FALL 2012 | #44
1 Chairman’s Perspective
2 ARINC Selected for FAA
NextGen Data Communications
Contract as Part of Harris
Corporation Team
4 ARINC to Upgrade Ground
Stations to Support Europe’s
Air Navigation Service Providers
with CPDLC Compliance
Datalink Provides 100%
Coverage
5 Air Traffic Services in Latin
America and the Caribbean
7 The Growth of ARINC’s
GLOBALink/HFDL Network
8 VHF Voice - Service
Enhancements and Expansion
10 “We Want to Hear from You!”
12 New OpCenter Features
13 GLOBALink/Inmarsat:
Satellite Services
14 Known Crewmember Initiative
15 Techno-Talk: FANS, ATN CPDLC
and the Future Evolution
2551 Riva Road, Annapolis, MD 21401 USA | +1 800.633.6882 | arinc.com
A Newsletter for the Aviation Industry
The Global Link
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Chairman’s Perspective
Information Technology for today’s airlines has to be more efficient and sophisticated than
ever before. Maximizing efficiency and safety and reducing costs, all while enhancing the
customer experience, is a complex challenge that requires the knowledge and expertise
developed from more than 80 years of providing mission-critical aviation communications.
Thirty years ago, ACARS® revolutionized air-to-ground communications, transitioning an
entire industry from legacy, voice-reliant systems to data link. ACARS maintains its position
as the industry standard for aviation communications and is the most trusted, proven, and
reliable program available, with a 99.999% availability rate.
Today, ARINC technology is being maximized to develop and implement e-enabled programs
that provide advanced information management systems designed to improve overall flight
operations by creating fully customized, integrated communications management of flight
operations, data communication services, cabin services, maintenance, diagnostics, and
safety information.
Using the successful implementation of e-enabled technology for Cathay Pacific as a
launching point, ARINC is working with airlines around the globe to introduce the unlimited
potential of e-enablement and introduce them to the freedom of choice that comes from
ARINC e-enablement. Our worldwide economy depends on aviation, and e-enabled aircraft
represent a solid foundation to create more consistency and commonality throughout the
industry while providing cost-effective and groundbreaking solutions designed to meet
airlines’ business needs and operational requirements.
It is ARINC’s longstanding history as agents of the airlines that has positioned us as the only
company that fully understands both the user and the market from a comprehensive and
overarching perspective. Building on the successes of the past to grow the future is how
ARINC continues to stay ahead of the curve in a rapidly changing and ever-evolving industry.
John BelcherChairman and Chief Executive Officer,ARINC
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Maureen “Mo” Woods Senior Technical Director, GLOBALink Air Traffic Services, ARINC
tel: +1 410.266.2811 [email protected]
Voice & Data CommunicationsGL OBALink
ARINC Selected for FAA NextGen Data Communications Contract as Part of Harris Corporation Team
Annapolis—ARINC Incorporated has been selected for an FAA contract to provide highly
reliable air/ground data communications services as part of a team led by Harris Corporation.
Harris is the prime contractor for the seven-year, $330+ million contract, which includes 10
one-year options that could significantly increase the value of the award through 2029.
Known as Data Communications Integrated Services (DCIS), the contract is one of the
essential parts of the FAA’s Next Generation Air Transport System (NextGen) initiative and
will enable real-time communication between controllers and flight crews via modern digital
data transmissions that replace analog voice technology, allowing aircraft to fly safer, more
efficient routes and ease congestion in major metropolitan areas nationwide. DCIS will
improve controller productivity by automating the delivery of routine clearances and will move
the FAA toward its ultimate vision of trajectory-based operations.
ARINC will support Harris by providing integration and engineering services for the air-ground,
ground-ground, and avionics domains as subject matter experts in networking, protocols,
and VHF Data Link. ARINC will maximize its partnerships with 85% of the domestic airline
market to encourage early adoption of avionics equipage that meets requirements for
data communications. ARINC will assist operators with the evaluation of existing avionics
equipage and offer recommendations on possible avionics upgrade solutions so that airlines
can participate in the FAA’s $80 million avionics equipage early adoption incentive plan.
“ARINC’s existing airline relationships and network infrastructure were two critical factors
in our decision-making process,” said John O’Sullivan, Vice President, Mission Critical
Networks, Harris Government Communications Systems. “Their avionics suite lab and
Air/Ground Data Link
1 Seamless Global Network
180 Airlines10,000 Aircraft
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NextGen Data Communications Infographic, Click graphic to enlarge
avionics qualification program will enable us to immediately show the airlines how their
participation will result in cost savings. From day one, we will be able to work toward
maximum value for the FAA,” O’Sullivan continued.
