed character set that is used to define an arrival procedure consists of the following characters: A
through Z, and 0 through
9.
The allowed character set that is
used
to define
an
arrival transition consists of
the following characters: A through Z, 0 through 9
and
the '-'. Any other characters are invalid
and
arrival
procedure or arrival transition processing terminates.
Additional compatibility checks are performed
as
follows:
The navigation data base standard and custom terminal area procedures files are searched for the
arrival procedure or arrival transition at the arrival airport. If the identifier is not found, the element is
invalid and the arrival procedure or arrival transition processing terminates.
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If the arrival procedure is runway dependent and a compatible arrival runway exists in the FPX uplink or
if
the arrival procedure is not runway dependent, the element is incorporated into the flight plan as the
arrival procedure. othelWise, the arrival procedure is not strung. and the element is considered invalid.
The arrival transition must
be
defined within the navigation data base as a transition that applies to the
validated arrival procedure. If the arrival transition is found and the arrival procedure is valid, the arrival
transition is incorporated into the flight plan.
If
the arrival transition is not valid, the arrival transition
element is processed as
an
error.
2.1.1.11
pproach
and Approach
Transition
Elements (:AP:,.) Processing
A transition must follow the procedure for which it applies in order to
be
interpreted as a transition for the
correct procedure.
If an arrival airport does not exist in the FPX uplink, the approach procedure and approach transition are
invalid and further processed as
an
error.
A valid approach element contains one to six characters. A valid approach transition element contains one
to five characters.
The allowed character set that is used to define an approach consists
of
the following characters: A through
Z.
and 0 through 9. The allowed character
s t
that is used to define
an
approach transition consists of the
following characters: A through
Z,
0 through 9 and the . . Any other characters in the strings invalidate the
flight plan element. If the string adheres to quantity and character restrictions, the navigation data base is
searched for the approach and/or approach transition identifier in the standard and custom procedures files
associated with the arrival airport.
If
the identifier is not found
or
does not comply with format requirements,
the element is further processed as
an
error.
If the :AP: or :AP:,. pair exists more than once per route IEI in the uplinked FPX, then the entire uplink is
considered invalid and is rejected.
Additional compatibility checks are performed as follows:
If the
uplinked approach is valid but is conflicting with the uplinked arrival runway, the approach and
approach transition are considered invalid.
If
the approach is valid and the transition is not found or is not compatible with the approach, the
transition is considered invalid.
2.1.1.12
rrival
Runway Elements 01
Processing
This FPEI and data is unique in the sense that the FPEI data characters are listed between parenthesis that
constitute the FPEI characters (e.g. (32R».
If
the FP El data being processed is not three characters, the
element is invalid and arrival runway processing terminates. Valid characters include two digits ranging from
01 to
36,
inclusive. The two digits are followed by
an
L (left), R (right), C (center)
or
(the letter indicating
no runway suffix). All other characters invalidates the arrival runway.
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If
the string of characters has a valid format and range, the navigation data base runway file is searched for
the runway at the arrival airport. If a runway is not found, the element is invalid.
If
an
arrival airport does not exist in the FPX uplink, the arrival runway flight plan element
is
invalid.
For valid arrival runway elements, the element is incorporated into the flight plan as the arrival runway.
If
this FP El exists more than once per route IEI in the uplinked FPX, then
the
entire uplink
is
considered
invalid and is rejected.
2.1.1.13 Waypoint Speed Altitude Elements :V:) Processing
The maximum allowable character length of a waypoint speed/altitude constraint element including commas
is 3 characters. If more than 3 characters are encountered in the element, the entire FPEI is immediately
considered invalid.
The valid format for a waypoint speed/altitude constraint element is a fix identifier defined by one to thirteen
alpha or numeric characters A-Z and 0-9) followed by a comma followed by an optional speed value defined
by three numeric characters 0-9) followed by a comma followed by an optional alti tude defined by three to
six characters the first two which must be alpha characters and the remaining are numeric characters 0-9).
Consecutive commas indicate that no data is included for the speed portion of the constraint. Either a valid
speed
or
an altitude constraint must be specified with the fix identifier. If neither are present the entire FPEI
is considered invalid.
The fix identifier is validated as a possible Nav. DB fix with no optional laUlon allowed, and the waypoint
does not necessarily have to be in the Nav. DB - see Section 2.1.1.20 [Nav. DB
Fix» or
a latitudellongitude
waypoint see Section 2.1.1.16 [LaULon Fix». Once the fix is determined
to
be of valid format
for
one of the
fIX
types, the uplinked FPX is searched
for
a match.
If
the
fix
identifier is not of valid format
for
any of the
fix
types
or
the
fix
is not found in the flight plan, the entire FPEI is considered invalid.
If the matching fix identifier exists more than once in the uplinked FPX, the first occunrence of the fix
identifier is used.
If
more than one speed
or
altitude constraint is specified
for
the same waypoint, only the
first one processed is used and any other later ones will be considered invalid.
If a speed exists, it is validated to be in compliance with standard speed range and format. The altitude
value is validated to be in compliance with standard altitude range and format see Section 2.1.1.18
[Speed/AIt.».
A fourth and final field optional altitude 2) following another comma is defined in some systems to allow
specification of a window constraint. Window constraints are not supported for this implementation and if
both altitude 1 and altitude 2 are contained within the constraint element, both altitude constraints will be
considered invalid.
If the :V: FPEI data is referenced to a hold waypoint, then the data shall apply to the entry fix, as opposed to
the holding pattern.
Example:
:V:N47W125,250,AA1250,AB1850 - Defines a constraint at the latitude longitude
fix
N47W125 with a
window constraint. The FMS would reject the altitudes since window constraints are not allowed and retain
the speed constraint of 250 knots.
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Example:
:V:LACRE AT1000 - Defines a constraint at the fix LACRE with an altitude only constraint of 10,000 feet.
2.1.1-14 Waypoint
Step
Climb Elements (:WS:) Processing
The allowed fonnat for the waypoint step climb is as follows: the fix identifier followed by a comma followed
by an altnude. To be considered valid, the flight plan element must contain a fIX identifier ranging from one
to thirteen alphanumeric characters (A-Z and 0-9), and a step altitude of three numeric characters in length
(the value of which is interpreted as flight level) in length. If the step altnude is zero or greater than the
maximum certified altitude, the entire FPEI is invalid.
The fix identifier is validated as a possible Nav. DB
fix
(with no optional Iattlon allowed, and the waypoint
does not necessarily have to be in the Nav. DB - see Section 2.1.1.20 [Nav. DB Fix]) or a latitudellongnude
waypoint (see Section 2.1.1.16 [LatILon Fix]). Once the fix identifier is detennined to
be
of valid fonnat for
one type, the uplinked FPX is searched for a match.
If
the
fix
identifier is not
of
valid fonnat
for
any
of
the
fix
types or the
fix
is not found in the flight plan, the element
is
considered invalid.
If
the fix identifier exists more than once in the flight plan, only the first occurrence of the
fIX
identifier is
used.
Only the first 4 step FPEls are accepted; remaining steps are ignored without causing a rejection error.
When multiple steps for the same waypoint exist within the uplink, the first one processed is to be used and
all subsequent :WS:s specified for that same waypoint are considered invalid.
The flight plan must be innialized using a
Nav
Database Co Route having a CRZ FL associated with n to
be
able to define step using the :WS: element, otherwise all steps will be deleted without causing a rejection.
A waypoint step climb/descent is not allowed
for
the uplinked alternate flight plan. If this is attempted the
entire FPEI is considered invalid.
2.1.1.15 LatILon
Reporting
Point Elements (:RP:) Processing
The allowed fonnat
for
the latltudellongitude reporting point identifier is as follows : The initial latitude or
longitude identifier optionally followed by a - and a degree increment. The identi fier must be three or four
characters. The flight plan element may optional ly contain both a dash and a two-character degree
increment. See the following example
for
examples of reporting pOint uplink fonnats.
If a three character flight plan element exists, the first character must be either an N
or
an 5 followed by a
two digit number ranging from 00 to 90, inclusive.
If
a four character flight plan element exists, the first
character must be either an E or a
W
followed by a three digit integer ranging from 000 to 180, inclusive. If
a dash exists in the flight plan element, it must
be
followed
by
a two digit integer ranging from
01
to 20,
inclusive. If the FPEI does not adhere to this fonnat,
it
is considered invalid.
The flight plan is searched, starting at the first flight plan leg,
for
the specified latitude
or
longitude. It no leg
is found that crosses the speCified latitude
or
longitude, the FPEI is invalid.
If
valid, a reporting point is
incorporated at the point. If an increment is specified, the value of the increment is added to the specified
latitude
or
longitude and the flight plan is searched for a crOSSing This procedure is repeated with
the
increment subtracted from the specified latitude
or
longitude.
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Note that a reporting point is merely a flight crew indication
of
an
indicated latitude
or
longitude. No further
data link functions are performed based on a reporting point (as opposed to a reporting
fix
which is specified
by a ~ S uplink (see Section 2.5 [POS Uplink])).
Example
:RP:N47
:RP:WI22
:RP:N47·05
A Latitude reporting point
at
north 47°
A Longitude reporting point at west 122°
Latitude reporting points at north 47° and 5° increments Le 47°,52°, 57° etc. as well
as
42°,37°,32° etc)
as
long as the flight plan crosses the latitude.
2.1.1.16 Latitude/Longitude Fix Fonnats
The latitude/longitude variable length fix string is from 7 to 13 alphanumeric characters. Blanks contained
within the element character string are not ignored and result in the fIX element being considered invalid.
The following is the format
of
these characters :
The first character is a latitude direction designated by N signifying North or 5 signifying South.
The second through a maximum of the sixth characters are numerics signifying latitude degrees. The
latitude degrees must be
tw
digits in the range 00 to 90, inclusive.
If
the degrees values is 90, the
minutes and tenths
of
minute values must
be
equal to zero,
if
included. The minutes,
if
included, must
be tw digits
in
the range 00 to
59,
inclusive. The tenths
of
minute,
if
included, must be a single digit
in
the range 0 to 9 inclusive.
The latitude value is followed
by
a longitude direction designated by E signifying East or W signifying
West. This will be located directly following the latitude value and will be located in the fourth, sixth or
seventh character position.
If
the minutes or tenths
of
minute value is not included, its values
are
assumed to be zero.
The next three to six characters are numerics signifying longitude degrees. The longitude degrees must
be three digits in the range 000 to 180 inclusive.
If
the degrees value is 180, the minutes and tenths of
minute values must be equal to zero, if included. The minutes, if included, must be tw digits in the
range
00
to 59 inclusive. Then tenths
of
a minute,
if
included, must
be
a single digit in the range 0 to 9
inclusive.
If
the minutes or tenths
of
minute value is not included, its values are assumed to
be
zero.
The following list summarizes the valid formats, L represents N
or S ,
Z represents E
or W,
XX represents
degrees of latitude, YYY represents degrees of longitude,
MM
represents minutes, and T represents tenths of
minutes.
Latitude/Longitude
Fix
Formats:
LXXMMTZYYVMMT
LXXMMTZYYV
LXXMMTZYYVMM
LXXZYYYMMT
LXXZYYY
LXXZYYYMM
LXXMMZYYVMMT
LXXMMZYYV
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LXXMMZYYYMM
Any element not meeting the above format and range requirements is considered invalid.
When
used
to differentiate between duplicate NAV Database idents which exist for an uplinked fix identifier,
the uplinked optional LaULong shall be used to determine which
of
the duplicates
is
considered a match a
match is considered to
be
within 1 NM
of
the uplinked LaVLong).
If
no match can
be
found among the
duplicate NA V Database idents, the uplinked
LaULong
and identifier will be used to create a pilot defined
waypoint.
Likewise a match with an existing flight plan waypoint is considered to be within 1 NM when a LaVLon Fix is
uplinked.
2.1_1.17 Place/Bearing Distance
Fix Fonnats
The valid place/bearing/distance
fIX
format (PSD fix) is
of
the following format:
fIX
identifier with optional
reference latitudellongitude, bearing-distance. If the optional reference latitude/longitude is included, it is
preceded and followed
by
a comma as a separator from the other elements (e.g. SEA,N47011 W122022,350-
0015). The separator used to separate the bearing and distance elements is a dash, - , and there is
no
separator between the place and the bearing when
an
optional lall lon is not included (e.g. SEA350-0015). To
be valid a PSD fix must be between 9 and 28 characters inclusive.
To be considered valid, the
fIX
identifier is from 1 to 5 alphanumeric characters. The l l o ~ character set to
define a fix identifier is A through Z, and 0 through
9.
The first character
of
the
fix
identifier must be an alpha
character within the set A through Z.
The optional reference latitudellongitude is 7 to
13
alphanumeric characters (see Section 2.1.1.16 [LaULon
Fix) for format).
A valid bearing is three numerics
in
the range 000 to 360 inclusive. An invalid format
or
range invalidates
the PBD fIX. The bearing value is interpreted as a magnetic bearing.
A valid distance is four numerics
8
; the fourth digit is always the tenths digit. The valid distance range is 0000
to 9999, inclusive. The units
of
the distance value is tenths
of
miles.
2_1_1_18 Speed/AHitude Constraint Fonnat
The speed/altitude values contained within the uplink message that must adhere to the following criteria are
those that represent fix constraints. The speed/altitude may
be
referred to as the constraint throughout this
document. The following terminology will be used to indicate the elements contained within a constraint:
speed, altitude
1,
altitude
2.
Further processing
of
valid and invalid constraints is as described in the
individual flight plan element sections for those elements that contain constraints.
The speed constraint value is three numerics valid
in
the range 100 to Vmo inclusive. The unit
of
the speed
value
is
knots.
A valid altitude constraint is
of
the following format XXYYYY. XX is two characters indicating the altitude
type where AA indicates an at-or-above, AB indicates an at-or-below, and
AT
indicates an
at.
YYYY is up to
four numeric characters representing tens
of
feet and is valid in the range 0 to maximum certified altitude.
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If both altitude 1 and altitude 2 are contained within the constraint element, both altitude constraints will be
considered invalid (Le. a window constraint is not allowed for this implementation).
2.1.1.19 Place-Bearing/Place-Bearing
ix ormat
9
The valid place-bearing/place-bearing fix format (PBIPB fix) is
of
the following format: fix identifier with
optional reference latitudellongitude, bearing, fix identifier with optional latitudellongitude, bearing. If the
optional reference latitudellongitude is included in either place-bearing fix, it is preceded and followed by a
comma as a separator from the other elements (the two Place Bearing sets separated by a dash).
If
the
optional reference latitudellongitude is not included, the only other separator within the fix format is a dash, -
to separate the two place-bearing fixes. The length
of
a place-bearing/place-bearing
fix
format is from 9 to
47 characters.
A valid fix identifier is 1 to 5 alphanumeric characters. The allowed character set to define a fix identifier is A
through Z, and 0 through
9.
The first character
of
the
fix
identifier must
be an
alpha character within the set
A through
Z.
A valid optional reference latitudellongitude is 7 to 13 alphanumeric characters. For description
of
format
see Section 2.1.1.16 [LallLon Fix].
A valid bearing is three numerics in the range 000 to 360 inclusive. The bearing value is interpreted as a
magnetic bearing.
If
any part
ofthe
element is in
an
incorrect format or out
of
range the entire PBIPB fix is considered invalid.
If
a
fix
identifier or a bearing is not included the PBIPB fIX is considered invalid.
Following are examples of each possible format:
(1) ELN250-SEA180
(2) SEA,N47W122,180-ELN250
(3) ELN250-SEA,N47W122,180
(4) TOU,N48W124,180-0LM,N47W122,270
2.1.1.20 Nav. DB ix
Identifier
Format
Fix identifiers from the Nav. Data Base are variable length 1 to 5 characters. The allowable characters are A
through Z and 0 through
9.
If the :V:, :H:, :AT:, :RP: or :WS: FPEI data contain a reference waypoint that occurs more than once
in
the
flight plan, then the element shall apply to the first occurrence of the reference waypoint.
For other cases (e.g. the
..
FPEI), in order for the characters to
be
considered valid there must exist
an
exact
match
in
the Nav. DB
of
the character string.
If
a waypoint identifier is contained
in an
uplink which has
more than one match
in
the Nav. DB (duplicate waypoint) then the optional latitudellongitude is used to
determine which Nav.
DB
fix is used.
If
no optional latitude/longitude is included and Nav. DB duplicates
exist, then the waypoint is considered invalid.
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2.2. PERFORMANCE UPLINKS PER)
The Performance Initialization PER) Uplink provides the capability for uplinking performance initialization
data to the FMS. The uplinked data is only processed prior to first engine start. A PER uplink may be
received as
an
automatic uplink from the ground station or as a response to a crew initiated PER request
as
described in Section 3.4.2 [REQPER Downlink].
Any valid inserted Performance data replaces corresponding data within the system. Any omitted data
in
the
inserted uplink leaves corresponding existing system data unchanged.
If no
data exists for items omitted in
the uplink, any
applicable FMS defaults are utilized. Any invalid data in the uplink causes the entire uplink
message to
be
rejected unless otherwise noted) and existing performance data is left unchanged.
2 2 1
Performance Data Element Processing PO)
The PER uplink begins with the PER
IMI
followed by the
PO
IEI.
Any lE s within the PER uplink message other than those shown for PER
in
Section 1.3 [IMIIIEI
Combinations] or any unused data elements within the PO
IEI
are ignored without causing a message
rejection. likewise, if the PER message does not contain a PO IEI, but does contain other IEls, then the
message is ignored without causing a message rejection.
The PO element text begins with the PO IEI which is followed by a fIXed format, fixed order set
of
the
following elements. The set
of
parameters listed below are
in
the order in which they must occur. Any
parameter not abiding by the listed format or not meeting range requirements is invalid. All
of
the elements
are separated
by
a comma. All
of
the elements listed are optional elements unless otherwise noted, and
consecutive commas indicate that there is no data included for that particular element.
If
the message string
is
terminated and some elements have been omitted, those elements are processed as if they have no data.
