Hubbry Logo
Future Air Navigation SystemFuture Air Navigation SystemMain
Open search
Future Air Navigation System
Community hub
Future Air Navigation System
logo
7 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Future Air Navigation System
Future Air Navigation System
Future Air Navigation System
View on Wikipedia
from Wikipedia

The Future Air Navigation System (FANS) is an avionics system which provides direct data link communication between the pilot and the air traffic controller. The communications include air traffic control clearances, pilot requests and position reporting.[1] In the FANS-B equipped Airbus A320 family aircraft, an Air Traffic Services Unit (ATSU) and a VHF Data Link radio (VDR3) in the avionics rack and two data link control and display units (DCDUs) in the cockpit enable the flight crew to read and answer the controller–pilot data link communications (CPDLC) messages received from the ground.[2]

Overview of FANS

[edit]

The world's air traffic control system still uses components defined in the 1940s following the 1944 meeting in Chicago which launched the creation of the International Civil Aviation Organization (ICAO). This traditional ATC system uses analog radio systems for aircraft Communication, navigation and surveillance (CNS).

Air traffic control's ability to monitor aircraft was being rapidly outpaced by the growth of flight as a mode of travel. In an effort to improve aviation communication, navigation, surveillance, and air traffic management ICAO, standards for a future system were created. This integrated system is known as the Future Air Navigation System (FANS) and allows controllers to play a more passive monitoring role through the use of increased automation and satellite-based navigation.

In 1983, ICAO established the special committee on the Future Air Navigation System (FANS), charged with developing the operational concepts for the future of air traffic management (ATM). The FANS report was published in 1988 and laid the basis for the industry's future strategy for ATM through digital CNS using satellites and data links. Work then started on the development of the technical standards needed to realize the FANS Concept.

In the early 1990s, the Boeing Company announced a first generation FANS product known as FANS-1. This was based on the early ICAO technical work for automatic dependent surveillance (ADS) and controller–pilot data link communications (CPDLC), and implemented as a software package on the flight management computer of the Boeing 747-400. It used existing satellite based ACARS communications (Inmarsat Data-2 service) and was targeted at operations in the South Pacific Oceanic region. The deployment of FANS-1 was originally justified by improving route choice and thereby reducing fuel burn.

The datalink control and display unit (DCDU) on an Airbus A330, the pilot interface for sending and receiving CPDLC messages.

A similar product (FANS-A) was later developed by Airbus for the A340 and A330. Boeing also extended the range of aircraft supported to include the Boeing 777 and 767. Together, the two products are collectively known as FANS-1/A. The main industry standards describing the operation of the FANS-1/A products are ARINC 622 and EUROCAE ED-100/RTCA DO-258. Both the new Airbus A380 and Boeing 787 have FANS-1/A capability.

ATC services are now provided to FANS 1/A equipped aircraft in other oceanic airspaces, such as the North Atlantic. However, although many of FANS-1/A's known deficiencies with respect to its use in high density airspace were addressed in later versions of the product (FANS-1/A+), it has never been fully adopted for use in continental airspace. The ICAO work continued after FANS-1 was announced, and continued to develop the CNS/ATM concepts. The ICAO standard for CPDLC using the Aeronautical Telecommunications Network (ATN) is preferred for continental airspace and is currently being deployed in the core European Airspace by the EUROCONTROL Agency under the LINK2000+ Programme. Mandatory carriage of the ICAO compliant system is now the subject of an Implementing Rule (for aircraft flying above FL280) issued by the European Commission. This rule accommodates the use of FANS-1/A by long haul aircraft. All other airspace users must be ICAO compliant.

Several vendors provide ICAO ATN/CPDLC compliant products. The Airbus ICAO compliant product for the A320 family is known as FANS-B. Rockwell Collins, Honeywell and Spectralux provide ICAO compliant products for Boeing aircraft, such as the Boeing 737 and 767, and the Boeing 787 will also support ICAO ATN/CPDLC compliant communications. The main standards describing the operation of ICAO compliant products are the ICAO Technical Manual, ICAO Docs 9705 and 9896, Eurocae ED-110B/RTCA DO-280B and Eurocae ED-120/RTCA DO-290.

Background

[edit]

Aircraft are operated using two major methods; positive control and procedural control.

Positive control is used in areas which have radar and so is commonly referred to as radar control. The controller "sees" the airplanes in the control area and uses VHF voice to provide instructions to the flight crews to ensure separation. Because the position of the aircraft is updated frequently and VHF voice contact timely, separation standards (the distance by which one aircraft must be separated from another) are less. This is because the air traffic controller can recognize problems and issue corrective directions to multiple airplanes in a timely fashion. Separation standards are what determine the number of airplanes which can occupy a certain volume of airspace.

Procedural control is used in areas (oceanic or land) which do not have radar. The FANS concept was developed to improve the safety and efficiency of airplanes operating under procedural control. This method uses time-based procedures to keep aircraft separated. The separation standard is determined by the accuracy of the reported positions, frequency of position reports, and timeliness of communication with respect to intervention. Non-FANS procedural separation uses Inertial Navigation Systems for position, flight crew voice reports of position (and time of next waypoint), and High Frequency radio for communication. The INS systems have error introduced by drifting after initial alignment. This error can approach 10 nmi (19 km).

HF radio communication involves contacting an HF operator who then transcribes the message and sends it to the appropriate ATC service provider. Responses from the ATC Service Provider go to the HF radio operator who contacts the airplane. The voice quality of the connection is often poor, leading to repeated messages. The HF radio operator can also be saturated with requests for communication. This leads to procedures which keep airplanes separated by as much as 100 nmi (190 km) laterally, 10 minutes in trail, and 4,000 ft (1,200 m) in altitude. These procedures reduce the number of airplanes which can operate in a given airspace. If market demand pushes airlines to operate at the same time on a given route, this can lead to airspace congestion, which is handled by delaying departures or separating the airplanes by altitude. The latter can lead to very inefficient operation due to longer flying times and increased fuel burn.

Further information: Air traffic control

ATC using FANS

[edit]

The FANS concept involves improvements to Communication, navigation and surveillance (CNS).

Communication improvements

[edit]

This involved a transition from voice communications to digital communications. Specifically ACARS was used as the communication medium. This allowed other application improvements. An application was hosted on the airplane known as controller–pilot data link communications (CPDLC). This allows the flight crew to select from a menu of standard ATC communications, send the message, and receive a response. A peer application exists on the ground for the air traffic controller. They can select from a set of messages and send communications to the airplane. The flight crew will respond with a WILCO, STANDBY, or REJECT. The current standard for message delivery is under 60 seconds one way.

[edit]

This involves a transition from inertial navigation to satellite navigation using GNSS satellites. This also introduced the concept of actual navigation performance (ANP). Previously, flight crews would be notified of the system being used to calculate the position (radios, or inertial systems alone). Because of the deterministic nature of the satellites (constellation geometry), the navigation systems can calculate the worst case error based on the number of satellites tuned and the geometry of those satellites. (Note: it can also characterize the potential errors in other navigation modes as well). So, the improvement not only provides the airplane with a much more accurate position, it also provides an alert to the flight crew should the actual navigation performance not satisfy the required navigation performance (RNP).

