Future Air Navigation System (FANS)
Future Air Navigation System (FANS)IntroductionFuture Air Navigation System (FANS) is aconcept that was developed by theInternational Civil Aviation Organization(ICAO) in partnership with Boeing, Airbus,Honeywell and others in the air transportindustry to allow more aircraft to safely andefficiently utilize a given volume of airspace.Today FANS is used primarily in the oceanicregions taking advantage of both satellitecommunication and satellite navigation toeffectively create a virtual radar environmentfor safe passage of aircraft. FANS plays akey role in supporting many of the evolvingCNS/ATM (Communication, Navigation,Surveillance / Air Traffic Management)strategies and mandates – an evolution thathas been underway for more than ten years.Today, FANS-1 is the standard used onBoeing aircraft while the Airbus standard isknown as FANS-A. Both are consideredfirst generation FANS architectures. Secondgeneration FANS will be discussed underthe FANS Evolution paragraph.oceanic airspace much in the same manneras ground-based radar does today overland.FANS routes have expanded mightily fromthe first North America - South Pacific routesin 1996. Today there are over 34 FlightInformation Regions (FIRs) and UpperInformation Regions (UIRs) around theglobe supporting ATC surveillance (ADS-A)and Controller Pilot Data LinkCommunication (CPDLC), providing FANScoverage worldwide (Figure 1). Thisexpanded coverage gives airliners and longrange business jets the option to selectdirect routes over many of the highlytraveled oceanic regions (Atlantic andPacific) and utilize FANS proceduresglobally. Polar routes have also beenestablished that maintain FANS continuitywhen out of radar coverage. Whencomparing the differences of today’straditional voice reporting system to FANS,the obvious advantage is being able to placemore aircraft in the same airspace and do itsafely. The uncertainties of voice reportingand the delay associated with HF radiorequire the air traffic controller to allow atremendous amount of airspace betweeneach airplane, typically 100 nm laterally and120 nm longitudinally. With FANS and therecent Required Navigation Performance(RNP) mandates, air traffic controllers cansafely and significantly reduce thoseseparation distances and allow moreflexibility for the FANS-equipped aircraft.The first FANS routes made their debut inthe Pacific in early 1996 and were originallyflown by three airlines with the Boeing 747400. These B-747 FANS 1 equipped aircraftuse Global Positioning System (GPS)satellites and Inertial Reference Systems(IRS) to fix their position and an on-boardHoneywell Flight Management System(FMS) to manage the navigation solutionand flow of information. The position of theaircraft is then transmitted through acommunications router and sent to AirTraffic Control (ATC) via either VHF orSATCOM. The FANS standard mandatesthe use of INMARSAT SATCOM when outof VHF range. This Communication (VHF orSATCOM), Navigation (GPS / FMS) andautomatic dependant Surveillance (ADS-A)concept enables ATC to create a clearpicture of the traffic in a given block of1
FANS 1/AU.S. airspaceboundaryFANS 1/AGraphic courtesy of The Boeing CompanyFANS 1/AFigure 1FANS ComponentsThe term FANS encompasses a set ofdefined software features required within theFMS. Changes within these features haveimproved since 1996 based on thousands ofhours of pilot and ATC usage to ensure allaspects of CNS/ATM are satisfied safelyand efficiently. The current FANS featuresHoneywell develops for its line of FMsystems are:the FIR). ADS contracts are established bythe ground station following a logon from anaircraft. Although ADS and CPDLC areseparate applications, they both use thesame logon from the aircraft for their ownpurposes. ADS-A will also maintainsurveillance continuity through automatichandover across FIR boundaries.CPDLC – Controller / Pilot Data LinkCommunication: CPDLC is the data linksoftware algorithm within the FMS thatenables two-way communication betweenthe cockpit and ATC. It contains the set ofpredefined text messages for clearances,requests and routine message traffic. Thecurrent FANS CPDLC is designed to use theACARS network much in the same mannerthat AOC (Airline Operational Control) isused today. But rather than route messagetraffic to an airline operational center, theCPDLC is routed from the cockpit to ATCbased on handling instructions within theaircraft CMU (Communications ManagementUnit).AFN – Air Traffic Services (ATS) FacilitiesNotification: AFN contains the protocolwithin the FMS for the aircraft to log-on to aground facility and establish ADS-A or Csurveillance. AFN also provides a linkbetween providers to enable automatichandoff between regions.ADS-A or ADS-C – Automatic DependantSurveillance-Addressed or AutomaticDependant Surveillance-Contract: ADS-A/Ccontains the software algorithms to transmitthe position of the aircraft (either viaSATCOM or VHF) every one to five minutesto an ATC listening station (typically within2
