fans 1/a presentation minnesota business aircraft association

Jo Kremsreiter President – AirSatOne LLC

[email protected]

FANS Iridium / Inmarsat

The FAA accepted the use of FANS over Iridium on June 7, 2011.

FANS over Inmarsat Aero H, H+ and I is currently approved.

Successful results during the trials led PARC to recommend the use of FANS over Iridium at the end of September 2010.

FANS over Inmarsat SwiftBroadband is currently in work but not approved yet. (as of 1/20/2014)

Jo Kremsreiter – President of AirSatOne LLC - 636-233-2069 - [email protected]

Acceptance letter approving FANS over Iridium.

FANS and Iridium

What is FANSFANS 1/A:Future Area Navigation System.

FANS concept was developed by both Boeing and Airbus. Boeing called their solution FANS 1. Airbus Called their solution FANS A (for Airbus)

Designed for use in remote areas not served by Radar or ADS-B.

1/A is a combination of the above. = FANS 1/A

Replaces HF Radio Position reporting.

FANS 1/A is text messaging and position reporting via SatCom

Pilot interface is typically through the CDU or MCDU.


FANS 1/A also known as Datalink or Data Link..

The MANDATES!


PHASE 1 OF THE NORTH ATLANTIC DATA LINK MANDATE (FANS 1/A)

Phase 1 of the mandate for data link services in the North Atlantic (NAT) Region commenced 7 February 2013. As of that date, all aircraft operating on or at any point along two specified tracks within the NAT organized track system (OTS) between FL360 to FL390 (inclusive) during the OTS validity period are required to be fitted with and using FANS 1/A (or equivalent) CPDLC and ADS-C equipment.

The MANDATES!


PHASE 2 OF THE NORTH ATLANTIC DATA LINK MANDATE (FANS 1/A)

Phase 2 is planned to be implemented in three steps (2A, 2B and 2C) commencing on 5 February 2015, 7 December 2017 and 30 January 2020, respectively.

• Phase 2A commencing 5 February 2015: FL350 to FL390 (inclusive) all tracks within the NAT Organized Track System (OTS);

• Phase 2B commencing 7 December 2017: FL350-FL390 (inclusive) throughout the ICAO NAT Region

• Phase 2C commencing 30 January 2020: FL290 and above throughout the ICAO NAT Region

The MANDATES!


NAT Regional Data Link Mandate Phase 2 ATS Surveillance Airspace Graphic

HF Radio / Procedural Control / FANS Old Way vs. New Way

HF Radio Communications. ( Currently being used by Business Aviation)

HF radio communication is used for voice communications and position reporting - verbally.

The voice quality of the connection is often poor leading to repeated messages.

Responses from the ATC Service Provider go to the HF radio operator who contacts the airplane.

This leads to procedures which keeps airplanes separated by as much as 100 nmi (190 km) laterally and 10 minutes in trail.

Change clearances can take 15 minutes or longer.

Airspace is not utilized to its full extent.

HF radio communication involves contacting an HF operator who then transcribes the message and sends it to the appropriate ATC Service Provider.

This is known as Procedural Control - Air Traffic Services without the use of Radar.

Jo Kremsreiter – President of AirSatOne LLC - 636-233-2069 -

[email protected]

What is FANS

FANS messaging can be sent via Iridium or Inmarsat – Inmarsat Aero H or H+ only, not Swift 64 or SwiftBroadband (SBB approval in works)

ICAO started the FANS concept in 1983.

FANS 1/A is much like RVSM. RVSM reduced separation vertically from 2K ft to 1K ft. Think of FANS as RLSM – Reduced Lateral Separation minimums.

Avionics equipment such as the FMS, CDU, DMU or CMU and the SatCom System must be FANS compliant..

The future is here! Jo Kremsreiter – President of AirSatOne LLC - 636-233-2069 - [email protected]

What is FANS

FANS 1/A consists of both:

1. Position Reporting which is known as ADS-C

2. Text Messaging between the Controller and Pilot which is known as CPDLC


ADS-C vs ADS-B

ADS-B is being implemented in domestic US Airspace.

Requires ground based transmitter / receivers.

Replacing or enhancing a system currently in place - Radar and SSR (TXP)

ADS-C is being implemented in remote and oceanic airspace.

There is not a system in place to track aircraft except HF Position Reports. Does not require ground based transmitter / receivers which are not practical for oceanic and remote airspace.

Since most of us have heard of ADS-B what is the difference between ADS-B and ADS-C?

Automatic Dependent Surveillance – Broadcast “B”. Through the transponder.

