The basic on board datalink communication system is typically composed by the following sub systems 1 Communication Management Unit CMU 2 Multi purpose Control and ?
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The different types of ADS contracts can be 1 periodic at periodic time intervals2 on demand when asked for by the ATC3 on event whenever a specified event occursThe combination which regroups all ?
The on board communication devices to transmit and receive datalink communication can be 1 VHF COM2 HF COM3 SATCOMThe combination which regroups all of the correct statements is ?
The datalink communications between aircraft and ground can be performed the following system the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. 
A mayday datalink can be sent to atc via data links are used year tower en route applications based on dating acars protocols the european union has mandated use of cpdlc in its upper airspace 2013 cpdlc stands controller pilot data link communication cpdlc application consists the controller the pilot exchange atc requests instructions over datalink rather than vhf or hf radio therefore a mayday datalink can be sent to atc via cpdlc application. 
The acars allows air/ground datalink communications Airline operational air traffic communications (aoc atc). the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. 
A d atis An atis received datalink. the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. Question 53-8
The fans concept includes A datalink communication between aircraft the atc centers to replace voice communication. the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. Question 53-9
The ground routing of atc datalink communications performed By service providers (sita arinc) that can be interconnected to provide continuity of transmissions. the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. Question 53-10
The following atc clearances can be received via datalink application By service providers (sita arinc) that can be interconnected to provide continuity of transmissions. the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. Question 53-11
The cpdlc a fans application which consists in Transmitting datalink formatted messages between pilot atc controller. the aim of fans to provide an integrated air traffic control system in areas where radar not available using gnss to define aircraft position with datalink voice communications through geostationary lower orbit satellites providing global coverage to atc centres this will provide atc with continuous information on aircraft positions direct pilot to controller communications when in operation this will allow separation distances to be significantly reduced if position accuracy degraded any reason aircraft still have tcas to warn of any potential conflict cpdlc permits datalink messages to be generated all stages of flight the messages have a fixed format defined within fms atsu computers are activated the atc controller or pilot either as an instruction or response to a request the messages are annotated according to whether a response required or not for example if pilot instructed to report levelling at fl310 then message will remain open until aircraft reaches fl310 when fms will send response the confirmation that aircraft at fl310 does not require a response from controller so message will automatically close one received at ground station example new york oceanic control (kzwy ctl) asks via cpdlc interface to climb maintain fl400 to report when levelled at fl400 the pilots have already answered wilco (we will comply). Question 53-12
The ads a fans application which consists in Sending automatically aircraft surveillance data to air traffic controller. the future air navigation system (fans) an avionics system which provides direct data link communication between pilot the air traffic controller with ads (automatic dependent surveillance) application an air traffic controller can set up a contract with airplane navigational system to automatically send a position report on a specified periodic basis (such as every 5 minutes) the controller can also set up deviation contracts which would automatically send a position report if a certain lateral deviation was exceeded this contracts are set up between atc the aircraft systems the flight crew has no workload associated with this set up. Question 53-13
In a datalink system uplink communications consist in transmitting data From ground to aircraft. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-14
In a datalink system downlink communications consist in transmitting data From aircraft to ground. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-15
The ads a fans application performed Automatically without any crew action to define set of data to downlink or type of report contract. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-16
When sent a mayday datalink to atc has following effect on ads The ads contract switched to high periodic reporting rate. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-17
The characteristics of satcom transmissions used datalink communications are No line of sight limitation no variable quality of signals disturbed ionospheric conditions. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-18
The notification phase log on a fans application which consists in transmitting aircraft information and Associated datalink capability prior to operating any datalink communications with atc. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-19
Comparing media used to transmit datalink communications appropriate classification from slowest to fastest data transmission rate Hf datalink vhf datalink satcom. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-20