1 Zero Fuel Weight: This element consists
of up
to four numerics which define the Zero Fuel
Weight ZFW) to tenths of a kilopound. The valid range for this parameter is 77.2 to 772
kilopounds. To
be
valid this element must also
be
small enough so that when it is added to the
Block Fuel weight the total does not exceed the maximum gross weight. The block fuel weight
used for this check is the uplinked Block Fuel f a valid Block Fuel weight is present in this same
uplink), or the existing system Block Fuel weight if
no
valid Block Fuel weight is included in the
uplink), or 0
if
neither uplinked or existing Block Fuel weight is available).
2 Cruise Center
of
Gravity: This element is included for expansion purposes and the value is
ignored for this implementation.
3 Cruise Att itude: This element consists
of
up to three numerics and is defined in hundreds of
feet. The valid range is from 0 to maximum certified altitude.
4
Block
Fuel: This element consists
of
up to four numerics and defines the Block Fuel to tenths
of
a kilopound. The valid range for this parameter is 0 to
331
kilopounds.
5 Reserve Fuel: This element consists
of
up to four numerics defining Reserve Fuel in tenths
of
K
Ibs
The valid range for this parameter is RTE RSV MIN to RTE RSV MAX as specified in the
fuel policy file note that the Reserve Fuel weight is uplinked in tenths
of
K Ibs while the limits
are given in Kg).10
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Cost Index: This element consists of up to four numerics. The valid range is from 0 to
999
inclusive. Uplinked and downlinked Cost Index
is
assumed to
be
in the units hundreds of pounds
per hour.
7 Cruise Wind: This element is included for expansion purposes and the value is ignored for this
implementation.
8 Cruise Temperature: This element consists of a P or
an
M designating Plus or Minus
followed by
one
or two numerics defining the cruise temperature in degrees
C.
9 Climb Transition Alt itude: This element consists of up to three numerics
and
is defined
in
hundreds of feet. Valid entries are from 0 to maximum certified altitude.
10 Fuel
Flow
Factor: This element is included for expansion purposes and the value is ignored for
this implementation.
11
Drag Factor: This element is included for expansion purposes and the value is ignored for this
implementation.
12 Pert Factor: This element consists of a P or
an
M designating Plus or Minus followed by
one
or two numerics defined
to
tenths of a percent. The valid range is -9.9 to +9.9.
13 Idle Factor: This element consists of a P or
an
M designating Plus or Minus followed by
one
or two numerics defining Idle Factor to tenths of a percent. The valid range is -9.9 to +9.9.
14 Tropopause Alti tude: This element consists of five numerics and is defined in feet. This
element represents the Tropopause Altitude. The valid range is 0 to 60,000 ft l l
15 Taxi Fuel: This element consists of up to four numerics and is defined to tenths of a kilopound.
The valid range is 0 to 9.9 kilo pounds.
If one or more of the elements Block Fuel, Taxi Fuel, or Reserve Fuel are included in the PER uplink
message, then a check is performed
to
insure that the Block Fuel weight
is
greater than or equal to Taxi
Fuel weight plus Reserve Fuel weight. The Block, Taxi,
and
Reserve Fuel weights used for this check
are the uplinked Reserve
and
Block Fuel weights (if included
in
this same uplink), the existing Reserve
and Block Fuel weights (if the corresponding weight
is
not included
in
this uplink), or the applicable
default neither the corresponding uplinked or existing weight is defined).
16 Zero Fuel Weight Center of Gravity: This element consists of up to three numerics designating
Zero Fuel Weight Center of Gravity defined to tenths of a percent. The valid range is 8 to
50
Example:
PERlPD2113 270,312,150,0023,,M2,200,PI2,M34,P3,M34,6
1
Zero Fuel Weight 211.3 klbs.
2
CruiseCG no data
3 Cruise Altitude 27000 ft.
4 Block Fuel 31.2 klbs.
5
Reserve Fuel 15.0 klbs
6
Cost Index
23
7 Cruise Wind no data
8
Cruise Temperature
_2°C
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A330 A340 MS atalink Ground Users Manual
R V
2_2_3
FPXlPER Dependance and Redirection Logic
Prior to first engine start
on
ground, the PER
and
FPN requests are always downlinked together when the
flight crew initiates a Flight Plan Initialization Request.
f
a PER uplink is received in response to the PER
request before the four minute PER uplink timeout expires, then the uplinked PER data is stored to the same
flight plan as the uplinked FPX uplink, whether the PER is received prior to, during or after the actual FPX
uplink. f the requested PER uplink is received prior to the FPX uplink during a Flight Plan Initialization
request, the PER uplink is buffered until the FPX has been inserted, cleared, or rejected see Section 1.5
Message Buffering). The PER data is then stored
in
the same flight plan
as
the FPX uplink (including any
redirection defined
and
described below). f no FPX uplink is subsequently received (within the four minute
FPX timeout period from the time of request) or the Flight Plan Uplink is rejected, then the buffered PER
uplink is rejected also 12. f the PER is received after the timer expires, the PER treated as unsolicited (see
below).
In
certain conditions,
an
FPX uplink containing the
RP IEI
may
be
redirected to the secondary flight plan.
The logic to determine the targeted FMS flight plan for the FPX uplink depends on numerous factors such as
if
the FPX uplink
is
solicited (i.e. requested by the flight crew),
if
the FPX is unsolicited (i.e. not requested by
the flight crew),
if
the
aircraft is on ground or
in
flight, etc. (see the summary below).
f
an unsolicited PER uplink is received and an active flight plan exists, the PER data is inserted into the
active flight plan. Otherwise the PER data
is
inserted into the secondary flight plan if it exists. f it
is
determined that the unsolicited PER uplink is to be stored to the secondary flight plan and no secondary flight
plan exists (i.e. it is empty), the Performance message data is considered invalid and rejected
in
its entirety.
There are essentially two ways for a PER uplink to be processed and applied to the active flight plan. The
first way occurs
if
a request for a PER uplink together with a request for
an
active flight plan uplink was
solicited by an FMS down ink, and subsequently the associated uplinked FPX uplink data is inserted into the
active flight plan. The second occurs
if
the PER uplink
is
unsolicited and
an
active flight plan exists.
There are also two ways for a PER uplink to
be
processed
and
applied to the secondary flight plan. The first
way occurs
if
a request for a PER uplink together with a request for a secondary flight plan uplink
was
solicited by
an
FMS down ink, and subsequently the associated uplinked FPX data is inserted into the
secondary flight plan. The second way occurs
if
the PER uplink is unsolicited, a secondary flight plan exists,
and an active flight plan does not exist.
39
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information
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to
the
restrictions on
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page of this document
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A330 A340
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Users
Manual
Summary: (where ACT
=
active flight plan, SEC
=
secondary flight plan)
Scenario 1: A FPXlPER Request has be downlinked from the ACT
(Assume that the PER uplink is received prior
to
the FPX uplink).
FMS FMS Response to FPX FMS Response
to
PER
Condition
FPX Reguest
Status
PER Reguest Status
FPX uplink is INVALID Cancel REOFPN pending Request is satisfied,
status but REJFPX causes REJPER
R V
FPXlRI uplinked and Direct FPN to SEC main-
Handle PER as normal with a REOFPN
ACT is still empty tain REO pending status pending (i.e. PER remains buffered)
FPXlRP uplinked and Request is satisfied,
Direct PER uplink
ACT empty, engines off direct to ACT
to
ACT
as
well
FPXlRP uplinked and Request is satisfied and Request is satisfied and
ACT not empty redirected to SEC directed to SEC as well
FPX times out, but PER Request is timed out, Reject PER
has been received cancel request status
FPXlRP uplinked, ACT
Request is satisfied.
PER redirected to SEC if received prior to
empty, engines on Redirect into SEC engine start
or
rejected if after engine start
Scenario
:
A FPXlPER Request has be downlinked from the SEC
(Assume that the PER uplink is received prior to the FPX uplink)
FMS
FMS
Response to
FPX FMS Response
to
PER
Condition
FPX
Reguest Status
PER
Reguest
Status
FPX uplink INVALID Cancel REOFPN Request is satisfied, but
pending status REJFPX causes REJPER
FPXlRI uplinked and Direct into SEC as normal Direct PER into SEC
ACT is still empty and request is satisfied
FPXlRP uplinked and
Request is satisfied, Direct PER into SEC
both ACT/SEC empty
direct into SEC
FPXlRI uplinked and
Request is satisfied and Request is satisfied and
SEC is not empty
direct into SEC as normal direct into SEC as normal
FPX times out, but
Request is timed out,
REJPER
PER has been received cancel request status
40
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R V -
2_3 LO D INFORM TION
(Takeof f data,
LOll ULlNKS
The
LDI
uplink shall provide the capability for uplink
of
Load Infonnation, or more commonly known as
takeoff (TO) data to the FMS. The LDI uplink contains runway records generally corresponding to runways at
the origin airport.
LDI
uplinks only apply to the active flight plan.
Each uplinked runway list entry may contain Max Take Off Data (MAX), or Altemate Take Off Data (ALT). If
the Derated Take Off feature is enabled (via a program pin), ALT Take Off Data may be either Flex Take
Off
Data (FLX) or Derated Take
Off
Data (DRT).
f
the Derated Take
Off
feature is not enabled, then ALT Take
Off
Data may
on
Iy
be
Flex take
Off
Data (FLX).
Note that i f neither valid MAX or ALT data is present in a runway list entry, then none
of
the list entry data will
be used. The MAX data set is processed independently from the ALT data set, so both sets need not
be
present in
an
uplink. A valid MAX data set consists
of
at least valid Takeoff Speeds together with a valid
Assumed Temperature. Likewise, valid ALT data consists
of
at least valid Altemate Takeoff Speeds together
with a valid Altemate Assumed Temperature (for FLX)
or
a valid Altemate Thrust Rating (for DRT) (note that
other data common to the MAX and ALT sets is also required before it can be considered that a particular
data set has been received).
An LDI uplink may
be
received as an automatic uplink from the ground station or as a response to a crew
initiated LDI request
see
section [REQLDI downlink]).
Upon reception, the LDI uplink is buffered with certain conditions (see Section 1.5 Message Buffering).
The INSERT UPLlNK prompt (along with a selection star) is displayed
on
the MCDU UPLlNK XXX TO DATA
pages (where XXX is MAX, FLX, or DRT) whenever the uplinked runway ident corresponds to the runway
defined in the active flight plan, the uplinked
TOW
does not differ from the
TOW
defined
in
the FMS
as
shown on the MCDU INIT B page) by more than 1000 Kg., a new LDI uplink is not being processed, the
uplinked Takeoff Center
of
Gravity (TOCG) does not differ from the Center
of
Gravity estimated
by
the
FCMC (as shown
on
the ECAM) by more than 0.5 , and all the following data are defined for the runway:
- Take Off Runway Wind
- Take
Off
Runway Contamination
- Baro Setting
- Temperature (MAX or FLX)
or
Derate (DRT)
- Take Off Speeds
Vi,
VR, V2 - MAX
or
ALT)
The prompt availability shall
be
re-estimated upon runway change in the active flight plan, GW, or CG
change.
2.3.1 Takeoff Data
Uplink
Format
The Takeoff data uplink begins with the
LDI
IMI and consists
of
runway data (RW) element text and center of
gravity (CG) element text, in any order.
f an RW
IEI is included, it should
be
followed by up to six runway
list entries (although only the first four valid ones are retained for flight crew review and system insertion). If
more than six runway list entries exist, only the first six list entries are eligible for processing and the rest are
ignored. Any additional IEls other than
RW or
CG that are included in an LDI uplink are ignored without
rejection.
Any IEls within the LDI uplink message (other than those shown for LDI in Section 1.3 [IMIIIEI
Combinations]) or any unused data elements within the IEls are ignored without causing a message rejection.
4
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R V
•
Each time a new valid
LDI
Uplink message is received, all the previously received LDI data which
is
currently
available for flight crew review
on
the MCDU UPLlNK XXX TO DATA pages are deleted and replaced
by
the
new uplinked data which are then eligible for f light crew insertion.
If
an
LDI
uplink message is rejected in its
entirety, or
if
the uplinked data is entirely ignored for any reason, then all
of
that uplinked LDI data including
CG data), is discarded and the existing data
on
the MCDU UPLlNK XXX
TO
DATA pages including existing
CG data) are unaffected.
2.3.2 Runway Element Processing fRWl
This data may be summarized as follows:
a General data:
• Takeoff Runway Ident
• Runway Intersection
• Position Shift
• Runway Length Remaining
• Reference Takeoff Gross Weight
• Takeoff Runway Wind
• Takeoff Runway Condition
b
MAX TO Data:
• Assumed Temperature
• Trim
- Takeoff Speeds V1, Vr, V2)
- Flap/Slat Configuration
c
FLX or DRT TO Data:
- Alternate Thrust Rating only used for DRT if derate is enabled)
- Alternate Assumed Temperature only used for
FlX
- Alternate Trim
• Alternate Takeoff Speeds V1, VR, V2)
- Alternate Flap/Slat Configuration
d) Other data common to all uplinked runway list entries):
- Departure Airport Ident
- Baro Setting
- Thrust Reduction and Acceleration Altitudes
- Engine-out Acceleration Altitude.
If
valid assumed temperature and velocities are received for a runway in the uplink message, the system
considers that MAX TO DATA are received and fills the corresponding UPLlNK MAX TO DATA MCDU page
of
the runway with the data related to the runway and to the MAX set
of
speeds: Trim, Assumed
Temperature, Flap/Slat Configuration, Takeoff Speeds.
When the Derated Take
ff
option is disabled, then if valid Alternate Assumed Temperature and Alternate
Take Off Speeds are received in the uplink with Alternate Assumed Temperature different from Assumed
Temperature, and Alternate Thrust Rating missing or zero, then the system considers that FLEX TO DATA
are received and fills the UPLlNK FLX TO DATA MCDU page for that runway with the data related to the
runway and to the alternate set of speeds: Alternate Trim, Alternate Assumed Temperature, Alternate
Flap/Slat Configuration, Alternate Takeoff Speeds.
If
all the above listed conditions for FLEX TO DATA are
not met, the ALT Takeoff Data is merely ignored without rejection.
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R V
When the Derated Take Off option is enabled, then Flex data and Derated data become mutually exclusive
for each given runway within the runway list in the uplink and are processed as follows (note all the elements
listed in the items below are assumed to be in the same uplink runway list entry):
The system considers that DERATED TO DATA are received
if
Altemate Thrust Rating is valid
(and not zero), Altemate Take Off Speeds are valid, and either the Altemate Assumed
Temperature is missing, invalid, or it equals the Assumed Temperature.
f
this is the case, the
system fills the UPLlNK DRT TO DATA MCDU page with: Altemate Trim, Altemate Thrust
Rating (converted to pilot entry format -
Le.
a percentage), Altemate Flap/Slat Configuration,
and
Altemate Takeoff Speeds.
f the Altemate Assumed Temperature does not equal the Assumed Temperature and the
Altemate Thrust Rating equals 0, is invalid, or is missing
(Le. no
derate), then processing
continues for the current uplink as if the Derated Take Off is disabled (Le. the checks are made
for reception
of
FLEX TO DATA).
f (the Altemate Assumed Temperature is not present or it = Assumed Temperature) and (the
uplinked Altemate Thrust Rating is not present or it
=
0) (i.e. neither FLEX or DERATED TO
DATA are indicated in the runway list entry), then the
a
Item ate set
of
data is ignored
and
processing follows without causing a rejection. Note that invalid data may
be
rejected
as
described below.
f
a valid Assumed Temperature is not equal to a valid Altemate Assumed Temperature,
and
a
valid Altemate Thrust Rating is not equal
to
0
(Le.
both FLEX and DERATED TO DATA are
indicated for a single runway list entry), then the AL T set of data is ignored and processing
follows without causing a rejection.
Valid MAX TO DATA
can
still be retained
and used
even
if
the ALT set
of
data (Le. the FLX
or
DRT TO DATA) is ignored for the same runway list entry, and vice versa.
f
MAX or ALT Take
Off
data not are not received, the appropriate uplink TO data MCDU page
displayed data
is
dashed.
Each runway list entry is a fIXed format, fixed order list consisting of the following elements separated
by
commas with consecutive commas indicating that
an
element has no data for that list. Any additional
elements that are included in the runway list entry following those described below are ignored without
causing a rejection. Any element or parameter which is present but does not have a value meeting the
criteria listed below is considered invalid and is rejected. Missing optional elements do not cause a rejection
(elements are described
as
optional in this case).
f
a non-optional element
is
missing or invalid, it
is
indicated that the processing will continue with the next runway list entry,
and
a rejection message shall
be
initiated.
1 Takeoff Runway Ident: This element consists of three alpha and numeric characters
and is
always required in the LDI uplink message runway list entry
O.e.
not optional). The runway
identifier consists of a two-digit integer between 01 and 36 inclusive, and a suffIX of L, R, C,
or
O.
The
0
designates no runway suffix. The runway is considered valid only if it exists for the
uplinked departure airport
O.e.
the runway must
be
defined for the uplinked departure airport
within either the pilot defined data or the Nav. Data Base). f the uplinked data does not contain
a valid Takeoff Runway Ident, then the list entry is considered invalid and processing follows with
the next list entry.
2 Runway Intersection: This element consists of from one to three alphanumerics
CA'
through
'Z', '0' through '9'
and
'-'). This element
is
optional.
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Ground Users Manual
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This element also requires the inclusion of the Position Shift element (see below) in order for the runway
list entry to be used. If a valid Runway Intersection is present, but the Position Shift element is not
present or is invalid, then the runway list entry is considered invalid and processing follows with the next
list entry.
3 Position Shift: This element consists
of
a P or M indicating plus or minus (although a minus
value for the Position Shift element is considered invalid), followed by one or two numerics,
representing a value in hundreds
of
feet. The lower limit on Position Shift is 100 ft. The upper
limit on Position Shift is the runway length (LENGTH) as determined from pilot defined runway
data or the Nav. Data Base. This element is optional.
