Cpdlc Data Link

Technical White Paper – CPDLC Data Link

Controller Pilot Pilot Data Link Communication (CPDLC) Data Link Mandate

With global air trafc expected to double in the next 20 years to over 1 billion ights, upgrades to Air Trafc Control systems will become necessary in order to prevent reductions in airspace efciencies e fciencies whilst maintaining acceptable levels o saety. Additional requirements or data link on aircrat are anticipated over the next 5-10 years to meet this need or new trafc management systems. Data link solutions provide airline operators with signifcant benefts at reduced cost, including enhanced ight operations efciency and lower airline maintenance, administration and air trafc control costs.

With new statistics and headlines relating to increased air trafc and the environmental damage this causes being published on an almost daily basis, it is evident that air trafc management systems in Europe and the United States need to be modernised. The response of the US and the European Union to this situation is equally well documented, with both EUROCONTROL and the FAA taking the lead in the modernisation of the ATM A TM Ec EcoSy oSyste stem. m. The Sin Single gle Eu Europ ropean ean Sky ATM A TM Res Resear earch ch (S (SES ESAR) AR) is cur curren rently tly in its development phase (2009-2016) with initial deployment in some technology areas already progressing. Once complete, this should facilitate a threefold increase in capacity and a 50% reduction in air navigation costs, as well as a reduction in an aircraft’s environmental impact by up to 10% per ight.

The Fed Federa erall Av Aviat iation ion Ad Admin minist istrat ration ion’’s (F (FAA) Next Generation Air Tran Transportation sportation System (NextGen) is the US equivalent to SESAR. This system will be implemented in stages between 2012 and 2025, and will save 1.4 billion gallons of fuel and 14 million tonnes of CO2 by 2018. The sys system tem is ant antici icipated pated to red reduce uce delays ays by by 35%, adding up to $23 billion in benets by 2018 compared with 2010, according to the FAA. Data link solutions represent the key to future global Air Trafc Management (ATM) systems, and both SESAR and NextGen are dening the standards and validating the systems of tomorrow, today. The Single European Sky - Data Link Services (Link 2000 / SES SES-DL -DLS) S) is being ng dep deploy loyed ed now now.. The The air aircra craft ft improvementss dened and validated during the improvement development phase of SESAR will start to be deployed in the 2016-2018 timeframe.

Data Communications

Flight Operations

Airline Airli ne Maint Maintenanc enance e

Airline Airli ne Administrati Administration on

Air Tr Trafﬁc afﬁc Cont Control rol

1

Data link solutions represent the key to uture global Aiir Tra A raf fc c Man ana agement (A (AT TM) systems, and both SESAR and NextGen are defning the standards and validating the systems o tomorrow, today.

Data Link Upgrade Mandate Timings

FAA / Nextgen Tentative Deployment Tentative 2014 - 2020

European SESAR (the Single European Sky ATM Research Research Programme) (Operational phase 2016-2018)

9 1 0 2

0 + 2 0 2

2 0 0 9 2 0 1 0

8 1 0 2

2 0 1 1

2 0 1 7

2 1 0 2

2 0 1 6 Eurocontrol PM-CPDLC Retrofit Date February 5, 2015

Eurocontrol PM-CPDLC

2 0 0 1 5

4 2 0 1

3 1 0 2

Forward Fit January 1, 2011

North Atlantic Tracks FANS1/A Mandated on limited tracks then on two core NAT tracks

Eurocontrol PM-CPDLC End of FANS1/A Exemption On Forward Fit January 1, 2014

Single European Sky Data Link Services (SES-DLS) Mandate - PM-CPDLC Although Althou gh com comple plexx in name name,, PM-C PM-CPD PDLC LC is straightforward in practice: similar to text messaging on cell phones, this system allows pilots and Air Trafc Control to send canned data messages between the ground and the aircraft. CPDLC messages enable routine tasks that can take up to 50% of a controller’s time to be automated automated.. Messages include standard standa rd ATC clearances clearance s “ACL” (e.g. “Climb to level 350”) or “AMC” (e.g. microphone check) and are intended to augment ATC voice communications and provide additional air trafc control capacity in high density ATC environments. CPDLC is not a new technology, and air trafc controllers and pilots have been using these “text” messages for many years in the existing Future Air Navigation System 1/A (FANS1/A), used in trans-oceanic ights. 2