Surveillance improvements

[edit]

This involves the transition from voice reports (based on inertial position) to automatic digital reports. The application is known as ADS-C (automatic dependent surveillance, contract). In this system, an air traffic controller can set up a "contract" (software arrangement) with the airplane's navigational system, to automatically send a position report on a specified periodic basis – every 5 minutes, for example. The controller can also set up a deviation contract, which would automatically send a position report if a certain lateral deviation was exceeded. These contracts are set up between ATC and the aircraft's systems, so that the flight crew has no workload associated with set-up.

FANS procedural control

[edit]

The improvements to CNS allow new procedures which reduce the separation standards for FANS controlled airspace. In the South Pacific, they are targeting 30/30 (this is 30 nmi (56 km) lateral and 30 nmi (56 km) in trail). This makes a huge difference in airspace capacity.

History

[edit]

ICAO

[edit]

The International Civil Aviation Organization (ICAO) first developed the high level concepts starting with the initiation of the Special Committee on Future Air Navigation Systems in 1983. The final report was released in 1991 with a plan released in 1993.

Pacific engineering trials

[edit]

FANS as we know it today had its beginning in 1991 with the Pacific Engineering Trials (PET). During these trials, airplanes installed applications in their ACARS units which would automatically report positions. These trials demonstrated the potential benefits to the airlines and airspace managers.

Implementation

[edit]

United Airlines, Cathay Pacific, Qantas, and Air New Zealand approached the Boeing Company in 1993 and requested that Boeing support the development of a FANS capability for the 747-400 airplane. Boeing worked with the airlines to develop a standard which would control the interface between FANS-capable airplanes and air traffic service providers. The development of the FANS-capable aircraft systems proceeded simultaneously with the ATC ground system improvements necessary to make it work. These improvements were certified (using a QANTAS airplane VH-OJQ) on June 20, 1995.

Both Boeing and Airbus continue to further develop their FANS implementations, Boeing on FANS-2 and Airbus on FANS-B. In the interim, Airbus came out with some enhancements to FANS-A, now referred to as FANS-A+. Various ground systems have been built, mainly by ATC organizations, to interoperate with FANS-1/A.

FANS interoperability team

[edit]

The FANS interoperability team (FIT) was initiated in the South Pacific in 1998. The purpose of this team is to monitor the performance of the end-to-end system, identify problems, assign problems and assure they are solved. The members include airframe manufacturers, avionics suppliers, communication service providers, and air navigation service providers. Since this time, other regions have initiated FIT groups.

Service providers

[edit]

Customers that operate aircraft need to get their FANS 1/A capable aircraft connected to both the ATN (Aeronautical Telecommunication Network) and to the Iridium and/or Inmarsat Satellite network. Commercial aircraft operators typically get their long haul fleet connected and have dedicated personnel to monitor and maintain the satellite and ground link while business aircraft and military aircraft operators contact companies like AirSatOne to commission the system for the first time, conduct functionality testing and to provide ongoing support. AirSatOne provide advanced FANS 1/A services through their Flight Deck Connect[3] portfolio of products. Flight Deck Connect includes a connection to the Iridium and/or Inmarsat satellites for FANS 1/A (via Datalink), and Safety Voice Services,[4] along with ancillary services (AFIS/ACARS) such as weather information, engine/airframe health and fault reports.

Operational approval

[edit]

Some of the more advanced service providers such as AirSatOne and ARINC offer FANS 1/A testing services. When an aircraft is outfitted with FANS 1/A equipment either through the Type Certificate or STC process the equipment must demonstrate compliance with AC 20-140B for operational approval. As an example AirSatOne offers testing through the satellite and ATN network to support FANS 1/A functionality in accordance with RTCA DO-258A/ED-100A and provides test reports to meet the requirements of RTCA DO-258A/ED-100A, RTCA DO-306/ED-122 and FAA Advisory Circular AC 20-140B.[5] AirSatOne also provides first time system commissioning on each aircraft, troubleshooting testing and pre-flight maintenance checks to test FANS 1/A functionality either monthly or prior to flight in the FANS environment.

Milestones

[edit]

On June 20, 1995, a Qantas B747-400 (VH-OJQ) became the first aircraft to certify the Rolls-Royce FANS-1 package by remote type certification (RTC) in Sydney, Australia. It was followed by the first commercial flight from Sydney to Los Angeles on June 21. Subsequently, Air New Zealand certified the General Electric FANS-1 package, and United Airlines certified the Pratt & Whitney FANS-1 package.

On May 24, 2004, a Boeing Business Jet completed the first North Atlantic flight by a business jet equipped with FANS. The airplane touched down at the European Business Aviation Convention and Exhibition (EBACE) in Geneva, Switzerland. The non-stop eight-hour, 4,000-nautical-mile (7,400 km) flight originating from Gary/Chicago International Airport in Gary, Indiana, was part of a North Atlantic Traffic trial conducted by the FANS Central Monitoring Agency (FCMA).

In August 2010, Aegean Airlines became the first airline to commit to upgrading its Airbus A320 fleet with a FANS-B+ retrofit system offered by Airbus.[6]

Recent developments

[edit]

Although the original FANS standards were designed primarily for oceanic and remote operations, their principles are increasingly being integrated into modern Performance-Based Navigation (PBN) procedures in continental airspace. Several service providers now combine FANS capabilities with Required Navigation Performance (RNP) approaches to reduce fuel burn, noise, and delays at congested airports. For example, Hughes Aerospace has partnered with airports in the United States to implement satellite-based arrival and departure procedures that complement FANS-enabled communications.[7]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Future Air Navigation System

View on Grokipedia
from Grokipedia
The Future Air Navigation System (FANS) is a developed by the (ICAO) to modernize global through the integration of advanced communications, navigation, and surveillance (CNS) technologies, enabling more efficient, safe, and environmentally sustainable air transportation. Originating from ICAO's Special Committee on FANS established in 1983, the system evolved from initial studies on emerging technologies to address projected air traffic growth, culminating in a 1988 report that outlined a shift toward satellite-based and data-link systems as part of the broader CNS/ATM paradigm. FANS has since been incorporated into ICAO's Global Air Navigation Plan (GANP), which structures its implementation via Aviation System Block Upgrades (ASBU) across four progressive blocks from 2013 onward, focusing on performance-based improvements in areas such as airport operations, data interoperability, flight capacity, and efficient trajectories. Key components include Controller-Pilot Data Link Communications (CPDLC) for digital text-based exchanges between pilots and , Automatic Dependent Surveillance-Contract (ADS-C) for periodic or event-based position reporting, performance-based navigation (PBN) using global navigation systems (GNSS), and Automatic Dependent Surveillance-Broadcast (ADS-B) for real-time surveillance. These elements support trajectory-based operations (TBO) and system-wide information management (SWIM) to facilitate collaborative decision-making and reduced separation minima, particularly in oceanic and remote where traditional voice communications via high-frequency radio proved unreliable. The primary objectives of FANS are to enhance , increase capacity, optimize and reduce emissions, and ensure global amid rising air traffic demands projected to double by 2040. Initial implementations, such as using Aircraft Communications Addressing and Reporting System () over satellite or VHF links, began in the mid-1990s in the Pacific and North Atlantic regions, with mandates expanding through the for equipped aircraft in high-density corridors. Ongoing advancements, including integration with next-generation networks like Aeronautical Mobile Airport Communications System (AeroMACS) and future standards, continue to align FANS with ICAO's vision for a seamless, resilient global aviation system.