4 Runway
Length
Remaining: This element consists of up to three numerics indicating Runway
Length Remaining in hundreds
of
feet. The upper limit is the runway length (LENGTH) as
determined from pilot defined runway data or the Nav. Data Base. The lower limit is 3281 ft.
This element is optional.
5
Invalid
Flag: This element is ignored for this implementation.
6 Trim: This element consists of up to five alpha and numeric characters, defining trim to
hundredths of a degree. The first character is a P or M for plus (down) or minus (up), followed by
one to four numerics. The valid range for this element is -07.00 to 05.00 degrees. This element
is optional.
7 Reference Takeoff Gross Weight : This element consists of up to four numerics defined to
tenths of kilopounds. The valid range for this element is 77.2 to 772.0 kilopounds.
If
the
uplinked data does not contain a valid Reference Takeoff Gross Weight, then the runway list
entry is considered invalid and processing follows with the next list entry.
Assuming that the
LDI
uplink is valid in all other senses, if the uplinked Reference Takeoff Gross Weight
differs from the TOW estimated by the system by more than 1T or if the TOW is not defined in the
system,
or
if
the uplinked Take
Off
Center of Gravity differs from the CG estimated by the system by
more than 0.5 , then the INSERT uplink prompt will not be available to the flight crew (however
uplinked data may still
be
displayed for pilot review). The TOW estimated by the system before engine
start is the flight crew entered or uplinked TOW (see Section 2.2 [PER UplinkD.
8 Standard Limit Takeoff Gross Weight: This element is ignored for this implementation.
9 Outside
Air
Temperature (OAT): This element
is
ignored for this implementation.
10 Runway Slope: This element is ignored for this implementation.
11 Runway Wind: This element is a two-parameter element consisting of three numerics
designating the true direction the wind is coming from in degrees, followed by up
one
to three
numerics designating the wind magnitude in knots. The valid range for wind direction is 000
to
360 degrees. The valid range for wind magnitude is 0 to 500 knots.
13
If the uplinked data does
not contain a valid Takeoff Runway Wind, then the runway list entry is considered invalid and
processing follows with the next list entry.
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12
Takeof f Runway Condit ion : This element consists of one numeric with the following
meanings:
Numeric
1
2
3
4
5
6
7
Runway Condition
wet
dry
1 4
water
1 2
water
1 4
slush
1 2
slush
compact snow
If the uplinked data does not contain a valid Takeoff Runway Condition, then the runway list entry
is
considered invalid
and
processing follows with the next list entry.
13
Takeoff Flaps: This element is ignored for this implementation.
14
Takeoff
Thrust
Rating: This element
is
ignored for this implementation.
15 Variable Takeoff Rating VTR) Percentage: This element is ignored forth s implementation.
6
17
Assumed Temperature: This element consists of two or three alpha
and
numeric characters,
defining temperature
in
degrees Celsius. The first character
is
a P or M for Plus or Minus,
followed by one or two numerics. If the uplinked data does not contain a valid Assumed
Temperature, then the system considers that
no
MAX TO DATA are contained in this list entry.
Processing of the list entry may continue for FLEX or DRT Take Off Data. This element
is
optional.
Takeoff Speeds: This element is a three-parameter element consisting of nine numerics three
numerics for each takeoff speed) defining
Vl
VR and V2 in knots in that order. Valid values for
Vl
VR
and
V2
are between 100 and VMO knots.
If
the uplinked data does not contain a valid
Takeoff Speeds element, then the system considers that no MAX TO DATA are contained in this
list entry. Processing of the list entry may continue for FLX or DRT Take Off Data. This element
is optional.
18 Alternate Thrust Rating: This element consists of one numeric. No data or a zero designates
no derate. The valid range depends
on
the derate values indicated in the performance data
base for the engine-aero combination
of
the aircraft. This element is optional.
19
Alternate Flaps: This element is ignored for this implementation.
20 Alternate Trim: This element consists of up to five alpha and numeric characters, defining trim
to hundredths of a degree. The first character is a P or M for plus down) or minus up), followed
by one to four numerics. The valid range for this element is -07.00 to 05.00 degrees. This
element is optional.
21
Alternate Limit Takeoff Gross Weight: This element is ignored for this implementation.
22 Alternate Takeof f Speeds: This element is a three-parameter element consisting of nine
numerics three for each takeoff speed) defining
Vl
VR and V2 in knots) in that order
based on
the Alternate rating. Valid values for
Vl
VR and V2 are between 100 and VMO knots. If
Alternate Takeoff Speeds are missing or invalid, and Takeoff Speeds are also missing or invalid,
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then the list entry is ignored and processing follows with the next list entry. This element is
optional.
23
Alternate
Assumed
Temperature: This element consists
of
tw or three alpha and numeric
characters. defining temperature
in
degrees Celsius. The first character is a P or M for Plus or
Minus. followed by one
or
two numerics.
If
Altemate Assumed Temperature is missing or
invalid. and both Assumed Temperature and Altemate Thrust Rating are also missing or invalid.
then the list entry is ignored and processing follows with the next list entry. This element is
optional.
24 Flap/Slat
Configuration
This element consists
of
one numeric indicating the Flap/Slat
Configuration. The valid range for Take
Off
Flap/Slat Configuration is 0-3. This element is
optional i.e. no rejection issued
if
missing). but if it is invalid. the element is ignored and a
rejection message is initiated.
25
Alternate Flap/Slat
Configuration
This element consists of one numeric indicating the
Altemate Flap/Slat Configuration. The valid range for Take
Off
Flap/Slat Configuration is 0-3.
This element is optional i.e.
no
rejection issued
if
missing). but
if
it is invalid. the element is
ignored and a rejection message is initiated.
other
RW Data Element Validation and Processing:
other RW data including departure airport ident. baro setting. thrust reduction altitude. acceleration altitude
and engine-out acceleration altitude part d in the summary above) follow the Runway List Entries. These
uplink data are common to all runways and their display will
e
repeated along with runway-specific data on
the MCDU
on
each UPLlNK XXX TO DATA MCDU page where XXX is MAX. FLX. or DRT). These MCDU
pages also allow LDI data insertion.
1 Departure
Airport
Ident This element consists of from 1 to 4 alpha or numeric characters.
The Departure Airport Ident is mandatory in the uplink message and is considered valid only if it
matches the origin airport in the active primary flight plan.
If
this element is missing or invalid.
then the entire
LDI
uplink message is considered invalid. and a rejection message is initiated.
2 Baro Setting This element consists of up to five alpha and numeric characters. The first
character is
an
H or E for QNH or QFE. followed
by
one to four numerics defining the baro
setting in hecto pascals. The valid range for this element is 745.0 to 1050 hecto pascals. This
element is optional i.e. no rejection issued
if
missing). but
if
it is invalid. the element is ignored
and a rejection message is initiated.
3
Thrust
Reduction Altitude This element consists of up to five numerics defining altnude in
feet. The valid range for this element is the elevation
of
the uplinked airport + 400 ft.) to
maximum certified altitude. This element is optional i.e. no rejection issued
if
miSSing). but
if
it
is invalid. the element is ignored and a rejection message is initiated.
4 Acceleration Altitude This element consists
of
up to five numerics defining altitude in feet.
The valid range for this element is the elevation
of
the uplinked airport + 400 ft.) to maximum
certified altitude. This element is optional Le. no rejection issued
if
missing). but
if
it is invalid.
the element is ignored and a rejection message is initiated.
If
both Acceleration Altitude and Thrust Reduction Altitude are included in the uplink. both will
e
rejected
with their respective rejection codes unless the following relationship exists:
UPLlNKED THRUST REDUCTION ALTITUDE is less than or equal to
UPLlNKED ACCELERATION ALTITUDE.
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5 Engine out Acceleration Altitude: This element consists of up to five numerics defining
altitude in feet. The valid range for this element is (the elevation of the uplinked airport + 400 ft.)
to mal imum certified altitude. This element is optional (i.e. no rejection issued
if
missing), but
if
it is invalid, the element is ignored and a rejection message is initiated.
Note that the uplinked Thrust Reduction Altitude, the Acceleration Altitude, and the Engine-out
Acceleration Altitude may be recalculated or ignored by FMS software upon insertion
in
order to comply
with other FMS requirements. The FMS values used are displayed on the MC DU PERF TAKE OFF
page after flight crew insertion.
2.3.3 Center
of
Gravity Element Processing ICG)
The CG IEI element text defines the Take Off Center of Gravity for all runways and consists of the following
element:
CG: This element consists
of
up
to three numerics defined to tenths
of
a percent
of
Mean
Aerodynamic Chord (MAC). Valid values for this element are between 8 and 50 (Le. 80 to
500).
If
the uplinked data element is missing or not valid
in
this sense, then the entire LDI uplink
message is considered invalid,
and
a rejection message is initiated.
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A330 A340 MS
Datalink
Ground
Users
Manual
Example:
LDI/RW33L,A9,P09 O,P500,2613,2850,P23,U05,270015,l,15,l,08,P38,131139147,O,15,
P435,2900,130137145.15R,A3 ,l :LFBO/CG200
Takeoff Runway Ident
Runway Intersection
Position Shift
Runway Length Remaining
Invalid Flag
Trim
Reference
TO
Gross Weight
Std. Limit
TO
Gross Weight
OAT
Takeoff Runway Slope
Takeof f Runway Wind
Takeof f Runway Condition
Takeof f Flaps
Takeoff Thrust Rating
VTR Percentage
Assumed Temperature
Takeoff Speeds:
V1, VR, V2
Altemate Thrust Rating
Altemate Flaps
Altemate Trim
Altemate Limit TOGW
Altemate Takeof f Speeds:
Altemate
V1
Altemate VR
Altemate V2
Altemate Assumed Temp.
Flap/Slat Configuration
Altemate Flap/Slat Conf.
33L
A9
+900 feet
no data
data ignored (valid)
+5.00 degrees
261.3 klbs
data ignored (285.0
kJbs
data ignored (+23 degrees C)
data ignored (up 0.5%)
270 (wester1y) at 015 knots
wet
data ignored (15 degrees)
data ignored (TO 1)
data ignored
+38 degrees C
131 139 147 knots
0,
same as no derate
data ignored (15 degrees)
+4.35 degrees
data ignored (290.0 klbs)
130 knots
137 knots
145 knots
no data
no data
no data
R V
(Note: Since there is no data for altemate assumed temperature
or
alternate thrust rating, the system will
consider that ALT data was not received
for
runway 33L. However, the system will consider MAX TO data
to
be received, assuming all other mandatory data are present and valid).
Takeoff Runway Ident
Runway Intersection
.Position Shift
Runway Length Remaining
Invalid Flag
(Rest
of the elements)
5R
A3
no data
no data
data ignored (invalid)
no
data
(Note: Since non-optional data are miSSing for runway 15R, the entire 15R runway list entry is ignored).
Departure Airport Ident
Center
of
Gravity
LFBO
20.0% MAC
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round
Users
Manual R V -
Example:
LDIIRW13R MO, P11 00,2500,2850,P05,D05, 100005,2, 15,0,08,P38, 130140150:LFBO,H993,6300,,/CG6
00
Takeof f Runway Ident
Runway Intersection
P o s ~ i o n
Shift
Runway Length Remaining
Invalid Flag
Trim
Reference TO Gross Weight
Std.
L i m ~
TO Gross Weight
OAT
Takeof f Runway Slope
Takeof f Runway Wind
Takeof f Runway C o n d ~ i o n
Takeoff
Flaps
Takeoff
Thrust Rating
VTR
Percentage
Assumed Temperature
Takeoff Speeds:
V
VR
V2
Altemate Thrust Rating
Altemate Flaps
Altemate Trim
Altemate Limit TOGW
Altemate Takeoff Speeds:
Altemate
V
AltemateVR
Altemate V2
Altemate Assumed Temp.
Flap/Slat Configuration
Altemate Flap/Slat Conf.
Departure Airport Ident
Baro Setting
Thrust Reduction I t ~ u d e
Acceleration Altitude
Engine-out Acceleration AIt.
Center of G a v ~ y
13R
no data
-100 ft (minus , invalid)
11 100ft.
data ignored (no data anyway)
+11.00 degrees
250.0 klbs
data ignored (285.0 klbs)
data ignored (5 degrees C)
data ignored (down 0.5%)
100 (easterly) at 005 knots
dry
data ignored (15 degrees)
data ignored (TO 0)
data ignored
+38 degrees C
130 knots
140 knots
150 knots
data ignored (no data anyway)
data ignored (no data anyway)
data ignored (no data anyway)
data ignored (no data anyway)
no data
no data
no data
no data
no data
no data
LFBO
993 hecto pascals QNH
6300 ft.
no data
no data
60.0%
MAC
(Validation errors in this uplink such as invalid Position Shift will cause the runway list entry
to
be rejected
with the list entry data ignored. Note also that since the CG data is out
of
range, the entire message will be
discarded and a rejection message shall be i n ~ i a t e d .
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A330 A340
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R V·
2.3.4 LDI Uplink Rejection Criteria
Upon receiving an
LDI
uplink, text error checking is done to verify the message fonnat before the data is
presented for flight crew review. This checking consists of parameter validity and range checking limits
are
inclusive unless otherwise specified), and confinnation that mutually inclusive elements are all present.
Invalid elements may cause rejection of the element, its runway list entry, or the entire LDI uplink
see
the
element description). If the error causes processing to end on the current runway list entry, then a REJ
message will be initiated for that list entry.
If
the entire uplink is considered invalid, then a REJ message will
be
initiated for the whole message.
An LDI uplink will only e processed on ground prior to first engine start and while in the DONE or
PREFLIGHT phases, else the entire message is considered invalid.
If
both
the
RW and CG
IEls are not contained in the uplink, then the entire uplink message
is
considered
invalid.
If the uplink contains duplicate RW or
CG
IEls, then the entire uplink message is considered invalid.
If
no valid runway list entry exists within the first six list entries included
in
the uplink, then entire uplink
message
is
considered invalid.
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A330 A340 MS Datalink Ground Users ManuaL R V
-
2.4 WIND INFORMATION UPLINKS PWI)
The Predicted Wind Data PWI) uplink shall provide capability for the uplink of climb wind data. en route
wind data, and descent forecast data to the FMS.14
The wind uplink begins with the PWI IMI followed by the uplink message consisting of one
or
more element
text sets. The primary element text set IEls that are processed
for
the PWI message are as follows:
CB - contains climb wind data in the form of a list of up to five entries containing altitude, wind
direction, and wind magnitude parameters.
wo - contains cruise wind data in
the
form of one altitude followed by a variable length list of
waypoints with associated wind data.
DD - contains descent wind data in the form of a list of up to five entries containing altitude,
wind direction, and Wind magnitude parameters. In addition the destination ISA
deviation, QNH, and transition altitude may be received.
AW - contains the alternate wind data in the form an element containing alternate cruise fl ight
level, wind direction, and wind magnitude parameters.
Depending
on
the current flight phase of the system at the reception of the message, one or more of the four
primary IEls may be rejected
or
ignored see Section 2.4.5 [PWI Rej. Criteria]). Primary IEI acceptance is
summarized as follows:
Flight
Phase
Preflight,
Done,
Takeoff
Climb,
Cruise
Descent,
Approach,
Go Around
Accepted IEls
CB, WO, DD,
AW
WO DD AW
None
PWI data is presented
for
flight crew review Le. potential insertion or deletion) in three separate sets based
on flight phasellEI type:
Climb:
Cruise:
Descent:
Includes the CB IEI data set.
Includes up to four WO IEI data sets.
Includes the DD and
AW
IEI data sets.
Insertion
or
deletion is allowed
on
a set by set basis. Insertion of a particular set completely replaces the
existing system data for that set. Existing FMS data
for
uninserted sets is left in tact.
For
example,
an
uplink
may contain climb and cruise data. If the flight crew inserts the cruise set while deleting the climb set, the
FMS would replace all existing FMS cruise wind data with the uplinked data all climb and descent wind data
would be left unaffected).
The PWI uplink can be used
to
provide data
for
the active
or
secondary flight plans. If a manual wind
request is pending, the uplinked wind data is
for
the active primary
or
secondary primary flight plan,
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A330 A340 MS Datalink Ground Users Manual
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depending from which flight plan the request was initiated. When a manual request is pending, the reception
of any
PWI IMI satisfies the manual request, regardless
of
the validity
of
the message.
Unsolicited uplinked wind data i.e. a PWI uplink not requested by the flight crew) is for the active primary
flight plan when the active primary flight plan is defined.
On
the ground, prior to engine start and before data has been entered on any WIND page
of
the receiving
flight plan, the uplinked wind message data is inserted directly into the flight plan without requiring flight crew
action.
If
the insertion process has begun and engine start occurs prior to message processing completion,
processing continues and the message data is still inserted directly into the receiving flight plan.
After engine start or after data exists on any WIND page of the receivine flight plan, wind data uplinked
for
the flight plan requires manual insertion before overwriting existing data 1 .
If a PWI uplink is received that contains IEls other than those IEls shown for PWI in Section 1.3 [IMIIIEI
Combinations), then the extraneous IEls are ignored without causing
an
error. A PWI which contains no CB,
WO, DD, or AW IEls, but contains other IEls is ignored without causing
an
error.
Any wind element text begins with the appropriate IEI which is followed by a fIXed format, fixed order set of
elements associated with that IEI. Each element is separated by a comma with consecutive commas
indicating there is no data for that element. All elements are optional unless stated otherwise.
Example:
PWIICB3502700601WD31 O,TOU, 120015,350M35/DD31 0270045:060,060030.045,M04, 1013/
AW220035040
PWI - Predicted Wind Data Uplink
CB - Climb Wind Data
list
of
up to five
of
the following data)
: FL350ind Altitude
Wind Bearing
Wind Magnitude
: 270 degrees
: 60 kts
WD En route Wind Data
Wind Altitude : FL310
variable
leng1h
list
of
the following data)
Waypoint Name : TOU Toulouse)
Wind Bearing 120 degrees
Wind Magnitude 15
kts
Waypoint Altitude/SAT : FL350/-35 C
DD - Descent Forecast Wind Data
list of up to f ive of the following data)
Wind Altitude
FL31
0
Wind Bearing 270 degrees
Wind Magnitude 45 kts
at most, one of each of the following data)
TAlon
Altitude Ignored
TAlon/off
Altitude : Ignored
52
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A330/A340 MS
atalink Ground Users ManuaL
Descent T
ans
AIt
Descent ISA Dev
QNH
AW
Alternate Wind Data
Wind Altitude
Wind Bearing
Wind Magnitude
4500 ft
4C
1013 hecto Pascals
FL220
35
degrees
40 kts
REV -
A more detailed example of
each
of the four wind elements
can be
found
in
the process specification for the
specific wind element.
