A340/A330 FMS Datalink Ground User Guide

A340/A33 0
FMS Datalink
Ground Users Manual
EIS (Entry Into Service)
This Honeywell FMS Datalink Users Manual was written as an aid to the operation of the datalink interface
with the A340/A330 family of FMS equiped aircraft. In no case wilLthis manual be used as an authorized
document replacing FAA, CAA or other certifying authority approved manuals or checklists.
PROPRIETARY NOTICE
This document and information disclosed herein are proprietary data of Honeywell
Inc. Neither this document nor the information contained herein shall be reproduced, used, or disclosed to others without the written authorization of Hone~ell
Inc., except for training on reCipients equipment.
.
COPYRIGHT 1993, HONEYWELL, INC.

ALL RIGHTS RESERVED.
HC)I1eywell
Helping
You Control Your World

C11-5112-OO1-OO
May 1993
Printed in U.SA
@1993Honeywelllnc
... . $25.00.
Honeywell Confidential & Proprietary
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A330/A340 FMS Datatink Ground Users Manual
Table of Contents
1 Overview................ .... .......... ....... ....... ................... .............. ...... ............ ........................ ..... ..... ................ 1
1.1 General System Operation.... .... .................. ....................... .... ....... ...... ................. ..... ..................... 1
1.2 Datalink Status Indication ...............................................................................................;............... 3
1.3 Message structure .......... ........... ...... .................... .................................. ... ... .............. ... .................. 3
1.3.1 User Address Field... ......... ................... .................. ............ .... .................... ..................... 9
1.3.2 Imbedded Message Identifier (IMI) ............ ..... ........ .... ................................. ........ ............ 9
1.3.3 Imbedded Element Identifier (IEI) .................................................................................. 10
1.3.4 Cyclic Redundancy Check (CRC).................................................................................. 10
1.3.5 System Limitations & Transaction Examples................................................................. 10
1.4 System IEls ................................................................................................................................... 14
1.4.1 Sequence Number IEI - SN ............................................................................................ 14
1.4.2 Ground Address IEI - GA ........................... ..... .................. ... .......... ................................ 14
1.4.3 Company Address IEI- CA ............................................................................................ 14
1.4.4 Time Stamp IEI - TS ...................................................................................................... 15
1.4.5 Scratch Pad IEI - SP ................................... ...... ..... ...... ......................... ......................... 15
1.5 Message Buffering ........ ... ....... ......................................... ..... ............................... ......................... 16
1.6 Message Processing Order ............................................................................................................ 17
1.7 Airline Policy File (APF) Options ................................................................................................... 18
2 Uplink Messages ...... ............ ........ ........... ........................................................................... ....................

2.1 Flight Plan Uplinks (FPN. FPC) .....................................................................................................
2.1.1 Flight Plan Element Identifiers (FPEls) Ordering and Interpretation ...............................
2.1.1.1 Airporl Element Processing .................... ........................................................
2.1.1.1.1
Departure Airport Element (:DA:) Processing (23); 2.1.1.1.2
Arrival Airport Element (:AA:) Processing (24)
2.1.1.2 Company Route Element (:CR:) Processing ...................................................
2.1.1.3 Departure Runway Element (:R:) ProceSSing ..................................................
2.1.1.4 Departure Procedure and Transition Elements (:D: .) Processing ....................
2.1.1.5 Airway Elements (.) Processing ......................................................................
2.1.1.6 En Route Segment Elements (:F:) Processing ................................................
2.1.1.7 Direct Fix Elements (..) Processing .................................................................
2.1.1.8 Along Track Elements (:AT:) Processing ........................................................
2.1.1.9 Hold Elements (:H:) Processing ......................................................................
2.1.1.10 Arrival Procedure and Transition Elements (:A: . ) Processing .......................
2.1.1.11 Approach and Approach Transition Elements (:AP: ..) Processing .................
2.1.1.12 Arrival Runway Elements (0) Processing ......................................................
2.1.1.13 Waypoint Speed/Altitude Elements (:V:) Processing .....................................
2.1.1.14 Waypoint Step Climb Elements (:WS:) Processing .......................................
2.1.1.15 lat/Lon Reporting Point Elements (:RP:) Processing ....................................
2.1.1.16 latitude/longitude Fix Formats ............ .............. ...................... ....................
2.1.1.17 PlacelBearing Distance Fix Formats .............................................................
2.1.1.18 Speed/Altitude Constraint FormaL ...............................................................
2.1.1.19 Place-Bearing/Place-Bearing Fix FormaL........ ...... ......................................
2.1.1.20 Nav. DB Fix Identifier Format .................................. .....................................
2.2 Performance Uplinks (PER) ..... ................... ...................... ..... ........... ....... .................. ...................
2.2.1 Performance Data Element Processing (PD) ............................ .....................................
2.2.2 PER Uplink Rejection Criteria ........................................................................................
2.2.3 FPXlPER Dependance and Redirection logic ................................................................
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A330/A340 FMS Datalink Ground Users Manual
2.3 Load Infonnation (Takeoff data, LDI) Uplinks ................................................................................

2.3.1 Takeoff Data Uplink Fonnat ...........................................................................................
2.3.2 Runway Element Processing (RW) .................. ................. ............... ..............................
2.3.3 Center of Gravity Element Processing (CG) ..................................................................
2.3,4 LDI Uplink Rejection Criteria ..........................................................................................
2.4 Wind Infonnation Uplinks (PWI) .......................................... ............. .............................................
2.4.1 Climb Wind Element Processing (CB) ............................................................................
2.4.2 En Route Wind Element Processing (WO) ........................ .............................................
2.4.3 Descent Forecast Winds Element Processing (DD) ........... ... ............ .......... ....................
2.4.4 Alternate Route Wind Element Processing (AW) ...........................................................
2.4.5 PWI Uplink Rejection Criteria .........................................................................................
2.5 Position Reporting Fix Uplink (POS) ..............................................................................................
2.5.1 Reporting Fix Element Processing (RF) .........................................................................
2.5.2 POS Uplink Rejection Criteria ........................................................................................
2.6 Request for Report Uplinks (REO) ........................ :........................................................................
2.6.1 Request Element Text ...................................................................................................
2.6.2 REO Uplink Rejection Criteria ........................................................................................
42
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48
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55
57
59
59
61
61
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63
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3 Downlink Messages ................................................................................................................................

3.1 Position Report - POS .................................................. ............. .......... ..........................................
3.1.1 Position Report Fonnat ............................ .................. .......... ..........................................
3.2 Progress Report - PRG ..................................................................................................................
3.2.1 Progress Report Fonnat .................................................................................................
3.3 Flight Plan Downlinks - .................................................................................................................
3.3.1 Flight Plan Reports (FPNIFPC) ......... ......................... ............. ....................... ................
3.3.1.1 Flight Plan Report Fonnat .. ... ............................... ..........................................
3.3.2 Flight Plan Requests (REOFPN) ..................... ..................... ... .......................................
3.4 Perfonnance Downlinks .................................................................................................................
3.4.1 Perfonnance Data Report - PER ....................................................................................
3.4.2 Perfonnance Initialization Request - REOPER................................. ..............................
3.5 Load Infonnation Request - REOLDI ......................................................................... ... .................
3.6 Predicted Wind Infonnation Request - REOPWI ............................... ............................................
3.6.1 Climb Wind Request Element Text - CO ........................................................................
3.6.2 Enroute Wind Request Element Text - WO ....................................................................
3.6.3 Descent Forecasts Request Element Text - DO .............................................................
3.6.4 Alternate Wind Request Element Text - WR ..................................................................
3.7
Response Report Downlinks - RES ................. ........................... ..............................................
3.8
Downlink Rejection Messages - REJ ............... ............. .............. ......................... .....................
3.8.1 Error Data List................................................................................................................
3.8.2 Error Data Codes: per ARINC 702 ...................................... ............ ..............................
3.8.3 Error Type Codes: per ARINC 702 ................................................................................
3.8.4 Extended Error Codes: per ARINC 702 .........................................................................
3.8.5 Error Code Triplets Cross Reference (A330/A340 Specific): ...........................................
3.9
Deferrals....................................................... ............... ............ ............ ........... ..... ............. .......
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A330/A340 FMS Datal ink Ground Users Manual
Honeywell Confidential &Proprietary
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1 OVERVIEW
The datalink message system (also known as ACARS) to the Flight Management System (FMS) is designed
to reduce crew workload, by reducing the effort required to input data to the aircraft FMS. This is
accomplished by uplinking data to the FMS and presenting it to the crew for review and acceptance. This
sequence of events subsequently allows the aircrew with a few keystrokes to load each class of data (Flight
plan, Performance, Takeoff and Wind), minimizing errors and reducing the manual entry workload.
Additionally, datalink can be used to provide air1ine ground centers the current aircraft data, position and
progress information.
Note that whenever MCDU pages are referenced in this manual, it is assumed that the FMS is the selected
sub-system.
Note also that the FMS provides the ACARS Management Unit (MU) with various types of flight data which
can then be independantly downlinked by the ACARS MU. Transmission of this data (known as FMS
Broadcast Data) is controlled by the ACARS MU and is therefore not discussed in this document.
1.1 GENERAL SYSTEM OPERATION
The data link service provider uses the flight number or tail number, provided by the transmitting facility
(air1ine) to route the message to the desired aircraft. Once on board the aircraft, the message is routed by
the ACARS Management Unit (MU) to the appropriate on-board system based on the uplink label (the FMS
in this case).
The communication protocol between the FMS and the ACARS MU is based on the ARINC 429
(Williamsburg protocol). The communication protocol between the ground station and the FMS is based on
the ARINC Specification 702 and AEEC letter 90-050IDLK 342 (which is expected to be incorporated into
ARINC Specification 619).
Ground routing for a downlink message to the air1ine is handled via air1ine identification or optional ground
address(es).
The datal ink message system consists of two major functions, Uplinks and Downlinks. Uplinks transmit data
from Air Traffic Control's (ATC) or the air1ine's ground-based operational facility to the FMS. Downlinks
transmit data from the FMS to the Air Traffic Control or the air1ine ground-based operational facility. Uplinks
are categorized into 6 categories: Flight Plan Initialization, Performance Initialization, Takeoff Data, Wind
Data, Position Report Trigger Data, and Request for Downlink Reports. Downlinks consist of the following
types: Requests, Reports, Responses and Rejections. Request down links are initiated by the flight crew as a
request for an uplink of related data. Report downlinks transmit current FMS data at the time the report was
requested or initiated manually by the flight crew. Response downlinks acknowledge the uplinks, or report
the flight crew actions in response to the uplinks (e.g. Accept or Reject). Rejection downlinks are sent to
indicate any errors in uplink messages.
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MCDU
MCDU
FM
FM
MANAGEMENT
UNIT
(MU)
VHF
I-00I1-----,
MODES
CDU
GROUND BASED STATION
C61220#
FMS Datalink Components

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1_2 DATALINK STATUS INDICATION

The datal ink status indicates the current Management Unit (MU) link status on the aircraft. When the
Datalink status is READY, selection stars are displayed next to datalink prompts on the aircraft MCDU, and
datalink communication overthe datalink network is possible. When the status is NOT READY (for example
when the MU is inoperative or the MU cannot establish a data link to the ground), no selection stars are
displayed and cockpit in~iation of datalink communication is not allowed.
1.3 MESSAGE STRUCTURE

Each message consists of an optional user address field, followed by an Imbedded Message Identifier (IMI),
followed by a group of elements and/or one or more Imbedded Element Identifiers (IEls) and associated text,
followed by a four character End-to-end Cyclic Redundancy Check (CRC).
The IMIIIEI combinations supported by the A330/A340 FMS are as shown on the following pages:
(where XXX may be any three alpha-numeric characters) 1
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A330JA340 FMS DataLink Ground Users Manual
IMIIIEI Uplink Messages

FPN
Flight Plan Uplink

FN
Flight Number
RP
Active/Inactive Route
RI
Inactive Route
RA
Alternate Active/Inactive Route
MW Mean Wind
SN
Message Sequence Number
FPC
A TC Flight Plan Uplink

FN
Flight Number
RP
RI
Inactive Route
RA
Alternate Active/Inactive Route
SN
Message sequence Number
PER
Performance Data Uplink

PD
Performance Data
SN
LOI
Load Information Uplink

RW
Runway Data
CG
Center of Gravity
SN
PWI
Predicted Wind Data Uplink

CB
Climb Wind Data
Enroute Wind Data
WO 00
Descent Wind Data
AW
Alternate Wind Data
SN
POS
Position Fix Uplink

RF
POSition Report Fix
SN
REQ
Report Request Uplink (IEls processed by FM are given after each IMI)
FPN
(Airline)FPN Report Request(RP, FN, PR, DT, CA, GA, TS)
(ATC) FPC Report Request (RP, FN, PR, DT, CA, GA, TS)
FPC PER
Perf. Data Report Request (RP, FN, PR, DT, CA, GA, TS)
POS
Position Report Request
(RP, FN, PR, DT, CA, GA, TS)
PRG
Progress Report Request (RP, FN, PR, DT, CA, GA, TS)
Custom Report Request
(RP, FN, PR, DT, CA, GA, TS)
XXX
(
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A330/A340 FMS DataLink Ground Users ManuaL
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IMIIIEI Downlink Messages
FPN
Flight Plan
FN
RP
RA
CA
GA
TS
SP
FPC
Flight Plan Report Downlink for ATC

FN
Flight Number
RP
Active Route
RA
Active Alternate Route
Company Address
CA
GA
Ground Address
TS
Time Stamp
Report Downlink for the Airline

Flight Number
Active Route
Active Alternate Route
Company Address
Ground Address
Time Stamp
Scratch Pad
Performance Data Report Downlink

PR
Performance Data
CA
Company Address
GA
Ground Address
TS
Time Stamp
'\.
PosHion Report Downlink

CA
Company Address
GA
Ground Address
TS
Time Stamp
Scratch Pad
SP
Progress Report Downlink
DT
Destination Report
FN
Flight Number
CA
Company Address
GA
Ground Address
TS
TIme Stamp
xxx
Custom Report
RP
FN
Flight Number
PR
Performance Data
DT
Destination Report
CA
Company Address
GA
Ground Address
TS
Time Stamp
* The IMI/IEI combinations given are for the default reports (FN not included on solicHed PRG).
Reports may be customized.
5/6
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IMI/IEI Downlink Messages (Continued)
REQ
Request Downlinks
FPN Flight Plan Request Downlink
FN
Flight Number
CO
Company Route
CA
Company Address
GA
Ground Address
TS
Time Stamp
SP
Scratch Pad
PER Performance Initialization Request Downlink
PQ
Performance Data Request
CA
Company Address
GA
Ground Address
TS
Time Stamp
LDI Load Information Request Downlink
RQ
Runway Data Request
CA
Company Address
GA
Ground Address
TS
Time Stamp
SP .
Scratch Pad
PWI Predicted Wind Data Request Downlink
CQ
Climb Forecast Request
Wind Request (for CRZ winds)
WQ DQ
Descent Forecast Request
WR Altemate Airport Weather Request
CA
Company Address
GA
Ground Address
TS
Time Stamp
SP
Scratch Pad
REJ
Rejection Message Downlink

Flight Plan Data Rejection (for airline)
FPN FPC
Flight Plan Data Rejection (for ATC)
Performance Data Rejection
PER
Take Off Data Rejection
LDI
PWI
Predicted Wind Data Rejection
pas
Position Fix Data Rejection
Request Rejection
REQ
CA
Company Address
GA
Ground Address
TS
Time Stamp
RES
Downlink Response
AK
Acknowledge
AC
Accept
RJ
Reject
7/8
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1.3.1 User Address Field

The optional user address field in downlinks contain the ground address(es) as specified in the Airline Policy
File (APF) (see Section 1.7 [APF]) and/or in the report request uplinks. Different address(es) can be
specified for different downlink data types. A maximum of 12 ground addresses can be included in a
downlink; 5 addresses from the APF and 7 addresses from the GA IEI in the report request uplink (see
Section 1.4.2 [GAD. Each of these ground addresses represents an airline ground system (i.e. maintenance
facility, flight operations etc.) and is used by the service provider for message routing. If the optional
address field is used, it is placed at the beginning of the message before the IMI (see Section 1.3.2 [IMID.
These addresses are preceded by a slash (I), with each address separated by a space (for more than one
address). The field is terminated by a period (.).
Note that these same address may also be repeated within the down link message text in the GA IEI (see
Section 1.4.2).
Example:
IAOC1234 XYZ5678.
The two ground addresses are AOC1234 and XYZ5678.
{
,
1.3.2 Imbedded Message Identifier IIMII

The three character Imbedded Message Identifier (IMI) is used to identify the message type. Only one IMI is
used per message.
Uplink IMI
Message Type
FPN
FPC
PER
LDI
PWI
POS
REO
Flight Plan
Flight Plan Clearance
Performance Initialization
Load (Takeoff) Information
Wind Information
Position Reporting Fixes
Report Request
Downlink IMI
Message Type
FPN
FPC
PER
POS
PRG
REO
RES
REJ
Flight Plan Report

Flight Plan Clearance Report
Performance Initialization Report
Position Report
Progress Report
Request
Response
Rejection
'-"
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A330/A340 FMS DataLink Ground Users Manual
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1.3.3 Imbedded Element Identifier IIEII

The two character Imbedded Element Identifier (IEI) is used to identify a group of one of more elements. An
element is a single parameter or a group of parameters which represent a single piece of data. When an
element or a group of elements are repeated within the IEI field, they are organized as a list structure. Each
element or group of elements in a list structure is called a list entry.
The following control characters are used in an IEI and listed in hierarchical order:
IEI delimiter terminates the preceding IEI and introduces the next IEI.
List terminator indicates the end of a list, list entry or element.
List entry terminator separates list entries and introduces new list entries.
Element text terminator separates element text.
Note that due to the hierarchy, the trailing terminators are not required.
1.3.4 Cvclic Redundancy Check (CRC)

The four character End-ta-end CRC is the encoded 16 bit CRC computed on the message text, beginning
with the first character of the IMI. This CRC is as defined in ARINC characteristic 702, supplement 5. The
message Originator appends the CRC to the message prior to transmission. Upon receipt of the message, a
CRC is calculated and compared to the CRC received in the message, to verify the end-ta-end integrity of
the message contents.
1.3..5 System Limitations and Transaction Examples

Uplink and downlink transfers between the FMS and the ACARS MU are limited by the FMS to a maximum
size of two ARINC 429 Link Data Units (LDUs). From the ground station point of view, this limits uplinks and
downlinks to a maximum size 1255 useful characters (1259 including the 4 character end-ta-end CRC). The
characters themselves must all be part of the ISO ALPHABET NUMBER 5 MESSAGE TEXT SUBSET OF
ALLOWABLE ASCII CHARACTERS as shown below.
(
10
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A330fA340 FMS Datalink Ground Users Manual
b7
-b6- -- -> - >

bS - -
b4
b3
b2
bl
- >
0
0
1
SP
@
10...A
NUL DLE
SOH DCl
sn DC2
rrx Del #
EO'1' DC4
ENQ NAlt
ACK srN
&
po
BEL ETB
BS
CAN
HT
EH
10
Hate:
by the
1-
LF
..2... 9,
SUB
11
VT
ESC
It
.-[
12
FF
FS
<
,,
13
CR
GS
14
SO
RS
15
SI
US
>
\
I
I ?
DEL
I~
-:l
-I
Carriage Return (CR) and line Feed (If) characters are merely ignored
FMS in uplinks and are not included in the End-ta-End CRC calculation.
Allowable characters are enclosed within double lines and bolded.
ISO ALPHABET NUMBER 5 MESSAGE TEXT SUBSET OF ALLOWABLE ASCII CHARACTERS
Complete formatting of uplinks and downlinks involves systems other than just the FMS (e.g. ACARS MU)
and is therefore out of the scope of this document. The following documentation is therefore given from the
FMS point of view. Note that just because the FMS may ignore uplinked and downlinked data, this does not
necessarily imply that rest of the data link system ignores H.
The FMS receives only the following data from a ground uplink message:
Origin Code
(1 char.) FMS ignores this code.
Purpose Nature Code
(1 char.) The FMS ignores this code except in case of an uplinked

network acknowledge (Network ACK). Since the A330/A340 FMS data
I
11
REV -
link implementation ignores Network ACKs, the FMS will use this
character as additional Network ACK verification when the number of
characters in the uplink corresponds to the expected number of
characters in a Network ACK.
Destination Code
(1 char.) Which will be either an A (for left FMS) or 8 (for right FMS).
When an Airline Host or ground computer intends to send an uplink to
the FM, it must declare the message for delivery to the "Designated
(ACARS) Master" FM using the MD sub-label (see ARINC 724). Airline
Host or ground computer use of the M1 and M2 sub-labels to specify the
destination FM is not allowed for this configuration since an ACARS
slave FM will reject any data sent to it. When the MU receives an MD
sub-label uplink from the ground, it establishes communications with the
"Designated (ACARS) Master" FM based on current FM ACARS
Master/Slave information supplied in FMS Status Words.
Reserved for Future Growth
(2 chars. of null data - i.e.
Text Char. 1
Text Char. 2
(beginning of uplinked message - usually the message IMI).
Text Char. N
End-ta-end CRC
(maximum N is 1255 characters)

(4 chars.)
~Os)
The FMS transmits the following data to the ground in a downlink message:
Origin Code
(1 char.) "A" if the left FMS transmitted to the ACARS MU, "8" if the
right FMS transmitted to the ACARS MU.
Purpose Nature Code
(1 char.) Always"W" indicating a down link.
Destination Code
(1 char.) Always "G" indicating a destination of GROUND Station.
Reserved for Future Growth
(2 chars. of null data - i.e. DOs)
Text Char. 1
(May be the ground addresses of the User Address Field - see section
[User Address Field] or beginning of uplinked message - usually the
IMI).
Text Char. 2
Text Char. N
End-ta-end CRC
(maximum N is 1255 characters)

(4 chars.)
12
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Multiple transaction example assuming an empty active flight plan and aircraft on ground prior to engine start
(note that since the Network ACK is ignored by the FMS, it is considered optional as far as the FMS is
concerned):
REaPFN downlink
REaPER downlink
Flight crew initiates an Flight Plan Initialization Request

to the Ground Station which inctude both REaFPN and REaPER.
Network ACK uplink

for REaFPN down link
Ground Station acknowledges receipt of the REaFPN downlink.

Network ACK is ignored by the FMS.
Network ACK uplink

for REaPER downlink
Ground Station acknowledges receipt of the REaPER down link.

PER uplink
Ground Station sends up the perfonnance data which is buffered

by the FMS pending reception of the FPN uplink.
RESPERlAK downlink
FMS acknowledges receipt of the PER data uplink (CRC passes).
Network ACK uplink

for RESPERlAK down link
Ground Station acknowledges receipt of the RESPERlAK downlink.

FPN uplink
Ground Station sends up the Flight Plan data which is then

inserted into the FMS along with the buffered PER data.
RESFPN/AK downlink
FMS acknowledges receipt of the FPN data uplink.
Network ACK uplink

for RESFPN/AK downlink
Ground Station acknowledges receipt of the RESFPN/AK downlink.

RESFPN/AC downlink
FMS infonns ground that FPN data has been accepted and inserted into
the FMS.
Network ACK uplink

for RESFPN/AC downlink
Ground Station acknowledges receipt of the RESFPN/AC downlink.

RESPERlAC downlink
FMS infonns ground that PER data has been accepted and inserted into
the FMS.
Network ACK uplink

for RESPERlAC downlink
Ground Station acknowledges receipt of the RESPERlAC downlink.