capability for takeoff-weight-limited flights.If FANS were implemented on business jets,operators would be able to take advantageof several needed improvements:RNP – Required Navigation Performance:RNP containment is now required in certainoceanic regions throughout the globe. RNPhas been a component of FANS sinceinception. Global Position System (GPS)and Inertial Reference System (IRS)combined with FMS provide compliance withRNP mandates now in effect. RNP 4 and 10(4 and 10 NM lateral contain containment)are typical in oceanic regions. Actual RNPis continually monitored by the flight crewand they are notified of any exceedance.The flight management systems developedby Honeywell meet all FANS-related RNPmandates now in effect.1. Reduced separation betweenairplanes2. More efficient route changes3. Satellite communication4. No altitude loss when crossingtracks5. More direct routings6. Reduced user charges for using theFANS infrastructureReduced Separation Between AirplanesRTA – Required Time of Arrival: RTA givesthe flight crew the ability to assign a timeconstraint to a waypoint, allowing the aircraftto cross a latitude or longitude at a specifiedtime. The cruise speed is automaticallyadjusted by the autothrottle to achieve theRTA plus or minus 30 seconds. If the RTAis not possible, the flight crew is notified witha visual alert.In non-FANS procedural airplaneseparation, errors in navigation and potentialerrors in voice communication between theflight crew and air traffic control areconsidered when determining the necessaryairspace separation between airplanes. Theuncertainties of traditional voice positionreporting and the delay associated withhigh-frequency relayed voicecommunications (10 to 20 minutes to makea high-frequency voice position report)require the air traffic controller, in the preRNP / FANS era, to allow a tremendousamount of airspace between each airplane –typically 100 nm laterally and 120 nmlongitudinally. This computes to 48,000square miles of airspace to protect onairplane and means that airplanes oftenoperate at less-than-optimum altitudes andspeeds.Flight Plan Updates – The FMS will have thecapability to update the flight plan based onrevised clearances received by ATC viaCPDLC. The flight crew would acknowledgethe clearance and the active flight planwould be updated.Benefits to Business JetsWith the exception of a small number ofBoeing Business Jets (BBJs), the businessjet community as a whole has not takenadvantage of the growing FANSinfrastructure. The super long rangebusiness jet aircraft, predominantly theGulfstreams, Falcons and Bombardierfamily, have yet to certify a FANS systemdespite having most of the avionicshardware (such as SATCOM, GPS andFMS) already onboard. The business caseto install FANS systems on these long rangejets is currently being made around a set ofbenefits and paybacks. The airlines havereaped these benefits for many years andbusiness jets are benefactors of thepioneers of the early FANS routes. Thebenefits offered by FANS include reducedfuel burn and flight time through moreefficient routing and increased payloadIn contrast, through a satellite data link,airplanes equipped with FANS can transmitautomatic surveillance reports with actualposition and intent information at least everyone to five minutes. The position is basedon the highly accurate Global PositioningSystem (GPS). Digital data communicationbetween the flight crew and the air trafficcontroller drastically reduces the possibilityof error and allows greatly reduced airplaneseparations. The combination ofimprovements in the communication,navigation and surveillance allowsauthorities to reduce required separationdistances between airplanes, which in turnallow airplanes to fly at their optimumaltitude and burn less fuel.3