2 4 1 Climb Wind Element Processing CBI
The
CB
IEI data may contain
up
to five valid climb wind entries; those beyond the fifth valid wind entry
are
ignored. The definition
of
a valid wind entry
is
detailed below.
Only one wind is accepted for any given altitude.
If
the same altitude occurs more than once in the list of
wind entries, only the first is accepted and any entries containing duplicate altitudes are ignored. When
processing the climb wind altHudes it is not a requirement that one of the altitudes must match the TI
altitude.
If
the lowest valid climb wind
is
within 400 ft.
of
the origin airport elevation, it
is
interpreted as a Ground
Wind. Any other climb wind altitude in the uplink message less than 400 ft above the origin airport is
ignored.
Only one CB IEI is accepted with any PWI uplink. If the IEI occurs more than once in the element, only the
first is accepted and any other occurrences of the CB IEI are ignored.
If
uplinked climb wind data are pending insertion and flight phase transitions to climb, cruise, descent,
approach, or go around, then the uplinked climb data are deleted, and no rejection is sent to the ground
station however, the end affect is the same as if the flight crew deleted the uplinked CB data, so a RESIRJ
could potentially
be
downlinked). Any previously existing climb data remains active. This does not apply
to
the secondary flight plan when it has been created via the SEC INIT A page.
The
CB
element is defined as follows:
Altitude and Wind: This element is a three parameter element consisting of three numerics
defining altitude to the nearest 100 feet, three numerics defining wind direction in degrees, and from
one to three numerics defining wind magnitude in knots. The valid ranges are 0 to maximum
certified altitude/100 for the altitude, 0 to 360 for the wind direction
and
0 to 500 for wind
magnitude.
16
If any portion of the list entry is not valid, a rejection message is initiated, and processing continues with
the next altitudelwind list entry.
Example:
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A330 A340
MS ataL nk Groood Users ManuaL
PWIICB39001 0005.37002001 0.350030015.330040020.008180025.350067003
PWI - Predicted Wind Data Uplink
CB
• Climb Wind Data
(Wind at Altitude
1
Wind Altitude
Wind Bearing
Wind Magnitude
(Wind at Attitude 2)
Wind Altitude
Wind Bearing
Wind Magnitude
(Wind at Altitude 3)
Wind Attitude
Wind Bearing
Wind Magnitude
(Wind at Attitude 4)
FL390
10 degrees
5 kts
FL370
20 degrees
10
kIs
FL350
30 degrees
15 kls
Wind Attitude FL330
Wind Bearing 40 degrees
Wind Magnitude 20 kIs
(Ground Wind with Origin Airport Alt of 5001
Wind
AMude
800
It
Wind Bearing 180 degrees
Wind Magnitude : 25
kIs
Wind at sixth altitude FL350 is ignored.
2.4.2 En Route Wind Element
Processing
(WO
R V
For
the
WO IEI, at least one attitude with at least one paint with valid wind data is required
for
the element to
be accepted.
More than one WO IEI may be accepted within a Single PWI message. The number of WO IEls may be less
than or greater than the number
of
cruise wind altitudes defined in the system without causing an error. The
WO element text consists
of
an altitude followed by a comma followed by a variable length list
of
fixes with
their corresponding wind data
and
SAT at the given attitude. There may be a wind defined at each
of
four
separate altitudes for waypoints in the cruise segment of the flight plan. If there are more than four sets of
WO, elements
in
a PWI message, only the first four valid elements are used and the remaining
WO
IEls are
ignored. 17
Wllhin the wind attitude list, the following parameters will be processed for each list entry: waypoint, waypoint
wind,
and
optional attitude/SAT. Any other parameters are ignored without causing an error. Any parameter
values not abiding by the format and range rules defined
for
that parameter are considered invalid. The WO
elements are as listed below
in
their appropriate order.
1 Wind Altitude This is a variable length element consisting
of
one to three numerics defined to
the nearest 100 feet. The valid range is from 000 to maximum certified attitude divided by 100.
This element is required for each occurrence of the WO IEI. If the element is not valid in this
sense, a rejection message is initiated, and processing continues with the next attitude list entry.
Wind attitudes are independent of the cruise and step flight levels defined in the flight plan. Uplinked
wind
attitudes are independent
of
the wind altitudes transmitted to the ground station via a downlink
request for wind information.
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ataLink Ground Users
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R V -
If duplicate cruise wind altitudes exist in
an
uplink message, the duplicate data (i.e. any occurrence after
the first occurrence)
are
ignored.
The following elements constitute a waypointlwindltemperature list entry. Consecutive
waypointlwindltemperature list entries are separated by a list entry terminator.
2 Waypoint: This is a variable length element consisting of a maximum of 13 alphanumerics.
Valid waypoints are fix identifiers, PBDs 18, or LatlLong fixes that match a fix in the flight
plan.
This element is required for each waypointlwindltemperature entry in the IEI. If the element
is
not valid in this sense, a rejection message is initiated, and processing continues with the next
waypointlwindltemperature entry.
If
no
valid waypoint is found for the given
an
altitude, a rejection message is initiated, and processing
continues with the next altitude list entry.
A waypoint may be defined
in
more than
one WO
IEI, since up
to
four wind at altitudes· may
be
defined
at each waypoint.
3 Waypoint Wind: This is a variable length element consisting of two parameters defining
the
wind data for the preceding waypoint. The element consists of three numerics defining
wind
direction in degrees
and up
to three numerics defining the wind magnitude in knots. Valid
range
for wind direction is 0 to 360 and for wind magnitude is 0 to 500. If the element is not valid in
this sense, a rejection message is initiated,
and
processing continues with the next
waypointlwindltemperature entry.
4 Waypoint Altitude/SAT: This
is
a variable length element consisting of two parameters
representing
an
altitude
and
corresponding SAT at that altitude for the preceding waypoint.
The
element consists ofthree numerics defining altitude to the nearest 100 feet followed by a P or M
designating plus or minus followed by one or two numerics defining degrees Celsius. Valid
ranges are 0 to maximum certified altitude divided by 100 for the altitude and M99 to P99 for the
SAT. Since SAT is
an
optional element, no rejection is issued
if
SAT is not included in the
uplink. However,
if
the element
is
not valid, a rejection message is initiated, and processing
continues without the Altitude SAT entry.
I Since only one SAT is retained per waypoint, only the first uplinked Waypoint Altitude/SAT element is
L :tained by
the FMS with subsequent uplinked Waypoint Altitude/SAT elements being ignored.
Example:
PWI1WD31
O TOU 120015,350M35.LMG, 130020,350M37IWD330,TOU, 100010,31
OM32
PWI - Predicted Wind Data Uplink
wo
En
route Wind Data (first set)
Wind Altitude
(variable length list of the following data)
Waypoint Name
Wind Bearing
Wind Magnitude
Waypoint Altitude/SAT
Waypoint Name
Wind Bearing
Wind Magnitude
FL310
TOU (Toulouse)
120 degrees
15 kts
FL350/-35 C
LMG (Limoge)
130 degrees
20 kts
55
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A330 A340
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Users Manual
Waypoint Altitude/SAT
WD- Enroute Wind Data (second set)
Wind Altitude
(variable length list of the follOwing data)
Waypoint Name
Wind Bearing
Wind Magnitude
Waypoint Altitude/SAT
FL350/-37 C
FL330
TOU (Toulouse)
100 degrees
10 kts
FL31
0/-32 C
TOU will have a SAT/ALT of 350/-35 C since only the first is kept.
2_4 3 Descent Forecast Winds Element Processing IDOl
R V -
The DD element text consists of altitudelwind list entries followed by additional descent forecast elements
(the transition altitude, ISA deviation, and
QNH are used
for display
on
the MCDU PERF APPR page). Each
altitudelwind entry is separated by a list element terminator. The altitude wind list is terminated with a list
terminator.
More than five winds at altitude may be uplinked; however, only the first five valid winds are accepted.
Those beyond the first valid five are ignored. It is not required that one of the uplinked descent wind
altitudes must match the
TI
altitude.
Only
one
wind is accepted for any given altitude. f the same altitude occurs more than once in the list of
wind entries, only the first is accepted
and
any entries containing duplicate altitudes are ignored.
Within the data which constitutes the
DD
IEI, only the following data will
be
processed: altitude
and
wind,
transition level, ISA deviation at the destination, and QNH at the destination. All other elements which exist
in the
IEI
are ignored without causing
an
error or rejection.
f
the lowest descent wind is within 400
ft.
of the destination airport elevation, it is interpreted as a Ground
Wind. All other descent winds less than 400
ft.
above the destination airport are ignored.
f multiple
DD
IEls are received
in
a single message, only the first is processed; the others are ignored
without causing
an
error.
The DD elements are as listed below
in
the required order:
1 Alti tude and Wind: This element
is
a three parameter element consisting of three numerics
defining altitude to the nearest 100 feet, three numerics defining wind direction in degrees,
and
from one to three numerics defining wind magnitude
in
knots. The valid ranges
are
0 to
maximum certified altitude/lOO for the altitude, 0 to 360 for the wind direction and 0 to 500 for
wind magnitude.
If the altitude portion of the list entry is not valid, a rejection message is initiated, and processing
continues with the next altitudelwind list entry.
f
the
direction/magnitude portion of the list entry is not valid in this sense, a rejection message is
initiated,
and
processing continues with the next altitudetwind list entry.
The following elements are processed following the altitudelwind list:
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•
2 TAlOn Altitude: This element is included for expansion purposes and the value is ignored for
this implementation.
3
TAlOn Off
Altitude: This element is included for expansion purposes and the value is ignored
for this implementation.
4
Transition
Altitude: This element consists of from one to three numerics defined to the nearest
100 feet. Valid ranges are from 0 to maximum certified altitude/100.
If
the element is not valid
in
this sense, a rejection message is initiated, and processing continues with the next element.
5 ISA Deviat ion: The ISA deviation, the destination elevation, and the standard atmosphere
model, are used to compute destination temperature. This element consists
of
tw or three
characters. The characters are comprised
of
a one character directional, P or M, and a one or
two numerics to the nearest 1 degree celsius. The valid range is 0 to 99. If the element is not
valid
in
this sense, a rejection message is initiated, and processing continues with the next
element.
6 QNH: This element consists
of
one to four characters defined to the nearest 1 hectopascal. The
valid range is 745 to 1050. If the element is not valid
in
this sense, a rejection message is
initiated, and processing continues with the next element.
Example:
PWIIDD39001 0020.370030040.350050060:060,060030,045,M04, 1013
PWI • Predicted Wind Data Uplink
DD
• Descent Forecast Data
Wind at Altitude
1)
Wind Altitude
Wind Bearing
Wind Magnitude
Wind at Altitude
2)
Wind Altitude
Wind Bearing
Wind Magnitude
Wind at Altitude 3)
Wind Altitude
Wind Bearing
Wind Magnitude
TAlon
Altitude
TAlon off
Altitude
Descent Trans AIt
Descent ISA DEV
QNH
FL390
10 degrees
20 kts
FL370
30
degrees
40 kts
FL350
50
degrees
60 kts
Ignored
Ignored
4500 ft
-- le
1013
2 4 4 Alternate Route Wind Element Processing AWl
The
AW
IEI will
be
ignored if no altemate night plan exists.
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2.5 POSITION REPORTING FIX UPLlNK (POS)
The pas uplink message specifies reporting fixes over which Position Reports are automatically downlinked.
If the same reporting fIX is specified two or more times in the uplink, only the first designation is considered
and the others are ignored. Any uplinked
fIXes
which are invalid are ignored and processing continues with
the next fix in the uplinked list.
The position reporting fix(es) uplink begins with the IMI pas followed by the RF IEI which contains a list of
reporting fIXes.
As indicated
in
Section 1.3 [IMIIIEI Combinations), only the
RF
(Reporting Fix) and
SN
(Sequence Number)
IEls are processed in a
pas
uplink IMI. Any other IEI in the message is ignored without causing
an
error. If
duplicate
RF
lE
s
are contained within the message, only the first is used and the second RF IEI is ignored
without rejection.
The
pas
uplink data is for the active primary flight plan, when defined. If the active primary flight plan
is
undefined, and
no
flight plan initialization is pending, then the uplink is considered for the secondary primary
flight plan. The flight plan is searched for a match for each valid element contained within the RF data and
when a match is found, it is marked
as
a reporting fix. The matching criteria determined
as
follows:
If the fix is in navigation database fix format, the flight plan is searched for the first match
of
the fix
identifier. The first occurrence of a fix match within the flight plan is designated as the position reporting
fix trigger
and
any additional occurrence
of
the same fix down path is ignored.
If the fix is in latitudellongitude position fix format, the flight plan is searched for the first
latitudellongitude fix match
as
described
in
section see Section 2.1.1.16 [LatlLon Fix). A match
is
considered to
be any
fix within 1 nautical mile of the uplinked latitudellongitude position fix.
If
the fix is in valid placelbearingldistance format, the flight plan is searched for a place/bearing/distance
match as described in Section 2.1.1.17 [PSD Fix Format).
If the
fix is
in
valid latitudellongitude
croSSing
point fix format, then the flight plan is searched for a
latitude or longitude position fix that matches the element latitude or longitude. For the case of
incremental definition, the flight plan is searched for a match for each
of
the incremental latitudes or
longitudes
as
well.
If
an
invalid element is encountered or a match cannot
be
determined for
an
element, that element is
ignored
and
processing continues with the next element.
2.5.1 Reporting Fix Element Processing IRFI
The
RF IEI
is followed by a variable length list
of
fix elements separated by periods, each specifying a
reporting trigger. Each valid fix element is
of
one
of
the following formats:
Navigation Database fix format - 1 to 5 characters containing characters in the
set·
A· - ·Z·,
·0
- 9 , •
_.
LatitudelLongitude Position fix format - as described in Section 2.1.1.16 [LatlLon Fix).
PlacelBearinglDistance fix format - as described in Section 2.1.1.17 [PSD Fix Format).
Latitudellongitude Crossing Point - Latitude/Longitude reporting point format -
If
the element
is
three
characters, the first character must
be
either
an
'N' or an'S' followed
by
a two digit integer in the range
from
00
to 90 inclusive, defining a latitude reporting point. If the element is four characters, the first
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REV -
character must
be
either a
W
or
an
E followed by a three digit integer ranging from 000 to 180,
inclusive, defining a
l o n g ~ u d e
reporting point. The last three characters must be two digits in the range
1 to 20 preceded by a dash; these three characters must
e
preceded by either a valid l t ~ u d e or
l o n g ~ u d e reporting point fonnat as described previously. The value of the increment will be added as
well as subtracted from the latitude
or
o n g ~ u d e that is found
in
the flight plan.
Example: lat/lon Crossing Point fonnats:
N47
W122
N48-15
W122-05
A latitude reporting point at north 47 degrees.
A longitude reporting point at West 122 degrees.
Latttude reporting points at north 48 degrees and 15 degree increments.
Longitude reporting points at west 122 degrees and 5 degree increments.
Note that the flight crew must have previously inserted waypoints at the lat/lon crossing points in order
for the lat/lon crossing points to
e
flagged
as
reporting fixes during POS uplink processing (other wise
the IRF waypoints will be ignored). A convenient way to accomplish this is to have previously uplinked
the same lat/lon crossing points via the :RP: FPEI of the FPX uplink.
Example:
POS/RFTOU.TOU090-0600.W120-05.N45W075224
Translates to a reporting
fIX
list:
TOU
TOU/90 deg/60 NM
W120, W115, W110, W125, W130. etc. (If these longitudes are in the flight plan)
N4500.0 W07522.4
2.5.2 pas Up.ink Rejection Criteria
f the RF IEI is not contained in the POS IMI (whether or not other IEls exist), the entire POS uplink message
is rejected.
f both the active primary and secondary primary flight plans are undefined, then the POS uplink is rejected.
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atalink Ground Users
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2.6 REQUEST FOR REPORT UPLINKS (REQ)
REQ uplinks request information to be sent to the ground station. The request uplink consists
of
the REO
IMI accompanied by a t h ~ alpha character requested IMI referred to as the label which identifies the IMI
of
the report to be transmitted to the ground station. The label must either FPN, FPC, PER, POS, or PRG,
or
a custom IMI type defined in the APF (see section [APF]). The label may be optionally followed by a
comma and then a list of the desired report IEls, which may be used to customize the down inked report.
2.6.1 Request Element
Text
The report IEls
if
included in the REO uplink must be separated by list entry terminators.
The report IEls which are recognized in
an
REO uplink message are RP, FN, PR, and DT. Additionally, the
generallEls CA and GA may also be included. Any other two alpha character IEI in the list is ignored.
If an
REO uplink is received without a
RP
FN,
PR
or DT IEI following the label, and
if
the label is either
FPN, FPC, PER, POS, or PRG, a default report is sent to the ground station with default IEls specified
in
Section 1.3 [IMIIIEI Combinations).
If an
REO uplink is received with a label which is not one
of
the defaulllabels (i.e. FPN, FPC, PER, POS, or
PRG), then the content of the report is defined by the IEls for that IMI type as defined in the APF (see
Section 1.7 [APF]).
As mentioned earlier, the general IEls CA and/or GA may also be optionally included in the uplinked IEI list.
The GA element text consists
of
a list
of
one to seven, seven character addresses each separated by a list
entry terminator. The ground addresses will
be
reflected in both the downlink header User Address Field
(see Section 1.3.1 [User Address Field))
for
the associated report down ink and in
its
GA IEI. The CA
element text consists
of
one, ten character address and will only appear in the down ink report CA IEI.