REaFPN uplink
Ground Station requests a flight plan report to verify that

uplink was successfully strung in the active flight plan.
RESREQlAK downlink
FMS acknowledges receipt of the REaFPN data uplink.
Network ACK uplink

for RESREQlAK down link
Ground Station acknowledges receipt of the RESREQlAK

down link. Network ACK is ignored by the FMS.
FPN down link
FMS sends a flight plan report to satisfy the ground request.
'-....
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1.4 SYSTEM
IMBEDED ELEMENT IDENTIFIERS (IEls)
System lE Is are IEls that could be present in different message types (Le. associated with different Imbeded
Message Identifiers [IMI] types). They are provided for end-user message management functions such as
message tracking, non-network addressing, and destination address verification. Each system IEI will be
included in downlink messages if enabled in the APF (see Section 1.7 [APFJ).
1.4.1 Sequence Number IEI - SN

The sequence number is included within the text portion of the FMS message to correlate the downlink
response to the airline's uplinked message. If the airline includes the sequence number in the text portion of
the uplink to the FMS, n is reflected in the FMS's Response downlink message which statuses the action the
flight crew or FMS response to the message.
The uplink SN IEI data contains the sequence number element which is a variable length element of up to
ten alphanumerics.
Example:
/SN0123456789
The Message Sequence Number is 0123456789
1.4.2 Ground Address IEI - GA

Ground address(es) are used by the service provider for routing downlink messages. If ground address(es)
are specified to be included in a downlink (via the GA IEI of the uplink request and/or via the APF) they are
included in the User Address Field (see Section 1.3.1 [User Address Field]) of the subsequent downlink
report. The downlink report also contains the very same ground address(es) within the text of the GA IEI.
The downlinked GA IEI address(es) are provided for destination address verification at the airline since the
User Address Field is not seen by the airline end systems.
The GA IEI data consists of a list of addresses (up to 7 addresses for uplinks, up to 12 addresses for
down links), each of which is up to seven alphanumerics.
Example:
/GASEADPOF.LAXDPOF
The Ground Addresses are SEADPOF and LAXDPOF.
1.4.3 Company Address IEI- CA

The company address is used by the airline end systems for routing downlink messages within the company.
If the address is specified in the CA IEI of the uplink request, this same address is included in the text of the
FMS's down link report. If the address is not specified in the uplink request but the APF contains a company
address for the downlink report (based on IMI type), that Company Address is included in the text of the
downlink.
The Company Address IEI data consists of an address of up to ten alphanumerics.
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,.
\
Example:
ICAFLTOPMAINl
The Company Address is FLTOPMAIN1.
1.4.4 Time Stamp IEI - TS

The Time Stamp is the Time indicated on the Captain's clock upon initiation of the down link. The time is
followed by the Date.
The Time Stamp IEI consists of the Time followed by the date in HHMMSS,DDMMYV format where HH
represents hours, MM represents minutes, SS represents seconds, DD represents the day of the month, MM
represents the month and YV represents the last two digits of the year.
Example:
ITS223545,220193
The time is
hours
minutes35
seconds
The date is
month
day
year
22
45
January
22nd
1993
1.4.5 Scratch Pad IEI - SP

The scratch pad IEI contains the contents of the MC DU scratch pad at the time a manually initiated downlink
is constructed.
The PAD IEI consists of the scratch pad characters contained in the scratch pad of the MCDU which is the
source of the downlink initiation. Blanks are not included. Some allowed SP characters are not allowed to
be downlink via the ACARS MU so other unique characters are substituted as follows:
T character is substituted for '+'
'(' is substituted for 'f
, , (i.e. space) character is substituted for the overtly character.
If the scratch pad is empty or contains something other than a manually entered data, such as a message,
then no SP data is transmitted in the downlink.
Example:
Scratch Pad Contents is THIS.IS.A.TEST.+.1
ISPTHIS.IS.A.TEST.).(
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1_5 MESSAGE BUFFERING

FMS memory is used for uplink and downlink message buffering. Generally, downlink buffer operations
have no ground station impact and therefore will not be discussed in this document. FMS uplink buffering,
however, is provided for only one uplink at a time for each IMI type. The buffer is considered full until an
FMS or flight crew operation (depends on IMI type) has been performed. If an uplink is received while the
buffer for that same IMI type is full, then the new uplink will be rejected. The definition of "buffer full"
depends on IMI type as discussed below.
Some uplink messages may remain buffered (Le. they are preserved without being completely processed)
and not presented to the flight crew until all the required data are available and/or the status of the FMS and
aircraft make the messages useful.
Individual messages remain buffered based on the message type (IMI) as follows:
Flight Plan (FPN, FPC) If a temporary flight plan exists or a DIR TO page is displayed on either MCDU, the FPN uplink will
remain buffered until the DIR TO is performed or aborted, or until the temporary flight plan is inserted or
erased.
(Note also that the FPX buffer is considered full until the FPX uplink data has been inserted, deleted, or
rejected).
Performance (PER) If a temporary flight plan exists or a DIR TO page is displayed on either MCDU, then the PER uplink will
erased.
If the PER is received prior to the Flight Plan data uplink during a FPN Initialization request, then the
PER uplink remains buffered (with data insertion into the system also held off) until the FPN Initialization
is terminated (i.e. the FPX data is either inserted, deleted, or invalidated).
(Note also that the PER buffer is considered full until the PER data has been inserted, deleted, or
rejected).
Takeoff (LD I) If a F-PLN Initialization request is pending, then the LDI message remains buffered (with uplink data
review also held off) until the F-PLN Initialization has been processed or invalidated.
(Note that the LDI uplink is unique in several ways. First, there are "two levels" of system insertion. The
first level, created automatically after an LDI uplink for the purpose of flight crew runway review, allows
MCDU display of up to four uplinked runways and their corresponding data. The second level allows
flight crew insertion of one runway into an existing flight plan. As soon as the first level of system
insertion is complete, another LDI uplink may be uplinked and processed - Le. flight crew insertion is not
required. Second, there is no limit on number of times runways from the same uplink may be inserted by
the flight crew, and hence there is no limit to the number of RES AC downlinks than can occur as the
result of insertion. Finally, the LDI is the only "insertable" uplink that can not have an RES RJ generated
for it because the flight can not clear an LDI insert prompt - see Section 3.7[RES]).
{Note also that the LDI buffer is considered full only until the FMS has processed the uplink, that is, no
specific flight crew action is ever required on the LDI before another LDI uplink can be received.
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A330/ A340 FMS Da'ta l i nle Ground Users Manua l
However flight crew action may be needed on an FPX uplink which is causing the LDI uplink to remained
buffered.)
Position Reporting (POS) If a temporary flight plan exists or a DIR TO page is displayed on either MCDU, then a POS uplink will
erased.
If a F-PLN Initialization is pending, then the POS uplink remains buffered (with data insertion into the
system also held off) until the F-PLN Initialization has been processed or invalidated.
If the active flight plan is undefined, then the POS uplink is considered for the secondary flight plan
(NOTE: If a F-PLN Initialization request is pending for the secondary flight plan, then the POS uplink is
buffered identically as described above. The buffered uplink remains associated to the secondary if an
active flight plan is later defined).
(Note also that the POS buffer is considered full only until the FMS has processed the uplink, that is, no
specific flight crew action is ever required on the POS before another POS uplink can be received.
However flight crew action may be needed on an FPX uplink, a DIR TO, or a temporary flight plan which
is causing the POS uplink to remained buffered.)
Winds (PWI)If a temporary flight plan exists or a DIR TO page is displayed on either MCDU, then a PWI uplink will
erased.
If a F-PLN Initialization request is pending, then the PWI message remains buffered (with uplink data
review also held off) until the F-PLN Initialization has been processed or invalidated.
(Note also that the PWI buffer is considered full until the PWI data has been inserted, deleted, or
rejected).
Request for Report (RE 0)The REO uplink messages are not buffered for system related reasons. However, the downlink reports
which are generated as a result of the REO uplink may remained buffered if the required data for the
reports is not available or if a downlink REO for the same type of data is outstanding.
(Note also that the REO buffer is considered full only until the FMS has processed the uplink, that is, no
specific flight crew action is ever required on the REO before another REO uplink can be received.
However flight crew action may be needed on an FPX uplink which is causing the REO uplink to
remained buffered.)
1.6 MESSAGE PROCESSING ORDER
Uplinks are generally processed in the order which they are received (first-in-first-out). Exceptions to the firstin-first-out sequence of message processing may occur when specific aforementioned buffering conditions
occur (e.g. LDI may be processed after an FPN if the FPN was requested by the flight crew) or when FPC or
REaFPC uplinks are received (Le. ATC related uplinks are serviced first if multiple uplinks are buffered).
(
17
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To minimize potential flight crew confusion the following sequence of uplinks is recommended when all are
to be uplinked as part of FMS initialization:
1.
2.
3.
4.
5.
6.
Pert Init
Flight Plan Init
Takeoff Information
Winds data
Position Reporting points
Request for Reports
1.7 AIRLINE POLICY FILE (APF) OPTIONS

This section is meant as merely an overview of the APF Datalink programming options. Other sources are
available for more detailed explanations of the Navigation Data Base (Nav. DB) and/or APF (e.g. Honeywell
Document SPEC 72 1 Meg. NOB Requirements Document & Exhibit A of the Navigation Data base
Definition for A330/A340 Aircraft- One Million Word Data Base).
Numerous datalink options may be programmed via the APF. Multiple APFs may be present in a single Nav.
DB. The appropriate APF will be selected based on the specific aircraft, engine, and engine manufacture. If
no appropriate APF is found, the data link option will be inhibited.
The following programming options are available in the APF and override all other conditions detailed in this
manual:
IEI (Imbedded Element Identifier) Programming Options:
RES Enable
(* Response Messages Enable *) This option determines whether or not a "Response"

message IMI is transmitted for any uplinked message.
REJ Enable
(* Rejection Messages Enable *) This option determines whether or not a "Rejection"

message IMI is transmitted upon detection of an error within an uplink message.
TS Enable
(* Time Stamp Enable *) This option determines whether or not a "Time Stamp" IEI and
element data are transmitted for any downlink message.
CA Enable
(* Company Address Enable *) This option determines whether or not an APF Company
Address is allowed within down link messages.
GA Enable
(* Ground Address Enable *) This option determines whether or not one or more APF
Ground Addresses are allowed within downlink messages.
SP Enable
(* SCRATCHPAD Enable *) This option determines whether or not a "Scratch Pad" IEI
and associated data are transmitted for manually initiated downlink messages.
FN Enable
(* FLIGHT NUMBER IEI Enable *) This option determines whether or not the Flight
Number is included within the Flight Plan Request or Progress Report downlink
messages.
IMI (Imbedded Message Identifier) Programming Options

P~S Rep. Inhibit
(* POSITION Report Inhibit *) This option determines whether or not a Position
Report can be manually downlinked.
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LDI Req. Inhibit
(* TAKE-OFF DATA Request Inhibit *) This option determines whether or not

the uplink data and downlink requests of Take-Off Initialization Data are allowed.
PER Req. Inhibit
(* PERFORMANCE DATA Request Inhibit *) This option determines whether or

not the uplink data and down link requests of Performance Initialization data are
allowed.
PWI Req. Inhibit
(* WIND DATA Request Inhibit *) This option determines whether or not the
uplink data and downlink requests of predicted Wind Data is allowed.
FPN Rep. Inhibit
(* Flight Plan Report Inhibit *) This option determines whether or not a Flight
Plan Report can be manually downlinked.
FPX Req. Inhibit
(* FLIGHT PLAN DATA Request Inhibit *) This option determines whether or not
the uplink data (both FPC and FPN uplinks) and downlink requests of Flight Plan
Initialization data are allowed. (Note: Performance Data messages are not
controlled by this option).
Datalink Inhibit
(* Datalink Inhibit *) This option determines whether or not any datalink

functions are to be utilized. It is supplemental to the ACARS installed program
pin discrete input and can be used to disable the datalink function if it is
installed.
PRG Report Triggers - defines the report triggers for the automatic transmission of the Progress Report.
Any of the following are optional:
I"
Number of "Minutes to Top of Descent Triggers" (up to 5)

Minutes to Top of Descent Triggers 11213/4/5
Number of "Minutes to Destination Triggers" (up to 5 )
Minutes to Destination Triggers 1/21314/5
DELTA ETA TRIG (* Delta ETA Trigger - given in minutes *)
If no triggers are specified and no REQPRGs are ever uplinked, then progress reports are effectively
disabled.
Request for Report Customization This option defines a list of customization IEls per designated "non-standard" IMls for which a
Flight Report is generated upon reception of an uplink request with a label that matches one
listed in this option's data. The required options for each IMI in the list is as follows:
Request Label Ident 1/213 - 3 chars. of the "non-standard" IMI
Route Primary Flag - RP IEI enable
Flight Number Flag - FN IEI enable
Performance Info Flag - PR IEI enable
Destination Report Flag - DT IEI enable
Datalink Ground Addresses This option defines a list of Ground Addresses per designated IMls to which a Ground Address
IEI is appended for a downlink message transmission. Note that REJ and RES messages
assume the ground addresses of the IMI being responded to, assuming the GA IEI is enabled
19
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(e.g. an REJFPN is rejected with ground addresses appended from the FPN GA APF address
list). REQ downlinks will use the address list associated with the REQ IMI in the APF.
Datalink Company Addresses This option defines a list of Company Addresses per designated IMls to which a Company
Address IEI is appended for a downlink message transmission. Note that REJ messages
assume the ground addresses of the IMI being responded to, assuming the CA IEI is enabled
(e.g. an RES AK for a FPN uplink is rejected with company addresses appended from the FPN
CA APF address entry). REQ downlinks will use the address entry aSSOciated with the REQ IMI
in the APF.
20
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2 UPLINK MESSAGES
2.1 FLIGHT PLAN UPLlNKS (FPN, FPC)
The FPX (i.e. either FPN or FPC) uplink provides the capability to uplink flight plan data to the FMS. The
uplinked data can be targeted to replace the active (primary) or inactive (secondary) route. 2
A valid FPX uplink begins with the FPN or FPC IMI. and must include one and only one of the following IEls:
RI (Inactive flight plan replacement) or RP ( Active flight plan replacement which may actually be treated as
active or inactive depending on "redirection" rules discussed in Section 2.2.3 [FPXlPER Redirection]). If
both IEls or duplicate IEls exist in a single uplink, the entire FPX uplink is considered invalid and is rejected.
Optionally, one of each of the following IEls may also be included in the uplink and applies to the targeted
flight plan it follows:
FN IEI which contains the Flight Number for the given flight
MW IEI which contains a Mean Wind for the route in the uplink
RA IEI which contains AHemate flight plan replacement data (must follow RP or RI if included)
SN IEI which contains an optional Sequence Number (see Section 3.7 [RES Downlink])
If more than one altemate route IEI (RA) is included for a corresponding RP or RI IEI, or if the RA IEI occurs
prior to a RP or RIIEI, the entire FPX uplink is considered invalid and is rejected.
In the event that there is not enough room for all of the uplinked flight plan data to be stored, normal flight
plan sacrificing logic will apply3.
In the following descriptions, and throughout the rest of this document, whenever number of character ranges
are given, the range is assumed to be inclusive (e.g. 1 to 3 characters implies element may be 1, 2 or 3
characters).
2.1.1 Flight Plan Element Identifiers (FPEls) Ordering and Interpretation
FPEls are designators for the Flight Plan uplink which indicate how the flight plan data that follows is to be
interpreted.
FPEls are only contained in the Flight Plan uplink (see the example Flight Plan uplink at the end of this
section). A complete description of the FPEls follows later, however the following list summarizes the FPEls
and the order in which they are processes in a FPX uplink:
:DA:
:AA:
:CR:
:R:
:D:
o
:AP:
:A:
:F:
Departure Airport
Arrival Airport
Company Route
Departure Runway
Departure Procedure
SID Transition - A transition must follow the procedure for which it applies.
Arrival Runway
Approach Procedure
Approach Transition - A tranSition must follow the procedure for which it applies.
Arrival Procedure
Arrival Transition - A transition must follow the procedure for which it applies.
Direct Fix
Airways
Flight Plan Segment
21
Use or discLosure of information on this page is subject to the restrictions on the titLe page of this document.
:AT:
:V:
:RP:
:H:
:WS:
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Along Track Waypoint

Waypoint Speed/Altitude Constraint
Reporting Point
Holding Pattem
Waypoint Step ClimblDescent
Note that direct fIXes, ailWays and flight plan segments are inserted into the flight plan in the order they
appear in the uplink message. Invalid elements are not used and are rejected unless othelWise specified,
with processing continuing with the next element if possible. The FMS always attempts to minimize the
portion of the FPX uplink rejected when uplink formatting errors exist. These rejections along with ground
personnel misinterpretation of FMS Flight Planning rules can easily lead to the stringing of a different flight
plan than intended. For this reason, a subsequent flight plan report (see Section 3.3.1 [FPX Reports]) is
always recommended as confirmation of a proper FPX uplink. Note, however, that FPX Reports only are
available from the active flight plan.
If the '.' FPEI is not preceded by the :D:, :A: or :AP: FPEls it shall be interpreted as an ailWay introducer. If it
is preceded by the :D:, :A: or :AP: FPEls then it is interpreted as a transition introducer.
The complete FPX uplink message is considered invalid if no valid company route, FROMITO pair, or
waypoint is found in the uplink, the entire uplink will be rejected (i.e. at least one of three must exist in an RP
or RI IEI or FPX uplink will be rejected because the minimum possible route data is not included in the
uplink).
Any of the errors found in the following FPEls shall cause a discontinuity to be strung in the route (this
provides the flight crew with an indication that elements may be missing in the flight plan):
:D:
:AP:
:A:
:F:
Departure Procedure
Departure Transition
Approach Procedure
Approach Transition
Arrival Procedure
Arrival Transition
Direct Fix
Airway VIA
Flight Plan Segment
Any oflhe errors found in the follOwing FPEls shall cause associated FPEls, to be discarded:
:DA:
:AA:
:D:
:A:
:AP:
:R:, :D: and associated transition.

0, :AP:, :A: and associated transition.
any aSSOCiated transition.
:AP: and associated transition.
any associated transition.
2Z
Use or disclosure of fnfonmation on this page is subject to the restrictions on the title page of this document.
REV -
A330/A340 FMS DatalinK Ground Users Manual
Example:
FPN/RI:DA:KJFK:AA:KLAX:CR:JFKLAX07:R:040:D:OKWD2:F:HUO.J36 .. MARK1.HL36 .. MARK2.J36 .. BAE.J
16.. MCW..ONL.J114 .. DEN.J60 .. HEC:A:DOWNE.HECTR(240)
which translates to:
For the secondary (inactive) flight plan, route JFK to LAX via company route JFKLAX07 Runway 04 to SIDOKWD2 to en route waypoint HUO then via J36 to MARK1 then via HL36 to MARK2 then via J36 to BAE
then via J16 to MCW then direct to ONL then via J114 to DEN then via J60 to HEC then STAR DOWNE to
HECTR transition to runway twenty-four.
Example:
FPN/RP:DA:LSZH:AA:LFBL:CR:FLlGHT1 :R:160:D:M0R2S.RLP .. FRANE,N465118E0060806
.UA41.UG21 .. MOU .. MOU250-0100 .. N4615E220 .. MOU250-LARON055:H:TLE:A:GUERE1.NOL
:AP:ILS22:V:AARU,275,AB1200:WS:RLP,370:AT:DIJ-5M:RP:E8-1 :H:GUERE""L, 140, ,201RA
:DA:LFBL:AA:LFBO:R:220:D:LlNA1W:F:LlNAK.G36 .. GAI:A:TOENB.GAI13:AP:RNV33L:V:LlNAK,265
:H:TOE R,200:RP:N43-01/FNNONREG1
Primary route from Zurich to Bellegarde using the non-Nav. DB CORTE IDENT of FLlGHT1 Runway 16 to
SID-MOR2S to SID transition RLP direct to FRANE then get on Airway UA41 til Airway UG21 and then exit
off UG21 at MOU direct to the place-bearing-distance waypoint then to a latllong waypoint then to the placebearing/place-bearing waypoint with a default hold at the waypoint TLE then STAR GUERE1 via NOL to the
approach ILS22 at the waypoint AARU there is a speed consrtaint of 275 and altitude constraint of AT or
BELOW 12000 feet there is a step at the waypoint RLP to FL370 an along track ofset waypoint 5 nm before
DIJ and reporting points starting at E008 longititude and every degree of longitatude a HOLD left at GUERE
with an inbound course of 140 with a leg time of 2 minutes. Then in the altemate, route from Bellegarde to
Toulouse via runway 22 SID LlNA1W then at the waypoint LlNAK get on the airway G36 then exit at GAl
then STAP TOENB via GAI13 to the approach RNV33L, at the waypoint LlNAK is a speed constraint of 265.
there is a HOLD R at TOE with an in bound course of 200 degrees then reporting points starting at N43
latitude and every degree of latitude there after the flight number is NONREG1
The format for each set of element data (text following the FPEI) follows in the subsequent sections.
2.1.1.1 Airport Element Processing

The allowed character length of a departure airport is from 1 to 4 characters. The allowed character set to
define a departure airport is A through Z. Any other character encountered within the FPEI is invalid. If the
FPEI contains invalid characters or number of characters, the airport is considered invalid and airport
processing terminates. If the element text adheres to character restrictions. the navigation data base airports
file is searched for the identifier. If the identifier is not found. the element is invalid and airport processing
terminates. Valid airport elements are further processed as follows.
2.1.1_1_1 Departure Airport Element (:DA:) Processing A valid :DA: element contained in an RI, RP, or
RA is incorporated into the flight plan as the departure airport for the applicable flight plan.
If this FPEI exists more than once per route IEI in the uplinked FPX. then the entire uplink is considered
invalid and is rejected.
23
REV .
2.1.1.1.2 Arrival Airport Element (:AA:) Processing A valid :AA: element contained in an RI, RP, RA is
incorporated into the flight plan as the arrival airport for the applicable flight plan.
If this FPEI exists more than once per route IEI in the uplinked FPX, then the entire uplink is considered
2.1.1.2 Company Route Element (:CR:) ProceSSing

A valid company route element contains one to ten characters. Any number of characters greater than ten is
invalid and company route processing terminates. The valid character set to define a company route is A
through Z and 0 through 9. Any other character is invalid. If the element text meets quantity and character
restrictions, the navigation data base company routes file is searched for the identifier.
If the :CR: exists in the Navigation Data Base (Nav. DB) then the FPEls following the :CR: are interpreted as
edits to the company route flight plan extracted from the data base for the :CR:. If the :CR: does not exist in
the Nav. DB then the :CR: is interpreted as the identifier for the company route defined by the FPEls which
follow the :CR: in the uplink message. This functionality allows the company routes to be stored in the
ground based computer and uplinked to the aircraft, instead of storing all of the company routes in the
airborne system for recall.
If data defining a flight plan data is not included in the uplink message that also contains a non-Nav.
Database Company Route number, the entire FPX uplink is considered invalid.
Example:
which is not in the Nav. DB
would be rejected.
would not be be rejected since a minimal set of
valid FPEls is included.
For Company Route SHORTFLT

FPNlRP:CR:SHORTFLT
FPNIRP:CR:SHPRTFLT:DA:KJFK:AA:KLAX
2.1.1.3 Departure Runway Element (:R:) Processing
A valid departure runway consists of three characters. Valid characters include two digits ranging from 01 to
36, inclusive. The two digits are followed by an L (left), R (right), C (center) or 0 (the letter 0 which specifies
no runway suffix). All other characters are invalid and departure runway processing terminates. If the string
of characters has a valid format and range, the navigation data base runway file is searched for the runway
at the departure airport. If a runway is not found, the element is invalid and departure runway processing
terminates. If the element is valid, the runway element is incorporated into the existing flight plan as the
departure runway.
2.1.1.4 Departure Procedure and Transition Elements (:0:,.) ProceSSing
24
REV -
A transition must follow the procedure for which it applies in order to be interpreted as a transition for the
correct procedure.
If the FP El being processed is a :D: (departure procedure) and a departure airport does not exist in the flight
plan, the departure procedure element and departure transition element (if it exists) are invalid and departure
procedure processing terminates.
If the departure procedure FPEI data that is being processed is not from one to six characters in length the
departure procedure is invalid and the departure procedure processing terminates.
If the departure transition FPEI data being processed is not from one to five characters in length the
departure transition is invalid and the departure transition processing terminates.
The allowed character set that is used to define a departure procedure consists of the following characters:
A through Z, and 0 through 9. The allowed character set that is used to define a departure transition consists
of the following characters: A through Z, 0 through 9 and the '-'. Any other characters are invalid and
departure procedure or departure transition processing terminates.
If the string of characters adheres to quantity and character restrictions, the navigation data base standard
and custom terminal area procedures files are searched for the departure procedure or departure transition at
the flight plan departure airport. If the procedure is not found it is considered invalid.
If the :D: or :D:,. pair exists more than once per route IEI in the uplinked FPX, then the entire uplink is
considered invalid and is rejected.
Additional compatibility checks are performed as follows:
If the departure procedure is runway dependent and a compatible departure runway exists in the flight
plan uplink, the element is incorporated into the flight plan as the departure procedure, otherwise the
element is invalid.
To be considered valid, the departure transition must be defined within the navigation data base as a
transition that applies to the validated departure procedure. If the departure transition is valid and the
departure procedure is valid, the departure transition is strung following the departure procedure.
2.1.1.5 Airway Elements (.) Processing

A valid airway identifier is one to five characters in length. The allowed character set is: A through Z and 0
through 9. If the characters meet format and range requirements, the navigation data base is searched for
the airway identifier in the airways file. If the airway identifier is not of valid format and range or is not found,
the airway element is invalid.
If two consecutive airways are specified then an airway-airway intersection point will be found and inserted in
the flight plan followed by the second airway.
The FPEI immediately preceding the '.' FPEI must be either the ' ..' FPEI or the ':F:' FPEI (Le. a starting
waypoint must be defined for the airway or string of airways). Furthermore, this preceding fix must be a
Nav. DB fix (Le. a navaid, waypoint or Non-Directional Beacon defined in the navigation data base files, as
opposed to a waypoint defined in terms of PBD or Lat.lLon.) and it must be on the subsequent airway. If any
of these conditions are violated the following airway or string of airways are considered invalid.
25
REV -
It is also required that an airway termination point be defined eijher through a ' ..' FPEI (again it must be a
Nav. DB fix on the airway in the form of a'..' FPEI) or through a valid airway/airway intersection before the
airWay is considered complete. Therefore, airways may be used one at a time or as a string of intersecting
airways always preceded and followed by a Nav. DB fix.
As stated earlier, the FMS always attempts to minimize the portion of the FPX uplink rejected when
formatting errors occur. For example, a valid preceding fIX followed by two uplinked intersecting airways
followed by a fix not on the second airway resuHs in the preceding fix, the first airway, the airway intersection
point, a discontinuity, and the final Nav. DB fIX being strung. Only the second airway is rejected. In the case
of a string of airways, once it has been determined that one airway is to be rejected, then all subsequent
airways in the string shall also be rejected since there is no viable starting pOint. 4
Example:
For the following uplink
FPNlRI:DA:KJFK:AA:KlAX.. WAYPTI,N47023WI22234.AWI.AW2 ..wAYPT2,N52333WI23222
Consider the following individual scenarios:
If WAYPTI is not on AWl then WAYPTI - discon - WAYPT2 is strung, and AWl and AW2 are rejected.
If WAYPTI is on AWl, but AWl does not intersect with AW2, then WAYPTI - discon - WAYPT2 is
strung, and AWl and AW2 are rejected.
'lfWAYPTI is on AWl, and AWl intersects with AW2 at WAYPT3, but WAYPT2 is not on AW2, then
WAYPTI - [AWI)- WAYPT3 - discon - WAYPT2 is strung, and AW2 is rejected (where [AWl) signifies
that various waypoints on AWl will be strung).
IfWAYPTI is on AWl, and AWl intersects with AW2, and WAYPT2 is on AW2, then WAYPTI - [AWl)
- [AW2)- WAYPT2 is strung, and nothing is rejected.
2.1.1.6 En Route Segment Elements (:F:) Processing

The en route segment is used to introduce an edij (Le. the addition of the :F: specified fixes and/or airways)
to an uplinked flight plan by specifying a matching fix in the flight plan as the first fIX of the en route segment.
In this scenario, the en route segment is to be inserted following the matching flight plan fix with no
discontinuity preceding the en route segment, but there will be a discontinuity following the segment.
The fix immediately following the :F: FPEI has the same format as the Direct Fix (..) FPEI data (i.e. :F: and ..
element data of identical formats except for the (:F:) and (..) (see Section 2.1.1.7 [Dir. Fix)).
When the first fix of the en route segment does not match any fix within the flight plan, then the en route
segment will be appended to the flight plan prior to the STAR Of one exists). The en route segment will be
preceded and followed by a discontinuity.s
An en route segment consists of the :F: FPEI followed by directs and airways. Any FPEI other than the '. .'
(direct fix) FPEI or'.' (airway) FPEI terminates the en route segment.
Example:
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FPN/RI:DA:KJFK:AA:KLAX.. WA YPT1 .. WAYPT2 .. WAYPT5:F:WAYPT2 .. WA YPT3.AW1 .. WAYPT4:A:STAR1

