New phraseology for CPDLC?
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New phraseology for CPDLC?
To all Pilots crossing central-europe:
We do not have CPLDC, but our neighbouring center (maastricht Radar) is operating this new system and more and more airlines are using it, mostly to send flight to the next frequency, e.g. my frequency.
More and more pilots calling in with a call like this:
"Rhein, good evening, Speedbird xyz, Fl 370, negative CPDLC"
Is this a new phraseology?
Is there new phraseology for CPDLC at all?
I know that your system shows you the next unit with the name and the freq. But isnīt showing if the next station uses CPDLC or not?
AFAIK Maastricht Radar is the only ATC-unit working on it, correct?
Thanks for some information!
FoxY
Rhein Radar
We do not have CPLDC, but our neighbouring center (maastricht Radar) is operating this new system and more and more airlines are using it, mostly to send flight to the next frequency, e.g. my frequency.
More and more pilots calling in with a call like this:
"Rhein, good evening, Speedbird xyz, Fl 370, negative CPDLC"
Is this a new phraseology?
Is there new phraseology for CPDLC at all?
I know that your system shows you the next unit with the name and the freq. But isnīt showing if the next station uses CPDLC or not?
AFAIK Maastricht Radar is the only ATC-unit working on it, correct?
Thanks for some information!
FoxY
Rhein Radar
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I hope that Miami is not in Europe - I'll have to buy a new atlas, if it is!
Just for info. many ATC units are using CPDLC but not in Europe apart from Maastricht, as far as I know.
Just for info. many ATC units are using CPDLC but not in Europe apart from Maastricht, as far as I know.
Last edited by point8six; 12th Jul 2008 at 12:07.
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Blowing our own trumpet here, we've been using it for 12 years in Oz. Great bit of kit, especially good for uplinking football scores and indulging in a bit of wit with the pilots during quiet night shifts.
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Oz is good at CPDLC/ADS, so why the fuss on the "Dunnunda" about ADS-B? Is it because it will become compulsory (and individually expensive)? At least CPDLC lessens the risk of misunderstood clearances, especially with language difficulties.
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Over 80% of Australian aviation polled support the introduction of ADS-B in Australia.
One megalomaniac who exerts an influence over government decision-making out of all proportion to his individual participation in aviation is making a concerted effort (including legal action) to prevent the current ADS-B implementation project from proceeding to completion... In the full knowledge that the majority of Australian aviation don't agree with him.
The rest of us are trying to keep the project and the debate surrounding the project on an intelligent path to an appropriate conclusion.
One megalomaniac who exerts an influence over government decision-making out of all proportion to his individual participation in aviation is making a concerted effort (including legal action) to prevent the current ADS-B implementation project from proceeding to completion... In the full knowledge that the majority of Australian aviation don't agree with him.
The rest of us are trying to keep the project and the debate surrounding the project on an intelligent path to an appropriate conclusion.
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NAT oceanic centres (Shanwick, Gander, Santa Maria, Iceland, New York) have been using it for years. The initial call at the FIR/OCA boundary usually includes a remark as to whether a flight is CPDLC/ADS equipped, but mostly this is for the benefit of the HF radio operator rather than controllers themselves.
On the kit we use here at the Prestwick OACC, (Shanwick), the controller's display shows whether a particular aircraft has logged on, thus providing a visual indication as to comms cabability. Crews give verbal confirmation on first contact on HF if they have successfully logged on, as the radio operators don't currently have an equivalent means of identifying whether a flight has logged on for CPDLC/ADS or will continue with voice comms procedures.
Good bit of kit, once you get used to it.
On the kit we use here at the Prestwick OACC, (Shanwick), the controller's display shows whether a particular aircraft has logged on, thus providing a visual indication as to comms cabability. Crews give verbal confirmation on first contact on HF if they have successfully logged on, as the radio operators don't currently have an equivalent means of identifying whether a flight has logged on for CPDLC/ADS or will continue with voice comms procedures.
Good bit of kit, once you get used to it.
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I think they mean that they cannot log in... When they're with us they log in as "CPDLC" and when for some reason they cannot (something broken up there or down here) that's when they say "negative CPDLC".
Not that we wouldn't see it, but I guess it's just the way it's taught at BAW... The other companies don't use this phraseology that much.
Wait for a Japanair - when they have it they say "we have CPDLC connectioooon"
Not that we wouldn't see it, but I guess it's just the way it's taught at BAW... The other companies don't use this phraseology that much.
Wait for a Japanair - when they have it they say "we have CPDLC connectioooon"
