D54: HMI Definition Document

Transcription

1 CONTRACT N : G4RD PROJECT N : GRD ACRONYM : MA-AFAS THE MORE AUTONOMOUS AIRCRAFT IN THE FUTURE AIR TRAFFIC MANAGEMENT SYSTEM D54: HMI Definition Document AUTHOR: NLR PROJECT CO-ORDINATOR : BAE SYSTEMS PRINCIPAL CONTRACTORS : Airtel ATN Ltd (Ireland) ETG (Germany) NLR (Netherlands) ASSISTANT CONTRACTORS: Airsys ATM (France) AMS (Italy) FRQ (Austria) NATS (UK) SC-TT (Sweden) SOFREAVIA (France) QINETIQ (UK) EUROCONTROL (France) Alenia Difesa (Italy) DLR (Germany) Indra Sistemas (Spain) SCAA (Sweden) Skysoft (Portugal) Stasys Limited (UK) Report Number: D54 Project Reference number : MA-AFAS WP2.1 - Date of issue of this report : August, 2002 Issue No: 1.0 PROJECT START DATE : 1/3/2000 DURATION: 36 Months Project funded by the European Community under the Competitive and Sustainable Growth Programme ( )

2 HMI Definition Document HMI-DD WP: 2.1 Rev: 1.0 Date: August 9, 2002 Author NLR Hans Huisman Nico de Gelder MA-AFAS partners Co-Authors/reviewers MA-AFAS PROJECT Page 2 of 86

3 Table of contents 1. INTRODUCTION GENERAL HMI DESIGN PHILOSOPHY FLIGHT DECK LAYOUT CONTROL AND DISPLAY PHILOSOPHY OPERATING THE MCDU OPERATING THE NAVIGATION DISPLAY Range settings of the PROF display OPERATING SOFTKEYS ON THE NAVIGATION DISPLAY OPERATING THE CURSOR CONTROL DEVICE OPERATING THE DISPLAY CONTROL PANEL SPECIFIC MA-AFAS FUNCTIONS INTRODUCTION ASAS IN MAS WITHOUT CPDLC SUPPORT Target selection using the ND Target selection using the MCDU Remain behind using the ND Remain behind using the MCDU Merging using the ND Merging in detail Merging using the MCDU Resume using the ND Resume using the MCDU Passing using the ND Passing using the MCDU Simplified display concept ASAS IN MAS WITH CPDLC SUPPORT Remain behind using the ND (with CPDLC) Remain behind using the MCDU (with CPDLC) Merging using the ND (with CPDLC) Merging using the MCDU (with CPDLC) Resume using the ND (with CPDLC) Resume using the MCDU (with CPDLC) Passing using the ND (with CPDLC) Passing using the MCDU (with CPDLC) ASAS IN FFAS Activating Autonomous Operation functionality Types of conflicts in FFAS Conflicts detected above the threshold time (priority rules) Conflicts detected below the threshold time (co-operative rules) TAXI MANAGEMENT Display elements to display on the taxi map Taxi without CPDLC support Taxi with CPDLC support Taxi with CPDLC on the MCDU PRECISION APPROACH AND LANDING SBAS GBAS CPDLC (INCLUDING 4DTN) CPDLC using the ND Specific CPDLC messages MA-AFAS PROJECT Page 3 of 86

4 CPDLC using the MCDU Handling standard messages Long uplink messages More than one uplink message in queue Concatenated messages Responding to uplinks requiring pilot or system data Responding to uplinks requiring event based response GRAPHICAL ROUTE EDITING REVIEW OF FLIGHT MODIFICATIONS COMMUNICATION WITH AIRLINE OPERATION CENTRE (AOC) Flight plan page Load sheet page Departure slot page Meteo pages Free text pages FLIGHT INFORMATION SERVICES (FIS) AUTO FLIGHT MODES OF OPERATION FLIGHT MODE ANNUNCIATION IN GENERAL FLIGHT MODES FOR MA-AFAS ALERTING ABBREVIATIONS MA-AFAS PROJECT Page 4 of 86

5 1. Introduction This document describes the HMI design based on the <<CMC FMS>>. For describing the functionality an operations manual like way is used. In other words the functions are described in a way the user will be confronted with them and the underlying system functionality can be found in related MA-AFAS documentation. 2. General HMI Design philosophy A baseline FMS including MCDU definition is adopted from CMC in a Boeing environment. In addition to this baseline, the following objectives are stated: Pilots shall make decisions and initiate changes Information shall make the pilot aware Pilots shall have authority over automated systems Workload shall be low, in particular in TMA operation Information shall aid pilots in error detection Information shall be relevant, prevent distraction and easily understood Controls shall be functionally grouped Design shall reduce head down time Simplicity shall reduce training times and flight crew error Information shall aid pilots in dispatch decisions 3. Flight deck layout MCP &DCP D/L alert light ND MCDU CCD Figure 3-1 MA-AFAS relevant flight deck items MA-AFAS is an FMS based project which uses a base line FMS and MA-AFAS functions can be regarded as add-ons to this base line. Flight deck elements which are concerned are the normal FMS related instruments: Multi Function Control and Display Unit (MCDU), Navigation Display (ND), EFIS control panel or Display Control Panel (DCP) and Auto Pilot control panel, or Mode Control Panel (MCP) with in addition a Cursor Control Device (CCD) for graphical interaction with the ND. Alert lights on the glareshield will be used for incoming data link messages. MA-AFAS PROJECT Page 5 of 86

6 4. Control and display philosophy 4.1. Operating the MCDU The MCDU consists of a colour text display of 14 lines of 24 characters, alphanumerical keys, function keys, page navigation keys, line select keys and indication lights. Only a high level description is included here and some MA-AFAS specific elements in more detail since a base line FMS design is used. The colours used for texts on the MCDU display are: Amber Alert messages Cyan Page titles, prompts and inactive route info Green Fixed data fields, field titles and waypoint names Magenta Active TO waypoint Yellow Prompt (Erase function only) White Computed data, data units, scratchpad data, advisories Inverted video Active waypoint, modified route indication, highlighting Three different font sizes are used: Large Manual entries, waypoint info from nav data base, page titles, prompts, scratchpad data, alert messages Medium Computed or generated data Small Data field units, field titles, fixed data fields General use of the MCDU display area: PAGE TITLE 1/1 DATA FIELD SELECTABLE DATA FIELD < ACTION OTHER PAGE Scratchpad Special characters: ---- Optional data entry Mandatory data entry / Separation character **** Value exceeds its limit <blank> Data is not yet calculated MA-AFAS PROJECT Page 6 of 86

7 Dedicated function keys: Base line FMS functions will not be explained in this document. MA-AFAS specific functions keys are ATC and ASAS. INIT/REF Giving access to a number of base line FMS functions (which will not be described here) as well as communication with Airline Operation Centre (AOC) and, if applicable, Flight Information Service (FIS) functions. ATC Giving access to the page for communication with ATC using CPDLC messages. In case an uplink is available, the uplink page is presented, otherwise the downlink page will be presented. More details can be found in section 5.7: 4D trajectory negotiation and CPDLC. ASAS Giving access to the page for ASAS functions. ASAS functions covered on these MCDU pages concern Autonomous Operation functions and Delegated ASAS function. Delegated ASAS functions with data link support will be covered in the ATC function and will be treated as any ATC CPDLC message. MA-AFAS PROJECT Page 7 of 86

8 ASAS 1/1 AUTO-OPS OFF 1L < SEL 1R TARGET CODE 2L 2R 3L 3R 4L 4R 5L 5R 6L 6R When target code (i.e. BICCA) is entered and 2L pressed the delegated ASAS functions become available: ASAS 1/1 AUTO-OPS OFF 1L < SEL 1R TARGET CODE 2L EH7G8 REMAIN 2R SK183 3L B737 MERGE 3R 4L 4R 5L PASS 5R 6L RESUME 6R Note: the order in which the functions are listed should ideally be in order of frequency of use. More detailed descriptions of the ASAS functions can be found in chapter Operating the Navigation Display The ND has the following modes: APP,,, PROF, TAXI-, TAXI- and TAXI-ARPT. First the overall display modes are presented followed by a table containing all available display elements. The usable display area is a square of 6.0 inch by 6.0 inch. MA-AFAS PROJECT Page 8 of 86

9 General navigation display area use. Display area for pilot selected display mode. 5.5 Text line area 0.2 Softkeys area Figure 4-1 Navigation display areas The display area does not cover the text line and softkeys areas when those are cancelled. In case they are presented, the text line and softkeys line are functionally separated from the display size. The display symbology does not resize depending on the presentation of the text and keys. MODE mode is a magnetic heading up mode with a circle segment of 90 degrees (expanded mode) or 360 degrees (centre mode). Figure 4-2 Map mode of the ND (without and with traffic) MA-AFAS PROJECT Page 9 of 86

10 Figure 4-3 Centered mode MODE mode is a magnetic north up mode with a selected waypoint (by default the active waypoint) in the centre of a 360 degrees rose (no expanded mode available in plan mode). Figure 4-4 mode MA-AFAS PROJECT Page 10 of 86

11 PROF MODE Figure 4-5 Profile mode of the ND PROF display presents the vertical profile of the route with on the left the altitude scale, horizontally the time scale along the planned route (in case no active flight plan available the time along the current track direction is used). On the right a vertical speed scale is presented which is the resultant of the altitude and time axis. The PROF display is presented in the lower area of the ND usable area. Scaling is such that the entire information content of the display is still presented Range settings of the PROF display The PROF display has three axis which are not independent. When two are defined, the third follows from it. Since the settings can create a highly illogical picture an automatic ranging is available. This automatic ranging is related to the range setting of the / mode. The mechanism is as follows, using the horizontal range in Nm of the / as input: Full altitude scale = 300ft * horizontal range (for ranges larger than 40 Nm) Time scale = 1.2 min * (horizontal range/4nm) (for IAS < knots) Time scale = 1.2 min * (horizontal range/8nm) (for IAS >= knots) V/S scale = Altitude scale/time scale Full altitude scale is 2400ft, 4800ft and 6000ft for respectively 10, 20 and 40Nm range. The time scale has a minimum of 6 minutes and maximum of 24 minutes. For manual settings, the pilot can select the altitude scale and the time scale. The V/S scale results from those. TAXI MODE TAXI map mode is comparable with the normal mode: it is heading up oriented using a segment of 90 degrees. MA-AFAS PROJECT Page 11 of 86