“Harris Corporation recognized the true value of ARINC’s existing relationships and
communication systems and asked us to join them as a teammate. We look forward to
continuing a positive and productive working relationship throughout the life of this contract
and beyond,” said John M. Belcher, ARINC Chairman and CEO.
The NextGen program represents a comprehensive overhaul of the national airspace system.
Upon full implementation, the program will help prevent accidents through advanced safety
management, reduce carbon dioxide emissions by 14 million metric tons, reduce fuel usage
by 1.4 billion gallons, improve communications to provide better information to airline
employees and passengers, and restore flexibility to a system that is nearing the point
of growth inhibition. The FAA has set 2025 as the goal to fully transform the current
aviation system.
ARINC SELECTED FOR FAA NExTGEN DATA COMMUNICATIONS CONTRACT AS PART OF HARRIS CORP. TEAM CONTINUED
Click graphic to view video
NextGen Data Communications | ARINCMEDIA
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Voice & Data CommunicationsGL OBALink
ARINC to Upgrade Ground Stations to Support Europe’s Air Navigation Service Providers with CPDLC Compliance
ARINC is to upgrade approximately 50 ground stations
in 2012 through to early 2013 to ensure Europe’s Air
Navigation Service Providers (ANSPs) are connect to the
ARINC network before the EC’s February 2013 deadline
for the implementation of Controller-Pilot Data Link
Communications (CPDLC). ARNC already had some 200
ground stations in Europe alone which also growing as part of
its larger deployment plan for its GLOBALink infrastructure in
the EMEA region.
To comply with the European Commission Data Link
Implementing Rule, the European ANSPs affected by the
2013 milestone will need to accommodate CPDLC data
messages sent from airlines using ARINC’s VDLM2 network as well as airlines using other
data link Service Providers.
“As part of our commitment to the European Transport community ARINC is working with the
ANSPs to ensure they can communicate with all aircraft operating in European airspace and
in doing so, ensure that the airlines continue to have a real choice of network provider”, said
Andy Hubbard, Managing Director, ARINC EMEA.
Under EC Regulation No 29/2009 the “core” ANSPs in Europe must be operating CPDLC,
based on VDL Mode 2 avionics, for Air Traffic Communications in upper airspace. From
February 2011 all new aircraft have had to be equipped with a CPDLC system and by
February 2015 a significant number of older aircraft must be retrofitted with CPDLC.
Datalink Provides 100% Coverage
ARINC’s Global VHF infrastructure is growing rapidly in the Middle East and Indian
subcontinent. It is enabling airlines to utilize ARINC’s low cost ACARS network worldwide and
with the ability to add ARINC’s exclusive HF data link network to their aircraft capability, they
will benefit from 100% coverage for all operational applications.
Yanko K. VidevTechnical Support Manager,Aviation Solutions, EMEAARINC
tel: +44 1293 64 1368 [email protected]
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In-Flight ApplicationsGL OBALink
Air Traffic Services in Latin America and the Caribbean
ARINC’s ongoing commitment to Latin America and the Caribbean (LATCAR) region is
strengthened by our close working relationships with local civil aviation and communication
authorities. We are working various initiatives with the region’s Air Traffic Service providers
including projects to enhance the regions ATM (Air Traffic Management) technologies and
aviation communications.
As our work within the region grows, so does our staff. We are proud to introduce Manny
Gongora as the latest addition to our GLOBALink LATCAR team. Manny comes to us from
IATA where as Assistant Director for Safety, Operations and Infrastructure, he successfully
supported the industry’s efforts to advance operations and infrastructure in Latin America.
Prior to this, he was Manager of International ATC and Flight Operations for Latin America
& Caribbean at United Airlines.
Air ground data link is an integral part of the modernization of air traffic services. As
advocated by ICAO, an increasing number of air traffic service providers around the world are
utilizing ACARS to enable data link based air traffic services (ATS) and procedures. Manny
will work with the region’s service providers to promote ARINC’s ATS services such
as TowerHost, Departure Clearance, Digital Automatic Terminal Information System (DATIS),
and FANS.
