Podcasts about cpdlc

Olá, seja muito bem-vindo ao StandardsCast EP #286 A330. Neste episódio conversamos com Rafael Olmedo (Coordenador de Flight Standards A330) e tivemos uma aula completa dedicada a apresentar as particularidades e características das comunicações CPDLC, FANS e ATN nas operações do Airbus A330 em voos nacionais e internacionais. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Episode 315 Show Notes   Topic of the show: Time to get pushed out of the nest!  On this week's show, AG and RH discuss the transition from trainee to certified controller and the stages of development as a professional controller.  We also share our thoughts on how a pilot should mature into a safe, risk reducing airman after they complete training.  The listener feedback on CPDLC and gliders is also discussed on this episode.  Enjoy!   Timely Feedback: 1. Patron Juliet Golf comments on actually old instrumentation 2. Controller CH responds to questions about the limits of CPDLC 3. Controller SI also responds about CPDLC   Feedback 1. Controller NP sends feedback about CPDLC. 2. Patron NB sent audio feedback about Squawking 7700. 3. Patrons GK and NB both sent articles about penguin naps. https://www.nytimes.com/2023/11/30/science/penguin-naps-sleep.html 4. Patron MRL asks about our push to talk switches 5. Patron GS shares audio about his retirement project.   Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website.  Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com.  Music bumpers by audionautix.com.  Third party audio provided by liveatc.net.  Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice The views and opinions expressed on Opposing Bases Air Traffic Talk are for entertainment purposes only and do not represent the views, opinions, or official positions of the FAA, Penguin Airlines, or the United States Army.  Episodes shall not be recorded or transcribed without express written consent. For official guidance on laws, rules, and regulations, consult an aviation attorney or certified flight instructor. 

Episode 314 Show Notes   Topic of the show: Reroutes in Troubled Airspace SGAC Patron JAS provides the show topic this week about getting routing around weather in difficult airspace.  How can pilots prepare for deviations in busy airspace?  We also discuss denied flight following and using flight plans to keep you safe.  This episode is packed, you don't' want to miss it!   Timely Feedback: 1. Controller/Patron MK responded to questions about a capitol arrival being restricted. 2. Patron DC sent a follow up to the expanded Charlie airspace question https://www.federalregister.gov/documents/2023/06/06/2023-11909/amendment-of-the-nashville-international-airport-class-c-airspace-nashville-tn-and-the-john-c-tune 3. Patron SG sent some taxi audio  Feedback 1. Patron SW asks about getting flight following that “sticks.” 2. Controller/Pilot/Patron from the North GF asks about cancelling IFR and alert services retention. 3. Patron JP asks about maxing out CPDLC 4. SGAC Patron KH likes the new intro/outro Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website.  Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com.  Music bumpers by audionautix.com.  Third party audio provided by liveatc.net.  Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice The views and opinions expressed on Opposing Bases Air Traffic Talk are for entertainment purposes only and do not represent the views, opinions, or official positions of the FAA, Penguin Airlines, or the United States Army.  Episodes shall not be recorded or transcribed without express written consent. For official guidance on laws, rules, and regulations, consult an aviation attorney or certified flight instructor. 

Olá, seja muito bem-vindo ao StandardsCast EP #220 A330/A350. Neste episódio recebemos Arthur Lechmann (Coordenador de Flight Standards A330/A350) e Arnoldo Pieper (Instrutor de solo A330/A350) para uma aula completa dedicada as comunicações CPDLC e o espaço aéreo NAT-HLA na FIR Santa Maria. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Controller Pilot Datalink Communication als Ergänzung und Entlastung des Sprechfunks: Vorteile und Anwendungsbeispiele