Introduction

Overview

The Future Air Navigation System (FANS) is an ICAO-led initiative designed to modernize global through the integration of satellite-based communication, , and technologies, primarily targeting remote and oceanic airspace where traditional coverage is limited. Developed to address the limitations of legacy systems reliant on high-frequency (HF) voice communications and procedural separation methods, FANS enables more precise and efficient aircraft operations by leveraging protocols over networks like INMARSAT. This framework shifts aviation from broad procedural controls to performance-based standards, allowing for optimized flight paths and reduced separation distances without compromising safety. At its core, FANS unifies three key elements: Controller-Pilot Data Link Communications (CPDLC) for digital text-based exchanges between pilots and , replacing error-prone voice interactions; (RNP) and (RNAV) for satellite-enabled precise routing that supports flexible trajectories; and Automatic Dependent Surveillance-Contract (ADS-C) for automated position reporting, providing controllers with real-time aircraft data in non-radar environments. These components operate over the (ACARS) or future (ATN), ensuring seamless data exchange in oceanic and en-route phases of flight. This integrated approach facilitates a transition to (RVSM) and performance-based navigation, enabling airlines to fly more direct routes, conserve fuel, and increase capacity in vast regions such as the North Atlantic and Pacific Oceans. By prioritizing accuracy and automation, FANS supports ICAO's broader vision for a globally interoperable system that enhances efficiency while maintaining high safety standards.

Objectives and Benefits

The Future Air Navigation System (FANS) aims to enhance by implementing direct communications, such as Controller-Pilot Data Link Communications (CPDLC), which minimize miscommunications and readback errors that can occur in voice-based interactions. This system also seeks to increase airspace capacity, particularly in oceanic and remote regions, by enabling reduced aircraft separations—for instance, lateral spacing from 60 nautical miles (NM) to 30 NM through (RNP) and Automatic Dependent Surveillance-Contract (ADS-C). Additionally, FANS promotes operational efficiency via optimized routing and global interoperability, aligning with the International Organization's (ICAO) standards for seamless Communication, , and / (CNS/ATM). Key benefits include faster and more accurate exchanges between pilots and air traffic controllers via CPDLC, which has prevented over 159,000 readback errors in U.S. en route since implementation (as of 2021). Precise capabilities allow for closer spacing, such as 30 NM longitudinal separation using ADS-C in select oceanic areas like Anchorage and New York Oceanic, compared to traditional procedural minima exceeding 50 NM. Automated position reporting through ADS-C further supports proactive conflict detection, enhancing in areas lacking coverage. Economically, FANS delivers cost savings for airlines through shorter flight paths and reduced delays, with ICAO estimating benefits like $28.37 million from improved sequencing and flow in global operations. Environmentally, it reduces fuel consumption and CO2 emissions; for example, advanced separation modules under FANS-related procedures (B0-ASEP) achieve an annual reduction of 160,000 tonnes of CO2 over the North Atlantic. These outcomes support ICAO's Global Air Navigation Plan (GANP), which targets a harmonized CNS/ framework to maintain while boosting efficiency and capacity across international .

Historical Development

Origins and ICAO Initiatives

The origins of the Future Air Navigation System (FANS) emerged in the early amid growing concerns over the limitations of conventional infrastructure, particularly in oceanic and remote where VHF radio communications were restricted by line-of-sight propagation and radar surveillance coverage was absent, leading to inefficient procedural separation and constrained capacity. To address these challenges and anticipate rising global air traffic—projected to double by the early —ICAO's established the Special Committee for Future Systems (FANS Committee) on 25 and 28 November 1983, tasking it with evaluating , including systems, to enhance communications, , and for the . The committee's efforts produced the foundational 1988 FANS report, which introduced the integrated CNS/ATM (communications, navigation, surveillance/) concept to replace fragmented legacy systems with a harmonized global framework. In October 1993, the FANS Committee concluded its work, with its recommendations forming the basis for ICAO's Plan for CNS/ATM Systems (Doc 9750, first edition 1993), which outlined the strategic transition to performance-based systems, later integrated into the broader Operational Concept (Doc 9854, 2005). Key policy drivers included the need to boost airspace efficiency amid sustained traffic growth, driving the development of standards such as (RVSM) for safer closer spacing in oceanic regions and (RNP) for precise RNAV operations. These initiatives were supported through collaboration with the U.S. (FAA), EUROCONTROL, and leading airlines to align technical and operational requirements globally. In its initial phases, FANS evolved through manufacturer-specific implementations—FANS 1 tailored for aircraft using ACARS-based data links, and FANS A for platforms—before standardization as in the mid-1990s to enable interoperable controller-pilot data communications and automatic dependent surveillance in remote areas.

Early Trials and Implementation

In the early 1990s, led engineering trials of the Future Air Navigation System (FANS-1) over the North Atlantic and Pacific oceanic regions, utilizing satellite communications to enable Controller-Pilot Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C). These tests validated the system's performance in terms of availability, integrity, and reliability for data link operations in remote , demonstrating the feasibility of reduced separation minima, such as 30 nautical miles (NM) lateral and longitudinal spacing in the South Pacific. The trials focused on integrating satellite-based and communication to address limitations of traditional voice and procedural methods, paving the way for more efficient routing in areas with sparse ground infrastructure. Initial operational implementations began in oceanic airspace shortly after the trials. In 1995, the first use of CPDLC occurred at Oakland Air Route Traffic Control Center for Pacific routes, supporting enhanced position reporting and clearance delivery. By 1996, the first FANS-equipped routes debuted in the Pacific on aircraft operated by select airlines, marking the system's entry into routine service with ADS-C periodic transmissions every 1-5 minutes via or VHF. The North Atlantic saw FANS integration with (RVSM) starting in 1997, allowing safer vertical spacing of 1,000 feet while leveraging for lateral and longitudinal efficiencies. In 1998, upgrades to the Pacific Organized Track System incorporated FANS capabilities to optimize track flexibility and . Europe's adoption progressed through the LINK 2000+ program, initiated by in the late to trial and deploy CPDLC in continental airspace, building on FANS protocols for high-density operations. Early rollout faced significant challenges, including high aircraft equipage costs exceeding $100,000 per plane for retrofits and the need for substantial ground system upgrades to handle integration. First operational approvals for oceanic routes were granted in 1996, primarily for Pacific carriers meeting certification standards like for satellite communications. These hurdles delayed widespread adoption, with coordination among service providers (ANSPs) and airlines proving essential to mitigate risks in equipage and synchronization. Regional variations emerged in the application of . By 2000, it became mandatory for operations in certain Pacific flight information regions (), such as those managed by Oakland and , to access reduced separation and user-preferred routing. Early trials also explored integration with Automatic Dependent Surveillance-Broadcast (ADS-B) to complement ADS-C, testing hybrid surveillance in transitional oceanic-continental for improved real-time tracking.