Automatic Dependent Surveillance – Contract. “C”. Through SatCom


What is FANS

Position reporting (ADS-C) includes aircraft trajectory information such as current position, airspeed, altitude, vertical speed and heading.

ADS-C

Sending a position report with this information allows the ATC system to pinpoint where your aircraft is and where it will be every second until the next position report – basically creating a line of intended travel.

The ATC system receives ADS-C information from your aircraft and others in the FANS airspace.

This allows ATC to see where the aircraft are located, their intended path and in turn maintain separation at distances much less that HF position reporting.


Procedural Control – FANS

ADS-C

Automatic Position Reports known as ADS-C, require no pilot interaction. Replaces voice Position Reporting.

There are 4 types of contracts: 1) Periodic 2) Event 3) Demand 4) Emergency.

-C aka “Contract” means ATC will initiate a contract with the reporting system or another way to look at it is ATC will control the reporting system. The tower will be able to control the frequency of reports. i.e. 1 position report every 5 minutes and they can also tell the system to report if the aircraft deviates from flight parameters set up by the tower.

Event Contracts that are available in ADS- C acft are 1)Vertical Rate Change Event 2)Lateral Deviation Event 3) Altitude Range Change Event 4)Waypoint Change event.

New separation called 30/30.. 30/30 makes a huge difference in airspace capacity.

The goal is to reduce separation from 100nm laterally 10 minutes in trail to 30nm laterally 30nm in trail (trail will no longer be time based).


CPDLC

CPDLC – Controller Pilot Datalink Communications (Text Messaging)

CPDLC is data link communications that allows for the direct exchange of text-based pre formatted messages between a controller and a pilot. Replaces voice communications over HF..

CPDLC application is a hands-on crew tool: CPDLC will be used by the crew in place of HF voice communications less position reports – ADS-C will provide the reports automatically.

Fast, reliable and secure.


Using FANS - FANS Login

The Logon: The first step in the Connection Management chain is the logon.

The logon is known as the Airways Facilities Notification (AFN) logon. The AFN is usually abbreviated to FN. The logon message is known as the AFN Contact message, or the FN_CON.

The manual logon is performed:

The logon provides ATS with the types of applications supported by the avionics (CPDLC and ADS-C), application version #’s & ACARS addresses of the applications, flight # and acft registration.

A logon must be initiated by an aircraft, but there are two ways that this initiation can occur; manually or automatically.

Without a logon, the ground system is unable to provide data link services to an aircraft.

When the first logon of a departure flight is initiated – pilot inserts 4 character ICAO address and initiates FN Login

When an aircraft is approaching a data link FIR after transiting a non-data link area

When re-initiating the AFN logon following a failed address forwarding and/or next data authority notification

When there is a connection failure or an ATS system shutdown


FANS – Operational Benefits

• No Altitude Loss When Crossing TracksFANS allows more accurate position reporting, flight crew can control their speed to maintain separation instead of being forced to change altitude.

• More reliable and efficient communications. Communications using CPDLC is clear and reliable. Reduces the response time to a few minutes for altitude change requests allowing the flight crew to take advantage of optimum altitude reducing fuel burn.

• Reduced User ChargesSome Air Navigation Service Providers charge a fee for HF flight-following offer a reduced rate for FANS due to improved efficiencies.

• More Direct Routing DARP (Dynamic Aircraft Route Planning) and User Preferred Routings are available for FANS equipped airplanes. More Direct Routing means shorter distance, fuel savings and time savings. Pilots can change routes based on real winds instead of forecasted winds.


FANS over Iridium or Inmarsat.

Inmarsat – If you already have it use it. System must be capable of Aero H or H+. SwiftBroadband approval coming. SwiftBroadband hardware Manufacturers are working on solutions now (1/20/2014).

Iridium – viable solution, low cost, fewer components and small antenna. Iridium is essential for operators that want to take advantage of Polar Routing since Iridium works over the poles, Inmarsat footprint does not cover far northern and southern latitudes. CAUTION: If your aircraft is equipped with an older Inmarsat SatCom system there will most likely be interference with Iridium causing excessive signal degradation.


FANS 1/A Routes

L888 “silk road” 30/30 routes throughout Pacific 30/30 tracks in North Atlantic Northern Canada 10nm separation in SOPAC & Tasman Sea Polar Routes


Routes

FANS Routes and Polar Routes.

FANS Routes allow more direct flights to the destination.

Both FANS and Polar Routes save time, fuel, money and carbon emissions – (EU carbon tracking requirement for Aviation).

Polar Routes allow the aircraft to take advantage of great circle navigation which is a more direct route to countries such as China.