Episode 234 Show Notes   Topic of the show: When a squeeze play looks like it can only get worse, a controller has to do something to stop it.  On this week's episode, we will break down an intersecting runway arrival/departure squeeze play that resulted in a canceled takeoff clearance instead of a go around.  Why did this happen? What types of things are being considered during a squeeze play like this one?  We also discuss situational awareness on a cross country flight to an unfamiliar airport, approach lighting, and weird radar identification practices.  This episode is packed with aviation gold nuggets.  Don't miss it!   Timely Feedback: 1. SGAC Patron SE shares an experience with CPDLC. Cool! 2. JS dug deep into the fine print regarding runway crossing and hold short instructions. Thank you! 3. Patron JH shares a small correction to our discussion on WAAS and GPS units. Thank you!   Feedback Patron WTF asks about a very unusual radar identification practice. Patron MG asked our opinion on approach lights. Check out this great article to learn more about approach lights:https://www.boldmethod.com/learn-to-fly/navigation/when-can-you-go-below-mins-instrument-approach/ Patron JS shares a story of their long cross country and being slightly confused on arrival pattern direction.   Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website.  Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases.  Music by audionautix.com.  Third party audio provided by liveatc.net.  Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice  The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC.  Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association.  All opinions expressed in the show are for entertainment purposes only.  There is no nexus between Opposing Bases, LLC and the FAA or NATCA.  All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent.  For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor.  Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.

Controller Pilot Data Link Communication (CPDLC) ermöglicht den Austausch von flugsicherheitsrelevanten Nachrichten zwischen der Flugsicherung und Flugzeugen. Doch warum gibt es das nicht überall? Wieso können sich manche Flugzeuge nur bei einigen Sektoren anmelden und was hat das mit einer Whitelist zu tun? Was ist bei der Nutzung zu beachten und wie funktioniert die Bedienung im Cockpit und an der Controller Working Position? Darüber sprechen in dieser Folge Thorsten Raue von der GdF und Felix Gottwald von der VC. Über Rückmeldungen, Verbesserungs- und Themenvorschläge freuen wir uns per Mail unter podcast@readyoufive.de.

你曾經觀察過行經機場航廈的機組員隊伍嗎?  為什麼有時候飛行員的數量2人，有時候卻有3人或4人呢?    小小的駕駛艙內擠進3個人以上的時候  到底那個夾在Captain跟First Officer中間  人稱「RP」 (relief pilot) 或是「CC」(cruise captain)的小三到底是誰?  一下子可以當發號司令的正駕駛  一下子卻又變成坐右座的小學弟  真是令人捉摸不定的小淘氣(?)    駕駛艙內的工作分配與潛規則?  FO要升上RP的遴選條件?  在不同機隊裡升等的速度一樣嗎?  為什麼某些機場只能由CA和RP去飛?!     這一集航空直播間一起來認識一下  左右可以同時開弓、操弄兩根棒棒於股掌之間的人物!!!  一起聽起乃~~~     -----------------------------------------  {節目當中提及的專用術語}   High Minimum captain  >>為符合安全管理的概念 剛完訓的機長初期都會搭配資深的RP或是資深FO一起執飛  CPDLC 管制員機師資料鏈通訊（Controller–pilot data link communications ）  -----------------------------------------  ★各個收聽平台與連結 ⬇️⬇️⬇️    https://linktr.ee/30afterparty   ★小額贊助支持本節目： https://pay.firstory.me/user/30afterparty ★留言告訴我你對這一集的想法： https://open.firstory.me/story/ckyg6kv0lmy750814pwbkn4x0?m=comment 片頭音樂: Celebration by Kevin MacLeod  Link: https://filmmusic.io/song/5051-celebration  License: https://filmmusic.io/standard-license  片中音樂:youtube音效庫 _Sunshine_Samba、Earth_Bound  Shades of Spring by Kevin MacLeod  Link: https://filmmusic.io/song/4342-shades-of-spring  License: https://filmmusic.io/standard-license  片尾音樂:youtube音效庫 _ Cockpit  感謝以下贊助的聽眾: Powered by Firstory Hosting

Hi everyone, Thanks for downloading the Plane Safety Podcast with Pilot Pip and Captain Al. If you didn't already know, Pip will be running the London Marathon  on October 3rd raising money for the charity Sense  We really need your kind donations to help reach our target. If you could spare a few units of currency and would like to give to a great charity then please donate here. In this episode we are taking a look at your feedback and questions : Adam Spink of Heathrow ATC explains the difference in response to a Pan vs Mayday. Capt William Price says hi Richard Nash has some questions re garding use of autopilot and also CPDLC. The Old Curmudgon fires some shots our way regarding FOD. Richard Adams has a request for the Welsh speaking crew members Dr Pras sends a video about electric nose wheel motors https://www.theguardian.com/business/2021/jul/30/commercial-pilots-were-you-made-redundant-during-the-pandemic?CMP=Share_AndroidApp_Other Tony from France has some comments about Russia switching the QNH and feet. Captain Virtual sends us an amusing ATIS recording. We hope you enjoy this episode. If you would like to contact us then please email feedback@planesafetypodcast.com or visit the website Ciao for now.

