![]() This rule accommodates the use of FANS-1/A by long haul aircraft. Mandatory carriage of the ICAO compliant system is now the subject of an Implementing Rule (for aircraft flying above FL280) issued by the European Commission. The ICAO standard for CPDLC using the Aeronautical Telecommunications Network (ATN) is preferred for continental airspace and is currently being deployed in the core European Airspace by the EUROCONTROL Agency under the LINK2000+ Programme. The ICAO work continued after FANS-1 was announced, and continued to develop the CNS/ATM concepts. However, although many of FANS-1/A's known deficiencies with respect to its use in high density airspace were addressed in later versions of the product (FANS-1/A+), it has never been fully adopted for use in continental airspace. Both the new Airbus A380 and Boeing 787 have FANS-1/A capability.ĪTC services are now provided to FANS 1/A equipped aircraft in other oceanic airspaces, such as the North Atlantic. The main industry standards describing the operation of the FANS-1/A products are ARINC 622 and EUROCAE ED-100/ RTCA DO-258. Together, the two products are collectively known as FANS-1/A. Boeing also extended the range of aircraft supported to include the Boeing 777 and 767. The deployment of FANS-1 was originally justified by improving route choice and thereby reducing fuel burn.Ī similar product (FANS-A) was later developed by Airbus for the A340 and A330. It used existing satellite based ACARS communications ( Inmarsat Data-2 service) and was targeted at operations in the South Pacific Oceanic region. This was based on the early ICAO technical work for automatic dependent surveillance (ADS) and controller–pilot data link communications (CPDLC), and implemented as a software package on the flight management computer of the Boeing 747-400. In the early 1990s, the Boeing Company announced a first generation FANS product known as FANS-1. Work then started on the development of the technical standards needed to realize the FANS Concept. The FANS report was published in 1988 and laid the basis for the industry's future strategy for ATM through digital CNS using satellites and data links. In 1983, ICAO established the special committee on the Future Air Navigation System (FANS), charged with developing the operational concepts for the future of air traffic management (ATM). This integrated system is known as the Future Air Navigation System (FANS) and allows controllers to play a more passive monitoring role through the use of increased automation and satellite-based navigation. ![]() In an effort to improve aviation communication, navigation, surveillance, and air traffic management ICAO, standards for a future system were created. This traditional ATC system uses analog radio systems for aircraft Communication, navigation and surveillance (CNS).Īir traffic control's ability to monitor aircraft was being rapidly outpaced by the growth of flight as a mode of travel. The world's air traffic control system still uses components defined in the 1940s following the 1944 meeting in Chicago which launched the creation of the International Civil Aviation Organization (ICAO). In the FANS-B equipped Airbus A320 family aircraft, an Air Traffic Services Unit (ATSU) and a VHF Data Link radio (VDR3) in the avionics rack and two data link control and display units (DCDUs) in the cockpit enable the flight crew to read and answer the controller–pilot data link communications (CPDLC) messages received from the ground. The communications include air traffic control clearances, pilot requests and position reporting. The Future Air Navigation System ( FANS) is an avionics system which provides direct data link communication between the pilot and the air traffic controller.
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