a340/a330 fms datalink ground user guide

8/10/2019 A340/A330 FMS Datalink Ground User Guide

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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.



A330 A340

MS

atatink

Ground

Users

Manual

R V -

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

R V

-

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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on

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document



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.

Use or disclosure of information

on

this page is su ject to the restrictions

on

the t i t l page of this document.



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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or

dis losure of infonmation on this

page is

subject to the restri tions on the title

page

of

this d o c ~ t



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


on


to

the

restri tions on

the tit l page of

this

document



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


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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or disclosure of

infonmation on

this

page is

subject to

the restrictions on the

titLe

page of

this

document.



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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disclosure

of jnfonmation on this page

is

su ject to the restrictions on the t i t le page of

this

document



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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on

the t i t l page of this document



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


on this page is

subject

to

the restri tions

on

the title page of

this

document



A33 fA34

FMS

Datalink

Ground Users

Manual

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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

11

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on the t i t le page

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document.



A330 A340

MS

Datalink round Users

Manual

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.)

12

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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.


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.


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.


FMS infonns ground that FPN data has been accepted and inserted into

the FMS.

Ground Station acknowledges receipt of the RESFPN/AC downlink.


FMS infonns ground that PER data has been accepted and inserted into

the FMS.

Ground Station acknowledges receipt

of

the RESPERlAC downlink.


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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A330 A340

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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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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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Ground

Users Manual

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


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.


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


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.


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

FMS

atalink Ground

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Manual

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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.

18

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A330 A340 MS

Datal ink

Ground

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R V

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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A330 A340 FMS DataLink Ground Users ManuaL

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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

21

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A330/A340

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Ground

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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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A330 A340 MS atalinK Ground Users Manual

R V

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


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


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



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:

26


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A330 A340

MS Datalink Ground Users

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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


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.

28

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R V

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


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.

29

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R V •

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


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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REV

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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


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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R V

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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REV

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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A330 A340 MS

Datalink Ground Users

Manual

R V

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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A330 A340 MS atalink Ground Users

Manual

R V

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.

5

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A330 A340 FMS Datal ink

Ground

Users

Manual

R V

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


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

36

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Ground

Users Manual REV

-

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

37

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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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the

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A330 A340

MS Datalink

round

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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A330 A340 MS Datalink

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Users Manual

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.

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•

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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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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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


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


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.

46

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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

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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


+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).


Runway Intersection

.Position Shift


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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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


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.


Altemate Flap/Slat Conf.


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 (TO 0)

data ignored

+38 degrees C

130 knots

140 knots

150 knots





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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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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R V

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 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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document



A330 A340

MS ataL nk Groood Users ManuaL

PWIICB39001 0005.37002001 0.350030015.330040020.008180025.350067003


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 Magnitude 20 kIs

(Ground Wind with Origin Airport Alt of 5001

Wind

AMude

800

It


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.

54

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A330 A340

MS

ataLink Ground Users

Manual

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


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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document



A330 A340

MS

Datalink

round

Users Manual


WD- Enroute Wind Data (second set)

Wind Altitude

(variable length list of the follOwing data)

Waypoint Name

Wind Bearing

Wind Magnitude


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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A330 A340 MS Datalink round Users Manual

R V

•

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.

57

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A330 A340

MS Datalink round Users Manual

R V

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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A330/A340 MS atalink

Ground

Users Manual

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.

6

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document



A330 A340

FMS

atalink Ground Users

Manual

R V

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

62

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Ground

Users Manual

R V

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.

63

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A330 A340 MS Datalink

Ground

Users

Manual

R V

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.

64


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A330/A340 MS

Datal ink

Ground

sers

Manual

R V

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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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


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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A330 A340 MS

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Manual

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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.

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A330 A340 MS Datal ink Ground Users Manual

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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


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.

76

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disclosure

of infonmation on

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page is su ject to the restrictions on

the

t i t l page of this document.



A330/A340

MS

atalink Ground Users Manual

R V -

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


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,


77

Use

or dis losure of infonmation

on


to

the

restri tions on

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document



A330 A340

MS

Datalink Ground Users Manual

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



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




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


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

R V


on


to

the restrictions

on

the t i t l page of this docunent



A330 A340 MS Datalink Ground Users Manual REV

-

_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


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


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.

79

Use or disclosure of infonmation on this page

is subject

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document




Ground

Users

Manual

R V

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

Use

or

dis losure of

infonmation on this page is subject to the restri tions on the

title

page

of

this document



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


Stimulus Code

LOI

Acknowledge

ABC0004567

71

R V

Use

or disclosure of

information

on this

page

is su ject

to

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t i t l

page

of this

document



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

Use or disclosure of information on

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page is su ject to the restrictions on the t it le page of

this

document



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


on


restrictions

on the

t i t l

page

of

this

document



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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docunent



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

UseJ qr d . i . s c l o s u r ~ o f ; ; c : i n f . ~ t - i o n on this page

is

subject to the restrictions on the t i t l page of this docunent

(



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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on the t i t U ~ l pa:ge of thiS:··tioctinent



,


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


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: . .

Use or disclosure

of

infonmation on this page is subject to the restri tions on the title page

of

this d o u m e n t ~



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

. -- .. :" i j ' - - I : l ~ d - ; i t - . ~ ~ - I ; ,

.. ;} " :



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

: f;t: 0-

::; i?15q

~ J 1 ; : r

,HY: ',' ,

2 1 ; ' : ~

r , _ ,

.:

:-

0 ::.. .•



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

'1.) : " ~ " ; " ' ~ ~ r . ' ; : : o . : ; , : s l q i l ~ j N :

; ; ; : ~ , ~ : . ~ , ) ; , ,; ' . : . · . i r - ~ i ' b ~ : - O ~ j u i i u i \ ' l

,,-,"

. - , ~

10

- ) , J ; 1 ~ r n l ; l p , 9 . ~ , : 9 1 ~ - ~ 1 : u M

::," .-,', ..

",

;;;):"_,:1': ; J l ~ r ? ' . : . ; ; 5 > ' : I ~ SLiT

: ,C'j

::.[1::

:d r ; : : : c i : n ~ ~ : : :

c·:1

' ~ : : ' U G " 1

. 1

q..;j Bi it

>J

.:';/\

.d: t r , ) . J ~ J < ~

~ l ) ) ' ~ n _ ~ i q i ~ l t i r ' v 1

J . (.

:.J J e l : J ~ 1 : ~ } \

j 1 . l c i ; j ~ l i $ , ) t

~ f l T

,,

( : ~

,iL,

)\':-::)2

1

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: ; : : , r l ~ ~ ; ? b U Y ; £ 1 r . } ~ ~ ? ( u t j J 1 2 _) ~ . [

r:' ',"ns

zs'-)c.

;.;t ' j : , : , : : ~ :

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:.:--; ~ ~ " .

".'-';:- ( d ~ : ' 3 - 0 ' . } : ; : \ ~ 7 . . , , : , : > ; J

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ne

I )

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':;'.Q{;

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oSI'

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az(

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0_' ' ;

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:--=0

, - , ~ r ~ ' $ . , n c · - r , · ' : :n s ' I ; ~ _ · " ? . ; : i b ' I : ) '2i.

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 ~



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



/''''

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

a340/a330 fms datalink ground user guide

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