Topic of the show: Which air traffic instructions do we wish required mandatory readbacks?  Are there any instructions that must be confirmed but are not found in the regulations?  We also discuss a recent change at a towered airport which stopped allowing IFR departures off a runway that has been used safely for many years.    Timely Feedback: 1. PATRON Tango Sierra shared our show with a couple list servers. Thank you! 2. PATRON Hotel Golf sent audio about bonehead instruction from ATC. 3. PATRON Mike Kilo illustrates user defined waypoint entry: https://youtu.be/Jj73rKDyBhg 4. PATRON Oscar Charlie has a simple ask for ATC. 5. PATRON Echo Golf sent audio about PDC and CPDLC.   Feedback PATRON Delta Mike sent a question about disappearing runway options for IFR departures and the Terps Elf helps solve the mystery. November Sierra wants to hear about our checkrides. Juliet Bravo wants to know if 121.5 is recorded. PATRON Juliet Hotel shares some more information about “expect” altitudes. PATRON Captain Nick sent some old audio backlog. We missed his humor!   Mentioned on the show: http://www.racecityfo.com/ Come join us for a pancake breakfast fly-in on—- Saturday, May 1, 2021 @ 14A (Lake Norman Airpark), 9-12pm Talk to professional pilots & air traffic controllers to see what it takes to make this a career!!   Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website.  Keep the feedback coming, it drives the show! Don’t be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases.  Music by audionautix.com.  Third party audio provided by liveatc.net.  Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice  The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC.  Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association.  All opinions expressed in the show are for entertainment purposes only.  There is no nexus between Opposing Bases, LLC and the FAA or NATCA.  All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent.  For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor.  Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.

Olá, seja muito bem-vindo ao StandardsCast EP #54 A330. Neste episódio começamos a conversa com Arthur Lechmann (coordenador de Flight Standards A330) sobre a operação utilizando CPDLC, certificação e operação CAT IIIB e sobre as principais mudanças do FCAP 9 e FCOM. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Olá, seja muito bem-vindo ao StandardsCast EP #55 A330. Neste episódio finalizamos a conversa com Arthur Lechmann (coordenador de Flight Standards A330) sobre a operação utilizando CPDLC, certificação e operação CAT IIIB e sobre as principais mudanças do FCAP 9 e FCOM. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Thanks for downloading the Plane Safety Podcast with Pilot Pip & Capt Al ; a podcast about flying, aeroplanes, aviation safety and being a professional pilot.  In this 'bits and pieces' episode we are talking about all sorts of things including weather radar, CPDLC, our recent meet up, a GEAR DOWN emergency in Chicago, cockpit video and of course, your feedback. In the Squawkbox : Jeff Wood says hi Dr Pras has some info on 'medical pressurisation' Dr Owen tells us his story Jacob Darligton Brown says hello Bill Price from LA drops us a line   If you would like to contact the show please email feedback@planesafetypodcast.com or visit the website Why not leave a review on iTunes ? Thanks for listening and fly safe. Pip & Al

Thanks for downloading the Plane Safety Podcast with Pilot Pip & Capt Al. This is a solo a diary pod with me (Pip), no Al I'm afraid due to technical issues.We'll be catching up with where I've been, what's happening in the quiet skies, ILS vs IGS, CPDLC & more. Links mentioned in the episode : Flyer Magazine 13 Minutes to the Moon Podcast https://www.ianvisits.co.uk/ If you'd like to contact us please email feedback@planesafetypodcast.com Thanks for listening