The notification phase log on a fans application which consists in Establishing air/ground connection to verify if datalink communication can be performed. Uplink = from ground to aircraft downlink = from aircraft to ground. Question 53-21
The uplink datalink 'at position climb to altitude and maintain' part of Establishing air/ground connection to verify if datalink communication can be performed. the cpdlc a fans (future air navigation system) application which consists in transmitting datalink formatted messages between pilot atc controller the aim of fans to provide an integrated air traffic control system in areas where radar not available using gnss to define aircraft position with datalink voice communications through geostationary lower orbit satellites providing global coverage to atc centres this will provide atc with continuous information on aircraft positions direct pilot to controller communications when in operation this will allow separation distances to be significantly reduced if position accuracy degraded any reason aircraft still have tcas to warn of any potential conflict cpdlc permits datalink messages to be generated all stages of flight the messages have a fixed format defined within fms atsu computers are activated the atc controller or pilot either as an instruction or response to a request the messages are annotated according to whether a response required or not for example if pilot instructed to report levelling at fl310 then message will remain open until aircraft reaches fl310 when fms will send response the confirmation that aircraft at fl310 does not require a response from controller so message will automatically close one received at ground station example new york oceanic control (kzwy ctl) asks via cpdlc interface to climb maintain fl400 to report when levelled at fl400 the pilots have already answered wilco (we will comply). Question 53-22
The uplink datalink messages 'climb to reach altitude by time' means A climb to commence at a rate such that specified level reached at or before specified time. the cpdlc a fans (future air navigation system) application which consists in transmitting datalink formatted messages between pilot atc controller the aim of fans to provide an integrated air traffic control system in areas where radar not available using gnss to define aircraft position with datalink voice communications through geostationary lower orbit satellites providing global coverage to atc centres this will provide atc with continuous information on aircraft positions direct pilot to controller communications when in operation this will allow separation distances to be significantly reduced if position accuracy degraded any reason aircraft still have tcas to warn of any potential conflict cpdlc permits datalink messages to be generated all stages of flight the messages have a fixed format defined within fms atsu computers are activated the atc controller or pilot either as an instruction or response to a request the messages are annotated according to whether a response required or not for example if pilot instructed to report levelling at fl310 then message will remain open until aircraft reaches fl310 when fms will send response the confirmation that aircraft at fl310 does not require a response from controller so message will automatically close one received at ground station example new york oceanic control (kzwy ctl) asks via cpdlc interface to climb maintain fl400 to report when levelled at fl400 the pilots have already answered wilco (we will comply). Question 53-23
The uplink datalink 'at time climb to and maintain altitude means At specified time a climb to specified altitude to be started the specified altitude to be maintained. the aim of fans (future air navigation system) to provide an integrated air traffic control system in areas where radar not available using gnss to define aircraft position with datalink voice communications through geostationary lower orbit satellites providing global coverage to atc centres this will provide atc with continuous information on aircraft positions direct pilot to controller communications when in operation this will allow separation distances to be significantly reduced if position accuracy degraded any reason aircraft still have tcas to warn of any potential conflict cpdlc permits datalink messages to be generated all stages of flight the messages have a fixed format defined within fms atsu computers are activated the atc controller or pilot either as an instruction or response to a request the messages are annotated according to whether a response required or not for example if pilot instructed to report levelling at fl310 then message will remain open until aircraft reaches fl310 when fms will send response the confirmation that aircraft at fl310 does not require a response from controller so message will automatically close one received at ground station example new york oceanic control (kzwy ctl) asks via cpdlc interface to climb maintain fl400 to report when levelled at fl400 the pilots have already answered wilco (we will comply). Question 53-24