:F:WAYPT6.. WAYPT7
JFK followed by a discon followed by WAYPT1 then direct to WAYPT2 then direct to WA YPT3 then via AW1
to WAYPT4 followed by a discon then WAYPT5 followed by a discon then WAYPT6 then direct to WAYPT7
followed by a discon followed by STAR1 followed by a discon followed by LAX.
2.1.1.7 Direct Fix Elements
I..) Processing
To be considered valid, the direct fix element must be of one of the following valid fix formats: Nav. DB Fix
Format,
Latitude/Longitude
Fix
Format,
PlacelBearing/Distance
(PBD)
Fix
Format,
or
PlacelBearing/Place/Bearing (PBPB). If the format is valid, the direct fix element is incorporated into the
flight plan as described below.
If the direct fix follows a fix, a OF leg is created to the specified point.
If the direct fix follows an airway and is 5 characters or less, then the Nav. DB is searched to determine the
lal/lon of the fix (it is considered invalid if duplicate waypoints exist for the same name or if it is not found
within the Nav. DB). If the direct fIX is valid, the, airway record is searched for the fix identifier.
If the fix is found on the airway, the airway is completed. If the element represents the first fix in the flight
plan uplink, an initial fix leg is created to the element as the first fix in the flight plan.
If a direct fix is invalid, a discontinuity is strung in its place.
2.1.1.8 Along Track Elements (:AT:) Processing 6

The valid format for an along track element is as follows: A Nav. DB fix identifier followed by a dash (i.e. -),
followed by a distance value. The optional speed/altitude constraint specified by ARINC 702 is ignored for
this implementation. The fix identifier must be 1 to 5 characters in length and must match a navigation data
base fix identifier within the existing flight plan. The allowed characters for the fix are A through Z and 1
through 9. The distance is two to five characters of the format XfYYY. X must be a P or M representing
plus or minus, respectively. YYYY must be one to four numerics representing distance in tenths of a mile. If
any ofthe preceding requirements are not met, the element is invalid.
Additionally, the following requirements must be met:
The matching fix must be either the first leg in the flight plan or terminate a Course to a Fix,
Track to a Fix, or Direct to a Fix type leg.
The distance cannot exceed the distance of the leg on which it is inserted (limited to 999.9 NM
by the number of characters allowed).
A positive distance (deSignated by a P) results in a waypoint inserted on the leg following the
matching fix, while a negative (deSignated by a M) results in a waypoint inserted on the leg
preceding the matching fix.
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A waypoint cannot be inserted less than 0.5 minute (in Latitude and Longitude) from any existing
flight plan waypoint.
An Along Track Waypoint cannot be inserted within a gap between two Course to a Fix legs.
If the matching fix in the flight plan is followed by a discontinuity or marks the end of route and X
is a P, the element is invalid.
If the matching fix in the flight plan is the first leg in the flight plan and X is a M, the element is
invalid.
If the optional constraint is included as part of the element and is invalid for any reason, the
element is invalid.
If the along track element is valid and the FPX uplink is inserted by the flight crew, the ATO will be added to
the pilot defined store as a Place/Distance fix.
2.1.1.9 Hold Elements (:H:) processing 7
The valid format for hold elements consists of a fIX identifier element and the following optional elements:
speed (ignored), altitude (ignored), target speed (ignored), tum direction, inbound course, Expected Further
Clearance time (ignored), leg time and leg distance. Each element is separated by a comma. Consecutive
commas indicate that no data is included for that element.
The allowed character length of a hold at waypoint fIX identifier is 1 to 13 characters. This fix identifier is
validated as a possible Nav. DB (with no optionallatllon allowed see Section 2.1.1.20 [Nav. DB Fix)) or a
latitude/longitude waypoint (see Section 2.1.1.16 [LatILon Fix]). Once the fIX is determined to be a valid fIX,
the existing flight plan is searched for a match. If the fix format is invalid for either valid type of fixes or the
fix is not found in the flight plan, the element is considered invalid. If the Nav. DB or LAT/LON fix matches a
leg terminator fix that exists in the flight plan, further validation is as follows.
If the fix identifier exists more than once in the flight plan, the first occurrence of the fix identifier is used.
The :H: is considered valid only if a matching fix is found in the FPX uplink. Only one holding pattem per
flight plan fixed waypoint occurrence is allowed. If multiple holds exist for the same occurrence of the fixed
waypoint, only the first hold processed is used and the others are considered invalid.
If a matching fIX is found, the optional elements, if they exist, are validated. The optional elements must be
listed in the following order. If leg time and leg distance are both included in the hold elements, the leg
distance is ignored with rejection and the leg time is used.
1 Speed: It is ignored for this implementation.
2 Altitude: It is ignored for this implementation.
3 Target Speed: It is ignored for this implementation.
4 Turn Direction: This element consists of one alpha character. The valid characters that define the turn
direction element are L (left) and R (right).
5 Inbound Course: This element consists of three numerics that define the inbound magnetic course in
degrees. The valid range for the inbound course element is 000 to 360, inclusive.
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6 EFC Time: It is ignored for this implementation.

7 Leg Time: A valid leg time element consists of two numerics, defined to tenth of a minute.
element
is mut.ually exclusive to the leg distance element.
This
8 Leg Distance: A valid leg distance element consists of one to three numerics, defined to the tenth of a
mile. This element is mutually exclusive to the leg time element.
If the :H: FP El data contains only the Reference Waypoint, then the FMS default hold parameters are used.
Example 2-2
:H:ALDER""R,21 0" 10,
translates to:
Hold at Alder right tums with an inbound course of 210 degrees, and a leg time of 1.0 minute. The trailing
comma is not needed, but is ignored without rejection. Note that the pilot knows this ICAO hold as: Hold
Northeast of Alder on the 030 degree radial, (right hand turns are assumed and standard) 1.0 minute legs.
The time for a leg is as specified or from the ICAO Nav Data Base as specified: 1 minute at or below 14000
feet or 1.5 minutes above 14000 feet.
2.1.1.10 Arrival Procedure and Transition Elements (:A:,.) Processing
The applicable transition must follow the procedure element in order to be interpreted as a transition for the
appropriate arrival.
If a valid arrival airport does not exist in the flight plan, the arrival procedure and arrival transition (if it exists)
are invalid and arrival procedure and arrival transition processing terminates.
If the arrival procedure FPEI data is not from one to six characters in length, then the arrival procedure is
invalid and the arrival procedure processing terminates. If the arrival transition FPEI data being processed is
not from one to five characters in length, then the arrival transition is invalid and the arrival transition
processing terminates.
If the :A: or :A:,. pair exists more than once per route IEI in the uplinked FPX, then the entire uplink is
The allowed character set that is used to define an arrival procedure consists of the following characters: A
through Z, and 0 through 9. The allowed character set that is used to define an arrival transition consists of
the following characters: A through Z, 0 through 9 and the '-'. Any other characters are invalid and arrival
procedure or arrival transition processing terminates.

The navigation data base standard and custom terminal area procedures files are searched for the
arrival procedure or arrival transition at the arrival airport. If the identifier is not found, the element is
invalid and the arrival procedure or arrival transition processing terminates.
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If the arrival procedure is runway dependent and a compatible arrival runway exists in the FPX uplink or
if the arrival procedure is not runway dependent, the element is incorporated into the flight plan as the
arrival procedure. othelWise, the arrival procedure is not strung. and the element is considered invalid.
The arrival transition must be defined within the navigation data base as a transition that applies to the
validated arrival procedure. If the arrival transition is found and the arrival procedure is valid, the arrival
transition is incorporated into the flight plan. If the arrival transition is not valid, the arrival transition
element is processed as an error.
2.1.1.11 Approach and Approach Transition Elements (:AP:,.) Processing

A transition must follow the procedure for which it applies in order to be interpreted as a transition for the
correct procedure.
If an arrival airport does not exist in the FPX uplink, the approach procedure and approach transition are
invalid and further processed as an error.
A valid approach element contains one to six characters. A valid approach transition element contains one
to five characters.
The allowed character set that is used to define an approach consists of the following characters: A through
Z. and 0 through 9. The allowed character set that is used to define an approach transition consists of the
following characters: A through Z, 0 through 9 and the '.'. Any other characters in the strings invalidate the
flight plan element. If the string adheres to quantity and character restrictions, the navigation data base is
searched for the approach and/or approach transition identifier in the standard and custom procedures files
associated with the arrival airport. If the identifier is not found or does not comply with format requirements,
the element is further processed as an error.
If the :AP: or :AP:,. pair exists more than once per route IEI in the uplinked FPX, then the entire uplink is
If "the uplinked approach is valid but is conflicting with the uplinked arrival runway, the approach and
approach transition are considered invalid.
If the approach is valid and the transition is not found or is not compatible with the approach, the
transition is considered invalid.
2.1.1.12 Arrival Runway Elements (01 Processing

This FPEI and data is unique in the sense that the FPEI data characters are listed between parenthesis that
constitute the FPEI characters (e.g. (32R. If the FP El data being processed is not three characters, the
element is invalid and arrival runway processing terminates. Valid characters include two digits ranging from
01 to 36, inclusive. The two digits are followed by an L (left), R (right), C (center) or 0 (the letter 0 indicating
no runway suffix). All other characters invalidates the arrival runway.
30
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If the string of characters has a valid format and range, the navigation data base runway file is searched for
the runway at the arrival airport. If a runway is not found, the element is invalid.
If an arrival airport does not exist in the FPX uplink, the arrival runway flight plan element is invalid.
For valid arrival runway elements, the element is incorporated into the flight plan as the arrival runway.
If this FP El exists more than once per route IEI in the uplinked FPX, then the entire uplink is considered
2.1.1.13 Waypoint Speed/Altitude Elements (:V:) Processing

The maximum allowable character length of a waypoint speed/altitude constraint element including commas
is 31 characters. If more than 31 characters are encountered in the element, the entire FPEI is immediately
considered invalid.
The valid format for a waypoint speed/altitude constraint element is a fix identifier defined by one to thirteen
alpha or numeric characters (A-Z and 0-9) followed by a comma followed by an optional speed value defined
by three numeric characters (0-9) followed by a comma followed by an optional altitude defined by three to
six characters the first two which must be alpha characters and the remaining are numeric characters (0-9).
Consecutive commas indicate that no data is included for the speed portion of the constraint. Either a valid
speed or an altitude constraint must be specified with the fix identifier. If neither are present the entire FPEI
is considered invalid.
The fix identifier is validated as a possible Nav. DB fix (with no optional laUlon allowed, and the waypoint
does not necessarily have to be in the Nav. DB - see Section 2.1.1.20 [Nav. DB Fix or a latitudellongitude
waypoint (see Section 2.1.1.16 [LaULon Fix. Once the fix is determined to be of valid format for one of the
fIX types, the uplinked FPX is searched for a match. If the fix identifier is not of valid format for any of the fix
types or the fix is not found in the flight plan, the entire FPEI is considered invalid.
If the matching fix identifier exists more than once in the uplinked FPX, the first occunrence of the fix
identifier is used. If more than one speed or altitude constraint is specified for the same waypoint, only the
first one processed is used and any other later ones will be considered invalid.
If a speed exists, it is validated to be in compliance with standard speed range and format. The altitude
value is validated to be in compliance with standard altitude range and format (see Section 2.1.1.18
[Speed/AIt..
A fourth and final field (optional altitude 2) following another comma is defined in some systems to allow
specification of a window constraint. Window constraints are not supported for this implementation and if
both altitude 1 and altitude 2 are contained within the constraint element, both altitude constraints will be
considered invalid.
If the :V: FPEI data is referenced to a hold waypoint, then the data shall apply to the entry fix, as opposed to
the holding pattern.
Example:
:V:N47W125,250,AA1250,AB1850 - Defines a constraint at the latitude longitude fix N47W125 with a
window constraint. The FMS would reject the altitudes since window constraints are not allowed and retain
the speed constraint of 250 knots.
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A330/A340 FMS DataLfnk Ground Users ManuaL
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Example:
:V:LACRE .. AT1000 - Defines a constraint at the fix LACRE with an altitude only constraint of 10,000 feet.
2.1.1-14 Waypoint Step Climb Elements (:WS:) Processing

The allowed fonnat for the waypoint step climb is as follows: the fix identifier followed by a comma followed
by an altnude. To be considered valid, the flight plan element must contain a fIX identifier ranging from one
to thirteen alphanumeric characters (A-Z and 0-9), and a step altitude of three numeric characters in length
(the value of which is interpreted as flight level) in length. If the step altnude is zero or greater than the
maximum certified altitude, the entire FPEI is invalid.
The fix identifier is validated as a possible Nav. DB fix (with no optional Iattlon allowed, and the waypoint
does not necessarily have to be in the Nav. DB - see Section 2.1.1.20 [Nav. DB Fix]) or a latitudellongnude
waypoint (see Section 2.1.1.16 [LatILon Fix]). Once the fix identifier is detennined to be of valid fonnat for
one type, the uplinked FPX is searched for a match. If the fix identifier is not of valid fonnat for any of the fix
types or the fix is not found in the flight plan, the element is considered invalid.
If the fix identifier exists more than once in the flight plan, only the first occurrence of the fIX identifier is
used.
Only the first 4 step FPEls are accepted; remaining steps are ignored without causing a rejection error.
When multiple steps for the same waypoint exist within the uplink, the first one processed is to be used and
all subsequent :WS:s specified for that same waypoint are considered invalid.
The flight plan must be innialized using a Nav Database Co Route having a CRZ FL associated with n to be
able to define step using the :WS: element, otherwise all steps will be deleted without causing a rejection.
A waypoint step climb/descent is not allowed for the uplinked alternate flight plan. If this is attempted the
entire FPEI is considered invalid.
2.1.1.15 LatILon Reporting Point Elements (:RP:) Processing

The allowed fonnat for the latltudellongitude reporting point identifier is as follows : The initial latitude or
longitude identifier optionally followed by a '-' and a degree increment. The identifier must be three or four
characters. The flight plan element may optionally contain both a dash and a two-character degree
increment. See the following example for examples of reporting pOint uplink fonnats.
If a three character flight plan element exists, the first character must be either an 'N' or an '5' followed by a
two digit number ranging from 00 to 90, inclusive. If a four character flight plan element exists, the first
character must be either an 'E' or a 'W followed by a three digit integer ranging from 000 to 180, inclusive. If
a dash exists in the flight plan element, it must be followed by a two digit integer ranging from 01 to 20,
inclusive. If the FPEI does not adhere to this fonnat, it is considered invalid.
The flight plan is searched, starting at the first flight plan leg, for the specified latitude or longitude. It no leg
is found that crosses the speCified latitude or longitude, the FPEI is invalid. If valid, a reporting point is
incorporated at the point. If an increment is specified, the value of the increment is added to the specified
latitude or longitude and the flight plan is searched for a crOSSing. This procedure is repeated with the
increment subtracted from the specified latitude or longitude.
(
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Note that a reporting point is merely a flight crew indication of an indicated latitude or longitude. No further
data link functions are performed based on a reporting point (as opposed to a reporting fix which is specified
by a P~S uplink (see Section 2.5 [POS Uplink])).
Example
:RP:N47
:RP:WI22
:RP:N4705
A Latitude reporting point at north 47

A Longitude reporting point at west 122.
Latitude reporting points at north 47 and 5 increments (Le 47,52, 57 etc. as well as
42,37,32 etc) as long as the flight plan crosses the latitude.
2.1.1.16 Latitude/Longitude Fix Fonnats

The latitude/longitude variable length fix string is from 7 to 13 alphanumeric characters. Blanks contained
within the element character string are not ignored and result in the fIX element being considered invalid.
The following is the format of these characters :
The first character is a latitude direction designated by 'N' signifying North or '5' signifying South.
The second through a maximum of the sixth characters are numerics signifying latitude degrees. The
latitude degrees must be two digits in the range 00 to 90, inclusive. If the degrees values is 90, the
minutes and tenths of minute values must be equal to zero, if included. The minutes, if included, must
be two digits in the range 00 to 59, inclusive. The tenths of minute, if included, must be a single digit in
the range 0 to 9 inclusive.
The latitude value is followed by a longitude direction designated by 'E' signifying East or W signifying
West. This will be located directly following the latitude value and will be located in the fourth, sixth or
seventh character position. If the minutes or tenths of minute value is not included, its values are
assumed to be zero.
The next three to six characters are numerics signifying longitude degrees. The longitude degrees must
be three digits in the range 000 to 180 inclusive. If the degrees value is 180, the minutes and tenths of
minute values must be equal to zero, if included. The minutes, if included, must be two digits in the
range 00 to 59 inclusive. Then tenths of a minute, if included, must be a single digit in the range 0 to 9
inclusive. If the minutes or tenths of minute value is not included, its values are assumed to be zero.
The following list summarizes the valid formats, L represents 'N' or'S', Z represents 'E' or 'W, XX represents
degrees of latitude, YYY represents degrees of longitude, MM represents minutes, and T represents tenths of
minutes.
Latitude/Longitude Fix Formats:

LXXMMTZYYVMMT
LXXMMTZYYV
LXXMMTZYYVMM
LXXZYYYMMT
LXXZYYY
LXXZYYYMM
LXXMMZYYVMMT
LXXMMZYYV
33
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LXXMMZYYYMM
Any element not meeting the above format and range requirements is considered invalid.
When used to differentiate between duplicate NAV Database idents which exist for an uplinked fix identifier,
the uplinked optional LaULong shall be used to determine which of the duplicates is considered a match (a
match is considered to be within 1 NM of the uplinked LaVLong). If no match can be found among the
duplicate NAV Database idents, the uplinked LaULong and identifier will be used to create a pilot defined
waypoint.
Likewise a match with an existing flight plan waypoint is considered to be within 1 NM when a LaVLon Fix is
uplinked.
2.1_1.17 Place/Bearing Distance Fix Fonnats

The valid place/bearing/distance fIX format (PSD fix) is of the following format: fIX identifier with optional
reference latitudellongitude, bearing-distance. If the optional reference latitude/longitude is included, it is
preceded and followed by a comma as a separator from the other elements (e.g. SEA,N47011 W122022,3500015). The separator used to separate the bearing and distance elements is a dash, '-', and there is no
separator between the place and the bearing when an optionallalllon is not included (e.g. SEA350-0015). To
be valid a PSD fix must be between 9 and 28 characters inclusive.
~
To be considered valid, the fIX identifier is from 1 to 5 alphanumeric characters. The allo~ character set to
define a fix identifier is A through Z, and 0 through 9. The first character of the fix identifier must be an alpha
character within the set A through Z.
The optional reference latitudellongitude is 7 to 13 alphanumeric characters (see Section 2.1.1.16 [LaULon
Fix) for format).
A valid bearing is three numerics in the range 000 to 360 inclusive. An invalid format or range invalidates
the PBD fIX. The bearing value is interpreted as a magnetic bearing.
A valid distance is four numerics8; the fourth digit is always the tenths digit. The valid distance range is 0000
to 9999, inclusive. The units of the distance value is tenths of miles.
2_1_1_18 Speed/AHitude Constraint Fonnat

The speed/altitude values contained within the uplink message that must adhere to the following criteria are
those that represent fix constraints. The speed/altitude may be referred to as the constraint throughout this
document. The following terminology will be used to indicate the elements contained within a constraint:
speed, altitude 1, altitude 2. Further processing of valid and invalid constraints is as described in the
individual flight plan element sections for those elements that contain constraints.
The speed constraint value is three numerics valid in the range 100 to Vmo inclusive. The unit of the speed
value is knots.
A valid altitude constraint is of the following format: XXYYYY. XX is two characters indicating the altitude
type where AA indicates an at-or-above, AB indicates an at-or-below, and AT indicates an at. YYYY is up to
four numeric characters representing tens of feet and is valid in the range 0 to maximum certified altitude.
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If both altitude 1 and altitude 2 are contained within the constraint element, both altitude constraints will be
considered invalid (Le. a window constraint is not allowed for this implementation).
2.1.1.19 Place-Bearing/Place-Bearing Fix Format 9
The valid place-bearing/place-bearing fix format (PBIPB fix) is of the following format: fix identifier with
optional reference latitudellongitude, bearing, fix identifier with optional latitudellongitude, bearing. If the
optional reference latitudellongitude is included in either place-bearing fix, it is preceded and followed by a
comma as a separator from the other elements (the two Place Bearing sets separated by a dash). If the
optional reference latitudellongitude is not included, the only other separator within the fix format is a dash, '" to separate the two place-bearing fixes. The length of a place-bearing/place-bearing fix format is from 9 to
47 characters.
A valid fix identifier is 1 to 5 alphanumeric characters. The allowed character set to define a fix identifier is A
through Z, and 0 through 9. The first character of the fix identifier must be an alpha character within the set
A through Z.
A valid optional reference latitudellongitude is 7 to 13 alphanumeric characters. For description of format
see Section 2.1.1.16 [LallLon Fix].
A valid bearing is three numerics in the range 000 to 360 inclusive. The bearing value is interpreted as a
magnetic bearing.
If any part ofthe element is in an incorrect format or out of range the entire PBIPB fix is considered invalid.
If a fix identifier or a bearing is not included the PBIPB fIX is considered invalid.
Following are examples of each possible format:

(1)
(2)
(3)
(4)
ELN250-SEA180
SEA,N47W122,180-ELN250
ELN250-SEA,N47W122,180
TOU,N48W124,180-0LM,N47W122,270
2.1.1.20 Nav. DB Fix Identifier Format

Fix identifiers from the Nav. Data Base are variable length 1 to 5 characters. The allowable characters are A
through Z and 0 through 9.
If the :V:, :H:, :AT:, :RP: or :WS: FPEI data contain a reference waypoint that occurs more than once in the
flight plan, then the element shall apply to the first occurrence of the reference waypoint.
For other cases (e.g. the .. FPEI), in order for the characters to be considered valid there must exist an exact
match in the Nav. DB of the character string. If a waypoint identifier is contained in an uplink which has
more than one match in the Nav. DB (duplicate waypoint) then the optional latitudellongitude is used to
determine which Nav. DB fix is used. If no optional latitude/longitude is included and Nav. DB duplicates
exist, then the waypoint is considered invalid.
{
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2.2. PERFORMANCE UPLINKS (PER)

The Performance Initialization (PER) Uplink provides the capability for uplinking performance initialization
data to the FMS. The uplinked data is only processed prior to first engine start. A PER uplink may be
received as an automatic uplink from the ground station or as a response to a crew initiated PER request as
described in Section 3.4.2 [REQPER Downlink].
Any valid inserted Performance data replaces corresponding data within the system. Any omitted data in the
inserted uplink leaves corresponding existing system data unchanged. If no data exists for items omitted in
the uplink, any applicable FMS defaults are utilized. Any invalid data in the uplink causes the entire uplink
message to be rejected (unless otherwise noted) and existing performance data is left unchanged.
2.2.1 Performance Data Element Processing (PO)
The PER uplink begins with the PER IMI followed by the PO IEI.
Any lE Is within the PER uplink message (other than those shown for PER in Section 1.3 [IMIIIEI
Combinations] or any unused data elements within the PO IEI are ignored without causing a message
rejection. likewise, if the PER message does not contain a PO IEI, but does contain other IEls, then the
message is ignored without causing a message rejection.
The PO element text begins with the PO IEI which is followed by a fIXed format, fixed order set of the
following elements. The set of parameters listed below are in the order in which they must occur. Any
parameter not abiding by the listed format or not meeting range requirements is invalid. All of the elements
are separated by a comma. All of the elements listed are optional elements unless otherwise noted, and
consecutive commas indicate that there is no data included for that particular element. If the message string
is terminated and some elements have been omitted, those elements are processed as if they have no data.
1
Zero Fuel Weight: This element consists of up to four numerics which define the Zero Fuel
Weight (ZFW) to tenths of a kilopound. The valid range for this parameter is 77.2 to 772
kilopounds. To be valid this element must also be small enough so that when it is added to the
Block Fuel weight the total does not exceed the maximum gross weight. The block fuel weight
used for this check is the uplinked Block Fuel Qf a valid Block Fuel weight is present in this same
uplink), or the existing system Block Fuel weight (if no valid Block Fuel weight is included in the
uplink), or 0 (if neither uplinked or existing Block Fuel weight is available).
Cruise Center of Gravity: This element is included for expansion purposes and the value is
ignored for this implementation.
Cruise Attitude: This element consists of up to three numerics and is defined in hundreds of
feet. The valid range is from 0 to maximum certified altitude.
Block Fuel: This element consists of up to four numerics and defines the Block Fuel to tenths of
a kilopound. The valid range for this parameter is 0 to 331 kilopounds.
Reserve Fuel: This element consists of up to four numerics defining Reserve Fuel in tenths of K
Ibs. The valid range for this parameter is RTE RSV MIN to RTE RSV MAX as specified in the
fuel policy file (note that the Reserve Fuel weight is uplinked in tenths of K Ibs. while the limits
are given in Kg).10
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Cost Index: This element consists of up to four numerics. The valid range is from 0 to 999
inclusive. Uplinked and downlinked Cost Index is assumed to be in the units hundreds of pounds
per hour.
Cruise Wind: This element is included for expansion purposes and the value is ignored for this
implementation.
Cruise Temperature: This element consists of a "P" or an "M" designating Plus or Minus
followed by one or two numerics defining the cruise temperature in degrees C.
Climb Transition Altitude: This element consists of up to three numerics and is defined in
hundreds of feet. Valid entries are from 0 to maximum certified altitude.
10
Fuel Flow Factor: This element is included for expansion purposes and the value is ignored for
this implementation.
11
Drag Factor: This element is included for expansion purposes and the value is ignored for this
implementation.
12
Pert Factor: This element consists of a "P" or an "M" designating Plus or Minus followed by one
or two numerics defined to tenths of a percent. The valid range is -9.9 to +9.9.
13
Idle Factor: This element consists of a "P" or an "M" designating Plus or Minus followed by one
or two numerics defining Idle Factor to tenths of a percent. The valid range is -9.9 to +9.9.
14
Tropopause Altitude: This element consists of five numerics and is defined in feet.
element represents the Tropopause Altitude. The valid range is 0 to 60,000 ft.ll
15
Taxi Fuel: This element consists of up to four numerics and is defined to tenths of a kilopound.
The valid range is 0 to 9.9 kilo pounds.
This
If one or more of the elements Block Fuel, Taxi Fuel, or Reserve Fuel are included in the PER uplink
message, then a check is performed to insure that the Block Fuel weight is greater than or equal to Taxi
Fuel weight plus Reserve Fuel weight. The Block, Taxi, and Reserve Fuel weights used for this check
are the uplinked Reserve and Block Fuel weights (if included in this same uplink), the existing Reserve
and Block Fuel weights (if the corresponding weight is not included in this uplink), or the applicable
default ~f neither the corresponding uplinked or existing weight is defined).
16
Zero Fuel Weight Center of Gravity: This element consists of up to three numerics designating
Zero Fuel Weight Center of Gravity defined to tenths of a percent. The valid range is 8 to 50%
Example:
PERlPD2113"270,312,150,0023,,M2,200,PI2,M34,P3,M34,6
1
2
3
4
5
6
7
8
Zero Fuel Weight

CruiseCG
Cruise Altitude
Block Fuel
Reserve Fuel
Cost Index
Cruise Wind
Cruise Temperature
211.3 klbs.
no data
27000 ft.
31.2 klbs.
15.0 klbs
23
no data
_2C
"-_ ..
37
REV
9
10
11
12
13
14
15
16
Climb Transition All.