12 Figure 4-6 Taxi mode of the ND TAXI MODE TAXI mode is comparable with the normal mode: it is magnetic North up oriented with a 360 degrees compass rose, and is centered around the current aircraft position. TAXI ARPT MODE TAXI ARPT mode is a second north up mode, a 360 degrees compass rose oriented magnetic North up, and in this case centered on a selected reference point. APP MODE Approach mode is a magnetic heading up mode with a circle segment of 90 degrees (expanded mode) or 360 degrees (centre mode). Figure 4-7 Centered APP mode MA-AFAS PROJECT Page 12 of 86

13 Colour convention used: Green (G) Dynamic conditions White (W) Present status, range scales Magenta (M) Command info, pointers, symbols, fly-to condition Red (R) Warnings Amber (A) Cautions, faults, flags Cyan (C) Non active or background info Yellow (Y) Grey/White Buttons selectable, function not active Grey/grey Buttons not selectable Grey/green Buttons selectable, function active Grey/cyan Buttons selectable, function not active because not all parameters specified Black (B) Blank area, off condition Light Grey (l-gr) Dark Green (d-g) Grey (GR) ND symbols and elements explained: Name Symbol Applicable in mode Remarks Heading rose (W) Current heading (W) Heading pointer (W) Display orientation (G) Heading reference (G) TAXI- APP Standard Text font height: 4mm Num font height: 6mm in box, 4mm on rose Selected heading indicator (M) Selected heading line (M) APP APP Standard. Standard. Line appears when pilot selects new HDG, line disappears after 10 sec. Own aircraft symbol (W) TAXI- TAXI- TAXI-ARPT Standard Size: 10x8 mm Own aircraft symbol (W) PROF Position: low during climb (0%) mid during cruise (50%) hi during descent (100%) with a smooth transition from one position to the MA-AFAS PROJECT Page 13 of 86

14 Name Symbol Applicable in mode Remarks other Size: 6x11 mm Trend vector (W) Standard, only visible when turning Range rings (W) Active waypoint info (M and W) Ground speed/ True airspeed indications (W) Waypoints (active route) Active (M) Not active (W) Waypoints (inactive route) (C) Waypoints (active route) Active (M) not active (W) APP TAXI- TAXI- PROF PROF TAXI- TAXI- TAXI-ARPT PROF 3 rings for and APP, 1 ring for TAXI, the middle shows a single value of 50% of the currently selected range. Rotated font, font height: 4.5mm. Standard Font height: 4.5mm Standard Text font height: 3.5mm Num font height: 4.5mm (No TAS presented on taxi modes) Standard Symbol size: 7x7 mm Txt font height: 3.5mm Non scalable Not active waypoints are all other waypoints on active route, either being modified or not. Standard Symbol size: 7x7 mm Txt font height: 3.5mm Non scalable Symbol and colour coding identical as in and. MA-AFAS PROJECT Page 14 of 86

15 Name Symbol Applicable in mode Remarks Waypoints (not part of FMS routes) (C) Standard Symbol size: 4x4 mm Txt font height: 3.5mm Navaids VOR (C) Navaids DME (C) Navaids VOR/DME (C) Navaids NDB (C) Airport (C) Vertical profile points (G) Non scalable Standard Symbol size: 4x4 mm Txt font height: 3.5mm Non scalable Standard Symbol size: 7x7 mm Txt font height: 3.5mm Non scalable Standard Symbol size: 7x7 mm Txt font height: 3.5mm Non scalable Standard Symbol size: 7x7 mm Txt font height: 3.5mm Non scalable Standard Symbol size: 5x5 mm Txt font height: 3.5mm Non scalable Standard Symbol size: 5x5 mm Txt font height: 3.5mm Non scalable Indicates map position of T/C (Top of Climb), T/D (Top of Descent), S/C (Step Climb), E/D (End of Descent). Indicates intermediate T/D points during descent, level segment altitude is displayed T/D-4000 Indicates start of deceleration to holding pattern speed, wpt speed restriction, or flaps up manoeuvring speed DECEL Indicates start of deceleration for airport speed restriction, no text MA-AFAS PROJECT Page 15 of 86

16 Name Symbol Applicable in mode Remarks label only green circle. Active route (M) Modified route (W) Standard. Magenta continuous line connecting white waypoints. Active waypoint is magenta. Modified part of the active route is displayed by white short dashes between white waypoints Active route (M) PROF Symbol and colour coding identical as in and Active route data (M and W) Inactive route (C) Standard When DATA option selected Magenta for active waypoint, white for not active waypoint Standard. Cyan long dashes connecting cyan waypoints Offset route (M) Standard. Magenta dot-dash line parallel to the active route MA-AFAS PROJECT Page 16 of 86

17 Name Symbol Applicable in mode Remarks Runway (W) Standard For ranges <= 40 Nm Dashed centerlines extend 14.2 Nm Runway (W) Standard For ranges >= 80 Nm Vertical deviation pointer scale (W) pointer (M) Standard During descent only Scale runs from 400ft to +400ft. Length scale: 33mm Font height: 3.5mm Digital display of absolute value of VDEV located at bottom of scale when VDEV exceeds 400 ft and located at top of scale when VDEV falls below 400 ft Altitude scale (W) PROF Displayed altitude range is defined full_altrange plus 5/42 of full_altrange above it and 20/42 of full_altrange below it. Current altitude relative to altitude range: low during climb (0% of full altrange) mid during cruise (50% of full altrange) hi during descent (100% of full altrange). Last two digits in small font for STD baro setting. Selected altitude indicator (M) PROF Selected altitude line (M) PROF Line appears when pilot selects new altitude, line disappears after 10 sec. Time scale (W) PROF MA-AFAS PROJECT Page 17 of 86

18 Name Symbol Applicable in mode Remarks Range setting for PROF mode PROF Auto scaling is linked with and range setting. Manual leaves both altitude and time scale pilot adjustable. Vertical speed scale (W) PROF Vertical speed scale is the resultant from the altitude and time scale setting. In auto scaling mode always full scale 500fpm or 1000 fpm depending on en-route or TMA flight phase. Actual V/S (W) PROF Diamond symbol on V/S scale Selected V/S indicator (M) PROF Magenta circle on V/S scale. Selected V/S line (M) PROF Line appears when pilot selects new V/S, line disappears after 10 sec. Line connects fixed a/c symbol with selected V/S symbol. Aircraft (W) Climb/descent arrow for traffic (W) TAXI- TAXI- TAXI-ARPT APP APP Symbol is oriented in aircraft track. Label contains relative altitude, flight identification (callsign and BICCA code) and indicated airspeed. (switching and decluttering avail) Symbol size: 4.5x6mm Font height: 2.5mm Non scalable If aircraft V/S exceeds 500ft/min, arrow is presented. Up or down. Menu buttons (W, G, C) APP TAXI- TAXI- TAXI-ARPT Bottom of screen below aircraft symbol. Buttons are multi functional. Button size: 17 x8 mm Font height: 3.5 mm Text centered in knob Text line (G) Between button and MA-AFAS PROJECT Page 18 of 86

19 Name Symbol Applicable in mode Remarks APP TAXI- TAXI- TAXI-ARPT Taxiway (GR) Taxiway ident (Y) Runway (l-gr) Runway ident (Y) Stopbar (R) Holding position ident (R, W) Intersection of taxiways (GR) TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT fixed aircraft symbol. Font height: 3.5 mm Max 50 characters in textline. If applicable, present scroll keys and msg queue number. only active stopbars presented Intersection of taxiways/ runways (GR, l-gr) TAXI- TAXI- TAXI-ARPT Apron (GR) Parking or stand (small / large range) (W, M) Stand guidance lines (W, M) Parking ident (C) Building (GR) / / TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- TAXI- TAXI-ARPT TAXI- Symbol to use depends on selected display range, white standard magenta is cleared white standard, magenta is cleared MA-AFAS PROJECT Page 19 of 86

20 Name Symbol Applicable in mode Remarks TAXI- TAXI-ARPT Ground vehicle (W) TAXI- TAXI- TAXI-ARPT non scalable Aircraft without heading info (W) TAXI- TAXI- TAXI-ARPT non scalable Taxi route (M) / TAXI- TAXI- TAXI-ARPT full magenta line for cleared taxi route, dashed magenta line for planned but not yet cleared route. Cleared and planned route form together the active route MA-AFAS PROJECT Page 20 of 86

21 Labels near traffic symbols: Setting (independent selectable in menu, see next section) Barometric altitude (relative in hundred feet) Presentation Arrow up or down for climb/descent indication. Appears when absolute vertical speed of traffic > 500ft/min. BICCA code Indicated airspeed or Mach (depending on whether target speed of the target aircraft is IAS or Mach, default IAS) Callsign or flight identification All above Individual aircraft data control Note: both the code and callsign are included for different purposes. The code is used for identifying an aircraft which is part of an ATC clearance either via R/T or data link. The callsign is used for improving situation awareness especially in an R/T situation. The partyline effect is enhanced with a CDTI which includes callsigns. A second reason why to include a callsign and not only the code is that a callsign is easier to remember and communicate between PF and PNF than a 5 digit code Operating softkeys on the navigation display At the bottom of the screen a number of softkeys can be presented which are to be operated using the CCD. The following tree structure is used for the softkeys. Level 0 means that the menu keys are not presented, only the recall button is presented in the most left-hand button position. MA-AFAS PROJECT Page 21 of 86