Veronica Fernandez-Lozano Business Manager, Aviation Solutions, ARINC
tel: +1 410.266.4008 [email protected]
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In-Flight ApplicationsGL OBALink
LATCAR’s air traffic controllers traditionally use voice radio to communicate critical departure
route information to airline flight crews. ARINC’s solution—TowerHost—offers the benefits of
computerized clearance without requiring modifications to the airlines’ central computers,
using industry-standard ARINC 623 data link protocol. Departure Clearance (DCL) allows the
flight crew to communicate directly with the airport tower via data link to obtain clearances
and reduces the number of voice messages used over congested VHF frequencies. The
technology provides a new level of efficient flight management for air traffic controllers by
reducing the number of ATC delays at busy airports. It also improves safety by the reducing
potential communication errors between pilot and controller.
In 2010, Tocumen Airport in Panama became the first airport in the region to implement
the ARINC’s TowerHost system. Since its introduction at this growing airline hub, frequency
congestion and operational delays have been significantly reduced. ARINC worked in close
cooperation with the Direccion de Aeronautica Civil of Panama for this successful first in the
region. Numerous airlines have already benefited from this service and demand is strong for
implementation of this system throughout the region.
This year, SENEAM working in a joint effort with ARINC implemented and tested our DCL
TowerHost and D-ATIS system at Mexico City International Airport, one of the busiest in
the region. At the push of a button, the D-ATIS system brings clear, concise, and critical
local airport operational information to flight crews via ACARS, and provides clear, crisp
transmission of information via voice VHF radio broadcast, in Spanish and English. The
TowerHost DCL system eases frequency congestion and delivers clear, error free departure
clearance authorizations to ACARS equipped aircraft.
In 2012 ARINC also worked with the Aeronautica Civil of Colombia to test and implement
a DCL TowerHost system to serve the highly congested airport of El Dorado in Bogota. This
has resulted in a significant decrease in delays during peak departure times, and better
utilization of the airport’s resources. The airlines serving El Dorado have also benefitted from
enhanced operational efficiencies.
We will continue to grow our partnership with the region with an emphasis on providing
efficient, user friendly, communications solutions that enhance aviation operations within the
LATCAR community.
Digital ATIS
Global Weather and Runway Messaging
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The Growth of ARINC’s GLOBALink/HFDL Network
Due in part to its global reach to include the Polar Regions, ARINC’s GLOBALink/HF data link network has witnessed significant growth in terms of participating airlines and data link traffic each and every year since service inception in 1997. And over the years, ARINC anticipated this growth and added additional capacity to include new HF ground stations and ground station frequency assignments. As a result, uplink message success rate and overall customer satisfaction, along with participating aircraft, continues to climb.
To ensure ongoing optimal performance, ARINC continuously monitors and enhances the overall HFDL system. When an anomaly is encountered, ARINC’s HF engineering team isolates and resolves the problem utilizing diagnostic data specifically incorporated into the design of the HF ground station and the onboard avionics.
Defined in ARINC 635, the onboard avionics gather diagnostic data on the HFDL on-board radios and transmits that data to the ground during idle time or when the ACARS message size is smaller than the size of the data slot. The data is stored and decoded by ARINC engineers and processed to search for or compile specific data elements.
Data comes in two different formats: frequency and performance packets. The frequency data packets show the frequencies scanned and ‘heard’ by each aircraft data radio. Reviewing these packets helps us determine if a radio receiver is degrading or an antenna coupler is weakening. This information is also used to determine which of the 15 transmitting stations is not heard at that moment in time and place by the aircraft.
The performance data packets contain even greater detail. This data enables the HFDL team to determine such items as length of time HF voice was used, number of data packets received/transmitted using the four available speeds, the first-try success rates of the downlinks, the software version of the radio, and most importantly, the reason why the radio changed frequencies.
How can this forensic data help our customers? Using this data, the ARINC team recently worked with an aircraft manufacturer in diagnosing the cause of an unexpected ‘NO COMM’ condition in a well-covered region. Using this diagnostic data we were quickly able to isolate the problem, identify the cause and verify the fix. The team has also used diagnostics to assist in the development and refinement of cockpit procedures as well as to significantly increase link reliability through ground station software operation logic.
So if you suspect a problem, contact the GLOBALink HFDL team. We have the tools and the expertise to find a solution!
John Patterson Principal Engineer, Customer Services, ARINC
tel: +1 410.266.4249 [email protected]
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VHF Voice - Service Enhancements and Expansion
ARINC is dedicated to providing superior VHF voice service for aviation. Our goal is to ensure superior performance with an ongoing program of performance monitoring and enhancements. We have recently completed a successful restructuring of our Domestic VHF voice network in the United States and added additional coverage in the Caribbean and Pacific.