The APF options
for
report IEls override the request customization (e.g.
if
the
FN
IEI is disabled in the APF,
then it can not be down inked in a report even if it specifically requested in an REO uplink). However, if a
report type is not allowed
by
the flight crew because
of
the APF, that report may still be requested from the
ground (e.g. the APF may prohibit the flight crew from manually sending a POS report, however that report
may still be requested by an REOPOS uplink).
Example:
REOFPN,PR.FNlGATU1234. VW5678/CAABC12345
Request Label
Reporl List
Ground Addresses
Company Address
FPN
PR FN
TU1234, VW5678
ABC12345
The FMS will downlink a custom FPN report with performance data, flight number, ground addresses
TU1234 and VW5678, and company address ABC12345. Note that no flight plan data will be sent (i.e. no
RP data) since the RP IEI is not included in the REO uplink.
REOPOS,GAVW5678
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The FMS will downlink a default Position Report containing the infonnation described in Section 3 1
[PaS
DownlinkJ, and a ground address of VW5678.
REOPPP
The FMS will downlink a custom PPP report
if
the PPP IMI is in the APF with a list of IEls defined for the
report.
If
PPP is not in the APF, then the uplink is rejected.
2.6.2 R a
Uplink
Rejection
riteria
If
an REO uplink is received that contains a request label other than FPN, FPC, PER, pas or PRG, and
there are no APF customized values for the request label, the uplink is rejected in its entirety.
If
an REO uplink is received that contains no request label then the uplink is rejected in its entirety.
If
an IEI is included in the list that does not meet the two alpha character requirement, that IEI is considered
inval id and is rejected. Processing continues with the next IEI in the list.
A REOPOS is rejected in its entirety if the aircraft position is invalid.
A REOPRG is rejected if the lC is on the ground, in preflight or done phase, or if the active primary flight
plan is not defined.
If the CA or GA element text contains an error, the violating IEI shall be rejected. If an error is detected in
one GA or CA
in
a list, proceSSing then continues with the next element in the list.
If the CA or GA element text consists
of
only the IEI, then the IEI is rejected.
When a request uplink is received, the FMS will respond, with the requested downlink report, immediately if
no buffering conditions exist.
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3 DOWNLINKMESSAGES
The datalink capability allows a variety of information to
be
downlinked.
Active and altemate flight plans as well as the flight number may be downlinked via a Flight Plan Report
message. Information such as Cruise Altitude, Center of Current Gravity and Cost Index can be downlinked
via the Performance Data Report message. AlC position data and wind data
can
be downlinked via the
Position Report message. Information relative to the aircraft's arrival time can be down inked via the
Progress Report message.
Information specified
in
a Custom Report Request uplink may
be
down inked via the Custom Report
message.
Requests for flight plan data, performance data, load information data, and wind data to
be
uplinked from the
ground may
be
down inked via the Request message.
Error codes identifying the
reason
for rejecting
an
uplinked message may be down inked via the Rejection
message.
Acknowledgement that an uplinked message was received and whether it was accepted or rejected
can
be
downlinked via the Response message.
It is possible for a desired downlink report to be larger than the allocated FMS report buffer. f this occurs,
the report will be truncated after the last element to
it
completely within the buffer. There will be no unique
indication that this has buffer overflow has occurred, however the maximum size downlink is 1255 characters
including addressing and buffer overflow should be extremely rare (buffer overflow is actually impossible for
some IMI types).
Several of the element names sent in downlink messages differ between the Aerospatiale FMS ACARS and
Printer Function specification and the ARINC Characteristic 702.
n
the cases where the naming is
significantly different, the specification document names are
used and
the phrase This element is
downlinked as· may be added to the elements description to specify the name used in ARINC Characteristic
702.
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3.1 POSITION REPORT -
POS
The ~ S report downlink message is sent as a response to any of the follOwing triggers.
A Position Report is downlinked when a request for a POS report uplink is received as described in
Section 2.6. Report Request Uplink Messages.
A Position Report
is
downlinked when a waypoint is sequenced and that waypoint is a designated
reporting fix as described
in
Section 2.5. Position Reporting Fixes Uplinks.
A Position Report
is
downlinked in response to manual selection
by
the flight crew via the FMS REPORT
or ACARS FUNCTION MCDU pages.
f another trigger occurs while a previous
~ S
report has
not
yet
been
sent. the FMS will overwrite
the
previously saved data with the data corresponding to the new trigger. Thus. only one report, which
corresponds to the latest trigger, is saved.
3.1.1
Position
Report Format
A Position Report begins with the POS IMI which
is
followed by the
~ S
elements (note: the ~ S message
downlink does not have
an
associated IEI). The message may also contain the CA, GA, TS or SP element
text if the requirements for each as described in their corresponding section are met.
The ~ S report elements are listed below in their required order. Unless stated otherwise the elements
are
fixed length. All elements are separated by commas with consecutive commas indicating that no valid data
exists for that element. All values are rounded to the nearest unit
and
may
be
zero filled
if
necessary
to
conform to the format requirements outlined below. All data included
in
automatically generated downlinks
is
that of the ACARS Master FMS (the left FM when in operating in dual operation mode). All data included
in
downlinks generated
by
the flight crew contain from the FMS side
on
which the button push was initiated.
Differences between left and right FMs should be slight. The data reflects the. values at the time the report is
generated.
1 Current Position: This element consists of 13 alphanumerics defining aircraft latitude
and
longitude
in
standard latllon format
see
Section 2.1.1.16 [LatlLon Fix)).
2 Overhead (OVHD) Report ing Point : This element consists of up to five alphanumerics
defining the triggering waypoint identifier. This element is only valid when the report is sent in
response to a Reporting Fix sequenced trigger. Because waypoint identifiers
on
the F-PLN
page
can have up to seven alphanumerics, identifiers will
be
truncated
on
the right until the proper
downlink format
is
achieved. This element is downlinked
as
(crossed) Waypoint Ident.
3 Time
of
Report: This element consists of six numerics defining hours, minutes and seconds
(HHMMSS). It is downlinked as Greenwich Mean Time.
4 Alt itude at Reporting Time: This element consists of up to three numerics defining aircraft
altitude
in
hundreds of feet. The element
is
downlinked
as
current altitude.
5 To Reporting Point: This is a variable length element consisting of a maximum of thirteen
alphanumerics defining the next designated reporting point from the AlC position in the active
route. f a next reporting point does not exist, the next
en
route fix of leg type AF, CF,
OF, IF,
or
TF
is used.
f there are
no
such legs of this type, this element is not sent. f this element
is not
sent, then ETA at reporting point
and
the NEXT reporting point
are
also not sent. The element
is
downlinked as Goto (NEXT) Waypoint Ident.
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6 ETA at To Reporting Point: This element consists of six numerics defining GMT in hours,
minutes and seconds HHMMSS). If the To Reporting Point
is
not sent, this element is also not
sent. The element is down inked as ETA at Goto Waypoint.
7 NEXT Report ing Point: This is a variable length element consisting of a maximum of thirteen
alphanumerics defining the next designated reporting point down path from the TO reporting
point in the active flight plan. If such a
pOint
does not exist, then the fix associated with the next
en
route AF,
CF, OF,
IF or TF leg
follOwing
the TO reporting point is sent. If there are
no
such
legs following the TO reporting point then this element is not sent. This element is also not sent
if a TO Reporting Point is not sent. The element is downlinked as GoTo 1 following) Waypoint
Ident.
8 Static ir Temperature SAT): This element consists of a directional component p-plus, M
minus) followed by up
to two
numerics defined in degrees Celsius.
9 Wind Direction and Velocity: This element consists of three numerics defining true wind
direction
in
degrees
and
up to three numerics defining wind magnitude
in
knots. The element is
downlinked as Actual Wind.
10 Fuel on Board: This element consists of up to four numerics and is defined to tenths of a
kilopound. This value is the system fuel remaining value from the FUEL PRED page. The
element
is downlinked as Fuel Remaining.
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-
3.2 PROGRESS REPORT - PRG
The PRG report consists of the PRG
IMI
followed by Destination DT) element text and optionally Flight
Number FN) element text. The message may also contain the
CA
GA and TS element text
if
the
requirements for each as described in their corresponding section are met.
Progress reports are only sent relative to the active flight plan and only while airbome.
19
A Progress report is transmitted
by
the FMS in response to
an
uplinked progress report request REQPRG)
or in response to any of the following triggers.
1 X minutes to Top of Descent: When the aircraft has X minutes remaining to the top of descent, a
PRG report message
is
down inked. Up to five triggers report stimulus codes 116-120) of this type
can
be
defined in the APF. For each of these triggers. there is
an
aSSOCiated X value defined in the APF.
2
f the exact trigger time is jumped over e.g. due to a direct to), the PRG report message for that time is
downlinked as soon as it as the FMS detects that its estimated time is less than the APF trigger time. If
the flight is extended
so
that the trigger time is passed again, the PRG report message will
be
down inked again
20
.
For example,
if
the X values are 60, 30 20, and 10 then there will be PRG reports sent at 60, 30 20
and 10 minutes before top of descent with stimulus codes of 116, 117, 118, and 119.
Z minutes to Destination: When the aircraft has Z minutes remaining to the destination, a PRG
report message is downlinked. Up to five triggers report stimulus codes 041-045) of this type
can
be
defined in the APF. For each of these triggers, there is
an
associated Z value defined in the APF.
f the
trigg r
time is jumped over e.g. due to a direct to), the PRG report message for that time is
downlinked. f the flight
is
extended
so
that the
trigg r
time
is
passed again, the PRG report message
will be down inked again.
Note that for the change of destination airport, change of destination runway, or change in ETA stimuli
described below, a PRG report must have
been
downlinked previously in order for a new report to be
generated.
3 When the destination ETA changes more than V minutes from the ETA reported in the previous PRG
downlink, a PRG report message is downlinked. V is defined in the APF.
4 Any change of destination airport from the airport reported in the previous PRG downlink report while
the aircraft is airbome.
5 Any change of destination runway from the destination runway reported in the previous PRG downlink
report while the aircraft
is
airbome.
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REV -
3.2.1 Progress Report Fonnat
Destination Report Element Text - DT
The DT element text consists of the DT
IEI
followed
by
the following elements, listed
in
fIXed order. All
elements are separated
by commas with consecutive commas indicating
an
element has
no
valid data for
that message string. All fIXed elements are zero filled and/or rounded to the nearest unit to conform to the
format requirements outlined below.
1 Destination Airport: This element consists of up to four alpha or numeric characters representing the
Destination Airport in the active route. If there is no active route or the primary route has no Destination
Airport,
no
data
is
included for this element. This element
is
downlinked as the Arrival Airport Ident.
2 Destination Runway: This element consists of three alphanumeric characters representing the
Destination Runway
in
the primary route. If there is no primary route or the primary route does not
contain a Destination Airport or a Destination Runway, no data is included for this element.
If
the
Destination Runway does not have a valid suffix (L-Ieft, C-center, R-right), a suffix of
0 ,
signifying no
suffix, is included
in
the element for the downlink.
3 EFOB at Destination: This element consists of up to four numerics defining the system predicted fuel
remaining at the destination to tenths of a kilopound. If no destination airport is entered in the flight
plan this element indicates the predicted fuel for the last waypoint
in
the active flight plan. This
element is downlinked as Predicted Fuel Remaining.
4 ETA
at
Destination: This element consists
of
six numerics defining hours, minutes,
and
seconds
(HHMMSS). If
no
destination airport is entered
in
the flight plan this element indicates the ETA for the
last waypoint of the active flight plan.
5 Report
Stimulus:
This element consists of three numerics defining the trigger that initiated the
sending of this report. If the report is being sent
in
response to an uplink request, no code is included
forthis element. Only the codes listed below are valid.
116-120
041-045
046
047
048
X minutes to
TID
Z minutes to destination
Change in destination ETA
Change in destination airport
Change in arrival runway
X and Z are the times specified in the Airline Policy File (APF). Stimulus code
116
would correspond to
the downlink which occurred at the first time interval, as defined in the APF, prior to the top of descent.
117
would correspond to the second,
and so on.
Z times are the same
as
for X except they occur at
time intervals prior to the destination.
The
smallest reporl stimulus code (e.g.
116
for X minutes to T/D) corresponds to the largest remaining
trigger value. For example, if there are 3 triggers of the type X minutes to TID , and X equals 30 20
and 10 for each respective trigger, then the
code
assignments will be 116 at 30 minutes to T/D, 117 at
2 minutes to
TID
and 118 at 10 minutes to T/D.
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Flight Number Element Text -
FN
The FN element text consists of the
FN
I I followed by a variable fonmat element with a maximum of ten
alpha or numeric characters reflecting the FMS flight number. This element text is not included
in
the
message for any
of
the following reasons:
1
f
no
valid flight number exists.
2
f the
N
Option Code is not set in the APF.
3 For a REQPRG uplink,
if
the
N
I I was not requested.
Example:
PRG/DTLFBO,33L,287,073415,048
translates to:
A destination of LFBO runway 33L is expected with 28,700
Ibs
of fuel
on
board at time 7:34:15. The report
was generated because the destination runway changed from the previously downlink PRG report. No flight
existed was entered or the
FN
option was disabled via the APF.
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3.3 FLIGHT PLAN DOWN LINKS -
3.3.1
liaht
Plan Reports FPNfFPC)
The flight plan report downlink message allows the transmission
of
active flight plan data
to
the ground. This
message is sent either via a manual selection
of
a prompt on the MC DU or automatically in response to a
ground request for the Flight Plan Report.
The content
of
the Flight Plan Report consists of what exists at the time of the report generation. If a data
item does not exist, it is omitted from the element text.
If
the active flight plan does not exist, then no actual
data is contained in the down ink report message (ie, all the fields are omitted).
Flight plan report data may be targeted either for
an
airline (FPN report) or an ATC (FPC report) ground
station. Both reports are processed by the FMS identically except that FPC reports are given priority
processing which results in faster overall response time. Throughout this section the report shall be referred
to as an FPX report (where X is understood to be either C or N).
When a Flight Plan Report uplink request (REOFPC
or
REOFPN) is received
or
the flight crew has manually
initiated a Flight Plan Report downlink, the FMS initiates the appropriate (FPN
or
FPC) downlink message.
The flight plan report begins with the FPN IMI if the report is in response to a request (REOFPN) from the
airline ground station
or
is manually initiated. The flight plan report begins with the FPC IMI
if
the report
is in
response to a request from the A TC.
3.3.1.1 light Plan Report ormat
Active Route Element Tex t - RP
The 'FPN'
or
'FPC' IMI is followed by the RP element text. The RP element is formatted according to the
active flight plan using the conventions defined
in
Section
2 1
[FPX Uplink)21. Included are the company
route, origin airport, arrival airport, departure runway, departure procedures, en route segments, arrival
procedures, approach procedure, arrival runway, transitions and airway/exit vias if they exist and
if
they have
not already been sequenced.
Note that since waypoints are stored within the FMS as latitudellongitudes, all direct fix waypoints (e.g.
PBDs, PBPBs, etc.) will be downlinked in latilon format except Nav. DB fixes which will only have thei r ident
included.
The en route segment consists of Waypoints, LatILon's, PB/PB's (converted to equivalent LatlLon's), PBD's
(converted equivalent to LatlLon's), Directs, Constraints, Holding Patterns, Steps, Along Track Waypoints
(converted to equivalent LatlLon's) and Reporting Points (converted to equivalent LatlLon's). Fixes within a
procedure are not included as separate fixes but only as part of the procedure identifier. Only waypoints
wi1hin the en route segment exist as separate fixes. Thus, constraints and holds are included only
if
they
exist within the en route segment, unless the procedure has been modified by the flight crew
or
within a
previous FPX uplink.
Alternate Route Element Text - RA
Following the "RP" element,
if
an alternate route exists, "RA" element
text
is formatted using the convention
in section [FPX Uplink] with the data from the alternate segment of the active flight plan.
Flight Number Element Text - FN
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The FN element text consists
of
the
FN
IEI followed by a variable fonnat element with a maximum
of
ten
alpha or numeric characters reflecting the FMS flight number. This element text is not included in the
message
if
no valid flight number exists. or
if
the FN option code is not set in the APF.
General IEls - CA. GA. TS. and
SP
The message may also contain the CA GA. TS. and
SP
IEI element text if the requirements for each
as
described in their corresponding sections are met.
Example:
FPN/GAHNYWLL .HNYWLL2ICAHNYWLL3/RP:DA:LFBO:AA:LFPG:R:33L:CR:TLSCDG:D:LMGlA
LMG:V:LMG A T2500 AMB CDN CDN:H:CDN ....R 021 15 EVX:WS:EVX.350 .S KMU
.. MASSU . N49189EOOI441 :AP:ILS27 MERU 270)/RA:DA:LFPG:AA:LFBO:CR:4 PIROG.UR1 06
.. LCA..UB31 BELPA..AULON/FNHI666
which translates to:
a FPN report sent to ground addresses HNYWLL1 and HNYWLL2. and to company address HNYWLL3.
At the time
of
the downlink. the active primary route
had
departure airport LFBO. arrival airport LFPG.
departure runway 33L. the entire primary flight plan was defined by company route TLSCDG. SID LMG1A
with no transition to waypoint LMG which had an AT constraint of 25000 ft • direct to AMB. direct to CDN
which had a hold with a right tum in-bound course 21
magnetic with leg time
of
1.5 minutes. direct to EVX
where a step climb to FL350 was present. direct to SOKMU. direct to MASSU. direct to a lat/lon waypoint
may have been a pilot defined waypoint).
no
STAR
or
transition. approach procedure ILS27 with approach
transition MERU to runway 27.
The active altemate route had departure airport LFPG. arrival airport LFBO. the entire altemate flight plan
was defined by company route 4 no SID. direct to PIROD entering airway UR106 to the airway intersection
at waypoint LCA
on
airway UB31. exiting airway
US31
at SELPA. direct to AULON. and
no
procedures were
given.
The entered flight number was HI666.