22 Each cell is filled with the function of the button followed by a number. This number represents which button is used. There are six buttons, in one line, available at the bottom of the ND. For on/off selection the default value is off unless indicated otherwise. Level 1 Level 2 Level 3 Level 4 resulting action OPTION1 FID1 flight id (callsign) on/off for all aircraft () STA2 stations/beacons on/off () WPT3 waypoints on/off ARPT4 airports on/off, default on DATA5 constraints & ETA on/off BACK6 back to level 1 OPTION1 VEHICLE1 ground vehicles on/off (TAXI) GATE2 gate on/off GATE ID3 gate identifiers on/off TWY ID4 taxi way on/off HOLD ID5 holding identifiers on/off BACK6 back to level 1 OPTION1 FID1 flight id (callsign) on/off for all aircraft (APP) BACK6 back to level 1 ATC2 *) a ATC2 *) b ATC2 *) c WILCO1 Downlinks wilco message **) STBY2 Downlinks standby message***) UNABLE3 Downlinks unable message **) LOAD4 EXEC1 Activate manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 2 NEXT5 present next message if more than one message received CLEAR1 clears message (avail upon reply downlinked) BACK6 back to level 1 AFFIRM1 downlinks affirm message **) STBY2 downlinks standby message***) NEG3 downlinks negative message **) LOAD4 EXEC1 Activate manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 2 NEXT5 present next message if more than one message received CLEAR1 clears message (avail upon reply downlinked) BACK6 back to level 1 ROGER1 downlinks wilco message **) STBY2 downlinks standby message***) UNABLE3 downlinks unable message **) LOAD4 EXEC1 Activate manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 2 MA-AFAS PROJECT Page 22 of 86

23 Level 1 Level 2 Level 3 Level 4 resulting action NEXT5 present next message if more than one message received CLEAR1 clears message (avail upon reply downlinked) BACK6 back to level 1 ATC2 *) d STBY2 downlinks standby message***) UNABLE3 downlinks unable message **) NEXT5 present next message if more than one message received CLEAR1 clears message (avail upon reply downlinked) BACK6 back to level 1 ASAS3 REMAIN1 HDG1 use heading function AT LST2 use at least function UNTIL3 use until function LOAD4 EXEC1 Activate remain behind manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 3 UNDO5 undo preceding pilot action(s) BACK6 back to level 2 MERGE2 HDG use heading function AT LST2 use at least function LOAD4 EXEC1 Activate merging manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 3 UNDO5 undo preceding pilot action(s) BACK6 back to level 2 RESUME3 HDG1 for lateral resume function DES2 for descent resume function CLB3 for climb resume function LOAD4 EXEC1 Activate heading/climb/descent until clear then resume manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 3 UNDO5 undo preceding pilot action(s) BACK6 back to level 2 PASS4 BEHIND1 select direction of manoeuvre BELOW2 select direction of manoeuvre ABOVE3 select direction of manoeuvre LOAD4 EXEC1 Activate passing manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 3 UNDO5 undo preceding pilot action(s) BACK6 back to level 2 CODE5 BICCA code on/off for all aircraft BACK6 back to level 1 A-OPS4 ASAS autonomous operations function on/off TFC5 Other and proximate traffic on/off, default on CNCL6 back to level 0 MA-AFAS PROJECT Page 23 of 86

24 Level 1 Level 2 Level 3 Level 4 resulting action L-PASS3 HDG1 for lateral resume function BEHIND2 select direction of manoeuvre LOAD4 EXEC1 Activate heading/climb/descent until clear then resume manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 3 UNDO5 undo preceding pilot action(s) BACK6 back to level 2 V-PASS4 LEVEL1 for climb/descent resume function BELOW2 select direction of manoeuvre ABOVE3 select direction of manoeuvre LOAD4 EXEC1 Activate passing manoeuvre ERASE5 Erase manoeuvre BACK6 back to level 3 UNDO5 undo preceding pilot action(s) BACK6 back to level 2 *) The ATC menu items depend on the uplinked message, a,b,c and d are indicating this difference. The ATC menu as part of the overall softkey menus is questioned due to the anticipated need for direct access at least for time critical messages and the unacceptability to automatically interrupt other tasks upon receipt of ATC messages. **)Each message has its own responses defined: WILCO UNABLE or AFFIRM NEGATIVE or ROGER UNABLE. ***)STANDBY is always available, but can only be used once, so after pressing it, the key will change into its not selectable state. LOAD The load command is used to load the instruction into the FMS modified flighplan, meaning that the FMS will copy the active flightplan into the modified flightplan and subsequently adds the instruction. Therewith cancelling a possible pilot edit action. EXEC The exec command executes the modified flighplan which is now the active flightplan ERASE The erase command erases the modified flightplan. UNDO The undo command cancels a data entry (which is not yet included in the modified flightplan) The shape of the keys: Key type Entry to deeper menu layer Shape Function selection at lowest level The colour coding of the keys: MA-AFAS PROJECT Page 24 of 86

25 Button txt colour Button colour Appearance Button mode White White Selectable and: mode not active or selection OFF Green Green Selectable and: mode active or selection ON White Cyan Selectable and: mode not active because not all parameters specified Dark Grey Dark Grey Not active, not selectable For example the main menu layer: After pressing the OPTION key in the or display mode: 4.4. Operating the Cursor Control Device The CCD will be a trackball, one for each pilot, positioned aft the MCDU in close reach of the pilot. The CCD will be equipped with two select buttons. The left one for selecting items on the ND while the right one is used to display detailed information, if available, on the object selected by the cursor. In addition a rotary dial is used for dialling in values or selecting an item from a list. In case no rotary dial is available, which is highly undesirable, the entry of numerical values -and possibly also identifiers- in the text line on the ND is performed thru the MCDU keyboard. If the state of the text line selection is such that the next required entry is a value or identifier then MCDU scratchpad selections will be directly copied into the text line. The cursor is displayed as a white crosshair, a non-directional symbol of 6 by 6 mm Operating the display control panel The display control panel (DCP) is used to make the most frequently and time critical display selections. These DCP selections can be made in parallel with display control functions covered by the menu of soft buttons on the ND. DCP controls: Rotary dial 6 positions (double legend, or selected value in display next to button) Range Nm air / taxi: 10 / / / 1.0 MA-AFAS PROJECT Page 25 of 86

26 (BAC 1-11: 6 avail) (ATTAS: avail) Rotary dial 4 positions (BAC 1-11: 3 avail) (ATTAS:) 2 Select buttons (BAC 1-11: 4 avail) (ATTAS: avail) 5 Selection buttons (BAC 1-11: 8 avail) (ATTAS: avail) 80 / / Mode: TAXI*) PROF APP **) (toggle between monitoring mode and planning mode) CTR (toggle between 90 deg and 360 deg of rose segment) Not used. *) When the TAXI mode is selected it depends on whether the aircraft is airborne or on ground. Being airborne, the TAXI-ARPT mode will appear (north-up, airport reference point centered), on ground the TAXI- (heading up, a/c centered) or TAXI- (north up, a/c centered) mode will appear, depending on the switch. **) not in BAC Specific MA-AFAS functions 5.1. Introduction This chapter describes the specific MA-AFAS functions. In general each function is four times described: on the ND or on the MCDU, with or without CPDLC. The first is a choice of the pilot whether to use the ND with CCD or the MCDU. Both devices can handle the same function and operate in parallel. The second, with CPDLC or without CPDLC is an equipment level issue, either ground supported functionality or aircraft equipment level. When CPDLC is used, those can be handled on the ND or on the MCDU independently for which function the CPDLC is to be used, ASAS, 4DTN, taxi or tactical messages. Upon uplink of a message, it will be presented on the ND and will be available on the uplink page of the MCDU for both the left and right hand side of the flight deck. It depend on which pilot is PF at that moment to respond to the message after crew communication between PF and PNF. Creation of a downlink can only be performed on the MCDU and it is assumed that the PNF is taking care of this after having communicated this with the PF. It is therefore not required to present the resulting request to ATC on the ND for cross checking purposes. In the following sections the functions are described for the ND and MCDU. It is however possible to switch between ND and MCDU at any moment during the execution of such a function. Any information inserted in the system by the pilot should be visible on both the MCDU and the ND. If an input is given on either one of them, it should be possible to continue the task on the other device. The latter being solely a pilot decision, not a requirement to complete a task. So, the system should be capable of handling input from the ND and MCDU from one pilot without loosing information. Parallel input from both pilots is not conform procedures, but should never lead to an undefined system state. MA-AFAS PROJECT Page 26 of 86

27 5.2. ASAS in MAS without CPDLC support For the four ASAS functions first a target aircraft needs to be selected and subsequently the required function can be selected. For target selection and function selection both the ND softkeys or the MCDU can be used. At any time during the procedure the pilot can change from the ND to MCDU or vice versa for making selections. The MCDU will be slaved to the ND selections in order to allow for easy switching from the ND to the MCDU and vice versa. Variables displayed in the text line which are adjustable by the pilot, such as spacing distance and resume waypoint, are highlighted through inverted video, magenta Target selection using the ND Two variants are included in the procedures: either the controller positions the target aircraft or requests the pilot to position it. Via R/T ATC instructs: Select target <BICCA CODE> <POSITION> or Select target <BICCA CODE>, position target. Examples of <POSITION> are 3 o clock, right to left, 30 Nm, 1000 ft above. On the ND menu: Any aircraft symbol on the ND can be selected with the CCD which will then be marked as the target. The text line of the ND has the following contents: In case the ASAS function in the menu is selected without a target being selected: text line on ND SELECT TARGET In case a target has been selected and no specific ASAS function is yet selected: text line on ND TARGET EH7G8 The selected target will now also be displayed, if selected, on the MCDU ASAS page Target selection using the MCDU On the ASAS page (accessed using the function key ASAS), key 2L gives access to the TARGET page on which the call sign or BICCA code of the target aircraft can be entered. When this identification has been entered some ADS-B state parameters are presented on the same page. MA-AFAS PROJECT Page 27 of 86

28 ASAS 1/1 AUTO-OPS OFF 1L < SEL 1R TARGET CODE 2L 2R 3L 3R 4L 4R 5L 5R 6L 6R When a target is identified the delegated functions will become available (on MCDU and ND): ASAS 1/1 AUTO-OPS OFF 1L < SEL 1R TARGET CODE 2L EH7G8 REMAIN 2R SK183 3L B737 MERGE 3R 4L 4R 5L RESUME 5R 6L PASS 6R Remain behind using the ND Via R/T ATC instructs: Behind target, remain (at least) X Nm behind or Behind target, remain (at least) X seconds behind. or Heading instruction, then behind target, remain (at least) X Nm behind or Heading instruction, then behind target, remain (at least) X seconds behind. On the ND menu: click REMAIN on the ASAS menu REMAIN MERGE RESUME PASS BACK Text line on ND REMAIN 8 NM BEHIND TARGET MA-AFAS PROJECT Page 28 of 86