Fuel Flow Factor
Drag Factor
Perf Factor
Idle Factor
Tropopause Altitude
Taxi Fuel
Zero Fuel Weight CG
20000 ft.
data ignored
data ignored
+.3%
3.4%
no data
.6 klbs.
no data
Example:
PERlPD2000,,300,,0200,200
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Zero Fuel Weight

Cruise CG
Cruise Altitude
Block Fuel
Reserve Fuel
.Cost Index
Cruise Wind
Cruise Temperature
Climb Transition All.
Fuel Flow Factor
Drag Factor
Perf Factor
Idle Factor
Tropopause Altitude
Taxi Fuel
Zero Fuel Weight CG
200.0 klbs.
no data
30000 ft.
no data
20.0 klbs
200
no data
no data
no data
no data
no data
no data
no data
no data
no data
no data
2.2.2 PER Uplink Rejection Criteria

Upon receiving a PER uplink, text error checking is done to verify the message fonnat before insertion into
the system. This checking consists of parameter validity and range checking. For PER uplinks, any invalid
data (not including elements and fields that are omitted or ignored for this implementation) will cause all the
data in the uplink to be discarded by the FMS with the entire PER message to be considered invalid and
existing Perfonnance Data left unchanged. Invalid messages are not used, but are rejected in their entirety.
A PER uplink will only be processed on ground prior to first engine start, else the entire message is
considered invalid.
If a PER message is received that contains no data and/or no IEls, the entire message is considered invalid.
If the uplink contains more than one PD IEI, the entire message is considered invalid.
If a PD IEI is received that contains no associated data, then the entire message is considered invalid.
If a Zero Fuel Weight is received that is in range but causes the Gross Weight to be out of range, the entire
message is considered invalid.
38
REV -
2_2_3 FPXlPER Dependance and Redirection Logic

Prior to first engine start on ground, the PER and FPN requests are always downlinked together when the
flight crew initiates a Flight Plan Initialization Request. If a PER uplink is received in response to the PER
request before the four minute PER uplink timeout expires, then the uplinked PER data is stored to the same
flight plan as the uplinked FPX uplink, whether the PER is received prior to, during or after the actual FPX
uplink. If the requested PER uplink is received prior to the FPX uplink during a Flight Plan Initialization
request, the PER uplink is buffered until the FPX has been inserted, cleared, or rejected (see Section 1.5
Message Buffering). The PER data is then stored in the same flight plan as the FPX uplink (including any
redirection defined and described below). If no FPX uplink is subsequently received (within the four minute
FPX timeout period from the time of request) or the Flight Plan Uplink is rejected, then the buffered PER
uplink is rejected also12. If the PER is received after the timer expires, the PER treated as unsolicited (see
below).
In certain conditions, an FPX uplink containing the RP IEI may be "redirected" to the secondary flight plan.
The logic to determine the targeted FMS flight plan for the FPX uplink depends on numerous factors such as
if the FPX uplink is solicited (i.e. requested by the flight crew), if the FPX is unsolicited (i.e. not requested by
the flight crew), if the aircraft is on ground or in flight, etc. (see the summary below).
If an unsolicited PER uplink is received and an active flight plan exists, the PER data is inserted into the
active flight plan. Otherwise the PER data is inserted into the secondary flight plan if it exists. If it is
determined that the unsolicited PER uplink is to be stored to the secondary flight plan and no secondary flight
plan exists (i.e. it is empty), the Performance message data is considered invalid and rejected in its entirety.
There are essentially two ways for a PER uplink to be processed and applied to the active flight plan. The
first way occurs if a request for a PER uplink together with a request for an active flight plan uplink was
solicited by an FMS down link, and subsequently the associated uplinked FPX uplink data is inserted into the
active flight plan. The second occurs if the PER uplink is unsolicited and an active flight plan exists.
There are also two ways for a PER uplink to be processed and applied to the secondary flight plan. The first
way occurs if a request for a PER uplink together with a request for a secondary flight plan uplink was
solicited by an FMS down link, and subsequently the associated uplinked FPX data is inserted into the
secondary flight plan. The second way occurs if the PER uplink is unsolicited, a secondary flight plan exists,
and an active flight plan does not exist.
39
Use or disclosure of information on this page is subject to the restrictions on the titLe page of this document.
Summary: (where ACT
REV -
=active flight plan, SEC =secondary flight plan)
Scenario 1: A FPXlPER Request has be downlinked from the ACT

(Assume that the PER uplink is received prior to the FPX uplink).
FMS
Condition:
FPX uplink is INVALID
FMS Response to FPX

& FPX Reguest Status
Cancel REOFPN pending
status
FMS Response to PER

& PER Reguest Status
Request is satisfied,
but REJFPX causes REJPER
FPXlRI uplinked and

ACT is still empty
Direct FPN to SEC & maintain REO pending status
Handle PER as normal with a REOFPN

pending (i.e. PER remains buffered)
FPXlRP uplinked and

ACT empty, engines off
direct to ACT
Direct PER uplink

to ACT as well
FPXlRP uplinked and

ACT not empty
Request is satisfied and

redirected to SEC

directed to SEC as well
FPX times out, but PER

has been received
Request is timed out,

cancel request status
Reject PER
FPXlRP uplinked, ACT

empty, engines on
Request is satisfied.
Redirect into SEC
PER redirected to SEC if received prior to

engine start or rejected if after engine start
Scenario 2: A FPXlPER Request has be downlinked from the SEC

(Assume that the PER uplink is received prior to the FPX uplink)
FMS
Condition:
FMS Response to FPX

& FPX Reguest Status
FMS Response to PER

& PER Reguest Status
FPX uplink INVALID
Cancel REOFPN
pending status
Request is satisfied, but

REJFPX causes REJPER
FPXlRI uplinked and

ACT is still empty
Direct into SEC as normal

and request is satisfied
Direct PER into SEC
FPXlRP uplinked and

both ACT/SEC empty
direct into SEC
Direct PER into SEC
FPXlRI uplinked and

SEC is not empty

direct into SEC as normal

direct into SEC as normal
FPX times out, but

PER has been received
Request is timed out,

cancel request status
REJPER
(
40
REV -
2_3 LOAD INFORMATION (Takeoff data, LOll ULlNKS

The LDI uplink shall provide the capability for uplink of Load Infonnation, or more commonly known as
takeoff (TO) data to the FMS. The LDI uplink contains runway records generally corresponding to runways at
the origin airport. LDI uplinks only apply to the active flight plan.
Each uplinked runway list entry may contain Max Take Off Data (MAX), or Altemate Take Off Data (ALT). If
the Derated Take Off feature is enabled (via a program pin), ALT Take Off Data may be either Flex Take Off
Data (FLX) or Derated Take Off Data (DRT). If the Derated Take Off feature is not enabled, then ALT Take
Off Data may on Iy be Flex take Off Data (FLX).
Note that if neither valid MAX or ALT data is present in a runway list entry, then none of the list entry data will
be used. The MAX data set is processed independently from the ALT data set, so both sets need not be
present in an uplink. A valid MAX data set consists of at least valid Takeoff Speeds together with a valid
Assumed Temperature. Likewise, valid ALT data consists of at least valid Altemate Takeoff Speeds together
with a valid Altemate Assumed Temperature (for FLX) or a valid Altemate Thrust Rating (for DRT) (note that
other data common to the MAX and ALT sets is also required before it can be considered that a particular
data set has been received).
An LDI uplink may be received as an automatic uplink from the ground station or as a response to a crew
initiated LDI request (see section [REQLDI downlink]).
Upon reception, the LDI uplink is buffered with certain conditions (see Section 1.5 Message Buffering).
The INSERT UPLlNK prompt (along with a selection star) is displayed on the MCDU UPLlNK XXX TO DATA
pages (where XXX is MAX, FLX, or DRT) whenever the uplinked runway ident corresponds to the runway
defined in the active flight plan, the uplinked TOW does not differ from the TOW defined in the FMS (as
shown on the MCDU INIT B page) by more than 1000 Kg., a new LDI uplink is not being processed, the
uplinked Takeoff Center of Gravity (TOCG) does not differ from the Center of Gravity estimated by the
FCMC (as shown on the ECAM) by more than 0.5%, and all the following data are defined for the runway:
-
Take Off Runway Wind

Take Off Runway Contamination
Baro Setting
Temperature (MAX or FLX) or Derate (DRT)
Take Off Speeds (Vi, VR, V2 - MAX or ALT)
The prompt availability shall be re-estimated upon runway change in the active flight plan, GW, or CG
change.
2.3.1 Takeoff Data Uplink Format

The Takeoff data uplink begins with the LDI IMI and consists of runway data (RW) element text and center of
gravity (CG) element text, in any order. If an RW IEI is included, it should be followed by up to six runway
list entries (although only the first four valid ones are retained for flight crew review and system insertion). If
more than six runway list entries exist, only the first six list entries are eligible for processing and the rest are
ignored. Any additional IEls other than RW or CG that are included in an LDI uplink are ignored without
rejection.
Any IEls within the LDI uplink message (other than those shown for LDI in Section 1.3 [IMIIIEI
Combinations]) or any unused data elements within the IEls are ignored without causing a message rejection.
41
REV
Each time a new valid LDI Uplink message is received, all the previously received LDI data which is currently
available for flight crew review on the MCDU UPLlNK XXX TO DATA pages are deleted and replaced by the
new uplinked data which are then eligible for flight crew insertion. If an LDI uplink message is rejected in its
entirety, or if the uplinked data is entirely ignored for any reason, then all of that uplinked LDI data (including
CG data), is discarded and the existing data on the MCDU UPLlNK XXX TO DATA pages (including existing
CG data) are unaffected.
2.3.2 Runway Element Processing fRWl

This data may be summarized as follows:
a) General data:
Takeoff Runway Ident
Runway Intersection
Position Shift
Runway Length Remaining
Reference Takeoff Gross Weight
Takeoff Runway Wind
Takeoff Runway Condition
b) MAX TO Data:
Assumed Temperature
Trim
- Takeoff Speeds (V1, Vr, V2)
- Flap/Slat Configuration
c) FLX or DRT TO Data:
- Alternate Thrust Rating (only used for DRT if derate is enabled)
- Alternate Assumed Temperature (only used for FlX)
- Alternate Trim
Alternate Takeoff Speeds (V1, VR, V2)
- Alternate Flap/Slat Configuration
d) Other data (common to all uplinked runway list entries):
- Departure Airport Ident
- Baro Setting
- Thrust Reduction and Acceleration Altitudes
- Engine-out Acceleration Altitude.
If valid assumed temperature and velocities are received for a runway in the uplink message, the system
considers that MAX TO DATA are received and fills the corresponding UPLlNK MAX TO DATA MCDU page
of the runway with the data related to the runway and to the MAX set of speeds: Trim, Assumed
Temperature, Flap/Slat Configuration, Takeoff Speeds.
When the Derated Take Off option is disabled, then if valid Alternate Assumed Temperature and Alternate
Take Off Speeds are received in the uplink with Alternate Assumed Temperature different from Assumed
Temperature, and Alternate Thrust Rating missing or zero, then the system considers that FLEX TO DATA
are received and fills the UPLlNK FLX TO DATA MCDU page for that runway with the data related to the
runway and to the alternate set of speeds: Alternate Trim, Alternate Assumed Temperature, Alternate
Flap/Slat Configuration, Alternate Takeoff Speeds. If all the above listed conditions for FLEX TO DATA are
not met, the ALT Takeoff Data is merely ignored without rejection.
42
REV -
When the Derated Take Off option is enabled, then Flex data and Derated data become mutually exclusive
for each given runway within the runway list in the uplink and are processed as follows (note all the elements
listed in the items below are assumed to be in the same uplink runway list entry):
The system considers that DERATED TO DATA are received if Altemate Thrust Rating is valid
(and not zero), Altemate Take Off Speeds are valid, and either the Altemate Assumed
Temperature is missing, invalid, or it equals the Assumed Temperature. If this is the case, the
system fills the UPLlNK DRT TO DATA MCDU page with: Altemate Trim, Altemate Thrust
Rating (converted to pilot entry format - Le. a percentage), Altemate Flap/Slat Configuration, and
Altemate Takeoff Speeds.
If the Altemate Assumed Temperature does not equal the Assumed Temperature and the
Altemate Thrust Rating equals 0, is invalid, or is missing (Le. no derate), then processing
continues for the current uplink as if the Derated Take Off is disabled (Le. the checks are made
for reception of FLEX TO DATA).
If (the Altemate Assumed Temperature is not present or it = Assumed Temperature) and (the
uplinked Altemate Thrust Rating is not present or it = 0) (i.e. neither FLEX or DERATED TO
DATA are indicated in the runway list entry), then the "a Item ate" set of data is ignored and
processing follows without causing a rejection. Note that invalid data may be rejected as
described below.
If a valid Assumed Temperature is not equal to a valid Altemate Assumed Temperature, and a
valid Altemate Thrust Rating is not equal to 0 (Le. both FLEX and DERATED TO DATA are
indicated for a single runway list entry), then the ALT set of data is ignored and processing
follows without causing a rejection.
Valid MAX TO DATA can still be retained and used even if the ALT set of data (Le. the FLX or
DRT TO DATA) is ignored for the same runway list entry, and vice versa.
If MAX or ALT Take Off data not are not received, the appropriate uplink TO data MCDU page
displayed data is dashed.
Each runway list entry is a fIXed format, fixed order list consisting of the following elements separated by
commas with consecutive commas indicating that an element has no data for that list. Any additional
elements that are included in the runway list entry following those described below are ignored without
causing a rejection. Any element or parameter which is present but does not have a value meeting the
criteria listed below is considered invalid and is rejected. Missing optional elements do not cause a rejection
(elements are described as optional in this case). If a non-optional element is missing or invalid, it is
indicated that the processing will continue with the next runway list entry, and a rejection message shall be
initiated.
1
Takeoff Runway Ident: This element consists of three alpha and numeric characters and is
always required in the LDI uplink message runway list entry O.e. not optional). The runway
identifier consists of a two-digit integer between 01 and 36 inclusive, and a suffIX of L, R, C, or
O. The 0 designates no runway suffix. The runway is considered valid only if it exists for the
uplinked departure airport O.e. the runway must be defined for the uplinked departure airport
within either the pilot defined data or the Nav. Data Base). If the uplinked data does not contain
a valid Takeoff Runway Ident, then the list entry is considered invalid and processing follows with
the next list entry.
Runway Intersection: This element consists of from one to three alphanumerics CA' through
'Z', '0' through '9' and '-'). This element is optional.
43
A330/A340 FHS Datal ink Ground Users Manual
REV -
This element also requires the inclusion of the Position Shift element (see below) in order for the runway
list entry to be used. If a valid Runway Intersection is present, but the Position Shift element is not
present or is invalid, then the runway list entry is considered invalid and processing follows with the next
list entry.
3
Position Shift: This element consists of a P or M, indicating plus or minus (although a minus
value for the Position Shift element is considered invalid), followed by one or two numerics,
representing a value in hundreds of feet. The lower limit on Position Shift is 100 ft. The upper
limit on Position Shift is the runway length (LENGTH) as determined from pilot defined runway
data or the Nav. Data Base. This element is optional.
Runway Length Remaining: This element consists of up to three numerics indicating Runway
Length Remaining in hundreds of feet. The upper limit is the runway length (LENGTH) as
determined from pilot defined runway data or the Nav. Data Base. The lower limit is 3281 ft.
This element is optional.
Invalid Flag: This element is ignored for this implementation.
Trim: This element consists of up to five alpha and numeric characters, defining trim to
hundredths of a degree. The first character is a P or M for plus (down) or minus (up), followed by
one to four numerics. The valid range for this element is -07.00 to 05.00 degrees. This element
is optional.
Reference Takeoff Gross Weight: This element consists of up to four numerics defined to
tenths of kilopounds. The valid range for this element is 77.2 to 772.0 kilopounds. If the
uplinked data does not contain a valid Reference Takeoff Gross Weight, then the runway list
entry is considered invalid and processing follows with the next list entry.
Assuming that the LDI uplink is valid in all other senses, if the uplinked Reference Takeoff Gross Weight
differs from the TOW estimated by the system by more than 1T or if the TOW is not defined in the
system, or if the uplinked Take Off Center of Gravity differs from the CG estimated by the system by
more than 0.5%, then the INSERT uplink prompt will not be available to the flight crew (however
uplinked data may still be displayed for pilot review). The TOW estimated by the system before engine
start is the flight crew entered or uplinked TOW (see Section 2.2 [PER UplinkD.
Standard Limit Takeoff Gross Weight: This element is ignored for this implementation.
Outside Air Temperature (OAT): This element is ignored for this implementation.
10
Runway Slope: This element is ignored for this implementation.
11
Runway Wind: This element is a two-parameter element consisting of three numerics

designating the true direction the wind is coming from in degrees, followed by up one to three
numerics designating the wind magnitude in knots. The valid range for wind direction is 000 to
360 degrees. The valid range for wind magnitude is 0 to 500 knots. 13 If the uplinked data does
not contain a valid Takeoff Runway Wind, then the runway list entry is considered invalid and
processing follows with the next list entry.
(
44
Use 'or disclosure of infonmation on this page is subject to the restrictions on the title page of this document.
REV -
12
Takeoff Runway Condition:

meanings:
Numeric
1
2
3
4
5
6
7
This element consists of one numeric with the following
Runway Condition
wet
dry
1/4 water
1/2 water
1/4 slush
1/2 slush
compact snow
If the uplinked data does not contain a valid Takeoff Runway Condition, then the runway list entry is
considered invalid and processing follows with the next list entry.
13
Takeoff Flaps: This element is ignored for this implementation.
14
Takeoff Thrust Rating: This element is ignored for this implementation.
15
Variable Takeoff Rating (VTR) Percentage: This element is ignored forth is implementation.
16
Assumed Temperature: This element consists of two or three alpha and numeric characters,
defining temperature in degrees Celsius. The first character is a P or M for Plus or Minus,
followed by one or two numerics. If the uplinked data does not contain a valid Assumed
Temperature, then the system considers that no MAX TO DATA are contained in this list entry.
Processing of the list entry may continue for FLEX or DRT Take Off Data. This element is
optional.
17
Takeoff Speeds: This element is a three-parameter element consisting of nine numerics (three
numerics for each takeoff speed) defining Vl, VR, and V2 in knots in that order. Valid values for
Vl, VR, and V2 are between 100 and VMO knots. If the uplinked data does not contain a valid
Takeoff Speeds element, then the system considers that no MAX TO DATA are contained in this
list entry. Processing of the list entry may continue for FLX or DRT Take Off Data. This element
is optional.
18
Alternate Thrust Rating: This element consists of one numeric. No data or a zero designates
no derate. The valid range depends on the derate values indicated in the performance data
base for the engine-aero combination of the aircraft. This element is optional.
19
Alternate Flaps: This element is ignored for this implementation.
20
Alternate Trim: This element consists of up to five alpha and numeric characters, defining trim
to hundredths of a degree. The first character is a P or M for plus (down) or minus (up), followed
by one to four numerics. The valid range for this element is -07.00 to 05.00 degrees. This
element is optional.
21
Alternate Limit Takeoff Gross Weight: This element is ignored for this implementation.
22
Alternate Takeoff Speeds: This element is a three-parameter element consisting of nine

numerics (three for each takeoff speed) defining Vl, VR, and V2 (in knots) in that order based on
the Alternate rating. Valid values for Vl, VR, and V2 are between 100 and VMO knots. If
Alternate Takeoff Speeds are missing or invalid, and Takeoff Speeds are also missing or invalid,
45
A330/A340 FMS DataLlnk Ground Users ManuaL
REV -
then the list entry is ignored and processing follows with the next list entry. This element is
optional.
23
Alternate Assumed Temperature: This element consists of two or three alpha and numeric
characters. defining temperature in degrees Celsius. The first character is a P or M for Plus or
Minus. followed by one or two numerics. If Altemate Assumed Temperature is missing or
invalid. and both Assumed Temperature and Altemate Thrust Rating are also missing or invalid.
then the list entry is ignored and processing follows with the next list entry. This element is
optional.
24
Flap/Slat Configuration: This element consists of one numeric indicating the Flap/Slat
Configuration. The valid range for Take Off Flap/Slat Configuration is 0-3. This element is
optional (i.e. no rejection issued if missing). but if it is invalid. the element is ignored and a
rejection message is initiated.
25
Alternate Flap/Slat Configuration: This element consists of one numeric indicating the
Altemate Flap/Slat Configuration. The valid range for Take Off Flap/Slat Configuration is 0-3.
This element is optional (i.e. no rejection issued if missing). but if it is invalid. the element is
ignored and a rejection message is initiated.
other RW Data Element Validation and Processing:

other RW data including departure airport ident. baro setting. thrust reduction altitude. acceleration altitude
and engine-out acceleration altitude (part d in the summary above) follow the Runway List Entries. These
uplink data are common to all runways and their display will be repeated along with runway-specific data on
the MCDU on each UPLlNK XXX TO DATA MCDU page (where XXX is MAX. FLX. or DRT). These MCDU
pages also allow LDI data insertion.
1
Departure Airport Ident: This element consists of from 1 to 4 alpha or numeric characters.
The Departure Airport Ident is mandatory in the uplink message and is considered valid only if it
matches the origin airport in the active primary flight plan. If this element is missing or invalid.
then the entire LDI uplink message is considered invalid. and a rejection message is initiated.
Baro Setting: This element consists of up to five alpha and numeric characters. The first
character is an H or E for QNH or QFE. followed by one to four numerics defining the baro
setting in hecto pascals. The valid range for this element is 745.0 to 1050 hecto pascals. This
element is optional (i.e. no rejection issued if missing). but if it is invalid. the element is ignored
and a rejection message is initiated.
Thrust Reduction Altitude: This element consists of up to five numerics defining altnude in
feet. The valid range for this element is (the elevation of the uplinked airport + 400 ft.) to
maximum certified altitude. This element is optional (i.e. no rejection issued if miSSing). but if it
is invalid. the element is ignored and a rejection message is initiated.
Acceleration Altitude: This element consists of up to five numerics defining altitude in feet.
The valid range for this element is (the elevation of the uplinked airport + 400 ft.) to maximum
certified altitude. This element is optional (Le. no rejection issued if missing). but if it is invalid.
the element is ignored and a rejection message is initiated.
If both Acceleration Altitude and Thrust Reduction Altitude are included in the uplink. both will be rejected
with their respective rejection codes unless the following relationship exists:
UPLlNKED THRUST REDUCTION ALTITUDE is less than or equal to
UPLlNKED ACCELERATION ALTITUDE.
46
REV .
Engine-out Acceleration Altitude: This element consists of up to five numerics defining

altitude in feet. The valid range for this element is (the elevation of the uplinked airport + 400 ft.)
to malCimum certified altitude. This element is optional (i.e. no rejection issued if missing), but if
it is invalid, the element is ignored and a rejection message is initiated.
Note that the uplinked Thrust Reduction Altitude, the Acceleration Altitude, and the Engine-out
Acceleration Altitude may be recalculated or ignored by FMS software upon insertion in order to comply
with other FMS requirements. The FMS values used are displayed on the MC DU PERF TAKE OFF
page after flight crew insertion.
2.3.3 Center of Gravity Element Processing ICG)

The CG IEI element text defines the Take Off Center of Gravity for all runways and consists of the following
element:
CG: This element consists of up to three numerics defined to tenths of a percent of Mean
Aerodynamic Chord (MAC). Valid values for this element are between 8 and 50% (Le. 80 to
500). If the uplinked data element is missing or not valid in this sense, then the entire LDI uplink
message is considered invalid, and a rejection message is initiated.
47
REV -
Example:
LDI/RW33L,A9,P09"O,P500,2613,2850,P23,U05,270015,l,15,l,08,P38,131139147,O,15,
P435,2900,130137145.15R,A3",l :LFBO/CG200
Runway Intersection
Position Shift
Invalid Flag
Trim
Reference TO Gross Weight
Std. Limit TO Gross Weight
OAT
Takeoff Runway Slope
Takeoff Runway Wind
Takeoff Flaps
Takeoff Thrust Rating
VTR Percentage
Assumed Temperature
Takeoff Speeds:
V1, VR, V2
Altemate Thrust Rating
Altemate Flaps
Altemate Trim
Altemate Limit TOGW
Altemate Takeoff Speeds:
Altemate V1
Altemate VR
Altemate V2
Altemate Assumed Temp.
Flap/Slat Configuration
Altemate Flap/Slat Conf.
33L
A9
+900 feet
no data
data ignored (valid)
+5.00 degrees
261.3 klbs
data ignored (285.0 kJbs)
data ignored (+23 degrees C)
data ignored (up 0.5%)
270 (wester1y) at 015 knots
wet
data ignored (15 degrees)
data ignored (TO 1)
data ignored
+38 degrees C
131,139,147 knots
0, same as no derate
+4.35 degrees
data ignored (290.0 klbs)
130 knots
137 knots
145 knots
no data
no data
no data
(Note: Since there is no data for altemate assumed temperature or alternate thrust rating, the system will
consider that ALT data was not received for runway 33L. However, the system will consider MAX TO data to
be received, assuming all other mandatory data are present and valid).
Runway Intersection
.Position Shift
Invalid Flag
(Rest of the elements)
5R
A3
no data
no data
data ignored (invalid)
no data
(Note: Since non-optional data are miSSing for runway 15R, the entire 15R runway list entry is ignored).
Departure Airport Ident
Center of Gravity
LFBO
20.0% MAC
48
Use or discLosure of information on this page is subject to the restrictions on the title page of this document.
REV -
Example:
LDIIRW13R"MO, 111 "P11 00,2500,2850,P05,D05, 100005,2, 15,0,08,P38, 130140150:LFBO,H993,6300,,/CG6
00