There are There are var variou iouss form formss of of data data lin linkk in ope opera ratio tion n today, including AOC, ATC, ADS as part of ATS, FIS (D-ATIS) and A623 applications that include D-ATIS. In addition, clearances such as PreDeparture Clearances are supported via A623 messages. The Eur Europe opean an Com Commi mission ssion mand mandat ated ed the installation of Protected Mode Controller Pilot Data Communication (PM-CPDLC) for forward t aircraft starting from January 1, 2011. This mand mandat ate e is the the rs rstt of of a num number ber of expected compulsory upgrades to the data link systems on aircraft. The SES-DLS mandate is expected to be followed by additional data link requirements.

— FAA’s NextGen Air Trafc Management System requirements are expected in 2014. Initial deployment is expected to be centered on FANS 1/A+ with VDL Mode 2, followed by harmonisation with Europe by 2025 as reected in NextGen Advisory Committee (NAC), dated 02/2012. — SESAR requirements in work (SC-214), project operational usage starting in the 2016-2018 time frame. The Airbus plan is to have an ATSU capable of SC214 in 2016. — North Atlantic Tracks will have preferred routings for FANS1/A equipped aircraft from 2013 on limited tracks, and from Feb.2015 on two core NAT tracks above FL340 Toda T oday ythr three eever versio sions nsof ofCPD CPDLC LCar aree eenvi nvisioned sioned: :

— FutureAirNavigationSystem(FANS1/A+) — Link2000/SES-DLS — SC-214.


FANS utilises Aircrat Aircrat Communications Addressing and Reporting System (ACARS) over VHF and satellite communication communic ation or transmission o messages.

EachofthethreeversionsofCPDLCsupports

Whend Whe ndire irectl ctlyi yintegr ntegrat ated edint intot othe heFli Flight ght

theneedsofAirTracManagement(A theneedsofAirT racManagement(ATM)to TM)to

Manage Man agemen ments tsyst ystem em,F ,FANS ANS2/B 2/B+i +isoften soften 

varyingdegrees,outlinedasfollows:

refe re ferr rred edt to oas ast the heS SES ES-D -DLS LS/L /Lin ink k20 2000 00

1/A+,developedinthe1990sby — FANS 1/A+,developedinthe1990sby

solution.

Honeywell,BoeingandAirbu Honeywell,B oeingandAirbus,isprim s,isprimarily arily

SC-214/WG78.Toinvestigatefuturedata Toinvestigatefuturedata — SC-214/WG78.

usedforTrans-Oceanicights.FANSutilises

linkrequirementstheFAAandEUROCAE

Aircra Air craft ftCom Commun munica icatio tions nsAdd Addre ressi ssingand ngand

haveestablishedajointcommitteeSC21 haveestablisheda jointcommitteeSC214/ 4/

ReportingSystem(ACARS)overVHFand

WG78.

messages.TheuseofACARSrestrictsthe amountofairtraconthesystemdueto

2. Impr Improv oved edc com ommu muni nica cati tion on andin and info forma rmati tion ondis dissem semina inati tion on with wi thin ina an nai airl rlin ines eso ope pera rati tion on..

bandwidthlimitationsofthetechnology. LaterupgradesincludedACARSoverHFDL. TheF The FAAi AAiscur scurren rently tlypl planning anningon onut utili ilising sing

3. Increased Increasedinforma information tion for orc cos ost tre redu duct ctio ion n.

FANS1/A+overU.S.continentalairspaceas aninitialATCdatalinkdeploymentphase;but requiringoperatorstouseVDLMode2radios

4. Reducedp Reducedpilotw ilotworkload. orkload.

forimprovedperformance.