Key Milestones

The Future Air Navigation System (FANS) has progressed through several key milestones since its inception, marking the evolution from conceptual development to widespread operational adoption.
  • In 1983, the (ICAO) established the Special Committee on Future Air Navigation Systems (FANS Committee) to study, identify, assess, and recommend new technologies for future , including satellite-based systems.
  • In 1995, the first certification and operational use of occurred in oceanic , enabling initial communications for controller-pilot interactions, which laid the groundwork for (RVSM) implementations.
  • In 1997, the first RVSM implementation took place in the North Atlantic oceanic (flight levels 330 to 370), utilizing FANS elements such as automatic dependent surveillance-contract (ADS-C) and controller-pilot communications (CPDLC) to support reduced vertical separations of 1,000 feet.
  • In 2000, FANS 1/A achieved standardization alignment with RTCA DO-258 (initial version), facilitating interoperability.
  • In 2015, regional mandates for FANS equipage were implemented, such as in the North Atlantic requiring CPDLC for flights in the Organized Track System between flight levels 350 and 390; concurrently, the LINK 2000+ program became operational in European airspace, requiring CPDLC for flights above FL285.
  • By 2020, FANS adoption reached approximately 80% in managed oceanic and remote airspace worldwide, with seamless integration into the U.S. NextGen and European SESAR programs to support performance-based navigation and trajectory-based operations.

Technical Components

Communication Enhancements

The Future Air Navigation System (FANS) incorporates Controller-Pilot Data Link Communications (CPDLC) as a primary mechanism for enhancing air-ground interactions, enabling the exchange of pre-formatted text messages between air traffic controllers and pilots to supplement or replace voice communications. This data link service supports strategic messaging, such as route clearances and altitude assignments, through standardized message sets that include logon procedures for establishing secure sessions. CPDLC in FANS operates primarily via the Aircraft Communications Addressing and Reporting System (), which transmits messages over (VHF) radio, (HF) data link, or satellite communications using networks like or . VHF provides reliable coverage in continental with low latency, while satellite options ensure connectivity in oceanic and remote regions, allowing for consistent text-based clearances regardless of location. These mediums facilitate bidirectional communication without the limitations of voice bandwidth, reducing channel congestion and enabling more precise instruction delivery. Compared to traditional voice radio, CPDLC offers significant improvements by minimizing miscommunications and readback errors, with initial studies showing up to an 84% reduction in voice space occupancy and a substantial decrease in operational errors through automated message formatting and logging. For instance, pilots receive clearances as clear text on displays, eliminating ambiguities from accents or , and controllers benefit from archived message trails for . This results in shorter transaction times and enhanced safety, particularly in high-density where voice overload can occur. The protocol standardizes CPDLC for global interoperability, defining message elements and procedures tailored to oceanic and remote operations while ensuring compatibility across diverse aircraft and ground systems. It builds on infrastructure but incorporates safeguards like continuity requirements to maintain link reliability during flight. uses -based data links, while future enhancements like FANS 2 employ the (ATN) for IP-based communications, enabling seamless transitions in continental . In terms of performance, FANS communications enable 4D trajectory management by providing timely data exchanges for trajectory updates, which are essential for optimizing flight paths in time-based operations. Communication reliability is closely tied to (RNP) standards, where consistent availability ensures that navigation accuracy aligns with separation minima, preventing disruptions in performance-based . These capabilities collectively reduce delays and fuel consumption while maintaining safety margins. The Future Air Navigation System (FANS) incorporates (RNAV) and (RNP) as core technologies for precision positioning, primarily leveraging Global Navigation Satellite Systems (GNSS) such as GPS for satellite-based navigation. RNAV enables aircraft to fly any desired path within the coverage of navigation aids or self-contained systems, while RNP specifies performance requirements including accuracy, integrity, continuity, and availability, ensuring navigation errors remain within defined limits for 95% of the flight time. These standards support enhanced route flexibility in remote and oceanic airspace, where traditional ground-based navigation is limited. Key enhancements in FANS navigation include RNP 10 and RNP 4 specifications tailored for oceanic routes, which permit reduced lateral separation minima compared to non-RNP operations. RNP 10 requires ±10 nautical miles (NM) accuracy, enabling 50 NM lateral separation between , while RNP 4 demands ±4 NM accuracy, supporting 30 NM lateral separation for more efficient spacing. Additionally, FANS introduces 4D , incorporating , , altitude, and time dimensions to generate conflict-free trajectories that synchronize positions temporally, facilitating precise arrival sequencing and reduced delays. These capabilities integrate with communication for clearances and for position verification, though itself focuses on predictive path . Navigation systems in FANS blend GNSS with inertial reference systems (IRS) and flight management systems (FMS) for robust performance, where IRS provides dead-reckoning during GNSS outages and FMS computes optimized routes using multi-sensor data fusion. This integration enables curved path procedures, such as RNAV departures and arrivals, which can reduce flight time by 10-20% in terminal areas by minimizing vectoring and allowing continuous descent operations. ICAO standards in Annex 10, Volume I, define GNSS augmentation via Satellite-Based Augmentation Systems (SBAS) for wide-area accuracy enhancements and Ground-Based Augmentation Systems (GBAS) for airport-specific precision. Complementing these, Reduced Vertical Separation Minima (RVSM) allows 1,000 ft vertical separation above flight level 290, relying on accurate altimetry tied to FANS navigation integrity.

Surveillance Technologies

Surveillance in the Future Air Navigation System (FANS) primarily relies on Automatic Dependent Surveillance-Contract (ADS-C), a data link-based technology that enables to automatically transmit position reports to units (ATSUs) in non-radar environments such as oceanic and remote . ADS-C establishes a contractual agreement between the and the ATSU, defining the specific report types, intervals, and content, which includes position, velocity, altitude, estimated times over waypoints, and meteorological data. This system allows for automated, pilot-independent reporting, improving surveillance coverage where traditional is unavailable. ADS-C supports multiple operational modes to adapt to varying surveillance needs: periodic contracts for regular reports at fixed intervals (typically 5 to 30 minutes, adjustable to as frequent as 1 minute for enhanced monitoring), demand contracts for immediate on-request reports from ATC, and event contracts triggered by specific conditions such as vertical rate changes, lateral deviations, or waypoint passages. These modes ensure flexible, real-time data provision without constant voice communication. Integration with Automatic Dependent Surveillance-Broadcast (ADS-B) enhances FANS surveillance by combining ADS-C's targeted reports with ADS-B's continuous broadcasts, delivering radar-like updates every 1 to 5 minutes in supported operations and improving overall . FANS implementations increasingly require Performance-Based Communication and Surveillance (PBCS) compliance, specifying Required Communication Performance (RCP) 240 for data link continuity and Required Surveillance Performance (RSP) 180 for position report integrity to enable minima below 30 NM (e.g., 23 NM lateral as of 2024). The benefits of ADS-C in FANS include high availability exceeding 95% in oceanic areas through robust data link transmission, enabling significant reductions in aircraft separation minima—for instance, from 50 nautical miles (NM) to 30 NM lateral and longitudinal—while maintaining safety. This reduced spacing increases airspace capacity and fuel efficiency, as aircraft can follow more direct routes. Additionally, ADS-C data feeds conflict probing algorithms in ATC systems, allowing automated detection and resolution of potential conflicts based on predicted trajectories. Surveillance data in FANS draws from onboard navigation systems to ensure precise inputs for these reports. ADS-C technologies primarily utilize satellite communications (SATCOM) for reliable transmission in remote regions, with fallback options to high-frequency (HF) data links where SATCOM is unavailable, ensuring continuity in diverse environments. ICAO standards mandate position accuracy within 2 NM (95% probability) under Required Surveillance Performance (RSP) specifications like RSP 180, which supports the precision needed for reduced separation operations. These standards, outlined in ICAO Doc 9869, verify that reported positions align closely with actual locations derived from GNSS inputs.