Runway Intersection
Pos~ion Shift
Invalid Flag
Trim
Reference TO Gross Weight
Std. Lim~ TO Gross Weight
OAT
Takeoff Runway Slope
Takeoff Runway Wind
Takeoff Runway Cond~ion
Takeoff Flaps
VTR Percentage
Assumed Temperature
Takeoff Speeds:
V1
VR
V2
Altemate Thrust Rating
Altemate Flaps
Altemate Trim
Altemate Limit TOGW
Altemate Takeoff Speeds:
Altemate V1
AltemateVR
Altemate V2
Altemate Assumed Temp.
Altemate Flap/Slat Conf.
Baro Setting
Thrust Reduction AIt~ude
Acceleration Altitude
Engine-out Acceleration AIt.
Center of G rav~y
13R
no data
-100 ft (minus #, invalid)
11,100ft.
data ignored (no data anyway)
+11.00 degrees
250.0 klbs
data ignored (285.0 klbs)
data ignored (5 degrees C)
data ignored (down 0.5%)
100 (easterly) at 005 knots
dry
data ignored (TO 0)
data ignored
+38 degrees C
130 knots
140 knots
150 knots
data ignored
data ignored
data ignored
data ignored
(no
(no
(no
(no
data
data
data
data
anyway)
anyway)
anyway)
anyway)
no data
no data
no data
no data
no data
no data
LFBO
993 hecto pascals QNH
6300 ft.
no data
no data
60.0% MAC
(Validation errors in this uplink such as invalid Position Shift will cause the runway list entry to be rejected
with the list entry data ignored. Note also that since the CG data is out of range, the entire message will be
discarded and a rejection message shall be in~iated).
(
l
49
REV
2.3.4 LDI Uplink Rejection Criteria

Upon receiving an LDI uplink, text error checking is done to verify the message fonnat before the data is
presented for flight crew review. This checking consists of parameter validity and range checking (limits are
inclusive unless otherwise specified), and confinnation that mutually inclusive elements are all present.
Invalid elements may cause rejection of the element, its runway list entry, or the entire LDI uplink (see the
element description). If the error causes processing to end on the current runway list entry, then a REJ
message will be initiated for that list entry. If the entire uplink is considered invalid, then a REJ message will
be initiated for the whole message.
An LDI uplink will only be processed on ground prior to first engine start and while in the DONE or
PREFLIGHT phases, else the entire message is considered invalid.
If both the RW and CG IEls are not contained in the uplink, then the entire uplink message is considered
invalid.
If the uplink contains duplicate RW or CG IEls, then the entire uplink message is considered invalid.
If no valid runway list entry exists within the first six list entries included in the uplink, then entire uplink
message is considered invalid.
(
50
A330/A340 FMS Datalink Ground Users ManuaL
REV -
2.4 WIND INFORMATION UPLINKS (PWI)

The Predicted Wind Data (PWI) uplink shall provide capability for the uplink of climb wind data. en route
wind data, and descent forecast data to the FMS.14
The wind uplink begins with the PWI IMI followed by the uplink message consisting of one or more element
text sets. The primary element text set IEls that are processed for the PWI message are as follows:
CB -
contains climb wind data in the form of a list of up to five entries containing altitude, wind
direction, and wind magnitude parameters.
wo -
contains cruise wind data in the form of one altitude followed by a variable length list of
waypoints with associated wind data.
DD -
contains descent wind data in the form of a list of up to five entries containing altitude,
wind direction, and Wind magnitude parameters. In addition the destination ISA
deviation,
QNH, and transition altitude may be received.
AW -
contains the alternate wind data in the form an element containing alternate cruise flight
level, wind direction, and wind magnitude parameters.
Depending on the current flight phase of the system at the reception of the message, one or more of the four
primary IEls may be rejected or ignored (see Section 2.4.5 [PWI Rej. Criteria]). Primary IEI acceptance is
summarized as follows:
Flight Phase
Accepted IEls
Preflight,
Done,
Takeoff
CB, WO, DD, AW
Climb,
Cruise
WO,DD,AW
Descent,
Approach,
Go Around
None
PWI data is presented for flight crew review (Le. potential insertion or deletion) in three separate sets based
on flight phasellEI type:
Climb:
Cruise:
Descent:
Includes the CB IEI data set.

Includes up to four WO IEI data sets.
Includes the DD and AW IEI data sets.
Insertion or deletion is allowed on a set by set basis. Insertion of a particular set completely replaces the
existing system data for that set. Existing FMS data for uninserted sets is left in tact. For example, an uplink
may contain climb and cruise data. If the flight crew inserts the cruise set while deleting the climb set, the
FMS would replace all existing FMS cruise wind data with the uplinked data (all climb and descent wind data
would be left unaffected).
The PWI uplink can be used to provide data for the active or secondary flight plans. If a manual wind
request is pending, the uplinked wind data is for the active primary or secondary primary flight plan,
51
REV -
depending from which flight plan the request was initiated. When a manual request is pending, the reception
of any PWI IMI satisfies the manual request, regardless of the validity of the message.
Unsolicited uplinked wind data (i.e. a PWI uplink not requested by the flight crew) is for the active primary
flight plan when the active primary flight plan is defined.
On the ground, prior to engine start and before data has been entered on any WIND page of the receiving
flight plan, the uplinked wind message data is inserted directly into the flight plan without requiring flight crew
action. If the insertion process has begun and engine start occurs prior to message processing completion,
processing continues and the message data is still inserted directly into the receiving flight plan.
After engine start or after data exists on any WIND page of the receivine flight plan, wind data uplinked for
the flight plan requires manual insertion before overwriting existing data 1 .
If a PWI uplink is received that contains IEls other than those IEls shown for PWI in Section 1.3 [IMIIIEI
Combinations), then the extraneous IEls are ignored without causing an error. A PWI which contains no CB,
WO, DD, or AW IEls, but contains other IEls is ignored without causing an error.
Any wind element text begins with the appropriate IEI which is followed by a fIXed format, fixed order set of
elements associated with that IEI. Each element is separated by a comma with consecutive commas
indicating there is no data for that element. All elements are optional unless stated otherwise.
Example:
PWIICB3502700601WD31 O,TOU, 120015,350M35/DD31 0270045:060,060030.045,M04, 1013/
AW220035040
PWI - Predicted Wind Data Uplink
CB - Climb Wind Data
(list of up to five of the following data)
Wind Altitude
Wind Bearing
Wind Magnitude
: FL350
: 270 degrees
: 60 kts
WD- En route Wind Data

Wind Altitude
: FL310
(variable leng1h list of the following data)
Waypoint Name
: TOU (Toulouse)
Wind Bearing
120 degrees
Wind Magnitude
15 kts
Waypoint Altitude/SAT
: FL350/-35 C
DD - Descent Forecast Wind Data
(list of up to five of the following data)
FL31 0
Wind Altitude
Wind Bearing
270 degrees
Wind Magnitude
45 kts
(at most, one of each of the following data)
TAlon Altitude
Ignored
TAlon/off Altitude
: Ignored
52
Descent T rans AIt

Descent ISA Dev
QNH
AW- Alternate Wind Data

Wind Altitude
Wind Bearing
Wind Magnitude
REV -
4500 ft
-4C
1013 hecto Pascals
FL220
35 degrees
40 kts
A more detailed example of each of the four wind elements can be found in the process specification for the
specific wind element.
2.4.1 Climb Wind Element Processing (CBI

The CB IEI data may contain up to five valid climb wind entries; those beyond the fifth valid wind entry are
ignored. The definition of a valid wind entry is detailed below.
Only one wind is accepted for any given altitude. If the same altitude occurs more than once in the list of
wind entries, only the first is accepted and any entries containing duplicate altitudes are ignored. When
processing the climb wind altHudes it is not a requirement that one of the altitudes must match the TIC
altitude.
If the lowest valid climb wind is within 400 ft. of the origin airport elevation, it is interpreted as a Ground
Wind. Any other climb wind altitude in the uplink message less than 400 ft above the origin airport is
ignored.
Only one CB IEI is accepted with any PWI uplink. If the IEI occurs more than once in the element, only the
first is accepted and any other occurrences of the CB IEI are ignored.
If uplinked climb wind data are pending insertion and flight phase transitions to climb, cruise, descent,
approach, or go around, then the uplinked climb data are deleted, and no rejection is sent to the ground
station (however, the end affect is the same as if the flight crew deleted the uplinked CB data, so a RESIRJ
could potentially be downlinked). Any previously existing climb data remains active. This does not apply to
the secondary flight plan when it has been created via the SEC INIT A page.
The CB element is defined as follows:
Altitude and Wind: This element is a three parameter element consisting of three numerics
defining altitude to the nearest 100 feet, three numerics defining wind direction in degrees, and from
one to three numerics defining wind magnitude in knots. The valid ranges are 0 to maximum
certified altitude/100 for the altitude, 0 to 360 for the wind direction and 0 to 500 for wind
magnitude. 16
If any portion of the list entry is not valid, a rejection message is initiated, and processing continues with
the next altitudelwind list entry.
Example:
53
REV .
A330/A340 FMS DataL ink Groood Users ManuaL
PWIICB39001 0005.37002001 0.350030015.330040020.008180025.350067003

PWI
- Predicted Wind Data Uplink
CB Climb Wind Data
(Wind at Altitude 1)
Wind Altitude
FL390
Wind Bearing
10 degrees
Wind Magnitude
5 kts
(Wind at Attitude 2)
Wind Altitude
FL370
Wind Bearing
20 degrees
Wind Magnitude
10 kIs
FL350
Wind Attitude
30 degrees
Wind Bearing
Wind Magnitude
15 kls
(Wind at Attitude 4)
FL330
Wind Attitude
Wind Bearing
40 degrees
20 kIs
Wind Magnitude
(Ground Wind with Origin Airport Alt of 5001
Wind AMude
800 It
Wind Bearing
180 degrees
Wind Magnitude
: 25 kIs
Wind at sixth altitude FL350 is ignored.
2.4.2 En Route Wind Element Processing (WO!

For the WO IEI, at least one attitude with at least one paint with valid wind data is required for the element to
be accepted.
More than one WO IEI may be accepted within a Single PWI message. The number of WO IEls may be less
than or greater than the number of cruise wind altitudes defined in the system without causing an error. The
WO element text consists of an altitude followed by a comma followed by a variable length list of fixes with
their corresponding wind data and SAT at the given attitude. There may be a wind defined at each of four
separate altitudes for waypoints in the cruise segment of the flight plan. If there are more than four sets of
WO, elements in a PWI message, only the first four valid elements are used and the remaining WO IEls are
ignored. 17
Wllhin the wind attitude list, the following parameters will be processed for each list entry: waypoint, waypoint
wind, and optional attitude/SAT. Any other parameters are ignored without causing an error. Any parameter
values not abiding by the format and range rules defined for that parameter are considered invalid. The WO
elements are as listed below in their appropriate order.
1
Wind Altitude: This is a variable length element consisting of one to three numerics defined to
the nearest 100 feet. The valid range is from 000 to maximum certified attitude divided by 100.
This element is required for each occurrence of the WO IEI. If the element is not valid in this
sense, a rejection message is initiated, and processing continues with the next attitude list entry.
Wind attitudes are independent of the cruise and step flight levels defined in the flight plan. Uplinked
wind attitudes are independent of the wind altitudes transmitted to the ground station via a downlink
request for wind information.
54
Use or discLosure of infonmation on this page is subject to the restrictions on the title page of this document.
REV -
If duplicate cruise wind altitudes exist in an uplink message, the duplicate data (i.e. any occurrence after
the first occurrence) are ignored.
elements constitute a waypointlwindltemperature list
The following
waypointlwindltemperature list entries are separated by a list entry terminator.
entry.
Consecutive
Waypoint: This is a variable length element consisting of a maximum of 13 alphanumerics.

Valid waypoints are fix identifiers, PBDs18, or LatlLong fixes that match a fix in the flight plan.
This element is required for each waypointlwindltemperature entry in the IEI. If the element is
not valid in this sense, a rejection message is initiated, and processing continues with the next
waypointlwindltemperature entry.
If no valid waypoint is found for the given an altitude, a rejection message is initiated, and processing
continues with the next altitude list entry.
A waypoint may be defined in more than one WO IEI, since up to four "wind at altitudes may be defined
at each waypoint.
Waypoint Wind: This is a variable length element consisting of two parameters defining the
wind data for the preceding waypoint. The element consists of three numerics defining wind
direction in degrees and up to three numerics defining the wind magnitude in knots. Valid range
for wind direction is 0 to 360 and for wind magnitude is 0 to 500. If the element is not valid in
this sense, a rejection message is initiated, and processing continues with the next
waypointlwindltemperature entry.
Waypoint Altitude/SAT: This is a variable length element consisting of two parameters

representing an altitude and corresponding SAT at that altitude for the preceding waypoint. The
element consists ofthree numerics defining altitude to the nearest 100 feet followed by a P or M
designating plus or minus followed by one or two numerics defining degrees Celsius. Valid
ranges are 0 to maximum certified altitude divided by 100 for the altitude and M99 to P99 for the
SAT. Since SAT is an optional element, no rejection is issued if SAT is not included in the
uplink. However, if the element is not valid, a rejection message is initiated, and processing
continues without the Altitude SAT entry.
Since only one SAT is retained per waypoint, only the first uplinked Waypoint Altitude/SAT element is
L!:tained by the FMS with subsequent uplinked Waypoint Altitude/SAT elements being ignored.
Example:
PWI1WD31 O,TOU, 120015,350M35.LMG, 130020,350M37IWD330,TOU, 100010,31 OM32
PWI
wo- En route Wind Data (first set)

Wind Altitude
FL310
(variable length list of the following data)
TOU (Toulouse)
Waypoint Name
120 degrees
Wind Bearing
Wind Magnitude
15 kts
FL350/-35 C
Waypoint Name
LMG (Limoge)
130 degrees
Wind Bearing
Wind Magnitude
20 kts
55
REV -
FL350/-37 C
WD- Enroute Wind Data (second set)

FL330
Wind Altitude
(variable length list of the follOwing data)
Waypoint Name
TOU (Toulouse)
Wind Bearing
100 degrees
Wind Magnitude
10 kts
FL31 0/-32 C
TOU will have a SAT/ALT of 350/-35 C since only the first is kept.
2_4.3 Descent Forecast Winds Element Processing IDOl
The DD element text consists of altitudelwind list entries followed by additional descent forecast elements
(the transition altitude, ISA deviation, and QNH are used for display on the MCDU PERF APPR page). Each
altitudelwind entry is separated by a list element terminator. The altitude wind list is terminated with a list
terminator.
More than five "winds at altitude" may be uplinked; however, only the first five valid winds are accepted.
Those beyond the first valid five are ignored. It is not required that one of the uplinked descent wind
altitudes must match the TID altitude.
Only one wind is accepted for any given altitude. If the same altitude occurs more than once in the list of
wind entries, only the first is accepted and any entries containing duplicate altitudes are ignored.
Within the data which constitutes the DD IEI, only the following data will be processed: altitude and wind,
transition level, ISA deviation at the destination, and QNH at the destination. All other elements which exist
in the IEI are ignored without causing an error or rejection.
If the lowest descent wind is within 400 ft. of the destination airport elevation, it is interpreted as a Ground
Wind. All other descent winds less than 400 ft. above the destination airport are ignored.
If multiple DD IEls are received in a single message, only the first is processed; the others are ignored
without causing an error.
The DD elements are as listed below in the required order:
1
Altitude and Wind: This element is a three parameter element consisting of three numerics
defining altitude to the nearest 100 feet, three numerics defining wind direction in degrees, and
from one to three numerics defining wind magnitude in knots. The valid ranges are 0 to
maximum certified altitude/lOO for the altitude, 0 to 360 for the wind direction and 0 to 500 for
wind magnitude.
If the altitude portion of the list entry is not valid, a rejection message is initiated, and processing
continues with the next altitudelwind list entry.
If the direction/magnitude portion of the list entry is not valid in this sense, a rejection message is
initiated, and processing continues with the next altitudetwind list entry.
The following elements are processed following the altitudelwind list:
(
56
REV
TAlOn Altitude: This element is included for expansion purposes and the value is ignored for
this implementation.
TAlOn/Off Altitude: This element is included for expansion purposes and the value is ignored
for this implementation.
Transition Altitude: This element consists of from one to three numerics defined to the nearest
100 feet. Valid ranges are from 0 to maximum certified altitude/100. If the element is not valid
in this sense, a rejection message is initiated, and processing continues with the next element.
ISA Deviation: The ISA deviation, the destination elevation, and the standard atmosphere
model, are used to compute destination temperature. This element consists of two or three
characters. The characters are comprised of a one character directional, P or M, and a one or
two numerics to the nearest 1 degree celsius. The valid range is 0 to 99. If the element is not
valid in this sense, a rejection message is initiated, and processing continues with the next
element.
QNH: This element consists of one to four characters defined to the nearest 1 hectopascal. The
valid range is 745 to 1050. If the element is not valid in this sense, a rejection message is
initiated, and processing continues with the next element.
Example:
PWIIDD39001 0020.370030040.350050060:060,060030,045,M04, 1013
PWI Predicted Wind Data Uplink
DD Descent Forecast Data

Wind Altitude
Wind Bearing
Wind Magnitude
Wind Altitude
Wind Bearing
Wind Magnitude
Wind Altitude
Wind Bearing
Wind Magnitude
TAlon Altitude
TAlon/off Altitude
Descent Trans AIt
Descent ISA DEV
QNH
FL390
10 degrees
20 kts
FL370
30 degrees
40 kts
FL350
50 degrees
60 kts
Ignored
Ignored
4500 ft
--'le
1013
2.4.4 Alternate Route Wind Element Processing (AWl

The AW IEI will be ignored if no altemate night plan exists.
57
REV -
For uplinked altemate wind data, only one altemate wind value is accepted (will automatically be assigned to
the altemate cruise flight level after insertion), and all others are ignored without causing an error or
rejection.
If multiple AW IEls are received in a single message, only the first valid AW is processed and the others are
ignored without causing an error.
The AW IEI data is defined as follows:
Altitude and Wind: This element is a three parameter element consisting of three numerics defining
altitude to the nearest 100 feet, three numerics defining wind direction in degrees, and from one to three
numerics defining wind magnitude in knots. The valid ranges are 0 to maximum certified altitude/100 for
the altitude, 0 to 360 for the wind direction, and 0 to 500 for wind magnitude.
If the altitude portion ofthe element is not valid, a rejection message is initiated, and no altemate wind is
processed.
If the direction/magnitude portion of the element is not valid, a rejection message is initiated, and no
altemate wind is processed.
When inserted, the uplinked altemate cruise wind direction and magnitude are associated with the
default altemate cruise flight level of the FMS, with the uplinked altemate cruise flight level being used
only for flight crew evaluation of the applicability of the wind data to that default.
Example:
PWIIAW220035040/AW290050060
PWI
AW- Altemate Wind Data

Altemate Cruise Alt
Wind Bearing
Wind Magnitude
FL220 (or FMS value if mismatch)

35 degrees
40 kts
2.4.5 PWl Uplink Rejection Criteria

Invalidation of one element set does not necessarily invalidate the remaining sets. For example, if a CB
element is invalidated, but DD data is valid, then the DD data is accepted. Any parameter in an element set
that does not follow the format and range rules for that type of parameter is invalid and is rejected. Missing
data or invalid data within a message are discarded without invalidating any other valid uplinked wind data.
If the flight plan for which a manually requested wind uplink is undefined, the wind uplink is rejected unless
the corresponding flight plan request is pending.
If the active primary flight plan is undefined, an unsolicited wind uplink is considered for the secondary
primary flight plan. If the secondary primary flight plan is also undefined, the wind uplink is considered
If a flight plan initialization request is pending for the secondary primary flight plan, then the PWI uplink is
buffered and processed after the flight plan has been invalidated, inserted or deleted. The buffered wind
data remains associated with the secondary primary flight plan even if an active primary flight plan is later
defined.
58
REV -
In descent, approach, and go around flight phases, the entire PWI message is considered invalid and is
rejected.
A PWI message which contains no IEls is considered invalid and is rejected. A CB, DD, WO, or AW IEI
received without element text is considered invalid and is rejected, and processing continues with the next
element set.
An uplink message which contains CB, WO, DD, or AW IEls will be rejected if none of the IEls contains valid
data.
59
REV -
2.5 POSITION REPORTING FIX UPLlNK (POS)

The pas uplink message specifies reporting fixes over which Position Reports are automatically downlinked.
If the same reporting fIX is specified two or more times in the uplink, only the first designation is considered
and the others are ignored. Any uplinked fIXes which are invalid are ignored and processing continues with
the next fix in the uplinked list.
The position reporting fix(es) uplink begins with the IMI
reporting fIXes.
pas
followed by the RF IEI which contains a list of
As indicated in Section 1.3 [IMIIIEI Combinations), only the RF (Reporting Fix) and SN (Sequence Number)
IEls are processed in a pas uplink IMI. Any other IEI in the message is ignored without causing an error. If
duplicate RF lE Is are contained within the message, only the first is used and the second RF IEI is ignored
without rejection.
The pas uplink data is for the active primary flight plan, when defined. If the active primary flight plan is
undefined, and no flight plan initialization is pending, then the uplink is considered for the secondary primary
flight plan. The flight plan is searched for a match for each valid element contained within the RF data and
when a match is found, it is marked as a reporting fix. The "matching criteria" determined as follows:
If the fix is in navigation database fix format, the flight plan is searched for the first match of the fix
identifier. The first occurrence of a fix match within the flight plan is designated as the position reporting
fix trigger and any additional occurrence of the same fix down path is ignored.
If the fix is in latitudellongitude position fix format, the flight plan is searched for the first
latitudellongitude fix match as described in section see Section 2.1.1.16 [LatlLon Fix). A match is
considered to be any fix within 1 nautical mile of the uplinked latitudellongitude position fix.
If the fix is in valid placelbearingldistance format, the flight plan is searched for a place/bearing/distance
match as described in Section 2.1.1.17 [PSD Fix Format).
If the fix is in valid latitudellongitude croSSing point fix format, then the flight plan is searched for a
latitude or longitude position fix that matches the element latitude or longitude. For the case of
incremental definition, the flight plan is searched for a match for each of the incremental latitudes or
longitudes as well.
If an invalid element is encountered or a match cannot be determined for an element, that element is
ignored and processing continues with the next element.
2.5.1 Reporting Fix Element Processing IRFI
The RF IEI is followed by a variable length list of fix elements separated by periods, each specifying a
reporting trigger. Each valid fix element is of one of the following formats:
Navigation Database fix format - 1 to 5 characters containing characters in the setA - Z, 0" - "9", _.
LatitudelLongitude Position fix format - as described in Section 2.1.1.16 [LatlLon Fix).
PlacelBearinglDistance fix format - as described in Section 2.1.1.17 [PSD Fix Format).
Latitudellongitude Crossing Point - Latitude/Longitude reporting point format - If the element is three
characters, the first character must be either an 'N' or an'S' followed by a two digit integer in the range
from 00 to 90, inclusive, defining a latitude reporting point. If the element is four characters, the first
60
REV -
character must be either a 'W or an 'E' followed by a three digit integer ranging from 000 to 180,
inclusive, defining a long~ude reporting point. The last three characters must be two digits in the range
01 to 20 preceded by a dash; these three characters must be preceded by either a valid lat~ude or
long~ude reporting point fonnat as described previously. The value of the increment will be added as
well as subtracted from the latitude or long~ude that is found in the flight plan.
Example: lat/lon Crossing Point fonnats:
N47
A latitude reporting point at north 47 degrees.
W122
A longitude reporting point at West 122 degrees.
N48-15
Latttude reporting points at north 48 degrees and 15 degree increments.
W122-05
Longitude reporting points at west 122 degrees and 5 degree increments.
Note that the flight crew must have previously inserted waypoints at the lat/lon crossing points in order
for the lat/lon crossing points to be flagged as reporting fixes during POS uplink processing (other wise
the IRF waypoints will be ignored). A convenient way to accomplish this is to have previously uplinked
the same lat/lon crossing points via the :RP: FPEI of the FPX uplink.
Example:
POS/RFTOU.TOU090-0600.W120-05.N45W075224
Translates to a reporting fIX list:
TOU
TOU/90 deg/60 NM
W120, W115, W110, W125, W130. etc. (If these longitudes are in the flight plan)
N4500.0 W07522.4
2.5.2
pas Up.ink Rejection Criteria
If the RF IEI is not contained in the POS IMI (whether or not other IEls exist), the entire POS uplink message
is rejected.
If both the active primary and secondary primary flight plans are undefined, then the POS uplink is rejected.
61
REV -
2.6 REQUEST FOR REPORT UPLINKS (REQ)

REQ uplinks request information to be sent to the ground station. The request uplink consists of the REO
IMI accompanied by a th~e alpha character requested IMI referred to as the "label" which identifies the IMI
of the report to be transmitted to the ground station. The label must either FPN, FPC, PER, POS, or PRG,
or a custom IMI type defined in the APF (see section [APF]). The label may be optionally followed by a
comma and then a list of the desired report IEls, which may be used to customize the down linked report.
2.6.1 Request Element Text