5. Reducedd Reduceddelayt elaytimes. imes.

SES-DLS. — SES-DLS . TheDa TheData taLin Link2 k2000+ 000+DLS DLS implementationmandateinEuropeprovides

6. Increased Increasedaccuracy accuracy  for or ig ight htc cre rew wpa payy.

thegroundandairborneinfrastructure forfutureATM. SES-DLSinstallsthe Aerona Aer onauti utical calTele Telecom commun munica icatio tions nsNetw Network ork

7. Reducedactivityb Reducedactivityby y airli r line ep per ers son onn nel.

(ATN)andrequiresVHFDataLinkMode2 (VDL-M2)radiosona (VDL -M2)radiosonaircrafttoremov ircrafttoremovethe ethe

8. Improv Improvedoperat edoperationalplan ionalplanning. ning.

bandwidthlimitationsoftheACARS/Satellite system.

9. Reducedimpactonfuelcost mpactonfuelcost..

Data Link Service

FANS 1/ 1/A+ A+

ATC A TC Com Comm. m. Man Manage agemen mentt (AC (ACM) M)

SES-DLS SES-DL S

•

•

• •

• • • • • • • • • •

ATC A TC Cle Cleara arance nce (A (ACL CL)) ATC A TC Mic Che Check ck (AM (AMC) C) 4D Trajectory Data (4DTRAD)

2

Departure Clearances (DCL)

•

Taxi T axi In/ In/Out Out (D(D-T Taxi) Flight Pan Intent (FLIPINT) In Trail Proceedure (ITP) Operational Terminal Info Services (D-OTIS) Hazardous Weather (D-HzWx) Runway Visual Range (D-RVR) Digital Automatic Terminal Information Services (D-ATIS)3

1

Honeywell’sdatalinksolutions supportnotonlyATCapplications, butincludeanextensiveAOC capability. 1. Improv Improvedcommun edcommunication ication with wi tht the he ig ight htc cre rew w, ,in in  ter erms mso of fti time mea and nda acc ccur urac acyy.

satellitecommunicationfortransmissionof

• Not Supported

AOC A OC Dat Data a Li Link nk Ben Benet ets s

Partially Supported

• • • •

• Supported

FANS2isBoeing’snameforhighlyintegrated,seamlessFANS1+andPMCPDLC/CMATNsystems.AirbususesFANSB+ tosignifyPMCPDLC/CMATNsystem. 2 Uses CPDLC and ADS-C. 3 Is part of D-OTIS functionality.

10.Improvedmaintenance operation. 11.Improvedpassengerservice. 12. 2.Emer Emergenc gency/ y/Hija Hijack ck awar aw aren enes ess sno notti ica cattio ion n. 13.Voicecomm Voicecommunic unication ation cost reduction.

3

Using data link systems avoids common communication problems such as unclear radio communication communication or misinterpretation misint erpretation due to language language dierences or poor clarity.

Typical ‘ACARS’ Data Link Applications

Taxi From Aircraft Link Test/Clock Update Fuel/Crew Information Delay Reports Out

Take-Off From Aircraft Off Report

To Aircraft PDC AGIS Weight and Balance Airport Analysis Dispatch Release Flight Plan Load FMC

Departure From Aircraft Engine Data

To Aircraft ATIS Weather Reports

En Route From Aircraft Position Reports Weather Reports ETA Updates Engine Parrameters Maintenance Reports

To Aircraft ATC Oceanic Oceanic Clearances ATIS Weather Reports Reclearance Ground Voice Requests (SELCAL)

Landing

Approach Approac h From Aircraft

From Aircraft

Provisioning On Gate Requests Special Requests Engine Information Maintenance Reports

Taxi

From Aircraft In Fuel Information Crew Information Fault Data (from Central Maintenance Computer) Closeout

To Aircraft Gate Assignment Connecting Gates for Passengers and Crew ATIS

Manyglobalairlinesnowusedatalinkasthe

Datalinkalsohelpstoincreasethespeedof

Datalinkalsoallowsuserstosavemessages

mainchannelofcommunicationbetween

informationdissemination,bothtoandfrom

forfuturereferenceandtrendanalysis.