The ARINC Air/Ground Domestic Radio VHF voice service has successfully been restructured from 12 separate networks into 6 regionally divided networks operating on 6 frequencies across the continental United States. This change improves the ease-of-use for the air crews while maintaining the high quality of service and availability our customers have come to expect.
The network restructuring is the final phase of a system-wide technology refresh. The initial phase included the conversion to digital connectivity, followed by the replacement of analog radios with state-of-the-art digital transceivers. The digital connectivity and new radios have demonstrated greater voice clarity, improved reliability, and enhanced real-time network monitoring. The digital technology also allowed ARINC to quickly complete the network restructuring, with minimal service interruption.
The Air/Ground Domestic Radio (AGDR) VHF voice service provides en route airline operational control (AOC) communications at 20,000 feet and above. AGDR supports air carrier compliance with Federal Aviation Regulation (FAR) Part 121.99 to
Kim Wellschlager Engineering Program Manager, Aviation Voice Services, ARINC
tel: +1 410.573.3565 [email protected]
ARINC-1 Jeppesen Chart with footnote that ITO and GUM coverage can be found on the ARINC-4 Jeppesen Chart, Click graphic to enlarge
Air/Ground Domestic Voice
Voice Comms for AOC
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VHF VOICE - SERVICE ENHANCEMENTS AND ExPANSION CONTINUED
provide rapid and reliable, two-way radio communications between each airplane and appropriate dispatch office. VHF voice remains an industry standard widely used by air carriers, Charter, General Aviation operators, and by the FAA for Air Traffic Control.
ARINC has also expanded VHF voice coverage with sites in Providenciales (PLS), Turks and Caicos in the Caribbean, Hilo, Hawaii (ITO) and Guam (GUM) in the Pacific. The addition of PLS provides seamless coverage en route to San Juan, Puerto Rico. The sites at ITO and GUM augment HF voice coverage on approach and departure and support local operations.
Voice remains the primary means of communications for critical, non-routine situations and an essential service for today’s aviation operators. Our continued investment in Air/Ground VHF Voice offers our customers a highly reliable and extensive network structure. ARINC remains fully committed to the future of VHF voice radio for aviation.
Air/Ground InternationalRadio
HF AOC Voice Comms
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“We Want to Hear from You!”
ARINC’s Customer Portal brings together service and billing data/statistics to provide you, our
GLOBALink customer, with a user friendly, web-based, interactive tool, accessible anytime
and anywhere. The Portal brings together historical data such as network utilization trends,
ACARS message statistics, billing statistics, and of course the GLOBALink coverage maps.
It also provides access to real-time network performance management and near real-
time GLOBALink ACARS message traffic. Through the Portal, you can easily initiate service
requests or change orders, trouble tickets, or any help desk communication.
Since the Customer Portal was first introduced over five years ago, we’ve continually
enhanced its features and capabilities. But we’re not done, as your requirements continue
to evolve, so will the capabilities of the Portal. We are committed to providing you with the
information and analytical tools you need to help make your job easier. You asked for a
quicker way to determine the current operational status of GLOBALink ground stations. As a
result, we introduced the GLOBALink Site Operational Status page which provides an at-a-
glance list of sites that are currently off-line as well as site operational records for the past
14 days. The feedback to date has been very positive and we want to hear from you.
Other customer driven enhancements include the GLOBALink Message Auditor page and the
GLOBALink Custom Reports page.
The GLOBALink Message Auditor page contains tools to view and search your airline’s ACARS
message traffic from the past 90 days. Through the GLOBALink Message Auditor Query form,
you can retrieve up to 48 consecutive hours of ACARS messages exchanged with all of your
aircraft, one aircraft, a flight, or a ground station. Query results are downloadable to a PC
for offline examination using the GLOBALink Message Auditor Tool or other standard
business tools.
The GLOBALink Custom Reports page allows you to view airline specific reports or data on-
line. This feature is tailored to meet your individual needs and may include Quality of Service
Reports or other service performance data such as message traffic, uplink/downlink success
rates, and service availability. Ready access to current and historical service information
within the Customer Portal complements the dynamic analysis capabilities with ARINC’s
Automated Invoicing and Statistics Data Warehouse.