The report IEls if included in the REO uplink must be separated by list entry terminators.
The report IEls which are recognized in an REO uplink message are RP, FN, PR, and DT. Additionally, the
generallEls CA and GA may also be included. Any other two alpha character IEI in the list is ignored.
If an REO uplink is received without a RP, FN, PR, or DT IEI following the label, and if the label is either
FPN, FPC, PER, POS, or PRG, a default report is sent to the ground station with default IEls specified in
Section 1.3 [IMIIIEI Combinations).
If an REO uplink is received with a label which is not one of the defaulllabels (i.e. FPN, FPC, PER, POS, or
PRG), then the content of the report is defined by the IEls for that IMI type as defined in the APF (see
Section 1.7 [APF]).
As mentioned earlier, the general IEls CA and/or GA may also be optionally included in the uplinked IEI list.
The GA element text consists of a list of one to seven, seven character addresses each separated by a list
entry terminator. The ground addresses will be reflected in both the downlink header User Address Field
(see Section 1.3.1 [User Address Field)) for the associated report down link and in its GA IEI. The CA
element text consists of one, ten character address and will only appear in the down link report CA IEI.
The APF options for report IEls override the request customization (e.g. if the FN IEI is disabled in the APF,
then it can not be down linked in a report even if it specifically requested in an REO uplink). However, if a
report type is not allowed by the flight crew because of the APF, that report may still be requested from the
ground (e.g. the APF may prohibit the flight crew from manually sending a POS report, however that report
may still be requested by an REOPOS uplink).
Example:
REOFPN,PR.FNlGATU1234. VW5678/CAABC12345
Request Label
Reporl List
Ground Addresses
Company Address
FPN
PR,FN
TU1234, VW5678
ABC12345
The FMS will downlink a custom "FPN" report with performance data, flight number, ground addresses
TU1234 and VW5678, and company address ABC12345. Note that no flight plan data will be sent (i.e. no
RP data) since the RP IEI is not included in the REO uplink.
REOPOS,GAVW5678
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The FMS will downlink a default Position Report containing the infonnation described in Section 3.1 [PaS
DownlinkJ, and a ground address of VW5678.
REOPPP
The FMS will downlink a custom "PPP" report if the "PPP" IMI is in the APF with a list of IEls defined for the
report. If "PPP" is not in the APF, then the uplink is rejected.
2.6.2 REa Uplink Rejection Criteria

If an REO uplink is received that contains a request label other than FPN, FPC, PER, pas, or PRG, and
there are no APF customized values for the request label, the uplink is rejected in its entirety.
If an REO uplink is received that contains no request label then the uplink is rejected in its entirety.
If an IEI is included in the list that does not meet the two alpha character requirement, that IEI is considered
invalid and is rejected. Processing continues with the next IEI in the list.
A REOPOS is rejected in its entirety if the aircraft position is invalid.
A REOPRG is rejected if the AlC is on the ground, in preflight or done phase, or if the active primary flight
plan is not defined.
If the CA or GA element text contains an error, the violating IEI shall be rejected. If an error is detected in
one GA or CA in a list, proceSSing then continues with the next element in the list.
If the CA or GA element text consists of only the IEI, then the IEI is rejected.
When a request uplink is received, the FMS will respond, with the requested downlink report, immediately if
no buffering conditions exist.
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3 DOWNLINK MESSAGES
The datalink capability allows a variety of information to be downlinked.
Active and altemate flight plans as well as the flight number may be downlinked via a Flight Plan Report
message. Information such as Cruise Altitude, Center of Current Gravity and Cost Index can be downlinked
via the Performance Data Report message. AlC position data and wind data can be downlinked via the
Position Report message. Information relative to the aircraft's arrival time can be down linked via the
Progress Report message.
Information specified in a Custom Report Request uplink may be down linked via the Custom Report
message.
Requests for flight plan data, performance data, load information data, and wind data to be uplinked from the
ground may be down linked via the Request message.
Error codes identifying the reason for rejecting an uplinked message may be down linked via the Rejection
message.
Acknowledgement that an uplinked message was received and whether it was accepted or rejected can be
downlinked via the Response message.
It is possible for a desired downlink report to be larger than the allocated FMS report buffer. If this occurs,
the report will be truncated after the last element to fit completely within the buffer. There will be no unique
indication that this has buffer overflow has occurred, however the maximum size downlink is 1255 characters
including addressing and buffer overflow should be extremely rare (buffer overflow is actually impossible for
some IMI types).
Several of the element names sent in downlink messages differ between the Aerospatiale FMS ACARS and
Printer Function specification and the ARINC Characteristic 702. In the cases where the naming is
significantly different, the specification document names are used and the phrase "This element is
downlinked as may be added to the elements description to specify the name used in ARINC Characteristic
702.
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3.1 POSITION REPORT - POS

The
P~S report downlink message is sent as a response to any of the follOwing triggers.
A Position Report is downlinked when a request for a POS report uplink is received as described in
Section 2.6. Report Request Uplink Messages.
A Position Report is downlinked when a waypoint is sequenced and that waypoint is a designated
reporting fix as described in Section 2.5. Position Reporting Fixes Uplinks.
A Position Report is downlinked in response to manual selection by the flight crew via the FMS REPORT
or ACARS FUNCTION MCDU pages.
If another trigger occurs while a previous P~S report has not yet been sent. the FMS will overwrite the
previously saved data with the data corresponding to the new trigger. Thus. only one report, which
corresponds to the latest trigger, is saved.
3.1.1 Position Report Format
A Position Report begins with the 'POS' IMI which is followed by the P~S elements (note: the P~S message
downlink does not have an associated IEI). The message may also contain the CA, GA, TS or SP element
text if the requirements for each as described in their corresponding section are met.
The P~S report elements are listed below in their required order. Unless stated otherwise the elements are
fixed length. All elements are separated by commas with consecutive commas indicating that no valid data
exists for that element. All values are rounded to the nearest unit and may be zero filled if necessary to
conform to the format requirements outlined below. All data included in automatically generated downlinks is
that of the ACARS Master FMS (the left FM when in operating in dual operation mode). All data included in
downlinks generated by the flight crew contain from the FMS side on which the button push was initiated.
Differences between left and right FMs should be slight. The data reflects the. values at the time the report is
generated.
1
Current Position: This element consists of 13 alphanumerics defining aircraft latitude and
longitude in standard latllon format (see Section 2.1.1.16 [LatlLon Fix)).
Overhead (OVHD) Reporting Point: This element consists of up to five alphanumerics

defining the triggering waypoint identifier. This element is only valid when the report is sent in
response to a Reporting Fix sequenced trigger. Because waypoint identifiers on the F-PLN page
can have up to seven alphanumerics, identifiers will be truncated on the right until the proper
downlink format is achieved. This element is downlinked as (crossed) Waypoint Ident.
Time of Report: This element consists of six numerics defining hours, minutes and seconds
(HHMMSS). It is downlinked as Greenwich Mean Time.
Altitude at Reporting Time: This element consists of up to three numerics defining aircraft
altitude in hundreds of feet. The element is downlinked as current altitude.
To Reporting Point: This is a variable length element consisting of a maximum of thirteen

alphanumerics defining the next designated reporting point from the AlC position in the active
route. If a next reporting point does not exist, the next en route fix of leg type AF, CF, OF, IF, or
TF is used. If there are no such legs of this type, this element is not sent. If this element is not
sent, then ETA at reporting point and the NEXT reporting point are also not sent. The element is
downlinked as Goto (NEXT) Waypoint Ident.
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ETA at To Reporting Point: This element consists of six numerics defining GMT in hours,
minutes and seconds (HHMMSS). If the To Reporting Point is not sent, this element is also not
sent. The element is down linked as ETA at Goto Waypoint.
NEXT Reporting Point: This is a variable length element consisting of a maximum of thirteen
alphanumerics defining the next designated reporting point down path from the TO reporting
point in the active flight plan. If such a pOint does not exist, then the fix associated with the next
en route AF, CF, OF, IF or TF leg follOwing the TO reporting point is sent. If there are no such
legs following the TO reporting point then this element is not sent. This element is also not sent
if a TO Reporting Point is not sent. The element is downlinked as GoTo+1 (following) Waypoint
Ident.
Static Air Temperature (SAT): This element consists of a directional component (p-plus, Mminus) followed by up to two numerics defined in degrees Celsius.
Wind Direction and Velocity: This element consists of three numerics defining true wind
direction in degrees and up to three numerics defining wind magnitude in knots. The element is
downlinked as Actual Wind.
10
Fuel on Board: This element consists of up to four numerics and is defined to tenths of a
kilopound. This value is the system fuel remaining value from the FUEL PRED page. The
element is downlinked as Fuel Remaining.
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3.2 PROGRESS REPORT - PRG

The PRG report consists of the PRG IMI followed by Destination (DT) element text and optionally Flight
Number (FN) element text. The message may also contain the CA, GA and TS element text if the
requirements for each as described in their corresponding section are met.
Progress reports are only sent relative to the active flight plan and only while airbome. 19
A Progress report is transmitted by the FMS in response to an uplinked progress report request (REQPRG)
or in response to any of the following triggers.
1
X minutes to Top of Descent: When the aircraft has X minutes remaining to the top of descent, a
PRG report message is down linked. Up to five triggers (report stimulus codes 116-120) of this type can
be defined in the APF. For each of these triggers. there is an aSSOCiated X value defined in the APF.
If the exact trigger time is jumped over (e.g. due to a direct to), the PRG report message for that time is
downlinked as soon as it as the FMS detects that its estimated time is less than the APF trigger time. If
the flight is extended so that the trigger time is passed again, the PRG report message will be
down linked again20 .
For example, if the X values are 60, 30, 20, and 10 then there will be PRG reports sent at 60, 30, 20,
and 10 minutes before top of descent with stimulus codes of 116, 117, 118, and 119.
Z minutes to Destination: When the aircraft has Z minutes remaining to the destination, a PRG
report message is downlinked. Up to five triggers (report stimulus codes 041-045) of this type can be
defined in the APF. For each of these triggers, there is an associated Z value defined in the APF.
If the trigger time is jumped over (e.g. due to a direct to), the PRG report message for that time is
downlinked. If the flight is extended so that the trigger time is passed again, the PRG report message
will be down linked again.
Note that for the change of destination airport, change of destination runway, or change in ETA stimuli
described below, a PRG report must have been downlinked previously in order for a new report to be
generated.
When the destination ETA changes more than V minutes from the ETA reported in the previous PRG
downlink, a PRG report message is downlinked. V is defined in the APF.
Any change of destination airport from the airport reported in the previous PRG downlink report while
the aircraft is airbome.
Any change of destination runway from the destination runway reported in the previous PRG downlink
report while the aircraft is airbome.
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3.2.1 Progress Report Fonnat

Destination Report Element Text - DT
The DT element text consists of the DT IEI followed by the following elements, listed in fIXed order. All
elements are separated by commas with consecutive commas indicating an element has no valid data for
that message string. All fIXed elements are zero filled and/or rounded to the nearest unit to conform to the
format requirements outlined below.
1
Destination Airport: This element consists of up to four alpha or numeric characters representing the
Destination Airport in the active route. If there is no active route or the primary route has no Destination
Airport, no data is included for this element. This element is downlinked as the Arrival Airport Ident.
Destination Runway: This element consists of three alphanumeric characters representing the
Destination Runway in the primary route. If there is no primary route or the primary route does not
contain a Destination Airport or a Destination Runway, no data is included for this element. If the
Destination Runway does not have a valid suffix (L-Ieft, C-center, R-right), a suffix of '0', signifying no
suffix, is included in the element for the downlink.
EFOB at Destination: This element consists of up to four numerics defining the system predicted fuel
remaining at the destination to tenths of a kilopound. If no destination airport is entered in the flight
plan, this element indicates the predicted fuel for the last waypoint in the active flight plan. This
element is downlinked as Predicted Fuel Remaining.
ETA at Destination: This element consists of six numerics defining hours, minutes, and seconds
(HHMMSS). If no destination airport is entered in the flight plan this element indicates the ETA for the
last waypoint of the active flight plan.
Report Stimulus: This element consists of three numerics defining the trigger that initiated the
sending of this report. If the report is being sent in response to an uplink request, no code is included
forthis element. Only the codes listed below are valid.
X minutes to TID
Z minutes to destination
Change in destination ETA
Change in destination airport
Change in arrival runway
116-120
041-045
046
047
048
X and Z are the times specified in the Airline Policy File (APF). Stimulus code 116 would correspond to
the downlink which occurred at the first time interval, as defined in the APF, prior to the top of descent.
117 would correspond to the second, and so on. Z times are the same as for X except they occur at
time intervals prior to the destination.
The smallest reporl stimulus code (e.g. 116 for X minutes to T/D) corresponds to the largest remaining
trigger value. For example, if there are 3 triggers of the type 'X minutes to TID', and X equals 30, 20,
and 10 for each respective trigger, then the code assignments will be 116 at 30 minutes to T/D, 117 at
20 minutes to TID, and 118 at 10 minutes to T/D.
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Flight Number Element Text - FN

The FN element text consists of the FN IEI followed by a variable fonmat element with a maximum of ten
alpha or numeric characters reflecting the FMS flight number. This element text is not included in the
message for any of the following reasons:
1.
If no valid flight number exists.
2.
If the FN Option Code is not set in the APF.
3.
For a REQPRG uplink, if the FN IEI was not requested.
Example:
PRG/DTLFBO,33L,287,073415,048
translates to:
A destination of LFBO runway 33L is expected with 28,700 Ibs. of fuel on board at time 7:34:15. The report
was generated because the destination runway changed from the previously downlink PRG report. No flight
existed was entered or the FN option was disabled via the APF.
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3.3 FLIGHT PLAN DOWN LINKS 3.3.1 Fliaht Plan Reports !FPNfFPC)
The flight plan report downlink message allows the transmission of active flight plan data to the ground. This
message is sent either via a manual selection of a prompt on the MC DU or automatically in response to a
ground request for the Flight Plan Report.
The content of the Flight Plan Report consists of what exists at the time of the report generation. If a data
item does not exist, it is omitted from the element text. If the active flight plan does not exist, then no actual
data is contained in the down link report message (ie, all the fields are omitted).
Flight plan report data may be targeted either for an airline (FPN report) or an ATC (FPC report) ground
station. Both reports are processed by the FMS identically except that FPC reports are given priority
processing which results in faster overall response time. Throughout this section the report shall be referred
to as an FPX report (where X is understood to be either C or N).
When a Flight Plan Report uplink request (REOFPC or REOFPN) is received or the flight crew has manually
initiated a Flight Plan Report downlink, the FMS initiates the appropriate (FPN or FPC) downlink message.
The flight plan report begins with the FPN IMI if the report is in response to a request (REOFPN) from the
airline ground station or is manually initiated. The flight plan report begins with the FPC IMI if the report is in
response to a request from the A TC.
3.3.1.1 Flight Plan Report Format

Active Route Element Text - RP
The 'FPN' or 'FPC' IMI is followed by the RP element text. The RP element is formatted according to the
active flight plan using the conventions defined in Section 2.1 [FPX Uplink)21. Included are the company
route, origin airport, arrival airport, departure runway, departure procedures, en route segments, arrival
procedures, approach procedure, arrival runway, transitions and airway/exit vias if they exist and if they have
not already been sequenced.
Note that since waypoints are stored within the FMS as latitudellongitudes, all direct fix waypoints (e.g.
PBDs, PBPBs, etc.) will be downlinked in latilon format except Nav. DB fixes which will only have their ident
included.
The en route segment consists of Waypoints, LatILon's, PB/PB's (converted to equivalent LatlLon's), PBD's
(converted equivalent to LatlLon's), Directs, Constraints, Holding Patterns, Steps, Along Track Waypoints
(converted to equivalent LatlLon's) and Reporting Points (converted to equivalent LatlLon's). Fixes within a
procedure are not included as separate fixes but only as part of the procedure identifier. Only waypoints
wi1hin the en route segment exist as separate fixes. Thus, constraints and holds are included only if they
exist within the en route segment, unless the procedure has been modified by the flight crew or within a
previous FPX uplink.
Alternate Route Element Text - RA

Following the "RP" element, if an alternate route exists, "RA" element text is formatted using the convention
in section [FPX Uplink] with the data from the alternate segment of the active flight plan.
Flight Number Element Text - FN
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The FN element text consists of the FN IEI followed by a variable fonnat element with a maximum of ten
alpha or numeric characters reflecting the FMS flight number. This element text is not included in the
message if no valid flight number exists. or if the FN option code is not set in the APF.
General IEls - CA. GA. TS. and SP

The message may also contain the CA. GA. TS. and SP IEI element text if the requirements for each as
described in their corresponding sections are met.
Example:
FPN/GAHNYWLLI.HNYWLL2ICAHNYWLL3/RP:DA:LFBO:AA:LFPG:R:33L:CR:TLSCDG:D:LMGlA
.. LMG:V:LMG .. AT2500 .. AMB .. CDN .. CDN:H:CDN ....R.021 .. 15.. EVX:WS:EVX.350.. S0KMU
.. MASSU .. N49189EOOI441 :AP:ILS27 .MERU(270)/RA:DA:LFPG:AA:LFBO:CR:4 ..PIROG.UR1 06
.. LCA..UB31 .. BELPA..AULON/FNHI666
a FPN report sent to ground addresses HNYWLL1 and HNYWLL2. and to company address HNYWLL3.
At the time of the downlink. the active primary route had departure airport LFBO. arrival airport LFPG.
departure runway 33L. the entire primary flight plan was defined by company route TLSCDG. SID LMG1A
with no transition to waypoint LMG which had an AT constraint of 25000 ft . direct to AMB. direct to CDN
which had a hold with a right tum in-bound course 21 0 magnetic with leg time of 1.5 minutes. direct to EVX
where a step climb to FL350 was present. direct to SOKMU. direct to MASSU. direct to a lat/lon waypoint
(may have been a pilot defined waypoint). no STAR or transition. approach procedure ILS27 with approach
transition MERU to runway 27.
The active altemate route had departure airport LFPG. arrival airport LFBO. the entire altemate flight plan
was defined by company route 4. no SID. direct to PIROD entering airway UR106 to the airway intersection
at waypoint LCA on airway UB31. exiting airway US31 at SELPA. direct to AULON. and no procedures were
given.
The entered flight number was HI666.
3.3_2 Fliqht Plan Requests IREQFPNI
The flight plan request message down link begins with the REQ IMI followed by the three character request
label FPN. The IEls that are specific to this IMI request whose element text may be included in the
message are the CO and FN IEls. The message may also contain the CA. GA. TS. and SP IEI element text
if the requirements for each as described in their corresponding sections are met.
The downlink flight plan request message does not distinguish between a request for either the Active or
Secondary Flight Plan. It is up to the FMS to decide where to store the resulting uplinked flight plan.
However. any Company Route or Flight Number sent in the downlink request reflects the Company Route or
Flight Number from where the Flight Plan Initialization request originated (Le. active or secondary flight
plan).
The CO element text is included in the message if a valid non-Nav. Database company route identifier exists
on the IN IT A or SEC INIT A MCDU page depending on which page the flight crew request was initiated
(requests initiated from the ACARS FUNCTION page of the MCDU apply to the active flight plan). The CO
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element text begins with the CO IEI and is followed by up to 10 alphanumerics reflecting the appropriate
company route identifier.
The FN element text consists of the FN IEI followed by a variable fonnat element with a maximum of ten
alpha or numeric characters reflecting the flight number displayed on the INIT A page. This element text is
not included in the message for any of the following reasons:
1.
If no valid flight number exists.
2.
If the FN Option Code is not set in the APF.
A four minute timeout is associated with all FMS REO down links. If the report requested in the down link is
not received within four minutes from the time of flight crew request, then FMS "times out" its request and
the flight crew is allowed to make another request of the same type. Any uplink of the requested IMI type,
even an invalid one, will satisfy the FMS request.
Example:
REOFPNlCODEM01/SPCONTACTUSATTMG
translates to:
At the time of request downlink, the flight crew was requesting flight plan data for company route DEMOl
with a the words "CONTACT US AT TMG" in the scratch pad. No data was available for the FN, GA, CA,
and TS IEls, or the corresponding IEI option codes were not enabled via the APF.
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3_4 PERFORMANCE DOWN LINKS

3_4_1 Performance Data Report - PER
The Performance Data Report down link message allows the transmission of Performance data from the
active route to the ground station. This message can only be sent automatically in response to a ground
station request for the Performance Data Report (i.e. flight crew initiation of this report is not possible). The
PER report is a fixed format report conSisting of the PER IMI followed by Performance Report (PR) element
text as defined below. The message may also contain the following the CA, GA, and TS text if the
requirements for each as described in their corresponding section are met.
All of the PR elements listed are fixed length elements. All elements are separated by commas with
consecutive commas indicating an element has no valid data for that element text. The PR element text
consists of the PR IEI followed by the elements below, listed in their required order.
Aircraft Gross Weight: This element consists of up to four numerics defining Aircraft Gross Weight to
tenths of a kilopound. The value is taken from the data used for displaying Gross Weight on the Fuel
Pred MCDU page and is valid only after engine start. This element is downlinked as Current Gross
Weight.
Cruise Center of Gravity: This element consists of up to three numerics defining the center of gravity
to tenths of percent MAC. The value is taken from the data used for displaying CG on the FUEL PRED
MCDU page and is valid only after engine start. This element is down linked as Cruise Center of
Gravity.
Cruise Altitude: This element consists of up to three numerics and is defined as flight level. The
value is same as the value displayed on the MCDU PROGRESS page.
Fuel On Board: This element consists of up to four numerics and is defined to tenths of a kilopound.
The value is taken from the data used for displaying FOB on the FUEL PRED MCDU page and is valid
only after engine start. This element is down linked as Fuel Remaining.
Block Fuel: This element consists of up to four numerics and is defined to tenths of a kilopound. The
value is taken from the data used for displaying Block Fuel on the INIT B MC DU page. This element is
only valid before engine start.
Reserve Fuel: This element consists of up to four numerics and is defined to tenths of a kilopound.
The value is taken from the data used for displaying Reserve Fuel on the INIT B MCDU page before
engine start, or the FUEL PRED MCDU page after engine start.
Cost Index: This element consists of one to four numerics and is the system Cost Index value. The
value is the same value displayed on the CLB, CRZ and DES PERF MCDU pages.
Cruise Wind: This element is included for expansion purposes and the value is ignored for this
implementation.
Top of Climb Temperature: This element consists of a directional component (p-plus, M-minus)
followed by up to two numerics representing degrees Celsius. The value is taken from the data used
for displaying TOC temperature on the INIT A MCDU page before engine start and the Fuel Pred
MCDU page after engine start.
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10
Climb Transition Altitude: This element consists of up to three numerics and is defined as flight
level. The value is taken from the data used for displaying the Climb Transition Altitude on the MCDU
PERF TAKEOFF page.
11
Fuel Flow Factor: This element is included for expansion purposes and the value is ignored for this
implementation.
12
Drag Factor: This element is included for expansion purposes and the value is ignored for this
implementation.
13
Perfonnance Factor: This element consists of a directional component (P-plus, M-minus) followed by
up to two numerics defined to tenths of a percent. The value is taken from the data used for displaying
the Performance Factor on the AlC status MCDU page.
14 . Idle Factor: This element consists of a directional component(P-p1us,M-minus) followed by up to two