aircraftandgroundcrew.Inaddition,a

theaircraft.Forexample,analertregardinga

Improvedinformationdeliveryspeedcan

signicantproportionofthiscommunication

maintenanceorexceedanceconditionsuch

helpeliminatedelays,providinginformation

isautomated.Usingdatalinksystems

asengineoverheatingcanbeautomatically

punctuallyandtomultipleparties.Information

avoidscommoncommunicationproblems

senttoMaintenanceandEngineering,anda

sharingisalsoeasier,aselectronicinformation

suchasunclearradiocommunicationor

delaymessagesenttoFlightOperationsandto

caneasilybesenttomultipledestinations,

misinterpretationduetolanguagedierences

personnelonthegroundatdestinationassoon

whichisdicultwithvoicecommunications.

orpoorclarity.

asthefaultisdetectedbyaircraftsystems.

4


Honeywell continues to lead the way in ATM technologies, technol ogies, and is the only company globally that has been selected to contribute to both the SESAR and NextGen programmes.

Honeywell Solutions Honeywell is one of the world’s leading avionics suppliers and is the only company selected to contribute to both the SESAR and NextGen programmes. Honeywell solutions are currently validating tomorrow’s tomorrow’s data link solutions and incorporating tomorrow’s system requirements into today’s products.

Honeywell solutions are mapped through upgrades, STC, TC and platform centric solutions for all major aircraft platforms including Boeing, Airbus and Embraer.

CPDLC Solutions by Aircraft Type A/C Type Type

FANS-1/A/A+

FANS-2/B+

Standalone ATN ATN

Upgrades/Minimum Confguration Required

B717

Option4

N/A

CMU Solution4

Federated Solution - CMU MKII to MKII+ Upgrade , VDL Mode2 upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

B737 Classic

N /A

N/A

CMU Solution4

Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2 upgrade of VHF Mode 0/A and MCDU (not HON on B737) or MIDU upgrade

B737 NG

Option

Future Option

CMU Solution4

Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2 upgrade of VHF Mode 0/A and MCDU (not HON on B737) or MIDU upgrade

B747 Classic

N /A

N/A

CMU Solution4

Federated Solution - CMU MKII to MKII+ Upgrade CMU, VDL Mode2 upgrade of VHF Mode 0/A and MCDU or MIDU upgrade upgrade

B747-400

Option

N/A

CMU Solution4

VDL Module 2 upgrade of VHF Mode 0/A or upgrade upgrade FMS to NG FMS or provide a Federated Solution

B747-8

Option

Option

N/A

N G F MS

B757/B767

Option (w (with Pe Pegasus FM FMS)

N/A

CMU Solution

Federated Solution - CMU MKII to MKII+ Upgrade , VDL Mode2 upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

B777

Option

Future Option (with AIMS-2) 4

N/A

VDL Mode 2 upgrade of VHF Mode 0/A and AIMS upgrade

B787

Standard

Option

N/A

MD-80

N /A

MD-90

4

4

B787 CMF

N/A

4

CMU Solution

Federated Solution - CMU MKII to MKII+ Upgrade, VDL Mode2 upgrade of VHF Mode 0/A and MCDU or MIDU upgrade

Option (with Pegasus FMS)4

N/A

CMU Solution4


MD-10/11

Option

N/A

CMU Solution4


Airbus WB

N/A

N/A

CMU Solution4


Airbus SA

Option (FANS-A+) (FANS-A+)

Option Opt ion (F (FANS ANS-B+ -B+))

CMU Solution (via STC for non-ATSU equipped a/c)

For A320 with Airbus ATSU: VDL Mode 2 and non-HON upgrade (ATSU, MCDU). For aircraft not having an Airbus ATSU, CMU Mark II option for standalone ATN solution.

