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[hide] 1 History of ACARS 1.1 Introduction of ACARS systems 1.2 OOOI events 1.3 Flight management system interface 1.4 Maintenance data download 1.5 Interactive crew interface 2 How it works 2.1 VHF subnetwork 2.2 Satellite communication and HF subnetworks 2.3 Datalink message types 3 Example transmissions 3.1 Departure delay downlink 3.2 Weather report uplink 3.3 Flight data acquisition and management system message downlink 4 Aircraft equipment 5 Datalink service provider 6 Ground end system 7 ARINC specifications 8 Acronyms and glossary 9 GIS and data discovery 10 See also 11 References
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12 External links
History of ACARS[edit]
Prior to the introduction of datalink, all communication between the aircraft (i.e., the flight crew) and personnel on the ground was performed using voice communication. This communication used either VHF or HF voice radios, which was further augmented with satellite communication in the early 1990s. In many cases, the voice-relayed information involved dedicated radio operators and digital messages sent to an airline teletype system or successor systems.
OOOI events[edit]
One of the initial applications for ACARS was to automatically detect and report changes to the major flight phases ( O ut of the gate, O ff the ground, O n the ground, and Into the gate), referred to in the industry as OOOI.[3] These OOOI events are determined by algorithms that use aircraft sensors (such as doors, parking brake and strut switch sensors) as inputs. At the start of each flight phase, a digital message is transmitted to the ground containing the flight phase, the time at which it occurres, and other related information such
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as the amount of fuel on board or the flight origin and destination. These messages are used to track the status of aircraft and crews.
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its aircraft. Some airlines have more than 75 multifunction control display unit screens for their flight crews, where other may have only a dozen different screens. In addition, since ground computers differ for each airline, the contents and formats of the messages sent by an ACARS management unit differ accordingly. In the wake of the crash of Air France Flight 447, there has been discussion about making ACARS an "online-black-box." [4] If such a system were in place, it would avoid the loss of data due to: (1) black-box destruction, and (2) inability to locate the black-box following loss of the aircraft. However, due to high bandwidth requirements, the cost would be excessive and there have in fact been very few incidents where the black boxes were not recoverable.
How it works[edit]
An on board person or system can create a message and send it via ACARS to a system or user on the ground, and vice versa. Messages may be sent either automatically or manually.
VHF subnetwork[edit]
A network of VHF ground radio stations ensures that aircraft can communicate with ground end systems in real-time from practically anywhere in the world. VHF communication is Line-of-sight propagation and provides communication with ground-based transceivers (often referred to as remote ground stations). The typical range depends on altitude, with a 200-mile transmission range common at high altitudes. Thus VHF communication is only applicable over land masses which have a VHF ground network installed. Sample ACARS VHF transmission
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The sound of an ACARS VHF transmission made on 130.025MHz, recorded at Petaluma, California on 15 August 2006
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A typical ACARS VHF transmission. Mode A Aircraft B-18722 Ack NAK Block id 2 Flight CI5118 Label B9 Msg No. L05A Message /KLAX.TI2/024KLAXA91A1
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Air Traffic Control Aeronautical Operational Control Airline Administrative Control Air traffic control messages are used to communicate between the aircraft and air traffic control. These messages are defined in ARINC Standard 623. Air traffic control messages are used by aircraft crew to request clearances and by ground controllers to provide those clearances. Aeronautical operational control and airline administrative control messages are used to communicate between the aircraft and its base. These messages are either standardized according to ARINC Standard 633 or defined by the users, but in the latter case they must meet at least the guidelines of ARINC Standard 618. Various types of messages are possible, for example, relating to fuel consumption, engine performance data, aircraft position, in addition to free text.