Barbara Carlsson Senior Business Manager, GLOBALink Data and Information Services, ARINC
tel: +1 410.266.2198 [email protected]
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“WE WANT TO HEAR FROM YOU!” CONTINUED
ARINC’s Automated Invoicing and Statistics System is an integral part of the ARINC
Customer Portal providing electronic access to billing and service statistics. Using pre-
formatted reports, graphs or multi-dimensional analysis cubes, you can quickly check the
current status of your accounts and analyze a wealth of statistical invoice-related information
in a single view. All information is easily exported for further analysis with existing tools.
We are constantly striving to make the ARINC Customer Portal a better, more usable tool
that will provide you with the information you need to make your job easier and get more
value out of the GLOBALink Services.
We need your help to make it the best tool possible and we want to hear from you. What
future enhancements would you like to see? You can use the “Contact Us” button on the
Portal or you can contact your GLOBALink Implementation Manager directly to discuss
additional features. Your Implementation Manager can also provide support with any of the
current Portal features. Your GLOBALink Team is dedicated to your success and is committed
to improving and enhancing our services to meet your evolving needs.
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Voice & Data CommunicationsGL OBALink
Yuri Maslov Senior Program Manager, GLOBALink Information Management, ARINC
tel: +1 410.266.4504 [email protected]
New OpCenter Features
ARINC’s OpCenter is a comprehensive message broker that supports airlines and aircraft
operators around the globe. The service is flexible and often tailored to meet individual
airline requirements. In addition, we frequently introduce new features, capabilities and
enhancements for the benefit of all users.
ARINC is pleased to introduce two new OpCenter features:
“What’s New” and “Feedback”
The “What’s New” button keeps OpCenter customers “up-to-date” on new features
and applications.
The “Feedback” button provides our customers with a simple way to communicate
comments, suggestions, and questions on current features as well as suggestions
for enhancements or improvements.
You can find the “What’s New” and “Feedback” buttons at the bottom of the
OpCenter home page.
OpCenter
Web-based Data Link Messaging Solutions
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Voice & Data CommunicationsGL OBALink
GLOBALink/Inmarsat: Satellite Services
GES Harmonization Across I-3/I-4 Networks
During their annual aviation conference in June of this year, Inmarsat announced that plans
are underway to harmonize the current I-3 and I-4 Ground Earth Station (GES) networks.
Their objectives include having discussions with service distribution partners and
end-users prior to transitioning to the I-3 sub-network GES infrastructure. The new I-3
system architecture, developed primarily by SED, a satellite systems manufacturer and
integrator, should result in a highly stable and standardized platform, which along with the
existing SED-based I-4 network, becomes the basis for the combined Classic Aero and
SwiftBroadband-Safety services offering. This combined service offering complies with the
Required Communication Performance 240 (RCP 240) industry specifications. Through
coordination with Inmarsat, ARINC will advise its partners and customers on what these
changes mean to the aeronautical satellite community and when transitions to the new
infrastructure will commence.
Inmarsat Terminal Activation Procedures
While commissioning new satellite terminals, airlines should review the operational
applications on each Inmarsat Service Activation Registration Form (SARF) to ensure the
correct services are configured and utilized. If incorrect service options (such as a voice-only
request for Data-2/ACARS equipped aircraft) are selected upon terminal activation, this may
cause degradation in satellite communications performance across the Inmarsat ground
earth stations due to inconsistent database information. If the service option information
is not readily available through your avionics engineering or flight operations departments,
ARINC or your local Point of Service Activation (PSA) center can determine how your satellite
terminals are registered for service.
Tom McCullough Director of Operations, Satellite Services, ARINC
tel: +1 410.266.4986 [email protected]
Continuous Coverage Anywhere in the World
SATCOM
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Voice & Data CommunicationsGL OBALink
Tim Ryan Director, Aviation Communications Services, ARINC
tel: +1 410.266.4856 [email protected]
Known Crewmember Initiative
The ARINC CrewPASSSM Service recently marked its fourth year of operational trials with the
signing of an agreement between ARINC and Airlines for America (A4A – formerly known
as the Air Transport Association – ATA). The agreement with A4A represents the start of a
Government-Industry initiative to launch this service under the Known Crewmember™ (KCM)
brand – KCM is a trademark of Airline Pilots Association International. With the launch of this
program, the Transportation Security Administration (TSA) has approved the KCM program
for operation deployment at 31 airports nationwide. The KCM System has already been
deployed operationally at more than 20 airports, with the remainder due to go-live before
the end of the year. The latest status of KCM deployments and other related information can
be found at the KCM website: www.knowncrewmember.org.