numerics defined to tenths of a percent. The value is taken from the data used for displaying the Idle
Factor on the AlC status MCDU page.
15
Tropopause Altitude: This element consists of five numerics and is defined in feet. The value is
taken from the data used for displaying Tropopause Altitude on the FUEL PRED MCDU page.
16
Taxi Fuel: This element consists of up to four numerics and is defined to tenths of a kilopound. The
value is taken from the data used for displaying Taxi Fuel on the INIT B MCDU page. This element is
valid only before engine start.
17
Zero Fuel Weight: This element consists of up to four numerics and is defined to tenths of a
kilopound. The value is taken from the data used for displaying ZFW on the INIT B MCDU page.
18
Zero Fuel Weight Center of Gravity: This element consists of up to three numerics defining the
center of gravity to the tenths of percent MAC. The value is taken from the data used for displaying
ZFWCG on the INIT B MCDU page.
Zero Fuel Weight and Zero Fuel Weight Center of Gravity are valid after engine start and will be transmitted
in the PER report.
3.4.2 Perfonnance Initialization Request - REQPER
The performance request message down link begins with the REQ IMI followed by the three character request
label 'PER'. The IEI specific to this IMI is the PO IEI. othelWise, PO element text is formatted identically as
the PR element text as defined in the previous section for a PER down link report. One exception is that
Cruise Temperature is never sent for a PER REO initiated from the Secondary INIT A page since it is not
available for the Secondary flight plan.
The message may also contain the following the CA, GA, and TS text if the requirements for each as
described in their corresponding section are met. Because REQPER downlink messages are sent in
conjunction with REOFPN down link messages, an SP IEI may exist in the REOFPN downlink, but will never
be included within an REaPER message downlink.
As described in Section 2.2.3 [FPXlPER Dependance), the "REaPER" is only sent together with an
"REOFPN" following a manually initiated request for Flight Plan Initialization data (initiated by the flight crew
via the INIT A MCDU page, SEC INIT A MCDU page, or the ACARS FUNCTION MCDU page). When the
"REOPER" is sent, the "REaFPN" will always precede it. A "REOPER" IMI is never sent independently, or if
it is disabled via the APF, or after first engine start.
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A four minute timeout is associated with all FMS REQ downlinks. If the report requested in the downlink is
not received within four minutes from the time of flight crew request. then FMS "times out" its request and
the flight crew is allowed to make another request of the same type. Any uplink of the requested IMI type.
even an invalid one. will satisfy the FMS request.
Example:
REQPERlPQ2113 .....0023 ..........
Zero Fuel Weight
CruiseCG
Cruise Altitude
Block Fuel
Reserve Fuel
Cost Index
Cruise Wind
Cruise Temperature
Climb Transition AIt.
Fuel Flow Factor
Drag Factor
Perf Factor
Idle Factor
Tropopause Altitude
Taxi Fuel
Zero Fuel Weight CG
211.3 klbs
no data
no data
no data
no data
23
no data
no data
no data
no data
no data
no data
no data
no data
no data
no data
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REV -
LOAD INFORMATION REQUEST - REQLDI
The load infonnation (takeoff data) request message downlink begins with the REQ IMI followed by the three
character request label 'LDI'. The IEI that is specific to this IMI is the RQ IEI. The Ra element text begins
with the Ra IEI. The Ra element text then includes a fixed fonnat string consisting of the following elements
listed in their required order. All elements are separated by commas with consecutive commas indicating an
element has no valid data for the IEI element text. All values are rounded to the nearest unit and/or zero
filled if necessary to confonn to the fonnat requirements outlined below. All data for the following elements
contain the value currently displayed on the UPLlNK TO DATA REa MCDU pages with the exception of the
Departure Airport.
Note since there are two UPLlNK TO DATA REa MCDU pages corresponding to two separate runways, two
sets of runway data within a single Ra IEI will always be downlinked regardless of whether data has been
entered on them or not. The REaLDI may be initiated by the flight crew via either of these pages or via the
ACARS FUNCTION MCDU page.
1
Departure Airport Ident: This element consists of up to four alpha or numerics and is extracted from
the active route.
Takeoff Runway Ident: This element consists of two numerics representing the runway number
followed by an alpha character representing the runway suffix. If the runway identifier does not have a
valid suffix (L-Ieft, C-center, R-right, O-none), it is given a suffix of '0' (no runway suffix) for the
downlink.
Runway Intersection:
Intersection.
Position Shift: This element consists of a directional component (P-plus, M-minus) followed by two
numerics representing a value in hundreds of feet.
Runway Length Remaining: This element consists of up to three numerics indicating Runway Length
Remaining in hundreds of feet.
Takeoff Center of Gravity: This element consists of up to three numerics representing the CG to
tenths of percent MAC.
Current Gross Weight: This element has been included for expansion purposes and contains no data
for this implementation.
Reference Takeoff Gross Weight: This element consists of up to four numerics defining the Gross
weight to tenths of a kilopound.
Static Air Temp. (SAn: This element consists of a directional component (P-plus, M-minus) followed
by up to two numerics defined in degrees Celsius.
10
Takeoff Runway Wind: This element is a two-parameter element consisting of three numerics
designating the true direction the wind is coming from in degrees, followed by up to three numerics
deSignating the wind magnitude in knots.
This element consists of up to three alphanumerics defining the Runway
76
11
REV -
Takeoff Runway Condition: This element consists of one numeric with the following meanings:
Numeric
1
2
3
4
5
6
7
Runway Condition
wet
dry
1/4 water
1/2 water
1/4 slush
1/2 slush
compact snow
12
Flaps: This element has been included for expansion purposes and contains no data for this
implementation.
13
Takeoff Thrust Rating: If the Derated Take Off option is enabled and either no Derated TO Level
exists or a Flex TO Temp exists on the corresponding UPLlNK TO DATA REO MCDU page, or if the
Derated Take Off Option is disabled, then this one numeric element is defaulted to 0 (i.e. No Derate).
If the Derated Take Off Option is enabled and a Derated TO Level exists on the UPLlNK TAKE OFF
REO MCDU page, the pilot entry fonnat (DNN) is first converted to a one digit integer value n (nth
allowed entry in the Perfonnance Database table for the current engine-aero combination) which is then
used to fill this element in the downlink request.
14
Variable Takeoff Rating (VTR) Percentage: This element has been included for expansion purposes
and contains no data for this implementation.
15
Selected Temperature: This element consists of a directional (p-plus, M-minus) component followed
by up to two numerics defined in degrees Celsius. If a Flex TO Temperature is defined on the UPLlNK
TO DATA REO MCDU page, the "F", if present, is first removed and then the Selected Temperature
element is filled with the resulting number. If no value exists on the UPLlNK TO DATA REO MCDU
page, SAT is used by default.
16
Baro Setting: This element consists of an alpha character followed by up to four numeric characters.
The alpha character is either an H or E for aNH or aFE. The four numerics represent the baro setting
in hecto pascals.
17
Flap/Slat Configuration: This element consists of one numeric with values from 0-3 indicating the
flap/slat configuration.
A four minute timeout is associated with all FMS REO downlinks. If the report requested in the down link is
(
77
REV .
Example:
The following is an example of a Takeoff Data Request downlink:
REOlDIIROlFBO.33l.A9".156,,2613.PI5.14012.1 "0"P40.lBFO.15R,,
,,156,,2613.PI5.14012.1 "2,,PI5
Runway Intersection
Position Shift
Runway length Remaining
Takeoff Center of Gravity
Current Gross Weight
Static Air Temperature
Takeoff Runway Wind
Takeoff Flaps
VTR percentage
Selected Temperature
Baro Setting
Runway intersection
Position Shift
Runway length Remaining
Takeoff Center of Gravity
Current Gross Weight
Static Air Temperature
Takeoff Runway Wind
Takeoff Flaps
VTR percentage
Selected Temperature
Baro Setting
lFBO
33l
A9
no data
no data
15.6%
no data
261.3 klbs
+ 15 degrees Celsius
140 degrees at 12 knots
Wet
no data
no TO derate
no data
+40 degrees Celsius
no data
no data
lFBO
15R
no data
no data
no data
15.6%
no data
261.3 klbs
+15 degrees Celsius
140 degrees at 12 knots
Wet
no data
TO derate level of 2
no data
+15 degrees Celsius
no data
no data
78
Use or disclosure of information on this page is subject to the restrictions on the title page of this docunent.
REV -
3_6 PREDICTED WIND INFORMATION REQUEST - REQPWI

The predicted wind information request message downlink begins with the REQ IMI followed by the three
character request label 'PWI'. This is sent in response to a manual request for uplinked wind data from the
ACARS FUNCTION MCDU page or from any available WIND MCDU page. This IMI is composed of one or
more element text sets.
The following IEls are processed by the FMS for the downlink:
CQ -
This IEI requests climb wind data.
WQ - This IEI requests cruise wind data.

DO -
This IEI requests descent wind data.
WR - This IEI requests an altemate weather report.

Depending on the current flight phase of the system at the initiation of the request, one or more IEls will be
sent. The IEls sent per flight phase are as follows:
When the flight phase is preflight, done or takeoff, CQ, WQ, DQ, and WR can be sent.
When the flight phase is climb or cruise, only WO, DO, and WR can be sent.
When the flight phase is descent, approach, or go around, a wind request cannot be initiated.
The message may also contain the following the CA, GA, TS and SP text if the requirements for each as
described in their corresponding section are met.
The data sent in the downlink is taken from the secondary flight plan when a request is manually initiated
from a secondary WIND page; otherwise, the data is taken from the active flight plan.
A four minute timeout is associated with all FMS REO downlinks. If the report requested in the downlink is
REOPWI/C0330IW0350.250.200.330:CDN/D0330IWRLFPG.LFPO
As shown above, at the time of the downlink, the following data had been in the FMS:
Defined cruise flight level of FL330 (hence the 330 for the climb and descent wind requests
Waypoint CON was the only cruise waypoint.
Flight crew had entered cruise winds at FL350, FL250, and FL200. Since only three winds had been
entered, the fourth downlinked altitude was the defined cruise flight level of FL330.
The destination airport was LFPG and the altemate airport was LFPO.
79
Use or disclosure of infonmation on this page is subject to the restrictions on the titLe page of this document.
REV -
3.6.1 Climb Wind Request Element Text - CQ

The CO contains the first cruise flight level; if no cruise flight level is entered, the IEI is still sent with no
accompanying data. Th!l cruise altitude at TIC consists of up to three numerics defining the altitude in
hundreds of feet.
For example, if a climb wind request was made for an altitude of 25,000 feet, the request would look like the
following: REOPWIIC0250
3.6.2 Enroute Wind Request Element Text - WQ

The downlink WO element text begins with the WO IEI and is followed by a list of elements defining altitudes
for which winds are requested (separated by periods), followed by a colon, followed by a list of elements
defining waypoints in the route for which the request is being made (again separated by periods). These lists
are formatted as follows:
List of Altitudes: This list contains from one to four wind level altitudes, each separated by a list entry
terminator. These altitudes consist of up to three numerics defining the altitude to the nearest hundred
feet, and correspond to the flight levels displayed on the CRUISE WIND pages for the cruise waypoints.
If no altitude is displayed on the CRUISE WIND page, the cruise flight level and the first three step
flight levels on the STEP page are sent in the message (up to four altitudes may be sent).
The WO IEI is sent independently of the cruise altitude. Thus, if no altitudes can be sent to the ground per
the above rules, the message is still sent anyway. In this case, it will only contain the available cruise
waypoints.
List of Waypoints: This list contains all the cruise waypoints in the applicable flight plan. Waypoints
consist of up to 13 alphanumerics defining flight plan LatlLon (see Section 2.1.16 [LatlLon FixD or Nav.
DB fix identifier waYPoints. 22
For.identifying cruise waypoints to send to the ground, the cruise segment is defined as that portion of the FPLN between the first TIC (or AlC position, if flight phase is cruise) and the final T/D. If the TIC and TID
have not yet been computed by the FMS, then the cruise segment consists of all waypoints between the
origin and destination that are not within part of a SID or STAR procedure.
Only the terminations of AF, CF, OF, IF, and TF legs are sent in the WO IEI and they must be Nav.
Database, LatlLon, PBD or PBIPB waypoints. PBD and PBIPB waypoints will be downlinked in latllon
format.
Only one WO IEI is necessary. It is followed by the list of altitudes and then the list of waypoints.
cruise waypoints exist, this IEI is not sent to the ground.
If no
Example:
The following is an example of a Cruise Wind Request:
REOPWIIW0320.350.370.390:SEA.N4030W110.0RD
Wind Altitude 1
Wind Altitude 2
Wind Altitude 3
Wind Altitude 4
Waypoint Ident 1
32,000 ft.
35,000 ft.
37,000 ft.
39,000 ft.
SEA
80
REV .
Waypoint Ident 2
Waypoint Ident 3
North 40 degrees 30 minutes 0 tenths, West 110 degrees 00 minutes 0

tenths
ORD
3.6.3 Descent Forecasts Request Element Text - DQ

The down link DQ element text begins with the DQ IEI and is followed by a single element defining the last
cruise flight level (up to three numerics defining the attitude in hundreds of feet); if no cruise flight level is
entered, the IEI is still sent with no accompanying data. The IEI is not sent if a destination does not exist.
For example, if a descent wind request was made for an attitude of 38,000 feet, the request would look like
the following: REQPWI/DQ380
3.6.4 Alternate Wind Request Element Text - WR

The downlink WR element text begins with the WR IEI and is followed by the destination airport followed by
a period followed by the alternate airport. If either the destination airport or alternate airport are undefined,
this IEI is not transmitted.
The destination and aHemate airports are represented by their identifiers, consisting of up to four alpha or
numeric characters.
For example, if a destination was LFBO and the aHemate destination was LFPO, the request would look like
the following: REQPWIIWRLFBO.LFPO
81
3.7
REV -
RESPONSE REPORT DOWNLlNKS - RES
The FMS initiates an RES downlink message as an acknowledgement, acceptance or rejection indication to
an uplink message.
The RES message consists of the RES IMI, the response action IEI (AK, AC, or RJ), an optional free-form
message sequence number (if an SN IEI was contained in the uplink being responded to) and the RES
downlink stimulus code. The sequence number and the stimulus code are separated by a comma. If the
sequence number was not contained in the uplink the comma prior to the stimulus code will immediately
follow the IEI.
The uplinked Message Sequence Number consists of the SN IEI followed by up to ten alpha (A-Z) or numeric
(0-9) characters. It is "free-form" in the sense that airline and ATC can implement their own message
tracking system (e.g. sequential numbers, sende(s name, etc.). It shall be processed in any uplinked
message except an REQ uplink (see Section 1.3 [IMI/IEI Combinations. If no Message Sequence Number
is contained in an uplink, then the corresponding RES downlink contains no Message Sequence Number. An
invalid uplinked Message Sequence Number is ignored and only the first uplinked Message Sequence
Number is processed with subsequent Message Sequence Numbers also being ignored.
The RES IEls are as follows:
Accept-AC
The AC IEI indicates that the uplink message was inserted into the FMS either manually by the flight
crew or automatically by the FMS.
Reject - RJ
The RJ IEI indicates that the uplink was refused (i.e. deleted) either manually by the flight crew or
automatically by the FMS. Note that this "rejection" is not the same as the REJ down link which is
generally used for range and format failure indication. The RES RJ can only be downlinked after range
and format checking is complete.
Acknowledge - AK
The AK IEI essentially indicates the uplink message was received by the FMS. Recognized uplink
messages that are not rejected due to an end-ta-end CRC failure are immediately "Acknowledged' with
a "RES" downlink containing an "AK" IEI. This "RES" downlink occurs prior to message element
validation.
For the PWI uplink, only one RES AC or RES RJ downlink will be generated (assuming that RES is enabled
in APF) despite the fact that a wind uplink may be inserted or cleared individually for the climb, cruise, and
descent flight phases. As long as any wind is inserted for any phase, a RES AC shall be downlinked after all
uplinked winds have been acted upon. If no wind is inserted (e.g. if all INSERT prompts have been cleared
by the flight crew) then a RES RJ shall be down link after the last INSERT prompt has been acted upon.
The stimulus code consists of up to three characters and is defined as one of the following:
Stimulus Code
71
72
73
74
77
78
97
Definition
Co. Uplink acknowledge
A TC Uplink acknowledge
Co. RTE data accepted
ATC RTE data accepted
Co. RTE data rejected
ATC RTE data rejected
Co. Pert Init data accepted
82
101
109
115
301
302
REV -
Co. Pert Init data rejected

Co. Takeoff data accepted
U/L requesting a OIL acknowledge
Wind data accepted
Wind data rejected
Example:
RESLOI/AKABC0004567,71
UpJinked IMI
AKIEI
Stimulus Code
LOI
Acknowledge
ABC0004567
71
REV -
3.8
DOWNLlNK REJECTION MESSAGES - REJ
Elements and messages that are considered to be invalid are rejected unless otherwise specified.
Upon detection of errors during uplink message processing the FMS initiates a downlink rejection message
formatted to define the errors detected.
The Downlink Rejection Message begins with the REJ IMI. The REJ IMI is followed by the uplinked IMI from
the message that contained the error(s). This IMI is followed by a comma and the Greenwich Mean TIme
(GMl) at which the errant uplink was received. The GMT element consists of six numerics defining hours.
minutes. and seconds in the format HHMMSS. If the GMT is not valid, the GMT element consists of six
zeroes. The GMT is followed by a comma and an error data list as described below. The data involved in
the error or other useful information may optionally be the last text data in the list entry.
The message may also contain the following the CA, GA, and TS text if the requirements for each as
described in their corresponding section are met.
3.8.1 Error Data List
Each error data list entry consists of the following elements listed in order. Consecutive error data list entries
are separated by a list entry terminator. The error type code is a required element and the other elements
are optional. All elements are separated by commas with consecutive commas indicating there is no data
included for that element.
1
Error Type Code: This is a fixed length element consisting of three numerics defining the type of error
that was encountered. Valid codes are listed in the subsequent sections.
Error Data Code: This is a fixed length element conSisting of three numerics defining the data element
that contained an error. Valid codes are listed in the subsequent sections.
This is a variable length element consisting of one or both of the following parameters when they apply.
A.
The two character IEI that was included in the erroneous uplinked element text. This parameter is
required.
B.
A three numeric Extended Error Code that further defines the nature of the error or the actions
taken because of the error. This parameter is optional.
Extended Rejection Data: This is a variable length element consisting of up to 25 characters. This
element contains free text and is used to downlink the actual erroneous element(s) or any other
information that could be useful to ground personnel in determining the cause of error.
84
A330/A340 FMS Datal ink Ground Users ManuaL
RF.V"-
The following is an example of a Rejection Downlink message:

REJFPN,12322S,130,214,WSOOS,GEG,266.109,107,WSOOS,TOU,700
Message Rejected
Greenwich Mean Time
Error Type 1
Error Data 1
IEI Causing Error 1
Extended Error 1
Data Causing Error
Error Type 2
Error Data 2
IEI Causing Error 2
Extended Error 2
Data Causing Error
FPN
: 12 hours, 32 minutes, 2S seconds
: (130) No Fix Match in Route
(214) Waypoint Step Climb
WS
(102) All of Element Text Discarded
GEG,266
(109) Invalid Format and/or Range
(107) Waypoint Spd/AH Restriction Data Code
WS
(OOS) All of Element Text Discarded
TOU, 700
Note that it is possible to have muHiple FMS downlinks resulting from a single uplink:
Example:
Ground station uplinks an FPN uplink with numerous "non-fatal" errors.
FMS downlinks RES/AK indicating a correct end-to-end CRC.
FMS down links REJ for "first pass non-fatal errors.

-
Flight crew inserts FPN uplink and FMS downlinks another REJ for second pass" non-fatlll errors,
FMS downlinks RES/AC signifying that the flight crew has inserted the FPN uplink.
85
REV -
3.8.2 Error Data Codes: per ARINC 702

Error Data Codes used by A330/A340FMS
Deci.
Code
003
009
010
011
012
013
015
017
018
019
020
021
023
024
025
029
031
032
035
036
037
038
040
041
044
045
059
060
061
062
063
064
065
086
086
087
093
094
095
096
097
098
099
100
Deci.
Code
Description
ALTERNATE AIRPORT ID
FLIGHT NUMBER
COST INDEX
CRUSE ALTITUDE
CRUISE (TOC) TEMP
ZERO FUEL WEIGHT
RESERVE FUEL
CLIMB TRANSITION ALTITUDE
TAKEOFF DEPARTURE RUNWAY ID
RUNWAY INTERSECTION
RUNWAY POSITION SHIFT
RUNWAY LENGTH REMAINING
TRiM
TAKEOFF REFERENCE GROSS WEIGHT
TAKEOFF FLAPS
TAKEOFF SEUASSUMED TEMPERATURE
TAKEOFF RUNWAY WIND
TAKEOFF RUNWAY CONDITION
OUTSIDE AIR TEMP
DESCENT WIND ALT
DESCENT WIND DIRlMAG
CRUISE CENTER OF GRAVITY
BLOCK FUEL (PLAN FUEL)
DESCENT TRANSITION ALTITUDE
DESCENT ISA DEV
QNH
.
DEPARTURE AIRPORT
DESTINATION AIRPORT
COMPANY ROUTE
DEPARTURl:t RUNwAY
DEPARTURE BASE PROCEDURE
DEPARTURE TRANSITION PROCEDURE
AIRWAY VIA
ENROUTE WAYPOINT
ENROUTE WAYPOINT
DIRECTWAYPOINT
STAR BASE PROCEDURE
STAR TRANSITION PROCEDURE
APPROACH BASE PROCEDURE
APPROACH TRANSITION PROCEDURE
DESTINATION RUNWAY
HOLD ID AND ALT RESTRICTION
HOLD TARGET SPEED
HOLD TURN DIRECTION
Description
HOLD IN BOUND COURSE

HOLD EFC TIME
HOLD LEG TIME
HOLD LEG DISTANCE
WAYPOINT SPD/ALT RESTRICTION
COMPANY ROUTING ADDRESS
ENROUTE WIND WAYPOINT ID
ENROUTE WIND DIR/MAG
ALTERNATE FLAPS
ALTERNATE TRIM
TAKEOFF SPEEDS
ALTERNATETAKEOFF DPEEDS
ALONG TRACK OFFSET
WAYPOINT STEP CLIMB
GROUND ADDRESS
HOLD SPEED RESTRICTION
LATILON REPORTING POINT
ENROUTE WIND SEGMENT
ENROUTE SEGMENT
ALTERNATE THRUST RATING
PERFFACTOR
TAXI FUEL
ZERO FUEL WEIGHT CG
TROPOPAUSE ALTITUDE
IDLE FACTOR
MEAN WIND
CLIMB WIND ALTITUDE
CLIMB WIND DIRECTIONlMAGNITUDE
ALTERNATE WIND ALTITUDE
ALTERNATE WIND
DIRECTION/MAGNITUDE
STAR ENROUTE TRANSITION
311
PROCEDURE
312 THRUST REDUCTION ALTITUDE
313 ACCELERATION ALTITUDE
314 ENGINE OUT ACCELERATION
ALTITUDE
315 ALTERNATE ASSUMED TEMPERATURE
316-400 RESERVED FOR DEFINITION
BY A3201330/340
101
102
103
104
107
109
112
113
206
207
209
210
213
214
216
218
219
220
221
223
301
302
303
304
305
306
307
308
309
310
86
Use.,,:o.,-.,disclosure of information on this page is subject to the restrictions on the title page of this docunent.
3.8.3 Error Type Codes: per ARINC 702

Error Type Codes Used by A330/A340 FMS
,
1\
Deci
Code
Description
001
004
007
008
011
012
021
027
029
030
041
101
102
103
104
105
106
107
108
109
110
111
114
116
117
126
127
128
130
131
132
133
136
137
138
201
202
203
204
205
206
207
208
ENDTO-END CRC
MISSING ELEMENT
MISSING ALL DATA FOR DEPENDANT ELEMENT
INCOMPATIBLE DATA
NOT IN NDB
DUPLICATE WAYPOINT
NO MINIMUM FLIGHT PLAN
DATA NOT ALLOWED IN DESCENT PHASE
DEPARTURE AIRPORT DOES NOT EXIST
,,, :-,DESTINATION AIRPORT DOES NOT EXIST
TO FIX IS NOT ON AIRWAY
BUFFER FULL
INCOMPATIBLE IEI
INVALID IEI FORMAT
INVALID IMI FORMAT
NOT ALLOWED ON GROUND
INVALID REQUEST LABEL
NO IEls IN MESSAGE
NO DATA IN ELEMENT TEXT
INVALID FORMAT AND/OR RANGE
NOT ALLOWED WHEN AIRBORNE
NO APPLICABLE ROUTE
~; ~
ZERO FUEL WEIGHT CAUSES INVALID GROSS WEIGHT".. '", ::'1:::
. :! ..
MULTIPLE ROUTE IEI
NO ROUTE IEI
MULTIPLE OF FLIGHT PLAN ELEMENT NOT ALLOWED
':.,::.'
FROM FIX IS NOT ON AIRWAY
AIRWAY/AIRWAY INTERSECTION NOT FOUND
NO FIX MATCH IN ROUTE
MULTIPLE HOLD AT FIX
BASE PROCEDURE UNDEFINED
LATILON REPORTING POINT NOT FOUND
NO COMPATIBLE RUNWAYS
AIRWAY FLIGHT PLAN ELEMENT IS NOT CLOSED
NO FROM FIX FOR AIRWAY FLIGHT PLAN ELEMENT
DEPENDENTIMIREJECTED
DUPLICATE IEls
REPORT NOT ALLOWED WITH NC POSITION INVALID
BLOCK NOT SUFFICIENT FOR TAXI AND ROUTE RESERVE
WINDOW ALTITUDE CONSTRAINT NOT ALLOWED
NOT ALLOWED FOR ALTERNATE FLIGHT PLAN
DESTINATION DOES NOT MATCH ORIGIN OF ALTERNATE
PILOT DEFINED STORE IS FULL
"
I
'I..
87
Use or disclosure of information on this page is subject to the restrictions on the"title page of- this diXlinent.
A330/A34.0
-FMS.D-iI~alink.
REV -
GroU'ld Users Manual
a.s.o,,!' Extended 'Error.Codes: per ARINC 702
Extended Error Codes used for Aa30/A340 FMS

Deci
Q2S!!
Description
001
005
ALL OF MESSAGE TEXT DISCARDED

ALL OF ELEMENT TEXT DISCARDED
REMAINDER OF ELEMENT TEXT DISCARDED
ALL OF LIST DISCARDED
SINGLE ELEMENT DISCARDED
ALL OF MULTI-PARAMETER ELEMENT DISCARDED
SINGLE ELEMENT DISCARDED
ALL OF LIST ENTRY DISCARDED
ALL OF ENROUTE SEGMENT DISCARDED
001
007
,:i'.' .
008
010
lUll;,, "
101;1''';
)i", ,.
102
(
88
UseJ-qr
d.i.sclosur,~ of,;;c:inf.~t-ion
on this page is subject to the restrictions on the title page of this docunent.
3.8.5 Error Code Triplets Cross Reference IA330/A340 Specific):

The following error code triplets are given in an "Extended Error Code, Error Type.J::odei;Error, Data Code"'
order. "Var." means that various codes are possible depending on the situation. A blank indicates no code is
included. These codes are more specific to the A330/A340 Implementation.
Ext.
Error Error
Error Type ~ata
Code Code Code Condition
001
001
001
001
001
001
011
011
011
021
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
001
021
021
021
027
101
102
105
106
107
107
107
108
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
110
110
061
010
011
012
013
015
017
038
040
059
301
302
303
304
305
~!t~
",,-'"''ill
~;::,i['
End-to-End CRC Failure on Uplink

Random flight plan not included with non-Nav. Database Company Route number
Not in NOB
Company Route not in NOB & DEPT/ARRIVAL Airports not valid
No minimum Flight Plan (at least valid CO RTE, FROMITO pair, or wayp~Int' needed in FPX
uplink)
Ne~her RP nor RI IEls included in FPX uplink
No minimum flight plan: cannot apply PER because no ACTIVE or SECF-PtN'
POS can~ be use since ACT primary and SEC primary flightplans are undefi~ea,
PWI received and the aircraft is in descent, approach, or go around flight phase ..
Buffer Full for that IMI Type
Incompatible IEI: RW and CG IEls must be sent in the same LDI message ,',.'.
No active primary flight plan for REO
""::"<' ,":;>IlI.1
Invalid Request Label
RF is not contained in the POS IMI
No IEI's in message
A wind uplink is received with no IEls.
No data in element text
A wind uplink is received and none of wind elements contains valid data.
PER Cost Index invalid or missing
PER Cruise Alt~ude invalid or missing
PER Cruise Temperature invalid or missing
PER Zero Fuel Weight invalid or missing
PER Reserve Fuel invalid or missing
PER Climb Transition Altitude invalid or missing
LDI Invalid CG
PER Block Fuel invalid or missing
LDI Invalid Departure Airport
PER Pert Factor invalid or missing
PER Taxi Fuel invalid or missing
PER Zero Fuel Weight CG invalid or missing
PER Tropopause A~itude invalid or missing
PER Idle Factor invalid or missing
PER Not Allowed when airborne
LDI Not allowed when airborne
89
Use or disclosure of information on this page is subject to the restrictions on the titU~l pa:ge"of thiS:tioctinent.
,
Ext.
Error Error
Error Type Data
Code Code Code
001
001
001
111
111
111 '
001
001
001
001
114
013
' 117
136
001
001
001
201
202
202
001
001
005
005
005
005
005
005
005
005
005
005
005
005
005,
005
005
005
005
005
005
005
005
005
005
005
005
005
005
202
203
007
103
108
108
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
109
;',m;:: 1..-:"
fill'" .
,-z,
REV -
Cond ition
Alternate route IEI occurs prior to active/secondary route IEI