Procedural and Integration Aspects

The Future Air Navigation System (FANS) facilitates a shift from traditional radar-based air traffic control to procedural control emphasizing trajectory-based operations (TBO), where flight paths are managed using four-dimensional (4D) profiles that incorporate latitude, longitude, altitude, and time. This approach enables more precise prediction and optimization of aircraft trajectories, allowing controllers to issue clearances based on agreed-upon flight profiles rather than continuous vectoring. In TBO, pilots are often delegated spacing tasks, such as maintaining time- or distance-based intervals with preceding aircraft, to enhance efficiency in high-density airspace while reducing controller workload. FANS integrates its core components within the Communication, , and / (CNS/ATM) framework to support performance-based , where operations are governed by (RNP), controller-pilot data link communications (CPDLC), and automatic dependent surveillance-contract (ADS-C) rather than fixed procedural rules. This synthesis enables automated tools, such as trajectory prediction algorithms that alert controllers to potential conflicts and suggest resolution maneuvers based on 4D data exchanges. By combining these elements, FANS allows for dynamic management that adapts to performance and environmental conditions, prioritizing safety and capacity over rigid separations. In oceanic procedural control, FANS procedures permit reduced lateral and longitudinal separations, such as 50 NM laterally and 5 minutes longitudinally for RNP 10-equipped , or 30 NM distance-based and 23 NM lateral for RNP 4 with enhanced ADS-C (as of in select OCAs), relying on ADS-C position reports and CPDLC clearances to maintain without coverage. These reduced minima enhance and route flexibility in remote areas, with controllers using periodic data updates to monitor compliance. Furthermore, FANS integrates with ground systems like System Wide Information Management (SWIM), which provides a standardized digital exchange of aeronautical data, flight plans, and meteorological information to support seamless TBO across air-ground interfaces. Safety protocols in FANS include predefined contingency modes for failures, such as reverting to voice communications (e.g., high-frequency radio) and applying conservative separation standards to prevent loss of separation. Operators must monitor transactions continuously, with pilots trained to recognize and report failures promptly, ensuring that procedural control remains robust even during outages. Addressing human factors in mixed equipage environments—where some aircraft have full FANS capabilities while others do not—requires tailored training for pilots and controllers to manage varying levels of , mitigating risks like mode confusion or over-reliance on s through standardized and backup procedures.

Implementation and Operations

Service Providers and Infrastructure

The Future Air Navigation System (FANS) relies on a network of Air Navigation Service Providers (ANSPs) to deliver enhanced communication, navigation, and surveillance services, particularly in oceanic and remote airspace. In the United States, the Federal Aviation Administration (FAA) oversees FANS implementation through its National Airspace System (NAS), enabling data link communications like Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) in oceanic regions. Similarly, NATS in the United Kingdom manages Shanwick Oceanic Control, supporting FANS operations in the North Atlantic High-Level Airspace (NAT HLA) where reduced lateral separation is applied to FANS-equipped aircraft. NAV CANADA provides FANS services via its Gander Oceanic Center, integrating CNS/ATM systems to optimize transatlantic and polar routes as outlined in its updated operations plan. Regionally, the Agency for Aerial Navigation Safety in Africa and Madagascar (ASECNA) implements FANS and CNS/ATM technologies across 18 member states, covering vast continental and oceanic airspace to modernize air traffic management. Satellite-based communication infrastructure is essential for FANS global coverage, with key providers ensuring reliable data links in areas beyond VHF range. , acquired by Viasat in 2023, delivers services through its Aero H and Aero H+ systems, utilizing geostationary satellites and an extensive ground station network for worldwide oceanic and polar connectivity since 1991. complements this with low-Earth orbit satellites offering 100% global coverage, including polar regions, and supports FANS-compliant data links certified to standards via validated Satellite Data Units (SDUs). Ground stations operated by these providers route FANS messages, such as CPDLC clearances, through networks like and for seamless integration with ANSP systems. Avionics suppliers play a in equipping for FANS compliance, focusing on (FMS) upgrades and SATCOM integration. Boeing developed FANS 1, which combines CPDLC and ADS-C for direct pilot-ATC digital messaging, later adopted by ICAO and integrated into oceanic operations. Airbus adapted this as FANS A, enabling similar capabilities tailored to its platforms for enhanced efficiency in remote airspace. Honeywell provides comprehensive FANS 1/A upgrades, including FMS 6.1 software for business jets like the and , alongside Communication Management Units and VDL Mode 2 radios. Thales collaborates with Honeywell on next-generation FMS for Airbus models such as the A320, A330, and A350, incorporating connected for FANS data processing. For SATCOM, Certus enables FANS communications via Iridium's network, offering an alternative to for full global redundancy in upgrades like Honeywell's Mk II Plus systems. Supporting infrastructure includes specialized oceanic control centers that leverage FANS for reduced separation and efficient . The Shanwick Oceanic Control Area, managed by NATS, handles transatlantic traffic with FANS-enabled procedures in the NAT HLA, facilitating 5- or 3-NM lateral spacing for equipped flights. Similarly, the FAA's Oakland Oceanic (FIR) provides full CPDLC and ADS-C services across its airspace, with the log-on address "KZAK" for FANS 1/A aircraft to enable automated position reporting and clearances. These centers rely on global ground networks for data , with investments in gateways and systems exceeding hundreds of millions to support FANS scalability and reliability.