Bonjour et bienvenue dans le 64ème épisode de ce podcast !Cette semaine, nous allons nous intéresser à nouveau à l’univers du contrôle aérien. Nous allons parler plus en détail des nouvelles technologie autour de ce métier dont notamment le mode S, le stripless et le CPDLC.Pour en discuter avec nous, notre invité est Bastien. Bastien est contrôleur aérien au Centre Régional de Navigation Aérienne de Bordeaux.Il a participé à divers études techniques autour des nouveaux outils mis en place pour optimiser et moderniser le contrôle aérien en FranceRubrique thématiqueTout d’abord, nous ferons le point sur les moyens techniques utilisés pour identifier et contrôler les avions. Cela nous permettra d’expliquer le fonctionnement des transpondeurs et des radars.Nous évoquerons l’évolution technologique majeure de ces équipements avec ce qu’on appelle le mode S. Bastien nous expliquera le changement que cela apporte pour les contrôleurs aériens au niveau des nouvelles données qu’ils peuvent recevoir et de leur utilité.Ensuite, nous irons en détail sur l’évolution vers le « stripless ». Il s’agit de l’informatisation du poste de travail des positions de contrôle. Nous parlerons des nouvelles possibilités offertes par cette évolution technologiques avec notamment les outils de détection de conflits et d’alerte à moyen terme.Nous discuterons également du CPDLC pour « Controller Pilot Datalink Communications ». Il s’agit d’un relativement nouveau mode de communication entre les pilotes et les contrôleurs via un lien de données numérique.Avec Bastien, nous comparerons nos expériences respectives de cet outil et de ce qu’il apporte au niveau de la sécurité aérienne.Vidéo de la semaineLa vidéo de la semaine est une vidéo proposée par le ministère de la transition écologique et solidaire, ministère de tutelle de la DGAC.Elle présente les évolutions technologiques dont nous avons parlé avec Bastien dans le cadre du centre de contrôle en-route de Cayenne en Guyane.On peut y voir les remontées d’informations des avions via le mode S ainsi que le fonctionnement du CPDLC du coté contrôleur et pilote. Cette vidéo présente également quelques fonctionnalités de détection des conflits à moyen terme similaires à ce que nous avons décrit.Lien vers la vidéo : https://www.youtube.com/watch?v=LNp6xTH8PuEConclusionAinsi se conclut donc le 64ème épisode. J’espère qu’il vous a plu et je vous invite à vous abonner sur votre application de podcast favoris. Également, n’hésitez pas à laisser un avis 5 étoiles sur iTunes ce qui permettra à d’autres personnes de découvrir ce podcast.Si vous avez des questions, des remarques ou des suggestions, n’hésitez pas à utiliser le formulaire de contact.Si vous voulez recevoir des notifications lors de la sortie des nouveaux épisodes, vous pouvez vous inscrire à la newsletter dans la barre latérale droite de notre site. Vous pouvez également nous suivre sur Twitter sur @ParlonsAviation et sur Facebook sur notre page « Parlons Aviation. »CréditsCe podcast est proposé sous licence Creative Commons BY-NC-ND 3.0.

Transmitido ao vivo em 26 de jul. de 2019 Na "live" do canal ASA, o bate-papo é sobre novas tecnologias em navegação, comunicação, vigilância radar e gerenciamento de tráfego aéreo. A chegada do CPDLC às comunicações no território brasileiro e uma mudança necessária no ensino por parte das escolas de aviação. Participam do hangout o comandante de Falcon 7X, Daniel Torelli; o ex-controlador de tráfego aéreo e instrutor de CPDLC, Lory Vicenzi Junior; e ainda Saulo Silva, que é chefe na OACI (Organização de Aviação Civil) da área de information management, cybersecurity e ainda responsável pelo plano global de navegação aérea.

Solairus Senior VP of Technical Services, Rene Cervantes shares his background, thoughts on the upcoming ADS-B, FANS, and CPDLC mandates, explains new challenges facing mx supervisors, and how being from Chicago has convinced him that Boston native, Steve Foley roots for the wrong colored baseball socks.