Example transmissions[edit]
Departure delay downlink[edit]
A pilot wants to inform his flight operations department that departure has been delayed by air traffic control. The pilot loads from the communications management unit a multifunction control display unit screen that allows him to enter the expected length of and reason for the delay. After entering the information on the multifunction control display unit, he depresses on it a SEND key. The control display unit detects that the SEND key was pushed and generates a digital message containing the delay information. This message may include such information as aircraft registration number, the origination and destination airport codes, the current estimated time of arrival before the delay, and the current expected duration of the delay. The communications management unit then sends the message to an existing radio (HF, satellite communication or VHF, with the selection of the radio based on special logic contained within the communications management unit). For a message to be sent over the VHF network, the radio transmits the VHF signals containing the delay message, which is then received by a VHF remote ground station. Most ACARS messages are only 100 to 200 characters in length. Such messages are made up of a oneblock transmission from (or to) the aircraft. One ACARS block is constrained to be no more than 220 characters within the body of the message. For downlink messages which are longer than 220 characters, the ACARS unit splits the message into multiple blocks, transmitting each block to the remote ground station (there is a constraint that no message may be made up of more than 16 blocks). The remote ground station collects each block of such multi-block messages until the complete message is received before processing and routing the message. ACARS also contains protocols to support a retry of failed messages or retransmission of messages whenever the service provider changes. Once the remote ground station receives the complete message, it forwards the message to the datalink service provider's main computer system. The datalink service provider's ground network uses landlines to link the remote ground station to the datalink service provider. The datalink service provider uses information contained in its routing table to forward the message to the airlines or other destinations. This table is maintained by the datalink service provider and identifies each aircraft (by tail number) and the types of messages that it can process. (Each airline must tell its service provider(s) what messages and message labels their ACARS systems will send, and, for each message, where they want the service provider to route the message. The service provider then updates its routing tables based on this information.) Each type of message sent by the communications management unit has a specific message label, which is contained in the header information of the message. Using the label contained in the message, the datalink service provider looks up the message in the table and forwards it to the airlines computer system. which then processes the message. This processing performed by an airline may include reformatting the message, populating databases for later analysis, or forwarding the message to other departments, such as flight operations, maintenance,
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engineering, finance, or other organizations within an airline. In the example of a delay message, it may be routed via the airlines network to both their operations department as well as to a facility at the aircrafts destination, notifying them of a potential late arrival. The elapsed transmission time from the moment the flight crew presses the send key to the moment it is processed by an airlines computer system varies, but is generally on the order of 6 to 15 seconds. The messages that are sent to the ground from the communications management unit are referred to as downlink messages.
Aircraft equipment[edit]
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The heart of the datalink system on board the aircraft is the ACARS management unit. The older version of the management unit is defined in ARINC Characteristic 724B. Newer versions are referred to as the communications management unit and are defined in ARINC Characteristic 758. Aircraft equipment consists of airborne end systems and a router. End systems are the source of ACARS downlinks and the destination for uplinks. The management unit/communications management unit is the router. Its function is to route a downlink by means of the most efficient air-ground subnetwork. In many cases, the management unit/communications management unit also acts as an end system for aeronautical operational control messages. Typical airborne end systems are the flight management system, datalink printer, maintenance computer, and cabin terminal. Typical datalink functions are: Flight management system - sends flight plan change requests, position reports, etc. Receives clearances and controller instructions. Printer - as an end system, can be addressed from the ground to automatically print an uplink message. Maintenance computer - downlinks diagnostic messages. In advanced systems, in-flight troubleshooting can be conducted by technicians on the ground by using datalink messages to command diagnostic routines in the maintenance computer and analyzing downlinked results. Cabin terminal - Often used by flight attendants to communicate special passenger needs, gate changes due to delays, catering, etc. ACARS messages are transmitted over one of three air-ground subnetworks. VHF is the most commonly used and least expensive. Transmission is line-of-sight so VHF is not available over the oceans or other vast expansions of uninhabited surface, such as the Amazon Basin. Satellite communication is a fairly expensive service that provides (near) worldwide coverage. The Inmarsat satellite network does not cover the polar regions. However Iridium became usable for ACARS transport in 2007 and provides excellent coverage in the polar regions. HF is a more recently established subnetwork. Its purpose is to provide coverage in the polar regions where Inmarsat coverage is unreliable. The router function built into the management unit/communications management unit determines which subnetwork to use when routing a message from the aircraft to the ground. The airline operator provides a routing table that the communications management unit uses to select the best subnetwork.
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Until recently, each area of the world was supported by a single service provider. This is changing, and both ARINC and SITA are competing and installing networks that cover the same regions.