ARINC developed the CrewPASS service in response to a 2007 Congressional mandate for
expedited TSA screening of U.S. domestic airline pilots and cabin crewmembers. Since it
was first deployed in 2008 CrewPASS/KCM has screened more than 1.6 million pilots. In
July, TSA announced the inclusion of flight attendants into this highly successful risk-based
security initiative. The expansion of the program, to include flight attendants, will allow TSA
more flexibility in the utilization of its key resources within the nation’s airports.
Starting in September ARINC will begin deploying an enhancement to the existing KCM
System which will speed up the processing of crewmembers through each KCM airport
access point. Known as ARINC’s Minimal-Queuing TechnologySM, this enhancement
leverages barcode technology to help identify a crewmember and automatically query
real-time employment information from the crewmember’s airline. Today it takes
approximately 25-seconds to clear a crewmember through KCM. This new highly-integrated
concept will enable the Transportation Security Officer to clear a crewmember in less than
10-seconds.
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GL OBALinkRadio Installation & Maintenance
Stephen R. Leger Director, GLOBALink Test and Support Services, ARINC
tel: +1 410.266.2169 [email protected]
Techno-Talk: FANS, ATN CPDLC and the Future Evolution
Since the early 1990s, the FANS service has offered the airline community the benefits of
improved flight routes that reduce fuel consumption and flight times during trans-oceanic
travel. FANS is one element of a larger air traffic modernization concept referred to as
Communications, Navigation, & Surveillance (CNS) Air Traffic Management (ATM). Within the
U.S., the FAA will soon proceed with the next step in ATM modernization, by implementing
the NextGen program. The initial rollout of this program will leverage data communications
and the well-established FANS applications. In Europe, as follow-on to the Link 2000+ ATM
program which began in 2000, the Single European Sky ATM Research (SESAR) program
will soon be entering into the deployment phase. In light of these developments, we will
review the fundamentals and common terms of the FANS program, compare that to the
Aeronautical Telecommunications Network (ATN) ATM program in Europe, and then look to
the future and expected convergence of these programs.
FANS – The Beginnings:
The FANS concepts were first developed under International Civil Aviation Organization (ICAO)
in the 1980s. Early FANS flight test trials were conducted over the Pacific Ocean during
the early 1990s and led by key participants including Boeing, the FAA, United Airlines,
and Qantas Airlines. This led to operational acceptance of FANS and the certification of
FANS-equipped 747-400s in 1995. FANS was made possible through the application and
integration of merging technologically advancements such as improved navigations systems
and digital communications that could be leveraged to provide both Air Navigation Service
Providers (ANSPs) and aircraft operators with real and measurable benefits.
In the area of navigation, the introduction of the Global Position System (GPS) provided a
reference input and insured the accuracy of the aircraft Inertial Navigation System (INS);
which previously could drift and introduce several miles of inaccuracy over an extended flight.
In the area of communications, the introduction of Inmarsat-based satellite and ACARS
data link communications augmented a communications means that had been handled
by High Frequency (HF) Voice since the 1940s. As compared to the slower HF voice,
data link communications quickly and reliably addressed messages to each aircraft and
included embedded error checking functions insuring the crew is presented with valid and
error free information.
These technical advances, along with automation, form the basis of improved safety and
efficiency in a FANS environment.
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FANS Benefits:
Both airlines and ANSPs benefit from FANS.
For an airline, these benefits are the automation of routine crew procedures, such as the
preparation of routine position reports which were delivered via voice or created manually
every 45 minutes. Automated position reports are typically created and sent at 5 minute
intervals and provide the airline the ability to travel more efficient routes reducing both flight
times and fuel consumption.
From an ANSP’s viewpoint, automation increased the rate and accuracy of position reports
and provides better aircraft tracking and surveillance. The vertical and horizontal separation
between aircraft can be greatly reduced – allowing for greater density of aircraft along the
oceanic routes without compromising safety.
FANS Technical Implementation:
At the core of FANS are three fundamental applications that were developed based
on several industry standards including those of the Airline Electrical and Electronic
Committee (AEEC) and the Radio Technical Commission for Aeronautics (RTCA). These
three applications are: the Aeronautical Facilities Notification (AFN), Automatic Dependent
Surveillance (ADS), and Controller Pilot Data Link Communications (CPDLC).