29 The required display elements required to monitor the manoeuvre will now appear. The default value will be 8Nm (for all flight phases, except descent and approach), or 90sec (descent and approach phases). Adjust distance or time by dial in a value using the rotary dial (in steps of 1Nm or 5sec) key in a value on the MCDU The value will be interpreted as distance in Nm if value < The value will be interpreted as time in seconds if value > Text line on ND or Text line on ND REMAIN 6 NM BEHIND TARGET REMAIN 95 SEC BEHIND TARGET then click HDG if commanded by ATC. The default value is the heading selected on the MCP or the current heading if none is selected. HDG AT LST UNTIL LOAD UNDO BACK Text line on ND HDG 170, THEN REMAIN 95 SEC BEHIND TARGET click AT LST if requested by ATC. AT LST may also be selected before the value is inserted. HDG AT LST UNTIL LOAD UNDO BACK Text line on ND REMAIN AT LEAST 95 SEC BEHIND TARGET click UNTIL if requested by ATC to allow for insertion of a waypoint which serves as end point of the remain behind procedure. HDG AT LST UNTIL LOAD UNDO BACK Text line on ND REMAIN 95 SEC BEHIND TARGET UNTIL (WPT) select waypoint by clicking the waypoint on the ND with use of CCD key in the waypoint ident on the MCDU Text line on ND REMAIN 95 SEC BEHIND TARGET UNTIL NIK to send the instruction to the FMS click LOAD. HDG AT LST UNTII: LOAD UNDO BACK Text line on ND HDG 170 THEN REMAIN 95 SEC BEHIND TARGET UNTIL NIK A modified flight plan including the ASAS manoeuvre is now generated and presented. to activate and execute this manoeuvre click EXEC MA-AFAS PROJECT Page 29 of 86

30 EXEC ERASE BACK The manoeuvre is activated and executed by the FMS. In the softkeys area the main menu is presented. Figure 5-1 Remain behind monitoring symbology The manoeuvres applies until the ownship passes the defined UNTIL waypoint or upon ATC discretion, whichever comes first. When passing the UNTIL waypoint the aircraft speed control maintains the current speed. The crew is made aware of the end of delegation by the presentation of the end-of-delegation symbol. MA-AFAS PROJECT Page 30 of 86

31 Remain behind specific display elements: Name Symbol Applicable in mode Remarks Longitudinal spacing deviation scale (W) and pointer (M) Scale runs from required separation distance +/- 1 Nm or if time is used +/- 10sec. Length scale: 33mm Font height: 3.5mm Digital display of absolute value of SDEV located at bottom of scale when SDEV exceeds 1Nm or 10sec and located at top of scale when SDEV falls below 1 Nm or 10sec Deviation trend indicator (G) originates at center of deviation scale length gives deviation change in one minute based on current closure rate. Selected target aircraft (M) Symbol filled, colour magenta. Reference indicated airspeed or mach number for remaining behind 1, Vremain, Mremain (W) Spacing symbol (G) Active ASAS mode indication (G) PROF Below SDEV digital indication Font height 3.5 mm Computed with groundspeed of target aircraft and ownship baro altitude IAS or Mach depends on target speed of the target aircraft Indicates map position of the ownship at which the required spacing will be reached Font height 3.5 mm Location: adjacent to wind info in upper left corner. D for distance based, T time based. Font height: 3,5mm MA-AFAS PROJECT Page 31 of 86

32 Note1 - this VREMAIN display element can be removed from the ND provided that the commanded airspeed for this operation is shown on the PFD Remain behind using the MCDU Via R/T ATC instructs: Behind target, remain (at least) X Nm behind or Behind target, remain (at least) X seconds behind. or Heading instruction, then behind target, remain (at least) X Nm behind or Heading instruction, then behind target, remain (at least) X seconds behind. The REMAIN page is accessed by pressing by LSK 2R on the ASAS page. REMAIN 1/1 DIST /SEP HDG 1L 1R TIME /SEP 2L 2R 3L UNTIL WPT 4L 4R 3R 5L 5R 6L <RETURN 6R REMAIN 1/1 DIST /SEP HDG 1L 1R TIME /SEP 2L 95 2R 3L UNTIL WPT 4L 4R 3R 5L <END REMAIN NOW 5R 6L <RETURN LOAD> 6R MA-AFAS PROJECT Page 32 of 86

33 When the remain behind function is loaded, the remain behind related symbols will appear on the ND, see previous section. Furthermore, pressing LSK 6R will result in the LEGS page, with the modified flight plan, being displayed. To revert to normal FMS speed control two options exist, either by entering an until waypoint (4L) or pressing the command prompt via LSK 5L. If an autopilot heading mode is active then the selected heading is presented as a default in 1R. The pilot may always enter or override a value in 1R. The moment a value is presented in 1R then upon selection of LOAD (6R) this heading value will be taken as initial heading for the remain behind manoeuvre Merging using the ND Via R/T ATC instructs: Behind target merge to WPT to be {at least} S Nm behind or Behind target merge to WPT to be {at least} S seconds behind. A merge instruction might be preceded by a heading instruction from ATC: Heading instruction, then behind target, merge to WPT to be {at least} S Nm behind or Heading instruction, then behind target, merge to WPT to be {at least} S seconds behind. Click MERGE on the ASAS menu: REMAIN MERGE RESUME PASS BACK text line on ND MERGE TO (WPT) select waypoint by select a waypoint graphically with the cursor on the ND key in the waypoint identifier on the MCDU text line on ND MERGE TO LEKKO TO BE 8 NM BEHIND TARGET the required display elements required to monitor the execution of the manoeuvre will appear. select distance or time by dial in a value using the rotary dial, in steps of 1Nm or 5sec key in a value on the MCDU The value will be interpreted as distance in Nm if value < The value will be interpreted as time in seconds if value > As default value, 8Nm (all flight phases, except descent and approach), or 90sec (descent and approach phases) will be used. text line on ND or text line on ND MERGE TO LEKKO TO BE 5 NM BEHIND TARGET MERGE TO LEKKO TO BE 90 SEC BEHIND TARGET click HDG, if instructed by ATC. The default value is the heading selected on the MCP or current heading if none is selected HDG AT LST LOAD UNDO BACK MA-AFAS PROJECT Page 33 of 86

34 text line on ND HDG 170 THEN MERGE TO LEKKO TO BE 5 NM BEHIND TARGET click AT LST (at least), if requested by ATC. HDG AT LST LOAD UNDO BACK text line on ND MERGE TO LEKKO TO BE AT LEAST 5 NM BEHIND TARGET click LOAD to load the instruction into the FMS (modified flightplan). LOAD AT LST LOAD UNDO BACK text line on ND MERGE TO LEKKO TO BE AT LEAST 5 NM BEHIND TARGET to execute this manoeuvre click EXEC (modified flightplan becomes active flightplan) EXEC ERASE BACK text line on ND The manoeuvre is activated and executed by the FMS. The main menu is displayed in the softkeys area. Figure 5-2 Merging function on the ND The spacing deviation (SDEV) indicator and deviation trend remain displayed during the entire manoeuvre. MA-AFAS PROJECT Page 34 of 86

35 Merging specific display elements: Name Symbol Applicable in mode Remarks Longitudinal spacing deviation scale (W) and pointer (M) Scale runs from required spacing distance +/- 1 Nm or required spacing time +/- 10 sec Length scale: 33mm Font height: 3.5mm Digital display of absolute value of SDEV located at bottom of scale when SDEV exceeds 1Nm or 10 sec and located at top of scale when SDEV falls below 1 Nm or 10 sec Deviation trend indicator (G) Selected target aircraft (M) originates at center of deviation scale length gives deviation change in one minute based on corrected current closure rate (relative groundspeed towards the merge point). Symbol filled, colour magenta. Reference indicated airspeed or mach number for remaining behind 1, Vremain, Mremain (W) Spacing symbol (G) Active ASAS mode indication (G) PROF Below SDEV digital indication Font height 3.5 mm Computed with groundspeed of target aircraft and ownship baro altitude IAS or Mach depends on target speed of the target aircraft Indicates map position of the ownship at which the required spacing will be reached Font height 3.5 mm Location: adjacent to wind info in upper left corner. D for distancebased, T for time-based Font height: 3,5mm MA-AFAS PROJECT Page 35 of 86

36 Note 1 - The VREMAIN display element can be removed from the ND provided that the commanded airspeed for this operation is shown on the PFD. After merging at the designated waypoint the merging automatically transfers into a remain behind situation Merging in detail. The merging function is used to explain here in detail as an example of how the ND interaction is used and how the subsequent steps are to be taken. The merging function is taken as an example because it contains all relevant elements. Step Initial state, main menu presented. ND Performed actions: RCL button pressed Next step: Select target aircraft Target selected. Performed actions: Target selected Next step: Press Asas and Merge button to use selected target. MA-AFAS PROJECT Page 36 of 86

37 Merge selected. Performed actions: Merge selected and cursor positioned over waypoint prior to selection. Next step: Select waypoint. Waypoint selected. Performed actions: Waypoint selected. Along track deviation pointer presented. Next step: Adapt values and press LOAD button to upload manoeuvre into FMS. MA-AFAS PROJECT Page 37 of 86

38 Merge function loaded in the FMS and ready for review/execution. Performed actions: Load selected. Next step: Press EXEC button. Merge function activated. Merging and acquisition in progress. Next step: Monitor speed reduction upon reaching the required spacing. MA-AFAS PROJECT Page 38 of 86