ARINC specifications[edit]
Much of the processing performed by the communications management unit as well as basic requirements of the hardware are defined by ARINC specifications. The following is a list of the major ARINC specifications that define standards that govern many aspects of ACARS systems: ARINC documents and their specifications ARINC Design Guidance for Avionics Equipment. Includes definition of the aircraft personality module 607 required for ARINC 758 communications management unit installation. ARINC Specification for receiving and broadcasting ARINC 429 broadcast data (data transfer between 429 avionics line replaceable units). ARINC 429 is the one-way communication data bus (one data bus pair to transmit data and another data bus pair to receive data). Defines the air/ground protocols for communicating between the ACARS/communications management unit and VHF ground systems. Also defines the format of the ACARS messages sent ARINC by the ACARS/communications management unit as well as received by the ACARS communications 618 management unit. The format of this message is called a Type A message. This characteristic has been updated to define the future VDL Mode 2 ACARS over aviation VHF link control operation. Defines the protocols for the ACARS/communications management unit to transfer data file ARINC between other avionics in the aircraft. ARINC 619 covers file protocols that are used to interface 619 with the flight management system, flight data acquisition and management system, the cabin terminal, maintenance computers, satellite communication systems and HF voice data radios. Defines ground-to-ground communication protocols. This includes the format of messages routed ARINC between a service provider and an airline or other ground system. This is referred to as a Type B 620 message (the air/ground Type A message is reformatted to a Type B message for ground transmissions). ARINC Describes the processing associated with sending air traffic control application messages over 622 todays ACARS links (including ARINC 623 ATC messages). ARINC This characteristic identifies air-traffic-control-related messages that can be generated or received 623 by an ACARS management unit/communications management unit system (does not include FANS1 or FANS-A messages that are processed by the flight management system). ARINC Specification for a bi-directional data bus for sending and receiving data between multiple avionics 629 line replacement units. The specification was initially developed for use on Boeing 777 commercial airplanes, but was published as an ARINC industry standard in 1999. ARINC Specification for VHF Data Link Mode 2. This specification provides general and specific design 631 guidance for the development and installation of the protocols needed to exchange bit-oriented data across an air-ground VHF Digital Link in an open system interconnection environment. ARINC
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Specification for an ACARS management unit for ARINC 724B wiring. 724B ARINC Specification for interfacing with multi-purpose cockpit display units. 739 ARINC 740 Specification for interfacing to cockpit printers. ARINC 744 Specification for a communications management unit relative to ARINC 758 wiring. This ARINC specification identifies various levels of functionality, these in turn defining future growth phases 758 for the communications management unit. Initial communications management unit systems which perform todays ACARS functions are classified as Level OA. Two-part specification that defines a security framework for protecting ACARS datalink messages exchanged between aircraft and ground systems. Security services include confidentiality, data ARINC integrity and message authentication. Part 1, ACARS message security, specifies the security 823 protocol, and Part 2, key management, specifies life-cycle management of the cryptographic keys necessary for secure and proper operation of the ACARS message security system.
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Flight Management System. FMS standards are defined in ARINC Characteristic 702 and 702A. HFDL High Frequency Data Link is an ACARS communications media used to exchange data such as Airline Operational Control (AOC) messages, Controller Pilot Data Link Communication (CPDLC) messages and Automatic Dependent Surveillance (ADS) messages between aircraft end-systems and corresponding ground-based HFDL ground stations. HF High Frequency. A portion of the RF spectrum. LRU Line Replaceable Unit. An avionics "black box" that can be replaced on the flight line, without downing the aircraft for maintenance. MCDU Multifunction Control Display Unit. A text-only device that displays messages to the aircrew and accepts crew input on an integrated keyboard. MCDU standards are defined in ARINC Characteristic 739. MCDUs have seven input ports and can be used with seven different systems, such as CMU or FMS. Each system connected to an MCDU generates its own display pages and accepts keyboard input, when it is selected as the system controlling the MCDU. MIDU Multi-Input Interactive Display Unit (often used as a third cockpit CDU). MU Management Unit. Often referred to as the ACARS MU, this is an avionics LRU that routes datalink messages to and from the ground. OOOI Shorthand for the basic flight phasesOut of the gate, Off the ground, On the ground, In the gate. POA Plain Old ACARS. Refers to the set of ACARS communications protocols in effect before the introduction of VDL Mode 2. The term is derived from POTS (Plain old telephone service) that refers to the wired analog telephone network. SATCOM Satellite Communications. Airborne SATCOM equipment includes a satellite data unit, medium to high power amplifier, and an antenna, possibly with a steerable beam. A typical SATCOM installation can support a datalink channel as well as one or more voice channels. VDL VHF Data Link VHF Very High Frequency. A portion of the RF spectrum, defined as 30MHz to 300MHz.
See also[edit]
Aeronautical Telecommunication Network (ATN) Future Air Navigation System (FANS) Acronyms and abbreviations in avionics SELCAL
References[edit]
1. ^ Carlsson, Barbara (October 2002), "GLOBALink/VHF: The Future Is Now", The Global Link: 4, retrieved 2007-01-24 3. ^ http://aspmhelp.faa.gov/index.php/OOOI_Data 4. ^ Online-Black-Box soll Crashs schneller
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2. ^ http://www.arinc.com/downloads/product_collat
External links[edit]
ARINC, inventors of ACARS acarsd, free ACARS decoder software for Linux/Windows ACARS on NOSA ARINC Standards Document List, list and describe the ARINC standards [show] v t e
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