• AFN is defined in industry standard AEEC 622 and provides the foundation for an aircraft
to find and connect or log onto an ATC facility. This standard provides special provisions
that allow the crew to learn of and subscribe to certain FANS services that are offered by
the ground Air Traffic Center (ATC). AFN also allows for the proper ANSP handoff as the
aircraft leaves one oceanic Flight Information Region (FIR) and enters another. AEEC 622
also has special provisions for addressing messages to and from the ATC provider. The crew
selects an ATC facility from a list of ANSPs. A downlink Log-On request will traverse the
satellite network and be delivered to the data link service provider (DSP). The DSP uses the
embedded ATC facility address to route the message to the correct ATC facility that could be
located anywhere in the world.
• ADS establishes a service where the aircraft can automatically send position reports at
a fixed interval which is set by contract between the ATC center and the aircraft. Within the
aircraft, the ADS function is hosted in the aircraft Flight Management System (FMS) and
relieves the crew from manually creating position reports. The rate of position reports can
be set and adjusted, as needed, by the ATC Center; therefore this type of ADC service is
usually referred to as ADS-C for Contract-based position reporting. The definition for the ADS
function and formats can be found in AEEC Standards 745 and 622.
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GL OBALinkRadio Installation & Maintenance
TECHNO-TALK CONTINUED
• The CPDLC function, which is also hosted in the FMS, is a digital and text-based version
of the previous voice based pilot-to-air-traffic-controller dialogue that has been successfully
used since the 1940s. Instead of calling down by high frequency (HF) Voice, for each
change in aircraft movement, the crew can send a request via data link and receive a text
response back from the ATC controller. Data-based CPDLC offers significant improvement
in speed, accuracy, and safety of this essential ATC exchange. The message sets and the
CPDLC function are defined in EUROCAE standard ED-100 or RTCA standard DO-258.
The CPDLC is comprehensive and includes over 180 uplink message types and 80
downlink types.
There is one additional important provision for the FANS service and that is the ACARS
Convergence Function or ACF which is defined in AEEC standard 622. The FANS
applications within the FMS are bit-oriented applications. In the 1990s, the ACARS service,
developed in 1978, was the only accepted data link communications system available for
aircraft to ground communications. However, the ACARS protocol is a character-oriented
communications system and would not be directly compatible with the FANS data. The ACF
function is employed both in the aircraft FMS and the ground-based ATC system. It converts
the bit-oriented data into a character-based packet format before handing it to the ACARS
data link system for transportation. Upon receipt of a FANS message transported over
ACARS, both the ground ATC and the FMS system translate the encapsulated message back
into its original bit-oriented state before handling the FANS function.
Many aircraft manufacturers, including Boeing and Airbus, have developed and certified
FANS-equipment and applications that are available in the Flight Management System
(FMS). Boeing referred to the initial FANS product as FANS-1. In early 2000, Airbus
developed FANS capability for their A330 and A340 fleet and named their product as
FANS-A. In approximately 2004-2005, Airbus released an update to their initial FANS
product and certified it for the A320, A330, and A240; it was identified as FANS-A+.
Taken overall, the current FANS program is frequently referred to as FANS-1/A+.
FANS Today:
Based on the early success, today over 30 oceanic FIRs and some Upper Information
Regions (UIRs) now provide support for FANS-1/A. These include FAA, Nav Canada, UK
NATS, Fiji, Airways New Zealand, Japan Civil Aviation Bureau (JCAB), Airservice Australia,
and Nav Portugal.
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Initially developed for ATC in the Oceanic Region, there are established plans to use
the proven and well defined FANS application for land-based operations. Within the
Continental USA, the Federal Aviation Administration’s (FAA’s) initial DataComm program
will begin an ATC services modernization program using aircraft equipped with the FANS
applications. Since the mid-2000s, EUROCONTROL has been conducting ATC trials with their
Link2000+ program using a similar but non-FANS application referred to as Aeronautical
Telecommunications Network (ATN) CPDLC. In the near-term, EUROCONTROL will be
providing air traffic control and preferred routes to aircraft that can support either ATN
CPDLC or FANS.
ATM Concepts for Domestic Operations:
Although the need for improved ATM when operating in a domestic and highly congested
environment remains; the concepts and requirements will be different as compared to
a FANS oceanic environment. For example, within domestic airspace, with primary and
enhanced surveillance radars and microwave landing systems (MLS), the ADS function
would not be required. However, with reduced aircraft-to-aircraft separation, the need for
high-speed data communications would be greater than that of the FANS world.