The fans concept involves implementation of datalink systems use in 1 aircraft communications2 aircraft navigation3 aircraft surveillance At specified time a climb to specified altitude to be started the specified altitude to be maintained. the fans concept involves improvements to communication navigation surveillance communication improvements this involved a transition from voice communications to digital communications specifically acars was used as communication medium this allowed other application improvements an application was hosted on airplane known as controller?pilot data link communications cpdlc) this allows flight crew to select from a menu of standard atc communications send message receive a response a peer application exists on ground the air traffic controller they can select from a set of messages send communications to airplane the flight crew will respond with a wilco standby or reject the current standard message delivery under 60 seconds one way navigation improvements this involves a transition from inertial navigation to satellite navigation using gps satellites this also introduced concept of actual navigation performance (anp) previously flight crews would be notified of system being used to calculate position (radios or inertial systems alone) because of deterministic nature of gps satellites (constellation geometry) navigation systems can calculate worst case error based on number of satellites tuned the geometry of those satellites (note it can also characterize potential errors in other navigation modes as well) so improvement not only provides airplane with a much more accurate position it also provides an alert to flight crew should actual navigation performance exceed required navigation performance (rnp) surveillance improvements this involves transition from voice reports (based on inertial position) to automatic digital reports the application known as ads c (automatic dependent surveillance contract) in this system an air traffic controller can set up a contract with airplane navigational system to automatically send a position report on a specified periodic basis (such as every 5 minutes) the controller can also set up deviation contracts which would automatically send a position report if a certain lateral deviation was exceeded this contracts are set up between atc the aircraft systems the flight crew has no workload associated with this set up. Question 53-25
Acars systems consist of On board units ground units. the acars system used to transmit non vocal messages between an aircraft the ground vhf or satellite communication it can be used in particular operators to transmit information in real time (meteorological data flight progress information etc) there are three major categories of that can be transmitted non vocal (atc) communication messages with an air traffic control centre (cpdlc in particular) operational communication messages (aoc) with operator's operations centre maintenance messages exclusively from aircraft to maintenance centre acars messages are transmitted as a priority vhf or satellite if vhf unavailable they pass through an acars service provider's server (arinc or sita) before arriving at operator's centre. Question 53-26
The uplink datalink 'expect cruise climb at time means A climb instruction should be received to initiate cruise climb at specified time. Revised ecqb04 october 2017 mathildedb as an atc 'expect' means to me 'instruction should be receive is not (at all) an instruction to climb (although we do not use it very often because of high risk of misunderstanding) according to datalink clearance monitoring certificate 'expect cruise climb at time is followed 'all are clearance expectations although these messages are included in fans set air traffic controllers are discouraged from using them since they may cause confusion might induce crews to follow 'expect' message'. Question 53-27
The datalink communication « check stuck microphone frequency » refers to a request from The atc to pilot to check microphone buttons due to a continuous transmission detected on frequency. a 'check stuck microphone' instruction may be sent atc in circumstances where an aircraft inadvertently blocking a voice communication frequency for fans aircraft a roger response expected to this instruction if 'check stuck microphone' instruction relates to r/t frequency being used then aircrew shall check that their radio equipment not causing blockage if 'check stuck microphone' instruction does not relate to r/t frequency being used then no further aircrew action required. Question 53-28
The fms provides following functions 1 fuel management2 lateral flight plan management3 icing management4 aircraft position computationthe combination which regroups all of correct statements The atc to pilot to check microphone buttons due to a continuous transmission detected on frequency. a 'check stuck microphone' instruction may be sent atc in circumstances where an aircraft inadvertently blocking a voice communication frequency for fans aircraft a roger response expected to this instruction if 'check stuck microphone' instruction relates to r/t frequency being used then aircrew shall check that their radio equipment not causing blockage if 'check stuck microphone' instruction does not relate to r/t frequency being used then no further aircrew action required. Question 53-29
The fms provides following functions 1 aircraft position computation 2 traffic alerts 3 lateral flight plan management 4 fuel management the combination which regroups all of correct statements The atc to pilot to check microphone buttons due to a continuous transmission detected on frequency. a 'check stuck microphone' instruction may be sent atc in circumstances where an aircraft inadvertently blocking a voice communication frequency for fans aircraft a roger response expected to this instruction if 'check stuck microphone' instruction relates to r/t frequency being used then aircrew shall check that their radio equipment not causing blockage if 'check stuck microphone' instruction does not relate to r/t frequency being used then no further aircrew action required. Question 53-30
The fms overfly function consists in Manually selecting a flight plan waypoint to fly over when sequencing it instead of flying at transition. With most fms you do not actually overfly waypoints you start turn just before reaching way point so you in effect turn early (before you reach waypoint) cut corner the 'overfly' function ensures that aircraft doesn't cut corner but does go overhead specified waypoint before turning on to next track. Question 53-31