3 3_2
Fliqht
Plan Requests IREQFPNI
The flight plan request message down ink begins with the REQ IMI followed by the three character request
label ·FPN·. The IEls that are specific to this IMI request whose element text may be included in the
message are the CO and FN IEls. The message may also contain the CA. GA. TS. and
SP IEI
element text
if the requirements for each as described
in
their corresponding sections are met.
The downlink flight plan request message does not distinguish between a request
for
either the Active or
Secondary Flight Plan. It is up to the FMS to decide where to store the resulting uplinked flight plan.
However. any Company Route or Flight Number sent in the downlink request reflects the Company Route or
Flight Number from where the Flight Plan Initialization request originated Le. active
or
secondary flight
plan).
The CO element text is included in the message
if
a valid non-Nav. Database company route identifier exists
on
the
IN
IT A or SEC INIT A MCDU page depending
on
which page the flight crew request was initiated
requests initiated from the ACARS FUNCTION page
of
the MCDU apply to the active fl ight plan). The CO
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R V
element text begins with the CO IEI and is followed by up to
10
alphanumerics reflecting the appropriate
company route identifier.
The FN element text consists
of
the FN IEI followed by a variable fonnat element with a maximum
of
ten
alpha or numeric characters reflecting the flight number displayed on the INIT A page. This element text is
not included in the message for any
of
the following reasons:
1 If
no valid flight number exists.
2 If
the FN Option Code is not set in the APF.
A four minute timeout is associated with all FMS REO down inks.
If
the report requested in the down ink is
not received within four minutes from the time
of
flight crew request, then FMS times out its request and
the flight crew is allowed to make another request
of
the same type. Any uplink
of
the requested IMI type,
even an invalid one, will satisfy the FMS request.
Example:
REOFPNlCODEM01/SPCONTACTUSATTMG
translates to:
At the time
of
request downlink, the flight crew was requesting flight plan data for company route DEMOl
with a the words CONTACT US
T
TMG in the scratch pad. No data was available for the FN, GA, CA,
and TS IEls, or the corresponding IEI option codes were not enabled via the APF.
Use or
disclosure of
infonmation
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_4
PERFORMANCE DOWN LINKS
3_4_ Performance Data Report - PER
The Performance Data Report down link message allows the transmission of Performance data from the
active route to the ground station. This message can only be sent automatically in response to a ground
station request for the Performance Data Report i.e. flight crew initiation
of
this report is not possible). The
PER report is a fixed format report conSisting
of
the PER IMI followed by Performance Report PR) element
text as defined below. The message may also contain the following the CA, GA, and TS text if the
requirements for each as described in their corresponding section are met.
All of the PR elements listed are fixed length elements. All elements are separated by commas with
consecutive commas indicating
an
element has no valid data for that element text. The PR element text
consists of the PR IEI followed by the elements below, listed in their required order.
1 Aircraft Gross Weight: This element consists
of
up to four numerics defining Aircraft Gross Weight
to
tenths
of
a kilopound. The value is taken from the data used for displaying Gross Weight on the Fuel
Pred MCDU page and is valid only after engine start. This element is downlinked as Current Gross
Weight.
2 Cruise Center of Gravi ty: This element consists
of
up to three numerics defining the center
of
gravity
to tenths
of
percent MAC. The value is taken from the data used for displaying CG
on
the FUEL PRED
MCDU page and is valid only after engine start. This element is down inked as Cruise Center of
Gravity.
3 Cruise
Altitude
This element consists
of
up to three numerics and is defined as flight level. The
value
is
same as the value displayed on the MCDU PROGRESS page.
4 Fuel On Board: This element consists of up to four numerics and is defined to tenths
of
a kilopound.
The value
is
taken from the data used for displaying FOB
on
the FUEL PRED MCDU page and is valid
only after engine start. This element is down inked
as
Fuel Remaining.
5 Block Fuel: This element consists
of
up to four numerics and is defined to tenths
of
a kilopound.
The
value is taken from the data used for displaying Block Fuel on the INIT B MC DU page. This element is
only valid before engine start.
6 Reserve Fuel: This element consists
of
up to four numerics and is defined to tenths of a kilopound.
The value is taken from the data used for displaying Reserve Fuel on the INIT B MCDU page before
engine start, or the FUEL PRED MCDU page after engine start.
7 Cost Index: This element consists
of
one to four numerics and is the system Cost Index value. The
value is the same value displayed
on
the CLB, CRZ and DES PERF MCDU pages.
8 Cruise Wind: This element is included for expansion purposes and the value is ignored for this
implementation.
9
Top
of Climb Temperature: This element consists
of
a directional component p-plus, M-minus)
followed by up to
two
numerics representing degrees Celsius. The value is taken from the data
used
for displaying TOC temperature
on
the INIT A MCDU page before engine start and the Fuel Pred
MCDU page after engine start.
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10 Climb Transition
Altitude
This element consists of up to three numerics and is defined as flight
level. The value is taken from the data used for displaying the Climb Transition Altitude
on
the MCDU
PERF TAKEOFF page.
11
Fuel Flow Factor: This element is included for expansion purposes and the value is ignored for this
implementation.
12 Drag Factor: This element is included for expansion purposes and the value is ignored for this
implementation.
13
Perfonnance Factor: This element consists of a directional component (P-plus, M-minus) followed by
up to two numerics defined to tenths of a percent. The value is taken from the data used for displaying
the Performance Factor on the AlC status MCDU page.
14 . Idle Factor: This element consists of a directional component(P-p1us,M-minus) followed by
up
to two
numerics defined to tenths of a percent. The value is taken from the data used for displaying the Idle
Factor
on
the AlC status MCDU page.
15 Tropopause Alti tude: This element consists of five numerics and is defined in feet. The value is
taken from the data used for displaying Tropopause Altitude on the FUEL PRED MCDU page.
16 Taxi Fuel: This element consists of up to four numerics
and
is defined to tenths of a kilopound. The
value is taken from the data used for displaying Taxi Fuel
on
the INIT B MCDU page. This element is
valid only before engine start.
17 Zero Fuel Weight: This element consists of
up
to four numerics and is defined to tenths of a
kilopound. The value is taken from the data used for displaying
ZFW
on the INIT B MCDU page.
18 Zero Fuel Weight Center of Gravity: This element consists of up to three numerics defining the
center of gravity to the tenths of percent MAC. The value is taken from the data used for displaying
ZFWCG
on
the INIT B MCDU page.
Zero Fuel Weight and Zero Fuel Weight Center of Gravity are valid after engine start and will be transmitted
in the PER report.
3.4.2 Perfonnance Initia lizat ion Request - REQPER
The performance request message down ink begins with the REQ IMI followed by the three character request
label 'PER'. The IEI specific to this IMI is the PO IEI. othelWise, PO element text is formatted identically as
the PR element text as defined in the previous section for a PER down ink report. One exception is that
Cruise Temperature is n v r sent for a PER REO initiated from the Secondary INIT A page since it is not
available for the Secondary flight plan.
The message may also contain the following the CA GA, and TS text
if
the requirements for each as
described in their corresponding section are met. Because REQPER downlink messages are sent in
conjunction with REOFPN down ink messages, an SP IEI may exist in the REOFPN downlink, but will n v r
be included within an REaPER message downlink.
s
described in Section 2.2.3 [FPXlPER Dependance), the REaPER is only sent together with
an
REOFPN following a manually initiated request for Flight Plan Initialization data (initiated by the flight crew
via the INIT A MCDU page, SEC INIT A MCDU page, or the ACARS FUNCTION MCDU page). When the
REOPER is sent, the REaFPN will always precede it. A REOPER IMI is
n v r
sent independently, or if
it is disabled via the APF, or after first engine start.
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A four minute timeout is associated with all FMS REQ downlinks. f the report requested in the downlink is
not received within four minutes from the time
of
flight crew request. then FMS times out its request and
the flight crew is allowed to make another request of the same type. Any uplink of the requested IMI type.
even an invalid one. will satisfy the FMS request.
Example:
REQPERlPQ2113 .... 0023 ..........
Zero Fuel Weight
CruiseCG
Cruise Altitude
Block Fuel
Reserve Fuel
Cost Index
Cruise Wind
Cruise Temperature
Climb Transition AIt.
Fuel Flow Factor
Drag Factor
Perf Factor
Idle Factor
Tropopause Altitude
Taxi Fuel
Zero Fuel Weight CG
211.3 klbs
no data
no data
no data
no data
23
no
data
no
data
no data
no data
no data
no data
no data
no data
no data
no data
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U LOAD INFORMATION REQUEST - REQLDI
The load infonnation (takeoff data) request message downlink begins with the REQ IMI followed
by
the three
character request label LDI . The
IEI
that is specific to this IMI is the RQ IEI. The
Ra
element text begins
with the Ra IEI. The Ra element text then includes a fixed fonnat string consisting of the following elements
listed in their required order. All elements are separated by commas with consecutive commas indicating an
element has
no
valid data for the
IEI
element text. All values
are
rounded to the nearest unit and/or zero
filled
if
necessary to confonn to the fonnat requirements outlined
below.
All data for the following elements
contain the value currently displayed on the UPLlNK TO DATA REa MCDU pages with the exception of the
Departure Airport.
Note since there are two UPLlNK TO DATA REa MCDU pages corresponding to two separate runways, two
sets of runway data within a single Ra
IEI
will always be downlinked regardless of whether data has been
entered on them or not. The REaLDI may be initiated by the flight crew via either of these pages or via the
ACARS FUNCTION MCDU page.
1 Departure Airport Ident: This element consists of up to four alpha or numerics and is extracted from
the active route.
2 Takeoff Runway Ident: This element consists of two numerics representing the runway number
followed
by
an alpha character representing the runway suffix. If the runway identifier does not have a
valid suffix (L-Ieft, C-center, R-right, O-none), it is given a suffix of
0
no runway suffix) for the
downlink.
3 Runway Intersection: This element consists of
up
to three alphanumerics defining the Runway
Intersection.
4 Position Shift : This element consists of a directional component (P-plus, M-minus) followed
by
two
numerics representing a value in hundreds
of
feet.
5 Runway Length Remaining: This element consists
of
up to three numerics indicating Runway Length
Remaining in hundreds of feet.
6 Takeoff Center
of
Gravity: This element consists
of up to
three numerics representing the
CG
to
tenths of percent MAC.
7 Current Gross Weight: This element has
been
included for expansion purposes and contains no data
for this implementation.
8 Reference Takeoff Gross Weight: This element consists of up to four numerics defining the Gross
weight to tenths of a kilopound.
9 Static Air Temp. (SAn: This element consists of a directional component (P-plus, M-minus) followed
by
up to
two
numerics defined in degrees Celsius.
10 Takeoff Runway Wind: This element is a two-parameter element consisting of three numerics
designating the true direction the wind is coming from in degrees,
followed
by
up to three numerics
deSignating the wind magnitude in knots.
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atalink Ground Users Manual
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Takeoff
Runway Condition: This element consists
of
one numeric with the following meanings:
Numeric
1
2
3
4
5
6
7
Runway Condition
wet
dry
1/4 water
1/2 water
1/4 slush
1/2 slush
compact snow
12 Flaps: This element has been included for expansion purposes and contains no data for this
implementation.
13 Takeoff Thrust Rating:
If
the Derated Take
Off
option is enabled and either
no
Derated TO Level
exists or a Flex TO Temp exists on the corresponding UPLlNK TO DATA REO MCDU page, or
if
the
Derated Take Off Option is disabled, then this one numeric element is defaulted to 0 (i.e. No Derate).
If
the Derated Take Off Option is enabled and a Derated TO Level exists on the UPLlNK TAKE OFF
REO MCDU page, the pilot entry fonnat (DNN) is first converted to a one digit integer value n (nth
allowed entry
in
the Perfonnance Database table for the current engine-aero combination) which is then
used to fill this element in the downlink request.
14 Variable Takeoff
Rating
(VTR) Percentage: This element has been included for expansion purposes
and contains no data for this implementation.
15 Selected Temperature: This element consists
of
a directional (p-plus, M-minus) component followed
by up to two numerics defined in degrees Celsius. If a Flex TO Temperature is defined on the UPLlNK
TO DATA REO MCDU page, the F ,
if
present, is first removed and then the Selected Temperature
element is filled with the resulting number. If no value exists on the UPLlNK
TO
DATA REO MCDU
page, SAT is used by default.
16
Baro
Setting: This element consists of an alpha character followed by up to four numeric characters.
The alpha character is either an H or E for aNH or
aFE
The four numerics represent the baro setting
in hecto pascals.
17 Flap/Slat Configuration: This element consists of one numeric with values from 0-3 indicating the
flap/slat configuration.
A four minute timeout is associated with all FMS REO downlinks.
If
the report requested
in
the down ink is
not received within four minutes from the time
of
flight crew request, then FMS times out its request
and
the flight
rew
is allowed to make another request of the same type. Any uplink
of
the requested IMI type,
even an invalid one, will satisfy the FMS request.
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A330 A340
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Example:
The following is an example of a Takeoff Data Request downlink:
REOlDIIROlFBO.33l.A9 .156,,2613.PI5.14012.1
0 P40.lBFO.15R,,
,,156,,2613.PI5.14012.1 2,,PI5
Departure Airport Ident
Takeoff Runway Ident
Runway Intersection
Position Shift
Runway length Remaining
Takeoff Center of Gravity
Current Gross Weight
Reference Takeoff Gross Weight
Static Air Temperature
Takeoff Runway Wind
Takeof f Runway Condition
Takeoff Flaps
Takeof f Thrust Rating
VTR percentage
Selected Temperature
Baro Setting
Flap/Slat Configuration
Departure Airport Ident
Takeoff Runway Ident
Runway intersection
Position Shift
Runway
length
Remaining
Takeoff Center of Gravity
Current Gross Weight
Reference Takeoff Gross Weight
Static Air Temperature
Takeoff Runway Wind
Takeoff Runway Condition
Takeoff Flaps
Takeoff Thrust Rating
VTR percentage
Selected Temperature
Baro Setting
Flap/Slat Configuration
lFBO
33l
A9
no data
o data
15.6%
o data
261.3 klbs
+ 15 degrees Celsius
140 degrees at 12 knots
Wet
o data
o TO derate
o data
+40 degrees Celsius
no data
no data
lFBO
15R
o data
o
data
no data
15.6%
no data
261.3 klbs
+15 degrees Celsius
140 degrees at 12 knots
Wet
no data
TO derate level
of
2
no data
+15 degrees Celsius
no data
o data
78
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_6 PREDICTED WIND INFORMATION REQUEST REQPWI
The predicted wind information request message downlink begins with the REQ IMI followed by the three
character request label 'PWI'. This is sent in response to a manual request for uplinked wind data from the
ACARS FUNCTION MCDU page or from any available WIND MCDU page. This IMI is composed
of
one or
more element text sets.
The following IEls are processed by the FMS for the downlink:
Q - This IEI requests cl imb wind data.
WQ - This IEI requests cruise wind data.
DO - This IEI requests descent wind data.
WR - This IEI requests an altemate weather report.
Depending
on
the current flight phase
of
the system at the initiation
of
the request, one or more IEls will
be
sent. The IEls sent per flight phase are as follows:
When the flight phase is preflight, done or takeoff, CQ, WQ, DQ, and WR can be sent.
When the flight phase is climb
or
cruise, only WO, DO, and
WR
can be sent.
When the flight phase is descent, approach, or go around, a wind request cannot e initiated.
The message may also contain the following the CA, GA, TS and SP text
if
the requirements for each as
described
in
their corresponding section are met.
The data sent in the downlink is taken from the secondary flight plan when a request is
manually initiated
from a secondary WIND page; otherwise, the data is taken from the active flight plan.
A four minute timeout is associated with all FMS REO downlinks. If the report requested in the downlink is
not received within four minutes from the time
of
flight crew request, then FMS times out its request
and
the flight crew is allowed to make another request
of
the same type. Any uplink
of
the requested IMI
type
even an invalid one, will satisfy the FMS request.
REOPWI/C0330IW0350.250.200.330:CDN/D0330IWRLFPG.LFPO
As
shown above, at the time
of
the downlink, the following data had been
in
the FMS:
Defined cruise flight level of FL330 (hence the 330 for the climb and descent wind requests
Waypoint ON was the only cruise waypoint.
Flight crew had entered cruise winds at FL350, FL250, and FL200. Since only three winds had been
entered, the fourth downlinked altitude was the defined cruise flight level
of
FL330.
The destination airport was LFPG and the altemate airport was LFPO.
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3.6.1 Climb Wind Request Element Text - CQ
The CO contains the first cruise flight level;
if
no cruise flight level is entered, the
IEI
is still sent with
no
accompanying data. Th l cruise altitude at
TIC
consists of up to three numerics defining the altitude in
hundreds of feet.
For example,
if
a climb wind request was made for
an
altitude of 25,000 feet, the request would look like the
following: REOPWIIC0250
3.6.2 Enroute Wind Request Element Text - WQ
The downlink WO element text begins with the WO IEI and is followed by a list
of
elements defining altitudes
for which winds are requested (separated by periods), followed by a colon, followed by a list
of
elements
defining waypoints in the route for which the request is being made (again separated by periods). These lists
are
formatted as follows:
List of Altitudes
This list contains from one to four wind level altitudes, each separated by a list entry
terminator. These altitudes consist
of
up to three numerics defining the altitude to the nearest hundred
feet, and correspond to the flight levels displayed on the CRUISE WIND pages for the cruise waypoints.
If no altitude is displayed
on
the CRUISE WIND page, the cruise flight level and the first three step
flight levels
on
the STEP page are sent in the message (up to four altitudes may be sent).
The WO IEI is sent independently
of
the cruise altitude. Thus,
if
no altitudes can
be
sent to the ground per
the above rules, the message is still sent anyway.
In
this case, it will only contain the available cruise
waypoints.
List
of Waypoints This list contains all the cruise waypoints in the applicable flight plan. Waypoints
consist of up to 13 alphanumerics defining flight plan LatlLon (see Section 2.1.16 [LatlLon FixD or Nav.
DB
fix identifier waYPoints.