39 Merging finalised. Remain behind tracking automatically initiated Next step: Cancel remain behind function upon ATC discretion Merging using the MCDU Via R/T ATC instructs: Behind target merge to WPT to be {at least} S Nm behind or Behind target merge to WPT to be {at least} S seconds behind. or Heading instruction, then behind target, merge to WPT to be {at least} S Nm behind or Heading instruction, then behind target merge to WPT to be {at least} S seconds behind. The MERGE page is accessed by pressing by LSK 3R on the ASAS page. MERGE 1/1 TO WPT HDG 1L 1R 2L DIST /SEP 3L 3R TIME /SEP 4L 4R 2R 5L 5R 6L <RETURN 6R When the merging function is loaded, the merging related symbols will appear on the ND, see previous section. When the instruction includes an at least statement then this can be entered by inserting the plus symbol either before or after the entered value, e.g. +8 or 8+. If an autopilot heading mode is active then the selected heading is presented as a default in 1R. The pilot may always enter or override a value in 1R. The MA-AFAS PROJECT Page 39 of 86

40 moment a value is presented in 1R then upon selection of LOAD (6R) this heading value will be taken as initial heading for the merge manoeuvre. If no heading value is presented in 1R (neither entry nor default nor entry/default cleared) then upon selection of LOAD the FMS will generate a direct to leg to the merge point as defined in 1L Resume using the ND Via R/T ATC instructs: heading instruction until clear of target, then resume to WPT. or Via R/T ATC instructs: level instruction until clear of target, {1 000 ft and S Nm,}then resume descent to FLxxx. or Via R/T ATC instructs: level instruction until clear of target, {1 000 ft and S Nm,} then resume climb to FLxxx. Via R/T ATC instructs: offset instruction until clear of target, then resume to WPT. Via R/T ATC instructs: offset instruction until clear of target, then resume own navigation. Click RESUME on the ASAS menu: REMAIN MERGE RESUME PASS BACK Text line on ND (XXX) UNTIL CLEAR OF TARGET 8 NM The required display elements required to monitor the execution of the manoeuvre will now appear. Spacing value could be dialled in using the rotary dial. The default value is 8 Nm. Enter 5 Nm as spacing requirement Text line on ND (XXX) UNTIL CLEAR OF TARGET 5 NM Next selection to make: HDG OFFSET ALT LOAD UNDO BACK Upon HDG: Text line on ND HDG 170 UNTIL CLEAR OF TARGET 5 NM RESUME TO (WPT) The default value is the heading selected on the MCP or current heading if none is selected. The waypoint (either the instructed waypoint of the active route or when it is at pilots discretion- any point along this active route) has to be selected on the ND with the CCD. Upon OFFSET: Text line on ND OFFSET 5 NM LEFT UNTIL CLEAR OF TARGET RESUME TO (WPT) The default value is zero. The offset value is dialled in using the CCD. Turning counter clockwise will increase values left and decrease values right, and turning clockwise increases values right and decreases values left. The waypoint (either the instructed waypoint of the active route or when it is at pilots discretion- any point along this active route) has to be selected on the ND with the CCD. Upon ALT and selected altitude is lower than current altitude: Text line on ND FL 310 UNTIL CLEAR OF TARGET 5 NM DESCENT TO (XXX) MA-AFAS PROJECT Page 40 of 86

41 The altitudes have to be dialed in using the rotary dial (in a similar way as on a mode control panel for selecting an altitude). The default value is the target altitude selected on the MCP, thereafter one click will adjust the value by 100 ft. Upon ALT and selected altitude is higher than current altitude: Text line on ND FL 240 UNTIL CLEAR OF TARGET 5 NM CLIMB TO (XXX) The altitudes have to be dialled in using the rotary dial. The default value is the target altitude selected on the MCP, thereafter one click will adjust the value by 100 ft. to acknowledge click LOAD to load the instruction into the FMS (modified flightplan). HDG OFFSET ALT LOAD UNDO BACK Text line on ND FL240 UNTIL CLEAR OF TARGET 5 NM CLIMB TO FL360 to execute this manoeuvre click EXEC (modified flightplan becomes active flightplan and main menu is displayed in softkeys area). EXEC ERASE BACK Text line on ND Note: the execute function is conform the baseline FMS philosophy. Resume specific display elements: Name Symbol Applicable in mode Remarks Selected target aircraft (M) Symbol filled, colour magenta. Font height 2.5 mm Closure rate (M) Spacing circle around target (W) Value in kts. Location adjacent to indicated airspeed or mach number in data tag Lateral crossing resume when clear and lateral offset to overtake only. Font height 3.5 mm All manoeuvres, except lateral crossing resume when clear Spacing area around target (W) PROF All manoeuvres, except lateral crossing resume when clear ASAS no go heading indication (A) All manoeuvres, except lateral crossing resume when clear When actual heading is MA-AFAS PROJECT Page 41 of 86

42 ASAS no go vertical speed indication (A) Closest point of approach (G) PROF in the amber band the required spacing will be infringed. All manoeuvres except lateral crossing resume when clear When actual vertical speed is in the amber band the required spacing will be infringed Symbol size: 5x5 mm Txt font height: 3.5mm Non scalable Indicates map position of closest point of approach (CPA) Resume using the MCDU Via R/T ATC instructs: heading instruction until clear of target, then resume to WPT or level instruction until clear of target, {S Nm and ft,} then resume descent to FLxxx or level instruction until clear of target, {S Nm and ft,} then resume climb to FLxxx or offset instruction until clear of target, then resume to WPT or offset instruction until clear of target, then resume own navigation The RESUME page is accessed by pressing by LSK 5R on the ASAS page. RESUME 1/1 HDG TO WPT 1L 1R OFFSET 2L 2R 3L INIT ALT DESCENT TO 4L 4R DIST /SEP CLIMB TO 5L 5R 3R 6L <RETURN 6R MA-AFAS PROJECT Page 42 of 86

43 Upon entry of the RESUME TO WPT, the entry will be displayed and the other entry fields will remain dashed, or become dashed if either a descent to or climb to altitude had been entered: RESUME 1/1 HDG TO WPT 1L 1R OFFSET 2L 2R 3L INIT ALT DESCENT TO 4L 4R DIST /SEP CLIMB TO 5L 5R 3R 6L <RETURN LOAD> 6R Upon entry of DESCENT TO ALTITUDE (and similar for CLIMB TO ALTITUDE) the entry will be displayed and the spacing value will be set to 8 Nm, the other entry fields will remain/become dashed. The pilot could enter another spacing value. RESUME 1/1 HDG TO WPT 1L 1R OFFSET 2L 2R 3L INIT ALT DESCENT TO 4L 4R DIST /SEP CLIMB TO 5L 8 5R 3R 6L <RETURN LOAD> 6R Upon LOAD, the manoeuvre will be loaded into the modified flight plan which can be executed upon EXEC. The LEGS page will be presented Passing using the ND Via R/T ATC instructs: Behind target, pass {S Nm} behind then resume to WPT or Below target, pass below, {S Nm and ft,} descent to FLxxx or Above target, pass above, {S Nm and ft,} climb to FLxxx MA-AFAS PROJECT Page 43 of 86

44 or To the (left right) pass {S Nm} abeam target then resume to WPT The pass abeam instruction has been labelled as post MA-AFAS, and will therefore not be considered any further in this document. On the ND menu: click PASS on the ASAS menu REMAIN MERGE RESUME PASS BACK Text line on ND PASS (XXX) Click BEHIND, BELOW or ABOVE according to ATC s instruction: BEHIND BELOW ABOVE LOAD UNDO BACK text line on ND or text line on ND or text line on ND PASS 8 NM BEHIND TARGET THEN RESUME TO (WPT) PASS BELOW TARGET 8 NM DESCENT TO (XXX) PASS ABOVE TARGET 8 NM CLIMB TO (XXX) The required display elements required to monitor the execution of the manoeuvre will now appear. The value should be dialled in with the rotary dial, the default value is 8Nm. The waypoint should be selected with the CCD on the ND. The altitude should be dialled in with the rotary dial, the first click will give the target altitude as set on the Mode Control Panel. to acknowledge click LOAD BEHIND BELOW ABOVE LOAD UNDO BACK to execute this manoeuvre click EXEC EXEC ERASE BACK The manoeuvre is activated and executed by the FMS. MA-AFAS PROJECT Page 44 of 86

45 Pass specific display elements: Name Symbol Applicable in mode Remarks Selected target aircraft (M) Symbol filled, colour magenta. Spacing circle around target (W) Spacing area around target (W) PROF No go heading indication (A) When actual heading is in the amber band the required spacing will be infringed No go vertical speed indication (A) PROF When actual vertical speed is in the amber band the required spacing will be infringed Passing using the MCDU Via R/T ATC instructs: Behind target, pass {S Nm} behind then resume to WPT or Below target, pass below, {S Nm and ft,} descent to FLxxx or Above target, pass above, {S Nm and ft,} climb to FLxxx The PASS page is accessed by pressing LSK 6R on the ASAS page. MA-AFAS PROJECT Page 45 of 86

46 PASS 1/1 BEHIND, TO WPT 1L 1R 2L BELOW, DESCENT TO 3L 3R ABOVE, CLIMB TO ALT /SEP 4L 4R DIST /SEP 5L 5R 2R 6L <RETURN 6R Upon entry of a waypoint in 1L or and altitude value in 3L or 4L: PASS 1/1 BEHIND, TO WPT 1L 1R 2L BELOW, DESCENT TO 3L 3R ABOVE, CLIMB TO ALT /SEP 4L R DIST /SEP 5L 8 5R 2R 6L <RETURN LOAD> 6R The default spacing value of 8Nm and 1000ft will be displayed upon entering a selection in 1L, 3L or 4L. The flight crew has the possibility to override this value. Entering a waypoint in 1L will result in dashes in 3L and 4L, the same applies for entries in 3L and 4L (i.e. dashes in the other data fields). Pressing 6R will result in a modified flight plan being calculated and an automatic transfer to the LEGS page for review of the modified flight plan. MA-AFAS PROJECT Page 46 of 86