Airbus LR

Standard (FANS-A+) (FANS-A+)

N/A

N/A

With Airbus ATSU: ATSU: VDL Mode2 non-HON non-HON upgrade (ATSU, (ATSU, MCDU)

Airbus A380

Standard (FANS-A+) (FANS-A+)

Future Option (FANS-A+B)

N/A

Airbus A350

Standard (FANS-A+B) (FANS-A+B)

Standard Option (FANS-A+B)

N/A

BAe-146/RJ

N/A

N /A

CMU Solution4


EMB-170/190

N /A

Future Option (with NGFMS)4

EPIC EP IC CM CMF F

Eith Ei ther er NG FM FMS S wit with h EPI EPIC C CMF CMF up upgr grad ade e or or sta stand nd al alon one e EPI EPIC C CMF CMF/ / ATS upgrade (Requires (Requires Pentium M Conguration) Conguration) - VDL Mode2 upgrade of VHF Mode 0/A

Note : N/A = Not Applicable or Not Available (the OEM did NOT provide such a function for the aircraft). Standard means the a/c as delivered from the OEM 4

Updates & Retrot available from Honeywell

would have that capability, OPTION is that function is a current (or soon to be available OPTION), and Future Option means exactly that (a PLANNED future option from the OEM, but not under any current development and therefore there is some risk in that it will change or not ultimately be cer tied and offered).

5

MKII+ Communications Management Unit Product Part No. M M K I + a I n C a o g m e mm e u n n t c i U a n t i i o t n s

ARINC ARIN C 724B 724B

ARINC 758 ARINC Link 2000

FANS FA NS 1/ 1/A+ A+5

SES-DLS

• • • •

• • • •

• • • •

• • • •

965-0758-001 965-0758-002 965-0758-005 965-0758-006

• Not Supported • Supported

5

Support FANS as a router with special FANS routing logic and Data Link recording.

Increased Increase d Functionality Initial CMU MKII

VDL Mode 2 CMU

– Recongurable – VDL Mode 2 AOA – Partitioned SW – ARINC 758 and 724B wiring – 622/623 ATC supported Messages (PDC, OCX, ATIS etc) – Uses MCDU – FANS Special Routing Support – SATCOM and HFDL – ARINC 716 (Mode 0 or Mode A) – Supports 724B and 758 wiring

9 6 9 1

/ 1 0 0 0 2

Link 2000+ Pioneer Phase ATN A TN Com Compli pliant ant CMU

– ATN and VDL Mode 2 – ATC ATC communication communicati on via CPDLC (Link 2000+ Message Set)

Link 2000+ ATN Comp ATN Complian liantt CMU MKII +

– Level C – Protected Mode CPDLC – AOC enhancements Future Enhancements: – Gatelink – Secure ACARS – Recording

0 6 0 2

t n e r u r C

MKII CMU (965-0758-001 or -002) Upgrade Paths Thea The avai vailable lableupgr upgrade adeof ofcu curre rrent ntMKII MKIICM CMU’ U’s s (-001or-002)totheARINC7 (-001or-002)t otheARINC758MkII+(96558MkII+(9650758-006)ortheMKIICMU(-001)toARINC 724BMKII+(965-0758-005)withPM-CPDLC Applica Appl icatio tionS nSoftw oftware arepr provi ovidesth desthef efoll ollowi owing: ng:

— DLSIRCompliantPM-CPDLC(VDL Mode Mo de 2)F Fun unct ctio iona nallit ityy

— 965-0758-006supportsARINC758 wiri wi ring ng( (Re Retr tro ot tan and dFo Forwa rward rd-F -Fit it))

— PowerPC(MPC8270)ProcessorBased Sys Sy stem, >750M 0MIIPS

— 32MBSDRAM,64MBFlash — 1MBitNon-VolatileBackup(24Hours)

— DatalinkRecordingCapability(High- Speed Sp eedA ARI RINC NC4 429 29I Int nterf erfac ace eto toC CVR VR))

— ProvidestherouterservicesfortheFMS host ho sted edF FANS ANS1 1a and nd2 2a appl pplicat icatio ions ns

— HF,VHF(VDLMode0/AandMode2), and SATCO COM M suppor ortt

— 965-0758-005supportsARINC724B wiri r ing n g (R (Ret etrro ottO ONL NLY)