More Efficient Route ChangesOceanic operations currently are based onweather data that are up to twelve hours old.By using the satellite data link, the latestweather from a variety of weather services istransmitted to the airplane while en route.Flight crews can then use these data todevelop optimized flight plans or those planscan be generated on the ground andtransmitted to the airplane. Such dynamicre-routing may allow airlines and businessjets to consider reducing discretionary fuel,which further reduces fuel burn or allowsincreased payload.as 4,000 feet below optimum altitude. But ifthe air traffic controller has timelysurveillance data via FANS from bothairplanes, including projected intent, and theairplanes are able to control their speeds sothat they reach crossing points at a giventime (RTA) then altitude separationbecomes much less frequent.More Direct RoutingsIn many cases, current air traffic routings arecompromised to take advantage of existingnavigation aids and radar coverage resultingin less-than-optimum routings. DARP(Dynamic Aircraft Route Planning) and UserPreferred Routings are available for FANSequipped airplanes. Taking advantage ofspace-based communication, navigation andsurveillance (CNS) allows more direct (e.g.:shorter) routes. With FANS onboard,operators can benefit from reduced fuel burnand flight time as well as increased payloadcapacity for takeoff weight-limited flights. Asa result, costs associated with crew andengine maintenance can be reducedallowing operators to reinvest the moneysavings elsewhere.Satellite CommunicationSatellite communication provides a muchmore reliable link to the ground than currenthigh frequency (HF) radio, which issusceptible to noise and interference.SATCOM reduces the response time to afew minutes for an airplane requesting astep climb to a new, optimum altitude toreduce fuel burn. Response time can varyfrom 20 to 60 minutes based on the existingseparation distances required. ThroughSATCOM, the flight crew no longer has torely on the HF radio. Communication isefficient, silent and automatic.Reduced User Charges for Using theFANS InfrastructureNo Altitude Loss When Crossing TracksSome ANSPS (Air Navigation ServiceProviders) that currently charge for using HFflight-following services will offer a reducedrate for FANS / CPDLC services due toimproved handling efficiencies on theground.To avoid potential conflict, an airplane that isapproaching crossing tracks must beseparated by altitude from any traffic onanother track. As a result, one of the twoairplanes can be forced to operate as much4
Typical FANS ArchitectureEFIS / Flight Director / AutopilotPrinterSATCOMIRSCMUVHF Data RadioFMSGPSFigure 2The basic hardware building blocks forFANS (Figure 2) are found on many of thenewer long range business jets today. Inmost cases, the upgrade to FANS involvesloading only the FANS software in the FMS.The following is a closer look at the FANSrequirements from an LRU perspective. Flight Management System (FMS) – theFMS will receive a comprehensive softwareload that should include the followingcomponents (if not already part of a previoussoftware load): RNP-RNAV – Required NavigationPerformance standards arenecessary to maintain thenavigation performance in theparticular oceanic region thatsupports FANS. The upgradeinvolves adding RNP software anddisplay of RNP status on the CDUor MCDU (Multi-function ControlDisplay Unit). 5RTA – Required Time of Arrivalenables the pilot to define awaypoint with a specific arrival timeplus or minus 30 seconds. If theaircraft cannot meet the 30 secondrequirement, the flight crew will benotified.ADS-A/C – Automatic DependantSurveillance information is output bythe FMS. This information is sent toATC and includes position, time,altitude and intentions.AFN – ATS Facilities Notificationenables the log-on and handover ofthe FANS-equipped airplane to theATC ground facilities.CPDLC – Controller Pilot Data LinkCommunication contains the stackof predefined messages andformats on the (M)CDU that allowthe pilot to communicate with ATC.Clearances and messages areexchanged via the CPDLCstandards and protocols
Satellite Communication (SATCOM) – FANSrequires Inmarsat SATCOM to be usedwhen out of VHF range. Honeywell’s MCSseries of SATCOM meets this requirementand has been used in FANS installationssince 1996. Most long range business jetstoday are fitted with Honeywell SATCOMobviating the need for this costly equipmentto be added once the FANS software isloaded on the aircraft. It is important to notethat a SATCOM for intended use with FANSmust be certified to meet DO-178B Level Dsoftware requirements. DO-178B Level Esoftware, which can be found on othermanufacturer’s SATCOM, is not certified tomeet FANS requirements. HoneywellSATCOM meets DO-178B Level D today.development effort. In the case of a CD810-equipped aircraft, the CD-810s will haveto be replaced with the CD-820 to gainaccess to the special ATC key. The existingMC-850 MCDUs should not needmodification.Printer – a printer is required in the event theflight crew needs to print