47 Figure 5-3 Pass Behind monitoring symbology ( and PROF mode) Simplified display concept Based on the assumption that the FMS is used to its full potential only in combination with CPDLC datalink several simplifications in the HMI can be made for manual entry of ATC instructions received via R/T. This section presents an alternate design concept based on the notion that information has to be selected for display, in lieu of making entries to modify the FMS trajectory. If the information is selected for display the flight crew could use standard AP modes to carry out the instruction, the only addition is FMS SPD mode for the remain behind function. The ASAS softkey and all the layers below it could be deleted, all display features can be selected or set with use of the CCD at the target aircraft. Some example displays are given below. MA-AFAS PROJECT Page 47 of 86

48 It should be noted that this alternate display concept can not be used to load the instruction into the FMS, too many (optional) parts of the instruction are not entered by the pilot, e.g. heading, at least, resume waypoint. Items a pilot can perfectly integrate for these short duration manoeuvres, which fits into the first implementation variant i.e. R/T and use of standard AP modes for guidance (with the added FMS speed guidance for merge and remain behind manoeuvres) ASAS in MAS with CPDLC support ASAS instructions via CPDLC behave exactly the same as any CPDLC message. So, the instruction is presented on the ND and MCDU. The crew can choose to implement the instruction in the flightplan and subsequently respond to ATC, or first respond to ATC and then implement the instruction in the flightplan. These are, just like any CPDLC instruction, separate issues. Responding to ATC and implementing the instruction are not automatically coupled, flight planning task and communication task remain separated. These tasks can be performed in parallel by the pilot choosing his own order of actions. For example, when receiving a complex instruction from ATC, it may be worthwhile checking the instruction with the FMS before responding to ATC and therefore the pilot can select LOAD and see how the FMS incorporates the ATC instruction in the modified flightplan. If the result is satisfactory, the pilot can respond to ATC and execute the modified flightplan which becomes the active flightplan upon the EXEC command. If on the other hand the ATC instruction is less complex and/or the pilot is confident that the ATC instruction can be accepted without any problem, he will respond to ATC and after that, the pilot can LOAD and EXEC the instruction. This leaves the pilot the freedom of choosing the order of actions as deemed appropriate for the situation. The separate LOAD and EXEC steps are in line with any flightplan modification performed by the FMS. When the pilot changes something in the flightplan, this becomes the modified flightplan which can be executed by using the EXEC command. An ATC instruction is in fact treated in the same way, upon an ATC uplink the pilot can LOAD it to the FMS (modified flightplan to be exact) which can be regarded as any pilot edit action. Executing the modified flightplan is done by the EXEC command, whether the modified flightplan contains an ATC instruction or a pilot inserted modification is transparent Remain behind using the ND (with CPDLC) Upon uplink of the CPDLC message the ND will contain: text line on ND or REMAIN <VALUE> NM BEHIND <TARGET ID> MA-AFAS PROJECT Page 48 of 86

49 text line on ND or text line on ND or text line on ND or text line on ND REMAIN <VALUE> SEC BEHIND <TARGET ID> REMAIN AT LEAST <VALUE> NM BEHIND <TARGET ID> REMAIN AT LEAST <VALUE> SEC BEHIND <TARGET ID> HDG <VALUE> THEN REMAIN (as above) With below the following menu to reply to ATC: WILCO STBY UNABLE LOAD BACK To clear the message: CLEAR LOAD BACK Remain behind using the MCDU (with CPDLC) The remain behind CPDLC message will be handled like any other CPDLC message Merging using the ND (with CPDLC) Upon uplink of the CPDLC message the ND will contain: text line on ND or text line on ND or text line on ND or text line on ND or text line on ND MERGE TO <WPT ID> TO BE <VALUE> NM BEHIND <TARGET ID> MERGE TO <WPT ID> TO BE <VALUE> SEC BEHIND <TARGET ID> MERGE TO <WPT ID> TO BE AT LEAST <VALUE> NM BEHIND <TARGET ID> MERGE TO <WPT ID> TO BE AT LEAST <VALUE> SEC BEHIND <TARGET ID> HDG <VALUE> THEN MERGE (as above) With below the following menu to reply to ATC: WILCO STBY UNABLE LOAD BACK To clear the message: CLEAR LOAD BACK Merging using the MCDU (with CPDLC) The merging CPDLC message will be handled like any other CPDLC message Resume using the ND (with CPDLC) Upon uplink of the CPDLC message the ND will contain: text line on ND or text line on ND HDG INSTRUCTION UNTIL CLEAR OF <TARGET ID> THEN RESUME TO <WPT> OFFSET INSTRUCTION UNTIL CLEAR OF <TARGET ID> THEN RESUME TO MA-AFAS PROJECT Page 49 of 86

50 or text line on ND <WPT> LEVEL INSTRUCTION UNTIL CLEAR OF <TARGET ID> THEN RESUME CLIMB TO <ALT> With below the following menu to reply to ATC: WILCO STANDBY UNABLE LOAD BACK To clear the message: CLEAR LOAD BACK Resume using the MCDU (with CPDLC) The overtaking CPDLC message will be handled like any other CPDLC message Passing using the ND (with CPDLC) Upon uplink of the CPDLC message the ND will contain: text line on ND or text line on ND or text line on ND PASS BEHIND <TARGET ID> THEN RESUME TO <WPT ID> PASS BELOW <TARGET ID>, DESCENT TO <ALT> PASS ABOVE <TARGET ID>, CLIMB TO <ALT> With below the following menu to reply to ATC: WILCO STANDBY UNABLE LOAD BACK To clear the message: CLEAR LOAD BACK The separation distance to maintain is optional in the clearance Passing using the MCDU (with CPDLC) The passing CPDLC message will be handled like any other CPDLC message. MA-AFAS PROJECT Page 50 of 86

51 5.4. ASAS in FFAS Activating Autonomous Operation functionality Via R/T ATC instructs that the crew should activate their ASAS AO system On the ND: Click A-OPS OPTION DLINK ASAS TFC A-OPS CNCL On the ND, the A-OPS indication appears indicating that conflict detection and resolution functionality is active. Or on the MCDU: On the ASAS page (main function key ASAS) 1L to activate AUTO-OPS: ASAS 1/1 AUTO-OPS ON 1L < DESEL 1R TARGET CODE 2L 2R 3L 3R 4L 4R 5L 5R 6L 6R 1L toggles between SEL and DESEL, the field behind AUTO-OPS toggles between ON (inverted video, magenta) and OFF. In conflict situations two ASAS pages will be available. Page 2 is identical to the previous described ASAS page to activate autonomous operation functions and to select limited delegation functions. The first ASAS page is now enabling the selection of different conflict resolutions. The preferred, i.e. most economical or the one opted for by the airline company as in the example below) is presented in 1L, and the least preferred resolution is presented in 3L or 5L depending on the resolutions (LAT, VERT, SPEED vs. LAT-1, LAT-2, VERT-1, VERT-2, SPEED). A maximum of three resolution will be presented for the co-operative situation (speed will only be presented if it provides a reasonable resolution, e.g. within speed limits), and a maximum of five resolutions for the priority and no priority situations (again only provide a speed resolution if reasonable, e.g. maximum 20 kts speed change). The selected conflict resolution, only one at a time, is displayed in magenta, inverted video. MA-AFAS PROJECT Page 51 of 86

52 ASAS A-OPS 1/2 DIST TIME FUEL AT 1L <LAT : LIMM 1R 2L <LAT : R 3L <VERT : R 4L <VERT : R 5L <SPD 0 00: R 6L LOAD> 6R Autonomous Operation specific display elements: Name Symbol Applicable in mode Remarks Conflicting aircraft, -co-operative situ (A) -no priority situ (D-G) -priority situ (GR) Symbol filled and amber Label is extended with time to conflict. Conflict area, - co-operative situ (A), with mandatory turn direction (G) Conflict area, -no priority situ (D-G) -priority situa (GR) No go heading indication -co-operative situ (A) Protected Airspace Zone (PAZ) at CPA with green line indicating mandatory direct of turn. Symbol reflects minimum separation volume size. Amber track line between intruder and centre of PAZ. PAZ scaled to actual size. Protected Airspace Zone (PAZ) at CPA including dark green route of intruder. Symbol reflects minimum separation volume size and is scaled to actual size. MA-AFAS PROJECT Page 52 of 86

53 No go vertical speed indication, -co-operative situ (A) PROF Conflict area, - co-operative situ (A), with mandatory climb/ descent direction (G) Conflict area, -no priority situa (D-G) -priority situ (GR) Active ASAS mode indication (G) Separation violation (R) PROF PROF PROF Protected Airspace Zone (PAZ) at CPA with green lines indicating mandatory direction of climb/descent Symbol reflects minimum separation volume size. Protected Airspace Zone (PAZ) at CPA Symbol reflects minimum separation volume size. Location: adjacent to wind info in upper left corner. Font height: 3,5mm Separation violation (R) PROF Types of conflicts in FFAS The following conflict situations can occur: Time to conflict State and or intent Priority Resolution when detected (minutes) Values to check used T detect > 20 state & intent N/A N/A MA-AFAS PROJECT Page 53 of 86

54 6 < T detect < 20 state & intent Priority N/A 6 < T detect < 20 state & intent No priority Lateral 6 < T detect < 20 state & intent No priority Vertical 6 < T detect < 20 state & intent No priority Speed T detect < 6 state N/A Lateral T detect < 6 state N/A Vertical T detect < 6 state N/A Speed 6 < T detect < 20 state N/A Lateral but T conflict <5 *) 6 < T detect < 20 state N/A Vertical but T conflict <5 *) 6 < T detect < 20 but T conflict <5 *) state N/A Speed *) depicts the situation in which the conflict was detected when time to conflict was more than 6 minutes but due to late or no action from the crew who had to give way the conflict remains in place. When time to conflict becomes less than 5 minutes, the co-operative method is to be applied. The subsequent action from the moment the conflict was detected until the solution of the conflict are described here for all above mentioned situations Conflicts detected above the threshold time (priority rules) The conflict will be presented on the ND once the time to conflict has dropped under the maximum look ahead time of 20 minutes and after the priority has been determined between the intruder and ownship. When the conflict is within the maximum look ahead time and the ownship has priority the conflict is for information only. If the intruder has priority the conflict is presented together with at least one resolution route. The colour and symbol coding of the conflict indicates whether the ownship has priority or not Conflicts detected below the threshold time (co-operative rules) The conflict will be presented on the ND just like in the priority rules situation. The rules of the air in this case demand that the conflict is solved in a mandatory direction which is manoeuvring in the direction which requires the smallest change in flight path vector. This can be either lateral, vertical, longitudinal or combinations of them. The MA-AFAS system covers this by presenting at least one resolution route to the crew which can be executed Taxi management Display elements to display on the taxi map The taxi map can contain a lot of detailed information for navigational support to the crew. Presenting everything at all times will overload the display and therefore some items will be shown only when a small range is selected, other items are selectable by the crew. Items with high importance will always be shown. The following four categories are defined: Ssk - selectable by pilot through softkeys Sge - selectable by pilot through graphical elements in taxi map M - mandatory, always visible A - automatic declutter with range settings MA-AFAS PROJECT Page 54 of 86