6

— 1GB(SDCard) — IncreasedAOCCapabilities(LogicUnits) and an dPr Progr ogram amma mabi bilility tyvi via aAR ART T(A (ACA CARS RS  Reco Re con ngu gura rati tionT o nToo ool) l)

Honeywell continues to lead the way in ATM A TM tec techno hnolog logies ies,, dev develo elopin ping g MKII MKII+ + CMUs CMUs for future compliance with the anticipated changes to data link requirements including data link encryption. The hardware of part numbers 965-0758-005 (ARINC 724 724B B version) and 965-0758-006 (ARINC 758 version) is designed to support the future data link requirements with only software upgrades necessary to achieve future functionality as per the table to the left. These technology roadmaps include three important upgrades linked to the PM CPDLC software: — The AOC function has been enhanced to supply greater customisation capabilities. — The ACARS Recong Reconguration uration Tool (ART) has been improved so that multiple elements of the AOC database (e.g. parameters, screens, downlinks) may be viewed and edited simultaneously. — The Airsim tool has been upgraded to enable the simulation of the CPDLC function.

Leading the way in ATM technologies. Honeywell’s solution for VDR Upgrade to provide VDL M2 capability With the implementation of the EUROCONTROL mandate, any airline operators ying within European Airspace need to have VDL Mode 2 Data Link capability installed on VHF #3. Mix-ability between VDL Mod Mode e 0 and and VDL Mod Mode e 2 units ts will vary vary depending upon aircraft platform and OEM. Honeywell’ss VHF Data Radio (VDR) Honeywell’ ( VDR) – Model RTA 44D and Integrated Primus EPIC Radios are upgradable to provide VDL M2 capability for all kinds of platforms supporting suppor ting multifrequency capabilities as per the European mandate A631-5/6 standards. This conv convers ersion ion inc includ ludes es har hardwa dware re and software modication that vary according to the serial number of the VHF. Honeywell’s plan is for two service shops to perform per form the relevant service bulletins (Seattle Area Service Center (SASC) and Toulouse Service Centers (FSC)).


System Architecture to Address Compliance Using Honeywell’s CMU CMC ACMS

HFDL

ANT

SATCOM

ANT

FMS Cockpit Pilot Interface

ATC A TC PM-CPDLC/ATN

MCDUs

CVR Data Link Recording

AOC Airline Data Lin k

Printer Aural Alert

ACARS Router

Visual Alert

CMU - A623

AOC Datalink — Movement Messages — Weather Requests — Delay/Diversion Reports — Customised Reports

FMS Datalink — Flight Plan Uplinks — Wind Uplinks — Performance Uplinks — Position Reports

Honeywell’s Data Link Based ACARS Comprehensive Comprehensive Solution Solution

3rd VDR VDR VDL-M2

ACMS Datalink Datali nk

ANT

CMC Datalink

— Engine Trend Reports — Exceedance Reports — FOQA Reports — Customised Reports

— Real-time Faults

Data Link Messages from Other LRU

Thedi The diagr agram amabo above veou outli tlines nesHo Honeyw neywell ell’s ’s

ACMS/ AC MS/FD FDAMS AMS - A/C A/C Exce Exceedan edance ce Repo Reports rts

FMS (Flight Management System)

comprehensiveapproachtodeliveringbenets

These Thes eare areus used edto toau autom tomati atically callyinf inform ormgr groun ound d

Thissy This syst stem emall allows owsfo fort rthe heupda update teof ofwi winddat nddata a

