FANS 1/A Presentation Minnesota Business Aircraft Association

Jo Kremsreiter
President – AirSatOne LLC
302-327-9999
jkremsreiter@airsatone.com

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

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 - jkremsreiter@airsatone.com

FANS and Iridium

Acceptance letter approving FANS over Iridium.

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

Designed for use in remote areas not served by Radar or ADS-B.
FANS 1/A is text messaging and position reporting via SatCom
Pilot interface is typically through the CDU or MCDU.
Replaces HF Radio Position reporting.
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.
This is known as Procedural Control - Air Traffic Services without the use of Radar.
HF radio communication involves contacting an HF operator who then transcribes the message and
sends it to the appropriate ATC Service Provider.
Responses from the ATC Service Provider go to the HF radio operator who contacts the airplane.
The voice quality of the connection is often poor leading to repeated messages.
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.

Jo Kremsreiter – President of AirSatOne LLC
- 636-233-2069 - jkremsreiter@airsatone.com

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

The future is here!

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

ADS-B is being implemented in domestic US Airspace.
Automatic Dependent Surveillance – Broadcast “B”. Through the transponder.
Replacing or enhancing a system currently in place - Radar and SSR (TXP)
Requires ground based transmitter / receivers.
ADS-C is being implemented in remote and oceanic airspace.

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

What is FANS

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

-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.
There are 4 types of contracts: 1) Periodic 2) Event 3) Demand 4) Emergency.
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.
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).
New separation called 30/30.. 30/30 makes a huge difference in airspace capacity.

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.
Without a logon, the ground system is unable to provide data link services to an aircraft.
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.
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.
A logon must be initiated by an aircraft, but there are two ways that this initiation can occur; manually or
automatically.
The manual logon is performed:
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
• 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.

• No Altitude Loss When Crossing Tracks
FANS 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 Charges
Some Air Navigation Service Providers charge a fee for HF flight-following offer a reduced
rate for FANS due to improved efficiencies.

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.
Polar Routes allow the aircraft to take advantage of great circle navigation which is a more
direct route to countries such as China.
Both FANS and Polar Routes save time, fuel, money and carbon emissions – (EU carbon
tracking requirement for Aviation).
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
From / TO

Note

Time
Global cost
savings in
per
minutes
Minute

Global
BBJ savings for
GV cost per GV Savings
BBJ Cost per minute
savings for
Minute
for leg
leg
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

20

$56.23

$1,124

$56.57

$1,131

$101.96

$2,039

Dubai to San Francisco Winter
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

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

NY to Singapore

• 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.


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 - jkremsreiter@icg.aero

FANS MESSAGING:

Jo Kremsreiter - Regional Sales Director 636-357-1958 - - jkremsreiter@airsatone.com
Jo Kremsreiter – President of AirSatOne LLC- - 636-233-2069jkremsreiter@icg.aero

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.


Emergency Message

Jo Kremsreiter - Regional Sales Director - 636-357-1958 - jkremsreiter@icg.aero

Safety Voice

Inmarsat is already approved for Safety Voice Services

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.

Safety Voice and Iridium
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.

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.

Questions or Comments?
Jo Kremsreiter
AirSatOne – President
636-233-2069
jkremsreiter@airsatone.com

FANS 1/A Presentation Minnesota Business Aircraft Association

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