22
For.identifying cruise waypoints to send to the ground, the cruise segment is defined as that portion of the F
PLN between the first
TIC
(or
AlC
position,
if
flight phase is cruise) and the final
T/D
If
the
TIC
and TID
have not yet been computed by the FMS, then the cruise segment consists
of
all waypoints between the
origin and destination that are not within part of a SID or STAR procedure.
Only the terminations
of
AF, CF,
OF
IF, and
TF
legs are sent in the
WO IEI
and they must
be
Nav.
Database, LatlLon, PBD
or
PBIPB waypoints. PBD and PBIPB waypoints will
be
downlinked in latllon
format.
Only
one
WO IEI is necessary. It is followed by the list
of
altitudes and then the list
of
waypoints.
If
no
cruise waypoints exist, this IEI is not sent to the ground.
Example:
The following is an example
of
a Cruise Wind Request:
REOPWIIW0320.350.370.390:SEA.N4030W110.0RD
Wind Altitude 1
Wind Altitude 2
Wind Altitude 3
Wind Altitude 4
Waypoint Ident 1
32,000 ft
35,000 ft
37,000
ft
39,000 ft
SEA
80
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A330/A340
MS
Datalink
round
Users
Manual
Example:
1 1
109
115
3 1
302
Co. Pert Init data rejected
Co. Takeoff data accepted
U/L requesting a OIL acknowledge
Wind data accepted
Wind data rejected
RESLOI/AKABC0004567,71
UpJinked IMI
KIEI
Message Sequence Number
Stimulus Code
LOI
Acknowledge
ABC0004567
71
R V
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or disclosure of
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A330 A340
MS Datalink Ground Users Manual R V
3.8
DOWNLlNK REJECTION MESSAGES - REJ
Elements and messages that are considered to be invalid are rejected unless otherwise specified.
Upon detection of errors during uplink message processing the FMS initiates a downlink rejection message
formatted to define the errors detected.
The Downlink Rejection Message begins with the REJ IMI. The REJ IMI is followed by the uplinked IMI from
the message that contained the error s). This IMI is followed by a comma and the Greenwich Mean TIme
GMl) at which the errant uplink was received. The GMT element consists of six numerics defining hours.
minutes. and seconds in the format HHMMSS.
If
the GMT is not valid, the GMT element consists of six
zeroes. The GMT is followed by a comma
and an
error data list as described below. The data involved in
the error or other useful information may optionally be the last text data in the list entry.
The
message may also contain the following the
CA
GA, and TS text
if
the requirements for each
as
described
in
their corresponding section are met.
3.8.1
Error Data
List
Each error data list entry consists of the following elements listed in order. Consecutive error data list entries
are
separated by a list entry terminator. The error type code is a required element
and
the other elements
are optional. All elements are separated by commas with consecutive commas indicating there is no data
included for that element.
1 Error Type Code: This is a fixed length element consisting of three numerics defining the type of error
that was encountered. Valid codes are listed in the subsequent sections.
2
Error DataCode: This is a fixed length element conSisting of three numerics defining the data element
that contained
an
error. Valid codes
are
listed in the subsequent sections.
3 This is a variable length element consisting of one or both of the following parameters when they apply.
A.
The two character IEI that was included in the erroneous uplinked element text. This parameter is
required.
B. A three numeric Extended Error Code that further defines the nature of the error or the actions
taken because
of
the error. This parameter is optional.
4 Extended Rejection Data: This is a variable length element consisting of up to 25 characters. This
element contains free text and is used to downlink the actual erroneous element s) or any other
information that could
be
useful to ground personnel in determining the cause of error.
8
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A330 A340 MS
Datal ink Ground Users ManuaL
The following is an example of a Rejection Downlink message:
REJFPN,12322S,130,214,WSOOS,GEG,266.109,107,WSOOS,TOU,700
Message Rejected
Greenwich Mean Time
Error Type 1
Error Data 1
IEI Causing Error 1
Extended Error 1
Data Causing Error
Error Type 2
Error Data 2
IEI Causing Error 2
Extended Error 2
Data Causing Error
FPN
: 12 hours, 32 minutes, 2S seconds
: (130) No Fix Match in Route
(214) Waypoint Step
Climb
WS
(102) All of Element Text Discarded
GEG 266
(109) Invalid Format and/or Range
(107) Waypoint Spd/AH Restriction Data Code
WS
OOS)
All
of
Element Text Discarded
TOU, 700
Note that it is possible to have muHiple FMS downlinks resulting from a single uplink:
Example:
Ground station uplinks an FPN uplink with numerous non-fatal errors.
FMS downlinks RES/AK indicating a correct end-to-end CRC.
FMS down inks REJ for first pass· non-fatal errors.
RF.V -
Flight crew inserts FPN uplink and FMS downlinks another REJ for ·second pass non-fatlll errors,
FMS
downlinks RES/AC signifying that the flight crew has inserted the FPN uplink.
85
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A330 A340
MS
Datalink round Users Manual
R V
3 8 2 Error
Data Codes: per ARINC
702
Error Data Codes used by A330/A340FMS
Deci
Deci
Code
Description
Code
Description
003 ALTERNATE AIRPORT ID
101
HOLD IN BOUND COURSE
009 FLIGHT NUMBER
102 HOLD EFC TIME
010 COST INDEX
103
HOLD LEG TIME
011
CRUSE ALTITUDE
104 HOLD LEG DISTANCE
012 CRUISE TOC) TEMP
107
WAYPOINT SPD/ALT RESTRICTION
013 ZERO FUEL WEIGHT
109
COMPANY ROUTING ADDRESS
015
RESERVE FUEL 112 ENROUTE WIND WAYPOINT ID
017 CLIMB TRANSITION ALTITUDE
113
ENROUTE WIND DIR/MAG
018 TAKEOFF DEPARTURE RUNWAY ID
206
ALTERNATE FLAPS
019 RUNWAY INTERSECTION 207 ALTERNATE TRIM
020 RUNWAY POSITION SHIFT
209
TAKEOFF SPEEDS
021 RUNWAY LENGTH REMAINING
210 ALTERNATETAKEOFF DPEEDS
023 TRiM 213 ALONG TRACK OFFSET
024 TAKEOFF REFERENCE GROSS WEIGHT 214 WAYPOINT STEP CLIMB
025 TAKEOFF FLAPS
216
GROUND ADDRESS
029 TAKEOFF SEUASSUMED TEMPERATURE
218
HOLD SPEED RESTRICTION
031
TAKEOFF RUNWAY WIND
219
LATILON REPORTING POINT
032 TAKEOFF RUNWAY CONDITION
220
ENROUTE WIND SEGMENT
035 OUTSIDE AIR TEMP
221
ENROUTE SEGMENT
036 DESCENT WIND ALT
223
ALTERNATE THRUST RATING
037 DESCENT
WIND
DIRlMAG
301
PERFFACTOR
038
CRUISE CENTER OF GRAVITY
302
TAXI FUEL
040 BLOCK FUEL PLAN FUEL)
303
ZERO FUEL WEIGHT CG
041 DESCENT TRANSITION ALTITUDE
304
TROPOPAUSE ALTITUDE
044 DESCENT ISA DEV 305 IDLE FACTOR
045 QNH .
306
MEAN WIND
059 DEPARTURE AIRPORT
307
CLIMB WIND ALTITUDE
060
DESTINATION AIRPORT
308
CLIMB WIND DIRECTIONlMAGNITUDE
061
COMPANY ROUTE
309
ALTERNATE WIND ALTITUDE
062 DEPARTURl:t
RUNwAY
310
ALTERNATE WIND
063 DEPARTURE BASE PROCEDURE DIRECTION/MAGNITUDE
064
DEPARTURE TRANSITION PROCEDURE
311
STAR ENROUTE TRANSITION
065
AIRWAY VIA
PROCEDURE
086 ENROUTE WAYPOINT
312
THRUST REDUCTION ALTITUDE
086 ENROUTE WAYPOINT
313
ACCELERATION ALTITUDE
087 DIRECTWAYPOINT
314 ENGINE OUT ACCELERATION
093 STAR BASE PROCEDURE ALTITUDE
094 STAR TRANSITION PROCEDURE
315
ALTERNATE ASSUMED TEMPERATURE
095 APPROACH BASE PROCEDURE 316-400 RESERVED FOR DEFINITION
096
APPROACH TRANSITION PROCEDURE BY A3201330/340
097 DESTINATION RUNWAY
098 HOLD ID AND
AL
T RESTRICTION
099
HOLD TARGET SPEED
100 HOLD TURN DIRECTION
8
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A330/A34.0
- F M S . D - i I ~ a l i n k .
GroU'ld
Users
Manual
REV
a.s.o,, ' Extended Error.Codes: per ARINC 702
Extended Error Codes used
for Aa30/A340 FMS
Deci
Q2S
1
005
£1
,:i'.' .
007
008
010
lUll;,,·
101;1 ;
) i , ,.
102
Description
ALL OF MESSAGE TEXT DISCARDED
ALL OF ELEMENT TEXT DISCARDED
REMAINDER OF ELEMENT TEXT DISCARDED
ALL OF LIST DISCARDED
SINGLE ELEMENT DISCARDED
ALL OF MULTI-PARAMETER ELEMENT DISCARDED
SINGLE ELEMENT DISCARDED
ALL OF LIST ENTRY DISCARDED
ALL OF ENROUTE SEGMENT DISCARDED
88
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is
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A330 A340 MS Datal ink
round
Users Manual
3.8.5 Error Code
Triplets Cross
Reference IA330/A340
Specific):
The
following error code triplets are given in an Extended Error Code, Error Type.J::odei;Error, Data Code '
order.
Var.
means that various codes are possible
depending
on
the
situation. A blank indicates
no
code is
included. These codes are more specific to the A330 A340 Implementation.
Ext. Error
Error
Error Type
~ a t a
~ t ~ ,,-' ''ill
Code Code Code Condition
• ; : : , i [
001 001
End-to-End CRC Failure on Uplink
001
011
Random flight plan not included with non-Nav. Database Company Route number
001
011
Not
in
NOB
001
011 061
Company Route not in NOB & DEPT/ARRIVAL Airports not valid
001
021
No minimum Flight Plan (at least valid CO RTE FROMITO pair, or w a y p ~ I n t ' needed in FPX
uplink)
001 021
N e ~ h e r
RP nor RI IEls included in FPX uplink
001 021
No
minimum flight plan: cannot apply
PER
because
no
ACTIVE or
SECF-PtN'·
001
021
POS c a n ~ be use since ACT primary and SEC primary flightplans are u n d e f i ~ e a ,
001 027
PWI received and the aircraft is in descent, approach, or
go
around flightphase .
001 101
Buffer Full for that IMI Type
001
102
Incompatible IEI: RW and
CG
IEls must be sent
in
the same LDI message ,',.'.
001
105
No active primary flight plan for REO • :: <' ,· :;>IlI.1
001
106
Invalid Request Label
001
107
RF
is not contained in the POS IMI
001 107
No
IEI's in message
001
107
A wind uplink is received with
no
IEls.
001
108
No data in element text
001 109
A wind uplink is received and none of wind elements contains valid data.
001
109
010
PER Cost Index invalid or missing
001
109
011
PER
Cruise l t ~ u d e invalid or missing
001
109 012
PER
Cruise Temperature invalid or missing
001 109 013
PER Zero Fuel Weight invalid or missing
001
109
015
PER Reserve Fuel invalid or missing
001
109 017
PER
Climb Transition Altitude invalid or missing
001 109 038
LDI Invalid CG
001
109 040
PER
Block Fuel invalid or missing
001 109 059
LDI
Invalid Departure Airport
001 109
301
PER
Pert Factor invalid or missing
001
109 302
PER
Taxi Fuel invalid or missing
001 109 303
PER
Zero Fuel Weight
CG
invalid or missing
001
109 304
PER Tropopause ~ i t u d e invalid or missing
001
109 305
PER
Idle Factor invalid or missing
001 110
PER Not Allowed when airborne
001
110
LDI Not allowed when airborne
9
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,
A330 A340 MS atalink
Ground
Users Manual
R V
-
Ext.
Error Error
Error Type Data
Code Code Code Cond tion
1 111
1
111
1
111
; ,m;:: 1..-:
1
114
1
fill' .
1 117
1
136
1
2 1
1
202
1
202
1
202
1
203
005
7
005
103
005
108
005
108
005
1 9
005
1 9
005
109
005
109
005 109
005
109
005
109
005
109
005,
109
005
109
005
109
005
109
005
109
005
109
005
109
005
1 9
005
1 9
005
109
005 109
005
109
005
109
005
109
005
109
Alternate route IEI occurs prior to active/secondary route IEI
.
-z
A manually requested wind uplink is'received and the receiving flight plan is undefined.
'Ari1unsOlicited wind uplink is received and neither the active primary nor the secondary primary
flight
plariis'defined,
013 PER ZFW causes invalid Gross Weight
Both activeand'secondary route
IEI
included
Neither active nor secondary route IEI included
LDI No compatible runways: all uplinked runways contained errors which caused the runway all
list entry data to be ignored
PER Dependent IMI rejected
Incompatible IEI: duplicate PERIEI
' ~ r , ., _ _
More than one active or secondary route IEI included. or more than one alternate route IEI
included in FPX uplink
LDI Duplicate IEls
AlC position invalid
107 Neither speed n o ~ l t i t u d e contained in constraint
Invalid IEI formaHbr REO
PWI IEI
is
received that contains no data.
Uplink coritli),si3A'JtA. but no GAlCA IEI data
019 LDllnvalid Runway Intersection
020 LDI Invalid Position Shift
21 LDI InvalfcfiifUnway'LenQth Rerilaining
023 LDI 1 ~ ~ l l j i l f T i i r i ' t C
, : ,
025
LD.I
~ v a l i d
Flap/Slat Configuration
029 '{ ro\ lrlValfifMSumed'Temperature
;
041
PWI DescenttransitiohaMude is invalid.
044 PWI Descent ISA deviation is invalid,
045 PWI QNH is invalid.
045 LDI Invalid Baro Setting
109 Invalid CA
206 LDI
Invalid Alternate Flap/Slat Configuration
207 LDI Invalid Alternate Trim
209 LDI Invalid Takeof f Speeds
210 LDI Invalid Alternate Takeoff Speeds
107 Invalid Waypoint Speed/Altitude Constraint
214 Invalid Waypoint Step ClblDes
216 Invalid GA
223
LDI
Invalid Alternate Thrust Rating
306 Invalid Mean Wind
312 LDI Invalid Thrust Reduction Altitude
313 LDI Invalid Acceleration AMude
314 LDI Invalid Engine-out Acceleration Altitude
90
'-,frn.-, -'r, ; : : ~ : ' s: . .
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e)f
A330/A340 F ~ S Datalink Ground Users Manual
REV _
0/\
.}}'CC
,," - ;Y' " 9-; f: ,
Ext.
Error
Code
005
005
005
005
005
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
Error
Type
Code
109
130
130
206
207
008
008
008
011
011
011
011
011
011
011
011
011
011
011
012
029
029
030
030
030
041
109
109
109
109
109
109
109
109
109
109
Error
Data
315
107
214
214
003
063
093
095
059
060
062
063
064
065
093
094
095
096
097
var.
062
063
093
095
097
065
var,
087
009
059
060
061
062
063
064
065
. , ~
n;'- ,>,/7
/ (J/ G.'f" \,-'
Condition
. ? ~ ~ : ~ ~
'
<;v
< , ~ j .
Co
LDllnvalid
Altemate Assumed Temperature -,
?'J?'
'
9
J
The waypoint does not exist in the flight plan , , ," ' :0 ' , , « ~ ~ r f . -
;c,;,
''''- ,,' \J
There is no fix match in the route \ \""
Waypoint Step Not Allowed
i,n
AHemate Flight Plan
, : '
, " II'. I
", rf-,
' \ : , ~ ,
AHemate Airport(s) Missing or Invalid, " , , ' . , , , '
The departure exists in Nav, DB but
is
incompatible with any eJ(isting,depa,rture
runway,'",
,,:
le
The arrival (Star Base Procedure) is found in the NOB but IS,'iric<jinpatiblewith any existing,
f\'i,
,,/ ,
'6
arrival runway , ,
'
, .,'
~ _
The Approach Base Procedure is found in the NOB, but is nOl.compatibl ')tYith any
'exisliM
arrival runway
.
~ : , , , ~ -
" ~ r j ~ ' ; 1
~ " :
"
.
,
Departure Airport not in NOB
,> , TO . / ' ~ j J .(: ;
Arrival Airport not in NOB
0,'
.3',' '''.,'
,',,,
,
Departure Runway not
in
NOB
I. _ le ...
A
.':.:2 _'.
The Departure Base Procedure is not found in ,the NOEL" "
Lqr )onl
The Departure T r a n s ~ i o n Procedure is not.found in the"NOB':'r ' i : : "oM
The Airway VialExit Via is not found in NOB ,.. S ' . :c OC'
The Star Base Procedure is not found in the NOB
The Star Trans Procedure is not found in the NOB
~ : ~
' : ' I : < : ~ " : j '
.
..,
The Approach Base Procedure is not found in the NDB<'
, r '
ji , . , , ~ 1
The Approach TransHion Procedure
is
not found in the,': IPB,.,,, ' Ij,', G'lsvCI
The Arrival Runway is not found in the NOB ' ,h, " ' "
k '
,;
::: WC.
Duplicate waypoint rejected because
of
missing or i n v a , I ) ~ - , I ~ t - { ' e n : 0 : ' -.jn';C)'
J
Oeparture irport Not Valid in
Uplink
, ' m ~ " ] :,lisvr. -I'(JJ G ~ O
The Departure Airport does not exist " ;i: y '1 t,: ;vr.'I::J os:n
The Destination Airport
of
the Star a s e ' P r o c e d u r e d p e ~ ' W \ , ~ W ; r S \ . ' ' ' ' ,JJ t ~ Q
The Approach Airport ofthe Approach Base Procedure o e ~ , ~ ~ ~ t l a J
,0
The
Arrival Airport does not exist
: : ~
if.:'
. , : ; - , , : - = - ~
niiGv;'1j
iCJ
: : S ~ : ]
The direct
fIX
temninating an airway or list
of
i r w a y ~ s n o t q n ~ ¥ . ~ ~ l a , ~ y "ese
A portion
of
constraint (specified by data code) is irv"Jjd,, '. ; kscc?(1
riN'-i
Invalid Direct Fix
Invalid FN
Invalid Departure Airport
Invalid Arrival Airport
Invalid Company Route
Invalid Departure Runway
Invalid Departure Base Procedure
Invalid Departure Transition Procedure,
Invalid Airway i a / E x ~ Via
91
,-,
~ ~ : ... ' j ' . ( ' ~ s ( bils' ...