toairlinesthroughtheadoptionofdata toairlinesthrough theadoptionofdatalinklink-

ofabnormalconditions(engineoraircraft

toallowforadjustmentsinightplans,aswell

basedupgrades.Honeywellhasamultiple

performanceoutsideacceptablethresholds),

asenablingupdatesofightplanchangesand

toolssuitethathelpsairlinestocongure

forexample,EGTov forexample, EGTovertemperature ertemperature,landing ,landing

down-linkingofightplanchanges.Andin

theirsolutionstomeettheiroperational,

geardroppedatexcessivehighspeed,N geardroppedatexcessiv ehighspeed,N1/ 1/

someaircraft,FANSOperationisalsoenabled

maintenance,optimalightplanningand

N2overspeed,oiltemperature/oilpressure, temperature/oilpressure,

(Controller-PilotCommunication)-example

administrationfunctions.Thearchitecture

vibrationandotherpotentiallyhazardous

B747,777,A340etc.NotAllFMCs,ACMS/

providesaseamlessinterfacetoCMS,FMS,

conditions.Engine&aircraftperformance

DMUsandCMCssupportdatalink.FMS

ACMSa ACM Sand ndoth other erLRU LRUst stoh ohelp elptr trans ansmit mitre relia liable ble

reportsresultinreducedmaintenanceand

supportA702AOCapplication.Itmayalso

datainreal-timeforuseindecision-making

warrantycost,andsupportvariousaircraft/

haveFANS1/A+andFANS2andFANSB.

managedthroughtheCMUMKII+’sseamless

engineanalysisprogrammes(ADEPT,GEM,

Inaddition,airlinesusethisforanyinformation

powerandinterfacecapabilitieswithother

andothers)andoerthepotentialforfull

(paper)providedtotheightcrewbeforeight,

avionicssystemsintheaircraft.

automationofanalysis.

reducingcostsassociatedwithpersonnel

CMC (Maintenance Computer) Reports Usedtoautomaticallyinformgroundcrewof equipmentfailures.Forexample,onAirbus aircraft,CMUcanturnonandoCMC reportstobesenttoground.Thisallows datatobesenttomaintenance datatobesent tomaintenanceinreal-time inreal-time, , anddecreasestheneedformaintenance visitstotheaircraft.Thissystemalsodelivers informationmorerapidly,whichcanreduce delays.

bringinginformationtotheaircraft.Thisismore ecientcomparedtoanyinformationprovided totheightcrewviavoicecommunications, reducesdelays(datacanbesentinseconds) andincreasesnumberofaircrafthandledby ightoperations/dispatch.Anyinformation usuallymanuallywrittenbyightcrewfor provisiontogroundpersonneltransmitted fasterusingthissystem,anditalsoremoves theneedformanualdataentryontheground, whichinturnreducestheriskofmistakesdue tohumanerror.

7

Achie Ac hievin ving g Comp Complia liance nce

Why Honeywell

Adopti Ado pting ng Hon Honeyw eywell ell’s ’s dat data a lin link k solu solutio tions ns

Since the launch of FANS in 1990, Honeywell

For more than 100 years, Honeywell has been

ensures that your aircraft and eet are

has been committed to providing technical

a pioneer in aerospace innovation. Every day,

beneting from the most up-to-date Honeywell

tools to enable effortless migration by mapping

thousands of aircraft equipped with Honeywell

technology, delivering a superior user

through upgrades, STC, TC and platform-

technology y across our skies. In fact, our

experience and enhanced levels of safety,

centric solutions for Boeing, Airbus and

products can be found on virtually every type

efciency and reliability, whilst maintaining

Embraer platforms. Our performance-focused

of commercial airliner, business and general

compliance with local and global mandates.

approach meets mandates and ensures

aviation jet, military aircraft and space vehicle

seamless integration to existing Honeywell

currently in operation. So, from takeoff to

Avionics onics pro produc ducts. ts.

landing, Honeywell helps make ying  ying safer,

Furthermore, adopting this technology places airline operators at the forefront of ATM

more reliable and more efcient, and it doesn’t

advances, ready to reap the benets of a

stop there – Honeywell technology is cost

modernised ATM environment.

effective too.