Operational Approvals and Regulations

The operational approvals and regulations for the Future Air Navigation System (FANS) establish the certification frameworks required for operators to conduct communications and surveillance in oceanic and remote airspace, ensuring compliance with international standards set by the (ICAO). ICAO's Global Air Navigation Plan outlines the performance-based approach for FANS, emphasizing equipage and procedural standards to enhance safety and efficiency, while national authorities issue specific authorizations. FANS approvals increasingly incorporate Performance-Based Communication and Surveillance (PBCS) requirements, mandating monitored performance metrics like RCP 240 and RSP 180 for oceanic operations, as updated in FAA AC 91-70D (2025). In the United States, the (FAA) grants approvals through Operations Specifications (OpSpecs) A056 for communications, including operations in oceanic , which authorizes the use of Controller-Pilot Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C). This authorization requires operators to demonstrate compliance with performance requirements, such as continuous monitoring of availability. The (EASA) provides equivalent approvals under Regulation (EU) No 965/2012 on air operations, incorporating provisions in Annex IV (Part-CAT) and guidance from Acceptable Means of Compliance (AMC) for operational approvals, aligning with ICAO standards for FANS integration. Aircraft equipage for FANS must meet RTCA DO-219 standards, which specify minimum operational performance for ATC two-way communications, including message latency and integrity requirements for applications like CPDLC and ADS-C. Crew training programs are mandated to cover FANS procedures, with operators required to provide instruction on usage, contingency procedures, and integration with voice communications, often incorporating simulator-based scenarios to simulate oceanic operations. monitoring is achieved through CPDLC transaction logs, which track metrics such as message delivery times (e.g., 95% within 180 seconds) to ensure required communication performance standards (RCP) and continuous communication record (CCR) are maintained. Regionally, FANS data link capabilities became mandatory in the North Atlantic High Level (NAT HLA) for flights at or above 290 starting January 2020, requiring CPDLC and ADS-C equipage to support reduced separation minima. In 2025, the FAA updated (AC) 91-70D to incorporate enhanced guidance for oceanic and remote continental operations, including provisions for performance-based communication in confined where voice coverage is limited. Key challenges in FANS approvals include managing mixed-fleet transitions, where operators must ensure between equipped and non-equipped aircraft during phased equipage programs, potentially requiring temporary exemptions or procedural mitigations. Regulatory audits, such as those conducted by for Canadian-registered aircraft operating in NAT , verify ongoing compliance with FANS standards through reviews of equipage, records, and performance data.

Interoperability and Global Coordination

The FANS Team (FIT) was formed in the late as a collaborative under ICAO and RTCA auspices to address technical and operational challenges in FANS deployment, particularly harmonizing differences between Boeing's ACARS-based FANS 1 and Airbus's ATN-oriented FANS A implementations. This effort culminated in the development of the unified FANS interoperability standards, such as RTCA DO-258, in 2000, enabling seamless communications across diverse aircraft platforms in oceanic and remote . Global coordination of FANS has been advanced through regional bodies such as ICAO's Asia and Pacific FANS Interoperability Team – Asia (FIT-Asia), established to oversee system configuration, performance monitoring, and end-to-end for Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance - Contract (ADS-C) services across the region. FIT-Asia facilitates alignment with ICAO's performance-based communication and surveillance (PBCS) requirements, ensuring consistent application of FANS standards amid growing air traffic demands in routes. FANS interoperability extends to integration with major air traffic management (ATM) modernization programs, including the U.S. Federal Aviation Administration's NextGen and Europe's Single European Sky ATM Research (SESAR), as outlined in ICAO's Global Air Navigation Plan (GANP). These alignments promote standardized protocols and surveillance capabilities, allowing FANS-equipped to transition smoothly between regional systems while adhering to ICAO's System Block Upgrades (ASBU) framework for global ATM efficiency. Key standards underpinning FANS interoperability include RTCA DO-306, which defines safety and performance criteria for air traffic services in oceanic and remote , supporting the transition to the Aeronautical (). This document, harmonized with EUROCAE ED-122, ensures reliable CPDLC and ADS-C operations, forming the basis for future baseline enhancements in FANS evolutions. Ongoing efforts focus on integration to extend FANS capabilities beyond current oceanic applications. Joint trials coordinated by groups like the North Atlantic Systems Planning Group (NAT SPG) have validated FANS , with the North Atlantic FANS Implementation Group (NAT FIG) developing guidance for uniform application of procedures across transatlantic routes. These efforts, including performance monitoring and logon protocols, have achieved widespread operational compatibility, reducing separation minima and enhancing safety in high-density oceanic airspace.

Current Status and Future Prospects

Achievements and Adoption

The Future Air Navigation System (FANS) has achieved widespread adoption in oceanic and remote , where traditional coverage is limited. By 2020, the U.S. (FAA) estimated that approximately 80 percent of operating in U.S. oceanic were equipped with , enabling communications and capabilities essential for efficient transoceanic flights, and by 2025, equipage rates have reached nearly 100% due to mandates. This high equipage rate has continued to grow, supporting over 680,000 annual flights across the North Atlantic as of 2025, where FANS facilitates reduced separation standards and optimized routing. In the Pacific region, FANS implementation has similarly enhanced route flexibility, contributing to overall capacity gains in high-density corridors. Key achievements of FANS include significant improvements in air traffic efficiency and through Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C). CPDLC has reduced communication errors inherent in voice transmissions by providing clear, text-based messaging, thereby minimizing misinterpretations and enhancing controller-pilot coordination in non-radar environments. The system has enabled a reduction in longitudinal and lateral separation minima, allowing for increased utilization without compromising ; for instance, in oceanic regions, this has supported more direct flight paths, leading to fuel efficiencies through shorter routes. ICAO reports highlight FANS's role in achieving high system availability and reliability, underpinning its integration into global frameworks. Notable case studies demonstrate FANS's practical impact. In the North Atlantic, airlines such as and have fully integrated into their fleets for transoceanic operations, leveraging CPDLC and ADS-C to optimize fuel burn and flight times on routes between , , and . In , the Upper Area Control Centre (MUAC) pioneered the deployment of ADS-C in 2022, enabling air traffic controllers to provide airlines with tailored climb and descent profiles that reduce congestion and emissions in upper airspace. Additionally, FANS technologies are being aligned with Unmanned Traffic Management (UTM) systems to support safe drone integration, as outlined in ICAO's UTM framework, which emphasizes seamless data exchange for shared airspace operations.

Recent Developments

In April 2025, the (ICAO) updated its standards for future air navigation systems, introducing enhanced flexibility for operations in urban and obstacle-rich to support safer integration of advanced air mobility. These revisions also facilitate deeper integration of FANS technologies with FANS 2 protocols, enabling more efficient next-generation (ATM) through improved data exchange and trajectory prediction. The U.S. (FAA) issued (AC) 91-70D in March 2025, providing expanded authorizations for satellite communications (SATCOM) data link usage in oceanic and remote continental . This update, under Letter of Authorization (LOA) A056, allows operators to file flight plan codes J5 (for ) and J7 (for ) to enable Controller-Pilot Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) via SATCOM, supporting reduced separation and performance-based operations while requiring pre-entry system checks and logons 10-25 minutes before oceanic boundaries. Airbus advanced its FANS offerings with the introduction of FANS C/4D and FANS C/4D Over SATCOM services, which deliver new capabilities for higher accepted (ATC) request rates and enhanced 4D trajectory-based operations through automatic position data broadcasts. These upgrades, mandated for certain by December 2027, improve flight path predictability and are compatible with SATCOM networks, including systems upgraded via Iridium NEXT for data rates up to 1.5 Mbps and reduced latency in remote areas. Global initiatives continue to align FANS implementations with the ICAO Global Air Navigation Plan (GANP), particularly as Block 2 commenced in 2025, emphasizing harmonized regional deployment of communication, navigation, and surveillance enhancements. In the region, the Fifteenth Meeting of the FANS Team (FIT-Asia/15) in June 2025 advanced trials and coordination for FANS adoption, focusing on cross-border interoperability to boost ATM efficiency. Additionally, ICAO's August 2025 State of Global Aviation Safety report highlighted ongoing safety improvements in ATM systems, including FANS-enabled reductions in separation minima that contribute to gains amid rising traffic volumes. The 42nd ICAO Assembly, held in September-October 2025, adopted key updates relevant to FANS, including a revision to the GANP publication cycle to every 6 years for better alignment with state planning, and Resolution A42-21 on consolidated policies, reinforcing resilience and of CNS/ATM systems to support ongoing FANS evolution.