A manually requested wind uplink is'received and the receiving flight plan is undefined.
'Ari1unsOlicited wind uplink is received and neither the active primary nor the secondary primary
"flight plariis'defined,
PER ZFW causes invalid Gross Weight
Both activeand'secondary route IEI included
Neither active nor secondary route IEI included
LDI No compatible runways: all uplinked runways contained errors which caused the runway all
list entry data to be ignored
PER Dependent IMI rejected
Incompatible IEI: duplicate
',' ., _ PERIEI
_
..
More than one active or secondary route IEI included. or more than one alternate route IEI
included in FPX uplink
LDI Duplicate IEls
AlC position invalid
Neither speed noc~ltitude contained in constraint
Invalid IEI formaHbr REO
PWI IEI is received that contains no data.
Uplink coritli),si3A'JtA. but no GAlCA IEI data
LDllnvalid Runway Intersection
LDI Invalid Position Shift
LDI InvalfcfiifUnway'LenQth Rerilaining
LDI 1~~lljilfTiiri'tC ,:,'
'
LD.I I~valid Flap/Slat Configuration
'{"ro\"lrlValfifMSumed'Temperature ,;
PWI DescenttransitiohaMude is invalid.
PWI Descent ISA deviation is invalid,
PWI QNH is invalid.
LDI Invalid Baro Setting
Invalid CA
LDI Invalid Alternate Flap/Slat Configuration
LDI Invalid Alternate Trim
LDI Invalid Takeoff Speeds
LDI Invalid Alternate Takeoff Speeds
Invalid Waypoint Speed/Altitude Constraint
Invalid Waypoint Step ClblDes
Invalid GA
LDI Invalid Alternate Thrust Rating
Invalid Mean Wind
LDI Invalid Thrust Reduction Altitude
LDI Invalid Acceleration AMude
LDI Invalid Engine-out Acceleration Altitude
"'~r
107
019
020
021
023
025
029
041
044
045
045
109
206
207
209
210
107
214
216
223
306
312
313
314
90
'-,frn.-,
-'r, ";::~:'
s:'..
Use or disclosure of infonmation on this page is subject to the restrictions on the title page of this
document~
e)f
A330/A340
F~S
0/\
9-; f: ,
.}}'CC
,REV _
Datalink Ground Users Manual
,," -";Y' "
.,~ n;'/
Ext.
Error
Code
Error
Type
Code
~ Condition
005
005
005
005
005
006
006
109
130
130
206
207
008
008
315
107
214
214
003
063
093
006
008
095
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
011
011
011
011
011
011
011
011
011
011
011
012
029
029
030
030
030
041
109
109
109
109
109
109
109
109
109
109
059
060
062
063
064
var.
062
063
093
095
097
065
var,
087
009
059
060
061
062
063
064
065
G.'f"
(J/
\,-'
.?~~:~~
Error
Data
065
093
094
095
096
097
,>,/7
'" <;v
<,~j. Co
~?'J?'" "' 9'"
LDllnvalid Altemate Assumed Temperature

-,
.J
The waypoint does not exist in the flight plan
,,,"':0',, ~~rf.,;c,;, ''''- ,,' \J
There is no fix match in the route
\ \""
Waypoint Step Not Allowed i,n AHemate Flight Plan
,:' ' , ~ " II'.
I ",
rf-, "" ' )\:,~,'
AHemate Airport(s) Missing or Invalid, "
,
" , ' . " , j,
,
'
The departure exists in Nav, DB but is incompatible with any eJ(isting,depa,rture runway,'",
,,: le
The arrival (Star Base Procedure) is found in the NOB but IS,'iric<jinpatiblewith any existing,
1,,/',
arrival runway
,
, ~~ ~
'"
, .,' '~_
The Approach Base Procedure is found in the NOB, but is nOl.compatibl!!')tYith any 'exisliM
"
arrival runway
.
~', ~:, ,,~- "~rj~';1
~":
",
Departure Airport not in NOB
,>, TO
./'~jJ
".(:;
Arrival Airport not in NOB
0,' .3','
'''.,' ,',,, ,
f\'i,
Departure Runway not in NOB
I. _
'le
...
~'
.':.:2 _'.
The Departure Base Procedure is not found in ,the NOEL" ~

" Lqr")onl
The Departure Trans~ion Procedure is not.found in the"NOB':'r '!i::"oM
The Airway VialExit Via is not found in NOB
,.. S'. :c iOC'
The Star Base Procedure is not found in the NOB
The Star Trans Procedure is not found in the NOB
~.:~. ':'I:<:~"
:j'..:..,
The Approach Base Procedure is not found in the NDB<' ,r' "ji" ,.'''',,~1
The Approach TransHion Procedure is not found in the,':!IPB,.,,, ' Ij,', G'lsvCI
The Arrival Runway is not found in the NOB
',h, "'" " k ' ,; ::: !WC.
Duplicate waypoint rejected because of missing or inva,I)~-,I~t-{'en:0:' -.jn';C)' J
OepartureAirport Not Valid in Uplink
,'m~" ] :,lisvr.!-I'(JJ
G~O
The Departure Airport does not exist
" ;i:"y '1 t,:!;vr.'I::J
os:n
The Destination Airport of the Star Base'Proceduredpe~"'W\,~W;rS\.'''' ,JJ
t~Q
The Approach Airport ofthe Approach Base Procedure doe~ ,~~~tlaJ
The Arrival Airport does not exist
~ ::~ if.:' '.,:;-,,:-=-~ niiGv;'1j iCJ
::S~:]
The direct fIX temninating an airway or list of airway~s notqn~.~~la,~y "ese
A portion of constraint (specified by data code) is irv"Jjd,,!'. ; kscc?(1 riN'-i
Invalid Direct Fix
Invalid FN
i;}C}
Invalid Departure Airport
~~:... ' j ' . ('~s( bils'....
irJ_~
i_~ t.{J
Invalid Arrival Airport
:\.8 bUsvrd
Invalid Company Route
, \-, f'1 ~ A'.;:;-n~~;;\ ~_ i~; . !I i J.J
Invalid Departure Runway
-",..,
::t:::r::''?,-:iA ~):!5v;i /lJJ
'.'.t":'"
Invalid Departure Base Procedure
,,'"- ;~~'3~,~-"~_~'I:~\'-1: ;~:J
Invalid Departure Transition Procedure,
jj ~rn,::;:L-t~ ; .:-SVllf !Gj
Invalid Airway Via/Ex~ Via
",0
,!
f.: .,
".
'"cc
~Oi'
Get
80t
(:.1):,
gOt " --cC"

e::-;;--,", -cC'
8');'
-20r
20i
'~Ci'
C. ,i
.C,.
nc r
::",,-
.:-': E ':1 ;'t, bj~S'/-:' j(' -I

;'.f,.\f:' (!s.G~.-i (fl,-;'v;",l
91
,-,
Use or disclosure of information on this page is subject to the restrictions on the title page.of this document.
.
-- .. :"
"ij'--I:l"~d-;i
t-.~
~-I
__;",
.. ;}
":
'6
REV,
Ext.
Error
Error
Type
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
006
109
109
109
109
109
109
109
109
109
109
109
109
126
126
126
126
126
126
126
126
126
126
126
126
126
126
127
128
130
130
131
132
132
132
133
137
138
205
208
Error
Data
Code
093
094
095
096
097
098
100
101
103
104
213
215
009
059
060
061
062
063
064
093
094
095
096
097
219
311
065
065
98
213
98
064
094
096
215
065
065
107
var.
Condition
Invalid Star Base Procedure
Invalid Star Trans pcr.'cedur..-'
Invalid Approach Base Procedure
>,; .Invalid Approach Transition Procedirre
:; :Invalid Arrival Runway
Invalid Hold Id andAlt Restriction
"
Invalid Hold"TumUirection
Invalid Hold Inbound Course
Invalid Hold Leg Time
Invalid Hold Leg Distance .:;t.
Invalid Along Track Offset
Invalid Reporting Point
Multiple occurrence of Flightitilbtnbei' is"not 'allowed
Multiple occurrence of Departure Airport is not allowed
Multiple occurrence of Destin'ii/iOn'Afrportis'not allowed
Multiple occurrence of Company Route is'ri~t a,llowed
Multiple occurrence of Departure Runway is' not allowed
Multiple occurrence of Departure'Sase'Procedure is not allowed
Multiple occurrence of SID'Tr'ansitiOri'is not allowed
Multiple occurrence of STAR Base Procedure is not allowed
Multiple occurrence of STAR Transition is not allowed
Multiple occurrence of Approach Base Procedure is not allowed
Multiple occurrence of Approach Transition is not allowed
Multiple occurrence of Destination Runway is not allowed
Multiple occurrence of LatlLon Reporting Point is not allowed
Multiple occurrence of STAR Enroute is not allowed
The fix element precedes the airway and the fIX is not in the airway
The airway element precedes the airway and an intersection is not found
No fix match in the route
No fix match in route
Multiple holds exist at fix
The transition is rejected due to the rejection the departure procedure
The transition is rejected due to the rejection of the arrival procedure
The transition is rejected due to the rejection of the Approach Procedure,
No latitude/1ongitude reporting point is found
A direct fix does terminate an airway or a list of airways
Element preceding airway is not a fix
Both altitudel' and altitude2 contained in constraint
Pilot Defined Store is Full
92
Use or disclosure of infonDBtl_on on this page 1S subject to "the restrictions on the titLe page of this docunent.
n9lTi.,';i':l8
:'f;t:
"'0-
::;'i?15q ~J1;':r
,HY: ','", 21;"':"~"
r","_,
.:,
:-"
0-::.. .
REV -
Ext.
Error
Error Type
Code Code
Error
Data
Code
Condition
007
007
007
007
007
010
010
010
018
018
101
101
101
101
101
101
101
102
020
018
024
031
032
035
309
310
107
214
036
037
112
113
220
307
308
221
LDI Runway Intersection uplinked without Position.Shift

I'
LDI Invalid Takeoff Runway Ident
. '.'.
c '''.-' "':"vu
LDI Invalid Reference Takeoff Gr,?s:s,vveight .
,'hl .:J,' r. ,0\' "
LDllnvalid Takeoff Runway Wind
'": ,ri-1,
",'''i
LDllnvalid Takeoff Runway Condition
"" .
'},,c' , ,I
PWI Outside air temperature (or associated a~itude) .is.invali(t~ ,,' ".
Alternate wind a~itude is invalid.
"'" ,.' ,; . ,:k>;, ",
Alternate wind direction/magnitude is invalid.
.:"" . :,' J ,.
Multiple Constraints at waypoint no' allowed
. " ~.",%
Mu~iple Steps for Same Waypoint
, ... , " ./' ;u,', ~"\'nJ
Descent wind altitude is invalid.
'.. ;'''c' ,. ,,'
Descent wind direction/m~.9!'it~de is inY'i'Vd. ."l'''J:'~ )"\
,
Enroute wind waypoirat 1(J)s lnvalid~ . !... ."\:'~'~i~I"
r::s'rlu",; ,.) -71 ;j ju~/
Enroute wind directioi1lm~gnitude..i~, r~~I~-,,.::::, -. :~7:. ~- "'?lJl,I~::;G ~k;;jl: :?:-1
Enroutewind-altitude is invalid~, le.." .y:,~yt,-,:-:.~::) ,-;:.,';;-' ~in:.;o' "::!i.):-rluM
Climb wind altitude is-invalid, '
:, ,-, "'G '<:;
, " -', ';,;..:J;j,J '.:,:n~'l>,';
Climb wind direction/magnitudeds i_~v~lld, ~-;': ,:.
.,' .. "\!J;~:: Blqijll,f\.i
Flight plan segment is invalid o(~ d~fo!:s Iil:9t.eX!st: J ,-:: ;191"jU,;-:c ::,::::r\I_r<il
"i,):: "
:,,,:1 !~";:;
004
109
109
109
109
109
109
109
126
126
109
109
109
109
109
109
109
109
t!:
~~,
:..
il~_ ;,1 1
'I'~"
,i '
;;;:.~ ,~:.
~,);,
.-",~
,,-,"
",
~:!.
~:;C
'. ~ :
f!:..~r:
(j~(
a"1':'
a~r
;jQ .'
.:F,\~)
G~f)
ne
Ji
6~;
''I)
oSI'
~o
2S:~
r:~f
_(~~1;.;r~S.9s,\q~hJI\11
r:D
61;10
az(
:"~";"'~~r!.';::o.:;,:slqil!~jN:
,; '.:..ir-~i'b~:-O ~juii!ui\'l
\"80
a~~
et~'
"s:r
10
-),J;1~rnl;lp,9.~,:91~-~1:uM
.-,', .. -", ;;;):"_,:1': ;Jl~r?'.:.;;5 >':I~ SLiT
::,"
'::fJ
cs:r'
'j ';.-
";,j
I",
"90
,~;
.:f
JI
':;'.Q{;
..
'1.)
',.
." ..iI
nf
cao.
00C-
0 .-,"\
'.h'~,
D~I
-c" ....
0_'';
GOD
aC';(;
o~:i'
'~Sl
)~~f
: ,C'j ::.[1:: :d
'~::'UG"1
.'1'
r;:::ci:n~ .~::: c:1
OI-
>J:- ..:';/\
e;!
rSt'
q..;j"Bi"it
.d: tr,).J~J<~ ~l))'~n_~iqi~ltir'v1
. J. ( . '
,,! (:~
:.J
!Jel:J~1:~}\
"j
1.lci;j~li$,)t ~flT
)\':-::)2 1'-::1 -;;1 :<c.:1)i<:![iS;;,dnT
~eo
aCi)
:;::,rl~~;
aJ nqil;?'.-fic_tr :>rfT
?bUY;!1r.}~~?(utjJ12! _,)~.[
"r:'
',"ns! zs'-)c. ;.;t 'j:,:,::~: .'
,iL,
-: ,.1:.. [::.-.i,)S1':il
"F :.:--;
~~".
".'-';:-
!!(d~:'3-0'.}:;:\~7..,,:,:>;J
".::. ,}f1::i
. co..
"
l' ;
C:({~
I''::,j
an::
,,,1.;;-: ~;.(lt :--=0 ,-,~!r~'$.,nc-r,':
:n s'I!;~_"?.;:ib
"-1
'~ I"
r ;~[;;.,:hj8_:1~C~::
C't:
3&C
(-',C
:;2
r,>.'~"!:~s,(': ~,
Use or disclosure of information on this page is Stmject to the restrictions on the title page of this
'I:)
'2i.
docunent~
A330/A340 FMS
D.t.lin~ Gr~
" REV ..
Users Manual
3.9 Known)'!(Ohlems.an.t.I"un
...;qn,peferrals.,..,".,w
.. ' . :0
t]'N;JHo ,'1 \..ol.'~_' lfG9TiCJ 'j?'il""'l!.. , < ,.,-.,
id :-'
The following are some of the more serious known problem or function deferrals in the Entry Into Service
(EIS) Ft..1,Sji.P.~i!!i~$l~f~l:;JIJ,.IJW,st ,qa~~l"WOrk.. arounds:~n beA!!veloped to minimize the problem
impact. ftle1number'S'gilierl
for end-note reference throughout this document.
areusea
t.
NumeliP'jl:!r\~
...ae.' ~a~~i f~j'~'Ct~-$6:cihlyalph~'"J,;~':;;a~~'may i~ use~;
.r..l11;~_:(U}!(J-.:.~ .. ~:l!,".::.:-'~. I'.' ..
-!,
_'_{"'!>"
_.f
3. Currently no rejection is issued if flight plan full is encountered on an FPX uplink.

4. There currently are problems with the way ~~E;lI):'\fI~ges are fonnatted for airway processing (Le.
actual implementation may not always match thiS documentation). Indication within the rejection message
" .1,\ :
may therefore be somewhat misleading.
"
5. Currently a :F: segmenlbeginning with a non-flight plan v.iaypoint will be ignored without rejection instead
of being strung prior to the STAR
.
6. Along Track Elements (:AT:) is not supported for the EIS software delivery!' The :AT: FPEI and
aSSOciated data will be ignored if uplinked,
, . ' ...
';1 ,C .. ~ .."
deliy,,~,-
7. Hold Elements (:H:) is not supported for the EIS software

be ignored if uplinked.
f.'2:.~,.,::,
.... .=;. ,- : ::tlG
) .';:'
The :Ii: FPEI and associated data will
.
J.
..
8, Extreme care must be exercised to ensure that the distance is always four numerics, Any other field
length fortglfla5lflf~bw~~~~~{~tJI~to~~t;., .'
~,' ,.~ .
PBPB~~M~fi'dail(f~'fse~gl ~~;toiied f~~ih'~~is~~ftware delive~,
9:
if uplinked.
10. Uplinked
ReseNlr~1lgr tfd~"~bi(ae11)~~i{;idl~[o' the
FMS when the
A PBPB
Willlik;:;~e rejected
i-;~ 0; the PE~ U~Ii~k data
is
~~~~~~"8h?~~~3s\fflP~!Ia~t,~~.~$~'WiFue,litll~m~ should' never b~:!lPUnkefilwhefl1using the

11, The
J'~'lWMIr8~lff'o~~a1lk'; ~4~W;~i\rk!1t1;,~arc'~f!i~~AHitud~',not60.00.Q fkfuf EIS", ",:
12. The P2~~)~[)p,9,hr~~mI,i~lw.(JCClrr~E/S~1iI~,buti~eadr"rnains buffered.;,~
.:=;, ~ .,
13, Current wind magnitudes are limited to 200 knots,
iSd'g(.lJ'~fu 'lri~'syJtk'i:\ ~~~':~'"P";"'I
in~rted.
UPIi~k~ ~~d
14. If a Mean Wind

isuplinked and
the
data is
not utilized by the system, The flight plan B page will show the trip wind value rather than the values on the
winds pages.
15. Currently auto-insertion will be allowed once again after a Very Long Term power transient regardless of
existing wind data,
16, Current wind magnitudes are limited to 200 Knots.
94
A330/A340
/''''
FMS Oatalink Ground Users Manual
17. Significant problems exist in EIS ACARS cruise wind processing.; i'lie
use of this feature (i.e. a restrictive work around).
j,'::i
'
.:;.
1;;-::jrLL C',\'
-'
:,.
ioti(,W1nlI1fsfofreM~aHov;go(JA ,2.
. .
--r:~~' S"':'i,n ",.,~ io_erfV:-
. '"
7~lS (?}~VO"I~2. ~',i~
The ACARS Cruise Wind Uplink featlilrewdi'ks rorrectly if all ot"the' fO.Ili:iWinQJif~rlbtiQJi;:>~:?JC~~~~~lWHJ~': .. ~':"~
IVVD IEI data:
I t ;','::. ~'.I' ';
. d .).,.;..,,;~ . . . _~1('.1 - . ~) .-., _;:.<:.:..1 ~
:-:,!j~. ~~.-- ... , . ..I.,f 1- I .,"';.;',,;' ,
h'
m,
All w?ypoints U'plinked are in the cruise flight p,hase an_~ al~~)i~eccJ
the 8rd~r\r;\~i~hfme,9E1t~~,,~~!\br'" ~Vi
the flight plan (I.e. inclusion of SID or STAR waypoilits orwaypoints,that'(furi't' eXist Will Cause problems),
The first
IEI in the uplink (i.e. the,first cruise 'aitftu8iFiH'1'i1l\
wind waypoint given in the uplink.
NVD
.-
Example:
'1~ i.;
UPliiik)liiu$tGiv'~tar~i6Hlib];~l?eIY~~!:';
,.1., ,"'-
., J .. ,
""
'
However,
PWINVD150,WAYPT2,111111.WAYPT3,222222
1WD250,WAYPT1,250100,321M03 '
~.~i
1WD350,wAYPT2,111111.wAYPT3,222222
is not OK since WAVPT1 is not included for FL150, but is
included in a subsequent WO'IEI daliirset (FL.25t.' s~, .",-
.',;,,-\ ';;1 i.:~r' .. " ..'; ZJi~':Hf13L~~ X.,)2"l.~ gfloL.l"

~:"!~'ljljhl;_ .;-;; b:}l(rGi ~)d m-,M fitfiO b5t8;;)-'''2~
7'-H 'il"
i:Y3n~I.I.~t.Y:j-a 111ft ~:~
rH.) i!.!r;ryi'(1-9l3 b:'J~:
.t,f;I;ini~qIJ '{i b$'!onqf "
Only Nav DB,~~~p~int iden~~(not P~PB, P~D~~c~c~~;~ns);a~;fl~o~~,di ,j, ~,,~bl!i)>' 80 lGum 5'0 ~'m~T,,(3
When these conditions are violated, the FM may insert
winds''iIt'-ttiI;td'~ '~yj)Oll\\:fl;.;q~Yr ~il,!6I,lWl~t)t i!l1J.i"
~~~etimes cruise win~ ~re not ~utO-.inserted, ev~n thOU9~1l)lbsj~~en~,f.).~~,~!g~'1~iP'g~,g~Jm~!f}iI1~a_8'"18;:;
' , b : : : ; ' . ? f f :i !r~j",1
18.
19.
20. Currently in the EIS software, a change mustbe,m!lde to eith~~~he _~~l\lIjiPI"! ,!r;9Fsti~atio~~,ij1,
order for the trigger to once'again be considered eligible to 1rigger'3'PRG~iloWllil/lR: ",;;u, ..,oqp ,< 10 - . , " .21. In the EIS software, approach procedures9i-ecurrently
transitions (. is used instead of : A p : ) .
downff~4riiFflxjWilWIiS;;rhllrlie'Jg~~l[;; ",,1
':~;..J"~'~ ~),~:t: vi- t:sthnli "9"1~;' zsliu!if'n sm '.'Inlt.'If m'3 H,;':,;
22. Currently th~,fi~ ~ii~~ WaYPOi~~/~~ot included in the NV?:~~P:~:~,t n~}C)[e\;'%I~'h~Jire~'<. :r;:w 'lBsM
"i:."",,,S1'
'>
;.
"Iii 1"
'1:.~ '.'iw t?G:2q ',:: ':;;q t,r;)l1 a-f.~T
<,11
.;"-19J2.V~ '::,.U '"!C o8..':!iLU ~
. ae~_f;q 2LIl
i,;~''"
~'~':L-'} D:='-N('1;!f:, 9d
mw I~G~ns-.;niROjiJr) ,-ifmr~';_.J
,'::;;''''[1 ~)f'l\.t! ~'"!:k.1

A340/A330 FMS Datalink Ground User Guide

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A340/A330 FMS Datalink Ground User Guide

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A340/A33 0

COPYRIGHT 1993, HONEYWELL, INC.

You Control Your World

Honeywell Confidential & Proprietary

A330/A340 FMS Datatink Ground Users Manual

2 Uplink Messages ...... ............ ........ ........... ........................................................................... ....................

A330/A340 FMS Datalink Ground Users Manual

2.3 Load Infonnation (Takeoff data, LDI) Uplinks ................................................................................

3 Downlink Messages ................................................................................................................................

A330/A340 FMS Datal ink Ground Users Manual

Honeywell Confidential &Proprietary

A330/A340 FMS Datalink Ground Users Manual

GROUND BASED STATION

FMS Datalink Components

A330/A340 FMS Datalink Ground Users Manual

1_2 DATALINK STATUS INDICATION

1.3 MESSAGE STRUCTURE

A330JA340 FMS DataLink Ground Users Manual

IMIIIEI Uplink Messages

Flight Plan Uplink

A TC Flight Plan Uplink

Performance Data Uplink

Load Information Uplink

Predicted Wind Data Uplink

Position Fix Uplink

A330/A340 FMS DataLink Ground Users ManuaL

IMIIIEI Downlink Messages

Flight Plan Report Downlink for ATC

Report Downlink for the Airline

Performance Data Report Downlink

PosHion Report Downlink

A330/A340 FMS DataLink Ground Users ManuaL

IMI/IEI Downlink Messages (Continued)

Rejection Message Downlink

A330/A340 FMS Datalink Ground Users Manual

1.3.1 User Address Field

1.3.2 Imbedded Message Identifier IIMII

Flight Plan Report

A330/A340 FMS DataLink Ground Users Manual

1.3.3 Imbedded Element Identifier IIEII

1.3.4 Cvclic Redundancy Check (CRC)

1.3..5 System Limitations and Transaction Examples

A330fA340 FMS Datalink Ground Users Manual

-b6- -- -> - >

Allowable characters are enclosed within double lines and bolded.

ISO ALPHABET NUMBER 5 MESSAGE TEXT SUBSET OF ALLOWABLE ASCII CHARACTERS

(1 char.) FMS ignores this code.

Purpose Nature Code

(1 char.) The FMS ignores this code except in case of an uplinked

A330/A340 FMS Datalink Ground Users Manual

Reserved for Future Growth

(2 chars. of null data - i.e.

(beginning of uplinked message - usually the message IMI).

(maximum N is 1255 characters)

Purpose Nature Code

(1 char.) Always"W" indicating a down link.

(1 char.) Always "G" indicating a destination of GROUND Station.

Reserved for Future Growth

(2 chars. of null data - i.e. DOs)

(maximum N is 1255 characters)

A330/A340 FMS Datalink Ground Users Manual

Flight crew initiates an Flight Plan Initialization Request

Network ACK uplink

Ground Station acknowledges receipt of the REaFPN downlink.