,·
i r J _ ~
··:\.8 bUsvrd
, \-, f'1 · A ' . ; : ; - n ~ ~ ; ; \
i ~ ; . ·I i J.J
::t:::r:: ?,-:iA
~ ) : 5 v ; · i /lJJ
,,' -
; ~ ~ ' 3 ~ , ~ - ~ _ ~ ' I : ~ \ ' - 1 : ; ~ : J
jj r n , : : ; : L - t ~
; .:-SVllf
G j
.:-':
E :1£ ; 't, b j ~ S ' / - : ' j ( ' I
;'.f,.\f:' ( s . G ~ . - i (fl,-;'v; ,l
i;}C}
i _ ~ t.{J
-",..,
'.'.t :'
' cc
".
~ O i
Get
80t
f . :
,
(:.1):,
gOt
--cC
e::-;;--,", -cC'
8');'
-20r
20i
' ~ C i '
nc
r
C.
,i
.C,·.
::",,-
Use or
disclosure
of information on this page
is
su ject to the restrictions on the
tit l
page of
this
document
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.. ;} " :
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A330/A340
MS
DataLink Ground Users
ManuaL
Ext. Error Error
Error Type Data
Code
Condition
006 109 093
006 109 094
006 109 095
006 109 096
006 109 097
006 109 098
006 109 100
006 109
101
006 109 103
006 109 104
006 109 213
006 109 215
006 126 009
006 126 059
006 126 060
006 126
061
006 126 062
006 126 063
006 126 064
006 126 093
006 126 094
006 126 095
006 126 096
006 126 097
006 126 219
006 126 311
006 127 065
006
128 065
006 130 98
006 130 213
006 131 98
006 132 064
006 132 094
006 132 096
006 133 215
006 137 065
006 138 065
006 205 107
006 208
var.
Invalid Star Base Procedure
Invalid Star Trans
pcr. cedur..-
Invalid Approach Base Procedure
Invalid Approach Transition Procedirre
Invalid Arrival Runway
Invalid Hold Id
andAlt
Restriction
Invalid Hold TumUirection
Invalid Hold Inbound Course
Invalid Hold Leg Time
Invalid Hold Leg istance
.:;t.
Invalid Along Track Offset
Invalid Reporting Point
Multiple occurrence
of
Flightitilbtnbei' is not allowed
Multiple occurrence of Departure Airport is not allowed
Multiple occurrence
of
Destin'ii/iOn Afrportis not allowed
Multiple occurrence
of
Company Route
i s ' r i ~ t
a,llowed
> ;
.-
:;
Multiple occurrence
of
Departure Runway is' not allowed
Multiple occurrence
of
Departure'Sase'Procedure is not allowed
Multiple occurrence of SID'Tr'ansitiOri'is not allowed
Multiple occurrence
of
STAR Base Procedure is not allowed
Multiple occurrence of STAR Transition is not allowed
Multiple occurrence of Approach Base Procedure is not allowed
Multiple occurrence
of
Approach Transition is not allowed
Multiple occurrence of Destination Runway is not allowed
Multiple occurrence of LatlLon Reporting Point is not allowed
Multiple occurrence of STAR Enroute is not allowed
The
fix
element precedes the airway and the
fIX
is not in the airway
The airway element precedes the airway and an intersection is not found
No fix match in the route
No fix match in route
Multiple holds exist at fix
The transition is rejected due to the rejection the departure procedure
The transition is rejected due to the rejection
of
the arrival procedure
The transition is rejected due to the rejection of the Approach Procedure,
No latitude/1ongitude reporting point is found
A direct
fix
does terminate
an
airway or a list
of
airways
Element preceding airway is not a fix
Both altitudel and altitude2 contained in constraint
Pilot Defined Store is Full
92
REV,
Use
or disclosure of infonDBtl_on
on this page S
subject
to the restrictions on
the
tit e page
of
this docunent
n9lTi., ;i :l8
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A330 A340 MS Datalink round Users Manual
Ext. Error
Error Type
Code Code
007 004
007
109
007
109
007 109
007
109
010 109
010 109
010 109
018
126
018
126
101
109
101
109
101
109
101 109
101 109
101
109
101
109
102 109
Error
Data
Code
Condition
020
018
024
031
032
035
309
310
107
214
036
037
112
113
220
307
308
221
:,,,:1 ~ " ; : ;
i l ~ _
;,1
1
LDI Runway Intersection uplinked without Position.Shift • I'
LDI Invalid Takeoff Runway Ident . . '. c ' ' '.-' ' : vu
LDI Invalid Reference Takeoff Gr,?s:s,vveight . ,'hl .:J,' r •0\' "
LDllnvalid Takeoff Runway Wind ' : ,ri-1, ",'''i
LDllnvalid
Takeoff Runway Condition .
'},,c' • , , I
PWI Outside air temperature (or associated a ~ i t u d e )
. i s . i n v a l i ( t ~
,,'
".
Alternate wind a ~ i t u d e is invalid. "'" ,.' , ; . ,:k>;,
",
Alternate wind direction/magnitude is invalid.
. :""
. :,' J ,.
Multiple Constraints at waypoint
no'
allowed . " ~ . " , %
M u ~ i p l e
Steps for Same Waypoint , . . . " •
/'
;u , ' ,
" \ ' n J
Descent wind altitude is invalid. '
. ; ' ' 'c'
,. , ,
Descent wind d i r e c t i o n / m ~ . 9 ' i t ~ d e is inY'i'Vd.
. l ' ' ' J : ' ~ ) \ • ,
Enroute wind
waypoirat 1 J)s
l n v a l i d ~
... . " \ : ' ~ ' ~ i ~ -
I
r::s'rlu",; ,.)
-71
;j
u ~ /
Enroute
wind d i r e c t i o i 1 l m ~ g n i t u d e . . i ~ ,
r ~ ~ I ~ - , , . : : : : ,
-. : ~ 7 · : " ' ? l J l , I ~ : : ; G ~ k ; ; j l : :?:-1
Enroutewind altitude is i n v a l i d ~ , le.." . y : , ~ y t , - , : - : . ~ : : )
,-;:.,';;-'
~ i n : . ; o ' ":: i.):-rluM
Climb wind altitude is-invalid, ' :, £,-, "'G '<:; , -',
';,;
:J;j,J ' . : , : n ~ ' l > , ' ;
Climb wind direction/magnitudeds i _ ~ v ~ l l d , ~ - ; ' :
:.
.,'
: " \ J ; ~ : :
Blqijll,f\.i
Flight
plan segment is invalid o ( ~ d ~ f o : s Iil:9t.eX st:· J
,-::
;191"jU,;-:·c
::,::::r\I_r<il
' I ' ~ "
.
,i '
~ ~ ,
..
:..
, ~ ; 'j ;. - _ ( ~ ~ 1 ; . ; r ~ S . 9 · s , \ q ~ h J I \ 1 1
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; ; ; : ~ , ~ : . ~ , ) ; , ,; ' . : . · . i r - ~ i ' b ~ : - O ~ j u i i u i \ ' l
,,-,"
. - , ~
10
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Use or
dis losure of
information on this page is Stmject to the
restri tions
on the
t i t l
page
of
this d o c u n e n t ~
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A330/A340
FMS
D . t . l i n ~
r ~ Users
Manual
" REV
..
3.9 Known)' (Ohlems.an.t.I"un .. qn,peferrals.,.·.·,· .,·w . . ' .
:0
t] N;JHo ,'1
\ . . o l . ' ~ _ '
lfG9TiCJ 'j?'il""'l
•.. ,
<
, . , - . ,
• - -
id :-
The following are some of the more serious known problem or function deferrals in the Entry I nto Service
(EIS) F t . . 1 , S j i . P . ~ i i ~ $ l ~ f ~ l : ; J I J , . I J W , s t , q a ~ ~ l W O r k .. r o u n d s · : ~ n beA veloped to minimize the problem
impact. ftle1number'S'gilierl
areusea
for end-note reference throughout this document.
t. N u m e l i P ' j l : r \ ~
...
e.
a ~ ~ i
f ~ j ' ~ ' C t ~ - $ 6 : c i h l y a l p h ~ ' " J , ; ~ ' : ; ; a ~ ~ ' m a y u s e ~ ;
· . r . . l 1 1 ; ~ _ : ( U } ( J - . : . ~ .. ,
•• : l · , " · · . : : . : - ' ~ .
I ' . ' ·
.. _'_{"' >"
_ f
3.
Currently no rejection is issued if flight plan full is encountered on an FPX uplink.
4.
There currently are problems with the way ~ ~ E ; l I ) : ' \ f I ~ g e s are fonnatted for airway processing (Le.
actual implementation may not always match thiS documentation). Indication within the rejection message
may therefore be somewhat misleading. "
.1,\· :
"
.
5.
Currently a :F: segmenlbeginning with a non-flight plan v.iaypoint will
be
ignored without rejection instead
of being strung prior to the STAR· .
6. Along Track Elements (:AT:) is not supported for the EIS • software delivery ' The :AT: FPEI and
aSSOciated
data will
be
ignored if uplinked, ,. ..
;1 C .. . . ) • ';:'
7.
Hold Elements (:H:) is not supported for the EIS software d e l i y , , ~ , - The
:Ii:
FPEI and associated data will
be
ignored if uplinked. .
....
=; - : ::tlG f . ' 2 : . ~ , . , : : , J.
8
Extreme care must
be
exercised to ensure that the distance is always four numerics, Any other field
length f o r t g l f l a 5 l f l f ~ b w ~ ~ ~ ~ ~ { ~ t J I ~ t o ~ ~ t ; . , .' ~ , ' , . ~ .
9:
P B P B ~ ~ M ~ f i ' d a i l ( f ~ ' f s e ~ g l
~ ~ ; t o i i e d
f ~ ~ i h ' ~ ~ i s ~ ~ f t w a r e
d e l i v e ~ ,
A PBPB
i l l l i k ; : ; ~ e
rejected
if uplinked.
10. Uplinked
R e s e N l r ~ 1 l g r t f d ~ ~ b i ( a e 1 1 ) ~ ~ i { ; i d l ~ [ o '
the FMS when the
i - ; ~ 0;
the
P E ~ U ~ I i ~ k
data is
~ ~ ~ ~ ~ ~ " 8 h ? ~ ~ ~ 3 s \ f f l P ~ I a ~ t , ~ ~ . ~ $ ~ ' W i F u e , l i t l l ~ m ~ should' never b ~ : l P U n k e f i l w h e f l 1 u s i n g the
11, The J ' ~ ' l W M I r 8 ~ l f f ' o ~ ~ a 1 l k ' ; ~ 4 ~ W ; ~ i \ r k 1 t 1 ; , ~ a r c ' ~ f i ~ ~ A H i t u d ~ ' , n o t 6 0 . 0 0 . Q fkfuf
EIS , , :
12. The
P 2 ~ ~ ) ~ [ ) p , 9 , h r ~ ~ m I , i ~ l w . ( J C C l r r ~ E / S ~ 1 i I ~ , b u t i ~ e a d r " r n a i n s b u f f e r e d . ; , ~
13, Current wind magnitudes are limited to 200 knots,
.:=;, .,
,
14.
If
a Mean Wind
i S d ' g ( . l J ' ~ f u
l r i ~ s y J t k i : \
~ ~ ~ ' : ~ ' " P " ; " ' I
isuplinked and
i n ~ r t e d .
the
U P I i ~ k ~
~ ~ d
data
is
not utilized by the system, The flight plan B page will show the trip wind value rather than the values on the
winds pages.
15. Currently auto-insertion will be allowed once again after a Very Long Term power transient regardless
of
existing wind data,
16, Current wind magnitudes are limited to 200 Knots.
94
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/''''
A330 A340 MS atalink round Users
Manual
17. Significant problems exist in EIS ACARS cruise wind processing.; i' lie o t i ( , W 1 n l I 1 f s f o f r e M ~ a H o v ; g o ( J A ,2.
use
of
this feature (i.e. a restrictive work around). . . .
'
.
j, ::i ' • :;. -' 1;;-::·jrLL C',·\' I : . - - r : ~ ~ ' S ':'i,n " , . , ~ io_erfV:-
7
( ? } ~ · V O " I ~ 2 . ~ ' , i ~
The ACARS Cruise Wind Uplink featlilrewdi'ks rorrectly
if
all ot"the'
f O . I l i : i W i n Q J i f ~ r l b t i Q J i ; : > ~ : ? J C ~ ~ ~ ~ ~ l W H J ~ ' · : .. ' : " ~
IVVD
IEI
data:
It
; ' , ' : : . ~ ' . I ' ';
. d
. ) . , . ; . . , , ; ~ ...
_ ~ 1 ( ' . 1
-
.•
.-.,
_;:.<:.:..1
h •
: - : , j ~ . ~ ~ . - -
... , . .I.,f
1-
I
.,"';.;',,;'
,
- All w?ypoints
U'plinked
are in the cruise flight
p,hase a n _ ~
a l ~ ~ ) i ~ e c c J
m,
the
r d ~ r \ r ; \ ~ i ~ h f m e ¥ · , 9 E 1 t ~ ~ , , ~ ~ \ b r ' " ~ V i
the flight plan (I.e. inclusion of SID
or
STAR waypoilits orwaypoints,that'(furi't' eXist
Will
Cause problems),
- The first
NV
IEI in the uplink (i.e. the,first cruise
aitftu8iFiH'1'i1l\
U P l i i i k ) l i i u $ t G i v ' ~ t a r ~ i 6 H l i b ] ; ~ l ? e I Y ~ ~ ¥ : ' ; •
wind waypoint given in the uplink. ,.1., , ' -
., J .. , ' .
Example:
. - ' 1 ~ · i.;
,
However,
PWINVD150,WAYPT2,111111.WAYPT3,222222
1WD250,WAYPT1,250100,321M03 ' ~ . ~ i
1WD350,wAYPT2,111111.wAYPT3,222222
is not OK since WAVPT1 is not included for FL150, but is
included in a subsequent WO'IEI daliirset (FL.25t».' s ~ .",-
.',;,,-\ ';;1 i . : ~ r '
..
"·. '; Z J i ~ ' : H f 1 3 L ~ ~ X . , ) 2 " l . ~ · gfloL.l"
~ : " ~ ' l j l j h l ; _ .; ;; b:}l(rGi ~ ) d
m-,M
fitfiO b 5 t 8 ; ; ) - ' ' ' 2 ~
7'-H ' il"
i : Y 3 n ~ I . I . ~ t . Y : j - a 111ft
~ : ~ rH.) i . r;ryi'(1-9l3
b : ' J ~ :
,
. t , f ; I ; i n i ~ q I J '{i
b$' onqf "
Only Nav D B , ~ ~ ~ p ~ i n t i d e n ~ ~ ( n o t
P ~ P B , P ~ D ~ ~ c ~ c ~ ~ ; ~ n s ) ; a ~ ; f l ~ o ~ ~ , d i ,j, ~ , , ~ b l i ) > '
80
lGum 5 £0 ~ ' m ~ T , , ( 3
When these conditions are violated, the FM may insert
w i n d s ' ' i I t ' - t t i I ; t · d ' ~ ' ~ y j ) O l l \ \ § : f l ; . ; q ~ Y r
~ i l , 6 I , l W l ~ t ) t
i l1J.i"
~ ~ ~ e t i m e s
cruise
w i n ~ ~ r e
not
~ u t O - . i n s e r t e d , e v ~ n t h O U 9 ~ 1 l ) l b s j ~ ~ e n ~ , f . ) . ~ ~ , ~ g ~ ' 1 ~ i P ' g ~ , g ~ J m ~ f } i I 1 ~ a _ 8 ' " 1 8 ; : ;
•
,b : : :; .? f f :
r ~ j " , 1
18.
19.
20. Currently in the
EIS
software, a change mustbe,m lde to e i t h ~ ~ ~ h e
_ ~ ~ l \ l I j i P I "
, r ; 9 F s t i ~ a t i o ~ ~ , i j 1 , Iii
1
order for the trigger to once'again
be
considered eligible
to
r i g g e r ' 3 ' P R G ~ i l o W l l i l / l R : ",;;u, .. oqp
,<
10 - . , " •
21. In the EIS software, approach procedures·9i-ecu·rrently d o w n f f ~ 4 r i i F f l x j W i l W I i S ; ; r h l l r l i e ' J g ~ ~ l [ ; ; ,,1
transitions . is used
instead of
:Ap: . ·
' : ~ ; . . J ~ ' ~ ~ ) , ~ : t : vi- t:sthnli 9 1 ~ ; '
zsliu if'n
sm
'.'Inlt.'If m 3 H,;':,;
22.
Currently
h ~ , f i ~
~ i i ~ ~ W a Y P O i ~ ~ / ~ ~ o t
included
in
the
N V ? : ~ ~ P : ~ : ~ , t
n ~ } C ) [ e \ ; ' % I ~ ' h ~ J i r e ~ ' <
.•
:r;:w
'lBsM <,11
•
"i:."",,,S1' '> ; .
' 1 : . ~ '.'iw
t?G:2q
',:: ':;;q t,r;)l1 a - f . ~ T
. ; " - 1 9 J 2 . V ~
::,.U '·" C o8..': iLU
. e ~ _ f q
2LIl
i , ; ~ ' · ' "
~ ' ~ ' : L - ' }
D:='-N('1; f:, 9d
mw I ~ G ~ n s - . ; n i R O j i J r )
, - i f m r ~ ' ; _ . J
,'::;;''''[1
~ ) f ' l \ . t ~ ' " : k . 1
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