Challenges and Ongoing Evolution

The adoption of the Future Air Navigation System (FANS) faces significant challenges, particularly in older fleets, where costs for a basic FANS solution exceed $200,000 per according to estimates from the National Business Aviation Association. These expenses pose barriers for operators of legacy , limiting widespread implementation and exacerbating inefficiencies in mixed-equipage . Additionally, cybersecurity vulnerabilities in FANS data links, such as Controller-Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C), expose systems to risks like unauthorized access, signal jamming, and data manipulation, as highlighted in analyses of , , and threats. The U.S. Government Accountability Office has noted that the has not fully implemented key practices to address avionics cybersecurity, potentially compromising safety in modern reliant on these links. Equipage disparities further hinder global FANS deployment, with notable gaps in developing regions such as , where infrastructure analyses identify deficiencies in critical technologies including CPDLC and required communication performance standards essential to FANS operations. These shortcomings result in uneven airspace utilization and increased reliance on procedural separations, slowing the transition to performance-based navigation. Ongoing evolution of FANS emphasizes adaptations for emerging aviation paradigms, including transitions toward advanced phases to support (UAM) and advanced air mobility (AAM), where enhanced data exchange enables integration of electric vertical takeoff and landing vehicles into dense airspace. is increasingly integrated for conflict detection, leveraging algorithms to predict and resolve potential airspace incursions more accurately than traditional methods, thereby improving efficiency. Sustainability efforts align with the International Civil Aviation Organization's (ICAO) long-term aspirational goal of net-zero carbon emissions by 2050, incorporating FANS optimizations like trajectory-based operations to reduce fuel consumption and emissions through precise routing. Future prospects for FANS include full integration of four-dimensional (4D) trajectory management by 2030, as outlined in ICAO's Global Air Navigation Plan, which envisions time-based flight paths to enhance capacity and predictability across global airspace. Hybrid systems combining FANS with networks promise low-latency communications for real-time data sharing in AAM operations, while quantum navigation technologies offer resilient alternatives to Global Navigation Satellite Systems (GNSS) by using inertial sensors immune to jamming. Addressing impacts on GNSS, such as ionospheric disturbances that degrade signal accuracy, is critical, with FANS evolutions incorporating multi-constellation backups and predictive modeling to maintain integrity during solar events. Research under ICAO's framework, including the 2025-2030 roadmap for resilient Communications, Navigation, and Surveillance/ (CNS/ATM) systems, prioritizes cybersecurity enhancements, redundancy in data links, and to ensure robust performance amid growing air traffic demands. This roadmap, informed by ICAO Assembly Resolution A42-21 and related outcomes from the 42nd Assembly, guides investments in adaptive technologies to mitigate disruptions and support seamless global operations.