The 'fm navigation database processing should include following check s At each phase of process from reception of each supplier's data to distribution loading of formatted database. Each navigation database valid a 28 day period that from moment you receive it until it finally installed in an aicraft someone needs to check period of validity at every stage of process the correct loading into system. Question 53-32
The most common sensors interfacing a fms to compute aircraft position along flight plan are 1 mls2 gps3 vor4 irsthe combination which regroups all of correct statements At each phase of process from reception of each supplier's data to distribution loading of formatted database. The most common sensors interfacing a fms to compute aircraft position along flight plan are irs dme gps vor mls ils ndb can be used as inputs to fmc position but not along flight plan only on departure or on arrival. Question 53-33
The most common sensors interfacing a fms to compute aircraft position along flight plan are 1 irs2 dme3 ndb4 gpsthe combination which regroups all of correct statements At each phase of process from reception of each supplier's data to distribution loading of formatted database. The most common sensors interfacing a fms to compute aircraft position along flight plan are irs dme gps vor mls ils ndb can be used as inputs to fmc position but not along flight plan only on departure or on arrival. Question 53-34
The most common sensors interfacing a fms to compute aircraft position along flight plan are 1 gps2 ndb3 dme4 localizerthe combination which regroups all of correct statements At each phase of process from reception of each supplier's data to distribution loading of formatted database. the most common sensors interfacing a fms to compute aircraft position along flight plan are irs dme gps vor mls ils ndb localizer can be used as inputs to fmc position but not along flight plan only on departure or on arrival. Question 53-35
The most common sensors interfacing a fms to compute aircraft position along flight plan are 1 dme2 gps3 localizer4 ndbthe combination which regroups all of correct statements At each phase of process from reception of each supplier's data to distribution loading of formatted database. the most common sensors interfacing a fms to compute aircraft position along flight plan are irs dme gps vor mls ils ndb localizer can be used as inputs to fmc position but not along flight plan only on departure or on arrival. Question 53-36
The fms provides following functions 1 radio tuning2 fuel management3 lateral flight plan management4 traffic alertsthe combination which regroups all of correct statements At each phase of process from reception of each supplier's data to distribution loading of formatted database. traffic alerts are given the tcas. Question 53-37
Concerning fms flight management system cost index determined dividing Aircraft operating cost fuel cost. cost index = time related cost of an airplane operation /cost of fuel. Question 53-38
Concerning fms flight management system entering a high cost index results in High airspeed high fuel trip. Cost index the ratio of time related costs (crew salaries maintenance etc ) to fuel cost as one of independent variables in speed schedule computation cost index (ci) = flight time related cost/fuel cost the cost index allows airlines to weight time fuel costs based on their daily operations a higher 'cost index' will result in a higher cruising speed cost index about fuel cost not quantity cost index a made up figure which when input into fmc used to calculate econ speed the higher cost index number faster aircraft flies basically company decides on cost of keeping aircraft in air includes all sorts of costs such as crew aircraft operating costs fuel etc they then decide whether they want aircraft to fly faster or slower adjust cost index as needed. Question 53-39
Concerning fms flight management system entering a cost index of zero results in Maximum range airspeed. Cost index the ratio of time related costs (crew salaries maintenance etc ) to fuel cost as one of independent variables in speed schedule computation cost index (ci) = flight time related cost/fuel cost the cost index allows airlines to weight time fuel costs based on their daily operations a high 'cost index' will result in a high cruising speed a cost index of zero results in minimum trip fuel (you will fly at 'maximum range airspee) cost index about fuel cost not quantity cost index a made up figure which when input into fmc used to calculate econ speed the higher cost index number faster aircraft flies basically company decides on cost of keeping aircraft in air includes all sorts of costs such as crew aircraft operating costs fuel etc they then decide whether they want aircraft to fly faster or slower adjust cost index as needed. Question 53-40
The fms approved localizer approaches If localizer signals are used the fms. Cost index the ratio of time related costs (crew salaries maintenance etc ) to fuel cost as one of independent variables in speed schedule computation cost index (ci) = flight time related cost/fuel cost the cost index allows airlines to weight time fuel costs based on their daily operations a high 'cost index' will result in a high cruising speed a cost index of zero results in minimum trip fuel (you will fly at 'maximum range airspee) cost index about fuel cost not quantity cost index a made up figure which when input into fmc used to calculate econ speed the higher cost index number faster aircraft flies basically company decides on cost of keeping aircraft in air includes all sorts of costs such as crew aircraft operating costs fuel etc they then decide whether they want aircraft to fly faster or slower adjust cost index as needed.
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