55 In addition, a number of items which were initially foreseen to be included but were decided to leave out are also mentioned here for completeness: out - initially foreseen in MA-AFAS, but decided to disregard. Map Attributes: Runway designators (M) Taxiway designators (Ssk and Sge) Buildings (A or M), and most likely A Gate positions (Ssk and Sge), but also A Gate designators (Ssk and Sge), but also A Magnetic North out Temp unavailable runways out Temp unavailable taxiways out Temp speed restrictions out Temp weight restrictions out Any special procedures out Holding point designators (Ssk and Sge) Traffic: Other aircraft (Ssk), possibly also A Ground vehicles (Ssk), possibly also A Speed of other aircraft out Heading of other aircraft, grahically (M) Identifier of other aircraft (Ssk and Sge), possibly also A Speed of ground vehicles out Heading of ground vehicles out Identifier of ground vehicles out Target aircraft out Taxi route (CPDLC uplinked): Active stopbars (M) Taxi route including gate (M) Cleared taxi route (M) Waypoint info out Taxi without CPDLC support Via R/T ATC instructs: Taxi from <current position> via <position> to <taxi destination> On the ND the pilot select those items on the taxi map (like a specific gate, traffic etc) which aids him to interpret the R/T instruction. No specific ND functionality is required for handling R/T taxi instructions Taxi with CPDLC support Upon the receipt of an uplink, the message will be shown on the text line on the ND. MA-AFAS PROJECT Page 55 of 86

56 text line on ND TEXT OF ATC UPLINK With below the following menu to reply to ATC: WILCO STANDBY UNABLE LOAD BACK After WILCO or UNABLE the message can be cleared: CLEAR LOAD BACK In addition the taxi route will be presented on the TAXI display modes Taxi with CPDLC on the MCDU. The taxi CPDLC messages will be handled like any other CPDLC message Precision approach and landing No significant changes are foreseen when applying precision approach and landing, although the difference between GBAS and SBAS needs some attention here. Precision approach and landing is based on GNSS with GBAS being a separate approach system or SBAS being just a position sensor for the FMS SBAS The SBAS version translates into FMS approaches in which the complete approach procedure is known by the FMS and FMS guidance is used. Regarding HMI there is only one requirement which is that is should be clear from the PFD and ND Approach mode that localizer and glide slope deviation indications are GNSS via FMS generated and should be clearly differ from ILS indications. Both PFD and ND APP mode are affected by the type of approach selected: the source is annunciated (ILS1, ILS2, GBAS1, GBAS2, SBAS1, SBAS2, etc) and the deviation pointers have a unique shape for each approach type (ILS - diamond, GBAS - triangle, SBAS - square, etc.). On the ND the source annunciation is located in the right-hand upper corner together with the applicable approach information. On the PFD the source annunciation is located below the glide scale and therefore to the right of the localizer scale GBAS For GBAS the situation is different. The approach procedure is included in the GBAS system and during the arrival there is a transfer from FMS to the GBAS system. This transfer can be handled in the same manner as currently the transfer from FMS to ILS (although in many cases the procedure prescribes that the transfer from FMS to ILS is performed via a heading select and altitude select mode in between). While flying the descent on FMS, the GBAS approach mode should be armed (comparable with ILS, set the correct ILS frequency and course and select approach mode). When the FMS route intercepts the GBAS approach route the armed GBAS approach mode becomes the active mode until touch down. The consequence for the displays is described in the SBAS section above CPDLC (including 4DTN) Both 4DTN and CPDLC is described in this chapter. There is no fundamental difference between a tactical CPDLC message exchange between ATC and MA-AFAS FMS and the strategic message exchange as part of 4DTN. For 4DTN RTE1 or RTE2 (whichever is NOT active at the moment) will be used for trajectory negotiation. Both CPDLC and 4DTN uplinks will be uploaded in the MA-AFAS FMS for inclusion in the FMS modified route. MA-AFAS PROJECT Page 56 of 86

57 CPDLC using the ND Upon the receipt of an uplink, a dedicated softkey labelled ATC is presented adjacent to and to the left of the own aircraft symbol. Pressing this dedicated softkey -or alternatively selecting ATC via the menu- will immediately show the ATC uplink information and associated softkeys. The message will be shown on the text line on the ND. text line on ND TEXT OF ATC UPLINK < > 1/X Two scroll buttons appear when the message is longer than the one line available on the display. Scrolling will occur on a line-by-line principle. < > The indication 1/X indicates the number of messages received which are not replied by the crew yet. With below the following menu to reply to ATC: WILCO STBY UNABLE LOAD NEXT BACK or AFFIRM STBY NEG LOAD NEXT BACK or ROGER STBY UNABLE LOAD NEXT BACK After pressing either WILCO, AFFIRM, UNABLE or NEGATIVE, the following appears: CLEAR LOAD NEXT BACK WILCO/AFFIRM/ROGER/UNABLE/NEGATIVE commands result in a direct downlink of the respective message. CLEAR command is used to clear the message. This will still be accessible in the message log. If more than one message was received the next message will appear. NEXT command will show the next message in case more than one message was received. The NEXT command cycles through the set of uplinks which have not been replied. The replies can be given in the order the pilot prefers. LOAD command is used to upload the instruction to the modified flightplan of the FMS. This can be done before responding to the message, or after that. STANDBY can only once be used per message. When pressed the button will change into its not active state. Creating a downlink is not supported by the ND. The MCDU should be used for this. Example of a CPDLC uplink handling: Uplink received and response buttons available MA-AFAS PROJECT Page 57 of 86

58 Standby downlinked, only once available so now inactive Negative response downlinked Upon clear, next message presented Specific CPDLC messages. One category of CPDLC messages requires extra attention here, it concerns the request for information uplinks. Unless an UNABLE is transmitted, a downlink will be prepared on the MCDU and also send at the MCDU: CPDLC using the MCDU Handling standard messages When pressing the ATC function key on the MCDU the UPLINK page will appear in case there is an uplink to be handled or the DOWNLINK page if not. Two separate CPDLC messages will be distinguished here: tactical and strategic messages. A tactical message is an instruction which is open ended and cannot be integrated in the FMS route. A strategic message can be incorporated in the FMS route and translates to the pilot as a change in the route (comparable with 4DTN). An uplink has been received with a strategic CPDLC message and the ATC function key is pressed: ATC UPLINK 1/1 01:26 1L < UNABLE LOAD TO RTE > 1R 2L < STANDBY WILCO > 2R 3L TEXT OF STRATEGIC 3R 4L ATC UPLINK MESSAGE 4R 5L 5R 6L LOG DOWNLINK 6R MA-AFAS PROJECT Page 58 of 86

59 After pressing 1R LOAD TO RTE, the ATC uplink is included in the modified route (indicated with RTE- X, either RTE 1 or RTE 2)and can be reviewed by the crew. After that, a reply to ATC can be send via the ATC UPLINK page. Directly responding with WILCO is also possible. The modified route can be executed like a normal route change made by the pilot using the EXEC key. The time (min:sec) indication just below the page title is the time available for the crew to respond before the time-out. ATC UPLINK 1/1 01:26 1L < UNABLE 1R 2L < STANDBY WILCO > 2R 3L TEXT OF ATC UPLINK MESSAGE 3R 4L 4R 5L 5R 6L LOG DOWNLINK 6R 1L or 2R results in: ATC UPLINK 1/1 1L LOAD TO RTE > 1R 2L CLEAR > 2R 3L TEXT OF ATC UPLINK MESSAGE 3R 4L 4R 5L UNABLE or WILCO 5R 6L 6R When STANDBY is selected the UNABLE and WILCO will remain available and the CLEAR key will appear only after the pilot has selected UNABLE or WILCO, not after a STANDBY. CLEAR removes the message from the uplink page, but the message will remain available on the log page. STANDBY is to be used if the crew needs more time to review an uplink (possibly because more urgent tasks are to be performed in the cockpit at that moment.) A STANDBY message will never be system generated to avoid a time-out error. Time-outs as defined in the data link services serve as a kind of wake-up call in case a crew does not respond to a message. When STANDBY is used, the STANDBY will disappear from the display. In case a tactical CPDLC message is uplinked, the following page appears: MA-AFAS PROJECT Page 59 of 86

60 ATC UPLINK 1/1 01:26 1L < UNABLE ACTIVATE > 1R 2L < STANDBY WILCO > 2R 3L TEXT OF TACTICAL ATC 3R 4L UPLINK MESSAGE 4R 5L 5R 6L LOG DOWNLINK 6R Now LSK 1R presents ACTIVATE instead of LOAD TO RTE. Using ACTIVATE will result in the flight mode to change from LNAV into HDG fms and VNAV into ALT fms, V/S fms and/or SPD fms. Returning to the full FMS mode LNAV and VNAV will normally be upon responding to the RESUME OWN NAVIGATION CPDLC message: ATC UPLINK 1/1 01:26 1L < UNABLE RESUME > 1R 2L < STANDBY WILCO > 2R 3L RESUME OWN NAVIGATION 3R 4L UPLINK MESSAGE 4R 5L 5R 6L LOG DOWNLINK 6R Other ways to rejoin the FMS trajectory (with the RESUME CPDLC uplink) are indicated in the next chapter: flight modes. In case no uplink message is available when pressing the ATC button, the DOWNLINK page will appear: MA-AFAS PROJECT Page 60 of 86