November 28, 2013 2013 Greenwich Mean Time West 30 Degrees Flight Level 310 1 I had just drifted off to sleep, with the rhythmic undulations of the aircraft gently rocking me to sleep, when there was a loud knock on the bunk door. Calling the claustrophobic space a bunk was a stretch, but at least it provided the opportunity to get a power nap while my two copilots manned the cockpit. I opened the door and swung my legs to the aisle floor, being careful not to completely sit up so I wouldn’t hit my head on the bottom of the upper bunk. I blinked against the light in the narrow hallway between the passenger cabin and the cockpit as I let my eyes adjust. Bill Burton, our Purser, was standing in the hallway. “Captain Hancock, the crew called me to wake you. You’re needed in the cockpit immediately.” “Thanks, Bill. Could you please send up a coffee, black with Splenda?” “Right away, sir.” My mind raced to clear the cobwebs as I tried to envision what the problem was. I could fully appreciate what the Captain of Air France 447 must have experienced, as he was awakened from his crew rest and rushed to the cockpit as his airplane was falling out of the sky. Two minutes later, he was dead, along with everyone else on his plane. But this was different. Unlike Air France 447, we were operating in daylight hours. At night, every emergency is at least twice as difficult to handle. More important, we were in a Boeing 777, not the Airbus 340 that Air France 447 flew. Every time I thought of 447, I muttered to myself, “If it ain’t Boeing, I ain’t going”. I entered the cockpit access code into the keypad on the door lock and waited for the crew to unlock the fortified door. Mary, the First Class Flight Attendant, had arrived behind me with a Styrofoam cup of coffee. I took a quick sip, and the fog instantly started to clear from my mind. Obviously, my degree of sleepiness or wakefulness was totally psychological. Jim Johnson, the copilot assigned to the left seat, peered through the viewport and opened the door. I swiftly entered. “What’s up, guys?” “Sir, we’re having a lot of different problems,” said Mark Mason, my other copilot. “They all happened at the same time, about ten minutes ago. And they all seem unrelated.” “Okay,” I replied, “let’s go over them one by one. What’s the most serious?” “ Well,” Jim answered, “we lost our GPS positioning. Both of them.” That was unusual. Really unusual. The 777 has enough redundancy in its systems that if one component fails, another will pick up the slack. I’d been flying the 777 for over ten years, and never had a Global Position System fail. The odds against both failing were astronomical. But it wasn’t that big a deal, really. The Flight Management Computers on the airplane would simply compute our present position, groundspeed and wind vector from the Inertial Reference Units. The IRUs were much more accurate than the Inertial Navigation Systems like we had in the older airplanes. An INS will get you position accuracy within a few miles after a 10-hour flight like ours, while an IRU will get you within a hundred feet. And once we were over land, instead of the middle of the Atlantic Ocean where we presently were, the FMC would use land-based navigation transmitters, VORs, to update our position. My copilots were too young to remember when we didn’t have “glass” cockpits, with moving-map displays and GPS positioning. During our layover in London, when we’d been doing some “hangar flying” at the hotel bar, they’d confided to me that they’d never flown anything but glass. Even their basic flight training airplanes had glass instruments. Using old-fashion round dials, like I’d been flying with for most of my forty-year career, would be an emergency procedure for them. “Okay,” I responded, “not that big a problem. What else?” “ At 30 west we couldn’t get CPDLC to work, and we’ve been unable to raise Gander on either HF or VHF.” “Did you try the left, right and center radios for both VHF and HF?” I asked. “Yes,sir,” Jim responded,. “tried them all. Nothing.” That could be a problem, but not a show-stopper. The Controller-Pilot Data Link Communications System was the airborne equivalent of sending emails back and forth between aircraft and Air Traffic Control. CPDLC made it much easier to talk to ATC than trying to make contact on the radio through static and interference from other aircraft transmissions. Our fallback communications method would be what we used back in the old days – voice transmissions on the radio, using either HF or VHF. It was really unusual for both radio systems, with their triple redundancy, to be inoperative. Fortunately, the weather was severe clear. I looked ahead and could see an Air Canada 767 a thousand feet below us, slightly ahead, our speeds perfectly matched. Well ahead I could see contrails, those white trails that form when an aircraft disturbs the air and causes ice crystals to form, that indicated where we would be flying next. All aircraft on North Atlantic routes, called NAT Tracks, flew on assigned flight paths at specifically-assigned speeds. There were additional tracks every thirty miles north and south of our route. I could see the other aircraft on our Traffic Collision and Avoidance System, called TCAS, and everyone seemed to be on course with no problems. “Have you tried 12345?” I asked. “Not yet,” Jim answered, “We thought we’d get your input before we went outside our airplane.” That was a good call. It could have been something as simple as a couple of popped circuit breakers, and there was no reason to tell the world yet. I instinctively glanced at the overhead circuit breaker panel. None were tripped. I moved my transmitter selector to the right VHF radio, which was tuned to the oceanic inter-plane frequency of 123.45 megahertz. “This is WorldJet Airways 407 on 12345. Is