References

  1. https://www.icao.int/sites/default/files/global-airnavigation/9750_5ed_en.pdf
  2. https://www.banyanair.com/wp-content/uploads/2016/04/UASC_FANS_WhitePaper.pdf
  3. https://www.ion.org/publications/abstract.cfm?articleID=4940
  4. https://www.duncanaviation.aero/intelligence/future-air-navigation-system-fans
  5. https://www.faa.gov/documentlibrary/media/advisory_circular/ac_90-117.pdf
  6. https://aerospace.honeywell.com/us/en/about-us/blogs/us-enroute-cpdlc
  7. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-70B.pdf
  8. https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_7.5.html
  9. https://www.icao.int/filebrowser/download/5456?fid=5456
  10. https://canso.org/connecting-the-skies-space-based-vhf-communications-for-enhanced-air-traffic-control/
  11. https://fanscnsatm.com/archives/19
  12. https://www.tsb.gc.ca/eng/rapports-reports/aviation/etudes-studies/90sp001/90sp001.html
  13. https://www.icao.int/sites/default/files/global-airnavigation/9750_2ed_en.pdf
  14. https://www.icao.int/air-traffic-management-atm
  15. https://skybrary.aero/articles/reduced-vertical-separation-minima-rvsm
  16. https://news.ncac.mn/uploads/bookSubject/2022-11/63732e63bb4a8.pdf
  17. https://www.theairlinepilots.com/forumarchive/quickref/fans.pdf
  18. https://www.claylacy.com/wp-content/uploads/2017/03/WhitePaper_FANS_GV_v4.pdf
  19. https://dspace.mit.edu/bitstream/handle/1721.1/42838/Campos-ICAT%20Report-final-v2.pdf?sequence=1&isAllowed=y
  20. https://www.faa.gov/sites/faa.gov/files/media/reports/Report-OceanicWorkingGroup.pdf
  21. https://www.eurocontrol.int/sites/default/files/2019-07/2003-02-rad-link-2000-e1.0_0.pdf
  22. https://www.aviationtoday.com/2001/06/01/the-fruits-of-fans/
  23. https://www.satcom.guru/2020/06/fans-25-year-anniversary.html
  24. https://www.federalregister.gov/documents/2000/02/07/00-2556/reduced-vertical-separation-minimum-rvsm
  25. https://standards.globalspec.com/std/1994506/rtca-do-258
  26. https://www.aviationtoday.com/2015/12/01/fans-1a-2015-and-beyond/
  27. https://www.icao.int/sites/default/files/Meetings/a42/Documents/WP/wp_106_en.pdf
  28. https://skybrary.aero/articles/controller-pilot-data-link-communications-cpdlc
  29. https://www.faa.gov/media/100951
  30. https://pmc.ncbi.nlm.nih.gov/articles/PMC5982923/
  31. https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/parc/parc_reco/160518_PARC_Non_VDL_Mode_2_Recs.pdf
  32. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-70C.pdf
  33. https://ntrs.nasa.gov/api/citations/20170009601/downloads/20170009601.pdf
  34. https://www.icao.int/sites/default/files/APAC/Documents/edocs/mlat_concept.pdf
  35. https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_section_2.html
  36. https://skybrary.aero/sites/default/files/bookshelf/4108.pdf
  37. https://pbnportal.eu/epbn/main/Overview-of-PBN/PBN-Concept---Unpacked/PBN-Navigation-Specifications.html
  38. https://www.trainingport.net/topics/performance-airspace-rnp-4/
  39. https://www.faa.gov/about/office_org/headquarters_offices/ang/redac/redac-nasops-201503-4D-TBO-ConOps.pdf
  40. https://static1.squarespace.com/static/6404eb015a7f1b4436e958fd/t/649a061565854c170cbb162f/1687815701932/GR0134-WPR_FANS_Rev%2BB.pdf
  41. https://arc.aiaa.org/doi/pdfplus/10.2514/6.2011-6932
  42. https://ffac.ch/wp-content/uploads/2020/09/ICAO-Annex-10-Aeronautical-Telecommunications-Vol-I-Radio-Navigation-Aids.pdf
  43. https://skybrary.aero/articles/automatic-dependent-surveillance-contract-ads-c
  44. https://code7700.com/ads-c.htm
  45. https://www.icao.int/sites/default/files/sp-files/ESAF/Documents/meetings/2015/OP-Data%2520Link%2520Familiarization/Data%2520Link%2520Presentations/Session%25204.6%2520ADS%2520CPDLC%2520Workshop%2520SITA%2520v%25202.0.pdf
  46. https://uasc-stg.sitefinity.cloud/docs/default-source/ua/resources/whitepapers/clay-lacy-fans-white-paper.pdf?sfvrsn=ab09925c_6
  47. https://ops.group/blog/pbcs-what-where-and-how/
  48. https://www.ndss-symposium.org/wp-content/uploads/spacesec2024-22-paper.pdf
  49. https://www.faa.gov/media/98746
  50. https://runwaygirlnetwork.com/2019/07/faa-to-use-ads-c-to-meet-separation-standards-for-us-oceanic-airspace/
  51. https://www.icao.int/filebrowser/download/5209?fid=5209
  52. https://www.icao.int/sites/default/files/environmental-protection/Documents/ASBU.en.Mar-2013.pdf
  53. https://www.faa.gov/sites/faa.gov/files/NextGen-SESAR_State_of_Harmonisation-508.pdf
  54. https://www.faa.gov/sites/faa.gov/files/Integrated-RTA-IM-ConOps-v1.0.pdf
  55. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_20-140B.pdf
  56. https://www.icao.int/sites/default/files/EURNAT/Documents/EUR%20and%20Nat%20Docs/NAT%20Documents/NAT%20Documents/NAT%20Doc%20008%20-%20NAT%20ASM/NAT-Doc-008-EN-Edition-1-Amd-14.pdf
  57. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91-70D.pdf
  58. https://www.faa.gov/documentlibrary/media/advisory_circular/ac%2520120-70b.pdf
  59. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-117_%28E-update%29.pdf
  60. https://ntrs.nasa.gov/api/citations/20090036806/downloads/20090036806.pdf
  61. https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/air_traffic_services/artcc/oakland/kzak
  62. https://www.faa.gov/sites/faa.gov/files/about/office_org/headquarters_offices/avs/NAT_RLatSM_SEI.pdf
  63. https://www.navcanada.ca/en/nav-canadas-new-cnsatm-operations-plan-takes-flight.aspx
  64. https://www.icao.int/sites/default/files/ESAF/APIRG/APIRG-24/APIRG24-IP05-ASECNA-ASBU-implementation-status.pdf
  65. https://www.viasat.com/news/latest-news/corporate/2023/viasat-completes-acquisition-of-inmarsat/
  66. https://www.airsatone.com/datalink-fans-1a-cpdlc-ads-c-acars-vhf-satcom-inmarsat-iridium
  67. https://aerospace.honeywell.com/us/en/pages/fans-mandates
  68. https://runwaygirlnetwork.com/2022/05/airbus-nextgen-fms-a320-a330-a350-efb/
  69. https://aerospace.honeywell.com/content/dam/aerobt/en/documents/landing-pages/read-more/FANS-1A-PM-CPDLC-Upgrade-for-Business-Aircraft-Mk-II-Plus.pdf
  70. https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_7.2.html
  71. https://apps.dtic.mil/sti/tr/pdf/ADA367419.pdf
  72. https://www.icao.int/about-icao/Council/strategic-plan-2026-2050
  73. https://www.faa.gov/sites/faa.gov/files/about/office_org/headquarters_offices/avs/A056_Application_Guide.pdf
  74. https://www.easa.europa.eu/sites/default/files/dfu/flightstandards-doc-presentations-2013-02-22-Workshop-OPS-Austria-130222-AUSTROCONTROL-OPS-WSI_v1.pdf
  75. https://standards.globalspec.com/std/295187/rtca-do-219
  76. https://aerospace.honeywell.com/us/en/about-us/news/2022/01/fans-datalink-update
  77. https://tc.canada.ca/sites/default/files/2024-03/aim-2024-1_nat-e.pdf
  78. https://humanfactors.arc.nasa.gov/publications/Smith_2001-FANS1SPacific.pdf
  79. https://www.icao.int/sites/default/files/APAC/Meetings/2025/2025%20FITAsia15/1-Report/Final%20Report%20FIT-Asia-15.pdf
  80. https://www.faa.gov/sites/faa.gov/files/2022-06/NextGen-SESAR_State_of_Harmonisation.pdf
  81. https://www.rtca.org/wp-content/uploads/2020/12/LIST-OF-AVAILABLE-DOCS-AS-OF-SETEMBER-2020-.pdf
  82. https://www.worldairops.com/NAT/docs/NAT_DatalinkGuidanceMaterialv19.1_atWorldAirOps.com.pdf
  83. https://www.faa.gov/air_traffic/technology/equipadsb/installation/current_equipage_levels
  84. https://www.icao.int/sites/default/files/EURNAT/Documents/EUR%20and%20Nat%20Docs/NAT%20Documents/NAT%20Economics%20and%20Forecast/NAT-Traffic-Forecast-2025-2029.pdf
  85. https://www.eurocontrol.int/article/muac-pioneers-digital-connectivity-between-ground-and-air-ads-c
  86. https://www.icao.int/news/new-icao-standards-future-air-navigation-and-safety
  87. https://at-elog.com/fans-future-air-navigation-system/
  88. https://aircraft.airbus.com/en/services/enhance/system-upgrades/future-air-navigation-systems-fans
  89. https://www.icao.int/APAC/meetings
  90. https://www.icao.int/sites/default/files/sp-files/safety/Documents/ICAO_SR_2025.pdf
  91. https://www.icao.int/sites/default/files/Meetings/a42/Documents/Resolutions/a42_res_prov_en.pdf
  92. https://interactive.aviationtoday.com/future-air-navigation-systems-how-much/
  93. https://www.sciencedirect.com/science/article/abs/pii/S0167404821003400
  94. https://www.gao.gov/products/gao-21-86
  95. https://www.icao.int/sites/default/files/ESAF/APIRG/APIRG-27/WPs/ENG/APIRG27-WP03F5-Appendix-Aviation-Infrastructure-Gap-Analysis-2023-Final-Report.pdf
  96. https://www.faa.gov/sites/faa.gov/files/Urban-Air-Mobility-Concept-of-Operations-2.0.pdf
  97. https://www.sciencedirect.com/science/article/pii/S2941198X25000211
  98. https://www.icao.int/environmental-protection/long-term-global-aspirational-goal-ltag-international-aviation
  99. https://www.nasa.gov/centers-and-facilities/armstrong/nasa-tests-5g-based-aviation-network-to-boost-air-taxi-connectivity/
  100. https://www.aerospacetestinginternational.com/features/how-quantum-sensors-will-unlock-aviations-potential.html
  101. https://skybrary.aero/articles/impact-space-weather-aviation
Add your contribution
Related Hubs
User Avatar
No comments yet.