Aircraft that are not equipped will not be able to take advantage of FANS and Polar Routes.

Per the FAA – Best Equipped, Best Served.


FANS – Savings for Polar Routing

• Note: Some Business Aircraft might not have the range to fly non-stop to the destination's above however they would also have to make a stop when flying conventional routes. Savings will still be seen flying polar routes.

•Note: Winds in the Polar Routes change from day to day and from season to season. Savings will vary, all information available indicate there will always be a savings when flying Polar Routes.

From / TO NoteTime

savings in minutes

Global cost per

Minute

Global savings for

legGV cost per

MinuteGV Savings

for leg BBJ Cost per minute BBJ savings for leg

Chicago to Beijing China Winter 69 $56.23 $3,879 $56.57 $3,903 $101.96 $7,035

JFK to Beijing China Winter 85 $56.23 $4,779 $56.57 $4,808 $101.96 $8,666

JFK to Beijing China Summer 69 $56.23 $3,879 $56.57 $3,903 $101.96 $7,035

Dubai to San Francisco Winter 20 $56.23 $1,124 $56.57 $1,131 $101.96 $2,039

Chicago to Hong Kong China Winter (Feb 15) 62 $56.23 $3,486 $56.57 $3,507 $101.96 $6,321

Chicago to Hong Kong China Winter (Feb 7) 120 $56.23 $6,747 $56.57 $6,788 $101.96 $12,235

Atlanta to Seoul 124 $56.23 $6,972 $56.57 $7,014 $101.96 $12,643

Boston to Hong Kong 138 $56.23 $7,759 $56.57 $7,806 $101.96 $14,070

LA to Bangkok 142 $56.23 $7,984 $56.57 $8,032 $101.96 $14,478

NY to Singapore 209 $56.23 $11,752 $56.57 $11,823 $101.96 $21,309

Vancouver to Beijing 108 $56.23 $6,072 $56.57 $6,109 $101.96 $11,011

Vancouver to Hong Kong 125 $56.23 $7,028 $56.57 $7,071 $101.96 $12,745


FANS Certification

FANS Certification much like RVSM Certification.

RVSM Certification: Aircraft Equipment must be RVSM capable, STC, Operations Manual in the aircraft and approved, LOA by the FAA, Flight Crew Trained – and recurrent training.

FANS Certification: Aircraft equipment must be FANS Compliant, STC, Operations Manual in the aircraft and approved, LOA by the FAA (or other), Flight Crew Trained, - and recurrent training.


ICS-120A & 220A &FANS

FANS MESSAGING:



FANS MESSAGING:

Jo Kremsreiter - Regional Sales Director - 636-357-1958 - [email protected]


FANS MESSAGING:

Jo Kremsreiter - Regional Sales Director - 636-357-1958 - [email protected] Kremsreiter – President of AirSatOne LLC - 636-233-2069 - [email protected]

Controller Pilot Data Link Communications (CPDLC):


Message received from ATC at 19:26 Zulu

Pilot hasn’t responded - OPEN

3 response choices – STANDBY, REJECT, ACCEPT


Uplink Acknowledgment from Pilot:This view is after the pilot has accepted the uplink message and sent the response. By selecting the ACCEPT prompt the FMS automatically sends the correct response based on the coded response attribute carried by the uplink message. The correct response to this uplink message is WILCO.



Downlink Altitude Request:The ATC Request page provides the pilot with access to a number of downlink request message categories. For a level request, an option to reach the requested level via a cruise climb is available. The pilot can also choose to append one of a number of elements to amplify the request, such as DUE TO PERFORMANCE, DUE TO WEATHER, or AT PILOT'S DISCRETION. Once the message has been constructed, it must be viewed on the VERIFY page prior to sending.



Jo Kremsreiter - Regional Sales Director - 636-357-1958 - [email protected]

Emergency Message

Safety Voice

Safety Voice Services are not yet approved for Iridium. Work on approval has been going on for some time now and there is no published finish date.

Inmarsat is already approved for Safety Voice Services

Safety Voice and Iridium

Safety Voice – a requirement for safety voice services is that, both the air to ground (ATG) and the ground to air (GTA) sides of a conversation are recorded on the aircraft voice recorder. This is usually performed by the Audio Control Panel (ACP) providing this audio to the voice recorder.

Multi Transceiver Requirements- The rule making industry committees have determined that aircraft will require a separate transceiver for Datalink services and voice service. This is to insure that both services can operate simultaneously.

Jo Kremsreiter

AirSatOne – President

636-233-2069

[email protected]

Questions or Comments?

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