anybody up on frequency?” “Hello, WorldJet Airways, this is Air Canada 332, a bit past 30 west. We’re having problems contacting Gander on any of their frequencies, and we’ve lost our GPS. And our SATCOM isn’t working also. Are you having the same problems?” “That’s affirmative,” I answered, “We have no comm with our company on ACARS also.” The Arinc Communication and Reporting System was an automatic data link with our company headquarters. Theoretically, we could maintain communications with our company anywhere in the world with either ACARS or the Satellite Communications system. When Air Canada mentioned SATCOM, Mark pointed at the Satellite Communications control panel and gave me a thumbs down signal. “Same here.” “WorldJet Airways and Air Canada, this is Delta 883. We’re about sixty miles ahead of you. Did you hear US Air’s transmission?” “Delta, this is WorldJet Airways 407. Negative. Would you relay for us?” “Roger, WorldJet Airways. US Air said that the word is being passed along that there’s been an EMP attack. No one is in contact with ATC, and we’re all pretty much on our own.” An Electro Magnetic Pulse attack, the detonation of a nuclear weapon at high altitude over the United Airways States, could wipe out the entire power grid of the country in the blink of an eye. There’d been stories about the Iranians planning something like that, and the subject had been in the news recently when Boeing had announced that they had developed a drone that could do the same thing to an enemy on a more local scale. But something about the EMP attack story didn’t sound quite right. “Wait a minute, guys,” I transmitted, “an EMP attack wouldn’t knock out our GPS satellites. I think it might be something else, like sun spot activity.” “This is Delta 883. You’re right, WorldJet Airways. I’ll pass this up ahead and see if anyone has any more information.” I heard Delta relay my message, then I heard an intermittent, scratchy retransmission from an airplane ahead of him. Maybe one of the planes ahead of us would get more information. We had our own airplane to worry about. “Jim, do you have the WBM?” “Here you go, boss.” I looked at all five pages of the Weather Briefing Message. It was like I always said: I’d rather be lucky than good. Severe clear weather over the entire eastern half of the United States, from Colorado east, for the next two days. A winter storm was predicted in a couple of days, but right now it was smooth sailing. This was great news. If the power grid was out, there was no telling if the backup systems at all the airports would be operational. We may have navigation signals, we may not. At least it was daytime, and the weather was good. We’d be able to make a visual approach to wherever we were going to land. Chicago O’Hare Airport, our destination, was always hectic, even when communications were working. Even on a good day when everything was going smoothly, the ATC controllers usually sounded more like tobacco auctioneers than tower operators. If there was any snag in communications, it was going to get pretty hairy. I looked at the O’Hare forecast. The wind was going to be from the west. At an airport that’s not very busy, that would most likely mean landing to the west. At O’Hare, unless the wind was greater than 10 knots, takeoff and landing directions were not so set in stone. My guess was that we’d be using Runway 32 Left, 32 Right, 27 Left or 27 Right. Depended on which runway they were using for takeoffs. But wait. If communications were out, there wouldn’t be any takeoffs. Only landings. That meant our potential conflicts had just been cut in half. Things were starting to look up. I turned to Jim and Mark. “Okay, guys, I think there’s been some kind of event that’s taken out most of the radios and the power grid. Is anything else on the airplane inop?” “The only other thing I noticed is the EFBs aren’t working,” Jim said. “I think they quit around the same time as the GPS.” I looked down at my Electronic Flight Bag. The screen was black, unpowered. Unlike when we carried 40 or 50 pounds of paper charts and maps in our “brain bags”, the leather catalog cases pilots had carried since the beginning of commercial aviation, all of our flight documents were now in our EFBs, with backup copies in the iPads we’d recently been authorized to use in the cockpit. I looked on the overhead circuit breaker panel and found the EFB-L and EFB-R circuit breakers and pulled them out. One potato, two potato, three potato. I pushed them back in. It would take a few minutes to see if recycling the breakers would get the Left and Right EFBs back in operation. “Jim,” I said, “check your iPad. We may need to use the charts in there.” “Bad news, Ham,” he answered. “I tried cranking it up a few minutes ago, and all I got was a black screen with the Apple logo. I tried both of the others, too, and none of them are working.” “Hamilton,” Mark said, “why would some of our equipment work and some not?” “Most of our electronics,” I answered, “are in the lower electronics bay. That area is well shielded, and the airplane itself acts pretty much like a Faraday cage. The electronics in the cockpit, like the iPads, aren’t so well protected because of all of the windows. My guess, and it’s just a guess, is that there was some form of event, like a sun spot, that caused a glitch. When we get closer to land, within radio range of the States, we’ll try Guard frequency. I suspect that Guard transmitters have some sort of power backup, and they’re probably well shielded. We’ll just have to wait.” Mark and Jim silently nodded. After about three minutes, the EFBs came back to life. At least we’d have our charts. It was going to be at least three more hours before we were within range of any American or Canadian radio stations. It was going to be a long three hours.  