61 DOWNLINK 1/1 REQ ATC RTE 1L RTE X SEND > 1R REQ DIRECT TO REQ HDG 2L deg 2R REQ ALT REQ SPD 3L FL kts 3R REQ OFFSET 4L Nm FREE TEXT 4R 5L 5R 6L LOG UPLINK 6R On this page a number of requests can be prepared and when prepared sent. The SEND field will normally be low lighted and when a request is prepared, the SEND field will become normally visible. When SEND is pressed, the field text will change flash SENDING for 5 seconds (or, even better, as long as the sending takes). After that the lowlighted SEND appears again and the requests fields become empty. ATC <No uplink received> <Uplink received> Free Text page Free Text Return Downlink page edit request log Uplink/Downlink log Uplink page wilco/unable/stby Load RTE Send Downlink Log page Uplink Wilco or Unable Downlink page Load RTE Uplink page sending clear <automatic> Clear Figure 5-4 Page tree structure of the ATC branch Note: all responses used in the section are WILCO and UNABLE. However these serve as example because for each uplink message a specific response is defined, either WILCO/UNABLE or AFIRM/NEGATIVE or ROGER/UNABLE Long uplink messages In case uplink messages contain more text than lines available on the MCDU, the message will be split over more than one page. After pressing the ATC button on the MCDU, the UPLINK page appears with the first part of the message: MA-AFAS PROJECT Page 61 of 86

62 ATC UPLINK 1/1 01:26 1L < UNABLE LOAD TO RTE> 1R 2L < STANDBY 2R 3L TEXT OF ATC UPLINK MESSAGE 3R TEXT OF ATC UPLINK MESSAGE 4L TEXT OF ATC UPLINK MESSAGE 4R TEXT OF ATC UPLINK MESSAGE 5L TEXT OF ATC UPLINK MESSAGE 5R 6L MORE 6R LSK 6R gives MORE instead of DOWNLINK (LOG is also removed) indicating that the message continues. When pressing MORE the second (or third, whatever is required) part of the message is shown. When the last part of the message is presented, the phrase =END OF MESSAGE= is indicated. Pressing RETURN returns to the page containing the previous part of the message. The WILCO key becomes available when the complete message has been presented. When the last part of the message is presented and after that the pilot selects any other part of the message above (PAGE UP), the WILCO remains available. UNABLE and STANDBY are available from the first part of the message being presented. ATC UPLINK 1/1 01:26 1L < UNABLE LOAD TO RTE> 1R 2L < STANDBY WILCO > 2R 3L TEXT OF ATC UPLINK MESSAGE 3R TEXT OF ATC UPLINK MESSAGE 4L TEXT OF ATC UPLINK MESSAGE 4R =END OF MESSAGE= 5L RETURN 5R 6L LOG DOWNLINK 6R More than one uplink message in queue In case more than one uplink is sent and not replied by the crew yet, the number of messages in queue is indicated in the top line (1/3 indicating three received messages in the example below). MA-AFAS PROJECT Page 62 of 86

63 ATC UPLINK MSG 1/3 01:26 1L < UNABLE LOAD TO RTE> 1R 2L < STANDBY WILCO > 2R 3L TEXT OF ATC UPLINK MESSAGE 1 3R 4L 4R 5L 5R 6L LOG DOWNLINK 6R Press <NEXT PAGE> button: ATC UPLINK MSG 2/3 01:26 1L < UNABLE LOAD TO RTE> 1R 2L < STANDBY WILCO > 2R 3L TEXT OF ATC UPLINK MESSAGE 2 3R 4L 4R 5L 5R 6L LOG DOWNLINK 6R Using the NEXT PAGE/PREV PAGE buttons on the MCDU the pilot can walk through the queue of messages. Each message can be replied independently and in the order preferred by the crew. MA-AFAS PROJECT Page 63 of 86

64 Log page log Uplink Uplink page 1/N wilco/unable/stby Wilco or Unable Uplink page 1/N clear Clear log Uplink page wilco/unable/stby More Return Uplink page 2/N wilco/unable/stby Log page Uplink Wilco or Unable Uplink page 2/N clear Wilco or Unable Uplink page N/N clear Clear Figure 5-5 Page tree structure of the uplink part only, detailing on multiple messages in the queue and messages consisting of more than one MCDU page Concatenated messages The ICAO SARP defines the capability of concatenated messages up to 5 message elements. This capability of creating concatenated downlink messages will not be provided by the system to the crew. Uplinked concatenated messages will only be used for error messages, no concatenation of ATC instructions is supported. The major reason for this is that a concatenated message may contain 5 elements which are to be responded by one response. Handling messages by R/T or CPDLC are inherently different and concatenation as applied in R/T communication has no relevance as such when applying CPDLC. (Background for this design decision was mainly outcomes of PETAL II: ) Responding to uplinks requiring pilot or system data Some uplinks require the crew to respond with their intent, estimations or capabilities. For example messages like when can you accept flight level. In these cases the system prepares a response message which contains data as far as known by the system. In case estimations are required, the system will prepare a message text in which the crew can insert the estimates requested by ATC. Only uplink messages which require a YES response in ATN terminology are covered here, not the WILCO/UNABLE response types.. An uplink would look like: MA-AFAS PROJECT Page 64 of 86

65 ATC UPLINK 1/1 01:26 1L < UNABLE PREPARE 1R 2L < STANDBY 2R 3L TEXT OF ATC UPLINK MESSAGE 3R 4L 4R 5L 5R 6L LOG DOWNLINK 6R For example: When can you accept FL 360?. Upon 1R PREPARE, the prepared downlink will be presented: ATC UPLINK REPLY 1/1 01:26 1L < UNABLE SEND > 1R 2L AUTO REPLY MESSAGE TXT 2R TIME 3L : 3R 4L 4R 5L RETURN 5R 6L LOG DOWNLINK 6R Example reply: We can accept FL 360 at: 13:09 In which the 13:09 is presented next to LSK 3L. Where 4L is a time field either to be filled by the crew, or pre-estimates as far as available by the system. UNABLE represents the can not accept response to this message. MA-AFAS PROJECT Page 65 of 86

66 ATC UPLINK 1/1 1L 1R 2L 2R 3L TEXT OF ATC UPLINK MESSAGE 3R 4L AUTO REPLY MESSAGE TXT 4R 5L 5R 6L CLEAR> 6R Log page log Uplink log Uplink Uplink page Show reply Show reply Uplink reply page Send Send Uplink page Clear Clear Figure 5-6 Page tree structure of the uplink branch, detailing on messages which require data in the response downlink message Responding to uplinks requiring event based response Uplink which require an event based response are messages like report reaching level XXX. Such messages require an immediate response WILCO or UNABLE and when responding with WILCO, a second response is to be send out when the condition is met. In this example when the new level is reached. For the pilot this process is hidden by providing the pilot with two options: UNABLE or AUTO REPORT. Upon AUTO REPORT the WILCO is sent immediately and when the condition is met, a report message is downlinked. This second downlink is transparent for the pilot, no pilot is action required. MA-AFAS PROJECT Page 66 of 86

67 ATC UPLINK 1/1 01:26 1L < UNABLE AUTO REPORT > 1R 2L < STANDBY 2R 3L TEXT OF ATC UPLINK MESSAGE 3R 4L 4R 5L 5R 6L LOG DOWNLINK 6R 5.8. Graphical route editing Graphical route editing means that the route can be modified with direct manipulation on the ND using the CCD. In FFAS any position can be used for drag-and-drop a route change point. In MAS published waypoints can be used, but pilot defined waypoints as well. New waypoints are created by double clicking the left hand button on the CCD while the cursor is positioned near a waypoint or leg. The waypoint can be moved to another position with the use of the CCD and a single click fixates its new position. New waypoints are -already during the slewing- presented as part of the modified flight plan, thus connected by two lines (short dashes, white) to a preceding and following waypoint. During the slewing operation the bearing and distance to both connecting waypoints are presented. If the new waypoint is dropped on the existing route then the previous intermediate part of this route is deleted. Clicking with the right hand button of the CCD on a waypoint will show two so-called waypoint control tags. The first control tag DIR TO will generate a modified route with a direct to the waypoint. Pressing the second control tag CROSS gives three adjacent data entry tags for altitude, speed and time crossing restrictions. The data entry tags for altitude and speed tasks have the possibility to select cross waypoint at maximum or cross waypoint at minimum options. After data entry the constraint selection is confirmed by a click on the data entry tag. A second click on crossing control tag will cancel the crossing constraint(s). A general EXEC and UNDO button are presented once a modified flight plan is generated and displayed. The undo function cancels the preceding pilot CCD action(s). The execute function activates the modified part to be included into the active flight plan. MA-AFAS PROJECT Page 67 of 86

68 Figure 5-7 Waypoint control tags selected (left), direct to selected (middle), crossing restrictions set (right) 5.9. Review of flight plan modifications The main information elements to make decisions on flight plan modifications are: - imminent heading, altitude and speed changes - effect on distance to destination - effect on estimated fuel-on-board at destination - and effect on estimated time of arrival at destination The heading and altitude changes can be checked in respectively the and PROF display mode. The effect on the target speed can not be checked prior to activation. The most appropriate solution is to present a symbol on the speed scale representing the new target speed, e.g. open circle, cyan. The effect on distance, fuel and time at destination can be checked on the MCDU PROGESS page Communication with Airline Operation Centre (AOC) Communication with the airline operation centre which requires crew actions (so, no automatic reporting) covers the following functions: Pre flight support Loadsheet Departure slot Flight plan Flight planning support Flight plan modifications (IFTM) Meteo*) Meteo data base Meteo TAF/METAR/SIGMET Free text *) Meteo is only part of the AOC page structure in case the avionics package does not include FIS applications. The AOC functions are accessible via the MCDU only, no ND support is provided. AOC functions are accessed via the INIT/REF main page. Regarding communication functions two main options exist. Option 1 MA-AFAS PROJECT Page 68 of 86