a clearancereceived or sent over FANS data link. Mostlong range business jets have on-boardprinters today.FANS EvolutionBoth Boeing and Airbus have plans to meetthe second generation FANS definition withtheir FANS 2 (Boeing) and FANS B (Airbus)solutions. Both FANS 2 and FANS Barchitectures will be based on the new ATN(Aeronautical Telecommunications Network)protocol. ATN will relieve the slower FANSover-ACARS network in use today. New,higher speed CPDLC is currently beingtested over the continent of Europe withCMUs running the ATN protocol andcommunicating via higher speed VDL Mode2 transceivers. This trial program, calledLink 2000 , has over 200 pioneers and earlyadopters and is showing remarkablesuccess. FANS 2 and FANS B will use theCMU-based ATN protocol which will providea faster, more reliable data link. This willspeed up messaging as well as add moredata capacity. Currently, there are 80downlink and 180 uplink messages withFANS 1/A. FANS 2/B will support growth inthis area, if needed.Communications Management Unit (CMU) –the Honeywell Mark III CMU (and CMF forPrimus Epic platforms) contains thenecessary ARINC 622 and 623 protocols toproperly route the FANS messages to ATCvia the ACARS network. Many in-servicelong range business jets today instead havea Honeywell DMU (Data Management Unit)used for AFIS / ACARS messaging.Honeywell is developing a softwaremodification for the DMU that will add the A622/623 protocol which will preclude amandatory upgrade to an ARINC-style CMUsuch as the Honeywell Mark III. However,as FANS protocols evolve to the new ATN /FANS 2 concept (see below under FANSEvolution), the Honeywell DMU will not beupgradeable and a new CMU will berequired.EFIS / Flight Director / Autopilot – it isanticipated that there will be nomodifications required to the EFIS / FD / APsystem software if the aircraft is equippedwith an (M)CDU. Without a dedicated(Multifunction) Control Display Unit (M)CDUsuch as the MC-850 or CD-820 in thecockpit, changes will be required to the EFISto replicate the FANS pages on the largecockpit displays. This is potentially a largeIf Link 2000 completes all of its objectives,a mandate for ATN / CPDLC could come asearly as 2010 in blocks of airspace overEurope. Initially, the oceanic FANS routeswill be interoperable serving both ATN andACARS FANS architectures. However, thefuture is unclear how long ICAO, ECAC andthe FAA will continue to allow use of ATCservices over the ACARS network.6
SummaryThe benefits of FANS are clear. The three airlines that pioneered the use of FANS beginning in1996 have paved the way for over 35 carriers flying 1,000 FANS-equipped aircraft today. Thefuel savings, added payload, time en route reduction and maintenance cost savings clearly makea case for payback of the FANS equipage. With this proven savings model, business jets areassured of the same benefits as the airlines. And to make the equipage of FANS even moreattractive, most of (if not all) the hardware is already onboard. The ideal candidate long rangebusiness jet will have the FMS, GPS, CMU / DMU, SATCOM and VHF Data Radio installedtoday. Only FMS software (and possibly DMU software) will need to be upgraded. Other aircraftmay need to add a DMU or CMU and / or upgrade their existing CDU. FANS will continue toevolve to support higher system capacity beyond 2010. FANS 2/B is on the horizon and willfollow the success of the Link 2000 trials in Europe.Honeywell Aerospaceth21111 N. 19 AvenuePhoenix, AZ 85027North America: 1-800-601-3099International: 1 602-365-3099www.honeywell.com7
Future Air Navigation System (FANS) Introduction Future Air Navigation System (FANS) is a concept that was developed by the International Civil Aviation Organization (ICAO) in partnership with Boeing, Airbus, Honeywell and others in the air transport industry to allow more aircraft to s
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The Future Air Navigation System (FANS) provides a means for direct communication between the pilot and Air Traffic Control (ATC) through data link technology. Very High Frequency (VHF) radio or satellite communication (SatCom) systems are used to enable digital transmission of short,
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Future Air Navigation System (FANS) 5.1. The Future Air Navigation System (FANS) is a concept that was developed by the International Civil Aviation Organization (ICAO) in partnership with Boeing, Airbus, Honeywell and others in the aerospace industry to allow more aircraft to safely and efficiently utilize a given volume of airspace.
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