In this episode, News: A380 3 engine ferry from CYYR (Goose Bay)https://twitter.com/DaveWallsworth/status/917887041278566400 Airbus and Bombardier partnershiphttp://www.airbus.com/newsroom/press-releases/en/2017/10/airbus-bombardier-cseries-agreement.html Iridium Fault causes ban of CPDLC in some FIR’shttp://flightservicebureau.org/iridium-fault/ United Farewell to 747https://hub.united.com/a-fond-farewell-to-the-boeing-747-2496066419.html Air Canada in SFO again https://globalnews.ca/news/3821395/air-canada-san-francisco-airport-abort-landing/amp/ AUDIO https://www.youtube.com/watch?v=9M_kd_F418M Alaska Airlines Flight Delayed Because of a Seal on the Runwayhttp://viewfromthewing.boardingarea.com/2017/10/24/alaska-airlines-flight-delayed-seal-runway/ Topic: https://www.forbes.com/sites/marshallshepherd/2017/10/09/imagine-life-without-meteorologists-its-hard/#13e8de04bdb2 http://www.aviationweather.gov/ http://www.spc.noaa.gov FUSION

Controller Pilot Data Link Communications (CPDLC) is a protocol for pilots and controllers to communicate with each other via digital means. Think of it as pilots and controllers communicating via email. The standard method of communication between an air traffic controller and a pilot is voice radio, using either VHF bands for line-of-sight communication or HF bands for long-distance communication (such as that provided by Shanwick Oceanic Control). One of the major problems with voice radio communications used in this manner is that all pilots being handled by a particular controller are tuned to the same frequency. As the number of flights air traffic controllers must handle is steadily increasing (for instance, Shanwick handled 414,570 flights in 2007, an increase of 5% - or 22,000 flights - from 2006, the number of pilots tuned to a particular station also increases. This increases the chances that one pilot will accidentally override another, thus requiring the transmission to be repeated. In addition, each exchange between a controller and pilot requires a certain amount of time to complete; eventually, as the number of flights being controlled reaches a saturation point, the controller will not be able to handle any further aircraft. The CPDLC application provides air-ground data communication for the ATC service. This includes a set of clearance/information/request message elements which correspond to voice phraseology employed by air traffic control procedures. The controller is provided with the capability to issue level assignments, crossing constraints, lateral deviations, route changes and clearances, speed assignments, radio frequency assignments, and various requests for information. The pilot is provided with the capability to respond to messages, to request clearances and information, to report information, and to declare/rescind an emergency. The sequence of messages between the controller and a pilot relating to a particular transaction (for example request and receipt of a clearance) is termed a ‘dialogue’. There can be several sequences of messages in the dialogue, each of which is closed by means of appropriate messages, usually of acknowledgement or acceptance. Closure of the dialogue does not necessarily terminate the link, since there can be several dialogues between controller and pilot while an aircraft transits the air traffic service unit (ATSU) airspace. https://youtu.be/PweVyYqleF8