Abbre Abb revi viati ations ons ACMS ACM S

AircraftC Aircra ftCond onditi ition on MonitoringSystem

ADL

Airborne Data Loader

AIMS

Airplane Airplan eInf Informa ormatio tion n ManagementSystem

ANSP

Air Ai rNa Navi viga gati tion onS Ser ervi vice ceP Pro rovi vide derr

AOC

Airline Airlin eOper Operati ational onalCont Control rol/ / Communication

ART

ACAR ARS S Reconguration Tool

ATC A TC

Air Trac Control

ATN A TN

Aeronauti Aerona utical calTele Telecom commun munica icatio tion n Network

ATS A TS

Air Trac Services

CPDLC

ControllerPilotDataLink Communication

CVR

Cockpit Voice Recorder

DCDU

DataLinkCommunication andDisplayUnit

DCMF

DataCommunication ManagementFunction

DLC

Data Link Communications

DLS

Data Link Services

DLSIR

DataLinkServices ImplementingRules

EASA

Eur urop opea ean nA Avi viat atio ion nSa Safe fety tyA Age genc ncyy

ETA ET A

Expected Time of Arrival

FDAMS

FlightDa ghtData taAcq Acquis uisiti ition on and Management System

ATSU A TSU

Air Ai rT Tra rac cS Ser ervi vice ces sUn Unit it

BITE

Built In Test Equ quiipm pme ent

FANS

Fut utur ure eAi Air rNa Navi viga gati tionS o nSys yste tem m

CM

Context Management

FDCF

CMF

Communication Management Function

FlightDeckCommunication Function

FMS

CMU

Communications ManagementUnit

MFD

Mullti-Function Display Mu

NGFMS

NextGenerationFlight ManagementSystem

OMS

Onbo On boar ard dMa Maiint nten enan anc ce eSy Syst stem em

PDL

Portable Data Loader

PMCPDLC

Protected Mo Mod de Con onttroller PilotDataLinkCommunication

R/T

Receiver/Transmitter

RIPS

RecorderIndependent PowerSupply

SESAR

Single Sing leE Eur urop opea ean n Sky ATM Research

Single SingleEur European opean SES-DLS Sky – Data Link Services SSCVR

SolidStateCockpit VoiceRe Voice Recor corder der

STC

Sup Su ppleme e mental Type Ce Cert rtiic ca ate

VDL

VHF Data Link

Flight Ma Man nagement Sy Sys stem

VDL-M2 VDL -M2

VHFDa VHF Data taLin LinkM kMode ode2 2

HFDL

HighF g hFrreq eque uenc ncyyD Da ata taL Lin ink k

VHF

Very High Frequency

MCDU

Multi-FunctionControlDisplayUnit

This docum document ent (and rela related ted info informat rmation ion prov provided ided by Hone Honeywell) ywell) expr expresses esses Hone Honeywell ywell’s ’s curre current nt busin business ess view views s and and opinio opinions ns on certain current current and anticipated cipated rules and laws laws.. ItIt is intended as an informal guide only, designed to assist current and prospective Honeywell customers in their evaluation of whether our products and services can meet their business needs. This information should not be relied upon when making business decisions. None of the information contained in this document constitutes legal advice or legal opinion on how any of the referenced rules or laws may apply to you or your organisation or to any other matters. We encourage you to seek your own legal counsel and conduct your own independent analysis of the matters raised if you feel they are important to you or your business. Although we believe the factual information provided here to be accurate, it is disclosed (along with related information) without any representation or warranties of any kind (such as those relating to accuracy, currency, completeness or suitability to your business).

Find Out More For general information on Honeywell data

For more technical information, please contact the appropriate Technical Sales Representatives:

link solutions with the MKII Communication

Greg Francois, Air Transport

Andy Hill, Air Transport

Management Unit, please contact your

Honeywell Technical Sales

Honeywell Technical Sales

Honeywell sales representative or call

Ofce: Of ce: +1 (602) 436 3196

Ofce Of ce : +44 (0)1 (0)1256 256 722 297

+1 (800) 601 3099 or +1 602 365 3099.

Mobile: +1 (425) 922 0708

Mobile : + 44 (0)7974 451 305

Email: greg.francois@h [email protected] oneywell.com

Email : andy. [email protected] [email protected]

Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, Arizona 85034 Nor th Ameri North A merica: ca: +1 (800) (800) 601 601 3099 Outside North America: +1 (602) 365 3099 www.honeywell.com

N61-1121-000-000 April 20 201 12 © 2012 Honeywell International Inc.

Cpdlc Data Link

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