ATN CPDLC:
The ICAO solution for ATM in a domestic high-density airspace is based on the Aeronautical
Telecommunications Network (ATN) CPDLC service which is defined in ICAO Documents
9705 and 9896, EUROCAE ED-110B/RTCA DO-280B and EUROCAE ED-120 / RTCA D0-
290, as well as AEEC Standard 631. There are both parallels and differences between the
ATN CPDLC and the FANS concepts.
The data communications for ATN CPDLC is based on a VDL Mode 2 communications
media which provides a data rate of 31.5 kbits/s. Unlike FANS which uses legacy character-
oriented, packet protocols, and bit-to-ACARS translators, the ATN network can handle the
bit-oriented CPDLC messages directly using ISO-compliant connection oriented-protocols.
The ATN service is based on Context Management (CM) connections which has its parallel
to the AFN functions in FANS. The ATN CPDLC service provides approximately 63 uplinks
and 26 downlink application messages. In comparison, the ATN CPDLC message set is
more limited than that of FANS. One important avionics distinction between FANS and ATN
CPDLC is that all FANS implementations have been hosted in the FMS and the data link
management unit, referred to as a CMU or MU serves as a communications router.
However, in all ATN implementations thus far, the CPDLC application has been hosted in
the data link CMU.
VDL Mode 2
Data at the Speed of ACARS
10x
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GL OBALinkRadio Installation & Maintenance
TECHNO-TALK CONTINUED
Many avionics and aircraft manufacturers, including Rockwell-Collins, Honeywell, Airbus,
and Boeing have ATN CPDLC avionics systems readily available for integration into existing
aircraft. Boeing refers to their ATN-compliant equipment as ATN-B1 (ATN Baseline). Airbus
refers to their equivalent equipment as FANS-B.
Link 2000+ and SESAR:
EuroControl’s ATN CPDLC service is known as Link 2000+ and has been in operational use
in Europe since 2000. It has been both a technical and programmatic success, providing
measurable benefits to all participants. Based on this success, EuroControl has announced
plans to expand the current boundaries of the ATN CPDLC service (Maastricht Upper Area
Control Centre) into much of Europe. This expanded program is referred to as the Single
European Sky ATM Research Program which will integrate the fragmented ATM methods
within Europe.
Today the Key Link 2000+ Applications include:
• Data Link Initial Capability (DLIC)
• ATC Communications Management (ACM)
• ATC Clearances (ACL)
• ATC Mike Check (AMC)
Emerging ATM Concepts:
As discussed previously, the FANS and ATN CPDLC have many parallels but are not
duplicative in their functions and applications.
The Radio Technical Commission for Aeronautics (RTCA) and EUROCAE have organized
a committee, SC-214/WG-78, that is working jointly to develop new standards that will
define the safety, performance and interoperability requirements for Air Traffic Services
(ATS) supported by data communications. With the introduction of FAA’s NextGen program
in the U.S. and the SESAR program in Europe, the function of this group is of particular
importance. One objective of the group is to review the differences and define a future
international standardization to merge the differences across programs such as FANS and
ATN CPDLC.
Several aircraft and avionics manufacturers have been developing aircraft implementations
that will integrate both FANS and ATN applications on the same aircraft; Boeing refers
to their implementation as FANS-2. Boeing’s implementation will move the ATN CPDLC
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functions (ATN-B1) from the CMU into the FMS. By hosting both FANS-1 and ATN CPDLC
applications in the FMS the aircraft and crew, via the same interface, seamlessly transition
between an environments where ATM is managed through ATN CPDLC and one that is
managed by FANS-1/A and visa-versa. These two applications must always operate serially
and a common host system will support this concept.
Based on the current work of SC-214/WG-78, a new ATM baseline may emerge which may
then be referenced as FANS-C or FANS-3.
ARINC Test FANS and ATN CPDLC Test Support:
Long before the start of FANS and ATN CPDLC, ARINC has been actively involved in the
development, testing, and support of AOC and ATN applications. ARINC has developed and
delivered ground-based FANS end systems and was the first to have a EuroControl-approved
ATN network in Europe.
More recently, ARINC has been contacted by many customers for certification and flight test
support both in the U.S. and abroad. In response ARINC has deployed two ATN CPDLC End-
Systems and a FANS End System. These test end systems are accessible through any of the
GLOBALink media and are well suited for the testing of FANS-1/A, ATN CPDLC, and FANS-2
implementations. ARINC has the equipment, staff, and expertise to support the industry as
needed; please inquire if we can be of assistance.